Sunday June 5th 2016 – The early morning news

Transcription

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EARLY MORNING NEWS 05/06/2016:
ENGLISH Summary
India has too much bureaucracy: Fabrice Brégier, Global CEO, Airbus - The Economic Times 5 juin
2016
Business News: Airbus Delays Rile Carrier --- Qatar Airways pulls order for A320neo; 'We are
screaming' over effect on bottom line, airline's CEO says - The Wall Street Journal 04/06/2016
A320 Airbus; Pratt; Defends; Itself Over; Claims; Qatar Airways Says; It's Canceled Orders - The
Hartford Courant 04/06/2016
Aircraft finance: Crowded skies - The Economist 04/06/2016
Prospect of a major order with Iran moving closer: Boeing CEO - Tehran Times June 4, 2016
Battle for the skies; Embraer fires another shot across the bow in its trade war with Bombardier Financial Post 4 juin 2016
Airbus presents 3D-printed mini aircraft - Agence France Presse 5 juin 2016
Qatar CEO Calls Delta ‘Wicked’ for Ruined Doha-Atlanta Trip - Bloomberg Updated on June 3, 2016
REFILE-Bombardier faces discount headache as CSeries sales take off - Reuters Jun 4, 2016
----------------------------------------------FRENCH Summary
Qatar Airways annule la commande d’un premier A320neo - air-journal.fr 4 juin 2016
Les ventes d’Airbus à l’Iran dans l’attente - Sud Ouest 4 juin 2016
Boeing contrainte de vendre ses avions à l’Iran en euros ? - air-journal.fr 4 juin 2016
Hémorragie de champions industriels - Le Monde 04/06/2016
----------------------------------------------GERMAN Summary
Airbus braucht für Übergang auf A320neo mehr Zeit - aero.de 04/06/2016
150.000 Menschen besuchten Luftfahrtmesse ILA - morgenpost.de 04.06.2016
A380 ist der Star der ILA - Fliegen à la Scheichs: So luxuriös ist der neue Super-Airbus von Emirates focus.de 03/06/2016
Flugzeug aus dem 3D-Drucker - Berliner Zeitung 04/06/2016
Daniel Düsengetriebe hebt ab - Frankfurter Allgemeine Sonntagszeitung 05/06/2016
---------------------------------------------SPANISH Summary
Industria aérea busca aplicar nuevas tecnologías para aumentar la seguridad en los vuelos - El
Mercurio 04/06/2016
----------------------------------------------
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India has too much bureaucracy: Fabrice Brégier, Global CEO, Airbus
The Economic Times
5 juin 2016
Anirban Chowdhury
Fabrice Brégier, the global CEO of pan-European aircraft maker Airbus, is bullish about India’s potential as
an aviation industry and finds encouragement in PM Modi’s recent visit to the aerospace company’s facility at
its headquarters in Toulouse, France. But Brégier is quick to point out that “too much bureaucracy” is still a
hindrance to realising the industry’s potential. Comparing India with China, he said what’s missing in India is a
“long term plan”. In an interview to ET in Hamburg, Germany, Brégier talks about where he thinks India stands
and Airbus’ role in developing its aviation and aerospace industry. Edited excerpts:
It’s been two years of the Modi government — has it become easier to do business?
Oh yes. Prime Minister Modi visited us in Toulouse recently. He is very interested in high technologies, very
open to new business models. We could move to joint ventures which we could control or co-control. That’s
something new. In India, we have fantastic engineers. We have a design centre in Bengaluru which is doing a
great job. We now have big groups and companies ready to invest in manufacturing. I have given the example
of Dynamatic Technologies (which makes flap track beams for Airbus’ A320 and A330 planes). Yes, things
are moving. But two years is very short in Indian aerospace. It will take a bit longer, but I feel really strong,
fresh air coming from the Indian government and the PM.
But many challenges remain...
When I compare with China, which has the same population, I think what’s missing is a long-term plan. You
need better infrastructure (in India). China will build 50 new airports in the next 10 years, when I think they
already have many. This is the kind of thing we have to see. We have to look for a business-friendly
environment with the airlines. Also, in India, like in France, you have too much bureaucracy. So we are equal
at least on this one. Indian bureaucracy and French bureaucracy are probably among the top two or three in
the world.
What has stopped you from building the MRO which was part of the offset agreement when you sold
43 planes to Air India, although you have ploughed back business worth $500 m to India?
No, no, no, not at all. We have more than plans. In fact, we have a decision in principle. I think the Indian
market is big enough to have an MRO.
Well, we haven’t seen anything on that front for the last 10 years.
But you will see it soon.
We have seen some mega orders from IndiGo, but they are all narrow-bodied planes.
When do you think India will become a wide-bodied plane market?
That depends on the rules for flying international. But for domestic, we have been trying to promote the A330
regional in India. This will probably take a little more time. For instance, in China, from Shanghai to Beijing we
have plenty of A330s flying. In India, the airlines first want to make money and then they will move to this next
phase (of expansion). If you have too many rotations per day, what do you do? To transport more people you
need bigger aircraft. But don’t forget that we also offer the A321. IndiGo, for instance, is flying the A320 which
can accommodate 180 passengers. If in the future, if they move to the A321s, they can carry 240 passengers.
(The reporter is in Hamburg at the invitation of Airbus)
For Reprint Rights: timescontent.com
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Business News: Airbus Delays Rile Carrier --- Qatar Airways pulls order for A320neo; 'We are
screaming' over effect on bottom line, airline's CEO says
The Wall Street Journal
04/06/2016
By Robert Wall, Jon Ostrower
Qatar Airways has canceled the order for its first A320neo jetliner from Airbus Group SE in the clearest sign
yet that supplier bottlenecks are undermining commitments the European plane maker has made to
customers.
Chief Executive Akbar Al Baker said Friday months of delays to the single-aisle plane have allowed the Dohabased airline to invoke a cancellation clause. He suggested Qatar Airways, the onetime launch customer for
the A320neo, could walk away from more orders when the contracts permit.
Qatar Airways, one of Airbus's biggest customers, had ordered 50 A320neo-family planes and originally was
due to receive the first plane last year.
Airbus and the plane's engine maker, United Technologies Corp. unit Pratt & Whitney, have struggled to get
the A320neo up to performance standards, resulting in considerable delays.
Mr. Al Baker said the airline should have had five A320neos in service by now under the original agreement. "It
is making a huge impact on my bottom line," he said. "We are, quite frankly, screaming."
Fabrice Bregier, the head of Airbus's plane-making unit, said: "We are late compared to what we had
promised, especially for launch customers. I fully understand why these customers are not satisfied," he said,
though he declined to discuss contractual issues.
After years of strong orders, Airbus and rival Boeing Co. are pushing to increase production to meet demand.
Both plane makers have stumbled in the past meeting delivery obligations and have expressed concerns
supplier woes may derail them this time.
Airbus is battling on several fronts. In addition to the A320neo, the A350, its newest long-range plane, is
running behind schedule because some cabin-interior components aren't at hand.
The plane maker has vowed to deliver at least 650 planes this year, which would be a record for the company.
Its chief operating officer, Tom Williams, said recently that meeting the target would be "a very large
challenge."
Airbus, which is based in Toulouse, France, has said it is working on improvements to the A320neo to address
concerns about engine performance. A software upgrade to address spurious fault warnings has already been
put in place, the plane maker said. Once hardware fixes are validated, it said it would start delivering more of
the A320neo planes.
Airbus has so many of its A320neo planes in place awaiting engines that Mr. Williams has quipped the
company was building gliders.
Deutsche Lufthansa AG and Indian budget carriers IndiGo and GoAir have taken A320neo planes, though
they will need to be upgraded later. Lufthansa Chief Executive Carsten Spohr on Thursday said the airline is
being compensated for accepting the planes and would take the next ones once they were properly
configured.
Qatar Airways' Mr. Al Baker said "this is not about compensation," adding the relationship with Airbus is
strained at the operational level.
He expressed concern about Airbus's promises to get fixes in place, noting deadlines have been missed and
saying some issues could drag into next year. "We need a really, really firm answer."
On Friday, engine maker Pratt & Whitney offered a rare public rebuke of a customer, calling Mr. Al Baker's
comments "completely inaccurate" and saying they "mischaracterize the performance of the engine," which,
the company said, is meeting its fuel-consumption promises.
Pratt & Whitney said it has "resolved the very few initial teething items airlines have experienced" and that
information about its "solutions for the items are well known" and widely disseminated to its customers.
While Pratt & Whitney continues to deliver production engines to Airbus with those changes, the European
aerospace giant has yet to flight-test the modifications, holding up final installation on the engines.
Mr. Bregier said "mature aircraft" would be ready by midyear.
--Jon Ostrower contributed to this article.
License this article from Dow Jones Reprint Service
Dow Jones & Company, Inc. BACK TO THE SUMMARY
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A320 Airbus; Pratt; Defends; Itself Over; Claims; Qatar Airways Says; It's Canceled Orders
The Hartford Courant
04/06/2016
By STEPHEN SINGER
Jet engine maker Pratt & Whitney confronted escalating problems Friday over its next-generation engine after
Qatar Airways said it canceled A320 Airbus orders due to delays.
