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Aviation History
1997
1997 - 0111.PDF
]~ADLM=3 Airbus issues hydraulic pump warning after A330/340 fires PAUL LEWIS/SINGAPORE AIRBUS INDUSTRIE has instructed all A3 30 and A340 operators to de-activate the air craft's electrically driven hydraulic pumps, following a series of fires which has left at least two aircraft badly damaged. In the latest incident, an auxil iary pump is suspected of having overheated on a Malaysia Airlines (MAS) A3 3 0-300 (9M-MKA) parked at Singapore's Changi Airport in the early hours of 4 January. The resulting fire caused an estimated $30 million worth of damage before being extinguished. The A3 30 was undergoing a routine overnight line check, when the fire started in the aircraft's right-hand main landing gear wheel well. The fire is understood to have caused "significant dam age" to the well, fuselage panels, frames and keel beam and will require at least six months to repair. In October, an Air Mauritius A340-300 suffered an estimated $28 million worth of damage from fire started by an overheated pump during routine ground mainte nance. This followed the complete Was a hydraulic pump fault the cause of the Air France A 340 firei loss of an Air France A340 to fire also on the ground in January 1994, the cause of which has never been officially determined. The problem centres on the A330/340's three Vickers hy draulic-electrical pumps, which are used as an in-flight back-up to engine-driven pumps working the aircraft's yellow, green and blue hydraulic systems. The yellow- electrical pump, in the forward bulkhead of the right main wheel well, is also used on die ground to work the aircraft's cargo doors. After the Air Mauritius fire, air lines were instructed to not to use die pumps in flight until diey had been checked. Before the latest incident, several airlines had dis continued using the pumps com pletely and were opening and closing cargo doors manually. According to MAS, the airline had also de-activated and isolated the pumps on its aircraft, both elec trically and hydraulically. Local sources, however, suggest the A330's remote controlled cir cuit breaker was tripped and the pump was active while at Changi. Airbus in the meantime, is looking at alternative pumps for the A3 30/340. • AMRAI works to salvage N250 schedule AMERICAN Regional Aircraft Industries (AMRAI) is to form a joint task force with IPTN in an attempt to get die N2 50 flight-test and certification programme back on schedule. The Indonesian manufacturer and its US-based subsidiary agreed to the recovery effort in mid- December, shortly after the much- delayed maiden fl ight of the second N250 prototype. AMRAI hopes that with the active participation of its Western management, the pro gramme can be put back on sched ule within six months. Flight testing of the PA2, the first full-size 64- to 68-seat N250- 100 prototype, is now running eight months behind schedule. This follows the US Federal Aviation Administration's refusal to accept the aircraft as a certifica tion validation vehicle, because of shortfalls in conformity documen tation (Flight International 4-10 December, PI 2). AMRAI has warned that unless die aircraft can be certificated and delivered on time, IPTN runs the risk of missing its chances in the US turboprop market. AMRAI wants to deliver the first N270, a 70-seat stretched derivative of the N250- 100, to potential North American regional operators in early 2000. IPTN and AMRAI are now assessing FAA reports and require ments to determine whether par tial use of the PA2 can made for certification. "It's very difficult to get PA2 back on line, but we want to salvage something out of it," says a company official. A third prototype is due to join die programme in September, fol lowed by a fourth and final N2 50- 100 test aircraft in early 1998. IPTN hopes to get FAA airworthi ness certification for the aircraft by late 1998, at which point the first N270 prototype will begin an "accelerated" flight-test pro gramme, leading to its certification by the end of 1999. In the meantime, AMRAI does not now plan to begin construction of its US site in Mobile, Alabama, until 1998. The plant is intended to be used for N270 final assembly and after-sales support. Pro duction had originally been sched uled to begin in 1997. • NEWS IN BRIEF • LOCKHEED MARTIN SBIRS The United States Air Force has selected a Lockheed Martin-led team to develop its Space Based Infrared System (SBIRS) space-sur veillance early-warning pro gramme. The total value of the project is estimated at SI5 billion. Under SBIRS contracts, five geosynchro nous Earth-orbit and two high Earth-orbiting sensors will be delivered. GenCorp Aerojet, Northrop Grum man and Honeywell are team members. The SBIRS will replace the Defence Support Programme in providing space-based early warning. • AA PILOTS REJECT American Airlines' (AA) recent $6.6 billion order for a mix of Boeing aircraft is on hold following the rejection of a new labour agreement by the Allied Pilots' Association, a union which represents some 9,000 of the airline's aircrew. AA said when it placed the order that it was contingent on the ratification of the new agreement, and is confident that the union's approval will "soon" be secured. • BOEING 747 ORDERS Boeing has taken orders from two customers for three Boeing 747-400s, including two -400 Combis for Air China, and one -400 Freighter for Cargolux, the latter being due for delivery in November. • LTC EXAMINATION The UK Ministry of Defence (MoD) is examining pro grammes within its long- term costings (LTC), looking for savings. Programmes worth less than £50 million ($77.5 million) are coming in for particular scrutiny. The MoD says it is an "ongoing process of prioritisation," but other sources suggest that it is looking for savingsbecause of likely funding shortfalls. FLIGHT INTERNATIONAL 15 - 21 January 1997
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