Asian Programs - SAE International · 2013. 10. 2. · Global Rolled Products; Dr. Rob Shar-man,...

aero-online.org October 2013

Asian ProgramsPratt & Whitney’s PW1217GUnder Test for the MRJ

Camelina-Based Biofuel

Safety Avionics

22 aero-online.org Aerospace Engineering, October 2013

What’s Online

Top ArticlesTop Products

Radiation-hardened powerconverters

VPT Inc.’s radiation-hardeneddc-dc power converters, point-of-load converters, and EMI filtersare claimed to be the first powerconversion products commer-cially available that are out-of-

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Pneumatic control of force and motionPneumatic control of force and motion with high accuracy

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Rotary pulse generatorsOmega’s ZSD series of shaft servo mount, rotary pulse gen-

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Excimer laser mirrorsOpto Diode’s 16-element photodiode offers UV/EUV or

electron detection. The AXUV16ELG features a 40-pin, dualin-line package and internal quantum efficiency of 100%.The device has a 2 X 5-mm active area and a sensitive area of10 mm² per element. To enhance accuracy, the detector offersstable response after exposure to high-energy electrons orphotons. Read more at www.sae.org/mags/aem/12197.

Pratt & Whitney moves additive manufacturing intoproduction

Pratt & Whitneyis quickly ramp ingup its capabilitiesfor additive man -ufac turing, usingparts made with ad -ditive pro cess es onan engine that isbeing tested on anew Bombardier jet.The engine man - ufacturer also chris-tened a new labora-tory that will focuson this rapidlyemerg ing manufacturing technique. Read more atwww.sae.org/mags/aem/12061.

Fine-tuning vibro-acoustic countermeasures in aturboprop aircraft

Turboprop engines are gaining popularity for their fuel-consumption advantages, but they also generate substantialnoise, so reducing cabin noise to ensure passenger comfort isan important engineering challenge. Read more atwww.sae.org/mags/aem/12218.

Solar Impulse readies next-gen aircraft for round-the-world sun-powered flight

Capturing the Sun’s energy during the day and storing itfor later use at night are obviously critical engineering imper-atives for the next-generation HB-SIB. Solar Impulse plans touse more solar cells to capture more energy and also use moreefficient battery cells to store more energy. Read more atwww.sae.org/mags/aem/12281.

Aerospace to help ignite 3D printing boomTouted as an enabling platform for applications ranging

from personalized medicine to personal drones, 3D printingwill grow to an $8.4 billion market in 2025 — up from $777million in 2012, according to a recent report by Lux Research.Read more at www.sae.org/mags/aem/12048.

SAE G-19 Committee making progress on counterfeitparts standards

SAE International's G-19 Counterfeit Electronic Compo-nents Committee, chartered to address the different aspectsof preventing, detecting, responding to, and counteractingthe threat of counterfeit electronic components, provides astatus report on the activities of the committee and its sub-committees. Read more at www.sae.org/mags/aem/12100.

Pratt’s PurePower PW1500G engine is set to gointo production using parts made via additiveman u facturing processes.

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“The Re-emergence of Aerospace Met-als” is the latest webcast in the Techni-cal Editorial Webcast Series from the ed-itors of SAE. In this webcast, industry

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various aircraft systems and structureswhile simultaneously reducing weight,improving fuel efficiency, and main-taining structural integrity. The speakersare Tony Morales, Global Marketing Di-rector, Aerospace & Defense, AlcoaGlobal Rolled Products; Dr. Rob Shar-man, Head of Metallics Technology,GKN Aerospace; and Sean Holt, Aero-space Application Manager, SandvikCoromant. Sponsor: HBM-nCode.

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How do the improvements offered bymodern transmission architecturesweigh in against key customer accept-ance criteria? SAE International has ex-plored that question in a free webcast ti-tled “How Does Choosing the RightTransmission Architecture Weigh AgainstCustomer Acceptance?” The web castexamines the advantages of advancedtransmissions and discusses the influ-ence of innovative driveline technolo-gies on improving fuel economy andensuring customer satisfaction.

24 Aerospace Engineering, October 2013

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Editorial

For those readerswho have had thepleasure, you knowwhat I mean whenI posit that whenyou read the title ofany GovernmentAccountability Of-fice (GOA) report,you pretty muchknow what you may be in for over thenext several hours, should you actuallyread it in its entirety.