The Wall Street Journal and Reuters reported that Akbar Al Baker, chief executive of Qatar Airways, criticized
the delays. He spoke with reporters on the sidelines at the International Air Transport Association annual
meeting in Dublin.
Airbus said it expects delays in deliveries of A320neo aircraft to be resolved by midyear, Reuters reported.
Al Baker said the airline should have five A320neos in service by now as part of its agreement, according to
The Wall Street Journal. He expressed concern over whether Airbus could make necessary fixes and said
deadlines have been missed, with some problems extending into next year.
Pratt said in an emailed statement that Al Baker's comments are "completely inaccurate and mischaracterize"
the engine's performance.
The Pratt engine is fully certified, meets performance and contract specifications and has been delivered to
three airlines, Pratt said.
"We have resolved the very few initial teething items airlines have experienced," Pratt said.
Production engines now shipping to Airbus include hardware and software improvements, and solutions for the
items are "well known and have been extensively covered in detail by the media," the jet engine maker said.
Greg Hayes, CEO of United Technologies, told investor analysts April 27 that Pratt is committed to more than
200 engines this year, most of which will be the so-called neo engine.
That number will double next year and rise by another 200 in 2018, he said.
United Technologies has staked a lot on what it calls its geared turbofan engine. UTC has invested more than
$1 billion over 20 years to research, develop and build the engine it promotes as saving fuel and operating
more quietly than other jet engines.
Nick Heymann, an analyst at William Blair and Co., said in a note to investors that he continues to believe the
commercial future for Pratt's engine "looks very bright." But the financial returns and risks on the $10 billion
engine program are expected to be challenging for at least the rest of this decade, he said.
The problem with the engine has largely been related to much longer cooling times than normal before engine
start-up to avoid the risk of internal damage, Heymann said.
Hayes told investor analysts in January that Pratt identified "a software fix and a minor hardware fix."
He said next-generation commercial engines have to cool down to a uniform standard before the engine start,
and the Pratt problem is "not something endemic" to its engine.
"The starting time of the cooling is a little longer than what the customer would have liked," Hayes said.
Heymann said Qatar Airways is known "to be a particularly exacting customer," but canceling an aircraft order
due to performance concerns signals that an airline "has lost confidence in the aircraft configuration."
Pratt said in February it's making fixes to its Airbus engines after Al Baker threatened to cancel the order.
In addition, the current versions of Airbus' twin-aisle A350 are facing bottlenecks as suppliers struggle to meet
deadlines to supply seats and galleys.
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Aircraft finance: Crowded skies
The Economist
04/06/2016
The air-leasing sector may soon face harder times
EIGHTEEN months of relatively low oil prices have helped many parts of the aviation industry. Cheaper jet fuel
has contributed to record profits at airlines in America; the world's biggest planemakers, Airbus and Boeing,
have compiled fat order books thanks to growing demand for air travel. But one part of the industry may be
hurt by cheaper oil: leasing firms, which invest in planes and hire them out to airlines and other operators.
When oil prices were high, airlines were desperate to replace gas-guzzling planes with new, fuel-efficient
ones. Given the daunting commercial outlook, many preferred to lease their new jets, leaving the leasing firms
to stump up the capital required to buy planes. Leasing firms are now responsible for about 40% of the big
planemakers' sales.
As a result, leasing has become voguish. Cheerleaders claim that average annual returns have topped 10% in
recent years--an astronomical figure in a world of low yields. Investors have been keen to pile in, allowing the
leasing firms to raise money for new jets directly by issuing bonds, rather than via bank loans. Boeing
forecasts that 53% of the aircraft it sells to lessors this year will be financed this way, up from about 33% four
years ago. Big leasing firms have been raising other forms of capital, too: BOC Aviation, China's largest,
floated in Hong Kong on June 1st.
But the oil price began falling in 2014. Despite a recent rally, it is still less than half what it was then. Cheap
fuel makes older, less efficient planes profitable to run again. That has stoked fears that the world will soon
have more planes than it knows what to do with. The number of new orders seems to be slowing. Richard
Anderson, until last month the boss of Delta, America's second-biggest airline, has muttered about an aircraft
"bubble". The airline bought a used Boeing 777 for $7.7m in December--a 97% discount to the listed price for a
new one.
The leasing firms themselves insist they are not short of customers. Although demand for cargo planes has
stalled, that for passenger aircraft is still rising. International passenger volumes grew by 4.6% year on year in
April, with aircraft-utilisation rates reaching near-record levels, according to IATA, an industry group. But the
share price of America's biggest listed lessors fell at the start of the year, because of fears that profits will
come under pressure.
Airlines, meanwhile, are beginning to ask whether it makes sense to keep leasing planes. Most of them are
now profitable enough to borrow cheaply and interest rates are extremely low. Ryanair, a European low-cost
airline, has been issuing bonds to buy new aircraft since 2014. Norwegian Air Shuttle, another low-cost carrier,
now treats its fleet of more than 100 planes like a lessor, hiring some of them out to other operators. With
more planes around, and fewer customers, the leasing business is bound to get harder.
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Prospect of a major order with Iran moving closer: Boeing CEO
Tehran Times
June 4, 2016
http://www.tehrantimes.com/news/403115/Prospect-of-a-major-order-with-Iran-moving-closer-Boeing-CEO
“Prospect of a major order with Iran is moving closer”, Boeing Chief Executive Officer Dennis Muilenburg said
on Thursday.
After talking with Iranian airlines, he said, "we can see the market demand is real," and covers narrow-body
and wide-body planes. Airbus' announcement of 118 sales is a good indicator of the potential, Muilenburg
added.
"We see market space that's measured in that category," he said. "You can anticipate that that's potentially a
50-50 kind of marketplace for Boeing and Airbus and we're going to battle it out competitively."
Iran agreed on January 28 to buy 118 Airbus jets worth $27 billion, after international sanctions were lifted
against Tehran on January 16.
Iran could buy Boeing aircraft in euros
Iranian airlines could purchase Boeing passenger jets in euros rather than the industry-preferred dollar if the
United States’ financial system does not open up to Iran, a Boeing executive suggested on Thursday.
Boeing has been talking with “more than” two Iranian carriers, including flag airline Iran Air, since February
after the U.S. government granted limited approval.
Boeing has spoken with Iranian airlines about all of its models currently in production, Marty Bentrott, Boeing’s
vice-president for Middle East sales, told reporters in Dublin on Thursday at the International Air Transport
Association (IATA) annual meeting.
“There is some very positive interest,” he said.
“There is plenty of opportunity still for Boeing,” Bentrott said, who himself has visited Tehran since the plane
maker was granted permission to engage in commercial discussions.
The approval allows Boeing to advise certain Iranian carriers of the technical capabilities of its aircraft, discuss
the airline’s fleeting requirements and finalize general terms and conditions necessary to complete a
transaction including on pricing. But the plane maker will have to apply to the U.S. Treasury for a second
license if it wants to complete any sale in what is seen as one of the last major untapped markets for new jets.
Bentrott declined to say when Boeing could apply for the sale license. “We just have to make sure we follow all
the appropriate guidelines,” he said.
(Source: agencies)
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Battle for the skies; Embraer fires another shot across the bow in its trade war with Bombardier
Financial Post
4 juin 2016
Kristine Owram
Ottawa Citizen
A 2001 order for 75 Bombardier Inc. regional jets from tiny Air Wisconsin doesn't exactly seem like an industryshaking coup, but it was at the time.
Air Wisconsin had chosen Bombardier over Brazil's Embraer SA, a victory that occurred in the midst of a
seven-year battle between the two over government subsidies. Tensions were running high, and the dispute
escalated well beyond the aerospace sector, with Canada and Brazil engaging in a volley of complaints and
counter-complaints at the World Trade Organization.
Canada banned imports of Brazilian beef, ostensibly over mad cow disease fears. That sparked boycotts of
Canadian goods in Brazil, and then-president Fernando Cardoso threatened a trade "war," forcing Canada to
backtrack on the beef ban.
The two countries reached an uneasy truce in 2003, but the issue of subsidies never really went away. Now a
senior Embraer executive is alleging that Bombardier was able to win a major CSeries order from Delta Air
Lines Inc. in April only because of potentially illegal government subsidies and is threatening to get Brazil to
take the issue to the WTO.
It appears that Bombardier, after securing orders for its oft-troubled CSeries jet from Delta and Air Canada, is
suddenly looking a lot more threatening to its competitors. And with the federal government continuing to
weigh Bombardier's request for US$1 billion in funding, matching an investment promised by Quebec, the
question of government support is raising its ugly head again - just as it did in 2001 when Bombardier beat
Embraer on the Air Wisconsin deal.
Government support, of course, is nothing new in the aerospace industry. All aircraft manufacturers receive
taxpayer aid in one form or another. Even the mighty Boeing Co. and Airbus Group SE have a lengthy history
of trade disputes over various subsidies.
Canada is no different: Export Development Canada (EDC) has long supported Bombardier's exports by
offering financing to its airline customers, and the company has received plenty of government assistance
through programs such as Technology Partnerships Canada (TP), not to mention a variety of aid at the
provincial level
from Quebec.
