JPRS ID: 9979 WEST EUROPE REPORT SCIENCE AND TECHNOLOGY

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i~OR OFi~I('IA1. USN: ONI.Y
JPRS L/9979
~ 11 September 1981
iiii'est E u r~ e R e o rt
p p
SCIENCE AND TECHNOLOGY
(FOUO 10/81)
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JPRS L/9979
� 11 September 1981
WEST EUROPE REPORT
SCIENCE AND TECHNOLOGY
(FOUO 10/81)
CONTENTS
SCIIIVCE POLICY
- Reseaxch Minister Reveals Broad Outlines of Future Actions
(Pierre Langer~ux; AIR & COSMOS, 18 Jul 81) 1
TRANSPORTATION
Conference on Advanced Materials in Aerospace In dustry
(Yves-Ernest Gra.ndvalet; AIR & COSMOS, 18 Jul 81 : 4
Dutch Minister Interviewed on Civil Aeronautics
(~.M.V. Van Aardenne Intervie~r; AIR & COSMOS, 18 Jul 81) 9
� New Commuter Liners Continue To Reap Orders
(AIR & COSMOS, 18 Ju]. 81) 12
Volvo Presents Computer-Control Turbo Engine
(MTZ MOTORTECHNISCHE ZEITSCHRIFT, Jun 81) 17
VW Develops Stop-Start Device for Engine To Cut Fuel Use
(Erwiri Schuster, Ernst-Olav Pagel; ATZ AUTOMOBILTECI~TISCI~
ZEITSCHRIFT, Apr 81) 19
- a- [III - WE - 151 S&T FOUD]
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SCIENCE POLICY .
RESEARGH MINISTER REVEALS BROAD OUTLINES OF FUTURE ACTIONS
~ Paris AIR & COSMOS in French 18 Jul 81 p 9
~Articl~ by Pierre Langereux: "Toward a Big Ministry of Research"~
~Text~ Research Minister Jean-Pierre Chevenement, a guest of the Association of
Science Jc;;:rnalists on 8 July, revealed the broad outlines of his future actions,
which will be centered on three primary efforts:
�--"building" the (big) Ministry of Research and Technology announced by the govern-
ment and entrusted to Jean-Pierre Chevenement, minister of state;
--preparing the 1982 research budget, on which a budget meeting is to be held
shortly to firm up the guidelines, which will obviously be ditficult, considering
the subs~antial increase in appropriation requests and the rise in the rate of
_ inflation (+14 percent forpcast in 1981);
--and orgar~izing for January 1982 a nationwide research and technology symposium
to "establish the objectives and constituent elements of the science and technol-
ogy policy, tY~e development of which must be a to_ priority task."
Preparing the Program Statute
The symposium, for which the national organizing committee is now being formed
under the chairmanship of Prof Francois Gros, director of the Institut Pasteur,
will be prepared by "regional sittings" which are to be held from 1 October through
_ 15 November 1981. These sittings must submit their synthesized reports by
20 December 1981.
, This symposium will serve especially to prepare the tuture Program Statute on
Research and Technological Innovation (1982 through 1985-1986), which is expected
to be voted on by the Nati.~nal Assembly at its spring 1982 session and which is
to be included in the Ter.~porary 2-Year Plan (1982-~1983) .
This Program Statute will have as its objective, already announced by the presi-
dent of the Republic, a national research and technology ef�ort--civil and mili-
tary--equ~l to 2.5 percent of the GNP (gross national product) in 1985. This w.ill
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mzan a progression from Fr 53 billion* to Fr 80 billion over a period o� 4 years,
hence a very rapid rise in research appropr:iations--at the rate of around 11 ~er-
cent annually, not considering intlation!
The priorities under this program statute, which are to be defined over the next
several weeks in consultation with national committees, will cente= mainly on
microelectronics, robotics, biotechnologies, and new energies, according to Jean-
Pierre Chevenement.
P'rogram Contracts
First, it will be necessary to settle certain "problems of coordination" b~tween
the scientific research activities that now come under the Ministry of Research
and the other research activities--military, telecommunications and civil aeronau-
tics--which are not yet in Mr Chevenement's province.
It is a matter therefore of redefining the content of the famous "research enve-
lope," which the new minister considers "relatively ineffective," which would be
replaced by "program contracts" (or plans), and to which the president of the
Republic has previously made reference.
This will also necessitate the defining of the duties and responsibilities of the
Ministry of Research with respect to the overseeing of certain major organizations
such as the AEC Atomic Energy Commission~, CNES ~National Center for Space
Studies~, CNEXO ENational Center for Exploitation of the Oceans~, CNET ~National
Center for Telecommunications Studies~, ete.; as well as the future of other more
recent organizations such a~ the CON~S ~Solar Energy Commission~.
Jean-Pierre Chevenement stated that the decrees definina the functions of the
minister of research should be forthcoming in a matter of days.
Dual Oversight of CNES
The decree stipulating responsibilities for oversight of the CNES--Jean-Pierre
_ Chevenement indicated--was enacted on 17 June by the Council of Ministers and
signed by all those concerned (prime minister, ministers of research, finance,
etc), except the minister of industry.
This decree provides that the CNES budget will be entirely a part of the Research
Diinistry's budget (whereas previously, it was part u� that of the Ministry of
Industry), and that administrative oversight wi1.1 be divided between the t~inistry
- of Research for the CNES strictly speaking, and the rlinistry o� Industry for
oversight of the CNES subsidiaries of a more industrial or commercial nature, such
- * To~al 1981 appropriations, which ineluded Fr 13.5 billion for basic and applied
civil research, Fr 11 billion for military research, Fr 6.5 billion for major
technological programs, and Fr 22 billion for industrial research (Fr 5.6 bi1-
lion for nationalized industry, Fr 7.2 billion tor the "nationalizable" sector,
and Fr 9.2 billion for the private sector).
