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Embraer snaps as Boeing
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 CONTENTS
Volume 197 Number 5734
5-11 MAY 2020

Hybrid-electric
project is over P8

Airbus
NEWS COVER STORY
BEHIND THE HEADLINES
7 Jilted Embraer
5-11 May 2020 I flightglobal.com

Pilar Wolfsteller looks at embittered by Boeing INDUSTRY

Biting back
California’s preparations to THIS WEEK Embraer snaps as Boeing
loses takeover appetite

tackle wildfires from above 6 Flight International adapts to mitigate Brazilian airframer
(P24), while Murdo coronavirus impact launches arbitration
8 Partners power down E-Fan X project process as collapse of
Morrison reviews fleet
commercial aviation
developments among key 9 Results reveal big two’s pandemic pain
merger with US
operators in this life-saving manufacturer leaves it

AirTeamImages
AIR TRANSPORT
sector (P28). And Dominic in weakened position
10 Air France-KLM secures state support. £3.90 Power cut Trailblazing fliers

Perry gets up to speed Airbus, Rolls-Royce pull plug How California gets ready
1 8
on electric E-Fan X project 8 to douse wildfire threat 24
9 770015 371310

Norwegian funds could run dry by mid-May

with Airbus Helicopters’
11 Southwest defers swathe of Max deliveries
Racer technology
12 Mis-set altitude led Neos 737 to fly low. FEATURES
demonstrator (P16)
Hong Kong warns 787 operators on ILS
incidents 23 Infernal affairs
DEFENCE Flight International reviews developments in aircraft
13 C-390’s prospects hit by Boeing action. being readied to battle blazes in this year’s northern
Saab delivers for UAE with first GlobalEye hemisphere wildfire season and surveys preparations
Mike Macleod/Viking Air

in California, where climate change and urban sprawl

14 Saab AESA scans past Gripen C/D users.
are combining to amplify incendiary disaster
Draft request advances B-52 re-engining plans
15 Block II Super Hornet output complete.
Quantix tail-sitter farmed out for mapping duty
NEWS FOCUS
16 Airbus focuses on maintaining Racer’s pace
REGULARS BUSINESS AVIATION
5 Comment 18 Equator charges up electric ambitions.
31 Straight & Level Avinode unveils online relief platform
Lockheed Martin

33 Classified 19 Cougar pounces on Sikorsky S-92 upgrade kit.

34 Jobs Textron offers finance for Citation enhancements
35 Working Week DATA VIEW
20 March sales offset by Max removals FireHerc is well suited for low, slow deliveries P28

nload the new

Download theCommercial Engines
2019 Commercial Directory
Engines Report
wnload The Engine Directory.
with enhanced
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with updated and in-depth market
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flightglobal.com 5-11 May 2020 | Flight International | 3
CONTENTS

Image of
the week
Pilatus has delivered this
medical evacuation-roled
PC-24 to Barrow, Alaska-
based operator North Slope
Borough search and rescue.
The adapted light business
jet (N827HB) has a cabin
configured for two stretcher-
based patients and five
passengers. Pilatus says it
has now shipped four of the
type to customers for
medevac duties

View more great aviation

shots online and in our
weekly tablet edition:

flightglobal.com/
flight-international

Pilatus
The week in numbers NEXT WEEK DIGITAL-ONLY

41.4%
Publishing schedule changes mean that our 12-18 May
edition will be in a non-print format. Don’t miss our feature
package on US hypersonic missile developments. Plus,
Aeroflot Group Rolls-Royce’s new hybrid-electric vision
Aeroflot carried 1.8m passengers in March, versus nearly Use your subscriber login to access Flight International via
3.1m a year ago. The airline’s load factor was down 57.4% smartphone, tablet or desktop, alongside our print issues
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$103m Elbit Systems

Value of Elbit Systems deal to fit electronic warfare suites, with

countermeasures, to an Asian country’s air force helicopters

5,000
Jobs cut by Scandinavian carrier SAS in Denmark, Norway
SAS
US Air Force

and Sweden, as coronavirus pandemic slashes travel demand

Stay up to date with the latest news and analysis from the global aviation and aerospace sector: flightglobal.com/news

CAE is readdressing the gender

imbalance in aviation.
6HHKRZDWȵLJKWJOREDOFRP&$(*HQGHUΖPEDODQFH5HSRUW

4 | Flight International | 5-11 May 2020 flightglobal.com


No happy ending
Not Boeing
With Embraer jilted at the altar, the Brazilian airframer needs to demonstrate
that it has a Plan B, other than a stream of bitter words for its former suitor
f Embraer’s senior executives wanted to re-
I assure investors that they were responding
swiftly and nimbly to Boeing’s ruthless bull-
dozing of their entire strategy, they managed
only to reinforce the view that the Brazilian
manufacturer did not have a Plan B.
Acrimony and a dearth of even basic de-
tails – such as the specific reasons for Boe-
ing’s decision, or the framework of a fall-back
position – were more indicative of a leader-
ship in shell-shock than one coolly steering a
confident course through a corporate crisis.
Unexpected and involuntary isolation
means several of the reasons why the tie-up
was beneficial for Embraer have become bur-
densome considerations.
Its backlog, which might have been stimu-
lated by Boeing’s connections, has yet to re-
verse a four-year decline, and the older E1
variants of its E-Jet family are outselling the
re-engined E2, which – lessors aside – is still
seeking elusive blue-chip customers. Mean-
while the CSeries-now-Airbus A220 is rocking
up to fights with heavyweight muscle it could
never have summoned under Bombardier.
The C-390 Millennium airlifter will have
to compete from a standalone position, miss-
ing out on sales paths through the US govern-
ment, while Embraer’s pool of engineering
talent will be a costly and underused re-
source without a future Boeing project.
Embraer’s commercial aviation division,
its largest revenue contributor, made a R266
million ($66 million) operating loss in the
year to 31 December 2019. Its defence and
flightglobal.com
Rafael Leon/Shutterstock
executive jet segments were also loss making,
with only the services division profitable.
None of this is helped by Brazil’s stuttering
economy, the spectre of coronavirus, or the
Trump-esque nature of the country’s presi-
dent, Jair Bolsonaro, against whom the Boe-
ing walk-out might – at the time the Amazon
was burning – have been championed as an
environmentally minded sucker punch.
Among the many
unanswered questions is
the likelihood of another
international partnership
Among the many unanswered questions
over Embraer’s future is the likelihood of an-
other international partnership. North Ameri-
ca is its largest commercial and second-largest
defence customer, and that makes it unclear
whether, say, a Chinese-backed Embraer
would sit easily with the USA – or Bolsonaro,
given recent high-profile political sniping.
Embraer understandably feels aggrieved
and, as Congreve wrote, heaven has no rage
like love to hatred turned. But the airframer
should avoid reverting to the cliche of Latin
hot-headedness when the tricky task of secur-
ing its future in this unforgiving climate de-
mands careful, cool and analytical thinking. ■
See This Week P7
COMMENT
Breathing room
hile the stimulus is unsatisfactory,
W there is a silver lining to the other-
wise bleak news that Airbus and Boeing
are cutting back production of new air-
craft in the wake of a collapse in demand.
How much output will be reduced is an
imponderable at the moment, but prior to
the pandemic the industry was expecting
to deliver some 1,600 mainline jets this
year – depending on the return to service
of the 737 Max.
A potential scenario on short-term de-
mand painted by Ascend by Cirium
makes grim reading. This sees two years
where no new deliveries are required, al-
though it notes that there are additional
routes to this end, such as using smaller
aircraft to match reduced demand.
It is extraordinary to consider the
desperate new short-term outlook, given
that not long ago Airbus was preparing to
take single-aisle output to 63 A320-family
aircraft per month. Boeing similarly had
been facing pressure to expedite deliver-
ies of new and pre-completed 737 Max
aircraft once the grounding was lifted,
with potential monthly delivery scenarios
as high as 70 aircraft.
But these rates came with health
warnings, as Airbus continued to grapple
with quality and scheduling problems on
the A321neo.
The coronavirus-driven hiatus at least
provides breathing room for the OEMs –
not to mention the stretched supply chain
– to catch up and restore confidence in
their abilities to deliver aircraft on time
and on quality.
It also gives Boeing the headroom to en-
sure that its execution of the Max return is
controlled and co-ordinated, minimising
the risk of further damage to an already-
embattled airliner programme. ■
See This Week P9
AirTeamImages
Plane speaking
5-11 May 2020 | Flight International | 5
THIS WEEK

BRIEFING
EUROPEAN TRIO BRACE FOR JOB CUTS
REDUNDANCIES A trio of European carriers have announced
measures that could lead to the loss of a combined 19,000 jobs
as a result of the coronavirus crisis. Icelandair is axing 2,000
staff, SAS has begun work on cutting up to 5,000 full-time
positions, and British Airways warns that 12,000 employees
could be made redundant in the face of a protracted downturn.

PEGASUS TANKER LOSSES MOUNT AT BOEING

FINANCIAL Boeing incurred a first-quarter pre-tax charge of
$827 million against the KC-46A Pegasus tanker, taking its total
losses on the US Air Force programme to $4.6 billion. Replacing
the type’s boom remote vision system will cost $551 million, with
“productivity inefficiencies” and temporary coronavirus-driven
closures of company sites also factors. Boeing Defense, Space &
Security lost $191 million in the first three months of this year; MESSAGE

Flight International
down from a $852 million profit in the same period in 2019.

ARGENTINA IMPOSES FLIGHT SUSPENSION

PANDEMIC Local airlines, airport bodies and IATA have voiced
concern over Argentina’s move to suspend air travel in the coun-
try until 1 September amid the coronavirus pandemic. “That is
well beyond the current period of lockdown in the country and
adapts to mitigate
will risk additional thousands of jobs in the travel and tourism
sector,” notes IATA director general Alexandre de Juniac.

JAZZ BECOMES DASH 8 CONVERT

coronavirus impact
MODIFICATIONS Canadian regional airline Jazz is purchasing
up to 13 Simplified Package Freighter conversion kits for its 74-
seat De Havilland Canada Dash 8-400 turboprops. Jazz president
W elcome to this latest
edition of Flight Interna-
tional, which like our previous
Randolph deGooyer says the conversions will enable the airline six issues was produced by our
“to redeploy aircraft while contributing to the collective fight dedicated teams in the UK, Sin-
against Covid-19”. The operator is working with Air Canada gapore and the USA under
Cargo towards deploying the first updated aircraft in May. home-working conditions amid
the coronavirus pandemic.
WASHINGTON TIGHTENS EXPORT CONTROLS These are hugely troubled
RESTRICTIONS The US Department of Commerce has tight- times for manufacturers and air-
ened restrictions on certain exports to China, Russia and lines alike – as is the case with
Venezuela, in a move with still-unclear ramifications for US almost all industries and sectors
aerospace suppliers. Announced on 27 April, the measure touching our daily lives. But, as
concerns technologies such as semiconductor equipment and throughout Flight’s 111-year
sensors that Washington believes could be repurposed for use history, we remain committed to
in weapons, military aircraft or surveillance equipment. delivering the best coverage of
the news and other develop-
BOMBARDIER TO END SHUTDOWN ments that matter to you.
MANUFACTURING Bombardier says its manufacturing and Our thoughts are with the
services work will “gradually resume as of 11 May”, after what many thousands of aerospace
will have been a seven-week halt due to the coronavirus crisis. industry workers and those of
The company has recalled some 11,000 Canada-based em- our readers who are directly af-
ployees; the majority of its staff in the country working in the fected by this downturn, with
aviation and transportation sectors. their jobs lost, furloughed or at
risk; and all those touched by
AILING CONDOR SECURES BAILOUT coronavirus itself.
RESCUE European Commission regulators have approved a At some point the skies will
€550 million ($595 million) loan from the German state to help brighten again, and Flight Inter-
struggling leisure carrier Condor. “Condor will receive a loan of national will be here to cover the
€294 million as corona[virus] aid as well as €256 million to fully recovery, whenever it appears.
refinance the bridging loan received last winter following the In the meantime, as these
insolvency of Thomas Cook,” the carrier says. strained economic times prevail,
we must announce the introduc-
tion of a temporary change to
our publishing plan for 2020.
Starting from this issue of the
magazine we will be alternating
our editions between print and
digital-only formats through to
the end of July.
This move will ensure that
our top-quality coverage can
continue to be available every
week via your existing
subscription.
Thank you for your under-
standing, and for supporting
Flight International during these
difficult times. Our alternating
print and digital-only issues,
plus further content on
flightglobal.com, will continue
to keep you informed of all the
key developments.
Best wishes, and stay safe.
Craig Hoyle
Editor
Flight International
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6 | Flight International | 5-11 May 2020 flightglobal.com