Embraer, meanwhile, has won orders by using a Brazilian subsidy program called ProEx, which offered
Embraer customers lowcost financing through significant interest-rate discounts.
Bombardier and Embraer were mad enough at each other in early 1997 that they threatened to take each
other to the WTO over government subsidies. Things escalated later that year when Bombardier was awarded
a $2.85-billion NATO training contract that required aircraft the company couldn't supply itself.
Bombardier strongly hinted that it would choose Embraer's Super Tucano but eventually went with U.S.-based
Raytheon Co.'s Texan II instead, citing "technical reasons."
Brazil was outraged and said it would "review all Canadian aeronautics industry projects" in the country and
ask for the suspension of free-trade negotiations between Canada and Mercosur, a Latin American bloc.
In the meantime, Embraer with ProEx financing continued to siphon market share from Bombardier with its
new ERJ family of regional jets that competed directly with the Canadian company's CRJ.
To de-escalate the situation, Canada and Brazil agreed to appoint two envoys - former Canadian cabinet
minister Marc Lalonde and Brazil's Luiz Olavo Baptista - to put together a series of recommendations.
Lalonde and Baptista called on the two countries to negotiate a bilateral agreement that would set a
benchmark for government support of the aerospace industry, but that was flatly rejected.
Lalonde blames this on Brazil's government at the time.
"My Brazilian colleague and I thought ... that we had put forward what was a reasonable proposition, but, as
you may know, sometimes in politics reason does not prevail," Lalonde, 86, said in an interview from his home
in Montreal.
"The signals I had from the Canadian government were that they were satisfied with the report and they were
willing to proceed with it," but Brazil rejected the suggestion.
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Instead, both countries by 1998 had filed official complaints at the WTO: Canada accused Brazil of offering
illegal subsidies on aircraft sales through ProEx, and Brazil charged that EDC and TPC were unfair forms of
government support.
Although ProEx and its successor, ProEx 2, were both found by the WTO to be illegal, Brazil kept tweaking the
program rather than eliminating it.
By the time the Air Wisconsin deal was up for grabs in 2001, Pro-Ex 3 was in place, and Bombardier was fed
up. It convinced Canada to match the interest-rate discount offered by Brazil, even though it knew it might
violate WTO trade rules by doing so.
"The problem was that we knew we were going to lose the deal, so what Ottawa decided to do was to match
Brazil," said a former Bombardier executive who was involved in the lengthy dispute.
After Bombardier won the Air Wisconsin deal, Brazil immediately took Canada to the WTO to challenge the
interest-rate discount that was offered.
"It was the same rate (Embraer) offered. It was identical," said the former executive, who asked not to be
named. "In fact, the Canadian government sent two diplomats to Appleton, Wis., and made Air Wisconsin sign
a letter saying the terms and conditions offered by Canada are no more favourable than those of Brazil, but
then Brazil goes to the WTO and cries bloody murder."
Another order from Northwest Airlines (since merged with Delta) followed, and Bombardier won that one, too
by again matching Brazil's interest-rate discount.
The WTO eventually ruled in 2002 that both countries had broken trade rules. It awarded Brazil the right to
retaliate against Canada with US$248 million of countermeasures - a significant amount, but one that paled in
comparison to the US$1.4 billion in retaliatory rights it had granted to Canada.
"We felt pretty good about those results, but we knew that, from a public relations point of view, we could
never get that story out there because it was all about, 'Aha, you see, you were subsidizing, too,'" the former
Bombardier executive said. "But we, frankly, didn't care because we got the order."
Today, as Embraer raises the spectre of another WTO challenge, both countries might want to ask themselves
whether another battle is worth the effort.
"The stakes are exceptionally high," said Matthew Kronby, the Government of Canada's lead counsel during
the last Brazilian trade battle and now a partner at Bennett Jones. "These (aerospace) cases really do take an
enormous amount of time to resolve - far longer than the average WTO dispute."
Generally speaking, a country that wins a trade dispute in the WTO is granted the right to retaliate with
countermeasures, but these often hurt consumers in the winning company's homeland as much as they hurt
the losing side, according to the former Bombardier executive.
"The problem with countermeasures is, what do you want to look at? Do you want to tax Brazilian imported
fruit juice? Do you want to tax imported leather goods?" he asked. "There was no way to apply the
countermeasures without contaminating other sectors of the economy."
That's a big reason that, back in 2002, neither country applied its retaliation rights and instead went back to the
negotiating table to work out a bilateral agreement on government support for aircraft sales - just like Lalonde
and Baptista had urged.
The first test of this was a regional jet order from Air Canada in 2003 that was split evenly between
Bombardier and Embraer, with the airline ordering 45 planes from each manufacturer.
With this outcome, one can't help but feel that all the WTO wrangling was pointless.
"The WTO has not succeeded and obviously has not been the instrument chosen by any of the concerned
countries to really deal with this matter," Lalonde said.
In the long run, the best outcome that can be hoped for is pressure to settle the dispute at the negotiating
table, Kronby said.
But that's a long-term game, and doesn't reverse the orders that are won in the meantime.
"The whole experience led to a more market-oriented and collaborative behaviour on the part of Brazil, but
remember, that's only after they got 1,100 aircraft into the market with below-market financing," said the
Bombardier executive.
Now it seems Embraer is worried Bombardier could turn the tables again with its CSeries.
At issue is Delta's recent order for 75 CS100 aircraft with options for 50 more, planes that Embraer's president
of commercial aviation believes were sold below cost. Embraer said it competed "very aggressively" for the
Delta order with its E190 jet.
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"According to our experience in this campaign with Delta, clearly what was offered there was only possible
because of the huge support coming from the government," Paulo Cesar de Souza e Silva told trade
publication Air Transport World last month.
Embraer did not respond to requests for further comment. Bombardier spokeswoman Marianella de la Barrera
pointed out that the company has yet to actually receive any investments from Quebec City or Ottawa.
The Quebec government is still negotiating the terms of its contribution, with a deal expected by the end of
June, while the federal government has not yet agreed to provide any support.
"All our commercial aircraft transactions are 100-per-cent compliant with WTO rules," she said.
A spokesman for Innovation, Science and Economic Development Canada said the government "will ensure
that any assistance will comply with international obligations."
Delta chief executive Ed Bastian said at the time the order was announced that the promised funding from
Quebec "gave us a lot of confidence to be able to step forward and make the decision." However, trade
lawyers say it's unlikely that Brazil would be able to mount a successful WTO challenge of the proposed aid,
for which Quebec will get a 49.5-per-cent stake in the CSeries program.
"What Embraer is trying to do is ... create uncertainty around the Bombardier product. That's what this is all
about," said Lawrence Herman, an international trade lawyer with a practice in Toronto.
"It's a shot across the bow and whether it has any merit at this stage, other than just sabre-rattling, is far from
certain." The former Bombardier executive agreed Embraer is likely trying to raise further questions about the
viability of the CSeries program, which has already been beset by delays, cost overruns and a lengthy order
drought.
"Talk is cheap," he said. "It's the least expensive way you have to try to cast some level of doubt on the
competitor's program."
To successfully challenge Bombardier's government support this time around, Embraer would have to prove it
was the main reason why it lost the Delta order to Bombardier, Kronby said. It would also have to show the
funding meets the definition of an illegal subsidy, which it probably wouldn't because the Quebec government
plans to take an equity stake in return.
If Embraer convinces the Brazilian government to mount a WTO challenge, it can also expect a quick
Canadian counter-attack, Kronby said.
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Airbus presents 3D-printed mini aircraft
Agence France Presse
5 juin 2016
Marie JULIEN
Dwarfed by huge jets all around, the mini-plane Thor was nonetheless an eye-catcher at the Berlin air show
this week -- the small Airbus marvel is the world's first 3D-printed aircraft.
Windowless, weighing in at just 21 kilos (46 pounds) and less than four metres (13 feet) long, the drone Thor -short for "Test of High-tech Objectives in Reality" -- resembles a large, white model airplane.
Yet to the European aerospace giant Airbus, the small pilotless propeller aircraft is a pioneer that offers a
taste of things to come -- an aviation future when 3D printing technology promises to save time, fuel and
money.
"This is a test of what's possible with 3D printing technology," said Detlev Konigorski, who was in charge of
developing Thor for Airbus, speaking at the International Aerospace Exhibition and Air Show at Berlin's
southern Schoenefeld airport.
"We want to see if we can speed up the development process by using 3D printing not just for individual parts
but for an entire system."
In Thor, the only parts that are not printed from a substance called polyamide are the electrical elements.
The little plane "flies beautifully, it is very stable," said its chief engineer Gunnar Haase, who conducted Thor's
inaugural flight last November near the northern German city of Hamburg.
Airbus and its US rival Boeing are already using 3D printing, notably to make parts for their huge passenger
jets the A350 and B787 Dreamliner.
"The printed pieces have the advantage of requiring no tools and that they can be made very quickly," said
Jens Henzler of Bavaria-based Hofmann Innovation Group, which specialises in the new technology.
The metal parts produced can also be 30-50 percent lighter than in the past, and there is almost zero
manufacturing waste, added Henzler, who is managing director for Hofmann industrial prototyping.
