Newsdesk – Commercial

Interscan to Be Employed at Four Australian Airports:

In an effort to further promote the Australian-developed interscan Microwave Landing System (MLS) the Federal Government is funding a two-million-dollar programme that will see the system operational at Cooma, Wagga and Albury airports in NSW in addition to Tullamarine in Melbourne. In co-operation with the DofA Kendall Airlines will fit the airborne component of the system to their Metro II fleet. This will then provide the relevant local marketing authorities with an operational demonstration system for future international purchasers of the system. At present interscan is looking like having a reasonable chance in winning the prestigious FAA MLS contract which will see 208 MLS units being installed throughout the United States. MLS systems must be phased in at all major world airports by 1995 so the winning of the FAA contract will place that company in a commanding position to capture this multi-billion dollar market. Benefit of an MLS system is that a curved approach can be flown thereby eliminating the conventional ·1ong’ ILS style approach now used at most airports. MLS will allow greater operational flexibility with the opportunity for smaller aircraft to operate from stub runways while the larger jets use the primary runways. The FAA contract results are expected to be known by early 1984.

More Women Taking Up Nontraditional Aviation Careers:

An increasing number of women are moving into aviation industry jobs which in the past were held exclusively by men.

Figures released recently by the Department of Aviation show that there are now 23 fully qualified female air traffic controllers working at government airports around Australia. Five years ago there were only two.

There are also 45 fully qualified women flight service officers working for the Department of Aviation. In 1978 there were none.

In this year’s Departmental training intake there were: 16 female and 60 male air traffic control trainees; 31 female and 100 male flight service trainees. This year the Department also took on 14 women as trainees and apprentices in radio, electrical and other trades.

Commenting on the figures recently Aviation Minister. Kim Beazley said they highlighted the Department’s forward-thinking policies on equal opportunity for women.

He said that it was obvious from the high success rate of women in the Air Traffic Control and Flight Service courses that they were well suited for those careers.

Cn-235 Makes Debut:

The Spanish/Indonesian CN-235 was rolled out simultaneously at both Casa’s Spanish facility and Nurtanio’s Bandung factory on September 10th. First flight was due as we closed for press and initial customer deliveries are expected to commence during 1985. The consortium estimates a total market of up to 1.800

CN-235s with up to 400 units eventually being required for service within Indonesia alone. At time of writing firm orders had been received for 106 aircraft with options on a further 23 aircraft. The CN-235 is a 36-seater powered by two GE CT? turboprops, has a rear loading ramp and is optimised for rugged operations off unpaved runways in areas where operational reliability are paramount.

Air New South Wales Reintroduce Jet Services to Country Ports:

For anyone who has ever flown from Sydney to Broken Hill in the F.27 news that ANSW have reintroduced the F.28 Fellowship to the route will certainly be well received. The F.28, VH-FKD, will also be used on the SydneylDubbo and existing Sydney/Newcastle/Coolangatta services in addition to the growing Brisbane/Norfolk Island route which ANSW are hoping to expand through 1984/85. FKD is configured for 60-seat one-class operations.

People Express Expand Fleet:

It seems Newark-based People Express are destined to be the destination of the world’s Boeing trade-ins. Since the commencement of operations in 1981 the innovative ‘no frills’ carrier has purchased a total of 51 727-200s and 22 737-200. Its single Boeing 747-200 is leased from Braniff. The most recent used aircraft deal is a purchase of 14 727-200s from Delta for $91 m, which including spares and simulator indicates what good buying can be found amongst the secondhand airliner fleets. Earlier this year PE had signed contracts on 20 ex Braniff 727-200s and 17 from McDonnell Douglas. For the first seven months of 1983 PE had an overall load factor of 78% with the trans-Atlantic 747 service reaching well past 90%.

Return of the Big Flying Boat?

