JPRS ID: 9899 WEST EUROPE REPORT SCIENCE AND TECHNOLOGY

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• Content Type: REPORTS

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JPRS L/9899
7 August 1981
West Euro e Re ort
I~ p
SCIENCE AND TECHNOLQGY
(FOUO 8/81)
FBIS FOREIGN BROADCAST INFORMATION SERVICE
FOR OFFICIAI, USE ONLY
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NOTE .
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JPRS L/9899
7 August 1981
- WEST EUROPE REPORT
SCIENCE AND TECHNOLOGY
(FOUO 3/81)
CONTENTS
CEIEMI CALS
New Process Developed for Synthesizing Zeolite
(Riccardo Romani; IL MONDO, 5 Jun 81) 1
Comm.ittee on Com~ositE Materials To Promote Technology
(Gerard Collin; AIR & COSMOS, 27 Jun 81) 4
B rie fs
SEP, CEC Study Ceramic Composites 6
TRANSPORTATION
Co mmu te r Line rs Make Deb uts a t Le Bo urge t
(Regis Noye; AIR & COSMOS, 21 Jun. 81) 7
Prime Minis ter Speaks on Aerospace Indus try at Air Show
(AIR & COSMOS, 20 Jun 81) 12
Turbomeca Unveils New TM-333 Engine at Le BoLrget
(AIR & OOS MOS, 20 Jun 81) 17
Rolls-Royce, Partners Release Details on RJ-500 Engine
(AIR & COSMOS, 2~ Jun 81) 20
- B riefs
Bubble-Memory Cassettes 23
- a- [ I I I - W~' - 151 S&T FOUO ]
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QiEMICALS
NEW PROCESS DEVELOPED FOR SYNTHESIZING ZEOLITE
Milan IL MONDO in Italian 5 Jun 81 p 107
[Article by Riccardo Romani: "The Philosopher's Stone"]
[Text) It is one of the most promising elements in chemistry.
Today, zeolite is used to reduce eutrophication of water. But
in future....
_ The development of a new synthesizing process will enable Ausimont (the former Indus-
trial Products Divison of Mflntedison) to put on the market by next Fall thousands of
tons of zeolite A, a sodium aluminosilicate destined to gradually replace the tri-
phosphate necessary for making detergents and known as one of the complex of causes
of the phenomenon of eutrophication of waters--that is, abnormal development of al-
gae, which alters the ecological equilibrium of the river, lake or marine environ-
ment. The announcement of the successful outcome of the research and experimentation
conducted on a preindustrial scale will shortly be made by Montedison and will be of
interest to all the firms in the detergents sector, which, with annual production of
700,000 tons of detergents of various types, are involved in an annual business of
more than a trillion lire in Italy alone.
The zeolites (from the Greek "zein" and "lithos," stone that boils) are minerals pre-
sent in nature in volc~nic zones and obtainable also by synthesis, using a material
that is very abundant in Italy, especially in the deposits of volcanic origin of the
center-south. Some hundred variants of them, from the chemical point of view, are
known--half of them occurring naturally, albeit with different impurities, and rough-
ly the other half obtained in the laboratory. Their cost varies from a few lire per
kilogram (for the naturally occurring ones) to thousai~ds or tens of thousands of
lire, depending on the level of sophistication (the synthetic ones).
In any case, the most interesting property of zeolites, common to all of them, lies
in their microporous molecular structure. In it, the crystals are disposed inside
the mineral in such a way as to leave space for many cavities, connected with one an-
- other by a nPtwork of microscopic canals with diameter of a few tenths of a nanometer
(a nanometer is one-billionth of a meter, and a tenth of a nanometer is, for example,
the average dimension of an atom of matter). It is this mixed structure af canal~
and cavities of always uniform dimensions that gives the zeoli*_ES extraor-dinary pos-
sibilities of use. At present, they are used on the industrial scale to facilitate
the reaction that leads to the production of styrene.
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Fou orr r.c rni. USl: ~NLY
New Ways of Using Them
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Key:
1. As addirives, they give plastic materiala lower inflammability and adhesive-
ness.
2. Integrated into animal feed, they permit more complete assimilation of the
nutrients.
3. Because of their ca~acity to eliminate ammoniac ions from the blood, they
could become useful in dialysis with artificial kidneys.
_ 4. Their catalytic properties make possible specific chemical reactions that
otherwise could not be achieved.
5. They decontaminate the radioactive wastes present in, for example, the waters
of nuclear power plants.
6. Because of their characteristic of giving up water in heat and reabsorbing it
in cold, they can be used as heat accumulators.
7. In detergents, they partly substitute for trisodium phosphate to "soften"
water, thus helping to limit the phenomenon of eutrophication.
8. In petrochemical processes, they separate the various derivatives from petro-
leum and remove humidity from gaseous mixtures.
9. The zeolites can be used for scrubbing the exhaust gases from industrial ac-
tivities.
But in Montedison's Milano-Bollate research center, the synthetic zeolites are being
subjected to other'research also, inasmuch as they seem to open up some entirely new
pathways for organic synthesis: among others, the possibility of of making a return
to carbon chemistry economically advantageous, facilitating the reaction which, by
enrict~ing the molecule of inethyl alcohol with two or three carbon atoms will make it
possible to produce ethylene directly from coal instead of from oil. Another impor-
tant property of the zeolites is ion exchange--that is, fixing several metallic ions
such as the calcium of water, replacing it with sodium, for example; and it is this
that makes it useful in detergents as a substitute for tri_phosphate. The calcium and
magnesium salts contait~ed in water are in fact the compounds that impede the active
functioning of soap, and it is trisodium phosphate which, by dissoci:~.ting the calcium
and magnesium and binding them to itself, enables the surface-activ~s to carry out
their function as detergents.
