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Aviation History
1996
1996 - 2418.PDF
FARNBOROUQH REPORT JSTARSE-8 faces NATO re-engineing NORTHROP GRUMMAN is to re-engine the Boeing E- 8 Joint Surveillance Target Attack Radar System (JSTARS) aircraft to be offered to NATO. The US company is already in talks with potential suppliers BMW Rolls-Royce and CFM International about the BR 715 and the CFM 56-3B, respectively. The effect of replacing the Pratt & Whitney JT3-Ds on US Air Force E-8s will be to meet noise restric tions, lower through- life costs and increase operational flexibility. Engine selection is likely to be influenced by which of the NATO countries participates in die pro gramme, says Northrop Grum man. The CFM 5 appears to have die advantage as it has already been fitted to European and otlier USAF military applications of the 707 airframe used for the E-8. NATO has already established a provisional programme office which is undertaking project defin ition. A decision to proceed could be made in November, when al liance-member governments will meet. If the requirement is viewed as urgent, a contract could be awarded in mid-1998, and the first delivery made by mid-2 002. The programme office is already being briefed by potential bidders. Northrop Grumman has provided data to meet a NATO request for costings on five, ten and 15 aircraft. The company believes that the eventual purchase could be as high as 18 aircraft—similar to the num ber of NATO Airborne Early Warning aircraft now in operation. Other companies also have pro posals, including long-range busi ness-jet-based solutions founded on project-definition studies. Raytheon E-Systems and Lock heed Martin have recently compet ed for a similar UK requirement known as the ASTOR. French and Italian helicopter- based systems are also being con sidered by NATO. Although diey only provide limited surveillance, one of die decisions NATO has to make is whedier to have only long- range fixed-wing aircraft or intro duce a complementary mixture of aircraft and helicopters. • AI(R) and Bombardier vie for regional-jet market THE BATTLE TO dominate the regional-jet market is set to intensify, with Aero Inter national (Regional) (AI(R)) and Bombardier preparing to launch new 70-seat aircraft widiin die next nine mondis. AI(R) has unveiled plans to be gin full-scale development of its proposed AI(R) 70 twinjet by mid- 1997. The first prototype is tenta tively scheduled to be flown by mid-2000, widi production deliv eries following between nine and 12 mondis later. The European consortium con cedes diat it faces a tight develop ment timetable, but hopes to make up time by advancing die start of die AI(R) 70 pre-development phase to die end of 1996. "This will be a very active phase," says AI(R) chief executive Patrick Gavin. Bombardier, in die meantime, has stolen an early lead, following board approval to formally offer die CRJ-X to airlines. It aims to make a final launch decision by die end of the year, witli die first test aircraft being flown in March 1999 and deliveries beginning in Sep tember 2000. Preliminary development has AI(R) 's plans for a 70-seat regional-jet are taking shape reached an advanced stage, widi 550h of engineering and perfor mance validation wind tunnel test ing completed by May 1996. A 120h programme of more detailed design-configuration testing is due to end by mid-1997. AI(R), to reduce costs, has based the design of die AI(R) 70 four- abreast fuselage on diat of the ATR 42/72 turboprop. It is also propos ing development of a"shrink" 60- seat version and, possibly, a stretch ed version with up to 84 seats, pro viding there is market support. The CRJ-X represents a 4.7m stretch of the 50-seat Canadair Regional Jet incorporating a new 1.8m-span-wing-root plug, ex tended leading-edge and enlarged horizontal stabiliser. Two versions will be offered, a 70-seat A model and an increased gross- weight 78- seat B aircraft. While Bombardier has already selected die General Electric CF34-8C growth engine for die CRJ-X, AI(R) does not expect to make a final powerplant decision until mid-1997. In addition to die CF34, the Allison AE 3012 and Pratt & Whitney/Snecma SPW14 are being considered. Both companies are seeking to attract risk-and-revenue sharing partners. M(R) is offering a 30- 40% stake in die programme and is talking with Soudi Korea. Bom bardier is expected to sign up Mitsubishi. • Hurel-Dubois presents new thrust-reverser concept FRENCH aerostructures com pany Hurel-Dubois is develop ing a new thrust-reverser concept which it claims will be cheaper, lighter and more reliable than existing systems. The system, called die Papillion, incorporates technology used in die company's earlier pivoting-door thrust- reverser designs in a blueprint re quiring fewer components. The design is aimed at underwing- d Business Publishing Hurel-Dubois says that its thrust-reverser will be cheaper and lighter mounted engines, and reverses the flow of bypass air. The manufacturer says that die Papillon is a hybrid of earlier petal- type reversers and two-door tar get-type reversers which act on the total flow. It consists of two doors rotating on fixed pivots mounted in die side walls of die engine nacelle. When opened, the doors' aft section blocks the bypass flow, while the forward sections redirect the resul tant flow. The design reduces the risk of inadvertent deployment in flight to a negligible figure, says the compa ny. It also meets all current and anticipated lightning strike, dam age-tolerance and fire-protection regulations. • 14 FLIGHT INTERNATIONAL 11 - 17 September 1996
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