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  August 14, 2020 | International, Aerospace

  Airbus Corporate Jets wins first A321LR order for two aircraft

  August 14, 2020 - Airbus Corporate Jets (ACJ) has won the first A321LR order for two aircraft from Lufthansa Technik, highlighting the market appeal and versatility of the A320neo Family. The aircraft will be multi-role capable and can be equipped for various types of missions, such as troop transport, different MedEvac role setups (medical evacuation) and will be operated by the German Air Force (Luftwaffe). Lufthansa Technik has now placed a total order of five Airbus aircraft on behalf of the German Government: three ACJ350-900s and two A321LRs. The A321LRs will be able to fly up to 163 passengers, up to 6 intensive care patients and up to 12 medium care patients, depending on the installed configuration, with a maximum range of 4,200nm/7,800km or 9.5 flight hours. “We are thrilled Lufthansa Technik has become the launch customer for the ACJ long-range version of the world's best-selling A321neo,” said Benoit Defforge, ACJ President. “The ACJ320 Family features the widest cabin of any single-aisle aircraft in the sky, providing the greatest passenger comfort and intercontinental range. Lufthansa Technik and the German Government have a long-standing relationship with Airbus and we are proud of this new milestone order with us.” The A321LR is a member of the A320neo Family with over 7,400 orders by more than 110 customers. It delivers 30 per cent fuel savings and nearly 50 per cent reduction in noise footprint compared to previous generation competitor aircraft. With a range of up to 4,000nm (7,400km), with 206 passengers, the A321LR is the unrivalled long-range route opener, featuring true transatlantic capability and premium wide-body comfort in a single-aisle aircraft cabin. Featuring the most spacious cabins of any business jet, while being similar in size to competing large-cabin aircraft, the ACJ320neo Family also delivers similar operating costs. The ACJ320neo Family can do this because its lower maintenance and training overheads – part of its airliner heritage – deliver a similar total cost when combined with fuel and navigation and landing charges. Some 12,000 Airbus aircraft are in service worldwide, supported by a globe-spanning network of spares and training centres, giving corporate jet customers unmatched support in the field. Airbus corporate jet customers also benefit from services tailored to their particular needs, such as the “one call handles all” corporate jet customer care centre (C4you), and customised maintenance programmes. Combined with the inherent reliability that comes from aircraft designed to fly many times a day, the ACJ320neo Family is both dependable and available when customers need it. Airbus corporate jets are part of the world's most modern aircraft family, which delivers, as standard, features which either cost more, or are unavailable, in competitors. These features include the protection and simplicity of fly-by-wire controls, the benefits of Category 3B autoland, and time and cost-saving centralised maintenance on all systems. Around 200 Airbus corporate jets are in service on every continent, including Antarctica, highlighting their versatility in challenging environments. #ACJ #A321LR @LHTechnik Your Contact Heiko Stolzke External Communications - Airbus Commercial Aircraft +49 151 4615 0714 Send an email Stefan Schaffrath Head of External Communications - Airbus Commercial Aircraft +33 6 16 09 55 92 Send an email View source version on Airbus: https://www.airbus.com/newsroom/press-releases/en/2020/08/airbus-corporate-jets-wins-first-a321lr-order-for-two-aircraft.html

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  May 7, 2020 | International, Aerospace

  How low-Earth orbit satellites will enable connectivity across all domains of warfare

  Nathan Strout The Space Development Agency will provide the unifying element in the Defense Department's future Joint All-Domain Command and Control concept, pulling together tactical networks developed by the services with a constellation of low-Earth orbit satellites. With the JADC2 concept, the department envisions an overarching network capable of connecting sensors to shooters regardless of where they are located. That means U.S. Air Force sensors could feed data to U.S. Army shooters, or even National Reconnaissance Office sensors could send information to U.S. Air Force shooters. “Each of the services have their own way to incorporate [tactical networks], and JADC2 is just a way to make sure they all have the same networking infrastructure to talk to one another, essentially,” SDA Director Derek Tournear said at the C4ISRNET Conference on May 6. “We plug directly into [JADC2] as the space layer to pull all of that communication together.” Service efforts include programs like the Air Force's Advanced Battle Management System and the Army's TITAN ground system. What the Defense Department wants to ensure is that programs like these have a way to share data across the armed services. “All of those are reliant on a way to be able to have a back end to go in space to be able to communicate across one another and across back to [the continental United States], etc. That's where the Space Development Agency's transport layer comes in,” Tournear said. “In fact, in the defense planning guidance, Secretary Esper put out the edict that basically said the transport layer will be the integrating aspect of JADC2 to be able to pull all of this tactical communication together in space.” On May 1, the SDA released its solicitation for the first 10 satellites that will make up its transport layer — a space-based mesh network in low-Earth orbit. When fully developed, that transport layer will provide a global network that various sensors, shooters and tactical networks will be able to plug into for tactical communications. A key part of that effort involves ensuring space-based sensors can feed into the services' battlefield networks in near-real time. Once that transport layer is placed on orbit in 2022, the SDA wants to demonstrate space-based sensor data being downlinked to a ground station, then uplinked to the transport layer for dissemination to the tactical edge via TITAN and Link 16 tactical network. But ultimately, the SDA wants to cut out the ground station and move the data directly from the space-based sensor to the transport layer via optical cross links. That's a stretch goal for those first 10 satellites, and the minimal viable product when the second tranche of 150 satellites is added in 2024, said Tournear. Tournear declined to identify the SDA's mission partners on development of space-based sensors, which will need to use optical inter-satellite cross links to plug into the transport layer. https://www.c4isrnet.com/battlefield-tech/space/2020/05/06/how-low-earth-orbit-satellites-will-enable-jadc2/

