FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1991
1991 - 2329.PDF
COMMERCIAL AIRCRAFT OF THE WORLD THE QUIETER APPROACH Boeing 727 Re-engined Valsan completed the certification of the re-engined 727-100 on 24 July, 1990. This certification means that the Valsan modification is now in service on all Boeing 727 models. Valsan's first permanently re-engined 727-200, a Sterling Airways aircraft, made its first flight on 12 July, 1988. The aircraft is fitted with new higher-bypass P&WJT8D-217C engines in acous tically treated nacelles built by Rohr Industries, designed to meet FAA Part 36 Stage 111 noise rules and International Civil Aviation Organisa- • tion Chapter 3. Both outboard engines are replaced and the centre engine is fitted with a P&W exhaust mixer and Rohr acoustic exhaust nozzle. . The 75-flight test programme, leading to FAA supplemental type certification, was completed by October 1988 and FAA Stage 111 noise certifica tion achieved in January 1989. Launch customer Sterling Airways' first modi fied aircraft re-entered revenue service in October 1988. Sterling is also the European modification centre. Its second aircraft was re-engined in Copenhagen in June 1990. Valsan has built the first winglets for the Boeing 727. In a three-month test programme, the winglet demonstrated a 5% reduction in specific fuel consumption over customary stage lengths. Initial climb rate and altitude perform ance improvements are also claimed for the modification. Resembling a scaled-down version of those fitted to the Boeing 747-400, the 1.5m-high winglets are made from composite material of carbonfibre-reinforced E-Glass and are priced at $750,000 a set. Production rate is expected to be four sets a month. Installation can be completed in five days. Offered separately from the hushkit, the company claims a 16-18% improvement in fuel burn when winglets and hushkit are com bined. Federal Express, the overnight small-package carrier, has seven of its 727-2S2F purpose-built freighters modified by Valsan and now in service, with eight more to follow, allowing night opera tions into selected Stage III airports. Two executive 727s have been modified so far, one -200 and a -100, with two more under firm contract to be completed this year. Programme status: orders, 67; options 98. Valsan Partners, 3010 Westchester Avenue, Purchase, NY 10577, USA. Tel: +1 (914) 694-3600; fax: +1 (694) 6062; Telex: 825379 VALSAN UF. Dee Howard, the Alenia subsidiary, has a contract with United Parcel Service to retrofit 40 of the airline's Boeing 727s with 67.2kN R-R Tay 651s by 1994. The first specially customised engine had its first run recently at R-R's East Kilbride test site. Engine certification is scheduled for January 1992, with first flight of the Tay-powered 727 during the first quarter of the year and aircraft certification in November. Dee Howard also has a conversion programme for BAe (BAC) One-Elevens, using the R-R Tay 650. Two versions will be produced, both using two Tay 650-14s, a -400 corporate. One-Eleven 2400 version and the One-Eleven-500 airliner, designated the One-Eleven 2500. The One-Eleven 2400 flew on 2 July, 1991 and is scheduled for certification by the end of the year. The 2500 will be certificated separately, proceeding when a substantial airline or leasing company order is gained. Dee Howard, PO Box 17300, San Antonio,' Texas, USA. Tel: +1 (512) 828 1341 fax: +-1 (512) 828 0146; Telex: 767380. Federal Express has its own hushkitting pro gramme under way on its other Boeing 727s. It holds the supplemental type certificate for the 727-100 hushkit produced in conjunction with P&W. Federal Express Stage III kits are available to other operators through its FEASI subsidiary. Certification testing of the Stage III kit on 727-100s and early model -200s fitted with P&W JT8D-7s was completed in 1990. The Stage III hushkit for the 727-200, claimed by Federal Express to be the first designed specifically for the higher-gross-weight models will allow a maximum take-off up to 86,700kg, against the original hushkit limit of 78,182kg. The modified kit has its inlet guide vanes moved forward by 120mm, an extended tailpipe, a new mixer and thrust reversers. On the smaller models, the wing blanked engine-inlet noise from the ground at approach angles, an effect lost as the wing was moved torward on the longer fuselage 727-200s with JT8D-15s and JT8D-17s. The externally mounted engines are fitted with acoustic cowls and modified pylon fairings. All three engines are fitted with overhauled and refurbished front-fan compressor blades, new thrust-reverser cascade, internal thrust-reverser assemblies and shroud assembly. The modification work is carried out by BFGoodrich subsidiary TRAMCO near Seattle, Washington, usually within two weeks. Federal Express Aviation Services, 2600 Non- connah Boulevard, Suite 132, Memphis, TN 38132, USA. Tel: +1 (901) 922 6881; fax: +1 (901) 922 6872. Several companies arc now working on noise- reduction modifications for early Boeing 737s, to enable them to meet the new noise rules. Nordam has orders for 82 Boeing 737-200 hushkits, with options on a further 82 shipsets. The system is being developed with P&W as technical director. Nordam will hold the supple mental type certificate, expected in 1991. Consisting of re-spaced inlet guide vanes (IGV) in the fan section, P&W's internal exhaust mixer and Nordam's fixed-geometry ejector suppressor and modified thrust reverser, noise reduction is achieved by reducing the velocity of hot-core exhaust air, with the increased distance between the IGVs and the fan offsetting the wake from the IGVs striking the fan blades. A new combustor is being developed by P&W to reduce emissions. The cost is around S3 million an aircraft set, with a market potential of up to 1,000 737-200s. Nordam, 510 South Lansing, Tulsa, Okla homa 74120. USA. Tel: +1 (918) 587 4105; fax: +1 (918) 438 9543; Telex 158105. Sound Solution, a Dalfort Aviation subsidiary, hopes to improve 737-200 take-off thrust by 5% and to reduce effective perceived noise by 22dB with its proof-of-concept engine installation. Certification and customer installation of the system on a JT8D-17 is timed for late 1991. Costing about S2.7 million, the modification supplements the already modified mixer on the JT8D, which accelerates the mixing of core gases and bypass airflow. The combined airflow is directed through a nozzle and into an ejector shroud deployed aft during take-off and landing. The shroud introduces cold air into the acousti cally treated nacelle, almost doubling mass flow and reducing exhaust temperature, pressure and Mach number, resulting in reduced noise. Sound Solution, 7701 Lemmon Avenue, Dal las, Texas 75209, USA. Tel: +1 (214) 358 7468; fax: +1 (214) 357 3954; Telex: 3719063. MDC DC-9 re-engining The existence of a large DC-9 fleet in airline service and the success of the rej-engining of the DC-8, has focused attention on the possibility of re-engining this US twinjet. The progress of the Valsan 727 conversion and discussions about a possible engine-moditication programme for the 737-200, have also made re-engining respectable. Among the options which have been studied FLIGHT INTERNATIONAL 4 - 10 September, 1991 55
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
