High-Stakes Aviation U.S.-Japan Technology Linkages in Transport Aircraft (1994) / Chapter Skim
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3 Current Status of U.S.-Japan Linkages
3 Current Status of U.S.-Japan Linkages
Pages 36-64
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From page 36... ...
Current Status Of U.S.-lapan Linkages Drawing on published information, briefings from experts, and its study mission to Japan, the committee examined a wide range of U.S.-Japan technology linkages relevant to transport aircraft. The assessment included prime program partnerships and government-supported R&D programs as well as relationships at various levels of the supplier chain.
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From page 37... ...
The work share and the technical sophistication of the manufacturing tasks undertaken by the Japanese partners have also increased steadily over time. Boeing's primary motivation for approaching the Japanese heavies about significant participation in the 767 program was the perception that the linkage might bring market leverage.
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From page 38... ...
For the Japanese heavies, the Boeing alliance has delivered technology and know-how, a significant stream of long-term business, relatively low-risk access to global aircraft markets, and government support in developing their technology and manufacturing bases. The Japanese participants have also hit some rough spots along the way.
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From page 39... ...
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From page 40... ...
The committee was very impressed with the technology level and breadth of the structures manufacturing capability possessed by the Japanese heavies. Perhaps the most striking aspect of this capability is the advances the heavies have made in combining technologies transferredfrom the United States with the world-class manufacturing practices widely followed in other Japanese industries to create new process technologies.
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From page 41... ...
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From page 42... ...
A further notable feature of Japanese structures capability is its breadth across the three heavies. For example, center wing section panels manufactured at Fuji use thicker aluminum skins than the fuselage panels manufactured at the other two heavies and require different manufacturing processes.
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From page 43... ...
The United States provided technologies and data necessary for Japanese production of the F-15, with the exception of a number of items such as design data, radar, electronic countermeasures, software, and source codes classified as "nonreleasable." The extent of this "black boxing" was greater than in the F-4 program and provided a motivation for Japanese industry to pursue the independent Japanese development of the country's next fighter in the mid-1980s. Still, the technology transfer was substantial in terms of quantity, and some argue that the level of technology transferred through F-15 licensed production was significantly higher than in previous bilateral programs.5 Soon after the launch of F-15 production, the Japan Defense Agency (JDA)
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From page 44... ...
Contentious debate over the agreement continued through the spring of that year, with opponents arguing that F-16 technology transfers would contribute to Japanese competitiveness in commercial and military aircraft, that "off-the-shelf" Japanese procurement of F-16s would cut the huge U.S. trade deficit with Japan while addressing Japan's security needs more economically, and that Japanese technical capabilities were not high enough for the flowback provisions to deliver many benefits to the United States.
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From page 45... ...
In assessing the impact of U.S.-Japan collaboration in military programs on the technological capability of Japan's aircraft industry, analysts present a mixed picture. There is general agreement that Japanese companies receiving technology through F-15 licensed production were in a better position to supply the subsequent FS-X program.
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From page 46... ...
In addition, MHI has developed through various programs culminating in the FS-X the capability to manufacture an entire composite wing in one piece through a process called "cocuring." The Japanese heavies have invested extensively in superior equipment (five-axis lay-up machines and autoclaves) for fabricating composite structures, and several companies have impressive R&D programs attacking key composites manufacturing issues.
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From page 47... ...
This large manufacturing base has allowed them to focus on competing in the aircraft market with a longer-term view on the basis of competitive manufacturing costs. In addition to Toray's success in becoming the sole qualified supplier of carbon fiber and resin for the Boeing 777 composite tail, it has recently purchased the leading European manufacturer of carbon fiber.
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From page 48... ...
While Japan's advanced materials capability has progressed to the point where Toray is supplying the material for the largest composite primary structure to date made by the U.S. aircraft industry, cuts in defense demand have led to severe distress for U.S.
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From page 49... ...
