Thursday June 23rd 2016 – The early morning news

Transcription

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ENGLISH Summary
EgyptAir Crash Investigators Yet to Access 'Black Box' Data - Dow Jones Institutional News 22 June
2016
EgyptAir Crash Probe Held Up by Electrical Fault in Black Boxes - Bloomberg 22 June 2016
Iran hopes Boeing deal speeds up Airbus contract - Reuters 22 June 2016
Iranian FM: No One Able to Tear Apart N. Deal, Repeat Talks - FARS News Agency 22 June 2016
Brexit ‘could leave UK isolated, less competitive’ - Gulf News 22 June 2016
Cameron Vows Further EU Reforms as Brexit Campaigns Enter Final Hours -- 6th Update - Dow Jones
Institutional News 22 June 2016
Airbus showing off its A350 in China - Wichita Business Journal Online 22 June 2016
India to auction off Vijay Mallya’s ACJ319 - Flightglobal.com 22 June 2016
Boeing's Iran deal covers 109 jets including 747s -Iran official - Reuters June 22
Boeing Confirms Iran Deal, Pending U.S. Government Blessing - ainonline.com June 22, 2016
Business News: Wireless Aviation Advances - The Wall Street Journal (Asia Edition) 23 June 2016
FAA Joins Push to Use Wireless Signals For Aircraft-Safety Systems - Dow Jones Institutional News
22 juin 2016
WSJ.D Technology: IBM, Gogo Team Up For In-Flight Alerts - The Wall Street Journal (Europe Edition)
20 June 2016
Business rational behind ending of EU flight ban - The Jakarta Post 23 June 2016
Emirates’ 80th A380 superjumbo makes star appearance in Vienna - The National 22 June 2016
Revealed: The quietest seat on a plane - nzherald.co.nz Jun 23, 2016
Lufthansa to fly A-380 on Mumbai-Frankfurt route - The Times of India 23 June 2016
AI flight makes emergency landing in Chennai - Press Trust of India 22 June 2016
----------------------------------------------FRENCH Summary
Pas assez de toilettes pour l’A350; AÉRONAUTIQUE - Trends/Tendances 23 June 2016
Airbus Group inaugure son nouveau siège social - Challenges (FRA) 23/06/2016
Dennis Muilenburg : « Boeing n'a jamais été aussi fort » - Le Figaro 23 June 2016
Référendum ; Notre-Dame-des-Landes n’est pas près de décoller… - L´Usine Nouvelle 23 June 2016
IBM planche sur un système permettant aux avions de mieux éviter les turbulences - air-cosmos.com
22/06/2016
Zodiac Aerospace: les principaux actionnaires se réengagent à conserver leurs parts - AFP |
22/06/2016
Les industriels de l'Est se frottent au secteur de l'aéronautique - Les Echos 23 June 2016
53 entrepreneurs disent oui à l'Occitanie - Midi Libre 23 June 2016
L'Iran s'engage à son tour sur 100 Boeing - air-cosmos.com 22 juin 2016
----------------------------------------------GERMAN Summary
90 Tonnen aus dem Stand gedreht - Elektrotechnik Online 22 juin 2016
Emirates A380 startet nach Dubai - Salzburger Nachrichten 23 June 2016
---------------------------------------------SPANISH Summary
Las cajas negras del avión de Egyptair presentan acumulaciones de sal; EGIPTO AVIÓN - Agencia EFE
- Servicio Internacional 22 June 2016
Egipto.- Francia y EEUU supervisan el análisis de las cajas negras del vuelo deEgyptAir siniestrado Europa Press - Servicio Internacional 23 June 2016
AVIÓN DE EGYPTAIR; Limpian de sal las cajas negras del Mediterráneo - El Correo 23 June 2016
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EgyptAir Crash Investigators Yet to Access 'Black Box' Data
Dow Jones Institutional News
22 June 2016
Almost a week after recovering the "black boxes" from EgyptAir Flight 804, investigators have yet to download
their data, slowing efforts to determine why the plane plunged into the Mediterranean Sea last month.
Search teams on Thursday retrieved the Airbus Group SE A320's cockpit voice recorder and a day later
recovered the flight-data recorder. Those were handed to the Egyptian-led team investigating the crash, which
began tests on the devices on Sunday.
The crash probe Wednesday said it was "conducting thorough inspection and tests on the electronic boards of
both" the recorders "in order to start the uploading process of the data." The team gave no timeline for when
the analysis would start.
The black boxes offer the best clues to determining why Flight 804 crashed May 19, killing all 66 people on
board. The plane was headed to Cairo from Paris when it deviated from its course while cruising at 37,000
feet, first turning left before rolling to the right and completing a full circle, investigators have said. Accident
investigators haven't ruled out any cause for the crash.
Crash probes sometimes can identify the likely cause for a crash within days if not hours of extracting data
from the black boxes.
Egyptian officials appear to be struggling to get the devices, which sustained some damage, ready for
analysis. "Inspection and removal of salt accumulations for more than 200 electrical circuits are undergoing to
determine the circuit that doesn't function properly in order to reach accurate reading of the memory units of
the recorders," Egyptian officials said, adding the process was being witnessed by French and U.S. officials.
A flight-data recorder is designed to store technical parameters for the last 25 hours of a plane's operations. It
monitors basic information such as aircraft speed and altitude, but also smoke alarms, autopilot mode and
control inputs made by the crew. The cockpit voice recorder retains the last two hours of crew conversation.
Egyptian officials last week said the data analysis could "take several weeks."
Flight 804 broadcast a number of fault messages before all contact was lost indicating possible smoke in the
nose of the plane, including a critical electronic-equipment hub beneath the cockpit. The messages alone
haven't proved sufficient to determine a likely cause for the crash, investigators have said.
Radar data also indicated there wasn't a sudden explosion that tore the plane apart midair. The flight's black
box data should allow investigators to determine the sequence of events on board and what actions the crew
may have taken to deal with them.
Investigators also said that a specialized vessel, the John Lethbridge, belonging to Deep Ocean Search Ltd.,
was continuing to map the debris field of the plane's wreckage for potential recovery later. The ship was used
to recover the black boxes from a depth of depth of around 3,000 meters (9,843 feet).
Write to Robert Wall at [email protected]
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EgyptAir Crash Probe Held Up by Electrical Fault in Black Boxes
Bloomberg
22 June 2016
http://www.bloomberg.com/news/articles/2016-06-22/egyptair-crash-probe-held-up-by-electrical-faultin-black-boxes
Tarek El-Tablawy
>Salt being cleaned from 200 circuit boards to identify glitch
>Flight recorders should help reveal what caused fatal downing
An investigation into why an EgyptAir plane crashed into the Mediterranean last month is being held up by a
damaged computer circuit that’s thwarting efforts to access vital data from the Airbus Group SE A320’s blackbox flight recorders.
A team of international experts is having to clean salt accumulations from more than 200 electronic circuits to
determine which one is foiling attempts to read the recorders’ memory units, Egypt’s Civil Aviation Ministry
said Wednesday in an e-mailed statement.
Investigators had already said the black boxes from EgyptAir Flight 804, retrieved last week, were partially
damaged. The units also had to be dried for several days after lying submerged in more than 3,000 meters
(9,800 feet) of water since the crash on May 19, which killed all 66 people on board.
The search vessel John Lethbridge, which raised the flight-data and cockpit-voice recorders from the seabed,
is meanwhile mapping out the distribution of debris from the A320 as a prelude to retrieving the wreckage as
part of the probe, the ministry said.
Representatives from France’s BEA and the U.S. National Transportation Safety Board are on hand as the
Egypt-led team assesses the recorders and their electronics, the ministry said.
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Iran hopes Boeing deal speeds up Airbus contract
Reuters
22 June 2016
Iran's Foreign Minister Mohammad Javad Zarif said on Wednesday he hoped that Tehran's deal with U.S.
planemaker Boeing would pave the way for finalising another contract with its European rival Airbus.
Boeing said on Tuesday it has signed an agreement to sell jetliners to IranAir.
The tentative agreement marks Boeing's first sale of aircraft to Iran since the country's Islamic Revolution in
1979.
The agreement helps the U.S. aerospace and defence company catch up with a $27 billion, 118-plane order
Iran placed with Airbus in January.
Both deals are conditional on receiving export licences from the U.S. Treasury due to significant U.S.
technology in all modern jetliners, whether built by Boeing or Airbus.
"We thought to speed up our ties with Airbus, we should make a deal with Boeing first. Now we feel the
situation is ripe for both," said Foreign Minister Zarif in a meeting with the foreign affairs commission of the
French Senate in Paris, according to Iran's ILNA news agency.
An Iranian official told Reuters on Wednesday that the provisional deal between Iran and Boeing covers 109
aircraft, including Boeing's 737, 777 and 747 models.
(Reporting by Bozorgmehr Sharafedin in Dubai and Tim Hepher in Paris; Editing by Susan Fenton)
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Iranian FM: No One Able to Tear Apart N. Deal, Repeat Talks
FARS News Agency
22 June 2016
TEHRAN (FNA)- Iranian Foreign Minister Mohammad Javad Zarif downplayed the threats by US presidential
candidate,Donald Trump, against the July nuclear deal between Tehran and the world powers, and said no
one can tear up the deal or repeat the nuclear talks.
"Certain groups in the US attempted to prevent the nuclear deal; the same happened in France too. But today
we have an agreement which has been approved by all sides, the International Atomic Energy Agency (IAEA)
and the UN," Zarif said, addressing the French parliamentarians in Paris on Wednesday.
"The French firms and banks shouldn't be concerned about the presidential campaign slogans of one of the
US candidates since no one can tear apart the deal or repeat the negotiations," he added.
Stressing that Iran will purchase 118 Airbus from France and 100 Boeing airplanes from the US, Zarif said,
"There are still banking problems for the implementation of contracts between Iran and France which should
be settled."
Zarif's warning is deemed as a general message to the political brass in Washington, but seems to be more
addressed to the US presidential candidate, Donald Trump. The totally estrange presidential nominee has
repeatedly warned that he would tear apart and discard the nuclear deal with Iran on day one of office if he is
ever elected, while his Democrat rival Hillary Clinton has said that she would remain loyal to the deal although
she has vowed to be tough on Iran.
In relevant remarks earlier this month, Iran's Supreme Leader Ayatollah Seyed Ali Khamenei warned the US
presidential candidates to watch their mouth when speaking of the Vienna nuclear deal, stressing that Tehran
will also ditch the agreement if future White House leaders show disrespect and discard it.
"We do not violate the JCPOA (Joint Comprehensive Plan of Action also known as the nuclear deal), but if the
opposite party violates it and tears it apart as the US presidential candidates state and threaten at present,
then we will burn it," Ayatollah Khamenei warned during his remarks at a meeting with the heads of the three
branches of power, high-ranking officials and different government bodies and armed forces on the occasion
of the holy month of Ramadan here in Tehran.
The Iranian leader further blasted the US for hypocrisy in return for Iran's honesty, saying, "As regards the
JCPOA, the opposite party has defied its duty that has been removing the sanctions, the problem with the
banks has not yet been resolved, the oil tankers insurance is done at a limited scope, the crude revenues and
our money that are in other countries are not given back to us and the Americans have not fulfilled a major
part of their undertakings, while we have done our part and shut down the 20-percent enrichment at Fordo
(nuclear enrichment facility) and Arak (heavy water reactor)."
