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 AIA UPDATE: April 2008, Volume 12, No. 7
Multiple Association Working Group Addresses Lead-free Electronics A multi-association working group that includes AIA published recently a handbook of guidelines for the use of lead-free solder and finishes in electronic systems. "Technical Guidelines for Aerospace and High-Performance Electronic Systems Containing Lead-free Solder and Finishes" was published through the Government Electronics and Information Technology Association (GEIA). The Lead-free Electronics in Aerospace Project (LEAP) is a working group sponsored by AIA, GEIA and the Avionics Maintenance Conference. It developed the handbook to provide technical guidance for using lead-free solder in aerospace electronic and electrical systems while maintaining required high-reliability standards. Three other documents aimed at guiding the aerospace industry through the transition to lead-free solder have been published with an additional three in the draft stage. The LEAP working group was established to address the impact of two European Union directives on the reduction of hazardous substances and waste electrical and electronic equipment. Both directives went into effect in July 2006. Of immediate concern to aerospace is the one governing the reduction of hazardous substances, particularly lead. There are unique requirements to be considered while the worldwide electronics industry converts to lead-free processes and materials. In addition, there are several industry concerns specific to this transition, including the impact of lead-free solder on system reliability, performance, safety, cost and the sustainability of aerospace systems and components. AIA Source: rusty.rentsch@aia-aerospace.org AEROSPACE FOCUS: Wings of Liberty Award  VIEWPOINT: U.S. Aviation Industry Responding to Environmental Challenges By Marion C. Blakey, AIA President and CEO It's obvious to everyone involved in commercial aviation these days that the impact of our industry on the environment has become one of the most pressing challenges we face. Fortunately, the majority of countries around the world agree that a cooperative approach to environmental issues is the best way to see positive results. The U.S. aviation manufacturing community is enthusiastic about tackling the issue head-on and being a large part of a far-reaching solution. In the last several months I have attended and addressed several important conferences on aviation and the environment. The results of these gatherings have included a unanimous recognition that we need to continue our work to reduce the industry's impact on the environment and that it must be a cooperative and collaborative approach. Our industry has made great strides in the last few decades as airlines have required more efficient aircraft and engines. The fuel burned per seat in today's aircraft is less than 70 percent of what early jet engines consumed. Noise has been reduced by an even more substantial amount — 90 percent since 1975. Today, aviation is responsible for only 2 to 3 percent of the total emissions that contribute to global warming, and new planes are more fuel-efficient than automobiles on a per-passenger-mile basis. While that might suggest it's time to rest on our laurels, that's the opposite of what is occurring in our industry. Industry and government are working to implement the Next Generation Air Transportation System, which promises to cut greenhouse gas emissions by approximately 15 percent. The satellite-based system will allow aircraft to fly point-to-point as well as eliminate backups of aircraft landing and taking off. This means less fuel burn and fewer emissions. Our companies have been hard at work developing the next wave of aircraft, engines and components that will take environmental performance to a new — and elevated — level. The Boeing 787 Dreamliner is an excellent example of this technological innovation. It includes advancements in virtually every aspect of the aircraft. Prominent is the overall use of composite materials that make it much lighter than previous planes. The General Electric and Rolls-Royce engines are advanced models that are markedly more fuel efficient. These engines have been described as a two-generation jump in technology. Many companies that are manufacturing components for the Dreamliner are also pushing the envelope with environmental benefits. For example, the Hamilton Sundstrand auxiliary power unit on the 787 is a leap forward, putting out 10 percent fewer emissions and half the noise of APUs on earlier aircraft. There are many advances on other fronts as well. Pratt and Whitney's geared turbofan engine is the result of decades of research and development and is in its final testing stages. The engine will reduce fuel consumption by 12 percent and cut noise and emissions in half. Coupled with advanced airframes, the results will be even better. All these examples underscore an important point. The world is looking to us as manufacturers to provide a majority of envisioned environmental improvements in aviation. We are up for the challenge and look forward to working with our partners around the globe to make sure aviation remains an example to other industries when it comes to environmental stewardship. Association Attacks Cyber Security Threats A new AIA working group will provide guidance and "best practices" in recognizing, protecting and mitigating cyber attacks that could harm the aerospace industry. The Cyber Security Working Group, in a joint effort between AIA's Electronic Enterprise Integration and Industrial Security committees, also plans to deploy an e-mail alert system to circulate high-level attack information to association members. While standard threats like "phishing" continue in non-governmental sectors, attacks targeted at specific aerospace programs and participants