Making its first appearance at a global aerospace exhibition since being acquired by Boeing last September, equipment and parts distributor Aviall (Hall 5 Stand A17) is promoting key elements of its range of general aviation, airline and military product lines. Exhibits here include Goodyear aircraft tires, Keddeg and PTI filtration products, Otto Instruments turbine engine wiring harnesses and batteries from Teledyne Battery Products.
Boeing is confident that its HH-47 rotorcraft will be reconfirmed as the winner of the
potential $10 billion U.S. Air Force combat search-and-rescue (CSAR) competition. But even without adding the 141 helicopters required for CSAR, the evergreen Chinook looks set for at least two more decades of production for the U.S. Army and international customers.
By all indications, the era of the “more electric” airplane suits Hamilton Sundstrand and its president, Dave Hess. Supplier of the entire primary power generation and virtually all of the power distribution on the Boeing 787 airliner, the Windsor Locks, Connecticut-based division of United Technologies (UTC) expects to generate $15 billion in revenue over the life of that one program.
Quite possibly the last member of the best selling family of airliners in the history of the industry, the recently certified Boeing 737-900ER has at once filled a void in the 200-seat-class market left by the production retirement of the 757, presented Airbus with its first direct competition to the A321 and provided the platform on which CFM International launched its Tech Insertion upgrade for the CFM56-7 turbofan.
In recent years, engine manufacturers have shifted their emphasis from straightforward production of engines to the far more lucrative business of after-sales support.
Rolls-Royce is no exception. In the last decade, its TotalCare engines business has expanded by a healthy 10 percent a year, creating a business that by the end of 2006 was worth $3.9 billion–more than half the company’s total civil engines business.
Boeing hasn’t yet worked out how to change between alternative 787 engines in the space of 24 hours. Designing an engine mount that enables engineering crews to swap alternative General Electric GEnx and Rolls-Royce Trent 1000 powerplants in such a short time has proved “challenging,” the U.S. manufacturer concedes.
They’re big. They’re in demand. But they’re getting old, and availability is becoming a problem. That’s why Volga-Dnepr Airlines (VDA) has been pushing so hard for more An-124 Ruslan heavylift freighters to be built. But despite the aircraft’s commercial success since the end of the Cold War, it’s not clear whether renewed production is a priority for Russia’s newly formed, state-owned United Aircraft Co. (OAK).
Precision components and assemblies manufacturer Doncasters (Hall 2B Stand L11c) is reaping the rewards of several years’ hard work as it delivers engine-ready parts to OEMs and third-tier suppliers.
Britain’s GKN Aerospace has signaled its intention to bid for stakes in one or more of the Airbus factories now being put up for acquisition or partnership under the troubled European airframer’s Power8 restructuring plan. The strategic acquisition could play a key part in GKN’s ambition to more than double its annual revenues to reach $4.2 billion by 2016.
Prices for new Boeing jetliners could harden as the manufacturer works to manage production rates and outsourced parts supplies in the face of continuing high demand that Boeing says defies previous market cycles.