Marubeni Trading Co and Shin Meiwa of Japan have joined Nurtanio of Indonesia and Dornier of West Germany to complete a detailed study on the feasibility of building a 40-passenger flying boat. Shin Meiwa are noted builders of large flying boats as is Dornier who are in the throes of test flying in their rejuvenated Do24 while Nurtanio well realises that any home market of 6000 islands must be a potential flying boat customer.

Fuel Burn Figures Interesting:

The October 15 edition of Flight International featured some interesting information in the annual Commercial Aircraft of the World review. Fuel burn figures as given for all current commercial aircraft (with input from the manufacturers) provide interesting reading and illustrate the great strides taken in the past decade at gaining enhanced productivity from the modern generation of fuel-efficient airliners. Figures relate to long-range cruise settings, fuel burn per hour for the A300B4-200 is quoted at 1,580 lb (6,160 kg), for the 767-200 with CF6-80As at 8,720 lb (3,955 kg). For the A310-200 with CF6-80A 8,340 lb (3,805 kg). For the 727-200 9,500 lb (4,309 kg), DC-9-30 4,630 lb (2,100 kg), 737-200 4,830lb (2,191 kg), 737-300 4,700 lb (2,130 kg) 757 with PW2037 6,430 lb (2,910 kg), 747-200B with RR RB211-524D4 24,500 lb (11,110 kg) and for theMD-82 5,195 lb or 2,357 kg. When you compare the relative fuel burn per hour of the Boeing 727 to that of the later generation of aircraft, almost regardless of size, you begin to appreciate the vast reduction in per seat-mile fuel burn figures that are being offered in the latest generation of airliners.

Anniversaries:

1983 was certainly a year of anniversaries. PanAm on October 26 marked the first commercial service by a Boeing 707 with a re-enactment of the event with a specially repainted 707. This was the New York to Paris service, which had just been eclipsed as the first commercial trans-Atlantic jet service when BOAC flew a Comet 4 on the 4th of October from London to New York. As you read this you may also spare a thought for the two brothers that started the entire aviation scene some eighty years ago on a wind-swept desolate beach at Kitty Hawk, North Carolina on 17th December, 1903. Orville and Wilbur no doubt would be at home in any of ‘today’s’ ultralights. And don’t forget the beginning of modern air transport was effectively born on July 1, 1933, fifty years ago, when the DC-1 first flew. Sometimes it’s nice to remember what has passed before us which reminds me, this is the 21st issue of Australian Aviation.

Boeing 737-300 Gets Longer Legs Through Thrust Increase:

Boeing are looking a long term winner with their 737-300 with the recent announcement that engine thrust increases and SFC improvements on the type’s Snecma CFM56-3 turbofans have allowed an equivalent range extension of up to 500 nm. This now means that the 737-300 can operate at maximum payload at typical hot-and high fields (such as Denver) without suffering range degredation as was previously the case. Snecma report an increase in thrust for the baseline CFM56-3B1 of around 7%. This will also allow Boeing to offer the same engine on their proposed 737 400 150-seater as a counter to the imminent launch of the Airbus A320 which will use a similar engine. At time of writing, five airlines had placed orders for 40 300s, the first of which will fly this coming April with initial customer deliveries being made by the end of 1984.

Asian Aerospace On Again:

Asia’s largest aviation spectatular, the 1984 Asian Aerospace Show, held at Singapore’s Changi airport, is on again. Scheduled for the 18th-22nd January the show brings together hundreds of aerospace companies from around the world. Aircraft participating will include the Airbus A300-600, the stretched version of the TAA A300, complete with two-man digital flightdeck, a Canadair Challenger 601 (which is then expected to tour Australia) and the complete range of Aerospatiale helicopters.

British Airways Lease 737s As Short Term Trident Replacements:

British Airways, whose remaining Trident jetliners will need to be phased out by 1986 to comply with forthcoming noise regulations, have decided to lease 14 Boeing 737-200s as interim replacements. The 737-200 was chosen principally for reasons of commonality as BA already operate a substantial 737 fleet. The fourteen new aircraft are on twelve month renewable leases with deliveries commencing in 1984/85 which means that BA have still not truly made up their minds regarding a future long term 150-seater. Odds on BA opting for the Airbus A320 around 1985/86 have shortened though the carrier could just as easily opt for a mix of 737-300, backtrading the 737-200 fleet, and a top up order of 757s.

