JPRS ID: 10575 WEST EUROPE REPORT SCIENCE AND TECHNOLOGY

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• Collection: JPRS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00850R000500070021-6
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• Original Classification: U
• Document Page Count: 24
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• Sequence Number: 21
• Content Type: REPORTS

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JPRS L~' 10575
10 June 1982
~ ~fV est E u ro e R e o rt
~ p
S~;IENCE AND TECHNOLOGY
(FOUO 11 /82~
~g~$ FOREIGI~ BRQADCAST INFORMATION SERVICE
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JPRS L/10575
10 June 1982
WEST EUROPE REPQRT
SCYENCE AND TECHNOLOGY
(FOUO 11/82) ~
CONTENTS
ELECTRONICS
= Philips Optical Storage 1?isc: Continuing R&D
(COMPUTERWOCHE, 26 Mar 82) .1
ENERGY
"~iaute-Deule~ Deep Undergr ound Coal Gasification Project
(Jacques Bieau; REWE DE L'ENERGIE, Jan-Feb 82) 4
INDUSTRIAL TECHNOLOGY
Plans Take Shape for Revival of Machine Tool Industry
~Nicole Beauclair; AIR & COSMOS, 17 Feb 82) 9
TRANSPORTATION -
Tnterview With ~esident of Aerospatiale
(Jacques Mitterrand Interview; PARIS MATCH, 19 Feb 82) 11~
Government Makes Ftiinds Available for New Fokker 5trategy
- (AIR ET COSMOS, 27 Feb 82) 16
A 310-300: Heavier, Longer-Range Airbus Planned
- (AIR ET ~OSMOS, 27 Feb 82} 17
F`ranco-Italian ATR L~2 Project fteceives First Orders
(AIR & COSMOS, 17 Apr 82) 19
- -a- IIII -~^1E-1S1S&TFOU4]
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_ ELECTRONICS
PHILIPS OPTICAL STORAGE DISC: CONTINUING R&D
Munich COMPUTERWOCHE in German 26 Mar 82 pp 26-27 .
_ [Article: "Optical Storage Discs Hold Mountains of Data"]
_ [Text] German EDP specialists consider the storage media currer.tly on the.
market to be overtaxed in terms of their capacity--even though they have not
been in use all that long. Technicians are, therefore, once again looking
for new storage media which can handle an even higher densit}~ than, for
example, today's magnetic disc syateff~s. Philips Data Systems took a giant
~ step into the "memory future" when some time ago it came out with the first
optical disc storage unit with a diode laser. Research and development
experts from the laboratories in Si2gen report below about their experiences.
It is not secret that people in offices ~uffer under the growing flood of
information and the constant pressure to have to stay ug to date in their.
- field of knowledge. A1so they are concerned whether the correct decisions
are made at the right tiae if information is not always complete. Integratecl
information and communications systems shall and can be an important support
for this creative potential in our business and admini~trative offices in
the 1980's. Without intending i~o introduce a new definition--b;~ sucts.
communication systems we mean here the totality of all elements and functions ~
which come about through the merging of data and text processing (to date
separate communication functions) and the service functions, which are ~o be
understood as office service, as well as classical telecomanunications. In
this connection.--to a very much greater degree than in the past--information
storage and management assume increasing import~~?ce. The storage media
currently on the market are overtaxed.
Thus, the following requirements are placed on the new stoxage rnedias
- --higher storage capacity than today's magnetic disc systems;
--clearly improved cost-effectiveness ratio as compaY�ed with today's mass
storage units;
--recording capability of the new mediun:; ~
--fast ~nd random access. ~
Some time ago Ph~.Jips presented the prototype of the world's first optical
disc storage with a diode laser. The extremely compact storage device can
record and read out data ~i.th a high density. As a storage medium there is a
1 ~
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H'uK urr~~~A~ u~~, uNLY
rotating two-sided plastic disc, 30 cm in diameter, with grooves. The d.isc
stores 1010 bits of information which corresponds to the contents of about
one-half million typewritten pages of text. ~'hus, it ls far superior to the
= largest storage units with magnetic discs which are in use today in cowputer
- systems.
Research was started in 1972. Since that time work has been in progress at
Philips on optical recording methods. The first result was the videc, long
play (VLP) dtsc which was introduced as a product in the U.S. market in
. December 1978 and whose market introduction in Europe is imminent.
