Embraer C-390

• le V2500 est retenu pour le KC-390 brésilien.
  

Embraer Defense and Security, in concurrence with the Brazilian Air Force, today announced that International Aero Engines AG has been chosen to provide the powerplant for the country’s new KC-390 multi-role tanker/transport aircraft.

The engine will be the V2500-E5.

The KC-390 development program was launched in April 2009 and the Brazilian Air Force formalized its intent to purchase 28 aircraft in July of last year. Five additional countries have agreed to join as industrial partners, with resulting aggregate purchase intentions now totaling 60 airplanes. It will also be marketed globally, representing opportunities for further growth.

“We are very pleased to be providing V2500 powerplants for this new multi-role military aircraft being developed and produced by Embraer,” said Ian Aitken, President and CEO of IAE. “This military application for our V2500 engine substantially opens a market that we have not done business in before, providing our business with opportunities for substantial further growth.”

“The selection of IAE’s V2500-E5 brings about the merger of a well known and proven engine with a winning clean-sheet design military program. It is very important for us to be closing the selection of main suppliers and partners in order to start working with them in this new phase,” said Luiz Carlos Aguiar, President and CEO, Embraer Defense and Security.

Engineering work on the program has already commenced at IAE’s shareholder companies — Pratt & Whitney, Rolls Royce, MTU and JAEC. First deliveries of powerplants for prototype aircraft are scheduled to begin in 2013, with flight tests to start the following year. Production powerplants are anticipated for 2015, with entry into service projected for later that year. Deliveries are anticipated to last at least through 2030.

“This was a long and highly competitive process, but it has resulted in an outstanding opportunity for IAE as we move forward with a new customer,” said Aitken. “This was a truly collaborative effort by the four companies that form our venture.”

He noted the advantages of concurrently building the V2500-E5 with commercial engine variants. “Efficiencies certainly result from the commonality of critical upgrades, product enhancements and process improvements,” he noted. “This should result in substantial advantages to further drive our competitive edge.”

For more than a quarter of a century, IAE has provided V2500 engines for the A320 series of commercial aircraft to airlines around the globe, and its partner companies have extended their collaborative agreement to 2045.
With more than 190 customers in over 70 countries, the IAE V2500 provides customers with the most reliable, cost-effective engine on the A320 family. It is available in seven different thrust settings, from 22,000 to 33,000lb, to power the Airbus A319, A320 and A321 family of aircraft as well as the Airbus Corporate Jetliner.

Le constructeur brésilien a finalement préféré International Aero Engines à CFM International pour motoriser son futur avion de transport militaire.

Compensation Rafale

Le KC-390 en question

La récente présentation des compensations industrielles liées à l'achat de Rafale faite aux sénateurs brésiliens comportait toujours l'acquisition, par la France, d'une douzaine de KC-390. Sauf qu'entre-temps la donne a beaucoup changé puisque Embraer n'a retenu q'un seul équipementier français sur son avion qui sera motorisé par des V2500, le grand rival du réacteur CFM56 franco-américain. Dès lors le cargo brésilien aurait perdu beaucoup d'attrait auprès des services français qui ne sont pas chauds pour l'inscrire dans une future loi de programmation militaire.

Jeannot a écrit:Lu dans la rubrique "Confidentiel" du N° 2279 d'Air & Cosmos daté du 16/09/2011

Compensation Rafale

Le KC-390 en question

La récente présentation des compensations industrielles liées à l'achat de Rafale faite aux sénateurs brésiliens comportait toujours l'acquisition, par la France, d'une douzaine de KC-390. Sauf qu'entre-temps la donne a beaucoup changé puisque Embraer n'a retenu q'un seul équipementier français sur son avion qui sera motorisé par des V2500, le grand rival du réacteur CFM56 franco-américain. Dès lors le cargo brésilien aurait perdu beaucoup d'attrait auprès des services français qui ne sont pas chauds pour l'inscrire dans une future loi de programmation militaire.

L'avionneur brésilien Embraer a choisi l'entreprise Hispano-Suiza (groupe Safran) pour lui fournir un système de génération électrique de secours pour son avion de transport militaire KC-390, a-t-il indiqué dans un communiqué.

© 2011 AFP

KC-390 Update

This morning Embraer made an interesting announcement, “The Brazilian company AEL Sistemas, based in Porto Alegre, was selected by Embraer Defense and Security to supply three more components to the KC-390 military airlifter and tanker jet: the Self-Protection System (SPS); the Directed Infrared Countermeasures (DIRCM); and the Head-Up Display (HUD).”

AEL was selected by Embraer, last September, to supply the new plane’s mission computers. AEL is the Brazilian subsidiary of Israel’s highly respected [Vous devez être inscrit et connecté pour voir ce lien]. A browse through the firm’s website confirms the KC-390 will have state of art electronic systems.

