Newsdesk Commercial Aviation

AWA’s success has been credited to its conservatively manufactured and easily maintained systems, technology transfers and long term economic benefits.

To help further its already strong position in the region, key AWA officials will be taking part in government ministerial-level trade missions.

 More Powerful Pratt:

Pratt & Whitney is investigating the development of a more powerful PW4000 for the Boeing 777B.

A proposed plan would involve derating slightly the current 84,000lb thrust engine, while the second more powerful (up to 89,000lb) engine would be developed to power the up to 268,000kg max takeoff weight 777B. The company is due to make a decision in the final quarter of this year whether or not to proceed with parallel development of the two engine derivatives.

Stretching the extra power from the engine would involve changes to the low pressure compressor, and improving the high pressure turbine.

 Airspace Model to Ease Congestion:

Australian designed software simulation technology looks set to play a large role in easing airport and airspace congestion.

The Melbourne based Preston Group has developed the Total Airspace and Airport Modeller (TAAM) which is designed to greatly increase the efficiency of airport and airspace management. The computer model is already in use in a number of busy European airports; Schiphol, Heathrow, Manchester and Brussels, while the Preston Group is relocating its marketing efforts to London, allowing it to better market its design to more than 50 key European airports, and others worldwide.

The Preston Group was formed in 1987 to commercially exploit technologies developed by the CSIRO, and has received marketing help from Austrade.

Commercial  Russia Backs Ulyanovsk:

The Russian government is to give the Aviastar Ulyanovsk Industrial Consortium considerable support and concessions as part of a new programme to identify and assist selected companies to become internationally competitive.

The Aviastar Ulyanovsk factory is the production sight for both the Antonov An- 124 freighter and the Tupolev Tu-204 airliner. The modern factory is one of the newest in Russia, and its management has already adopted an aggressive western style approach to sales and production, and the government’s could allow,if demand dictates, up to 40 to 50 aircraft a year to be assembled there.

Assistance for the factory includes funds for logistic support and the completion of plant construction, preferred loans for apartments for Aviastar employees, heavily discounted electricity and annual preferred loans to allow Tu-204 production to commence. In return for its support, the Russian government will gain a greater shareholding in the Aviastar joint stock company.

An in-depth feature article on the current state of the Russian aerospace industry appears on page 86 of this issue.

Scratches Caused 727 Engine Failure:

The cause of Ansett 727 VH-ANA’s engine fire emergency at Brisbane in July last year has been attributed to minute cracks in the first stage fan of the No 2 engine.

The Bureau of Air Safety Investigation (BASI) found that during the aircraft’s take-off from Brisbane, the 727’s centre P&W JT8D suffered a first stage fan disc failure, resulting in a ‘sudden and complete loss of engine power’. The aircraft was able to sub-sequently circle and make a safe landing at Brisbane, having shut down the engine and largely extinguished the fire. No passengers or crew were hurt in the incident or subsequent evacuation.

BASI found that while the aircraft was serviceable prior to the incident, the engine failed as a result of the fatigue cracking in the first stage fan disc. BASI concluded the scratches were created during the initial rough polishing of the rim to web radius (of the fan) during manufacture’ and that ‘subsequent finish polishing. . . had not removed all the surface damage created during the initial rough polishing process. The cracks on the fan disc were thought to have matured over a period of 700 to 800 cycles. The cracks were not discovered when the engine was last inspected in 1991 as they would not have been noticeable for at least another 300 flight cycles.

While noting that the incident was caused by the fan disc cracks, BASI also highlighted that Brisbane’s airport emergency plan was deficient and had not been exercised in 19 months, and that Rescue and Fire Fighting Services were inadequately educated about the location of airfield drainage ditches (a fire tender accidentally drove into a drain- age ditch) and that the ditches, despite be- ing ICAO compliant were difficult to see.

 767 Proves Engine Out Performance:

A China Southern Airlines Boeing 767 recently took off, circled and landed from Lhasa, Tibet using only one engine.

Lhasa’s Gongga airport is one of the highest and most challenging airports in the world, being 3542m (11,621ft) above sea level and surrounded by mountains up to 5000m (16,400ft) high. The unusual test was undertaken to meet a CAAC (Civil Aviation Administration of China) requirement for the demanding airport, and a similar test was performed with the 757 in 1991.

With CAAC flight safety and airworthiness staff aboard, the 767-300ER, under the control of Boeing Chief Pilot John Armstrong and Senior Instructor Roger Thompson, took off with one of the GE CF6’s retarded at the most critical speed, continued to climb, turned within the Gongga airport canyon and returned for a safe landing.

Following the growth in traffic to Lhasa, the test was necessary to allow China Southwest (which unlike China Southern does not yet operate 767s, but is due to receive two next year) to operate the larger twinjet on the route.

 Caa Checks Philippines Navaids:

A recently awarded contract has seen the Civil Aviation Authority’s Flying Unit perform navigation aids checks in the Philippines.

The Flying Unit’s F28 calibration aircraft plus crews and maintenance staff were expected to spend 10 days performing the work as part of the $280,000 contract.