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~ An analogous function can now be performed by sc,dic zeolite A, which, though costing
less than triphosphate, can be present in a double proportion in the detergent mix.
This will for the time being entail a gradual substitution, reducing the presence of
triphosphate in detergents to about half. Experiments have already been conducted in
this d~irection in Emilia-Romagna, using the new detergent mixes on a large scale witl~
the consent of the local administrations, and achieving considerable reductions of
the eutrophication phenomenon. "On the other hand," says Carlo Longiave, in charge
of Ausimont's research, "let us not farget that triphosphate, as everyone recognizes,
is responsible, roughly, for only about a third of the ecological alteration caused
by eutrophication."
In any case, the zeolites, which are inert from the chemical point of view and innoc-
uous to both man and the environment, seem destined to perform also a myriad of other
fun~tions useful for the economics of productive processes and for downstream defense
against pollutant phenomena (see diagram).
COPYRIGHT: IL MONDO 1981
11267
CSO: 3102/312
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CN}~~4ICALS
GO:~I~tITTEE ON COtiPOSITE I~IATEI:IALS TO PF.OPfOT~; TECHNOLOGY
Paris AIR & COSiIOS in French 27 Jun 81 p 28
[Article by Gerard Collin: "GIMAC: "~Iastering the E~volution of Composite
Materials'
[Text] A rapid succession of announcements--the administration's creation of GIMAC
[Interministerial Group for Composite Materials], the SEP[European Propellant Com--
pany/ELF-Aquitaine agreement, the ELF-Aquitaine decision to establish a carbon
fiber production unit in France, and finally the Hercules/Hexcel agreement providing
for establishment of a carbon fiber production unit i.n Europe--all indicate that
the French high-performance composite materials industry is going thro;:oh a critical
� period in its history.
In this context, it was considered a good time to in.terview Christian Langlois
Meurinne, president of GIMAC and director of chemical, textile, and related indus-
tries at the Ministry of Industry. Jerome Bedier, GIMAC's recording secretary,
participated in the interview.
GIi�1AC w~s recently created (AIR & COSMOS No 860 p 39). It is composed cf six members,
which besides the president include the director of the Delagation for Innovation
and Technology (DIT), the director of the DGRST [General Delegation for Scientific
and Technical Research], the director of inechanical, metallurgical, and electrical
industries (DINIME), the director of industrial affairs programs for armament (DPAI),
and the director of civil aeronautics programs (DPAC). The members thus include
officials from the defense and aeronautic sectors. "The idea fot creation of
GIriAC for that matter sprang from the needs expressed in the aerospace/defense sec-
tor," explains Langlois Meu,r.inne; this gives an indication, as if any were needed,
of the determining role this sector plays in matters of high-performance composite
materials, and at the same time test;fies to an awakening of the collective con-
science to the urgent need for certain types of intervention. The idea in creating
GIMAC ~aas to respond to the need to ensure better mastery of vital technological
advances. "Here we have a fundamental sector," Langlois Meurinne tells us, "which
French industry must master on all levels." So already we have a very clear indi-
cation of one of the many ideas to which GIMAC is committed: covering the path-
ways of high-performance composite materials up and down the line. For carbon
fibers, this means covering the production of the precursor (unprocessed synthetic
fiber), then carbonization of the fiber, impregnation, weaving, and processing
into finished prdducts. "France already held some solid trumps, notably its weaving/
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impregnating craftsmen and its processing companies, among which the great aerospace
companies represent the vanguard. Our country already produces some very satisfac~
tory glass and boron fibers, but it is also necessary for us to establish a greater
presence in the production of other fibers and resins." Therefore, the message is
clear: France must establish an industry for producing high-performance fibers, with
high-strength carbon fibers topping the list. In this context, tt~e ELF-Aquitaine
initiative�is considered a step in the right direction.
"The starting signal has been given. Everybody can start running," interjects Bedier.
In short: the next move is up to industry. And what of the Hexcel/Hercules agree-
ment? Will their plant be located in France? (Cf. AIR & COSMOS No 864 p 81.)
"That is not an impossibility," answers Bedier. "But it must be added that, accord-
ing to our information, this plant would import the precursor; if that is the case,
the plant would only partially address our concerns. As we see it, a Hexcel/Hercules
plant in France would be of greater interest ~o us if it were accompanied by an
agreement with an important industrial partner in France covering production of the
precursor as well. In fact, any number of solutions could be conc~ived. Other
partners could be considered."
On the resin side, the problem seems less complex: the principal resins are found
on the French market. "On the other hand, the industry must be in a posi~ion to
develop new resins, new formulations, and the means for charactPrization, to address
specific needs." (This also appears to be the gist of ELF-Aquitaine's policy in
this field; cf. AIR & COSMO~ No 860 p 37). All this calls for establishment of a
real industrial policy. "Our objective is that this policy be defined in its broad
outlines by the end of this year, an ambi.tious ob~ective, but one which appears to
have already evoked action from industrialists. In short, the movement is fully
launched.