PARTNERSHIP DAVID KAMINSKI-MORROW LONDON
Jilted Embraer embittered by Boeing
Brazilian airframer launches arbitration process as commercial aviation merger collapse leaves it in weakened position
mbraer’s fierce reaction to
E prospective suitor Boeing’s
decision to bail from their intend-
ed commercial partnership is
hardly surprising, given that the
Brazilian airframer stands to lose
heavily from the split.
While the tie-up proposal, un-
veiled in late 2017, might have
given the impression of a hastily-
shoehorned response to Airbus’s
audacious swoop for the Bombar-
dier CSeries programme, Boeing
and Embraer already had collabo-
rative interests, and a merger had
genuine merits.
Boeing stated that the decision
would “strategically align” with
its commercial development,
production and lifecycle services
operations. A new joint venture,
80%-owned by Boeing and
named Boeing Brasil – Commer-
cial, would have handed the US
airframer its own “highly com-
plementary” presence in the
regional aircraft sector with the
re-engined E2 version of the Em-
braer E-Jet family, along with in-
come from Embraer’s services
and support arm.
Both Boeing and Embraer had
separately put pressure on the
CSeries, through trade and subsi-
dy disputes. But the intervention
of Airbus – and Boeing losing a
high-profile trade case against
Bombardier shortly afterwards –
simply gave the CSeries, rebrand-
ed the Airbus A220, additional
momentum and the backing of a
powerful partner.
Embraer’s E2 stood to gain a
similar advantage under Boeing,
capitalising on the US firm’s glob-
al marketing network and heavy-
weight presence in procurement
and cost negotiation. While the
A220 has flourished under Air-
bus, the E2 has lost traction –
total orders for the family have
actually declined since 2017,
even discounting the specific US
scope-clause peculiarities that
led to the removal of 100 E175-
E2s – the entire backlog for the
variant – from Embraer’s books.
flightglobal.com
Results reveal big
two’s pandemic pain
This Week P9
Absence of orders aside, the
E175-E2’s planned service-entry
date of 2021 reflects another key
reason for Embraer’s interest in
the Boeing tie-up. While the man-
ufacturer has been exploring a
complementary turboprop devel-
opment, it was looking to Boeing
to provide potential post-E2 open-
ings for its engineering personnel.
When the tie-up was initially
disclosed, Boeing had just started
delivering the 737 Max to cus-
tomers and – with the Max the
probable final iteration of the 737
– the airframer had been wres-
tling with options for a successor,
as well as a proposed New Mid-
market Airplane to bridge be-
tween its single- and twin-aisle
lines. Embraer would have been
able to offer technical specialists
with a lower Brazilian cost base.
SECOND SETBACK
But Boeing’s aircraft development
ambitions, already set back by the
13-month-and-counting ground-
ing of the 737 Max, have been
overturned by the impact of the
coronavirus crisis, which has de-
molished the forecasts and as-
sumptions behind the Boeing-
Embraer proposal.
Embraer’s share price has
halved since the outbreak and its
market capitalisation of around
$1.1 billion is barely a quarter of
the $4.2 billion that Boeing had
been set to pay just for its 80% of
the commercial aircraft venture.
Embraer had just completed,
in January, its carve-out prepara-
tions to separate the commercial
aviation division ahead of the
Boeing acquisition. The company
disclosed in March that the sepa-
ration costs relating to this carve-
out, some $120 million, had
wiped out its full-year earnings
before interest and taxes.
Even as it negotiated with
Embraer, Boeing had been under
financial pressure itself – not
only from the 737 Max situation
but also the broader fall in long-
haul jet demand.
Coronavirus has since exacer-
bated the situation, cutting into
the crucial single-aisle market
while inflicting further damage to
the weakened long-haul sector.
Under these conditions Boe-
ing’s decision to revisit the strate-
gic rationale for pursuing an ex-
pensive Embraer deal is hardly a
shock, especially following the
change in the US manufacturer’s
leadership in mid-January and its
requests for US government aid.
But the decision has – equally
unsurprisingly – left Embraer
frustrated, furious and bitter, its
future direction now another
uncertainty among the myriad
uncertainties caused by the most
extraordinary of circumstances.
In the days following the
merger’s collapse, Embraer an-
nounced it had formally com-
menced arbitration proceedings.
But the Brazilian airframer has
provided little insight into its re-
sponse to the failure, and the ex-
tent to which it had prepared for
such an eventuality.
Chief executive Francisco
Gomes Neto, speaking during a 27
April briefing, said he was “sur-
prised and disappointed” by
Boeing’s decision, reiterating the
belief that the US firm had wrong-
ly ended the agreement and dis-
puting its claim of a failure by Em-
braer to meet conditions.
He says Embraer has worked
“nonstop, day and night” to con-
clude the deal, which has in-
5-11 May 2020 | Flight International | 7
COVER STORY
E2 was set to give US
manufacturer a presence
in regional market
David Branco Filho/Embraer
volved a “long, costly and
complex process”.
Gomes Neto would not be
drawn on the overall cost to
Embraer of the separation and
preparatory work for the merger,
beyond saying that it was
“substantial” – nor would he
elaborate on the remedies sought
from Boeing, or even the condi-
tions Boeing believes Embraer to
have breached.
Merger documents filed to the
US Securities and Exchange
Commission refer to two termi-
nation fees, one amounting to
$75 million and the other, desig-
nated an “anti-trust termination
fee”, of $100 million.
STRATEGY REVIEW
Gomes Neto also remained vague
on alternative plans that Embraer
might pursue in the aftermath of
Boeing’s withdrawal, stating only
that the company would “re-
view” its commercial aviation
structure and strategy.
Embraer would remain open to
possible partnerships, he says,
but adds: “We want to do our
homework first.”
“I think the situation is more
acute for Embraer,” says Michel
Merluzeau of aerospace consul-
tancy AIR. “Embraer needs a
partner really, really quick.”
But there are few options in the
market for Embraer, with China
seen as the most plausible. ■
See Defence P13
THIS WEEK
Modified Avro RJ100 was due
to make maiden flight in 2021
TECHNOLOGY DAVID KAMINSKI-MORROW LONDON
Partners power down E-Fan X project
Work on hybrid-electric programme has provided ‘rich insights’, says airframer, although demonstrator will not now fly
irbus and Rolls-Royce have
A axed the E-Fan X demonstra-
tor programme, a year before the
experimental hybrid-electric en-
gine airliner was supposed to fly.
The E-Fan X programme was
launched to explore electric avia-
tion and involved equipping a
BAE Systems Avro RJ100 with a
hybrid powertrain. But Airbus
chief technology officer Grazia
PROPULSION DOMINIC PERRY LONDON
R-R plans for ‘copper bird’ ground testing despite cancellation
Propulsion specialist Rolls-Royce
is to continue ground-test activi-
ties on the power generation sys-
tem it was developing as its
contribution to the Airbus E-Fan
X, despite the project’s ending.
Under the E-Fan X design, the
partners intended to replace one
of a BAE Systems Avro RJ100’s
turbofan engines with an electric
propulsion unit powered by an
AE2100 turboshaft engine driv-
ing a 2.5MW generator mounted
in the aft fuselage.
Modification activities were
under way on the aircraft
(G-WEFX) by Avalon Aerospace
at Cranfield airport in the UK to
support a first flight next year.
Despite the end of the project,
R-R plans to continue some devel-
8 | Flight International | 5-11 May 2020
Vittadini says the airframer is
having to “navigate the realities”
of a world impacted by the
coronavirus crisis, and concen-
trate on priorities.
She says Airbus and Rolls-
Royce have as a result “jointly
decided” to “bring the E-Fan X
demonstrator to an end”.
“As with all ground-breaking
[research] projects, it’s our duty to
opment work as part of its drive
towards more sustainable aviation.
“Although our programme
with Airbus concludes, we are
planning that our power-genera-
tion system ground testing will
complete, allowing us to demon-
strate the technology and capture
all the lessons,” says R-R chief
technology officer Paul Stein.
This will see the company inte-
grate the generator, currently being
tested at its site in Trondheim,
Norway, with power-control and
thermal-management systems de-
veloped by R-R’s units in Derby and
Indianapolis, respectively. Ground
testing of its “copper bird” rig
should begin towards year-end.
Stein says that although a series
of airborne trials was planned for
constantly evaluate and repriori-
tise them to ensure alignment
with our ambitions,” she adds.
“These decisions are not al-
ways easy. But they’re undoubt-
edly necessary to stay the course.”
Vittadini points out that the
effort to decarbonise the aviation
industry is “no small feat”,
adding: “To achieve this, we
need to re-focus all of our efforts
the E-Fan X, a substantial amount
of technology “de-risking” can
take place on the ground.
Stressing that the cancellation
was made “jointly”, Stein says the
partners “felt that, particularly giv-
en the difficult times the aviation
industry is about to go through,
we had reached a point where we
had learned what we needed to”.
In addition, Stein says both
parties were conscious of the ex-
pense involved.
“We just decided that taking it
to flight-test at this point in the
evolution of the technology was
not worth the cost,” he says.
“Flight-testing would have cost
tens of millions and we have both
decided that we would prefer to
save that money.” ■
Airbus
on technology bricks that will
take us there.”
The E-Fan X, launched in
2017, was due to carry out its
maiden flight in 2021.
Vittadini insists that, while the
aircraft will “not take to the
skies”, the effort invested in the
programme has not been wasted.
“To say we’ve learned a lot from
this demonstrator project would
be an understatement,” she says.
“Over the past three years, each
E-Fan X milestone has offered us
rich insights for the future.”
Vittadini says these include ex-
ploration of hybrid architecture,
batteries and high-voltage sys-
tems, and new carbon dioxide re-
duction technologies, as well as
certification and regulatory
knowledge. She adds Airbus has
developed a “more focused road-
map” for decarbonisation.
“As with all such leading-edge
programmes, we constantly evalu-
ate the best way forward and it has
become clear to both parties that
the actual requirement to carry out
a test flight with all the elements
integrated is not critical at this
time,” says R-R chief technology
officer Paul Stein.
He says the level of industry
interest and support for the E-Fan
X programme has been “particu-
larly encouraging”. ■
flightglobal.com

FINANCE JON HEMMERDINGER BOSTON DAVID KAMINSKI-MORROW LONDON
Results reveal big two’s pandemic pain
Losses mar first-quarter results at Airbus and Boeing as commercial aircraft divisions see demand slide due to coronavirus
n a rare alignment of dates, the
I world’s big two airframers both
released their coronavirus-impact-
ed first-quarter results on 29 April.
Neither made for pleasant
reading, although Boeing’s exist-
ing troubles with the 737 Max
programme ensured that its pain
was deeper than that of Airbus.
The US airframer recorded a
$641 million loss in the first quar-
ter, on revenue that declined
26% year on year to $16.9 billion.
But the coronavirus and Max
grounding particularly hammered
Boeing Commercial Airplanes,
which lost $2.1 billion in the peri-
od, reversing a $1.2 billion profit
in the same quarter last year.
Commercial aircraft revenue
declined by roughly half to $6.2
billion, and Boeing delivered
only 50 jets in the period, down
from 149 in the first quarter
of 2019.
At Airbus, commercial aircraft
revenues were down by 22% to
€7.5 billion ($8 billion) and earn-
ings in the sector dropped by
82% to €57 million. Its adjusted
commercial EBIT was €191 mil-
lion, down 59%.
The group’s total adjusted
EBIT for the first quarter halved
to €281 million, and it made a net
loss of €481 million compared
with a previous profit of €40 mil-
lion. Revenues slipped from
€12.5 billion to €10.6 billion.
Both airframers have reacted
to plunging demand for new air-
craft by cutting planned output
and announcing reductions to
head count.
Airbus had already announced
revised targets, taking A320-family
output down to 40 per month,
while the rates for A330s and
A350s have been reduced to two
and six per month, respectively.
“This will remain for at least
two or three months,” says chief
executive Guillaume Faury.
Boeing has now followed
suit, cutting 787 output to 10 air-
craft per month this year, down
from 14 currently, then falling to
flightglobal.com
Air France-KLM
secures state
THIS WEEK
support
Air Transport P10
of Max production may repre-
sent a sliver of good news for
Boeing; it also expects to resume
deliveries in the third quarter,
with Calhoun saying the compa-
ny is progressing well through
certification work, despite chal-
lenges posed by coronavirus.
“We currently expect the nec-
Elaine Thompson/AP/Shutterstock
essary regulatory approval to
allow Max deliveries in the third
quarter,” Calhoun says.
“We are very confident that the
process will conclude with the…
US airframer will restart suspended 737 Max production this year certification.”
Boeing is now working its
seven per month by 2022. Max aircraft per month when way through what Calhoun
Under a previous plan, Boeing regulators grounded the type in describes as “a mountain” of
intended to reduce 787 produc- March 2019. documentation associated with
tion to 10 monthly in 2021, but But the planned resumption the approval process. ■
then increase that to 12 per
month in 2023.
However, Boeing has no im-
mediate plan to restructure its
787 final assembly footprint.
Presently, the airframer assem- Ensuring
safety and performance
bles the Dreamliner at sites in
Everett, Washington and North
Charleston, South Carolina, with for today and tomorrow
the latter the only plant to build
all three variants.
Chief executive David Calhoun
says Boeing will have time to re-
view its manufacturing strategy
in the coming years, as 787 pro-
duction declines further.
In Addition, combined output
for the 777/777X will fall to three
aircraft per month in 2021, down
from five currently, and Boeing
will “take a measured approach
to the 777X rate ramp” when
deliveries begin next year. With light weight, small volume,
Meanwhile, final assembly of outstanding environmental robust-
the still-grounded 737 Max will ness and unmatched performance
resume “at low rates in 2020” LITEF’s Attitude and Heading
and “gradually increase to 31 per Reference Systems deliver value
month during 2021, with further to the operators of all types of civil
gradual increases to correspond and military aircraft.
with market demand”, says
Boeing. The lower output adds
$1 billion to the cost of the Max
Inertial Systems
production upheaval, bringing made by
Boeing’s estimated total cost of
For more information on our products, please contact info@ng-litef.de
the Max’s “abnormal” produc- Northrop Grumman LITEF GmbH, Loerracher Strasse 18, 79115 Freiburg, Germany
tion to $5 billion.
Boeing had been making 53
5-11 May 2020 | Flight International | 9
AIR TRANSPORT

FINANCE DAVID KAMINSKI-MORROW LONDON

Air France-KLM secures state support

French and Dutch governments agree multibillion-euro loan packages, but bailouts have certain conditions attached
ir France-KLM Group has ob-
A tained government funding
to help the operator cope with the
Airline’s transformation plan
includes goal of adapting to
‘new market reality’
impact of the coronavirus crisis.
The group had previously
warned that, despite measures to
preserve liquidity, it would need
a capital injection in the third
quarter of this year.
It has negotiated a French
state-backed loan of €4 billion
($4.3 billion) from a syndicate of
six banks to be distributed to Air
France-KLM and Air France.
The French government has
said it will guarantee up to 90%

of the loan, which has a maturity
of 12 months.
There will also be a direct
four-year shareholder’s loan of €3
billion from the French govern-
ment to Air France-KLM. Both
packages have two one-year
extension options.
KLM is to receive €2-4 billion
in financial support from the
Dutch government, the country’s
finance ministry has disclosed.
“The precise structure of the
support, which is expected to con-
sist of a guarantee and a loan, is
currently being worked out,” the
ministry says, adding that “certain
conditions” will be attached.
It will require the airline’s
personnel to take pay cuts – with
higher earners contributing the
most – while the carrier will have
to refrain from paying dividends
or bonuses.
But KLM will also be ordered
to contribute environmentally, by
reducing the number of night
flights, as part of the deal. The
ministry says the company will
need to make “sacrifices”,
conditions that are “justifiable
and reasonable”.
“I realise that [this] message is
not easy for KLM,” says finance
minister Wopke Hoekstra. “But
we are talking about taxpayers’
money, our money, which is now
needed to strengthen KLM’s
financial position.”
Air France-KLM Group and its
two carriers will need to take re-
structuring measures. The group
says a transformation plan is
being finalised that will include
economic, financial and environ-
mental commitments.
“It will notably involve a
review of Air France’s activities,
looking to adapt them to the new
market reality brought about by
the crisis, and will have to
strengthen its financial situa-
tion,” it states.
Once this plan has been
Air France
finalised, the group says, the Air
France-KLM Group board will
consider increasing its equity cap-
ital subject to market conditions.
“In this context, the French
state has indicated its intention to
examine the conditions under
which it might participate in
such an operation to increase its
capital,” it adds.
Air France-KLM Group chief
executive Benjamin Smith says
the financial assistance will “en-
able us to withstand this crisis”
and “foresee the future of Air
France-KLM with ambition and
determination”. ■

