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The Pentagon is reviewing effects of a

29 Chinese-supplied part, but Lockheed

Martin says F-35s already delivered
have no safety or security risks.

FEATURES
Access AW&ST Online
Go to: AviationWeek.com/AWST 14 | What Recession? 28 | Clutch problem imposes new
Lessors and aircraft financiers restrictions on U.S. V-22 fleet
are making major deals despite
29 | Revelation of Chinese magnet
problems facing air transport
DEPARTMENTS supplier spurs F-35 delivery crisis
5 | Feedback 13 | Airline Intel 20 | Polish Priorities
30 | Ministers eye less stringent
6 | Who’s Where 53-54 | Tech Take Poland selects the Apache attack
German defense export rules
8-9 | First Take 56 | Marketplace helicopter at last, but strategies for
10 | Up Front 57 | Contact Us
other acquisitions are clouded 31 | The MQ-4C moves closer to a
permanent Indo-Pacific presence
11 | Going Concerns 57 | Aerospace 44 | Going the Extra Mile
Calendar
12 | Inside Business As fuel prices threaten profitability, 32 | South Korean defense industry is
Aviation airlines lean on ancillaries to help making a global mark
boost their revenues
FAST FIVE
COMMERCIAL AVIATION 50 | Under New Management 38 | Republic CEO on the FAA’s denial
16 | Former foes United and Emirates Mergers and acquisitions are of pilot-training exemption
start new partnership bringing new owners to old assets,
often with different operating styles 40 | Nordic airlines cut fleets in wake
17 | United threatens to exit JFK of Russian airspace closure
unless FAA grants more slots 42 | Flight caps, media storms show
36 | Swedish startup Heart scales up 24 | New U.S. Navy weapons plan growing decarbonization pressure
electric regional airliner favors speed over range
TWO VIEWS
37 | GlobalX Alice electric aircraft 25 | AI-piloted concepts emerge as U.S. 58 | Why the AETP is the best solution
order boosts Eviation’s prospects Air Force ponders options for the F-35
SPACE 26 | USAF clears KC-46 to deploy long 58 | Why the Pentagon should update
18 | Europe’s path to a more before official operational decision the existing F135 engine
independent space program
46 | Startups envision lucrative space ON THE COVER
reentry industry After years of delay, Poland has selected the Boeing AH-64 Apache, aiming to quadruple the size
48 | Europe’s MTG satellites usher in of its attack helicopter force, but strategies for other acquisitions in response to Russia’s invasion
weather nowcasting era of Ukraine remain clouded. London Bureau Chief Tony Osborne’s report begins on page 20.
Apache image by Tony Osborne/AW&ST.
DEFENSE
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U.S. AIR FORCE
MORE THAN MEETS THE EYE
Responding to “A Little Bit Ruthless”
by Brian Everstine (Sept. 12-25, p. 61),
my comments are based on a career
as former head of special avionics
projects for the U.S. Coast Guard,
chief of electronic maintenance in
the performance engineering division
for the U.S. Army Signal Corps and
chief engineer for the 2762LSS/Det2
at Carswell AFB, Texas, for projects
other than the Air Force. I was also a
project manager for many well-known
Army, Coast Guard and other govern-
ment agency projects over the years,
most of them classified, and it is to
this aspect that I want to comment.
Many “one-off” projects are of the
“Priority One” category: highest na-
tional urgency. These are done outside
the normal contracting arena and as a
result attract a lot of attention. In most
cases, the claim is that the Air Force
or Army is spending vast sums and get-
ting nothing in return. Unfortunately,
as the contracts and the subjects are
classified, I was never able to comment
at the time, nor are the individuals
working on them today able to do so.
One project with which I was
involved, the EC-130V, was an E-2C
weapons system on a HC-130H sup-
plied by the Coast Guard, which would
require much more power, both on the
ground and in the air, and also several
industrial control systems (ICS) and
redundant radio systems in all bands.
Even before the contract was awarded,
an article in The Washington Post by
a former cabinet secretary said the
project would have vast overruns and
end up costing over $1 billion.
It was done on time and at cost,
and it met or exceeded all require-
ments for around $57 million. We had
planned on five aircraft, but the Coast
Guard and Marine Corps decided
not to go ahead with it. There was
much pressure by a company already
providing another aircraft, under-
standably. That aircraft did cost over
a billion dollars, but the fact that we
outperformed it was somehow moot.
Was this a failure? Looking back
AviationWeek.com/AWST
FEEDBACK
at the basics, you might think so, but
there was more to the story. The com-
munications suite, the ICS suite and
the aircraft were put through complete
Tempest testing, which meant it had
to be hardened. And even though the
weapons system may have been off an
E-2C, our software was all unique, and
we pushed the limits and built all-new
chips that were not previously possi-
ble. So where was all this used? On the
next-generation AWACS, of course.
There is sometimes more to the
story than meets the eye. My group
did 47 projects, and all were done on
time, at or below cost, and all met or
exceeded requirements. Of that we
are all exceedingly proud.
Bill Danner, Lompoc, California
‘NO’ TO SOLO CRUISE
Regarding Mr. Gessner’s comments
in “Ground Crew” in Feedback (Sept.
12-25, p. 5), I am surmising he has
never been a pilot on long-duration
airline flights. A large hole comes to
mind in his argument to “retrofit”
modern airliners to allow a ground-
based pilot to virtually inhabit the
flight deck with another live pilot
during the cruise phase of a flight—
namely a human being’s psychological
need for basic companionship,
especially important in the confines
of an airliner’s flight deck.
In my opinion as a retired airline
pilot, despite the potential high tech
available, the fact that another qualified
human being is physically at hand to
interact with and speak to is very much
a necessity. I feel it has a large impact
on the overall safety of the flight. Say
“no” to solo cruising and “yes” to
investing in additional crew for rotation
on long-duration flights—it is worth it.
Bart Groeneveld, Park Hills, Kentucky
Address letters to the Editor-in-Chief, Aviation Week & Space Technology,
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AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022
FILLING THE GAPS
I enjoyed Irene Klotz’s “SLS Debut”
very much (Aug. 29-Sept. 11, p. 48).
I would love a future article on the
silicone sealant used to fill the gaps
between the Avcoat blocks in the
Mach 32 heat shield. The article
mentions that the SLS shield is good
to nearly 5,000F. I have never seen
a silicone sealant that could be used
over 2,000F. At Mach 32, the sealant
would be very important.
James J. Shortt, Garden City, New York
ILLUSION AND REALITY
A recent video commentary by geo-
political strategist Peter Zeihan
prompted me to resubmit my letter in
response to Richard Aboulafia’s “China
Worries” (June 28-July 11, 2021, p. 10):
We are in a Cold War with China.
For the last 40 years, the U.S. has
helped China with investment in their
Special Economic Zones, teaching
their students advanced technology
at our best schools and looking the
other way as they stole our technol-
ogy. We did this in the hope that by
helping them increase their economic
prosperity they would change their
Communist political system. It hasn’t
worked. Just one example of this is
the strangulation of the last freedoms
in Hong Kong.
The illusion of the aviation industry
is that China is going to buy more
and more of our airplanes. The reality
is that they are going to buy more
and more of their own airplanes.
Time to cut the cord.
William Thayer, San Diego
ONLINE, in response to Michael Bruno’s
recent column “Back to Basics” (Sept. 12-
25, p. 10), BURKHARD D. writes:
Companies were deliberately taking
risks in pursuit of maxing out the
margin. The toolbox: Far-flung global-
ization, lowest bidder, no redundancies,
just-in-time logistics, short-term pay-off
horizon, labor treated as a cost factor.
All very well understood by aero-
space managers. It’s the management
incentives and KPI that need to
change, not the training.
5

Gregory Davis has
been promoted to
Eviation CEO from
interim CEO. He also
will remain president
of the all-electric
commuter aircraft
manufacturer, a post
he has held since May 2021. Davis, a
licensed commercial pilot and an engi-
neer, has 15 years of progressive lead-
ership roles in the aerospace industry.
MD Helicopters (MDH) has named
Brad Pedersen president and CEO.
He held leadership positions at Boeing
Rotorcraft, Sikorsky Aircraft and
Breeze-Eastern, among other aero-
space and defense companies.
Firefly Aerospace has hired Bill Weber
as CEO. He was president, CEO and
director of KeyW Corp. Firefly is a
subsidiary of U.S.-based AE Industrial
Partners, a private equity entity for
aerospace, industrial markets and
government services.
Matthew Angling has been hired as
chief technology officer at commer-
cial space services provider In-Space
Missions. He was Spire Global director
of space weather and has experience
in command, control, communications,
computers, intelligence, surveillance
and reconnaissance and the space en-
vironment from prior
work at Qinetiq.
Natalia Larrea has
been named director
of Euroconsult U.S. to
lead development of
the company’s office
in Washington and
further expand business relations with
U.S. space stakeholders. She was prin-
cipal advisor at Euroconsult Canada,
is a global faculty member at the In-
ternational Space University and has
received numerous awards including
being named one of the International
Institute of Space Commerce’s 35
Under 35 in the Space Industry.
Skyryse has appointed Justin Ryan
chief operating officer and Will Fulton
as vice president of product and mar-
keting for its FlightOS product. Ryan is
a former Honeywell executive and U.S.
Navy pilot. Fulton, a former Apache
Longbow helicopter pilot, joins Skyryse
from Airbus Helicopters.
MITRE Corp. has promoted Kerry
Buckley to vice president of the Cen-
ter for Advanced Aviation System De-
velopment, the federally funded re-
6 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022
WHO’S WHERE
search and development center MITRE
operates in support of the FAA.
Buckley was MITRE’s vice president
of air and space forces.
Zipline has hired Deepak Ahuja as
chief business and financial officer. Be-
fore joining the delivery drone-maker
and operator, Ahuja served as chief
financial officer at
Verily Life Sciences
and Tesla.
Kelvin Coleman
has been promoted
to permanent FAA
associate administra-
tor for commercial
space transportation from acting
associate administrator. He has more
than 25 years of leadership experience
at the Office of Commercial Space
Transportation.
John Carver has joined Burrell Avia-
tion as CEO. He was deputy executive
director for special projects at Los
Angeles World Airports and executive
director of VICC USA, a 22-member
consortium formed to bring lead-
ing-edge cargo-handling technologies
and practices to international gateway
airports within North America.
Ralf Gust has been appointed man-
aging director of Hamburg Aviation,
the aviation cluster of the Hamburg,
Germany, metropolitan area. Gust will
leave his honorary positions at the
Hamburg Centre of Aviation Training
and the Hanseatic
Engineering & Con-
sulting Association.
Jennifer M. Stewart
has been named
executive vice presi-
dent for strategy and
policy at the National
Defense Industrial Association. She
served as staff director of the U.S.
House Armed Services Committee
and chief of staff to the U.S. de-
fense secretary.
DroneUp has named Andy Thurling
vice president of airspace innovation.
He was chief technology officer at
NUAIR and before that was AeroVi-
ronment’s director of product safety
and mission assurance.
The Aero Club of Washington has
To submit information for the Who’s Where column, send Word or attached text files (no
PDFs) and photos to: whoswhere@aviationweek.com For additional information on
companies and individuals listed in this column, please refer to the Aviation Week Intelligence
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hired Stephanie Griffith as executive
director. She has worked within the
nonprofit and aerospace communities
and served as National Aeronautic
Association director
of awards, events and
membership.
Sita Sonty has
been appointed
strategic advisor to
Kayhan Space, a de-
veloper and provider
of spaceflight safety platforms. She is
partner and associate director in the
aerospace, defense and public sector
practices of the Boston Consulting
Group. Sonty had led the human
spaceflight program at SpaceX and
guided the global market strategy
for the expansion of the company’s
Starlink satellite in-
ternet constellation.
Swedish Air Force
Brig. Gen. (ret.)
Fredrik Bergman
has been named com-
mercial director at
Savback Helicopters.
He held various leadership positions
during his 35 years in the Swedish
Air Force, most recently as head of
test and evaluation at Swedish defense
material administration FMV.
Global navigation satellite system
positioning service Septentrio appointed
Peter Fairhurst vice president of sales.
He was head of product strategy at
Ublox. He succeeds Neil Vancans,
who has retired.
The General Aviation Manufacturers
Association (GAMA) has hired David
Dunning as global innovation and policy
director and promoted Joe Sambiase
to airworthiness and regulatory affairs
managing director. Dunning was FAA
advanced air mobility manager. Sam-
biase led GAMA airworthiness and
regulatory activities.
HONORS & ELECTIONS
Daniel S. Goldin, the ninth and longest-
tenured NASA administrator, has
received the Tech Freedom Award for
advancing freedom through trusted
technology from Purdue University’s
Krach Institute for Tech Diplomacy. c
AviationWeek.com/AWST
THIS IS
A MATCH
MADE IN
AEROSPACE
The challenge
Enabling the next generation
of sustainable aviation

Parker is proud to announce its acquisition of Meggitt,

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 FIRST
TAKEFor the latest, go to
AVIATIONWEEK.COM
KITTYHAWK
COMMERCIAL AVIATION
Advanced air mobility (AAM) startup
Kittyhawk announced that it would
cease operations, the first major shake-
up in the AAM industry, which has at-
tracted billions of dollars of investment.
The Sino-Russian CR929 widebody
jet will not fly until 2030, seven years
behind its initial schedule, Russian of-
ficials confirmed.
75 YEARS AGO IN AVIATION WEEK
Our Sept. 29, 1947, edition led with a
momentous story: the creation of the U.S.
Air Force. “The United States Air Force
emerged from its 30-year hibernation in a
musty War Department cocoon last week
with two simple swearing-in ceremonies at
the Pentagon that saw James V. Forrestal
inducted as first secretary of national
defense and W. Stuart Symington take
the oath as the first secretary of the
Department of the Air Force,” Aviation Week
reported. The reorganization pulling the Air
Force out of the Department of the Army—
which until then had been known as the
War Department—was ordered by
President Harry Truman as the Cold War
with the Soviet Union was heating up. The
new U.S. Air Force began with 401,362 offi-
cers and enlistees, 176,000 civilian employ-
ees “and about 14,000 planes, most of
them tactically obsolete.” The article added
that the separation of the Air Force “finds
the former Army airmen in the early stages
of a transition from piston to jet power that
Subscribers can access every issue of Aviation Week back to 1916 at:
archive.aviationweek.com
8 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022
Boeing & Airbus Deliveries
Deliveries through August
September-December Deliveries
+45% 330
227 implied by
consensus
+75% 234
implied by
134 consensus
384
277
206 +35%
Boeing 2021 Boeing 2022e Airbus 2021
Sources: Company data, FactSet and Melius Research
Director Robert Spingarn. “In contrast, Airbus does not have completed aircraft
in inventory and is therefore more exposed to the engine shortfall that has been
driven by widespread supply chain difficulties.”
A worsening shortage of pilots will
force regional airlines to consoli-
date and pare back service to small
communities, industry leaders warn
(page 38).
will probably bring no fundamental changes
in strategic thinking but already foreshad-
ows a revolution in tactics. Core of the
USAF will be its Strategic Air Command of
long-range bombers, [which is] generally
conceded to be the only significant portion
of the USAF ready for immediate combat.”
Boeing and Airbus will
need to ramp up aircraft
production steeply in the
fourth quarter if they
aim to meet Wall Street
consensus delivery esti-
mates for 2022, according
to an analysis by Melius
Research. “Ironically,
378
despite Boeing’s numer-
-2%
ous missteps, its ability
to meet consensus may
be easier given the large
number of finished aircraft
Airbus 2022e
in its inventory, all of which
purportedly have engines,”
says Melius Managing
DEFENSE
The U.S. and Japan agreed to acceler-
ate collaboration on crewed-uncrewed
teaming and consider partnering on
counter-hypersonic defenses.
Switzerland signed off on a $6.2 billion
deal to acquire 36 Lockheed Martin
F-35s and related equipment.
A contractor was able to integrate Ray-
theon AGM-88 High-Speed Anti-Radi-
ation Missiles onto Ukraine’s Mikoyan
MiG-29s and Sukhoi Su-27s in just
two months, enabling the Ukrainian
Air Force to take Russian air defenses
offline in a surprisingly short time.
SPACE
Russian officials confirmed Moscow will
remain a partner on the International
Space Station through 2024 and likely
to 2028, depending on the condition of
the orbital outpost.
Russia delayed the launch of its robotic
Luna-25 Moon lander to 2023.
BUSINESS
Cleveland-based Parker-Hannifin closed
on a $7.3 billion acquisition of UK-based
aerospace supplier Meggitt, a deal that
nearly doubles the size of Parker’s aero-
space business and adds an array of
new capabilities.
TECHNOLOGY
Spanish aerostructures supplier Aci-
turri launched Overlead, an EU-fund-
ed project to develop a liquid-hydrogen
AviationWeek.com/AWST

