MILITARY, AEROSPACE & DEFENCE INDUSTRY FOCUS
significant investment in the concept of connected factories, and this is closely tied to the broader trend of Industry 4.0, which is pushing ever-increasing automation onto the shop floor. With the drive to continue to lower production and total ownership costs, the ability to link manufacturing centres and make processes and tools more efficient will push the adoption of ‘connected’ technologies within manufacturing centres, driven by the use of IoT solutions and ‘cyber-physical systems’. While end-users in the air and on the battlefield may seek greater
innovations, the nature of the industry will force a more risk-averse strategy and slow adoption of technologies that are taking off in other markets. That said, one area that will see early adoption is on the
in two categories: 1) MEA that enables the utilisation of electric power for all non-propulsive systems, and 2) Electrically-Powered Aircraft. To reduce weight and enhance reliability, the hydraulic and pneumatic
systems used in actuation and air conditioning are already being replaced by electric solutions. Today, a Boeing 787 can generate ~1,000 kVA for onboard systems, which is significantly higher than older models. The power storage capacity has also improved. While the overall adoption is slow and specific, there is greater
acceptance of electric solutions in defence. For example, the F-35 can now produce ~400 kVA, and this is set to increase as more sensors are integrated into the aircraft platform.
“The shift toward a fully electric powered aircraft is underway and is being driven
across the value chain, which is also attracting new suppliers. There are numerous design projects with some form of electric propulsion at their core under development. These will cover a range of aircraft from urban air mobility vehicles to small jets and commercial airliners”
factory floor, with cost and efficiency providing a significant competitive advantage, as the industry seeks to do more with less.
3. MODERNISATION OF LEGACY SYSTEMS WITH A FOCUS ON THE SWAP-C CONCEPT Closely aligned with the desire for innovation is the constant need to reduce size, weight and power, plus cost (SWaP-C). This is critical to ensuring that legacy equipment lasts longer and minimising the need to purchase new platforms. 2019 will see a continued drive to design and deliver specialised aerospace and defence equipment with the SWaP-C concept. This will result in a continued focus on COTS/MOTS (commercial off-the-shelf/modified off-the-shelf) solutions combined with innovative design. SWaP-C is relevant across the ISR and electronics capability spectrum
– from radar and EO/IR to communications and avionics to electronic warfare systems. SWaP-C design allows smaller platforms to carry more advanced systems and sensors at lower costs. In the past, large and expensive platforms were needed but we are now seeing a greater capability being delivered by smaller systems. For example, small- unmanned vehicles can now carry advanced radar and imagery equipment, which a decade ago required large manned aircraft. Product modernisation entails an understanding and management of
existing product limitations, prioritising upgrades and handling end-user issues with units already in use. The equipment and design upgrades in the A&D industry will be based on analysis of alternatives, engineering change management and configuration control, availability of right parts from the OEMs, critical safety reviews and adherence to regulatory compliance. It has also opened the market to new entrants who can focus on less bespoke systems with slightly less capability, but provide more value for money, especially in markets outside the US where costs are a key driver.
4. STEADY IMPLEMENTATION OF MORE-ELECTRIC AIRCRAFT (MEA) LEADING TO AN INCREMENTAL, BUT NOT IMMEDIATE, TRANSITION TOWARDS THE ALL-ELECTRIC AIRCRAFT (AEA) The demand for more fuel-efficient aircraft, along with the need to bring down both the acquisition cost and the total ownership cost, will drive demand for electric aircraft. The end goal of an AEA is still many years away from scaled production due to challenges in power density, efficiency, safety and environmental sustainability. That said, 2019 will see a greater move toward the concept of MEA. MEA is a more incremental approach that takes components and systems available today and integrates these technologies into the current aircraft fleets. More technically feasible, such as the deployment of electro-hydrostatic actuators (EHAs), the shift toward MEA will bring a reduction in operating costs, fuel burn and environmental impact. Even as existing propulsion technologies for aircraft continue to be rooted
in the consumption of fossil fuels, we will see increased use of electric systems and components in the near term. The transformation is expected
/ DESIGNSOLUTIONS The shift toward a fully electric powered aircraft is underway and is
being driven across the value chain, which is also attracting new suppliers. There are numerous design projects with some form of electric propulsion at their core under development. These will cover a range of aircraft from urban air mobility vehicles to small jets and commercial airliners. With electrification, the A&D industry can unlock significant improvements
through aircraft weight reduction, fuel consumption efficiency, control on life-cycle costs, better maintainability and more reliability.
5. CONTINUED INCREASE IN M&A ACTIVITY WILL SEED R&D CYCLE AND COST-OPTIMISE THE SUPPLY CHAIN Not since the 1990s have we seen such a large focus on consolidation that we are seeing today. This cycle is being fueled by rising cost pressures, the need to access new technologies and proof of concepts, emerging global opportunities and threats, and stakeholders’ demand for value. There has been significant M&A activity in the A&D industry,
especially in the past two years. Deal valuation has remained high for quality acquisitions, and that will likely carry over into 2019, mainly due to pressure from OEMs on suppliers to reduce costs and increase production rates – possible only with a consolidation of fragmented supplier bases. Furthermore, large organisations will continue to acquire small to mid-sized players, with the main thrust on increasing their R&D interests in new technologies. History has shown that first movers in any industry consolidation gain
the highest returns on investment. First movers typically take the best assets off the market, while followers need to add capability and scale to match but tend to overpay for lesser assets to maintain that competitive position. 2018 saw a rash of first movers, but there are still plenty of ‘good’ deals that can get done in 2019, but at still strong multiples. Without a doubt, the immediate challenge for the commercial aerospace
industry is to deliver on the order backlogs that continue to be at record levels. Similarly, the defence industry is adapting to a change in global demand that seeks greater capability for lesser costs. The evolving trends and technologies will bring transformation and opportunities but will also present new challenges. Industry must adapt to these shifts in demand, technology, and requirements, while at the same time managing costs and an increasing focus on ownership of more of the supply chain through both organic and inorganic investments. The evolving market dynamics in 2019 call for an ecosystem of
suppliers who are in sync with the technological developments impacting the A&D sector. Strategic repositioning and engagement with trusted partners to take part in these new trends and overcome new challenges will be critical to optimise market share, become more competitive, and fill internal capability gaps, while at the same time address new markets and opportunities.
Cyient
www.cyient.com/industries/aerospace-defense/
DESIGN SOLUTIONS | FEBRUARY 2019 31
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56