A recent report titled “A Variety ofFactors Influence Airport-Intercity Pas-senger Rail Connectivity” in fact pro-vides a variety of factors that go intoexplaining how it is that there is essen-tially no airport-intercity passenger railconnectivity in the United States. (Tobe fair, and to save you from readingthe entire report, the GAO cites thatthere are, in fact, two such instances ofairport-intercity passenger rail connec-tivity at Newark Liberty InternationalAirport and Bob Hope Burbank Airport.)

Another recent GAO report, “DODEfforts to Adopt Open Systems for itsUnmanned Aircraft Systems Have Pro-gressed Slowly,” does, in fact, provideproof that open system adoptionprogress has been slow. What was sur-prising was just how slow.

In its summary of the report, GAOstarts with a stunning opener: “For fis-cal year 2014, DOD requested over $11billion to modify existing weapon sys-tems — more than 10% of its total pro-curement budget.”

The problem is, of course, that theDOD has a very long history of buyingproprietary systems that are “costly toupgrade and limit opportunities forcompetition.”

In contrast, an open system allows“system components to be added, re-moved, modified, replaced, or sustainedby consumers or different manufactur-ers in addition to the manufacturer thatdeveloped the system.”

Incorporating open systems early indevelopment is also important. Neitherthe USAF nor the U.S. Army had at thestart of any of their six combined UASdevelopment programs (GAO focused

on UAS programs from Class 2-5) anyconsideration for open systems, eventhough “as far back as 1994, the UnderSecretary of Defense for Acquisition andTechnology directed the use of an opensystems approach in the acquisition ofweapon system electronics.”

The U.S. Navy, on the other hand, in-corporated an open systems approachat the very beginning of three of its fourUAS programs; Fire Scout started outproprietary. But when that program wasbeing upgraded in 2004, the Navy tookthe opportunity to “secure the datarights to key system interfaces and in-troduced modularity into the air vehi-cle and payloads.” Thus, payload datalinks are separate from flight controlsoftware and other systems. GAO citedthat “program officials said they wereable to integrate a new radar in only 18months” when it previously wouldhave taken three years.

For the Navy’s STUAS (Small TacticalUAS) program that started in 2010, theNavy owns the right and specificationsfor the data links and payload inter-faces, which program officials estimatewill allow for all the integration andtesting of “third-party designed pay-loads within a matter of days ormonths, as opposed to years.” It esti-mates it will be able to use 32 differentpayloads developed by 24 differentmanufacturers.

According to the GAO, “policies andleadership support” are essential to the“DOD weapon acquisition community”to make a clean break from sourcingproprietary programs to embracingopen system architectures. In particular,it recommends that the “USAF andArmy implement their open systempolicies” and the “DOD track open sys-tems implementation.”

The really good news for the USAFand Army is neither has to start thistask blindly. It would seem leaders fromboth services simply need to start anopen dialogue with the Navy to see howit is done.

Jean L. BrogeManaging Editor

Keeping an open mindset

Thomas J. DrozdaDirector of Programs& Product [email protected] JostEditorial DirectorJean L. BrogeManaging EditorLindsay BrookeSenior EditorPatrick PonticelAssociate EditorRyan GehmAssociate EditorMatt MonaghanAssistant Editor

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Aerospace Engineering, October 2013 aero-online.org 27

Technology Update

The DEVILA is in the Details of Software Integration for Safety Avionics

The decreasing relativecost of electronics and thepace of electronics develop-ment have significantly in-creased the need to adoptmodern commercial off-the -shelf (COTS) computing ar-chitectures in avionics.

Increasing demand for en-ergy efficiency and perform-ance has led to the adoptionof multicore processors, andespecially multiprocessor sys-tem-on-chips (MPSoCs), inthe avionics domain. Theproblem of leveraging COTShardware in avionics, how-ever, is complex. Guidelineson certification of COTShardware originating from itshigh integration level conferto a certification memoran-dum from the European Aviation SafetyAgency (EASA). Yet, MPSoCs potentiallyalso introduce additional problems re-lated to isolation of functionally disjointfunctions.

In the past, increased integration ledto centralized avionics systems calledintegrated modular avionics (IMA). Ad-vantages include lower purchasing cost,lower size and weight, reduced powerneeds, and lower maintenance costs.

In contrast to pre-IMA systems, IMAintegrates functions of different critical-ity on the same set of resources. To keepsafety aspects simple and thus feasible,unrelated functions should be segre-gated from each other and ideally runin separated environments. These con-cepts of time and space partitioning aredefined, for example, in ARINC 653.