tank that is integrated into an aircraft
fuselage and has 50% less mass than
current prototypes.
Detroit startup Airspace Experience
Technologies completed the first
hover flight of its proof-of-concept
Sigma Six, a tiltwing eVTOL with in-
terchangeable payloads for defense,
emergency response, cargo and pas-
senger transport missions (page 53).
Swedish startup Heart Aerospace re-
designed its planned electric regional
airliner as a 30-seater, up from 19 seats,
and secured minority investments from
Air Canada and Saab (page 36).
XPRIZE FOUNDATION
OBITUARIES
Test pilot Brian Binnie, who clinched
the $10 million Ansari XPrize for the
Paul Allen/Scaled Composites team
that built the SpaceShipOne reusable
suborbital spacecraft, died on Sept. 15
at age 69. On Oct. 4, 2004, Binnie flew
an air-launched SpaceShipOne to an al-
titude of 70 mi. during a 24-min. flight,
the second flight in two weeks, fulfilling
requirements to win the XPrize. In the
process, he also broke the 1963 X-15 al-
titude record for a winged craft.
NASA/SPACE FRONTIERS/GETTY IMAGES
Russian cosmonaut Valery Polyakov,
who holds the record for the longest
single mission in space at 437 days, died
Sept. 7. He was 80. Polyakov spent 14
months on Russia’s Mir space station in
1994-95, the equivalent of a journey to
Mars and back, studying the effects of
zero gravity on human health. c
AviationWeek.com/AWST
AWARDED
FedEx Founder and Executive
Chairman Frederick W. Smith
(second from left) was the 2022
recipient of the L. Welch Pogue
Award for Lifetime Achieve-
ment in Aviation. After serving
four years in the U.S. Marines,
Smith launched the air-ground
Federal Express service in 1973.
The company has since grown
into an aviation colossus serv-
ing more than 220 countries INTERNATIONAL AVIATION CLUB
and territories. Created in 1994, the Pogue is bestowed annually by the Inter-
national Aviation Club (IAC), Aviation Week and the Jones Day Law Firm. Pre-
senting this year’s award to Smith on Sept. 14 in Washington were (from left):
Karen Walker, editor-in-chief of Air Transport World, IAC President Naveen Rao
and Aviation Week Editorial Director Joe Anselmo.
The National Aeronautic
Association has selected
U.S. Air Force Col. (ret.)
Eileen Collins, a ground-
breaking NASA astro-
naut, to receive the 2022
Wright Brothers Memori-
al Trophy. One of the first
women accepted to the Air
Force’s Test Pilot School at
Edwards AFB, California,
Collins became the first fe-
NASA male pilot of a space shut-
tle in 1995 and, four years later, the first woman to command a shuttle mission—
STS-93 (see photo). The award will be presented in December in Washington.
VIEW FROM WASHINGTON
December Rollout for B-21
The U.S. Air Force will roll out the Northrop Grumman B-21 bomber
in the first week of December, Andrew Hunter, assistant secretary of
the Air Force for acquisition, said on Sept. 20. Hunter confirmed the
scheduling for the first time during a news conference at the 2022
Air Force Association Air, Space and Cyber Conference.
The rollout event at Northrop’s plant in Site 4 of the Air Force’s
Plant 42 complex in Palmdale, California, will provide the first
public viewing of the physical aircraft more than seven years after
Northrop won the contract.
Illustrations and renderings released by the Air Force show that
the B-21 is a flying-wing aircraft similar to the Northrop B-2 but
with a V-shaped trailing edge instead of the Spirit’s sawtooth design.
The renderings stop short of providing an exact sense of the size
of the B-21 relative to the B-2, although the Raider is generally
expected to be a smaller aircraft.
The Air Force plans to achieve first flight of the B-21 in 2023.
The fleet also should become operational in the mid-2020s from
the first main operating base at Ellsworth AFB, South Dakota.
AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 9
COMMENTARY
UP FRONT
BYRON CALLAN
TWO DEFENSE EXHIBITIONS
that took place during the first week of
September highlighted some of the shifts
occurring in the defense landscape:
Global military spending growth and deglobalization
will reshape defense markets in the 2020s.
The 30th International Defense Industry Exhibition
MSPO in Poland was the larger of the two, befitting
Poland’s ambitious defense modernization plans (see
page 14). It intends to raise defense spending to 3% of
GDP in 2023 and pledged
in July to raise it to 5%
Show Time
of GDP, though a specific
date for that has not been
set. The Fourth Azerbai-
jan International Defense A reshaping of global defense markets
Exhibition (ADEX) was is underway
smaller, as Azerbaijan’s
annual defense budget is
nowhere near Poland’s.
The shows provided
three takeaways:
■ Turkey is pushing to
become a more import-
ant factor in global de-
fense soon.
■ Russia’s defense sector
may not be as isolated Baykar Akinci high-altitude, long-endurance UCAV
internationally as sanc-
tions and export controls
imposed in early 2022 might suggest.
■ China has not yet emerged as a factor in the global
defense trade, other than in a few niches. That is
likely to change in the 2020s, but domestic needs may
take priority.
Poland is one of the few countries that is both
modernizing and expanding the size of its military.
Some of its major modernization programs include
combat aircraft (32 Lockheed Martin F-35As, 48 Ko-
rea Aerospace Industries FA-50s), main battle tanks
(250 General Dynamics M1A2 SEPv3s and 180
Hyundai Rotem K2 Black Panthers), 212 Hanwha
K9A1 self-propelled artillery pieces, 500 Lockheed
Martin HIMARS rocket artillery units and 14 batter-
ies of Raytheon Patriot air defense systems. During
MSPO, Poland announced that it would purchase 96
Boeing AH-64 Apache helicopters.
MSPO included more than 600 exhibitors, some of
which were government agencies, media and even
museums in Poland. Not surprisingly, more than half
were listed as domiciled in Poland. Thirty separate
entities were listed under PGZ S.A., the Polish Arma-
ments Group, a state-owned holding company. Some
European firms have Polish subsidiaries, too, notably
Thales and Saab.
The U.S. was represented by 54 exhibitors, includ-
ing all the U.S. primes (Boeing, General Dynamics,
L3Harris, Lockheed Martin, Northrop Grumman and
10 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022
Raytheon Technologies). Some smaller public compa-
nies also exhibited, such as Aerovironment and Kra-
tos, but service-focused companies like CACI or Leidos
did not. And none of the new U.S. startups exhibited,
though Anduril has been supporting Ukraine’s mili-
tary and is working with Australia on an uncrewed
undersea program.
Turkey and Germany both had 29 exhibitors, and
Turkey is listed as a “lead nation” on the MSPO website.
Some of the major Turkish companies exhibiting includ-
ed Aselsan (defense elec-
tronics), Baykar (which
makes the Bayraktar TB2
armed UAV), Havelsan
(software/cybersecurity)
and Roketsan (missiles,
precision-guided weap-
ons). The TB2 has been
Turkey’s most successful
defense export product,
and so far the country has
been able to achieve a
balance between sales to
Russia and to countries
that are Russian adver-
saries/competitors. It
clearly sees a market in
Poland for expansion.
TONY OSBORNE/AW&ST Only four South Ko-
rean companies exhib-
ited, but that number does not capture the role South
Korea is playing in Poland’s defense modernization,
as noted above.
Australia and Canada had 21 and 17 exhibitors, re-
spectively, with General Dynamics Canada (wheeled
combat vehicles) listed as one of the Canadian compa-
nies. Most are small private enterprises.
The defense sectors of some countries were not widely
represented at MSPO, if at all. For example, Israel’s
Rafael exhibited, but Elbit and Israel Aerospace Indus-
tries did not. No companies from Brazil or India exhib-
ited, and just three Chinese companies participated,
including one that provides test equipment. Poland’s
neighboring states had multiple exhibitors, including
the Czech Republic (eight), Slovakia (12) and Ukraine
(four). There were 13 exhibitors from Estonia.
ADEX reported a total of 149 non-media exhibitors.
Most were from Turkey, with 47 enterprises listed.
The Russian Federation was next with 26, then Azer-
baijan with 22 and Belarus with 12. Israel had nine ex-
hibitors, and Iran had six. There was one from China
and none from North or South America.
Though smaller than the giant international airshows,
these events in Azerbaijan and Poland may prove to be
a bellwether for a less interdependent future. c
Contributing columnist Byron Callan is a director at
Capital Alpha Partners.
AviationWeek.com/AWST
COMMENTARY
GOING CONCERNS
MICHAEL BRUNO
WICHITA-BASED SUPER TIER 1
supplier Spirit AeroSystems announced
a five-year deal on Sept. 7 with one of
India’s largest digitally oriented consult- ing and metal-bending expertise. But with the rise of
ing firms, Infosys, for “critical” aerostructure and sys-
tems engineering services in commercial and business
aviation, emerging aircraft niches, and maintenance,
repair and overhaul.
While the deal builds on a 16-year relationship be-
tween the companies, it also follows a growing trend
by major aerospace and defense providers to digi-
talize—and, when possi-
ble, offshore to lower-cost
countries—as much work Culture War
as feasible, now including
engineering and design.
Are tech moves worsening aerospace
Infosys now counts and defense HR issues?
seven of the top 10 global
aerospace companies as
customers, including Spir-
it, the leading Western
aerostructures provider
and a growing defense,
aftermarket and emerg-
ing-aircraft supplier.
“Now more than ever,
aerospace and defense or-
ganizations need to rap-
idly reinvent their digital
foundation,” says Jasmeet
Singh, Infosys executive
vice president and global
head of manufacturing. “With our investments in aero-
structure engineering and next-gen technologies like
artificial intelligence and cloud, we are confident of
delivering compelling value to Spirit and [taking] our
collaboration to newer heights.”
Such outsourcing and offshoring is business savvy
in the midterm, but it belies the underlying shortfall of
human resources in-house and at home, which is be-
coming the leading long-term industry concern.
Librestream, which provides augmented reality and
artificial intelligence services to the aerospace industry
and others, recently issued a report noting that immi-
nent workforce shortfalls could cost the aerospace and
defense industry as much as $49 billion. A quarter of
the U.S. aerospace and defense workforce could retire
in the next decade. Manufacturers estimate globally
they will have 3.5 million vacancies by 2026, with more
than two million remaining unfilled.
Technology certainly can help in the medium term,
but the aerospace industry faces a deeper challenge
that revolves around its culture and competitiveness.
According to a July McKinsey & Co. report, aero-
space is losing talent to other sectors “at potentially un- friends or do business, aerospace and defense long has
sustainable rates,” with outflows of technology-related
workers twice the rate of new hires.
Part and parcel to the challenge is that aerospace
AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 11
and defense has long been characterized as a hardware-
centric, program-focused world. The skills that were
revered and sought after for generations were engineer-
more electric, more connected aircraft, spacecraft and
services, the nature of what is aerospace and defense is
broadening and changing—while its culture is not.
“In the battle for talent, many A&D companies face
a range of challenges,” states the report by McKinsey
partners Eric Chewning, Matt Schrimper, Andy Voelker
and Brooke Weddle. “These include unprecedented
competition, the impact
of recent attrition, and
the need for a cultural re-
set that often goes against
the grain.”
Resignations at aero-
space and defense compa-
nies are up to 6% above
average. Moreover, across
the sector, about 50,000
positions remain unfilled
now, and the overwhelm-
ing majority of those are
in technology.
The McKinsey report
identifies four principles
that could help aerospace
and defense companies
combat this trend:
■ Rethink human re-
DELOITTE CONSULTING
sources: Younger talent
highly values purpose, flexibility, collaboration and
inclusion; tech talent especially expects as much.
■ Take a tailored approach: More agile ways of working
that break the traditional hierarchy can feel foreign for
legacy hardware players whose culture is mission driven.
Also, tech talent is significantly more expensive, yet
aerospace and defense companies pay entry-level soft-
ware engineers two times less than top tech companies.
■ Make diversity part of the solution: In North America,
aerospace and defense remains an older, white man’s
industry. White men make up half of entry-level work-
ers but account for at least 59% of every managerial
level, including 64% of the C-suite.
■ Be healthier to keep talent: 64% of global companies
have a better organizational health score than the
median aerospace and defense score. Two-thirds of the
behaviors that drive organizational health for aero-
space and defense companies fall below the benchmark,
notably role clarity and employee involvement.
Whether it is landing humans on another planet,
protecting the homeland or flying passengers around
the world on a commercial jet to meet family and
said that people are at the heart of what it is about.
Ironically, the industry must now prove it like it has
never had to before, starting with its own employees. c
COMMENTARY
INSIDE BUSINESS AVIATION
WILLIAM GARVEY
TIGER WOODS, TAYLOR SWIFT,
Tom Cruise, Elon Musk, John Kerry—
they are among the eclectic assembly of
notable frequent travelers whose shared
secret has been exposed: They evidently like the con-
venience, flexibility, privacy and security offered by
business aviation.
This revelation results from a combination of tech-
nologies and probings, including automatic dependent
surveillance-broadcast and GPS, flight-tracking apps
and bots, digital access to
aircraft registries, Free-
dom of Information Act
queries and heavy tweet-
Troubling Tabulations
ing—along with some old- A popular but inapt measure could prove costly not to budge the needle
fashioned plane spotting.
Consequently, the world Twitter trackers identified this Gulfstream
has now been informed G650 as Elon Musk’s, although it is registered
that the Dassault Falcon to a Hawthorne, California, entity.
900 supposedly owned by
Swift logged 170 flights
during the first seven
months of this year, Ker-
ry’s Gulfstream GIV-SP
“family jet” is actually
operated by a charter
outfit owned by his wife,
Teresa, and the Bom-
bardier Challenger 350
identified as belonging
HANNIBAL HANSCHKE/REUTERS/ALAMY STOCK PHOTO
to Cruise is registered to
Pete Mitchell Aviation LLC, which is pure maverick.
But the real purpose of this digital show-and-tell is
to give measure to the inevitable and unwelcome result
of celebrity-used aircraft converting Jet A into propul-
sive energy. Thus, it was alleged that former New York
Yankees slugger Alex Rodriguez, aka A-Rod, and
moviemaker Stephen Spielberg generated 5,342 and
4,465 tons of carbon dioxide (CO2), respectively, in
business jet travel from January through July of 2022.
Yard Group, the British “sustainability marketing
firm” that proffered the calculations and methodology,
also ranked the 10 celebrities it describes as “the worst
private-jet CO2 emission offenders,” with superstar
singer/songwriter Taylor Swift foremost among them.
Calling out A-listers for bad behavior is an old public
sport but one in which interest typically wanes quickly.
That is probably why many business aviation veterans
have been dismissive of this current flight of “plane
shaming.” Others, however, are not so sanguine about
the attention or its context.
“I think it’s extremely worrisome,” one senior busi-
ness aviation veteran remarked about the new trend.
“It’s bigger than it’s thought to be.”
With natural disasters and destabilizing trends—
from wildfires and flash floods to thawing tundra and
rising seas—now served up daily, there is global con-
cern about what terrible environmental thing will
12 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022
come next. An excess of CO2 from human activity has
long been identified as contributing to the pantheon
of woes affecting the atmosphere.
And even though aviation accounts for less than 3%
of global human-caused CO2 emissions—and business
aviation just 2% of that—the exclusivity of private
aircraft and the per-seat emissions accounting that is
typically applied to air travel invite public disfavor.
That the fuel efficiency of business aircraft has im-
proved by 40% over the past four decades or that the
business aviation com-
munity has pledged to
achieve net-zero carbon
emissions by 2050 seems
of public opinion.
Yet the private jet flights
by Bernard Arnault, the
head of the Paris- based
luxury conglomerate
LVMH Moet Hennessy
Louis Vuitton, have gar-
nered their own Twitter
following. Other corpo-
rate flight operations
are also now drawing
celebrity-like interest or
could—scrutiny that can
chill management due to
competitive, security, fi-
nancial, and environmen-
tal, social and governance concerns.
To that last point, France’s transport minister has
floated the idea of carbon quotas for aircraft, which, if
exceeded, would result in a special tax or restriction of
some kind. And French President Emmanuel Macron
seems open to the idea.
Kurt Edwards, director general of the Interna-
tional Business Aviation Council, is concerned that
the proposal could soon be promoted among—and
possibly unfortunately adopted by—other EU mem-
ber states. Having served several years as an FAA
executive based in Paris and Brussels, he notes that
environmental protection for Europeans has the
same gravitas as national security does for Ameri-
cans, which is why they have assumed leadership on
the matter internationally.
Going forward, Edwards maintains that it is imper-
ative for business aviation to demonstrate its broad
and positive economic, cultural and societal impact on
the continent and redirect attention from emissions
measures more applicable to airliners. “We do have to
get out in front of that,” he says, acknowledging that
“it’s a hard case to make.”
It’s also one not so easily tweeted or eagerly received. c
William Garvey was editor-in-chief of Business & Commercial
Aviation from 2000 to 2020.
AviationWeek.com/AWST
COMMENTARY

AIRLINE INTEL
JENS FLOTTAU
LUFTHANSA MARKED THE END OF
a short but painful era on Sept. 14 when
a government fund sold its last stake in
the airline group. In June 2020, just days
away from filing for bankruptcy due to the virtual halt
of air travel in Europe, German economic stabilization
fund WSF bought a 20% stake in the airline group.
That and instruments such as a €5.7 billion ($5.7 bil-
lion) dormant equity holding saved the company from
collapse. A little more than two years later, Lufthansa
is again fully private, fol-
lowing the sale of WSF’s
final shares to several
domestic and interna-
Turbulent Route
tional investors. Now that Lufthansa is fully private again,
What is next? In many it has legacy issues to address
ways, Lufthansa is where
it was before the pan-
demic. Its market posi-
tion is still strong, thanks
to its hubs in Munich and
Frankfurt and the cor-
responding networks as
well as its partnerships
and brand advantage. But
it also faces the same
structural issues: an ag-
ing fleet that will require
billions of euros in invest-
ment over many years
and a product offering
that a lot of its customers
consider inferior to its competitors’ offerings. Lufthansa Lufthansa must find ways to grow outside of its home
also does not seem to have a clear idea of where it
wants to head strategically.
Yet conditions are considerably more challenging
now than they were three years ago. The airline’s debt
has skyrocketed as it moved to end government in-
volvement as quickly as possible. And just as the pan-
demic recovery has begun to gain pace, the carrier is
facing a recession in its home market.
Lufthansa has a bigger challenge with its fleet invest- line lost ground when its former group member, TAM
ments than do some of its key competitors because of
flawed decisions dating back more than a decade. The
long-haul fleet includes a high percentage of four-engine
aircraft, such as the Boeing 747-400 and 747-8 and Air-
bus A340-300/-600. While some 747-8s have continued
to fly through the pandemic, the other types have been
grounded. But now the airline has brought back a sur-
prisingly large number of out-of-date, inefficient wide-
bodies—some of them, including A340-600s, only for
their first-class cabins. In the short-haul fleet, many of cated talks lie ahead to formulate a minimum fleet
the airline’s A320s that are nearing 30 years of age
would have been retired long ago if times were better.
To be fair, some of the delay in retiring older aircraft outside its high-yield business markets and hubs in
is due to the pandemic and Boeing’s inability to deliver
787-9s and 777-9s anywhere near on time. One has to
wonder, though, why Lufthansa did not place its first
787 order until almost two decades after the program
was launched, once it realized it should not become too
dependent on Airbus narrowbodies.
The A340s and 747-400s are finally on their way out,
but it will likely be several years until they are gone,
and the 19 747-8s look as though they will remain for
the foreseeable future.
The late arrival of the 787-9s and 777-9s has also de-
layed an overdue cabin and seat upgrade, particularly
in business class, where Lufthansa is no longer compet-
itive. Now it plans to ret-
rofit 31,000 seats across
all aircraft types.
While the carrier does
have a plan for aircraft
and seat upgrades, it does
not have much of one for
group strategy and devel-
opment. Lufthansa had
been pursuing a stake in
ITA Airways since the
Italian government had
announced its intention
to sell last year. Now that
the political momentum
has shifted, and private
equity firm Certares—
along with Air France-
KLM and Delta Air Lines
as strategic partners—
has been selected to
LUFTHANSA
take over ITA Airways,
market, which it considers to be too high-cost and
overburdened by regulations.
TAP Portugal could present the next opportunity,
as the Portuguese government steps up efforts to sell
the unprofitable airline. But the benefits of investing
in TAP are questionable: The Portuguese market is
small, so the main assets for Lufthansa would be
TAP’s Latin America routes, where the German air-
Brazil, merged with LAN. TAM Brazil and LAN are
now members of the SkyTeam alliance as LATAM Air-
lines. Moreover, International Airlines Group has
strengthened its South Atlantic offering by buying a
20% stake in Spanish carrier Air Europa.
One of Lufthansa’s most difficult challenges, how-
ever, is labor relations. The airline narrowly avoided a
prolonged pilot strike in early September by agreeing
to a €1,000-per-month pay hike for pilots. Compli-
guarantee that appeases the pilot union for the longer
term and gives the group more freedom to develop
Frankfurt and Munich. The clock is ticking on those
talks: The interim collective bargaining agreement
ends on June 30, 2023. c

AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 13

COMMERCIAL AVIATION > United-Emirates partnership p. 16 JFK slots p. 17 Heart’s bigger RJ p. 36 GlobalX’s Alice order p. 37
Finnair fleet cuts p. 40 Green squeeze in Europe p. 42 Airline ancillaries pick up p. 44

WHAT RECESSION? pandemic and which have among the

> AIRCRAFT LESSORS RECOGNIZE HEADWINDS worst environmental credentials.
While these aircraft are a tempo-
BUT REMAIN BULLISH rary bridge, carriers will have to find
more capacity eventually. With inter-
> DEMAND FOR WIDEBODIES IS RETURNING FAST national routes opening almost every-
where except in parts of the Asia-
Jens Flottau Marrakech, Morocco Pacific region, demand has snapped
back almost instantaneously, surpris-

A
s the COVID-19 pandemic wanes, the highly leveraged ing even industry optimists.
What is more, market demand is
air transport industry is threatened by a myriad of new colliding with very depressed produc-
problems: a likely recession in the U.S. and Europe, a tion rates at this point. Airbus is mov-
much-strengthened U.S. dollar, high inflation and fast-rising ing A330neo production from two to
three aircraft per month, and A350
interest rates. Senior air finance and leasing industry executives rates are planned to increase from
nonetheless contend that the positives still far outweigh the risks. five to six per month in early 2023.
Chief Commercial Officer Christian
“The strength of the revenue line is “I wish we had more aircraft to sup- Scherer indicated at the Farnborough
compensating [for the negative fac- ply,” said Dubai Aerospace CEO Firoz Airshow in July that the OEM might
tors],” incoming Avolon CEO Andy Tarapore. Avolon has placed all of its consider higher levels of production
Cronin said at the International Soci- widebodies. Asked when there will be “speculatively” but has made no deci-
ety of Transport Aircraft Trading— a shortage of widebody aircraft sup- sion yet. Boeing has just restarted 787
Europe, Middle East and Africa ply, three of five lessor CEOs on an deliveries. With Boeing 777 Classic
(ISTAT EMEA) forum here Sept. 18- ISTAT panel pointed to 2023, with the production continuing at relatively
20. And because many airlines are remaining two opting for 2024. low rates, introduction of the 777X
coming out of the pandemic with a A combination of factors is leading has been delayed to 2025.
mountain of debt, that creates more to resurging demand. Many older- The output is a fraction of what it
“opportunity for leasing,” he noted. generation long-haul aircraft have was before 2020, when Airbus built up
While they cannot afford to buy air- been permanently retired, including to 10 A350s and A330s each month.
craft themselves, they “want aircraft Boeing 747s, Airbus A340s and A380s. Boeing churned out 14 787s per month
as quickly as they can,” he said. Although airlines rebuilding their at the peak of the last cycle.
Even if Europe and North America long-haul networks can no longer rely The strong demand is translating
both plunge into a recession, Cronin on their legacy equipment, some are into “fairly healthy lease rates” across
said, the transport or transportation doing just that, bringing back 747- the aircraft portfolios, according to
sectors would not be hit as hard as 400s, A380s or A340s—the first types Tarapore, and lessors generally expect
they were by the onset of the COVID-19 they phased out at the start of the rentals to rise further. Desperate for
pandemic, when governments closed
borders. It would be just another
downturn of the sort the industry has
learned to deal with, similar to what Following on the heels of increased single-aisle aircraft
happened in 2008 and 2009, the Avolon popularity, demand for widebodies is also rising again.
CEO-designate said.
Optimism prevails not just for the
already strong narrowbody market—
where Boeing and Airbus deliver far
fewer aircraft than airlines want—but
now also for widebodies. Air Lease
Corp. (ALC) CEO John Plueger says
he has observed “tremendous momen-
tum in the new widebody market in the
last 30, 60 or 90 days.” Air Lease has
fewer than 10 unplaced widebodies in
its portfolio, and there is now concern
emerging about widebody production
rates not being high enough.

