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Aviation History
1988
1988 - 3359.PDF
BAe unveils Jetstream 41 by Dave Higdon in Denver British Aerospace displayed a mockup of the stretched Jet stream 41 at the US Regional Airline Association meeting in Denver. The mockup carried 27 passengers, two fewer than the maximum 29 planned if the programme goes ahead. Alan Hughes, BAe vice-president marketing, said that a decision on development was planned for the end of 1988. A unit price of less than $5 million is needed for the aircraft to be competitive, the company accepts. BAe is also concerned about cruise speed. The Garrett TPE331-14 engine would give a projected speed of 280-290kt, while BAe would prefer to be in the 320-340kt range. Any other engine would reduce commonality with the Jetstream 31, however. The company is counting on a common J31 /41 type rating and spares commonality to boost sales. At the RAA meeting Embraer announced the sale of 28 additional EMB-120 Brasi- lias, worth just under $120 million, to Westair Holdings, parent company of Westair and North Pacific Airlines. Brasilia orders now stand at 201, with 104 delivered. An expected announcement by Boeing Canada of an order British Aerospace is showing potential customers a mockup of the Jetstream 41, a 15ft 11m stretched version of its successful Jetstream 31 for Dash 8s from American Airlines failed to materialise, following legal problems with the contact. An announcement is now likely soon. Dornier's briefing on the 328 programme revealed an aircraft costing about $6-2 million, cruising at 350kt, and seating up to 30. The company expects to have final performance speci fications before the end of 1988, and is projecting sales of 400 out of a market potential of 1,800. Fokker's US subsidiary was said to have laid off several engineering sales representa tives and support staff, and the Dutch company is also thought to be planning staff cuts at Schiphol, Amsterdam. Delegates at the meeting expressed concern over major carriers integrating their regional operations more deeply into their corporate structure, or even buying them outright. Independent operators fear that the majors will use their ownership increasingly to influence the direction of the Association and the industry itself. Saab 2000 launch expected Plans for a stretched Saab 340, tentatively called the Saab 2000, are well advanced in preparation for a launch decision within a few months. An announcement should follow in the first half of next year, possibly just before the Paris Air Show. Also known within the company as the Saab 470, indi cating its likely capacity of 45 to 50 seats, the new aircraft will stand out from the pack of exist ing turboprops by virtue of its 350kt cruising speed. This should give it a competitive edge on the longer, direct sectors now increasingly demanded of re'gional aircraft as congestion at major airports reduces the viability of hub- and-spoke networks. Hub-bypass routes already flown by Saab 340s include Nantes - Frankfurt and Toulouse - Dusseldorf, which halve 4hr-5hr flight times by eliminating a stop at Paris but are close to the passengers' turboprop "comfort barrier". Saab has procrastinated about stretching the 340 for years, partly through caution over entering a slow sales sector without a special ingredient to distinguish its aircraft from the competition. With 350kt cruis ing speeds possible using the existing wing section and uprated General Electric CT7 engines, each delivering up to 2,500 h.p., the Saab 2000 could be a viable option for airlines deliberating on the merits of the new regional-jet projects. Its block times should be com petitive at ranges where other turboprops are starting to look lethargic, but it should be quieter than the quietest jet, require much shorter field lengths, and burn less fuel. Although General Electric is the engine supplier favoured by likely launch customer Cross- air, a Pratt & Whitney option cannot be discounted. (The impressive way GE dealt with early engine problems on the 340 has endeared it to its stern est critics.) Propellers for the Saab 2000 have yet to be selected. With the Saab aircraft division currently making a loss, and Gripen first-flight delays causing the company consid erable embarrassment, Board approval for the launch of the Saab 2000 is not a foregone conclusion. The existing 340 has yet to break even, and few airlines have been canvassed on the latest ideas for stretching it. But with more than 160 firm sales to its credit, the 340 is gaining credibility within the higher echelons of the company, and first deliveries of the 2000 could be made about four years after go-ahead. ORDHRROOK Inter-Canadian, the regional airline in eastern Canada, has signed a purchase option agreement for five Fokker 100s. It has already agreed to lease seven Fokker 100s. The first of the seven leased Fokker 100s is due for delivery in January, 1989. With the latest option agreement, Fokker now has firm orders for 110 of the aircraft, with options on 96. Ansett Worldwide Aviation Services has ordered 16 Rolls- Royce RB.211- 535E4- powered Boeing 757s and six 767-300ERs, plus seven options (engines to be decided), for delivery starting in October 1993. The Austra lian aircraft leasing group has 28 757s on firm order, all with Rolls-Royce engines. Deliv eries are due to begin early next year. FLIGHT INTERNATIONAL, 26 November 1988 5
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