Gillbert the cheese slice
2021-09-18T20:18:47+00:00
[url]https://www.flightglobal.com/aerospace/ma700-faces-bleak-future-after-ottawa-denies-export-permit-for-engines/145605.article[/url]
MA700 faces bleak future after Ottawa denies export permit for engines
更新：Pratt & Whitney 撤销了之前的电子邮件声明，称中航工业已终止与 Pratt & Whitney Canada 的 MA700 PW150C 发动机合同。该公司现在声明合同尚未终止，但承认尚未授予发动机的加拿大出口许可证。
由于与普惠加拿大 PW150C 发动机相关的出口许可证问题，中航西安飞机 MA700 涡轮螺旋桨发动机面临着不确定的未来。
“Pratt & Whitney Canada 于 2018 年 7 月申请了出口许可证，”Pratt & Whitney 说。
“该许可证在 2020 年被拒绝，加拿大全球事务部拒绝了普惠加拿大公司的出口许可证申请，该申请要求将 PW150C 发动机运送到中航西飞商用飞机，作为 MA700 开发计划的一部分。”
就加拿大全球事务部而言，它表示不对具体案件发表评论。
“加拿大的出口管制制度旨在以符合加拿大外交和国防政策、安全利益和国际义务的合法方式控制军事、军民两用和战略物资和技术的出口，”它说。 “所有受管制物品的许可证申请都在加拿大强大的风险评估框架下逐案审查，包括根据加拿大进出口许可证法中规定的武器贸易条约标准。”
PW150C出口许可证的拒绝反映了北京和渥太华之间的整体关系不佳。
撇开政治上的争执不谈，失去 5,000 马力 PW150C 动力装置对 86 座 MA700 来说几乎是生存的打击。事实上，这架飞机最初的商业案例很大程度上依赖于 PW150C。
在 2014 年 11 月的珠海中国航展迭代中，中航工业预测了 MA700 的光明前景，它将成为世界上第一台电传飞行 (FBW) 涡轮螺旋桨飞机。该飞机将 ATR 的运营经济性与 De Havilland Canada Dash-8 Q400 的速度相结合。至关重要的是，PW150C 的燃油消耗比竞争对手的飞机低 10%。
计划于2017年首飞，2019年获得中国民航局和美国联邦航空局的认证。2015年8月，中航工业披露了航空公司和租赁公司对该机型的185项承诺。
这些野心都落空了，中航工业对于如何重新设计 MA700 没有明确的选择。该公司较小的 MA60 使用 2,750 马力的 PW127，而中国尚未生产出 PW150 级的涡轮螺旋桨发动机。
在军事方面，哈尔滨发动机厂为陕西 Y-8/9 战术运输机和 AG600 两栖飞机生产 4,250 马力 WJ-6 涡轮螺旋桨发动机，这是 Ivehcenko AI-20 的复制品。更新该引擎并将其与现代商业客机集成将是一项重大任务，并会造成进一步的延误。这样的课程也不太可能对 MA700 的经济学产生太大影响。
另一种可能性是 3,000shp Klimov TV7-117ST-01 的一个版本，它为 Ilyushin Il-114-300 涡轮螺旋桨发动机提供动力。
也有传言称 MA700 将搭载为 Q400 提供动力的 PW150A 发动机，但这不太可能，因为中国没有 Q400。在中国飞行的唯一一架 Q400 由长安航空运营，但在 2002 年地面发动机测试出错时撞到围栏，导致飞机被注销，这在 2002 年被注销。
这使得 MA700 的新型涡轮螺旋桨发动机的本土开发工作得以完成。中国有能力设计和生产飞机发动机，但这个过程需要数年时间。此外，考虑到中国在发动机开发方面的记录，这种发动机是否能提供与 PW150 系列相当或更好的性能是有争议的。
无论中航工业对 MA700 的动力装置做什么，它都将面临漫长的开发挑战。不同的引擎也将增加该类型已经令人生畏的认证挑战——尤其是在海外。
除了引擎方面的小问题外，该计划似乎很先进，尽管有延迟。 2020 年 1 月，中国国家通讯社新华社报道称，首架 MA700 将于 2020 年年中下线，并计划在年底前进行首飞。
直到 2019 年 9 月，当第一架 MA700 的机身与机翼连接时，中航工业一直提供有关该计划的定期更新。 2020 年 3 月出现在中国社交媒体上的图片显示，第一架飞机基本完工——尽管缺少发动机。
即使中航工业解决了发动机问题，鉴于 MA700 对西方供应商的广泛依赖，它也可能面临额外的挑战。这些挑战主要源于美国将中航西安飞机列入 2020 年 12 月发布的军事最终用户 (MEU) 名单。
鉴于该公司拥有广泛的军用飞机组合，包括 H-6 轰炸机、Y-20 战略运输机和发展中的 H-20 隐形轰炸机，MEU 的加入并不令人意外。
MA700 供应商包括西方航空航天公司的名人录。柯林斯航空航天公司提供 MA700 的航空电子设备。派克宇航于 2018 年宣布，除了提供液压系统和起落架伺服阀外，还将提供 FBW 飞行控制驱动系统。其他美国供应商包括霍尼韦尔(辅助动力装置)和伊顿(燃料系统部件)。
柯林斯、帕克和霍尼韦尔尚未回复 FlightGlobal 关于中航西安 MEU 状态的电子邮件。然而，一家供应商的消息人士表示，人们对获得 MA700 作品的美国出口许可证感到担忧。
需要注意的是，出口到 MEU 名单上的公司并非不可能，但确实需要额外的审查。尽管如此，北京和华盛顿之间糟糕的关系，以及中国的工业间谍倾向，可能会让美国官员在出口有价值的航空航天技术方面采取更加强硬的立场。
在引擎和系统之间，MA700 似乎没有简单的答案。 2010 年代，西方航空航天公司急于进入中国的飞机项目。 2020 年代令人担忧的地缘政治将使这一趋势得到回报——并可能使其逆转。
Updated: Pratt & Whitney has rescinded a previous emailed statement saying AVIC had terminated the contract with Pratt & Whitney Canada for the MA700’s PW150C engines. The company now states that the contract has not been terminated, but acknowledges that a Canadian export permit for the engines has not been granted.
The AVIC Xian Aircraft MA700 turboprop faces an uncertain future owing to issues with export licenses related to the Pratt & Whitney Canada PW150C engine.