He also warned that the hostilities between Tehran and Washington would not end as the US is resolved to
topple the Islamic Republic. "It is wrong to assume that we can come along with the US, this is wrong and we
cannot rely on illusions as their issue is with the life and essence of the Islamic Republic and this cannot be
resolved through negotiations."
Yet, Ayatollah Khamenei reiterated that the arrogant party seeking continued animosity is not Tehran, but
Washington that wants regime change in Iran.
"Some imagine that hostilities are the result of our belligerence towards the US; (then if that's true) what has
the Islamic Republic done to France? Why did France play the bad cop in the nuclear talks and why are the
Netherlands and Canada showing enmity (towards Iran)," the Supreme Leader asked.
FARS News Agency
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Brexit ‘could leave UK isolated, less competitive’
Gulf News
22 June 2016
Martin Downer, Special to Gulf News
Airbus boss Paul Kahn fears Europe-wide business will be badly hit if country leaves EU
London: Nearly 50 years ago, government ministers from France, Germany and Britain met and agreed that
‘for the purpose of strengthening European coordination in the field of aviation’ they should jointly develop the
world’s first twin-engined wide-body passenger jet.
Two years later — in May 1969 — the A300 was launched and the story of modern-day pan-European
business behemoth Airbus began.
The company is now the world’s leading manufacturer of commercial jetliners and military airlifters, employing
nearly 75,000 people mostly in France, Spain, Germany and the United Kingdom and producing cutting-edge
planes including the planet’s largest passenger airliner, the A380.
But an obstacle may be about to be thrown into the path of the Airbus success story, with the possibility of
Britain leaving the European Union creating uncertainty at the company’s two large UK bases at Filton near
Bristol and at Broughton in Wales.
Company bosses have been vocal in their support for a vote to remain, with Airbus UK president Paul Kahn
going so far as writing to the 15,000 UK-based staff extolling the virtues of the EU ahead of Thursday’s in/out
referendum.
Biggest concern
And with the polls indicating a closely fought contest, Kahn explained to Gulf News exactly why he thinks
Britain should not turn its back on Europe.
“Our biggest concern is not so much the short-term disruption, it is about our longer-term competitiveness,” he
said in an email interview. “We are a highly integrated business that, at its core, depends on European
industrial organisation and integration.
“If the UK exits the EU, there are likely to be significant changes to the regulatory and economic environment,
with subsequent impacts on our competitiveness. If we don’t enjoy the same unfettered access to people,
capital, resource and technology that we currently do, then that will ultimately impact our competitiveness.
Additional paperwork is not something that customers want to pay for.”
While Kahn insisted Airbus would continue to operate in the UK even if the country voted to leave the EU, he
had a stark warning about Britain’s long-term future on the outside of the continental trading bloc.
“We have been clear that we will continue to support our existing operations irrespective of the referendum
result. We remain committed to our current UK operations and workforce,” he said. “However, in the long term,
a UK outside of the EU risks becoming isolated geopolitically, less influential in international trade negotiations
and perhaps less competitive economically.
“This could have serious long-term ramifications for the country, which would not be easily undone.”
British suppliers
As well as the thousands of people employed at Filton and Broughton, Airbus also claims to be indirectly
responsible for a further 100,000 jobs among its British suppliers. And Kahn believes Airbus has only been
able to grow to such levels thanks to the EU.
“The success of Airbus Group’s operations in the UK depends on European industrial organisation and
integration, which EU membership allows,” he said. “If the UK exits the EU, there are likely to be significant
changes to the regulatory and economic environment, with subsequent impacts on our competitiveness.
“Airbus Group is the best example of a truly European industrial success story, with world-leading products
and a brand that is envied around the globe.”
Of the EU’s limitations, Kahn added: “We have never said that the EU is not without its faults, but our
arguments for Britain remaining in the EU are based on a desire to preserve a set of economic conditions that
have allowed high-value manufacturing in the UK to flourish, whilst generating both jobs and prosperity for the
economy as a whole.”
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Cameron Vows Further EU Reforms as Brexit Campaigns Enter Final Hours -- 6th Update
22 June 2016
By Jason Douglas
LONDON -- Prime Minister David Cameron pledged to pursue greater European Union overhauls if Britons
backed his call to stay in the bloc in Thursday's referendum, a last-minute pledge to voters flirting with an exit
that was almost immediately undercut by the head of the European Commission.
Campaigners on opposing sides of the U.K.'s debate over its relationship with the European Union made their
last pitches to British voters Wednesday ahead of a historic vote that is being closely watched in financial
markets, European capitals and beyond. The most recent opinion polls continued to show the outcome
remained too close to call.
The prime minister said in an interview with the British Broadcasting Corp. that he intended to reopen the issue
of freedom of movement, a core EU principle that allows citizens of member-states to live and work freely in
any country in the bloc, with other leaders. His renegotiation of the terms of Britain's membership in February,
which put fresh restrictions on new arrivals' access to welfare, was part of a continuing process, he said.
"If we stay in the European Union, reform continues on Friday," Mr. Cameron said Wednesday before
embarking on a whistle-stop tour of the U.K. to encourage voters to reject a British exit from the EU, or
"Brexit."
His pledge to return to the negotiating table marked a last-ditch effort to assuage concerns over immigration
that have helped fuel anti-EU sentiment and put the outcome of the referendum on a knife edge. The debate
has exposed deep unease in swaths of the U.K. over European free-movement rules that have helped fuel a
yearslong surge in immigration.
Shortly after, though, European Commission President Jean-Claude Juncker -- who wants the U.K. to remain
in the EU -- poured cold water on the idea of reopening talks. "We have concluded a deal with the prime
minister," Mr. Juncker said in Brussels, referring to the February agreement. "He got the maximum he could
receive and we gave the maximum we could give."
The pro-Brexit camp, led in part by senior Conservative figures in Mr. Cameron's own administration, has
made controlling immigration a centerpiece of its campaign. It has also portrayed the EU as distant and
undemocratic, and urged Britons to "take back control" of their country and its economy.
Nigel Farage, leader of the anti-EU UK Independence Party and a prominent Brexit campaigner, urged voters
in his final speech of the campaign to make Thursday the U.K.'s "independence day."
The referendum debate has animated much of the British public and exposed deep divisions over Britain's
relationship with the EU that cut across traditional party and socio-economic lines. It has also torn apart Mr.
Cameron's center-right Conservative Party, pitting the prime minister against some prominent colleagues,
including former London Mayor Boris Johnson and some serving government ministers.
A vote by Britons to remain in the European Union would mark Mr. Cameron's third major victory in two years,
following the 2014 referendum on Scottish independence. If he wins by a small margin, however, he may have
difficulties commanding authority in Parliament, since his opponents will likely keep pushing to take more
power back from Brussels and for the government to do more to curb immigration, said Stephen Fisher,
associate professor in political sociology at the University of Oxford.
"Unless it's a massive unexpected victory for remain, it will not be considered settled," Mr. Fisher said. "I don't
expect this issue to ever go away from British politics."
On the other hand, a vote for an exit, which Mr. Cameron has campaigned against for months, would reverse
the British leader's political fortunes and is widely expected to lead to his resignation.
A departure by Mr. Cameron as prime minister and head of the Conservative Party would likely trigger a likely
bitter leadership contest, a process that could take several months to complete. And any change at Downing
Street could raise questions about the need for a general election.
The monthslong campaign was temporarily put on hold last week following the brutal killing of British lawmaker
and pro-EU campaigner Jo Cox, who was shot and stabbed in a daylight attack in her parliamentary district in
northern England. Thomas Mair, 52, has been charged with the murder of Ms. Cox, who was a member of the
opposition Labour Party.
A series of events in London and elsewhere took place Wednesday to commemorate the aid worker-turned
politician's life and work on what would have been her 42nd birthday. Her husband Brendan Cox said his wife
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had thought the campaign had turned too negative. "Jo lived for her beliefs, and on Thursday she died for
them," Mr. Cox said at a rally in London's Trafalgar Square.
With less than a day to go until voting began, opinion polls showed the public remained split. Two surveys
Wednesday, from pollsters Opinium Research LLP and TNS, a unit of WPP PLC, gave a small edge to the
pro-Brexit camp, while a poll by CommunicateResearch Ltd. gave the lead to remain. Most signaled that at
least one in 10 voters still hadn't made up their minds.
In London Wednesday, Louise Brodie, 42, who works for the emergency services, said she had deliberately
avoided most of the public debate because she doesn't trust politicians and was put off by the tone of the
campaign. But she said she decided to vote 'out,' as she believes the economy will do fine outside the EU.
"I just think this country needs to get a chance to go back to what it was," she said.
A record 46.5 million people have registered to vote in the referendum, according to provisional figures
published by the U.K.'s independent election watchdog. A surge in late registrations in early June was driven
by people under 34 years of age, a group that pollsters say tends to favor remaining in the EU. Results are
expected early Friday.
Mr. Cameron's campaign received the backing Wednesday of more than 1,200 business leaders, who urged
British voters to keep the country in the EU.
In a joint letter made public by the Britain Stronger in Europe campaign group, 1,285 executives -- including
representatives of half the companies in the blue-chip FTSE 100 index -- said a British exit from the EU would
hurt the U.K. economy.
Signatories included senior executives at more than 50 of the largest firms listed on the London Stock
Exchange, including multinationals such as AstraZeneca PLC, Barclays PLC, Standard Life PLC, Anglo
American PLC, General Electric Co., Unilever PLC, Vodafone Group PLC and Airbus Group SE.
Mr. Cameron has focused his campaign on the economic risks of leaving, saying a departure could hurt the
economy and cost British jobs.
Those campaigning in favor of Brexit have dismissed warnings on the economy, saying the U.K. will thrive
outside the EU once unshackled from burdensome regulation and able to trade freely with the rest of the
world.
--Nicholas Winning, Jenny Gross and Simon Zekaria contributed to this article.
Write to Jason Douglas at [email protected]
(END) Dow Jones Newswires
June 22, 2016 17:20 ET (21:20 GMT)
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Airbus showing off its A350 in China
Wichita Business Journal Online
22 June 2016
Daniel McCoy
Looking to drum up sales in the world’s primary emerging aviation market, Airbus has taken its new
A350XWB (extra-wide body) on a demonstration tour in China.
Airbus said in a press release that the tour will begin on Saturday and make five airport stops through July 2.
The tour comes on the heels of an order in April from China Eastern Airlines for 20 A350-900 aircraft.
The jet Airbus will be showing off will come to China with ties to Wichita.
Airbus Americas Engineering, which will soon be moving from Old Town to the innovation campus at Wichita
State University, was integral to the development of the new wide-body passenger jet.
In addition, Wichita-based Spirit AeroSystems Inc. builds the plane’s center fuselage section at its plant in
Kinston, N.C.
Airbus has around 800 firm orders for the A350 on its books.
Did you find this article useful? Why not subscribe to Wichita Business Journal for more articles and leads?
