Newsdesk – Commercial Aviation

Gulfstream and Sukhoi and engine manufacturers Rolls-Royce and Lyulka have also been cooperating on the development of a supersonic business jet since 1989. The project, if formally launched, is expected to cost the companies $US1bn in development funds to produce an aircraft with a unit price of less than $US50m. The engine would combine an RB211 or Trent core and control system with Lyulka fan and peripherals.

Allison is supplying 250C-208 engines to power the twin turbine powered Kamov Ka-226 utility helicopter, an export version of the Ka-126. Allison predicts sales of up to 600 engines over 10 years.

Rolls-Royce has signed with Kamov to supply RTM322 turboshafts for the 14 seat Ka-62R and sales of 200 aircraft are predicted from 1995.

The list goes on with Eastern Bloc nations seeking to obtain long out of reach technology and capitalist western manufacturers seeing the chance to get into new markets representing new sources of profit.

P&W and Rr Aiming for A340 Powerplant Supply:

Pratt & Whitney and Rolls-Royce are again competing to power the A340.

Both engine manufacturers have offered potential engine configurations for the higher gross weight A340-300 and -400 versions which are already on offer to several airlines, included United in the US. Pratt & Whitney is offering the PW2136 variant of the PW2000, with a baseline thrust level of 36,000lb. Modifications to the engine to reduce weight wall include the production of an all new comPosite nacelle to replace the standard Boeing 757 unit plus the use of lighter materials for some internal parts. The fan and compressor casings will both be made from lighter materials.

Rolls-Royce, who is offering its RB211-535e4, is also seeking to lighten its engine option to the tune of some 450kg. Like Pratt & Whitney’s engine, several important sections will utilise composite materials in their Construction. A lightweight -535 version should be available by 1996.

Airship Industries Deflates:

Airship Industries (Al) have ceased trading, effective 28 September, following a two week period of operating under receivership and being unable to find a buyer.

Al debts currently stand at about £50m (SA117. 75m), of which about 70% is owed to Alan Bond, the company’s chief shareholder, who rescued the airship manufacturer from collapse in 1984. Al’s chief asset is the intellectual property rights to airship technology an asset which remains in such demand that several companies had reportedly approached the receivers with a view to buying Al.

Al currently has a half share in a joint venture with Westinghouse to design and construct the Sentinel 5000 airborne early warning platform for the US Navy. Of the 20 airships now prepared for service by the company, however, just seven are actually in operational service. These include four in Japan, two in the US and one in South Korea.

Ilyushin II-90 Big Twin Unveiled:

The Soviet Ilyushin design bureau has unveiled its I-90 twin engine widebody airliner, which is aimed at carrying 200 passengers up to 13,000km. In configuration, the I-90 which is still only at the preliminary design stage-resembles a Boeing 767, but has winglets and advanced ducted prop type engines mounted under its high aspect ratio, super-critical-section wings. Several Soviet and Western engines are being considered for the aircraft, which will be cleared for ICAO Cat IIIC operations. Fuel burn targets have been set at 199 per passenger km over a 1,000km sector, representing a fuel consumption better than any comparable current Aeroflot type. The II-90 will also be aimed at long range routes and could ultimately provide direct competition for the 767ERS, MDC MD-11 and Airbus A330/340.

With the Soviet Union no longer left out in the cold with regards to Western technology and with several major engine manufacturers pushing for Soviet sales, aircraft such as the II-90 could indeed prove a potent force in the coming century.

More Quality Problems for Boeing:

Boeing commercial transports are yet again experiencing quality problems.

The US Federal Aviation Administration (FAA) has issued two emergency airworthiness directives (ADS) making it mandatory to correct possible landing gear problems in the 747-400 and a potential malfunction in the cargo fire suppression, systems of the 747-400 and the 767-300. In addition, Boeing is presently repairing – and may have to redesign the engine pylons of British Airways’ 767-3008 after cracks were found in six of the airline’s seven such aircraft.

