C Series Certified for Steep Approaches

[deicer]

http://www.bombardier.com/en/media/newsList/details.bca_20170426_cseriessteepapproachcertification.bombardiercom.html

[blues deville]

One more step closer to YTZ.

[GDR]

....and an order from BA.

[Innuendo]

Don't see a glide path angle mentioned.

Everyone operated into YJT, ( Stephenville) on the front course ILS on a 4.5 degree glideslope for years with DC-9 s and 737's  without specific certification.

Is the approach profile at LCY very much different ?

i'm guessing the runway length may be a little less at LCY.

[AAS]

http://www.nats-uk.ead-it.com/public/index.php%3Foption=com_content&task=blogcategory&id=92&Itemid=141.html

[Kip Powick]

3 hours ago, Innuendo said:

 

Don't see a glide path angle mentioned.

Everyone operated into YJT, ( Stephenville) on the front course ILS on a 4.5 degree glideslope for years with DC-9 s and 737's  without specific certification.

Is the approach profile at LCY very much different ?

 

ILS GP is 5.5 degrees

[Maverick]

After seven months of protectionist rhetoric from President Donald Trump’s administration, the Canadian aerospace and defense industries may look to increase business ties to the Asia-Pacific region. A new report from the Conference Board of Canada warns Canadian companies that they must no longer be content with supplying U.S. companies, especially as sales of narrowbody aircraft surge.

Not only that, Canada’s nonprofit, nonpartisan economic trend analysis group said in a report July 5 that its A&D sector will have to safeguard itself while growing its global reach and should increase its presence in Asia.

 

Credit: Bombardier

 

“Canada’s aerospace industry is highly integrated and dependent on trade flows, particularly with the United States. As the [North American Free Trade Agreement] renegotiation process moves forward, it will be critical for the industry to keep these trade channels open to limit disruption of its supply chain,” says board economist Carlos Murillo. “The industry needs to continue to expand and diversify its supplier and customer base away from the U.S. market.”

The U.S. is the Canadian A&D industry’s largest trading partner, with about 40% of domestic demand for aerospace products fulfilled by U.S. imports, while about half of Canadian-made products are exported south of the border. But Canada’s trade with the Asia-Pacific and European regions has been expanding. In particular, its exports to China, Malta, Singapore, Spain and Switzerland have grown “rapidly” over the past decade, although these five countries combined still account for less than 15% of total exports, the report says.

“Canadian firms will continue to look to emerging economies for growth, particularly Asia, where demand for single-aisle aircraft is expanding rapidly,” according to the board. “This presents an opportunity for Canada’s aerospace companies involved in the production of the Bombardier C Series aircraft to expand their market share in this segment, and for the industry to diversify its supplier and customer base.”

Known Knowns

The U.S. Air Force is in the midst of deciding whether to compete production of the next tranche of GPS III satellites, but the House Appropriations Committee indicates it would prefer the service keep Lockheed Martin, which is producing the first 10 spacecraft in the constellation. 

Lockheed is trying to hang on to production of GPS, while Boeing, the previous GPS incumbent, and Northrop Grumman, which makes satellites for the intelligence community, are trying to gain a foothold.

The defense spending bill for fiscal 2018 passed by the committee on June 29 says the “least technologically risky and most cost-effective approach to procuring space vehicles 11 and beyond is to continue block buys within the program of record.” The committee also asks Air Force Secretary Heather Wilson to review solutions that would not just limit technical and schedule risks but also consider how to reuse existing technology and infrastructure investments.  Lockheed, for example, has constructed a massive thermal vacuum test chamber and a cavernous anechoic chamber at a Colorado processing facility for GPS III satellites.

Precision Strike

The House Armed Services Committee remains at odds with the Navy over its requirements for a carrier-based UAV—the MQ-25 Carrier-Based Aerial Refueling System. Since 2015, when the Navy referred to that system as the Unmanned Carrier-Launched Airborne Surveillance and Strike System, the committee has raised concerns that funding a nonstealthy UAV might preclude spending on a stealthy, long-range penetrating system.

In the recently passed fiscal 2018 defense authorization bill, the committee revisits that issue for the platform now called MQ-25, which is tasked with providing aerial refueling to other naval aircraft.

The bill would block 75% of MQ-25 funding until Chief of Naval Operations Adm. John Richardson certifies that the aircraft meets a “validated capability gap.” A report on the bill notes the committee is concerned that the most recent documentation sent to contractors did not include precision strike among the requirements. 

“The Navy may be unnecessarily excluding a critical capability and precluding future growth in a platform that will likely be integrated into the carrier air wing for the next 30 years,” the report says. Boeing, General Atomics Aeronautical Systems, Lockheed and Northrop are vying to make the MQ-25. A request for proposals is anticipated soon, and a contract should be awarded in 2018. 

The current tanker mission is well suited to General Atomics’ aircraft. But the contenders’ platforms could hold an edge when it comes to long-range precision strike.

 

With Michael Bruno in Washington

http://aviationweek.com/commercial-aviation/will-canadians-look-asia-aerospace-exports