Some 2.5 Tons of Pap~.r on a Disc
Using this ~iasic technological research as a basis, development work was
continued with the goal of utilizing this storage technology in the information
processing systems sector, too. ThQ result is the optical storage disc on
_ which 1.25 billion bytes can now be stored per 12 inch unit. This is roughly
a the equivalent of 500,000 written pages of DIN [German industrial standard]
A-4 paper--circa 2.5 tons of paper. It is possible to integrate several of
these discs in a so-calle3 ~egadoc syst~n and to keep them in direct access
so that approximately 60 billion characters can be stored in such an
exchangeable disc unit. Even smaller versions of the optical storage disc
are planned which will then have lower storag~ capacities.
Overwriting Still on the Drawing Board
The optical storage disc consists of a tran~parent and unbreakable core to
which a thin storage layer has been applied. The information to be stored
is burned into this storage layer with a laser beam and can be rea~3 as often
as desired or else be d~clared invalid. Overwriting the informatioii--
comparable to today's magnetic disc storage--cannot be implemented yet for
technological reasons. Efficient data bank systems will, however, make it
~ possible once again to write altered, tha.t is, updated or furbiner developed
information at another place on this disc which can be relocated again.
In a certain context, today's data processing ~ethods could be realized with
it.
The following example makes the accomplishment of the researchers and developer
dev~lopers at Philips especialiy clear:
From a gas laser apparatus, which some 10 years ago was 20 meters long, a
- semiconductor laser was meanwhile developed, the size of a matchbox. That was
the real breakthrough fcr the applicat~ton of this new technology in connection
with future information processing systems.
' The theme is "10-Year Plan." Thus, mention is made here of several milestones
in the overall schedul~ng: ~
--At present five preproduction mode.ls are in practical use in various
r.esearch and application projects.
--In 1982 and 1983 in the FR~ five pi~ot proiects will be realized in order
to o~tain, in the context cf user testing of the overall system, additional
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ideas for possibilities for improvement in the user interfaces and peripheral
equipment. A high le~el of EDP know-how and the readiness to invest, which
is necessary for such technology, must be assumed among the partners for the
pilot projects.
--Operational installations of closed communication systems with the optical
storage disc as various kinds of information storage systems are planned
_ starting in 1984, including a camprehensive d~ta bank system.
Nc~w some commercial data �ahich should not be omitted in any sh~rt repnrt ~f
this type:
--Up to starting the preproduction series far more than DM100 million wilt
have been invested in th3.s research an3 deY~lcment pro~ect.
COPYRIGHT: Computerwoche 1982
12124
CSO: 3Z02/251
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HUR UN'M'1(;IAL U~~; UNLY
EI3E RGY
~
'HAUTE-DEULE' DEEP UNDERGROUND COAL GAST_FICATION PROJECT
Paris REV~E DE L'ENERGIE in French Jan-Feb 82 pp�227-234
[Article by Jacques Bieau, director of technical services at
the French Coal Company, member of the steering committee of
GEGS ]
[Excerpts] Since 19%8, France has been actively studying the
feasibility of a new mining process, which consists of co.al
gasification at ver~ great depths. For this purpos2, fou~ or-
- ganiz~tions--the BRGt~! [Bureau of Geological and Mining Explora-
tion], the French Coal Company, the French Gas Company, and the
. French Petroleum Institute--have formed the GEGS [Underground
Gasification Study Group].
- Future experiments call for:
a. Pursuing r~search for a linkage between drillings, and
improving these by the process of rztro-combustion. This
will be the goal of the experiments planne3 at "Haute-
_ Deule," starting from grounci level downward.
b. Testing other methods of linkage, such as electrocarboni-
zation (limited experiments are currently underway in the
Loire region).
c. Exploring new ways and m~ans~ such as linkage testing by
' guided drillings, derived from oil drilling techriiques.
- The "Haute-Deule" Program
I Objective ~ ~
The objertive assigned to the Bruay site has been reached, and
in order to enable the GEGS to continue testin3 in the field,
a new site was made available by tt:e French Coal Company and
by the Bassin du Nord Pas-de-Calais Coal Mines.
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This site, known as "Haute-Deule," because it is located on
botfi sides of the H~~~tePPeule canal, is located between Lens
- and Carvin (Pas-de-Calais department). .