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India to auction off Vijay Mallya’s ACJ319
Flightglobal.com
22 June 2016
By Greg Waldron (Singapore)
India’s tax authorities will auction off an Airbus Corporate Jets ACJ319 aircraft previously used by Vijay Mallya,
the former chairman of defunct Kingfisher Airlines.
The auction will open on Wednesday 29 June and close on Thursday 30 June, according to Indian
government auction website MSTC.
The aircraft bears registration number VT-VJM and the manufacturer’s serial number 2650. Flightglobal’s
Fleets Analyzer database shows that it owned by Caymen Islands firm CJ Leasing.
After entering service in November 2006, it operated for seven years before being parked in March 2013.
The 2005-vintage aircraft is powered by IAE V2500 engines. It can accommodate 25 passengers and six crew.
Kingfisher previously operated an extensive domestic and international network, mainly targeting business
travellers. After its acquisition of low-cost carrier Air Deccan, it gradually fell into extreme financial difficulties
and was ultimately forced to suspend operations on 30 September 2012.
Its scheduled operator's permit was suspended in in 2012, and the carrier’s attempts to revive it have failed.
Mallya, for his part, reportedly faces extensive legal problems in India, mainly stemming from the failed airline,
and now lives in the UK.
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Boeing's Iran deal covers 109 jets including 747s -Iran official
Reuters
June 22
PARIS, June 22 (Reuters) - A provisional deal between Iran and Boeing to acquire jets for the country's
national airline covers 109 aircraft, split about equally between narrow-body and long-range wide-body aircraft,
an Iranian official told Reuters on Wednesday.
In addition to the 737 and 777 models announced earlier this week, IranAir also envisages acquiring some of
the latest version of Boeing's iconic 747 jumbo under the deal, which is subject to approval by both the Iranian
and U.S. governments, the official said.
About half of the 109 aircraft will be narrow-body 737 jetliners, the official added, asking not to be named.
The payment mechanisms and financing of the deal, including the currency in which it will be carried out, have
yet to be finalised, the official said.
Some of the jets are expected to be leased.
(Reporting by Tim Hepher; Editing by Keith Weir)
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Boeing Confirms Iran Deal, Pending U.S. Government Blessing
ainonline.com
June 22, 2016
by Charles Alcock
http://www.ainonline.com/aviation-news/air-transport/2016-06-22/boeing-confirms-iran-deal-pending-usgovernment-blessing
Boeing on Tuesday confirmed the signing of a memorandum of understanding (MOA) with state-controlled Iran
Air for an unspecified number of new airliners. In a written statement, the U.S. airframer gave no details about
the provisional deal, which had been announced earlier the same day by Iran’s transport minister Abbas
Akhoundi speaking on Iranian television. Iran Air has previously indicated that it wants to refresh its aging fleet
with a mix of approximately 100 new 737s, 777s and 787s.
The statement from Boeing acknowledged that conclusion of the sale remains very much in the hands of
the U.S. government. Still unresolved is whether export credit support will be available from the U.S. ExIm
Bank, which remains mired in indecision due to the fact that it still does not have a fully quorate board. Last
year, the bank was mired by political rancor with Republicans in Congress obstructing reauthorization funding
for the bank and then stalling over the approval of new board members.
Boeing did not refer to these difficulties in its statement and said that it would provide no further details.
“Boeing negotiated the MOA under authorizations from the U.S. government following a determination that
Iran had met its obligations under the nuclear accord reached last summer,” the company explained. “Boeing
will continue to follow the lead of the U.S.government with regards to working with Iran’s airlines, and any and
all contracts with Iran’s airlines will be contingent on U.S. government approval.”
Following the lifting of sanctions against Iran, Europe’s Airbus quickly signed a $27 billion deal for around 118
of its airliners, and this was supplemented by a $1 billion agreement for 20 ATR72-600 regional aircraft.
However, these agreements also remain contingent on U.S.government approval as the aircraft all have
significant U.S. content.
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Business News: Wireless Aviation Advances
The Wall Street Journal (Asia Edition)
23 June 2016
By Andy Pasztor
U.S. aviation regulators have teamed up with their European counterparts to develop common standards
aimed at harnessing wireless signals for a potentially wide array of aircraft-safety systems.
Nearly a year after Airbus Group SE unsuccessfully urged Federal Aviation Administration officials to join in
such efforts, Peggy Gilligan, the agency's senior safety official, has set up an advisory committee to cooperate
with European experts specifically to "provide general guidance to industry" on the topic.
The FAA's decision became public Tuesday during a meeting of the top policy-making committee of RTCA
Inc.,an industry-government group that serves as the regulatory agency's primary think tank on technical
issues. The goal, according to theFAA, is "to enable improvements in safety and a reduction in weight" by
eliminating some of the wiring that now connects many systems on board jetliners.
Both the FAA and Boeing Co. initially were cool to the notion. But the latest move to develop joint U.S.European standards, according to RTCA documents, is intended to eliminate "significant variability in wireless
technology, application and protection for aviation products."
So far, most public attention has focused on enhanced wireless technology to improve connectivity for
passengers surfing the web during flights. But the Airbus effort move is part of a broader, less well-known
initiative -- which includes rivalBoeing and several international avionics suppliers -- to research use of on
board wireless signals for safety-related applications suchas a backup for engine controls; monitoring the
condition of landing-gear systems; detecting dangerous icing on airplane surfaces;andalerting pilots about
defective airspeed sensors. Some backers estimate the result could be to eliminate some 220 pounds of
wiring on the average jetliner.
European authorities already are developing standards for such wireless applications outside passenger
cabins. Now, an RTCA-organized panel, led by officials of Airbus and Honeywell International Inc., will seek to
ensure there are common standards for safety-related uses on both sides of the Atlantic.
Previously, Airbus indicated that company engineers envision a wider range of applications, potentially even
as backup systems for moving critical wing and tail surfaces that control flight.
Proponents anticipate that such wireless applications would be separate from signals used by passengers for
entertainment or communications. But one of the main issues the RTCA panel will study is how safety-related
wireless signals could impact signals already used for radio altimeters that tell pilots the aircraft's altitude.
The proposed uses also raise significant issues about future aircraft vulnerabilities to cyberattacks. As a result,
U.S. and European experts have been instructed to delve into those matters.
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FAA Joins Push to Use Wireless Signals For Aircraft-Safety Systems
22 juin 2016
U.S. aviation regulators have teamed up with their European counterparts to develop common standards
aimed at harnessing wireless signals for a potentially wide array of aircraft-safety systems.
Nearly a year after Airbus Group SE unsuccessfully urged Federal Aviation Administration officials to join in
such efforts, Peggy Gilligan, the agency's senior safety official, has set up an advisory committee to cooperate
with European experts specifically to "provide general guidance to industry" on the topic.
The FAA's decision became public Tuesday, during a meeting of the top policy-making committee of RTCA
Inc., an industry-government group that serves as the regulatory agency's primary think tank on technical
issues. The goal, according to the FAA, is "to enable improvements in safety and a reduction in weight" by
eliminating some of the wiring that now connects many systems on board jetliners.
Both the FAA and Boeing Co. were initially cool to the notion. But the latest move to develop joint U.S.European standards, according to RTCA documents, is intended to eliminate "significant variability in wireless
technology, application and protection for aviation products." The initiative is slated to run over roughly three
years.
So far, most public attention has focused on enhanced wireless technology to improve connectivity for
passengers surfing the Web during flights. But the Airbus effort move is part of a broader, less well-known
initiative—which includes rival Boeing and several international avionics suppliers—to research use of on
board wireless signals for safety-related applications such as a backup for engine controls; monitoring the
condition of landing-gear systems; detecting dangerous icing on airplane surfaces; and alerting pilots about
defective airspeed sensors. Some backers estimate the result could be to eliminate some 220 pounds of
wiring on the average jetliner.
European authorities already are developing standards for such wireless applications outside passenger
cabins. Now, an RTCA-organized panel, led by officials of Airbus and Honeywell International Inc., will seek to
ensure there are common standards for safety-related uses on both sides of the Atlantic.
Previously, Airbus indicated that company engineers envision a wider range of applications, potentially even
as backup systems for moving critical wing and tail surfaces that control flight.
Proponents envision such wireless applications will be separate from signals used by passengers for
entertainment or communications. But one of the main issues the RTCA panel will study is how safety-related
wireless signals could impact signals already used for radio altimeters that tell pilots the altitude of aircraft.
The proposed uses also raise significant issues about future aircraft vulnerabilities to cyberattacks. As a result,
U.S. and European experts have been instructed to delve into those matters.
Write to Andy Pasztor at [email protected]
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WSJ.D Technology: IBM, Gogo Team Up For In-Flight Alerts
The Wall Street Journal (Europe Edition)
20 June 2016
By Rachael King
International Business Machines Inc. said it struck a deal with in-flight wireless provider Gogo Inc. to alert
airline pilots to turbulence as they approach rough skies.
The service is one of Big Blue's first moves to capitalize on its $2 billion acquisition of the Weather Company.
IBM will automatically receive reports of turbulence from planes in flight, compare them with meteorological
data to assess the severity of the threat, and then send alerts to other planes in the area.
The Armonk, N.Y., technology giant likened the system's operation to the way drivers use a popular navigation
app owned by Alphabet Inc. to detect traffic jams and route around them. "What Waze does for cars, we do for
airlines," said Cameron Clayton, chief executive and general manager of The Weather Company, which
became a division of IBM last October.
IBM said turbulence costs airlines approximately $100 million each year because of crew and passenger
injuries, unscheduled maintenance, and revenue lost while planes are out of service.
The new service could save some of that money by alerting pilots to turbulence ahead so they can avoid it.
IBM plans to launch the service in late summer. The terms of the deal weren't disclosed.
"When IBM acquired The Weather Company, we fully anticipated this deal was more about the data than
about getting their hands on The Weather Company's technology," said Douglas Laney, an analyst with
research firm Gartner Inc. "IBM has been plotting how to deploy or monetize that data in a variety of ways to
help justify the investment," he added.
But the Weather Company's technology was also a factor in the acquisition, according to a person familiar with
the matter. The company had built a platform that processes billions of data points daily to produce actionable
information, Mr. Clayton said.
While the platform has been used mostly for weather data, it processes other kinds of data as well. It became
a cornerstone of IBM's Watson Internet of Things division, and it will manage the turbulence alerts on the
ground.
Usually, pilots who experience turbulence report the incident to dispatchers on the ground, who evaluate the
threat and set about alerting other pilots who might be affected.
IBM and Gogo intend to automate the process.
Gogo, based in Chicago, will offer to outfit planes with a dedicated Internet connection that connect to servers
on the ground. The system will pick up evidence of turbulence from sensors already on a plane and relay it to
Watson Internet of Things computers, along with the plane's location. The IBM system will combine the in-flight
alerts with weather data such as wind speeds to evaluate the severity of potential turbulence.
If the risk is minor, it will pass the information along to planes in the area. If it senses a dangerous situation, it
will send an alert to reroute around the hazardous conditions.
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Business rational behind ending of EU flight ban
The Jakarta Post
23 June 2016
Chappy Hakim, Jakarta
The EU recently announced the lifting of bans on several airline companies, including Indonesia's Batik Air,
Citilink and Lion Air.
