Coup d’Etat chez Kawasaki

14/07/2013

Le patron et deux autres dirigeants du conglomérat japonais Kawasaki Heavy Industries, connu du grand public pour ses motos, ont été évincés. Le groupe annonce la fin des discussions entamées sur la fusion de ses chantiers navals avec celles de Mitsui.

Un véritable « coup d’Etat » s’est produit jeudi lors d’un conseil d’administration extraordinaire du conglomérat japonais Kawasaki Heavy Industries, connu du grand public pour ses motos, quand le patron et deux autres dirigeants ont été évincés par les dix autres administrateurs.

Cette crise au sommet, expliquée par le groupe sous la forme d’un succinct communiqué (qui fait état de divergences sur la conduite des affaires et présente les décisions votées par les administrateurs), entraînera le départ dès la fin du mois du PDG Satoshi Hasegawa et de deux de ses adjoints (Mitsutoshi Takao et Masahiko Hirohata).

Ce « coup d’Etat », comme le titre en français dans le texte la presse nippone, est intervenu à quelques jours d’une assemblée générale des actionnaires qui doit se tenir le 26 juin et qui de facto sera appelée à voter pour entériner ou non cette décision brutale.

Kawasaki a dans le même temps indiqué stopper des discussions tout juste entamées sur la fusion de ses activités de chantiers navals avec celles de son compatriote Mitsui Engineering & Shipbuilding. Ensemble, ils auraient constitué un géant de la construction de bateaux, avec un chiffre d’affaires annuel de l’ordre de 1.800 milliards de yens (13,5 milliards d’euros). « Nous avons décidé de revenir à une feuille blanche » sur ces négociations, a indiqué Kawasaki.

Un autre directeur général adjoint, Shigeru Murayama, a été promu au pied-levé patron du groupe et a alors révélé que le projet de fusion de la division des navires avait été monté sans consultation des autres administrateurs par le patron et ses deux « complices » limogés, d’où leur renvoi. M. Hasegawa présidait aux destinées de Kawasaki depuis 2009.

Lors d’une conférence de presse convoquée en urgence jeudi, le nouveau patron a aussi expliqué qu’une « défiance » s’était installée sur la façon dont M. Hasegawa conduisait les discussions, avec des idées préconçues qui n’étaient pas partagées par les autres membres de la direction, hormis ses deux acolytes également congédiés.

Les investisseurs à la Bourse de Tokyo ont plutôt apprécié ce renversement de direction. Le titre Kawasaki a fini sur un gain de 4,25% à 319 yens, après avoir même grimpé du double en tout début de journée.

Les actionnaires jugent que le renoncement à la fusion des chantiers navals est peut-être finalement une bonne chose pour le groupe. Le marché semble considérer que ce projet de rapprochement constituait surtout une solution de sauvetage pour Mitsui Engineering & Shipbuilding.

Le président de la fédération patronale Keizai Doyukai, Yasuchika Hasegawa, lui, s’interroge sur la gouvernance au sein du groupe Kawasaki où des discussions de fusion ont pu être engagées alors que les trois quarts du conseil d’administration était apparemment d’un avis contraire: « j’ai du mal à comprendre comment cela a pu arriver », a-t-il déclaré à la presse.

La direction de Kawasaki sera sans nul doute interrogée à ce propos lors de l’assemblée des actionnaires.

Source AFP
Publicités

Honda out to shake up market with first jet next year

By Chang-Ran Kim

TOKYO | Mon Jan 30, 2012

(Reuters) – Honda Motor Co (7267.T) expects to grab at least a quarter of the world market for small business jets soon after delivering its first aircraft next year, achieving the company’s long-standing goal of taking to the skies, an executive said.

Honda, Japan’s No.3 car maker and the world’s biggest manufacturer of motorcycles and engines, is in the final stages of getting its $4.5 million HondaJet certified. It aims to ramp up the pace of production to 80 a year in the first half of 2013.

