A Sample Feature From Aviation News

Berlin Show – first report

While EADS (European Aeronautic Defense and Space Co.) dominated ILA 2002 at Schonefeld like a multi-headed hydra, serious efforts were still underway after weeks of behind-the-scenes activity to avoid the collapse of Fairchild Dornier. Both groupings, large and small, proved lively topics at the show which is proving a shop window for European aerospace and in particular, one that Germany is steadily making its own. The editor reports from Schonefeld where grey skies dominated the opening days and big news was thin on the ground.

Above: The second Zeppelin NT airship, D-LZZR, was a star of the flying display and operated from Tempelhof Airport. (Photo, ILA).

While EADS (European Aeronautic Defence and Space Co) dominated ILA 2002 at Schonefeld like a multi-headed Hydra, serious efforts were still underway after weeks of behind-the-scenes activity to avoid the collapse of Fairchild Dornier. Both groupings, large and small, proved lively topics at a show which is proving a shop-window for European aerospace and in particular one that Germany is steadily making its own. The Editor reports from Schonefeld where grey skies dominated the opening days and big news was thin on the ground.

Above: The Polish PZL SW-4 helicopter which is nearing its certification.

Above: A new type to ILA was Eurocopter’s EC635, nine of which have been ordered by the Portuguese Army. (Photos, Aviation News).

Two years ago, EADS was in the final stages of combining the big names of European aerospace into one giant group. This year, that group appeared for the first time at Berlin-Brandenburg (the increasingly-used official name for Schonefeld Airport) and displayed the products of its merger of Aérospatiale of France, Dasa of Germany and Casa of Spain. Under its banner, Airbus brought in the A340-600 and A318 to exhibit both ends of its product line, Eurocopter showed its rotary-wing family, and Eurofighter eventually blasted its way around the Schonefeld skies from mid-week. Co–CEO Philippe Camus said that the new company ‘defied the skeptics and despite the tragic events of 9/11, proved better able to weather the storm together than in three main parts’. The company is confident that the beginning of Eurofighter and Tiger helicopter production will see a significant increase in its fortunes. Although the ‘KC-330’ had not won the contract for a US Air Force Stratotanker replacement, Camus said that Airbus had been invited to compete in the second round. He also noted that ballistic missile defence was a major opportunity for joint US/EADS co-operation. With a view to possibly adding a new member to the conglomerate, EADS Camus and co-CEO Rainer Hertrich, were to meet the new management of Finmeccanica ‘to see how to develop co-operation on Eurofighter and ATR regional aircraft, and new products’.

Airbus said that the future was beginning to look brighter as the world pulled away from 9/11. The consortium had an order backlog of 1,500 airliners, equalling three years of production, and that the first A340-600 would be delivered to Virgin Atlantic in July 2002 and its sistership, the Series 500, would offer non-stop Europe-Australia travel for the first time.

On the A380, CEO Noel Forgeard, reminded visitors that the first metal for this 500-seater had been cut on January 23, 2002, at Nantes, France, and in 2003 parts for the first aircraft will be assembled.

On the A400M military transport, a contract announcement was expected ‘in the very near future’. Seville, Spain, will be the main production centre for the aircraft and first flight is still stated to be 2006 with initial deliveries in 2008.

Pilatus displayed its latest PC-12 demonstrator, HB-FOW, ably supported by a Lion Air example, HB-FOX. More than 350 of the single-turboprops have been sold with around 20 under construction. Deliveries have been largely unaffected by 9/11, 70 leaving the factory in 2001 with a similar number expected in 2002. The type is now flying in 20 countries, including the first in India with two leased from a South American dealer for operation by Decon Aviation and a third to Tata Industries. The Australian Flying Doctor Service now flies 13 PC-12s while another 35 equip the RCMP in Canada. A disappointment to many was the almost complete lack of information on the new

PC-21 turboprop successor to the PC-9. The prototype had been rolled out on May 1 at Stans and Pilatus plan a first flight on July 1, 2002. The PC-21 is powered by a 1,300hp PT6-60B which is expected to give a max level speed of 350kt.

First flight is expected on July 1, 2002. Pilatus’ other aircraft, the PC-6, has now ceased new production (as has the PC-9), but the Swiss company is buying back second-hand and/or damaged Turbo-Porters to meet demand from prospective future customers. An unconfirmed figure of 630 PC-6s have been built.

For the rest of this article please see the June issue.