are becoming increasingly sophisticated, well-organized and persistent. E-mail, including spam, is increasingly becoming the delivery channel of choice for malware and spyware. The security of defense contractors' servers holding sensitive government information is vital in protecting this data. AIA Source: rusty.rentsch@aia-aerospace.org WASHINGTON WATCH: Defense Security Clearance Backlog Eliminated, OPM Says The Office of Personnel Management (OPM) reports that the backlog in Defense Department security clearances has been "effectively eliminated." OPM gave its assessment in testimony to a House Armed Services Committee hearing on readiness in February. AIA and its partners in the Security Clearance Reform Coalition were instrumental in achieving the backlog reduction by focusing attention on the process and meeting with the various agencies involved. In addition, a team of government and industry stakeholders, including a representative of AIA member companies, was established by the Information Security Oversight Office to examine the length of the process from initial application to the final clearance. A study by the team determined that while OPM reports that the backlog has been eliminated, the time it takes to grant clearance for an application hasn't changed. DoD, OPM and the Office of the Director of National Intelligence have established a separate team to evaluate a fully electronic process for security clearances and is expected to provide a written plan on how to accomplish this transition by the end of April. AIA Source: kirsten.koepsel@aia-aerospace.org WASHINGTON WATCH: DoT Audit Aligns With Earlier Findings of Industry Group Federal auditors reported in February that U.S. aviation regulators have systemic weaknesses in overseeing quality control at aircraft manufacturers and suppliers. Based on visits to manufacturers and suppliers during 2004 and 2005, the Transportation Depart-ment inspector general's office found instances of measurement equipment beyond calibration due dates, incomplete product testing and inadequate vendor supervision. The report lists six recommendations for FAA, including a requirement that manufacturers establish criteria for conducting on-site audits for initial approval of suppliers and for conducting periodic audits of suppliers. The IG also specifically suggests that FAA develop a process for assessing risk that emphasizes suppliers of flight-critical parts for passenger aircraft and recommended emphasizing on-site reviews of suppliers. AIA members moved out well ahead of the DoT inspector general's report. Recognizing the changing business model for aerospace supplier management, members of AIA and the General Aviation Manufacturers Association conducted an extensive, year-long self-examination to ensure regulatory compliance and conformity to FAA-approved type design. Released in December 2005, the report of the Regulatory Aspects of Improved Supplier Control (RAISC) project team made recommendations similar to those from the DoT inspector general. AIA Source: ranee.carr@aia-aerospace.org WASHINGTON WATCH: AICAO Group Focus Is Environmental Impact Addressing the environmental impact of aviation is the key focus of the newly formed Group on International Aviation and Climate Change (GIACC). A body created by the International Civil Aviation Organization (ICAO), GIACC first met in late February and agreed on a plan and strategy to address the atmospheric effects of aviation before the next ICAO Assembly in 2010. Key civil aviation organizations presented their current strategies to reduce the impact of international civil aviation on climate change. AIA President and CEO Marion Blakey, who chairs the International Coordinating Council of Aerospace Industries Associations, spoke for aviation manufacturers. The International Air Transport Association (IATA), the International Business Aviation Council, the Airports Council International and the Civil Air Navigation Services Organizations were also represented. Speakers described actions being taken and commitments made toward achieving IATA's voluntary program to reduce civil aviation carbon dioxide emissions 25 percent per revenue ton kilometer by 2020. With traffic expected to grow five percent annually, current air carrier fuel efficiency improvements of 2 to 4 percent per year would need to be doubled to achieve carbon neutral growth. The four-pillar strategy developed by IATA is an aggressive commitment to achieving neutral carbon growth. It encompasses technology, air carrier operations and air transportation system improvements as well as economic measures to boost the research, development and deployment of new technologies. AIA Source: howard.aylesworth@aia-aerospace.org AIA Supports U.S. Military at Singapore Event  On display during the week-long show in mid-February were several U.S. Air Force aircraft, including a B-1B Lancer bomber, a KC-135 Stratotanker, a pair of F-15C Eagle fighters and a ScanEagle unmanned aircraft, all produced by Boeing, and a WC-130J Hurricane Hunter built by Lockheed Martin. Also appearing at the show were the flight demonstration team of the Pacific Air Forces with Lockheed Martin F-16 Fighting Falcons and the U.S. Navy's flight demonstration team with Boeing-built F/A-18E Super Hornets. The association partnered with the American Chamber of Commerce in Singapore to host the U.S. Ambassador's Reception during the show. The Defense Department aircraft corral (above) was supported by several AIA member companies, including Boeing, Goodrich, Gulfstream Aerospace, Honeywell, Lockheed Martin, Northrop Grumman, Raytheon and Sikorsky. AIA Source: sherry.epperson@aia-aerospace.org Don Forest Named Aerospace Association COO  Donald R. Forest, an international business executive and a 15-year veteran of the Commerce Department, has been named AIA's chief operating officer, a new position.
