FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1981
1981 - 3348.PDF
Italy's aerospace industry the helicopter relying on small size, speed and manoeuvrability for sur vival. Licensed production of the Martin Marietta mast- mounted sight is one of the major tasks scheduled for OMI—the newly acquired Agusta electro-optics manu facturer—although the market is uncertain with the demise of the US re quirement for the scout version of the A.129. Whether the Italian forces will require both scout as well as attack heli copters is an open question. One thing that is looking more certain, however, is the retention of the Rolls- Royce Gem as the standard powerplant. Piaggio will licence-assemble the Gem in Italy, as it does the Viper for the MB.339A. The Ly coming LTSlOl is still very low in the popularity ratings around Milan. Mockup of the Agusta A. 129 Mongoose for the Italian Army IN BRIEF Agusta helicopter pro duction Agusta builds the world's largest range of helicopters, with the yearly production rates split as follows: light helicopters A.109 and AB.206)—110-120; medi um helicopters (AB.205 and AR.212) — 90-100; and heavy helicopters (SH-3 and CH-47)—16. AB.205 Widespread sales have been made in Africa, the Middle East, and the Mediterranean area. Basically a UH-1H, it followed the AR.204 (UH-1B) into production after 1971. CH-47 Agusta has sold more Chinooks in export markets than Boeing (nearly 190).-Recent con tracts are with Egypt (15), Greece (10), and Tanzania, whose aircraft are still to be delivered. Agusta does not expect to build the 234 civil Chinook, but is likely to replace the CH-47C with the improved D model at the end of 1982. Composites 767 carbonfibre experience attracts other offers Naples — Aeritalia is pro ducing 2-3 shipsets a month of Boeing 767 com ponents, and the produc tion rate will increase next year. The company has a 15 per cent share in 767 design, development, and production, covering fin, rudder, elevators, wing leading-edge slats, trailing- edge flaps, ailerons, and radome. Each shipset is worth $750,000. Composites comprise about 25 per cent by weight of Italian 767 components— rudder, elevators, ailerons, outboard flaps, and spoilers —making Aeritalia one of the largest users of aero space carbonfibre. The rudder, 9m high and with a maximum chord of 3m, is the largest all-composite structure in production to day. The Italian Government has pledged $1,500 million support for the 767 pro gramme, covering research, development, and produc- Carbonfibre components for the Boeing 767 4tEiK:::,. ;* tion facilities. This money is only now becoming avail able, Aeritalia having had to finance the buildup of production to meet Boeing deadlines. Payment for the components will begin when Boeing delivers the first 767 to its customer in 1982. Aeritalia's transport air craft group is centred on Naples, and has an impres sive range of facilities built specifically for the 767. The main plant at Pomigliano d'Arco houses 55 numeric ally controlled machines, 19 installed for 767 work, par ticularly for the all-metal fin. There is a new semi automatic chemical milling facility, mainly for 767, but also for G.222 components and McDonnell Douglas DC-9 and DC-10 fuselage panels. Particularly impressive is the bonding facility, recently doubled in size. There are two clean rooms, one for carbonfibre and one for hybrid composites, such as the Kevlar-skinned out board flap trailing edge. Layup is manual, although Aeritalia has ordered a Gerber automatic cloth- cutting machine: Boeing has specified woven cloth rather than unidirectional tape for 767 carbonfibre 1256 FLIGHT International, 24 October 1981
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
