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Aviation History
1993
1993 - 1454.PDF
HEADLINES CASA looks set to manufacture EFA's right wing Eurofighterfaces up to new workshares BY SIMON ELLIOTT AND DOUGLAS BARRIE Potentially divisive argu ments over workshare allo cations are being thrashed out within the four-nation Eu- rofighter 2000 consortium as the partners attempt to reshape the programme by the end of the year. The rationalisation debate began in the wake of 1992's studies into the post-Cold War future for the European Fighter Aircraft (EFA) programme. The studies, which transformed the EFA programme into the Eu- rofighter 2000, called for an in-service date (ISD) of 2000 for Italian and UK aircraft. Senior programme officials say that a revised workshare must be in place by the end of 1993, to meet the ISDs. Early discussions suggest that Spanish partner CASA will take over production of the starboard wing — previously shared with British Aerospace (BAe). Alenia is expected take on the rear-fuselage section, with CASA giving up this work. BAe continues to work on the forward-fuselage section. There could be problems, however, with Deutsche Aero space (DASA) on the re-jigged workshare. While Germany has reduced its aircraft requirement to a maximum of 140, DASA wants to maintain a 33% pro duction share. Outline agree ments suggest that project workshare should follow the number of aircraft procured. Meanwhile, senior DASA and defence-ministry officials con tinue to meet to discuss a possible work-round for the DM300 million ($186 million) shortfall in German funding for the programme this year. One source suggests that DASA may finance the shortfall independently, in exchange for assurances that the Govern ment will support it in at tempting to retain a 33% programme share. It has also been revealed that the consortium will make use of internally-mounted "stealth tiles" to reduce its radar cross- section. The tiles will be used to mask internal structures and components, which would oth erwise produce a significant radar return. The Eurofighter's basic con figuration was determined while stealth technologies were emerging in the mid-1980s. Low-observable technologies have been introduced retro spectively. Besides the stealth tiles, lead ing edges and intake ducts are likely to have a radar-absorbent material coating. The tiles will be fitted to aluminium-alloy substructures, using a film adhesive. S-bend intake ducts are also used to mask engine fan blades. • See feature, P83. FAA backs satellites for approaches The US Federal Aviation Administration has ap proved the use of satellite- based navigation systems for non-precision approaches and en-route operations in the USA. The FAA says that Canada will shortly make a similar an nouncement. The decision means that the Pentagon-controlled global- positioning system (GPS) can now be used for over 5,000 published non-precision ap proaches at 2,500 airports. Many of these are not equipped with precision-landing systems. Aircraft equipped with FAA- approved GPS receivers would eventually lose their reliance on ground-based navigation aids (navaids). The total GPS constellation of 24 satellites is expected to be in place by November 1993. Until then, GPS equipment can be used as the primary means of instrument-flight-rule (IFR) guidance during an instrument approach, as long as a pilot monitors the performance of the GPS receiver, using tradi tional ground-based navaids. After November 1993, the GPS can be used as the primary IFR flight guidance during an instrument approach, without active monitoring of other na vaids. The FAA believes that a GPS will be able to provide Category I precision ap proaches. It expects to know whether it can provide lower- visibility Category II/III landing capability by 1995 (Flight Inter national 31 March-6 April). Acting FAA administrator Jo seph Del Balzo says that, as the administration is so confident of the GPS, it has already decided that 1995 will proba bly be the last year for procure ment of conventional Category I instrument-landing systems. The phase-out of en-route primary radars will begin in 2000, he says. He adds that the USA operates and maintains 200 older Category I systems, which are nearing the end of their life cycle. The USA also owns 1,685 ground navaids which cost $34 million a year to maintain. • Sikorsky hunts for S-92 partners Sikorsky is looking for launch partners for its S- 92 utility transport helicopter in both Europe and the Asia Pacific region, according to company president Eugene Buckley. Buckley says that Sikorsky would like to form "...a consortium to build the air craft on a worldwide basis". He adds: "We are spending considerable effort in reduc ing the development risk." While Sikorsky continues to work on the S-92, its future is dependent on the emer gence of a military order. Buckley says: "A purely com mercial market will not sup port development costs." The S-92, based on the H-60 military helicopter, is under study with Mitsubishi of Japan, but Buckley declines to identify potential partners. While Sikorsky continues to pursue the S-92, albeit cautiously, it is aggressively marketing H-60 variants within Europe. Buckley vis ited the Netherlands at the start of June to publicise tie- up with Philips; software house Mas/IPA and the Netherlands Aerospace Labo ratory, chasing a Dutch mili tary utility helicopter require ment. Sikorsky is offering the UH-60 Black Hawk. The Royal Netherlands Air Force was aiming to purchase 17 medium-lift helicopters. • Sikorsky seeks S-92 partners FLIGHT INTERNATIONAL 16 - 22 June, 1993 7
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