Honda received more than 100 orders for the seven-seater jet in three days when it began taking orders in 2006, promising a quieter engine, 20 percent better fuel economy over competing models and operational costs of two-thirds or less.

It has not disclosed an updated number of orders, but Michimasa Fujino, a Honda executive and CEO of its North Carolina-based subsidiary, Honda Aircraft Company, said it held a backlog of about three years from orders taken through its nine dealerships in North America and Europe.

« I’m very optimistic about our prospects, » Fujino, who initiated Honda’s foray into aviation research in 1986, told a small group of reporters at the automaker’s Tokyo headquarters on Monday.

« We’re doing with HondaJet what the Civic did to American cars from the 1960s. Our competitors are still producing with technology from the 1990s, » he said, referring to Textron Inc’s (TXT.N) Cessna and Brazil’s Embraer SA (EMBR3.SA), which now dominate the 200-a-year small business jet market.

The Civic, known for its reliability, durability and mileage, has consistently been among the United States’ best-selling cars since its launch in 1973, forcing industry giants such as General Motors Co (GM.N) to follow suit with cars to meet the country’s tighter emissions regulations.

Honda’s ambition of making jets traces back to its iconic founder, Soichiro Honda. The HondaJet will make Honda the only car maker in the world to build its own aircraft.

Its engine is made by a joint venture between Honda and General Electric Co (GE.N).

Honda Aircraft is aiming to turn a profit by 2018, Fujino said.

BRAZIL, CHINA CLAMOURING FOR JETS

The business jet industry is expecting a rebound in sales this year after the global economic crisis hammered sales over the past three years.

While the small business jet market has traditionally been limited to North America and Europe so far, Fujino said he was fielding about a call a week from China, both from prospective buyers and eager dealers, while interest was also greater than he anticipated in Brazil, India and the Middle East.

« Right now we want to focus on delivering on the orders that we have, but I’d like to enter Brazil and China earlier than we’d initially planned, » he said, declining to specify a timeframe. New demand from emerging markets could expand the global small-jet market to about 300 a year, he said.

Fujino said he was also seeing more interest in the smallest end of the market as medium-sized jet users look to downsize to get more for their fuel, much like the trend in the car industry.

« Most of our customers are owners of small- and medium-sized businesses, and many are looking to get the most out of the jets that they need, » he said.

With operational costs of about $1,000-$1,200 an hour, HondaJet could make travelling in a group of five or six cheaper and more efficient than flying commercially between small cities, he said. Competitors offer at best $1,800 by comparison, he added.

Honda Aircraft will add 300-350 factory staff to bring its total workforce to around 1,000 in the first half of 2013, Fujino said.

(Editing by Edwina Gibbs)

Source: Reuters

Le Japon préfère le F35 américain à l’Eurofighter

13/12/2011

Yann Rousseau

Tokyo aurait finalement estimé que l’appareil de l’américain Lockheed Martin était le seul capable de répondre à la montée en gamme des aviations russe et chinoise.

Les industriels européens auront probablement une nouvelle occasion de fulminer, cette semaine, contre le gouvernement japonais. Tokyo devrait annoncer vendredi qu’il a choisi l’avion de combat F-35 du constructeur américain Lockheed Martin pour renouveler sa flotte vieillissante et non l’Eurofighter Typhoon, construit par un consortium regroupant les Britanniques de BAE Systems, les Italiens de Finmeccanica et les Allemands et Espagnols au sein du groupe EADS.

Selon la presse japonaise, la décision des autorités devrait être entérinée par le Premier ministre, Yoshihiko Noda, à l’occasion du prochain conseil de sécurité nationale. Le ministère de la Défense, qui a repoussé à maintes reprises son arbitrage dans cet appel d’offres, où concourrait aussi le F/A-18 Super Hornet de Boeing, aurait finalement estimé que l’appareil le plus coûteux de la compétition était le seul capable de répondre à la montée en gamme des aviations russe et chinoise.