OPERATIONS CIRIUM LONDON

Norwegian warns funds could run dry by mid-May

candinavian budget carrier
S Norwegian will run out of cash
by mid-May if it does not secure
the remainder of its state aid pack-
age, the airline has warned in a re-
port to bondholders that lays out
plans for a “new Norwegian” that
will not start to take off until 2021.
Under that proposal, the carrier
will significantly trim its fleet
from 168 aircraft prior to the coro-
navirus crisis, to between 110 and
120 jets. The Nordic region will be
the “cornerstone” of its operations
and the airline says it will reduce
capacity to match demand. Its
long-haul network will focus on
“top-tier cities” and “key flows”
between the EU and the USA.
But Norwegian says it will re-
main in a “hibernation phase” –
in which 95% of its fleet is
grounded and just seven aircraft
are operating state-subsidised
domestic operations only – until
the second quarter of 2021, when
a gradual ramp-up will begin.
“Normal operations” are not
expected to resume until 2022,
and the airline that emerges then
will operate fewer aircraft and a
“right-sized” network focused on
the most profitable routes.
The airline is asking lessors to
reduce its aircraft lease obligations
by “at least” $500 million and
convert debt into equity in a move
that would eventually mean
53.1% of the carrier is owned by
leasing companies and 41.7% by
bondholders. Existing sharehold-
ers would hold just 5.2% of Nor-
wegian’s stock if its survival plan
is accepted by bondholders.
The airline has already re-
ceived NKr300 million ($29 mil-
lion) in state funding as part of a
bailout package worth up to
NKr3 billion. However, the carri-
er must satisfy a number of con-
ditions before it can access the
remainder. These include exist-
ing creditors agreeing to a three-
month moratorium on outstand-
ing payments, and the company
cutting its debt-to-equity ratio. ■

10 | Flight International | 5-11 May 2020 flightglobal.com


FLEET JON HEMMERDINGER BOSTON
Southwest defers swathe of
Max deliveries due to slump
Decision affects almost 60 aircraft, as carrier confronts a $94 million first-quarter loss
S outhwest Airlines, among the
world’s top customers for the
Boeing 737 Max, has pushed back
deliveries of 59 examples of the re-
engined twinjet in response to the
travel downturn caused by the
coronavirus pandemic.
Southwest expects to receive a
maximum of 48 737 Max aircraft
by the end of 2021, the carrier said
on 28 April.
Previously, Southwest antici-
pated receiving 107 Max jets
from Boeing in 2020 and 2021,
including 62 aircraft that had
been scheduled for delivery in
2020 and 45 scheduled for 2021,
a securities filing shows. In addi-
tion, 16 were scheduled to be
taken on lease.
The airline provides few de-
tails about how many 737 Max
aircraft it intends to acquire in
2020 and 2021, other than saying
it expects to receive fewer than
27 jets from Boeing this year.
Those 27 737 Max are aircraft
PROPULSION DOMINIC PERRY LONDON
DRA moves hint at alternative power on D328eco
ledgling airframer Deutsche
F Regional Aircraft (DRA) has
rebranded its proposed revival of
the Dornier 328 twin-turboprop
as the “D328eco” and hired a for-
Original Dornier 328 was available in turboprop and jet variants
flightglobal.com
Mis-set altitude led
AIR TRANSPORT
Neos 737 to fly low
Air Transport P12
PROGRAMME
ALFRED CHUA SINGAPORE
Comac transfers
first ARJ21 after
output resumes
omac has delivered the 24th
C example of its ARJ21 region-
al jet, the first of the aircraft to be
handed over since the Chinese
airframer restarted operations
in the aftermath of the corona-
virus outbreak.
Although it was delivered to
Chengdu Airlines, the aircraft
(B-604F) is managed by lessor
ICBC Financial Leasing, Comac
VDB Photo/Shutterstock
states.
The twinjet is also the first ex-
ample to have been be complete-
ly assembled at Comac’s Shang-
Airline will now only take 48 of re-engined type within next two years hai Pudong unit.
In March, the airframer
Boeing manufactured for South- loss of $94 million, reflecting the opened a second ARJ21 produc-
west after regulators grounded collapse of travel demand during tion line at Pudong, in order to
the type in March 2019. the pandemic. increase output. The Pudong fa-
Southwest is “still working on In recent weeks the airline has cility can assemble up to 30 air-
specifics of how many we want grounded about 350 of its 742 craft per year.
to take between now and the end 737s, which excludes 34 737 Comac suspended work in
of the year,” chief financial officer Max that were received before February as a result of the corona-
Tammy Romo said during a 28 the 2019 grounding. virus pandemic.
April first-quarter earnings call. The US low-cost carrier holds Cirium fleets data indicates
News of the deferrals came as unfilled orders for 262 737 Max, that there are about 330 ARJ21s
Southwest reported a first-quarter more than any named customer. ■ in the airframer’s orderbook. ■
mer Airbus specialist in alterna- says is at the preliminary design in operational and maintenance
tive propulsion as its chief tech-
nology officer (CTO).
review (PDR) stage, the moves
suggest that it is likely to be con-
costs, as well as substantial
reductions in [its] overall carbon
Although DRA has released no sidering electric- or hybrid-elec- footprint.”
details of its aircraft, which it tric power for the platform, As part of the PDR process,
which was launched last year. DRA is examining the “trades
Announcing the appointment and maturity” of new systems
of Martin Nusseler as CTO, the and materials ahead of firming up
airframer says the “technical mis- its supplier list. Service entry is
sion” for the aircraft is driven by set for 2024.
a “clear commitment for more A final assembly facility for the
sustainable aviation” versus “to- D328eco will be constructed at
day’s standard technologies”. Leipzig Halle airport, while de-
Nusseler was at Airbus for 17 sign and engineering activities
years, with the last five spent are taking place in Oberpfaffen-
Jeffry Surianto/Shutterstock
leading the manufacturer’s alter- hofen near Munich.
native propulsion systems and The original Dornier 328 could
technologies unit. carry up to 33 passengers and
DRA says the D328eco will de- was available in both jet- and
liver “significant improvements turboprop-powered variants. ■
5-11 May 2020 | Flight International | 11
AIR TRANSPORT
INCIDENT DAVID KAMINSKI-MORROW LONDON
Mis-set altitude led Neos 737 to fly low
Rushed go-around at Bristol triggered series of errors causing narrowbody’s descent to just 457ft above the ground
nvestigators have found that a
I Neos Boeing 737-800 continued
to descend, unnoticed by the
crew, during an aborted landing
at Bristol, after a rushed approach
meant the go-around altitude was
not correctly set.
It dipped below 460ft as it trav-
elled over runway 27, with its
landing-gear retracted, before the
pilots realised the situation and
climbed away.
The aircraft – arriving from
Verona on 1 June last year – had
been vectored to a shortened
arrival route by approach con-
trollers, which left it above
10,000ft with less than 25nm
(46km) to touchdown.
With the aircraft high and fast
on the approach the crew was un-
able to switch the autopilot to
vertical navigation mode.
The pilots instead reverted to
“level change” mode, which car-
ries out an idle-thrust descent to
the altitude selected on the mode-
control panel – this was set to the
approach minima of 1,000ft at
the time.
As a result of the shortened ap-
proach, the aircraft’s descent was
rushed and became unstable. It
sank some 250ft below the desig-
nated flightpath, travelling with
excessive airspeed, and the tower
controller instructed the crew to
BULLETIN DAVID KAMINSKI-MORROW LONDON
Hong Kong warns 787 operators on ILS incidents
uthorities in Hong Kong
A have warned Boeing 787 op-
erators of possible adverse auto-
pilot behaviour during localiser
capture at the city’s international
airport, after the latest in a string
of incidents involving the type.
A newly issued NOTAM in-
structs carriers to check a Boeing
flightcrew operations bulletin re-
ferring to “anomalies” in localiser
capture and possible misbehav-
iour by the autopilot flight-director
12 | Flight International | 5-11 May 2020
Twinjet overflew runway with landing gear up before crew reacted
execute a go-around. The UK Air
Accidents Investigation Branch
says the 737 was at 1,070ft –
about 675ft above ground – and
flying at 151kt (280km/h).
“The crew found themselves
performing a go-around unex-
pectedly but did not know why
they had been required to do so,”
it adds.
Take-off thrust was engaged
and the aircraft began to climb.
But the altitude setting in the
mode-control panel remained at
1,000ft because the crew had
omitted to select the go-around
altitude of 3,000ft.
Although the 737 initially
system, particularly during instru-
ment landing system (ILS) ap-
proaches to runways 25R and 25L.
It says the issue can lead to
“proximity to high ground”, add-
ing that – if in doubt – crews
should climb back to minimum
sector altitude and conduct a
missed approach.
The NOTAM follows an inci-
dent on 21 April involving an Air
Canada 787-9 (C-FNOH), arriving
from Vancouver, which had been
craft trying to level at 1,000ft it also
caused a switch to “vertical speed”
mode. The vertical speed set in the
mode-control panel at the time
was a descent rate of 300ft/min
(1.5m/s), and the jet started to lose
height as the pilot continued to
follow the flight director.
“Neither crew member noticed
for a significant period that the
aircraft was descending during
the manoeuvre,” says the inquiry.
It points out that the gear-
Insect World/Shutterstock
warning horn was still active,
owing to the low thrust and flap
settings, and was followed by a
“too low, gear” warning from the
ground-proximity warning sys-
tem. The jet was descending for
climbed to just over 1,300ft, the 32s, says the inquiry, reaching a
flying pilot manually followed minimum of 457ft above ground
the flight director, which attempt- after passing almost the entire
ed to guide the aircraft to level off length of the runway.
at 1,000ft. “The crew then realised that
As the jet acquired this alti- the aircraft was not climbing as
tude, the autothrottle mode expected and adjusted the atti-
changed from “go-around” to a tude of the aircraft to begin a
mode that maintains the air- climb,” it states, adding that the
craft’s speed, resulting in the tower controller almost simulta-
thrust levers being back-driven neously issued an order to climb
to a lower power setting and to 3,000ft.
causing the landing gear warn- After climbing away the
ing horn to sound. aircraft (I-NEOT) subsequently
The crew then adjusted the levelled at 3,000ft and was vec-
mode-control panel to set the cor- tored to another approach, fol-
rect go-around altitude of 3,000ft. lowing which it landed without
But while this stopped the air- further incident. ■
cleared for an ILS approach to 25L. 3,900ft – below the minimum sec-
The Transportation Safety
Board of Canada says the crew
tor altitude of 4,300ft. Controllers
contacted the crew to warn of ter-
contacted air traffic control after rain and the pilots corrected the
reaching the waypoint LOTUS, flightpath to re-intercept the ILS.
located about 15nm (28km) from Boeing has been working to
the threshold, and reported being resolve the issue, which has af-
established on the ILS. fected several 787 flights into
After controllers advised the Hong Kong including four
crew to switch to the Hong Kong between July and October last
tower frequency, they observed year involving aircraft operated
the aircraft “overshooting the lo- by Etihad Airways, Ethiopian
caliser” of 25L and descending to Airlines and Virgin Atlantic. ■
flightglobal.com
 Block II Super
Hornet output
DEFENCE
complete
Defence P15

ORDER CRAIG HOYLE LONDON

Saab delivers for UAE with first GlobalEye transfer

he United Arab Emirates’ first
T of potentially five GlobalEye
swing-role surveillance aircraft
touched down in Abu Dhabi on
29 April, following a delivery
flight from Linkoping, Sweden.
The second of three contract-
ed GlobalEyes so far prepared for
the UAE, and first flown in
January 2019, the asset had been
used primarily for system-level
testing, including of its data
Johansson notes that the compa-
ny has a “rather tight schedule”.
Once operational, the Global-
Eyes will provide the UAE with
the capability to simultaneously
perform surveillance of airborne,
land and maritime threats, using
Saab Erieye ER airborne early
warning and Leonardo Seaspray
7500E maritime search radars.
Saab launched the Bombar-
dier Global 6000 long-range

links, and command and control
trials in support of the develop-
ment activity.
Acceptance testing will be
conducted by UAE air force per-
sonnel, with this process sup-
ported by Saab’s in-country
team. It has already delivered
training for pilots and ground-
system operators.
A schedule for subsequent de-
liveries has not been disclosed,
but Saab chief executive Micael
Saab
business jet-based GlobalEye
with a two-aircraft order at the Adapted Global 6000 offers airborne, land and maritime surveillance
Dubai air show in November
2015. The UAE subsequently “We are still in negotiations, standard to meet UAE require-
signed for a third unit, before according to the plan,” he says, ments. He adds that Saab is confi-
Saab last November announced adding: “I look forward to dent of securing further orders for
that it was in negotiations to de- concluding that [process] as GlobalEye, with Finland, South
liver a further two. quickly as possible.” Korea and Sweden viewed as po-
Johansson says discussions are While Bombardier has pro- tential future users.
continuing with the UAE over gressed production to the Global He describes adapting the
the follow-on deal, which the 6500 airframe, Johansson says system for the Global 6500 as “not
company has previously valued Saab has options to acquire two a major effort”, but rather “an in-
at around $1 billion. more green examples in the 6000 cremental work package”. ■

