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Aviation History
1993
1993 - 0074.PDF
GENERAL AVIATION PZL plans Canadian plant Polish helicopter manufac turer PZL-Swidnik plans to set up a sub-assembly, finishing and maintenance plant for its WSK-3 Falcon multi-purpose light helicopter in Canada. The Polish company is plan ning to set up the factory in Halifax, Nova Scotia. It has re tained Rolf-lngo Strackerjan, the vice-president of BIW Canada (an international-consulting and software company which would be involved in setting up the computer-integrated manufactur ing) in Halifax. BIW will liaise with Canadian business and government and help find in vestment partners. PZL Canada, a joint-venture company, will have exclusive rights to assemble Falcons for North American, South Ameri can and Pacific Rim markets. Molniya-1 Flight tests start on Molniya-1 Russian design bureau Molniya has begun flight testing its first general-aviation aircraft. The Molniya-1 made its maiden flight at the Zhukovsky airfield in mid-December. The Molniya NPO design bu reau, headed by Gled Lozino- Lozinsky, is best known as having been responsible for the Soviet Buran space shuttle. The aircraft is powered by a Vedeneyev M-14P 270kW (360hp) piston engine, with a pusher propeller, and it has an unusual "tri-wing" layout, with fore-planes, low-mounted wing and a horizontal tailplane bridg ing vertical fins attached to two tail booms. The bureau says that the Molniya-1, which will seat five passengers and a pilot, has a take-off weight of 1,600kg, an 8.5m wingspan, a length of 7.86m and a height of 3m. For ease of transport on the ground and storage in small hangars, the outer sections of the wing can be folded upwards. The hinge is just outboard of the tailbooms. With wings folded, the span measures 3.56m. The aircraft's landing gear is tricycle non-retractable. Large cabin doors are hinged at the upper edge and held in a horizontal folded position by telescopic bracing struts. The estimated cruise speed is about 160kt (300km/h), cruising altitude 6,500-11,500ft (2,000- 3,500m) and its range is 1,200km (650nm). An export version of the Molniya-1, powered by a Tele- dyne Continental engine and equipped with Bendix King avi onics, is under consideration. Series production is planned to begin in 1993 at the Khru- nichev plant in Moscow. De fence spending cuts have robbed the factory of most of its orders for military space programmes. The manufacturer has not an nounced a price, but official design bureau sources say that it will be in the range-of $180,000 to $250,000. • The helicopter is likely to be powered by a Pratt & Whitney Canada PT6 en gine and incor porate Canadian- built avionics. Strackerjan says that PZL- Swidnik would consider another North American location, but prefers Halifax for three main reasons: BIW Canada, its partner in the venture, is situated there; Polish ships arrive in the port once a week and Pratt & Whit ney Canada has a plant there. The Falcon is undergoing US Federal Aviation Administration flight certification with Piasecki Aircraft, in Essington, Pennsyl- Canada-bound: the Polish PZL Falcon vania. Company owner Frank Piasecki says that although the helicopter is powered by Polish- made engines, once it obtains certification in May, the com pany then plans to offer the helicopter with a US engine. Production of the Falcon started in 1985, powered with two 660 kW (885hp) WSK-PZL Rzeszow TWD-lOWs. There are military and civil versions. • RAeS slams UK light-aviation policy The UK Government has been accused by a leading institu tion of causing "serious prob lems" to light aviation in the UK because of a lack of policy to wards the industry. The Royal Aeronautical Soci ety (RAeS) light-aviation group is calling for a national airfields policy to ensure effective re gional distribution of landing and refuelling places, including a clear Government statement that "...small regional airfields are important to future [na tional] prosperity". In addition, speedy processing of modifications and approvals by the Civil Aviation Authority would help to avoid "costly de lays, frustrations and loss of sales opportunities", according to group chairman Ann Welch. A paper presented by the group recommends that the CAA separate small-aircraft tech nical work from that on large commercial types, with the aim of releasing "experts with proper understanding of light aircraft and their operation". The RAeS claims that a na tional aviation policy which pre vents "the increasing destruction of existing [airfields]" would mean that few new airfields would be needed to provide capacity for business aviation and air sports "within reach of towns and industrial parks". Assistance is sought from the UK aerospace industry to widen "its communication with small or new [light-aircraft] operators and manufacturers to help strengthen the base of the aero nautical pyramid". The RAeS argues that lack of policy, low interest among the public and the media and "an unnecessary burden of air-law and bureaucracy" are disadvan tageous to the future of UK aviation. The Society points out that "...those who produced [the Tiger Moth,] Lancaster and Har rier began their careers in light aviation". Highlighting the fact that "...the Government-funded Air fields Environment Federation is active in the closure of airfields", the group suggests the joint development of military airfields for recreational flying and gen eral aviation. The Society of British Aero space Companies has rebuffed the RAeS action, saying that parts of the industry are already helping local aviation groups. "We will not be taking [recom mendations] on board above ex isting priorities," it says. The CAA is now considering its response. • 20 FLIGHT INTERNATIONAL 20 - 26 January, 1993
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