Un coût supérieur à 6 milliards de dollars

Les responsables de la Force aérienne d’autodéfense japonaise (JASDF) sont inquiets des ambitions de ces deux nations, qui mettent chacune de leur côté la dernière main au développement de chasseurs de nouvelle génération. Ils auraient donc plébiscité la grande furtivité du F-35 dans leur projet de remplacement de leurs « vieux » F-4 Phantom à partir de 2016.

Le renouvellement des avions de deux escadrons, soit environ 40 appareils, pourrait coûter, selon les analystes, plus de 6 milliards de dollars.

A Tokyo, les entreprises européennes commençaient à douter, ces dernières semaines, des chances de l’Eurofighter Typhoon, dont les performances et le prix avaient pourtant été vantés par une partie de la JASDF et de l’administration. Leurs « sources » dans les coulisses du pouvoir leur avaient confié que le lobbying de Washington s’était récemment intensifié.

Sauf surprise, le ministère de la Défense japonais, qui ne traite quasi-exclusivement depuis la fin de la seconde guerre mondiale qu’avec des industriels nippons ou américains, va refuser une fois encore de froisser son allié «historique et stratégique ».

Source: Les Echos

Japan orders diver-held sonars

LAKE FOREST PARK, Wash., Nov. 8 (UPI) — Japan’s military has ordered 17 Didson diver-held sonar systems from U.S. company Sound Metrics Corp.

In their search for disaster victims immediately following the earthquake and tsunami that hit Japan in March, the military, state and local agencies routinely deployed equipment on loan from Sound Metrics.

While the Japanese military had access to many new technologies for search-and-recovery operations, it was the Didson’s ease of use and near video-like imagery that led the military to order 17 units that will be placed with agencies at ports around the country, the company said.

« Sound Metrics is committed to getting our technology in the hands of agencies and individuals that can make a difference, » Sound Metrics’ General Manager Richard Morris said.

Sound Metrics designed and manufactures the Didson brand of acoustic imaging sonars. In addition to the autonomous diver-held unit, which has a high-definition mask-mounted heads-up display, all Sound Metrics sonars are dual frequency — the lower frequency to reach out farther and find targets, the higher frequency for closer detailed inspection and identification.

Source: UPI

F-35 deal isn’t perfect but it’s the only one in town

May 8, 2011

By ALEX WILNER and MARCO WYSS

ZURICH — Canadians are missing something in the debate over the purchase of the Joint Strike Fighter, also known as the F-35.

Two unprecedented shifts are rocking the global arms market for fighter jets.

First, there’s a quasi-revolution taking place in fighter jet technology. We are now entering a period dominated by “fifth generation” aircraft, fighters which will have “allaspect” stealth abilities with internal weapons systems, integrated avionics at the pilot’s fingertips, and “supercruise” capabilities that greatly enhance performance.

When it becomes operative, the F-35 will be the most advanced fighter aircraft in the world.

While opponents of the F-35 argue that Canada’s aging CF-18 Hornets can be replaced with fourth (and “fourth-plus”) generation aircraft, they’re missing the broader point. Upgraded fourth generation aircraft —like the F-18 Super Hornet — will be able to fly future combat missions, but that won’t stop them from becoming increasingly obsolete.

It won’t happen overnight, but eventually fourth generation aircraft will go the way of third and second generation aircraft: To the dump.

The F-35 will have a qualitative edge over older aircraft models no matter what the upgrade. The only comparable fighter is the F-22 Raptor, flown by the U.S. Air Force.

But Washington has already phased out the Raptor’s production, having placed all its bets on the F-35. Our allies have gotten the message: Britain, Australia, Denmark, Italy, the Netherlands, Turkey, and Norway will all be flying F-35s by 2020. Israel, Japan and others are likely to follow.

If Canadians want to equip their air force with the best available tools, they need to focus on next generation technology.