PROGRAMME GARRETT REIM LOS ANGELES

C-390’s prospects hit by Boeing action

Airframer’s withdrawal from joint-venture agreement with Embraer hits international sales outlook for transport/tanker
oeing’s departure from a joint-
B venture agreement to promote
the C-390 Millennium twinjet will
make it more challenging for Em-
braer to secure further internation-
al sales for the medium transport.
On 25 April, Boeing an-
nounced that it had withdrawn
from a pact that would have seen
it take an 80% stake in Embraer’s Signalling their deepening re-
commercial business. It also had
intended to separately take a
lationship ahead of securing final
regulatory approval for the tie-up,
49% interest in a joint venture to the companies at last November’s
sell and market the C-390. Dubai air show rebranded the for-
Boeing has not revealed how mer KC-390 transport/tanker as
much cash will be freed up by the C-390. This was intended to
walking away from the Boeing emphasise the type's primary
Embraer – Defense joint venture. mission as an airlift asset.
Developed for the Brazilian air
force – which has taken delivery
of its first two of an eventual 28
examples – the type is powered
by International Aero Engines
V2500 turbofans.
Embraer’s lone export success
to date has come from Portugal,
which last year confirmed an
order for five, to replace its aged
Lockheed Martin C-130Hs. Past
interest totalling a further 27
Brazilian air force
2018 signed a letter of intent for
up to six.
Despite its transport/tanker ca-
pability and 26t cargo capacity,
Embraer has struggled to conclude
further sales. Rivals include the
C-130J and Airbus Defence &
Space’s larger A400M, along with
smaller types such as the Airbus
C295 and Leonardo C-27J.
Forming a joint venture with
Boeing opened up the possibility
that Embraer could establish a
C-390 production line in the
USA and pursue sales to nation’s
military, as well as international
customers via Washington’s For-
eign Military Sales security as-
sistance programme.
Despite its withdrawal from the
formal joint venture on defence,

aircraft has been recorded from Boeing says it plans to continue a

Argentina, Chile, Colombia and master teaming agreement, signed
the Czech Republic, while com- in 2012, to jointly market and
Brazilian twinjet is pitched as replacement for legacy Hercules (left) mercial operator SkyTech in support the C-390. ■

flightglobal.com 5-11 May 2020 | Flight International | 13

DEFENCE
PROPULSION GARRETT REIM LOS ANGELES
Draft request advances
B-52 re-engining plans
he US Air Force (USAF) has
T released a draft request for
proposals to replace the engines
on its aged Boeing B-52H bomb-
ers, bringing a procurement one
step closer to launch.
According to its 23 April out-
line, the service plans to buy 608
commercial engines, along with
further spares and support equip-
ment, which will enable it to con-
tinue operating the veteran fleet
until at least 2050.
The USAF plans to award a
contract in May 2021, with
engine deliveries to occur over a
17-year period.
Pratt & Whitney TF33
SENSORS CRAIG HOYLE LONDON
Saab AESA scans past Gripen C/D users
New antenna offered as PS-05/A radar upgrade also suitable for other fighters, plus ground surveillance adaptation
aab has begun promoting an
S active electronically scanned
array (AESA) antenna for its
PS-05/A fighter radar, offering it
as an upgrade option for opera-
tors of its Gripen C/D, and other
legacy types.
During a roughly 90min debut
flight on board a Gripen D test air-
craft conducted from the Swed-
ish company’s Linkoping site on
8 April, the AESA sensor “col-
lected data while detecting and
tracking objects”, Saab says.
Anders Carp, head of the com-
pany’s aeronautics business area,
describes these as having been
“targets of opportunity”, such as
general aviation aircraft, due to a
lack of commercial airliner activ-
ity during the coronavirus crisis.
“We had a very successful first
flight, both in terms of capability
and stability,” Carp says.
Future tests will be expanded
to incorporate “fighter targets”,
he notes. In all, around 15 flights
are planned over a period of three
to four months.
14 | Flight International | 5-11 May 2020
engines, based on the commer-
cial JT3D, have powered the air
force’s current B-52s since their
introduction from the early
1960s. Now, the service wants to
acquire a military derivative of
another commercial powerplant
for the re-engining effort.
GE Aviation plans to offer two
candidates: the CF34-10, which
powers commercial aircraft like
Bombardier and Embraer regional
jets, and its Passport turbofan,
which equips Bombardier’s Global
7500 ultra-long-range business jet.
Pratt & Whitney is promoting
its PW800, used on Gulfstream
G500 and G600 business jets,
Product was integrated with test aircraft before first flight on 8 April
Integration of the AESA
antenna – which features more
than 500 gallium nitride trans-
mit/receive modules – required
no alteration to the Gripen’s
power or cooling provision, Carp
says. “We’re just changing the
array itself, and using exactly the
same back end as the [PS-05/A]
Mk4” with some software
updates, he notes.
“We have the possibility now
to get the full radar range to use
[MBDA’s] Meteor or similar [air-
USAF wants to cut
emissions, fuel consumption,
noise and operating costs
while Rolls-Royce intends to
pitch its F130 military derivative
of the BR700, powering types in-
cluding other Gulfstream models.
The USAF wants a replacement
engine that has a similar size,
thrust rating and weight as the
eight TF33s used currently on the
B-52H, each generating 17,000lb-
thrust (75.7kN). It is, however,
seeking a modern turbofan with a
higher bypass ratio and digital
Saab
to-air] missiles,” Carp notes of the
enhancement.
The availability of an ITAR-
free AESA radar offers a potential
upgrade path for existing Gripen
C/D operators, which in addition
to the Swedish air force include
the Czech Republic, Hungary,
South Africa and Thailand.
The new array will also be
offered with Saab’s proposed
Gripen Aggressor platform for
adversary training services.
“The Gripen is a fairly small
US Air Force
engine controls, offering reduc-
tions in emissions, fuel consump-
tion, noise and operating costs.
The B-52H has an unrefuelled
range of 7,650nm (14,200km).
Depending on the replacement
powerplant selected, it is
thought that this could be
increased by 20-40%.
Cirium fleets data shows that
the USAF has a current active
inventory of 76 B-52Hs. ■
aircraft, which makes the size of
the radar suitable for many other
platforms,” Carp notes. This
could include advanced jet train-
ers and unmanned air vehicles,
he suggests.
The X-band system’s underly-
ing technology could also be
scaled up to approach an “Erieye-
size” sensor for airborne ground
surveillance tasks, he indicates.
Saab has already delivered an
array almost identical to the
design flown in the Gripen to an
undisclosed US military custom-
er. The company last October
announced its receipt of that
contract, but will not disclose the
operator or platform type.
“If there’s a customer that
wants it now we’re ready to start
production – we’re more or less
ready to take orders,” Carp says.
Saab’s AESA product will not
compete with the Leonardo
Raven ES-05 radar installed on
the Gripen Es in production for
Sweden and launch export
buyer Brazil. ■
flightglobal.com

PROGRAMME GARRETT REIM LOS ANGELES
Block II Super Hornet output complete
US Navy takes last of 608 F/A-18E/Fs from production run begun in 2005, with delivery of next update due imminently
oeing has delivered its last
B Block II production-standard
F/A-18E/F Super Hornet to the
US Navy (USN), with the mile-
stone combat aircraft handed
over to the service on 17 April.
“Aircraft E322 will leave
Boeing’s production line and
head straight to Strike Fighter
Squadron 34, based in [NAS]
Oceana [Virginia],” says USN
Commander Tyler Tennille, from
the Defense Contract Manage-
ment Agency, who supervises
F/A-18 acceptance testing.
In total, the USN received 322
single-seat F/A-18Es and 286
twin-seat F/A-18Fs via the Block
II Super Hornet programme,
which commenced in 2005.
Each fuselage was built at
Northrop Grumman’s facilities
in El Segundo, California, with
UNMANNED SYSTEMS GARRETT REIM LOS ANGELES
Quantix tail-sitter farmed out for mapping duty
eroVironment has formally
A launched a military variant of
its Quantix unmanned air vehicle
(UAV), an asset ordinarily used for
agricultural surveying tasks.
The tail-sitting, vertical take-off
and landing Quantix Recon UAV
requires “little to no training” to
operate, says the company.
As an agricultural device, the
baseline Quantix vehicle was de-
veloped to automatically survey
land to reveal early signs of crop
stress or water issues, and to help
farmers when estimating yields.
Designed for reconnaissance
tasks, the Quantix Recon will
in association with:
flightglobal.com
Airbus Helicopters
focuses on maintaining
Racer’s pace
News Focus P16
Carrier-based jet is heading towards a fresh round of enhancements
final assembly performed at Boe-
ing’s St. Louis site in Missouri.
Enhancements introduced
over the Block I Super Hornet
which entered production in
1997 included larger cockpit
displays, upgraded sensors and
follow automated flightpaths
using GPS navigation, and em-
ploy two 18-megapixel cameras,
says AeroVironment. The UAV
could provide surveillance over a
160ha (395 acre) area, or cover
10.8nm (20km) linearly beneath
its flightpath, it adds.
While AeroVironment already
offers the hand-launched Puma
and Raven UAVs, it says the new
product has a different purpose.
“Quantix Recon addresses
high-resolution mapping and
image collection in both full-
colour and multispectral bands,
whereas our other Group 1
Download the 2020
Wo r l d A i r Fo r c e s R e p o r t
w w w. f l i g h t g l o b a l . c o m / w a f
US Navy
avionics, including an active
electronically scanned array
radar, and increased range.
Boeing is now working on an
updated Block III variant, with the
navy expecting to take delivery of
its first pair for test purposes. The
[UAVs] are designed to deliver
real-time, full-motion video,” it
says. “This high-resolution map-
ping requires flight controls and
image processing that are tailored
to this distinct mission, creating
consistent imagery that is georec-
tified in near real-time on board
the aircraft.”
A ruggedised Android touch-
screen tablet is used to control
the UAV and view imagery, with
its flightpath and surveillance
area set using waypoints or
geofencing.
Weighing 2.2kg (5lb) and with
a 45min flight endurance, the
5-11 May 2020 | Flight International | 15
DEFENCE
assets will perform this work at
NAS Patuxent River in Maryland
and at the Naval Air Weapons
System facility in China Lake,
California, from “late spring
2020”, the USN says.
The navy plans to buy 72
Block III Super Hornets up to
fiscal year 2021.
With a faster mission computer
and more robust communications
system, the fighter could be em-
ployed to control and direct so-
called loyal wingman unmanned
air vehicles. Other features in-
clude conformal fuel tanks that
boost internal capacity by 1,590kg
(3,500lb) and a 10,000h operating
life for the airframe.
Boeing is also promoting the
Block III Super Hornet to poten-
tial export customers including
Finland and Germany. ■
Recon model
weighs just 2.2kg
AeroVironment
UAV can be flown at up to 800ft.
Its manufacturer says the type is
nearly inaudible once 360ft
above the ground. ■
NEWS FOCUS
DEVELOPMENT DOMINIC PERRY LONDON
Airbus Helicopters focuses
on maintaining Racer’s pace
Programme partners start building components for high-speed technology demonstrator
irst flight may have slipped by
F around 12 months, but at
production sites across Europe,
components for the Airbus
Helicopters Racer high-speed
technology demonstrator are
beginning to come together.
In early April, the slender nose
of the new helicopter was
revealed as the three sub-assem-
blies making up its canopy were
joined into a single structure.
While the development has
been relatively untroubled, it has
not been without its challenges,
and has also required a weight
saving drive by the manufacturer.
Clearance for manufacturing
was triggered by the conclusion of
the critical design review in De-
cember 2019. Assuming the coro-
navirus outbreak does not add sig-
nificant delay to the programme,
final assembly should begin by
mid-year at Airbus Helicopters’ fa-
cility in Marignane, France.
“To be precise it is almost all
the aircraft which is ready for
production but there are some
topics that have some delay,
although nothing really critical at
Motorsport specialist consortium has designed rotorcraft’s canopy, with structure completed in April
16 | Flight International | 5-11 May 2020
the moment,” says Brice Makin-
adjian, Airbus Helicopters’ chief
engineer for the Racer.
Part of the EU-funded Clean Sky
2 programme, the Racer – or Rapid
and Cost-Effective Rotorcraft, to
use its convoluted acronym –
should now make its maiden sortie
in the fourth quarter of 2021, later
than the original 2020 target.
“There are 50 entities
that we have to
manage to build an
aircraft that will fly”
Brice Makinadjian
Chief Racer engineer, Airbus Helicopters
The design builds on research
conducted with Airbus Helicop-
ters’ X3 demonstrator in the mid-
dle of the last decade, but features
V-shaped box wings for addition-
al lift, twin pusher propellers and
technology to allow one of the
two engines to be idled – and rap-
idly restarted – during the cruise.
Given the project’s technical
and industrial ambitions, it should
probably come as little surprise
that the timeline has slipped
somewhat to the right.
The Clean Sky project seeks to
foster innovation and grow com-
petencies in companies across
the continent, all of which means
that the development chain for
each programme is more com-
plex than usual.
For the Racer, while Airbus Hel-
icopters is the project lead at the
vehicle level, it has 17 core part-
ners and 35 other partners in the
effort. Crucially, none of these are
selected by the airframer but by
the Clean Sky joint undertaking
following an open call process.
Some are more familiar with it aerospace council CIRA are devel-
than others, such as long-time oping the landing gear.
propulsion partner Safran Heli- And at the other extreme come
copter Engines, which is supply- businesses never previously
ing twin Aneto-1X powerplants involved in aerospace, such as
for the technology demonstrator. German automotive specialists
There are also consortia of in- KLK Motorsport and Modell und
dustry and research bodies or aca- Formenbau Blasius Gerg, which
demia: Romaero and Romania’s have teamed as the FastCan con-
INCAS aerospace institute are sortium to produce the Racer’s
building the fuselage, while Mag- lightweight canopy.
naghi Aeronautica and Italian The time and effort required to
manage a group of this size is large-
ly the reason for the programme’s
delay, admits Makinadjian.
“There are 50 entities that we
have to manage in order to build
an aircraft that will fly. This brings
a bit of complexity in terms of
management and it is probably
slowing down a little bit the way
we can develop,” he says.
PROJECT COMPLEXITIES
His comments are echoed by An-
tonello Marino, project officer for
the Fast Rotorcraft Innovative
Aircraft Demonstrator Platform
within the Clean Sky programme.
“The major challenge is that it is
FastCan/Airbus Helicopters
a programme that is built in a
way that is co-ordinated by the
leader but receives contributions
from a number of complementary
grants and partners,” he says.
flightglobal.com