In this regar~i, the impetus provided by GIMAC already seems to have pro~uced con-
crete results. But GIMAC plans to extend its efforts to other levels. First, on
the informatinn level: "This is a field which is basically very poorly understood,"
explaius Langlois Meurinne. "In terms of information, a very large task stands
before us. It is necessary for us then to coordinate the research, evaluate what
exists already, identify the most promising sectors, and give consideration to the
means of production offering maximum performance. To a certain degree, the composites
campaign takes its inspiration from the earlier campaign to promote electronic com-
ponents. Wherever we find delays or insufficiency, we must intervene."
With what means? To this question, GIMAC has only one answer: "Wait until the end
" � of the year: the strategy of industrial policy will be to match needs with associa-
ted means. Furthermore, our intention is to give industry some pr~cise anchorage
points, the first of which will be the 3-liter economy car." In short, GIMAC would
like to convey the impression of a movement on the march.
All tt?is should lead to restructuring of an industry in which "there are still many
small craftsmen and few industrialists. For the future, it will be necessary to
- break through three barriers holding back the development of high-performance com-
posites: the price of the components, the extent of our knowledge of the ma.terials
and standadization methods, and the costs of final processing."
COPYRIGHT: A. & C. 1980
9828 5
CSO: 3102/324
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f~()R ()h'1~11'1;11, lltil~: ()NI.Y
C.IF~iTCALS
BRIEFS
~ S??P, CF.C STiJDY CERAMIC COMPOSITES--The European Propellants Company (SEP) recently
concluded a cooperation agreement with the company Carbonisation-Entreprise-Ceramique
(CEC), of the Lafarge group, for joint study of processes for manufacturing refrac-
tory fibers (alumina, silicon carbide, etc.) for use in the development of ceramic
composite materials. The agreement could be extended later to the fabrication of
refractory products made of reinforced ceramic composites, which will complement
the sintered refractory products developed by Lafarge in cox~junction with its
affiliate Desmarquet. The principal application for the SEP CEC ceramic c~mposites
may turn out to be in diesel engines; CEC, like SEP, has in fact already worked out
agreements with the Peugeot company. But other applications are conceivable, notably
� in aeronautic turboshaft engines. Bear in mind that SEP has already concluded an
- agreement with the French company ELF-Aquitaine for the production and marketing
of carbon fibers and composites utilizing these fibers (AIR & COSMOS No 863).
[Text] [Paris AIR & COSMOS in French 27 Jun 81 p 28] [COPYRIGHT: A. & C. 1980]
9828
CSO: 3102/324
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TRANSPORTATION
COMMUTER LINERS MAKE DEBUTS AT LE BOURGET
Paris AIR & COSMOS in French 21 Jun 81 pp 53, 55, 120
[Second part of article by Regis Noye]
[Text] This week, we continue the overview which we began in our previous issue,
of co~nuter aircraft programs at the Salon, either presenting new planes or
announcing orders (n�umerous) from builders.,
Dash 8
_ As predicted, De Havilland of Canada announced that it had comfortably exceeded
100 purchase options for its future Dash 8(36 passengers) with a tally of firm
orders and options amounting to 115 on 10 June. Of these, 59 come from the United
States, 21 from Canada, and 35 from the rest of the world. The latest price
relea~ed for the aircraft is 4.7 million Canadian dollars (or less than 4 million
U.S. dollars),
The actual development of the aircraft has now been carried out since 1 September
1980, when the program was officially launched. Although wind-tunnel testing is
not yet complete, the Canadian manufacturer considers that all the aircraft
performance characteristics already released are final. A first scale-study and
reliability mock-up, category 1, that is, built of wood and composites, wi11 be
finished shortl.y. A second one, category 11 (metal), should be ready in January
1982. The initial flight of the Dash 8 is still planned for June 1983. Four planes
will be built for certification testing purposes. Certification itself, expected
in September 1984, will be immediately followed by initial deliveries. Between 40
and 45 planes will be delivered in 1985, but the production rate will reach six
units per month at the beginning of 1986, and may increase to eight units depending
on demand.
A brief reminder: the Dash 8 will be powered by two PW 120, 1800 takeoff-hp, Pratt
and Whitney engines. De Havilland does not necessarily plan to equip the basic
version of the plane with navigation CRT screens, but announced at the Salon that
it had selected the Sperry DFZ-800 automatic navigation system. The initial order
placed with Sperry amounts to 200 units, scheduled for delivery beginning in
February 1983, according to the terms of ~ 20 million dollar contract.
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Artist's conception of future EMB 120 "Brasilia" (30 seat~)
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Scale model of Dash 8, exhibited at the Salon by De Havilland of Canada
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Series 2 B of the British Aerospace HS 748 is equipped with two Rolls-Royce
~art 53G-2 turboprops
8
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As for the DHC-6 Twin Otter (20 passengers) and the DHC-7 (50 passengers), they
are faring brilliantly with 789 and 125 orders and options respectively on record
as of 1 June. It should be noted that the 50th DHC-7 was placed in service while
the Salon was open, by Austria's Tyrolean Airlines.
CN-235
During a press conference held on 10 June, the companies CASA and Nurtanio of course
gave a detailed presentation of tt~.e future 34-38 seat CN-235. From a technical
standpoint nothing new was added to the presentation in Madrid on 7 May (see AIR &
COSMOS No 860); contrary to other projects under development, the builders never-
theless stressed the military utilization capabilities of the plane, created
particularly by a standard axial-loading ramp (at ~he rear) and a landing gear
suitable for unimproved fields.