There’s little point in looking back. The future rests with fifth, not fourth, generation technology. The risk in spending less today on a souped-up version of the CF-18 is Canada will find itself replacing outdated hardware before long — an expensive proposition.

Second, the fighter-jet industry has become increasingly polarized. The Americans, Russians, and Chinese are tomorrow’s heavyweights. While some Canadians find it suspicious no alternative bids were entertained when selecting the F-35, in reality, there are virtually no competitors.

When a government decides to purchase military hardware from another country, it isn’t only thinking about improving the quality of its armed forces. It’s also thinking about the political and strategic signals it’s sending to others.

The arms trade can be a political minefield. Ideally, Canada will buy its fighters from an ally.

In doing so, we’ll avoid sending an unintended message with our purchase and pre-emptively grease the wheels in the event spare parts are needed during periods of crisis. It’s important, too, that Canada signs off with a manufacturer that will survive over the long haul. That will ease maintenance, upgrades, and future developments. Buy Russian? Chinese? Where does that leave Canada? We could approach the French or the Swedes. Both have sophisticated options in the Rafale and Gripen but, like the Super Hornet, these rely on older technology.

Given the huge investment needed to leap into the next generation, both countries are likely to eventually close shop. It’s possible a European consortium, like the one behind the Eurofighter Typhoon, will emerge in the future, but it’s a long shot.

Several European partners have already invested in the F-35 project, so they won’t be inclined to support another risky venture. Like it or not, the era of the European fighter jet is coming to a close.

That leaves Russia and China. Both countries are developing next generation fighters to rival the F-35. Russia began testing the PAK-FA a year ago, while China unveiled its J-20 in January.

But are Canadians really prepared to fly Russian or Chinese jets into battle?

The political and strategic ramification would be monumental. What would our allies think? What would Moscow and Beijing think? Neither option will do. While the F-35 deal isn’t perfect, it’s the only one in town.

Source : Calgary Sun

Global Fighter Jets: Asia, The New Centre Of Gravity?

By Richard A. Bitzinger

April 20, 2011

Some of Asia’s aerospace industries are starting work on fifth-generation fighter aircraft. Despite huge technological hurdles, these countries could displace Western Europe as a leading centre of fighter jet development, and possibly one day give the United States some real competition in global markets.

FOR CENTURIES, North America and Europe have dominated the state-of-the-art when it comes to military technology. Nearly all the great breakthroughs in weaponry – from muskets to missiles – have originated there. And perhaps no field of military technology has been more consistently and overwhelmingly the purview of the occidental West than fighter jets.

Since the end of World War II, a handful of countries in the West – basically, the United States, the USSR/Russia, Britain, France, and Sweden – have controlled the global fighter jet industry. Many countries have tried to break into this business: Argentina in the 1950s, Egypt and India in the 1960s, Israel and South Africa in the 1980s; none were particularly successful, and some – such as the Indian HF-24 Marut – were spectacular failures. Even today, perhaps 90 percent of all fighter jets flown by all the world’s air forces are produced by these five countries, or are based on copies of their planes (such as the Chinese J-7 fighter, a virtual clone of the venerable Soviet MiG-21).

This Western dominance could begin to crumble, however, as Asia ramps up several new fighter jet programmes, all of which are intended to come into service over the next 10 to 20 years. Consequently, the centre of gravity in the fighter jet industry could gradually begin to shift from the North Atlantic closer to the Asia – a development that could have particularly grave consequences for Western Europe’s military aerospace sector and could eventually even challenge the US’s predominance in this sector.

Asia’s Fighter Jet Programmes: Who’s Up, Who’s Down?

Combat aircraft development in Asia is a decidedly uneven affair. Southeast Asia, for example, has hardly a player in this sector, despite the vainglorious efforts of B.J. Habibie to turn Indonesia into an aerospace powerhouse, or Singapore Technologies’ success as an aircraft maintenance and upgrade shop. In addition, Taiwan’s indigenous aerospace industry – which developed both an advanced trainer jet (the AT-3) and a frontline fighter (the Ching-kuo) – is for all practical purposes dead in the water, having not produced a new aircraft in over a decade.

