Does The New Airline Travelers “Bill of Rights” Go Too Far?

On August 23 the majority of the new rules proposed in what is being called the “Travelers Bill of Rights” took effect. This is yet another set of rules and regulations aimed at the already heavily regulated airline industry, which leaves one to wonder how many more regulations can possibly be imposed on the airlines. When it comes to safety it is an obvious necessity to have certain rules in place to protect passengers but if the government continues to impose such hefty regulations they may price the airlines out of business. There is no doubt that these additional rules and regulations will have an impact on the price of airline tickets. The question that is yet to be answered is how much of an impact will this have. This new set of regulations does provide a comprehensive set of consumer protections but at what cost? It has been proven throughout history that whenever an industry is overly regulated that it can result in devastating consequences for those businesses involved.

With the newly imposed rules, the maximum amount of compensation offered to travelers who are involuntarily bumped from a flight and experience a 1-2 hour delay is $650. The amount of actual compensation is equal to two times the one way ticket value and capped at $650, which is up from the previous cap of $400. For those who experience longer delays in the same situation, greater than 2 hours, the maximum amount of compensation is $1,300. This amount is calculated as four times the one way ticket value, with a maximum of $1,300, which was previously capped at $800. So what does all of this mean for the average traveler? As any business would do, the airlines attempt to recoup any fees or expenses that they feel will be forthcoming. This means that the fees that they anticipate paying out to customers will be priced back into future ticket sales. While this is just one small part of the ticket price equation, it does play a role. So consumers will likely end up paying more for their tickets, but getting more if they get bumped from a flight. That doesn’t seem to be a great step forward for passengers, as is being claimed by the Department of Transportation.

While there are some bright spots in this “Bill of Rights” such as making it mandatory for airlines to refund any fees for checking baggage that was lost, in addition to compensating passengers for the actual value of baggage. It only makes sense that if you are charged for a service that is not performed, you should get your money back. Since this is an additional fee on top of ticket prices this should not have any type of impact on ticket prices.

Another piece of these new regulations is to limit the amount of time an aircraft can spend on the tarmac to 3 hours for domestic flights and 4 hours for international flights. While the domestic rule had already been in place in larger airports, it is now in effect at all airports. The international rule of 4 hours just took effect with the other regulations. This has already had a substantial impact in reducing the amount of delayed flights but this comes at a cost to passengers. Now the airlines are so afraid of the potential penalties that they are simply canceling any flights that are going to have passengers waiting on the plane. This is one of those double edged sword rules that has had some positive impact but also some negatives. It comes down to whether you would prefer to wait it out on the plane and make it to your destination a few hours late or have your flight canceled and leave the next day.

No matter how you feel about these new rules it is indisputable that there will be economic consequences attached. There comes a point where businesses need to be allowed some control over how they operate and the airlines are losing more control every year. If consumers are unhappy with the way an airline operates they will choose a different one, adding more government regulations simply adds more government jobs and isn’t government already big enough?

Accident At Logan Airport Puts Airline Safety Back In The Spotlight

Just when the buzz has died down about the Southwest Airlines aircraft that had to make an emergency landing because of a hole in the fuselage, there has been another incident to bring airline safety back in the spotlight. The attention given to these types of incidents may make some people weary about air travel but in the long run it helps to bring more attention to the issue. Because of this increased attention airlines are taking all possible measures to prevent future incidents. In this particular case at Logan Airport a Boeing 767 being operated by Delta Airlines made contact with a much smaller Atlantic Southeast Airlines Canadair Regional Jet 900.

The smaller aircraft was heading down a taxiway when it turned left onto another taxiway and then abruptly stopped. The larger Boeing 767 was following behind the smaller jet and when the smaller jet turned onto another taxiway the 767 continued down the taxiway, unaware that the smaller jet had stopped. When the smaller jet turned onto the other taxiway and stopped there was not adequate room for the 767 to safely pass by and this is when the collision occurred. The left wing of the 767 collided with the tail of the smaller jet, which resulted in substantial damage to both aircraft. Luckily there was only one minor injury between the two aircraft. The potential for serious injury and damage was definitely present, but luckily did not occur. Considering that both aircraft had full fuel loads and both were carrying passengers, a much worse situation was thankfully averted. This incident does however highlight the need for a serious review of current airline safety and how ground approaches are handled.

