Commercial Aircraft Sales

The French defence minister has told Dassault and Aerospatiale that they must open talks about a merger. Charles Millon has spoken about the need for national companies to have “critical mass” to withstand the forthcoming French defence cuts and increasing competition from the USA. There are some murky areas which would have to be cleared before any merger could be contemplated, a major one being the fact that Aerospatiale is government-owned and Dassault is privately owned. Aerospatiale, however, is in need of recapitalisation, while Dassault is well cashed up.

There have been two previous failed attempts to force the two companies to merge, while only last December Dassault president Serge Dassault stated he had no intention of merging with Aerospatiale saying “we have nothing in common”. McDonnell Douglas employees install wiring, tubing and other parts to the prototype MD-95 100-seat jetliner at Long Beach. The first prototype (a converted ex-Eastern Airlines DC-9-30) should fly next year, with deliveries of the first production aircraft to ValuJet in June 1999.

Jsx Cuts Prices

JSX, the British Aerospace division responsible for managing the fleet of leased Jetstreams and other turboprop regional airliners in which the company has an interest, is planning some aggressive pricing to get idle aircraft back into the air. JSX currently has 482 aircraft on its books including 289 Jetstream 31s and Super 31s, 54 Jetstream 41s, and 49 ATPs. In January this year, about 20% of the overall fleet was idle.

JSX is modelling its campaign on that of its associate, Asset Management Organisation (AMO) which handles the 110 leased BAe 146 jets in which the manufacturer has a financial interest. AMO has succeeded in placing its entire fleet of 146s with operators three years after many were sitting idle. BAe’s total financial commitment on lease financing is over $A6bn. Both JSX and AMO plan to start moving aircraft off BAe’s books by selling rather than releasing them where possible. Another influx of Jetstreams can be expected soon as major operator AMR Eagle leaves the 19-seat market. Corporate owners are being targeted by JSX’s sales teams as well as small regional operators.

New Ct-7 Variants

Two new, higher-performance versions of the General Electric CT-7 turboprop engine are being developed. The first is the CT7-9+ which will be certificated later this year and is intended for aircraft currently powered by the CT-7, offering improved hot and high performance as well as the potential for increased operational weights. The engine powers the Saab 340, CASA IPTN N-235, and Let 610G. The more powerful CT-7-11 is expected to be available from 1999 rated at around 1950shp (1455kW). It features an advanced axial/centrifugal compressor. A growth programme has resulted in a new centrifugal compressor stage being added to the basic CT-7 to produce an extra 100shp (75kW) takeoff power.

Faa Extends Icing Rules

The US Federal Aviation Administration is planning to introduce new rules for the operation of turboprop airliners in icing conditions. The move follows the crash of an American Eagle ATR 72 in October 1994 and the subsequent investigation. Although the findings have yet to be published, extensive testing by the FAA and the ATR 72’s manufacturer have shown icing-induced aerodynamic aileron lock can occur in severe freezing rain or freezing drizzle. US operators of ATR 42s and 72s have fitted larger wing leading-edge deicing boots to their aircraft.

The result of all this is the planned issue of an Airworthiness Directive (AD) in May which will ban all turboprop regional airliners in the USA from flying in freezing rain and limits the use of flaps and prohibits use of the autopilot when ice forms aft of the wing deicing boots. Many types are affected: ATR 42/72, Beech 99/1900, BAe 748 and ATP, Cessna Caravan, CASA C-212 and CN-235, DHC Twin Otter, DHC Dash 7 and Dash 8, Dornier 228/328, Embraer’s Bandeirante and Brasilia, Fairchild Metro, Fokker F27 and 50, Jetstream 31, Super 31 and 41, Saab 340 and 2000, and Shorts 330/360.

New Regional Twinjet

Aero International Regional (AIR), the recently established European consortium, is planning to develop a new regional twinjet. Provisionally called the AIR 70/82, the new airliner at the moment is a four-abreast 70-92 seater (depending on fuselage length) with a maximum takeoff weight of less than 31,750kg (70,000lb) in order to comply with US regional carrier requirements. The project is only in its very early stages at the moment and the manufacturer sees a market for 400-450 70-seat twinjets by 2010.

McDonnell Douglas, Northrop Grumman, and British Aerospace have unveiled their entry into the Joint Strike Fighter (nee JAST) competition to find a stealthy multirole fighter for the US Air Force, US Navy, US Marines, and UK Royal Navy. The new MDC-led design features thrust vectoring for pitch and yaw control and lacks vertical tails. According to McDonnell Douglas, the benefits of this design include improved manoeuvrability, particularly at low speeds, reduced drag, and increased range. The JSF will be built on the one production line in conventional takeoff, carrier, and STOVL forms. Two of the three competing JSF designers (the two other competitors are Lockheed Martin and Boeing) will be selected to build two demonstrator aircraft in October this year, with a winner due to be announced in 2001. Service entry could be as early as 2008. If built, the AIR 70/82 will be the Aerospatiale, Alenia, and BAe consortium’s first new design. Development of a possible in-house competitor, the ATR 82 turboprop, has been put on hold.

Hdh Reorganisation

In order to optimise its efficiency and expand the business of the BTR Aerospace Airframe and Engine Service Group in the Asia-Pacific region, the management of Hawker de Havilland Repair and Overhaul organisations has been integrated with Hawker Pacific. HdH Repair and Overhaul general manager Andrew d’Apice is now responsible for all airframe repair and overhaul operations; Hawker Pacific director Ian Blackie is responsible for all turbine repair and overhaul operations; and Hawker Pacific director David Bell is responsible for all aircraft, helicopter, and equipment sales plus general aviation spare parts distribution. The Hawker de Havilland manufacturing business, including Systems Engineering, remains part of the BTR Nylex Industrial and Aerospace Group.

Saab Sales Up

Saab had a good 1995, with sales and deliveries of its 340 and 2000 regional turboprops up over the previous year. Combined orders for the two aircraft reached 36 in 1995 as against (only six in 1994) while 35 aircraft were delivered compared with just 14 in 1994. By the end of the year, 373 Saab 340s were in service with 35 operators around the world. The 340 accounted for most of the new orders during 1995, with contracts received for 31 new aircraft. Fifteen were delivered. During the year, the Saab 340 achieved the milestone of completing more than five million revenue flights.

The Saab 2000 completed its first year of revenue service in 1995 with 25 aircraft in service with five operators and 35,000 flight hours logged. Firm orders were received for five 2000s during the year and 20 were delivered to Crossair, France’s Regional Airlines, Deutsche BA, Air Marshall Islands, and General Motors.