= Tne objective assi~ned to this new site means taking a step
forward in research since:
a. In order to reach the veins of eoal located at depths
of over 800 meters, the drilling will originate from thE
surface, and not from underground levels.
b. The coal veins contain coal with different characteristics
~ from the coal found at Bruay (dry-burning coal instead
of rich coal). Thzs will provide some information on
- the "qualities" of various types of coal in relation to
the underground g~sification prncess.
c. The experiments, which will last for abo~t 5 years,
should include the developmen~t at this site of a gasi-
~~.catian demonstration pi,lot, which would include all
- tht~ information acquired. It would essentially ~erve
to c~,emonstrate the process in conditions close to those
to be found during its future industrial development.
The various phases will be the followin~q:
1. selection of the demonstration field;
2. crea~ion of shafts and in~erconnections;
3. ignition of the coal and enlargement of
linkages by retrocombustion;
4. retroconbustion of the coal.
. Concerning the first objective, the selection of the demonstration
field, this will .;.nclude the definition of a precise site recon-
naissance methadology for the purposes of an underground gasi-
fication operation.
~ Among the site selection criteria, the criterion concerning
- the continuity of the vein over a aufficient area maj call for
- the use of geophysical methods. The need ta indicate the loca-
tion of throw faults larger than or equal to the thickness of
the vein r~quires the use of the latest refinements of seismic
- reflection methods, such as: high resolution seismics and
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- a vertical seismic profile made from a drilling hol~ in which
a receiver is placed to pick up waves from shots at the sur-
face.
II Scheduled Phases of the Project
The geological studies done by the GEGS using mining documents
suggest the possibility, during the first phase, of working
from two surface areas, locaited directly above a se~ies of
veins with openir.gs between 1.3 and 3 meters, located at depths
between 800 and 1,200 meters.
- There are plans to undertake a test program consisting of
several phases for these two areas:
~ a. A reconnaissance and preparation phase for the end of
1981 and the beqinning of 1982.
In each of these areas, an initial vertical drilling will
go through all the coal veins for .reconnaissance purposes. The
analyses will be made by means of core samples, diagraphy,
and physical measurements.
The diaineter of these shafts will be 200 mm; heavy drills will
be used for this purpose. These shafts will then be used for
the placement of experimental equipment after completion.
b. A limited objective experimental phase during 1982
and Z983.
The placement of the first experimental device will include
the following operations:
1. creation of a second drilling, completion of shaft;
2. Conducting of a limited hydraulic fracturing opera-
tion, called "minifrac," designed to reveal the
- orientation of the fracture by a seismic-acoustical
study;
3. Possible creation of a third drilling if the
direction of th~ fracture is clearly different
- from the one founcl in the first two shafts;
4. Hydraulic fracturing after preparation by water
injection;
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5. Evaluation of the transmission qualities of icbe
' linkage;
6. Beginning of localized combustion by ignition;
7. Conducting of retrocombustion in the air (possibly
oxy~en-depleted); ~
8. Start of t-he retrocombustion phase.
Upon completion of this phase, a survey of the results might
be done by mining methods.
c. The pilot phase during 1983 and 1984. .
T,lith a time delay after the preceding operations, so that the
results may be put to use, a pilot pr~gram will be conducted in
- the same area or in the other area explored, until the oxygen
gasification operation, which could beqin sometime in 1984.
For this purpose, the shafts will be designed to withstand high
temperatures and the equipment will include a recovery device
to ignite or incinerate the gases produced.
III Conclusion
- With the support of both French and European governments, the
GEGS has begun a 1'l5-million franc program covering the 1978-
1984 period. This program includes all aspects of the groblem,
and between now and 1984, a technical feasibility operation for
the production of primary gas is to be conducted.
After the first promising results obtained at Bruay, there are
still many problems remaining.
At the instigation of the government officials, who asked that
we move ahead as rapidly as possible, the GEGS now plans to ac-
celerate the present program beginnir.g in 1982, by moving very
- quickly into the second operation (the demonstration piZot) at
the "Haute-Deule" site.
Furth~rmore, a supplemental 40-million franc program for 1982
and 1982 has been proposed. Its execution will depend on the
provision of major financial support by the government.
After 1984, the development of the process will require an
applied research program and at the same time, many pilot
.
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rvn vrr~~.~r+~ uo~ w.a.~
operations on the linkage technique and mastering the combustion
process. This phase will last for about 10 years, starting in
' 1985. It will provide a more precise evaluation of France's
coal reserves su~ table for underground gasification, based on
the criteria for application of this process.
