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Aviation History
1992
1992 - 1482.PDF
REGIONAL AIRLINER DIRECTORY BRITISH AEROSPACE (UK) 146/RJ70/RJ80 British Aerospace announced plans for a reduced-specification 70- and 80-seat regional jet based on the 146 short-haul airliner in mid-1990. BA^ was not launching but "testing the water", with launch depending on airline reaction. The aircraft would use the basic 146- 100 airframe with current systems and four de-rated Textron Lycoming LF507 engines, with which BAe began "hot-and-high" trials in mid- 1991. Compared with the -100, the electronic cockpit and de-rated engines were claimed to improve reliability and maintainability. The five- abreast-seating RJ70 would be aimed at the US regional mar ket where the 146 has won relatively few orders, while:. 1: N. the RJ80 is configured "*>v with six-abreast seating \ for the European market. ^ffQ^^- An assistance programme 1^\ is to be announced to -t|, help carriers wishing to move up from turboprops. At a fly-away price of $18 million, BAe claims that the RJ70 would break even at 30 passengers when flying over 300nm (560km). An initial market for 400-600 aircraft was perceived in the 50- to 80-seat category. In December 1991, Business Express, a Delta Connector serving hub airports in New York and Boston, ordered 20 RJ70s for delivery from 1993. Advanced Turboprop (ATP) The conclusion of talks between BAe and India's Hindustan Aero nautics over licensed production of the ATP is expected by the end of June. The UK company hopes to establish production at HAL, which built the earlier BAe (Avro) 748 and Dornier 228 under licence. BAe would sell Indian-made ATPs. BAe claims that the ATP was the best-selling aircraft in its class in 1991, with 21 sales or leases. Developed from the 748, it was 'launched in March 1984 and first flew in August 1986. It is powered by two l,976kW (2,650hp) Pratt & Whitney Canada PW126A turboprops, driving six-bladed BAe/Hamilton Standard propellers and fitted with digital avionics. The ATP was certifi cated to European Joint Airworthiness Require ments in March 1988, with US certification that September. Launch customer British Midland Airways ordered three in December 1985 and the same group, which includes Loganair and Manx Airlines, has since ordered 13 more. British Airways has 12 and Air Wisconsin has received ten of 14 ordered. The first of five entered service with Merpati Nusantara in March 1992. Jetstream Super 31 Succeeding the Jetstream 31 (which has its roots in the late 1960s Handley Page design), the Super 31 was launched in June 1987. A major American Eagle order for 50 aircraft worth some $200 million was placed in August 1990 and operators worldwide have committed themselves to 404 aircraft, of which more than 350 have been delivered. Power is from two 760kW (l,020shp) Garrett TPE331-12 turboprops, which BAe says give power increases between 8.5% and 18% over the basic 31. Optional automatic power reserve and water- methanol injection are available to improve hot- and-high airfield performance, and it has increased wing-fuel capacity and improvements to the brakes and undercarriage. The cabin interior is redesigned to increase useable height to 1.8m and width. Cabin noise is reduced by having fewer panels, isolator mountings and triple win dow panes as standard. Two versions are offered: Airliner, 1,260km (680nm) range, 18-19 passen gers and baggage; and Corporate, 8-12 passen gers, over 1,945km. A quick-change kit is available on option. Jetstream 41 This "stretched" Jetstream 31 was announced in 1988. The prototype flew in September 1991. First deliveries are set for October 1992, going initially to Airlines of Great Britain, Atlantic Coast Airlines and American Eagle. Commitments total 116. Ten J41s will be handed over this year, 35 in 1993 and more than 50 are scheduled for delivery in 1994. Passenger capacity is 29 in a fuselage 4.87m longer than that of the Jetstream Super 31. Three-abreast seating will have a minimum pitch of 760mm. The forward BAe's Jetstream success continues with the 41 passenger door incorporates an airstair and the wing main-spar is lowered to give a flat aisle floor. Repositioning the wing has increased bag gage capacity in the fairing. A new rear door gives access to the larger baggage hold. Two Garrett TPE331-14 turboprops (flat-rated to give l,118kW (l,500hp) at 46.5°Cat sea-level driving all-metal propellers) give a maximum cruise speed of 295kt (550km/h). Airfield performance will equal or better that of the Super 31. The cockpit has a redesigned V-shaped windscreen for greater vision and aerodynamic efficiency. Floor- mounted control columns replace earlier panel- mounted controls. Risk-sharing partner Field Aircraft is responsible for completions and Pilatus Aircraft manufactures tail assemblies and ailerons. CANADAIR (Canada) Regional Jet Series 100ER The first of a new generation