The sky is not the limit for the technology -- engineers also plan to use it in space.
The future Ariane 6 rocket of European space agency ESA, set to blast off from 2020, is set to feature many
printed pieces.
"It brings big cost reductions on parts manufacturing," said Alain Charmeau, head of Airbus Safran
Launchers.
Partially as a result of this, the Ariane 6 may have half the price tag of its predecessor Ariane 5.
The new 3D printers can make pieces up to 40 centimetres (15 inches) long and is of most use in particularly
complex designs.
Charmeau said Airbus is testing how to print an injection assembly for an engine that is now assembled from
270 individual pieces.
"With 3D printing, it has just three parts," he told AFP.
Aside from the costs savings, 3D printing also promises ecological benefits as lighter jets use less fuel and
spew out fewer pollutants.
To reducing carbon emissions in aviation -- with air traffic expected to double in the next 20 years -- "the
decisive issue is radical technical innovation in a relatively short time," said Ralf Fuecks, head of the Heinrich
Boell foundation think tank of the German Green Party.
3D printing is certain to play a major role in this, he said at a conference at the ILA event
with Airbus president Tom Enders.
The air travel industry is already convinced of the benefits, according to a survey of some 102 aviation sector
players by German high-tech federation Bitkom.
Some 70 percent of respondents believed that by 2030 aircraft spare parts will be printed directly at airports,
and 51 percent expect that entire planes will by then be manufactured by 3D printing.
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Qatar CEO Calls Delta ‘Wicked’ for Ruined Doha-Atlanta Trip
Bloomberg
Updated on June 3, 2016
Christopher Jasper Michael Sasso
• Mideast carrier’s arriving jet not given gate, Al Baker says
• Gulf airline began Doha flight with super-jumbo aircraft
Qatar Airways Chief Executive Officer Akbar Al Baker branded Delta Air Lines Inc. “wicked” over what he said
was the U.S. carrier’s part in ruining the Middle Eastern company’s first flight from Doha to Atlanta.
Qatar’s Airbus A380 super-jumbo jet wasn’t allocated a gate when it arrived at the world’s busiest airport this
week, forcing passengers to disembark via mobile stairs and shuttle buses, Al Baker said. A much smaller
A320 was parked at the hub’s only A380-ready gate when the Doha flight arrived.
Hartsfield-Jackson Atlanta International Airport said the airline failed to provide adequate notice it would use
the bigger jet.
“This is an absolute violation of the air-services agreement,” Al Baker said Friday while attending the
International Air Transport Association’s annual meeting in Dublin. “Old and frail people had to walk up very
large steps to get into the terminal. We had check-in issues, we had obstruction in loading handicapped
passengers.”
Suppliers also failed to cooperate with Qatar Airways, Al Baker said, forcing the airline to get help from another
company to obtain ground handling equipment.
Carrier Clash
His comments are part of a continued trans-Atlantic clash. Delta and other U.S. airlines have accused Qatar
Airways and other Persian Gulf carriers of competing unfairly by receiving billions in government subsidies to
seize huge shares of the global market. The Middle Eastern carriers have denied getting such subsidies and
said their U.S. rivals benefited from government handouts through bankruptcy protection.
For coverage of Qatar’s stake in British Airway’s owner, click here
“Delta in no way acted to obstruct Qatar’s ability to park its aircraft,” Kate Modolo, a spokeswoman for the U.S.
carrier, said by e-mail. “Despite Qatar’s request being submitted to the airport long after the gates had been
assigned through the normal application processes, Delta offered solutions to allow Qatar to use the gates
while ensuring our own schedule remained accommodated during a heavy traffic period at the international
terminal.”
‘Stiff Competition’
Al Baker called Delta CEO Ed Bastian “arrogant” and complacent about the “stiff competition” the Gulf airline
would offer. The first A380 service -- which will later switch to a Boeing 777 -- was overbooked by 16
passengers for the inbound service and 27 outbound, Al Baker said. Planes on the Doha-Atlanta route are
booked to fly almost 80 percent full, Al Baker said.
The conduct of the airport and Delta will be taken up “very seriously” by the Qatar government, he said.
Qatar Airways initially planned to use a Boeing 777 on the debut Doha-Atlanta flight, but in late April said it
would use the A380, the world’s largest passenger jet, according to the airport. That didn’t allow sufficient time
to make the required operational changes, the airport said by e-mail.
Displacing Planes
“Due to the sheer size of the aircraft, time needed to service and short advance notice the airport was given,
aircraft operations would have been significantly disrupted and would have displaced four or five other
aircraft,” the facility said.
While the airport’s rules require 60 days notice whenever an airline plans to use an A380, the facility said it
would try to accommodate Qatar Airways, interim airport General Manager Roosevelt Council Jr. wrote to Al
Baker in a May 31 letter provided to Bloomberg.
Qatar held a party last month in Atlanta featuring a performance by actress and musician Jennifer Lopez to
celebrate the new Doha flight. Atlanta-based Delta responded that it wouldn’t renew its sponsorship of the
theater where the party was held.
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06/06/2016
REFILE-Bombardier faces discount headache as CSeries sales take off
Reuters
Jun 4, 2016
(Corrects paragraph 6 to remove repetitive numbers)
* Bombardier woos new CSeries buyers at key airline meetings
* Accounting charge sheds rare light on aircraft pricing
* Bombardier CEO says CSeries re-launched and 'here to stay'
By Tim Hepher and Allison Lampert
DUBLIN/MONTREAL, June 3 Bombardier performed a high-stake sales pitch for its CSeries jet at 30,000 feet
on Friday, hoping to persuade more than two dozen airline bosses to buy the industry's newest fuel-saving
model while reining in discounts.
The Canadian planemaker flew Star Alliance bosses on board its 110-seat CS100 between airline gatherings
in Europe where it sought to preserve momentum after winning a lifeline order for the money-losing jet from
Delta Air Lines.
"We are in a good place today. We have the contracts ready for you as you exit the plane," Bombardier Chief
Executive Alain Bellemare joked to the 28 leaders on board.
Just over a year ago, Bombardier might have had trouble rounding up as many CEOs after seeing Canada's
aerospace ambitions waver under the pressure of cash shortages.
But while the project survived a near-death experience with Delta's discounted order, Bombardier's rivals and
others in the industry predict it will remain on the rack a while longer as others demand equal bargains,
keeping the CSeries in the red.
"I want the best deal, better than Delta," said Ethiopian Airlines CEO Tewolde Gebremariam.
He probably won't get that, having expressed interest in 10-15 jets rather than 75 bought by Delta. But his
remark illustrates Bombardier's challenge in narrowing CSeries losses.
"The question is whether or not Bombardier will be successful in raising prices," said Bertrand Grabowski, a
managing director of Germany's DVB Bank.
"For this to happen, it needs a few conditions and one of them is a steady growth market."
Bombardier's task is not made easier by an outbreak of transparency in the secretive jet market after it was
forced by Canadian accounting rules to take a $500 million charge for the Delta deal and two others totalling
127 planes.
Rival jetmakers and analysts quickly calculated Delta had paid $22-23 million a plane, a whopping two-thirds
discount.
Macquarie analyst Konark Gupta wrote Bombardier could have difficulty getting the CSeries to breakeven by
2020-21 if it keeps selling at such prices. Others say it has limited choice.
"I think they have got their work cut out trying to convince others to pay maybe $10-15 million more (than
Delta) - why would they?" said Airbus executive vice-president Chris Buckley.
'IMPOSSIBLE' STANDARD
Bombardier additionally faces accusations of price dumping from rival Embraer, which it denies.
"We have to show the market that this price level is unsustainable," said commercial chief Paulo Cesar Silva
said.
"No company can be viable under the conditions that Bombardier offered in the Delta campaign. That won't be
the market standard. It's impossible."
Industry sources say Airbus leased jets as try-outs for as little as $1 a month to enter the U.S. market in the
1980s, but found itself trapped at low prices for years after that.
But deals are usually kept secret and Bombardier's provision has shed unusual light on its flexibility.
"The next big guy Bombardier talks to is going to say 'will you be taking a $500 million loss for me'?" an
industry source said.
Bombardier executives respond that in the cut-throat airliner world, negotiations always start far apart.
They acknowledge using 'one-off' price tactics to reboot the troubled project but deny discounting as much as
reported, and say others' estimates fail to reflect shifting costs.
Bombardier seeks new customers in every continent including a major low-cost carrier to diversify its order
book and demonstrate it can serve different business models.
While chasing new customers, it must also prevent existing ones delaying or cancelling.
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Industry sources estimate as many as 100 of the 325 orders are at risk owing to the patchy finances of early
customers.
But the recent order boost does give the company more visibility on production and strengthens the profile of
its order book: two other parameters watched by investors.