Even Japan, Asia’s aerospace leader for decades (and the only country in the region to possess a military aircraft industry before World War II), is in a state of uncertain decline. Its current indigenous fighter jet, the F-2, has been a technological and programmatic dead-end: its all-composite wing is prone to cracks, and it is so outrageously expensive (three times the cost of the F-16 upon which it is based) that procurement was cut from 130 to only 98 planes. When the last F-2 is delivered this year, Japan will have no fighter aircraft in production – and no new programme to replace it.

Rising Centres: China, India, and South Korea

On the other hand, some Asian fighter aircraft producers are obviously on the rise, despite all odds. China startled the world in January with the first flight of its J-20 fighter. Not much is known about this aircraft, which in some ways resembles the US “fifth-generation” F-22, and one should be careful not to read too much into this programme. Nevertheless, the J-20 certainly demonstrates China’s ambitions – and the aggressive steps it is prepared to take – to claw its way up into the vanguard of fighter-jet producers.

India is also attempting to develop a fifth-generation fighter, in collaboration with Russia, based on the Sukhoi PAK FA (T-50) prototype. If this programme is successful, it would constitute a generational leap in India’s fighter jet technology, as well as atoning for its long-delayed and over-budget Tejas fighter.

Finally, South Korea is pressing ahead with not one but two designs for an indigenous fifth-generation “KF-X” fighter – a twin-engine, canard-type fighter, and a single-engine aircraft resembling the F-35 Joint Strike Fighter (JSF). Interestingly, both Indonesia and Turkey are keen to partner with Korea in developing and manufacturing one of these fighters.

What About Europe?

All of these fighter jets are intended to fly or even be fielded within a decade. Of course, these countries face tremendous challenges translating these programmes – some which are literally paper aircraft – into actual frontline fighters. India is heavily dependent upon Russian know-how and systems, while it is highly uncertain that South Korea possesses the technological base to indigenously develop a state-of-the-art fighter. If these countries should succeed, however, this would constitute a tectonic shift in the centre of gravity in the global fighter jet industry.

Europe is the most at risk for losing its place to Asia in the global fighter jet hierarchy. Western Europe has basically not developed a new fighter in nearly 30 years. At present there is no money in the European aerospace sector to fund a fifth-generation follow-on to the Eurofighter Typhoon, the French Rafale, or the Swedish Gripen. Moreover, talk about a European UCAV (an unmanned combat aerial vehicle), which could constitute the region’s next-generation fighter programme, remains just that – talk.

Consequently, the future global fighter aircraft business could in time become a US-Asian duopoly. And while the US, with the F-35 JSF, is likely to dominate this sector for the next two decades – especially when it comes to international arms sales – some upstart Asian aircraft producers could eventually give it a real run for its money.

Richard A. Bitzinger is a Senior Fellow with the Military Transformations Programme at the S. Rajaratnam School of International Studies (RSIS), Nanyang Technological University. Formerly with the RAND Corp. and the Defence Budget Project, he has been writing on aerospace and defence issues for more than 20 years.

Source : Eurasiareview.com

MRJ : Pratt & Whitney achève l’assemblage du premier PW1200G

publié le 28/03/2011 à 11:46, Emilie Drab

Le MRJ a son premier moteur d’essais. Pratt & Whitney a annoncé le 24 mars qu’il avait achevé l’assemblage du premier PW1200G, la version destinée à l’appareil régional japonais de Mitsubishi de son nouveau moteur de la famille PurePower.

Il s’agit du modèle PW1217G du réacteur, c’est-à-dire la version capable de fournir 17 000 livres de poussée et destinée à la version la plus longue du MRJ, le MRJ90. Il sera envoyé dans les installations du motoriste américain à West Palm Beach (Floride) pour y être testé.

