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Aviation History
1994
1994 - 2580.PDF
R-R works to hit Trent's fuel-consumption target Mm TRANSPORT DASA tests joint GLONASS/GPSkit PAUL LEWIS/SINGAPORE THE ROLLS-ROYCE Trent 700 turbofan engine is around 2% outside its predicted fuel-con sumption (SFC) target, but is expected to meet its performance goals on entering service with the AirbusA330-300inFebruaryl995, say industry sources. It is understood that the SFC is now 1.5% down on the compet ing General Electric CF6-80E1 and 2.5% below that of the Pratt & Whitney PW4168. Perform ance figures for the R-R engine, however, are "as good as" the other two A3 30 engines at a simi lar stage in their development. R-R has not yet officially released any SFC data on the engine. "We don't have an SFC position that is stable — the flight-test results are still coming in — but we will be within target on the day," predicts R-R techni cal-sales manager Mark Baseley. The Trent 700 is scheduled to receive type certification on the A3 30 in December and to enter service with launch customer Cathay Pacific Airlines in February 1995. The CF6-80E1- powered A330, the lead engine/airframe combination, was type-certifcatied in October 1993 and delivered to French domestic carrier Air Inter early this year. The PW4168-powered A3 30 was due to enter service in August, following type certification in May. Initial delamination prob lems with the engine's thrust- reverser cowling, and the loss of a PW4168-powered test aircraft, have delayed deliveries. Thai Airways International is now expected to take its first A3 30 in November and Malaysia Airlines in February 1995. Airbus flight testing of all three A3 30 engine combinations totals over 2,100h, including more than 300h with the Trent 700. The R-R-powered aircraft is now in the final phase of its type-certifi cation programme, centring on a 12 Oh route-proving exercise with Cathay Pacific. The Trent 700 is also undergo ing a 3,000-simulated-cycle test for extended-range twin-engined operations (ETOPS) of up to 120min on entry into service. Cathay Pacific's A3 30s will initial ly be certificated for 60min ETOPS, as the carrier has no pre vious experience of operating twin-engine aircraft. This will be extended to 90min ETOPS after six months of A3 30 operations and 120min at the end the first year. Cathay Pacific will be using the A3 30 to replace its Lockheed L-1011 TriStars on regional routes within Asia and does not expect to have to go beyond 12Omin ETOPS. • APROTOTYPE satellite-navi gation receiver which can use the US global-positioning system (GPS) or the Russian GLONASS system has been tested by Deutsche Aerospace (DASA). The system is able to use a blend of the two signals. DASA, developing the 12-chan- nel receiver with Rockwell-Collins, says that the tests show "good results for a prototype". The prototype has not been air- tested, but operated in a car in St Petersburg, Russia. ^ NEWS IN BRIEF m AIRPORTS Airports Council Inter national, quoted in "Bursting at the seams?" (Flight Inter national, 19-25 October) as representing 261 airports in 43 European countries, points out that its membership is 427 companies or organisations in 143 countries and it repre sents the interests of over 1,000 airports worldwide. Air Liberie president attacks French feudalism' JULIAN MOXON/PARIS IR LIBERTE president Lofti LBelhassine says that he wants to expand the size of his airline by "two or three times" to prepare for the liberalisation of air trans port in Europe. The airline now operates 11 aircraft, including McDonnell Douglas MD-83s, a single DC-10 and Airbus A300-600R and A310s. "We're too small," says Belhassine, who is at the forefront of complaints from French air lines about France's handling of the opening of internal routes to competition. Belhassine speaks out against the French Government's attempt to reverse the European Com mission's ruling on the opening of routes to Marseilles and Toulouse from Paris Orly. "The problem is not technical, but political, in the sense that every French minister Air Liberte' is headingfor expansion tocope with European lineralisation of transport has for so long con sidered himself the minister of Air France," he says. "It has led to a considerable weakening of the French air transport system, and has driven the private sector of the industry to near non-existence," he adds. Air Liberte has been operating services from Orly to London Gatwick at a load factor of "...about 35%, which is not bad considering it is our first entry into the UK. It is also climbing very fast," adds Belhassine. He says that he is aiming for "about 10%" of total Orly- London traffic. "We want to serve both Gatwick and Heathrow, but it is impossible because the French Government allows each airline only four flights a day from Orly to London. We also still have no slots at Heathrow," he adds. "We want to be able to fly all national routes, from Orly, as well as international medium-haul routes up to 3 h away. We're in Europe, not just France," he says. Belhassine says that he is "still negotiating" for a purchase of up to four long-range aircraft. "We like the Airbus A340, but there are alternatives, of course." Belhassine founded Air Liberte eight years ago and stresses that the airline is "totally privately owned". He insists that the French Government's attitude must change. "The Government has no right to impose additional hardship on its citizens by avoiding competi tion, which is now here to stay. There is still a feudal system in France that is too comfortable. But the writing is on the wall." J FLIGHT INTERNATIONAL 26 October - 1 November 1994
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