The first large-scale industrial op~ration might be done between
1995 and 2000. `rhe cost of the gas produced will depend on its
quality and on the q~~antity of coal that can be use~ ~hrough a
pair of shafts, for the total cost is highly dependent on the
drilling phase of the pr~gram. Nonetheless, it seems ~cssible
given the present status of economic estimates, and making all
due reservations, that we may obtain a gas which can be used
as a replacement for natural gas, at a cost ~nder 15 cF/kWh.
COPYRIGHT: 1982 REVLIE DE L' ENERGIE
- 7679
CSQ: 3102/248
8
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INDUSTRIAL T~CHNOLOGY
PLANS TAKE SHAPE FOR REVIVAL OF MACHINE TOOL INDUSTRY
Paris AIR & COSMOS in French 17 Apr 82 pp 29-30
~Article by Nicole Beauclair: "Plan for a French Machine Tool Industry"~
~Text~ More than 4 months have gone by since the government
: adopted a development plan for the machine tool industry.
Talk about a.t has run at a fast clip and not a week goes by
without an announcement of a regrouping of this or that group
of companies. What is really the situation? Jean Chauvet,
head of the SCFMO CFrench Machine Tool Builders Association~, ~
, has kindly pravided some clarifications in this regard.
The machine tool industry development program, generally referred to simply as
the "Machine-Tool Plan," is based on the outcome of talks between the public
authorities and the heads of enterprises. "The plan's objec~ives are ambitious
and realizable only within an economic situation characterized by robust
growth," Jean Chauvet disclosed to AIR ET COSMOS, and as everyone knows, ~he
machine tool industry is presently in the throes of a serious crisis from the
standpoint of international competitiveness.
Announced at the Council of Ministers of 2 December 1981, the machine-tool
industry development plan, we recall, involves three lines of actian that were
reaffirmed by.the minister of industry at the General Assembly of 5 April. The
first action is the one addressed in this article..The French machine tool in-
dustry must be reorganized, as must also that of components; the action being
undertaken is aimed at forming industrial units capabl~ of competing on an.it~ter-
national level. These units must be of adequate size and must be headed by
dynamic and efficient management teams; concurrently, ttae French components
industry must also be developed, inasmuch as its weakness fosters purchases
- abroad which in turn lead to increased produccion costs.
Officially, nothing has been announced as yet regarding the regroupments of
enterprises. If we consider only the technological side of the enterprises (we
will come to the human side later), regraupment plans are actually in the pro-
cess of being put together. There is much discussion at this point in terms of
_ a heavy-machine-tool industry "pool" that would consist of two entities: one for
milling, with TMI ~expansion unknown~-Forest at Capdenac and Line S.A. (Albert
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rux urri~i,~?L wr. ~nLY
plant), and the other for turning, with Berthiez at Givors (a subsidiary of
SNECM.~, ~National Aircraft En ine Study and Manufacturing Company~) and:SEMO
- LSaint-Etienne Machine Tools~ .(currently one of the Line-PSM ~expansion unknown~
grou This heavy-machine-too~ industry "pool" would have as its overseer the
IDI ~Ir~dustrial Development Institute~, which is moreover already a partaker in
TMI-Fo~rest through EMS ~expansion unknown~, of which it is one of the subsidiar-
ies. But these groupinqs pose financial problems, it being unnecessary to dv~ell
on the problems that have confronted the Line group for more than 1 year now,
and the latter despite the financial backing it receives from the state (which
does not come under the current funding plan). If now one considers also the
SEM(7 and Berthiez grou~~ing, which lost more than 30 million francs in 1981 on
a turnover of 120 million francs, and on the other hand the Line S.A. and TMI-
Farest grouping, bearing in mind the well-known disappointments of the latter
_ in its regrouping with Ratier-Figeac and GSP ~expansion unknown~, it is fairly
clear that these plans are still a long way from materializing.
- With regard still to the milling domain (excluding the "heavy" sector), and in
- view of the difficulties encountered by Dufour (which became part of the PROFEL
~exp~insion unknown~/PROMA'P ~expansion unknown~ group over 1 year ago), it appears
that a solution could l.~e found involving the Nice-based Vernier firm, although
the latter (autc.-�atically designated a partner) does not seem inclined to merge.
As regards macl;,ining centers, it would seem logical to associate Hure and Graf-
fenstaden (CI7.'-ALCATEL IInternational Telephone Company-Alsatian Company for
Atoinic, Telecommunications and Electronic Construction~ group) to form an entity
capable of being prime contractors in the actualization of flexible workshops;
H. Ernault Souma could be a part of~this en~.it~�, but its agreement with Toyoda,
_ which resulted last year in the creation of HES ~expansion unknown~-Toyoda in
France (fabrication under license of machining centers), is proving a handicap.