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as Arianespace (production and marketing of Ariane rockets), SPOT-Image (production
and marketing of SPOT ~Earth Observation Probe System~ images) and Satel-Conseil
{telecommunications and TV satellite cansultations).
Oversight of CNEXO will also be divided this time among three ministries: Research,
Industry and Seas.
As for COMES, its future has not yet been decided. A ministerial group is being
formed to take stock of solar activities in E'rance anci to study the structure best
suited to pursue the research and development ef�ort in this domain.
The minister of research also proposed the creation of a Parliamentary Committee
on Technological Alternatives.
COPYRIGHT: A. & C. 1980
- 9399
CSO: 3102/369
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TRANSPORTATION
- CONFERENCE ON ADVANCED MATERIALS IN AEROSPACE INDUSTRY
Paris AIR & COSMOS in French 18 Jul 81 pp 18-19
[Article by Yves-Ern~st Grandvalet: "Technological Advances in Special Steels and
Alloys"]
[Text] As a traditional ad~.unct uf the Bourget Air Show; a conference was held on
"Special steels and alloys in the aerospace industries." It again was a great
success (with around 240 participants) to the point that it could conceivably take
on an international dimension. The conference provided an opportunity to hear some
very informative talks by Mssrs. Roger Chevalier (SKIAS [National Industrial Aero-
spar_e Company]/GIFAS [expansion unknown]f Hilaire (SNIAS), Brunetaud (SNECMA [French
National Aircraft Engine Company], R3yne (Creusot Loire), Elghozi (Societe �
Commentryenne des Aciers Fi:~s [Commentry Fine Steels Company]), Devillard (CENG
[Grenoble Nuclear Research Centsr]), Papier (Acbert et Duval), and Rabinovitch and .
Ktian (Onera [National Office for Aerospace Studies and Research)). M Auvinet,
chief of the Mater~als Section of STPA [Public Air Transport Company], summed up
the conclusions to be drawn from the workshop.
Hilaire's talk served to put the utilization of the various material3 in perspective.
The information indicated that steel benefits from the most f avorable position, since
steel is onl.y to a small degree directly threatened by the composite materials (in
contrast to the situation for lightweight alloys) and is even in a position to re-
gain favor as a result of strains in the availability of titanium. Titanium mean-,
while ought to regain lost ground now because of stabiYization of the market and
introduction of new production techniques (casting, powder metallurgy, superplastic
forming, diffusion brazing); moreover, titanium has the advantage of coexisting
� amicably with composite materials (cf. accompanying table).
Respective Prop~rtions (X) of the Various Aeronautic Materials
Lightweight
Alloys Steel Titanium Composites
Airbus A 310 76.5 13.5 4.5 5.5
Boeing 82 13 4 1
Boeing 767 81 14 2 3
Future airplanes 53-75 13 4 8-30
_ Dauphin helicopter 59 15 24
_ Future helicopters 50 13-15 30-35
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Focusing on engines, Buunetaud's lecture emphasized the advances occurring with
b~tter production techniques (isothermal forging, involving deformation of the
metal at set temperature and rate; casting of turbine blades by directional solid-
ification; precision casting) which coupled with other economic advances (recovery
and r2cycling of scraps, for example) offer some appreciable cost savings and
quality improvements.
Especially for titanium alloys ir. temperature intervals below 400-450�C, the devel-
opment of powder metallurgy gives ~very indication of a promising future.
Organic matrix composites are beginning to have important applications below about
200-250�C. In the high temperature ranges (above 400-450�C), the nickel-base alloys
and, to a lesser degree, the austeniti~ refractory steels are used almost exclu~-
sively, though with some prospect for development of higher-performance alloys
fabricated by the new technologies, including directional solidification and powder
metallurgy.
The cobalt-base alloys (though considered extremely expensive) are hard to replsce
in very-high-temperature applications (HS '25 through HS 31). For applications
at intermediate terperatures, the alloys such as Waspalloy or C 263 with 17-20 per-
cent cobalt have been replaced by Inco 718, particularly for compressor and
turbine disks.
As for ceramics, in the near term they can be considered for some nonma~or static
parts, and probably ceramic composites will be able to offer more attractive
- prospects.
The ESR Process
The ESR [Electroslag remelting] process used by Creusot Loire has undergone a ,
rather substantial expansion in recent years, thus responding to the increased
demand f or quality metal in aeronautics. The lecture delivered by Rayne took stock
~f a metallurgical survey based on a substantial amount of information, with par-
ticular attention to information on the vital assemblies of the Airbus, such as
engine support strut parts made of 40 CDV 12 steel and undercarriage parts made of
35 NCD 16-(THQ) steel.
A very strict control of all fabrication variables, from preparation of the casting
pattern to remelting under slag, has enabled series fabrication to be achieved
~ with a level of quality which formerly could only be attained with the process of
remelting under vacuum (VAR [vacuum arc remelting]). Rayne enumera~ed the devices
in ESR furnaces of the Pamiers plant which make it possible, without changing the
electrode, to produce three types of ingots in weights of 4-10 tons and 26 tons,
~ with the further possibility of bringing the latter type (with a diameter of l.lm)
to a size of 33 tons by changing the electrode during the remelting process.
Finally, it was pointed out that the "very high quality" (THQ) version of the ESR
process was introduced with 35 NCD 16 steel originally to produce the principal
parts of the Concorde undercarriage and later was also used for the undercarriage
of the Airbus A300; the purpose of the new developments in ESR remelting was to
attain the THQ level in a simple remelting operation. The goal was achieved, as
indicated by the designation "35 NCD 16-THQ-ESR" for the metal used in stamping
out the landing gear wells for the Airbus A3I0 on a 65,000-ton Interforge press.