Boeing Offer Extended Upper Deck Retrofits:

Boeing are planning to offer retrofits of 747-200 to 300 extended upper deck specifications. The modification, which extends the upper floor hump back to the wing root region, increases passenger capacity without increasing per flight-hour operating costs. Also offered will be a Combi conversion on standard passenger model -200s while the retrofit to -300 and Combi status simultaneously is also being offered. The standard -300 conversion is expected to cost between $10 m and $12 m with the entire job requiring about five weeks. Primary candidates for retrofit are 747-200s that are less than six years old and are nearing or are at the point of requiring a D series maintenance visit. One likely candidate will be JALs fleet of 747SR aircraft which will be able to accommodate nearly 600 passengers, 91 of which would be situated on the new upper deck

Pratts the W Inner in Mammoth Sia Airliner Order:

The smart money WaS always safe on Pratt & Whitney winning the right to power Singapore Airline’s new fleet of Boeing 747s, 757s and Airbus A310s. SIA are already entrenched Pratt & Whitney customers and the introduction of the Rolls Royce RB211-535 for the 757 or an order for the General Electric CF6 for the 747 and A310 would have destroyed the carrier’s aim to achieve engine commonality in the years ahead. Pratts will be supplying a total of 44 engines in the benchmark order which sees their PW2037 getting aboard the 757 in a part of the world where General Electric have exerted so much influence via the A300. The SIA Airbus A310s and Boeing 747-300s will be powered by JT9D-7R4s while the 757 will have the PW2037.

Progress With the Rolls-Royce 535e4 Engine

Recent testing has demonstrated that the Rolls-Royce 535E4 engine being developed for the Boeing 757 airliner will provide a greater fuel saving than originally predicted. For short-haul operation Boeing 757s with this engine will use 15 per cent less fuel than aircraft powered by the current 535C engine, which already consumes less fuel per passenger than any other airliner – standard-bodied or wide-bodied.

The reason for the improved fuel efficiency of the 535E4 engine is work done by Rolls-Royce to improve its fuel consumption at off. design conditions such as climb, descent and idle. These improvements have been made possible by the advanced design features of the engine, in particular its wide-chord fan and integrated exhaust nozzle, and by refinement of its control system. Altitude testing of the engine at the UK National Gas Turbine establishment has confirmed the predicted improvements in fuel economy.

Mas Announces Profit for 1982/83:

Malaysian Airlines has announced an operating profit of A$4.4 million for the year ended March 31. 1983.

The introduction of the Boeing 747 aircraft in April 1982, increased the available seat/kilometre capacity by 16.3% to 7958.3 million units. Passenger growth, however, was only 3.7%, the lowest recorded by MAS since its inception in 1972. This low growth rate reflected the depressed economic conditions.

The overall load factor declined from 71% to 65.1% due to the additional capacity but the passenger load factor remained steady at 70%. Fuel costs rose by only 10.5% compared with 21.4% in the previous year and interest rates declined from 17% to an average of 12% in the same period. Staff strength decreased by 1.2% and staff costs rose by only 3.2% compared with 29% in the previous year. This was achieved without retrenchments.

Hawker DeHavilland Wins New Boeing Aileron Order:

Boeing has given Hawker DeHavilland authority to begin procurement leading to a new $8 m component manufacturing contract for composite ailerons for the 737-300. HdH already are producing composite ailerons for both 737-200 and future -300 aircraft under a $5 m programme that commenced in May, 1982. Meanwhile, HdH has delivered the final set of 727 wing ribs and rudders to Boeing in what caps off a continuous production run spanning twelve years and almost 1,000 shipments valued at $32 m. Signing of the latest contract will ensure that HdH will be the sole source of 737 composite ailerons right through till at least 1987. The Company has also signed an agreement to supply 300 shipsets of 757 Inspire ribs in a total production run that both Boeing and HdH hope will eventually exceed that of the 727 programme.