The 747-400 landing gear problem was first revealed when a United Airlines aircraft was forced to make a nose wheel up landing due, according to the FAA, to a “missing bolt and nut in the mechanical linkage between the nose and body gear selector valve input quadrant”. Further FAA investigation revealed that the attachment nut of the input crank mechanism to the wing gear selector valve was also missing, though at least the bolt was in place. It was also revealed that Boeing had reported finding that a castellated nut had been installed without a cotter pin on an undelivered aircraft.

The FAA has also issued an emergency AD making it mandatory to follow a Boeing service bulletin calling for the inspection of 747-400 and 767-300 cargo compartment fire suppression discharge orifices, it being revealed that the nozzles on the equipment may have been incorrectly configured in at least five 747-400s. The 767-300 was included in the bulletin because it uses the same nozzle.

 Nsw Targets an Ace Campaign for Industry to Create New Markets:

Manufacturers in NSW who have secured appropriate accreditation in quality assurance are about to be targeted in an innovative campaign to tap into a worldwide market worth more than $US157 billion in the aircraft, defence and space industries.

The NSW Minister for Business and Consumer Affairs, Gerry Peacock, has launched the campaign to identify companies with production processes that could supply products to the aerospace industry. Companies involved in the supply of a vast range of materials, products, systems, processes, packaging, distribution and materials handling will be targeted.

Put simply, any company which has achieved AS1821, AS1822 and AS1823 (or now the AS3901-03) ratings will be urged to take part in the NSW Aerospace Creating Enterprise (ACE) Program. At the same time, the NSW Business and Consumer Affairs Agency will intensify efforts to increase the number of companies which have implemented World Competitive Manufacturing and Total Quality Management Programs of the National Industries Extension Service (NIES).

” is quite feasible, for instance, that a company now producing high quality machined parts and/or materials could modify its lines to supply quality and cost effective components to the civil and military aerospace industries,” Mr Peacock said.

“The market is huge-worth over $200 billion in total with $64 billion alone in commercial aircraft sales. Australia buys 2. 1% of world output, but only produces 0. 4%, and ranks at the bottom of the 13 most industrialised countries in terms of its production to market size ratio. ”

“Civil aerospace demand for products and services worldwide are already mammoth and will grow rapidly as aging aircraft fleets, componetry and systems require replacement. These are potential niches for the introduction of new players if we can effectively organise and promote our capabilities,” Mr Peacock said.

The mission of the NSW Business and Consumer Affairs ACE Program will be to awaken companies not presently involved in this activity to the wide range of opportunities existing in an expanding aerospace industry.

How Cruel Is Fuel?:

So asked Avmark, the international aviation marketing and management service, in September when the effects of the Iraqi crisis on fuel was already evident.

The answer: “Not as bad as you think!” According to Avmark’s figures, in 1989 fuel accounted for 14. 4% of total US airline costs. However, if fuel prices rose by 10% this only raises total airline operating costs by 1. 4%. A massive 50% increase would only raise overall costs by 7. 2%. Unfortunately, even though the added costs to airlines of fuel increases is relatively small, it is enough to wipe out the slender profits of even the strongest carriers, making it inevitable that price increases are passed on to the travelling public.

 V-One to Lease Valsan 727s:

Five major aviation and finance companies have acquired equal shares in V-One, a new company established to lease Valsan re-engined Boeing 7278.

The five companies – US companies Val- san, International Aircraft Services and Global Avionics, as well as Singapore Aerospace and Norway’s Ostlandske Stenexport – have recognised the potential of the reengined 727 in the commercial airline and freight sector. V-One has already committed

to buying two Air Canada 727-200s and have commenced flight testing of a leased Air Express Valsan re-engined 727 freighter fitted with winglets, an available Valsan option. While the re-engining itself is claimed to save 11% in fuel consumption over the original 727-200 operating economics, the wing-lets add an additional 5% saving, while a further modification, involving the thickening of the flap trailing edge, adds yet another 5% fuel saving – exceptional savings given the current high price of fuel and the proven longevity of the 727 airframe. (refer p. 4 Sept 90 AA)

At least 927 727-200s – the variant best suited to the re-engining program-are still in service; a market of 575 aircraft which are less than 15 years old is seen as realistic for Valsan modifications by the consortium.