"If you question some orders, we would not debate that," Bellemare said. "We have re-launched the
programme. A year ago there were a lot of questions about the CSeries' future: not any more. The aircraft is
here to stay." (Additional reporting by Victoria Bryan, Brad Haynes, Writing by Tim Hepher, Editing by Tom
Brown)
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06/06/2016
Qatar Airways annule la commande d’un premier A320neo
air-journal.fr
4 juin 2016
par Joël Ricci
http://www.air-journal.fr/2016-06-04-qatar-airways-annule-la-commande-dun-premier-a320neo-5164039.html
Akbar Al Baker, CEO de Qatar Airways, a annoncé vendredi 3 juin qu’après plusieurs mois de retard
concernant leur livraison, sa compagnie de Doha a invoqué une clause d’annulation pour son premier
A320neo commandé.
C’est l’un des plus gros clients pour l’A320 remotorisé d’Airbus (80 exemplaires en commande selon son site
Internet) et qui devait initialement être compagnie de lancement pour l’A320neo. Il aurait d’ailleurs dû
recevoir son premier exemplaire à la fin de l’année dernière, mais suite à des problèmes rencontrés sur les
moteursPratt & Whitney, Qatar Airways a toujours refusé de réceptionner un premier exemplaire, alors qu’il
aurait dû en posséder cinq à ce jour. Ce qui entraîne « un impact énorme sur les opérations », a souligné le
CEO. L’inflexible dirigeant de Qatar Airways menace de même d’en annuler davantage si les termes des
accords signés le lui permettent.
« Nous sommes en retard par rapport à ce que nous avions promis, en particulier pour les clients de
lancement, Je comprends parfaitement pourquoi ces clients ne sont pas satisfaits », s’est expliqué Fabrice
Brégier, patron d’Airbus, tout en refusant de discuter des questions contractuelles.
Airbus travaille pourtant sur des améliorations aux A320neo pour répondre aux préoccupations au sujet de la
performance du moteur. Une mise à jour du logiciel adressant des avertissements de défaut parasites a déjà
été mis en place, rapporte l’avionneur. Une fois les correctifs du « hardware » validés, il compte livrer
davantage d’avions A320neo.
Sept A320neo sont aujourd’hui en service : deux chez Lufthansa (devenue compagnie de lancement après
le désistement de Qatar Airways), quatre chez IndiGo et un premier livré début juin à GoAir. Carsten
Spohr PDG de Luthansa a d’ailleurs indiqué jeudi 2 juin qu’il avait accepté des compensations financières
contre la réception de ses deux premiers A320neo, mais qu’il attendrait désormais que les bugs logiciels
soient définitivement résolus et validés avant d’en recevoir de prochains.
Le motoriste Pratt & Whitney a de son côté offert une cinglante répartie publique (fait plutôt rare de la part
d’un motoriste à un client de cette envergure) en qualifiant les propos de Akbar Al Baker « d’inexacts et (qui)
dénaturent la performance du moteur ». « Le PW1100G-JM a été livré à trois compagnies aériennes, et il est
en service sur deux continents » , a souligné Pratt & Whitney dans un communiqué. Il a été « pleinement
certifié et ses performances répondent aux spécifications contractuelles, en délivrant une amélioration de 16%
de l’efficience en carburant, de 50% des émissions polluantes, et de 75% de l’empreinte sonore tout en
affichant un taux de fiabilité supérieur à 99% » .
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Désormais, Pratt & Whitney continue de livrer des réacteurs d’A320neo à Airbus dotés des derniers
changements, mais le géant de l’aérospatiale européenne n’a pas encore fait d’essais en vol avec
modifications, retardant leur installation finale. Selon M. Brégier, un « avion mâture » devrait arriver environ au
milieu de cette année.
Rappelons qu’Airbus se bat sur plusieurs fronts en même temps, puisqu’en plus de l’A320neo, l’A350 subit lui
aussi des retards parce que certains composants de la cabine ne suivent pas le rythme de production.
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Les ventes d’Airbus à l’Iran dans l’attente
Sud Ouest
4 juin 2016
AVIATION Le constructeur européen a besoin du feu vert des États-Unis
L’accord entre l’Iran et le constructeur Airbus pour l’achat de 118 appareils attend toujours l’autorisation des
États-Unis, a déclaré hier le vice-ministre des Transports, Asghar Fakhrieh Kashan.
" Nous avons discuté avec Airbus des canaux pour le financement qui ont été définis. Des banques sont
prêtes à soutenir le dossier, mais Airbus a du retard pour obtenir l’autorisation des États-Unis " afin de
conclure le contrat, a précisé le vice-ministre. Il espère que cela sera fait " d’ici à la fin juin ".
Fin janvier, lors de la visite à Paris du président iranien, Hassan Rohani, l’Iran et Airbus avaient signé un
protocole d’accord pour l’achat de 118 appareils par l’Iran. Le total des avions achetés se répartit en 73 grosporteurs et 45 monocouloirs (long et moyen-courriers) pour un montant de 8,9 à 9,8 milliards d’euros, selon
Téhéran.
Mais Airbus doit obtenir l’accord de l’Ofac (bureau américain pour le contrôle des avoirs étrangers), qui
dépend du Trésor, car plus de 10 % des composants des Airbus sont d’origine américaine.
Les craintes des banques
Le 18 avril, le secrétaire d’État français aux Transports, Alain Vidalies, en visite à Téhéran, avait annoncé
l’obtention imminente de cette autorisation. " Nous sommes dans une période de négociation très avancée,
puisque les rencontres doivent avoir lieu pour finaliser la décision la semaine prochaine ", avait-il déclaré.
Reste que, malgré l’entrée en vigueur de l’accord nucléaire entre l’Iran et les grandes puissances en janvier et
la levée d’une grande partie des sanctions internationales, les grandes banques internationales, en particulier
européennes, rechignent à faire des affaires avec l’Iran par peur de mesures punitives américaines.
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06/06/2016
Boeing contrainte de vendre ses avions à l’Iran en euros ?
air-journal.fr
4 juin 2016
par Joël Ricci
http://www.air-journal.fr/2016-06-04-boeing-contrainte-a-vendre-ses-avions-a-liran-en-euros-5164032.html
Les compagnies aériennes iraniennes pourraient acheter des avions Boeing avec des euros, plutôt qu’en
dollars pour contourner le système financier américain, qui ne s’ouvre pas assez à l’Iran, a suggéré jeudi 2 juin
un responsable de Boeing.
Le constructeur américain a entamé des discussions avec « au moins deux » transporteurs aériens iraniens,
incluant la compagnie nationale Iran Air, mais pas la compagnie privée Mahan Air, leur proposant tous les
modèles actuellement en production dans ses lignes d’assemblage. Il y aurait un « intérêt positif » de la part
des Iraniens « avec beaucoup d’opportunités encore pour Boeing» , a fait savoir Marty Bentrott, vice-président
Boeing pour les ventes au Moyen-Orient. Rappelons qu’Airbus a déjà conclu une méga-commande avec ce
pays (118 avions dont 12 A380 pour 27 milliards de dollars).
Le constructeur Boeing a bien été autorisé à engager des négociations avec l’Iran depuis l’accord international
intervenu en janvier sur le nucléaire iranien. Si elles lui permettent discuter des capacités techniques de ses
appareils, des besoins des compagnies aériennes et de finaliser les termes généraux et les conditions de
transaction, y compris sur les prix, l’avionneur devra toutefois demander l’autorisation au Trésor américain si
elle veut terminer la vente dans ce qui est considéré comme l’un des derniers grands marchés inexploités
pour les avions récents. Bentrott a refusé de préciser quand Boeing pourrait demander cette licence de
vente. « Nous devons juste nous assurer que nous suivons toutes les directives appropriées », a-t-il dit.
Mais, même avec cette autorisation, d’autres obstacles apparaissent pour finaliser l’accord notamment parce
que l’Iran n’a toujours pas un accès libre à son système financier et aux dollars. « Nous allons devoir trouver
un moyen collectivement pour parvenir à financer les actifs ». Questionné sur le sujet, il a évoqué que la vente
en une monnaie alternative comme l’euro était une des options envisageables.
En effet, malgré la levée des sanctions financières liées au nucléaire en janvier dernier, ouvrant la voie à
Airbus qui n’a pas tardé à enregistrer une jolie commande, les Etats-Unis maintiennent la plupart des
sanctions contre l’Iran, pour différentes causes (parrainage du terrorisme notamment ou d’autres remontant à
la révolution de 1979).
En parallèle, Bentroot a en outre annoncé que des pourparlers ont bien été engagés pour la vente de 737 à
deux compagnies low cost du Moyen-Orient, Salam Air, 1ère low cost du Sultanat d’Oman et Flyadeal,
nouvelle low cost filiale de Saudia en Arabie Saoudite. Ces deux compagnies prévoient de commencer leurs
opérations en 2017, Salam Air étant la première susceptible de lui acheter quelques exemplaires de son
monocouloir fétiche.
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Hémorragie de champions industriels
Le Monde
04/06/2016
Derrière un volontarisme industriel affiché , le ministère de l ' économie dirigé par Emmanuel Macron assiste ,
impuissant , à l ' hémorragie des grandes entreprises françaises. Le groupe hôtelier chinois Jin Jiang est en
train de grignoter le capital d AccorHotels , laissant planer la menace d ' une prise de contrôle du numéro un
européen du secteur.
