Stop Press & Asian Aerospace Update

No specific details have yet been released except that the aircraft will be somewhere in the 50-100 seat class. Both turboprop and jet options are being examined with development cost estimates ranging from $US350m to $US9bn. Also still to be decided is which of Korea’s largest industrial groups will make up the consortium. Contenders such as Samsung, Daewoo and Korean Air are already working together on some projects, for example the Korean F-16 programme.

Korea has also approached other countries in the region to form a kind of ‘Asian Airbus’ consortium, but with little success to date. As a result, technical cooperation with foreign companies such as BAe, Saab or CASA will most likely be sought for the regional airliner project.

Atr Selects Allison Power:

Although not yet formally launched, the Franco Italian Avions De Transport Regional consortium has announced its planned ATR 82 80-86 seat regional turboprop will be offered with Allison AE2100 turboprop engines.

ATR estimates the Allison powered ATR 82 will be capable of cruising at up to 330 knots (610kmh), some 40-60 knots (74- 110kmh) faster than the current shorter fuselage ATR 42 and ATR 72 which are powered by Pratt & Whitney PW120 series engines. The AE2100 will be heavily derated from 6000shp to around 3650shp in the ATR 42.

ATR has also been looking at a turbofan powered version of the ATR 82 offering a cruise speed of 380 knots (700kmh) but most of the surveyed airlines have indicated they prefer the lower operating costs of a turboprop.

Locally, ATR has also appointed Hawker Pacific as its regional sales agent. A good move as ATR has been unrepresented locally for some time and really needs a revision of the flight attendant/ number of seats ruling in order to make the 42 seat ATR 42 competitive locally.

It used to be that you required a second FA after 36 seats, this was amended to 38 operates its aircraft mostly in a 35 seat arrangement. If Hawker Pacific can get the ATR 42 certificated for single FA operation then it would reduce the cost of operation of each aircraft by around a quarter million dollars annually, a not insignificant sum where margins are always wafer thin

Israel Markets Antonov:

Israel Aircraft Industries (IAI) and Antonov have joined forces to market an upgraded version of the An-72P maritime surveillance and patrol aircraft. The first aircraft has already been publicly displayed at Asian Aerospace ’94.

The basis of the arrangement is that Antonov will supply the airframes which will then have Israeli systems installed. These include Elta ELM 2022A airborne maritime surveillance radar, Elop long range day/night observation system, Elisra electronic warfare suite and various weapons options including the IAI Griffin laser guided bomb.

IAI has several other projects with former Soviet Bloc countries in progress including MiG-21 upgrades and the development of a new business jet in partnership with Yakovlev

South Korean-Russian Jet Trainer:

South Korea is working towards getting involved in the next generation of jet trainers with two companies establishing links with Russian design bureaux which are developing designs to meet a Russian Air Force requirement.

Hyundai is working with Yakovlev and Aermacchi on the Yak-130, while Daewoo is teaming with Mikoyan on the MiG-AT. The MiG aircraft will have a wing of composite construction and this will be built by the Korean partner, while Sextant Avionique of France is to provide the avionics suite.

The new trainer will replace the Czech built L-39 in Russian service and the winner is expected to be announced soon because the need to replace the older aircraft is becoming urgent.

Meanwhile British Aerospace has proposed a new development of its Hawk family to fulfil South Korea’s KTX-II light attack and advanced jet trainer requirement. Samsung Aerospace is responsible for systems integration of the KTX-II programme no matter what aircraft is chosen, and BAe has proposed Samsung participate in co-development of the aircraft. Major changes to the Hawk would involve a fuselage stretch, upgraded cockpit and increased weapons capability, improving its close air support ability. A Hawk development to fit the KTX-II requirement is believed to have an estimated cost of $US1bn, whereas an indigenous design. would cost around twice as much and would have a considerably later entry into service date.

Samsung has been working on KTX-II well. A number of configurations are being studied, with the design work due for completion in 1995. A single engine twin fin configuration model of the KTX-II was displayed at Singapore, while other possibilities include twin engine and single arrangements.

Dasa Looks to India

Keen to continue the links it has established in India with licence production of the Dornier 228 utility turboprop, Deutsche Aerospace (DASA) is now promoting the larger Dornier 328 in the subcontinent as a replacement for the Indian Air Force’s fleet of Hawker Siddeley HS. 7488.

DASA has been actively promoting the 328 in the Asia Pacific region recently with a visit to India starting a seven week marketing tour which included Australia in early March and the Asian Aerospace ’94 show. As reported in Australian Aviation last month (p7), DASA is looking at moving production of the 228 and 328 out of Germany to counter high production costs at home. China has already been touted as the new home for the 228.

Bmw-Rr Br-715 Selected for MD-95:

McDonnell Douglas has chosen the BMW Rolls-Royce BR-715 turbofan as the powerplant for the as yet unlaunched MD-95 short range regional airliner.

The 20,000lb (89. 6kN) thrust BR-715 has been chosen to power all three proposed variants of the MD-95. The MD-95 is designed in part as a replacement for ageing DC-9-10s and DC-9-30s which do not comply with Stage III noise regulations and would seat between 100 and 122 passengers. If launched in the near future (Doug- las officials hope for a launch by year’s end) the MD-95 would enter service in 1998, a date many observers believe to be to late to gain a significant proportion of the Stage II replacement orders. (Under US FAA rules, all US registered aircraft must be stage III compliant by 1999). MDC has estimated a market for as many as 500 MD-958.

The BR-700 series has already been selected for the Canadair Global Express and Gulfstream V ultra long range business jets. It is expected to be certificated in 1997.

