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Aviation History
1997
1997 - 2465.PDF
NBAA FIRST NEWS Fairchild Dornier reveals plans for corporate 328JET model FAIRCHILD DORNIER has unveiled plans to offer a corpo rate version of the 328JET regional airliner now under development, but declines to comment officially in the lead-up to the US National Business Aviation Association show, on 23-25 September. The company is already believed to have reserved "several" early- delivery slots on die 328JET line for the corporate version. This apparently follows higher-than- expected levels of interest from companies considering the aircraft for corporate-shuttle duties. Like the regional airliner, the 328JET corporate version will be powered by two 27kN (6,0001b)- thrust Pratt & Whitnev Canada PW306/9 turbofans. the first engine shipset is due to be deliv ered to the company in October. The maiden flight is planned for January 1998, with initial deliver ies following in 1999. The re-engined aircraft is expected to have a cruise speed of 375kt (690km/h) at 22,000ft (6,700m), compared with the stan dard 328-100 turboprop's 335kt. The jet is also believed to have a range of 1,650km (3,050nm) in regional configuration, with 34 seats, and is envisaged to be offered with longer range for the corporate version, with a low-density interior. As with the airliner derivative, Eairchild Dornier is expected to play its low-price card to the full with its new contender. It is believed to be offering the business-jet ver sion for under Si2 million, with a $1.4 million interior. A total often firm orders for the 328JEThasbeen announced, from French carrier Proteus Airlines and Aspen Moun tain Air/Lone Star of Texas. J Honeywell's Primus Epic display system will be demonstrated to pilots at the NBAA show Honeywell demonstrates first Epic elements HONEYWELL HAS started pilot demonstrations of the control-display system (CDS) designed for its recently launched Primus Epic next-generation inte grated avionics. The CDS incorporates large flat-panel liquid-crystal displays developed in co-operation with .Mitsubishi Electric, as well as a cur sor-control device (CCD). The Primus Epic has been selected by Raytheon Aircraft for the Hawker Horizon, and will be demonstrated to corporate pilots at the NBAA show on Honeywell's Cessna Citation Vtestbed. As well as enabling Honeywell to get aircrew feedback on the CDS, the Citation configuration is being used to test applications of the Primus Epic for retrofit. "The strategy is to keep the Primus 1000, Primus 2000 and SPZ-8500 up to date," says next-generation-sys tems manager Larry Clark. "We want to provide a total sys tems approach, to upgrade the cockpit while minimising develop ment costs, meeting new regula tions and enhancing situational awareness. We will upgrade from CRT [cathode-ray tube] to flat panels, use the CCD to reduce the need for more cockpit computers and will add a modular avionics unit to host new functions such as databases and video," he adds. Part of the pilot feedback effort is aimed at the CCD design. Honeywell has narrowed its search to two types: a joystick with buttons and a knob, and a touchpad with similar buttons and knobs. The lat ter is displayed on the NBAA air craft. Other Epic features facing more uncertainty until develop ment issues are resolved include the pilot's personal assistant, a portable lap-top computer for the cockpit, a voice-command system and a graphical user interface. "We are starting to build hard ware and we want to have flexibili ty to encourage other companies to join us to build hardware and soft ware modules and put them in die aircraft," Clark says. Areas for possible involvement include utilities such as hydraulics and fuel, he says. Clark adds that"...we also have agreements with AlliedSignal for systems such as enhanced ground-proximity' warning to be part of Epic". • Raytheon steps up Horizon drive RAYTHEON AIRCRAFT is to step up marketing of the Hawker Horizon "super mid-size" business jet with the unveiling of a full-scale mock-up at the NBAA. The company has booked "about a dozen" orders for the S14.6 million aircraft since its 1996 launch. In contrast, Raytheon expects to book its 100th sale of the Premier I light business-jet by the time of the show, just two years after the launch of the S4.15 million aircraft. The Horizon mock-up reflects design changes made since its launch. The wing has been moved back by 115mm, the engine na celles forward by 75mm and the fuselage stretched by 255mm. Sam Bruner, engineering programme manager, says that elimination of over 45 kg from the nose through avionics integration, coupled widi the location of some systems "...further aft than liked", resulted in the aircraft becoming "tail- heavy". The changes restore the "load anything and go" centre-of- gravity range of the original design. Other changes include a larger vertical tail, to increase directional stability at high speeds and alti tudes, and a slightly larger horizon tal stabiliser. The windshield has been modified from six panels to four, to improve visibility. Guaranteed performance has not changed, says programme manager Tom Reichenberger, and includes a 6,300km (3,400nm) range at Mach 0.78. The schedule is unchanged also, with a first flight in late 1999, certification in 2001 and delivery of nine aircraft in the first year, 18 in the second year and 20 a year thereafter, he says. The Premier I programme has been delayed by design changes to ensure that performance guaran tees are met. The first flight is due in the second quarter of 1998. Raytheon has built composite for ward fuselages for the first two test aircraft, and is working on the sec ond aft fuselage, using fibre place ment. Assembly of the first metal wing is under way. Fuselage mating on the first aircraft is due in late 1997, and wing mating in 1998. US certification and first deliveries are planned for mid-1999. • FLIGHT INTERNATIONAL 24 - 30 September 1997 25
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