The chain of events leading up to the crash include the action of the pilots, the instructions from ground and air traffic controllers, as well as an emergency landing which was occurring at the same time. All of these events combined together led to the crash and it is going to be difficult to determine where the error(s) were made. It is unclear whether or not the smaller jet stopped due to instructions from ground control or for some other reason. The third aircraft which had requested to make an emergency landing was the likely cause for the smaller jet to stop on the taxiway, thus allowing the aircraft in distress to land.

The responsibility will likely fall in the hands of the 767 pilots, as this was the aircraft which struck the smaller jet. Regardless of why the smaller jet had stopped, the 767 pilot has the responsibility to ensure that there is enough room to safely pass by. The difficult part of this whole situation is that it is nearly impossible for a pilot of a 767 to see the wings, especially the wingtips. Therefore, in this situation as a pilot of such a large aircraft they are at the mercy of the other pilots and ground control crews. This is an incident that will likely be used in the future for airline safety training purposes and hopefully help to prevent similar accidents from occurring in the future.

Frequent Flier Miles For Free Via US Mint

Since the inception of frequent flier miles programs people have always looked for ways to rack up the miles as quickly as possible to earn free travel. While the programs were initially limited to earning miles by flying on that specific airline, the credit card companies eventually got into the mix. The number of credit cards with some form of frequent flier program has sky rocketed over the last 10 years or so, with each having a slightly different method for calculating how miles are earned and redeemed. Most offer a simple formula of 1 mile for every $1 purchased on the credit card and no miles for cash advances or balance transfers. Also, when you sign up most cards give you a bonus of anywhere from 500 to 10,000 miles. Many individuals will use these cards for everyday purchases, paying it off and earning the miles while not paying any interest. While this is a great way to earn miles quickly there is a better method that is currently legal, as of 7-15-2011, but slightly unethical.

This method involves an unlikely partner, which is the US Mint, and takes advantage of the fact that the $1 coins that have been produced over the last few years have not been popular among the public. How it works is that the US Mint has an offer on their website where you can purchase these $1 coins for face value and free shipping. So what you do is buy a quantity of these coins using your frequent flier mile credit card, thus earning you the miles, and when received you simply cash them in at your bank and pay off your credit card bill. Since there is no shipping cost this costs you nothing, all while earning those precious frequent flier miles. This is not a new scheme by any means, as it has been going on for over a year now but it is still allowed by credit card companies.

The US Mint is aware of the problem and they have now put a limit in place which caps the amount you can buy at $1,000 every ten days. While this does somewhat limit the amount of miles you can earn, 3,000 free miles every month adds up to a free ticket fairly quickly. It will probably only be a matter of time before the credit card companies prohibit this practice but until then this is completely legal. While it is slightly unethical many individuals feel such anger towards the big banks in the US that they have no problem in participating in this scheme. Since the $1 coins have been a complete flop at least someone is benefiting from the poor decision to put these into production. So when you earn enough miles to take that trip to Florida be sure to write a quick thank you to the US Mint, they would probably love to hear from you!

Terrafugia’s Flying Car Approved For Highway Use In USA

The Terrafugia Transition, flying car, is one step closer to becoming a reality in the US, as its design was approved for road use by the National Highway Safety Administration (NHSA). This was by no means an easy process for the design engineers at Terrafugia, as they had to make many revisions in order to meet the stringent guidelines set forth by the NHSA. In fact, the project was in jeopardy not too long ago because of the changes mandated by the NHSA. These changes were projected to cost Terrafugia around $18 million, at a time when the project was already over budget, behind schedule, and running short on capital. However, due to the impressive design and engineering work the company had done so far, they were awarded a contract from the US Department of Defense which was worth approximately $60 million. This contract was awarded to Terrafugia in order to design a flying version of the military Humvee. This project is already well underway and the creation has been dubbed the Transformer.