of regional jet airliners, the 50- passenger turbofan-powered Regional Jet Series 100 first flew on 8 May, 1991. Well over 875h of flight testing have been completed, almost half on the first prototype. The aircraft is powered by two 41kN (9,2201b)-thrust General Electric CF34-3A-1 turbofans, Canadair claiming that it will be quieter than any current jet airliner. The project received a boost in late 1992 with its first North American sale. Cincinatti-based Comair, previously expected to choose the BAe 146, signed a $395 million deal for 20 aircraft with options for a further 20. Current "contracts" cover 36 orders, with options let on another 36, and with a further 74 the subject of letters of intent. The airline version of the engine was certificated by the US Federal Aviation Admini stration in July 1991 and Canadair expects formal certification of the aircraft in mid-1992. The fuselage allows for four-abreast seating to airline standard and pressurisation, allowing a maximum cruising altitude of 41,000ft (12,500m). The Regional Jet is derived from the Canadair Chal lenger corporate jet, a development of Bill Lear's small-capacity, short-range, turbofan-powered air liner design. The second aircraft is being used for avionics and systems testing and a third is flying with a full 50-seat interior, including hot galley, overhead bins and lavatory. After earlier cold- weather trials at Frobisher, this machine is to be used for 150h function and reliability testing which will simulate revenue-earning operations. Deliveries should start in early September to launch operator Lufthansa CityLmer (previously DLT) in Germany. Stretched Regional Jet Canadair sees growth potential in the Regional Jet and has projected a 70- to 80-seat "Series 200", possibly with differ ent engines, although General Electric says that the CF34 would still be adequate. In May, Bombardier president and chief executive Laurent Beaudoin seemed to dismiss any larger growth, saying: "Under 70 seats...is the area where we intend to compete. We are really not a player in the 70- to 130-seat market." CASA (Spain) C.212-300 The Series 300 is the latest version of the successful Aviocar family. First flown in prototype form in 1971, the C.212-100 was offered originally as a freighter/commuter to compete with the de Havilland Twin Otter and -the Shorts Skyvan. The -200 series, introduced in 1979, has more-powerful Garrett TPE331-10 en gines and a strengthened landing gear. The -300, first flown in 1984, seats 23-26 passengers. A new nose provides more space for additional avionics and luggage, and an optional aerodynamic fairing can replace the rear-loading ramp. The C.212 is produced in Spain (as the Series 300) and in Indonesia (as the Series 200, see 1PTN). 3000 CASA is seeking partners for this 70-seat airliner, which would compete with the ATR72, de Havilland Dash 8-400, and British Aerospace ATP. It has an agreement with Ilyushin to develop the 11-114 fuselage and join it to the CASA-built Saab 2000 wing. The main modifica tions to the 11-114 include a 1.2m plug ahead of the wing and a 0.9m extension aft. Saab has been "talking with and listening to" CASA but claims no official interest. CASA sees litle scope for co-operation with its CN-235-partner, IPTN, on the 3000. A market for 1,000 aircraft over 20 years is seen and go-ahead could come before 1993 with a first flight in March 1995 and certification by June 1996. Allison is supplying information about the GMA2100 engine used in the Saab 2000. A 360kt (670km/h) cruise speed would require a take-off power of 3,575kW (4,800shp). Propellers will be five-bladed, 4m- diameter units. The 3000 would be built in Spain, and possibly Russia. CASA envisages an existing fuselage stretched for 68 passengers. Layouts show 68- and 76-seat configurations at 810mm and 760mm pitch. Design freeze is expected in late 1992, 42 months before service entry. A $700 million investment will be needed to launch the 3000, according to CASA, which is seeking a Government loan under preferential terms. CASA-IPTN (Spain-Indonesia) CN-235 Developed jointly by CASA of Spain and Industri Pesawat Terbang Nusantara (IPTN) of Indonesia, the first production model of this 45-seat aircraft was delivered in late 1986 to Merpati, followed by CASA's first delivery in February 1987 to the Royal Saudi Air Force. Design began in 1980, with prototypes flying in November 1983. The type received US certifica tion in December 1986. The wing centre-section and centre/forward fuselage are built by CASA, while IPTN handles the rear fuselage, tail section and outer wing. Production lines exist at Seville, Spain, and Bandung, Indonesia. Total announced orders exceed 130 aircraft, split almost evenly between civil and military. In a move to improve the aircraft's take-off, climb and cruise perform ed. 66 FLIGHT INTERNATIONAL 10 - 16 June, 1992
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