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Aviation History
1992
1992 - 0400.PDF
Industries (DHI) and Korean Air (KA), have produced jointly the first KTX-1 primary trainer, which was rolled out in November. Samsung produces the aircraft's front fuse lage and engine, KA builds the centre fuselage and DHI is responsible for detailed design work, integration and final assembly. The three will also work together under a DHI-led teaming arrangement to produce up to 100 helicopters for the Korean light helicopter programme (KLHP). The an nouncement of the winner — the finalists are the Bell 406 Combat Scout, Agusta A 109C, Eurocopter AS.335, and the Bo.105 — is expected in May 1992. DHI "...will complete the airframe and install the en gines", says aerospace division general man ager Kun-Woo Park. Rotor blades, hubs and transmission systems will also be manufac tured locally, as will part of the avionics. All three companies have long associa tions with rotary-wing work. DHI, which clinched its first aerospace contract from GD for parts of the F-16 airframe in April 1984, established Daewoo Sikorsky Aero space in 1986, one year after the formation of the aerospace division itself. The aim of the joint venture was to offer the S-76 for the KLHP, but the scheme did not progress. DHI, however, manufactures hubs and transmissions as a result of the deal. Along with KA and Samsung, DHI produces the Sikorsky UH-60P under licence. It makes nose modules, lower fuselage sections and side structures for the Westland Helicopters' Lynx Mk.99, as well as pylon and wing parts for the British Aerospace Hawk Mk.60 as part of the Korean military trainer offset programme. The aerospace division of KA, one of several Korean Air divisions, was formed in 1976 to manufacture and develop aircraft. Its major rotary wing work is the $500 million licence-building deal with Sikorsky, DHI and Samsung, covering the manufac ture of up to 90 UH-60Ps to 1995. Mean while, DHI and Samsung are working to provide an improved version of the General Electric T700-701 turboshaft for the heli copter, and KA has developed a modified version of the McDonnell Douglas MD500, delivering major fuselage assemblies for the 500 and 530 models to McDonnell Douglas Helicopters. Samsung has tied with Bell to manufac ture fuselage and tailboom assemblies for the Bell 212 and 412SP through to 1992. The companies are approved by the RoK Government to supply medium-lift helicop ters and manufacturing centres at Chang- won, and Sacheon will be producing more than 90% locally-built machines by the end of 1992. GROWING DEFENCE While predictions of a growing defence business are virtually non-existent for the 1990s, the situation does not pertain in the RoK. DHI believes it will reverse the current 30:70 proportion of its military/commercial work. This is due largely to the predomi nance of the KFP, but also to the emergence of the KLHP and KTX-1 programmes, as well as an increase in military subcontract work, like the Lockheed P-3C outer wing section and elements of the centre fuselage for the Alenia G.222 recently adopted as the C-27A by the US Air Force. For Samsung, faced with the build-up of F-16 work, the heavy military proportion of its future business is already factored into its medium-term business plan. Samsung's Kim believes, however, that the balance will shift eventually to the commercial work. "The long-term aim is commercial, not military. What do you do if you knock on a door for an hour and nobody answers? You have to find another way. Reliance on The Hawk's weapons pylons and some wing parts wmnmmmim ^t^^^^^^ /^«TJ™ / art- made by DHI r • ^ i •' 4 \ fcM; defence for a developing country's industry is 70% to 80%. We have to be satisfied with 50%. We thought it would be 70%, 80% even, two years ago." In spite of the pro-military trend, DHFs aim, shared with its counterparts, is to build up the overall level of commercial work through increased subcontract component manufacture, further partnerships and in digenous Korean aerospace ventures. Kun Woo Park says ambitiously: "Our goal is to become a major component supplier to the three companies, Boeing, McDonnell Douglas and Airbus. The target date for achieving this is 1996." Most hold Japan as the role model. "We are studying the experience of Japan. They have begun with the YS-11, but, instead of following this by going for new program mes, they decided to go for parts of the 767 [and 777]", says Samsung's Kim. Others, like DHI's Park, suggest that the lessons of Japanese experience lie in identifying niche markets. "After being able to produce com plete aircraft during the Second World War, following restrictions they are only now able to work as sub-contractors, with a few exceptions. Korea should learn the lessons and concentrate on special programmes like small/medium helicopters and turboprop and turbofan fixed-wing commuters as well as sub-contract work." WORKSHARE TARGET The industry's main commercial sub contract target is a share of the McDonnell Douglas MD-12 work. A KA-led consortium teamed to bid for the nose.and empennage in the latter months of 1991, and a decision is due in the first half of 1992. The Korean bid was supported by the offer of up to $500 million in RoK Government funding. If the Korean consortium succeeds in taking a slice of the big tri-jet, it will underline further the increasing importance of the emerging Asian-Pacific manufacturers on the world scene. Korea's nearby Asian neighbour, Taiwan, recently emerged as the main player in the McDonnell Douglas-led plans to develop a new civil aircraft consor tium in which the start-up company, Tai wan Aerospace, is set to have a 40% stake. If the new company takes off and Korea becomes involved, most RoK aerospace observers believe that it will lead to a major increase in commercial airframe workshares for the tri-company consortium. The new company would not only produce the MD-12 but would also control the growing range of twin-jet programmes, including the MD-80, MD-90-30/50, MD-90-30T Trunkliner and MD-95. It would also man age the MD-XX advanced technology twin- jet for the year 2000. In spite of the opportunities represented by the potential McDonnell Douglas plan, some, like Samsung's Kim, are still cautious. "If we go for the MD-12, then the capacity may not exist for us to do work on the 62 FLIGHT INTERNATIONAL 19 - 25 February, 1992
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