From the business standpoint, the Spanish and Indonesian companies announced 54 firm
orders and 18 options, all of them in fact coming fram Spain (Iberia and Aviaco, 20
orders) and Indoneisa (Merpati Airways, 14 firm and 14 options). The CN-235 program
has now entered its so-called phase II, which includes a study of details, the
construction, and the maiden flight of two prototypes planned for October 1983.
The third and last phase will be tor certification (second half of 1984) and for
beginning of assembly line production, with the first deliveries due to take place
upon receipt of flight certification. As we already know, the two companies are
equal partners, both in terms of investments (estimated at 80 million U.S. dollars)
and of task allocation. The two prototypes will be flown simultaneously, one at
Getafe (Madrid), the other at Bandung (south of Jakarta), wher~ the two assembly
lines will also be installed. It might also 'oe remembered that the CN-235 will be
- powered by two General Electric CT7-7 turboprops, each of them derated to 1700 hp
~ at takeoff. Stated price: 3.8 million dollars.
As for the CASA 212, 264 units have been sold up to now; the latest order is from
Argentina, and involves a craft ready for delivery in April 1982.
,
EMB-120
~'On 6 May, Embraer be~ n its countdown for the first flight of the EMB-120 Brasilia
(30 passengers), now scheduled for 29 July 1983; 814 days rema.ined at that time
- (783 on 6 June): This means that all the operations in the plane's development
program are scheduled to the day.
At the beginning of the month, the Brazilian builder was to have sent the first
engine pod to Pratt and Whitney of Canada so that the latter could undertake flight
tests on an assembly composed of the pod, the engine (PW 115, 1500 hp) and the
propeller, an assembly which will be mounted on a Viscount equipped as a flying
test bench. Moreover, a certain number of scale mock-ups for feasibility studies
are practically completed, among which tho~e f~r 2xact 3imensioning of external and
internal structures, for studying interior layouts, and for supporting the
installation of systems. Since April, Embraer has also carried out impact
resistance tests on sections of the pressurized fuselage; these tests are designed
to simulate the impact of a prope~ler blade, turbine blade, or any other object, on
the external structure, in order to meet the structural resistance standards of the
new American regulation, FAR Part 25.
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FO'r2 OFFIClA1. USi~: ON1.1`
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On 14 June, the Dornier 228-200 prototype had logged 17 hours of flight testing
~ in 13 sessions
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The Beechcraft C 99 has been undergoing flight tests in Wichita since 20 June 1980
o~
The builder has announced a new version of the Brasilia, a mixed passenger-cargo
version, which will be able to carry 24 or 26 persons plus 900 kg of freight. The
iatter version will be equipped with a 1.88 m-wide rear cargo door.
On 10 June, 110 units (including options) of the EMB-120 Brasilia had been ordered.
Among the customers (there are 19 of them), five are American, eight are Brazilian,
two are French (Air Littoral and Brit Air), and two are Finnish. The certification
of the aircraft is foreseen for the second half of 1984, to be im?nediately
F~~ll.owecl by the first deliveries.
Dornier
As we know, Dornier presented for the first time its models Do 228-100 (15 seats)
and -200 (19 seats). We will remember (see AIR & COSMOS No 864) that on 1U June,
_ 64 of these two planes had been ordered, of which paid options, and that the firsr
deliveries will take place in December 1981 and April 1982, respectively. The
prices announced at the Salon were DM 3.1 million for the Do 228-100, and 3.5 million
for the Do 228-200. The German builder stated that it had not abandoned its LTA
project (30-seat plane), but simply set it aside for the time bein~, in order to
concentrate its efforts on models 128 and 228. Three foreign companies including
- Hindustan Aeronautics Ltd, appeared to have been highly interested in a participa-
- tion in this program.
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Its-748
- The recent orders placed by two companies, one American and the other African, with
British Aerospace for three 48-passenger HS-748-2B's (plus two options), have brought
to 345 the total number of this type of plane (series -2A and -2B) currently sold
to 77 users in 48 countries. It should be noted that the companies Air Illinois
(UnitAd States) and DLT (FRG) have recently declared thernselves very satisfied with
the modifications made on the older version -2A (primarily involving the wings),
- which according to these companies, have resulted not only in better performances
but also in f~el savings of 7 percent.
Shorts
During the Salon, Shorts announced a 200 version of its 30-seat 300 model,
characteri.zed by new engines (two F'ratt and Whitney PT6A-45R derated to 1198 hp at
takeoff, instead of two PT6A-45A of 1156 hp) and a modernization of some systems,
In addition to easier ma.intenance, this results in a 68 kg increase in payload.
Currently, 90 units (including options) of the Shorts 330 have been sold to 27
companies in 12 countries.
Beechcraft
Beechcraft has confirmed the certification of its Commuter C99 model (15 passengers)
now announced for July. The first deliveries should be made soon after, from a
production rate of two planes per month, a rate which will reach five planes by the
end of the year. According to the builder, the number of orders currently received
will fully absorb the first year's production, As we know, the .C99 is an updated
version of the old Beech 99 Airliner, 164 of which were built between 1968 and 1975.
