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Aviation History
1986
1986 - 2417.PDF
FARNBOROUGH REPORT Turboprop orders proliferate In good Farnborough tradi tion the world's turboprop manufacturers saved up announcements of some 50 sales and 60 options for the Show. Embraer has sold 22 more Brasilias to Atlantic South east Airlines, with double that number of options (page 10). Shorts announced 16 US sales of its 36-seat 360. Simmons, the largest 360 operator, with a fleet of 20, ordered another 11 aircraft. Charlotte-based CCAir, which operates as a Piedmont com muter, bought two 360s to join the three it now operates. Phoenix-based start-up air line, Statewest, ordered three of the type, which are due to start flying in October. CCAir also bought five Jetstream 31s from British Aerospace. It has already ordered ten, eight of which are in service. Norwegian carrier Air-X ordered one of BAe's 19-seat turboprops to be oper ated by its subsidiary Aros Flyg/Air-X AB under a sub lease arrangement with Swedair. Not to be outdone, de Havilland Canada announced a re-order for six Dash 8s from Henson Airlines, a subsidiary of Piedmont. Henson has taken options on another 18 aircraft, six of which it may convert to the -300 series. Henson's existing fleet of Dash 8s totals seven, with another on order. Delivery of the latest batch begins in January 1987. The Aerospatiale/Aeritalia consortium Avions de Trans port Regional (ATR) announced a contract for two more ATR42-300s for Sim mons Airlines. The commuter carrier has two in operation, two on order, and options on six of the stretched ATR72 version. Finally, Dornier has sold six Do.228s to Scottish regional Malinair through Mana Aviation Sales. Delivery is scheduled over two years from October. Malinair runs sched uled services in the UK and Eire, and mail contracts out of Glasgow. Air Atlantic, a Canadian Pacific airline, has recently bought de Hauilland Canada Dash 8s Canadair course confirmed Canadair will continue to be good at what it is best at, according to Laurent Beau- doin, chairman of Bombar dier, the Canadian mass- transit manufacturer which has bought the company. Canadair is expecting no sudden or drastic changes under its new ownership. Beaudoin admits that he is a newcomer to the aviation industry, and a softly softly approach to Canadair's oper ations and product line is intended. The aerospace company has been modestly profitable under 12 years of Government ownership, and since the Government wrote off some C$1,000 million of development costs on the Challenger corporate jet. In an interview with Flight at Farnborough, Beaudoin and Canadair chief executive designate Donald Lowe emphasised that the company will be majoring on its four mainstream constituents: the Challenger, the CL-215 waterbomber, military sur veillance systems, and sub assembly contract work. The Bombardier boss says that his deal is a good one for both parties. Donald Lowe has 30 years' experience of aerospace and automotive engineering management, He says that the match between Bombardier and Canadair is "very unusual and unique". Lowe also brings a strong note of optimism to Canadair. "We don't look at general aviation in terms, of being in the doldrums—we look at corporate aviation and say 'we want our third'." The existing range of Cana dair products provides plenty to get on with, says Beaudoin, who believes that the strength he offers lies in management rather than new product ideas. Beaudoin and Lowe acknowledge that Canadair is not a big player, but by stay ing in its niche it should remain both good and domi nant. Its military surveillance products are typical of this stance—Canadair has quickly become a world leader in this field. International partner ships already formed by Cana dair for drone development will continue unhindered by the takeover. And more part ners will be sought—Lowe and Beaudoin agree that international collaboration is the way forward for the aviation industry, particularly for its military products. How have Canadair's international partners reacted to the take over? "We know of no nega tive response, which I think is significant in itself," says Lowe. New military customers are still being actively sought for the Challenger, seven of which have been bought by the West German Luftwaffe. Although unwilling to be specific, Canadair says that it is negotiating with other countries and is determined to sell the Challenger as a versatile, widebody aircraft that can easily be adapted to military VIP, transport, or search and rescue roles. The Canadian Government has written safeguards into its letter of intent to ensure that Canadair invests in Canada. The deal was "strict, but fair to both sides" and Bombar dier points out that its own strong financial position means it has enough cash to pay the C$120 million price tag agreed for Canadair. What had the Canadian labour unions thought of the sale? "They know us," says Beaudoin. "Bombardier is a Quebec company. We've been through some difficult times. We didn't take Canadair to close it down. We want to improve Canadair and improve the market situation. That means security to our 4,000 employees." Beaudoin and Lowe do not claim to be able to suddenly turn the company into some thing it is not. "You can't make a wheelbarrow into a Cadillac," says Beaudoin. The deal will not be complete until November, although Bombardier is already accountable for spending. Canadair retains eligibility to Government support. Subject to normal assessment procedures, the Government has assured Canadair that it will provide support through its defence industry productivity pro gramme for the proposed turbine CL-215, modi fications to the Challenger, and for the purchase of prod uction equipment. It will help with CL-227 marketing and development and with financing of Canadiar sales, and will consider special financing arrangements for a Challenger commuter (if this is thought necessary for successful marketing). FLIGHT INTERNATIONAL, 13 September 1986 23
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