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Aviation History
1983
1983 - 2233.PDF
AIR TRANSPORT )HC upgrades performance remain the same. Apart from having new engines, the stretched aircraft will be fitted with new lift 3in-diameterpropellers. These will make extensive use of composite structures, and blade aerofoils will be modernised to enhance per formance and noise character istics. The blades will have Beta control for steep approaches, and automatic blade feathering and reversing for short-field braking. DHC has not yet decided how many blades each engine will drive. Nacelle design will be smoothed out, with no "rams' horns" sticking out above the engine, but the rear lower part of the existing Dash 7 nacelle will be retained. An APU will be standard fit; this will be installed in the starboard outer nacelle. So far DHC has concen trated its Dash 7-300 market research on airlines which are not currently among its customers, trying to assess what they would like from a large turboprop aircraft. It has initially taken this approach for two reasons, according to Arthur Toplis. First, as already stated, jet economics will become increasingly unattractive on sectors up to about 300 n.m. because of rising fuel prices, predicted to climb sharply again before the end of the decade. Secondly, as airports become increasingly move ment-congested, authorities will be forced to consider taking pressure off the main runways by allowing what DHC calls separate-access landings by Stol commuter aircraft. In such systems, a commuter aircraft would land on an intersecting runway at the same time as a jet landed on the main runway. Tight, curved approaches would be flown by the commuter aircraft using RNav and MLS aids, allowing good sepa- WWLGAO-RMieS |IS« .• •/,•, • i .'•: : l^itid& Msssi»H!» ptfiftsA IS.MKilb 84 Utasimam it/ml W,@mXb Brags, ttsWiisiifSpipiilHIiliifc: p-ases^si«Si- 800 n.tr> Wmtm m&m mm •»uai/fS3¥is«MS 1,000 n.m./l 3,000*1 H»i '» >M-«»' ISKWI . ilocfc Stwi : ..4,6601b- ftessrww .' ; : :- 2,803fe rations in terminal area airspace, the maximum use of that airspace, and taking pres sure off air traffic control. Operators such as Ransome and Henson are already demonstrating the feasibility of this technique with their Dash 7s at Washington National Airport. National, where only one main runway can be used at any one time, possibly suffers more than any other US airport in terms of runway-traffic pressure. Separate-access landing will allow more arrival slots to be fitted in. DHC's marketing team has calculated that current separate-access landing possi bilities at major US airports would allow the replacement of 125 short-haul jet aircraft by large Stol turboprops by 1990. The rest of the world could account for 45 more. At the same time, DHC reckons that at least 30 larger turboprops (such as YS-lls and Convair 580s) now in service with major airlines will need replacing. So the total separate-access landing and major airline turboprop replacement market comes to at least 200 aircraft by 1990. j Major Dash 7 struclural configuration retained New propellers and higher power engines New engine mounts and extended nacelles IllUli jgm _-3it -111 Strengthened wing structure •ntre section modifications ' f I Cl^fl ^ Forward located airstair door Dash 7 Series 100 outl; - Fuselage extensions ma: •n ° 'prated nose and main gear i • inoooa This diagram illustrates the Dash 7-300's extensive similarity with the existing Dash 7-100. Parts of the nacelles are new, as is some of the wing centre section, but existing wing planform is retained. The interior of the wing will be strengthened, as will the fuselage. The main passenger door (incorporating airstairs) is relocated forward to facilitate ground handling CRUISE PERFORMANCE AT - MGW ,, .^.„ j Speed :IO,lXA . ,, .... ,-,..,,,-. i Spesri , - ic range 2 78^1 TAS II:IM ": •MSi . Tfit, 147 rn/lb AT MGW 7»ks«m (=c_"tCT,H »SA| Taka oh tPej >„* <el, 90 ti Ls' ids*m (Sea ^ oi )3 ^t Landing jSea level, ISA, ste^p:;approach|::;::; 3,06 3,30 2,5* 2,3S0ft ENGINE FAILED CLIMB AT 0-95 >c MOW e Off WAT limit. „«. „ J IS A ,A + 15'C 16,00 iS.OOOfi ^iOft/min) i ISA (ISA + 1 5*C 19.500K .- ,Jjf v ««-£»«• n-Wl', C »rn--TV»M-i"K* -i0lB,OOOftIDis!mes To -EW^niTme f^llitanee: ; 31 ii >0~i>n 95 n.m. BAuiC WECIRLATIC^S Si "'':'"' ; ::£Swsrill::ii*rap^ : -0¥*8r&ti;HiP#st :; ^r.<mf'*ri s^9-;^r^*sf Cnbwt p.TV5KC rJiffiS; : rlpKrayrn i^fc© <nt i 93 99 28^ 2ft 84 ;: i r? p.i.' 57,2SO» i'*-!*!-* sim S^-sJirv u^ ^^ *>s K> r0l> efe, i-aun .«"sts ,'J wijnjs j 0,2r>^ fo»txmTtum fed o^'^tv S""V9fiii'Wt' ^i*4 off i »*.(.. -ummrn • yi £V3££to *&m-*sw • if. 5001b • lO.OOQfc' PW1-1B:' 1.E 11-2 FLIGHT International, 17 December 1983 This does not take into account the possibility that large airlines may replace jets with turboprops for fuel- economy and traffic reasons. According to Toplis, DHC would easily exceed break even on the Dash 7-300 if it sold 200. But now it is ready to begin its third intensive market research effort, directed at the growing regional carriers—those air lines whose business Fokker and BAe are also competing for strongly. Toplis reveals that DHC may eventually stretch the Dash 8 to make it a 50-seat direct competitor to the Fokker 50. The Canadian manufacturer's ideal is to have a wide range of different aircraft sizes up to 80 seats which it can offer regional and major operators. One important future project must be, however, designing a worthy replacement for the ubiquitous Twin Otter, the company's most successful project ever. According to Toplis, the Dash 7-300 will sell for under $10 million—and possibly quite a bit under. One inter esting request from an exist ing Dash 7 operator is for DHC to consider giving the -300 a 1,500 n.m. range with full payload. 2587
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