Korea Aerospace Industries (KAI) has further widened the market for its Surion utility helicopter, gaining a defense ministry contact to develop a medical evacuation version of the aircraft. Development is due to be completed by 2016, with the aircraft going into service in 2018, says KAI. Parliament last year authorized the acquisition of eight medical evacuation helicopters; the army reportedly has a requirement for about 20. KAI does not yet have a production contract, however.
Aug. 25—Ninth Asia-Pacific Congress of Aerospace Medicine. Beijing. www.apfama.org/2014 Aug. 27-28—Fourth International Technical Specialists’ Meeting on Vertical Lift Aircraft RDT&E. Patuxent River, Maryland. vtol.org/pax Sept. 3-5—ALTA Aviation Law Americas. Miami. Call +1 (786) 388-0222 or see [email protected]
NASA Administrator Charles Bolden’s statement: “If the species is to survive indefinitely, we need to become a multiplanet species” is typical of someone blinded by his own specialty. This and other gems were recounted in “Why Go?” ( AW&ST June 23, p. 45).
Avic subsidiary Avic Capital says it is in talks to buy Irish aircraft lessor Avolon but stresses that no deal is certain. In a stock exchange statement, Avic Capital denies a newspaper report that the deal will be valued at 12 billion euros ($16 billion). Reuters reports that Avic Capital and China Investment Corp., also a state firm, were negotiating to buy Avolon for $4-5 billion, including the value of debt that they would assume in the acquisition. Avolon, which owns more than 190 aircraft, has reportedly raised $7.2 billion in capital since it was launched four years ago.
Antoine Gelain’s commentary “Out of Steam” ( AW&ST July 7, p. 12) covers BAE Systems’ recent lackluster performance post-divesting itself of assets that subsequently proved very profitable. This unfortunate process goes back 25 years or more.
An innovative engine cycle conceived for a single-stage-to-orbit (SSTO) launch concept is attracting interest for possible wider application in several air-breathing hypersonic roles.
Dowty is engaged in an advanced composite design and manufacturing research effort to prepare for a coming wave of new-generation blades, whether they are longer, thinner propellers or large-scale, wide-chord blades for an open rotor.
Anthony Velocci’s commentary “Innovation’s Quiet March” ( AW&ST Aug. 11/18, p. 18) concludes, “. . . leadership teams at established companies would do well to remember that casebooks are filled with examples of what happens when organizations start worrying more about protecting what they have than discovering what they can be.” The team of Orville and Wilbur Wright did just that with their obsession with lawsuits. The casebook goes back to the beginning.
In the editorial “Still Some Explaining To Do” ( AW&ST Aug. 8/11, p. 74), which covers the F-35 and the Pratt & Whitney engine, there appears this flawed statement: “This sort of engine failure is normally the kind of fundamental design issue engineers are expected to catch early in development.”
I agree with the premise of the subject editorial that Pratt & Whitney’s silence regarding the F-135 problems is “disappointing but perhaps understandable.”
I agree with the premise of the subject editorial that Pratt & Whitney’s silence regarding the F-135 problems is “disappointing but perhaps understandable.”
