Resumen sobre los programas Offset de Airbus Military en Brasil (inglés)

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Airbus Military Product Update: May 2012 These slides were presented during the Trade Media 2012 event held at Madrid, Spain and Toulouse, France in May 2012. In these slides, Gustavo Garcia Miranda, VP for Market Development, provided an update on the Airbus Military product offerings as of 2012. The presentation focused on the broad product range offered by AM. And the presentation discussed how global customers are using the various aircraft on offer and supported world-wide. The role of the CN-235 and 295 families was especially highlighted in the presentation. One of the more interesting slides highlight how the A400M can replace several operational aircraft and provide significant fleet operational savings. 13 A400Ms can provide the functional equivalent of 29 previous generation tactical airlifters. This leads as well to significant life cycle cost reductions. And finally, the presentation focuses upon the flexibility of the A330 MRTT tanker.

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During the Airbus Military Trade Media Briefing 2013, held on May 29th and 30th 2013, Angel Barrio Cardaba Head of Engineering and Technology provided an overview on a number of technological developments at Airbus Military over the past year. But the key system highlighted was the C295 W. According to Airbus Military: Featuring winglets and uprated engines as standard, the new model will provide operators with enhanced performance in all flight phases but is particularly aimed at those operating at “hot and high“ airfields where payload increases in excess of 1,000kg are promised. In intelligence, surveillance and reconnaissance (ISR) roles such as airborne early warning (AEW) the enhancements will increase endurance by 30-60min and permit an operating altitude up to 2,000ft higher than now. The new features will also provide an overall reduction in fuel consumption of around 4% depending on configuration and conditions. The C295W, assembled in Seville, Spain, is being offered to the market from now on and will be the standard version of the aircraft in all versions from the fourth quarter of 2014. Certification is expected in 2Q14. Airbus Military is committing to the C295W following flight-trials with winglets fitted to its company development aircraft which showed positive results for a weight penalty of only around 90kg. The engines are the Pratt & Whitney Canada PW127 turboprops which power all versions of the C295. New procedures recently certified by Canada and Spain permit operation in the climb and cruise phases at higher power settings at the discretion of the operator. As well as improved hot and high performance, the procedure improves operation over very high terrain such as the Andes or Himalaya mountains with only a minor influence on maintenance cost.

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Department of Defense United States Air Force The Commercial Application of Military Airlift Aircraft (CAMAA) Program: Observations and Recommendations Prepared For: Hon James G. Roche Secretary of the Air Force Synopsis: With the end of the Cold War, Congress has mandated that the U.S. Air Force reduce its fleet costs. Nevertheless, the needs of the nation and the missions for the Air Force are increasing along the entire war-peace spectrum. In an effort to creatively address this concern, the Air Force has created a Commercial Application of Military Airlift Aircraft (CAMAA) program that is described in this paper. An alternative approach to cost reduction is also described. National Security Strategist and Director of MBA/MSSL Programs Walsh College Dr. Sheila Ronis, along with Global HeavyLift Holdings, LLC Managing Member Myron D. Stokes were directed just prior to the September 11 attacks by then Secretary of The Air Force (SECAF) James G. Roche to craft a white paper outlining their concerns relative to the viability of the CAMAA (Commercial Application of Military Airlift Aircraft) program involving commercial/military variants of the Boeing C-17 Globemaster III; known as the BC-17.

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Department of Defense United States Air Force The Commercial Application of Military Airlift Aircraft (CAMAA) Program: Observations and Recommendations Prepared For: Hon James G. Roche Secretary of the Air Force Synopsis: With the end of the Cold War, Congress has mandated that the U.S. Air Force reduce its fleet costs. Nevertheless, the needs of the nation and the missions for the Air Force are increasing along the entire war-peace spectrum. In an effort to creatively address this concern, the Air Force has created a Commercial Application of Military Airlift Aircraft (CAMAA) program that is described in this paper. An alternative approach to cost reduction is also described. National Security Strategist and Director of MBA/MSSL Programs Walsh College Dr. Sheila Ronis, along with Global HeavyLift Holdings, LLC Managing Member Myron D. Stokes were directed just prior to the September 11 attacks by then Secretary of The Air Force (SECAF) James G. Roche to craft a white paper outlining their concerns relative to the viability of the CAMAA (Commerical Application of Military Airlift Aircraft) program involving commercial/military variants of the Boeing C-17 Globemaster III; known as the BC-17.