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It should also be mentioned that automatic control giving perfect reproducibility
of the ESR remelting process was provided by computer, integrating the various
' parameters of operation. Rayne con.cluded by indic3ting that.at present about 100
ESR remelting runs on 35 NCD 16-THQ have been completed. T,oday, the French
industry can congratulate itself on havin~ developed a very high quality alloy, a
direct outgrowth of the Concorde effort, as Auvine~ mentioned in his remarks.
Sheet Metal
Sheet metals made of refractory alloys are utilized largely in the manufacture of
turbine engines for the combustion chambers, shrouds, nozzles, vanes, etc., in
- the form of welded assemblies designed for exposure to high temperatures.
In the course of the last two decades, the means for melting and refining have made
considerable progress, permitting an improvement of qua3ity and a reduction of r_ost
price. In France, the Isbergues plant has equipment for forming stainless steel
sheet metal and laminating it to provide structural. stiffening. The plant is also
equipped fcr cold lamination of foils consisting of sheets welded and to end.
As concerns the sheet metals made of refractory alloys, the French market,
relatively weak and dispersed over a great variety of grades and dimensions, does
not justify the installation of continuous lamination equipment.
The Commentary plant is equipped to perform cold lamination operations on a Senzimir
mill on a sheet-by-sheet basis, a mode of fabrication which permits the plant to
handle lamination of all the types of sheet metal presently used in the most modern
turbine engines. The type designations in this category include Rene 41, Astroloy,
Waspalloy, and C 263.
By comparison to the U.S. market for refractory alloys (30 times larger than the
French market), there nevertheless exists a similarity in terms of tYta means of
fabrication between the Pittsburgh plants of the Universal-Cyclops firm (fourth
largest U.S. producer) and the Co~nantry plants; according to Elghozi, this
similarity means that the quality and cost price are entirely comparable, and he
concludes that the Societe Commentryenne process is competitive provided the quality
[sic; perhaps quantity is meant], format, or qualities are such as to preclude
mass production, notably in situations involving grades of alloys which.are
difficult or even impossible to process by hot lamination in coils.
Powder Metallurgy
The difficulties of supply, the increased production costs, and the substantiai
coke rates (capable of reaching 20 kg/ton in certain cases) are the principal
reasons for the well-developed effort in France to use powd~r metallurgy in the
production of parts made of titanium alloy. This process was developed by CENG
with the contributory participation of government agencies.
Powder metallurgy, which promes substantial economies of material, is ex~ected to
assert itself if three conditions are met:
--lowering the costs of powder manufacture to equal the costs for forg~rl bar,
--developing more productive shaping cycles to partly reduce capi*_al outlays,
, --improving the structure of the sintered products using thermal treatments,
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to render the structure less sensitibe to the almost inevitable contamination in
the course of manipulation and bring the performance to the same leve~ as cast-
forged alloys.
Devillard of CENG described six different processes for producing titanium alloy
~owders from prealloyed ingots. The three main processes--REP (United States),
EBRD (West Germany), and PSV (France)--use spinning electrode methods; the atomiza-
tion is carried out under argon or helium in the REP process and under vacuum in
- the PSV and EBRD processes.
The preparation of powders on the industrial scale by at_omization under vacuum holds
forth the promise of substantial economies in use of hot isostatic pressing to
f abricate compressor disks or parts of complex forms (such as the rods or ribs of
airframes) with greater blanking precision.
Devillard completed his talk with a presentation concerning an industrial production
unit based on 1000 tons of titanium alloy powder per year per statlon. With such
~ a unit it would be possible to cut the coke rate for parts made of cast-forged
titanium alloys by a factor of two for engine parts and by a factor of 3.5 percent
, of the price of the equivalent piece made of cast-forged titanium alloy.
Devillard concluded by emphasizing the present state of acquired knowledge, which
from his point of view constitutes a factor favorable to the industrial promotion
of this new way of processing titanium alloys:
--the powder can be supplied at the price of the rolled bar by setting up a pro-
duction unit with a capacity of 100 tons per year;
--sintering by hot isostatic pressing permits deformations to be controlled; certain
reference surfaces can be produced "to dimensions" by perforing the pressing against
reusable mandrels or anvils;
--today, by more rigorous quality control for the powder before it is placed in
containers, the scatter of the oscillation fatigue test data can be reduced and tihe
_ characteristics of rolled alloys can be reproduced with a variance of +10 percent
_ about the mean value;
--in the aeronautic industry (for airframes and engines taken together) it is
possible to achieve savings on the order of 50 percent in materials and 35 percent
in fabrication costs.
Elements Used for Assembly
Papier, of the Aubert et Duval firm, drew attention to various aspects of fabrica-
_ tion and quality control in regard to materials for welding and nuts, bolts, and
screws, c~lling attention to the continual and necessary overlap of operations
~ for "Quality and Quality Assurance" in the manufacturing procedures. In discussing
nuts and bolts, Papier dealt more specifically with problems of bolts obtained by
final hot transformation compared to those obtained by cold die forging. The "hot"
bolts are produced from age-hardening austeritic alloys (type Z 6 NCTDV 25-15 grades
and superalloys of the Nimonic, Udimet, Waspalloy, and Incot 18 types).
Papier ended his talk by touching on the very important subject of quality in the
domain of assembly by welding, for which Albert et Duval manufactures wires in coils
~ or uncoated rods in diameters between 0.8 and 3mm. This area also includes various
_ grades of martensit.ic steels, austenitic stainless steels, alloys, and superalloys.