“Pratt & Whitney Canada applied for an Export Permit in July 2018,” says Pratt & Whitney.
“This permit was refused in 2020, where Global Affairs Canada has denied Pratt & Whitney Canada an export permit request that is required to ship PW150C engines to AVIC XAC Commercial Aircraft as part of the MA700 development programme.”
Global Affairs Canada, for its part, says it does not comment on specific cases.
“Canada’s export controls system is designed to control the exports of military, dual-use and strategic goods and technology in a lawful manner consistent with Canada’s foreign and defence policies, security interests and international obligations,” it says. ”All permit applications for controlled items are reviewed on a case-by-case basis under Canada’s robust risk assessment framework, including against the Arms Trade Treaty criteria which are enshrined in Canada’s Export and Import Permits Act.”
The denial of the PW150C export license reflects the poor overall relationship between Beijing and Ottawa.
Political acrimony aside, the loss of the 5,000shp PW150C powerplant is an all but existential blow to the 86-seat MA700. Indeed, the aircraft’s original business case largely relied on the PW150C.
At the November 2014 iteration of Airshow China in Zhuhai, AVIC predicted a bright future for the MA700, set to be the world’s first fly-by-wire (FBW) turboprop. The aircraft was to combine the operating economics of the ATR with the speed of the De Havilland Canada Dash-8 Q400. Crucially, the PW150C would offer 10% lower fuel burn than competing aircraft.
A first flight was planned for 2017, followed by Civil Aviation Administration of China and US Federal Aviation Administration certification in 2019. In August 2015, AVIC disclosed 185 commitments for the type from airlines and leasing companies.
These ambitions have come to naught, and AVIC has no clear options about how to re-engine the MA700. The company’s smaller MA60 uses the 2,750shp PW127, and China has yet to produce a turboprop in the PW150 class.
On the military side, the Harbin Engine Factory produces the 4,250shp WJ-6 turboprop, a copy of the Ivehcenko AI-20, for the Shaanxi Y-8/9 tactical transport and AG600 amphibian. Updating and integrating this engine with a modern commercial airliner would be a significant task, and create further delays. Such a course is also unlikely to do much for the MA700’s economics.
Another possibility could be a version of the 3,000shp Klimov TV7-117ST-01, which powers the developmental Ilyushin Il-114-300 turboprop.
There is also a rumour that the MA700 will fly with the PW150A engine that powers the Q400, but this is unlikely as there are no Q400s operating in China. The only Q400 to have flown in China was operated by Air Changan, but this was written off in 2002 after crashing into a fence when a ground engine test went awry, causing the aircraft to be written off.
