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Aviation History
2004
2004-09 - 0451.PDF
HEADLINES AIR TRANSPORT GUY NORRIS / LOS ANGELES Boeing studies 737 replacement ideas Manufacturer looks at ways of using technology from 7E7 Preliminary studies of an aircraft family to succeed Boeing's narrow- body Next Generation 737 are gathering momentum as a launch decision on the middle-of-the-mar- ket 7E7 looms. The studies are focused on what Boeing's product development pre liminary design group calls the "Y-1" replacement requirement. It is believed to cover a three-member family including 120-150- and 190- seat models to match the capacity range of the 737-600/700/800/900, as well as the lower end of the 757, which ceases production in October. The Y-2 study is the 757/767 replacement effort under way with the 7E7, while the Y-3 is the prelimi nary design requirement for a longer-term 777 successor and the Y-4 a nearer-term 747-sized solution. Although the 737 continues to attract orders, Boeing is aware of the need to replace "from within" rather than allow Airbus to snatch further market share with an enhanced A320 family. Boeing says that although "there are no plans at this time to replace the 737 with a single-aisle version of the 7E7", it "fully expects" the technology being developed for the new twin to "have applications to current and future Boeing aircraft". Flight International understands the internal entry-into-service (EIS) target date for the first Y-1 product is around the 2013. The target dovetails with Boeing's planned EIS for the 7E7-3/8 in 2008 and the stretched 7E7-9 in 2010/11. The Y- 1 would adopt 7E7 systems, struc tural and design technology. Even without additional orders, Boeing says the current 737 backlog will A three-member replacement for the 737 family will compete with the A320 "carry us out to around 2010-12". General Electric, Pratt & Whit ney and Rolls-Royce are believed to be studying a revised Y-1 require ment calling for a generic thrust bracket of 26,0001b (115kN). Neither CFM International nor International Aero Engines, the two existing multi-national nar- rowbody engine suppliers, are thought to have been directly approached. CFMI is expected to unveil an enhanced Tech56 tech nology study towards the end of the year, while IAE is ramping up studies of a next-generation V2500. AIR TRANSPORT GRAHAM WARWICK / WASHINGTON DC Bombardier forms unit to examine 100-seater Bombardier has formed a separate business unit to manage its New Commercial Aircraft Programme (NCAP), another sign of the scope and seriousness of its study of the market for a new family of airliners in the 100-plus passenger category. The move is part of a wider reorganisation of Bombardier Aerospace into four business units focused on improving cus tomer service and financial accountability and reducing bureaucracy and costs. John Holding, head of product development for Bombardier Aerospace, has moved to the new busi ness unit to lead the engineering effort on the NCAP, now in the evaluation phase with a decision sched uled for early 2005. Holding has overseen development and certification of many Bombardier aircraft, most recently the CRJ700/900 and Dash 8 Q400 derivative regional aircraft and all-new Challenger 300 and Global Express business jets. The NCAP business unit is led by president Gary Scott, a former Boeing executive involved in the launch of the Next Generation 737, who was hired away from Canadian simulator manufacturer CAE. The rest of the management team will be announced within weeks. Formation of a separate business unit underlines the fact the new aircraft will not be a regional jet. "It is not a regional aircraft, it is a family of commercial air craft in that market just above regional jets and below 130 seats, where we see a very strong opportunity," the company says. It describes as "speculation" ana lyst reports that Bombardier wants to limit its share of the C$1.5-2 billion ($1.1-1.5 billion) development cost to C$500 million, with government providing 25% of the funding and risk-sharing partners the rest. Bombardier is in "very preliminary" discussions with potential partners, including engine suppliers, and expects to say more within weeks. All Bombardier plants have been invited to bid for assembly of the aircraft including Shorts in Belfast, which could seek UK government launch aid. The NCAP is intended to offer operating cost savings of 15% over existing air craft in the 100-130-seat range. Creation of the NCAP division is part of a restruc turing that includes the creation of another new business unit, Aircraft Services, headed by airline vet eran Mike McQuay. The Business Aircraft and Regional Aircraft divisions, previously responsible for marketing and selling, but not manufacturing and completion, have been given their own engineering and manufacturing resources and responsibility for their aircraft through to delivery. GENERAL AVIATION TAI in deal to supply fuselage sections for AgustaWestland AB139 AgustaWestland has finalised a deal with Turkish manufacturer Tusas Aerospace Industries (TAI) to pro duce fuselage sections for AB139 medium twin-engined helicopters. The agreement, signed last week in the Turkish capital Ankara, is described as "co-operation" by the helicopter manufacturer's Italian arm Agusta. Milan-based Agusta says TAI is to produce AB139 central fuselage assemblies under licence, but Agusta is not committed to tak ing any fixed quantity. However, Turkish local media reports the deal covers 250 shipsets. AgustaWestland already subcon tracts fuselage work to Polish man ufacturer PZL-Swidnik. TAI produces the fuselage for the MD Helicopters MD900 Explorer and has a final assembly line for the Turkish armed forces variant of the Eurocopter AS532 Cougar Mkl. 4 27 APRIL-3 MAY 2004 FLIGHT INTERNATIONAL www.flightinternational.com
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