“The KC-390 is being designed to operate all over the world, in different scenarios, with the same outstanding performance,” said Eduardo Bonini Santos Pinto, Vice President Operations & COO, Embraer Defense and Security. “The selection of the main suppliers is of utmost relevance for us to achieve our commitment with the Brazilian Air Force of placing the KC-390 at the highest technology standard, as a unique aircraft that will add much value for Brazil.”

With Elbit in Embraer’s toolbox the KC-390 is likely to be a very competent airplane.

Boeing and Embraer have announced an agreement to collaborate on marketing and developing technologies for the latter's KC-390 transport/tanker.

The memorandum of understanding (MoU) calls for sharing "specific technical knowledge," but no details have yet been revealed. "We didn't really get into the specifics," says Boeing, "it's just a collaboration to share technology."

With Boeing's access to US and key foreign markets, the agreement includes exploring joint sales efforts.

"We don't have specific markets yet. What they're going to do is an analysis," says Boeing.

The agreement does not include a role for Boeing in preexisting contracts. Embraer has already booked a launch order for the KC-390 with the Brazilian air force, and has attracted additional commitments for the type, mostly within Latin America as well as from the Czech Republic and Portugal.

By collaborating on the KC-390, Boeing is able to deepen its relationship with the main supplier to the Brazilian air force.

Boeing is competing to sell the F/A-18E/F Super Hornet to the Brazilian air force, but faces rival bids from the Dassault Rafale and the Saab Gripen for a 36-aircraft order.

"This agreement is not linked to F-X2," says Boeing, referring to the fighter competition. "This agreement with Embraer will continue regardless of results."

The MoU on the KC-390 comes two months after Boeing and Embraer agreed to broadly explore areas of collaboration in safety and technology.

The KC-390 is scheduled to fly in 2014, with deliveries beginning in 2016. The aircraft is widely seen as competition for Boeing arch-rival Lockheed Martin, which manufactures the similarly-sized C-130J.

Embraer is developing the KC-390 as an alternative to the C-130 for cargo and air refueling.
July 10, 2012, 2:15 PM

Embraer will soon freeze the design of its first purpose-built military transport, the [Vous devez être inscrit et connecté pour voir ce lien], for tactical missions. Although the first flight is planned for 2014, some details remain sketchy. But at least the program seems well funded, with the Brazilian government providing most of the $2.2 billion needed for development.

Aguiar made it clear there is no risk-sharing partner (in the commercial meaning) on the program. It is purely funded by governments. Brazil is funding more than 90 percent of the program, while the Czech Republic and Argentina are providing the rest. For a fixed amount, Embraer is supposed to deliver the aircraft on time and on specifications. Any development delay beyond 2014 would have to be funded by the manufacturer. And the government could refuse the delivery of an aircraft that is not performing as expected.

Embraer has chosen its main suppliers. International Aero Engines will provide the two V2500 turbofan engines with accompanying nacelles and thrust reversers. The airframer said that it chose turbofans over turboprops because it wants to be able to cover large distances–such as the vast country of Brazil itself–with speed. The KC-390 will be the lowest total life-cycle cost airlifter in its class, Embraer claims.
.........
The KC-390’s main technology feature will be its fly-by-wire control system, according to Aguiar. He said Embraer continues to improve fly-by-wire, from the E-Jets to the Legacy 500 and now on the KC-390. The next feature will be Rockwell Collins avionics, based on the Pro Line Fusion suite, in the flight deck.

In terms of market forecast, Embraer officials believe they have a conservative estimate. By 2025, the market for such transports is seen at 700 aircraft. The bulk of it is for Lockheed Martin C-130 replacement. Aguiar said he would be happy with 17 to 18 percent of the 700. This would translate into around 120 KC-390s.

Aguiar sees his competitors being, first, C-130 modernization programs. “Some of them include structural upgrades for prolonged wing utilization,” he said. The in-production C-130J, obviously, is another competitor. Other military transports are either smaller (like the Airbus C295) or larger (like the Airbus A400M and the Boeing C-17 Globemaster III).

Embraer has already penciled in some plans for production. The assembly line should have a capacity of 1.5 aircraft per month. Aguiar is counting on 8 to 10 deliveries per year and a total production run of 140 “would be a great success,” he said.

29 March, 2012.
Lockheed Martin promoted its reduced-cost C-130XJ variant of the venerable Hercules tactical transport at FIDAE.

Lockheed Martin has unveiled the first public image of a widened version of the C-130 that could be offered for sale to the US Air Force within five years.

Dubbed the C-130XL, the project remains under study by Lockheed's Aeronautics division in Marietta, Georgia, the site of C-130 production dating back to 1954.

