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Aviation History
1992
1992 - 1490.PDF
REGIONAL AIRLINER DIRECTORY seats) and the -400 with a 2.4m-longer fuselage (58-68 seats). Three-door configurations are de noted by the 120/320/420 designation. This programme was- launched simultaneously with the Fokker 100 at the end of 1983 and is Fokker's replacement for the F.27, production of which ended in 1986. The baseline fuselage is the same length as that of the F.27-500 (the longest of the F.27 series). The main change from the F.27 is the replacement of the Rolls-Royce Dart 551 engines by l,862kW Pratt & Whitney Canada PW125s driving all-composite, six-bladed Dowty Rotol propellers. Cruise speed of the Fokker 50 is 10% higher than that of the F.27, while specific fuel consumption is 30% lower. The Fokker 50 has an all-new flightdeck with an electronic flight-instrument system, four doors (including a passenger door with integral airstair) and the latest-technology systems. The F.27's pneumatic system is replaced by conventional hydraulics and the single-wheel nose landing gear is replaced by a twin-wheel nosegear unit. The cabin is com pletely updated and the number of windows is double that of the F.27. Noise reduction meas ures, Fokker claims, make cabin noise levels close to jet standards. The first of two prototype Fokker 50s flew on 28 December, 1985, and the first delivery was to DLT of West Germany in August the same year. US Federal Aviation Administration type certification was received in February 1989. Fokker 50 sales stand at 158 firm with options let on 12. About 130 have been delivered. Production rate is 33 a year, which the manufacturer claims compares with an initial 24 a year. There have been no firm orders for the Srs 400, which could be delivered within three years. Fokker 70 Fokker says it has given an "internal go-ahead" for work on the proposed Fokker 70 twinjet and to have engineering, manufacturing and marketing arrangements in place. This pro ject is central in Fokker's discussions with Deutsche Aerospace (DASA), which-may result in DASA buying a 51% stake in the Dutch company. DASA and Avions de Transport Regional have their own plans for a slightly larger airliner (outside the scope of this directory) which would clash somewhat with Fokker's market. Fokker says, however, that the Fokker 70, offering up to 79 seats, a standard 1,850km (l,000nm) full- passenger range and systems, and avionics simi larities with the Fokker 100, would go ahead even if the talks failed. It will be powered by Rolls-Royce Tay 620 engines. HARBIN (China) Harbin Y-12 This larger development of the 17-seat general-purpose short take-off and land ing utility transport by the Harbin Aircraft Factory uses experience gained from its earlier Y-ll design. The initial series of aircraft, desig nated Y-12 I, were powered by Chinese licence- built 375kW (500shp) Pratt & Whitney Canada PT6A-10 turboprops, the first of these flying in 1982. The company then developed the more powerful Y-12 II, with 462kW PT6A-27s, the first flying in 1984 and receiving domestic certifica tion in late 1985. Laos ordered two examples of the Harbin Y-12 II in mid-1990, as an extension of two earlier purchases for delivery before the end of 1992. Sri Lanka has bought six Y-12s and China requires some 200. New Malaysian opera tor Pacific Air Charter was launch customer in South-East Asia, having ordered two Y-12s. Hong Kong Aircraft Engineering (HAECO) has been contracted to fit modern Nordam cabin interiors and avionics to the aircraft, the first of these being redelivered to China in 1985. Two models are available: the Y-12 I with Chinese utility interior and the Y-12 II with Nordam interior, Hamilton Standard environmental control system, and a range of Western avionics options. The Y-12 is in small-scale production for utility use by the Civil Aviation Administration of China at regional level, and UK Civil Aviation Authority certification was received in 1990. Product sup port and marketing co-ordination will be handled by a Hong Kong-based joint programme office, comprising the Harbin Aircraft Factory, Singapore Aircraft Industries and South China Aero Tech nology, the joint venture between HAECO and CATIC (the trading arm of the Chinese Ministry of Aviation Industries). Stretched and pressurised versions may follow. HINDUSTAN AERONAUTICS (India) Indian manufacturer Hindustan Aeronautics (HAL) has been negotiating with British Aero space over possible licence production of the BAe Advanced Turboprop (ATP). BAe believes its previous links with HAL, under 748s were built in India, place it well for a new agreement. HAL also builds the Dornier 228 under licence. ILYUSHTN (Uzbekistan/Russia) 11-114 The former Soviet manufacturer hopes to open second and possibly third production lines for the 11-114. First deliveries from the initial line in Tashkent, Uzbekistan, are expected to Uzbeki