Huit PW1200G d’essais seront produits dans les deux prochaines années. Le moteur doit entrer en service en 2014. Mitsubishi a conclu des accords avec All Nippon Airways et Trans States Holdings.

Ce moteur est le troisième PW1000G d’essais construit par Pratt & Whitney. Le premier modèle, un PW1500G – le modèle qui équipera les appareils de la famille Cseries de Bombardier –, a pratiquement achevé ses tests initiaux au sol et dépassé les 200 heures de tests.

Source: Aérocontact

AgustaWestland Receives Orders for Eight More AW139 Helicopters in Japan

07/03/2011
AgustaWestland, a Finmeccanica company, is pleased to announce the signing of contracts for eight more AW139 medium twin helicopters in Japan through its distributor Mitsui Bussan Aerospace. The new helicopters will be operated by the Japan Coast Guard and the Japanese Fire Fighting and Disaster Relief Organisation. With these contracts Mitsui Bussan Aerospace increases the number of AW139 helicopters ordered for the Japanese market to thirty. Ten helicopters are already in service with the Tokyo Metropolitan Police Department, the Japan Coast Guard, Air Nippon Helicopter and Kansai TV. One helicopter for the Japan National Police Agency is currently undergoing local customisation and nineteen helicopters are now on order for the Japan Coast Guard, Japan National Police Agency and the Japanese Fire Fighting and Disaster Relief Organisation.

As a result of this contract the Japan Coast Guard will add seven units to its AW139 helicopter fleet bringing the total number of aircraft ordered to eighteen with six helicopters scheduled to be delivered to Japan throughout the coming year. These latest orders fully endorse the ability of the AW139 to operate in the hostile maritime environment surrounding the coasts of Japan. Last November the Saitama Prefecture placed an order for one AW139 which represented the first AW139 to be utilised for the fire fighting and disaster relief role in Japan. The Saitama AW139 was chosen following an extensive evaluation process by the customer, proving that the market’s latest generation medium twin class helicopter, the AW139, is the most capable in its class.

Giuseppe Orsi, AgustaWestland CEO commented “We were delighted with the recent breakthrough of the AW139 into the Japanese fire fighting market and together with Mitsui Bussan look forward to the continuing success of the AW139 in the Japanese market.” AgustaWestland’s success in the Japanese helicopter market continues to grow with strong sales in recent years across its complete product range. AgustaWestland opened a new regional business headquarters in Tokyo in 2008 in support of its growing business in Japan. The helicopter fleet in Japan is also supported by three official service centres which provide maintenance and repair services. The AW139 is a new-generation medium twin-turbine helicopter designed with inherent multi-role capabilities and class leading performance. Over 500 aircraft have been sold in approximately 50 countries worldwide to more than 140 customers so far.

All Nippon Airways Selects Pratt & Whitney for Long-term Maintenance and Materials Agreement Valued at $1 Billion

EAST HARTFORD, Conn. — Pratt & Whitney, a United Technologies Corp. company, and All Nippon Airways (ANA) announced today the signing of a 10-year part repair and material management agreement valued at more than $1 billion. Pratt & Whitney Global Service Partners will provide the services to PW4000 engines powering ANA’s Boeing 777 fleet.

« ANA and Pratt & Whitney have built a very long and strong relationship together. Since the PW4000 engine entered into service at ANA in 1995 we have been very happy with Pratt & Whitney’s continuous efforts to meet ANA’s needs for this engine, » said Mr. Hiroyuki Ito, ANA Board of Directors member and ANA Engineering Maintenance executive vice president.