The partitioning concept comprisesspatial and temporal separation. Spatialseparation ensures that partitions arenot able to access other partitions’memory spaces, whereas temporal sepa-ration guarantees that partitions do notinfluence each other's timing behavior.In general, partitioning ensures that ap-plications have the same behavior onIMA systems as in separated platforms.Multicore processors introduce somechallenges regarding temporal isolation,originating from physically shared re-

sources such as network on chip (NoC),shared caches, and memory controllers.

According to the EASA, most existingMPSoCs are classified as “highly com-plex micro controllers.” Most of the ex-isting MPSoCs were not designed with aspecial focus on certification and fallinto this category.

Engineers from EADS addressed mul-ticore solutions in aerospace applica-

tions to evaluate a TTNoC (time-trig-gered NoC) solution in the context of ahelicopter landing aid application. Themain goal was to create a sample map-ping to a prototype, integrating andleveraging fault tolerance approaches aswell as domain-specific standards. Thiswork was performed as part of a publicresearch project called ACROSS(ARTEMIS Cross-Domain Architecture).

ACROSS architecture with its time-triggered network on chip (TTNoC), left; ACROSS provides a waist line archi-tecture with core services building the foundation, right.

Example of hazards at helicopter final approach, showing the different hazards that the systemintends to help prevent by providing sensor-based information to the pilot.


Technology Update

The referenced helicopter landingaid system is an implementation of adegraded vision landing aid (DEVILA),a system designed to support helicop-ter pilots when landing in a desert en-vironment with limited visibility. Visi-bility is limited since the airdownstream from the rotor causessandstorm conditions, which are alsoknown as “brownout.”

To give the pilot an aid for orienta-tion, a set of symbols is shown in thehead-up display, which provides infor-mation such as a horizontal line or alti-tude. This increase of safety is especiallyneeded when starting or landing theaircraft. In those critical phases, manyaccidents take place that can be avoidedby providing the pilot a synthetic-vi-sion aid based on information collected

from the inertial navigation system andradar altimeter system.

The main goals of the research wereto learn about the ACROSS MPSoC abil-ities, particularly in respect to the fol-lowing:

Meeting hard, real-time schedules (de-terminism)

Integrating fault tolerance (differentcores and partitions) Integrating different applications withdifferent criticalities (IMA)

Integration of domain-specific stan-dards (e.g., ARINC) A helicopter flight-data simulator was

implemented using a COTS PC. Thedata from the various aircraft sensorswere generated by a helicopter modelinside the flight simulator. An aircraftdata bridge extracted the information

from the flight simulator via universalinter-process communication. It emu-lated the timing behavior of a real heli-copter by assigning each parameter ofthe aircraft sensor data a specific timingbehavior (i.e., a delay and an updaterate). It then started encoding the infor-mation to ARINC 429 data format. TheARINC 429 converter realized the datatransfer of the encoded data to theACROSS processing unit. It thereby re-lied on an ARINC 429 interface card.

The landing aid system was imple-mented on MPSoC inside the ACROSSprocessing unit. The landing aid system'smain functionality was split over fourmicro components (μComponents) ofthe MPSoC. The first μComponent (I/Ogateway server) was responsible for filter-ing and forwarding input data from air-craft sensors. The second μComponent(algorithm) processed the received inputdata. The third μComponent (symbol)generated the synthetic vision for thepilot. And the fourth μComponent con-tained the system and the configurationmanagement. It is responsible for healthmonitoring, system start-up handling,and compatibility checking.

Testing showed that the ACROSSMPSoC helped fulfill essential require-ments needed in the aerospace environ-ment. In particular, the segregationproperties needed for integrating differ-ent criticality applications and a cleardesign structure helped in proving thedesign correctness of integrating appli-cations.

Implementation of functional blocksof the MPSoC is relatively simple andprovides a good basis for hardware as-surance needed in aerospace. The cur-rent implementation on an FPGA hasbeen proven sufficiently fast for the pre-sented application. For more integratedapproaches, however, more perform-ance using higher-grade FPGAs and dif-ferent cores may be needed. Addition-ally, a chip solution (or chip-likesolution) would likely be needed for usein harsh aerospace environments withhigh single event effect rates.

This article is based on SAE Interna-tional technical paper 2012-01-2117 byMichael Paulitsch, EADS InnovationWorks; and Dietmar Geiger, Bernd Koppen-hoefer, and Peter Ganal, EADS Cassidian.