This leaves the indigenous development of a new turboprop for the MA700. China has the capability to design and produce aircraft engines, but this course will take years. Moreover, given China’s record with engine development it is debatable whether such an engine would offer equivalent or better performance than the PW150 series.
Whatever AVIC does about the MA700’s powerplant, it will face lengthy development challenges. A different engine will also add to the type’s already daunting certification challenges especially overseas.
Apart from the small matter of engines, the programme appears well advanced, albeit with delays. In January 2020, Chinese state news agency Xinhua reported that the first MA700 would roll off the production line in mid-2020, with a maiden flight planned by the end of the year.
Up until September 2019, when the first MA700’s fuselage was joined with the wings, AVIC had provided regular updates about the programme. Images that emerged on Chinese social media in March 2020 show the first aircraft largely completed although lacking engines.
Even if AVIC sorts out the engine issue, it could face additional challenges given the MA700’s extensive reliance on western suppliers. These challenges largely stem from the USA’s inclusion of AVIC Xian Aircraft in the Military End User (MEU) list that was published in December 2020.
MEU inclusion was unsurprising given the company’s broad portfolio of military aircraft, including the H-6 bomber, Y-20 strategic transport, and developmental H-20 stealth bomber.
MA700 suppliers comprise a who’s who of western aerospace firms. Collins Aerospace supplies the MA700’s avionics. Parker Aerospace announced in 2018 that it would supply the FBW flight control actuation systems, on top of providing hydraulic system and landing gear servo valves. Other US suppliers include Honeywell (auxiliary power units) and Eaton (fuel system components).
Collins, Parker, and Honeywell have yet to reply to FlightGlobal’s emails in relation to AVIC Xian’s MEU status. A source at one supplier, however, says there are concerns about obtaining US export licenses for MA700 work.
It is important to note that exporting to companies on the MEU list is not impossible, but does entail additional scrutiny. Nonetheless, poor relations between Beijing and Washington, as well as China’s proclivity for industrial espionage, are likely to see US officials take a much harder line about exporting valuable aerospace technology.
Between engines and systems, there appear to be no easy answers for the MA700. The 2010s saw western aerospace firms rush to get access to Chinese aircraft programmes. The fraught geopolitics of the 2020s will put paid to this trend and possibly throw it into reverse.
MA700 faces bleak future after Ottawa denies export permit for engines
更新：Pratt & Whitney 撤销了之前的电子邮件声明，称中航工业已终止与 Pratt & Whitney Canada 的 MA700 PW150C 发动机合同。该公司现在声明合同尚未终止，但承认尚未授予发动机的加拿大出口许可证。
由于与普惠加拿大 PW150C 发动机相关的出口许可证问题，中航西安飞机 MA700 涡轮螺旋桨发动机面临着不确定的未来。
