Newsdesk – Commercial

 Piedmont Order Launches New Version of 737 Twinjet:

Piedmont Airlines has become the launch customer for a new, longer-fuselage version of the Boeing 737 series of twinjets. Piedmont has ordered 25 of the new 737-400s and taken options on 30 more.

The first 737-400 will roll out of Boeing’s Renton, Washington, plant in January 1986. A seven-month fight test programme will follow leading to certification of the new aircraft later in the year by the US Federal Aviation Administration.

The 737-400 will offer all of the advanced technology of the 737-300 introduced in late 1984 and now entering service with Ansett and Australian Airlines but will feature a fuselage lengthened by 2. 9 metres (114 inches) to carry more passengers and cargo. It is designed to augment the fleets of those operators who need increased capacity to meet near-term traffic growth requirements.

Piedmont will operate most of the -400s in an all-economy configuration of 156 seats. In typical mixed class configuration, the 737-400 will seat 146 passengers or about 18 more than the 737-300. Lower hold volume will increase 27% to 38 cubic metres. Maximum landing weight of the 737-400 will be 54,886kg (121,000lbs) compared to 51,710kg (114,000lbs) for the -300 model. A strengthened wing and landing gear will accommodate the increased weight. Advanced technology features common to both the 737-300 and 400 include an improved wing design, computerised flight management system, lightweight structural materials and quiet, highly fuel-efficient CFM56-382 engines of 22,000 thrust.

Piedmont currently operates the world’s largest fleet of 737 joiners-63 of the 737-200 and 15 of the new generation 737-300. Piedmont also has 30 more -300 models on order. With the addition of the 737-400, Piedmont will be the first carrier to operate -200, -300 and -400 models in the same fleet. A major advantage for Piedmont is a pilot-type rating common to all three versions of the 737. Pilots qualified to fly one version can also operate the others greatly reducing training requirements. In addition, all three models share many of the same systems and components reducing the need for large spare parts holdings.

With its increased seating capacity, the 737- 400 offers lower costs than the 737- 300. When compared to the 727-200 trijet, which has about the same seating capacity as the 737-400, the new twinjet has 20% lower seat-km costs. The range capability of the -400 is about 4,070km (2,200nm) with full passenger payload and baggage.

 Like Fine Wine:

Fine wine and attractive women are only improved by age, they say. Nowadays this also seems to be an apt truism for one of the loveliest of all aeroplanes, the DC-3. Noticed by this writer in a recent edition of the Avmark Newsletter was an advert for DC-36 fresh out of D of the aviation out of U UK registered DC-3 check as mere dole adolescents world and p d priced at an at a hefty $A260,000 each or all three for a mere SA700,000! Now into its second half-century of airline operation the venerable 3, the mother of the international art- ine system as we know it, just seems to go from strength to strength.

Casa to Develop New Turboprop Airliner:

Casa of Spain and Nusantara of Indonesia are planning to co-develop a new 60 to 70-seat turboprop similar in design to that of their current joint project, the CN-235. With a successful sales base already achieved for the CN-235, the larger aircraft would be able to benefit by much of the initial R&D work performed by the two partners, particularly in relation to developing a a rear-loading military version of the new aircraft.

Nusantara are keen to fund the development of the type in addition to joining with MBB and Boeing gon a new propane airliner in the 90 to 100 seat class at class. Casa presently builds the C-212 Aviocar light transport and the C-101 Aviojet trainer in addition to the CN-235 while Nusantara builds MBB Bo-105 light helos, Aerospatiale Super Puma and Bell 412 medium helos and the CN-235 and NC-212 light transport.

 Full Circle:

Remember the Electra airliner that eventually became the Onion maritime patrol aircraft? Well if Lockheed has its way the Orion itself will soon venture full circle and once more become an airliner.

The background of China to locally p Lockheed’s proposal to an airliner designated the PRC-105thars of this novel tale is duce based on an Orion fuselage that is stretched 76in to accommodate 105 Passengers in standard economy layout. Power would be supplied by the latest variants of the Allison T56 and Lockheed foresees a market for up to 500 such aircraft within the PRC over the com in three decades.

The Electra itself, with only 170 built, was a commercial disaster for Lockheed and was only saved by the development of the airliner into the Orion, a move that has since led to the sale of more than 650 such aircraft. Whether Lockheed’s latest China proposal is taken seriously is more probably to be decided by the d economic agreements signed recently between the PRC and McDonnell Douglas for production of MD-80 series aircraft in China. China has already signed for 25 such aircraft and has options on an additional 25 with and eventual requirement for up to 200 more. China is also talking of building a propfan MD-80 variant in concert with MDC and MBB, something that would give the type a strong sales base on all three continents.