 Pratts Developing Advance Technology Burner for JT8D Engines:

Pratt & Whitney is developing a new burner for its JTBD engine family which will enable airline operators to meet increasingly tougher environmental standards worldwide.

The advanced technology burner is expected to reduce oxides of nitrogen (NOx) by up to 25% of current JT8D levels, and hydrocarbons (HC) and carbon monoxide (CO) emissions each by up to 65% – all well below the emission levels set by ICAO.

The burner will be a single annular design, replacing the nine-can annular configuration on the current JT8D and JT8D-200 models. It incorporates burner and fuel system technology used in Pratt & Whitney’s higher bypass engines. The result is a more efficient combustion process, producing significantly less NOx, HC and CO emissions.

The annular design, with more than twice the number of burning zones as current JT8Ds, also results in a quieter engine. The advanced technology burner is scheduled to be certified by the FAA in mid 1993. The JTBD, legendary in the industry for its excellent reliability record, powers more than half the world’s transports. More than 13,500 JT8Ds are presently in service with some 350 operators around the globe.

 737 Gains Etops Approval:

The US Federal Aviation Administration (FAA) has granted approval for extended range twin engined operations (ETOPS) for the Boeing 737-300, -400 and -500 series of twin engined airliners.

The FAA 120 minutes ETOPS approval covers the entire 737-300, -400 and -500 fleet currently flying with CFM56-3 engines, nearly 800 airliners in all. The aircraft now join the 737-200 series equipped with JT8D-9/9A, JT8D-15/15A and JT8D-17/17A which already holds approval for 120 minutes ETOPS.

The 737-300 initially received 120 minutes ETOPS approval in November 1986, however this approval was withdrawn in July 1989 when the FAA issued an airworthiness directive to address concems related to operation in heavy rain and hail. The new approval restores 120 minutes ETOPS approval to the -300.

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 Deutsche Airbus East Bloc Study:

Deutsche Airbus (DA) has released the first published attempt by a major Western manufacturer to gauge the potential size of the newly opened Soviet and Eastern European markets.

According to DA, unless Western manufacturers enter into working joint ventures with their Soviet counterparts, just 125 of the 2,550 new 64+ seat airliners required by the Soviet Union over the next 20 years will be supplied by the West. Most of the current generation of Soviet airliners will need replacing within the next seven years; most new airframes will be Soviet manufactured, so only joint Soviet-West ventures will lead to substantial aircraft market penetration by Western companies. DA predicted also that of the aircraft to be ordered by Soviet airlines over the next two decades, most will be large widebody twin aisle aircraft.

Westem engine manufacturers apparently will not find selling their products to the Soviet Union as difficult a task. Engine technology is perhaps the area in which Soviet designers have fallen furthest behind, so Westem companies have a strong selling edge against their Soviet counterparts. Certainly the problems currently being suffered by Aeroflot, in which up to 100 commercial aircraft a day have been grounded in recent months due to engine or fuel problems, well illustrates this. Already sales of Western engines are proceeding, CFMI engines for instance looking likely to replace the less reliable and relatively inefficient Kuznetsov NK-86 engines in the overwise very promising 11-86 four-engine widebodies in service.

 Qantas Engines Set New Record:

For the second time, Qantas has achieved a world record for engine reliability on a Boeing 747 aircraft.

A turbofan engine on a Qantas 747 operated for 13,536 hours without removal. The Pratt & Whitney JT9D-7F, manufactured in the United States, was installed on the aircraft in 1986 after release from the Qantas Engine Overhaul Centre at the Sydney Jet Base.