With this latest approval for the Transition company officials are edging ever closer to seeing their dream become a reality. While the plan was to have models ready for customer delivery in late 2011, it now looks like this is going to be pushed back to sometime in early 2012. This delay was due to the design changes mentioned earlier and problems with suppliers of critical components. Receiving approval for all aspects of the Transition in the US will allow Terrafugia to be able to receive approval in much less time in other parts of the world. Since many of the design and safety standards for automobiles and aircraft are global, the process will be fairly quick when Terrafugia begins delivering the Transition to other countries throughout the world.

The price tag of the Transition has recently increased from $170,000 to $230,000 but this is unlikely to deter many prospective buyers. Let’s face it, if you can afford $170,000 for a flying car, another $60,000 probably won’t be too hard to come by. The Transition will require operators to have a light aircraft license, which should actually help to promote aviation to the masses. When in the air the Transition can achieve a top cruising speed of 115 mph, which is very impressive. It will also have a top speed of around 62 mph and while on the ground it should get around 35 miles per gallon, which puts it right in line with some of the more fuel efficient cars currently on the road. The Transition will only take 15 seconds for the wings to fold up and change from flying mode to driving mode. It will also be similar in size to large sedans or SUVs, so it can be easily operated on the road. It will be interesting to see these in action in 2012, the year of the flying car.

Cessna Ups The Ante With New Citation Ten Business Jet

The yet to be released Cessna Citation Ten business jet is already generating quite a bit of buzz due to changes in interior features, exterior design characteristics, and other new additions. With a redesigned interior the Citation Ten will feature amenities and features that will be the envy of business jet owners everywhere. From the increased amount of room throughout the interior to the multimedia sharing system, this is a business jet that sets the standard in both comfort and functionality. This business jet not only provides passengers with the latest and greatest features, but it also provides pilots with an incredibly well designed cockpit. It seems that Cessna really focused on improving all aspects when designing the new Citation Ten, instead of just focusing on one particular area to work on. For example, in addition to all of the new amenities found on the interior, the Ten will also feature the ability to travel at Mach .92 This will make it the fastest private aircraft available anywhere in the world.

While it may seem that a jet that is able to travel at such a high speed would gobble up the fuel, but the Citation Ten is actually estimated to be around 5% more fuel efficient than its predecessor. While it will obviously use more fuel traveling at top speed, it is nice to have the extra speed available for those who find themselves short on time. The jet features a pair of fuselage mounted Rolls Royce AE3007 C2 engines to provide it with a great balance of power and efficiency. The redesigned aircraft also features newly designed winglets, which also improve fuel efficiency a bit.

When looking at the cockpit it is evident that every effort was made to ensure a clean and functional layout was the end product. With three LCD flat panel touch screens at 14” each the majority of the information needed by the pilot is available with the tap of the screen. The Citation Ten is actually the first aircraft to take advantage of the Garmin G5000 avionics package. This remarkably clean looking cockpit packs a lot of functionality into a simple and sleek looking package, which does away with many of the clunky looking knobs found on other business jets.

The interior features an overall design which is intended to give an overall feel of being larger and more open. With seats that offer more room to recline and an increased amount of legroom when compared to its predecessor, the passenger cabin is comfortable for even the largest of passengers. Each seat features its own LCD touch panel to control the seats position as well as provide a host of other functions. Along with controlling the seats the touch panel screen doubles as a web browser and multimedia system. Passengers can share documents and simultaneously view the same document or graphic on all of the seat mounted touch panels. With a WiFi enabled passenger cabin this is truly an executive boardroom in the sky.

While this is just a basic overview it gives you an idea of what is to come with the Cessna Citation Ten, which will make its first flight later this year. Cessna is anticipating an initial delivery date sometime in 2013. The features that are found on the Citation Ten are yet to be matched and are certainly impressive enough to attract even the most demanding of buyers.

Boeing 787 Dreamliner Makes Debut In Japan

Amid much fanfare the first Boeing 787 Dreamliner to fly across the Pacific Ocean landed at Haneda Airport in Tokyo, Japan. The Dreamliner was flown by All Nippon Airway’s pilots from Seattle, Washington to Haneda Airport where it will begin testing before being the first one to be put into commercial service. All Nippon Airways has awaited the arrival of the Boeing 787 with much anticipation as it was originally scheduled to be delivered back in 2008. After multiple delays due to a variety of production and development issues All Nippon is glad to have finally taken delivery of the aircraft and are looking forward to putting it into service.