14 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 AviationWeek.com/AWST


additional lift, airlines are signing up for
aircraft “they would not have touched
three years ago,” he said. Tarapore did
caution that the strong demand could
be affected by central banks raising
interest rates much more in their ef-
forts to break inflation.
Ongoing woes in ramp-ups for both
Airbus and Boeing are affecting sup-
ply. Even lessors, which benefit from a
shortage in capacity because it is good
for lease rates, are unhappy. ALC Ex-
ecutive Chairman Steve Udvar-Hazy
commented at ISTAT about the two
OEMs’ “inability to meet their contrac-
tual requirements,” noting that “there
are delays of 2-4 months for single-
aisles, and the trend is not improving.”
Calling the OEM forecasts “unbe-
lievably optimistic,” Udvar-Hazy
added: “[there is] a big disconnect
between the need [to deliver aircraft]
and ability. We have serious doubts
that either of the OEMs can achieve
the rates for a host of issues.” He de-
scribed the planned production rates
as “highly aspirational.”
Boeing had planned to deliver 400
737 MAXs this year but has handed
over only 231 in the first eight months.
Airbus has slowed down its produc-
tion increases but is keeping to its
plan to put out 75 A320neo-family air-
craft by mid-2025. The OEM delivered
298 in January-August and plans to
hand over some 700 commercial air-
craft overall in 2022. Airbus does not
break down the figures by type, but
given current stable production rates
for the A330neo and A350 widebodies,
it must deliver more than 600 narrow-
bodies to reach that target. The com-
pany handed over 30 A220s in the first
eight months.
JOEPRIESAVIATION.NET
AviationWeek.com/AWST
Widebody Cumulative
Delivery Estimates
Pre-COVID vs. Post-COVID
2019-23
Airbus
Bold
746
Boeing
490
1,170
690
Pre-COVID Post-COVID
Sources: Company data, FactSet and Melius Research
Udvar-Hazy pointed out that the
only aircraft model actually above
2019 production levels is the A220, for
which Airbus has added an additional
final assembly line in Mobile, Ala-
bama. All its other programs are being
built at well below historic peak lev-
els—and still the airframer cannot
cope with the volumes. Udvar-Hazy
identified late deliveries of engines,
inflight entertainment equipment and
seats as bottlenecks that are hamper-
ing ramp-up plans.
Not everyone shares the optimism
about market demand. “The next win-
ter will be brutal,” Avitas consultancy
Senior Vice President Adam Pilarski
predicted at ISTAT. He contended that
many of the pandemic’s effects would
have been felt already were it not for
government bailouts of airlines.
Medium Condensed
Now the industry must deal with a
huge debt
Mediumburden
Condensedbuilt up over the
past two years—and in a much more
hostileMedium
environment.
Condensed Inflation is caus-
ing costs to rise everywhere, and the
steep increase in interest rates is mak-
ing borrowing and refinancing a lot
more expensive. Pilarski doubts an-
other round of government funding
will be forthcoming, and not just be-
cause many countries can no longer
afford further bailouts. Unlike during
the height of the pandemic, there is no
good excuse for it anymore.
“We are facing headwinds,” Udvar-
Hazy conceded. He also pointed to the
current jet fuel price of $3.45 per gal-
lon, compared with the $2.01 10-year
average. And while labor costs have
AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 15
consistently increased 3-4% annually
for some time, they rose 30% the last
two years.
So how bad can it get? With many
of the macroeconomic and political
factors taking effect, Pilarski expects
a serious recession in Europe and a
milder one in the U.S., affecting air
travel demand. “The rate of growth
will moderate, but we are not going to
go back,” Udvar-Hazy forecast. He op-
timistically predicted another “strong
surge” after the likely downturn.
As for the return of both long-haul
and widebody demand, China’s reopen-
ing is an important element. Interna-
tional air travel has recovered to 80%
or more of pre-COVID-19 levels in most
regions, but the Asia-Pacific region is
still at only 35%. “[It is] a bit behind
where we were hoping it would be,”
Udvar-Hazy said. He expects that Asia
could be at 60-65% in 2023—“hope-
fully.” As to when China will finally
open up? “[It is] very difficult to make
any reasonable prediction,” he said.
“Until China figures out a policy
stance, it is very hard to predict,”
Tarapore said at ISTAT. But he also
described China’s reopening as more
of a “tailwind” than a necessity for the
industry to do well. He contends other
markets are strong enough that Chi-
na’s absence from international travel
is manageable for the industry.
If Pilarski is correct, the industry
should become accustomed to China
being a smaller market, even as les-
sors continue to place aircraft with
Chinese airlines despite the ongoing
lockdowns. In another relevant twist,
Boeing has started to remarket the
stored 737 MAXs that had been allo-
cated to Chinese customers, after be-
ing unable to firm up with the Chinese
authorities a timeline for service re-
sumption. Despite that situation, few
in the leasing industry conclude that
the last word has been spoken regard-
ing Boeing and China deliveries.
In addition, Udvar-Hazy pointed to
what may be a substantial upcoming
retirement cycle, all but independent
of current market trends. In 2023, 4,766
aircraft will be older than 20 years and
1,468 more than 25 years. By 2025,
6,205 will have been flying for 20 years
or more, and 2,674 will be 25 years or
older, according to ALC figures. c
Check 6 Aviation Week editors discuss
the looming widebody airliner shortage:
AviationWeek.com/Check6
 COMMERCIAL AVIATION
Former Foes United and Emirates
Enter a Bilateral Alliance
> DELTA AIR LINES IS LEFT WITH NO GULF PARTNER
> EMIRATES WILL NOT JOIN THE STAR ALLIANCE
Lori Ranson Washington and Jens Flottau Frankfurt
A
merican Airlines, Delta Air
Lines and United Airlines
launched an expensive, highly
controversial campaign seven years
ago to convince the U.S. government
that Emirates, along with Etihad Air-
ways and Qatar Airways, had received
$42 billion in illegal subsidies. There-
fore, access to the U.S. market should
be limited for Gulf carriers, they con-
tended. But when United CEO Scott
UNITED AIRLINES
Emirates and United have put their differences
aside to forge a new partnership.
Kirby and Emirates Airline President
Tim Clark announced an astounding
cooperation between the two airlines
at Washington’s Dulles International
Airport Sept. 14, those disputes seemed
to have happened decades ago.
Now, both United and Emirates
have made clear that what they
agreed on is the beginning of a long-
term relationship.
Clark described the new partner-
ship as “something that has legs,” and
not “a flash in the pan.” Kirby said:
“Our partnerships are not short-term
deals where we just go invest in an-
other airline. We build partnerships
that are based on shared values and
customer commitment.”
Clark added his hope that the part-
nership would mature into a joint
venture such as the successful deal
between Emirates and Qantas, which
was extended for an additional five
16 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022
years late last year. He did acknowl-
edge, however, that given United’s
stature in the Star Alliance, creating
a joint venture with its new partner
would also depend “on how Star would
feel.” Not great probably.
The tie-up between United and
Emirates is the second deal by one
of the big three U.S. legacy carriers
with one of the big three Gulf airlines.
Following a bitter and personal feud
between former American CEO Doug
Parker and Qatar Chief Executive
Akbar Al Baker, the two airlines and
Oneworld Alliance members finally
settled their dispute and set a new
precedent by starting a codesharing
agreement in 2020. Now Delta, the for-
mer ringleader in the lobbying cam-
paign against the alleged subsidies, is
the last without a Gulf partner. The
one remaining candidate, Abu Dhabi’s
Etihad, is also the least attractive.
It appears the ice might have begun
to melt between United and Emirates
near the onset of the crisis. Discus-
sions between Chicago-based United
and Emirates lasted roughly two years,
according to one United executive.
Another element that came into
play and made United somewhat dif-
ferent from a large segment of the
remaining industry was its view of
the recovery. Even in the most dire
moments of the pandemic, “United
Airlines actually was the one airline
all the way back in the summer of
2020 that was mystified that everyone
else thought travel was not going to
come back,” Kirby said Sept. 15 during
the U.S. Chamber of Commerce Global
Aerospace Summit in Washington.
United bucked the pandemic trends
and did not retire as many widebod-
ies as other global airlines during the
crisis, in line with its divergent view
of how the recovery would transpire.
At some point, that outlook led to
a new commercial agreement with
Emirates. Beginning in November,
Emirates’ customers flying into
United’s hubs at Chicago O’Hare In-
ternational Airport, Houston’s George
Bush Intercontinental Airport and
San Francisco International Airport
will have connections to roughly 200
of United’s destinations, with an inter-
line agreement that will cover eight
other U.S. airports served by United.
The carrier is launching flights to
Emirates’ hub in Dubai in March of
next year, which means its passen-
gers will have the ability to travel to
more than 100 cities in the networks
of Emirates and its affiliate FlyDubai.
For Emirates, the United deal is al-
ready the second foray into Star Alli-
ance territory in the last few months;
the carrier also signed a deal with Air
Canada in July. As part of that agree-
ment, Emirates and Air Canada will
create a codesharing deal to begin
this year, giving customers from each
airline access to new destinations.
Like United, Air Canada has come
a long way in its view of Gulf carriers.
In 2010, Air Canada’s then-CEO Calin
Rovinescu warned that connecting
traffic in Montreal could be threat-
ened if Emirates were allowed to
“dump its excess capacity.” The air-
line’s current CEO Michael Rousseau
more recently described Emirates as
“a highly respected flag carrier of the
United Arab Emirates.”
American and Qatar have also ex-
panded their codeshare that allows
American’s passengers to connect to
16 new countries from Qatar’s hub in
Doha. The two airlines are offering
connections to more than 250 North
American cities and more than 85
destinations operated by Qatar. c
Window Seat Aviation Week editors
discuss the new United-Emirates partner-
ship: AviationWeek.com/Window-Seat
AviationWeek.com/AWST
United Threatens To Exit JFK
Unless FAA Grants More Slots
> UNITED CEO WANTS FAA TO LIFT JFK’S HOURLY CAPACITY CAPS
> COMPANY POINTS TO NEWARK—BUT IS IT A FAIR COMPARISON?
Ben Goldstein Newport, Rhode Island
U
nited Airlines said it will per-
manently exit New York’s John
F. Kennedy International Air-
port by the end of October unless the
FAA offers additional slot pairs at the
crowded East Coast hub.
John F. Kennedy International
Airport (JFK) has a total of four run-
ways—two pairs of parallel runways—
with the ability to shift between two
arrival or two departure runways to
accommodate demand spikes, com-
pared with three runways at Newark
Liberty International Airport.
But although JFK has an addition-
al runway, its capacity has remained
capped at 81 runway movements per
hour since 2008—just two move-
ments more than Newark’s maximum
of 79 per hour, United CEO Scott
Kirby notes in an employee memo,
viewed by Aviation Week.
Kirby laments that JFK’s capacity
caps have not been lifted in nearly 15
years despite substantial infrastruc-
ture improvements during that pe-
riod, including “the widening of run-
ways, construction of multi-entrance
taxiways and the creation of aligned
high-speed turnoffs.”
“A comparison to Newark makes
it clear that there is additional ca-
pacity at JFK, especially given the
airport’s current slot availability has
not been reassessed since substan-
tial improvements have been made,”
Kirby writes. “United believes it is
in the traveling public’s best interest
for the FAA to quantify and perma-
nently allocate the unused capacity
that exists at JFK.”
But is Newark really the best
comparison? The famously congest-
ed New Jersey airport was the site
of frequent operational meltdowns
during the peak summer travel sea-
son, leading United to ask the FAA in
July for permission to cut its sched-
ule there by 50 daily departures, or
about 12% of its total schedule, in an
effort to minimize delays and improve
on-time performance.
As the dominant tenant at Newark,
AviationWeek.com/AWST
with about a 70% share of departing
seats, United has repeatedly urged
the FAA to intervene to remedy con-
gestion, which Kirby writes has been
exacerbated by smaller carriers
such as JetBlue Airways and Spirit
Airlines that routinely exceed their
hourly capacity caps.
In sharp contrast to its attitude at
JFK, where United is just a marginal
player, the carrier has urged the FAA
to keep unused Newark slots vacant
after Southwest Airlines offloaded
them in 2019—an effort that was
rebuffed as part of a federal lawsuit
that Spirit brought against the U.S.
Transportation Department.
The FAA has capped JFK’s runway capacity
to 81 movements per hour since 2008.
“It’s kind of ironic how they’re
complaining about the few operations
that JetBlue and Spirit have in New-
ark . . . and here they are saying they
need more unavailable slots at JFK,
where it’s already congested,” airline
consultant Bob Mann, president of
R.W. Mann & Co., tells Aviation Week.
Craig Jenks, a New York-based
consultant and president of Airline/
Aircraft Projects, describes Kirby’s
characterization of JFK’s available
capacity as “misleading,” saying the
comparison to Newark is “oversim-
plifying a highly complex situation.”
Jenks adds: “Is there scope to add
AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 17
a little bit extra [at JFK] under the
existing structure? There might be,
but that’s a very technical question.
But you can’t just do what Scott Kirby
did in that memo and say: ‘Gosh, JFK
has two sets of parallel runways when
Newark has only one, so it should be
way ahead.’ That’s like using kinder-
garten math.”
United’s current service at JFK
consists of just four daily flights: two
transcontinental routes per day to
Los Angeles International Airport
and San Francisco International Air-
port each. United had obtained some
additional slots on an interim basis
from other carriers after resuming
service in February 2021 but had to
return them as demand surged back
to precrisis levels, according to a
company spokeswoman.
Since resuming JFK service, Unit-
ed has made “repeated requests” to
the FAA for additional permanent
slots while also pursuing commer-
cial agreements to acquire slots from
other airlines, but its efforts have all
KENZIE ABRAHAM/WIKIMEDIA
been unsuccessful, Kirby writes in
the employee memo.
The Chicago-based carrier is now
making a last-ditch effort to secure
an interim multi-season slot alloca-
tion from the FAA, outlined in a sep-
arate letter that Kirby sent to acting
FAA Administrator Billy Nolen in
early September.
If that request is granted, Kirby
told Nolen that United is prepared to
expand its schedule at JFK. But if the
carrier cannot secure additional al-
locations for multiple seasons, it will
need to suspend service at the airport
by the end of October, he warns. c
SPACE > Lucrative space reentry business p. 46 Nowcasting weather satellites p. 48
Europe’s Path to a More
Independent Space Program
> ESA WILL SEEK 25% BUDGET INCREASE IN
NOVEMBER
> ARIANESPACE MAY SCHEDULE UP TO 15
LAUNCHES BY 2026
Thierry Dubois Paris
E
urope’s quest for independence in space—instead
of reliance on external technology—has had its ups
and downs. In mid-2014, seeking to add to Europe’s
launch portfolio, Arianespace began development of the
Ariane 6 and Vega C launcher programs. The expansion of
payload capacity was designed to cover the range of launch
needs otherwise covered by Soyuz. The business case for
a Russian-made launcher operated by Arianespace was
about to expire.
Avio’s Vega C flew in July,
adding a small launcher
to Europe’s portfolio.
ESA/CNES/ARIANESPACE/OPTIQUE VIDEO DU CSG/S MARTIN
That view changed in 2020-21, when delays for the
Ariane 6, combined with the Ariane 5’s phaseout plan, start-
ed to be a concern. Soyuz suddenly became a valuable back-
up, and Arianespace began to consider operating it longer
than planned. But early this year, Russia invaded Ukraine,
and in response to Western sanctions, withdrew its engi-
neers from Europe’s spaceport in Kourou, French Guiana.
The move effectively terminated the launch cooperation.
The Ariane 6 program was weakened not just by its slow
technical progress; its orderbook was also thin. Arianespace
executives and other officials in the European space indus-
try reconsidered the target launch cadence, initially set at
11 to 12 per year. The Ariane 6’s business case and launch
prices were built around that assumption. As sales were not
coming as expected, the company downgraded the objective
to eight to nine per year.
Industry players—essentially Arianespace, ArianeGroup and
Avio—and the member states of the European Space Agency
(ESA) reached an agreement to guarantee demand from in-
stitutional players, limiting exposure to market fluctuations.
18 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022
The agreement sought to compensate for a significant
change in the launch service market. Demand for geosta-
tionary transfer orbits had fallen, while demand for con-
stellation launches had grown rapidly. And the Ariane 6
program felt the negative trend before the positive one.
Behind-the-scenes discussions between Arianespace and
Amazon started in 2019 and became active negotiations in
September 2021, Arianespace Chief Commercial Officer
Emmanuel Franc said at the International Astronautical
Congress in Paris. When the contract was announced this
April, the entire industry moved from palpable nervousness
to a feeling of relief.
The massive order from a foreign customer buttressed
the Ariane 6 program, giving European players confidence
that they can achieve their overarching goal of indepen-
dence. “The contract has stabilized the exploitation of
Ariane 6,” Franc said. “It also has a favorable impact on
employment, as jobs are secured.” The Ariane 6’s order-
book now includes 28 launches.
An additional piece of good news is that reliability and
flexibility are greater priorities for constellation custom-
ers, who are placing less emphasis on price,
according to Franc.
Arianespace is now considering increasing
the Ariane 6’s launch cadence beyond an an-
nual 10 to 11 after 2026, potentially to 15. The
first two launches are scheduled for 2023.
In addition to Amazon, European gov-
ernments may provide additional support.
European Space Agency (ESA) Director
General Josef Aschbacher is gearing up to
appeal to its 22-member ministerial council
for a 25% increase in space spending since
it last met in 2019.
“Independent access to space is absolutely
crucial,” Aschbacher says. He is making the
case in economic terms. Space supports 1
million high-quality jobs across Europe, he
says, adding that a €1 ($1) investment in
space nets a €5 return. The need to have a
space program on par with those of China,
Russia and the U.S. “simply is necessary for
our society and our countries,” he says.
The European industry is even trying to obtain sup-
port for a crewed flight program. Key actors such as ESA,
French space agency CNES and launch service operator
Arianespace hope to see an independent European proj-
ect for human space exploration. Now is the right time
to launch such a program, given the flurry of activity in
low Earth orbit and beyond, toward the Moon and Mars,
they propose. Human access to space is about to become
more important than it used to be, and Europe could be
left behind without it, despite its excellent track record in
commercial satellite launch, they assert.
Will that be enough for Aschenbacher to build the consen-
sus he needs to invest in a more independent space program?
Anna Rathsman, director general of the Swedish National
Space Agency, says the Russian invasion of Ukraine helped
push the discussion about the utility of space beyond the
awe of innovation and more toward why it is necessary. “I
think we actually became even more united,” she says. c
—With Jen DiMascio in Paris
AviationWeek.com/AWST
1 | #AWNAI
DEFENSE > U.S. Navy: Collaborative Combat Aircraft p. 22 and new weapons plan p. 24
U.S. Air Force: Autonomy p. 25 Tanker plans p. 26 V-22 clutch troubles p. 28 and F-35 delivery halt p. 29

Polish Priorities

> APACHE PLANS > INDUSTRY SEES > EXPERTS QUESTION

HIGHLIGHT POLAND’S OPPORTUNITY FOR APPROACH TO
FUTURE DEFENSE AIR SUPERIORITY PROCUREMENT
AMBITIONS FIGHTERS

TONY OSBORNE/AW&ST
Tony Osborne Kielce, Poland

P
oland wants to quadruple the size of its attack helicopter Poland sees its future Apache force
working hand in hand with its fleet
force, a taste of the Warsaw government’s ambition to
of Abrams tanks within an enlarged
dramatically enlarge and modernize the country’s Polish Army acting as a deterrent to
armed forces in response to Russia’s invasion of Ukraine. a Russian invasion.
Warsaw’s plans for 96 Boeing AH- K9 Thunder howitzers and 48 Korea sible by enormous hikes in national
64 Apaches, announced by Defense Aerospace Industries FA-50 light defense spending, rising to 3% of GDP
Minister and Vice Premier Mariusz attack aircraft from South Korea in 2023 from around 2% now. Mean-
Blaszczak on Sept. 8 at the MSPO In- (AW&ST Aug. 8-28, p. 18). New con- while, a special fund for defense pro-
ternational Defense Industry Exhibi- tracts are in place for the locally de- curements—similar to one established
tion, held here Sept. 6-9 will give the veloped Gladius loitering munition by Germany—should raise this de-
Eastern European state an attack system, Narew short-range air de- fense spending figure to 4.2% of GDP.
helicopter force almost double the fense systems, Leonardo AW149 util- Polish defense spending will be more
size of those of other European na- ity helicopters and the Ottokar Brzoza than $30 billion in 2023, compared
tions. Compare that with the British program to develop a guided-missile with $14 billion in 2021 in real terms.
Army acquiring a fleet of 50 AH-64Es, tank destroyer. All this comes on top Ministers have talked openly about
while France is planning for a fleet of of previously contracted plans to pur- raising this figure higher, to 5%.
42 Tiger Mk. 3 aircraft with options chase the Lockheed Martin F-35 Joint “We are dealing with a terrible war,
for the conversion of 25 more. Strike Fighter and Raytheon Patriot which made us realize—here above all,
The Apache buy forms part of a air and missile defense system in a but also to the whole world, to the en-
broader rearmament plan that could bespoke variant for Polish needs. tire North Atlantic alliance—that the
turn Poland’s Army into arguably one Polish leaders increasingly see the time of peace has ended decisively,”
of the most powerful in Central Europe. armaments program as a means of Poland’s President Andrzej Duda said
Since Russia’s invasion of Ukraine, deterring Russia and raising Poland’s Sept. 5 on the eve of MSPO.
rarely a day goes by without Blasz- global defense status, particularly over “An element of this dramatic reality
czak’s office declaring a contract neighboring Germany and the EU. is a clear conviction that we also—and
award or announcement, often valued “Certainly, after the end of this at a rapid pace—must modernize and
in billions of zloties. project, we will be a country that is develop our armed forces,” Duda said,
His lengthy procurement list in- very difficult to attack,” Jaroslaw adding that “state-of-the-art equip-
cludes 500 High-Mobility Artillery Kaczynski, the chairman of the ruling ment” is needed “as soon as possible.”
Rocket Systems and 250 M1 Abrams PiS (Law and Justice) party, said The Polish public likes Duda’s rhet-
main battle tanks (MBT) from the during a July speech to party mem- oric and appears to appreciate more
U.S. These will be joined by another bers in Bialystok. capable armed forces that will ulti-
1,000 K2 Black Panther MBTs, 600 The purchases are being made pos- mately lead to a stronger Poland.

20 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 AviationWeek.com/AWST

German security strategy p. 30 First Australian MQ-4C p. 31 South Korea’s defense industry p. 32

Although the money is flowing, de-
fense experts are skeptical.
Some defense experts question the
need for such enormous quantities of
equipment. After all, Poland is not
likely to have to fight off a Russian in-
vasion alone, and its membership in
NATO and the Article 5 treaty should
mean that allies will come to its aid if
it is attacked. The experts also ques-
tion how these systems will be crewed.
Thousands of tanks or hundreds of
helicopters may look good on paper,
but such fleets would be hollow with-
out the personnel to support them.
Ultimately, defense experts ask
whether Poland ha s any clear plan
for acquisition, apart from deliver-
ing scale. Indeed to some, it seems
like panic buying. Poland is asking
suppliers and governments: “ How
For example, the Kruk attack he-
licopter program, which resulted in
the selection of the Apache, actually
predates even Russia’s first invasion
of Ukraine and the annexation of
Crimea in 2014. The competition fi-
nally moved forward in April, when
the government weeded out potential
candidates until it became a two-
horse race between the Apache and
Bell’s AH-1Z Viper. Previous plans to
acquire Airbus Caracal utility heli-
copters to replace long-serving
Russian-made machines in 2016 col-
lapsed over Warsaw’s assertion that
the Polish government and Airbus
could not agree on the value of off-
sets and technology transfer (AW&ST
Oct. 24-Nov. 6, 2016, p. 32). Airbus
denied the claims, took the govern-
More projects could be in the cards,
too. Both Boeing and Leonardo have
briefed the Polish Defense Ministry
on the F-15EX Advanced Eagle and
Eurofighter Typhoon, respectively,
after Kaczynski called for Poland to
invest in “air superiority” aircraft in
addition to its F-35 purchase. Marco
Lupo, Leonardo’s president of opera-
tions in Poland, said the manufacturer
proposed that 50% of the money spent
on a Eurofighter purchase would re-
main in Poland.
“There is clear evidence that Polish
Armed Forces will have to buy and be
equipped with a real air superiority
fighter,” Lupo said. “After Ukraine,
air dominance is becoming an im-
portant requirement as they face a
more symmetrical threat.”

many can we get?” and “how soon
can you deliver?”
That desire for hasty service entry
is exemplified by Blaszczak’s request
to deliver U.S. Army AH-64Es before
new-build helicopters arrive, given
that the current waiting list for new
Apaches is 2-3 years long.
“We have begun the [leasing] con-
versation process,” Błaszczak said. “I
hope that these negotiations will be
successful in a short time.”
Poland has received U.S. Army
M1A1 Abrams MBTs stocks to support
training. It will begin taking delivery
of FA-50 aircraft from South Korea
during 2023—in batches diverted
from South Korean orders—before
more capable models arrive later. Two
contracts worth a combined $3 bil-
lion for all 48 aircraft was signed by
Blaszczak on Sept. 16.
Local industry is not impressed with
the scale of orders to South Korea,
either. Polish industry leaders insist
there is no clear strategy about how
Polish companies will support these
programs and suggest that the govern-
ment is approaching every purchase
as an urgent operational requirement.
Such an approach to procurement,
they say, diminishes Poland’s negoti-
ating power. The country may have to
pay a premium to jump production
queues and sustain the equipment.
Another issue is that long-running
programs and requirements have
been side-lined in favor of single
sourcing, in part because successive
Polish governments have dithered
over modernization and which pur-
chases should take priority.
LEONARDO HELICOPTERS
Leonardo was awarded a $1.82 billion contract in July as part
of a single-source urgent operational requirement to supply 32
AW149 battlefield helicopters to Warsaw. Many similar contracts
have been awarded in response to Russia’s invasion of Ukraine.
ment to court and won. Yet had the Airbus and Boeing also used the
program proceeded on time, Poland MSPO to market their tanker air-
now would be receiving modern he- craft—which have been used exten-
licopters to replace its Warsaw Pact- sively in the airspace over Poland as
era types. Western fighters patrolled the skies
Other helicopter programs also are after Russia began its military opera-
in a holding pattern. The Kondor re- tions in Ukraine.
quirement for a shipboard naval ro- As well as making Poland the larg-
torcraft to replace the Polish Navy’s est operator of attack helicopters in
Kaman SH-2 Seasprite has been wait- Europe, the country’s plans for 96
ing for the new Miecznik-class frig- Apache aircraft will make it the larg-
ates to be fully defined. The Perkoz est export customer for the OEM.
requirement to find a replacement for Boeing says the Apache was se-
the PZL-Swidnik W-3 Sokol and Mi-2 lected largely because of its interop-
helicopters also has not progressed. erability. Adam Hodges, the OEM’s
A long-running program to find a team leader for the Poland campaign,
tactical uncrewed aircraft system said there is already an “alliance of
(UAS), called the Grif, is rumbling Apache operators in Europe,” noting
along as well, with several UAS being that U.S. Army Apaches are present
proposed, including Leonardo’s Falco in the country. Other European
Evo, Baykar’s Bayraktar TB2 and the Apache operators include Greece, the
Thales Watchkeeper system. Netherlands and the UK. c

AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 21

DEFENSE
The 60% Solution
Brian Everstine Sparks, Nevada
T
he U.S. Navy is planning for at
least 60% of its carrier air wing
to be uncrewed, placing faith in
the development of smaller, cheaper
Collaborative Combat Aircraft to do
a lot of the fighting alongside Lock-
heed Martin F-35Cs and next-gener-
ation F/A-XXs.
The trailblazer for this is Boeing’s
MQ-25 Stingray. In addition to passing
fuel, the uncrewed refueler is testing
how future collaborative combat
drones will work with Navy fighters
and operate on a carrier, as well as
how its Lockheed Martin-built MD-5
ground control station and its sole op-
erator will control other uncrewed
aircraft for the service.
“With these unmanned aircraft, our
plan is to pair them with other un-
manned systems as well as our crewed
platforms,” says Cmdr. Nick Saunders,
special programs branch chief in the
Office of the Chief of Naval Opera-
tions. “What that’s going to allow us to
do is increase the sensing and strik-
ing capability of each individual plat-
form, and therefore the striking and
sensing capability of the air wing and
the strike group.”
Chief of Naval Operations Adm.
Mike Gilday laid out his plan for the
22 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022
Navy’s future aircraft fleet in a “Nav-
igation Plan” released in July. In it, he
writes that the Navy needs approxi-
mately 1,300 long-range carrier-based
combat aircraft by 2045, to include a
mix of F-35s and Next-Generation
Air Dominance “family-of-systems”
aircraft—with the latter meaning
both the upcoming sixth-generation
F/A-XX and the Collaborative Combat
Aircraft (CCA). This would be part of
a total Navy fleet of 3,000 aircraft, in-
cluding anti-submarine, anti-surface
warfare and support aircraft.
The 60% goal, outlined by multiple
officials during updates at the annual
Tailhook Association symposium in
September, is an increase from the
previously publicly stated goal of more
than 40%. This total could mean ap-
proximately 780 of the carrier-based
fleet would be uncrewed.
The Navy is starting to develop the
requirements for what it would want
in its Collaborative Combat Aircraft,
focusing on high capability at a low
enough cost to be attritable. “If it goes
out and doesn’t come back, it’s not the
end of the world, but I would like to
get it back so I can reuse it and put it
back into that space,” Saunders says.
The service would like the CCAs to
> THE U.S. NAVY AIMS FOR MORE
THAN HALF OF ITS CARRIER
AIR WING TO BE UNCREWED
> BOEING’S STINGRAY IS SLATED
TO BLAZE THE TRAIL
> LOCKHEED’S CONTROL
STATION IS BEING DESIGNED
TO FLY MULTIPLE DRONES
U.S. NAVY
The MD-5 ground control station,
selected to control the Boeing
MQ-25 on carriers, will also control
future Navy uncrewed systems.
be relatively small, about half the size
of a Boeing F/A-18 Hornet.
Officials would like potential build-
ers to take advantage of digital en-
gineering and full-size determinant
assembly to be able to produce the
aircraft quickly and cheaply. Rather
than a long-term, traditional acquisi-
tion, the Navy is aiming for a “rapid
generational cycle” that has not been
set yet. Saunders cites as an exam-
ple a two-year cycle with iterative
changes to provide faster updates
to the fleet. Open mission systems
and modular payloads are required
so the aircraft can fly different mis-
sions, and the service can compete
and avoid vendor lock-in for software
and sensors. For some missions, the
aircraft may have an infrared search-
and-track (IRST) system, radar or
just a radio, he says.
The Navy is planning for these sys-
tems to be able to be flown by other
services or even other countries. It
could take off from a carrier, show up
at a location for a combat air patrol
AviationWeek.com/AWST
and be taken over by the U.S. Air
Force or an allied nation if needed,
with efficient engines allowing them
to have extended time on station,
Saunders says.
The sea-based service’s plans for
these systems are similar in many
ways to those of the Air Force, which
is planning to build large, highly capa-
ble drones to fly with its own sixth-
generation Next-Generation Air Dom-
inance platform. However, the Navy
seems to be angling for a cheaper,
smaller aircraft that will be able to
operate at scale from carriers.
The Navy is in a “concept refine-
ment” phase for the F/A-XX fighter,
collecting input from across the ser-
vice, the Air Force and intelligence
agencies. It intends its F/A-XX to be a
“quarterback” for the CCAs, using
their endurance and lower cost to in-
crease the range and combat capability
of the future fighter, says Cmdr. Kevin
Chlan, director of Next-Generation
Air Dominance requirements in the
Office of the Chief of Naval Operations.
While the Navy has not set the re-
quirements for these systems, it does
appear to have their entire service life
planned out until the very end.
As newer and more capable air-
craft come online, older ones would
be removed from carrier-based ser-
vice and sent to training bases such
as NAS Fallon, Nevada, the site of the
Fighter Weapons School, where pilots
will be able to build trust in working
with uncrewed systems and develop
tactics as a “blue air” wingman. Even-
tually, they can move to fly as “red air”
adversaries for Navy aircrews. Lastly,
when they are old enough, they could
be used as assets for further testing
and development or as targets to be
shot out of the sky.
All of this is years down the road,
but Boeing’s MQ-25 will be the trail-
blazer, Navy officials say.
“MQ-25 is the guidepath. From the
control station to how we employ un-
manned systems around the carrier,
MQ-25 is going to set the standard for
us in the follow-on systems that we
buy, following [the chief of naval op-
erations’] guidepath—[which] initially
started out as 40% unmanned on our
way to 60% unmanned,” says Vice
Adm. Kenneth Whitesell, commander
of Naval Air Forces. “We’ll see how
technology develops for that.”
The Navy has three MQ-25s in pro-
duction, and 35 test flights have been
AviationWeek.com/AWST
conducted with the Boeing-funded test
assets, says Capt. Chad Fairbank, a re-
quirements officer with the Office of the
Chief of Naval Operations. The service
plans initial operational capability in
2025 on the USS Theodore Roosevelt.
The Navy selected Lockheed Mar-
tin to develop the MD-5 ground con-
trol station with the goal of using it to
control other systems. Because space
is at a premium on aircraft carriers,
the number of stations and personnel
operating different aircraft types must
be limited, Fairbank says.
The first role for the MQ-25 is to be
a tanker, providing 14,000 lb. of fuel at
about a 500-nm range, according to the
Navy. The test asset has provided fuel
to a Boeing F/A-18, Northrop Grum-
man E-2D and Lockheed Martin F-35C
in tests, along with completing a deck-
handling demonstration late last year.
The MQ-25 has connected with an F/A-18,
F-35 and E-2D in flight tests.
In September, Boeing announced an
all-virtual test of the MQ-25’s crewed-
uncrewed teaming capabilities, with
Boeing P-8s, F/A-18 Block IIIs and
E-2Ds taking control of four MQ-25s
to conduct surveillance missions using
the company’s conceptual Project
Black Ice crew vehicle interface. It
was the second such demonstration
and the first time a simulated P-8 was
involved. The MQ-25 used an autono-
mous framework developed by Aurora
Flight Sciences to fly surveillance mis-
sions over the simulated ocean.
This autonomy program enabled the
MQ-25 to calculate its own flightpath
and do “constraint checks,” ensuring
it had enough fuel to perform its mis-
sion on station and return to the car-
rier on time. If these checks were all
green, it would do the intelligence,
surveillance and reconnaissance (ISR)
AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 23
mission, says BD Gaddis, Boeing’s di-
rector of MQ-25 advanced design.
The next step will be evaluating the
MQ-25’s capability to serve as a com-
munications node, using its extended
range to fly into an operational area
and relay communications for the en-
tire joint force, not just the Navy.
Boeing is working to “mature” the
autonomy framework used for the
MQ-25, attempting to incorporate on
the Stingray autonomy features like
those other industry leaders are de-
veloping. Currently, the program of
record calls for the MQ-25 to be in
constant contact with the carrier-
based operator. That would likely not
be the case in real-world carrier oper-
ations. Communications could be de-
graded, or the ship could go dark and
shut off its communications.
“It’s imperative we’re able to launch
BOEING/U.S. NAVY
and recover the airplane when the
carrier isn’t communicating to the un-
manned airplanes,” Gaddis says. Pilots
regularly train for this situation with
several procedures. “How do you do
that with unmanned? We have a plan;
we’re working with the [Office of Naval
Research] on that plan,” he adds.
Boeing’s lab is working to integrate
more sensors for further ISR tests in
its lab, such as an IRST system. This
is part of a “building block” approach
to flight testing, Gaddis says, and will
inform the Navy’s plans for more au-
tonomous aircraft on its carriers.
“It’s going to be the platform [we
use] to figure out . . . [the] challenges
[of] how to integrate unmanned sys-
tems on the carrier,” Fairbank says.
“That’s its purpose. It’s also a very,
very capable [way] to extend the op-
erational reach.” c
DEFENSE
New U.S. Navy Weapons Plan
Favors Speed Over Range
> AIM-9X AND AIM-120
UPGRADES SLATED
AHEAD OF AIM-260
> COMPETITION FOR
HALO CONTRACT IS
EMERGING
Brian Everstine Sparks, Nevada
T
he U.S. Navy’s plans for its fu-
ture weapons have centered on
one critical capability: range.
In a potential conflict in the Indo-
Pacific region, ships and carrier-
based aircraft would have to engage
advanced enemy targets from long
distances, especially since China con-
tinues to develop advanced long-
distance missiles. But that focus is
not enough. For the immediate fu-
ture, the Navy says greater range is
useless if a missile is slow because the
speed of these weapons is becoming
more important.
“We need to increase range, but we
also need increased speed,” Cmdr.
Garth Blakely, aviation weapons offi-
cer at the Office of Naval Operations,
said on Sept. 10 during the annual
Tailhook Association Symposium held
outside Reno, Nevada. “We may poten-
tially need increased speed more than
increased range at this point.”
As Vice Adm. Kenneth Whitesell,
commander of the Naval Air Forces,
argues: Do not lose sight of improving
the current weapons while making
longer-term plans. He added that the
U.S. military is rapidly approaching
the “Davidson Window”—the warning
laid out by former commander of the
U.S. Indo-Pacific Command Adm. Phil
Davidson that China could attack Tai-
wan by 2027.
“While I’m concentrating on the
range of the weapons with the capa-
bility of the weapons, the guidance to
end game of the weapons, don’t lose
sight on the weapons that you’re pro-
ducing right now and the upgrades to
your capabilities that we have right
now,” Whitesell said at Tailhook. “We
24 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022
LOCKHEED MARTIN
have some capabilities; we’re going to
have some game in the fight.”
To that end, the Navy and Raytheon
Technologies are working on more up-
grades to the AIM-9Xs and AIM-120
advanced medium-range air-to-air
missiles (Amraam) that can be deliv-
ered before the Lockheed Martin AIM-
260 Joint Advanced Tactical Missile
(JATM) is ready. That move is needed
“not only to survive but to establish
what we know will be required for our
primary mission of maritime strike—
temporal air superiority,” Blakely said.
For AIM-9X, the Navy is working
with Raytheon on the current Block II
missile’s system improvement pack-
age (SIP) III, which increases the re-
liability and replaces high-fail parts,
Blakely said. The Navy and Raytheon
are also developing a follow-on SIP IV
to “increase the lethality capability” of
the missile, he added.
The Navy is expanding its capacity
on the latest Raytheon AIM-120D Am-
raams: The largest contract in the
program’s history was announced in
early September. The $972 million
deal includes the U.S. along with for-
eign military sales to 19 other nations.
The Navy and Raytheon are working
on the SIP III variant of the missile
while simultaneously developing a fol-
low-on SIP IV “refresh of the system”
that will improve its ability to target
threats across a wide spectrum. This
will help bridge the gap as the Navy
looks ahead to the Lockheed AIM-260
JATM, along with the Air Force.
“The biggest thing of all is the ca-
pacity issue,” Blakely said. “We’re
very aware of it, and we’re looking at
the cost of what we can possibly do to
increase that depth of magazine and
get the warfighters on the front line
what they need when the time comes.”
For the air-to-surface mission, the
Navy and Lockheed Martin are plan-
ning to reach initial operational capa-
bility for the latest AGM-158 C-1 Long-
Range Anti-Ship Missile (LRASM) in
The Navy plans to extend the range
of the AGM-158 C-1 missile in 2023.
2023, which will increase the range of
the cruise missile; further LRASM
C-3 upgrades will follow. These efforts
are laying the groundwork for the fol-
low-on Hypersonic Air-Launched Of-
fensive Anti-Surface Warfare Weapon
Increment II (HALO).
The Navy disclosed its HALO effort
in a budget request earlier this year,
and the service is now looking for
companies to start building prototypes
in fiscal 2023. The Navy needs a hyper-
sonic anti-ship missile that is small
enough to fit in a carrier-based aircraft
without striking the deck and one that
can fit in the aircraft carrier’s weapons
elevator. The service has budgeted
$444 million between 2023 and 2027
for this development; a request for
proposals is expected in 2023.
At Tailhook, Boeing unveiled for the
first time a model of its hypersonic
solid-fuel ramjet missile, previously
called the Supersonic Propulsion
Enabled Advanced Ramjet (SPEAR).
Boeing plans the missile to be a flight
demonstrator for the F/A-18. It was
originally expected to fly in 2022,
though the company did not provide
an updated schedule.
The Navy is also integrating the
Northrop Grumman Advanced Anti-
Radiation Guided Missile Extended
Range and the Raytheon GBU-53B/
StormBreaker into its fleet in the
near term.
The capacity issue covers both air-
to-ground and air-to-air missiles, so
the Navy wants to find new ways to
meet this challenge. Blakely said the
service is exploring how to create a
low-cost, high-capacity “effector” that
could augment high-end aircraft and
other systems that are in develop-
ment. That venture could be similar
to the Air Force’s plan for a Standoff
Attack Weapon, a new effort to pro-
duce a lower-cost long-range missile
in a large quantity compared with
more expensive missiles and aircraft
to deliver them. c
AviationWeek.com/AWST
 AI-Piloted Concepts Emerge as
U.S. Air Force Ponders Options
> EXQUISITE, ATTRITABLE AND EXPENDABLE OPTIONS ON DISPLAY
> ADAIR-UX DEMO PAVES THE WAY FOR CULTURAL ACCEPTANCE
Steve Trimble Washington
T
hree distinct classes of aircraft
piloted by artificial intelligence
have emerged as options to fly
alongside current and future U.S. Air
Force fighters. The candidates range
from expendable to exquisite systems,
with a potential middle tier of attrita-
ble aircraft that leverage modular
design features inspired by the auto-
motive industry.
All of these concepts were on full
display inside the exhibit hall of the
Air Force Association’s annual Air,
Space and Cyber Conference, which
celebrated the 75th anniversary of the
founding of the Air Force as an inde-
pendent branch of the military.
On the high end, Northrop Grum-
man’s booth featured a concept model
of the SG-101, the latest example of
the company’s long line of advanced
flying-wing aircraft. Lockheed Martin,
meanwhile, showed off the Skunk
Works’ concept for the Speed Racer,
an expendably cheap uncrewed air-
craft system (UAS) that will soon be
teamed with F-35s for a demonstra-
tion called Project Carrera.
For the first time, General Atomics
Aeronautical Systems Inc. (GA-ASI)
and Kratos executives talked about
GENERAL ATOMICS AERONAUTICAL SYSTEMS INC.
AviationWeek.com/AWST
their competing and similar proposals
for a middle layer of Air Force Secre-
tary Frank Kendall’s vision of so-called
Collaborative Combat Aircraft (CCA)
(see page 22). GA-ASI’s Gambit and
Kratos’ Demigorgon would be families
of UAS in the 10,000-lb. class that
share a common chassis—consisting
of a keel, landing gear, power systems,
The Fury UAS will attempt to break down cultural resistance to AI-piloted
aircraft through the ADAIR-UX program.
mission computer and avionics—but
integrate different airframes, wings,
inlets, engines and payloads depend-
ing on the mission.
Boeing’s exhibit booth at the Air
Force event showed off images of the
Australian-built MQ-28 Ghost Bat
UAS. Instead of swapping airframes
AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 25
and engines for different missions, the
MQ-28 would be fitted with different
nose-mounted radomes to accommo-
date different payloads. Finally, Blue
Force Technologies, a small, North
Carolina-based company, displayed a
model for the first time of the Fury
UAS, which the Air Force is building
to demonstrate as an artificial-intelli-
gence (AI)-piloted adversary air plat-
form. The Fury also offers a remov-
able nose section to accommodate
different payloads.
All of these concepts are being ad-
vertised as Air Force leaders are still
far from describing specifically what
they are seeking in one or many types
of CCA. Although the Air Force is pre-
paring to launch a program of record
BLUE FORCE TECHNOLOGIES
for the CCA in the fiscal 2024 budget,
service leaders do not know exactly
what capabilities for an AI-piloted
CCA would be possible by a desired
fielding date in the early 2030s nor
how many such aircraft would be
needed overall or per squadron.
Amid this uncertainty, Gen. Mark
Kelly, head of Air Combat Command
(ACC), advises industry officials to
adopt a design philosophy that maxi-
mizes flexibility.
“If I was doing a clean-sheet de-
sign, I would look for something you
can iterate,” Kelly told reporters
during the conference.
GA-ASI has released sketches of a
family of 10,000-lb.-class Gambit
UAS, with mission-specific variants
sharing a “core” hardware and
avionics architecture.
The Air Force would like a CCA that
can fly with an X-band radar one day
and, for example, a jammer the next,
Kelly said. The aircraft also should be
capable of “bolting on” more capability
in terms of payload capacity and range.
“I would not lock myself into a sensor
DEFENSE
that can’t do anything else or a jam-
mer that can’t do anything else,” Kelly
said. “If we lock ourselves into [require-
ments that] ‘it must be this big, it must
go this far, it must do these jobs, it
must be this price point’ and race to
the finish line, we might find out we’re
wrong, and we’re going to turn around
and go back and start again.”
Instead, the Air Force prefers an
iterative approach to CCA develop-
ment, prizing aircraft designs that can
adapt as the capabilities of AI-piloted
systems are understood, even as they
continue rapidly evolving.
USAF Clears KC-46 To Deploy Long
Before Official Operational Decision
> REVIEW OF NEEDED AIRCRAFT FIX IS STILL UNDERWAY
> THE SERVICE SEEKS NEW TANKER IDEAS
Brian Everstine and Steve Trimble Washington
T
he U.S. Air Force’s mobility chief,
Gen. Mike Minihan, has decided
he cannot wait any longer with
his Boeing KC-46 fleet. Air Mobility
Command needs its Pegasus aircraft
ready to deploy now, even if the fixes
to its troubled Remote Vision System
are still years away.
More than 60 tankers are on Air
Force ramps now, and Minihan wants
them ready to go if a fight breaks out
in the Pacific, even if they have to fly
with limitations—such as adjusting
refueling tracks on the fly, avoiding
sunlight so boom operators do not see
washed out views of the receivers
they are topping up—and even as the
service and Boeing are still hammer-
ing out a timeline to begin fixing that
Remote Vision System (RVS).
“America demands it. The [Depart-
ment of Defense] demands it. And
everybody that’s gonna be a customer
of that platform demands it, all right?”
Minihan said at the recent Air Force
Association (AFA) annual Air, Space
and Cyber Conference outside Wash-
ington. “So I’m not going to get out of
my lane when it comes to acquisition
authority and playing chicken on se-
mantics and interactions at the high
level with [Boeing]. But I’m not off my
demand, nor am I off my mission to
put fuel in the air. It’s the most capable
26 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022
Air Force leaders are still develop-
ing a business case for the CCA pro-
gram, and they have not decided
whether the requirement will call for
a single aircraft type or a family of
multiple aircraft.
“That’s something we need to figure
out over time,” Andrew Hunter, assis-
tant secretary of the Air Force for
acquisition, technology and logistics,
told reporters during the conference.
In the meantime, the Air Force also
understands nontechnical obstacles to
fielding a CCA must be addressed,
such as performing tasks as part of a
aircraft in my inventory right now; it
already is making an enormous im-
pact. [There are] 60 in the fleet, and I
would not for one second play politics
with the defense industry when it
comes to the mission of my command.”
Minihan on Sept. 14 cleared the KC-
46 to be tasked operationally for almost
all receiver aircraft, clearing it to be
deployed for combat operations around
the world. The decision came about a
week after the KC-46 flew its first com-
bat sortie, topping up Boeing F-15E
Strike Eagles in the Middle East. The
KC-46 can fly almost all refueling oper-
ations, except for select nuclear opera-
tions and filling up the A-10—which
requires a separate fix to the boom.
The decision comes before the Air
Force and Boeing have finished the
critical design review of the Remote
Vision System 2.0, a complete overhaul
of the cameras, sensors and boom op-
erator’s station in the aircraft first
announced in the spring of 2020. The
review was supposed to be completed
by the end of September and will likely
extend the RVS 2.0 installation and
initial operational capability beyond
the original 2024 timeline. The service
says it needs to finalize details on a set
of panoramic cameras and an overall
schedule before this review can close.
Minihan said his decision is based
team with crewed fighters. The Air
Force has operated a fleet of GA-ASI
MQ-9A and Northrop RQ-4B UAS for
decades but largely in a stand-alone
role. On the other hand, the CCA would
be linked directly to crewed fighters
and bombers in combat.
“I think it’s also fair to say that the
history of this effort shows that it
takes strong leadership support to
overcome the cultural barriers that
are sometimes there when it comes to
uncrewed aircraft,” Hunter says.
ACC plans to address the cultural
issues by introducing AI-piloted air-
AIRMAN 1ST CLASS JOSHUA HASTINGS/U.S. AIR FORCE
on his 10 years in Pacific commands—
looking at intelligence that a conflict
could occur sooner rather than later
in the region as China builds up an Air
Force specifically designed to counter
the U.S. and expands its pressure on
Taiwan. He said his goal is to have the
mobility fleet ready for a fight in the
region by next August, when a major
exercise is planned across the Pacific
focused on airlift and refueling opera-
tions in the region.
While Minihan said he has serious
concerns about the deficiencies with
the KC-46, both on the RVS and a “stiff
boom” problem with an actuator on
the boom itself that also needs to be
replaced, the idea that he would keep
the Pegasus limited in the face of this
schedule is unacceptable.
“If you take that argument to the
extreme, we would have an incredibly
capable aircraft on the ramp [and] not
utilizing the people that fly, fix and
support it. And then when the fight
AviationWeek.com/AWST
craft first as adversary air (ADAIR)
platforms. In March 2021, Blue Force
Technologies was selected to build
four Fury aircraft for the ADAIR-
Unmanned Experimental (ADAIR-UX)
demonstration, also known as the
Bandit program. If the demonstration
is successful, a follow-on production
program is possible.
The goal of the ADAIR-UX pro-
gram is to make Air Force pilots com-
fortable operating alongside AI-piloted
aircraft in the same airspace —in a
relatively safe environment. The ad-
versary air mission at Nellis AFB,
Boeing’s KC-46 is now able to be deployed for combat worldwide,
following a decision from Air Mobility Command.
came, we wouldn’t be ready to employ
it,” he told Aviation Week. “We’re will-
ing to lose the war to make a point
with a supplier, and it’s just not the
way I’m oriented.”
As the Air Force progresses with
the KC-46 and a decision on whether
to continue a competition for a KC-Y
“bridge tanker,” the service is accel-
erating its push for a next-generation
refueler. This concept, called KC-Z,
looks to change the technology used
for the mission, integrating features
such as increased situational aware-
ness and data links, autonomy and
possibly stealth.
“I don’t think we should limit our-
selves on our approach to tanking.
We need to make a sharp departure
from being confined by 1950s- and
’60s-style aircraft to how we execute
tanking operations,” Minihan said.
The Air Force has accelerated its
studies for the program. It is set to
start an initial preanalysis of alterna-
AviationWeek.com/AWST
Nevada, for example, is performed in
highly restricted airspace, with air-
craft playing the role of a “target” for
beyond-visual-range intercepts in des-
ignated blocks of airspace. As human
pilots become more comfortable with
the behavior and capability of the AI-
piloted UAS, they may be able to start
conducting combat-training missions
as collaborative teams.
Blue Force Technologies, which
proposed the ADAIR-UX concept to
ACC as part of a small-business inno-
vation research project, plans to com-
pete for the production program but
tives research next year before an of-
ficial analysis of alternatives (AOA) in
2024. This moves the AOA up by about
six years from previous plans.
Minihan said he will look at all poten-
tial ideas for new ways to do tanking,
such as long-endurance gliders that
could stay aloft for extended periods to
be available for fueling, more pods on
other aircraft to pass fuel similar to
the U.S. Navy’s approach with F/A-18s,
towed aircraft that could be detached
for fueling or other missions.
“Those easy concepts . . . should be
fully on the table when it comes to
tanking, not just [for] the China chal-
lenge but worldwide challenges,” he
said. “I’m for the intellectual invest-
ment of any concept that helps us get
after a more relevant style of tanking.”
Boeing and Lockheed Martin are
the likely KC-Y competitors—the lat-
ter with a modified Airbus A330 Multi-
Role Tanker Transport—but two com-
panies announced a new refueling
AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 27
will likely face competition from much
larger companies.
Michael Atwood, GA-ASI’s techni-
cal director of advanced programs,
told Aviation Week during the confer-
ence that his company is “extremely
interested” in competing for the
ADAIR-UX production order with a
new variant of the Gambit family of
UAS. Likewise, Steve Fendley, presi-
dent of the Kratos Unmanned Sys-
tems Division, told Aviation Week that
his company would offer the roughly
10,000-lb.-class Demigorgon UAS for
the program. c
offering to the service at the Air Force
Association conference. Embraer and
L3Harris partnered to offer the KC-
390 with a refueling boom as an “ag-
ile” tanker. The KC-390 would be able
to operate from smaller airfields than
larger KC-46s and KC-135s, including
dirt strips, which L3Harris says is rel-
evant for the Air Force’s push for agile
combat employment.
“U.S. Air Force strategic planners
have stated agile combat employment
will require refueling platforms opti-
mized to support a disaggregated ap-
proach to air dominance in contested
logistics environments,” L3Harris
CEO Christopher Kubasik said.
The KC-390 is an operational refu-
eler for the Brazilian Air Force,
though just with a probe-and-drogue
system. L3Harris would develop the
boom that is needed for U.S. Air Force
aircraft to enable it to provide up to
75,000 lb. of fuel.
While U.S. leaders encourage devel-
opment and new thinking, there seemed
to be hesitance to buying a tactical-
level aircraft that will be smaller than
the current strategic-level refueler
fleet and in addition to special opera-
tions C-130s that can also provide fuel.
“When we receive the last KC-46s
at the end of this decade, we will still
have hundreds of Eisenhower-era
KC-135s in our fleet that must be re-
capitalized,” U.S. Transportation
Command head Gen. Jacqueline Van
Ovost said at AFA. “In order to main-
tain this demonstrated advantage,
this nation must invest in the next
generation of strategic mobility.” She
adds that additional flexible tankers
could be helpful, but only if the cost is
low enough not to limit more import-
ant recapitalization. c
DEFENSE
Clutch Problem Imposes New
Restrictions on U.S. V-22 Fleet
> ISSUE LINKED TO VERTICAL TAKEOFFS
> CV-22 REMAINS STRANDED ON NORWEGIAN ISLAND
Steve Trimble Washington and Brian Everstine Reno, Nevada
A
fter analyzing two emergency
landings that occurred within
six weeks this summer and
were caused by the same problem,
U.S. military officials have imposed
new operating restrictions on the Bell
Boeing V-22 Osprey tiltrotor fleet.
Air Force Special Operations
Command (AFSOC) has also placed
service-life limits on
certain components as
a stopgap solution to a
long-simmering safety
issue as a decade-old
root-cause investiga-
tion continues. A CV-22
involved in one of the
emergency landings
remains stranded on
an arctic island off the
northern coast of Nor-
way until a recovery
plan is approved that
complies with local en-
vironmental policies.
Lt. Gen. Jim Slife, the A CV-22 has been stranded on a Norwegian island since a sprag-clutch to happen at Norwegian
AFSOC commander, malfunction caused an emergency landing on Aug. 12.
blames a slipping sprag
clutch for both CV-22 emergency land-
ings this summer as well as 13 more
incidents across the V-22 fleet since
2010. Another MV-22 crashed in Nor-
way in June, killing all four crewmem-
bers, but a Marine Corps investigation
determined the cause was pilot error.
The Marine Corps and Navy con-
tinued flying the MV-22 and CMV-22
fleets, but AFSOC grounded their
CV-22s for 15 days until Sept. 2.
“My stand down was really an oppor-
tunity for us to bring some attention to
this in the engineering enterprise and
with our industry partners,” Slife said
during a Sept. 7 event at the Air Force
Association headquarters. “We may not
understand why it’s happening, but we
absolutely know what is happening.
And so we need to take a closer look
at what is happening and maybe re-
move some of the precursor events.”
In nearly all cases, the sprag clutch—
a device that allows the rotor blades
to continue turning in autorotation
28 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022
AND GEARBOX AGE
mode—slipped during vertical take-
offs and during a common service life
range for the gearbox, Slife says.
The Marine Corps has categorized
the problem as a top design deficiency
since 2008 but so far has not found
a permanent fix, Lt. Gen. Michael
Cederholm said at the Tailhook As-
sociation’s annual meeting on Sept. 8.
A slipping sprag clutch is not a prob- onset of winter,” Slife said. “So it’s
lem unique to the V-22 fleet, but a fea-
ture of the tiltrotor’s twin-engine de-
sign aggravates the effect. The V-22 is
designed with an integrated drivetrain
and a common gearbox placed between
the engines, ensuring that a single en-
gine can drive both sets of propellers if is the latest potential safety hazard
one engine fails. But that built-in safety for the Osprey to emerge over three
feature makes a sprag-clutch slipping
event more dangerous, Slife said.
“When a clutch slips, [the integrated
drivetrain] causes the [power] load to
transfer to the other engine, and then
when that clutch engages again, it
brings that load back to the original
motor,” Slife said. “When those large
transient torque spikes happen, they
exceed the limitations of the engines
and the gearboxes.”
To the flight crew, the seesawing
power shifts have to be managed care-
fully to avoid overcorrections that could implement a series of major reliability
lead to a more serious incident than an
emergency landing, even as a “Christ-
mas tree” of cautionary warnings light
up the cockpit displays. So far, no crew-
members have been injured or killed in
the 15 clutch-slipping incidents report-
ing during the last 12 years, but the
potential remains for a serious mishap.
“I’m really, really proud of our crews
and the way they’ve been able to safely
land these airplanes, but I’d rather
they not have to demonstrate their
superior skill,” Slife said.
AFSOC has restricted CV-22 crews
from performing a certain number of
vertical takeoffs, advising them to use
horizontal takeoffs whenever a run-
way is available, Slife said, adding
that he feels “pretty comfortable”
with the Osprey’s safety with the new
restrictions in place.
The stranded CV-22
NORWEGIAN ARMED FORCES
landed in early August
on a Norwegian is-
land nature preserve.
AFSOC needs to re-
place the engines and
gearbox to fly the air-
craft off the island, but
local environmental
protections for endan-
gered salamanders and
ferns are making that
difficult, Slife said.
“These things never
seem to happen at air-
fields. They always seem
nature preserves above
the Arctic Circle at the
provided a really great technical
problem for that unit to figure out
what to do with that airplane.”
A long-term investigation contin-
ues to try to identify a root cause and
permanent fix for the problem, which
decades of flight operations. The
Marine Corps’ MV-22 fleet has aver-
aged 3.27 Class A mishaps per 100,000
flight hours since fiscal 2021, nearly a
third higher than the 2.38 rate over the
same period for all of Marine Corps
aviation. By contrast, AFSOC’s fleet of
about 50 CV-22s averages six Class A
mishaps per 100,000 flight hours.
The Marine Corps is studying a
wide range of options for an MV-22
Next program, including a fleet
replacement by the mid-2030s to
improvements, with a special focus on
the engine and drivetrain. c
AviationWeek.com/AWST
Revelation of Magnet Supplier
Triggers F-35 Delivery Crisis
> U.S. LAWS PROHIBIT USE OF THE MAGNET MATERIAL FROM CHINA
> LOCKHEED ASSEMBLY OPERATIONS CONTINUE AT NORMAL RATE
Steve Trimble Washington
A
Chinese-made component
found deep in the supply chain
for the Lockheed Martin F-35
has halted aircraft deliveries for weeks
or months, revived concerns about the
limits of the Pentagon’s industrial
awareness and highlighted sourcing
issues for specialty metals and rare
earth elements.
The F-35 Joint Program Office
(JPO) suspended deliveries from Lock-
heed on Sept. 7 after determining that
all 850 jets delivered to date include
Chinese materials in the samarium-
cobalt alloy magnets placed within the
Honeywell integrated power package
(IPP) subsystem.
A replacement for the Chinese sup-
plier has been selected, and the first
compliant batteries are scheduled to be
delivered in late October, a Lockheed
spokeswoman says. Meanwhile, Bill
LaPlante, undersecretary of defense
for acquisition and sustainment, said
on Sept. 9 that he is open to approving
a national security waiver to allow
Lockheed to resume F-35 deliveries
sooner, pending the outcome of secu-
rity and airworthiness impact reviews.
“If we find neither of those [condi-
tions] to be the case, we’ll be able to
do a waiver,” LaPlante said during a
Pentagon press conference on Sept. 9.
But the internal process for approv-
ing such a waiver could still take
weeks. The JPO decided on Sept. 9 to
seek the waiver but had not yet sent a
formal request to LaPlante’s office as
of Sept. 13. In the meantime, internal
processes continue.
Despite the delivery suspension,
Lockheed is continuing normal F-35
assembly operations, with completed
aircraft set aside until the Pentagon
starts accepting them again. The
company’s financial guidance to inves-
tors still includes plans to deliver be-
tween 147 and 153 F-35s this year.
Lockheed had delivered 88 F-35s to
all customers before Sept. 7, leaving
between 59 and 65 aircraft to be de-
livered through the end of December
to meet the company’s target.
AviationWeek.com/AWST
The Chinese material inside the
high- performance magnet has not
been found to be unsafe or a security
risk, Lockheed says. But U.S. laws and
regulations prohibit the Defense De-
partment from using in weapons sys-
tems the rare earth element samar-
ium and specialty metal cobalt from
China, Iran, North Korea and Russia.
Airworthiness and security effects from the Chinese-supplied part
continue to be reviewed by the Pentagon, but Lockheed Martin says
F-35s already delivered have no safety or security risks.
The laws acknowledge the risk of
relying on potential enemies as suppli-
ers for key weapon systems. China has
used export controls as a coercive
tool. In 2010, Beijing imposed a tem-
porary export ban on rare earth ele-
ments to Japan amid a territory dis-
pute over islands in the East China
Sea. Indeed, the state-owned Global
Times newspaper responded to the
Pentagon’s reaction to the Chinese
supplier for the F-35 with a warning,
quoting a Beijing-based military ex-
pert named Wei Dongxu.
“If the U.S. opts for a waiver . . . the
U.S. should now also worry about a
potential export control from China,”
Wei told the Chinese newspaper.
Meanwhile, Pentagon and defense
industry officials are concerned about
a lack of visibility into sources for cer-
tain parts and materials at the lowest
levels in the supply chain. Although
Lockheed delivered F-35s for years
AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 29
without knowing about an illegal Chi-
nese supplier, LaPlante said the issue
is not limited to the fighter program.
The samarium-cobalt magnets in the
F-35’s IPP subsystem are among
30,000 parts on the aircraft, including
thousands that include raw materials
far removed from the subsystem sup-
plier or the prime contractor.
“Any company that says they know
their supply chain is like a company
saying they’ve never been hacked,”
LaPlante said.
Honeywell self-reported the exis-
tence of the Chinese supplier to F-35
program officials in late August, after
being informed by the supplier of a
lubricant pump within the IPP.
“We are working closely with [the
R. NIAL BRADSHAW/U.S. AIR FORCE
Defense Department] and Lockheed
Martin to ensure we continue to achieve
those commitments on products Hon-
eywell supplies for use on the F-35,” a
Honeywell spokesman says.
Samarium-cobalt magnets are used
in many U.S. military weapons be-
cause they can withstand tempera-
tures up to 550C (1,020F) without
demagnetizing. U.S. industry led
global mining output for rare earth
elements such as samarium from the
1950s to the 1980s, but then China
took over the market. By the time of
the temporary Chinese export ban on
rare earth elements to Japan in 2010,
Chinese companies controlled 97% of
the global market supply.
U.S. manufacturers such as Elec-
tron Energy Corp. and MP Materials
have increased domestic operations
since 2010, but they struggle to com-
pete globally with China’s cheaper labor
and looser regulatory standards. c
 DEFENSE
Ministers Eye Less Stringent
German Defense Export Rules
> LOOSENING RULES COULD BOOST EUROPEAN COOPERATION
> EMBARGOES HAVE AFFECTED A400M AND TYPHOON SALES
Tony Osborne London
G
erman Defense Minister Chris-
tine Lambrecht has called for a
culture change in how the na-
tion views and uses its armed forces.
A new security strategy—currently
in draft—calls on the country’s lawmak-
ers to bring the use of its military to the
forefront of Berlin’s foreign and securi-
ty policies to play a greater role in shap-
ing Europe’s defense. But perhaps most
important, the plan aims to loosen the
country’s strict arms export policies.
KATSUHIKO TOKUNAGA/EUROFIGHTER GMBH
Germany’s arms embargo against
Saudi Arabia affected BAE’s ability to support the country’s Eurofighter
Typhoon fleet and held up negotiations on sales of a second batch of aircraft.
Details of the strategy are emerg-
ing as the Berlin government over-
comes the shock of Russia’s invasion
of Ukraine, prompting a reset of the
country’s foreign policy and trigger-
ing a hike in defense spending that will
give Germany a defense budget just
behind that of the U.S. and China.
“Germany’s size, its geographic loca-
tion, its economic power and its weight
make us a leading power, whether we
want it or not,” Lambrecht told the
German Society for Foreign Policy in
Berlin on Sept. 12.
“The Ukraine war has shown all
Germans, who are used to peace, that
states need armed forces as a last re-
sort,” she said.
Despite having been a central pil-
lar of NATO and European defense
during the Cold War, Germany’s
armed forces are viewed by lawmak-
ers and parts of the electorate “as
30 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022
an actor in crisis operations abroad
or assisting after floods, forest fires
and during the coronavirus pandem-
ic. That time is now over,” she said.
Germany must free itself of historic
burdens around the use of the military
that had made skepticism about its
purpose “a virtue.”
Concerns about the use of the mili-
tary also appeared to influence defense
equipment export policy, limiting not
only the German industry’s ability to
sell arms but also that of its interna-
tional partners. For example, Berlin’s
unilateral arms embargo imposed on
Saudi Arabia—prompted by the killing
of journalist Jamal Khashoggi in Istan-
bul by agents of the Saudi government
in October 2018—ended up harming
the prospects for sales of the Airbus
A400M airlifter. The embargo also
made it more difficult for European
OEMs, such as Airbus, BAE Systems,
Leonardo and MBDA, to support Eu-
ropean-built platforms with German
content that are in service in Saudi
Arabia, including the Eurofighter Ty-
phoon and Panavia Tornado and weap-
ons associated with them.
The issue has also been a major top-
ic of discussion for the Future Combat
Air System program with France and
Spain, prompting the 2019 signing of
the Treaty of Aachen by French Pres-
ident Emmanuel Macron and then
German Chancellor Angela Merkel
to lay out rules and procedures for
export controls on joint programs be-
tween the two countries.
Lambrecht said Germany’s rules
on defense exports are complicating
cooperation with neighbors and that
such cooperation is needed if Europe
is going to do more for its own security
and be less reliant on the U.S.
“Which partners would invest with
us in projects if [they] always have to
fear that we will prevent exports and
thus make refinancing more difficult?”
Lambrecht asked.
Putting the German export rules
“in order” could give cooperation “a
powerful boost in European politics,”
she said. “It is not about supplying to
rogue states,” she added. “If France,
Italy and Spain say that this export
is justifiable, then can we opt out? I
think not.”
German industry reacted positively
to Lambrecht’s message. Michael
Schoellhorn, CEO of Airbus Defense
and Space and president of German
aviation industry association BDLI,
said Germany’s export rules “stand
in the way of the desired expansion
of cooperation and undermine the
European idea.” Germany needs a
“clear framework” for arms export
decisions that is also comprehensi-
ble for European partners, he added.
Defense experts are more skeptical,
however, and suggest that Lambrecht’s
position on arms exports goes against
views in the coalition government that
the country should take a stricter
stance on exports and contradicts
Berlin’s views on the transfer of heavy
weapons to Ukraine.
“There is a certain cognitive dis-
sonance between [Lambrecht] liber-
alizing exports and the very restric-
tive stance that the current German
government is taking to the war in
Ukraine,” says Rafael Loss, an expert
on German and European foreign
and security policy at the European
Council on Foreign Relations. There
is a reluctance to discuss such issues
in Berlin, and lawmakers are unwill-
ing to see the defense industry as a
“strategic instrument for German
foreign policy,” he adds.
Change is needed, Lambrecht in-
sists . “Rethinking hurts,” she said.
“Rethinking beliefs, changing po-
litical culture, adopting new behav-
iors—these are the real challenges of
our time.” c
AviationWeek.com/AWST
 MQ-4C Moves Closer to Permanent
Indo-Pacific Presence
> AUSTRALIAN DEFENSE REVIEW CONSIDERS TRITON PROGRAM CHANGES
> FIRST UAS SCHEDULED TO ARRIVE IN AUSTRALIA IN MID-2024
Steve Trimble Palmdale, California
T
he unveiling of the first
completed Australian MQ-4C
Triton during a ceremony
inside a Plant 42 assembly hangar
here on Sept. 14 offered a visual teaser
of a future maritime patrol enterprise
in the Indo-Pacific region.
ALAN RADECKI/NORTHROP GRUMMAN
The Royal Australian Air Force plans to deploy the first continuous maritime
surveillance orbit of MQ-4Cs by mid-2026.
By 2024, the U.S. Navy expects to
establish the first continuous orbit
from Andersen AFB, Guam, of the
Northrop Grumman high-altitude
uncrewed aircraft system (UAS)
equipped with the Integrated Func-
tional Capability (IFC-4) sensor suite,
which includes a new signals-intelli-
gence payload in addition to the Tri-
ton’s electronically scanned radar,
optical sensor and Automatic Identi-
fication System receiver.
A second continuous orbit is
scheduled to come on station two
years later and about 2,100 mi. to the
southwest as the Royal Australian
Air Force (RAAF) deploys an identi-
cal MQ-4C in the IFC-4 configuration
from RAAF Base Tindal in the North-
ern Territory.
In combination with the RAAF, the
U.S. Navy’s anti-submarine warfare
Boeing P-8A Poseidon and Australia’s
AviationWeek.com/AWST
future EC-55 Peregrine electronic
attack and surveillance fleet, IFC-4-
equipped MQ-4Cs in the Indo-Pacific
region will provide a continuous air-
borne surveillance presence stretch-
ing from the eastern Indian Ocean
to the Sea of Japan. Each orbit can
monitor 2.4 million mi.2 of ocean, an
area twice the size of India.
“This represents a watershed
moment in the history of Australian
airpower,” Air Vice Marshal Robert
Denney, head of Air Force Capability
for the RAAF, said during the MQ-4C
unveiling ceremony.
Following a two-year series of flight
tests and certification in California,
Northrop is expected to deliver the
first MQ-4C to RAAF Base Tindal in
mid-2024, Denney said, and the initial
operational capability (IOC) milestone
in Australia should follow between
mid-2025 and mid-2026.
The IOC milestone is defined as
the ability to provide a single con-
tinuous orbit from Australian soil,
which requires one MQ-4C on sta-
tion with a replacement aircraft en
route and a third returning to base.
All three aircraft needed to establish
AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 31
the first orbit have been ordered.
The RAAF could add additional or-
bits pending the results of a Defense
Strategic Review launched on Aug.
3 by new Australian Prime Minister
Anthony Albanese and Defense Minis-
ter Richard Marles. Angus Houston, a
retired air chief marshal, and Stephen
Smith, a former defense minister, are
receiving input on the Australian mil-
itary’s force structure requirements
until Oct. 30 and will present recom-
mendations to the Albanese govern-
ment by March 2023.
Australia had planned to buy up to
seven MQ-4Cs. The additional four
aircraft would allow the RAAF to es-
tablish two continuous orbits in the
Indo-Pacific region, with a spare air-
craft available for attrition or replace-
ment during maintenance events.
But the Defense Strategic Review
could lead to addition or subtraction
from the original RAAF requirement.
The review was launched after the
previous Australian government
canceled a $1.3 billion plan to buy
between nine and 12 General Atom-
ics Aeronautical Systems Inc. MQ-9B
SkyGuardians, leaving the MQ-4C as
the RAAF’s only UAS capability for
maritime patrol and reconnaissance.
The review “will take into account”
the effect of the MQ-9B cancellation
on the MQ-4C program, Denney said.
Australian officials seem im-
pressed by the capability offered
by the IFC-4 version of the MQ-4C,
which will replace the U.S. Navy’s
Lockheed EP-3E Aries II fleet of
electronic-intelligence aircraft. The
new Triton can “detect and analyze
threats that are well beyond tradi-
tional capabilities,” Jane Duke, Aus-
tralia’s consul general in California,
said during the unveiling ceremony.
Meanwhile, the U.S. Navy contin-
ues testing the IFC-4 payload. De-
velopment trials are scheduled to be
complete by the end of this year, Rear
Adm. Stephen Tedford, program ex-
ecutive officer for unmanned aviation
and strike weapons, tells Aviation
Week. A months-long operational test-
ing period is planned to begin in Jan-
uary, with the Increment 1 version of
IFC-4 expected to be fielded to Guam
by next summer. An Increment 2 ver-
sion of IFC-4, which would introduce
the capability to control three MQ-4Cs
simultaneously from one ground sta-
tion, is scheduled to follow in 2027 or
2028, Tedford says. c
DEFENSE
K-Defense:
Making a Global Mark
> SOUTH KOREA IS BECOMING A TOP ARMS EXPORTER
> EXPORTS STILL FACE RED TAPE AND RESTRICTIONS
Chen Chuanren Singapore
T
he Korean proverb “A dragon
rises from a small stream” sug-
gests that a great person can
come from humble and unexpected
beginnings. Indeed, in less than 10
years, the South Korean defense in-
dustry has experienced numerous
successes, rising in recognition first
in Southeast Asia, then the Middle
East and now Europe.
In late July, Seoul struck its largest
arms deal with Poland for 48 Korea
Aerospace Industries FA-50 light
combat aircraft, 980 Hyundai Rotem
K2 main battle tanks and 648 Hanwha
Defense K9 self-propelled howitzers.
The deal also entails offsets and tech-
nology transfers to the NATO mem-
ber, enabling it to assemble its own
FA-50s and K2s.
The Stockholm International Peace
Research Institute says South Korea
rose from the 31st-largest arms ex-
porter in 2000 to the eighth in 2021,
from 1% of global arms to 2.8%, respec-
tively. So how did its defense industry,
colloquially called K-defense there,
become so attractive from a country
known for its consumer and entertain-
ment products?
Officials from at least three South
32 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022
Korean companies tell Aviation Week
that key reasons for K-defense’s suc-
cess are the country’s ability to pro-
vide localized customization, capabil-
ity transfer, reliability in platform
performance and supply chain assur-
ance. One senior representative at-
tributed the success to its military’s
high quality-assurance requirements,
some of which exceed Western stan-
dards, suggesting the quality of South
Korean systems is becoming superior
to those of traditional suppliers.
Virtually all K-defense products,
however, are designed, developed and
manufactured to Seoul’s military re-
quirements, which can be a double-
edged sword that hinders exports. The
country’s military restricts the ability
of contractors to release information
about sensitive capabilities to poten-
tial customers. In addition, specifica-
tions for these platforms either are too
high or make the product too expen-
sive for budget-conscious clients.
Officials from Korean Air’s Aero-
space Division (KAL-ASD) and LIG
Nex1 tell Aviation Week that to move
the industry forward, two platform
versions could be developed and de-
signed concurrently: a South Korean
In July, Poland agreed to buy 48
FA-50 light fighters from South
Korea as part of a massive deal
that includes main battle tanks.
KAI
variant and an export variant, giving
K-defense quicker access to the arms
market with less red tape.
Park Chul-hong, KAL-ASD manag-
ing vice president and head of its re-
search and development center, says
the government has introduced an
urgent research program aimed at
speeding development of military
projects. “Rather than developing a
weapon system with high specifica-
tions from the beginning, it is a method
of rapidly developing a weapon system
with basic requirements and gradually
improving its performance,” Park
says. “Korean Air also has plans to
actively utilize this project.”
REGIONAL OUTLOOK
South Korea’s market share is ex-
pected to face competition from its
neighbor across the sea, Japan. Tokyo
is in the process of relaxing its arms
export policies, giving permission to
sell military hardware to countries
such as Australia, France, Germany,
India, Indonesia, Italy, Malaysia, the
Philippines, Thailand, the UK, the
U.S. and Vietnam.
Since 2014, Tokyo has made moves
to market the Kawasaki P-1 maritime
AviationWeek.com/AWST
patrol aircraft, C-2 airlifter and Soryu-
class diesel-electric submarine, but
the only deal struck so far is for the
sale of three fixed, long-range air sur-
veillance radars and a mobile air sur-
veillance radar to the Philippines.
Success on the defense export mar-
ket would help Japan lower its high
system production costs, a problem
that has plagued the very platforms it
is trying to sell abroad. It will be inter-
esting to observe the path that Japan
takes to improve its exports and how
much red tape Tokyo is willing to re-
move to challenge the “rising dragon”
is across the sea.
In any case, with so many cost, de-
sign and delay problems arising from
Western domestic programs, perhaps
what many countries want is simply
to acquire hardware in a fuss-free
manner, the way consumers once
turned away from automobiles made
in the U.S. and opted for reliable cars
from South Korea and Japan.
Here is a look at three major South
Korean defense manufacturers:

