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The innards of the first 777 configured for flight testing is a far cry from how it will look in airline service
Newsdesk – Commercial Aviation
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Joint European Sst Research
Aerospatiale, British Aerospace and Deutsche Aerospace have signed a Memorandum of Understanding on a joint research programme with a view to possibly developing a second generation supersonic transport to succeed Concorde. Called the European Supersonic Research Programme (ESRP), the study will be funded equally by the three partners and will address key technological issues such as materials, aerodynamics, systems and powerplant integration. The assessment of technical and economic viability will be carried out jointly around a common configuration comprising a cruise speed of Mach 2, a range of 5400nm (10,000km) and a passenger capacity of 250 in three classes. Current research suggests a market for 500-1000 new generation SSTs exists providing a ticket will cost passengers only slightly more than a subsonic flight.
Rollback Strikes Another 146
The phenomenon known as ‘rollback’ has struck another BAe 146 jetliner in a similar manner to the incident involving an Ansett WA aircraft in 1992 when power was substantially lost on all four engines. The most recent occurrence involves a 146 operated by the Pacific East Asia Cargo (PEAC) aircraft operating on behalf of TNT Worldwide Express. The aircraft departed Singapore and entered unusually warm air near a tropical thunderstorm. This necessitated switching on the de-icing systems which operate from engine bleed air, as do the air conditioning and pressurisation systems. In circumstances very similar to those met by the Ansett aircraft, the four Lycoming LF502 engines suffered from rollback and lost power. The 146 was flying at 31,000ft when the incident occurred and was down to 2000ft before power was restored. As a result, a 25,000ft maximum operating altitude limit has been placed on 146s flying in conditions likely to produce ice until the phenomenon and its effect on the aircraft is better understood.
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Trent Ahead Of Schedule
Certification of the new Rolls-Royce Trent 800 turbofan – one of the powerplants on offer for the Boeing 777 – will take place three months ahead of schedule in January next year. The earlier certification comes as a result of Rolls-Royce achieving consistently high levels of results with the six development engines it is now testing. More than 400 hours have been logged and the engine is returning better than predicted fuel consumption figures. The Trent 800 will be certificated at 90,000lb (403kN) thrust although as much as 106,000lb (475kN) thrust has been recorded during testing. One of the development engines has recorded more than 500 simulated takeoffs and landings. The first Trent 800 customer is Thai International, which will take delivery of its first Boeing 777 in January 1996.
Government Recognises Aerospace
Governments are not usually very quick to recognise the benefits the aerospace industry can bring to a region, state or country, but Victoria has done just that. Recognising that aerospace and aviation is one of the key areas of Victoria’s economic recovery, the state has announced an industry sector grant of $800,000 to ASTA Aircraft Services (ASTAAS). The money is the second instalment of a $1.6m grant to ASTAAS for training and infrastructure, and it has already helped the company win a two year contract to service 10 Boeing 747s for Japan’s All Nippon Airways (ANA). The ANA contract is worth $52m and employs 300 people. This, and other maintenance contracts ASTAAS has won over the past six years (involving 44 Boeing 747s and three 707s so far) has placed the company in a pre-eminent position in its field.
Leasing Still In Doldrums
Airliner lessor Ansett Worldwide Aviation Services (AWAS) has warned that the downturn currently affecting the industry would not improve until at least late 1995, despite widespread predictions of a recovery this year. According to AWAB’s chief executive, Barbara Ward, many recovery expectations are wide of the mark, with major restructuring of some Japanese and European airlines looming. On the other side of the coin, there are signs that the crucial US aviation market is strengthening and that the demand-supply equation will soon stabilise.
The European Joint Airworthiness Authorities and the US Federal Aviation Administration have issued the Saab 2000 with its Type Certificate in late March and late April respectively. Certification paves the way for the first deliveries of the type to Crossair of Switzerland in the northern summer following crew training and final adjustments to the cabin. The Allison AE2100A (with a maximum output of 4000shp/2984kw) powered 50 seat Saab 2000 can climb to 20,000 feet in less than 10 minutes, and can fly in excess of 1000nm (1850km) with a full load. Firm orders for the type stand at 36, which includes commitments from local operators Hazelton and Kendell.
AWAB has recently suffered a setback by Brazilian airline Varig’s decision to suspend lease payments for its entire fleet, although this is expected to be sorted out quickly. Meanwhile, AWAS has shored up its own position by tieing up a $US360m funding deal for most of its 1994 deliveries with the US Export-Import Bank, an industry first. The idea was originally touted last year but its completion has been delayed by the complexities of the cross-border arrangements. The bank has agreed to initially support AWAS by providing a $US63m guarantee on a Bankers Trust loan, covering 78% of the cost of buying two new Boeing 757-200s. Assistance will also be provided in the acquisition this year of seven Boeing 767 and 757 twinjets worth $US383m.
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