“That means that a very minor
delay at one level may affect the
overall plan of the Racer.”
While the majority of the Racer
is on track, development of the
new gearbox is running late,
admits Makinadjian. He stresses
that this is not due to “technical
issues” but simply trying to align
its methodologies with those of
co-developer Avio Aero.
“There are many discussions
made between specialists to un-
derstand each other. Especially in
the field of the main gearbox
these are taking a bit longer than
for other designs,” he says.
But Makinadjian is at pains to
point out that the lateral drive-
line, a key part of the new trans-
mission, remains on schedule.
Comprising flexible shafts ro-
tating at 3,000rpm, the drivelines
transfer power from the main
gearbox down the wings to the
lateral gearboxes in order to drive
the pusher propellers.
Makinadjian says endurance
tests of a flight-representative ex-
ample of the component are on-
going. “We have already pro-
duced the shaft – this is a real
achievement,” he adds.
When developing the X3, Air-
bus Helicopters re-used compo-
flightglobal.com
Cougar Helicopters
pounces on Sikorsky
S-92 upgrade kit
Business Aviation P19
nents from other aircraft in its
range, such as the fuselage from
an AS365 Dauphin.
But Makinadjian says the level
of re-use is dramatically lower on
the Racer: around 10% of the
gearbox components are from
previous designs and certain ele-
ments of the avionics are drawn
from existing helicopters, but the
rest is entirely new.
Although for its first flight the
Racer will be fitted with a main
rotor from an H175 super-
medium-twin, Airbus Helicopters
intends to swap the blades for
those with an “optimised” design.
The new blades are being de-
veloped as part of a French-fund-
ed research project and will not be
ready in time for the maiden sor-
tie. While he declines to elaborate
on the shape of the new blades,
Makinadjian says the “evolution”
will take into account “all the
experiences we have on the X3
and the design of the Racer.”
One additional capability will
also not be used during the early
stages of testing: the stop-start
function on the Aneto-1X engines.
Explaining the decision, Maki-
nadjian stresses that although the
Racer’s development has been in-
formed by the X3 effort, it is “quite
Manufacturer will
assess suitability for a
variety of civil missions
Airbus Helicopters
a new formula” and as such “we
have to take it step by step”.
“Before stopping one engine in
flight and having only one re-
maining I would like to demon-
strate the Racer’s formula and the
way it is behaving first,” he says.
“We have to measure the for-
mula and every detail of how it is
behaving and then introduce any
major modification. I am more
comfortable if every other param-
eter is measured and we only
have the one to test.”
In addition, budget and
resource limitations are also
pushing the programme towards
sequential rather than parallel
testing, he says.
The Racer will have a maxi-
mum take-off weight of about 7-8t.
The conventional H160 being de-
veloped by Airbus Helicopters
carries 12 passengers but is 2t
lighter. But the difference in their
respective maximum cruise
speeds is pronounced: 220kt
(407km/h) versus 155kt.
Speed, as Makinadjian points
out, comes at a cost; the addition
of the box wing, propellers and
specific canopy all add weight to
the structure. To achieve the tar-
get 220kt cruise speed and have
the same weight and capacity as
5-11 May 2020 | Flight International | 17
NEWS FOCUS
the H160 “is not feasible”.
Managing the Racer’s mass is
such a crucial factor that Marino
says during the design phase,
Airbus Helicopters “was obliged
to launch a sort of weight saving
campaign, bringing that closer to
the original target.”
MATERIAL DIFFERENCE
This has been achieved through
the use of innovative materials
and manufacturing processes, he
says. For example, the compos-
ite-reinforced canopy is some 7%
lighter than the original design
requirements.
In addition, the “very, very in-
novative” tail structure, produced
by Aernnova of Spain, uses for the
first time “very light” primary
structural components produced
via additive layer manufacturing,
alongside external parts made
through resin-transfer moulding.
Similar efforts across the heli-
copter have resulted in an accept-
able overall weight for a technolo-
gy demonstrator, says Marino.
Key aims for the roughly 200h
of flight testing planned, lasting
around two years, will be to vali-
date the Racer’s performance
against the Clean Sky goals – a
220kt cruise speed but with 20%
lower emissions of carbon diox-
ide, nitrogen oxides and noise
than current helicopters.
But the airframer will also use
the flight-test phase to give “con-
crete demonstrations” of the heli-
copter’s utility for current civil
and parapublic missions: increas-
ing the area that can be covered
during search and rescue opera-
tions or cutting the time required
for emergency medical services.
Although the Clean Sky pro-
gramme restricts the development
to technology readiness level 6,
short of full industrialisation, the
mission demonstrations are clear-
ly aimed at gauging the market
potential of the technology.
While he stresses it is his opin-
ion, not that of the company, Maki-
nadjian believes that by the middle
of the decade Airbus Helicopters
will be in a position to see if it
makes sense to launch a commer-
cial development programme.
“In five years from now we will
definitely have all the parameters
to take decisions,” he says. ■
BUSINESS AVIATION

DEVELOPMENT KATE SARSFIELD LONDON

Equator charges up electric ambitions

Start-up seeks funds to launch production of four-seat battery-powered floatplane, with larger version planned by 2030
orwegian start-up Equator
N Aircraft is developing a small
family of all-electric amphibians
to provide what it describes as “a
sustainable alternative” to the es-
tablished types now serving the
owner-flyer and commercial pas-
senger transport markets.
Based at Jarlsberg airport 60
miles (100km) south of Oslo, the
company began flight testing a
ing a 120kW electric motor to give
a range of up to 270nm (550km).
Equator is seeking around €5
million ($5.4 million) to bring the
X4 to market. Chief executive
Tomas Brodreskift says this in-
vestment will also provide suffi-
cient working capital to launch
planned sales and marketing ini-
tiatives and to accelerate produc-
tion. “Our plan is to launch flight

proof-of-concept, all-composite
two-seat aircraft in 2018.
Feedback from these trials is
being incorporated into the first
production-conforming prototype
– a stretched version of the con-
cept aircraft called the X4, de-
signed to seat up to four occu-
pants. Preliminary design work is
also under way on an eight-seat
model, which Equator hopes to
market by the end of the decade.
The concept aircraft uses a
100kW tail-mounted electric
motor, supplied by German com-
pany Engiro, which is powered
by a 12kWh battery in the cabin
and a 6kWh one in the nose. It
has reached a top speed of 100kt
(185km/h), and a maximum en-
durance of 35min.
The X4 will feature a 75kWh
lithium-ion battery pack power-
Equator Aircraft
testing of the first production-
conforming X4 within 18
months,” says Brodreskift. Manufacturer began flight testing proof-of-concept aircraft in 2018
To expedite the X4’s entry into
service, Equator will seek certifi- ideal platform for short hops be- “Our all-electric commercial
cation from the Norwegian civil tween islands and towns, as well seaplane will be extremely quiet,
aviation authority under experi- as sightseeing operations. The X4 emission-free with very low
mental regulations. “This should will compete against long-stand- operating and maintenance
take around 40h of flight testing, ing models in this segment such costs,” he adds.
and allow us to begin delivering as the float-equipped Cessna 172 Many of the world’s major
aircraft to local customers who and 182 piston-singles. towns and cities are located near
just want to fly for pleasure,” Equator hopes to introduce the water, says Brodreskift, making
Brodreskift says. eight-seat amphibian by 2030, with downtown-to-downtown routes
Feedback from these owners the aircraft targeted at the commer- using seaplanes very attractive.
will assist Equator with the X4’s cial passenger transport market. Equator is collaborating with
European Union Aviation Safety Brodreskift says this segment Danish operator Nordic Seaplanes
Agency CS-23 certification cam- is dominated by float-equipped, to create the “ideal platform” for
paign, with final approval sched- single-engined aircraft such as this segment. Nordic currently
uled for 2025. the Cessna 206/208 Caravan, operates a single DHC-6-300 Twin
European validation will open Daher Kodiak 100 and de Havil- Otter for scheduled, sightseeing
up a much larger market for the land Canada DHC-2 Beaver, and ad hoc charter services, but is
X4, both geographically and op- “which are noisy, expensive and keen to offer an all-electric aircraft
erationally, with the aircraft an costly to maintain”. fleet, says Brodreskift. ■

INITIATIVE KATE SARSFIELD LONDON

Avinode unveils online emergency relief platform

nline charter marketplace
O Avinode has launched a
dedicated emergency assistance
platform, driven by the increase
in demand for air ambulance Aid, is described by the Swedish
and humanitarian flights follow-
ing the coronavirus outbreak.
company as a “goodwill initia-
tive”, which utilises Avinode
The platform, called Avinode technology “to assist the
aviation community in its relief
efforts during the Covid-19
pandemic”.
Avinode Aid allows all opera-
tors to place available ambulance
aircraft and helicopters on the
Hummingbird Aviation Services
aviation charter community to
collaborate during this pandem-
ic, “to find ways to bring
special-mission aircraft to those
in need”.
He describes technology as “an
enabler of this collaboration”,
which will initially run until the
end of the year. “We are hopeful
that by providing Avinode Aid as

Avinode platform for free, wheth- a free service for operators, we

er or not they are members of the
online marketplace.
Avinode executive vice-
president Per Marthinsson says
Firm says charter community must provide special-mission support it is “critical” for the business
will connect brokers with the
ambulance aircraft their custom-
ers need for medical transporta-
tion and humanitarian relief,”
says Marthinsson. ■

18 | Flight International | 5-11 May 2020 flightglobal.com


AFTERMARKET KATE SARSFIELD LONDON
Textron offers finance for Citation enhancements
extron Aviation has unveiled
T a finance programme to help
Citation business jet owners in
the USA fund aftermarket modifi-
cations during the lull in travel
due to the coronavirus outbreak.
Backed by the company’s fi-
nance division, the initiative is in-
tended to spread the cost burden
of interior refurbishments, and
modifications such as flightdeck
and in-flight connectivity up-
grades. It will also drive business
to Textron Aviation’s 11 Citation
service centres in the USA.
“This new programme offers
customers a path to completing
ORDER DOMINIC PERRY LONDON
Cougar Helicopters pounces
on Sikorsky S-92 upgrade kit
Airframer wins launch customer for enhanced gearbox and weight increase to rotorcraft
S ikorsky has secured a launch
order for its S-92A+ upgrade
kit, with Canada’s VIH Aviation
Group signing a four-unit agree-
ment for the fleet of its operating
division Cougar Helicopters.
Key elements of the upgrade
include a new main gearbox with
increased run-dry capability and
an increase to the maximum take-
off weight (MTOW) from
12,000kg (26,500lb) to 12,250kg.
Sikorsky is also incorporating
the modifications into new-build
S-92 helicopters as the B-model
variant. Along with the MTOW
increase and new gearbox, the
more powerful -8A6 version of
the type’s GE Aviation CT7 en-
gines is also available, together
with avionics improvements.
“The S-92A+ and S-92B pro-
grammes demonstrate Lockheed
Martin’s commitment to the com-
mercial business and to our cus-
tomers,” says Sikorsky commer-
cial systems and services
vice-president Audrey Brady.
“This programme will en-
hance safety and lower operating
flightglobal.com
March sales offset
by Max removals
Data View P20
aftermarket modifications or up-
grades on a timeline that is best
for them and their business,” says
Textron Aviation.
“Some customers are using
downtime as a result of Covid-19
to complete upgrade projects that
they have been considering or
planning for a different time.”
Textron says the programme is
available to “most” of the 5,000
US-registered Citation fleet, al-
though it will not be drawn on
which models are excluded.
The company also will not dis-
close whether it plans to roll out
the programme globally. ■
Firm has operated
type since 2004
costs, and we are honoured to
work with VIH as our launch
customer,” he adds.
VIH says it is “pleased” to be
the lead customer for the S-92A+
kit, which will improve the fleet’s
“performance and capacity”.
Sikorsky anticipates that the
S-92A+ upgrade kit will be de-
livered by 2023, and the S-92B
helicopter in 2025.
Cougar Helicopters, which is
40%-owned by Bristow Group,
BUSINESS AVIATION
Company is seeking to help customers utilise unexpected downtime
Sikorsky
has been operating the Sikorsky
type since 2004.
Cougar also has the unfortu-
nate distinction of being involved
in the biggest loss of life involv-
ing the type, when an S-92 on an
offshore crew-change mission
ditched and sank off Newfound-
land in 2009, following the loss
of oil pressure in the main
gearbox. Seventeen of the 18 pas-
sengers and crew aboard died in
the accident. ■
5-11 May 2020 | Flight International | 19
Textron Aviation
RELOCATION
JON HEMMERDINGER BOSTON
Aerion shifting
headquarters to
new Florida site
erion Supersonic is relocat-
A ing from Reno, Nevada, to a
new $300 million campus in
Melbourne, Florida, in the heart
of the state’s aerospace cluster.
The facility, dubbed Aerion
Park, will house the company's
global headquarters and integrat-
ed campus for research, design,
build, and maintenance of the
AS2 supersonic business jet.
Aerion plans to break ground
on the campus later this year,
with manufacturing of the AS2
anticipated to start in 2023.
The company expects Aerion
Park to attract “key aerospace
suppliers… creating roles for sci-
entists, designers, engineers and
aircraft builders”. Melbourne has
a number of companies in its aero-
space cluster including Collins
Aerospace, Embraer Executive
Jets and L3Harris Technologies.
Powered by GE Aviation Affin-
ity engines, the AS2 will cruise at
Mach 1.4, making it capable of fly-
ing between New York and Cape
Town in 9h 56min – 3h 39min
less than “standard flights”, the
company says. ■
DATA VIEW

March sales offset

by Max removals
Multiple cancellations affecting re-engined 737 overtook modest orders as first quarter
closed, while deliveries slumped as demand collapsed amid growing coronavirus crisis
GRAHAM DUNN & ANTOINE FAFARD
LONDON Avolon slashed 75 of the Boeing
narrowbody from its commitments
ew orders for a combined 73 com-