HES however has a major asset: Its lathe technology, witii the new line brought
out last year, is tempting, since it lends itself so well to the actualization
if not of flexible workshops then of production hubs, thanks to the automation
of its lathes from the standpoint of the feeding of parts as well as that of
automated tool-changes.
Gambin, still from the milling standpoint (it too joined the Line-PSM group sev-
eral years ago after having ceased operations for almost 1 year), could also
be grouped with ALCERA ~expansion unknown~; ~tiiQ regrQUpment of these two
provincially-based companies (the first at Vuiz-en-Sallaz, Haute Savoie,
the second at Dole, near Belfort) should not be too ticklish a matter. This
is the case also of a possible Ramo-Cazeneuve-Les Innovations Mecaniques re-
groupment--three companies specializing in lathes, which, although their
regroupment has been encouraged by the Ministry of Industry rather than imposed,
presents a problem under a different aspect, in that it brings together private
partners.
As we seen so far, technological affinities render it easy... to come up with
- plans; but then there are the financial problems. Each plan m~ist be evaluated
- from two standpoints: The industrial one (six companies with industrial know-
how have been designated by the Ministry of Indus+try), and the financial one.
_ ~ach of these evaluations produces findings that lead to reconsideration of
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~See caption next Aaqe~
Aeronau-
tical Con-
struction
Types of N/C (Number/
Machines Percent) Total
Drilling machines 41 2r126
1.9 100.0
56 703
Drilling and boring machines 8.0 100.0
Boring machines 69 253
_ 27.5 100.0
Boring and milling machines 24 614
3.9 100.0
Milling machines 361 1,856
19.5 100.0
Multiple-function machining 122 1,-090 .
centers 11.2 100.0 ~
- Parallel lathes 243 1,984
12.2 100.0
Frontal lathes 17 338
� 4.9 100.0
Vertical lathes 84 283
29.7 100.0
Grinding machines 26 146
18.1 100.0
Horizontal-spindle turning 91 1,295
centers 7.0 100.0
Vertical-spindle turning 138
centers 100.0
_ N/C special-purpose 15 155
removing machines 9.6 100.0
~Table continued next page~
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huK urre~iwL u~~ ui7LY
~Continuation of table on preceding pac~e~
Aeronau-
tical Con-
struction
Types of N/C (Number/
Machines Percent) Total
Other C/N removal machines 16 222
7.2 100.0
8 847
Robots p.g 100.0
Bending presses 6 952
0.6 100.0
Deep drawing presses 32 403
7.9 100.0
54
Forging presses 100.0
Cutting machines 4 776
0.5 100.0
Punching machines 6 671
0.9 100.0
Cutting and punching machines 1 461
0.3 100.0
Other forming machines 25 376
6.6 100.0
Total MOCN ~N/C machine 1,247 15,743
tools~ 7.9 ~ 100.0
Partial results of survey conducted by BIPE CEconomic Informa-
tion and Forecasting Bureau~ for DIMME Directorate of Mechanical,
_ Metalluryical and Electrical Industries and SCFMO. It seems
that these results mus~ be modified on the basis of more refa.ned
criteria and that the total MOCN's will be no more than 10,500.
(SCFMO Document).
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certain points in the plan. This explains in part the slowness with which final
decisions are being taken. Then, zf one adds the human problems inherent in the
taking of such decisions, it becomes immediately clear that the heads of enter-
prises, the Ministry of Yndustry.and the government find themselves confronting
an almost insoluble problem: that of regrouping enterprises according to pivot~l
interests while preserving jobs. It has been definitely established, for exam-
ple, that a Berthiez-SEMO regrouping would necessitate, if not the laying off of
personnel (much dependence would be placed, it seems, upon early retirements),
then certainly the moving~of personnel from the Givors plant to Saint-Etienne,
involving in this case some 150 persons, hence 150 families! Obviously, this
gives rise to multiple union controversies.
Be that as it may, the cost to the state of these restructurings has been esti-
mated at 4 billion francs. It would appear, according to Jean Chauvet, that
while the Ministry of Industry has decided the extent o� the aid it will provide
to the enterprises (in the different forms stipulatad in the Plan), the Ministry
of the Buaget and Finance has not yet agreed as to the extent to which it will
share in this cost.
The only thing one can urge at this pointin time seems to be the following: Let
us not repeat the errors of the past, distributing subventions that serve hardly
any purpose other than to keep failing enterprises afloat.