A Microsoft flight simulator provides realistic sensor data over an ARINC 429 communication inter-face. A display presents the resulting information computed in the MPSoC on a screen. This schemat-ic also depicts the symbols presented to the pilot (vertical speed, drift direction, and velocity andacceleration).

Details on the ACROSS MPSoC in the demonstrator system context. For simplicity, μComponentsfor core system functions are not shown.


In the United States, more than 200billion gallons of liquid fuel is pro-duced each year in a ratio of about7:2:1 for gasoline, diesel, and jet fuel,

respectively. With international air traf-fic expected to increase in the longterm, the cost of aviation fuel will con-tinue to rise unless current productioncan be increased.

To address the global fuel challengesand economic sustainability, the Inter-national Air Transport Association(IATA) in June 2009 committed the air-line industry to achieving a continuousimprovement in fuel efficiency of 1.5%

per year from 2009 to 2020, reachingcarbon-neutral growth by 2020, andachieving a 50% absolute reduction incarbon emissions by 2050.

Aircraft engine design typically lastsseveral decades. Before all existing en-gines can be replaced by next-genera-tion, fuel-efficient engines, the adoptionof alternative fuels will be an importantcomponent in achieving IATA goals.Currently, one alternative is synthetic jetfuel, such as Fischer-Tropsch (FT) fuel.Typically, a feedstock such as natural gas,coal, or even biomass is partially oxi-dized in the presence of steam, oxygen,

and a catalyst to produce synthesis gas(CO and H2). Then the FT reaction con-verts the synthesis gas into paraffinic hy-drocarbons. The products then undergocracking, fractionation, and isomeriza-tion to produce fuel with the desiredphysical properties.

Camelina Power Another alternative is the hydro-

processed esters and fatty acid biojet fuel.A promising candidate feedstock for thattype of fuel is camelina seed. Camelina isa member of the mustard family and adistant relative of canola. This non-food

Camelina-Based Biofuel ShowsAdvantages in TurbopropResearchers within the government of Canada see the need to improve the emissionsperformance of the Rolls-Royce T56 engine, which despite its age, remains a workhorse for itsmilitary aircraft fleet.

Rolls-Royce says the T56 military turboprop (shown) and its 501D commercial version have been in production since 1954 and are expected to be inoperation beyond 2020. They have accumulated more than 200 million flight hours. Courtesy Rolls-Royce



crop is often grown as a rotational cropwith wheat and other cereals when theland would normally be left fallow. Thehydro-processing procedure for camelinaseed oil involves conventional catalyticpetroleum refining processes, such as

hydro-treating, hydro-cracking, andhydro-isomerization processes. Theseprocesses typically produce normalparaffins and iso-paraffins.

Unlike the first-generation fatty acidmethyl ester biodiesel used in the auto-

motive industry, the second-generationhydro-processed jet fuel has physicalproperties closer to conventional jetfuel and is more suitable at high alti-tudes. A previous study on a turbojetengine operated on a 50% camelina-based hydro-processed esters fatty acid(C-HEFA) biojet fuel (C-HEFA) blendedwith conventional jet fuel showed thatthere were no significant differences inengine performance at a simulated at-mospheric environment condition upto 37,000 feet. Similar to the FT fuel,hydro-processed biojet fuel typicallycontains a negligible amount of aro-matic hydrocarbons.

The lack of aromatic hydrocarbons inhydro-processed renewable jet fuel cre-ates challenges. Typically, the aromaticcompounds that are present in tradi-tional jet fuels diffuse into the nitrilerubber O-ring, causing the O-ring toswell and provide the necessary seal inthe fuel system. Continued operationon the neat hydro-processed jet fuelleads to leaks in the aircraft fuel sys-tems. For engine performance andsafety reasons, alternative fuels are cer-tified for usage only when blended withconventional jet fuel up to 50% by vol-ume to ensure that a minimum of about8% aromatic content is present in theblended fuel.

To date, many studies have been con-ducted regarding the engine perform-ance and emissions characteristics ofturbine engines running on syntheticaviation jet fuels, including the gas-to-liquid and coal-to-liquid FT fuels. Butthe effects of hydro-processed renew-able jet fuel were not readily availablefrom literature.

As a joint effort among several de-partments of the government ofCanada, a study was conducted of theimpacts of a renewable C-HEFA blendon the engine performance and emis-sions characteristics of a T56 turbopropengine. This engine from Rolls-Royce isof interest because it powers the legacyLockheed Martin CC 130H Herculesmilitary aircraft. A newer model, calledthe AC-130J, is powered by new enginesand has started service in the RoyalCanadian Air Force. But the CC 130HHercules aircraft is still used extensivelyfor transport and search-and-rescue mis-

Test setup at the Royal Canadian Air Force’s 8 Wing Trenton, Ontario Air Base.