A paragraph from the announcement release reads: "Following today's update, all airlines certified in Zambia
are cleared from the list, along with Air Madagascar and three airlines certified in Indonesia (Citilink, Lion Air
and Batik Air). In addition, most aircraft of Iran Air are allowed to resume operation to the EU."
From this, it can be concluded that Indonesia's position is considered by the EU to be below that of Zambia.
The next conclusion is that in order to resume operation to the EU, Indonesian airline companies can't just be
locally audited but also have to be subjected to European Commission auditing.
In other words, the commission has no trust in the Indonesian Aviation Authority.
Mutual respect in international relations is known as the reciprocal principle. In the context of EU -- Indonesia
ties, there should be no exception. A discrepancy can thus be noticed in EU -- Indonesia relations in this case.
Indonesian airline companies must first be audited by the EU before being allowed to fly to Europe, with no
news so far about EU airline firms being audited by the Indonesian national aviation authority.
The EU flight bans originated in the Universal Safety Oversight Audit Program (USOAP) in February 2007
conducted by the International Civil Aviation Organization (ICAO) on the Indonesian Aviation Authority. The
audit resulted in over 120 findings not in compliance with the ICAO International Civil Aviation Safety
Standards. This entailed the EU bans, followed by Indonesia's demotion by the Federal Aviation Administration
(FAA) from category 1 countries (meeting ICAO standards) to category 2.
In 2010 Garuda Indonesia and several other airline companies were passed after being audited by the EU civil
aviation authority and allowed to fly to the EU. Citilink, Lion Air and Batik Air followed only on June 16 this
year.
The EU bans were in fact rather odd. The Indonesian aviation authority was regarded as failing to comply with
international civil flight safety by referring to USOAP-ICAO findings. The EU therefore considered Indonesia's
civil flight operation unsafe; subsequently, all Indonesian airline companies' flights to Europe were banned and
European citizens advised to avoid traveling on them.
Strangely, no European airline companies were banned from flying to the country or over the air space of
Indonesia seen as dangerous. The layman's conclusion is that European airline companies were unwilling to
abandon Indonesia in light of the very attractive market opportunities of air transportation in and from
Indonesia. Several notes are worth examining to explain this peculiarity.
In 2011 Lion Air purchased 230 Boeing 737s worth Rp 195.2 trillion, constituting the largest contract in the
history of Boeing and at the same time creating more than 100,000 job opportunities in the US (BBC, Nov. 18,
2011).
In 2013 Lion Air ordered 234 Airbus jetliners. The French presidential office said the order worth US$23.8
billion was the biggest in the history of Airbus (BBC, March 18, 2013). Actually Lion Air was "banned" from
flying to Europe at the time.
In 2014 Lion Group was listed as the biggest buyer of avions de transport regional (ATR), totaling 100 aircraft
(Merdeka.com, November 2014). In the same year Lion Air was still banned from flying to Europe. Garuda
Indonesia recently also ordered 60 Boeings and 30 Airbuses worth up to US$20 billion, equivalent to Rp 266.3
trillion.
In 2013 Garuda Indonesia also signed a tripartite cooperation agreement on the order of 25 ATR72-600s
worth US$625 million or Rp 7.2 trillion. The cooperation was between Garuda, the ATR manufacturer and
Nordic Aviation Capital (NAC), based in France and Italy.
Meanwhile, on Jan. 20, an AirAsia Airbus A320 crashed in the Java Sea, resulting in the deaths of 162 people,
including French copilot Remi Emmanuel Plesel.
In the last 10 years, a fairly large number of foreign pilots, including Europeans, have been working in
Indonesia.
On April 4 this year there was a collision between a Boeing aircraft operated by Batik Air and an ATR operated
by Trans Nusa Air Service at Halim Perdanakusuma Air Base. Indonesian airlines are regular buyers of
Airbus, Boeing and ATR aircraft and plan to buy hundreds more units of these airplanes.
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All this is an illustration and reflection of the dynamism of commercial civil aviation in Indonesia's alluring
market. After the lifting of the EU's bans, it is expected that the FAA will restore Indonesia's aviation safety
from category 2 to category 1.
The multimillion-dollar aviation industry is indeed sometimes rather difficult to understand by logic alone. Mark
Twain once said that the lack of money was the root of all evil; that's why it's hard to comprehend the EU
banning and lifting and the FAA categorization. Opinions will always differ; as once stated by Douglas Adams:
"All opinions are not equal. Some are a very great deal more robust, sophisticated and well supported in logic
and argument than others."
The most important thing is to realize that what has been debated and happening lately is just the tip of the
iceberg, and doesn't reach the basic substance and root of the problem of Indonesia's aviation world, the
problems of which can't be resolved solely by the withdrawal of the EU ban and FAA category promotion.
We should be grateful for the hard work of the national aviation authority and whatever has made the UE and
FAA regard the market of air transportation in Indonesia as having potential to be reckoned with. They have
begun to realize that the market promises profits of millions of dollars.
As a buyer of hundreds of aircraft, even breaking purchasing records in history, it would certainly be odd to
ban Indonesian flights to Europe and the US. Money is always in power.
Since the beginning, there was something strange in the EU ban, which was based on ICAO findings. It means
the aviation authority, which should be penalized, not air carriers, because it is the authority which has failed to
comply with ICAO standards. It is quite difficult to understand, except it is part of a political game.
_________________________________
The writer is former chairman of the National Team of Safety and Transport Security Evaluation.
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Emirates’ 80th A380 superjumbo makes star appearance in Vienna
The National
22 June 2016
Chris Nelson
Chris Nelson
Emirates marked a milestone today when the Austrian capital of Vienna welcomed the airline's
80th Airbus A380 superjumbo, flying in direct from the Airbus production facility in Hamburg.
Austrian dignitaries, officials, VIPs and media at the event were the first non-operational people to set foot
inside the brand new aviation giant.
The aircraft will start services to and from the Viennese hub from July 1 and Emirates will be the first airline to
operate a scheduled A380 service into the city.
The arrival of the airline's latest A380 comes at a time when used A380s are being offered at a 40 per cent
discount to the US$2 million-plus monthly rental rate for a new plane as the leasing firm Doric seeks to spur
demand for the second-hand jets.
Doric is in talks with a number of potential operators for a tranche of double-deckers that could be returned
by Singapore Airlines and Emirates from 2017 following the completion of 10-year leases, said Sibylle Paehler,
the lessor's managing director.
Interested parties span second-tier airlines that have not yet flown the A380 through charter carriers and
companies that specialise in so-called wet-lease services, in which jets are provided for a limited term
complete with crews.
"Each has a different business model, so it's hard to make precise forecasts on the most-likely future use," Ms
Paehler said, adding that the main stumbling block is that "nobody wants to be first" in announcing a deal for a
550-seat plane whose popularity as a second-hand transport has yet to be demonstrated.
Vienna Airport has embarked on a long-term development project that includes changes to the apron
infrastructure, investments in aircraft handling equipment, gate and boarding facilities, and airside terminal
areas.
This special one-off visit by the 80th A380, captained by the Austrian national Florian Ragg, was made to test
technical procedures such as pier docking, movement of the aircraft on the apron into its correct parking
position, specialised aircraft cleaning inside and out and the loading and unloading of catering and baggage.
To provide a large enough space for docking and handling of this wide body aircraft four airport gates will be
merged into one.
Emirates has served the Vienna-Dubai route since 2004 and since then has carried almost three million
passengers on its double daily service. By deploying the latest A380, which has a seat capacity of 519, the
airline will now be able to carry more than 1,700 passengers between Dubai and Vienna every day.
Tourism in Austria, as well as directly or indirectly linked industries such as trade, transport and infrastructure
will further benefit from the introduction of the A380. Emirates' 14 weekly frequencies support close to 1,800
full-time jobs in the European country, generating economic impact on the national GDP worth approximately
179 million (Dh742.7m) a year, according to Emirates.
Over the past few years, Austria and the cosmopolitan city of Vienna, have developed into one of the fastestgrowing markets for passengers from the Middle East. In 2015, more than 115,000 visitors arrived into Austria
from the UAE alone, a 34.8 per cent increase compared to the year before, the airline said.
Outbound, some of the most popular destinations for Austrian travellers are Bangkok, Colombo, Mauritius and
Male, many of which are served by the A380, meaning passengers can enjoy the luxury of the world's largest
passenger aircraft all the way.
Today's milestone came after Emirates, the largest operator of the superjumbo, said this month it has all but
given up on getting an upgrade of the double-decker with new engines and is instead making a more modest
pitch to the plane maker: please do not drop the programme altogether.
"I can't force Toulouse to do anything," Emirates president Tim Clark told reporters at a briefing in Dublin,
referring to Airbus' home base in southern France. "My main concern is that they stop producing the plane."
Mr Clark has become a marketing champion for the A380 but conceded that talks with the manufacturer
regarding an upgrade had "kind of lapsed". Emirates is by far the largest customer for the aircraft, having
ordered 142 in total.
Emirates' concern about Airbus keeping the plane on the production line is driven by the fact that few sizeable
buyers exist besides the Arabian Gulf operator.
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Airbus, after rushing 18 months ago to assure the airline community that it would look seriously at an
A380Neo, has made increasingly clear that any such project is something for the long term.
[email protected]
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Revealed: The quietest seat on a plane
nzherald.co.nz
Jun 23, 2016
http://www.nzherald.co.nz/travel/news/article.cfm?c_id=7&objectid=11661966&ref=rss
A JetBlue pilot said sitting in front of a plane's wings and engines is like being behind a loud speaker. Photo /
iStock
Other than being sat next to a rude or annoying passenger, there's nothing worse than being stuck in an
aeroplane seat where the outside noise makes it impossible to sleep.
Many travellers have wondered if there's a seat on a plane where they won't be bothered by noise from the
rumbling engines and disturbed air.
New York-based low-cost airline JetBlue has set out to answer the question after being asked by its customers
if there is a secret to finding the quietest seat on a plane.
It's rather obvious, as JetBlue pilot Christian P. explained in a video on the airline'sblog.
He said passengers should choose a seat towards the front of the plane. Other experts said that seat should
be on the aisle.
"There's less noise when you're sitting forward of the wings,' the JetBlue pilot explained.
"On most planes the engines are located under the wings.
"Sitting in the front of the wing is like being behind a speaker. All of the sounds of the engine and disturbed air
are projected away from you. For a more peaceful ride find a seat in the front of the cabin."
Dai Whittingham, chair of the UK Flight Safety Committee, told MailOnline those who are bothered by the
noise may want to opt for an aisle seat.
"As a basic principle, the seats forward of the engines tend to be quieter," he said. "Aft of the wings there is
also likely to be some additional aerodynamic noise from the wings themselves.
"Window seats are noisier than aisle seats because you are closer to the skin of the aircraft - sound intensity
decreases inversely proportional to the square of the distance from source."
Back in 2006, H. Kurtulus Ozcan and Semih Nemlioglu, from Istanbul University, published their findings after
measuring noise levels within the cabin.
Their study analysed domestic flights on Airbus A321 aircraft and found that passengers in middle and aisle
seats are exposed to noise that is four decibels quieter than what travellers in window seats are exposed to.