Three courses of action must be undertaken forthwith by goverr::~;ent authorities:
Maintain or increase credit levels (transfer credits), beef up the :~IECA CAd-
vanced-Design Machines and Equipment~ procedure designed to help.the PME's
~Small- and Medium-size Businesses~ acquire MOCN's ~N/C machine tools~, and last-
ly accelerate buyin~ by the public authorities, hence by the national educational
system which at this time represents 1/20th of the market. In sum, demand first
and foremost must be stimulated, since in the present situation it is hardly
likely that a"Plan" in and of itself will be crowned with success.
COPYRIGHT: A. & C. 1;~2
9399
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L'VA VL'1 LlilllL UJIi ~/1~L1
TRRNSPO&TATION
- INTERVIEW WITH PRESIDENT OF AII~OSPATIALE
Paris PARIS MATCH in French 19 Feb 82 p 107
/Interview with Jacques Mitterand, president of Aerospatiale, by La~.zrence
- Masurel; date and place not specifie~
~FxcerptJ ~uestio~ How does it affect you to learn that Concorde will no
longer fly between Paris and Rio de Jan.eiro owing to unprofit~~bility?
LAnswe~ I am not indifferent. I note that its use is shrinY:ing, but that hap-
pily it continues on the north Arr:erican route and will do s~~ for a long time.
~uestio~ At present the financial sitaation of airlines is hardly bright.
But despite that, the Airbus is selling well?
~nswe~ For 18 months almost all airlines have experienced grave difficulties.
Sc they are not thinking of renewing their fleets. We also observe a general
compression of orders. Yet in this gloomy context 1981 wae a much better year
than for others. As of now, 159 aircraft ha.ve been delivered to 28 companies,
and 346 will be, which brin$s the figure to 505 planes.
~ uestio~ Where does the Airbus 320 project stand?
~nswe~ We are negotiating with several airlines, including Air France, to
give that program a eolid launching base. We know that in 198'J-88 all airlines
will have to replace the present generation of 150-passen~er aircraft, bsrring
severe economic accident. The A 320 will correspond to that type of aircraft.
But before making the final decision we want firm commitments from companies:
to build such a~lane entails an investment of Fr 6 billion.
jQuestio~ To face such expenditures, do you not thi.nk it will some day be
necessary to regroup the aeronautical sector, as was done in Eagland or Germai
ny?
~ nswe~ Actually, we can ask whether it would not be in the interest of France
to conduct a gradual restructuration of the aeronautical sector. For the mo-
ment, there is nothing like that in the government's program: the exposed por-
tion of the iceberg makes no mention of it. But is there a hidden face? In
my view, that would be in the logic of things. As far as I am concerned, I
1!~
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would favor a policy of rapprochement, case by case and s~ector by sector. I
am thinkir.g particularly of firms like Dassault, Matra, Thomson, or SEP ~x_
pansion u.~known,, which is an important affiliate of CGE ~xpansion unknown,.
I think such rapprochements by branches would be useful for a better distribu-
tion of research funds, and also for avoidin~ perpetuation of the domestic
fight for foreign markets. It would be a long-term task which should be con-
ducted with a solid dose of pragmatism.
_ ~uestio~ On 5 December your tenure as president of Aerospatiale wa~ renewed,
although certdin trade unions of the group were calling for a"chan~e" of inen
at the top. The government has not, then, given satisfaction to the trade
unions?
LAr_swer/ I am not the one who decided that I~would be kept on. I wiil not say
that there were people happy with me, b~at that those who wanted me to be re-
placed did not represent the majority, and that they did not have very clear
_ motivations.
/C~uestio~ Is it an~dvantage to be the president's brother when one directs
ari enterprise such as Aerospatiale?
/Answe~ T1-,e effects are complex. What I notice is that I am listened to more
easily--which does not mean that I am understood! Some people would like to
make use of ine a~ their spokesman to the president. I have no trouble resist-
ing. I have never been an intimate in the corridars of power. Durin$ my~forty
four and a half years of professional life I have always been very independent
of those in government, and I am not about to be changed now:
COPYRIGHT: 1982 par Cogedipresse S. A. .