Airways in early 1993. Ilyushin has an agreement for the aircraft to be built in Moscow and has been talking to the factory in Omsk about a possible line there, to meet Aeroflot's requirement for 350 Il-114s to replace the Antonov An-24. First flown on 29 March, 1990, the twin- turboprop 11-114 is designed to meet an Aeroflot requirement for a 60-seat, four-abreast aircraft with a 5.4t payload over a 1,000km (540nm) range. Its appearance at the 1990 Farnborough show sparked speculation that Ilyushin sought Western partners to develop and certificate an export model. The manufacturer has been talking with Spain's CASA, which wants to marry a developed 11-114 fuselage to the wing of the Saab 2000 to make the CASA 3000. The aircraft bears a superficial similarity to the British Aerospace Advanced Turboprop, which the Soviets had wished to build under licence at one time. Design studies began in June 1986 and three prototypes were to be built. The aircraft seats 60 passengers, and is powered by two l,862kW (2,500hp) Isotov TV7-117 turboprops, driving ultra-wide-chord low-noise CB-34 carbon-composite propellers at a 270kt (500kmh) cruise speed. General Electric CT7 or Pratt & Whitney PW100 engines are expected to be specified for export aircraft. Ilyushin is developing a 72-seat -114M, using Russian-made TB-17 engines and is considering an 80-seat version. The cockpit has cathode-ray- tube instrument displays and the wing is fitted with double-slotted flaps. A range of 3,250km with half payload and 5,800km with no payload is claimed. Production aircraft will have compos ite tailplanes and wing boxes, the manufacturer's first use of such material in primary structure. Composites are used for the dorsal fin, ailerons, spoilers, wing-root fairings, radome and cabin floor. The airframe also uses aluminium-lithium. Production rate is intended to be 100 aircraft a year. The 11-114 has no underfloor stowage, so baggage is stowed either side of the aisle near the front entrance or in a single bay by the rear do.or. Commonwealth of Independent States certifica tion with Western avionics is expected in 1994. INDUSTRI PESAWAT TERBANG NUSANTARA — IPTN (Indonesia) N250 The Indonesian manufacturer is about to choose between UK suppliers Lucas Aerospace and Dowty/GEC for the fly-by-wire system for the N-250, the country's first entirely indigenous transport programme. ITPN chose the 2,200kW (2,950hp)-class Allison GMA2100 in mid-1990 and has since ordered engines to cover two years' production. Dowty is to supply propellers under a $12 million offset deal announced earlier this year. Merpati and Bouraq Indonesian airlines have signed letters of intent covering 130 aircraft, and Sweden's FFV Aerotech is understood to have signed for some. Commitments have grown this year with orders for six from Sempati Air, which has taken options on ten more. The Indonesian Government-owned company is to invest $500 million in the aircraft. Indonesia is talking to the USA about a bilateral airworthiness agreement, which it hopes to establish by mid-1993 to overcome the major hurdle of obtaining certifica- ~^*»fc^t> 2* - " „ I, ,n ,,,- r~~—-~-~ IPTN's CN-235 testbed at Bandung tion in Europe and the USA. Three flying prototypes are reported to be planned for the aircraft, which is a 50- to 54-seat, four-abreast design with a development of the CASA-IPTN CN-235's cabin cross-section. The 25.25m cabin is longer and the N-250 does not offer the CN-235's rear-loading ramp. The original low-set tailplane has been replaced by a T-tail. The 22t maximum take-off weight N-250 has a design cruise speed of 300kt (555km/h) and a basic range of 1,480km (800nm) with 50 passengers. Prototype assembly is set to begin in 1993. First flight is set for 1995, with deliveries starting in the following year. IPTN sees a market for 400 aircraft, of which 250 would be domestic sales. N270 The aerodynamic configuration of this proposed, stretched 70-seat version of the N-250 has been frozen, and engine and landing-gear suppliers chosen. It will use Dowty propellers. IPTN also plans a 130-seater, the N-2130, smaller 100- to 120-seat versions, and a new 20- to 30-seat turboprop commuter. ISRAEL AIRCRAFT INDUSTRIES Israel Aircraft industries (IAI) has been discussing with Czechoslovakian manufacturer Let an up grade of the L-610 commuter with new engines, improved avionics and better cabin interior. General Electric has an agreement to supply CT7-9B turboprop engines. Arava 101B The initial 19-seat civil production version, the Arava 102, was developed into the 101B, which has been upgraded with Pratt & Whitney Canada PT6A-36 engines. US Federal Aviation Administration certification of the 101B took place in November 1980. More than 90 Aravas of all types have been sold, the aircraft appealing primarily to the military sector of the 74 FLIGHT INTERNATIONAL 10 - 16 June, 1992
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