Korea Aerospace Industries

Korea Aerospace Industries (KAI) scored Seoul’s first air-
craft export in 2003 for seven KT-1 turboprop trainers to
Indonesia. The order increased to 12 in 2006, but the sale
was significant in that it launched KAI’s mainstay product,
the T-50 jet trainer. Indonesia also became the first inter- KAI

national customer for the T-50, purchasing 16 T-50i aircraft

in 2011, followed by the Philippines in 2012, Iraq in 2013 and
Thailand in 2015. The Philippines’ light fighter variant, the
FA-50PH, saw combat action in 2018 and 2020 against in-
surgents. All the customers placed follow-on orders or
opted for upgrade packages.
The T-50 competed against the Saab-Boeing candidate
for the U.S. Air Force T-X program but lost in September
2018. KAI might get a second shot at the North American
market, however, following the delay of the now-designated
T-7A and new requirements by the U.S. Air Force and Navy
for tactical trainers as well as Canada’s Future Fighter
Lead-In Training program. The U.S. Air Force is consider-
ing purchasing at least 100 tactical trainers under the
Advanced Tactical Trainer program, while the Navy is
looking for a Tactical Surrogate Aircraft that can be used
as both a trainer and an aggressor. KAI promptly signed a
teaming agreement this June with Lockheed Martin to
market the T-50 in key campaigns.
The South Koreans showed their ingenuity with the
KF-X future fighter program, even as the U.S. declined to
provide essential technology transfers of active, electron-
ically scanned array radar, infrared search and track ,
electro- optical targeting pods and an electronic warfare
suite. Under a whole-of-industry push, KAI dove into its
own research and development to build domestic capabil-
ities, then worked with LIG Nex1, Hanwha and interna-
tional partners to realize the KF-X vision.
Christened as the KF-21, it first flew on July 19. KAI is
now focusing its efforts on marketing the fighter, hoping it
will be a natural selection for operators flying the T-50.

Korean Air tually secured a division-level UAS project

Before 1999, Hyundai, Daewoo, Sam-
sung, and Korean Air (KAL) were the
only companies eligible for govern-
ment defense projects. Hyundai,
Daewoo and Samsung were
merged in 1999 into KAI, how-
ever, leaving out KAL from the gov-
ernment’s so-called specialization and
affiliation approach.
Korean Air’s Aerospace Division (KAL-ASD) carved out
its own niche in addition to its military maintenance, repair
and overhaul (MRO) business. It settled on research and
development of military uncrewed aircraft systems (UAS)
and related technologies, including imagery-based landing
systems and modified landing glideslopes, catering to the
country’s mountainous topography.
In 2008, the government decided to change its approach
and allow open bidding and competition in the industry. At
the same time, Seoul established the Defense Acquisition
Program Administration office, which reopened defense
projects to KAL-ASD.
KAL-ASD, which was already providing MRO services to
both the South Korean Air Force and the U.S military, even-
for the South Korean Army known as the
KUS-FT in 2016. Production of the KUS-FS
medium-altitude, long-endurance UAS is
slated to commence in 2023 for the South
KAL
-ASD Korean Air Force.
In August, the com-
pany announced that the
government’s Agency
for Defense Development chose it as the preferred bidder
to develop a “stealth UAS squadron” for the country as well
as a crewed-uncrewed teaming system consisting of one
crewed aircraft and three or four stealth uncrewed aircraft
systems to carry out missions simultaneously.
KAL-ASD also created a next-generation stealth UAS
development center in July. Aviation Week understands a
swarming technology branch exists within the UAS devel-
opment wing.
Park Chul-hong notes that the R&D center developed an
inspection drone system capable of autonomously collabo-
rating with four drones to inspect the exterior of Korean Air’s
commercial airliners. “These autonomous teaming technol-
ogies will be applied to the uncrewed combat aerial vehicles
to escort and support the manned fighters,” Park says.

AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 33

DEFENSE
LIG Nex1
Comparable to Raytheon Technologies, LIG Nex1 is
South Korea’s primary munition and radar man-
ufacturer for all three military services. The
company says it has the country’s largest
defense R&D capability. It says around
half of its employees are involved in
the R&D field, and 60% of them
hold a master’s or doctoral de-
gree in their field.
LIG possesses the country’s
only guided-missile-radome
performance test station as
well as electronic warfare,
near-field radar test stations. To support ongoing cam-
paigns or existing customers, LIG now has offices in Co-
lombia, Indonesia, Saudi Arabia, the United Arab Emirates
(UAE) and the U.S.
South Korean munitions are making their mark over-
seas. Colombia and the Philippines rely on the C-STAR
(Haesong) as their primary anti-ship missile. Along with
Hanwha, LIG sold the KM-SAM surface-to-air missile to
the UAE in a $3.3 billion deal.
LIG’s 2.75-in. Poniard guided imaging rocket has also
34 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022
LIG NEX
1
passed the U.S. Foreign Comparative
Testing program, and LIG is partnering
with Raytheon, hoping to market the rocket
system along with Textron Systems’ uncrewed
surface vessel.
As part of the KF-21 consortium, LIG is developing KF-21
electronic warfare suites, avionics such as the head-up
display and radios, as well as future munitions, including the
South Korean GPS Guided Bomb (KGGB) kit and a 3,000-lb.
air-launched standoff missile that has an estimated range
of more than 500 km (310 mi.). The KGGB was reportedly
sold to Thailand to be fitted on its T-50 TH fighters.
Moving ahead, Seoul is setting aside 690 billion South
Korean won ($496 million) between 2023 and 2036 to develop
a so-called Fleet Joint Missile-II—a ship-launched, long-
range, surface-to-air missile for the country’s new class of
ballistic missile defense-capable destroyers—and to develop
another six-year program to upgrade existing Cheongung-I
surface-to-air missiles to the Cheongung-II standard. c
NOVEMBER 3, 2022
NATIONAL BUILDING MUSEUM
WASHINGTON, DC
AviationWeek.com/AWST
COMMERCIAL AVIATION
Serious Machine
> SWEDISH STARTUP HEART
SCALES UP ELECTRIC REGIONAL
AIRLINER TO 30 SEATS
Graham Warwick Washington
A
range of 200 km (125 mi.) on
batteries does not sound like
much for an electric regional
aircraft. But it is sufficient for initial
routes in Scandinavia and parts of
North America, says Anders Forslund,
founder and CEO of Heart Aerospace,
the Swedish startup developing the
30-passenger ES-30 electric aircraft.
The ES-30’s range will increase,
as its 5.5-metric-ton battery pack
is regularly replaced and upgraded
with next-generation cells, making
the aircraft “an appreciating asset,”
Forsland says.
The ES-30 has another ace up its
sleeve, something Heart calls the re-
serve-hybrid system. This comprises
two turbogenerators in the tail that
can be started in flight and operated on
sustainable aviation fuel in wing tanks
to meet reserve range requirements
without eating into battery capacity.
The system can also be used as a
range extender, enabling the ES-30
to fly up to 400 km with 30 passen-
gers and 800 km with 25 passengers
while still meeting regulatory re-
serve requirements.
Unveiled by Gothenburg-based Heart
at a “Hangar Day” event on Sept. 15,
the 30-seat ES-30 replaces the start-
up’s originally planned 19-seat ES-19.
Heart announced in June that it had
36 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022
> LARGER AIRCRAFT WILL
MEET NETWORK CARRIER
REQUIREMENTS
shifted to European CS-25 transport-
category certification from the CS-23
commuter-aircraft certification origi-
nally planned to reduce regulatory
risk and expand the potential market,
but it did not provide design details.
“We created the 19-seat ES-19 certi-
fied under CS-23 to be tailor-made for
the market in the Nordics,” Forslund
says. “But we started hearing from
airlines all over the world that there
was a similar need in the rest of Eu-
rope, in the U.S., Canada, New Zea-
land. So what we started as a local
niche product had global appeal, but
to make an aircraft that could fly ev-
erywhere, the ES-19 had to change.”
The ES-19 was designed for 400-
km range with a 30-min. reserve,
but when Heart moved to the CS-25
type certification required for Part
121 scheduled airline operations, the
reserve increased to 45 min. plus
185-km range to reach an alternate
airport. This reduced the ES-19’s mis-
sion range to 150 km, Forslund says.
The ES-30 will provide its 200-km
all-electric range with 45 min. plus
185-km reserves.
“We needed to increase the luggage
capacity to give the airlines more flex-
ibility, and that’s difficult to do with a
CS-23 aircraft because it has a weight
limit of 8,600 kg [19,000 lb.], and if
> RESERVE-HYBRID
SYSTEM WILL PRESERVE
BATTERY CAPACITY
HEART AEROSPACE
you’re already carrying a few tons of
batteries, that becomes very challeng-
ing,” he says.
While the ES-19 design was unpres-
surized, the larger ES-30 is pressur-
ized and has three-abreast seating
with 30-in. pitch. It also has a stand-
up aisle, galley and toilet, overhead
bins and cabin stowage, and a 770-kg-
capacity (1,700-lb.) external baggage
and cargo compartment, providing
network flexibility.
“When we started talking to United
[Airlines] and Mesa [Air Group], we
were looking at the market for small
turboprops, and they said the average
route for the Beech 1900 was 170 mi.,
270 km, and half of them were much
shorter than that,” Forslund says.
“We’ve always been very clear this is
going to be the shortest routes.”
Forslund cites as an example Bergen-
Stavanger, the busiest route in Nor-
way, a country where many routes are
less than 100 km. In Sweden, flights to
the island of Gotland are expected to
be early-adopter routes. “In the U.S.,
there are a lot of routes in Colorado
under 200 km. And then there are
hub-feeder flights like Palm Springs
to Los Angeles,” he says.
“We don’t think it’s about range.
It’s about unit economics, and we
have every opportunity to create an
AviationWeek.com/AWST
aircraft that has superior unit eco-
nomics and can operate at the same
unit economics as a 50-seater [re-
gional turboprop],” Forslund says.
Heart also plans to stretch the ES-30
to 50 seats eventually.
Air Canada expects that Heart’s ES-30
electric regional aircraft could open
up new markets in Canada.
The ES-19 had 3.5 metric tons of
batteries in the four engine nacelles,
but the ES-30’s 5.5-ton battery pack
is housed in a large under-fuselage
fairing, structurally supported by
struts connected to the high-aspect-
ratio straight wing. The four electric
motors are increased to 750 kW
each. The ES-30 is being designed to
be recharged between flights in 30
min., and the batteries are expected
to last 2,000 cycles. The aircraft is
fly-by-wire with a full-electric electro-
impulsive deicing.
With the changes, service entry
has been pushed back two years to
2028. United Airlines and Mesa Air
Group, which invested in Heart’s $35
million Series A fundraising round in
July 2021, have reconfirmed their con-
ditional preorders for a total of 200
aircraft and an option for another 100,
now for the larger ES-30. Air Canada
has placed a preorder for 30 aircraft,
and Swedish-based lessor Rockton
has signed a letter of intent for 40.
Heart also holds letters of intent
from Nordic carriers Braathens Re-
gional Airlines, Icelandair and Scan-
dinavian Airlines as well as New Zea-
land’s Sounds Air. Air Canada and the
other letter of intent holders as well
as additional airlines, lessors and air-
ports have joined a 21-member indus-
try advisory board formed by Heart
to assist in defining the requirements
for the ES-30.
Air Canada and Swedish aerospace
company Saab have each invested $5
million for minority stakes in the start-
up. “We have entered into a collabora-
tion with Saab on the supply of sub-
systems, but we’re also looking into
many different areas, such as manu-
facturing and certification,” says Sofia
Graflund, Heart chief operating officer.
With the Series A round and new
investments from Air Canada and
Saab, “we have a pretty good runway,
but we’re going to be raising more
rounds in the future so that we can
bring this through industrialization,”
Forslund says.
The funding will support construc-
tion of headquarters as well as flight-
test, production and customer-delivery
facilities at Heart’s current base at
Save Airport in Gothenburg, creating
a new campus called Northern Run-
way. The campus will form part of
Gateway Save, where Nordic proper-
ty developer Castellum plans to estab-
lish a site dedicated to sustainable
logistics and electric mobility.
The first phase of the Northern
Runway campus is planned to be fi-
nalized by mid-2024. Test flights of
the ES-30 are scheduled to begin in
2026. Because the short range of elec-
tric aircraft will rule out long delivery
flights, Heart is looking at building
similar Runways in other regions of
the world, Graflund says. c

GlobalX Alice Deal Boosts Eviation Prospects

Guy Norris Moses Lake, Washington

MIAMI-BASED GLOBAL CROSSING AIRLINES GROUP Show in 2019. In August 2021, the Washington-based
(GlobalX) has signed a letter of intent for 50 all-electric company also revealed an order from DHL Express for
nine-passenger Eviation Alice aircraft as part of plans to in- 12 freighter variants.
troduce sustainable services for growing markets in

EVIATION
Florida, the Bahamas and elsewhere in the Caribbean.
GlobalX, which operates Airbus A320s, expects to
take the first Alice in 2027. The airline is also evaluat-
ing the cargo version of the electric aircraft as part of
a broader expansion into
The Alice prototype is
the freight market due to
undergoing high-speed
begin this year with the
taxi testing ahead of
introduction of the first of
its first flight.
15 leased Airbus A321Fs.
The GlobalX announcement comes as Eviation
prepares to conduct the first flight of the prototype
Alice from Moses Lake, Washington. The 16,500-lb.
Alice is a clean-sheet aircraft designed to fly 440 nm
on an 8,300-lb. battery pack and two 640-kW MagniX
motors. The freighter variant will have 450 ft.³ of
cargo capacity and be capable of carrying 2,600 lb. at a Preparations for the first flight are underway at Aero-
maximum cruise speed of 220 kt. TEC’s flight-test center in Moses Lake following the relo-
The newest deal follows the recent formalization of an cation of the prototype from Eviation’s assembly facility
earlier letter of intent from U.S. regional airline Cape Air at Arlington, Washington, where high-speed taxi tests
for 72 Alice aircraft, first announced at the Paris Air were conducted this year. c

AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 37

FAST 5
Republic Airways President & CEO
Bryan Bedford
Hours after the FAA denied Republic Airways’ petition to
have its Leadership in Flight Training (LIFT) Academy viewed
as equivalent to U.S. military instruction for commercial
pilot licensing purposes, exempting LIFT graduates from
the so-called 1,500-hr. rule, Bedford met with Aviation

REPUBLIC AIRWAYS
Week editors Ben Goldstein, Sean Broderick and
Joe Anselmo to discuss what it means for regional
carriers as they grapple with a severe pilot shortfall.

What’s your reaction to the FAA’s de-
cision to deny Republic’s exemption
request? We were disappointed that
it was rejected but not terribly sur-
prised. We’ve seen others put forth
exemption requests in the past that
were rejected, so we knew it was going
to be a heavy lift. But the hope was
that we were doing something differ-
ent than what we had seen in previous
petitions looking for relief. We actually
had substantial data—years of data—
that bears out our case. We just wish
the FAA would have actually done the
work to see whether what we were
proposing made sense. We never
heard from them. No one from the
FAA ever came out to Indianapolis to
visit the LIFT Academy. What we
were proposing was just rejected.
How has the 1,500-hr. rule affected
the skills and readiness level of new-
hire pilots at Republic in the years
following its 2013 enactment? We
first started to see the effect in our
own training programs around 2014,
when the first set of 1,500-hr. pilots
were coming through the program.
And our failure rates were just sky-
rocketing, to the point where even I
was surprised at just how poorly these
kids were doing. But the reality is, they
were so far removed from the actual
training environment—from all the
time spent going out and burning
holes in the sky. None of us had really
conceived how poorly they were going
to perform when they came back to
us. That’s when we first started think-
ing about the LIFT Academy. We be-
gan to realize that we can’t just rely
on the market to deliver us pilots.
Now the first class of LIFT students
from the fall of 2018 is finally coming
into Republic—that was slowed by a
year or two due to COVID—and these
kids are excellent.
What did your pilot group think of the
proposal? The one labor union that
didn’t file a negative comment was our
pilots’ union. You know why? Because
they’ve seen the results of what we’re
doing. They’re not prepared to get out
and support it, but they certainly
weren’t willing to take the cheap shot
and say it wasn’t a good program. Be-
cause they see our students matricu-
late through the mainline, and they’re
providing feedback to augment the
training program. But we realize we
could still do even more with that pro-
cess, and that’s why we wanted to add
more structure to the program to rep-
licate what the military is doing. We’ve
spent tens of millions of dollars on
LIFT. The only reason we would spend
even more money is if we felt there
was some return on that investment,
and that return has to be through
fewer time-building hours.
How does this effort tie into the push
to enhance diversity in the cockpit?
The industry’s performance on color
and gender in the cockpit has flatlined
for the past decade. We haven’t moved
the needle a bit. And why is that? It’s
because the families can’t afford this
career pathway. It’s unobtainable, and
no one is doing anything to make it
more affordable. If we can, and they
begin to see people that look like
themselves succeed in this career
path, that will encourage more diverse
students to make the attempt.
You’ve warned that the regional pilot
shortage could lead to a loss of air
service for small communities. Will
that get policymakers to act? That
may be the only thing that will move
the needle. Over the summer, we
heard [U.S. Transportation] Secretary
[Pete] Buttigieg say during a Senate
hearing that there is a national pilot
shortage. And he agreed that it’s dis-
proportionately impacting regional
airlines and causing a loss of service
to small communities. I really thought
that was the watershed moment that
we needed to enable this dialog to
resonate. It’s disappointing that it
didn’t. But the problem articulated in
that Senate hearing is ever-looming,
and we will continue to see the nega-
tive effects on small communities. It’s
just disappointing that we’re going to
take people off airplanes and put
them on the highway for a long drive
to get to whatever the next airport is.
We could do better as a country and
should do better. c

38 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 AviationWeek.com/AWST

 Conference: October 18-20, 2022
Exhibition: October 19-20, 2022
ExCeL London, UK

With uncertainty in the region – what's next?

RESILIENCE
MRO Europe's 3 day conference agenda addresses the challenges
facing the industry and preparing for what's next.
Agenda Highlights:
The Unpopular Opinion Panel
Significant challenges and potential headwinds are causing stress to the
MRO industry, what if we don’t see the growth we expect?
Airline Roundtable: Priorities and Business Models
What is top of the agenda for European airlines now that we have moved
into the 'new normal'?
ACTION ON! Sustainability
What long-held beliefs need to be challenged and updated?
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mroeurope.aviationweek.com #MROE |
COMMERCIAL AVIATION

Alternate Options Airways, a codesharing deal in which

Finnair operates from Helsinki,
Stockholm and Copenhagen to Doha.
“Thirty weekly flights to the Middle
East is more than we had to main-
> FINNAIR REJUGGLES NETWORK AND SHRINKS FLEET
land China before the pandemic,”
Manner says. “With the help of the
> SAS CUTS MORE AIRCRAFT IN BANKRUPTCY PROCESS
Qatar partnership, the Middle East
is becoming a big market for us going
> NORDIC GOVERNMENTS PLEDGE SUPPORT FOR AILING AIRLINES
forward.” Qatar will offer connecting
services beyond Doha and into Asia
Jens Flottau Frankfurt to points that have become unviable
for Finnair to serve directly. The car-

F
or decades, Finnair has followed
a unique business model among
European airlines. Just like Ice-
landair in the North Atlantic, the car-
rier took advantage of the geographic
location of its hub and connected Eu-
rope with Asia. But the political con-
sequences of the Russia-
A recalibrated market will result
in three much smaller airlines com-
peting in a tighter segment, including
Scandinavian, European and some
North Atlantic routes.
“We knew the pandemic would blow
over eventually,” Manner says. “The
rier also will offer destinations be-
yond Helsinki, particularly to Qatar
Airways passengers.
Finnair’s Airbus A330s are still
averaging only around half of their
pre-pandemic utilization, according
to the Aviation Week Network Fleet

JOEPRIESAVIATION.NET
Ukraine war turned that
advantage into a major
problem, forcing the car-
rier to fundamentally—
and literally—change
course.
“Unfortunately, there’s
no end in sight for the
war in Ukraine, and we
will need to adapt to the
reality of Russian air-
space being closed for
us,” Finnair CEO Topi
Manner says.
The combination of
longer flight routings,
higher fuel prices, rising
inflation, the weak euro
and China’s zero-COVID
policy has forced a radi-
cal reassessment de-
spite improving demand.
Finnair’s crisis is an
element of a broader up-
heaval in the Nordic avi-
ation market. Once in the spotlight changes we are now facing are of a Finnair has found more work for its
for its daring venture into long-haul, more permanent nature, and there- Airbus A330s through its alliance
low-cost, Norwegian Air Shuttle was fore a different set of tools is required. with Qatar Airways.
forced to abruptly abandon its ambi- Asia routes have been among the
tions in 2019 and filed for bankruptcy most profitable in our network and Discovery database. The A330s do
during the COVID-19 pandemic. It we don’t have a unique geographical not have the range for the long Asian
emerged in May 2021 with one-third advantage anymore.” routings now necessary due to the
of its prior fleet and is now operating A substantial part of Finnair’s long- Russian situation, but they fit with
as a short-haul-only, low-cost carrier haul flying will be shifted west, and the carrier’s network shift toward
focusing on the Nordic market (AW&ST the airline is rediscovering alliances the Middle East, India and the U.S.
Sept. 12-25, p. 22). to find more work for its fleet. The A330s also will be used for Fin-
Scandinavian Airlines (SAS) became “Partnerships, in many ways, will nair’s new strategic partnership with
the victim of its structural flaws in ad- move to the core of our strategy,” Qatar Airways, keeping three air-
dition to the demand slump, and filed for Manner says. “Partnerships are a way craft busy.
Chapter 11 bankruptcy protection in for us to seek scale beyond our size.” The airline’s A350 wet leases to
the U.S. this year, hoping to dispose of Its most important new partner- Lufthansa and British Airways have
debt and unwanted leasing obligations. ship recently was forged with Qatar been “good and profitable,” Manner

40 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 AviationWeek.com/AWST

says. He notes that aircraft delivery
delays, the European flight disrup-
tions this summer and the pilot
F-Stop
shortage have strengthened demand,
with Lufthansa extending leases on
three Finnair A350s to the end of
March 2023. They have been a good
Aces
opportunity to deploy surplus capac-
ity, he says.
AVIATIONWEEK
According to the Aviation Week 2022 PHOTO CONTEST
database, Finnair’s fleet comprises six
A319s, 10 A320s, seven A321s, six l International
A330-300s and 15 A350-900s, with two
more A350-900s on order. The com- Recognition
position shows its comparatively l Cash Prizes
strong dependence on long-haul flying.
Manner hints that the fleet is likely
to become smaller, at least in the
short-to-medium term. Finnair is plan-
ning to fly 80-85% of its pre-pandemic
capacity in the fourth quarter, and
this guidance will be updated on a roll-
ing basis going into 2023. “That gives
Entry Deadline
you some idea of what we see that the October 24, 2022
network can absorb in terms of capac- Get more information
ity,” he says. “That gives you some and enter your photos at
kind of an idea of the starting point for AviationWeek.com/photo-contest
our thinking [about the fleet].”
The carrier will not acquire any
new aircraft until after mid-2024.
During the pandemic, Finnair has ex-
tended the life cycle of its narrowbody
fleet, halting negotiations over a new
aircraft order.
As part of its restructuring, SAS
also will shrink its fleet. In the Chapter
11 process, it has applied to terminate
leases for 10 of its 100 aircraft, among
them three A330s and two A350s.
The airline plans to convert 20
billion Swedish kronor ($1.9 billion)
of debt into equity and raise an addi-
tional 9.5 billion kronor. Private equity
firm Apollo Global Management is
providing $700 million in debtor-in-
possession financing. But notably, the
three governments involved—Swe-
den and Denmark are shareholders;
Norway is no longer a shareholder
but holds considerable debt—have
agreed to convert their debt into
equity. Denmark has also confirmed
that it is prepared to inject additional
capital, strengthening its role in the
multinational airline.
The theme of government support
prevails for Finnair, where the state
Limited sponsorship opportunities available. Contact:
has pledged support in a form still to
Rob Howlett rob.howlett@aviationweek.com
be determined, pointing out that it
considers the airline an important Andrea Rossi Prudente andrea.rossiprudente@aviationweek.co.uk
part of the country’s economy. c

—With Victoria Moores in London BEN COOPER

AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 41

COMMERCIAL AVIATION
Flight Caps and Media Storms Show
Growing Decarbonization Pressure
> AIRPORTS AND AIRLINES GRAPPLE WITH FLIGHT LIMITATIONS
> FRENCH SOCCER TEAM IS CRITICIZED FOR SHORT FLIGHT
Helen Massy-Beresford Paris
E
uropean airlines are ramping up
their efforts to cut emissions to
meet long-term sustainability
targets, but they are also facing a
growing number of new restrictions
on their operations as well as intensi-
fying scrutiny of those efforts.
Over the summer, European law-
makers in Brussels made progress on
important pieces of European emis-
sions-reducing legislation covering
areas such as the drive to increase the
use of sustainable aviation fuel (SAF)
in the region and the mechanism for
emissions trading.
But as the EU works toward final-
izing the overarching Fit for 55 sus-
tainability legislation, individual gov-
ernments are putting into action envi-
ronmental measures for aviation that
add to the pressure on an industry still
recovering from COVID-19.
Amsterdam’s Schiphol Airport ,
where staff shortages and surging de-
mand led to temporary flight caps this
summer, is facing even bigger issues
after the Netherlands government
announced in June that it plans to im-
pose long-term flight caps to tackle
noise nuisance and emissions.
Under the proposal, the airport ef-
fectively will be limited to a maximum
of 440,000 flight movements a year,
lower than the 500,000 existing limit
and previous government plans to al-
low for growth to 540,000. The gov-
ernment says the move, which could
take effect in November 2023, is
aimed at balancing Schiphol’s role as
an economic and connectivity driver
42 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022
YURIKO NAKAO/GETTY IMAGES
with local residents’ quality of life.
KLM Royal Dutch Airlines says the
proposed move would affect connec-
tivity. “People wish to keep flying to
places that are not yet swiftly or eas-
ily accessible by car or train,” the
company said in a statement. “If KLM
has to reduce the number of flights,
travelers will opt for other, less effi-
cient routes to the same destination.
The environmental impact will re-
main the same.”
International Air Transport Asso-
ciation Director General Willie Walsh
describes the proposal as “a throttling
of air connectivity” and questions
whether the move would actually
achieve the hoped-for reductions.
The Netherlands government is
also expected to dramatically in-
crease its flight departure tax before
the end of September in an attempt
to encourage passengers to forgo fly-
ing and use greener forms of trans-
port such as train travel.
This is nothing new. Many govern-
ments included environmental clauses
in the bailouts they arranged to keep
their airlines afloat during the COVID-19
pandemic, but more and more coun-
tries in Europe and elsewhere are now
looking at ways to limit aviation emis-
sions. While Israel’s recently announced
plan to ban four-engine civilian aircraft
from Ben Gurion Airport will probably
not have a major operational effect—
except on cargo fleets, including El
Al’s cargo subsidiary—it does signal a
change in attitude.
France’s Paris Saint-Germain (PSG)
soccer team faced criticism in early
September after its players flew by
private jet from Paris to Nantes—a
distance of less than 400 km (250 mi.)
and a train journey of less than 2 hr.
The team’s coach laughed off sugges-
tions that they should have taken the
train by saying that the team was look-
ing into the possibility of traveling by
sand yacht.
The Dutch government plans
to impose flight restrictions at
Schiphol Airport to reduce noise
and emissions.
The media storm around the team’s
travel itinerary highlighted the issue
of private jet flights, which French
ministers have cited as an area they
want better regulated at an EU level.
A perfect storm of consumer fears
about the effects of sky-high energy
prices this winter and longer-term en-
vironmental concerns about the emis-
sions effect of aviation means flying is
under scrutiny like never before.
Aviation is also targeted in a broader
new French drive for “energy sobri-
ety,” which the government has set out
in response to the risk of energy short-
ages over the coming winter. Among
other measures to be implemented in
the next several months, the Eiffel
Tower’s lights will be dimmed earlier,
and airports will be required to turn
off their illuminated advertising when
the system is under pressure.
Capitalizing on PSG’s unfortunate
moment in the spotlight, Greenpeace
delivered a sand yacht to PSG’s sta-
dium and the team’s coach eventually
had to apologize for his quip.
As energy sobriety dominates head-
lines in France, Air France has been
quick to highlight the efforts it is mak-
ing to reduce emissions. The carrier,
which had to agree to conditions in-
cluding limiting domestic flights for
routes where short, high-speed train
alternatives exist as part of its state
bailout during the pandemic, has intro-
duced a bevy of measures to help re-
duce emissions. It is working toward
SAF use and fleet renewal as well as
initiatives such as reducing energy con-
sumption in its buildings and encour-
aging staff to use car-share schemes.
The airline is targeting a 12% reduction
in kerosene consumption and a 30% cut
in CO2 emissions per passenger kilo-
meter by 2030 compared with 2019, a
12% reduction in total emissions. c
AviationWeek.com/AWST
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 COMMERCIAL AVIATION