En moins de deux ans , il s' agirait du cinquième groupe français du CAC 40 , ce club boursier qui abrite les
plus grandes entreprises françaises , à changer de pavillon. En mai , la société d ' ingénierie pétrolière
Technip , fleuron mondial du secteur , fusionnait avec son concurrent américain FMC . Avec , pour première
conséquence , le déménagement du siège social à Londres.
L ' an dernier , le finlandais Nokia s' est emparé d Alcatel-Lucent , éphémère numéro un mondial des
équipements télécoms. Un peu plus tôt , l ' américain General Electric avait acheté l ' activité énergie d Alstom
, tandis que le cimentier Lafarge , autre leader mondial , était tombé en 2014 dans l ' escarcelle du suisse
Holcim.
La fuite s' accélère au pays de Colbert , mal remis de la vente de Pechiney en 2003 et de celle d Arcelor en
2006 . Cette hémorragie soulève deux problèmes distincts même s' ils sont étroitement liés . Le premier est
celui de l ' origine des capitaux , largement mondialisés . Les non-résidents détiennent pour milliards d ' euros
d ' actions , soit 45 ,3 %% de la capitalisation boursière des 36 entreprises françaises du CAC 40
(ArcelorMittal , Airbus , Gemalto et Solvay sont de droit étranger).
Avec une poussée récente des fonds anglo-saxons . Si ceux-ci n' influent pas nécessairement sur la stratégie
quotidienne des entreprises , ils sont déci sifs en cas de changement de contrôle. Le second sujet de
préoccupation , celui de la localisation des centres de décision , est le plus visible . Mais aussi le plus
complexe. Un siège social n' est pas forcément le bon indicateur.
Celui d Airbus est aux Pays-Bas , mais ses dirigeants sont basés à Toulouse. De même , le départ de Technip
pour Londres sera moins significatif que la répartition des pouvoirs entre Paris et Houston , sièges des deux
entreprises fusionnées. Et puis certaines entreprises ont carrément « virtualisé » leur siège , comme
Schneider Electric , dont les dirigeants se répartissent entre Hongkong , Paris et les Etats-Unis.
Dans ce monde d ' entreprises mobiles face à des Etats immobiles , que doivent privilégier ces derniers pour
assurer la prospérité de leurs citoyens ? Le cas de la Grande- Bretagne est troublant à cet égard . Après avoir
perdu la totalité de ses constructeurs automobiles , elle a vu se recréer un tissu industriel à partir des
implantations des sociétés étrangères.
Au point aujourd ' hui de dépasser la France dans ce domaine , mais aussi dans celui de la recherche , avec
des dépenses de R&D multipliées par trois entre 2005 et 2014 . Le japonais Nissan , l ' allemand BMW et l '
indien Tata ont fait plus pour l ' automobile britannique que Rover , Austin , ou Jaguar du temps de leur
splendeur.
En revanche , si la conjoncture se dégrade , l ' actionnaire japonais ou allemand aura moins de scrupules à
restructurer . Le vrai danger est celui de la perte des emplois et des compétences . Ce devrait être l '
obsession première des politiques économiques.
Toutefois , la France n' est pas obligée de passer par la case Royaume-Uni des années 1970-1980 pour se
redresser industriellement . La fuite du CAC 40 reste un échec grave.
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Airbus braucht für Übergang auf A320neo mehr Zeit
aero.de
04/06/2016
http://www.aero.de/news-24282/Airbus-braucht-fuer-Uebergang-auf-A320neo-mehr.html
DUBLIN - Airbus braucht für die Ablösung der A320ceo mehr Zeit. Nach einem verpatzten Programmstart der
A320neo wird Airbus die bisherige Generation mindestens noch bis in das Jahr 2019 hinein bauen. Der
Modellübergang könnte sich bis zu zwei Jahre länger hinziehen als von Airbus geplant.
Kunden mit 2017er Lieferterminen für die A320neo habe Airbus angeboten, auf die A320ceo umzusteigen,
sagte Airbus-Chef Fabrice Brégier am Freitag in Dublin. Es sei zu spät, den auf A320neo-Slots des laufenden
Jahres gebuchten Airlines noch das gleiche Angebot zu unterbreiten.
Zwar kann Pratt & Whitney inzwischen technisch modizifierte PW1100G-JM Triebwerke liefern, der Patzer des
Zulieferers verhagelt Airbus trotzdem den Zeitplan. Das Update verkürzt den Anlassvorgang, der bisher eine
Lüftungsphase von 350 Sekunden vorsieht, um die Triebwerke gleichmäßig zu kühlen.
Qatar Airways hatte die Auslieferung ihrer A320neo vor dem Hintergrund der damit verbundenen betrieblichen
Einschränkungen kategorisch abgelehnt und sogar mit einer Stornierung der Flugzeuge gedroht. Airbus sei
gleichwohl zuversichtlich, alle zehn 2016 vorgesehenen A320neo bis Jahresende an Qatar Airways zu liefern,
bekräftigte Brégier vor der IATA Jahreskonferenz in Dublin.
Airbus erhielt in dieser Woche grünes Licht von FAA und EASA für die zweite Triebwerksvariante der
A320neo, dem CFM LEAP-1A. Die Kombination zeigte in der Erprobung keine Auffälligkeiten und soll im Juli
oder August erstmals ausgeliefert werden.
Trotzdem will Airbus auch mit Kunden des modernen LEAP-Antriebs darüber sprechen, Liefertermine im Jahr
2017 auf die sicher verfügbare A320ceo mit konventionellem Triebwerk zu ändern.
Brégier bekräftigte am Dienstag das Ziel, 2016 über alle Programme 650 Flugzeuge und damit mindestens 15
Maschinen mehr als im Vorjahr auszuliefern. Ende April stand
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150.000 Menschen besuchten Luftfahrtmesse ILA
morgenpost.de
04.06.2016
http://www.morgenpost.de/berlin/article207642879/150-000-Menschen-besuchten-Luftfahrtmesse-ILA.html
Ein Airbus A400M hebt ab. Das Transportflugzeug war im Dezember 2014 nach jahrelanger Verzögerung an
die Bundeswehr ausgeliefert worden
Von Patrick Goldstein
Die Internationale Luft- und Raumfahrtschau hat wieder Zehntausende Besucher nach Schönefeld gelockt.
Die Menschenschlangen am Eingang der ILA waren so lang, dass die Pforten schon vor der geplanten
Öffnung um zehn Uhr aufgingen. Die diesjährige Internationale Luft- und Raumfahrtausstellung (ILA) zog am
Sonnabend zum Abschluss der Flugshow auf dem Südgelände des Flughafens Schönefeld rund 50.000
Besucher an.
Ein Hubschrauber NH 90 der Bundeswehr während einer Präsentation. Er ist mit modernster Intensiv- und
Medizintechnik bestückt und gilt als "fliegender Notarztwagen"
Am zweiten Besuchertag war kurz vor Beginn der Fußball-Europameisterschaft in Frankreich natürlich der
ausgestellte "Siegerflieger" der Lufthansa ein Publikumserfolg. Durch jene Maschine geführt zu werden, mit
der die Deutsche Fußball-Nationalmannschaft vor zwei Jahren als Weltmeister aus Brasilien zurückkehrte –
dafür nahmen die Besucher auch lange Wartezeiten in Kauf.
Überhaupt war die Schau der Superstars moderner Flugtechnik durchaus mit Strapazen verbunden. Bei
drückenden Temperaturen wurde für die Gäste eine vollständige Ausrüstung mit Sonnencreme, dunklen
Brillengläsern für den Blick in den Himmel und reichlich Getränken fast ebenso wichtig wie bei einem Flug das
Anschnallen.
Wer dennoch eine Pause einlegen wollte, hatte Gelegenheit, sich in den Ausstellungshallen abzukühlen und
gleichzeitig Informationen zu sammeln. Das reichte vom Vortrag über die ökologischen Qualitäten der auf der
ILA erstmals vorgestellten Lufthansa-Machine A320 neo bis zu grundlegenden Fragen wie: "Warum fliegt ein
Flugzeug?", die ein Schülerworkshop klärte. Auffällig war am Sonnabend die große Zahl von Kindern. Nicht
nur Zuschauer, sondern auch viele der 1017 Aussteller, bis hin zu Bundeswehrsoldaten, die an der Schau
beteiligt waren, brachten ihren Nachwuchs mit.
Im Freien sahen die Besucher, unter denen viele Gäste aus Polen waren, im Himmel über dem einstigen
Brennpunkt des Kalten Krieges eine harmonische Flugschau von Militärs aus Ost und West. Auf dem
Programm standen etwa Flüge der Mil Mi-24 Hind aus Tschechien, der Mikojan-Gurewitsch MiG-29 aus
Polen, der AugustaWestland Wildcat HMA2 der Royal Navy aus England und der B-52 der US Air Force. Die
Bundeswehr als größter Einzelaussteller der ILA zeigte unter anderem den strategischen Lufttransport mit
einem Airbus A400M.
Statt sechs gab es 2016 nur vier ILA-Tage für Fachpublikum und Fans. Insgesamt zählte man rund 150.000
Besucher. Die Messe zeigte sich zufrieden. Zur sechstägigen ILA seien zuletzt 220.000 Gäste gekommen.