The aircraft could be offered to meet an emerging US Air Force need for a larger version of an intratheater airlifter after 2015. Boeing is already proposing to augment the C-130 fleet with the C-17, which includes higher-thrust engines, larger flaps and a third main landing gear. EADS North America wants to offer the [url=http://www.flightglobal.com/landingpage/Airbus A400M.html]Airbus A400M[/url] for the same requirement.

Jim Grant, Lockheed's vice president for air mobility and special operations, said the C-130XL would be sized to carry a maximum cargo payload in the "mid-60,000lb" range. Lockheed wants to avoid setting a specific figure until it can determine the USAF's "sweet-spot" for future cargo needs, he added.

The USAF has acknowledged it may need an aircraft with more payload capacity than the C-130 after 2015. The US Army currently plans to acquire manned ground vehicles for brigade combat teams equipped with the Boeing Future Combat System that exceed the C-130's payload limits.

SEVRIEN a écrit:Le militaire a besoin, pour les appareils et la motorisation des éléments suivants :

• maturité (du produit) et recul ; GTF / PurePower de P&W exclu ;
  
• 
  
• robustesse, durabilité & fiabilité reconnues ; pour GTF / PurePower de P&W, ...... impossible, en raison de l'absence simultanée d'expérience valable accumulée, et de recul ; GTF / PurePower de P&W exclu d'office ;
  
• 
  
• confiance, et relative facilité d'entretien ; oublions, car le moteur ne peut pas / ne pourra pas avant longtemps inspirer ladite confiance, nécessaire pour l'appareil, et pour ceux qui l'exploitent ; quand il s'agit d'une technologie nouvelle, non éprouvée, le militaire "ne peut pas y aller" ;
  
• 
  
• les ingrédients ne sont pas réunis pour faire la recette de tout ce qui précède, en vue d'assurer la disponibilité "in theatre" !
  

Pour le GTF / PurePower de P&W, .... c'est......"Non" !
--------------
Réactions ?

• Ce post n'a pas pris une ride.
  
• Pour le GTF, ..... dans ce contexte, ....c'est toujours, 'non' !
  

The Brazilian air force and Embraer completed a preliminary design review of the KC-390 tanker in August, the company says.

"We checked all the main aspects of the aircraft's project and the KC-390 meets the Brazilian air force's expectations," says Col Sergio Carneiro, the Brazilian air force's KC-390 programme manager.

The review was undertaken at Embraer's facilities in Eugênio de Melo from 20 August to 29 August.

The next major step is the critical design review, which will clear the way to build the first flying prototype, Embraer says.

The KC-390 will be the largest aircraft ever built by the Brazilian aerospace industry. Embraer says "it will establish a new standard for mid-sized military transport aircraft, in terms of performance and load capacity."

L’avionneur brésilien Embraer a choisi de faire confiance à Safran pour la distribution électrique et la génération de secours de son nouvel avion de transport militaire KC-390.

Un vrai défi pour le spécialiste de la chaîne de l’énergie qui a élargi son domaine de compétence pour ce programme. Et un pas supplémentaire pour l’avion plus électrique.

La présence d’Hispano-Suiza (Safran) sur le KC-390 ne doit rien au hasard.

D’une part, il y a le souhait d’Embraer de s’ouvrir à de nouveaux fournisseurs dans le domaine de la génération et distribution électrique, et d’autre part, la capacité d’Hispano-Suiza à répondre à ce besoin en proposant une offre innovante, portée par sa division Safran Power.

Annoncé en novembre 2011, le contrat comprend les systèmes de distribution électrique primaire et secondaire et la RAT (Ram Air Turbine), un dispositif de génération électrique de secours.

Un planning serré

Ce qui a fait pencher la balance en faveur d’Hispano-Suiza, outre la possibilité d’ajuster le design du système en fonction de l’évolution du programme, c’est l’usage d’un banc d’intégration capable de simuler le fonctionnement de l’ensemble des équipements.

« Grâce à ce dispositif, nous allons pouvoir tester la chaîne d’énergie électrique complète de la génération aux utilisateurs en passant par la distribution primaire et secondaire.

Cet outil sera utilisé pour une partie des essais de certification normalement réservés à l’avionneur », explique Jérôme Tourdiat.

Ce contrat représente un défi important pour Hispano-Suiza car il implique une montée significative en compétence et en capacité, tout en respectant un planning serré.

Au début de l’année, la société a recruté des collaborateurs dont les profils correspondaient aux nouvelles compétences requises.

La revue de design préliminaire a eu lieu au mois de juin ; elle sera suivie de la revue détaillée prévue au début de l’année prochaine pour une livraison d’un premier prototype fin 2013.

• fiabilité (même si le P&W a quelques lacunes sur ce plan, et, 'en théatre', nécessite pas mal de supervision et d'interventions) ;
  robustesse générale, et peu de mauvaises surprises ;
  disponibilité rapide ;
  moteur pas trop spohistiqué et assez facile d'entretien (pas trop coûteux).