New Government Freight Policy a Step in the Right Direction:

The Minister for Aviation. Mr Kim Beazley has stated that in the future local freight operators will receive preference in allocating freight charter work over their overseas-based competitors. To qualify for preference a company must be Australian-owned and locally based and be able to match the most competitive offshore bid. In the past locally based freight operators have been at a disadvantage on many occasions, a circumstance that helped Cargomasters to declare bankruptcy last June. On many occasions local freight operators also had to compete unfairly with the RAAF for contracts they considered should have been offered for tender by civil contractors.

Qantas Go for Rolls and Pratts in New Aircraft Engine Choice:

Probably not surprisingly, Qantas have selected Rolls Royce RB211-524D4 engines to power their three Boeing 747-300 airliners. This now places Qantas as a firm user of Rolls Royce engines aboard all future 747 aircraft and will be the first time the RB211 has gone aboard the Extended Upper Deck 747-300. For their 767 twinjet, Qantas opted for the Pratt & Whitney JT9D-7R4E turbofan which maintains commonality with the non-RR powered 747 fleet which is also powered by early model JT9 engines. The first of the new 747-300s will enter Qantas service in November, 1984 with all three aircraft in service by April 1985. The first 767 is due for delivery in October 1985 with all six aircraft delivered by March 1986.

Launch of New Fokker Aircraft Imminent:

As we closed for press it looked highly likely that Fokker would soon be confirming their intention to proceed with active development of their P332 and P335 new-aircraft programmes. The P332 is a stretched version of the F-28 utilising the new Rolls Royce Tay turbofan for the 107-seat short to medium haul jet. The P332 would be ideally slotted into the mammoth future DC-9-30 727-200 replacement market which at this stage is only being satisfied in the long term by McDonnell Douglas with their un launched MD-90 and BAe with their 146-200. The P332 would be available during 1987 and would meet all proposed noise requirements in addition to being at least 25% more fuel efficient per seat mile over the present F.28-4000 as operated by AWA and EWA locally.

The second project should see the venerable Friendship series last well into the next century. Designated the P335, this aircraft is essentially a refined version of the present F.27-500 using two Pratt & Whitney PW100 series turboprops driving six-bladed propellers. The P335 would also be available around 1987 and would offer fuel savings of up to 40% over the present fleet of Friendship aircraft. Fokker are also quick to point out that it is not cost-efficient to re-engine the current F.27s with the PW100 engine which in the long term must be good news for the multitude of companies who have invested heavily in the 30/42-seat super commuter class.

Ansett Looks Ahead:

Despite the appalling economic conditions of the past eighteen months, Ansett have made an all-out effort to modernise their support infrastructure at their newly completed Tullamarine maintenance base. Overall the airline is investing $70 m in the new jet base which will provide complete in-house maintenance capability for the airline’s Boeing jet fleet. Amongst recent projects undertaken is the construction of a new simulator facility which is currently equipped with the latest 767 and 737 simulators. The building has been designed in such a way that future simulators, the present number will probably double by 1990, can be added in a modular fashion to the core of the existing centre. Ansett have also recently introduced an all-new engine test cell, new high by-pass turbofan engine maintenance facility and an upgraded avionics and engineering facility. The carrier is stressing its long-proven ability to be able to perform engineering work for outside operators which presently include Air New Zealand, Garuda, Air Niugini, RAAF, RAN and the RNZAF. Things are improving slightly though and while Ansett budgeted for nil growth during this financial year it appears that they might be surprised, and relieved to find a small but encouraging two to three per cent growth on the previous year.