“Pratt & Whitney Canada 于 2018 年 7 月申请了出口许可证，”Pratt & Whitney 说。
“该许可证在 2020 年被拒绝，加拿大全球事务部拒绝了普惠加拿大公司的出口许可证申请，该申请要求将 PW150C 发动机运送到中航西飞商用飞机，作为 MA700 开发计划的一部分。”
就加拿大全球事务部而言，它表示不对具体案件发表评论。
“加拿大的出口管制制度旨在以符合加拿大外交和国防政策、安全利益和国际义务的合法方式控制军事、军民两用和战略物资和技术的出口，”它说。 “所有受管制物品的许可证申请都在加拿大强大的风险评估框架下逐案审查，包括根据加拿大进出口许可证法中规定的武器贸易条约标准。”
PW150C出口许可证的拒绝反映了北京和渥太华之间的整体关系不佳。
撇开政治上的争执不谈，失去 5,000 马力 PW150C 动力装置对 86 座 MA700 来说几乎是生存的打击。事实上，这架飞机最初的商业案例很大程度上依赖于 PW150C。
在 2014 年 11 月的珠海中国航展迭代中，中航工业预测了 MA700 的光明前景，它将成为世界上第一台电传飞行 (FBW) 涡轮螺旋桨飞机。该飞机将 ATR 的运营经济性与 De Havilland Canada Dash-8 Q400 的速度相结合。至关重要的是，PW150C 的燃油消耗比竞争对手的飞机低 10%。
计划于2017年首飞，2019年获得中国民航局和美国联邦航空局的认证。2015年8月，中航工业披露了航空公司和租赁公司对该机型的185项承诺。
这些野心都落空了，中航工业对于如何重新设计 MA700 没有明确的选择。该公司较小的 MA60 使用 2,750 马力的 PW127，而中国尚未生产出 PW150 级的涡轮螺旋桨发动机。
在军事方面，哈尔滨发动机厂为陕西 Y-8/9 战术运输机和 AG600 两栖飞机生产 4,250 马力 WJ-6 涡轮螺旋桨发动机，这是 Ivehcenko AI-20 的复制品。更新该引擎并将其与现代商业客机集成将是一项重大任务，并会造成进一步的延误。这样的课程也不太可能对 MA700 的经济学产生太大影响。
另一种可能性是 3,000shp Klimov TV7-117ST-01 的一个版本，它为 Ilyushin Il-114-300 涡轮螺旋桨发动机提供动力。
也有传言称 MA700 将搭载为 Q400 提供动力的 PW150A 发动机，但这不太可能，因为中国没有 Q400。在中国飞行的唯一一架 Q400 由长安航空运营，但在 2002 年地面发动机测试出错时撞到围栏，导致飞机被注销，这在 2002 年被注销。
这使得 MA700 的新型涡轮螺旋桨发动机的本土开发工作得以完成。中国有能力设计和生产飞机发动机，但这个过程需要数年时间。此外，考虑到中国在发动机开发方面的记录，这种发动机是否能提供与 PW150 系列相当或更好的性能是有争议的。
无论中航工业对 MA700 的动力装置做什么，它都将面临漫长的开发挑战。不同的引擎也将增加该类型已经令人生畏的认证挑战——尤其是在海外。
除了引擎方面的小问题外，该计划似乎很先进，尽管有延迟。 2020 年 1 月，中国国家通讯社新华社报道称，首架 MA700 将于 2020 年年中下线，并计划在年底前进行首飞。
直到 2019 年 9 月，当第一架 MA700 的机身与机翼连接时，中航工业一直提供有关该计划的定期更新。 2020 年 3 月出现在中国社交媒体上的图片显示，第一架飞机基本完工——尽管缺少发动机。
即使中航工业解决了发动机问题，鉴于 MA700 对西方供应商的广泛依赖，它也可能面临额外的挑战。这些挑战主要源于美国将中航西安飞机列入 2020 年 12 月发布的军事最终用户 (MEU) 名单。
鉴于该公司拥有广泛的军用飞机组合，包括 H-6 轰炸机、Y-20 战略运输机和发展中的 H-20 隐形轰炸机，MEU 的加入并不令人意外。
MA700 供应商包括西方航空航天公司的名人录。柯林斯航空航天公司提供 MA700 的航空电子设备。派克宇航于 2018 年宣布，除了提供液压系统和起落架伺服阀外，还将提供 FBW 飞行控制驱动系统。其他美国供应商包括霍尼韦尔(辅助动力装置)和伊顿(燃料系统部件)。
柯林斯、帕克和霍尼韦尔尚未回复 FlightGlobal 关于中航西安 MEU 状态的电子邮件。然而，一家供应商的消息人士表示，人们对获得 MA700 作品的美国出口许可证感到担忧。
需要注意的是，出口到 MEU 名单上的公司并非不可能，但确实需要额外的审查。尽管如此，北京和华盛顿之间糟糕的关系，以及中国的工业间谍倾向，可能会让美国官员在出口有价值的航空航天技术方面采取更加强硬的立场。
在引擎和系统之间，MA700 似乎没有简单的答案。 2010 年代，西方航空航天公司急于进入中国的飞机项目。 2020 年代令人担忧的地缘政治将使这一趋势得到回报——并可能使其逆转。
Updated: Pratt & Whitney has rescinded a previous emailed statement saying AVIC had terminated the contract with Pratt & Whitney Canada for the MA700’s PW150C engines. The company now states that the contract has not been terminated, but acknowledges that a Canadian export permit for the engines has not been granted.
The AVIC Xian Aircraft MA700 turboprop faces an uncertain future owing to issues with export licenses related to the Pratt & Whitney Canada PW150C engine.
“Pratt & Whitney Canada applied for an Export Permit in July 2018,” says Pratt & Whitney.
“This permit was refused in 2020, where Global Affairs Canada has denied Pratt & Whitney Canada an export permit request that is required to ship PW150C engines to AVIC XAC Commercial Aircraft as part of the MA700 development programme.”
Global Affairs Canada, for its part, says it does not comment on specific cases.