The 787 Dreamliner marks the beginning of a new era of aircraft that are being produced with lightweight composite materials. The shift from using aluminum to composite materials has resulted in many of the delays, as composites require many components to be redesigned or altered. Along with the use of composites to reduce weight, the new 787 also relies upon engines which are more fuel efficient when compared to previous models. The combination of more efficient engines and a lighter overall weight make the Dreamliner 20% more fuel efficient as compared to other similarly sized aircraft. In a time of sky rocketing fuel prices this is a key factor that will end up saving airlines a considerable amount of money through reduced fuel consumption.

All Nippon Airways was the first customer to order the Boeing 787 Dreamliner and they have ordered a total of 55 of the newly designed model. They are planning on using the aircraft on longer, intercontinental routes where there is moderate demand. These routes do not have enough demand to warrant the use of larger 747 models but they were too great of a distance for existing smaller aircraft. With the increased fuel efficiency the 787 is the perfect aircraft for All Nippon Airways when it comes to these longer flights with moderate demand.

There have been a total of over 800 of the Boeing 787s to be ordered thus far by a number of airlines both in the US and internationally. This will likely be the stepping stone for developing more fuel efficient models throughout Boeing’s entire lineup of commercial jets. Now that they have significant experience with utilizing composite materials in commercial airliners it should make the development of newer models much easier. As the world continues to focus on rising fuel costs it only makes sense for Boeing and other manufacturers to develop and manufacture aircraft with increased fuel efficiency. Since fuel is the major expense component of commercial aviation any manufacturer that develops a more efficient product will sell the most aircraft.

Boeing 777 Commercial Airliner

The Boeing 777 is a long range, wide body aircraft which features massive twin engines with seating for over 300 people. Manufactured by Boeing Commercial Airplanes, the 777 uses the world’s largest diameter turbofan which is over 9 feet in diameter on most models. The size of many of the aircraft’s components is simply astounding and cannot truly be appreciated until you are standing beside it. Another unique feature of the 777 is that it uses the largest tires of any aircraft on its landing gear. Each tire can support a load of just under 60,000 pounds. The landing gear consists of two sets with six wheels in each set, which makes for a simply massive landing gear system. The Boeing 777 was developed by utilizing input from 8 major airlines and turning this information into an aircraft that would fill the gap between the existing 767 and 747. This was also the first fly by wire aircraft to be designed and built by Boeing as well as being the first commercial aircraft to be entirely designed using computers. Several variations of the 777 have been built over the years with the main difference being a difference in range or the number of passengers that can be accommodated. There have been 923 of the Boeing 777s built to date (2011), since the beginning of production in 1993.

Design
The Boeing 777 is widely known as the first commercial aircraft to be designed during the “computer age” and it features a lot of technological components that were not featured on previous models. To begin with the 777 featured a fly by wire control system which was a first for any Boeing Commercial Airplanes product, as well as utilizing a computer system which relied on a total fiber optic cable network to handle the processing of all avionic data and information. This really was a giant leap into the digital age for Boeing. The 777 was also one of the first Boeing aircraft to be factory made with glass cockpit instrument displays which featured LCD screen which were manufactured by Honeywell. While the aircraft was a fly by wire model Boeing decided to retain the conventional yoke control system as opposed to a side mounted control stick which is found in most cockpits of fly by wire aircraft. The 777, in keeping with the theme of being totally unique, featured a twin engine design as opposed to a quad or triple engine design which is generally used in such large aircraft. The result was that the 777 uses two massive engines that are the largest diameter engine on any aircraft in operation, with a truly astounding diameter of over 9 feet.

The 777 features wings which are swept back at 31.6 degrees and also have an airfoil design which are both intended for sustained cruising at Mach .83. The wings were also made with a greater thickness and length than previous models which allowed it superior take off performance and the ability to fly at higher altitudes. The airframe on the 777 utilized composite materials in a number of areas including the cabin floor and the rudder. This was again, one of the first Boeing aircraft to feature the widespread use of composite materials and around 9% of the total weight is from composites. Given that composite material is much lighter than traditional materials this means that the 777 contains a large amount of composite material. This aircraft also featured the massive landing gear mentioned earlier which relied upon a triple redundant hydraulic system to ensure that the gear is always in an operational state.

