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Here comes the take-off
THE presence in the global aircraft market of only two companies — Boeing and Airbus — has allowed them to enjoy a monopoly. It is estimated that between them the two companies have captured 85 per cent of the market share.
Established in 1916, Boeing initially captured more than 95 per cent of the market and continues to monopolize the aviation industry to this day. In fact, the company even raised the prices of aircraft, a move that was hardly challenged. However, Boeing’s monopoly considerably weakened when several European states joined hands to form Airbus in the sixties, rolling out their first commercial aircraft, Airbus 300, in 1969.
Quite a few people started travelling via Airbus, owing to reduced airfare. With the passage of time, Airbus improved its technology and now, because it produces cheaper aircraft, it has managed to capture 55 per cent of the world market. Of course, this poses an additional problem, because monopoly over the market share is distributed between these two giants.
The establishment of a giant Asian Aerospace Industry on the lines of Airbus appears to be the need of the day. Investing in aviation is a costly affair and requires highly developed scientific and industrial infrastructure, which may not be possible for a single country.
However, there are many advantages of setting up an Asian Aerospace industry, for it will give rise to competition and will boost technological development in Asian countries. The main benefit, however, will be in the form of cheap aircraft, enabling most poor nations to remain in the Airline business, instead of closing down completely.
The question is how can Asian nations collaborate to form an industry like Airbus? Even if they manage to collaborate and establish such an industry, investment and technical expertise are problems that Asian countries have yet to solve. It requires a systematic and methodical line of action, such as the kind followed by European Nations.
The collaboration between the different entities that make up Airbus today goes back to the 1920s. Construcciones Aeronauticas S.A. (Casa), Spain, built seaplanes under license from the German company Dornier and worked with the French on Bréguet XIX.
Then, in the 1950s, a number of Franco-German aviation projects saw the light of day. The 1960s saw the first real effort between French and German aircraft manufacturers on the Transall, followed by the Concorde adventure between the French and the British.
The Airbus GIE (or Groupement d’Intérêt Economique) was officially created at the end of 1970 to establish a formal co-operation among GIE’s partners and to provide single, sales, marketing and support interface for Airbus customers.
By overcoming the national divide, sharing development costs, collaborating in the interests of a greater market share and even agreeing on a common set of measurements and language, Airbus changed the face of the aviation industry.
Airbus’ first aircraft, A300B, was launched at the 1969 Paris air show. It was the first wide-body twinjet and could carry 226 passengers in a comfortable two-class layout. A stretched 250-seat version, requested by launch customer Air France, went into full-scale production.
The distribution and manufacturing different items of Airbus aircraft have been done as follows:
1. British Aerospace, UK, manufactures wings.
2. Casa, Spain, manufactures horizontal stabilizers and doors.
3. MBB, Germany, manufactures vertical stabilizers, aft fuselage, tail cone and the upper part of mid fuselage.
4. Fokker, Holland, manufactures front fuselage, leading edge slates and trailing edge flaps.
5. Aerospatiale, France, manufactures the cockpit, lower mid fuselage, pylon and cockpit controls.
6. General Electric, USA, provides engines for the aircraft.
The distribution of manufacturing parts is dependent upon:
1. The specialty of the company, manufacturing that particular part.
2. The country share according to the investment.
It is along these lines that Asian nations must consider managing such a giant venture. For one thing, it is important to decide which countries will participate and why. Some Asian countries that can possibly participate in such a venture include:
1. China
2. Japan
3. Taiwan
4. South Korea
5. India
6. Iran
7. Pakistan.
China has the most experience among the Asian nations, when it comes to building aircraft. Their modern aircraft manufacturing dates back to 1950s. They also know how to manufacture military aircraft, their components and engines. The manufacturing of commercial aircraft like Y-7 and its derivative by Xian Aircraft Manufacturing Company further add to it aviation experience.
Japan has many large companies with vast experience in manufacturing aviation parts. Before World War II, they also manufactured military aircraft but sanctions forced the country to cease production.
Companies like Mitsubishi, Ishikawajima-Harina Heavy Industries and Kawaski Aerospace division are involved in building fighter aircraft parts and their engines.
Taiwan, with its huge industry of manufacturing military aircraft, gives it an edge over other Asian nations. They also have an expansive electronics infrastructure which may help in developing avionics for the propose aircraft.
South Korea, though not very well known for its aviation products, has a large industrial and research base. The country is developing different materials and excels in electronics. They are also working on different hydraulic and pneumatic products, which may prove helpful for this proposed joint venture.
India also has experience in developing light combat fighter aircraft and their company Hindustan Aeronautics Limited (HAL) has a large research and manufacturing infrastructure.
Iran, with its experience of building a commercial aircraft named IRAN 140 manufactured by Hesa, may add to the capabilities of the proposed aviation industry. Their biggest advantage, however, comes in the shape of financial support of the joint venture.
Pakistan, being the initiator of the giant project, may join other countries in the Asian Aviation industry. Besides, the setup at Pakistan Aeronautical Complex, Kamra and a very large infrastructure of manufacturing precision products, aviation or non-aviation will be of great support to the said industry.
Pakistan’s aviation experience includes manufacturing of aircraft like Mashaq, Super Mashak, K-8, and now, the JF-17. The College of Aeronautical Engineering (CAE), Risalpur, conducts MS and PhD research programmes for producing required experts.
Even after having all the resources, a disciplined joint effort will take some time. However, concerted efforts must be made if Asian countries want to carve out a niche for themselves in the international aviation industry.
The writer, who can be contacted at jawadhaiderair@yahoo.com , works as an aircraft engineer for the Pakistan International Airlines
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