Going the Extra

> AS FUEL PRICES THREATEN PROFITABILITY, there is a legitimacy to these ancil-
lary revenues,” says JLS Consulting
AIRLINES LEAN ON ANCILLARIES Director John Strickland. “There’s a
limit to how much more airlines can
> 2021 BAGGAGE-FEE REVENUE REACHED do directly on board. The more you
$20.9 BILLION GLOBALLY, REPORT ESTIMATES can sell around the flights, the better.
Using dynamic pricing on the ancil-
> SUMMER DISRUPTION COULD BOOST SALES lary products, not just on the ticket,
is another element of this.”
EasyJet said in May that first-half
Helen Massy-Beresford Paris group ancillary revenue rose to £513

A
million ($594 million ), up from £70
irlines operating in an increasingly challenging million in the first half of 2021, as ca-
post-pandemic environment of elevated fuel prices pacity increased. Ancillary revenue
and a looming recession know that ancillary reve- per seat was up by 44.6% to £15.12
from £10.46 in the first half of 2021,
nues can help improve their profitability—and they helped by new product launches.
are getting creative in the quest to boost that revenue stream. The airline said launches, including
of the new leisure fare bundle and cab-
in bag charges added an incremental
£3.14 to ancillary yields compared
with the first half of 2021.
Three months later, in July, the
airline pointed to continued revenue
improvement, with an ancillary yield
per passenger of £22.07, up 55% from
the same period in 2019.
“Despite the loss this quarter due to
the short-term disruption issues, the
return to flying at scale has demon-
strated that the strategic initiatives
TPM TECH IMAGES/ALAMY STOCK PHOTO

launched during the pandemic are de-

As European low-cost carriers
(LCC) reported their latest set of fi-
nancial results over the summer, they
highlighted ancillary revenues as a
high-performing and growing revenue
source, with good results from prod-
ucts linked to convenience and flexi-
bility. Customers, it seems, are willing
to pay to make their journeys
smoother, with paid-for cabin bags,
extra legroom or assigned seats. The
increased use of technology and data
also is helping carriers make the most
of these potential revenue streams.
Wizz Air says ancillary revenue per
passenger in the first quarter declined
9% compared to the same period last
Ryanair passengers
can pay for various
luggage, boarding and
flexibility options.
year, to €34.20 ($34.38), but was still
up compared to the same period of
2020, driven by dynamic pricing on
bundles, seats and bags as well as de-
mand for flexibility products. It was
also higher than the €32.20 ticket rev-
enue per passenger for the period.
The LCC offers products such as
Security Fast Track; Wizz Priority,
which allows customers to pay for
priority check-in and boarding and for
luggage options; and Wizz Flex, which
allows for changing or canceling the
booking without extra fees.
“Provided that people have a choice
on things like speedy boarding or ex-
tra bags rather than hidden charges,
livering now, and with more to come,”
EasyJet said. “This includes a step
change in ancillary yields, increasing
55% versus the same period in 2019.”
Airline ancillary revenue per seat
of £19.47 in the three months through
the end of June, up from £13.14 in the
same period a year earlier, “continues
to benefit from cabin bags and bun-
dles delivering incremental revenue,”
EasyJet said.
Ryanair CEO Michael O’Leary said
in August that the rise in fuel prices
would spell the end of the era of the
€10 air ticket. But for LCCs with cost-
conscious customer bases likely to be-
come even more so as inflation affects
consumer spending power, ancillaries
could become an increasingly useful
tool. The extra revenue allows them to
maintain at least some attractively
low-priced tickets per flight while
steering customers toward paying for
extras to boost the LCCs’ bottom lines.
“Fuel is a factor,” Strickland says.

44 AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 AviationWeek.com/AWST

Mile
“LCCs in particular need to offer low
fares to entice people to book, but then
they have to work doubly hard on all
the other streams.”
Onboard connectivity represents
another opportunity for ancillary rev-
enues, not to mention a key part of air-
line services for legacy carriers. Qatar
Airways announced Sept. 7 that it had
selected Inmarsat’s GX Aviation high-
speed inflight broadband service for its
Boeing 787-9 and 737-10 fleet, offering 1
hr. of free access to its “Super Wi-Fi,”
with the option to purchase full access
for the remainder of each flight.
An analysis published in August
by market-intelligence company
Euroconsult shows a 10% increase
in the number of commercial air-
craft connected to inflight services
compared with 2020: 9,900 aircraft
had inflight connectivity by the end
of 2021. Within the next
decade, the number of
aircraft equipped to pro-
BAGGAGE CHECK Rising Fee Revenues
vide such services is ex-
pected to double to more
than 21,000. Baggage fee revenue
But the balance between Percentage of
the cost of the necessary
global airline revenue
hardware and the price
customers are willing to
pay for it remains a delicate one.
With a natural limit on the number
of onboard revenue streams that air-
lines can identify and persuade pas-
sengers to purchase, it makes sense to
target areas in which passengers can
pay to make their journeys smoother.
An IdeaWorksCompany report pub-
lished in May cites baggage as the “top
a la carte revenue performer” across
the global industry, from LCCs to
network airlines, and notes that bag-
gage-fee revenue was estimated at
$20.9 billion globally last year, with
the potential for much more.
Since then, the industry has faced
significant operational disruption.
Scenes of airport chaos have become
familiar: Many airlines have had to
cancel flights and passengers have
had to contend with lengthy delays
as staffing shortages have prevented
carriers from coping with strongly
returning demand.
That operational disruption could
AviationWeek.com/AWST
Airlines are capitalizing on
increasing high-speed inflight
broadband services provided
through systems such as
Inmarsat’s GX Aviation.
provide a catalyst for further demand
for this type of ancillary product,
Strickland says. “The travel chaos
will certainly leave a taste in people’s
mouths and could encourage peo-
ple to pay to make life easier on the
ground—such as fast-track security
or immigration,” he says. However,
he cautions: “There are limits though,
(U.S. $ billions)
2019 2020
$32.9 $16.9
3.7% 3.9%
Source: IdeaWorksCompany
and these services need to be thought
through carefully to provide what the
customer is paying for.”
“The first-order effect of disruption
is to cause people to rethink whether
they fly at all, rather than what prod-
ucts they can book around that,” says
Altair Advisory Managing Director
Patrick Edmond. However, the disrup-
tion may help to shine the spotlight on
some flexibility- and convenience-
focused ancillary products, he says.
“In general if I’m concerned there’s
going to be a 3-hr. queue to get through
security, I’m going to book anything
I can that will make life easier for
me,” Edmond says.
Ryanair, which has touted its am-
bition to become “the Amazon of
travel,” is also increasing its ancillary
revenues, which reached more than
€22.50 per passenger in the three
months through the end of June, the
first quarter of its financial year.
“Ancillary revenues rose by 474% to
AVIATION WEEK & SPACE TECHNOLOGY/SEPTEMBER 26-OCTOBER 9, 2022 45
INMARSAT CONCEPT
€1.03 billion, as traffic grew (up 461%),
and guests increasingly choose dis-
cretionary services such as priority
boarding, reserved seating and inflight
sales,” the Dublin-based carrier says.
Ryanair offers travel packages in-
cluding different options for number
and size of bags, reserved seating and
priority boarding, but also other trip el-
ements such as preordered
onboard refreshments,
transfers and parking.
The carrier is far from
2021 alone in its diverse ancillary
$20.9 ambitions. AirAsia’s travel
and lifestyle app, which
4.6% the airline dubs the Super
App, allows customers to
book flights, accommoda-
tions and activities, shop for products
or browse deals and manage check-in
and prebook meals, seats or insurance.
That kind of approach makes sense,
Edmond says. “Airlines are looking at
overall travel spend—getting there,
but also getting to and from the air-
port or booking a hotel, etc.,” he points
out. “The greater share they can get
of that, the better. Increasingly, as
airlines like Ryanair and Wizz have
built out their presence in the market,
especially when they have apps, that
becomes a really powerful marketing
and distribution channel.”
Edmond cites the example of Air-
Asia as an airline that is successfully
navigating the use of ancillaries.
“AirAsia is effectively reinventing it-
self as an e-commerce company that
just happens to have some aircraft,”
he says. “If airlines can build a power-
ful enough shop window, they will be
attractive to ancillary providers as a
channel to market through.” c
Another random document with
no related content on Scribd:
200,000 votes; at the November election he received more than a million,
and yet was not elected.
42. In a few cities, for example in Boston, there are no primaries before
the municipal elections. Candidates for the office of mayor may be
nominated by presenting a petition signed by not fewer than 5000 qualified
voters; candidates for the city council must have at least 2500 signatures.
43. This roundabout way of fixing the election date is used in order to
make certain that the election shall not take place on the first day of the
month, a time when those who work in banks, offices, etc., are particularly
busy.
44. It is sometimes arranged that local elections shall take place in the
odd years, while national and state elections come in the even years.
45. A ward boss in a certain American city some time ago was urging his
followers to vote the “straight ticket”, but knowing that some of them could
not read and recalling the fact that the figure of an eagle stood at the top of
his party column, he bellowed at them “Now when you go to the polls put
your cross right under that chicken with the short legs”.
46. For a further discussion, with additional data, see C. A. Beard,
American Government and Politics, p. 673.
47. Proportional representation should also be distinguished from limited
voting and cumulative voting. Under the limited voting plan a voter is
permitted to mark his ballot only for some smaller number of candidates
than there are places to be filled. For example, if seven councilmen are to
be chosen by the electorate of the city at large, each voter might be
permitted to vote for not more than four. The outcome would very likely be
that the strongest party would elect four councilmen and the next strongest
three. This gives a certain amount of minority representation, but does not
ensure proportional representation. Cumulative voting is an arrangement
under which each voter is given as many votes as there are candidates to
be elected but is permitted to allot all or any of his votes as he pleases.
Thus, if three assemblymen are to be elected, the voter will have three
votes. He may give all three votes to one candidate; or two votes to one
candidate and one vote to another; or one vote to each of three candidates.
This plan also gives reasonable assurance of minority representation,
because the weaker party will concentrate its votes upon one candidate,
but the usual outcome is that the majority, whatever its strength, will have
twice as many representatives as the minority. It does not, therefore,
ensure proportional representation. This plan has been used in Illinois.
48. In Ashtabula (Ohio), Boulder (Colorado), West Hartford
(Connecticut), and Sacramento (California). Cleveland, the fifth largest city
in the United States, adopted in 1921 a new city charter in which provision
is made for using proportional representation at council elections. The first
election under the new plan will be held in the autumn of 1923.
49. Various other things, not in themselves wrong, have been made
illegal by statute because they are regarded as contrary to good public
policy in that they tend to render an election undignified, or unfair, or
unnecessarily expensive. Canvassing and distribution of campaign
literature is forbidden within a certain radius of the polling place. Campaign
advertisements must not be printed in some states unless they bear the
name and address of a qualified voter. Candidates are required to file with
the proper authorities a statement of their campaign expenses and it is
illegal to spend more than a prescribed sum even for purely legitimate
purposes, such as the hiring of halls and the printing of posters. The
purpose of these provisions is not only to render the election a dignified
affair, as becomes an exercise of popular sovereignty, but to give every
candidate, rich or poor, as nearly equal a chance as the laws can ensure.
These regulations are sometimes evaded, it is true, but on the whole they
are well respected both by party organizations and by candidates. In
Senator Newberry’s case the United States Supreme Court ruled that
Congress could not limit the campaign expenses of candidates for election
to the Senate or the House. Control of these elections rests with the
several states.
50. They try to persuade the existing parties into helping them gain their
object; if they fail in this, they frequently organize a new party. Thus the
Liberty and Free Soil parties were organized to abolish slavery; the
Prohibition party to get rid of the liquor traffic, and the Progressive party to
put through various political and economic changes which the older parties
would not father.
51. That, indeed, is what does actually happen at times in spite of the
party system. A President, elected by one political party, negotiates a
treaty; a Senate controlled by the other political party declines to ratify it. A
governor insists that pledges made by him during the election campaign
shall be carried out; but the legislature (having a majority of the opposite
faith) declines to pass the necessary laws. A mayor tries to make an
appointment, and his political opponents in the city council refuse
confirmation. Such things happen now and then. As a general rule,
however, when a political party gains control of one branch of the
government it gains control of the other too.
52. There have been some critical issues at different times in American
history, such as nullification, slavery, secession, reconstruction, green-
backs, free silver, the regulation of trusts, imperialism, the league of
nations, and so on. Most of the leading issues in recent years have been
economic in character; they have been concerned with such matters as the
railroads, the merchant marine, the regulation of industry, immigration,
relations with Mexico, banking reorganization, the extension of aid to
agriculture, conservation, budget methods, and international trade.
53. This is quite a contrast with what has happened in France, Germany,
Italy, and the other countries of Continental Europe. In these countries
there are several parties and they continue in existence for long periods of
time. No two parties ever manage to get the field of politics largely to
themselves. It is significant that the two-party system has flourished in the
English-speaking countries, that is, in Great Britain, the British colonies,
and the United States. Everywhere else there are from three or four to a
dozen parties. Why should there be this difference?
54. Until recent years the state convention also had the function of
nominating the party candidates for state officers, but in most of the states
this prerogative has been taken away from the convention and the
nominations are made by the party voters at state-wide direct primaries. In
the others the nominations are still made by the conventions. Even where
the primary is used, however, it is sometimes the practice of a convention
to adopt an “unofficial” slate of candidates which it recommends to the
voters for their endorsement at the primary (see p. 129).
55. At the Republican national convention of 1880 it took thirty-six ballots
to nominate Mr. Garfield. In 1912, at the Democratic national convention,
Woodrow Wilson was not nominated until the forty-sixth ballot. Sometimes
the very first ballot results in nominating the candidate as happened with
Mr. Wilson in 1916. How many ballots were taken before the nomination of
Mr. Harding at Chicago in June, 1920, and before the nomination of his
opponent, Mr. Cox, at San Francisco, a few weeks later?
56. Rings and bosses are not American inventions. Pericles was a
political boss, and a very successful one in his day. There were bosses in
ancient Rome; they could even get together and form a ring (they called it a
triumvirate). Simon de Montfort, the so-called “father of the House of
Commons”, was a boss and a rather skilful one at that. Pitt, the younger,
was a boss of the first order, a corrupt one, too. In America we have had
many political bosses from Aaron Burr down, but most of them have
operated in state and city politics. There is no national party boss; the field
is too large for any one man to control. Perhaps the most notable of all
American bosses was William M. Tweed, who dominated the politics of
New York City a half century ago. “He was an American by birth, a
chairmaker by trade, a good fellow by nature, a politician by circumstances,
a boss by natural process of evolution, and a grafter by choice.” As the
boss of his party he sold nominations openly, assessed public officeholders
for contributions to his campaign funds, gave out contracts to his friends,
looted the city treasury, and finally went to jail. New York’s experience with
Tweed cost the city about fifty million dollars in less than five years.
57. The campaign fund of the Republican party, when it elected Abraham
Lincoln in 1860, was a little over $100,000. The amount raised by the
Republicans for the campaign of 1920 was about $4,000,000. The
Democratic campaign fund was considerably smaller, but it also ran into the
millions. The laws provide that the treasurers of these funds must publish,
before the election, the names of all contributors who give more than $100,
and after the election must file a statement of all moneys expended.
Corporations are forbidden to contribute to any federal campaign fund.
58. These costs mount up quickly. A torchlight procession in a large city
costs several thousand dollars. To send a single circular, with a one-cent
stamp on the envelope, to every registered voter in a city the size of Boston
costs for printing, stationery, stamps, and labor about $10,000. Some large
halls cost $500 per night, yet halls for meetings have to be hired night after
night during the latter part of the campaign.
59. In Louisiana, however, the counties are known as parishes.
60. The largest county in the United States is San Bernardino county,
California, which covers more than 2000 square miles. The smallest is
Bristol county, R. I., with about 25 square miles. Cook county, which
includes Chicago, has the biggest population and Cochran county, Texas,
with less than 100 people, has the smallest.
61. In some states he is known as the district attorney, state’s attorney, or
county solicitor.
62. To discontinue a prosecution the prosecuting attorney files in court a
statement known as a nolle prosequi, indicating that he does not wish to
press the case to trial. The right to do this gives the official a great deal of
power, which has been in some cases abused.
63. A deed is a document by which one person conveys land to another.
It is the duty of the purchaser to make sure that his deed is valid and that
the seller has a good title to the land which he sells. This he can ascertain
by examining the records in the registry of deeds. In some states a plan
known as the Torrens System is in operation. Intending purchasers submit
their deeds to the registration official, who examines them. If he finds that
the title is good, he registers the deed and thereafter the title may not be
questioned. Where the Torrens System is not in operation a purchaser can
get his title insured by paying a premium to a title insurance company.
64. There is a widespread impression that the government of the New
England towns, being a close approach to a direct democracy, has been a
great and consistent success. These towns have been pictured by some
writers as little Utopias, free from state interference, and privileged to
manage their own affairs in their own way. Unhappily this portrayal does not
square with the facts. Small agricultural communities, such as the New
England towns used to be, can manage their local affairs satisfactorily
under almost any form of government. But when population grows, and
factories come in, and local activities are multiplied—then the problems of a
town are akin to those of a city and have to be handled in the same way.
65. In some of the New England states there are places of twenty, thirty,
or even forty thousand people which are still governed as towns. (See p.
175.)
66. See the chart facing this page.
67. According to the census of 1920 these twelve cities are as follows:
New York, 5,612,151; Chicago, 2,701,212; Philadelphia, 1,823,158; Detroit,
993,737; Cleveland, 796,836; St. Louis, 772,897; Boston, 747,923;
Baltimore, 733,826; Pittsburgh, 588,193; Los Angeles, 575,410; San
Francisco, 508,410; Buffalo, 505,875.
68. If you make your home in a rural community, you will become
acquainted with most of your neighbors within a week; you will know all
about them, and (if they can find it out) they will know all about you. But if
you go as a stranger to live in a city apartment, with only thin walls
separating you from your neighbors, you may remain there for months or
even for years without becoming acquainted with any of them. You may not
even know your neighbor’s name, save for seeing it on his door.
Neighborliness is a trait of human nature which disappears in the great
cities. In the city a man’s friends are not his neighbors as a rule, but
persons of his own occupation or interests who may live a considerable
distance away. This is an important difference, for it means that townships
and villages have a unity which the wards and districts of large cities do not
possess.
69. The shortest city charter ever granted is the charter of London, given
by William the Conqueror in 1066. It contains exactly sixty-six words. The
longest is the present charter of New York City, which fills a closely-printed
book of 1478 pages.
70. It was understood that by applying a general charter law or municipal
code to all the cities of a state, or to all the cities of a certain class, the
legislature would be discouraged from enacting special laws for particular
cities. But that is not what resulted. Legislatures adopted the plan of
passing laws which were general in form but which by the nature of their
provisions could apply to some one city alone. For example: The Ohio
legislature on one occasion provided that “Any city of the first class, having
a population of more than 150,000, wherein a public avenue of not less
than 100 feet in width is now projected, to be known as Gilbert Avenue, is
hereby authorized to issue bonds, etc.” This law, on its face, applied to all
cities of the first class; in reality it gave special privileges to one particular
city.
71. A few states, although unwilling to grant municipal home rule, have
gone part way in that direction by establishing what is known as the
Optional Charter system. The legislature, under this plan, draws up several
different types of charter. A city may by popular vote adopt any one of
these but is not permitted to make a special charter for itself. The merit of
this plan is that it allows a city a considerable amount of choice without
opening the door for all manner of rash local experiments, many of which
bring controversy and lawsuits because they run foul of the state
constitution or laws. The various optional charters are so framed as to be in
harmony with the general laws of the state. This plan is used in New York,
Massachusetts, and Virginia. Ohio has both the home rule and the optional
charter system; in addition there is a general charter law for such cities as
do not take advantage of the other opportunities.
72. Surprisingly few mayors have ever gone any higher in the public life
of the state or nation. Most mayors, when they finish their terms, drop but
of sight. There are some exceptions, of course, the most noteworthy being
Grover Cleveland, who served as mayor of Buffalo before he was elected
governor of New York and, later, President of the United States. Before
becoming Secretary of War in President Wilson’s cabinet, Newton D. Baker
served two terms as mayor of Cleveland, and Brand Whitlock was thrice
mayor of Toledo before he became minister to Belgium. A few other mayors
have become governors, ambassadors, or members of Congress; but
when we remind ourselves that nearly 400 men have held the office of
mayor in the fifty largest cities of the United States since 1900, we may well
wonder what became of all the rest. Apparently the office of mayor is not a
good political stepping-stone. Is the fault with the office or with the men
who usually occupy it?
73. The objection may also be overcome by using the system of
proportional representation described on pp. 134-136.
74. In September, 1900, a tidal wave swept in from the Gulf of Mexico
and destroyed about a third of the city. Galveston was already
overburdened with debt, and by this disaster, which wrecked much city
property, became practically bankrupt. The leading citizens came together
and decided that radical measures would have to be taken. They, therefore,
petitioned the Texas legislature to abolish the old city government, placing
entire charge of all municipal affairs in the hands of five trustees or
commissioners. The legislature complied and the new plan went into effect
in 1901.
75. The largest of these cities are Buffalo, New Orleans, and St. Paul.
Among the 400 commission-governed cities there are only fifteen with
populations exceeding 100,000. The plan has proved most popular in
places of small and medium size.
76. See the diagram which faces p. 198.
77. The plan originated in Sumter, N. C., but the first large city to adopt it
was Dayton, Ohio, about ten years ago. In the autumn of 1921 Cleveland
adopted a city-manager charter which will go into effect in January, 1924.
78. For an example of the way in which the city’s administrative work is
divided, see the diagram facing this page.
79. Some cities have established a central purchasing office which buys
all supplies of every sort, thus securing a concentration of the work. A
considerable saving is made in this way. But in most cities each department
still does its own buying.
80. More than a hundred and twenty-five years ago, when it was decided
to build the nation’s capital on the shores of the Potomac, President
Washington sent to France for Major L’Enfant, an engineer who had served
in the American army during the Revolution, and entrusted to him the task
of laying out the new city. L’Enfant took great pains to provide for wide
streets; he designated the location of the important public buildings (such
as the Capitol and the White House) and left plenty of open spaces in his
plan.
81. In Washington, thanks to L’Enfant’s sagacious planning, the streets
occupy about one-half the entire area.
82. This plan also renders it easy to find one’s way about, and this is
particularly true when the streets are known by numbers rather than by
names.
83. See the illustrative diagram facing this page.
84. Pavements Arranged in Their Approximate Order of
Desirability from Different Points of View
Economy Economy Durability Cleanli- Noiseless- Safety
in in ness ness
construction Repair
Macadam Granite Granite Asphalt Wood Granite
Asphalt Brick Wood Brick Macadam Macadam
Brick Wood Brick Wood Brick Brick
Wood Asphalt Asphalt Granite Asphalt Wood
 Granite Macadam Macadam Macadam Granite Asphalt
85. A common pretext is to allege that the lowest bidder is not a reliable
contractor, or that he underpays his workmen, or that on some previous
contract he failed to do a good job. Any such excuse is good enough for
city officials who desire to favor their own friends at the public expense.
City charters sometimes provide that contracts must be given to the lowest
bidder, but a hard-and-fast requirement of this kind may sometimes lead to
difficulties.
86. The unsightliness of the billboards is not their only objectionable
feature. Unless they are firmly anchored in the ground they are often blown
down by heavy winds; they afford places of concealment for footpads; and
they become the nucleus of a rubbish heap. Land is rented for billboard
space which otherwise would be improved and built upon. Billboard space
is given over very largely to the advertising of non-essentials. If you will
make a survey of say fifty billboards in your own community, you will find
that by far the greater portion of the space is given to advertising luxuries.
Local merchants use billboard advertising very little. Outside concerns take
most of their surface.
87. Restrictions may legally be placed upon private property in the
interest of the public safety, health, or morals. But people cannot be
prohibited from using their own private property in ways which merely
offend the public taste.
88. The watchmen were very unreliable. In London it was said that most
of them spent the greater part of the night in the ale-houses while thieves
prowled around in the streets. In order to keep the watchmen on their
patrols it became the custom to have them call out the hours as they went
along. These watchmen’s cries, “Three o’clock, a misty morning”, etc., were
a quaint feature of London life a hundred years ago.
89. Sir Robert Peel, who established the first regular police force in
England, made himself very unpopular for a time by this step. The
members of the new police force, by way of ridicule, were called “peelers”
and “bobbies”, and these nicknames persist in England to the present day.
They wore (and still wear) blue coats with copper buttons, for which reason
the London youngsters also referred to the policeman as “the copper”. In
America we have shortened it to “the cop”.
90. In Berlin, for example, 98 per cent of the buildings are of brick, stone,
concrete, or other fire-resisting material. In the average American city such
buildings do not usually form more than 25 per cent of the total.
91. Take the income-tax amendment, for example; or the prohibition
amendment. Both of them show a popular willingness to place great
powers in the hands of the federal government. The people would not have
agreed to direct election of senators a hundred years ago; but they did it in
1913.
92. Hawaii and Alaska are both governed in the same way, and exactly
like one of the old territories. Porto Rico has a slightly different form of
government, in that certain high officials besides the governor are
appointed by the President. The government of the Philippines differs still
further in that the higher administrative officials are appointed by the
governor who, in turn, is named by the President.
93. During 1921 a study of Philippine conditions was made, at President
Harding’s request, by Major-General Leonard Wood and the Hon. W.
Cameron Forbes, former governor-general of the islands. These two
eminent investigators, after a careful survey, found much to say in praise of
the Filipinos; but their general conclusion was that the islanders needed
further training in self-government under American supervision before they
could wisely be given complete independence. The entire text of the Wood-
Forbes report is printed in The Times “Current History” (January, 1922), pp.
678-694.
94. An area which is neither a state nor a territory, a zone nor an insular
possession remains to be mentioned. This is Washington, or the District of
Columbia as it is officially called, the home of the nation’s government. It
has neither mayor nor aldermen. The government of the District is in the
hands of three commissioners appointed by the President, one of them
being an officer of the army. These three commissioners carry on all the
work of municipal administration.
95. In some states, in Ohio, for example, the question of calling a
constitutional convention must be voted upon every twenty years.
96. In some states the legislature, in proposing an amendment, must
pass it in two successive sessions, or by a two-thirds vote, or must conform
to some other special requirement.
97. See especially Art. I, Sec. 9; and Amendments I-XV, XIX.
98. These four propositions may perhaps be made more understandable
by the accompanying table, which does not purport to be a complete
enumeration but only an illustration of the way in which the propositions
work out.