Development
The Boeing 777 was developed in response to the fact that the airlines were disappointed with Boeing’s previously proposed 767-X. The airlines had asked Boeing to design an aircraft which would be between the 767 and 747, to which they responded with the 767-X. This design was essentially a 767 with a stretched fuselage and it shared the tail, nose and many other characteristics of the 767. The airlines were unhappy with this and requested an entirely new design for this aircraft. Boeing listened to their customers and went back to the drawing board to develop an aircraft that would take all of the airline’s suggestions and roll it into one aircraft. This was the first time that any manufacturer had taken the input from airlines and used it to design an aircraft. In fact there were representatives from 8 major airlines that worked closely with Boeing employees throughout the entire project, thus ensuring that they all ended up with an aircraft to suit their needs. The group of representatives from the airlines became such a consistent presence during the design phase that they became known within Boeing as the “Working Together” group. Boeing also became the first company to use a computer aided design (CAD) for all phases of the 777 project. This allowed them to shorten development times drastically as they could test components virtually to ensure they would work and fit with other parts. This allowed them to save a lot of time and money during the design phase. This project was completed in a very short time, considering the standards for large scale commercial airlines. The design phase started in 1990 and by 1993 they had begun to assemble the Boeing 777. The first flight occurred on June 12, 1994 which was just about 4 ½ years after design efforts got underway. This was a truly astounding success for Boeing and its partners as they had designed an entirely new aircraft from the ground up in under 5 years.

The Golden Age of Flying

When Charles Lindbergh lifted off from Roosevelt Field, New York, on 20th January 1927, he effectively ushered in the ‘golden age of flying’. It wouldn’t end until 1939.

The interwar period is considered to be the era when aviation enjoyed its greatest development. From the barnstorming air shows of the US, to professional air races tearing across the world; there was no limit to the achievements made possible by powered flight. Charles Lindbergh’s feat was just one of a number of aviation firsts which took place between the wars. Numerous others would follow; with Amelia Earhart acquiring fifteen.

Following in the wake of Lindbergh, Earhart not only became the first female solo pilot, but the first female ‘passenger’ to cross the expanse of the Atlantic. She went on to record a further 13 ‘firsts’ whilst becoming a prolific writer. Sadly, like many other aviation pioneers of the time, her life would be cut short by the exploits she was undertaking. She was just 39.

Several weeks before her disappearance, ‘lighter-than-air’ aviation came to the end of its short life in the shape of a blazing ‘Hindenburg’ at Lakehurst, New Jersey. Heavier-than-air flight, meanwhile, powered on regardless. Records and achievements were being stacked up one after another.

Wiley Post became the first man to complete a solo around-the-world flight. But not before he’d achieved the speed record for the same accomplishment by knocking 21 hours off the previous one. Some years later, Post also reached an altitude of 50,000ft in a specially-designed pressure suit whilst simultaneously discovering the jet stream. Like Earhart, though, he too, would suffer an untimely death at the controls of his aircraft.

It wasn’t all doom and gloom. One of the more colourful aviation characters of the time was Colonel Roscoe Turner; an ex-barnstormer, Hollywood stunt pilot and racing airman. To subsidise his work, he secured the sponsorship of the Gilmore Oil Company (a forerunner of Mobil), whose logo incorporated a lion. A live cub (named Gilmore) was given to Turner as his mascot and he subsequently took it along on several transcontinental record-breaking flights. When the lion got too big for his aircraft, Turner piloted a much larger one when he took part in what was billed as ‘the world’s greatest air race’; the MacRobertson Trophy.

With no limit on size or power of aircraft, and with the race to be completed in just 16 days, the MacRobertson Trophy Air Race boasted a prize fund of $75,000. The first prize would go to the fastest aircraft flying 11,330 miles from England to Australia.

