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Issue 121: September 1996
777 Options Studied
Boeing is studying new ‘next generation’, very long range versions of its 777 widebody twin based on the yet to fly stretched 777-300. The ‘777X Working Group’ is looking at four new models: two increased weight -200X variants and two shortened developments of the -300, at the moment known as the 777-100X. They would accommodate 300, 275 and 250 passengers, respectively, in three classes and carry them over ranges of between 7625nm (14,100km) and 8420nm (15,600km). Engine thrust requirements range from 90-98,000lb (403-439kN). If these projects go ahead they could be launched as early as the second quarter of next year with an in service date of mid 2000, although some within the company suggest that the resources devoted to other projects (notably the 747X and stretched 757) might mean the new 777s are put on hold for the moment.
Fokker Division Sold
Fokker Aviation, the support, maintenance, repair and components manufacturing division of the bankrupt manufacturer has been sold to Dutch company Stork for approximately $A225m. The sale is seen as being a logical extension of activities, which revolve around industrial technology. Fokker Aviation comprises two sectors: Fokker Services (technical support, maintenance and repair, including spares for Fokker aircraft worldwide) and Fokker Industries (components for the aerospace, defence and other industries). It employs some 2400 staff and is expected to turn over about $A450m this year. Stork employs 20,000 people and recorded a net profit of about $A81m in 1995. It is not known if a project Fokker Aviation was working on before the takeover – re-engining F28s with GE CF34 or RR Tay engines so as to meet Stage 3 noise requirements – will be continued. Fokker Aviation is separate from the aircraft manufacturing business, which is also for sale. As reported in last month’s Australian Aviation, an approach to buy the aircraft line has been made by Russia’s Yakovlev.
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Rolls-Royce/Boeing MoU
Rolls-Royce and Boeing have signed a Memorandum of Understanding covering the development of Rolls-Royce powered major derivatives of the 747 airliner. For these new aircraft (at the moment known as the 747-500X and -600X) and high capacity designs being considered by Airbus, Rolls-Royce is offering the Trent 900, a low risk derivative of its latest large turbine family. The Trent 900 will be based on the Trent 800, now in service on the Boeing 777, and will use the same fan, accessories and dressings plus many common structural components. It will incorporate some technical changes aimed at optimising fuel efficiency, performance and emissions characteristics to match the new 747 family’s requirements. Certification of the new engine is planned for December 1999 with entry to service following in late 2000.
Controversial ATR 72 Crash Conclusions
The release of a US National Transportation Safety Board (NTSB) report into the crash of an American Eagle ATR 72 turboprop airliner near Chicago in October 1994 has raised the ire of the aircraft’s manufacturer. The accident occurred when the aircraft rolled and crashed following a build up of ice which disrupted airflow over the wings, causing the ailerons to start a rapid uncommanded movement. The NTSB levelled some serious charges at ATR, saying the manufacturer knew of control problems but failed to completely disclose them, that the French Directorate-General for Civil Aviation inadequately supervised the aircraft’s design and that French safety officials failed to share safety information related to the accident by failing to aggressively pursue icing problems with ATR aircraft after they were detected. According to the NTSB, the accident might have been averted had the FAA adopted a series of 1981 recommendations for more icing tests during certification programs. ATR has responded aggressively to the NTSB’s conclusions, describing them as “inaccurate and incomplete as they focussed only on some aspects of the accident”. The manufacturer has rejected the charge of failing to disclose information about the effects of freezing drizzle and freezing rain conditions on aircraft performance. It says that all such information which was known by ATR was passed on and that the company’s strong and responsible record of assessing the impact of these severe icing conditions on the ATR has been ignored.
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