Rolls Royce Tay Expands Airframe Possibilities:

The RR Tay, the successor in the long term to the successful Spey, is beginning to be offered with a growing number of airframes. Launched initially to power the new Gulfstream IV corporate jet, the 13,500 lb class Tay is also slated for the proposed Fokker P.332 project which essentially is a stretched and revamped F.28 Fellowship. McDonnell Douglas are also seriously investigating using the Tay aboard their smallest version of the proposed MD-90, an 85195-seat replacement for early model DC-9-10s and 30s. Meanwhile Rolls Royce are also studying the possibility of reengining the BAC-111, now built in Romania with Speys. The retrofit would give the 111 a 13% lower fuel burn and a 25% increase in range for a given payload in addition to significantly lower noise footprint. The Tay is scheduled to make its first run in August 1984 with certification planned for July 1986.

Qantas Embark on Additional Cargo Expansion:

Opening of the $24 m Qantas cargo terminal at Sydney airport highlights the importance Qantas is now placing on air freight. The terminal is capable of handling 130,000 tonnes of freight per annum though at present it is operating at about two-thirds this capacity. Each week 220 aircraft, each with substantial cargo capacity, departed on international flights from Australia, use of the ultra-modern terminal will not only benefit Qantas but the ten other carriers who serve Sydney. At present about 45% of air cargo into or out of Australia was carried by Qantas and another 20% by airlines for which Qantas provided services.

TAA Log Two and a Half Years A300 Service as Fifth Aircraft Enters Fleet:

Certainly, speaking in total hindsight, TAA wish that they had delayed their A300 purchase by half a decade or more, still with two and a half years of operating experience under their belt TAA are more than happy with the type’s passenger appeal and technical reliability. During the first year of service, when glitches with a new type plague any operator, the TAA A300 fleet managed an impressive 99.3% on-time despatch rate in addition to the utilisation of just under nine flying hours per day. Another world record was set when TAA managed to continually turn around A300s in less than 45 minutes, the record in fact is 28 minutes which is generally unheard of for a wide-bodied transport. Technical reliability has also been excellent as is evidenced by the fact that TAA have had only two unscheduled visits to the maintenance hangars in two and a half years of operations and in each case the aircraft was operational that evening. TAA also cite a four-week period, ending this September 23, when for a total of 560 flights just two were delayed by more than three minutes due to mechanical problems. It is also refreshing to note that what can often delay an airliner in Australia may well be taken for granted by many overseas operators with often tragic consequences.

Pan Am Bounce Back With Additional Australian Services:

Pan Am, who up till early this year were regarded as the financial cripple of the international airline set, have decided to boost their Pacific services in order to meet increasing passenger demand. From this December Pan Am are to increase their services to Australia from five to seven. Pan Am from now on will largely be utilising their ultra-long-range eleven aircraft 747SP fleet for Australia/US operations. The SPs are configured in a 47-seat First Class, 56-seat Business and 140-seat economy arrangement and at average load factors of better than 85% the type is rapidly becoming a real money spinner for the once ailing airline. Pan Am announced a nett profit for their second quarter earlier this year of $US10.4 m and expect an even better result for their third quarter which has just ended. This was the first quarterly profit achieved in three years and follows a turnaround from a loss of more than $200 m the previous quarter once deductions are accounted for.

KLM to Modernise 747 Fleet:

KLM has announced it will convert 10 of its 8747-200 aircraft into 8747-300 extended upper deck configuration.

KLM has taken advantage of Boeing’s offer to 747 users to convert a limited number of the -200 series into the newest -300 version.

Of the 16 8747-200 aircraft in KLM’s fleet, the airline will convert the 10 with General Electric engines.

The modernising of these -200 series will increase the seating capacity of each aircraft by about 45 seats, while take-off weight will also be increased.

The conversion, which will be done at the Boeing plant in Seattle, takes about 10 weeks for each aircraft.

When the program is completed mid 1986 KLM will have a fleet of 23 wide-bodied aircraft, of which 12 will be B747-300s (nine of these being Combis).

