Goodrich is introducing its new cockpit data management solution (CDMS) portfolio at the Paris show (see Goodrich Pavilion & Aerocafé, B337), including its SmartDisplay electronic flight bag with wireless network capability. As well as the CDMS, Goodrich’s 2009 product display includes an electric brake, a helicopter rotating drive shaft and the DB-110 reconnaissance pod.
In the face of the global economic recession, Airbus does not expect to reach its previously predicted 300 new orders this year and has switched its efforts to retaining as much of its order backlog as possible. Nevertheless, the EADS subsidiary believes the downturn in airline traffic is close to the bottom and that gradual economic recovery next year will be accompanied by improved market prospects.
After 28 years with General Electric Lorraine Bolsinger took over as president and CEO of GE Aviation Systems in October 2008. What a time to take the reins at a top-tier aerospace supplier, with the civil side of its business facing its most serious downturn in several generations.
To the casual observer, it looked like just another chunk of concrete apron on Airbus’s sprawling production complex at Blagnac Airport outside Toulouse. Nestled between giant hangars and the Airbus outdoor museum with its graffiti-covered airplanes, Airbus is spending approximately $184 million to build the production line for its new A350XWB airliner. The new facility is expected to be fully operational during the third quarter of 2010.
Less than three months ago, on March 24, General Electric’s newest engine, the GEnx-2B, took to the air on the company’s Boeing 747 flying test bed, marking another milestone in the development of its latest and most advanced civil powerplant.
Diehl Aircabin (Hall 2, Stand 192), one of the concerns shed by Airbus as part of its Power 8 restructuring program, is investing more than $135 million in production facilities for Airbus A350 cabin components as new 51:49 joint owners Diehl and Thales look to combine their cabin system expertise and develop increasingly integrated airliner interiors.
Bombardier has already thrown its hat into the more-than-100-seats jetliner ring with its C Series design and Embraer is considering its response to perceived market requirements (see box). But industry leaders Airbus and Boeing have been markedly reticent to reveal more of their thinking on the characteristics needed in designs to replace their A320 and 737, respectively, in the 150-passenger class by the end of the next decade.
With the A380 very-large airliner firmly established in production and airline operation, Airbus is now hard at work on its next project: the three-model A350XWB twin-aisle twinjet family. It is about to begin production detailed design for
the mainly carbon-fiber aircraft, which is competing against the Boeing 787 and which Airbus claims also could replace the larger Boeing 777.
Airbus’s VIP division continues to benefit from an industry segment that if not immune to the current economic recession and credit crisis, appears at the very least to be relatively unaffected.
European jetliner manufacturer Airbus has acknowledged operators’ “teething troubles,” but it characterizes the A380’s entry into service as “very successful.” The comments follow technical incidents involving 13 aircraft flying with Emirates Airline, Qantas and Singapore Airlines, as well as reported dissatisfaction at Emirates, the A380’s largest customer.