Equipped with two Pratt and Whitney PT6A-36 engines of 715 hp, the plane (not
pressurized) will have a cruising speed of 459 lan/h at 8000 feet (2438 m). In
addition, the American company is continuing the development of its pressurized,
- 19-seat Commuter 1900. Prototype elements are being built in the company's various
plants, and final assembly tooling is practically completed. The plane should be
flying at the beginning of next year, with first deliveries being scheduled for
1983, following certification to FAA's SFAR 41 standards, It will be equipped with
two 1000 hp Pratt and Whitney PT6A-65 engines; its maximum weight will be 6915 kg,
its cruising speed 482 km/h, and it will have a range of 1183 km with IFR reserves.
COPYRIGHT: A. & C. 1980
- 11,023
= CSO: 3102/323
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TRANSPORTATION
PRIME MINISTER SPEAKS ON AEROSPACE INDUSTRY AT AIR SHOW
- Paris AIR & COSMOS in French 20 Jun 81 pp 29,31, 33, 35
LText7 The closing luncheon of the 34th Air Show was highlighted
by an address by GIFAS ~xpansion unknown7 President Rene Ravaud
and a speech in response by Prime Minister Pierre Mauroy.
In his speech, the prime minister commended the aerospace industry on its vitality
and, on behalf of the president of the Republic and the government, thanked foreign
guests and representatives from countries for their show of confidence in French
technology.
rir. Mauroy took advantage of the opportunity presented by the Air Show to outline
the main features of the aerospace policy his government intends to pursue.
After recalling the information on exports and employment cited by President Ravaud,
he stated: "When we see that figures for the industry have been constantly on the
rise, we understand why this industry's future is being given special attention by
the government. What better example could there be of the vital importance to our
country of companies which are active and highly sophisticated, which export and
create jobs and wealth for the country as a whole, and which--when they belong to
highly technical sectors--also help spread technological advances throughout the
industrial fiber. I would like to make it clear here that the development of
industry and the spread of technological advances are on the top of my government's
list of priorities. The government will of course back any programs launched by
the French aerospace industry, either by itself or as part of an international
cooperative arrangement. These programs can be divided into three different but
closely interrelated areas."
Military Materiel
"On the military lines, our industry's main objective is to provide the equipment
needed to ensure that our country has an independent defense, both in the field of
strategic arms essential for our deterrent forces and in the field of weaponry for our
conventional forces. Military aircraft currently under construction, such as the
Mirage and Alpha Jets, have shown by their success abroad that French industry is
capable of producing highly sophisticated and fully competitive equipment. The same
is certainly true of the Mirage 2000, whose brilliant capabilities were demonstrated
in flight and which, with its avant-garde systems, will be the major military aircraft
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program for this decade. This key program will not, however, be the only one, a's the
line oEfered by French aircraft companies will continue to be extensive, with the
modernized Transall and the Epsilon primary trainer plane."
"As for the airplane to follow the Mirage 2000, France is trying to lay the groundwork
for an effective European cooperation plan. It has already taken the following pre-
liminary steps so that the options will be clear and the necessary decisions can be
made when the proper time comes: demonstration prototypes of the future M88 engine
are being completed a*_ SNECMA ~ational Aircraft Engine Study and Manufacturing Com-
. pany7; the main pieces of equipment that will give this plane an extremely efficient
system are under extensive resear~h; and finally, important work to coordinate users'
specifications is being pursued with our European partners."
"As far as tactical missiles are concerned, the success of our current programs pro-
vides evidence, if needed, of the ability of our research offices and encourages us
to pursue joint efforts with other European countries or, failing that, to continue
- on our own. Thanks to all this materiel, our armed forces will have the best pos-
sible equipment to carry out whatever missions are entrusted to them. Moreover, it
is the president's commitment that the French aerospace industry will keep the position
it has gained on the international market." With regard to exports of military equip-
ment, the prime minister emphasized that international commitments in armaments will
be respected, just as they are in the field ~f commerce. In this area, added Mr Mauroy,
"I would like to officially put an end to the lies and false rumors circulating on
this subject and say categorically that France and French industry a.re and always
will be sure and loyal partners."
Space
_ "When you review all the major uses of satellites--telephone communications, data
transmission, direct television, earth monitoring, management of the earth's resources--
the long-term stakes for our country are obviously considerable. If we were to fail
to participate in these fields, we would inevitably lag behind those who have already
taken a position or who are getting ready to enter these areas, and we would be no
more than their subcontractors, at best. The government will therefore attach the
utmost importance to developing space programs. This will require action in three
main directions."
"First, we should continue working on the ma.in applications satellites (Telecom 1, TDF
1, and SPOT) so that by 1983-84, France can rea.lly enter the era of economic and
commercial use of these systems. We hope that, thanks to their competiti.veness, our
satellites can be sold to countries or groups of countries that want space systems.
Aerospatiale's recent success on its Arabsat project is very encouraging from this
standpoint."
"Secondly, we should naturally be able to assure our complete autonomy in Europe by
placing these main satellites into orbit. This means that we will have to develop
an Ariane line based on technology already acquired with the first models. This
line would include increasingly more sophisticated launchers, perfectly adapted to
the size and weight oE future satellites, which would make it possible to reduce
considerably the price per kilogram of the payload placed in orbit. This will in
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turn facilitate the marketing of tlie Ariane launcher, which has already begun and
which must be pursued to maintain our competitiveness and to extend our coverage to
all the different markets opening up throughout the world. My best wishes go to the
technicians who are preparinq for the third Ariane launching at Kourou in the rtext
few days."