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Successfully Navigating the Turbulent Skies of a Large-Scale ERP Implementation1 Case prepared by Professor Benoit A. AUBERT,2 Simon BOURDEAU3 and Brett WALKER4 This case presents two phases of a large business transformation project involving the implementation of an ERP system with the aim of creating an integrated company. The case illustrates some of the challenges associated with integration. It also presents the obstacles facing companies that undertake projects involving large information technology projects. Bombardier and Its Environment Joseph-Armand Bombardier was 15 years old when he built his first snowmobile by propelling a farm sleigh across snow with the engine from a Model T Ford (CBC Archives). From these humble beginnings, Bombardier went on to become a key player in the transportation industry. It entered the rail transportation market in 1974, with a contract to produce 423 subway cars for the City of Montreal. A contract to supply New York City with 825 subway cars followed eight years later (CanadianBusiness.com). Bombardier’s desire to diversify led it to enter the aerospace industry in 1986, when it purchased Canadair, the leading Canadian aircraft manufacturer. Bombardier acquired Short Brothers plc, a manufacturer of civil and military aircraft based in Northern Ireland, in 1989, and Lear Jet Corporation in 1990 (Koselka, 1992). Bombardier made its final major acquisition in the aerospace industry in 1992, with the purchase of the de Havilland Company from Boeing (a timeline is provided in Appendix 1). For the year ending January 31, 2007, Bombardier Limited reported revenues of $14.8 billion. The Aerospace and Transportation divisions contribute fairly equally to total revenues. 1. 1 The authors would like to thank all the people at Bombardier who participated in the case study, with special thanks to Souad El Mallem and Robert Proulx for their exceptional contribution. The authors would also like to thank Nicolas Perreault and Alexander Schnepel for their help in conducting this study. This research was supported by the CEFRIO. 2. 2 Benoit A. Aubert is a Professor in Governance and Information Technologies at HEC Montréal. 3. 3 Simon Bourdeau is a Ph.D. candidate at HEC Montréal. 4. 4 Brett Walker is a Business Information Manager at Astellas Pharma Europe Ltd. © HEC Montréal 2012 All rights reserved for all countries. Any translation or alteration in any form whatsoever is prohibited. The International Journal of Case Studies in Management is published on-line (www.hec.ca/revuedecas/en), ISSN 1911-2599. This case is intended to be used as the framework for an educational discussion and does not imply any judgement on the administrative situation presented. Deposited under number 9 65 2012 001 with the HEC Montréal Case Centre, 3000, chemin de la Côte-Sainte-Catherine, Montréal (Québec) Canada H3T 2A7. Successfully Navigating the Turbulent Skies of a Large-Scale ERP Implementation Bombardie ...

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In this contribution I will introduce a new unit to measure aircraft type capacity. Aircraft type capacity is a quantity used in long term fleet forecast the type Airbus and Boeing are publishing every year or in long term forecast of movements by (generic) aircraft types the airports have to perform for future infrastructure dimensioning (terminals, aprons, stands, etc.). Aircraft capacity is downscaled at cabin level (1st, business class, etc.) leading to the contribution analysis of the different market segments to flights revenue/profit. Aircraft type capacity has been stated in number of seats for ever. Unfortunately the seat count of an aircraft type is a very unsteady data to play with: airlines operate different seat counts even for the same aircraft type which keep changing all the time. Isn't it an inadequate unit leading to incorrect measurements which result in misleading analysis at the very origin of bad decisions? To start with, we will have a critical look at how the aircraft type capacity is measured by the major players of the air transport industry. Then we will look at how cabin area could prove to be a far more adequate unit. Then we will question different ways of measuring it so that it can allow direct and consistent comparisons between different aircraft types. To finish with we will look at how seat counts and cabin areas can relate to each others and illustrate with an example how to reassess market segment income/profit contribution per flight.

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