6~ 4;
- CSO : 3'I 02/181
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rVtc vrri~.ies1, ua~ vivLs
TRANSPORTATION
GCVERNMENT MAKFS FUNDS AVAILABLE FOfi NE4~ F'~KKER STRATEGY
Paris AIR ET CASMOS in French 27 Feb 82 p 8
IText/ Netherlands Economic Affairs Minister Jan Terlouw last week addressed a
letter to the perma~lent economic affairs committee of the Chamber in which he
pointed out tY~at Fokker will not hav~ to pay back the 160 million florins pro-
vided by the state for study of short/medium range aircraft. That sum is in
fact being applied to preliminary studies in which there i~ an element of risk
which cannot be borne by the builder.
From 1975 to 1982 an estimated 196 million flor~ns were spent on studies for
~ the F 28 Super, F 29, and NmF-10C, of which approximately 20 ~,ercent wa~ fi-
nanced directly by Fokker and 80 ~ercent by the state. Of tha~t total~ Fokker
has spent over 110 million florins provided by the Economic Affairs Ministry
through the intermediary_of the NIVR INetherlands Institute for Aerona.utics and
Astronautics Developmen~. The balance was spent by the NLR 1~Tational Aeronau-
tics and Astronautics Laborator~, which also receives funds through the NIVR.
A comparable situation has already been experienced by the Netherlands authori-
ties in connection with the VFW 614. F~r that program, which failed, 25 million
florins had to be written off.
I'or the future, the Netherlands Government remains disposed to make 1.7 billion
florins availab:Le to Fokker in the form of guaxantees and bank loans for execu-
tion of a project in anticipation of which Fokker hae set up a study group with
the mission of defining in the coming weeks a new strategy far the firm. Mr
Terlouw declared that prospects will have to be quickly brought out so as to
- determine una~er what conditions Fokker will be able to contiiiue working in the
90's on complete aircraft projects.
For the moment, the halting of the M~F 10C program is not causing unemployment
pr�oblems at Fokker, but only at the NLR. At Fokker the F 27 and F 28 pro$rams
continue under more favorable conditions than were initially foreseen. The
Netherlands authorities consider that the decision to put an end to cooperation
between McDonnell Douglas and Fokker wae the correct one from the time when it
~ ~ppeared imp~ssible to arrive at a rapid launching of the MDF 10C project.
I'okker will have to resume conversations with Airbus Industries~ Boeing, and
even McDonnell Dougla~.
6145
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TRANSPORTATION
.
A~10-30C: HEAVIER, IANGER-RANGE AIRBUS PLANNED
Paxis AIR ET COSMOS in French 27 Feb 82 p 11
~ rticle signed R~ N,
Text/ As the first A 310 emerged from the buildin$ shed (cf. AIR ET COSMOS no.
- 95), Airbus Industries made public a number of technical details on future
versions of the aircraft, and particularly on the long-range or A 310-300 ver-
_ sion.
We recall first of all that the A 310, though directly derived from the A 30C
and having the same fuselage cross section, is nevertheless characterized by
the f ollowing modifica+ions:
A shorter fuselage (46.66 m compared to 53.62 m for the A 300);
A new airfoil with less wing surface (219 m2 compared to 260 m2;
New engines to be chosen by option from the same builders: General Electric
~ (CF6-80A1/A~) and Pratt and Whitney (JT9D-7R4D1/E1) . We note that Airbus In-
dustries is currently studying a new supplementaxy option constituted by Rolls-
Rc~yce RB211-524B4 engines; �
A new forward-facing crew cockpit cilaracterized by digital avionics and instru-
mentation with cathodic visualization;
A new quieter and more economical Garrett GTCP ~~31 APU ~expansion unknown,.
In its present basic version, callsd the 20'J, the A~00's "little brother" can
transport from 195 to 265 passengers (the typical layout is for 210 seats) up
to 5,000 km at a speed of Ma.ch 0.78 at 35,OCC ft altitude. Its maximum weight
at takeoff is 132 tons, of which 4~ tons is fuel. Also proposed at present
are a convertible A 310 C version offering a 36.8 ton cargo capacity, and an
all cargo A~~10 F"Freighter" version, already ordered by Ma.rtinair~ offerin~
a 2'10 m3 volume and a 39.4 ton capacity. These two versions are equipped with
a large cargo door 3.6 m wide by 2.6 m high. k~hile keeping to the same lift
ca~acities, but in order to meet specific requirements of certain client com-
panies, A irbus Industries has decided to develop two other versions of the
A 310 to be characterized by greater takeoff weight, which would permit greater
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rva~ vrrivtnu uva+ va~a.a
_ fuel capacity, with a consequent increase in range. Thus the so-called "20C~
option" will soon appear, which will be actually proposed aE such starting with
the 1']th aircraft, and will be available to be taken up as chosen by the air-
lines. Its takeoff weight is increased to 138.6 tons, including 43 tons of
fuel, and its range could reach 5,90C km with 218 passengers. No structural ~
modification of the aircraft is necessary in view of the excellent optimiza-
tion of airfoil achieved for the A 310.