N mercial airliners were placed in

March. Airbus secured slightly over
80% of this business by unit, with
60 aircraft, versus sales of 13 Boeing types.
But Cirium fleets data reveals that this ap-
parent return to positive business after Febru-
ary’s orders slump was more than offset by
close to 200 cancellations: three-quarters of
which affected Boeing’s products.
This foray into negative figures reflects the
growing climate of uncertainty at the end of
the first quarter, as the coronavirus pandemic
spread globally from its origin in China.
New business recorded during March was
dominated by lessor AerCap, which ordered

50 Airbus narrowbodies, split evenly be-
tween the A320neo and A321neo variants.
Japan’s All Nippon Airways (ANA), mean-
while, placed a firm order for 12 Boeing 787
widebodies: 11 of the Dreamliner’s -10 model
and the other being a -9.
Airbus announced a deal to supply an un-
disclosed customer with 10 A350-900s, while
FedEx Express ordered a single 767-300F.
Lessor Avolon, meanwhile, was responsible
for the month’s largest cancellation, axing 75
737 Max jets from Boeing’s orderbook. It also
withdrew from firm commitments for four
A330neo widebodies, plus deferred delivery of
a total of 25 Airbus and Boeing single-aisles.
Avolon had 284 future aircraft commit-
ments in place at the end of 2019 due to be
delivered in the period to 2023 but, as of 31
March, it had brought this figure down to 165.
New orders, March 2020
AerCap A321neo
AerCap A320neo
All Nippon Airways 787-10
All Nippon Airways 787-9
FedEx Express 767-300F
Note: Information for known customers Source: Cirium fleets data
But despite its recent actions, the lessor says it
“remains committed” to the 737 Max. The re-
engined type has been grounded since March
2019, with Boeing still awaiting recertifica-
tion, initially via the US regulator.
Other significant cancellations included
Gol removing 34 Max-family aircraft from its
fleet plans, and LATAM Airlines Brazil trim-
ming 10 A350s. SaudiGulf Airlines also re-
moved a commitment for 16 A220s.
Elsewhere, March came to an end with no
new orders for regional jets recorded through
the entire first quarter. The situation facing
turboprop manufacturers has been similarly
bleak: since a spike that saw 48 aircraft sold in
June 2019, commitments for just 10 were con-
firmed through the following nine months.
Overall, the commercial order backlog
ended March at 14,676 units; a reduction
25
from 14,862 at the end of the previous month.
Cirium data shows that Airbus’s share was
25
down by 19 units, while Boeing’s figure repre-
11
sented a 180-aircraft reduction. Despite these
1
cancellations, the “big two” still account for
1
88% of all recorded orders.
With the coronavirus-driven downturn in
Boeing
travel already impacting airlines around the
world during March, deliveries also slowed.
Only 57 aircraft were handed over, repre-
senting one of the lowest monthly totals in
several years. Airbus shipped 30 A320-family
jets and a pair of A220s, along with three
A350-900s and an A330ceo. Boeing’s output
included 11 787s, three 777s and two 767
Freighters.
Between them, North American customers
received 21 aircraft, while 16 went to those in
the Asia-Pacific region. Indian low-cost carrier
IndiGo was the largest recipient, taking six
A320neo-family jets, while ANA, American
Airlines and Turkish Airlines each took three
new aircraft.
In operational terms, the huge scale of the
coronavirus crisis resulted in the global in-ser-
vice commercial fleet falling below 14,000 pas-
senger aircraft at the end of March: a reduction
of more than 15,000 in a single month.
In all, almost 19,400 aircraft were
grounded as of mid-April, reflecting a near-
total collapse in demand. The active fleet,
meanwhile, was comparable to the volume
of aircraft in operation in the late 1980s. ■

20 | Flight International | 5-11 May 2020 flightglobal.com

 ORDERS & DELIVERIES

Commercial monthly net orders, March 2019-2020 Commercial in-service fleet

by region
500
13%
400 5%
4%
300
13,701 3%
200 37% Total

100 38%

-100 Source: Cirium fleets data

-200 Asia-Pacific North America Europe

Mar-19 Apr-19 May-19 Jun-19 Jul-19 Aug-19 Sep-19 Oct-19 Nov-19 Dec-19 Jan-20 Feb-20 Mar-20 5,178 5,133 1,746

Source: Cirium fleets data Latin America Africa Middle East

Narrowbody Regional Turboprop Widebody 669 531 444

Commercial monthly deliveries, March 2019-2020 Commercial aircraft order backlog

by manufacturer
200
2%
4%
36% 2%
150
4%
14,676
Total
100

52%
50

Source: Cirium fleets data Note: Backlog on 31 March 2020

0 Airbus Boeing Comac

Mar-19 Apr-19 May-19 Jun-19 Jul-19 Aug-19 Sep-19 Oct-19 Nov-19 Dec-19 Jan-20 Feb-20 Mar-20 7,624 5,322 633

Source: Cirium fleets data

Embraer ATR Other
Narrowbody Regional Turboprop Widebody 335 226 536

In focus: Airbus A320 and Boeing 737 fleet evolution

Before re-engined variants were introduced,
Total fleets, A320 and 737 families the Airbus A320ceo and Boeing 737NG fam-
ilies were the key narrowbody players.
16,000 The A320ceo-family fleet has grown
14,000 from the 4,400-unit range in 2011 to more
12,000 than 7,200, while 737NG numbers rose
from just over 3,400 to 6,500.
10,000
Since introduction in 2016, the A320neo-
8,000 family has raced to more than 1,200 deliver-
6,000 ies. Entering service two years later, the 737
4,000 Max also rose swiftly to 383 shipments before
2,000 the type was grounded in March 2019.
A320ceo-family jets’ average storage ratio
0
Apr-11 Apr-12 Apr-13 Apr-14 Apr-15 Apr-16 Apr-17 Apr-18 Apr-19 Apr-20 was 3% in the period, with 737NGs at 2%.
Source: Cirium fleets data But Cirium fleets data shows the recent
Total fleet for Total fleet for
huge effect of the coronavirus crisis: as of
A320ceo A320neo late March, these figures had soared to
Total fleet for Total fleet for 68% for the A320ceo, 55% for the 737NG
737NG 737 Max and 50% for the A320neo. ■

flightglobal.com 5-11 May 2020 | Flight International | 21

 AERIAL FIREFIGHTING
Special report

INFERNAL
CONTENTS
24 Wildfire season California heats up
27 Trailblazer Lead pilot’s challenge
28 Programmes Fleet options

AFFAIRS
Following unprecedented devastation in Australia, the
advent of the northern hemisphere wildfire season has
firefighters in a state of high alert. In our special report,
Flight International reviews developments in aircraft being
readied to battle the blazes and surveys preparations in
California, where recent years have seen climate change

CAL FIRE
and urban sprawl combine to amplify incendiary disaster

Tom French
Leonardo

Super Huey offers flexibility by the bucketload (top). Leadplane pilot (above right) fulfils a vital role directing emergency response
safely from the air and on the ground. C-27J Spartan (above) is evolving as versatile and low-cost alternative to specialist platforms

flightglobal.com 5-11 May 2020 | Flight International | 23

AERIAL FIREFIGHTING
Special report
Very large assets such as the DC-10 tackle
blazes from an altitude of around 250ft
Through
the inferno
Anticipating a ferocious wildfire season compounded by
coronavirus lockdown restrictions, California’s airborne
firefighting fleet is being readied for the toughest of action
PILAR WOLFSTELLER SAN FRANCISCO
n the early morning hours of 8 November
I 2018, the deadliest, most destructive and
most expensive wildfire in the history of
California broke out in tinder-dry forest
about 88 miles (141km) to the north of the
state’s capital, Sacramento. By the time the
“Camp Fire” blaze had been contained al-
most three weeks later, 85 people were dead
and the town of Paradise had been levelled.
24 | Flight International | 5-11 May 2020
The firestorm destroyed almost 19,000
structures and acrid smoke reached the San
Francisco Bay Area to the southwest –
forcing residents indoors, cancelling sport-
ing events and raining ash over a large swath
of the state.
A spark from a nearly 100-year-old power
transmission line coupled with high winds,
low humidity and dry brush created the per-
fect recipe for disaster. This was a worst-case
scenario that the California Department of
Forestry and Fire Protection – known as CAL
FIRE – trains for every day. Its jurisdiction is
the most populous state in the nation, and its
owned fleet of aerial firefighting equipment is
the largest in the world.
Preparedness means everything in a place
where, as many Californians joke, the four
seasons are earthquake, mudslide, drought
and fire. In the past five years more than 2
million hectares (5 million acres) of the state
have been torched by wildfires. “There’s
going to be a fire season in California every
year, no matter where you are,” says Dennis
Brown, senior chief of aviation for CAL
FIRE’s Aviation Management Unit (AMU),
based near Sacramento.
Joel Kerley chairs the National Interagency
Aviation Committee (NIAC) wildfire
co-ordinating group, which manages aerial
firefighting standards and strategy across the
USA, shifting assets to where they are need-
ed the most. He agrees with Brown, adding:
“During peak fire season, you are never going
to have enough stuff. That’s when the
co-ordination efforts really kick in. My group
is there to keep a pulse on the activity of all
the fleet that is out there.”
The AMU’s fiscal year 2019 budget is $93
million out of CAL FIRE’s $2.5 billion. Its
fleet consists of about 50 aircraft: fixed-wing
air tankers, tactical aircraft and helicopters,
flightglobal.com

CAL FIRE
stationed at 12 air bases and 10 helicopter
bases. But it can balloon to between 250 and
300 aircraft if a particularly bad fire season
warrants, says Brown.
CAPABLE FLEET
The workhorse of CAL FIRE’s aviation family
is the Grumman S-2T Turbo Tracker tanker,
which can hold 4,550 litres (1,200USgal) of
water or fire retardant – a chemical salt com-
pound mixed with water, clay or a gum thick-
ening agent and a pink dye. At 4.1kg (9lb) per
gallon, an S-2T can carry up to 4,900kg of re-
tardant. The aircraft came to the agency from
the military, where in their previous lives
they were used to track submarines.
Loading S-2Ts takes just minutes. The air-
craft have a fill spout in the tail, allowing CAL
FIRE to “hot load” retardant without having
to shut off the aircraft’s engines between mis-
sions. Pumps push 1,100-1,900 litres of re-
tardant per minute into the tanks, allowing
the aircraft to launch again quickly. One S-2T
can cycle five to six times before it needs to be
shut down and refuelled, Brown says.
The air tankers usually deliver a load of re-
tardant ahead of a wind-whipped fire line to
slow its progress, or reduce its intensity, and
give on-the-ground firefighters a real chance
to extinguish, or at least contain it.
Twelve Bell UH-1H Super Huey
flightglobal.com
AERIAL FIREFIGHTING
helicopters, which can each carry up to 1,200
litres of water in a bucket mounted below the
aircraft, and 11 crew including the pilot, are
used for fast initial attacks on wildfires. They
can also be used for medical evacuations,
mapping and non-emergency missions.
In early 2019, CAL FIRE took delivery of a
Sikorsky S-70i Black Hawk helicopter, the
first of what will be a $300 million fleet of up
to 12 high-tech twin-engined “Firehawks”
that will eventually replace the ageing Super
Hueys. The second Firehawk is due to be
delivered later this year.
The agency also operates 15 Rockwell
OV-10A Broncos, former reconnaissance air-
craft used to co-ordinate aerial assets with
ground-based firefighters. “The OV-10s are our
command and control platform, an airborne
fighter co-ordinating operations for the fire,”
Brown says. A pilot and an air tactical group
superviser (ATGS) use the tandem-seaters to
gain an overview of the blaze, plan strategy and
call in air support where it is most needed.
Two Beechcraft King Air 200s, used for
ATGS training, and a Baron 58, used for ad-
ministrative purposes and transporting
people and parts, round out the fleet.
In an average year, CAL FIRE’s fixed-wing
and rotary craft usually fly between 200-300h
each, with about three-quarters of those hours
on actual firefighting missions and the rest for
training, says Brown.
The agency receives aviation support from
several other authorities, including the
California National Guard, which alone
owns more aircraft than most nations, as
well as the US Forest Service. Together with
its partners, the aircraft available to be de-
ployed can range from small drones for fire
detection and reconnaissance, all the way up
to the guard’s Modular Airborne Fire Fight-
ing System (MAFFS) – a retrofitted Lockheed
Martin C-130 Hercules that can carry more
Versatile Super Huey can carry up to 1,200 litres of water and perform medevac missions
California
than 15,000 litres of retardant.
CAL FIRE is gearing up to receive its own
fleet of seven C-130s, including ground sup-
port equipment, handed down from the US
Coast Guard through the government’s 2019
National Defense Authorization Act. These
will enter service beginning in about 18
months, after being modified and structurally
upgraded for firefighting operations.
“You are never going to have
enough stuff. That’s when the
co-ordination efforts kick in”
Joel Kerley
Chairman, National Interagency Aviation
Committee wildfire co-ordination group
One of this type of aircraft, owned by Cana-
da’s Coulson Aviation and contracted out to
Australia’s Rural Fire Service, crashed in Jan-
uary while helping tame that country’s his-
torically destructive wildfires, killing its
three-member crew.
“Tanker 134 had been instrumental in
fighting California’s wildfires in 2019. This
was a unique contract, as we were able to put
our flightcrews on this aircraft to start training
[them] in flying the C-130, transitioning from
the S-2T air tankers,” Brown says. “With that
very close relationship over the course of the
fire season, it was a huge emotional hit for all
of us when the aircraft and flightcrew were
lost in the accident in Australia.”
The crash brought into sharp relief how
brutal and punishing these missions are for
the machines and crew. Unpredictable winds,
dangerous or impassable terrain, low visibili-
ty due to smoke, and heat that can melt paint
off a fuselage are some of the dangers crews
face every firefighting day.
When releasing their loads, air tankers are❯❯
CAL FIRE
5-11 May 2020 | Flight International | 25
AERIAL FIREFIGHTING
Special report

❯❯ usually no more than 150ft above the

ground: flying that requires exceptional
piloting skills and highly specialised train-
ing, as well as robust and clear communica-
tions with ground-based firefighting units.
Any higher than that and the accuracy of a
drop is lost.
“For every fire, we have what’s called the
fire traffic area, which is a 7nm [13km] ring
around the centre of the fire,” Kerley says.
“Within those seven miles is our airspace, and
we will bring as many as 25 aircraft into that
area at different altitudes.”
Brown tells the story of a CAL FIRE pilot
who, during the 2018 Camp Fire, got an early
morning call to drop retardant over a fire line
in a rural area. “The conditions were so severe
that he flew around for an hour trying to
drop,” Brown says. “He deployed full flaps,
power off, tried to descend to get low enough
to drop, but it was impossible to get down
safely.” The heat from the fire constantly
pushed the aircraft higher, making any poten-
tial drop ineffective.