Exhaust sampling probe at the exhaust tailpipe.


Propulsion Feature

sions due to its reliability and heavylifting capacity, and it was determinedthat additional study on the impact of aC-HEFA blend on the T56 engine wouldbe useful.

Test Setup The test engine was a T56-A-15 tur-

boprop engine that originally was in-stalled on a CC-130H Hercules. It hadbeen in service for 6123.4 hours sincebeing overhauled, and 32,920.2 hourssince new. For this testing, the enginewas installed on an outdoor stand usedfor certifying T56 engines. The teststand is located at the 8 Wing Trenton,Ontario Air Base, Royal Canadian AirForce (RCAF). This test facility was usedspecifically to pass off T56 engines forthe RCAF.

The two fuels that were tested were F-34 and the 50/50 F-34 and C-HEFA (F-34 is the NATO-equivalent version of JP8 aviation jet fuel used in the U.S.). F-34 is the military equivalent version ofJet A-1 fuel with the additional militaryadditives package, including the fuelsystem icing inhibitor, corrosion in-hibitor/lubricity enhancer, and a staticdissipater additive.

All emissions measurements wereconducted during steady-state opera-tions. The engine was first set at low-speed ground idle until the fuel and oiltemperatures were completely warmedup before going through a series ofsteady-state conditions. At each steadystate, the engine was maintained at thetarget engine speed for at least 4-5 min-utes, allowing engine parameters to bestabilized. The engine then remained ateach condition for at least 3-5 addi-tional minutes for different measure-ments to be conducted. A complete testcycle included one idle mode calledhigh-speed ground idle (HSGI) and fivedifferent non-idle engine modes (75%,Normal, Military, Military Mode WithAir Bleed, and Take-off). These enginemodes were characterized based on theturbine inlet temperature, engine speed,and power.

Emissions measurements were firstmade before the engine durability teststo establish a baseline reference. Afterthat, the engine was subjected to a 20-hour durability test operated on the C-

HEFA blend. This accelerated-agingdurability test included a large numberof test cycles with the objective of as-sessing engine degradation caused byoperation on the C-HEFA blend. After

the engine durability tests, emissionsmeasurements were conducted again atthe same engine modes.

Comparing the emissions results be-fore and after the engine durability tests

Testing showed that the C-HEFA blend generated far fewer particles in all engine modes. There alsowas a general increase in mean particle diameter with increasing engine speed.

Black carbon mass emissions and change in emissions at various engine modes.

provided a realistic assessment of thegaseous and particle emissions over ex-tensive operation of the engine. Compar-ing the emissions results between thepre- and post-engine durability testsshowed some small differences. However,in all cases the trends were consistent.

For emissions measurements, thestandard tailpipe was replaced by astraight tailpipe with the same cross-sectional area as the original standardtailpipe. Switching between the twotailpipes showed no significant differ-ence on the engine performance, but

the straight tailpipe provided a bettercondition for exhaust sampling. Ex-haust samples were extracted using amulti-hole sampling probe that ex-tended across the tailpipe with the aimof obtaining a representative averageemissions sample.

Conclusions Use of the C-HEFA blend showed sig-

nificantly lower particle number andblack carbon (BC) mass emissions. Themajority of the emitted particles werein the range of 51 to 60 nm, with largerdiameters at increased engine power.Particles emitted from the use of the C-HEFA blend were typically 2-4 nmsmaller in diameter than the particlesfrom conventional jet fuel. At HSGI,particle number emissions from the C-HEFA blend were 30% lower than fromthe conventional jet fuel. The smallestreduction in particle number by the C-HEFA blend was observed to be 16%.When using the C-HEFA blend, BCmass emissions at HSGI and takeoffwere lower by 50% and 32%, respec-tively.

Additional measurements were alsoconducted and it was observed that asignificant number of the emitted parti-cles could be charged. Although the par-ticle diameter cannot be accurately esti-mated in this case, results indicated thatup to half of the emitted particles couldpotentially be charged. The use of theC-HEFA blend reduced the chargednumber particle emissions by the sameextent.