"Finally, our policy in the coming years will stress long-term prospects. By 1990
to 2000, new uses for space resources will probably be found: manufacture of weightless
materi.als, biology, domestication of new energy sources. The government will from
now on be encouraging serious research on these subjects and on the technologies that
will be needed at that time in areas such as the structure of satellites, space
' robots, or power systems on board. Our country must reflect on the best way to par-
ticipate in these opportunities, in cooperation with its European partners. To
achieve these goals, we will work out a multi-year program based on clear options,
and will try to make steady contributions, instead of trying to do everything.
Thanks to ~ur ongoing satellite programs, to the develooment of increasingly more
sophisticated launchers, and to the mastery of new technologies, the future of our
space industry can be viewed with optimism and confidence, especially as it is part
of a well-established European cooperation program."
Civil Aviation
"Civil aviation, the third section of the French aerospace industry I wanted to refer
to today, deserves the government's special attention.
Airbus, whose order book shows 469 aircraft (A 300 and A 310) either on order or on
option with 40 airlines, is proof that Europe, when it wants to, can unite for a
worthy cause. With Airbus Industrie, it b2comes the second world supplier of com-
mercial transport planes, accounting for 46 percent of orders for medium-range heavy
transport aircraft in the western world in 1980. We must not rest on our laurels
though, but plan for the future with confidence and determination: confidence in
Airbus' success, as a result of progressive technical improvements to be made to it,
of the timely development of new versions, and of efforts to improve our competitive
edge; and determination to expand the line of products offered by Airbus Industrie,
because to garner a lasting place on a market of this sort, it is essential to have
several types of planes to show your customers at th~ same time."
_ "The increased cost of energy and the subsequent slackening in the growth of air
trafPic clearly indicate the direction this expanded line should take today. A
number of airlines, including Air France, now want a new plane with low fuel con-
sumption and a passenger capacity of about 150, for delivery in 1986. The A 320
project is responding to tr~is demand."
This is why, in agreement with the associated governments and on behalf of the French
government, I note with satisfaction the positive decision made by Airbus Industrie
and its partners to place the A 320 on the market, under well-defined technical and
commercial conditions."
"This is also why," Mr Mauroy went on to say, "the French government is prepared to
contribute its support to the A 320 program, at the request of the industries involved
and assuming a positive market response.
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In this regard, the government is delighted with the decision made this week by
Air France which, after extensive negotiations with Airbus Industrie, was the first
to order 50 of these airplanes. In these circumstances, I would urge SNIAS L1Qational
Industrial Aerospace CompanY7' to speed up discussions with its partners on the terme
for cooperation on this new airplane. And I would not rule out French participation
going beyond its present share in the actual Airbus program, if necessary. Europe
will thus once aqain find itself in an area where its past achievements give it cause
for great ambition. The French government attaches great importance to the success
and development of Airbus, which is a concrete sign of the political spirit of
cooperation among the European partners."
In the area of commercial engines, Mr. Mauroy noted with pleasure the success of the
CFM 56, which was selected as the replacement engine for the long-range DC-8's, the
tanker planes of the U.S. Air Force and the French Air Force, and for installation in
the new version of the short-range Boeing 737. These commercial successes are illus-
trative of the kind of equitable cooperation that exists between SNECMA and the
American company General Electric, and proof of the intrinsic capabilities of this
engine unequalled in the world today. In the struggle to realize energy savings in
air transportation, the engine industry is on the front line. Engine makers will
thus have to adapt to customers' new demands and develop more and more modest engines.
"I am convinced," said the prime minister in addressing Mr. Ravaud, "that SNECMA can
meet this new challenge with, of course, the government's support." ~
Helicopters
After referring to the major commercial aircraft and engine programs, Mr. Mauroy went
on to congratulate Aerospatiale and Turbomeca on their remarkable performance in
the field of helicopters and helicopter engines. "With the Ecureuil, Dauphin and
Super Puma, France has become the primary world exporter of helicopters. This provides
overwhelming justification for developing commercial production, the demand for which
will certainly increase in future. We are paving the way for tomorrow by developing
a new turbine engine, the TM 333, to be used primarily in the new generation of light
army helicopters. We are also planning for the future by doubling innovation efforts
and technological research, where there is a role for the government to play."
The prime minister also cited the advances of the French light aircraft industry and
especially the success of the Mystere 10, 20 and 50 executive planes by Dassault-
Breguet, which has received orders for nearly 900 planes. Mr. Mauroy urged aircraft
equipment companies that have succeeded in selling on foreign markets and equipping
many foreign airplanes to persevere along these lines.
"The commercial aviation industry alone, exporting more than 80 percent, should
bring substantial net foreign currency earnings into our country in the next 5 years.
It employs 35,000 persons today and it will create 10,000 to 15,OOO,new jobs between
now and�1985, if you count the small and medium-sized firms working for it as sub-
contractors throughout French industry. The brilliant advances of civil aviation are
not the result of a lax export credit policy, as one might be led to believe, but can
be attributed instead to the merits of our products, which meet the precise needs of
users. I must add in all fairness that those who scream the loudest are not necessarily
the most innocent. The government is prepared to continue the ongoing negotiations
for export financing of commercial aircraft and is keen on reaching a truly equitable
agreement. France in fact intends to continue developing its commercial aviation
industry, on the basis of competitive companies and in the context of an open economy."