Sitting at the front of a plane, however, is a luxury on some aircraft and can be very costly on larger planes
with premium cabins.
For example, passengers flying on a British Airways Airbus A380 - the world's largest passenger jet - would
need to be in first or business class to be in front of the wings, according to a seating map on the website Seat
Guru.
A first class return ticket for British Airways' London-San Francisco route costs more than $14,000, while a
business class return ticket sells for $6193.
For passengers flying with a budget airline, they will need to be in the first 14 rows on Ryanair's fleet of Boeing
737s, or in the first six to eight rows on easyJet's Airbus A319 or A320 aircraft.
How much quieter these seats really are may be up for debate, and some aircraft are quieter than others.
Manufacturers have made strides in reducing engine noise and making cabins quieter to improve passenger
comfort.
For example, passengers who are used to flying within Europe on budget flights will notice a huge difference
when they fly on an Airbus A380 - the world's largest passenger jet and the aircraft that is considered the
quietest in the skies today.
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The Boeing 787 Dreamliner is substantially quieter than its competitors.
Whittingham said turboprop aircraft tend to be the noisiest due to the speed of the propeller tips.
- Daily Mail
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Lufthansa to fly A-380 on Mumbai-Frankfurt route
The Times of India
23 June 2016
Saurabh Sinha
NEW DELHI: Slot-constrained Mumbai airport is fast becoming a magnet for the world’s biggest commercial
aircraft, Airbus A-380. German mega carrier Lufthansa is planning to deploy this aircraft on the MumbaiFrankfurt route from next summer. Currently, three international airlines — Singapore Airlines (SIA), Emirates,
and Etihad — fly this double-decker aircraft to Mumbai. Delhi, the only other airport that gets A-380s in India,
at present sees the big bird from only two airlines — SIA and Lufthansa. “From the winter schedule that starts
October-end, we will introduce the Boeing 747-8 on our Mumbai–Frankfurt route. And then our endeavour will
be to deploy an A-380 on this route from next summer,” Wolfgang Will, Lufthansa (South Asia) director, told
TOI. Lufthansa has been trying to bring the A-380 to Mumbai for some years now but could not get the slot as
the city’s airport, till recently, had only one parking bay big enough for the A-380, along with a sole twinlevel
aerobridge.
“Delhi will be the first destination within the Lufthansa network that will be served with the new Airbus A350 at
the beginning of 2017,” Will said.
For Reprint Rights: timescontent.com
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AI flight makes emergency landing in Chennai
Press Trust of India
22 June 2016
Chennai, Jun 22 (PTI) A city-bound Air India plane carrying around 120 passengers on board from New
Delhi's Indira Gandhi International Airport made an emergency landing here this afternoon due to a technical
problem.
However, all passengers on the Airbus 320 aircraft were deplaned safely on landing of the flight at 1519
hours, sources said.
"The Chennai ATC (Air Traffic Control) received a call from the commander of Air India flight A1-142 at around
1430 hours asking for emergency landing of the flight due to hydraulic failure," the source said.
The flight landed safely at 1519 hours, six minutes ahead of its scheduled time, he said.
An Air India spokesperson in New Delhi said the six-and-a-half-year-old aircraft made the emergency landing
due to a hydraulic failure. PTI VIJ IAS KIS ZMN KIS
Press Trust Of India Limited
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Pas assez de toilettes pour l’A350; AÉRONAUTIQUE
Trends/Tendances
23 June 2016
par Jean-Christophe de Wasseige
Airbus connaît des problèmes dans la production de l’A350, son long-courrier de dernière génération.
L’avionneur doit en livrer 50 à ses clients cette année. Or, seuls neuf sont sortis des usines jusqu’à présent.
En cause : le sous-traitant qui fournit les sièges et les toilettes, le français Zodiac Aerospace, n’arrive pas à
suivre la cadence.
TE1625-0128_intern
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Airbus Group inaugure son nouveau siège social
Challenges (FRA)
23/06/2016
Après vingt-quatre mois de travaux, Airbus Group inaugure, le 28 juin, son nouveau siège social à Toulouse,
qui rassemble 1 500 salariés. L'investissement, de 100 millions d'euros environ, a été financé en grande partie
par la vente des sites historiques du boulevard Montmorency, à Paris, et d'Unterschleissheim, en Allemagne.
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Dennis Muilenburg : « Boeing n'a jamais été aussi fort »
Le Figaro
23 June 2016
Véronique Guillermard
Dans un entretien exclusif au « Figaro », le PDG du géant américain centenaire ouvre une nouvelle frontière
pour les cent ans à venir.
LE FIGARO. - Vous êtes entré chez Boeing en 1985 comme ingénieur stagiaire. Vous y avez fait toute
votre carrière et vous êtes parvenu au sommet il y a près d'un an. Que ressentez-vous d'être le « PDG
du centenaire » ?
Dennis MUILENBURG. - Un très grand honneur ! Je mesure la valeur de l'expérience acquise au cours de ces
déjà trente ans passés au sein de l'entreprise. Être le PDG du centenaire m'inspire de l'humilité et de l'énergie.
Je sens le poids qui pesait sur les épaules de ceux qui m'ont précédé. À force de travail, de créativité, de
volonté, ils ont bâti la première entreprise aérospatiale mondiale. Ils ont changé le cours de l'histoire. C'est un
grand privilège de diriger Boeing.
Vous êtes le dixième PDG de Boeing depuis sa création. Quelle a été la contribution du management à
ce siècle d'histoire ?
Tous mes prédécesseurs ont eu le courage d'investir et d'innover. Le marché aéronautique a toujours été très
concurrentiel. Nous avons eu des leaders visionnaires qui n'ont pas hésité à prendre des risques.
Cela explique-t-il que Boeing ait éliminé tous ses rivaux et soit, depuis vingt ans, le seul constructeur
d'avions commerciaux américain ?
Parmi tous les facteurs qui expliquent la longévité et le succès de Boeing, le plus important, c'est en effet
l'innovation. Elle est au coeur de notre culture. Nous avons toujours investi pour développer des appareils à la
pointe de la technologie. Ils sont rentrés dans l'histoire lors de la Seconde Guerre mondiale en luttant pour la
démocratie, en révolutionnant le transport aérien avec l'avion à réaction, en allant à la conquête de nouvelles
frontières, avec les missions spatiales.
Quels ont été les temps forts de l'histoire de Boeing ?
Notre histoire est très riche. Un des moments clefs se situe vers 1940 lorsque nous avons lancé le 307
Stratoliner, le premier avion pressurisé au monde. Puis ce fut le modèle 707 au lendemain de la Seconde
Guerre mondiale, qui a propulsé le monde dans l'ère du jet. Et c'est avec le 747, le premier jumbo de l'histoire
de l'aviation, que les voyages en avion se sont démocratisés. Au milieu des années 2000, l'aéronautique a fait
un nouveau saut technologique avec le 787 Dreamliner. Dans les années 1990, Boeing a également dû
relever d'énormes défis après avoir fédéré McDonnell Douglas, Rockwell et Hughes. Ces acquisitions ont
profondément changé la physionomie et l'organisation de l'entreprise. Nous sommes sortis plus forts de cette
période. Aujourd'hui, nous formons une seule entreprise que j'appelle « One Boeing ». C'est un groupe uni qui
est armé pour le siècle prochain.
Pourtant, les marchés ont été déçus début 2016. Boeing a-t-il des problèmes de santé ?
Non. Boeing est en pleine forme ! Il n'a jamais été aussi fort qu'aujourd'hui. Nous avons de nombreux défis à
relever. Mais j'ai pleinement confiance dans la solidité de notre business model. Dans l'aviation commerciale,
la demande ne fléchit pas, bien au contraire. Nous estimons que, dans les vingt ans à venir, la croissance du
transport aérien générera une demande pour 38 000 nouveaux avions. Pour y faire face, nous prévoyons
d'augmenter encore nos livraisons, d'environ 750 avions en 2016 à plus de 900 appareils par an d'ici à cinq
ans. BDS, notre division défense, spatiale et sécurité, se porte bien également
Comment préparez-vous Boeing à affronter les cent prochaines années ?
J'ai quatre mots d'ordre : connecter, protéger, explorer et inspirer. Tous les jours, des millions de personnes
dans le monde sont connectées entre elles à bord de nos avions ou via nos satellites. Dans le domaine de la
défense, les forces armées dépendent de nos produits pour défendre la liberté. Dans l'espace, les astronautes
comptent sur nous pour ouvrir de nouvelles frontières. Et nous voulons inspirer la nouvelle génération
d'ingénieurs qui imaginera les avions et les produits du futur. Enfant, j'étais fasciné par l'épopée lunaire, les
missions Apollo. Aujourd'hui, nous développons une fusée qui emmènera l'homme sur Mars. Boeing participe
à cette grande aventure du XXI e siècle ! Quant aux avions commerciaux, l'avenir passe sans doute par des
appareils hypersoniques qui permettront de voyager n'importe où sur la planète en une heure ! Nous vivons
une époque excitante qui porte en elle la promesse d'un progrès encore plus rapide qu'au siècle précédent.
Notre objectif n'est pas seulement d'être le numéro un mondial de l'aérospatiale mais un champion mondial de
l'industrie.
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Boeing pourrait-il développer des drones, des robots humanoïdes ou des voitures volantes ?
Nous travaillons sur des drones spatiaux avec le X-37 et sous-marins avec l'Echo Voyager. Une voiture
volante ? Tout est possible. Au siècle dernier, l'homme qui foulait la Terre depuis des siècles a marché sur la
Lune. Pour voyager, il est passé de son cheval à l'avion et à la navette spatiale. L'éventail de possibilités
qu'offre ce siècle est infini, grâce à l'accélération technologique.
Que signifie la révolution numérique pour Boeing ?
La révolution numérique transforme la façon dont nous concevons et fabriquons nos produits mais aussi nos
produits eux-mêmes. Dans l'aéronautique, nos aéronefs sont exploités pendant des dizaines d'années. Or, la
technologie, les logiciels, l'électronique... qui sont à bord évoluent très vite. Nous devons donc concilier ces
deux perspectives - cycle long et cycle court. Il faut imaginer de nouveaux designs et une architecture qui
permettent des mises à jour rapides tout au long des années d'exploitation. C'est un défi très excitant ! La
révolution numérique change aussi la façon dont nous organisons notre outil industriel et l'outil lui-même qui
est de plus en plus efficace et précis grâce à l'automatisation ; sans oublier, bien sûr, nos services pour nos
clients.
Qui pourrait menacer Boeing à terme ? Airbus ? La Chine ? Amazon ? Google ? Ou un acteur que
personne ne voit venir, comme l'a été SpaceX ?
Je le répète : Boeing n'a jamais été aussi fort qu'aujourd'hui. Mais, c'est vrai, aucune position n'est acquise ad
vitam aeternam . Notre marché est en forte croissance, il suscite des appétits. Nous avons des concurrents
historiques solides comme Airbus que nous respectons. Mais nous nous attendons à voir surgir de nouveaux
acteurs. Il est difficile de prévoir lequel, parmi les acteurs émergents, sera un rival ou, dans certains cas, un
partenaire. La multiplication des acteurs ouvre en tout cas plus largement le champ des coopérations à
l'échelle mondiale.