The hours are the equivalent of 314 return trips between Sydney and London. When the original 747-2008 were introduced, the average high turbine life before need for removal was just 600 hours, or 14 return trips to London. Qantas also held a previous record for operation of a JT9D. In October, 1968, Pratt & Whitney granted Qantas an Achievement of Excellence award “in recognition of outstanding maintenance and engineering performance and workmanship. ” This award was for the world record-breaking operation of a JT8D-7F engine between 1984-88 which ran for 13,021 hours.

As of August, 1990, there were seven Qantas engines in the group of 11 longest running JT9D-7F engines in the world. Qantas is also to receive another Achievement of Excellence award for this new record.

Japanese Domestic Market Growth Continues:

Demand for domestic air travel in Japan is experiencing a steady growth, coinciding with an increase in sightseeing and leisure activities within Japan spurred by a continuing buoyant economy.

During the period April-June this year, domestic traffic in Japan grew by 12%, a direct contrast to the present situation in Australia. The increase follows on from a period of steady growth and the trend is expected to continue. Japanese airlines – such as Japan Air Lines which carried almost 25% of Japanese domestic passengers during 1989/90 are placing much emphasis on improving their domestic networks. JAL, for instance, after introducing a daily service between Hiroshima and Tokyo this year now has 20 domestic routes, seven being local services. It is seeking additional services but airport capacity restrictions are causing some problems.

All Nippon Airways (ANA) and Japan Air System (JAS) are also seeking to expand services. ANA is the leading domestic carrier with 53% of passengers while JAS carries 21%. Both airlines are continuing to develop new hub centres, JAS concentrating on Hiroshima and Osaka to improve its market position, with increased flight frequencies anticipated. Overall Japanese domestic passenger uplift was almost the same as that recorded in Australia during 1988, so for a nation of over 100m relatively affluent people, there is still a vast potential for growth.

 Fokker Increase F50 and 100 Performance:

Fokker has implemented programs which will see both the Fokker 50 propjet and F100 twinjet performance figures vastly improved.

An order has been placed with Pratt & Whitney Canada for 100 PW127 turboprop engines to power a new hot-and-high performance variant of the Fokker 50. The PW127 will provide 10% more thermodynamic power in takeoff than the standard PW1258 powerplant. An increase in maximum climb rate and maximum cruise will be approximately 5% better at sea level static conditions. The increase in takeoff power will be achieved by the use of a new, low pressure compressor with increased mass flow and higher pressure ratio, relative to the existing LP compressor. Externally, the PW125B and

PW127 will be similar to allow installation Interchangeability. Prototypes of the PW127 will be delivered to Fokker by late 1991.

Pratt & Whitney Canada is also offering the PW127 with a 10% increase in mechanical power. This engine will have a flat rating of 2,750hp as compared to the PW125B’s 2,500shp. It will be used to power a possible future stretch of the Fokker 50 which will accommodate 66 passengers. Current orders and options for the Fokker 50 total 140, with production of the aircraft being increased from two per month to 2. 8 per month to cope with demand.

Meanwhile, as from 1993 the Fokker 100 can be delivered with an increased maximum takeoff weight of 101,000lb, up from the present MTOW option of 98,000lb. The 101,000lb MTOW option variant will be powered by the Rolls-Royce Tay 650; some structural modifications are necessary. In 1993 an integral centre wing tank will also be introduced as a standard feature for the F100, replacing the current centre wing bag tanks. The new tank will save weight, increase fuel capacity by 170US gal and reduce lifetime maintenance costs. With the combination of increased MTOW and higher fuel capacity, maximum range of the Fokker 100 carrying 107 passengers will increase to 1,700nm. The order book for the Fokker 100 currently stands at 379 firm orders and options. The expected high demand for the Fokker 100 has led to a decision to almost double its production rate from the current 2.9 per month to 5.6 per month by 1993