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Aviation History
2002
2002 - 3296.PDF
AIRSHOW CHINA China's aerospace industry showcase Airshow China 2002 opened its doors in Zhuhai from 4-7 November. The atmosphere was generally upbeat, with massive growth forecast for the airline and general aviation markets, but unclaimed space was evident in the main overseas exhibitors' hall. Also notable was the lack of a flying display and non appearance of the J-10 fighter. Andrew Doyle reports. SHOW REPORT Airshow China PRODUCTION Airbus confirms deal on A320 assembly Airbus and China Aviation Industry I (AVIC I) have formal ised their May 2001 co-operation agreement, clearing the way for the progressive transfer of pro duction of A320 wing fixed lead ing- and trailing-edge assemblies to China. Under the terms of the $160 million deal signed at the show, AVIC I companies Shenyang Aircraft (SAC) and Xian Aircraft (XAC) will produce the parts. An additional commercial contract was signed for AVIC I's Chengdu Aircraft to make A320 "section 11" floor grids for Airbus. The European manufacturer has already subcontracted pro duction of interspar ribs, elec tronics access doors and emer gency exit doors to SAC and XAC. Chengdu Aircraft has built A320 rear doors since 1998. Meanwhile, eight more vendors are to distribute spares to Chinese airlines through the joint China Aviation Supplies Import & Export/Airbus Customer Ser vices Support Centre in Beijing. Eaton Aerospace, Goodrich, Hamilton Sundstrand, Honey well, Northrop Grumman, Parker Aerospace, Satair and TPA join 12 other suppliers providing services to Asia-Pacific and Chinese Airbus operators. • China's Nanjing Jinling will build one of the roll-on/roll-off cargo ships that will carry A380 major subassemblies from facto ries in Europe for final assembly in Toulouse. The vessel will be delivered in 2004. It will collect subassem blies from Broughton, UK; Hamburg, Germany; Puerto Real, Spain; and St Nazaire in France. The final part of the jour ney to Toulouse will be by road. ULTRALIGHT AIRCRAFT Shenyang-Evektor unveils EV-97 Shenyang-Evektor Aircraft unveiled its EV-97 ultralight aircraft at Airshow China 2002. The company is a joint venture between China's Shenyang Aircraft and Evektor-Aerotechnik of the Czech Republic, with funding from Income Growth Investment Consultant (Shenyang). The venture has been set up to develop, manufacture and sell "multi function general aviation aircraft, targeting the Chinese and Asian market", says Shenyang-Evektor. "With rapid economic development in China and the adjustment of air traffic control policies, general aviation will undoubtedly develop rapidly in China," it adds. The Bombardier Rotax 912S-powered EV-97 has been designed as a "competitively priced" training and sports aircraft and features a short take-off and landing capability, folding wing and a stall parachute. Wingspan is 8.1m (27ft) and overall length 5.98m, while maximum take-off weight is 450kg (990lb) and maximum speed 132kt (245km/h). REGIONAL JET GE wins battle to power ARJ21 Manufacturer beats P&WC, Rolls-Royce and Snecma GE Aircraft Engines has tightened its stranglehold on the large regional jet engine market after winning the four-way fight to supply the propul sion system for China Aviation Industry I's (AVIC I) ARJ21 79- to 99- seat regional jet family. The signing of a letter of intent (LOI) between the US manufacturer and AVIC I at the show came as a surprise because GE had expected AVIC I to narrow the choice to two candidates before selecting the winner by year-end. The losing bidders were Pratt & Whitney Canada offering its geared-fan PW800, Rolls-Royce with its BR710, and Snecma offer ing its all-new SMI46 turbofan. AVIC I is understood to have chosen GE's CF34-10A partly due to recent increases in the ARJ21 family's planned operating weights, which required more power. GE also presented an attrac tive commercial offer and cast the CF34-10 as a low-risk solution as it is already in development for the Embraer 190/195 family and is due for certification next year. "By the time the ARJ21 enters service in 2006, the engine will have logged half a million flight hours of in-service experience on the Embraer 190/195," says GE. The CF34-10A will be certificated at 18,5001b thrust (82kN) and will have a wide-chord fan, three -dimensionally aerodynamic com pressor blades and single-annular low-emissions combustor. "The technology, service and business factors all worked together to make GE the winner," says Tang Xiaoping, president of AVIC I Commercial Aircraft (ACAC), the company set up to manage ARJ21 development. GE says it will be a risk-sharing partner by paying for development of the propulsion system, but will supply engines at a fixed price rather than taking a share of pro gramme revenue. It has offered AVIC I the option of assembling and testing the engines in China. The ARJ21 is due to enter service in 2006 and will be optimised for hot-and-high operations. GE sees a potential market for 500 ARJ21S over the next 20 years, which would represent engine busi ness worth $3 billion. It already buys engine parts worth $20 million annually from AVIC I, which it aims to increase to $400 million by 2005. • As expected, ACAC has signed up Boeing Commercial Aviation Services as an engineering consul tant on the ARJ21, with particular focus on achieving avionics com monality with the next-generation 737 family. The initial contract lasts only five weeks, but contains an extension clause. Boeing will not invest in the project. AVIC I management surprised the show with the GE deal 20 12-18 NOVEMBER 2002 FLIGHT INTERNATIONAL www.fliqhtinternational.com
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