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Forces and Challenges
In his concluding remarks, Auvinet set forth both the strong points of the French
industry and the challer~es which are now facing it. In this spirit, particular
attention was given to France's development of both 35 NCD 16 steel (a by-product
of the Concorde effort) and powder metallurgy of titanium, for which the community
has high hopes. F.qually interesting is the work of Onera on Cotac and the oriented
eutectics in particular. (Onera's work, particularly on Cotac 74 an3 744 and on
the orientcl eutectics, which was treated in another context at the Bourget Air
Show merits separate treatment in ma~or articles, which we will include in an
upcoming issue of AIR & COSMOS.) The discussion dealing with Onera, hcwever, put
the emphasi,s on the important role played by public institutions and government
agencies in these developments.
In the category of challenges, we will include under this label various technological
changes cited by Auvinet. First, there are the composite materiz~.s, which are al-
ready serving as a stimulus to the producers of lightweight alloys, such as in the
direction of developing lithium-aluminum alloys. Next, thera is the challenge of
other technologies such as directional solidification, oriented eutectics, and
single crystal methods appYicable to the fabrication of turbine blades. Finally,
Auvinet stressed the advances in ceramic composites, which could turn the world of
metallurgy topsy turvy.
COPYRIGHT: A. & C. 1980
9828
CSO: 3102/370
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'"1'RANS PORTAT ION
DUTCH MIhISTER INTERVIEWED ON CIVIL AERONAUTICS
Paris AIR & COSMOS in French 18 Jul 81 pp 8-9
~Text~ Mr G. M. V. Van Aardenne, minister of economic affairs of the Low Coun-
- tries, who heads civil aeronautics construction financing, was good enough to grant
, our editor-in-chief an interview, during which he discussed the position of the
Dutch authorities in this domain.
An Important Industry for the Low Countries
Mr Van Aardenne first explained, by way of introduction, the importance the Dutch
authorities attach to civil aeronautics construction. For the Low Countries, which
have a heavy industry but which are seeking more high-technology industry, aero-
nautics pravides an especially apt response to this need because it is an industry
whose energy requirements are relatively low. The experience of its engineers and
technicians places Holland in an equally apt position to participate in this
activity, which is capable of attracting.private capital provided these invest-
ments are backed by adequate state loans.
To our first question, regarding the aid provided by the Dutch government to civil
aeronautics construction, bir Van Aardenne replied that it is a policy that has
been followed over approximately the last quarter century, firs~ with respect to
the F 27 Frien~ship, then, the F 28 Friendship. The F 27, the developmental fund-
ing o� which was only partially underwritten by the Hague government, sold well
and has continued selling well. Currently, it is a profitable program. The
government's aid has been reimbursed. Sums thus recovered are placed in a revolv-
ing fund used for the financing of new developments.
An identical method was used for the F 28. Development costs were much higher
than for the F 27 and sales ara less advanced. This project has not yet reached
the profitability threshold, but expectations of attaining this objective are still
alive.
The Dutch authorities consides the experience gained from these twa projects to
have been positive. They are all the more intent upon pursuing this experience in
that, unlike the case o� most countries that have an aeronautics industry, Dutch
industry is not being called upon to develop military planes of Dutch design; its
manufacturing activities, which are far from negligible, are devoted to the pro-
duction of materiel of foreign design. The Dutch authorities are also very intent
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upon pursuing a national policy of design, production and marketinq oF civil trans-
port planes, a policy being carried out by private iridustry but being actively
aided by the state.
From the F 29 to the MDF 100
An approach identical to that used in the case o� the F 27 and the F 28 was there-
fore adopted for the F 29 project--which was the subject of our second question--
it being understood, of course, that the order ot magnitude of the latter is quite
different from that of the F 27 and F 28 and that, �rom the outset therefore,
Fokker could not expect to undertake the project alone. Two and one-half years
ago, during the negotiations on the Atlantic program, the Dutch authorities con-
tacted the French authorities to suggest the study of a joint project designed to
- maintain cooperation between the two countries. Unfortunately, agreement could not
be reached on the 150-seat airliner program.
The exchange of views between the two governments continued, however; and as a
result, the Dutch authorities agreed to back Eokker's cooperation in the Airbus
orogram, with Fokker taking part in the A 300/310 programs and extending this coop-
eration to the A 300-600.
The Airbus program alone, however, does_not enable the Netherlands government to
fully attain its objective, which is an entirely national civil transport plane
design, production and marketing industry. The government has therefore decided to
back the E' 29 conceptual. phase, which initially was to end this spring but is now
extended by way of the MDF 100 project to, and indeed a little beyond, the end of
this year. Fokker must seek partners to share in this phase, and it was in
accordance with this requirement that a memorandum of agreement was signed with
Mc Donnell Dat~glas under which the two partners hold equal shares in the project.
Mr Van Aardenne pointed out that this basic agrepment does not preclude the sign-
ing of other coopesative agreements. The Dutch government has also required that
the project be of a very advanced techno].ogy and that it not be actually launched
until agreement has been reached with a meaningful number of launching airlines.
If these three conditions are met, the Dutch authorities are prepared to make
loans available to the Fokker totaling in the order o� 1 billion florins, or ap-
proximately the equivalent of Fr 2.2 billion, and to grant aid to Fokker identical
to that of the F 27 and F 28 programs.
