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Aviation History
1991
1991 - 2902.PDF
REGIONAL AIRCRAFT DIRECTORY allow operators to use lower-cost jet fuel, instead of AvGas which is often scarce in some areas, as .well as offering lower noise levels. First deliveries were made in December 1981. Trislander In 1990, PB-N reached agreement with Australian aircraft trader Lance Watson for him to acquire and assemble the last 12 Trislanders in kit form from their Belgian manufacturing site. Basic assemblies were to be finished by Fixed & Rotary Wing Engineering in Camden, New South Wales. A PB-N modification was to be incorporated to extend the Trislander's 20,000h wing spar life indefinitely. Price would be a little over $ 1 million. PB-N continued to hold manufacturing rights to the design. A licence to build the aircraft in the USA was held by International Aviation. Reims Aviation (France) Reims Aviation shares previously held by Cessna were repurchased by Compagnie Francaise Chauf- four Investissement in 1989 and the company is modernising its production equipment, including computer-aided design systems. Subcontract work is undertaken on Airbus A330/A340, ATR42/72, Falcon and Mirage types. In mid-July Reims was discussing with Cessna the possible resumption of production of the Cessna 425 Conquest I. Caravan II This large, twin-engine turboprop utility aircraft was a joint development between Cessna and Reims Aviation. The Model 406 Caravan II evolved from Cessna's line of 400-series aircraft, combining components from several of these with a new, mid-cruciform tailplane design. The aircraft can be configured for up to 12 commuter passenger seats, as well as alternative eight-passenger executive or cargo configurations. The cargo-pack version of the F406 was being certificated in 1990. The aircraft is also suitable for military and paramilitary use and is in service with the French army and customs service- Recent sales include one to the Scottish Fisheries Protection Agency with maritime-surveillance modi fications by Mann Aviation Flight Systems. The Caravan II received French certification in December 1984, FAA certification following in mid-1986. Saab (Sweden) Saab 340 More than 250 aircraft are now in service worldwide with 32 operators. Total firm sales for the type now stand at 338 aircraft. The first of the new-generation pressurised 30-40-seaters to go into service, the 340 is intended specifically for the short-haul commuter market and is designed with the emphasis on simplicity of systems, operation and maintenance. Saab and Fairchild Industries an nounced in January 1980 that they would develop, build and market the 340 jointly, Saab undertaking to build a new factory at Linkoping for the aircraft's final assembly. The prototype first flew in January 1983 and the type entered revenue service with Crossair of Switzerland in June 1984. In November 1985, the partnership between Saab and Fairchild dissolved, the latter withdrawing because of financial problems. Saab bought out Fairchild's financial obligations to the programme, although the latter remained a subcontractor until the end of 1987. Since aircraft number 109 Saab has been the sole builder. The 340 is selling well, more than 130 being on firm order with options held on 72. Production continues at a rate of three to four aircraft a month. Since May 1988, all 340s have been delivered with a new interior, incorporating larger overhead bins and an improved toilet area. Saab 340B In November 1989, the "hot-and-high" version of the 340, designated 340B, became the production model. The model first flew in April 1989, was certificated in July and the first customer delivery was made in September. The new model differs from the earlier 340A in having l,394kW (l,900shp) GE CT7-9B engines, an extended-span tailplane and improved landing gear. AMR Eagle placed the largest order for 340Bs, taking 50 and placing options on a further 50 aircraft, before "firming" 20 of the options and taking a further 20. Among latest customers is China Southern Airlines based in Guangzhou, which has ordered four aircraft for delivery beginning in March 1992. 340C Saab is considering a faster 340B-based turbo prop using some of the technology being developed for the new Model 2000. To improve aerodynamics, Saab has considered winglets, although a simple wingtip extension is a more likely solution. A further move involves the cleaning up of all external intakes as well as attention to the windscreen. Saab expects to adopt the smoother lines planned for the 2000, especially around the windscreen "C" pillar which is known to generate noise. The cockpit is likely to have a six-screen electronic flight-instrument system. Cabin interior is also expected to benefit from Saab 2000 technology with so-called third-generation overhead bins and sculpting of the wall panels to improve the illusion of space. The manufacturer is Saab 340 looking for around l,500kW (2,000shp) from the GE CT7 engines, possibly by the adoption of -11 units. The propeller is likely to be a six-bladed "mini-2000" unit turning at around l,000rpm, com pared with the 900rpm planned for the later aircraft and representing a reduction of about 16% on the speed of the 340 propellers. Saab is aiming to reduce cabin noise to some 