Emissions data showed that thegaseous emissions from the conven-tional jet fuel and the C-HEFA blendwere generally similar. Slightly lowerCO2 emissions from the C-HEFA blendwere observed due to the lower carboncontent in the fuel. CO emissions fromthe C-HEFA blend were also lower, butnot by a significant amount. NOx andTHC emissions from the two fuels werevery similar.

This article is based on SAE technicalpaper 2013-01-2131 by Tak W. Chan andVinh Pham of Environment Canada; Jen-nifer Chalmers, Craig Davison, and WajidChishty of the National Research CouncilCanada; and Pierre Poitras of National De-fence Canada.

32 Aerospace Engineering, October 2013

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For the past decade, the fastestgrowing aerospace sales havebeen in Asia, which has donemuch to boost Western aircraft

makers at a difficult time in their ownmarkets. This situation has led regionalnations to look on enviously at themulti-billion-dollar rewards that canflow from successful advanced aircraftprograms, and they have concludedthat they should have more of thisbusiness for themselves.

The new Asian powerhouse at pres-ent is China, but South Korea andJapan are also anxious to expand theiraerospace exports. The real challengeis how to get to a stage of manufactur-ing maturity that can attract marketcredibility.

Today’s customers already haveplenty of product choice and they knowthe suppliers they can rely on. By defi-nition, any newcomer in this globalmarket has little or no such history, andby the time an all-new program hasbeen given an artificial momentum (as-pirational rather than demand-led),probably aided by government subsidy,the competing Western suppliers havealready moved on to improve their ownofferings.

This is what faces the Asian aerospacestart-ups, and both India and China arenow showing evidence of over-heatingtheir economies in the rush to hi-techindustrialization. As the Westerneconomies falter, the market for newAsian products is also under increasingpressure, so there are no free rides onthe journey toward transforming froma wannabe aerospace player to a seriousglobal competitor.

China’s Long March Until comparatively recently, the Peo-

ple’s Republic of China had no real do-mestic aerospace industry that was ca-pable of developing and bringingforward indigenous aircraft designs andsystems that were anywhere near West-ern products in quality, reliability, orperformance.

Military programs were alwaysshrouded in secrecy, but Chinese out-put was of little serious concern toWestern military analysts who kept aclose watch from spy satellites, andother means, on what was under test orentering military service. In broadterms, everything seemed years behindWestern equivalent programs and reliedvery much on “cloning” existing Russ-ian designs via reverse engineering.

When they did this to the highly ca-pable Sukhoi Su-33 fighter, and put it

into production (without any license-fee complications) to create the J-15, theRussians were not too happy. Even now,China is still largely dependent on Rus-sia exporting supersonic aero-engines topower its home-grown military aircraft.

Engines currently remain a weak linkin Chinese aspirations for a compre-hensive aerospace self-sufficiency, butthings are moving ahead rapidly. Thecountry has invested enormously in ed-ucating new aerospace engineers as wellas seeking as much knowledge as possi-ble on modern Western engines andnew technologies. This has enabled agreat deal of hi-tech catch-up with theWest over the last decade, and the capa-bility gap is closing.

Western nations have shown little re-luctance to sign up cooperative partner-ships with Chinese companies to com-pete in this expanding market. This has

High Hopesor JustDreaming?A look at how Asia’s aircraft manufacturers are trying to break into new markets to challenge the status quo.

By Richard Gardner, European Editor

So far only models and mock-up sections of the Comac C919 have emerged, but the programis fully backed by the Chinese government and has Western partners providing essential sys-tems and the engines. (Richard Gardner)

AVIC is basing its initial civil aircraft products closely on Western and Russian designs, as can be seenfrom these models of the proposed MA600 and MA700 regionals, which look very similar to theFranco-Italian ATR family. (Richard Gardner)


High Hopes

brought a huge expansion in manufac-turing capacity, and technical know-how, and new joint venture projectshave been established by most of thebig Western aerospace suppliers.

At first this covered components, buthas gradually grown to include sub-assemblies and complete aircraft. Theserange from business jets and smalltransport aircraft, to major sections for

Boeing and Airbus, and complete A320soff a Chinese final assembly line. Asthis experience has been absorbed, itwas inevitable that China would wishto offer its own aircraft families for thecommercial sector.

Not content with local assembly ofthe A320 line, China has funded itsmain civil aerospace manufacturer,Commercial Aircraft Corporation ofChina (Comac), to launch its own simi-lar size 150-180 seat twin jet, the C919,which is to be powered by the latestCFM Leap 1-C turbofans. This programaims to present a new-generation737/A320 replacement design usingfuel-efficient engines, modern cockpitand fly-by-wire controls, and the latestmetal and composite airframe materials.