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, Air Transportatian
"We cannot discuss the prospects of the civil aviation industry without expressing
some concern over the conditions that have affected international air transportation
cfuring the past few years. If the deterioration in the carriers' financial situation
is not halted, it cannot help but have a serious impact on the airlines' ability to '
renew and develop their fleets and will rapidly have repercussions on the aviation
_ industry. Consequently, the French government i.s particularly keen on a~oherent
and reasonable organization for world air transportation. It is opposed to a laisser-
faire policy under which companies, and eventually passengers, bear the brunt of the
costs. Far from advocating any kind of deregulation, which would lead to conquest
of the markets by the most powerful or the least scrupulous, France, together with
developing countries and its European partners, would like to contribute to an
organization in which everyone would have a fair place and the needed democratization
of air transportation would be based on profitable airlines. France, therefore,
will not spa~e any efforts to maintain order nn its own market or to promote, in a
- bilateral and multilateral context, the return to a healthy situation of reasonable,
organized and controlled competition."
Mr. Mauroy referred in his conclusion to "the enviable position of the aerospace
industry" and pointed out that it could be maintained only by taking the lead and by
launching the programs demanded by users. "The government is fully aware of the
fact that new equipment will require increased efforts, and it will endeavor to find
the most appropriate solutions, with the help of all those concerned. These efforts
will have to depend to a great extent on international cooperation, while at the same
time naturally preserving our industry's interests. Ariane, Airbus and Alpha Jet
are good examples of what can be done along these lines. This cooperation should be
pursued systematically by selecting the method best suited to each goal, whether
involving programs sponsored by European agencies or bilateral agreements between
countries or flexible and efficient industrial groupings."
In concluding, Mr. Mauroy paid tribute to the pioneers, with Mr. Maurice Bellonte
Leading the group, assured the aerospace industry of the French president's and
government's support, and congratulated the organizers of the show on its success.
COPYRIGHT: A. & C. 1980
9805
CSO: 3102/320
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TFZANSPORTATION
TURBOMECA UNVEILS NEW TT'i-333 ENGINE AT LE BOURGET
Paris AIR & COSMOS in French 20 Jun 81 p 45
[Article b,y J.M.]
(Text] At Le Bourget, Turbomeca disclosed the specifications of its new TM-333
turbine engine, whose development began in July 1979; up to now, the Bordes engine
manufacturer has been remarkably discreet about this engine with 625 kW (850 hp)
takeoff power, intended to become the successor of the Arriel. The display of a
stripped TM-333 model has clearly been the turning point for a radical change in
the company's information policy.
The engineers who developed the TM-333 were assigned five major objectives: reduce
operating costs (in other words obtain a high level of reliability and create a
robust engine); reduce specific consumption; achieve truly modular maintenance;
lower the sales price; and reduce specific weight. The introduction was justified
by a significant potential market for twin-turbine helicopters with a total weight
of 4-S tons; whether it concerns the Dauphin SA.365N of Aerospatiale, the BK 117
MBB/Kawasaki, the Augusta A 129, the Bell 222, or the Sikorsky S.76, this market
is proving to be very large, and the weight of the craft involved can only become
~ higher than the present 3.5-4.2 tons. Hence the eventual need for a more powerful
and of course more updated engine than the Arriel. This is especially true since
some of the civilian craft are relatively underpowered and since their builders
will inevitably have to seek more powerful engines. Engines derived from current
ones (Allison 230-C3~, Lycoming LTS-101, Arriel 1C) will serve the purpose up to
700/750 hp. New engines will be needed beyond this point, and Allison, Lycaming,
and Rolls-Royce are thinking about it as much as Turbomeca.
Turbomeca had in fact first studied a 750 hp Arriel PA2, and subsequently decided to
create an entirely new engine which could truly integrate the progress achieved in
many areas (high pressure compressor, high expansion turbines, reverse flow chamber,
microprocessor electronic control, reduction gear box, joints, and control of
clearances.)
The result is an engine capable of 925 hp (680kW) maximum contingency power (PNID),
and 760 hp (560 kW) sustained maximum power (PMC), weighing 136 kg (without nozzle
or dynastart), operating at relatively moderate turbine inlet temperatures at
start-up (non-cooled turbine), and offering definitely lower consumption than that
of Arriel 1C: 236 grams/hp-hour at a PrID of 850 hp, and 243 grams at a PMC of 760 hp;
this represents an 8-10 percent gain, which is significant when compared to an
already modern engine such as the Axriel.
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1~OFt OI~FI('IAL [I~i~: ONI.Y
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The TM-333 at Le Bourget: a new generation turboengine. Total length is 943 mm,
total height 543 mm, and width (including air intake) 550 mm.
At partial load (350 kW/480 hp) for example, the new engine will consume less than
275 gr/hp/hr, compared to 293 grams for Arriel.
The following architecture has been adopted: from front to back, a two-stage gear
reducer (6000 rpm output) with accessory drive, an annular air intake with dynamic
recovery spiral; a two-stage steel axial compressor; a titanium centrifugal tapered
compressor; a reverse-flow, fixed-injector combustion chamber; a high-pressure
. turbine with inserted blades and high expansion-ratio (about 3.5); a single-stage
free-turbine, also connected to the reducer by a transverse shaft.
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This high performance engine has clearly profited from Turbomeca's research on
~ compressors, particularly centrifugal ones, which make it possible to attain rates
and performances which were beyond the reach of the previous generation: with one
less stage, the compressor of the TM-333 does better than that of Makila.
Control is entirely electronic (with a back-up manual system). This type of control
offers various advantages, including the possibility of program modification for
piloting practices adapted to the user.