- A National Consensus
~
Replying to our question as to the degree of public support for this policy fol-
lowing the recent elections in the Low Countries, Mr Van Aardenne said that this
policy enjoys a consensus that includes Dutch leadership , Parliament and public
opinion in general. Mr Van Aardenne, a minister of a government that will very
soon be out of office, anticipates that the policy line pursued to date will not
be put into question again. It appears that the new Parliament's Committee on
Economic Affairs plans to state its position in this matter by the end of August
or beginning of September, without awaiting, that is, the debate on the budget as
a whole, which would not permit;more than a superficial examination of the entire
issue. -
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The Dutch authorities are following this matter very closely, both by way of the
reports submitted by Fokker on the reactions of potential clients and through the
Dutch Aerospace Programs Agency (NIVR), which exercises supervision over the
technical quality of the project and which, as the advisory body of the Low Coun-
tries on aeronautics policy,is staffed with highly competent experts and is there-
- fore well equipped to make value judgements on the evolution of this program.
At the end of the exploratory phase currently under way, the Dutch authorities
will set forth their de�initive views, it being understood that meanwhile they will
maintain contact in the matter with the other European governments, particularly
through their contribution to the A 300/310 programs. Mr Van Aardenne stressed
that this contribution is not negligible either from the standpoint of the capital
funds involved or from that of the risks being undertaken, and reiterated that it
is to be continued with regard to the A 300-600 program.
COPYRIGHT: A. & C. 1980
9399
CSO: 3102/368 '
1].
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TRANSPORTATION
NEW COMMUTER LINERS CONTINUE TO REAP ORDERS
Paris AIR & COSMOS in French 18 Jul 81 pp 43,45
~Article by R. N.~
_ ~Text~ For several weeks now, orders for future comriuter liners have been coming
in at a rapid rate, indicating that many feeder airlines throughout the world are
now making their choices. In fact, most of the aircraft builders are now in a
position to announce the definitive characteristics and calculated performance
figures for their planes, and many of the recently placed orders or options prob-
ably stem from the competitive exhibits shown at the Salon du Bourget.
In the category of future 30- to 50-seaters alone, a total of at least 500 firm
orders or purchase options are in hand, without counting all the orders relating to
programs already under way (Havilland DHC-6 and -7, Fokker F-27, British Aerospace
HS-748-2B, Shorts 330, etc). Of course, the total estimated market of 2,000 to
2,500 planes is sti~ll far from having been attained, but a goodly portion of it is
probably in the process of being.decided.
The 15-20 Seaters
Certification of the Beechcraft C99 (15 seats, two Pratt and Whitney PT6A-36
engines) is now imminent; mass production of the plane has begun and should achieve
a rate of 5 planes per month by the end of this year. According to its builder,
the number of orders currently in hand will absorb production through July 1982.
The Commuter 1900 (19 seats, two P& W PT6A-65 engines) is still scheduled to make
its maiden flight next spring.
British Aerospace has firm orders for five, and has just sold options for another
four, of its new Jetstream 31 plane (18-19 seats, two Garrett TPE 331-10 engines).
We recall that its certification is scheduled for the second hal� of 1982, to be
followed immediately by the first deliveries.
The new Dornier DO 228-100 (15 seats, two Garrett TPE 331-5 or -10, or two P& W
PT6A-135 or -41 engines, per option) and DO 228-200 (19 seats, same choice of
engines) are off to a shiny start o� their careers. As of mid-3une, 67 haci i~een
sold, of which 46 are paying options, with first deliveries scheduled for December
1981 and April 1982 respectively.
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Swearingen, a~ter having announced the certitication of its Metro III (19 seats,
two Garrett AiResearch TPE 331-11U-601 G) at the Salon du Bourget, has delivered
the first plane of the series to the Swiss Crossair company; the plane is being
built at a rate of 6 units per month.
Piper's two planes in its T-1000 program--the T-1020 (9 passengers, 2 Lycoming
T10-540 engines), an offspring of the Chieftain, and the T-1040 (9 passengers, two
P& W PT6A-11 engines), an offspring of the Chieftain and the Cheyenne 1--although
in a smaller category, should not be overlooked. The �irst of these types could
enter service by November, while the second will not b~ certified untii January
1982. Piper has not yet announced any orders for these two types.
The 25-45 Seaters
In the 25- to 45-passenger category, orders and options already in hand among the
five leading competitors (ATR 42, CN 235, Dash 8, ENID-120, and SF 340) are approx-
imately equivalent to one another at this time and number close to 110 in all.
The decision to launch the ATR 42 program, which is to be developed jointly by
AEROSPATIALE ~National Industrial Aerospace Companyl and AERITALIA ~expansion
unknown~, will not be taken until October; this, however, has not prevented the
two firms from accepting the first option contracts involving financial commit-
ments, and pursuing studies of design details. In addition to the basic model,
with a capacity for 42 seats at 32-inch spacing (or 46 seats at 31-inch spacing),
several versions are being planned: the "combi" (40 percent cargo, 60 percent
passengers); the "quick change," equipped with a cargo hatch and rapidly converti-
ble to accept type LD-3 containers; the "tout cargo ~all cargo~" (no windows), the
"cargo militaire" with axial loading; and a lengthened version that can accommo-
date 60 seats and that could be operational 3 years after the ir.itial del.iveries
of the basic model (last half of 1985).
The other competitors have the advantage of a slight lead, in that their expected
dates of entry into service all fall within the year 1984. Their feasibility
- studies are already under way and, for some of them, the first metallic hatches
designed for their prototypes are already being machined. CASA ~ ,
and Nurtanio have announced a military version of the CN235, and Embraer has an-
nounced a mixed cargo-passenger version of the EMB-120; but to date, Saab and
Fairchild are the only ones who have offered a"business" ver~ion of their planes.
The latter version seems moreover to be meeting with lively reception, since 25
units of this type have been ordered. Saab and Fairchild are also the only ones
to date to have announced the choice of avionics based from the start on the use
of color cathodic display (Collins). The most advar~ced in terms of time lead is
- unquestionably the Shorts 360, nonpressurized, a prototype that has been under
test since 1 June, and the first production unit of which is to be deliveres by
the end of next year.
