Search results

The CEO of Embraer, reflects on his company's dramatic ascent to its position as the world's leading regional aircraft manufacturer. Since becoming a private company, Embraer had successfully introduced seven commercial aircraft models to the market, including its latest, the 118-seat EMBRAER 195. Now, he is concerned because Embraer does not know what to expect from Bombardier, Boeing, and Airbus regarding their competitive response to his company's recent attacks on the commercial aircraft market. How would they respond to Embraer's successful launch of its recent family of jets? Would Bombardier really follow through with its launch of the CSeries? Would Airbus and Boeing perceive the latest attacks by Embraer and Bombardier as attacks on its own family of jets? Most importantly, given Embraer's expectations of rivals' future competitive moves, what should it do next to protect its position and influence its competitors' actions?

Strategic alliances are an important feature of the aerospace industry and many studies have sought to evaluate their performance. Most have taken a policy perspective exploring the economic and political benefits claimed for collaboration of this type. The perspective is a reflection of the political origins of many aerospace alliances. This study seeks to evaluate, from a managerial perspective, one of the newer alliances established on a strictly commercial basis. It focuses on BMW Rolls‐Royce GmbH, one of a small number of truly European alliances. The study concludes that, although Rolls‐Royce bought out its German partner after a decade of operation, the alliance was a success. The two engines developed by the alliance over this period were a technical success, overall sales were well on target and the alliance was about to break even. In addition, the study concludes that the alliance formed a key element in Rolls‐Royce’s successful strategy to extend its product portfolio, a strategy that elevated the company to second place in the global aero engine market.

The purpose of this paper is to perform a technical and economical analysis on the conversion of a regional turboprop platform for Airborne Early Warning and Control (AEW&C) missions by supposing installation of supplementary diesel turbo‐charged engines.

The problem has been approached by considering all issues related to conversion to AEW&C platform. Class II methods have been used for weight and drag estimations. Flight performances have been evaluated by using standard equations of flight mechanics. Costs have been evaluated by using a model developed by the authors.

As far as performances are concerned, it is possible to increase aircraft service ceiling of about 4,400 ft by installing auxiliary diesel engines in separate wing‐nacelles. The low specific fuel consumption (SFC) of diesel engines balances the reduction of mission endurance caused by the aerodynamic drag increment (i.e. additional drag of AEW radar antenna and new nacelles). The proposed solution is shown to have the best Effectiveness‐Cost performance in comparison with other AEW&C aircraft‐systems.

To convert regional turboprops to AEW&C platform by employing turbocharged diesel engines could be an interesting future perspective for aerospace companies interested in creating a new AEW&C market segment.

The proposed solution gives the possibility to reduce operating costs in the AEW&C mission field. The issue is actual due to typical high operating costs of AEW&C missions.

Safety is arguably the most important “quality” attribute of commercial aviation, yet it rarely figures into overt interfirm rivalry. Usually, airlines do not even allude to their safety record vis-à-vis rivals in their advertising and press statements. Moreover, statistical analysis by independent parties usually indicates that peer airlines within the same geographic region and segment of the industry have indistinguishable safety records (Barnett, 2010).

THE most important characteristics of any air show are often the portents for the future and at Paris there were plenty of these. Despite the combined effects of the recession and upheavals in various parts of the world, the industry is set for the exploitation of new technologies with advanced aircraft either due to fly soon or the subject of agreements for the future. International aerospace collaboration has never been at a higher level with the financial and technical resources combined to enable the most ambitious programmes to be implemented.

ALTHOUGH some large companies had a noticeably low‐key presence and there were absentees compared with previous years, the tone of the Show reflected a determination to look forward to a more rewarding environment. Several new types made their appearance, perhaps the most significant of these being the Airbus A340 which was one of six development aircraft now flying. All aspects of the flight test programme for both the ‐200 and ‐300 vesions are proceeding satisfactorily and simultaneous certification is expected in December with first delivery to Lufthansa in January, 1993. The A340‐200 series can carry a typical load of 263 passengers for up to 7,800 n miles (14,500 km) and the larger A340‐200 can carry 295 passengers for 7,250 n miles (13,400 km). Meanwhile, the first A330 two‐engine medium‐to‐long‐range counterpart with accommodation for 335 is nearing its first flight which is planned for the end of October. Another new Airbus type, the A321 seating 186 passenges is due to begin its certification programme in March next year with entry into service early in 1994.