The C919 already has domestic or-ders for an impressive 380 aircraft,which might otherwise have beenplaced with Boeing and Airbus, butthese market leaders see this as aimedmostly at meeting Chinese needs whilehaving limited export potential.

Others, including some Western low-cost airlines who might well appreciatea third supplier option, are more posi-tive about China’s aviation plans forthe future and are adopting a wait-and-see attitude before committing to firmorders. It remains to be seen whetherthe optimism is well founded, butComac, with almost unlimited state fi-nancial support, has announced that itfully intends to build a whole family ofairliners, including widebody 250-350seat aircraft, to compete with Boeingand Airbus.

For the time being, China realizesthat to stand a chance of giving its newproducts a wider customer appeal, itmust use key systems and componentsfrom established Western suppliers, sointernational partnerships are essential.

Comac has signed a collaborativeagreement with Bombardier to work to-gether on both the C919 and the 130-seat Bombardier C Series. This coversflight test activities and areas of cus-tomer service including training, tech-nical publications, and parts distribu-tion. Comac has also signed deals withUTC Aerospace Systems for key systemson the C919 including cockpit andthrottle controls and passenger door

Japan is pinning its aerospace export breakthrough on its Mitsubishi MRJ jetliner, but it is up againsttough competition from established regional supplier, Embraer.

South Korea is now making headway with its T-50 Golden Hawk, which comes in two versions foradvanced training or as a light attack fighter. (Richard Gardner)

Helicopters, such as the new AC313, are part of China’s aerospace expansion plan that builds ontoday’s JV partnership experience with such Western companies as Eurocopter. (Richard Gardner)


Asian Programs Feature

systems, and there is a separate JV be-tween UTC and China’s Aviation Indus-try Corp. (AVIC) to develop and manu-facture the aircraft’s electrical powersupply system. Comac has scaled backthe composites content in the C919 toreduce program risk, but has a target of16 JVs covering most areas of the struc-ture and systems.

When Airbus made the decision in the1990s to set up a Chinese-located A320final assembly line, it answered its criticson the strategic implications of this bypointing out that its own advanced R&Defforts would continue toward a vision-ary path beyond whatever China mightdo based on A320 era technology. This ishappening now with the emergence ofthe C919, while both Airbus and Boeingcontinue to develop even more ad-vanced generations of their two mostpopular 150-seat products, as well as in-vesting in more radical solutions for a2030s in-service timescale.

As the sales backlog of thousands ofBoeing and Airbus 150-seat airlinersgrows, the C919 may find a marketniche among those airlines that do notwant to wait for up to five years, orlonger, to get their hands on new air-craft deliveries. Though the develop-ment timescale has slipped severaltimes, the target for entry into servicefor the C919 is now late 2016.

In the meantime, China’s technologi-cally modest 100-seat Comac ARJ21 re-gional jet (an MD-95/B717 clone),which first flew in 2008, has still not

achieved certification, let alone serviceentry. A shortage of engineers has beengiven as the reason why this programhas taken so long, and the FAA has beenhelping in safety certification.

A similarly “cloned” ATR look-aliketurboprop regional airliner is also beingdeveloped for China’s growing internalairline network. So far, there appears tobe little external customer interest, butwhile China establishes a more crediblefamily of civil aerospace products, andincreases its marketing efforts, it doesnot yet have global spares and engi-neering support with the critical massto make an impact on major airlines.

China continues to reveal develop-ment examples of advanced military jetfighters, with visual stealth characteris-tics, but it is not known if the complexcoatings and angular aerodynamicsoffer comparable degrees of radar re-duction to that on such types as the F-35 and F-22. While China’s latest mili-tary jets are looking more modern withfeatures taken from current Westernand Russian designs, the large-scale op-erational use of such aircraft appears tobe well into the future.

Of more concern to Western analystsare large numbers of current-generationjets, such as the J-10 and J-15, armedwith long-range stand-off missiles,which pose a potential threat to eco-nomic infrastructure and military tar-gets in the region, including aircraft-carriers. China is negotiating withRussia on the supply of the latest

Sukhoi Su-35 fighters, but the manufac-turer is concerned that only a few maybe bought and then cloned once again.

China’s aerospace activities extendinto space launchers and satellites andalso helicopters, where it is involved ina growing number of joint ventureswith major Western manufacturers, in-cluding Eurocopter.