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  November 14, 2018 | International, Land

  BAE Systems Leverages Industrial Network As Ramp-Up Of Armored Vehicle Production Approaches

  Loren Thompson In the years following the collapse of the Soviet Union, production of heavy armored vehicles like tanks and troop carriers almost became a lost art in America. The Army and Marine Corps repeatedly deferred development of new vehicles, leaving industry with little work besides upgrading combat systems developed during the Reagan years. As a result, there are only two integrated manufacturing sites left where new heavy vehicles can be produced -- one for tanks, the other for almost everything else. I wrote about the nation's sole surviving tank plant on November 2. Today's piece is about the plant where almost everything else is produced -- the sprawling BAE Systems manufacturing complex at York, Pennsylvania. BAE Systems is a contributor to my think tank and a consulting client, so I have a fairly detailed understanding of what goes on there. At the moment, York is in the midst of a renaissance, having recently won orders for a new Army troop carrier and a new Marine amphibious vehicle. It is also upgrading the Army's Bradley fighting vehicle and Paladin self-propelled howitzer. The company is investing heavily in new machining systems and other capital equipment to sustain an expected surge in output, and is hiring hundreds of workers who must be trained to a high level of proficiency in specialized skills such as the welding of aluminum armor. This is all good news for the local economy, but to a large degree what BAE Systems is doing at York involves building back capacity that was lost during the Obama years. BAE Systems has been highly successful at booking new business in the armored-vehicle segment of the military market as Army and Marine leaders have become increasingly worried about their reliance on Cold War combat vehicles. An industrial-base study released by the White House in September stated that over 80% of new armored-vehicle production for the two services will occur at York. The study speculated that all the new work might stress the production capabilities of the site. However, that issue was thoroughly analyzed by the Army before it awarded recent contracts for Paladin howitzer upgrades and a new Armored Multi-Purpose Vehicle to replace Vietnam-era troop carriers in its armored brigades. The Army found no significant capacity constraints so long as BAE makes suitable investments and hires skilled workers. The findings of the Army's industrial-base analysis are not reflected in the White House report. Here are a few reasons why capacity concerns are overblown. First, although York is the final assembly point for diverse armored vehicles, it is only one part of a nationwide manufacturing network on which BAE Systems relies to produce combat vehicles. The company operates other manufacturing facilities in Alabama, Oklahoma and South Carolina, including one of the nation's largest integrated forges for producing track components. It also works closely with Army depots (as does the tank plant), and has a supplier network containing over a thousand industrial partners. Second, preparation of the White House report predated release of some details concerning how BAE Systems plans to invest in robotic welding, advanced machining technology and other cutting-edge capital equipment. The combination of these investments and programs with schools near manufacturing sites to train the necessary workforce will provide BAE Systems with more production capacity than it requires to address projected levels of demand. Third, the current level of production capacity at York is the inevitable result of uneven demand from U.S. military customers over the last decade. The White House report identifies lack of stable funding as a key factor explaining the fragility of the military supplier base, but fails to explicitly make the connection in explaining why York is facilitized to its current capacity level. BAE Systems is now investing heavily to meet future demand, but it is understandably wary about building capacity much beyond what it expects to need. The latter factor is critical in understanding why there are only two sites left in America capable of integrating heavy armored vehicles. There were many more in the past when high levels of demand were sustained for decades, but industry can't carry capacity indefinitely if no customer is prepared to fund the resulting costs. The reason the workforce assembling Abrams tanks at the Ohio plant dwindled to less than 100 personnel during the Obama years was that nobody was buying tanks. This is not a hard connection to grasp. York has some advantages over the tank plant because it produces a diverse array of vehicles for multiple customers, and the industrial skills required are fungible across its portfolio. But if the Army or Marine Corps were to trim their production objectives for ground vehicles as they have repeatedly over the last decade, it is inevitable that production capacity will adjust to match the reduced level of funding. That's how an efficient industrial base works: supply matches demand. At the moment, the York plant is generating products that satisfy all customer technical standards. There are no outstanding issues -- which is a good thing, because BAE Systems and its legacy enterprises have been the sole providers of Marine amphibious vehicles since World War Two and today manufacture a majority of the combat vehicles in the Army's armored brigades. Company executives do not anticipate problems as they gradually ramp up to two shifts per day at the site. But the point they stressed to me is that York is the central node of an industrial network scattered across the nation, and there is adequate capacity going forward not only to meet expected demand, but also to cope with potential surges. The company estimates that combined demand from the Army and the Marine Corps will be the equivalent of one-and-a-half armored brigades worth of equipment per year, and that should be easily manageable within the limits imposed by planned capacity. They are confident the company can deliver what warfighters need, when they need it. https://www.forbes.com/sites/lorenthompson/2018/11/13/bae-systems-leverages-industrial-network-as-ramp-up-of-armored-vehicle-production-approaches