On 20th October 1934, 20 of the 64 registered entrants assembled at RAF Mildenhall, Suffolk, in front of 70,000 people. While most of the aircraft lining up were British-made de Havilland DH.88 Comets, DH.89 Dragon Rapides and Fairey Fox aircraft; two others were American. They both stood out from the crowd.

A Douglas DC-2 belonging to the Dutch airline, KLM; and a Boeing 247D owned by United Air Line (and piloted by Roscoe Turner) were sleek commercial airliners which dwarfed the other competitors. The two would eventually end the race in second and third position respectively, while a DH.88 Comet would win in a time of 70 hours and 40 minutes.

All the while, though, away from the glare of commercial aviation and private flying clubs, Adolf Hitler was quietly assembling his German air force. In contravention of the Treaty of Versailles, the Luftwaffe’s 1,800 aircraft would soon be brought to the attention of an unsuspecting world. The golden age of flying had come to an end. But through its advances in technology; its lists of ‘firsts’; and its brave men and women; the spirit of aviation lives on.

Boeing B787 – Making the Dreamliner a Reality

With the nightmarish events of September 11th 2001 still reverberating around the world, it took a bold move by the Boeing Company to begin production of its Dreamliner.

By acknowledging airlines’ needs to reduce costs and increase efficiency, Boeing proposed a replacement for its own 767 in 2002. Unlike its heavier cousin, however, the new ’7E7′ (later to be re-named the Boeing 787 Dreamliner) would be a super-efficient, wide-body, twin-engine aircraft capable of carrying up to 300 people from Los Angeles to Bangkok with ease.

Despite significant downturns in the aviation industry, major airlines were soon attracted. Japan’s second-largest airline, All Nippon Airways, was first to be enticed. In April 2004, it ordered 50 examples with an option to buy 50 more. In so doing, it became the largest launch order in Boeing’s illustrious history. Other operators quickly followed, with the company’s order book eventually containing the signatures of 55 more airline executives seeking a total of 846 aircraft. This most successful launch of a new aircraft in Boeing’s history was now worth an estimated $164 billion.

It’s easy to see why. The B787 was being billed as a mid-sized aircraft capable of flying the same range as a Boeing 747 (and at comparable speed) whilst using 20 percent less fuel than a Boeing 767. This was all possible thanks to its state-of-the-art design.

With half of the aircraft’s structure being made up of light-weight composites, the B787 would require far fewer aluminium sheets (Boeing estimates 1,500 fewer) than similar-sized aircraft. This was due to its innovative ‘one-piece’ fuselage which negated the need for up to 50,000 fasteners and the million or so holes that were usually drilled through a Boeing 747.

The facts and figures stacked up. The Dreamliner would be produced in two series: the 787-8; a short range version carrying up to 250 passengers, and the 787-9; the longer-range, 290-passenger carrying version. Both types would extract up to 35 percent less power from their engines thanks in part to the loss of 60 miles of copper wiring contained in most conventional aircraft.

Unlike existing aircraft, however, the Dreamliner wouldn’t be produced by one manufacturer alone. With Boeing taking the lead in design and final assembly, a third of the aircraft’s surfaces and systems would be produced and assembled by a collection of aerospace companies spread across the globe. This worldwide production, however, presented the Dreamliner’s biggest challenge.

With a wing span of 60 metres and its supplier being Japan-based, the transportation of the B787′s wing section to Boeing’s final assembly in Everett, USA, would be a slow and cumbersome process. Fortunately, Boeing had the wherewithal to introduce a much-loved aircraft to the task.

Boeing launched the ‘Dreamlifter’; a modified Boeing 747-400 passenger aircraft fitted with a hinged swing tail and boasting a greater cargo volume than any other aeroplane. These unique freighters (four would eventually be purchased by Boeing) had to be converted, certified and in operation by 2007 if the Dreamliner delivery program was to remain on schedule. But while the Dreamlifter operation was enjoying success, the Dreamliner wasn’t.