Development of the TM-333 is currently carried out with component testing, which
began in March 1980 and will be finished in August. The first camplete engine will
be bench-tested be�ore the end of the year, and the first test flight is planned
for the first half of 1982. Certification is anticipated in 1985.
Finally, it must be noted that Turbomeca is already forecasting its development
potential: +12 percent for power and -3.5 percent fo.r specific cruisi.ng consumption,
simply by raising the turbine inlet temperature. A 500 kg-thrust turoofan, the
GTM-333, may also be developed in cooperation with General Electric.
COPYRIGHT: A. & C. 1980
11,023
CSO: 3102/321
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TRANS?ORTATIUN
ROLLS-ROYCE, PARTNERS RELEASE DETAILS ON RJ-500 ENGINE
Paris AIR & COSMOS in French 20 Jun 82 p 47
[Article by J. M.: "RJ-500: Rolls-Royce Aims for the I50-Seat Market"]
[Text] Rolls-Royce and its three Japanese partners, IHI (Ishikawajima Harima
Heavy Industries), KHI (Kawaski), and MHI (Mitsubishi), released a certain number
of specifications at Le Bourget, concerning the future R,I-500, a turbojet in the
9/11-ton thrust category, which was specially conceived for future 150-seat twin-
jet aircraft.
The first engine expected to run, the RJ500-O1 will be bench tested at Rolls-Royce
in Bristol toward the end of January 1982; the second one will undergo the same
_ testing at IHI in Mizuho (near Tokyo) in mid-March.
The two engines are actually tentative models designed and launched in production
over the past two years, on the assumption that 130-seat planes equipped with
9 ton-thrust engines might be developed.
A lot has happened since then: the Fokker project (Super F28) for which the RJ-500
was adapted, has given way to the 150-seat I~F-100, and the other manufacturers
(Airbus Industrie and Boeing) are readying 150/160-seat planes which require engines
with 25,000 pounds (11.3 tons) of thrust. The definitive version of the RJ500,
which is expected to equip planes due for delivery in 1986, will therefore be more
� powerful than the original RJ500, while the core engine will be similar to the
present one. While awaiting the first tests of the RJ500-O1, partial tests are
,being conducted in Bristol (9-stage HP compressor, and HP turbine), as well as in
Japan (LP assembly., and later on, fan).
The characteristics of the two RJ500 versions were given at Le Bourget for the
RJ500-25, optimized for a 130-seat plane, and for the RJ500-35, more powerful and
of course, designed for the 150-seat twin-jet planes. Their characteristics are:
RJ500-25: static thrust at sea level, at ISA +15 �C, 9525 kg; cruising thrust at
30,000 ft/Mach 0.8, 2518 kg; specific consumption, 0.627 kg/kgp-h; bypass ratio, 21;
maximum diameter, 1.55 m; basic engine weight, 892 kg. The RJ500-25 will have a
simple fan, a 10-stage HP compressor, a first turbine (HP) with two stages, and an
LP turbine with three stages; the annular combustion chamber operates with atomizers.
Total length of the RJ-500-25: 2.64 m.
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Japanese partners (LP assembly).
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RJ-500 model displayed .
RJ500-35: larger fan inlet diameter, 1.178 m, or +14.7 percent, and a low pressure
four-stage turbine; total length is 2.77 m, and basic engine weight 1078 kg; The
announced performance is~now: static thrust 11,340 kg (+19 percent); mass-flow
382,4 kg/s (compared to 296.2, or +29 percent); bypass ratio, 5.98; overall
pressure ratio, 22.4. Cruising thrust reaches 2945 kg (+17 percent) for a specific
consumption of 601 gr/hp-h.
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= -
_ ~ . _
.
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Preproduction RB.211-535C exhibited at Le Bourget.
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RB.211-535C pod mounted on a B.747 fl~ring test bench at Boeing. From 9 May to 28 May,
this engine has just undergone 65 hours of tests at Glasgow, Montana, up to Mach 0.86
and 42,000 feet.
These two versions thus show fairly significant differences, and chan~es are good
that the R,7500-35 will be the only version to be develope-?, given market demand.
It should also be noted that Rolls-Royce is stressing the RJ500's low manufacturing
cost, achieved thanks to careful study and a reduction in the number of parts.
COPYRIGHT: A. & C. 1980
11,~23 ,
CSO: 3102/322 22
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'I' lu~:
J S I' c~ 1t'fA'1' i c) N
B RI E FS
BIi~~BLE-A1FAiGRY CASSETTES�-Sagem [General Electricity and Mechanics Application
Company) announces bubble-memory cassettes with a capacity of 16 Mbits in a volume
of 0.25 liter, capable of being used for: storage of cartographic data, such as
relief maps for navigation by altitude correlation or the "image radar" type
synthetic maps for mavigation by correlation of images or for projection on a
cartographic display composited with a warp.lane; in-flight recording of tests or
accidents; and preloading of the "day mission: of a warplane into the plane's com-
puter system. Parallel to the development and evolution of the present technology,
Sagem and LETI [Electronics and Data Processing Technology Laboratory, Grenoble]
ar.e pursua.ng the study of other technologies which by 1984 should permit pro-
duction of chips with a capacity of 4 Mbits (AIR & COSMOS No 854 p 25). [Text]
[Paris AIR & COSMOS In French 27 Jun 81 p 32] [COPYRIGHT: A. & C. 1980] 9828
CSO: 3102/324 END
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APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000400040011-1