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Aviation History
1987
1987 - 0015.PDF
BUSINESS AVIATION Seastar CD.2 nears first flight OBERPFAFFENHOFEN Claudius Dornier is preparing to fly the Seastar CD.2 amphibian later this month, following the roll-out of the prototype on March 19 at Oberpfaffenhofen. A company marketing study indicates a potential for 460 aircraft sales over ten years. Some 240 would be to private sector organisations and the remain der to public utilities and government bodies. The pre diction assumes a selling price of DM5 million ($2-73 million). "These numbers are the result of direct discussions with important and decision making individuals in several countries," says managing director Conrado Dornier. First flight is planned for the middle of April. The aircraft is expected to appear at the Paris Air Show in June. Claudius Dornier says that West German certification should be accomplished by the middle of 1988 and certifica tion in the USA at the end of next year. Production is planned to start at the end of next year and is targetted at 20-30 aircraft per year. Claudius Dornier says that an "essential" part of the enter prise is to take advantage of "existing" resources in the aircraft industry and develop a risk-sharing partnership. Staff stands at 100. Firms to have contributed help so far include Dornier and Lufthansa. Break-even production is 100 units, says the company. This is claimed to be lower than the 300 typical for a similar metal-structured air craft because of the choice of glassfibre-reinforced plastic (GFRP) as the structural material. Claudius Dornier claims that the Seastar is the first civil transport built in GFRP. A major benefit of GFRP on an amphibian is the lack of corrosion. Structure life expectancy is predicted to be 30,000hr, based on continuing tests at the Industrie - Anlagen - Betriebs - Gesellschaft in Ottobrunn. The results of the tests will be made generally avail able. Five versions of the aircraft are planned: passenger trans port with nine seats and optional lavatory; VIP trans port with six seats, lavatory, and furniture; corporate version with 12 seats; air ambulance with facilities for six stretchers, two attendant seats, and medical equipment; and cargo variant with a usable volume of 353ft'', maximum payload of 3,2191b, maximum length of 18-03ft, and front and rear loading doors. Predicted performance figures include: 600 n.m. range with 2,0001b payload; maxi mum speed at maximum take- Top men are joint managing directors Conrado Dornier and Hannes Lucas (left and rightj and Camilo Dornier fcentrej The Learjet 55: investors are fighting for the Gates subsidiary off weight and 10,000ft of 180kt; maximum single- engine cruise speed in the same condition of 122kt; service ceiling at maximum take-off weight of 28,200ft. Aircraft data: standard empty weight 5,2191b; maxi mum payload 3,2191b; maximum take -off/landing weight 9,2591b; span 50 -84ft. Power is from two Pratt & Whitney PT6A-112 turbo- props each rated at 500 s.h.p. and driving four-bladed McCauley constant-speed propellers. Suitors wrangle over Learjet TUCSON ~ Gates Corporation was still in dispute late last month over the future ownership of sub sidiary Gates Learjet. Hours after Gates had announced an agreement to sell Learjet to a partnership between invest ment firms Cobey and Bear Stearns, rival bidder AVAQ International claimed that it had already forged a "binding" agreement for rights to purchase the business jet manufacturer and aerospace sub-contractor. AVAQ claims that its alleged agreement had been valid until March 13, and that it will pursue its bid for Learjet. Gates says that no agreement was made, and claims that Learjet will belong to the Cobey partnership within around 45 days of an agreement. Cobey and Bear Stearns would have to arrange finance, pay off a $23 million loan from Gates to Learjet, and receive Gates directors' final go-ahead. Cobey and Bear Stearns have offered $6-50 per share for Gates Learjet's remaining common stock, comprising 7,840,585 shares, or 64-8 per cent of the company. The rest is owned by Learjet manage ment and institutions. AVAQ says that it has matched this offer. Gates Learjet was losing money heavily during much of last year. It makes two models of executive jet, primarily at Tucson (Arizona), is building up an aerospace sub-contract ing business at Wichita (Kansas), and operates a profitable line of fixed-base operators. Cobey was involved in another attempt to buy Learjet last year, when it offered $8 per share. M. J. Rosenthal and Associates, another potential suitor, agreed to buy Learjet early in 1986, but Gates terminated the proposed deal in Decem ber after the investment firm "failed to meet deadlines" for financing. A third bid for Learjet stands: Interconnect, a US investment firm, is pre pared to pay a higher price for shares than AVAQ or the partnership, but is offering to pay off only $13 million of the $23 million loan, Flight under stands. FLIGHT INTERNATIONAL, 4 April 1987
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