Taiwan Talks to Boeing Over 100 Seater:

Taiwan is going for third time lucky in its attempts to find an international partner with which it can collaborate on the design and manufacture of airliners.

Following failed talks with McDonnell Douglas with the 747 sized MD-12, and talks with British Aerospace on the Avroliner family now not expected to come to fruition, Taiwan Aerospace Corporation is now in discussion with Boeing over a possible new 100 seat jet airliner project. A new joint venture with Boeing plus possibly Japanese and even mainland Chinese partners could develop a new 100 seat jetliner, or a similar sized derivative of the current 737.

A Lockheed proposal meanwhile may see Taiwan involved in the manufacture of the Swearingen SJ30 light business jet. The proposal is part of Lockheed’s commitment to provide offset work to Taiwan in return for that country’s F-16 order, Swearingen has been unable thus far to find finance for the SJ30. Involvement from Lockheed and Taiwan could see the SJ30 manufactured in part or either completely in Taiwan.

 Longer Legs for Regional Jet:

Canadair has launched an extended range version of its Regional Jet, known as the Series 100LR.

The Regional Jet 100LR will have a range with full payload of 3500km (1890nm), a 640km (345nm) increase over the baseline model. The longer range is a result of a 900kg increase in the aircraft’s maximum takeoff weight.

Austrian carrier Lauda Air has become the first airline to order the 100LR, converting six existing Regional Jet options to orders for the new variant, while certification is expected by mid year. Existing Regional Jets can be converted to the new standard.

Other changes to the Regional Jet fam- ily announced include a faired wing leading edge to eliminate the notch at the wing break and ensuring a clean transition between the two wing sections. This modification is expected to improve field performance by almost 8%, while a new takeoff flap setting will improve climb performance in hot and high conditions.

In other Regional Jet news, Lauda Air and Lufthansa will from March 27 operate flights using three jointly owned RJs out of Austria to seven European cities (Vienna to Brussels, Geneva, Manchester, Munich, Stockholm, Barcelona and Madrid). Under the joint service agreements, Lauda Air will be responsible for flight operations, passenger handling and aircraft maintenance, whilst Lufthansa will take care of route planning, marketing and check-in of passengers at destinations outside of Austria.

New Lycoming Engine Family Launched:

Textron Lycoming has launched a new family of turboprop, turbofan and marine engines based on its LF507 turbofan (which powers the Avro RJ series).

A common core will provide the basis for a family of turbofans with thrusts up to 14,000lb (62kN), and a series of turboprops up to 7500shp (5600kW). The first engine due to be developed will be the LP512 turboprop, its core is due to tested by year’s end, while a complete engine unit is expected to be ready for testing some time next year. The LP512 is tar- geted at the ATR 82 high speed commuter, although ATR has provisionally selected an Allison engine (refer separate story). The LP512 will have the same configuration as the LF502/507 and the earlier T55 turboshaft which powers the Chinook helicopter, but its new core will turn faster and handle a higher airflow and have an increased pressure ratio.

The LF512 turbofan will differ in having an additional supercharger stage in the low pressure compressor, while the low pressure compressors stages will be greater in diameter. The fan meanwhile will be of wide chord design.

New Chinese & Canadian Projects:

Canada’s Venga Aerospace and Can-Aero, and China’s Baoshan Iron and Steel have signed a new joint agreement to development and manufacture a military jet trainer and light attack aircraft, and a turboprop powered sport aircraft.

The aircraft involved are the Venga designed TG-10 Bushfire two or single seat advanced trainer and counter insurgency aircraft, and the low wing turboprop powered Timberwolf. The Bushfire was designed in the late 1980s, and a General Electric J85 powered prototype is now un- der construction in Montreal. Work is due to start on a second partially Chinese funded prototype this April, and this aircraft would serve as a template for series production.

The Shanghai based Baoshan Iron and Steel will manufacture the aircraft, while Can-Aero has been specifically formed to finance and market the aircraft. Venga claims the Bushfire would cost just $US3m, 60% less than its cheapest competitor, and could be powered by either the J85, Pratt & Whitney JT15 or Rolls-Royce RR680 Adour.

The TG-10 is similar in configuration to the Northrop F-5 series, but with a single engine and twin vertical beaver tails and is smaller. Design top speed is 900kmh (485kt)and range 1760km (950nm).

Hughes Proposes Joint UK/ USA Amraam Development:

Hughes aircraft has proposed teaming with British Aerospace to developed a hybrid rocket and ramjet powered version of the AIM-120 AMRAAM to meet US Air Force, Navy and Royal Air Force requirements.

The new AIM-120 derivative would engage a 9g manoeuvring target at the periphery of its operating range, while the hybrid powerplant would allow it to meet RAF and USN requirements for a 100km (55nm) effective range.

BAe participation in this derivative would also effectively eliminate AM- RAAM’s closest competitor, the European S-225X, a programme on which BAe is a leading member,

Extended Range MD-11 Offered:

McDonnell Douglas has introduced a new extended range version of its MD-11 trijet, known as the MD-11ER.

The maximum full passenger range of the MD-11ER will be 7210nm (13,360km) an increase of 480nm (889km) over the standard model. The increased range is a result of aerodynamic improvements and reduced structural weight and a new maximum takeoff weight of 288,420kg (635,500lb) up from the standard 283,980kg (625,500lb), allowing a greater fuel load to be carried. Additionally, instead of increased range, the greater maximum takeoff weight can be used to increase the MD-11’s payload by 2725kg (6000lb).

Other improvements include greater breaking ability and reduced approach noise, and McDonnell Douglas says the MD-11ER will meet any future Stage 4 noise levels. The MD-11ER will become available from early 1996 in all current MD-11 configurations.