GROWING CHALLENGE
Wet winters have a counterintuitive effect on
the following fire season, experts say. Rain is
usually a good thing – the grass is greener and

thicker, and vegetation grows more quickly.
But when that vegetation dries towards the
end of the following summer, it can become
fast-burning fuel.
“At the height of the drought a few years
ago, here in the north of California we had a
lot of dead trees, the fire danger was extreme,
but in the south they had had no rain for so
long, they had no grass crop, so they had an
extremely low fire season,” explains Brown.
No two seasons are ever the same. Weather
conditions and climate change are part of the
S-2T Turbo Trackers are mainstay of CAL FIRE fleet and can drop 4,550 litres of retardant
equation, but also societal changes and new
population clusters have placed additional
stress on the state in terms of wildfire danger.
In 1980, California had just 25 million inhab-
itants. In 2018 it had 40 million. Humans
continue to encroach upon nature, so fires are
destroying more structures and property, and
killing more people.
“Seasons are definitely different than they
Kari Greer/US Forest Service
CAL FIRE
used to be,” Brown says. “Thirty years ago
there were a lot fewer homes in the wild-
lands and while we did have late-season
wind-driven events, it was not impacting
people as much.”
There is no clear “beginning” or “end” to fire
season, say both Kerley and Brown, and the
season itself is less predictable than it used to
be. In southern California, which generally has
a hotter climate, firefighters stand at the ready
earlier in the year than in the northern part of
the state. Most of CAL FIRE’s air attack bases
are ready to go with trained crews and aircraft
prepared between 15 April and 1 June.
The hottest months, both in terms of weath-
er and wildfire spread and intensity, are July,
August and September, with the season wind-
ing down by late October. But occasionally,
the most destructive fires – like those in 2018
– are not contained until late in November or
even early December.
The longer the season, the more difficult it
is to bring the aircraft through regular mainte-
nance cycles during the season and also ready
for the following year. Mandatory mainte-
nance protocols, as well as component re-

placements and repairs, usually take place

over the ever-shortening winter off season.
“We’ve seen a huge uptick in the mainte-
nance schedules and inspections. What we do
supersedes anything that the [Federal Avia-
Agency will begin introducing fleet of seven Hercules-based MAFFS air tankers next year tion Administration] would require or the

26 | Flight International | 5-11 May 2020 flightglobal.com

 AERIAL FIREFIGHTING
California

Blazing a safe trail over the flames

Lisa Allen is a leadplane pilot, guiding tankers to drop their loads as effectively and safely as possible

“As aerial firefighters, our main purpose is to the Avro RJ85/BAe 146, Lockheed Martin and rudder flying – no autopilot here, just hand
support the people on the ground however we C-130 and McDonnell Douglas MD-87, drop flying in a constantly changing environment.
can, from getting supplies, to delivering retard- from about 150ft. The very large tankers, like “I am so fortunate to get to do what I do –
ant, delivering water, carrying out mapping or the Boeing 747 and McDonnell Douglas and I love it. I get to fly over amazing places
taking video. My job as a leadplane pilot is to DC-10, are dropping from 250ft. and I work with people who are extremely
increase the safety, effectiveness and efficiency “It’s one landing pattern after another to a con- skilled. The things that air tanker pilots do with
of the air tankers and helicopters. tinuously changing runway. I could be leading a these aircraft is just mind-boggling.” ■
“As the leadplane, I go down quite low to DC-10 at 150kt (278km/h), and the next run I’ll be Lisa Allen flies for the US Bureau of Land
co-ordinate with the crews on the fireline. We leading an Air Tractor at 105kt. It’s a lot of stick Management’s National Aviation Office
devise the strategy, tactics and objective for
the mission. I find out where they want the
retardant to go. While the tankers are loading
and returning from their base, I stay on scene
and fly the run, figure out the heading and
altitude, check the hazards and scout the exit. I
need to get down into that environment to see
if it’s too turbulent, too smoky, too windy for us
to do the job. If we’re not being effective, we’ll
shut the operation down.
“By being overhead all the time, I can see
what the smoke and the wind is doing, I can
see what the turbulence is like and have that
plan already in place. When the tanker comes, I
clear it into the airspace, talk them through the
run, then they trail behind me between a
quarter and a half mile and we do the run. They
go back to base, and I stick around and do the
same thing with the next tanker.
“We have three classifications of air tankers.
The single-engined Air Tractors will drop to an
altitude of 60-90ft, so I will get that low if I am

Tom French
leading them. I don’t want to be above their
drop height because my wake turbulence
would be a problem. The large air tankers, like Allen’s role is key, gauging conditions in the air and co-ordinating with crews on the ground

manufacturer requires for the aircraft,” Kerley
says. Therefore, each aircraft has its own me-
chanic assigned to it, to keep it running when
and where it is needed. “If they’re not flying…
they become unavailable for us,” he adds.
It is too early to make a reliable forecast for
what the 2020 season will look like, says
Brown. But one thing is clear – trouble will
come with the northern hemisphere’s summer.
The National Interagency Fire Center pre-
dicted on 8 April that the next few months
will be warmer and drier than average along
the West Coast. “This, coupled with the de-
velopment of a significant grass crop in the
lower elevations and an early melting of the
mountain snowpack, is expected to prove to
be problematic” in July and August, the
agency writes in an assessment report.
NIAC is gearing up for this scenario. The
organisation’s readiness plans are rated in
terms of levels – one being the lowest, five
being the highest. “It gets tricky when we are
at planning level four or five, that means that
geographic area has run out of material. At
that point, it becomes just prioritisation,
which fires are the biggest priority, the
biggest values at risk,” Kerley says.
How often does that happen? “It would be
a way easier question if you asked me how
many years we don’t get to planning level
five. Almost never.”
CORONAVIRUS CONCERNS
As if that was not enough, this year’s
coronavirus pandemic has added yet another
layer of worry for aerial firefighters. “We
don’t yet have 100% clarity on how much
that is going to affect us,” Kerley says, adding
that the virus has already severely impacted
preparations early in the year. Some training
has had to be curtailed and moved online
and cleaning protocols are being stepped up,
but social distancing is difficult in a rough
and dirty environment with many people at
close quarters for extended periods.
Aerial units are beginning to rely more on
unmanned air vehicles for reconnaissance,
detection, mapping and planning out the dis-
tribution of resources to fight fires. This year,
that part of the aviation fleet could play a
greater role than ever before.
“Intelligence is going to be a premium this
year, because we’re not going to have enough
stuff to go around. We need to get real-time
information to the decision makers to help
with that prioritisation process,” Kerley says.
“We can use sensor technology and satellite
technology to an extent, but it’s one thing to de-
tect the fire out in the middle of nowhere, and
another thing organising the logistics of getting
folks there to suppress it, along with this whole
corona crisis – you can just imagine the massive
amount of co-ordination going on right now.” ■

flightglobal.com 5-11 May 2020 | Flight International | 27

AERIAL FIREFIGHTING
Special report
Rain makers
As the northern hemisphere wildfire season takes hold,
agencies have an array of new aerial firefighting aircraft to
choose from – but is the public sector prepared to invest?
MURDO MORRISON LONDON
lobal SuperTanker Services’
G Boeing 747-400 is perhaps the ulti-
mate heavy weapon in the never-
ending war on wildfires. “We
don’t put out fires,” says Dan Reese, president
of the company that operates the world’s larg-
est water bomber, its capacity more than twice
that of anything else on the market. “But we
contain and control them.”
With tanks able to drop 72,700 litres
(19,200USgal) of water or 66,300 litres of retard-
ant, the jumbo freighter entered service in 2016
after the only other 747 firefighting aircraft, a
-100, was scrapped when owner Evergreen fold-
ed in 2013. Reese says his SuperTanker can be
dispatched from its Colorado Springs base to
anywhere in North America in 4h 30min – or to
almost any location globally in 20h.
It may not be the lowest-cost and nimblest
asset when it comes to aerial firefighting, but
Reese insists that the 747’s ability to make a
devastating initial assault on a wildfire means
its value is unmatched. “Diversity is the key
in any firefighting operation,” he says. “We
never profess to be the best tool for every-
thing, but we are an amazing tool for when
people need a big hammer.”
Recent years have seen the firefighting
agencies’ toolbox expanded with an array of
Los Angeles County Fire Department updated its fleet with enhanced Sikorsky S-70i in 2019
28 | Flight International | 5-11 May 2020
Coulson Aviation has introduced the
Fireliner Boeing 737-300 conversion
new types. Aside from Global SuperTanker
Services’ 747-400, Canada’s Coulson Aviation
is introducing a fleet of 737 “Fireliners”,
which it fits out itself. At the 2018 Farnbor-
ough air show, Lockheed Martin unveiled its
“FireHerc” a civil-certificated air tanker vari-
ant of its C-130J Super Hercules.
The latest generation of Lockheed subsidi-
ary Sikorsky’s Firehawk helicopter, the S-70i,
has gone into operation with three Californian
agencies. Meanwhile, another Canadian out-
fit, Viking Air, has introduced to service with
Montana’s Bridger Aerospace the first of up to
six revamped versions of the CL-415 water
bomber, previously built by Canadair and
then Bombardier.
The CL-415EAF – or Enhanced Aerial Fire-
fighter – is a modified, low-hours Canadair
CL-415. The upgrade is a “bridge”, explains
Viking executive vice-president sales and
marketing Rob Mauracher, to the in-develop-
“One of the reasons we
ment CL-515, the first “purpose-built aerial jumped in is that there is a
firefighter” in decades. British Columbia-
based Viking plans to fly the amphibian – an patchwork of different
all-new version of the CL-415 – in 2024.
Firefighting agencies and governments capabilities out there”
whose territories are prone to wildfires will Tony Frese
welcome the additional choice on the market. Vice-president business development for air
mobility and maritime missions, Lockheed Martin
After devastating fire seasons in Australia and
California and global temperatures on a seem-
ingly unwavering upward trajectory, authori- – and this year’s challenge could be made
ties are braced for another gruelling campaign tougher by the coronavirus crisis.
Ground-based firefighters are the foot sol-
diers in the fight against forest fires, and con-
cerns over restrictions on billeting crews in
close quarters could mean an expanded role
for aerial assets as the northern hemisphere
fire season gets under way. Whether this
feeds through to greater demand for the
services of operators – and ultimately new
aircraft – depends largely on how bad the
blazes get.
British Columbia-based Coulson converted
its first former Southwest Airlines 737-300 in
2018 and the aircraft has seen action in both
Australia and the USA. A second example was
sold and delivered to the New South Wales gov-
ernment last August; Coulson will operate it on
the state’s behalf. A third is being modified by
Coulson and will enter service in 2021.
Sikorsky
Chief executive Wayne Coulson calls the
Fireliner – which can deliver 15,000 litres of
flightglobal.com