“Canada’s export controls system is designed to control the exports of military, dual-use and strategic goods and technology in a lawful manner consistent with Canada’s foreign and defence policies, security interests and international obligations,” it says. ”All permit applications for controlled items are reviewed on a case-by-case basis under Canada’s robust risk assessment framework, including against the Arms Trade Treaty criteria which are enshrined in Canada’s Export and Import Permits Act.”
The denial of the PW150C export license reflects the poor overall relationship between Beijing and Ottawa.
Political acrimony aside, the loss of the 5,000shp PW150C powerplant is an all but existential blow to the 86-seat MA700. Indeed, the aircraft’s original business case largely relied on the PW150C.
At the November 2014 iteration of Airshow China in Zhuhai, AVIC predicted a bright future for the MA700, set to be the world’s first fly-by-wire (FBW) turboprop. The aircraft was to combine the operating economics of the ATR with the speed of the De Havilland Canada Dash-8 Q400. Crucially, the PW150C would offer 10% lower fuel burn than competing aircraft.
A first flight was planned for 2017, followed by Civil Aviation Administration of China and US Federal Aviation Administration certification in 2019. In August 2015, AVIC disclosed 185 commitments for the type from airlines and leasing companies.
These ambitions have come to naught, and AVIC has no clear options about how to re-engine the MA700. The company’s smaller MA60 uses the 2,750shp PW127, and China has yet to produce a turboprop in the PW150 class.
On the military side, the Harbin Engine Factory produces the 4,250shp WJ-6 turboprop, a copy of the Ivehcenko AI-20, for the Shaanxi Y-8/9 tactical transport and AG600 amphibian. Updating and integrating this engine with a modern commercial airliner would be a significant task, and create further delays. Such a course is also unlikely to do much for the MA700’s economics.
Another possibility could be a version of the 3,000shp Klimov TV7-117ST-01, which powers the developmental Ilyushin Il-114-300 turboprop.
There is also a rumour that the MA700 will fly with the PW150A engine that powers the Q400, but this is unlikely as there are no Q400s operating in China. The only Q400 to have flown in China was operated by Air Changan, but this was written off in 2002 after crashing into a fence when a ground engine test went awry, causing the aircraft to be written off.
This leaves the indigenous development of a new turboprop for the MA700. China has the capability to design and produce aircraft engines, but this course will take years. Moreover, given China’s record with engine development it is debatable whether such an engine would offer equivalent or better performance than the PW150 series.
Whatever AVIC does about the MA700’s powerplant, it will face lengthy development challenges. A different engine will also add to the type’s already daunting certification challenges especially overseas.
Apart from the small matter of engines, the programme appears well advanced, albeit with delays. In January 2020, Chinese state news agency Xinhua reported that the first MA700 would roll off the production line in mid-2020, with a maiden flight planned by the end of the year.
Up until September 2019, when the first MA700’s fuselage was joined with the wings, AVIC had provided regular updates about the programme. Images that emerged on Chinese social media in March 2020 show the first aircraft largely completed although lacking engines.
Even if AVIC sorts out the engine issue, it could face additional challenges given the MA700’s extensive reliance on western suppliers. These challenges largely stem from the USA’s inclusion of AVIC Xian Aircraft in the Military End User (MEU) list that was published in December 2020.
MEU inclusion was unsurprising given the company’s broad portfolio of military aircraft, including the H-6 bomber, Y-20 strategic transport, and developmental H-20 stealth bomber.
MA700 suppliers comprise a who’s who of western aerospace firms. Collins Aerospace supplies the MA700’s avionics. Parker Aerospace announced in 2018 that it would supply the FBW flight control actuation systems, on top of providing hydraulic system and landing gear servo valves. Other US suppliers include Honeywell (auxiliary power units) and Eaton (fuel system components).
Collins, Parker, and Honeywell have yet to reply to FlightGlobal’s emails in relation to AVIC Xian’s MEU status. A source at one supplier, however, says there are concerns about obtaining US export licenses for MA700 work.
It is important to note that exporting to companies on the MEU list is not impossible, but does entail additional scrutiny. Nonetheless, poor relations between Beijing and Washington, as well as China’s proclivity for industrial espionage, are likely to see US officials take a much harder line about exporting valuable aerospace technology.
Between engines and systems, there appear to be no easy answers for the MA700. The 2010s saw western aerospace firms rush to get access to Chinese aircraft programmes. The fraught geopolitics of the 2020s will put paid to this trend and possibly throw it into reverse.