空中客车公司的成立，既是全球大型商用飞机制造业形成的重要标志，又是该制造业在进入发展阶段后迅速走向寡占格局的开端。在产业增长期中迅速形成了高度集中的寡占格局，这是大型商用飞机制造业有别于其他大多数制造业的特征之一。自1970年以来，全球大型商用飞机制造业的产量在波动中增长。1970-1984 年间，全球大型商用飞机制造业的规模并未明显增长，年交付量大约在300架左右；1985-1991年间，全球大型商用飞机的交付量出现了持续七年的增长，年平均增长率高达16%，七年累计交付量3487架，平均每年交付498架；1992至今，全球大型商用飞机制造业经历了周期性波动，规模也进一步扩张。1992-至今，全球大型商用飞机交付量累计为13490架，每年平均交付710架。随着美国和欧洲共同体在1992年达成商用飞机贸易协定，全球大型商用飞机制造业开始进入波音公司和空中客车公司的全面竞争时代，空中客车公司的A3XX 系列飞机和波音公司的B-7XX系列飞机几乎在所有的细分市场都处于难分伯仲的竞争状态。

传统“枢纽”产经地位的相对下滑，拖累了那些已与之绑定命运的“枢纽”航空公司。而同样与航空公司绑定了命运的飞机制造商，对此也不能无动于衷，空客与波音即根据各自的技术特长，提出了新的解决方案——这就是380与787之争。两者的市场角色截然不同，“大胖子”空客A380是目前国际民航界“枢纽-支线”经营模式的道统维护者，而苗条的波音787却很有可能成为传统枢纽模式的挑战者乃至颠覆者。就国内情况看，目前三大航着力打造的仍然是传统的超大型枢纽。但若今后更多的外航787机型涌入，大量开辟次级城市对之间的国际直航，则北京、广州等传统型“枢纽”所依赖的“支线”客源势必将遭到大量分流，坐困枢纽围城的“大胖子”380如何“填饱肚子”，即将成为棘手的经营课题。届时，同时保有787和380的国内航空公司也将面对两难抉择。

航空新材料是指新出现的具有优异性能和特殊功能的材料，或是传统材料改进后性能明显提高或产生新功能的材料。航空材料是研制现代航空产品的物质基础，是决定产品性能和使用寿命的关键技术，是推动航空产品更新换代的先导和驱动力，因此成为世界各国相互封锁、相互竞争、相互制约的高技术热点，其研发及产业化水平已经成为衡量一个国家经济社会发展、科技进步和国防实力的重要标志。基于航空新材料对中国航空工业水平提升的重要战略意义，国家相关部门高度重视，预计“十二五”期间，中国的航空新材料产业将迎来加速发展的重要机遇。按照材料自身的属性划分，航空新材料包括高端金属结构材料，如铝合金、钛合金；先进高分子材料，碳纤维复合材料等，此外还包括高性能特种钢材等。由于航空新材料种类较多，因此，本研究着重研究当前对提升中国航空装备产品性能较为关键的几种重点材料，主要包括航空铝材、钛材、钢材和碳纤维复合材料等。本研究重点分析了重点航空新材料产业的发展现状、分布特征及基地发展情况，并对未来中国航空新材料产业的空间发展趋势进行了分析，以期为国家和地方的航空材料产业发展与宏观决策提供参考依据。

今年上半年武汉市高新技术产品进出口额与去年同期相比均同比增加。其中进口额13.36亿美元，同比增加11.6%；出口额19.78亿美元，同比增加3.6%；出口额比进口额多出6.42亿美元。

中国颁布了一系列的有关船舶工业的发展规划，例如《工业转型升级规划（2011-2015 年）》、《船舶工业“十二五”发展规划》、《海洋工程装备制造业中长期发展规划》等。这些发展规划及科研开发、技术改造、结构调整、扩大内需等政策，极大地鼓舞了船舶行业，对中国船舶工业保持生产增长、推进结构调整、稳定造船订单、扩大船舶市场发挥了重要作用。