Lastly, in the 50-seater category, the appearance on the market of a new American
competitor, the CAC 100, must not be overlooked; its builder, the Commuter Air-
craft Corporation, expects to put it into service by the beginnir.g af I989 (see
AIP. & COSMO5 No. $66 p 21?,
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Characteristics and Marketing Status of 30- to 5-Seat 'Conunuters' ~p 1 of 2~
SNIA5 CASA ~~uter D.H. D.H.
Builder(s) Aeri- Nur- Aircraft Canada Canada Embraer
talia tanio
Designation ATR-42 CN-235 CAC-100 DHC-7 DHC-8 EN~-120
Seatsl 42 34 50 50 3611 30
Service date Mid- End of Start of In Nlid- End of
1985 1984 1984 service 1984 1994
P&W G,E. P&W P&W P&W P&W
Engines 100/2 CT7-7 PT6A-45A PT6A-50 120 115
Takeoff weight 14,510 1,300 - 19,958 13,835 9;~?2
(kg)
� Cruising speed
(km/hr) 511 469 555 428 500 535
Cruising range i,400 1,450 1,110 1,350 1,200 925
~km~4
- Firm orders 54
100 - 125 115 110
Options 18
Price$ 5 3.8 - 4.79 3.5
FOOTNOTES TO CHART
l. At 32-inch (0.813 m) separation.
At 29-inch (0,737 m) separation.
3. At 30-inch (0.762 m) separation.
4. With fu11 complement of passengers and IFR reserves.
' 5. Without reserve.

- 6. Inclusive of all models.
~continued on facing page~
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Characteristics and Marketing Status of 30- to 50-Seat 'Commuters� ~p 2 of 2~
Gulf- $ritish 5aab
Builder(s) Fokker stream Aero- Fair- 5horts Shorts
space child
Designation F-27 G-1-C HS-748-2B SF-340 S-330/200 S-360
MK 200
Seatsl 44 382 483 343 30 36
Service date In Tn In Start of In End of
service ser~~i~e service 1984 service 1982
RR-Dart RR-Dart RR-Dart G.E. P& W P& W
Fry-ines ~536-7 MK-529 MK-536-2 CT7-5A PT6A-45R PT6A-65R
Takeoff weight 20,410 16,308 21,092 11,734 10,387 11,657
(kg)
- Cruising speed 480 490 452 480 352 391
(kg/hr)
Cruising range 1,925 965 1,556 1,520 7705 425
~km~ 4
Firm orders 3
7256 345~ 100 90 21
Options 610
Price8 - 1.610 - 3.75 - 3.25
FOOTNOTES TO CHART - cont'd
7. Series -2A and -2B inclusive.
8. 1981 price in million U.S. dollars.
9. In million Canadian dollars.
10. Modifications of GulEstream 1.
11. At 31-inch (0.787 m) sepa=ation.
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~n _~aportant Market �or the Engine :4anufacturers
Although the feeder airline companies are only now makinq their choices among
the available aircraft, the builders themselves have already practically all made
their definitive choices of engines, thus opening markets that could amount to
many thousands of units for each of the competing engine ma?~u�acturers.
The lower range of these markets, that is, for 15- to 20-seater planes requiring
turbines of less than 1,000 horsepower, is divided between Pfatt and Whitney, with
_ its PT6 penetration, and Garrett, with i~.s TPE 331 series. Only Dornier offers its
- clients a choice between the two manufacturers for the DO-228-100 and -200.
The 25- to 45-seater category, with its higher power requirements (up to 2,000
horsepower), has put Pratt and Whitney, with its new PW 100 (ex-PT7) turbine, into
competition with General Electric and its CT7. With the recent decision by AERO-
SPATIALE and AERITALIA to equip the ATR42 with the PW 100/2 (2,280 thermodynamic
horsepower derated to 1,800 shaft horsepower), the bal~nce has been tipped in
favor of the Canadian manufacturer, who has thus obtained a share of the market
represented by the powering of 3 out of the 5 major planes currently under develop-
ment. The two arguments invoked in �avor of this choice are, on the one hand, the
developmental margin of the PW 100 (around 20 percent, enabling the attainment of
nominal powers above 2,500 horsepower) and, on the other hand, the special design -
of the engine based on its use in this type of aircraft (fos example, it is
equipped with a propeller brake enabling the generation of air and of power for
the plane's electrical circuits on the ground). Brasilia:?s EN~-120 will be
equipped with the PVd 115 version, derated at 1,500 horsepower, and the Dash 8 with
the PW 120 version developing 2,100 horsepower at takeoff.
The principal argument, on the other hand, in favor of the CT7 is that it is
derived from the T 700 turbo engine, which has amply proven itself in helicopters.
The CASA-Nurtanio 235 will be equipped with the CT7-7, derated at 1,700 horsepower,
and the Saab-Fairchild 340 with the CT7-5A, developing 1,675 horsepower.
Also worthy of note is the development by Garrett of its TPE-331 14/10, developing
from 1,300 to 1,650 horsepower, which has just begun its bench testing.
COPYRIGHT: A. & C. 1980
9399
CSO: 3102/371
~6
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TRANSPORTA~PION
VOLVO PRESENTS COI~UTER-CONTROL TURBO ENr_-~~~,
Stuttgart MTZ MOTORTECHNISCHE ZEITSCHRIFT in Germa.n Jun 81 p 248
[Text] In the context of the SAE (Society of Automotive Engineers) conference, which
was held in February 1981 in Detroit, VOLVO presented a four-cylinder gasoline
engine with the most up-to-date technology.
- Equally impressive as the almost 25-percent increase in power is thP 15-percent
lower fuel consumption.
