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Construction is now well advanced on the first Embraer EMB-145 50 seat jet airliner. The major sub assemblies of the prototype are pictured here prior to mating, while the wings were joined in late February. This first prototype is currently due to roll out and fly for the first time mid year, with initial deliveries in 1996. Embraer has 13 firm orders (including four from Flight West), eight options and 127 letters of intent for the oft delayed regional jetliner. (Embraer)
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Ge Engine For Crj-X
The General Electric CF34-8C engine has been selected to power the proposed Canadair CRJ-X 70 passenger regional jet airliner. Rated at 13,000lb (57.8kN) thrust, the CF34-8C is an extensively upgraded version of the engine which powers the current 50 seat Canadair RJ. The CRJ-X is currently undergoing market and engineering studies and a decision on its launch will be made once these are completed. Compared to the RJ, the new aircraft features a lengthened fuselage, modified wing and enlarged tail surfaces, as well as the more powerful engines. The RJ is in turn a stretched development of the Challenger corporate jet.
Saab And Scania To Separate
The Saab-Scania group will split into two separate companies in May this year— Saab AB and Scania AB — both companies remaining 100% controlled by current owner Investor. The ‘new’ Saab will comprise five product companies: Military Aircraft, Dynamics, Training Systems, Aircraft and Combitech. The new organisation is being implemented for better concentration of operations thereby strengthening the competitiveness of each company.
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Pratt & Whitney’s Big Mover
Pratt & Whitney is to extend its product line by launching a 98,000lb thrust (436kN) version of its PW4000 turbofan, the PW4098. The PW4098 adds to the existing family of PW4000 engines with thrust ratings of between 52,000 and 84,000lb (233 to 376kN) and fan diameters of 3.7, 3.94 and 4.41 metres (94, 100 and 112 inches). A 90,000lb (403kN) thrust version will be available next year.
The PW4098 features the 2.84m (112in) fan and modified aerodynamics plus an additional single stage to the low pressure compressor. It will enable Boeing to plan future versions of its 777 widebody twin with a maximum takeoff weight of up to 299,400kg (660,000lb), allowing a fuselage stretch to carry up to 450 passengers. If built, this stretched 777 will be about 3m (10 feet) longer than the four engined 747! The 777 has meanwhile suffered some glitches in its flight test programme — two cabin decompressions due to failure of an air conditioning duct valve among them. Until an investigation into the latest incident is completed, all six test 777s are restricted to a maximum altitude of 25,000ft (7600m).
J41 On A Roll
British Aerospace’s Jetstream 41 regional turboprop had a highly successful 1994, securing 102 orders and options, or 59% of the 30 seat market. The aircraft continued on its merry way in 1995, with Canadian operator Air Atlantic ordering 10 J41s to replace its current fleet of Dash 8s. The Air Atlantic contract brings the total J41 order book to 139 orders and commitments from nine operators in seven countries. Deliveries had reached 38 by March 1995.
Mdc Back On The Block
A high level team of McDonnell Douglas senior executives visited Australasia during the reporting period in an effort to re-establish a presence for the potential sale of MDC jetliners in the region. Headed by MDC chairman John McDonnell and regional sales director Jim Hennessy, the object of the visit was to meet with senior airline executives from Qantas, Ansett, AWAS and Air New Zealand, plus specialist aviation media.
MDC once had a big civil presence in Australia with both TAA and Ansett being long time DC-9 operators. Today IPEC operates two DC-9 freighters while AWAS owns a number of MD-80s which are leased to overseas airlines, including TWA. Over the past five years the company has all but disappeared image wise with not even a token PR presence to fly the corporate flag. Obviously if you don’t market, advertise and professionally support a product you will not sell it and this is an overdue fact that has now been clearly understood by MDC at the highest levels.
The MD-11 has already achieved considerable sales success in Asia while 1996 versions will for the first time have a max payload range equal to that of the 747-400, something that would not go unnoticed by Air NZ, Qantas or Ansett.
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