As planned, its roll-out took place, rather appropriately, on 7/8/07. But the aircraft was far from the finished article and way off its proposed schedule. Thanks to delays in component availability, the first flight, originally due for August 2007, eventually took place on December 15th 2009. As ZA001 (a 747-8) flew its wheels-down, three hour test flight over a crowd of 12,000 people, Boeing finally conceded defeat. The company was forced to revise its first delivery to the fourth quarter of 2010.
Five further test aircraft were subsequently produced and it seemed that the Dreamliner was making headway. But a total loss of electrical power to the second test aircraft on approach to Laredo, Texas, in November 2010, put paid to Boeing’s optimism. Flight tests were temporarily suspended as the company sought to establish the cause.

It is due to this (and Rolls Royce engine availability) that the first delivery of the B787 has been put back until the middle of the first quarter, 2011. Initial versions could also have a reduced range of some 6,900 nautical miles compared to the projected 8,200nm because of overweight issues. Boeing concedes that it may not be able resolve these weight issues until the production of its 21st airframe. This has led some customer airlines to seek discounts or delays in delivery.

Yet despite the many complications associated with the production of a multi-national, brand new aircraft, the Dreamliner is fully expected to be realized as an airliner fit for the modern world.

Airbus A400M – A Problem in the Making

With existing 35 ton capacity military aircraft becoming more obsolete, Airbus is aiming to fill the niche with the A400M. But its development has been beset by problems.

A new type of military transport airlifter was first proposed by a conglomerate of major international aerospace companies in 1982. The project; known as the Future International Military Airlifter (FIMA); started hopefully enough. The new aircraft would fill the gap between the ageing Lockheed C-130 Hercules and the Transall C-160.

Despite the recognized need for a new transporter, progress was sluggish. Governments and corporations failed to agree on key aspects of its development, and Lockheed (a key member of the FIMA group) left to develop its own upgraded version of the C-130.

By 2003, the FIMA project was back on track. A group of eight European nations (under the guise of the Organisation for Joint Armament Cooperation, or OCCAR) had signed an agreement with Airbus for the provision of 212 Airbus-designed A400Ms. Boasting a larger weight and volume, as well as higher speed and flight level than existing military transporters, the A400M looked great on paper.

With a maximum take-off weight of 141,000kgs, the aircraft would be capable of carrying 37,000kgs of payload. Its lighter weight and composite airframe would allow the aircraft to operate over a much longer distance than the C-130 Hercules. This could even be extended by the A400M’s airborne refuelling capability. Ultimately, it was expected that the first flight of the A400M would take place in 2008, with the first delivery in 2009.

Over the next six years, Airbus and OCCAR wrestled with the A400M. Italy withdrew from the project, taking with it its order. South Africa replaced Italy, only to cancel several months later. Then a significant Canadian tender for 17 new transporters was lost by Airbus to Lockheed and its new C-130J Super Hercules.

By this time, Airbus had admitted that the A400M program was losing money. Industry analysts were even suggesting that the final cost could be in the region of 11.2 billion Euros. Airbus needed a boost. Unfortunately, it wouldn’t get one.

Already one year late, the project was further delayed by problems in the manufacturing process. With the aircraft 12 tonnes overweight, the first delivery was postponed until 2012. This delay forced the UK’s Royal Air Force to lease and then purchase six Boeing C-17 Globemasters. Things looked bleaker when the German Luftwaffe asked Lockheed for its C-130J Super Hercules’ technical information.

Good news finally arrived in December 2009 with the announcement that the first A400M airframe (MSN1) had made its maiden test flight. Airbus also reported that it expected three further test aircraft to be complete by 2010. Things were starting to look up.

However, still reeling from its predicted financial losses and continuing decline in orders, Tom Enders, the Airbus CEO, hinted that he would scrap the entire A400M program if funding was not forthcoming. By November 2010, seven European nations had agreed that they would bail the program out with a significant loan. The deal, though, would come at a cost. Both the UK and Germany reduced their orders.

Despite being delayed and over budget, the A400M program continues unabated. Current orders stand at 174 and these are shared between eight countries. Those nations, too, have a vested interest in the success of the A400M project. Each one (through their own aerospace companies like EADS and British Aerospace) is responsible for manufacturing individual components for the aircraft.

There is no doubt that in the current global climate, an aircraft like the A400M with its state-of-the-art technology and versatility would do a fine job. Getting it off the ground, though, has been a problem; and this is ignominious for an aircraft.

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