While Boeing has arguably taken the lead in more electric aircraft systems with the new 787 airliner, European manufacturers are trying to strike back. Airbus and a group of equipment makers have joined forces on European research projects to validate more electric technologies. The Power Optimized Aircraft (POA) was the first of these projects, initiated in 2002, while More Open Electrical Technologies (MOET) is now the follow-on.
Parker Aerospace (Hall 4 Stand A16) returns to Farnborough International this year rejuvenated by a string of recent contract signings and the opening of a joint venture with Singapore’s SIA Engineering Co. Christened Aerospace Component Engineering Services (ACE Services), the partnership with SIA was consummated with the opening of an $11.9 million, 32,000-sq-ft facility located at Loyang Aerospace Park near Singapore Changi Airport.
Bell/Agusta’s BA609 looks nothing like the finished article in the VMSIL. In place of a fuselage and wings, the tiltrotor’s systems, interfaced with an aircraft flight-simulation host computer, are spread across three separate areas in the lab.
Business jet manufacturers do not agree on the virtues of electric power for onboard systems. Although Boeing and Airbus airliners are already going “more electric,” Dassault, Raytheon and Gulfstream remain cool about the claimed advantages of electricity versus hydraulic or pneumatic power. New entrants in the purpose-built bizjet arena, such as Eclipse Aviation, Embraer and Spectrum Aeronautical, are much more enthusiastic.