Boeing sera-t-il toujours là en 2116 ?
Oui, Boeing fêtera son bicentenaire ! Pour autant qu'il ne relâche jamais ses efforts en termes de productivité
et d'investissements d'avenir. C'est un cercle vertueux : l'innovation et l'efficacité. L'une se nourrit de l'autre, et
vice versa.
Depuis cent ans, l'innovation est notre carte maîtresse. Elle le restera dans les cent ans à venir. Tout repose
sur l'imagination, la créativité et l'inspiration de nos équipes mais aussi sur les idées qui viennent de l'extérieur
dans le cadre de partenariat avec des universités, des clients ou d'autres entreprises. Ce sont deux sources
d'innovation complémentaires. Cette diversité de pensée rend Boeing plus fort et plus innovant encore !
START-UP AÉRONAUTIQUE START-UP START-UP START-UP Pour Boeing, 2016 marque une année de
festivités sans précédent, avec en point d'orgue le 15 juillet, date de sa naissance voici un siècle. Pour
raconter cette épopée humaine, industrielle et technologique, le groupe multiplie les événements dans le
monde. Avec notamment l'exposition digitale itinérante « Boeing Above & Beyond » à Londres cet été
(jusqu'au 29 août). Le constructeur profitera également du salon aéronautique de Farnborough, mi-juillet, pour
entretenir sa légende dans son pavillon du Centenaire. Tout a débuté en 1881 avec la naissance, en
Allemagne, de Wilhelm Böing, américanisé en William Boeing après que ses parents eurent émigré aux ÉtatsUnis. Aujourd'hui, le petit village allemand de Böing existe toujours. Et le nom de Boeing est mondialement
connu. Grâce au génie de son fondateur, l'entreprise a été pionnière avec des gammes d'avions célèbres
(707, 747, 737 et 787 Dreamliner) et dans l'espace (sonde lunaire, missions Apollo, GPS). Rescapé du
mouvement de concentration qui a déferlé sur l'industrie aéronautique américaine dans les années 1990,
Boeing se dispute le leadership mondial avec Airbus.
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Référendum ; Notre-Dame-des-Landes n’est pas près de décoller…
L´Usine Nouvelle
23 June 2016
Dessaix Guillaume
« C’est un sujet extrêmement complexe, ancien et conflictuel », a pu constater Christian Leyrit. Le président
de la Commission nationale du débat public (CNDP) sait de quoi il parle pour avoir réalisé le document de
synthèse présentant de « façon claire et objective » ce vieux projet qu’est le transfert de l’aéroport de NantesAtlantique. Situé à 11 kilomètres au sud de la ville, l’actuel aéroport doit être déplacé vers Notre-Dame-desLandes (NDDL), à 25 kilomètres au nord-ouest, sur une plate-forme comptant deux pistes et occupant une
surface totale de 1 239 hectares. Le coût du projet concédé à Vinci Airports s’élève à 561 millions d’euros. Les
opposants l’estiment à 1,5 milliard d’euros en comptant d’éventuels dépassements et les accès. Entre
opposants et partisans du projet, le grand écart est permanent sur les chiffres.
Le document de la CNDP est censé éclairer les 967 500 électeurs de Loire-Atlantique. Le 26 juin, ces derniers
devront répondre par oui ou par non au projet de transfert, sachant que les sondages donnent pour l’instant
une victoire du oui. Personne ne l’ignore, la réponse n’aura pas valeur de décision et ne désarmera pas les
opposants. L’intitulé de la consultation est déjà contesté avec un référé déposé par le parti hostile. Le Conseil
d’État se prononcera le 20 juin, six jours seulement avant le scrutin. Le périmètre du vote suscite aussi des
remous dans les départements limitrophes, chez les Bretons qui apporteront 28,9 millions d’euros au projet et
chez les Vendéens qui se demandent pourquoi ils n’auraient pas leur mot à dire sur un aéroport dit « du Grand
Ouest », d’autant que celui-ci leur imposerait de franchir la Loire pour prendre l’avion.
La campagne est partie sur les chapeaux de roues. Dans le monde industriel, c’est le « oui » au transfert qui
est ardemment défendu. Peu de voix dissonantes se font entendre parmi les patrons régionaux. Dans une
période de faible activité pour les travaux publics, les pro-NDDL mettent en valeur les 5,4 millions d’heures de
travail et les 3 000 emplois liés au chantier. « Sachant qu’il y a 600 emplois par million de passagers, on peut
compter sur 2 600 emplois de plus d’ici à 2025 », avance Alain Mustière, un ancien dirigeant patronal devenu
le chef de file des défenseurs du projet. « La réalité, c’est qu’il ne s’agit que d’un transfert d’emplois
aéroportuaires, répond Jean-Philippe Magnen, l’ancien vice-président écologiste de la région. Un tel chantier
occupera 700 personnes sur quatre ans, mais générera aussi la destruction de 200 emplois agricoles. »
Chez les industriels de l’axe Nantes-Saint-Nazaire, le projet est perçu comme un puissant moteur de
développement. « Nous exportons 80 % de notre chiffre d’affaires. Et toute prise de marché à l’extérieur
bénéficie à notre usine nantaise. L’enjeu est le désenclavement, passer d’une ville de province à une vraie
métropole internationale », assure Hubert de Boisredon, le PDG d’Armor, spécialiste des consommables
d’impression. « C’est un vrai projet stratégique de connexion à l’international, sur le plan du business, mais
aussi de la recherche et de l’enseignement supérieur », ajoute Bruno Hug de Larauze, le président de la CCI
régionale. « Je suis le témoin permanent de la vitesse à laquelle vont nos concurrents à l’international, indique
Patrick Cheppe, industriel, patron du Medef local et président du pôle de compétitivité EMC2. Si nous ne
sommes pas capables de nous mettre à niveau, nous allons nous faire distancer. »
L’avenir de Nantes-Atlantique en question
Ancien dirigeant de compagnies aériennes, Jacques Bankir douche ceux qui espèrent que Notre-Dame-desLandes permettra d’ouvrir de nouvelles destinations lointaines, voire transatlantiques. « En soi, un nouvel
aéroport n’a jamais attiré le trafic », dit-il, citant les échecs de Ciudad Real (Madrid), de Metz-Nancy et de
Vatry (Marne). « Le projet Notre-Dame-des-Landes, les compagnies s’en fichent. Ce qui compte pour elles,
c’est l’existence ou non d’un marché, explique-t-il. C’est Orly l’aéroport du Grand Ouest. » Jacques Bankir
estime que l’aéroport existant peut être facilement optimisé et accueillir trois à quatre fois plus de mouvements
qu’actuellement.
Sur le plan industriel, on s’interroge sur l’avenir de la zone d’activités de Nantes-Atlantique. Ce pôle, situé sur
la commune périphérique de Bouguenais, a connu un essor considérable avec les investissements
d’Airbus et de Daher et l’apparition des Technocampus, ces immenses centres de R & D. Si Airbus se garde
bien de se prononcer dans ce débat houleux, ses représentants syndicaux le font pour lui en réclamant le
maintien de la piste actuelle. « Il est primordial de conserver la piste et la tour de contrôle, assure Xavier Daheron, le représentant CFE-CGC d’Airbus Nantes. C’est un outil dimensionnant, indispensable à la
pérennité du site. » Reste à savoir qui paiera l’exploitation du site. Le discours est le même chez FO et la CGT
où l’on estime qu’aucun site de l’avionneur ne peut se développer sans une piste à proximité.
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Pour les pro-NDDL, le transfert permettra de dégager des emprises pour développer encore la zone
industrielle. « Avec les investissements menés dans le cadre du pôle de compétitivité et de l’Institut de
recherche technologique, 5 000 emplois ont été créés, estime François Pinte, le vice-président (LR) de la
région Pays de la Loire. Nous avons l’ambition de doubler ce chiffre et d’amener 1 000 chercheurs et
industriels. » Françoise Verchère, la présidente de la Cedpa, l’association d’élus opposés au projet, estime
quant à elle que le foncier ne manque pas pour fixer de nouvelles activités industrielles. « Il suffit de regarder
une photo aérienne », déclare-t-elle, sachant que le sud de la Loire ne représente qu’un tiers des emplois de
l’agglomération.
Les premiers avions devaient se poser à Notre-Dame-des-Landes en octobre 2017. C’était en tout cas
l’objectif de Vinci quand il a signé, fin 2010, le contrat de construction et de concession du futur aéroport.
Selon ce calendrier, les travaux devaient démarrer à la mi-2014. Ce rendez-vous ne sera évidemment pas
tenu. Car le projet n’a quasiment pas avancé depuis l’automne 2012, date à laquelle l’État a tenté, avec
1 200 gendarmes et policiers, d’évacuer sans succès les « zadistes », ces militants occupant les lieux depuis
2009. Localement, les policiers soupirent à l’idée de relancer une bataille rangée à hauts risques.
Sur le plan juridique, les promoteurs du projet ont gagné presque toutes les batailles. Le 25 janvier dernier, le
tribunal de grande instance de Nantes a confirmé l’expulsion des derniers occupants « historiques ». D’autres
recours, bien que non suspensifs, subsistent, notamment ceux concernant la loi sur l’eau et les espèces
protégées, localement et au plan européen. Et les opposants gardent l’arme aux pieds pour contrer les
procédures à venir. L’hypothèse de nouveaux reports voire d’un abandon du projet d’aéroport de Notre-Dame-des-Landes est à
prendre en compte. Curieusement, la Commission nationale du débat public reconnaît n’avoir aucune idée du
dédommagement que l’État devrait verser au concessionnaire, le groupe Vinci. Il faut donc s’en remettre à
l’estimation de l’Atelier citoyen, une association d’opposants : entre 150 et 200 millions d’euros, soit un
montant supérieur à la participation de l’État pour la réalisation du projet. La Direction générale de l’aviation
civile évalue à 740 millions d’euros les travaux nécessaires pour réaménager l’actuelle plate-forme de NantesAtlantique. Un montant jugé aberrant par les opposants, mais aucune contre-étude exhaustive n’existe sur ce
sujet.
« Le projet Notre-Dame-des-Landes, les compagnies s’en fichent. Ce qui compte pour elles, c’est l’existence
ou non d’un marché. C’est Orly l’aéroport du Grand Ouest. »
Jacques Bankir, ancien dirigeant de compagnies aériennes
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IBM planche sur un système permettant aux avions de mieux éviter les turbulences
air-cosmos.com
22/06/2016
Jean-Baptiste HEGUY
http://www.air-cosmos.com/ibm-planche-sur-un-systeme-permettant-aux-avions-de-mieux-eviter-lesturbulences-76801
IBM estime que le système automatisé qu'elle veut mettre au point avec Gogo pourrait permettre aux
compagnies d'économiser 100 millions de dollars par an. © Cosmao
Huit mois après avoir annoncé le rachat de la société The Weather Company, IBM vient de conclure un
accord avec Gogo Inc, spécialiste de la connectivité et de l'internet haut débit à bord des avions, pour mettre
en place un système automatisé qui pourrait permettre aux avions de ligne de mieux éviter les zones de
turbulence. C'est ce que vient de révéler le Wall Street Journal.
