Chi­nese bear­ing com­pa­nies seek avi­a­tion busi­ness

China Daily (Canada) - - FRONT PAGE - By LI NA and KELSEY CHENG in Toronto

No Amer­i­can or Euro­pean air­planes use Chi­nese parts. And Ye Jun wants to change that.

“We are here to ex­plore po­ten­tial op­por­tu­ni­ties with North Amer­i­can com­pa­nies,” the deputy gen­eral manager at Luoyang LYC Bear­ing Co., Ltd, told China Daily.

Ye was one of the par­tic­i­pants at the 2015 Toronto In­ter­na­tional Bear­ing Fo­rum. The two-day event on May 28-29 in Toronto was hosted by AVICAST INC, an avi­a­tion en­gi­neer­ing train­ing and con­sul­ta­tion firm based in Mississauga, On­tario.

“This fo­rum aims to bridge the tech­nol­ogy gap and cre­ate bi-lat­eral op­por­tu­ni­ties be­tween North Amer­ica and China and pro­vide a plat­form for the avi­a­tion in­dus­try to de­velop over­seas mar­kets,” said An­thony Habra, ex­ec­u­tive direc­tor of AVICAST.

“What AVICAST aims to ini­ti­ate is to in­vite all th­ese ex­perts in the field to col­lab­o­rate to cre­ate a more struc­tured way of sim­pli­fy­ing and en­abling man­u­fac­tur­ers in China to come to a level closer to be­ing qual­i­fied in North Amer­ica,” he said.

Ye said he at­tended the fo­rum to ex­plore po­ten­tial op­por­tu­ni­ties with North Amer­i­can com­pa­nies.Ye also shared his ex­pe­ri­ences in wind mills and over­sized bear­ing man­u­fac­tur­ing in the Chi­nese avi­a­tion in­dus­try. .Af­ter his pre­sen­ta­tion, he was ap­proached by UTC Aerospace Sys­tems (UTC), an Amer­i­can sup­plier of aerospace and de­fense prod­ucts.

“LYC has a strong en­gi­neer­ing group; they’re will­ing to look into is­sues such as vi­bra­tion testing and en­vi­ron­men­tal im­pact,” Vi­olante said, “Th­ese are things that they might not do to­day, but are will­ing to fa­cil­i­tate.”

Ac­cord­ing to Vi­olante, ev­ery as­pect of build­ing a func­tional bear­ing is cru­cial, from de­sign to pro­duc­tion, then testing to lo­gis­tics. But noth­ing is more im­por­tant than the raw ma­te­rial used.

“While we qual­ify the prod­uct; we also qual­ify the source. If we can’t qual­ify the source, we ques­tion the prod­uct,” Vi­olante said. “If LYC can demon­strate that the raw ma­te­rial trace­abil­ity comes from a re­li­able source, the like­li­hood of qual­i­fy­ing that prod­uct is higher.”

Wil­liam McKay, CEO of Tran­spa­cific Aerospace, an aerospace bear­ing man­u­fac­tur­ing com­pany that op­er­ates in Guang­dong, China, agreed that the two most im­por­tant as­pects of cre­at­ing a bear­ing is its trace­abil­ity of raw ma­te­ri­als and un­der­stand­ing the qual­i­fi­ca­tion re­quire­ments, re­fer­ring to the list as some “com­pli­cated read­ing”.

“When you start to read this doc­u­men­ta­tion and get con­fused – which you will – be pa­tient,” McKay rec­om­mended to the del­e­gates, “Talk to a qual­i­fy­ing agency. Read­ing the specs alone doesn’t get you the un­der­stand­ing.”

Apart from search­ing for lower cost man­u­fac­tur­ers, meet­ing the rapid grow­ing de­mand in the aerospace in­dus­try is an­other press­ing is­sue. Ac­cord­ing to Habra, the Chi­nese com­mer­cial air­craft mar­ket is pro­jected to be a $900 bil­lion in­dus­try, with more than 6,000 new com­mer­cial air­craft to be de­liv­ered in the com­ing 20 years.

“There are now a lot of new air­lines that serve re­gional routes in China, which has a pop­u­la­tion four times more than the States,” Habra added. “There is def­i­nitely an or­ganic po­ten­tial for growth, just in terms of pop­u­la­tion and prov­inces.”

Dur­ing the Canadian Prime Min­is­ter Stephen Harper third visit to China in Novem­ber 2014, the two sides re­newed the MOU on pro­mot­ing co­op­er­a­tion in civil avi­a­tion in­dus­try, as well as an­nounced the con­clu­sion of staged ne­go­ti­a­tions to­wards a bi­lat­eral avi­a­tion tech­ni­cal ar­range­ment on air­wor­thi­ness.

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