Rising Sun’s Rising Star Japan’s status as the leading Asian

economic driver may have been over-shadowed in recent times by China,but it has been the major regional aero-space manufacturer for decades, pro-ducing license-built U.S. aircraft, butalso contributing major structuralcomponents in partnership with oth-ers on global programs. It has also pro-duced its own military aircraft designsfor the Japanese Forces, though thecountry’s post-1945 constitutionallaws prevent the export of militaryequipment, other than for use in hu-manitarian tasks.

Following the recent election of amore nationalist-inclined governmentin Japan, it is thought likely that policymay change, allowing the country’saerospace industry to become morecompetitive across a broader range ofaviation products, military as well ascivil. However, for the moment, themain national focus for aerospace ex-pansion is arriving in the shape of theMitsubishi MRJ, a regional jetliner of-fering 70-90 seats, with the possibility

Chinese military aircraft are also closely based on existing designs, such as this armed UAV (left), which could be mistaken for a General Atomics Reaper,or the latest two-seat advanced trainer (right), which bears a close resemblance to the Alenia M-346 and its close cousin, the Yak 130. (Richard Gardner)

of a 100-seat version following. This isthe country’s first medium-size civilprogram since the YS-11 turboprop air-liner of the 1960s.

Mitsubishi has long been an impor-tant manufacturing partner on Boeing

commercial airplanes, which has grownover the years from producing around15% of the structure on the 767 tonearly 30% on the 787. The company’sexperience in producing large structuralcomponents from composite materialsled it toward making its own regionaljet design a largely composite aircraft.This, it was claimed, together with theuse of the Pratt & Whitney PW1200Ggeared turbo fan (GTF) and advancedaerodynamics, would give customersthe lightest and most efficient regionaljet in the market.

That was back in 2007, and six yearson the program has lost much momen-tum with several major changes in de-sign and specification. Out are the all-composite fuselage and wings, to bereplaced by an aluminum structure withcomposite fairings, spoilers, control sur-faces, and tail units. The composite con-tribution is now down to around 12%of the total aircraft weight.

As Mitsubishi is the launch customerfor the new GTF engine, it cannot avoidhaving to bear the introductory chal-lenges of integrating an all-new engineon an all-new airframe. It undoubtedlyunderestimated the scale of the chal-lenge, as the first flight was scheduledfor 2011, but is now expected to takeplace before the end of 2013.

Many expect a further slippage, butlaunch customer All Nippon Airways isdue to receive its first aircraft in 2015,so the flight test schedule, involvingfive flying aircraft and two ground testspecimens, will have to go very

smoothly to keep to the twice revisedtarget certification date.

Other Regional Programs South Korea has built up a large air-

craft manufacturing capability for mil-itary aircraft. KAI has produced manyU.S. fighters under license over theyears, and with the help of LockheedMartin, has developed a new super-sonic trainer/light strike aircraft, theT/A-50 Golden Hawk. It is now beingexported in Asia and also offered incompetition with other advanced jettrainers for global orders, including apossible T-38 replacement program inthe US. South Korea also offers a lighttrainer, the KT-1, for initial flyingtraining.

Indonesia was expanding its aero-space manufacturing capabilitiesthroughout the 1990s, but its ambitiousdream of designing and building a seriesof indigenous regional transport aircraftcame crashing to Earth when state sup-plier IPTN failed in the face of rapidlyrising development costs and the col-lapse of the sponsoring government.

Today, the long-standing cooperativepartnership with Spain’s former CASAgroup, now part of Airbus Military, hasbeen partly revived to restart joint pro-duction of small transports, includingthe CN-235. These will be used for in-ternal transport in Indonesia, but willalso be marketed for export to regionalcustomers.

India, as a subcontinent beyond thescope of this feature, nevertheless hasits fortunes closely liked to wider Asiandevelopments. It has a very active aero-space industry and is producing indige-nous military aircraft ranging from hel-icopters and transports to advancedfighters, built and assembled by Hin-dustan Aeronautics.

Fear of an expanding China and ahostile Pakistan on its borders moti-vates high defense spending in Indiasupported by a very capable domesticR&D organization. Future expansioninto civil programs is supported by gov-ernment, with design work starting onan Indian 150-seat jetliner, though it iswidely believed that if this progressesinto eventual production it will struggleto compete in export markets.

aero-online.org Aerospace Engineering, October 2013Free Info at http://info.hotims.com/45608-825

High Hopes

China and Pakistan have cooperated on the FC-1 fighter, and a new trainer version is being intro-duced for export. (Richard Gardner)

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