retardant from its twin tanks in less than 3s –
the first “multpurpose fire tanker in the
world”. It is certificated for 72 passengers, al-
lowing firefighters to be flown to the scene of
an outbreak. The conversion, which includes
installation of Coulson’s retardant aerial de-
livery system roll-on tanks, takes 43,000h at
its Vancouver Island facility.
The company – which has 36 years’ experi-
ence in aerial firefighting and also operates
C-130Hs and helicopters – was in March
awarded a multi-year contract with the US
Forest Service to operate the Fireliner as part
of the agency’s Next Generation Large Air
Tanker Services requirement.
VERSATILE ASSET
Mauracher dubs the CL-515 – which Viking
had planned to launch around now but has
delayed until the fourth quarter because of
coronavirus – a versatile “multipurpose”
aircraft for “year-round use” that can be
adapted in 1h to a search and rescue plat-
form using detachable pods. However, with
its high wings and amphibious water-scoop-
ing hull, its primary role will remain as an
aerial firefighter.
Bombardier sold the rights to its CL-215
and CL-415 to Viking parent Longview Avia-
tion in 2016 after shipping the last of around
160 water bombers built from 1969 in 2014.
Although not a new airframe, CL-415EAF
modifications include a Collins Aerospace
flightglobal.com
AERIAL FIREFIGHTING
Coulson Aviation
Pro Line Fusion cockpit, new Pratt & Whitney
Canada PW123AF turboprops and replace-
ment of all “obsolete parts”. The conversion
takes 80,000h.
Bridger Aerospace is due to take delivery
of its second CL-415EAF in June, two more
in 2021 and a final pair in 2022. The govern-
ments of Indonesia and Saskatchewan have
also ordered one each. The CL-415EAF will
“keep people focused on the asset”, as
Viking concentrates on the more ambitious
effort to certificate and market the CL-515 as
a replacement for older-generation water
bombers, says Mauracher.
The new-build aircraft, for which Indone-
sia has six commitments, will deliver a 15%
increase in efficiency over the EAF, he says,
along with “enhanced corrosion protection”,
higher landing weight, and “a bunch of sys-
tem changes” still being finalised. Mauracher
says Viking is “working to sign up customers
ahead of launch” and is in talks with the EU
and several of the union’s member states.
Peru and Romania are among those using
Leonardo’s C-27J Spartan as firefighters. Both
nations have carried out operations using
on-board Caylym Guardian containers: 1,000
litre corrugated cardboard boxes that can be
dropped from rear-loading transport aircraft
to create “an instant and accurate rain-
storm”, according to the Californian systems
manufacturer.
Leonardo says the C-27J is in “continuous
Programmes
evolution” as a firefighter, with Simplex
Aerospace’s Fire Attack System the latest op-
tion. A 10,600 litre tank is installed in just
over 1h via the rear loading ramp, with no
major structural modifications, says Leonar-
do, giving the type “significantly lower
acquisition and operating costs than a
dedicated firefighting platform”.
Leonardo is also working with the Scodev
consortium – which includes Belgium’s
Sonaca and has been funded by an EU research
grant – on a reel-and-hose scooping device that
can be deployed at 100ft above the surface of
an area of water, allowing an onboard tank to
be filled “at high speed”. Scodev hopes to have
the system certificated this year.
Derivatives of Hercules transports have been
used as firefighters – including by Coulson –
for many decades, but the LM-100J, a replace-
ment for the L-100 freighter produced between
1964 and 1992, is Lockheed’s first attempt to
market a dedicated water bomber. The variant
received its US Federal Aviation Administra-
tion certification in November last year.
The FireHerc variant of the LM-100J
addresses a “boutique mission”, says Tony
Frese, vice-president business development
for air mobility and maritime missions. “One
of the reasons we jumped in is that there is a
patchwork of different capabilities out there
and we think we can take firefighting to the
next level and be far more effective,” he adds.
STRONG CONTENDER
Jet airliner derivatives are not optimised for fire-
fighting, says Frese, because they “were never
designed to fly low, slow and heavy at 200ft off
the ground”. However, the FireHerc’s straight-
wing design and turboprop engines “allows it
to excel in supporting this challenging low-
level, low-speed firefighting mission profile
like no other large airliner in operation”.
Lockheed, which is working on a night-
time firefighting capability for the FireHerc,
has not received any orders for the variant,
but is “working closely with governments”.
Frese adds: “This is the future of aerial fire-
fighting – a purpose-built aircraft that will
take us from where we are today to where we
need to be, with a full spectrum of day and,
eventually, night firefighting.”
The S-70i Firehawk from sister company
Sikorsky is the latest version of the firefighting
Black Hawk derivative that has been in service
since 2000. The State of California’s CAL FIRE
agency, Los Angeles County and the San Diego
Fire Rescue Department added the S-70i to
their fleets in 2019, and deliveries are continu-
ing, with a total of 12 examples expected to be
deployed for this year’s fire season.
Enhancements on the new version include
an automatic water snorkel reel system with a
refill pump that can siphon 3,790 litres in 45s
while hovering, rather than 1min on the original ❯❯
5-11 May 2020 | Flight International | 29
AERIAL FIREFIGHTING
Special report
❯❯ version, thanks to a different suction
method. Manoeuvrability has been raised to 4g
and tank control panels have been modernised
to reduce pilot workload, says Jeanette Eaton,
vice-president business development.
So far, sales of the Firehawk, which is
modified for Sikorsky by Air Methods com-
pany United Rotorcraft, have been restricted
to the USA. However, with 56 legacy Black
Hawks involved in firefighting around the
world and 3,600 military variants in service
in 30 countries, Eaton believes the type has
significant export potential.
One of the most widely used rotorcraft for
firefighting is the Russian Helicopters Kamov
Ka-32, with its distinctive coaxial rotor design.
Sixty of the European-certificated Ka-32A11BC
variant are in service. Among the users of the
helicopter for firefighting outside Russia are the
South Korean forest service, Babcock in Spain,
and Everjets in Portugal.
The Ka-32A11BC comes with 90 optional
equipment items, says the manufacturer, in-
cluding the Simplex system, SEI Industries’
Bambi Bucket, a water cannon and, depend-
ing on the configuration, it can carry up to
5,000 litres of water. Crews can also use night-
vision goggles.
Russian Helicopters sees the market for
firefighting helicopters increasing, and says a
modernisation programme for in-service
Ka-32 helicopters should increase the family’s
appeal. The latest Ka-32A11M variant in-
cludes an avionics upgrade, higher perfor-
mance Klimov VK-2500PS engines and a new
fire suppression system. Test flights are sched-
uled for early 2021.
The advantages of a helicopter over a fixed-
wing water bomber include being able to
hover over a fire and discharge with a high
degree of accuracy, as well as being able to
take on water from “nearby bodies of water of
practically any size”, says Russian Helicop-
ters. Rotorcraft have the added capability of
being used in urban areas, especially for tack-
ling blazes in high-rise buildings.
Viking Air recently delivered its first updated CL-415EAF to operator Bridger Aerospace
30 | Flight International | 5-11 May 2020
LM-100J variant is optimised for the low flying with heavy loads needed in aerial firefighting
Russia’s other main firefighting aircraft in
the fixed-wing world is the Beriev Be-200 am-
phibian. In late 2018, the specialist manufac-
turer – part of United Aircraft – won an order
for four aircraft with six options from US firm
Seaplane Global Air Services, with all but the
first pair fitted with SaM146 engines from the
PowerJet NPO Saturn and Safran joint
venture that equips the Sukhoi Superjet.
POPULAR WORKHORSE
One of the most common firefighting aircraft
is the Air Tractor AT-802F, with dozens de-
ployed in the recent Australian fires. Swedish
aerospace group Saab recently secured its first
firefighting deal, a four-year contract from the
country’s civil contingencies agency to have
two AT-802Fs on call for duties in Sweden
and other EU countries.
The agency required an aircraft that could
take on 3,000 litres of water in a scoop and
reach anywhere in Sweden from its Nykoping
base within 3h. Because of its size, the AT-802F
can be filled from nearby water sources, says
Ellen Molin, head of Saab’s support and
services unit. “It is important to have a prompt
Mike Macleod/Viking Air
Lockheed Martin
national response to forest fires, and this
service is going to help deliver that,” she adds.
Israel is another country that has found it-
self more at risk from wildfires. Elbit Systems
late last year demonstrated a method of drop-
ping liquid pellets from 500ft – four times
higher than the normal altitude for water
bombing. Unlike conventional liquid, the pel-
lets do not evaporate before they hit the
ground. This, says the Israeli firm, makes fire-
fighting at night less risky.
In the exercise, Elbit and the firefighting
squadron of the Israeli air force released 1.6t
of biodegradable liquid pellets from an air-
borne dispenser over a burning field, achiev-
ing a “precise hit”. Although an AT-802F was
used in the trial, Elbit says the system would
be compatible with almost any fixed- or rota-
ry-wing firefighting aircraft.
Back in Colorado, Reese and his colleagues
enter the northern hemisphere fire season
waiting for the phone to ring. The company’s
business model relies largely on call-outs and
ad hoc hires, rather than exclusive-use sum-
mer-long contracts. This means that, in a busy
fire season, the 747 SuperTanker could be in
high demand around the world.
However, if the fire season is quieter than
normal, such a hugely expensive asset can sit
idle for much of the time, not earning money.
It is a dilemma for the fire authorities: invest
in keeping operators and aircraft on retainer
as an insurance policy – even if they might
rarely be required – or go to the market only
when there is a need and risk the best weap-
ons being unavailable.
Some believe that fire agencies have for too
long relied on an existing pool of ageing air-
craft and left the market to carry the risk when
it comes to investing in newer equipment. In
an ever-warmer world, where forest fires are
increasingly proving a danger not just to wild-
life and the environment but to human life,
this approach may no longer be sustainable. ■
flightglobal.com

From yuckspeak to tales of yore, send your offcuts to murdo.morrison@flightglobal.com
In descent
exposure
Never known to under-report a
story, a breathless Daily Mail
article on the Emirates Airbus
A380 glideslope incident over
Moscow explains that “the crew
of Flight EK-131 entered a rapid
descent. However, they were
wrong about their initial
assumption that their
glidescope, a landing
instrument, was showing them
the incorrect information.”
A glidescope is, according to
a handy online medical tutorial,
a “device that is used for
difficult airway management”.
Sounds about right – until you
realise that it’s not that sort of
airway. It’s for laryngoscopies.
Working classy
At a time when every day brings
more doom and gloom and most
of the Western world is in
lockdown, the award for the
most glass-half-full press release
of the crisis surely goes to
Cyprus-based Avia Solutions. It
reports that private aviation
companies are seeing “an
increase of 400%” in bookings,
with the “massive explosion”
due to travel restrictions and
social distancing.
While we appreciate that this
bit might have got slightly lost
in translation, Avia Solutions
goes on to say that “business
aviation companies already
report a massive number of new
clients who have never flown
private. Therefore, by becoming
After this I go back to the white van
flightglobal.com
STRAIGHT&LEVEL
Training RAF boys
The Air Ministry scheme for
the entry and training of
boys for the
Royal Air Force
is now in active
operation.
Examinations will take
place twice yearly and
candidates must be
between the ages of 15
and 16½ years. At the end
of three years qualified
boys are promoted to
leading aircraftmen.
Changing over
Production of Liberator
bombers will cease before
August,
according to a
recent statement
in Detroit.
Studies are being made to
see if the plant can be
Following our recent obituary of Joe Clark, Martin adapted for the production
Leeuwis sends us this cartoon by his late colleague, Ton of other types. The reason
van Andel, which paid tribute to the winglet pioneer 25 for these changes is said to
years ago in the pair’s book of aviation cartoons, Say How the report from Europe that
“the Luftwaffe has been
whipped”.
more and more popular among
working class people… business Guppy acquired
aviation is set to continue its Negotiations for the sale of
growth and support post-crisis an Aero Spacelines Guppy
recovery of this sector.” 201 outsize C-97/
Sid: “Planning any nice Stratocruiser
BAE Systems
holiday after this coronavirus development to
stuff is over?” SNIAS and
Stanley: “Me and Sharon was Holding position until October Deutsche Airbus have been
going to do a fortnight in completed with a contract
Majorca. But Ryanair would
only give us middle seats so
Recalling 809 price reported to be about
$9 million (£3.75 million).
we’ve decided to take one of Publication of Harrier 809, the The aircraft will carry A-300B
them Gulfstreams to the much-anticipated new release components.
Maldives instead.” from author Rowland White,
has been delayed by the Be-200 wins orders
coronavirus pandemic but will Beriev says that it has
be available this year. Originally secured what amounts to
timed to publish in April to launch orders for
coincide with the anniversary of its Be-200
the Falklands War, it is now due amphibian from
for release in October. Russia’s Federal
The book examines the vital Forestry Service and the
roles of military aviation and the Ministry of Emergency
British Aerospace Harrier force Situations. The Federal
during the 1982 conflict in the
Avia Solutions Group
Forestry Service claims that
South Atlantic. A full review will it will need 50-60
appear on this page nearer the firefighting aircraft between
time of publication, when Uncle 1996 and 2005.
Roger has finished reading it!
5-11 May 2020 | Flight International | 31
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32 | Flight International | 5-11 May 2020 flightglobal.com


WORK EXPERIENCE JOHN DANDURAND
People person thrives on support
A background in construction and a career start in human resources helped shape John Dandurand’s
affinity for building objects and relationships, as head of Textron Aviation’s European service network
How did you get into aviation?
Growing up in Wichita, Kansas,
known to many as the air capital
of the world, I had the good for-
tune to be exposed to the aviation
industry from a young age. Like
many people, once introduced, I
was hooked. My family owned a
small construction company
where I quickly learned the satis-
faction that comes from building
and maintaining things. In 1997, I
began my aviation career at Cess-
na. This allowed me to explore
my interest in aviation and at the
same time, to be involved in a
business that builds and main-
tains tangible products. For me,
this is the best of both worlds.
How has your career
progressed?
My career began in human re-
sources. Not surprisingly, I
quickly gravitated towards work-
ing closely with the production
and aftermarket aspects of the
business as they involve the
building and maintenance of our
products. After moving through
the ranks at Cessna, I transferred
to Bell, where I worked in the
military aircraft assembly and
delivery centre in Amarillo,
Texas. In 2007, I returned to Tex-
tron Aviation as director of
human resources for integrated
supply chain. Having spent sev-
eral years of my career working
closely with the build process, I
was given the opportunity to
lead the build teams. In 2012, I
became director of assembly op-
erations, where I was responsible
for assembly of Citation business
jets and the Caravan single-
%JGEMQWV(NKIJV+PVGTPCVKQPCNoU+OCIG5VQTG
Browse or customise a gift or memento from our %76#9#;#4%*+8'
flightglobal.com
Working around aircraft is a fringe benefit of the job, says Dandurand
engined turboprop. In 2016, I
moved into customer services,
which allowed me to interact
with our teams around the world
supporting our products in the
field. Early last year, I started my
current role as vice-president of
European service centres.
What are the highlights?
It is always rewarding to see the
end products we create and
fascinating to see the mechanical
systems and technology involved
in building and maintaining
them. The people we work with
make my job all the more enjoya-
ble. I love being part of such an
enthusiastic team.
How would you describe your
current role and responsibilities?
I am responsible for operating ser-
vice facilities, line service stations
and mobile service units through-
of more than 1000 aircraft drawings
YYYƃKIJVINQDCNKOCIGUEQO
Textron Aviation
out Europe. Along with the Euro-
pean customer service team, my
main objective is to provide cus-
tomers with the ongoing aircraft
maintenance and support to max-
imise aircraft availability and ef-
fective operations.
What plans does Textron
Aviation have for its European
service centre network?
Our strategy in Europe is to
provide support for the aircraft we
produce with centrally located,
company-owned service centres
in the region. In addition, we re-
cently expanded our parts ware-
housing/distribution centre, dou-
bling its size and significantly
increasing regional inventory
levels and part counts. We also
provide customers enhanced ac-
cess to parts and service through
regional mobile units, line stations
5-11 May 2020 Flight International | 35
WORKING WEEK
and aircraft on ground and techni-
cal support co-ordinated through
our 1CALL support team service
which can be reached 24h per
day. We provide complete sup-
port for all Beechcraft, Cessna and
Hawker aircraft in Europe at our
service centres in Doncaster, Dus-
seldorf, Paris, Prague, Valencia
and Zurich, and offer line service
at Biggin Hill, Cannes, Geneva,
Nice and Stuttgart.
What do you enjoy most about
your job?
For me, it comes down to the
people and the products. I have
the opportunity to work with
customers and colleagues alike
who are passionate about what
they do. As a bonus, let’s face it –
aircraft are cool and I get to work
around them every day.
What are the challenges facing
business aviation?
Our industry continues to
change and evolve. While this is
a challenge for everyone in
aviation, it brings the opportuni-
ty for us to find new and better
solutions, and identify new
paths forward for the industry to
thrive. I am confident in the
future of business aviation and
welcome the challenges that
come along the way. Q
Looking for a job in aerospace?
Check out our listings online at
flightglobal.com/jobs
If you would like to feature in
Working Week, or you know
someone who would, email
your pitch to kate.sarsfield@
flightglobal.com
Subscribe today
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