Forest is responsible for overseeing the association's daily operations and implementing its strategic performance plan. AIA President and CEO Marion C. Blakey said that Forest's "management experience will ensure that the mission of the association is carried out smoothly and efficiently for our members. "In addition, his business expertise, especially in East Asia, brings a wealth of knowledge to our work, including enhancing the competitiveness of our industry and working on advanced technology controls." Most recently, Forest assisted multinational corporations, associations and other organizations in achieving business objectives in East Asia. He was vice president and chief representative in China from 2001 through 2005 of CitiInsurance, Citigroup's international insurance business, where he developed and executed a market entry strategy for the company. From 1999 to 2001 he worked in a similar capacity for Aetna International. Forest served with the Commerce Department's International Trade Administration from 1984 to 1999 as commerce director for China and Hong Kong and as counselor and executive assistant to the undersecretary for international trade. He can be contacted at donald.forest@aia-aerospace.org. AN AIA PERSPECTIVE: Industry Is Generally Satisfied with Specialty Metals Implementation By Terry Marlow, AIA Vice President, Acquisition Policy The aerospace industry has been satisfied, in general, with how the Defense Department has been implementing the specialty metals provisions legislated in the fiscal 2007 National Defense Authorization Act. And while we were disappointed that Congress felt compelled to modify the provisions once again in the fiscal 2008 authorization, we are optimistic that the new provisions will allow the industry to continue its work in an efficient, practical and cost-effective manner. There are three new specialty metals provisions in the fiscal 2008 authorization. The first deals with industry reinvestment in domestic sources (Section 803). It requires DoD to provide a report to Congress through the Strategic Materials Protection Board, established in the fiscal 2007 act, on the adequacy of the investment U.S. producers of strategic materials are making in their domestic infrastructure and workforce training. Protection of Strategic Materials and National Security The most significant change in the 2008 act, Section 804, essentially eliminates the prohibition of using appropriated funds for items non-compliant with the specialty metals provisions. It removes Anti-Deficiency Act liability on the part of government officials who might inadvertently accept non-compliant products. Whether or not the government can continue to accept items for delivery that are inadvertently non-compliant by deducting the cost of the non-compliant part from the price of the end item remains a question. Section 804 also covers the following: COTS. This provides an exception to the specialty metals domestic source provisions for commercial off-the-shelf (COTS) items. There are, however, certain types of COTS items that must continue to comply with the provisions:
Electronic Components. Electronic components are exempted altogether by the new law. However, a new de minimis of less than 2 percent non-compliant metal based on total weight of the specialty metal contained in an end item exception applies to all items. High-performance magnets are excluded from the exception. Commercial Derivative Military Articles (CDMAs). The new legislation also provides a streamlined compliance process for CDMAs — items produced in the same production facilities with a common supply chain and the same or similar production processes and that are commonly used by the general public and non-government entities. A contractor supplying a CDMA can qualify an item by self-certifying that it has purchased either 120 percent of the amount of specialty metal used for the CDMAs delivered to DoD or 50 percent of the specialty metal used by the contractor for producing all CDMAs and the related commercial article. If the end item fails to pass CDMA compliance, the test may not be applied to subassemblies below the end-item level. National Security Waiver. The new provisions allow the deputy secretary of defense or undersecretary of defense for acquisition, technology and logistics to accept a non-compliant item if it is necessary for national security and Congress has been notified. Required Form. "Form" in the specialty metals context was clarified to mean specialty metal “mill products.” The intent is to prevent DoD from invoking the existing availability exceptions to grant waivers for non-compliant end items and components. Domestic Non-Availability Determinations (DNADs). There continue to be situations where certain types and grades of specialty metals might not be available when needed. Section 804 revised the rules for granting exemptions for DNADs for such items. In addition, DoD must re-examine existing DNADs for compliance with the new legislation and report to Congress the types of items being procured under the new COTS exception. New DNAD requirements relating to waivers are imposed in Section 884. DoD must now publish a notice in FedBizOps and solicit information from interested parties 30 days ahead of granting a DNAD applicable to more than one contract. DoD must also make public the rationale for granting a DNAD. Specialty Metals Compromise Contracting with the federal government is a highly regulated, complex and continually evolving process. The specialty metals provisions in the fiscal 2008 Defense Authorization Act evolved from a decades-old statute that imposed burdensome administrative requirements on defense contractors and their suppliers. Source: "Specialty Metals Compromise Forged" by Thomas L. McGovern III, originally published by West in The Government Contractor (Jan. 30, 2008) |
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