Both companies have been involved with Japan in military, commercial, and Japanese government-sponsored R&D programs. GE has focused its engine collaboration in Japan with IHI,'2 while IHI as the leading Japanese company in aeroengines-collaborates with Pratt & Whitney and Rolls Royce as well as GE.
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From page 50... ...
. First, the business unit that wishes to transfer technology applies to a senior management technology council, which approves or disapproves specific transfers in light of the overall strategic position of GE Aircraft Engines.
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From page 51... ...
P&W established a relationship with MHI in the 1930s that was interrupted by World War II, and it has also linked with IlII and KHI. P&W's motivations for establishing technology linkages with Japan are similar to GE's- to gain market access in military engines, to gain access to high-quality components, to spread development burdens, and increasingly to gain access to Japan's growing technological capabilities.
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From page 52... ...
JAEC has received annual payments of $20 million to $25 million from the Ministry of International Trade and Industry (MITI) since the start of the abortive FJR710 program in the early 1970s, and this support has continued through V2500 development, covering roughly 75 percent of JAEC's development costs, 66 percent of testing costs, and 50 percent of the production tooling and nonrecurring startup costs.' Repayment with interest of these success-conditional loans is slated to commence when the program breaks even.
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From page 53... ...
IDA is also making funds available for a high-altitude test facility in Hokkaido. Japanese aircraft engine makers have effectively leveraged private and public resources in international alliances and public R&D projects to improve and deepen their technological and manufacturing capabilities.
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From page 54... ...
This is the fundamental dynamic driving U.S.-Japan technology linkages in commercial avionics today. The best current example of this trend is flat panel displays.
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From page 55... ...
The Japanese partner gains steady business, technology, and learning benefits that can be applied to its core business or serve as a basis for further expansion in aircraft markets. For example, many new aircraft will incorporate flat panel displays in the cabin as part of passenger entertainment and communications systems as well as in avionics.
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From page 56... ...
government-sponsored efforts. As in advanced materials, the flat panel display example illustrates that the challenges involved in planning and implementing an effective civilian technology policy are considerable.
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From page 57... ...
suppliers wishing to participate in the Japanese aircraft market. Sundstrand's involvement in the Japanese aircraft market began in the late 1960s with licensed production of electric power generating system constantspeed drives by Teijin Seiki for Japanese military programs.
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From page 58... ...
DISTINCTIVE FEATURES OF U.S.-JAPAN AIRCRAFT LINKAGES Motivations and Benefits for the United States The committee identified a number of significant motivating factors and benefits of expanding U.S.-Japan technology linkages in the aircraft industry. Significantly, these benefits are more likely to be realized by U.S.
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From page 59... ...
Engine makers have also followed this strategy, whereas components manufacturers have followed a pattern of joint ventures as a means of gaining access as suppliers to the market for military aircraft in Japan.
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From page 60... ...
primes may find themselves in the position of having to transfer more of their own technology than they would like in order to access Japanese capabilities. Flat panel displays and some areas of advanced materials are examples in which this risk has been realized.
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From page 61... ...
Although the Japanese government has launched several international R&D programs since HYPR, none has focused on aircraft specifically. · At the prime level in military programs, the pattern has been one of U S
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From page 62... ...
In addition to the aircraft industry itself, Japanese capabilities in areas such as composite materials and flat panel displays have been developed through investment in manufacturing excellence aimed at other markets, and are finding increasing application in aircraft. In contrast, some U.S.
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From page 63... ...
Technology Transfer Technology flow through U.S.-Japan linkages in the aircraft industry has been predominantly from the United States to Japan. Although historically, more technology has flowed through military than commercial programs, commercial alliances formed over the past 10 to 15 years have also transferred technology to Japan or in some cases, stimulated independent Japanese development when they were not given access.
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From page 64... ...
Failure to address these issues implies continued erosion of the domestic U.S. supplier base and a concomitant increase in the probability of Japanese entry at the prime level as its supplier base becomes more developed.
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