 Engine Manufacturers Gain Big Sales on the Back of Massive 747 Orders:

Certainly the smartest thing Boeing has done in years was to launch the 737- 300 and more latterly the 747-400. The small twinjet has more than earned the giant manufacturer through the relatively slow sales history of the new technology 757 and 767 while now the latest variant of the 747 has turned into a veritable El Dorado as Boeing began to sign billion-dollar contracts almost as a weekly occurrence.

On the back of these prestigious orders rides the engine manufacturers and with the four-engined 747 there is a lot at stake for a manufacturer when he bids for the required airline powerplant package. The three companies: Prats, Rolls and GE, have all scored good sales to date which particularly in the case of Pratt & Whitney and Rolls Royce look set to play major roles in balancing their accounts at the end of the day.

General Electric in recent times has probably done best with its established CF6. The latest variant, the CF6-80C2 is the first of the new Energy Eftaent Engine series (EEE) and is established equipment aboard most wide-bodied Airbus products and DC-10/KC-10 aircraft. Lufthansa has already selected this engine to power its 15 747-400s in a deal worth more than $A220m to the US manufacturer. Pratts meanwhile have their new generation EEE PW4000 aboard the -400s of Northwest Orient and Singapore Airlines though the Pratt engine is perhaps eighteen months behind the GE unit in maturity as GE’s CF6-80C2 has now been in operational service since October of last year and the PW4000 won’t become operational till 1987.

The basic minimum power requirement for the 747-400 is 56,000lb and that is where Rolls Royce maintains a presence with the latest ver. sion of their excellent RB211, the 524040. Under a marketing and development agreement with General Electric, Rolls is restricted to this thrust figure for its biggest engine whi while both RR and GE engineers work together to market and develop vastly more powerful versions of the GE CF6-80C2. The benefits of this technology sharing agreement to Rolls Royce is that they are nowadays Bow around 25% of the GE engineers making engine and GE for their part are making a similar proportion of the RB211-535 that powers the 757 twinjet. Cathay Pacific have selected the Roller for their 9 747-400s and it is expected that Gantas will do likewise when it comes their turn to order the world’s largest airliner.

 International Aero Engines to Develop Superfan:

IAE, builders of the V2500 turbofan for the A320 and A340, are to develop a large ducted fan engine as an alternative to competing propfan technologies With a Superfan, as WE have around 20% less fuel than the V2500 and will permit slightly higher cruise speeds for aircraft on which it is used. Rated at between 28,000 na bypass ratio in the region of 20/1, the I have called it, will bum and 32,000 thrust the new engine will viable on a number of designs including future propfan-like MD-80 variants, the A320, A340 and even Boeing’s 7J7. Essentially the configuration will feature a variable prich fan of up to 110in in diameter operating similar to that of a ducted propulsor. IAE are a shroud actively discussing the development funding issues with their partners and as Rolls Royce are already proposing a similar system large 747-like transports it is conceivable that the UK manufacturer might well become the lead partner in this programme. IAE are hoping to have their Superfan available around 1995

Return of the SP?:

Boeing have retaliated against the threat of the ultra long haul Airbus A340 (refer p29 May AA) and the McDonnell Douglas MD-11 with a nineteen eighties version of t of the 747SP of its new variant, which has yet to be launched, is designated the 747ASB for Advanced 5 Short Body and will have a fuselage SP proportions while being powered by the latest versions of 747-400 powerplants. This will give a capacity similar to that of its competitors but will result in a max payload a payload range of up to 8,000 nautical miles, as much as a thousand milles greater than either the MD-11 or A340. Boeing’s competitors however point out that the bogey of poor seat mile fuel efficiency, the primary reason the SP wasn’t a commercial sales success in the first place, still remains when compared to their vastly more fuel-efficient types.

 Rr Tay Gains Certification:

Rolls Royce newest civil engine, the Tay, has gained CAA certification. The Tay is to date Roll’s most successful engine programme with some 500 engine orders already signed at time of granting of certification. The 13,500lb to 15,000 thrust turbofan is being used to power the new Gulfstream GIV, Fokker 100 twinjet and re-engined versions of corporate BAC 111 craft air

Boeing Reports Higher Second Quarter 1986 Sales:

Boeing has reported sales of US$7,554 million and earnings of US$317 million for the first half of 1986. Comparable figures for the first half of 1985 were US$6,304 million and earnings of US$246 million.