Based on the 155-hp (114-kW) 2.1-liter engine used in the VOLVO 244 Turbo, this
_ VCCT (Volvo Computer Control Turbo) engine delivers 198 hp (146 kW) for short periods.
Figure 1 shows an engine with t'he turbocharger and intercooler.
Fig. 1. The VCCT engine with turbo-
charger and intercooler from Volvo.
#~~~'~~.w.~~~�~ i~~ ~P~~'.~5 .:s~ f~ ;7" ~ . .
~1i~'~ ~ � ~ ~ ~'::M~ . . '
~ I I II
..t .
f .
~ `t
`~;S
l
- i
'.~'~3i .
Volvo engineers succeeded in reconciling conflicting specifications through the use
of numerous electronic components. Ignition and fuel-injection on the VCCT engine
are controlled by microprocessors. Various sensors at different locations on the
engine transmit electrical impulses to a tiny computer, which then determines the
ignition timing as well as the fuel-air mixture corresponding to engine load.
Thanks to this sensitive electronic control, which reacts instantly to every change
in operating conditions, such as engine load, engine speed and temperature, the
- engine offers rapid throttle response, clean exhaust and high performance with low
fuel consumption.
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Turbocharger boost pressure is also monitoxed electronically to provide optimal
fuel metering. A knflck sensor also informs the microprocessor when there is a
tendency to knocking or pinging in the combustion chamber; if necessary, the boost
pressure can be reduced and the ignition timing can also be changed. In this way,
the engine adapts by itself to the octane level of tfie fuel being used at the time.
- On the other hand, the minicomputer can also raise the boost pressure by almost 50
percent for a period of 10 to 15 seconds. Thus the vehicle has a considerable in-
crease ~n power available for short periods, for example wfiile overtaking. Normally,
at a boost pre~sure of 0.65 bar, engine output is 155 hp (114 kW) at 5,400 revs/min,
with a torque of 26.5 kg/meter (260 Nm) at 3,200 rev/min. The microprocessor helps
_ it to achieve maximum figures of 198 kp (146 kW) and 33.6 kg/meter torque at the
same engine speeds and a boost presaure of 0.97 bar.
The resulting performance figures--assuming the engine were installed in a VOLVO 244
series sedan are quite impressive: The car would reach 100 km/hour from rest in
less than 8 seconds, in a test of engine flexibility, 90 to 140 km/hour in 4th gear
would take only 9.6 seconds, and top speed would be over 200 km/hour. At the same
_ time, fuEl consumption would be 10 to 15-percent lower than with a current series
VOLVO 244 Turbo.
With the VCCT engine, important progress has been successfully achieved in engine
specifications: cleaner exhaust gases, lower consumption, more power and torque
as well as less loss of performance when~.using fiuel with a lower octane rating.
During the next few years Volvo will incorporate some of the experience gained with
the VCCT system into the construction of its production engine.
COPY~IGHT: 1981, Frankh'sche Verlagshandlung W. Keller & Co. Stuttgart.
_ 9581
CSO: 3102/377
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~ TRANSAORTATION
VW DEVELOPS STOP-START DEVICE FOR ENGINE TO CUT FUEL USE
Stuttgart ATZ AUTOMOBILTECHNISCHE ZEITSCHRIFT in German Apr 81 pp 153-154
[Article by Erwin Schuster and Ernst-Olav Pagei: "Th; ~tc~p-Sta;:~ Device"]
[Text~ Abstract
With regard to increasing fuel cost and shortage of energy resources, the autom~tive
industry is bound to develop suitable methods for optimum fuel utilization. Thus,
the autamobile can be maintained as an attractive and competitive means of trans-
portation.
A novel development which can lead to considerable fuel saving's and release the
environment at the same time is the stop-start device. This device allows, during
vehicle stops, eli.mination of fuel consumption, i.e., the fuel will only be utilized
to keep the vehicle moving and not for heat conversion during idling. This stop-
start device is installed by VW and Audi on various models of the "Formula E"
concept.
1. Introduction
The stop-start operates semiautomatically: The driver can decide independently
whether the traff ic situation allows turning off the engine; starting is initiated
automatically by simultaneously depressing the accelerator and clutch pedals, while
the operating condition of the engine is monitored by a digital-electronic switch
mechanism. Development of this device required some basic tests, for example:
--when does it make sense to switch off the engine to save fuel?
--what is the effect of a restart on exhaust emissions?
--what additional loads are imposed on the starter and the battery?
--what influence does it have on the balance of the vehicle's electrical system?
2. Fuel Consumption Measurements
The first test concerned how high the fuel consumption is at idle and the amount
of fuel the engine requires when starting. Tests showed that an Audi 80 LS with a
55-kW (75 hp~ engine, for example, has a consumption at idle~ of 0.349 cm3/sec,
and 1.867 cm when starting up. The conclusion is that for this vehicle fuel is
saved after remaining stationary for longer than 5 seconds.
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3. Exhaust Emissions Levels
Exhaust emissions levels in the EEG-cycle, Figure 1, were determined with and with-
out stop-start operation; it was shown that only minor deviations resulted,
Figure 2.
50 3
km/h 3 3
1
- 35 Z
- o, 31
V
; ~ ~
u
a t5 1 2 1
~
0
- " 1 1 1 ~
0
11 17 - 21 47 21 71 7 5
- 195
2ei1
Fig 1--EEC-city cycle; vehicle speed characteristics versus t3.me including gear
position designations. The test consists of an advance period of 40 secs. at idl,e
(no measurement). The measurement is conducted by repeating the driving cycle four
times while an idle share of four times 60 secs. is resulting, which represent
about 30.8 percent. ,
Key:
1. Speed
9/ lesl
7 5 75 1500 Z5
~
5.0 50 1000 5.0
~ ~ ~ , .