Braniff Rises From the Ashes:

Braniff Airlines is to make a comeback. Retitled, New Braniff, the trimmed-down carrier will operate 30 of its former Boeing 727-200s and will have an employment base of only 1,500 people. The aircraft are being leased to the financiers behind the project which include Hyatt Hotels. Shortly before declaring bankruptcy in May, 1982, Braniff employed 9,300 people and had a fleet of 80 Boeing 727-200s, 9 DC-8s 9nd 11 Boeing 747s.

Consultant Study Into the Introduction of Separate Charges For the Use of Airports And Airways:

The Minister for Aviation, Mr Kim Beazley, has announced the engagement of consultants to assist in the development of a new system of charges for the use of airport and airway facilities.

Price Waterhouse and Associates will help the Department of Aviation undertake the study of the new system. Their engagement follows an in-principle decision by the Government that separate charges should be levied to meet the costs associated with the use of airport and airway facilities.

Sales:

BAe Jetstream 31:

Vee Neal Commuters of Pennsylvania have purchased six with options on a further four. Birmingham Executive (UK) have signed a firm contract on their third Jetstream. Skywest of Perth have purchased three aircraft, refer to Newsdesk. McAlpine of Luton (UK) have signed for a third Jetstream.

BAe 748:

Bouraq Indonesian Airlines have ordered six additional aircraft bringing the total commitment to 16 aircraft. DLT, of West Germany, have ordered a fourth 748.

BOEING 737:

Indian Airlines has purchased 2 737-200s for delivery this year. US Air have converted ten -300 options to firm orders bringing their total -300 buy to 20 units. US Air also ordered five more -200s bringing total projected 737 fleet to 23 aircraft. British Airways have agreed to lease 14 -200s and optioned a further 17 aircraft, they presently have a fleet of 19 737-200s. Air Algerie ordered 3 -200s to join their 11 727s and 14 existing 7’37s. CP Air have ordered 10 -300s substituting a previous order for four 767s. Alameda (Yemen) have ordered two -200C aircraft.

BOEING 747:

Cathay Pacific have ordered one 747-200B for delivery in June, 1984. JAL have ordered three 747 comprising two -300 and one 550-passenger Short Range variant. JAL have ordered 51 747s to date making them the world’s largest 747 operator. Qantas ordered three 747-300, refer Newsdesk. Northwest Orient have ordered two -200 bringing to five the number ordered this year. They currently have a fleet of 34 747s. KLM have ordered a 747-300 and will upgrade 10 existing -200s to -300 specifications, refer Newsdesk.

BOEING 757:

LTS , a new West German carrier, has two orders plus one option for delivery early 1984.

BOEING 767:

Qantas ordered six -200 for 1985/86 delivery, refer Newsdesk. JAL have ordered 9 with options on a further six. JAL order comprises four -200s, two ERs and three -300s.

MD-80:

Ozark Airlines (USA) have ordered four -80s for 1984 delivery. Texas Air has ordered 11 -82s which have a range up to 2300 nm. New York Air is leasing two -80 for immediate service.

FOKKER F.28:

Piedmont has ordered 12 exGaruda refurbished Mk1000s with options on eight more. Piedmont currently operates 61 737s and 20 727s.

BEECH 1900:

Bar Harbour Airlines (Maine, USA) have ordered 10 1900 Airliners.

DORNIER 228:

The Indian Government has selected the 228 as the standard commuter aircraft for India, an order that could well exceed 200 aircraft, refer Newsdesk.

LOCAL GA SALES:

Rex Aviation in the July/October period sold three 210s, two 182RGs and a 206 to Tweedair. Hawker Pacific have sold a B200T to the Malaysian DCA. which is their third, a King Air F90 and a B200C have been sold back to US brokers while a B55 Baron and a B200T have also been sold, the latter to an unnamed SE-Asian government. Ansett General Aviation have sold one Archer, one Warrior, one Seneca Ill, three Saratoga, one Chieftain and a Dakota in the period. Most dealers report that sales are generally a little ahead of the same period in 1982. circumstance that helped Cargomasters to declare bankruptcy last June. On many occasions local freight operators also had to compete unfairly with the RAAF for contracts they considered should have been offered for tender by civil contractors.