76dBA, compared with the 85dBA of the 340. Saab 2000 Designed to carry 50 passengers over short to medium ranges at high speed, the Saab 2000 will cruise at 365kt (675km/h), achieving block times comparable to jet airliners over short-haul routes. Saab launched development of the 2000 model in December 1988, expects to rollout the aircraft formally on 14 December and plans to certificate the design by mid-1993. Keeping com monality between the Saab 2000 and its smaller brother, the 340, is to be a leading feature and will include common three-abreast cabin cross-section, cockpit, tailplane and many sub-systems. Low cabin noise levels, large seats at 81cm pitch, provision for a large galley and generous volumes of carry-on baggage are all aimed at a high standard of passenger comfort and convenience. Design of the interior has been let to UK specialist AIM Aviation under a $250 million contract, covering the first 200 shipsets. AIM will also be responsible for external paintwork. The 2000 is to be 27m long with a wingspan of 24.76m. Powered by two 3,096kW (4,200shp) Allison GMA2100 turboprops, the aircraft will have a fast rate of climb, achieving 20,000ft (6,100m) in lOmin. Certification of the engine/Dowty six-blade propeller combination is expected in about 12 months' time. Saab has raised maximum take-off weight to 22,000kg, from the earlier projected 21,320kg. Land ing weight has gone from 20,410kg to 21,500kg and zero fuel weight from 18.600kg to 19,400kg. Recent wind-tunnel tests suggest that field performance includes a standard-day take-off distance of 1,360m (4,460ft), and landing 1,250m. Crossair is the launch customer, ordering 25 aircraft and taking options on 25 more. American Airlines' AMR Eagle has placed options on 50 Saab 2000s. Orders stand at 46 and options total 146, from more than a dozen airlines or corporate operators. First flight is planned for early/mid-1992 with first delivery to Crossair sched uled for September 1993. Second and third proto types should fly by the end of June 1992, by which time the first production example, (No 4) should be structurally complete. Shorts (UK) Manufacture of the Shorts 330 and 360 regional airliners is now complete. Developed from the Skyvan STOL utility transport, the Shorts 330 (originally designated SD3-30), first flew in August 1974, and entered service with Time Air in August 1976. Although largely overtaken in terms of com muter airline purchases by its larger stablemate, the 360, the 330 nevertheless saw 95 examples before manufacture ceased in 1984. The 330 is powered by two PT6A-45 engines, flat-rated to 820kW (l,100shp) for take-off and 760kW for maximum continuous operations. Some 130 Shorts 330s and variants have entered service worldwide. Shorts 360-300 Some 164 examples of the 360 have been delivered and the last aircraft completed in 1991. The -300 is the last variant of the 360 which was introduced in December 1982. The 360-300 is powered by two 1,062kW P&W PT6A-67R turbo- props and offers more power, improved passenger comfort and substantially reduced noise levels, both inside and outside the aircraft. The 360-300 pro vides: increased maximum cruising speed at 216kt (400km/h); substantially improved hot-and-high per formance; increased maximum take-off weight of 12,292kg; and better en route climb performance. Collins Proline II avionics with electronic horizontal situation indicator are fitted, together with heavy- duty floor panels for freight handling and low- pressure tyres. Customers for the Shorts 360-300 include Philippine Airlines (the launch customer), Capital, CCAir, Business Express, Formosa Airlines and Hazelton. Sammi Agusta Aerospace (Korea) SF.600TP Canguro First deliveries of this high-wing, twin-turboprop transport were made to Rome-based operator Sun Line in mid-1988. Derived from the piston-engined SF.600, which first flew in 1978, the SF.600TP is powered by two Allison 250-B17C turboprops and has seating for nine passengers. Italian certification was received in 1987. Tooling has been transferred this year to South Korea's Sammi Agusta Aerospace, a joint company formed in 1989. Philippine Aerospace Development was possibly to become involved with the project. A 400,000m2 factory is being built. Following certification in Italy, Agusta built just nine Canguros. Skytrader (USA) 1400 Commuterliner This 19-seat, unpressurised aircraft is a stretched version of the same company's Scout design, which has flown powered by two Garrett TPE331-5Us. The first flight of the 1400 Commuterliner had been expected later in 1989, with first deliveries to MPA following in early 1990. Current status is unknown and the company was reported to have filed for Chapter 11 US bankruptcy protection in 1989. Yakovlev (USSR) The Yak-48 being studied by Yakovlev is likely to be a Garrett re-engined variant of the earlier Yak-40. This three-engined 24-seat commuter was designed as uDC-3ski replacement" to take over from the Li-2 and flew as long ago as 1966. The Yak-48 will be a twin-engined aircraft powered by a pair of Garrett TFE731-5s, which are used in the West on several business jets. Yakovlev is talking with Garrett about the marketability of export aircraft. FLIGHT INTERNATIONAL 6 - 12 November, 1991
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