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Aviation History
1989
1989 - 1104.PDF
Taiwan's IDF could fly this month by Ian Dormer in Taipei Taiwan's Indigenous Defence Fighter (IDF) aircraft could fly before the end of April, although the country's Aero Industry Development Centre (AIDC) will not confirm this. The project was announced in 1982, after Taiwan failed to gain US approval to buy North rop F-20 Tigersharks or similar fighters in late 1981. US refusal followed mainland China's threat to "downgrade diplo matic relations" with the USA if it continued selling weapons to Taiwan. The ground-testing of the IDF has gone well, with no major problems developing, says US company Allied Signal, the Bendix and Garrett divi sions of which supply much of the IDF's systems, including the engines. "This has been an excellent programme for Allied Signal and Garrett, and we look forward to further co operation," the company says. Two Garrett TFE1042 after burning turbofans power the IDF, which is to replace Taiwan's F-104 Starfighter and F-5E Tiger II combat aircraft in the 1990s. The engines are believed to each provide about 8,5001b thrust with reheat. Speeds in excess of Mach 1 - 2 could be achieved at this thrust level, although development of Taiwan's Indigenous Defence Fighter, an F-16 with twin engines the engine is understood to be planned to give speeds up to Mach 1 • 8 in later models. The AIDC's planning department chief, Dr David Chu, says the IDF "indicates our nation is already equipped to enter the aviation industry. The manufacture of this fighter shows that we have the capabil ity, resources, and willpower." AIDC is now looking to transfer its technology to local industry, to build up a supply of subcon tractors for when the aircraft goes into production. No date has been announced for the start of production, although work could begin next year. Construction of another three pre-production IDF aircraft is also expected. Production of the IDF will provide subcontract work valued at a total of about NT$739 billion ($27 billion) excluding support and mainte nance, Chu says, although, in the long term, further increases in volume and capability of local industries will enhance this figure. AIDC hopes to have local subcontractors working on all major aircraft components, airframe, engine controls, and aircraft-related systems. The work could be done through technology transfers from foreign companies, Chu says. General Dynamics has played a role in developing the fighter, which is based on the F-16 airframe modified to accommodate the two Garrett engines. Bendix has provided the fly-by-wire flight controls and cockpit displays. Lear Siegler has integrated the digital avionics, while General Electric has provided the APG-67 multimode radar. EH Industries steps up Japan presence by Eric Beech EH Industries is stepping up marketing efforts in Japan, appointing Okura & Co as trading consultants. EHI wants to build on initial contacts with Japanese Government agencies. EHI is keen to promote the triple-turbine EH. 101 for search and rescue (SAR) with the Japanese Maritime Safety Agency. The company believes that the EH. 101's 900-mile range and 9hr endurance would offer the Agency a major improvement in capability. Japan has a large shipping fleet and is expanding its numbers of Lockheed P-3C Orions for long-range maritime patrol, EHI notes. An SAR EH.101 could, if necessary, rescue all 16 crewmembers from a ditched Orion. In the longer term, EHI also hopes to interest the Japanese Defence Agency in the anti submarine-warfare EH. 101. Although Japan does not have a published requirement, EHI believes it can capitalise on the trend towards long-range outer- zone defence. EHI hopes that the 30-seat commerical version will be a strong contender for Japan's Heli Network Plan linking The Agusta/Westland EH.101 turns towards Japan heliports with regional airports. The 9th prototype PP9 will be a civil EH. 101 with a rear ramp, similar to the tactical transport variant. Both the Japanese and the Canadians are said to be interested in this version for Antarctic and Arctic support operations respectively. Meanwhile, EHI has denied that slippage in project defini tion of the EH.lOl-based Canadian New Shipborne Aircraft (NSA) will delay imple mentation of the programme. According to EHI, additional studies have been required by the Canadian Department of National Defence and the • extended proposal documents will be submitted shortly. EH. 101 prototype flying continues in Italy. The full flight envelope for PP1 and PP2 has now been explored. 6 FLIGHT INTERNATIONAL, 22 April 1989
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