« It is a fundamental principle within ANA’s Corporate Policy to prioritize safety and the maintenance of engine components to the highest standards is part of this commitment. This agreement is consistent with ANA’s commitment to safety and we are proud to enter into this program with Pratt & Whitney. »

« ANA has a long history of proactive management of their fleets, and is very serious about controlling costs while maintaining the highest level of reliability and operational excellence, » said Todd Kallman, Pratt & Whitney Commercial Engines & Global Services president. « Using our OEMRO approach, we will provide additional knowledge and experience that will enhance maintenance, repair and material logistics support to ANA through our Pratt & Whitney Materials International and Global Service Partners networks. »

Headquartered in Tokyo, Japan, All Nippon Airways is one of the largest airlines in the Asia-Pacific region. It operates services to 49 destinations in Japan and 28 cities throughout Asia, Europe and the U.S. on its fleet of 228 aircraft.

Pratt & Whitney is a world leader in the design, manufacture and service of aircraft engines, space propulsion systems and industrial gas turbines. United Technologies, based in Hartford, Conn., is a diversified company providing high technology products and services to the global aerospace and commercial building industries.

Le Japon étudie le développement de satellites de communications militaires

Le Ministère de la Défense pourrait lancer deux satellites de communication, en partie financés par le secteur privé, selon le journal Nihon Keizai du 27 janvier 2011. Actuellement le MOD (Ministry of Defence) loue de la bande passante (en bande X) sur des satellites de la société Sky Perfect JSAT (à hauteur de 6 milliards de yens par an, soit 54 Meuros par an) mais à partir de 2015 ces satellites dépasseront leur durée de vie prévue. En outre, les satellites commerciaux utilisés ne permettent que difficilement l’augmentation de la bande-passante allouée lorsque la situation le requiert. Le MOD pourrait profiter de cette opportunité pour rebâtir son réseau de communications par satellites. Ce réseau servirait non seulement à ses propres besoins, mais pourrait être aussi loué à des pays alliés comme les Etats-Unis, l’Australie ou la Corée du Sud. Ce genre de satellite pourrait être utilisé pour relayer les informations des avions de patrouille maritime, ou encore pour communiquer avec les troupes des Forces d’Auto Défense détachées dans le cadre de collaborations internationales. Dans un document publié en novembre 2010, l’association des industriels aérospatiaux japonais (SJAC) mentionnait aussi la nécessité de développer deux satellites de communications militaires qui seraient placés au dessus du Japon (à partir de 2015) et au dessus de l’Océan Indien (à partir de 2017).

Le MOD estime qu’un satellite développé par ses propres moyens coûterait environ 50 milliards de yens (446 Meuros). En s’associant avec le secteur privé dans le cadre d’un partenariat PFI (Private Finance Initiative), le Ministère entend maintenir ses dépenses à 6 milliards de yens par an (54 Meuros). Cependant la loi actuelle régulant ce type de partenariat s’applique uniquement aux infrastructures et ne s’étend pas aux satellites. Le gouvernement entend donc amender cette loi dès 2012. La fabrication des satellites, leur lancement, leur opération et leur maintenance seraient confiés à une société de type SPC (Special Purpose Company) formée par des sociétés japonaises de défense et des maisons de commerce. Le MOD interviendrait dans la conception et la fabrication des répéteurs embarqués, qui sont plus critiques pour la confidentialité de la mission. Le MOD n’attendra d’ailleurs pas l’amendement de la loi sur le PFIs pour débuter des travaux sur ces répéteurs, avec les sociétés NEC et Mitsubishi Electric. A cet effet, il a réservé environ 14,3 milliards de yens (128 Meuros) sur son budget de l’année 2011. Le MOD japonais mentionne sur son site avoir attribué 23 milliards de yens (205 Meuros) pour l’amélioration de ses capacités de communication en bande X. Pour le premier satellite, le MOD entend limiter le partenariat PFI à l’opération et à la maintenance du satellite. Pour le satellite suivant, qui apparaîtra dans le budget de l’année fiscale 2012, le partenariat PFI devrait couvrir la totalité des travaux, de la fabrication du satellite et des répéteurs jusqu’à l’opération et la maintenance.

Source: Mathieu GRIALOU

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