Bei aller Begeisterung für das Ereignis gab es allerdings vereinzelt auch Kritik. Auf Facebook etwa meldete
sich Anwohnerin Claudia zu Wort und beklagte sich über den Lärm. "Mag vielleicht 'ne tolle Show sein, aber
für mich als Anwohner ist es der Horror", schrieb sie aufgebracht. Trostversuche anderer FacebookTeilnehmer am Sonnabend: Die ILA finde doch nur alle zwei Jahre statt – und: "Du hast es ja bald geschafft."
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A380 ist der Star der ILA - Fliegen à la Scheichs: So luxuriös ist der neue Super-Airbus von Emirates
focus.de
03/06/2016
http://www.focus.de/finanzen/videos/a380-ist-der-star-der-ila-fliegen-a-la-scheichs-so-luxurioes-ist-der-neuesuper-airbus-von-emirates_id_5593911.html
Emirates zeigt auf der Berliner Luft- und Raumfahrt-Ausstellung ILA seinen neuesten A380-Flieger. Der
knapp 400 Millionen Euro teure Doppeldecker wurde am 31. Mai von Airbus ausgeliefert. Wer hier 1.
Klasse bucht, kommt aus dem Staunen so schnell nicht heraus.
Die Seitenwände der Suiten-Kabinen sind erhöht, so dass man ungestört von vorbei laufenden Gästen bleibt.
Die 32-Zoll-Bildschirme sind die größten, die es in der Branche gibt. In jedem Sitzabteil gibt es eigene Behälter
mit gekühlten Getränken und Süßigkeiten. Wer Gesellschaft sucht, kann zum Bug des Oberdecks gehen: An
einem kleinen Zier-„Wasserfall” oberhalb der Treppe öffnet sich nach dem Start eine Bar. Möchten Gäste
schlafen, legen sie sich auf eine Matratze aus nahtlosem Spezialschaum. Bei Nacht erscheint an der
Kabinendecke ein LED-„Sternenhimmel”, der auch aus dem Teppich funkelt.
Im Bug des Fliegers befinden sich zwei Duschabteile. Hier können Reisende jeweils fünf Minuten warm
duschen und sich dreißig Minuten lang in Ruhe umziehen und erfrischen. Eine Fußbodenheizung verhindert
dabei kalte Füße. Langweilen brauchen sich aber auch die Passagiere in der Economy Class nicht. Neben
WLAN gibt es Live-TV an Bord. Nachrichtensender oder Sportereignisse können so live angeschaut werden.
Darum rasten Passagiere im Flugzeug so häufig aus
FOCUS Online/WochitDarum rasten Passagiere im Flugzeug so häufig aus
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Flugzeug aus dem 3D-Drucker
Berliner Zeitung
04/06/2016
Airbus testet mit gedrucktem Flieger neue Technologie
Zwischen Giganten der modernen Luftfahrt wie dem Airbus A380 steht am Berliner Flughafen Schönefeld ein
kleines und unscheinbares Fluggerät. Mit seinen vier Metern Länge und 21 Kilogramm Gewicht wirkt das
fensterlose und nicht für Passagiere gedachte Objekt mit dem Namen "Thor" wie ein besseres Modellflugzeug.
Dabei ist die kleine Propeller-Maschine von Airbus das weltweit erste Flugzeug aus dem 3D-Drucker.
"Bei Thor handelt es sich um einen Test, was mit 3D-Druck heute schon möglich ist", sagt der
verantwortliche Airbus-Entwickler Detlev Konigorski. Die Technologie soll erstmals nicht mehr nur einzelne
Bauteile liefern, die später zusammengesteckt werden. Stattdessen könnten 3D-Drucker mittlerweile "ein
gesamtes System" aus dem Werkstoff Polyamid ausspucken, erläutert Konigorski. So stammen bei Thor bis
auf die Elektronik alle Bestandteile aus dem Drucker. "Wunderbar" lasse sich das gedruckte Flugzeug per
Fernsteuerung vom Boden aus lenken, schwärmt Ingenieur Gunnar Haase. Bereits beim Jungfernflug im
vergangenen November nahe Hamburg habe "Thor" gezeigt, dass es "sehr stabil" in der Luft liege. Die 3DDruck-Technologie befindet sich in der Luftfahrtbranche noch in den Kinderschuhen. Thor ist daher lediglich
ein Vorgeschmack auf das, was noch kommen könnte. Doch auch wenn ein vollständig aus dem Drucker
stammendes Verkehrsflugzeug noch in weiter Ferne liegt, nutzen Hersteller das Verfahren schon jetzt
kommerziell.
Airbus und US-Konkurrent Boeing verbauen in ihren Flugzeugen vom Typ A350 und 787 Dreamliner mit der
Technik gefertigte Teile. Jens Henzler weiß, was die Konstrukteure an dem Verfahren schätzen: "Per 3DDrucker hergestellte Teile haben den Vorteil, keine weiteren Werkzeuge zu benötigen, und lassen sich sehr
zeitnah fertigen", sagt der Geschäftsführer der auf 3D-Druck spezialisierten Firma Hofmann Industrial
Prototyping aus Bayern. Mit dem Verfahren ließen sich außerdem auch Metallteile mit 30 bis 50 Prozent
weniger Gewicht herstellen, ergänzt Henzler. Und weniger Kilos bedeuten beim Fliegen weniger Kerosin und
damit geringere Kosten. Und auch die Verschnittmenge bei der Fabrikation lässt sich damit praktisch auf null
reduzieren. (afp)
"Bei Thor handelt es sich um einen Test, was mit 3D-Druck heute schon möglich ist."
Detlev Konigorski, Airbus-Entwickler
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Daniel Düsengetriebe hebt ab
Frankfurter Allgemeine Sonntagszeitung
05/06/2016
Der wachsende Luftverkehr belastet das Klima und führt zu steigendem Lärm. Neue Triebwerke mit
integriertem Getriebe versprechen Abhilfe.
Von Johannes Winterhagen
Montagmorgen. Check-in für den Flug LH loo von Frankfurt nach München. Routine für viele
Geschäftsreisende, für die Piloten ohnehin. Am 25. Januar dieses Jahres war sich aber zumindest die Crew
bewusst, dass es sich um eine besondere Reise handelt: den ersten Linienflug mit dem A320 Neo, dem neuen
Okoflieger für die Kurz- und Mittelstrecke. 15 Prozent weniger Kraftstoffverbrauch und bis zu 50 Prozent
weniger Fluglärm lautet das Versprechen des Herstellers. Wesentlichen Anteil daran hat eine neue
Triebwerksgeneration, die mit einem Getriebe ausgestattet ist. Dass ein mit mehreren tausend Umdrehungen
arbeitender Automotor ohne Übersetzung die Kraft nicht auf die Straße bekommt, ist jedermann klar - aber
wozu sollte ein Getriebe bei einem Flugzeug gut sein?
Um Kosten zu senken, sparen die Fluglinien seit je so viel Treibstoff wie möglich. Hinzu kommt nun, dass die
Politik die Branche zwingt, ihren Beitrag zum Klimaschutz zu leisten. In einer "Flightpath 2050" genannten
Vereinbarung haben sich die Luftfahrtunternehmen gegenüber der Europäischen Union dazu verpflichtet, bis
zur Mitte des Jahrhrmderts die CO.-Emissionen um 75 Prozent zu senken - obwohl der Flugverkehr wächst,
zuletzt um 6,8 Prozent im Jahr. Erprobtes Mittel, um die Effizienz zu steigern, ist es, das Verhältnis von
Mantel- zu Kernstrom zu erhöhen. Mit dem Begriff "Mantelstrom" oder auch "Nebenstrom" bezeichnen
Ingenieure den Anteil der durchströmenden
Luft, die am Kerntriebwerk vorbei durch die Triebwerksgondel geführt wird. Beschleunigt wird er durch einen
Lüfter, meist "Türbofan" genannt. Der
Kernstrom führt durch die Gasturbine, in der Luft zunächst verdichtet und dann in der Brennkammer auf hohe
Temperaturen und Drücke gebracht wird. Eine sich anschließende Turbine wandelt die im Heißgas enthaltene
Energie in mechanische Energie. Anders als Passagiere oft vermuten, sorgt der Mantelstrom für den größten
Anteü des Vorschubs. Der Kernstrom hingegen dient
wesentlich dem Antrieb des Turbofans und des Verdichters. In einem modernen Triebwerk, wie es die
beispielsweise für die Neuauflage der Boeing 747 zum Einsatz kommt, beträgt das Verhältnis Mantel- zu
Kernstrom 8,5 zu 1.
