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Aviation History
1988
1988 - 0358.PDF
FLIGHT-TEST Casa-IPTN CN-235 Casa's thinking in the C-212 Aviocar* is repeated in the Airtech (Casa/IPTN) CN-235 project which the Spanish and Indonesian manu facturers jointly undertook. The CN-235 is directed at both military and regional civil markets, and has versatility. The low- pressure tyre option (50 p.s.i. instead of 75 main, and 64 p.s.i. instead of 82 nose), offers a purchaser rough-field capability. It is expected that, as with the C-212, the CN-235 will sell equally to both classes of purchaser, as is the case with the 114 aircraft on order and the 14 on option. It is difficult to compare the CN-235 with a supposed competitor of the same size. Its shape is more similar to the larger Transal and Hercules. The under-tail ramp, unusual in an airliner, has been a factor in the reduced pressurisation differ ential (3-64 p.s.i.), but this enables the aircraft to be built lighter. The 8,000ft maximum cabin altitude limits the operational ceiling to 18,000ft for normal civil passenger use; the performance ceiling for military use is over 25,000ft. Single-engine ceiling is 15,000ft, so engine failure does not demand a great change of flight plan. The CN-235 occupies the middle ground between unpressurised and fully pressur ised airliners, and has a special niche in the regional civil transport market. It is tailored to the 200-400 n.m.-range bracket with high load, and a typical regional stage length, yet its maximum-fuel range, or endurance with lighter loads, is adequate for special roles. Low-altitude drops will be possible with a 4,000kg pallet, and the cargo system is compatible with that of the C-130. Flight reported fully on the technical details as early as September 3, 1983, just before the first prototype's maiden flight. Since then maximum take-off and landing weights have increased by some 3,0001b, with a 1,5001b increase in payload. The manufacturing countries certificated the type in June 1986, the first production aircraft flew that August, and FAA certifi cation was achieved at the beginning of 1987. General Electric CT7-9C engines are planned to be certificated on the CN-235 at the end of this year. This engine variant will be standard from airframe 30, when the main starboard entry door will be further forward. The aircraft will be desig nated the -100. The main benefit will be to hot and high performance, for areas such as South America. Take-off power (1,700 s.h.p. on the -7) increases to 1,870 s.h.p. on automatic power reserve with the -9. Normal take-off power is rated 8°C higher, and the same climb powers are obtained 6,000ft higher. Binter, a new Canarias operator set up by Iberia in December 1987, took some time to go through the formalities of creation. Delivery of its CN-235s is now expected in June 1988, soon after the first :i-l flying chameleon The Casa/IPTN CN-235 utility transport, developed jointly by Spain and Indonesia, is a rugged and attractive medium-weight contender for both the military and civil markets. Harry Hopkins put it through its paces at Seville, while Janice Lowe took the photographs. FLIGHT INTERNATIONAL, 13 February 1988
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