The development of a new generation heavy ICBM to replace the old 15A18M (SS-18 Satan) began with a design study codenamed "NIR Argumentatsiya" at NPO Mashinostroyenie in 2007 that studied the possibility of designing a weapon on the basis of existing submarine-launched ballistic missile. The study proposed the use of the liquid fuel engines from the R-29RMU2 (SS-N-23 Skiff) and the warhead package of the failed R-39UTTKh Bark (SSNX-28).
Will Airbus and Boeing raise their single-aisle jetliner production rates to 70 per month? The industry has heard growing talk of these increases, which could come just a few years after the end of the decade. The current state of demand justifies these rates. But the current state of demand is based on an almost perfect confluence of market conditions. Here’s why that might not last.
In terms of units produced over the next 10 years, large turbofans account for 26.3% of the overall aero turbine market. Only turboshafts, at 23.5%, come among the other market segments. But when measured by retail value of engines delivered, the large fan segment is a whopping 67.7% of the total market, far ahead of the next nearest segment, Medium Turbofans, at just over 11%.
This new entrant challenge has induced very different reactions by the two legacy regional jet market leaders. One is reinventing itself to survive, while the other seems content to gradually fade away.
Russia is still attempting to recover from the tumult of the 1991 dissolution of the Soviet Union. In contrast to the former Warsaw Pact countries such as Poland and the Czech Republic, Russia suffered from a far more serious and prolonged economic crisis, which in turn undermined attempts at military and industrial reform. This abated in recent years both due to an upturn in government revenues from oil exports as well as a rationalization of the tax system which has stabilized government revenues. Indeed, there has been enough of an increase in defense spending that the government announced some small but significant procurement efforts starting in the 2005 budget and continuing through the 2015 budget.
Strategy: Leonardo's management is continuing to work to change the corporate culture and improve the company's performance to reach levels achieved by European competitors. Its new industrial plan unveiled in February 2018 seeks to restart growth, improve financial performance and cut debt.
The business already has been restructured. Cost-cutting and divestitures of non-core businesses have improved profitability.To turn around the company, management has undergone repeated shakeups replacing many long-time managers.
Forecasting the size of the future UAV market is far more problematic, than in other areas of aerospace technology. There are several reasons for this. The most important is that UAVs are a revolutionary new technology. They are not an established technology (such as missiles, combat aircraft, etc.), where there are clearly defined requirements and established bureaucratic organizations that foster their procurement. While there has been a considerable amount of attention to UAVs in the press, and considerable experimentation with UAVs by many armies, there are still an enormous number of unanswered questions about the nature of UAVs and their operation that make any forecasting difficult.
Despite the challenges associated with entering this market, three new regional jet producers have thrown their hats in the ring. The biggest success, and a major surprise, has been the Mitsubishi Regional Jet (MRJ) Powered by Pratt & Whitney’s Pure-Power PW1000G Geared Turbofan, (GTF).
In October 2009, the MRJ scored a notable breakthrough with a tentative order for 50 firm and 50 option planes from Trans States Holdings, the parent company of Trans States Airlines and GoJet Airlines. A firm contract was expected by the end of the year, but did not arrive until February 2011. Also, in July 2012 Sky-West announced a tentative commitment for 100 MRJ90s. This order, for 100 firm and 100 option planes, was firmed up in December 2012.