Exclusively Concurrent Prohibitions Prohibitions Exclusively

National Powers upon the upon the State Powers
Powers Nation States
To conduct To tax. To abridge To keep troops To make and
foreign af- freedom of or ships of enforce the
fairs. To borrow worship or war in time ordinary
money. of the press of peace. civil and
To raise and or of assemb- criminal
support ar- To promote ly or of pet- To entry into laws.
mies. education. ition. any treaty.
To establish
To maintain a To encourage To deny any To coin money and control
Navy. agriculture. of the other or issue local govern-
privileges bills of ment.
To regulate To charter enumerated credit.
foreign and banks and in the Bill To conduct
interstate other corpor- of Rights To pass any elections.
commerce. ations. (see Amend- law impair-
ments I-X). ing the law To regulate
To coin To enforce the of contracts. commerce
money. Eighteenth To permit and industry
Amendment. slavery in To lay any within the
To establish any territory tax or duties state.
a postal To establish within the on imports.
service. and maintain national jur- To protect the
courts. isdiction. To abridge life, health,
To grant pat- the privi- and morals of
ents and To abridge leges or im- the people
copyrights. the suffrage munities of (the “police
of citizens citizens of power”).
To admit new on account the United
states. of sex. States, or
deprive them
To give prefer- of life, lib-
ence to one erty, or pro-
state over perty without
another in due process
matters of of law or de-
commerce. ny to persons
within their
jurisdiction
the equal
protection of
the laws.

To abridge the
voting rights
of citizens on
 account of
race, color,
previous
condition of
servitude, or
sex.
To pass any bill of attainder or ex
post facto law. To grant letters
of nobility. To levy duties on
exports.
99. A wide range of authority is included, for example, within the term
“police power”, which is the power of the state to take measures for
protecting the safety, health, and morals of the people.
100. Any member of the legislature may introduce a bill, but not many of
them know how to draft one properly. That is not surprising, for state
legislatures are not made up of lawyers alone but of farmers, shop-
keepers, and other plain citizens who have had no previous experience in
lawmaking. In order to help the members of the legislature some states
have established legislative reference bureaus in charge of expert bill-
drafters. These bureaus keep on file all the latest information concerning
what is being done in other states, including copies of laws which have
been passed there. At the request of any member the bureau officials will
prepare a bill embodying the member’s ideas.
101. A good deal of the trouble is due to party leaders and to lobbyists
who plague the members into voting for measures or against them.
Lobbyists are paid agents of corporations, labor organizations, women’s
leagues, reform associations, granges, and so on, who hang around the
lobby and argue with the legislators, trying to influence their action by
persuasion or threats as may seem likely to be most effective. At any state
capitol one may count these lobbyists by the dozen.
102. In New York State the Supreme Court, paradoxically, is not
supreme. Final authority among the state courts rests with a still higher
court, known as the Court of Appeals.
103. The jurisdiction of the federal courts is explained on pp. 311-313. All
other cases besides those named in the constitution come within the
authority of the state courts.
104. When a governor instructs these elective officials to do something,
they frequently refuse. In one case a state treasurer kept large sums of
money in banks which the governor and other high state officials believed
to be unsafe. They urged him to withdraw these funds, but the treasurer
declined to do so. A little later two of these banks were closed by order of
the bank commissioner and half a million dollars of the state’s money was
tied up.
105. See the diagram facing this page.
106. There were some notable absences. Thomas Jefferson and John
Adams were not there; both were serving their country as diplomatic
representatives abroad, the one in France and the other in England. Nor
was John Hancock, whose flashing signature first meets the eye among the
signers of the Declaration. Neither was Patrick Henry present, for he was
strongly opposed to the convention’s being held at all and declined to be a
delegate from Virginia.
107. Three of these compromises, commonly known as “The Great
Compromises”, stand out prominently and are fully described in all books of
American history, so that they do not need to be given in detail here. There
were compromises on many minor points as well.
108. North Carolina did not ratify, however, until 1789, and Rhode Island
not until 1790.
109. A congressman who is elected in November does not take his seat
until a year from the following December. This is because, although elected
in November, his term does not begin until the ensuing fourth of March. By
that time the winter session is over. Thus it happens that men who are
defeated at the polls often continue to make the nation’s laws.
110. No one is eligible for election to the Senate unless he is at least
thirty years of age. He must also have been a citizen of the United States
for at least nine years and at the time of his election an inhabitant of the
state from which he is chosen. The governor of the state may be
empowered by the legislature to fill any vacancy which may occur through
the death or resignation of a senator, this temporary appointment to be
valid until a senatorial election is held.
111. The Vice President of the United States presides over the Senate
when trying impeachments, as at other times; but when the President is
being impeached the Chief Justice of the Supreme Court serves as
temporary presiding officer. Who would preside in case the Vice President
were impeached? The constitution does not say. Presumably the president
pro tempore of the Senate would preside.
112. Nine civil officers of the United States have been impeached at one
time or another during the past hundred and twenty-five years. The most
notable case was that of President Andrew Johnson in 1868. He was
charged by the House of Representatives with having violated the laws
relating to appointments (particularly the Tenure of Office Act), but was
acquitted. The Senate voted thirty-five to nineteen for his conviction, but
this was one vote short of the necessary two-thirds majority.
 113. Despite the desirability of keeping the membership down, there is a
constant temptation to increase it in order that no state shall have fewer
representatives than it has become accustomed to having.
114. When Elbridge Gerry was governor of Massachusetts in 1812, the
state legislature rearranged the congressional districts in such a way that
one of them had a dragon-like appearance. The boundaries of this district
had been marked on a map in a local newspaper office. Gilbert Stuart, the
famous painter, happened to come in and with his pencil added a head,
wings, and claws to the figure. “That will do for a Salamander,” he said.
“Better say a Gerry-mander,” replied the editor, and the outlandish name,
thus accidentally coined, passed into the English language.
115. The plan at present (1922) is as follows: the Republican members of
the House from each state select one of their members to represent them
in choosing the committees. This representative from each state becomes
a member of the Committee on Committees and at meetings of this
committee casts a vote equal to the number of Republican Representatives
from his state. This Committee on Committees selects the Republican
members of the various committees. A caucus of the Democratic members
of the House, sometimes through the medium of a Committee on
Committees, selects the Democratic members of the Committees. Then the
House as a whole accepts the joint list.
116. On many bills the committees do not even hold hearings; if they did,
they would never get through with their work. Measures by the hundred are
introduced each year by congressmen simply to please people in their
districts and without the slightest expectation that they will ever be passed.
117. When bills are introduced in the Senate, they are considered there
first and then sent down to the House. Except in the case of bills relating to
revenue and expenditure any measure may be introduced in either
chamber.
118. Another way to delay business is to keep continually asking for roll-
calls to see if a quorum is present. Calling the names of 435 members
takes a lot of time. Some years ago a bill was introduced to provide for the
installation of electric apparatus by means of which every member could
register “Yes”, “No”, or “Present” by merely pressing a button at his seat.
On the wall there were to be electric bulbs set opposite each
congressman’s name. Pressing the button would indicate the
congressman’s answer to a roll call by flashing a red or white or blue light
on the wall. Congress did not adopt the plan.
119. See pp. 463-465.
120. On the question whether members of the American cabinet should
sit in Congress, see p. 302.
 121. During the past year or two a group of congressmen, both senators
and representatives, from the agricultural states has been voting solidly
and without regard to party affiliations on many important measures. This
group is known as the “agricultural bloc”. Its avowed aim is to see that the
interests of the farmers are properly safeguarded in all legislation. For a
brief discussion of this topic from a different angle, see p. 350.
122. James Bryce, American Commonwealth, Vol. I, Ch. VII.
123. When the constitution was finally drawn and made public many
features of it were strongly criticized, but nowhere was there any objection
to this method of electing the President. Everyone seemed to feel that this
method of choice by an electoral college was an admirable one. Yet
curiously enough it turned out to be one of the poorest things that the
convention did. It has completely failed to work out as the convention
intended. Direct popular election, which the constitution endeavors to
avoid, is exactly what we have. The convention, moreover, placed no limit
upon the number of terms which a President might have. But Washington
set the example by declining a third consecutive term and no President
since his time has ever served three terms. From time to time it has been
suggested that the President’s term should be lengthened to six years and
that he should then be made ineligible for re-election, just as, in some of
our larger cities, the mayor is ineligible to succeed himself. This suggestion,
however, has never found much favor.
124. If the original plan were now followed, this is about what would
happen: After the presidential election in November the people and the
newspapers would be discussing the probable attitude of the electors,
wondering whom they would choose and making various suggestions to
them. Some electors would be announcing their preferences; others would
be keeping silent. With great interest we should await the meetings of the
electors in January; the newspaper reporters would crowd outside the door
to gain the first inkling of their decisions in each state; the returns would
come in one by one from the forty-eight state capitals and would be figured
up with breathless interest. But what actually does happen is very different
from this. On the evening of the presidential election the fight is all over.
Nobody knows, and nobody cares who the electors are. We only know that
a majority of them will vote for the Republican or for the Democratic
candidate when the time comes. In January they meet, almost unnoticed,
cast their votes as a matter of form, and get a small paragraph somewhere
on the inside pages of the newspapers.
125. See p. 158.
126. The House votes by states; the Senate by individual members. See
Amendment XII. In 1800 there was a tie, Thomas Jefferson and Aaron Burr,
each having an equal number of votes. The House of Representatives
decided the tie by electing Jefferson. Then the Twelfth Amendment was
adopted. In 1824 no candidate received a majority, and on this occasion
the House chose John Quincy Adams as President. The system worked
thereafter without mishap for over fifty years, but in 1876 there was a
serious muddle because twenty-two electoral voters were in dispute,
namely, the votes of Oregon, Louisiana, South Carolina, and Florida. From
each of these states two sets of electors claimed to have been chosen. The
controversy was decided by a special commission of fifteen members, five
from the Senate, five from the House, and five from the Supreme Court. By
a vote of 8 to 7 this commission decided in favor of Rutherford B. Hayes
and he became President.
127. In the Republican national convention of 1920, for example, General
Leonard Wood and Governor Lowden polled the largest number of votes
on the first ballot. Senator Hiram Johnson of California was third and
Senator Harding of Ohio was fourth. But neither of the two leading
candidates could obtain a majority although ballot after ballot was taken.
Finally, when the delegates were becoming tired and impatient, some of
their leaders came together and agreed to unite on Senator Harding. They
advised their supporters to swing over to him and on a subsequent ballot
he was nominated.
128. The delegates sometimes resent this attitude on the part of the
leaders. They may make a strenuous fight in the convention or they may
bolt altogether. Thus, in 1912, the leaders of the Republican convention
decided to renominate President Taft and, after a hard fight, managed to
get a majority of the delegates recorded in his favor. But a very strong
minority desired to nominate ex-President Roosevelt, who was believed to
be far more acceptable to the rank and file of the party throughout the
country. When they failed in the convention they left the hall, formed a new
party, and nominated Colonel Roosevelt as the Progressive candidate. But
this merely split the Republican ranks wide open and made certain the
success of the Democrats at the forthcoming election.
129. During the past fifty years there have been eleven presidents. Of
these, six came from Ohio and three from New York. One came from
Indiana (but was a native of Ohio), and one from New Jersey. Only four
states, therefore, have contributed occupants to the presidential office
during half a century.
130. England is a monarchy and the United States a republic, yet the
English monarch has no veto power like that of the President. By usage the
king must sign every bill that is laid before him. Someone has said that the
king of England would be under obligations to sign his own death warrant if
parliament should send it up to him. The President of the United States is
given his far-reaching power to override the wishes of a majority in
Congress because he is an elective officer and in the exercise of his veto
acts for the people, not for himself.
131. When Mr. Harding was elected in November, 1920, President
Wilson was slowly recovering from a severe illness. Great problems were
awaiting attention and by many it was deemed unfortunate that the newly-
elected President could not take hold of them for four months. So Mr. Bryan
suggested that Mr. Harding should be appointed Secretary of State and
that thereafter the President and Vice President should resign. This, under
the rules of succession, would have enabled Mr. Harding to take office at
once. But the suggestion was not accepted.
132. On assuming office in 1921 President Harding invited the Vice
President to attend all meetings of the cabinet.
133. When President Wilson was ill in 1920 the Secretary of State, Mr.
Robert Lansing, called the cabinet together to discuss some urgent matters
of business. In due course the President heard of this action and resented
it. In a letter to the Secretary of State he called attention to the fact that
without the President there was nothing that the cabinet could legally do.
134. President Lincoln, for example, did not consult the cabinet in the
framing of the Emancipation Proclamation; he merely read it to the cabinet
after it was finished. General Grant treated his cabinet as though it was
merely his general staff with the function of carrying out orders rather than
giving advice. President Roosevelt usually had his own mind made up on
matters of policy, and the members of his cabinet, although they differed
from him in temperament, did not often differ from him in opinion. President
Wilson, in choosing his cabinet, made it a point to get men whose minds
ran along with his own. On the other hand, President Hayes, President
Harrison, and President McKinley were considerably guided by the advice
of their cabinets and consulted them freely.
135. The State Department deals chiefly with foreign and diplomatic
affairs as well as with relations between the nation and the states; it also
promulgates the laws passed by Congress. The Department of the
Treasury collects the revenues, pays the government’s bills, attends to the
borrowing of money when necessary, issues the currency, and has general
supervision over the national banks. The War Department has charge of
the armed forces, the land fortifications, the purchase of munitions, and the
whole upkeep of the army. The Department of the Interior has functions of
a very miscellaneous nature, so much so that it has been jocularly called
the “department of things in general”. It has charge of national parks and
forests, patents, pensions, the geological survey, and various other things
which have little relation to one another. The Postmaster-General assumes
the oversight of the entire postal service. The Department of Justice has an
Attorney-General at its head. He is the government’s chief legal advisor
and represents it in all legal controversies. The Navy Department has
charge of all the nation’s armed forces afloat. The Department of
Agriculture has to do with the promotion of agricultural interests throughout
the country (see pp. 346-348). The Department of Labor has charge of
immigration, naturalization, and the execution of the federal laws relating to
labor. The Department of Commerce is concerned with the development of
foreign and domestic trade, the inspection of steamboats, the publication of
consular reports (see pp. 373-374), and so forth.
136. In addition to the ten regular departments there are other branches
of the national administration whose heads are not members of the cabinet.
These include such bodies as the Interstate Commerce Commission (p.
364), the Federal Trade Commission (p. 391), the Civil Service
Commission (p. 103), the Tariff Commission (p. 370), besides various
bureaus of one kind or another. Members of these boards and heads of the
independent bureaus are all appointed by the President, responsible to
him, and removable by him.
137. This is old French for Hear Ye! Hear Ye! The custom of opening a
court session with these words goes back to the time of the Plantagenets in
English history.
138. It may be well to explain briefly some of the terms commonly used
in connection with the law and the courts. The parties to a suit at law are
usually known as the plaintiff and the defendant. A criminal case is one in
which some crime is charged; in a civil case, the issue concerns the private
rights of individuals (for example, when a man is sued for debt). A court has
original jurisdiction where cases come before it in the first instance without
having already been heard by some other court; it has appellate jurisdiction
when cases come up from some other court on appeal.
139. In more than one hundred and thirty years only one Supreme Court
justice has been impeached and he was acquitted. The charges in this
case, moreover, did not reflect upon the integrity of the judge.
140. Article III, Section 1.
141. A few cases come directly before the Supreme Court, for example,
suits between two states of the Union; but the great majority of cases come
up on appeal, or on writ of error, which is a method of appeal.
142. There are, in addition, some special federal courts, such as the
court of claims, the courts which try cases in the District of Columbia, and
the courts of the insular possessions.
 143. These rules were gathered together and put into written form by
various commentators, chief among whom were Glanvil, Bracton, Coke,
Littleton, and Blackstone. Blackstone’s Commentaries on the Common Law
of England, compiled before the American Revolution, is still the standard
work, known to every lawyer.
144. The colonists looked upon the common law as a bulwark of
individual freedom. Edmund Burke, in one of his speeches, mentioned as a
significant indication of the colonists’ familiarity with the common law the
fact that almost as many copies of Blackstone had been sold in America as
in England. The Declaration of Rights adopted by the First Continental
Congress in 1774 spoke of the colonies as entitled to all the provisions of
the common law.
145. Where may these laws be found? Statutes passed by Congress are
printed in the Statutes-at-Large, one or more volumes for each session.
State statutes are printed in volumes known as Session Laws, or simply as
Laws of Pennsylvania or Acts and Resolves of Massachusetts. From time
to time, usually every ten years, these state laws are revised, rearranged,
and consolidated into one general compilation, usually published as the
Revised Statutes or Revised Laws. A similar publication is issued
periodically containing the revised national statutes. City councils enact
legislation by means of ordinances, which are put together in a volume of
Revised Ordinances. When all the national or state laws relating to a
certain subject (for example, criminal law, or civil procedure, or municipal
affairs, etc.) are brought together into one compilation this is usually known
as a code. Thus we speak of the Criminal Code or the Code of Civil
Procedure or the Municipal Code.
146. In general, equity applies only to certain classes of civil actions and
never to criminal cases; its procedure is simple; a jury is not ordinarily
summoned to hear the facts; evidence in writing may be submitted;
judgment is given by the issue of an order or decree and not by awarding a
certain sum in damages. A further explanation may be found in the
Cyclopedia of American Government, Vol. I, pp. 673-675.
147. Courts of law, in addition to awarding punishment in criminal cases
and damages in civil cases are empowered to issue writs. Writs are orders
or decrees commanding certain things to be done or left undone. They are
addressed to other courts, or to public officials, or to individuals. The best-
known of these writs is the writ of habeas corpus, an order issued to a jailor
or other custodian commanding him to produce a person in court and show
why he is held in custody. If the court finds that the person is wrongfully
held in custody it orders his release. Another common writ is the writ of
mandate (mandamus) issued to public officials to compel them to perform
some duty which is imposed upon them by law. A writ of error is issued in
order to carry a case from a lower to a higher court.
148. In some county courts the grand jury is not now used (see p. 172).
149. These objections are called challenges. The judge decides whether
they are well-founded. Both sides are usually allowed a certain number of
peremptory challenges, that is, objections for which no reason at all need
be given.
150. There are two or three things which you ought to remember when
going on the witness stand. Tell what you know about the case simply and
briefly; tell only what you actually know, not what you think, or what
somebody told you. Don’t venture your own opinion unless you are asked
for it. When you are being cross-examined, think over every question
before you answer it. If you answer everything quickly and without thought
you will probably fall into a trap and appear to be contradicting yourself.
The opposing lawyer is playing a game of chess with you. Watch his moves
and take your own time in making yours. If you make any slip, correct it
there and then; don’t let it pass with the idea that it will never be noticed.
The witness stand is a place where a man needs to have his wits about
him.
151. If the case is not very serious the prosecuting attorney sometimes
recommends that there be no further trial and the accused person is then
freed.
152. For example, where the jury has disregarded the judge’s
instructions on points of law or where the jurymen have reached their
verdict in some improper way.
153. A prisoner was once charged with setting fire to his own home and
burning it down, thus causing the death of his father and mother. The
prosecuting attorney first put him on trial for the murder of his father; but
the jury acquitted him. Another jury was then summoned and the attempt
was made to place him on trial for the murder of his mother. The prisoner’s
counsel argued that this was placing him on trial the second time (or in
second jeopardy as it is called) for the same offence. The prosecuting
attorney argued that it was a different offence, the murder of a different
person. Which was right?
154. After the Revolution the different states claimed vast tracts of
western lands but they ultimately surrendered these claims to the national
government. The lands were surveyed and offered for sale at low prices.
Many years later Congress adopted the homestead system by which actual
settlers might get lands for almost nothing.
155. It is said that if all the available water power of the United States
were put to use, it would take the place of all the coal that is now being
used in supplying industries with power. “White coal” it is called, and there
is an abundance of it.
156. In early days the slaughtering of cattle was done locally, but the use
of refrigerator cars has led to the centralizing of the meat industry at a few
great centers.
157. We have had a striking illustration of this in recent years. During the
World War the prices of all agricultural products rose enormously and they
continued high for a short time after the war came to an end. Then they
dropped quickly to a low level and by so doing left the American farmer in a
hard situation. Labor and supplies cost him nearly as much in 1921 as in
1919, while he received in some cases only half as much for the products
of his land.
158. A large part of our nitrate supply comes from Chile, but owing to the
lack of shipping during the war not much could be brought from that
quarter. The United States government built a huge nitrate-making plant at
Muscle Shoals, Ala., but it did not get into operation before the close of the
war. It has now been offered for sale to private capitalists. There has been
some discussion of the possibility of making nitrates by the electric fixation
of the nitrogen which is in the air, using water power to generate the electric
power cheaply. It is an interesting fact that certain types of bacteria gather
nitrogen from the air at the roots of leguminous plants (peas, beans, alfalfa,
etc.), and in order to ensure the presence of these bacteria the seed is
frequently inoculated before planting.
159. An investigation of the exodus from Ohio farms a few years ago
showed that as many as 60,000 men and boys left the rural districts in a
single year, while fewer than 9000 went from the cities and towns to the
farms.
160. There is a somewhat similar situation in Europe today. The various
new states which were created at the close of the war all have their tariffs,
their rivalries, and their jealousies.
161. They did it, sometimes, in this way: Suppose A and B are towns of
about equal size and about the same distance from Chicago, or that A is a
little further away.