Dans les faits, la compagnie informatique veut croiser les données météos recueillies via The Weather
Company avec les rapports de turbulence reçus par l'intermédiaire de son programme d'intelligence artificielle
Watson.
Aujourd'hui, l'envoi des rapports aux contrôleurs aériens au sol se fait par l'intervention humaine du pilote qui
leur annonce qu'il entre dans une zone de turbulences. Charge à eux ensuite d'alerter les autres avions
susceptibles d'entrer dans la zone, pour qu'ils puissent éventuellement l'éviter. Grâce au logiciel qui devrait
être mis au point à la fin de l'été et dont la transmission d'informations sera assuré par Gogo Inc, cette
procédure pourrait être automatisée.
IBM précise que ce nouveau système pourrait générer des économies substantielles pour les compagnies
aériennes, estimant que les turbulences coûtent environ 100 millions de dollars par an aux transporteurs "à
cause des des blessures causées aux membres d'équipages et aux passagers, ainsi qu'aux réparations et
immobilisations forcées des avions".
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Zodiac Aerospace: les principaux actionnaires se réengagent à conserver leurs parts
AFP |
22/06/2016
Paris, FRANCE
Les principaux actionnaires de Zodiac Aerospace, qui représentent 23% du capital, ont renouvelé leur
engagement collectif de conservation de leurs parts pour une durée de deux ans, certains restant liés en outre
par une convention d'incessibilité, a annoncé le groupe mercredi.
"Ces engagements ne constituent pas une action de concert vis-à-vis de la société Zodiac Aerospace",
précise l'équipementier aéronautique dans un communiqué, alors qu'il fait l'objet de rumeurs d'achat de la part
de son concurrent Safran.
Les titres soumis à cet engagement de conservation représentent à ce jour environ 23% du capital et 34% du
total brut des droits de vote, précise le groupe.
Cet engagement collectif, d'une durée de deux ans, est prorogeable tacitement par périodes de 12 mois. Il
s'agit d'un renouvellement, alors que le précédent accord datait de 2014, selon une source proche du dossier.
Une telle convention, dite pacte Dutreil, permet dans le cadre de la transmission d'une entreprise familiale de
bénéficier d'une exonération de droits de mutation à titre gratuit à concurrence des trois-quarts de sa valeur,
selon le site des notaires de France.
Les signataires de cet engagement sont les familles de Yannick Assouad, Louis Desanges, Didier Domange,
Vincent Gerondeau, Robert Maréchal, Maurice Pinault, Marc Schelcher et Olivier Zarrouati, le président du
directoire du groupe.
Zodiac Aerospace souligne par ailleurs qu'une convention d'incessibilité lie en outre certains actionnaires "afin
de consolider leurs engagements de conservation pris dans le cadre de régimes fiscaux spécifiques."
"Cette convention, initialement conclue pour une durée d'un an, est toujours en vigueur et se proroge
tacitement par périodes de 12 mois", précise-t-il.
Une telle disposition permet d'éviter une éventuelle prise de contrôle rampante et de constituer un bloc
d'actionnaires familiaux, selon la même source proche du dossier.
Cette convention prévoit une "faculté de respiration" (autrement dit, la possibilité de céder tout de même des
actions) à hauteur de 10% du nombre de titres concernés, "sous réserve que l'ensemble agrégé des titres
soumis à ladite convention ne vienne pas à représenter moins de 20% du capital et des droits de vote de
Zodiac Aerospace", rappelle le groupe.
dlm/fpo/ggy
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Les industriels de l'Est se frottent au secteur de l'aéronautique
Les Echos
23 June 2016
Monique Clemens
MONIQUE CLEMENS; PASCAL AMBROSI; CHRISTIAN LIENHARDT; Correspondante à Besançon;
Correspondant à Strasbourg Marc Schott
Loin de Toulouse ou de Kourou, l'industrie du nord-est de la France bénéficie d'une rafale de commandes.
Lisi Aerospace en ChampagneArdenne, Safran Landing Systems en Alsace... les groupes investissent.
Dans l'aéronautique, y a-t-il un salut possible en dehors de Toulouse, de l'Ile-de-France et de la région
Aquitaine, qui totalisent aujourd'hui 70 % des emplois ? Aujourd'hui absentes de la carte publiée par le
Groupement des industries françaises aéronautiques et spatiales (Gifas), les entreprises du Grand Est et de
Bourgogne-Franche-Comté ont décidé de profiter de l'embellie du secteur. Traditionnellement fortes dans
l'usinage de haute précision, comme la Franche-Comté, dans la production de matériaux, en Lorraine, ou
habituées à travailler avec l'université, comme en Alsace, elles poussent leurs pions.
Dans la cité d'Ettore Bugatti, à Molsheim, l'usine Safran Landing Systems s'est préparée depuis deux ans à la
montée en puissance d'Airbus en investissant 18 millions d'euros sur le site. « Pour l'A320, nous nous
attendons à une progression de 15 à 20 % et pour l'A350 à un doublement des cadences », indique Marc
Schott, le directeur général de cette usine qui compte un millier de salariés. Si Airbus est aujourd'hui son
premier client, elle conçoit et réalise aussi des systèmes complets d'atterrissage et de freinage pour le
programme Rafale de Dassault et pour d'autres constructeurs aéronautiques, tels ATR, Bombardier ou
encore Boeing.
En Lorraine, AEDS a signé des contrats en rafales : fourniture de roues avant pour Boeing et Airbus,
réservoirs d'hélicoptères pour Eurocopter, via son autre filiale, Reims Aviation. Boosté par la vente des Rafale,
Realmeca, en Meuse, accroît ses fournitures de radars au groupe Dassault. « Si la présence du donneur
d'ordre est importante, il y a une place pour les régions plus petites. La filière a besoin d'élargir son assise et il
y a de la place pour de nouvelles entreprises pour accompagner la montée en cadence », explique JeanMichel Poulier, directeur des affaires industrielles du Gifas.
Usine du futur
Les investissements sont montés en puissance. Acteur majeur du secteur, Lisi Aerospace investit 110 millions
en Champagne-Ardenne dans une usine de production pour les Forges de Bologne, qui emploient 730
salariés à la fabrication de pièces forgées de haute précision pour Airbus, Safran, Dassault et Pratt &
Whitney. En Franche-Comté, Zodiac Aero Electric, leader mondial des masques à oxygène pour les pilotes,
réorganise son outil industriel dans le cadre de l'appel à projets « Usine du futur ».
A près de 80 millions d'euros en 2015, son chiffre d'affaires a doublé en cinq ans et 80 personnes ont été
recrutées depuis 2012, pour atteindre 300 salariés. Zodiac Aero Electric, qui avait choisi Besançon pour sa
main-d'oeuvre microtechnique, est depuis fin 2015 la tête de pont de la première grappe d'entreprises
labellisée Gifas de Franche-Comté, mais aussi un acteur clef du « cluster » Aeromicrotech en train de naître
dans le pôle de compétitivité Pôle des microtechniques. « On compte 15 entreprises très actives, mais on
estime à une centaine le nombre de celles qui sont concernées », explique Malua De Carvalho, responsable
du projet, qui travaille à une cartographie chiffrée et à construire des liens avec d'autres acteurs du secteur.
Traumatisée par la crise horlogère des années 1980, la filière microtechnique franc-comtoise cherche à se
diversifier et l'aérospatiale est apparue comme un secteur porteur. Même recherche de diversification en
Lorraine avec Aériades, le « cluster » aéronautique lorrain né en 2003 et dont l'origine remonte à la première
restructuration de la défense, à la fin des années 1990. Aériades représente 2.700 salariés pour 362 millions
d'euros de chiffre d'affaires (dont 50 % dans l'aérospatiale). Quant à l'idée du « cluster » Aero'Alsace (120
entreprises industrielles et 210 entreprises de service, pour 10.000 salariés), elle avait germé autour de
l'EuroAirport, l'aéroport binational de Bâle-Mulhouse, devenu le deuxième pôle économique alsacien, avec Jet
Aviation et Amac Aerospace, qui emploient plus de 2.000 salariés dans l'aménagement personnalisé d'avions
palaces, du Falcon au Boeing 777-300ER. Ici aussi, la dynamique du secteur attire de nombreuses PME, dont
celles victimes du ralentissement ferroviaire. Après tout, Toulouse-Blagnac n'est qu'à 1 h 30 de vol…
Monique Clemens
Christian Lienhardt
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53 entrepreneurs disent oui à l'Occitanie
Midi Libre
23 June 2016
Après des mois de débats et un référendum populaire, c'est un vote qui entérinera, demain, le nom de la
région Midi-Pyrénées Languedoc-Roussillon. Les Occitanistes, eux, font campagne jusqu'au bout… portés par
le choix des citoyens.
« 91 000 votants ont choisi le nom Occitanie », rappelle Joan Peire Laval, le président de Pais Nostre.
« Pour nous, c'est un fait historique, mais nous ne pouvions ignorer les critiques taxant Occitanie d'appellation
ringarde et passéiste, uniquement tournée vers les racines et la culture ». Alors le week-end dernier, Pais
Nostre et Convergence Occitane ont décroché le téléphone et fait jouer leurs réseaux.
« Nous avons voulu démontrer que des chefs d'entreprises soutiennent aussi le nom Occitanie ». L'initiative,
qui a pris fin lundi soir, a déjà permis de rallier 53 'patrons' derrière le fameux… patronyme.
« Ils ont accepté de s'engager car ils estiment que ce nom porte à la fois des valeurs, un savoir-faire et un
dynamisme économique », poursuit Joan Peire Laval. Si la liste compte bien sûr des chefs d'entreprise de
toute la grande région, on retrouve localement Gilles Bourguinon (Fournil de Gilles) ou Joël Castany
(coopérative Cap Leucate) côté Narbonnais, Jean Caizergues (Chambre de commerce) ou Christophe Barbier
(La Belle Aude) côté carcassonnais. Airbus, le Stade toulousain ou encore le groupe Actia ont également dit
oui à l'Occitanie.
L. O.
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L'Iran s'engage à son tour sur 100 Boeing
air-cosmos.com
22 juin 2016
Par Yann Cochennec
http://www.air-cosmos.com/l-iran-s-engage-a-son-tour-sur-100-boeing-76711
La future commande d'Iran Air portera sur des Boeing 737 MAX ainsi que sur des Boeing 777-300ER et
Boeing 777-9. Des Boeing 747-8 ne sont pas à exclure. © Iran Air
Dans les tuyaux depuis plusieurs semaines, la commande de Boeing par Iran Air vient de franchir une étape
concrète avec la signature, mardi 21 juin, d'un protocole d'accord entre Boeing et Iran Air pour 100 appareils,
"allant du Boeing 737 MAX aux Boeing 777-300ER et Boeing 777-9", a indiqué la compagnie aérienne. Un
futur contrat d'une valeur globale de 25 Md$ mais ces chiffres pourraient évoluer d'ici la finalisation du contrat.