Triebwerksentwickler stehen jedoch bei dem Versuch, den Anteil des Mantelstroms weiter zu erhöhen, vor
mehreren Schwierigkeiten. So muss der Turbofan für einen hohen Luftdurchsatz einen groDER
SONNTAGSINGENIEUR
ßen Durchmesser besitzen. Die Drehzahl soll zudem nicht zu hoch ausfallen, weil die Schaufelblätter des
Fans an ihrer Spitze zu schnell werden. Gleichzeitig muss das Kerntriebwerk recht schlank ausfallen, tun für
den vorbeigeführten Luftstrom Platz zu schaffen. Anders formuliert: Die Leistungsdichte des Aggregats muss
erhöht werden, was für eine höhere Drehzahl spricht. Die Lösung bietet ein Planetengetriebe, das die
Drehzahl zwischen Niederdruckverdichter und Fan um den Faktor drei untersetzt. Mit dem jetzt erstmals für
ein großes Verkehrsflugzeug produzierten Getriebe lässt sich das
Verhältnis von Mantel- zu Kernstrom auf 12,5 zu i erhöhen - neben der optimierten Gasturbine ein
wesentlicher Grund für die Verbrauchsreduzierung.
Im Lufthansa-Konzern findet sich die Bestätigung: "Der Neo erfüllt in der Flugerprobung die ambitionierten
Ziele bei der Kraftstoffeinsparung nicht nur, sondern erreicht je nach Streckensegment sogar noch bessere
Verbrauchswerte." Der hohe Massenstrom an kalter Luft führt zudem zu erheblicher Lärmreduktion, er
ummantelt den geräuschintensiven Kernstrom und schirmt ihn gegenüber der Umwelt ab. Bei Auslieferung
wurde dem ersten A320 Neo ein Überflug-Lärmpegel von 79,4 Dezibel bestätigt, das entspricht gegenüber
dem A320 eine Reduktion um fast vier Dezibel. Auf- grund der logarithmischen Skala ist das mehr als einer
Halbierung des Lärms.
Doch es gibt Kritik von der Erstkund- schaft aus Qatar und Deutschland, die zu verzögerter Indienststellung
führt. Wichtigster Diskussionspunkt unter den Luft- hansa-Piloten ist eine technische Tücke, die nichts mit dem
Getriebe selbst, sondern mit dem schlanken Kerntriebwerk zu tun hat. Nach dem Abschalten am Gate steigt
die Wärme innerhalb des Triebwerks nach oben, so dass sich die Bauteile unterschiedlich schnell abkühlen.
Dabei verbiegt sich die Hauptwelle minimal, aber doch so stark, dass das Triebwerk bei einem normalen
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Wiederstart beschädigt werden könnte. Daher wird es zunächst besonders langsam hochgefahren und dabei
beobachtet (Monitoring). Innerhalb der Fluglinie wird
der Unmut deutlich artikuhert: "Für den gesamten Startvorgang werden derzeit circa drei Minuten pro
Triebwerk benötigt. Dies ist natürlich ein Zustand, der für ein Kurzstreckenmuster nicht akzeptabel ist." Abhilfe
sollen neue Lager schaffen, in denen die Welle enger geführt wird, sowie ein neues Softwareprogramm,
welches das parallele Monitoring beider Triebwerke erlaubt.
Dass sich die bei einigen Geschäftsflugzeugen schon etablierte Getriebebauweise auch in
Verkehrsflugzeugen durchsetzen wird, bezweifelt katun jemand. Im Gegenteil: Der Anteil des Mantelstroms
wird weiter steigen, von mehr als 95 Prozent ist die Rede. Und auch Großraumflugzeuge sollen vom Jahr
2025 an mit solchen Triebwerken ausgestattet werden. Die Herausforderung besteht in dem enormen
Drehmoment, das ein solches Getriebe übertragen muss: Es entspricht dem Kraftfluss von mehr als 500
Mittelklasseautos.
Bei einem konventionellen Triebwerk rotiert der Fan mit derselben Drehzahl wie Niederdruckverdichter und turbine. Der Anteil des Mantelstroms beträgt rund 80 Prozent.
In einer neuen Triebwerksgeneration sorgt ein Planetengetriebe für eine langsamere Drehzahl des Fans.
Dadurch kann der Anteil des Mantelstroms auf mehr als 90 Prozent erhöht werden.
Flugtriebwerke
Läuft noch nicht so richtig' rund: Dem Airbus A320 Neo verleiht ein Triebwerk Flügel, an dein auch der
deutsche I lersteller MTU beteiligt ist.
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Industria aérea busca aplicar nuevas tecnologías para aumentar la seguridad en los vuelos
El Mercurio
04/06/2016
Sergio Espinosa V. Enviado especial
Dublín Señales de alerta que se activan ante cambios súbitos en las condiciones de vuelo y recuperación
expedita de los datos de una aeronave figuran entre los avances que se trabajan para ser implementados
entre tres y cinco años más. La entidad concluyó el jueves por noche su 72 {+a} Asamblea General en Dublín
y lo hizo con el tema de la seguridad aérea como su "principal prioridad", en palabras del propio director
general del organismo, Tony Tyler. "La forma más segura de viajar es en avión, y estamos determinados a
hacerla aún más segura", destacó en su discurso inaugural, al remarcar los indicadores globales alcanzados
por la industria, que muestran una mejora continua en los últimos cinco años.
Pero más allá de que el índice global de accidentes de aviones comerciales fue de uno por cada 3,1 millón de
vuelos en 2015, el accidente del Airbus A320 de Egyptair que volaba de París a El Cairo sigue fresco en la
memoria porque no se conocen las causas.
A ese se suman, solo en los últimos meses, el derribo de un avión de la aerolínea rusa Metrojet y el atentado
en el aeropuerto internacional de Bruselas, mientras el enigma de qué ocurrió con el vuelo 370 de Malaysian
Airlines se mantiene como una pregunta incómoda cuya respuesta sigue en lo profundo del Océano Índico.
En los otros casos la causa es más evidente y tiene al terrorismo como responsable único. "Esto nos recuerda
tristemente que la aviación es vulnerable. Las aerolíneas confían en los gobiernos para mantener seguros a
sus pasajeros y trabajadores como parte de su responsabilidad en la seguridad nacional", expresó Tyler.
Por ello, la resolución aprobada en Irlanda llama a los países a trabajar con las aerolíneas para contrarrestar
el riesgo de amenazas terroristas y a comprometer todos los recursos gubernamentales posibles,
particularmente los de inteligencia, para impedir esos posibles ataques.
Cambios tecnológicos
Más allá de las palabras, la industria aérea también ha buscado pasar a los hechos. La desaparición del MH
370 en 2014 provocó un remezón en la industria que llevó a la Organización de Aviación Civil
Internacional (ICAO) a establecer un estándar global de rastreo de aeronaves.
La propuesta busca que las compañías aéreas sean capaces de desarrollar una capacidad de rastreo a
intervalos de al menos 15 minutos de aquí a noviembre de 2018. Un estándar que será especialmente útil en
rutas oceánicas o remotas, pero que requiere el desarrollo de nuevas aplicaciones que aún no están
definidas.
"Esperamos que en uno, dos o tres años tendremos mejores tecnologías y la industria debería ser capaz de
cambiarse a ellas si son mejores y más baratas", afirmó el vicepresidente de Seguridad y Operaciones de
Vuelo de IATA, Gilberto López-Meyer.
Junto con ello, se trabaja en la implementación de una señal de auxilio que se activa ante cambios súbitos en
las condiciones de vuelo, como una repentina pérdida de altitud, fallas eléctricas, turbulencia severa o pérdida
de presurización.
Por último, todos los aviones que comiencen a ser entregados a partir del 1 de enero de 2021 deberán estar
equipados con medios que permitan recuperar información de vuelo en forma expedita, ya sea vía streaming
o por una grabadora automática. Esto, independientemente de las famosas "cajas negras", cuya información
solo es utilizable si estas son recuperadas.
También a contar de 2021 las grabaciones de voz de la cabina deberán ser mantenidas hasta 25 horas
después de un vuelo. "Todo esto representa costos enormes para la industria, pero estamos dispuestos a
asumirlos", aseguró López-Meyer.
Explosión de dronesHace una década, los drones eran un fenómeno casi inexistente en el espacio aéreo.
Hoy, decenas de miles de todos los tipos pueblan los cielos del mundo ya sea con fines recreativos,
comerciales, militares o policiales. "Estamos viendo incluso drones que son usados para inspeccionar a los
aviones en la rampa", acota López-Meyer.
Ante esta proliferación de aparatos, que en los últimos dos años ha llevado a una serie de situaciones de
riesgo por sobrevolar peligrosamente aeropuertos y aeronaves, en febrero pasado la IATA, el Consejo
Internacional de Aeropuertos y la Federación de Pilotos Comerciales sacaron una declaración advirtiendo de
los riesgos que esto representa y llamaron a las autoridades a aplicar estándares y regulaciones que normen
su uso.
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nuevas medidasA contar de 2021, las grabaciones de voz que se hacen en la cabina de los pilotos tendrán
que ser mantenidas hasta por 25 horas después de que se haya terminado el vuelo.
Copyright Grupo de Diarios Amyeacute;rica-GDA/El Mercurio/Chile. Todos los derechos reservados.
Prohibido su uso o reproducciyoacute;n en Chile
© NoticiasFinancieras - © GDA - El Mercurio - All rights reserved
Global Network Content Services LLC
BACK TO THE SUMMARY
Nathalie Tutundjian
EXM COMPANY
On behalf of Airbus Communications
Media Relations - GDM
Mobile : +33 (0)6 78 459 729
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Sunday June 5th 2016 – The early morning news

Transcription

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