~
1.5 ~ E 25 5pp ~S , :
/
HC CO (g N0,
Fig 2--Emission data from the EEC-city cycle (European test) with and without stop-
start device (Audi 100 S). Without ~ with stop-start device
By switching off the engine through the idle cutoff valve in the carburetor,
emission of unburned HC remains is prevented while the engine is coming to a stop.
Against this, there is a sligt~t rise in the HC level because of the starting
process, so that an increase ojf 4.8 percent in the EEC cycle is registered. On
the other hard, CO levels declined, as expected, by about 10 percent in stop-start
operation, while the NOX level increases slightly, with 2.3 percent:.
Further tests were conducted to determine what influence a stop-start device has
under actual traffic conditions on a vehicle's electrical system balance.
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4. Test Drive
For this a route was worked out in Munich, over which several vehicles were driven
at different ti.mes of the day. Instrument readings were taken of battery charge
condition, engine revolutions, the vehicle's electrical consumption, number of
engine stops, etc. The average figures from several trips showed:
--Route driven 91 l~s .
--Number of engine stops 112 ~
--Total driving time 200 mins
--Time vehicle stationary 41 mins
The results show:;
--Stops per kilometer 1.24
--Time stationary per stop 22.1 secs
If the numbers calcula~ted above are used as a basi~ for calculating fuel consump-
tion, the result is an average fuel saving of about 5 percent for an Audi 80 LS
with a 55-kW (75 hp) engine, while on some trips under particularly unfavorable
conditions savings of up to 10 percent are possible.
5. Starter Load
The calculated numbers also yield some information about the altered load on the
starter and the battery. The starter is naturally subject to an extra load during
stop-start operation, but this additional load does not materially affect its life,
due to a peculiarity of the electronic switch unit.
The control switch monitors engine revolutions during starting; when they reach
500 revs/min, as the engine is run up, the starter is automatically switched off.
This protects the roller clutch in the starter from overloading (in contrast to
starting with the ignition switch). This component is therefore not sub~ected
to any additional load fram stop-start operation.
Through a link with engine temperature, the.re is also a safeguard that the device
is activated only when the engine has reached operating temperature. A start with
a warm engine normally lasts about 0.5 sec; carbon brushes, main bearings, etc,
experience hardly any extra load compared with normal operation.
6. Battery Charge Condition
The state of charge of the battery is not influenced by starting operations.
However, discharge of the battery during stopped time has a negative effect due
to other sources of consumption, such as the heater fan, lights, radio etc. A
balance is created by automatically switching off the rear window defogger. There
is additional relief for the system in that the energy output of the generator at
idle is minimal; consequently the amount of energy that is lost (or is not
generated) by stopping the engine is negligible and has hardly any effect on the
total balance of electrical generation, or consumption. Another positive factor
is that the vehicles have a generous capacity generator as standard equipment.
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'1't~e rceult of the messures described ie th~;t there is no deterioration in the
battery's state of charge during stop-start operation.
7. Description of Operation
The vehicle must be startF.d the first time in the normal way, so Lhat the device is
activated. When engine revolutions exceed 30 revs/min, the device switc~es to
ready for operation, with a delay of 2 seconds; this is an additional precaution
against unintentional operation of the starter. After the f irst start with the
ignition key the stop-start device can be used as often as is desired, until it is
locked out again by turning off the ignition (ignition key). To avoid starting
problems with a cold engine, the stop-start device is also locked out as long as
the cold warning light is on, Figure 3.
~
~ O
~
; 0
6
1
iZ
io
11 ~ O
~
7 ~
0
~
0 0
Fig 3--Operational schematic of the stop-stari- device
Key:
1. Accelerator pedal switch 7. Magnetic idle valve
2. Clutch pedal switch 8. Carburetor preheater
3. Stop button 9. Coolant temperature switch
4. Starter relay 10. Vehicle speed sende-r
5. Battery 11. Revolutions from the coil
Starter 12. Stop-start control unit
_ To turn off the engine with the device, a button on the end of the wiper lever is
pushed. Vehicle speed below 5 lan/hour is a conditian f or activation. An electronic
control unit interrupts the electrical circuit to the idle cutoff valve. The engine
comes to a stop.
To reduce electrical consumption the rear window defogger is switched off while
the vehicle is stationary.
To start the engine again, the clutch and accelerator pedals must be operated
simultaneously. The starter is switched on by the electronic control unit through
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servorelay, until the engine has reached a crankshaft speed of 500 revs/min; at
this speed the control unit automatically switches off the starter.
If engine revolutions drop below 500 revs/min after this, the starter does riot cut
in by itself, even though the accelerator and clutch pedals are depressed. Only
after revolutions have dropped below 30 revs/min and the pedals are operated again
is the starter activated. This prevents uncontrolled switching on and off of the
starter at irregular engine revolutions around 500 revs/min.
As a result of the double act.uation of the pedals when switching ofi and starting,
ar_3 by wiring the control connections to the positive side of the battery (terminal
15), a safeguard is provided against individual malfunctions (detached connections,
sticking switches, etc) causing a dangerous condition, in which the stop-start
device goes out of control and starts the engine.
8. Summary
The automatic stop-start device makes up to a 10 percent saving in fuel possible
under unfavorable conditions and when it is used consistently. It also contributes
to reducing environmental pollution by lowering emissions of poisonous carbon
_ monoxide.
Safe operation of the device in traffic is guaranteed by comprehensive electronic
protective measures. The balance of the vehicle's electrical system is affected
only slightly. .
COPYRIGHT: 1981, Franckh'sche Verlagshandlung, W. Keller & Co., Stuttgart
9581
CSO: 3102/355 ~
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