欧洲柴油轿车的保有量极高。一方面，欧洲由于石油完全依赖进口，所以油价平均水平远高于世界其他地区，柴油机省油的特点就身份受消费者的青睐。另一方面，欧洲各国在排放标准上更看重二氧化碳的排放量，后者是温室效应的元凶。而二氧化碳排放低于汽油机的柴油机理所当然的得到了各国政府的支持，因此欧洲柴油的税率低于汽油。由于以上种种优势，柴油机在欧洲很有竞争力。各大厂商都在致力于新型绿色环保柴油机的研发，轿车柴油化已经成为世界汽车产业的新潮流。比如，奥地利、丹麦、芬兰、爱尔兰、意大利、波兰、瑞典、英国等国的柴油车市场份额均超过了40%；而比利时、法国、卢森堡、西班牙、挪威等柴油机动车的市场甚至超过了70%。预计欧洲的柴油机将在2015年之后将走下坡路。欧洲严格的排放法规将增加柴油机的成本，影响其进一步发展。而汽油机则可能趁势扩大市场份额。

Commercial aircraft refurbishing refers to the renovation of aircraft interiors and paints. Other activities such as converting commercial aircraft into cargo aircraft are also referred to as aircraft refurbishing. Nowadays it is of importance for airlines view better interiors as a means to differentiate themselves in a competitive market. They seek to enhance passenger experience and thus increase their revenue.The Global Commercial Aircraft Refurbishing market is expected to grow at a steady rate during the period 2012-2016. The production of commercial aircraft electrical systems has gained momentum in recent years and their demand is expected to increase in the next few years. For both jetliners and business jets, the APAC region dominated the market in 2012, followed by the EMEA region and the Americas. The overall market is expected to grow at a CAGR of 6.6 percent during the forecast period.

Aircraft electrical systems are used to generate, control, and distribute the electrical power throughout the aircraft. The electronic flight instrument integrated in the new generation aircraft completely rely on the electrical power system. Some of the major functions of an aircraft electrical system include controlling and operating essential aircraft systems, operating passenger services systems (such as cabin lighting and operation of in-flight entertainment systems), as well as controlling aircraft flight instrument systems. The products that come under the aircraft electrical systems are auxiliary power units, aircraft batteries, engine-driven generators, motors, power conversion, and distribution systems. Devices used to provide energy to large aircraft other than for the propulsion are known as auxiliary power units. To run the electrical systems of the aircraft, auxiliary power units generally produce 115V at 400 Hz of power. Auxiliary power units provide power through single-phase systems or three-phase systems. Aircraft batteries are the final source of backup power, but the power usage is limited due to the short life of the battery. Engine-driven generators produce power which is used to supply power to the aircraft.

Air travel has become an indispensable means of transport for enterprises, governments, and more importantly, individuals. In this respect, the demand for new aircraft has always been high over the past decade. Aircraft manufacturing companies manufacture aircraft primarily for airlines, charter operators, and defense organizations. The different types of aircraft that are manufactured can be classified into five types.The Global Aircraft market is expected to grow at a steady rate during the 2012-2016 period. The production of aircrafts has gained momentum with the steady increase in RPK and FTK. Moreover, there has been an increase in the defense budgets of various countries, which is a positive sign for aircraft manufacturers. The Global Aircrafts market was dominated by the Americas in 2012, followed by the EMEA and the APAC regions. The Global market is expected to grow at a CAGR of 6.32 percent during the forecast period.

This paper outlines an architecture that provides data and software services to enable a set of Unmanned Aircraft (UA) platforms to operate in a wide range of air domains which may include terminal, en route, oceanic and tactical. The architecture allows a collection of command,control, situational awareness, conflict detection and avoidance, and data management elements to be composed in order to meet different requirement sets as defined by specific UA platforms, users, and operating regimes. The architecture discussed is based on a Service Oriented Architecture (SOA) with open standards on the interfaces between elements. Services may include common situational awareness, sense and avoid,weather, data management and flight plan information. Service contracts specify quality of service,interface specifications, service description metadata, security provisions, and governance. Pieces of the architecture have been implemented by MIT Lincoln Laboratory in the form of a Sense and Avoid (SAA) testbed that provides some of the core services. This paper describes the general architecture and a SAA testbed implementation that begins to realize that architecture and quantifies the benefits. The proposed architecture is not directed at a specific program but is intended to provide guidance and offer architectural best practices.

The SGOS executive and its subsystems have been an integral component of the Shuttle Launch Safety Program for almost thirty years. it is usable (via the LAN) by over 2000 NASA employees at the Kennedy Space Center and 11,000 contractors. SGOS supports over 800 models comprised of several hundred thousand lines of code and over 1,00 MCP procedures. Yet neither language has a for loop. The simulation software described in this paper is used to train ground controllers and to certify launch countdown readiness.