Reste maintenant à lever les obstacles politiques et juridiques qui ralentissent aussi la concrétisation de la
commande des 118 Airbus passée en janvier dernier.Une future commande portant sur 45 moyen-courriers et
73 gros-porteurs : 12 A380, 16 A350-1000, 18 A330neo et 27 A330ceo. Les moyen-courriers se répartissent
en 21 A320ceo et 24 A320neo. S'ajoutent les 20 ATR 72-600 assortis de 20 options.
L'Iran est toujours officiellement sous embargo américain et l'Office pour le contrôle des avoirs étrangers qui
dépend du Trésor américain interdit aux grandes banques étrangères présentes aux Etats-Unis d'effectuer
tout paiement ou toute transcaction en dollars impliquant l'Iran.
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90 Tonnen aus dem Stand gedreht
Elektrotechnik Online
22 juin 2016
http://www.elektrotechnik.vogel.de/90-tonnen-aus-dem-stand-gedreht-a-539403/
Um das Flagschiff von Airbus, den A380, zu fertigen, werden beim Bau flexible, mobile
Schwerlastplattformen eingesetzt. Der Kuka Omnimove hilft dabei, die bis zu 90 t schwere
Flugzeugteile auf engem Raum millimetergenau in der Produktionsanlage in Hamburg zu
transportieren.
Der Anblick ist faszinierend: Die Mitarbeiter der Airbus-Fertigungsanlage in Hamburg bewegen riesige, 90 t
schwere und 15 m lange Rumpfteile des A 380 in einem Gebäude von der Größe eines Fußballstadions hin
und her. Dabei drehen und wenden sie die einzelnen Teile, als wären sie Tetrissteine. Möglich macht das die
mobile Transportplattform Omnimove von Kuka, ein Transportfahrzeug für Schwerlasten mit omnidirektionalen
Mecanum-Rädern. Dieses Radprinzip soll für die gute Manövrierbarkeit sorgen. Im Gebäude, in dem der A380
gefertigt wird, hat Airbus seit einem Jahr zwei der mobilen Transportplattformen im Einsatz, um den
gewünschten Fertigungstakt der Rumpfteile zu bewerkstelligen, die entlang der Fließstraße bewegt werden.
Zum Transport großer Teile können die Plattformen zusammengekoppelt werden.
Mit Mecanum-Räder auf engem Raum manövrieren
Im Hangar von Airbus ist der Platz durch die unterschiedlichen Arbeitsstationen und die riesigen Rumpfteile
begrenzt. Die Fähigkeit, sich aus dem Stand heraus zu drehen, ist der größte Pluspunkt des Omnimove. Die
omnidirektionalen Mecanum-Räder bewegen sich in jede Richtung und sollen auch mit der maximalen
Traglast von bis zu 90 t präzise funktionieren. Die Vielseitigkeit verdanken sie einer speziellen Konstruktion:
Ein Rad besteht aus mehreren einzelnen Rollen, die jeweils im 45-Grad-Winkel zur Achse angeordnet sind.
Auch die anderen Anforderungen an eine Transportplattform sind bei Airbus hoch, der Omnimove will diese
Anforderungen erfüllen. So soll sich die Plattform einfach anwenden und lenken lassen und leistungsfähige
Akkus verbaut haben. Die Plattform läuft laut Hersteller 48 Stunden unermüdlich, ohne dass man sie aufladen
muss.
Airbus will Flugzeugproduktion vermehrt automatisieren
„Wir besitzen heute elf Produktionswerke in Europa und unsere Lieferkette umspannt den gesamten Globus“,
sagt Dr. Kai Brüggemann, Werkleiter von Airbus in Hamburg. In der Produktionsanlage in Hamburg, die sich in
der Größe einer Stadt direkt an der Elbe erstreckt, durchlaufen viele verschiedene Flugzeugtypen
unterschiedliche Montagestadien und Testphasen. Zu jeder Uhrzeit werden Teile in die Anlagen und wieder
heraus befördert. Logistik und Transport von Teilen in den unterschiedlichen Montageabschnitten sind zu
einem wichtigen Teil des Fertigungsprozesses geworden. Der Einsatz der Transportplattformen soll in der
Fertigungsautomatisierung bei Airbus daher nur ein Anfang sein. „Ich hoffe, dass ich noch weitere Produkte
von Kuka in unseren Hangars einführen kann – und zwar Standardprodukte und keine spezifischen Produkte
für die Flugzeugtechnik“, sagt Brüggemann.
Lösungen aus der Automobilindustrie übernehmen
„Wir suchen auch in anderen Branchen nach passenden Lösungen, insbesondere im Automobilsektor“, erklärt
Brüggemann. Er ist überzeugt, dass sein Unternehmen viele Lösungen aus der Automobilindustrie in die
Airbus Fertigungsanlagen übertragen kann: „Wir haben hier in Hamburg eine Fließstraße; eine sich ständig
bewegende Fertigungslinie, die in der Flugzeugtechnik einzigartig ist.“ Anfang nächsten Jahres plant Airbus
eine weitere, vollautomatisierte Fertigungsstraße für ein neues Flugzeugmodell. Kuka ist Partner des
Konsortiums, das diese Lösung für die Zukunft liefern wird. „Es ist an der Zeit, roboterautomatisierte Prozesse
auch in der Flugzeugtechnik einzuführen. Wir wollen die Lücke zur Automobilindustrie ziemlich schnell
schließen“, sagt Brüggemann.
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Der Kuka Omnimove bewegt riesige Flugzeugteile im Hangar der Airbus Operations GmbH in HamburgFinkenwerder. (Bild: Kuka)
Bei maximaler Traglast von bis zu 90 Tonnen manövriert die mobile Roboterplattform mit einer Präzision von
±1 mm. (Bild: Kuka)
Die zwei Transportplattformen sollen die Fertigung des A380 flexibler gestalten. (Bild: Kuka)
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Die Mecanum-Räder bestehen jeweils aus mehreren einzelnen Rollen, die im 45-Grad-Winkel zur Achse
angeordnet sind.Dadurch können sie sich präzise in jede Richtung bewegen. (Bild: Kuka)
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23/06/2016
Emirates A380 startet nach Dubai
Salzburger Nachrichten
23 June 2016
Ab 1. Juli 2016 fliegt Emirates ein Mal täglich mit der weltgrößten Passagiermaschine Airbus A380 zwischen
Wien und Dubai. Um Abläufe und Manöver zu üben, landete der Riesenvogel diese Woche in Wien – begrüßt
von der Blasmusikkapelle Mannswörth. Emirates will rasch auch den zweiten täglichen Flug nach Dubai mit
dem A380 absolvieren. Bild: SN/Emirates
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Las cajas negras del avión de Egyptair presentan acumulaciones de sal; EGIPTO AVIÓN
Agencia EFE - Servicio Internacional
22 June 2016
El Cairo, 22 jun (EFE).- Las cajas negras del avión de Egyptair siniestrado el pasado mayo en el mar
Mediterráneo presentan acumulaciones de sal en sus circuitos eléctricos, que están siendo retiradas como
paso previo a la extracción de sus datos, informó el Comité de Investigación en un comunicado.
Investigadores egipcios, con la colaboración de representantes franceses y estadounidenses, están
inspeccionando y eliminando la sal de más de 200 circuitos eléctricos, para determinar aquellos que han sido
dañados y no funcionan adecuadamente.
Las cajas negras fueron halladas la semana pasada y se encuentran dañadas después de haber estado
aproximadamente un mes sumergidas en el mar Mediterráneo, donde se estrelló el pasado 19 de mayo
el Airbus A320 con 66 personas a bordo.
El Comité añadió que los investigadores están realizando pruebas eléctricas de las dos cajas negras, tanto la
que contiene las conversaciones de los pilotos en la cabina, como la que registra toda la información de vuelo
de la aeronave.
Por otra parte, el navío "John Lethbridge", de la empresa francesa Deep Ocean Search, continúa sus labores
de localización de los restos del fuselaje del avión y de elaboración de un mapa de su situación en el fondo
marino, con el objetivo de recuperarlos más adelante, explicó la nota.
Los expertos egipcios, franceses y estadounidenses comenzaron a analizar el pasado sábado las cajas
negras, cuyas unidades de memoria fueron extraídas en los laboratorios del departamento central de
investigación del Ministerio egipcio de Aviación Civil.
La operación de secado duró ocho horas y se realizó en el Centro de Investigación Técnica de las Fuerzas
Armadas con "modernos hornos de secado de alta tecnología", según informó el Comité investigador.
El avión de Egyptair, que cubría la ruta París-El Cairo, desapareció del radar a las 02.45 hora local (00.45
GMT) del 19 de mayo tras penetrar en el espacio aéreo egipcio y cayó al mar poco después. EFE
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Egipto.- Francia y EEUU supervisan el análisis de las cajas negras del vuelo deEgyptAir siniestrado
Europa Press - Servicio Internacional
23 June 2016
Copyright 2016. Europa Press. Está expresamente prohibida la redistribución y la redifusión de todo o parte
de los servicios de Europa Press sin su previo y expreso consentimiento.
MADRID, 23 (EUROPA PRESS)
Representantes de Francia y Estados Unidos están supervisando el proceso de inspección y análisis de las
unidades de memoria de las cajas negras del avión de EgyptAir que cayó al Mediterráneo el pasado 19 de
mayo, según ha informado el equipo de investigación.
En su comunicado, ha detallado que "la inspección está siendo llevada a cabo para determinar si hay circuitos
eléctricos que no funcionen de forma adecuada, lo que podría impedir la lectura adecuada de las unidades de
memoria".
En este sentido, ha apuntado que en estos momentos se están inspeccionando y retirando las acumulaciones
de sal en más de 200 circuitos eléctricos, según ha informado el diario egipcio 'Al Ahram'.
Francia y Estados Unidos han enviado investigadores a El Cairo para participar en el proceso. El avión fue
fabricado en Francia, mientras que el motor del Airbus A320 fue construido en Estados Unidos.
La extracción de los datos de las memorias de unidad del grabador de las voces en la cabina y del grabador
de datos de vuelo del avión de EgyptAir debería ayudar a la Comisión de Investigación de Accidentes Aéreos
a explicar por qué el aparato se estrelló con 66 personas a bordo.
Ambas cajas negras del Airbus A320 fueron recuperadas la semana pasada en aguas del Mediterráneo. Los
investigadores dijeron que ambos artefactos estaban seriamente dañados y había que repararlos antes de
poder transcribirlos.
De estar intactos, la grabación en la cabina debería revelar las conversaciones del piloto y si hubo alguna
alarma, así como otras pistas como ruido del motor. En cuanto a la grabadora de los datos, ofrecerá a los
investigadores una gran oportunidad de determinar la causa.
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AVIÓN DE EGYPTAIR; Limpian de sal las cajas negras del Mediterráneo
El Correo
23 June 2016
Las cajas negras del avión de EgyptAir siniestrado el 19 de mayo en el Mediterráneo presentan
acumulaciones de sal en los circuitos eléctricos y estos depósitos se están retirando de más de 200
conducciones antes de intentar extraer los datos. Los dispositivos están dañados después de pasar casi un
mes sumergidos en el mar.
Nathalie Tutundjian
EXM COMPANY
On behalf of Airbus Communications
Media Relations - GDM
Mobile : +33 (0)6 78 459 729
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Thursday June 23rd 2016 – The early morning news

Transcription

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