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Aviation History
1990
1990 - 3557.PDF
NEWS ANALYSIS weight Combi. Next comes a 50-seat increase in passenger capacity, to be achieved either with a fuselage stretch or with the lower-deck seating already under consideration for the 335-seat A330 twin. Lower-deck seating is more efficient than a fuselage stretch, says Pierson, "...but we have not yet resolved the certification issues". Lower-deck seating is less at tractive for the A340 because of the importance of cargo on long routes. "Increasing passenger capacity at the expense of range is not acceptable," says Pierson. "Furthermore, the aircraft geometry lends itself to the installation of an advanced propulsion system." Pierson proposes increasing A340 capacity by a fuselage stretch "...then restoring range capability by the application of ultra-high-bypass-ratio sys tems". There is, he says, a "strong need" for new power- plant technology to be devel oped for the second half of the 1990s. "If I had to put money on it, I would probably put it on an engine sized to' suit the A340...and also for future growth versions of the A321," he says. The engine manufacturers are talking about several possible options. Rolls-Royce is working on a number of derivatives of its RB211-535E4, at least one of which is refanned to provide a 10% higher bypass ratio — and a corresponding decrease in specific fuel consumption. Thrust is no problem — the E4 is already capable of 194kN, and more-powerful E5, E6 and E7 versions are being discussed. Pratt & Whitney had "engi neering discussions" earlier this year with Airbus on an Ad vanced Ducted Prop (ADP) en gine for growth versions of the A340, and will run a prototype ADP based on a PW2037 core next year. This will be correctly sized for the A340, although consid erable development —and pos sibly a totally new core —would be necessary before an engine was launched. The US manu facturer is also under pressure to develop an ultra-high-bypass engine for a growth 747 — which might receive a boost if Airbus went ahead with its own aircraft. General Electric has already launched the GE90, a totally new 315kN-400kN-thrust, 9:1 bypass-ratio engine aimed spe cifically at the new generation of widebodies. The company may well decide to offer this engine at the 180kN thrust level, and is known to be work ing on such a design. Develop ment costs would be consider able, however. The criteria for launching a smaller GE90 will, as with the other engine manufacturers, de pend on the appearance of an adequate market. Fuel prices are rising, and the demand for more fuel-efficient aircraft is bound to grow if the trend continues. There is also a strengthening demand for longer-range, higher-capacity aircraft to meet the predicted trebling of passen ger traffic by the year 2010. For Airbus, the most pressing need is an engine to power the A340 in the second half of the decade. If it can make the case for the A321 requiring a growth engine as well, there may be a sufficient market to drive devel opment of a suitable 180kN- thrust power-plant. BY JULIAN MOXON • I O N Allison H+S AVIATION IS THE EUROPEAN DISTRIBUTOR FOR THE ALLISON MODEL 250 ENGINE. H+S AVIATION LIMITED, AIRPORT SERVICE ROAD, PORTSMOUTH, HAMPSHIRE P03 5PJ, ENGLAND. TELEPHONE 0705 694981, INTERNATIONAL +44 705 694981. FACSIMILE 0705 690415. TELEX 86403 HxS G. SITA PMEHXCR. FLIGHT INTERNATIONAL 28 November - 4 December, 1990 25
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