Sales for the second quarter of 1986 were US$4,207 million with earnings of US$100 million compared with 1985 second-quarter sales of of US$3,370 million and earnings of US$136 million During the the second quarter, 16 customers announced orders for 172 jet transports valued at US$7 billion, bringing the total for the six-month period to 247 jet transports valued at US$12 For the comparable six-month period of 1985, orders for 77 jet transports valued at US$2. 6 billion were announced. The 1986 second quarter orders included 3 707 derivatives, 3737-200s, 140 737-300/400s, 20 7475, 1757 and 5 7675.

 Air Ontario Commits to Largest Dash 8 Order Ever:

Canadian regional airline, Air Ontario has reached a preliminary agreement with de Havilland Canada for the purchase of up to 24 Dash 8 aircraft. The commitment represents the largest single order for de Havilland’s Dash 8 to date The purchase agreement calls for the delivery of 15 40 seat Dash 8 Series 100 aircraft throughout 1987 and five stretched Series 300 Dash 8s in the last half of 1988 and the first half of 1989. In addition, the airline has secured four Dash 8 options for future delivery. The new fleet will replace the airline’s current fleet of Convair aircraft on its existing nine point route network and allows growth in the airline’s planned expan expansion Prior to Air Ontario’s recent agreement with de Havilland Canada, the largest single-order for the Dash 8 was with Horizon Air of Seattle who ordered 10 Series 100 aircraft and optioned an additional 10 To date, 40 Dash 8 aircraft have been delivered.

Pratts Gain Certification for the PW4000:

Pratt & Whitney gained FAA certification for their PW4000 high bypass fan engine in July. The certification of Pratt & Whitney’s most powerful engine is the culmination of five years of intensive development for a successor to the widely used JTSO engine. Rated at between 50,000lb and 60,000 thrust, the PW4000 will enter service next June aboard A310-300 or aircraft operated by PanAm and SIA At time of going to press Prams had orders from PanAm for 24 engines for their A310s, 48 from Northwest Orient for their 747- 400s and 110 from SIA for their 747-400s and A310s.

Lockheed Launch the Tristar 250:

Lockheed and Rolls Royce have teamed to offer the L1011-250 version of the Tristar. The -250 is actually a-1 that has been significantly modified to provide an additional 2000nm range using new engines and airframe modifications to increase max TO weight by almost 18% Major modifications are required to the key structural components such as undercarriage. Wings and fuselage while more powerful 50,000 thrust RB211-52484 engines provide more thrust but also far better fuel not only efficiency.

Delta has already decided to modify six of its early model Tristar fleet while Lockheed estimate that at least 50 of the 146 applicable aircraft operated by some 21 cameras will eventually be modified to provide a cost effect ive long-range (5200nm) transport. Lockheed estimate the total unit cost, including acquisition of the aircraft, to be in the order of $US35m.

Old Boeings Don’t Die, They Just Change Their Shape!:

Avmark reports a number of interesting programmes in their July Newsletter aimed at keeping the 727 commercially viable for several decades to come.

offer The first exercise involves a link-up between Monarch Aviation of Miami and South Korea’s Samsung industrial group. This affiliation plan to stretch 727-100s to roughly 200 specs and an all economy capacity for up to 160 passengers. The planned conversion cost is around $A7m per aircraft though logically the greatest competition will come from the more than one thousand 727-200s which are nowadays obtainable for between $A7m and SA12, Additionally, Caldwell Aviation of the USA is discussing with various industry representatives of the PRC the viability of re-engining the 727-200 with two Rolls Royce RB211-5356 in place of the three JT8s. Work on a prototype is said to be already in hand while the conversion is expected to cost in the region of $A20m Whether or not this conversion would prove cost-effective, given the age of the original airframe in the first place, is something that appears doubtful.

The third scheme involves clearing the 727- 200 to full ICAO Stage II noise requirements by replacing the two external JTBs with later generation JT8D-219s as used on the MD-80 series twinjets. The number two engine would be retained and used in derated mode for takeoff to reduce noise signature and at around $A10m per aircraft might be considered as the most viable of the three in economic terms. It is hoped that a modified aircraft will commence test flying by the end of this year with FAA certification gained by late 1987.

 British Aerospace to Operate Flying Academy:

BAe is to operate a flying training academy from its Prestwick, Scot land facility. Prestwick is ideal for training with weather as good as anywhere in the UK, Daim BA na The college will cover flying training for the airlines with select military courses to follow Live in courses last sixteen months and will take sixteen students up to CPL Instrument Rated standards, a new course will commence every second month meaning that by the end of next year the facility will have nearly 150 students in training.

Since 1974, BAe has trained more than 1000 pilots for the Royal Saudi Air Force and converted another 10,000 pilots to BAe-manufactured military and civil aircraft. With Australia’s excellent weather and wealth of practical fight training expertise isn’t it a tragedy that something like this isn’t being undertaken here, earning us valuable export dollars and international prestige as a by product?