With the goal of further increa~ing the A~10~s flexibility, Airbus Industries
is also studying a lon~-range 300 version. If sufficient interest is shown by
carrier~ in this new version, the decision to launch it could be taken during
the summer, which r,~ould permit first deliveries eaxly in 1986. The A 310-300
this time will have a takeoff weight of 149 tons, including 48 tons of fuel, an
increase of 5 tons over the standard version. Its range will be increased to
7,130 km with 218 passengers, which will make the A 310 particularly advanta~
geous on southeaet A sian routes.
Here again, the increase in characteristic masses would require no structural
modification, for the European builders are this time considering placement of
the additional fuel in the horizontal emperinage, with a transfer system similar
to that adopted for Concorde, which would permit in-flight adjustment of the
aircraft's trim toward the stern. In addition to a ~ubstantial decreaee in
wing load, this would also permit reduction of drag at cruisin~ speed, which
would result in a 5 to 10 percent decrea~e in fuel consumption according to
Airbus Industries.
Payload-Ran~e Curves of Different A 310 Versions: Left, With Pratt & Whitney
Engines; Right, With General Electric Engines:
I v.yio.d ~~m~ Whltn~y Enyln~s ~~r~~ e~~canc en~~rws soomnew�san
Ionrn~t0001D A~t0~2Y0optlon ~ JTYD-7MO1/Et Cru1NM~8,000~1.Y.0.7~ hYlad A~10~700 ~ CwIM~l3A0004.M~0.7~
~u~aa2ounw~.cuay istino.n~a ~+��~ooow iu~a~ooooaon c~o~vN n~.eowxw
~u~asooune...wey
I ~ w ~o ~
i ~o 'ViQ ro y'a 1
' ~ ~ ~
' 70' j I ~ ~3, i'~o I x 'V,Q ,,7y~ ~
i 60 ~ - a~ ~ 60 - ~
+ , ~ ~ , ~,Q ~a y�~,'~ay :
~ ~ yp~ .-L7~6P~a ~ + 00 ~ i
i ~J ~ ~
i ~0 I b -
~ I ~
1 I a o - - -
~ ~ , i ~ ~ i
~ 10' ao.__ , ;o ~
, ~ , I
~ , ~oE--_-r---~- ~ I ~o
_ ~ ! _
~m soo ,ooo ,soo zooo isoo ~ooo ~soo .ooo ~.n .oo ,ooo uoo uoo boo ~ooo ~.oo .ooo
~ N~np~ Mm 1000 2000 70W ~000 5000 E000 7000 Ian 1000 4000 7000 ~000 6000 ~000 1000
' ~
COFYRIGHT: A. & C. 1982
6145 -
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FRAiJCO-ITALIAN ATR 42 PROJECT RECI3IVES FIRST ORDERS
Paras AIR & COSMOS in French 17 Apr 82 p 13
~Article by J.M.: "Ransome and Command Airways Have Chosen the ATR 42"~
(~Text~ Two top American commuter airlines have just confirmed the options they
already held on the twin-turboprop ATR 42. Acting for the GIE ~Economic Interest
Group~ "Avions de Tran~port Regional" (formed recentl by AEROSPATIALE (French)
National Industrial Aerospace Company~ and AERITALIA ~expansion ur.known AERO-
SPATIALE announced successively on 8 and 12 April:
--A f irm order from Ransome Airlines for six ATR 42's. These planes, which it is
known will be equipped to transport 46 passengers, will be delivered beqinning
_ in November 1985 and operated by this major U. S. east coast carrier on a network
that presently serves 11 large cities with 140 flights daily. Ransome Airlines,
_ formed 15 years ago and based in Philadelphia, possesses currently a fleet of
six 4-engine turboprop DHC-7's built in Canada by De Havilland Aircra�t, and nine
twin-turboprop N 262's built by AEROSPATIALE and in operation at Ransome since
1972. In its release, AEROSPATIALE deems that "This first order from Ransome
Airlines represents a major success for the ATR 42 over its competitors. The
- interest being shown in this plane by Ransome opens the way to the development of
the ATR family to include larger capacities."
The value of the Ransome order is placed at $30 million.
--A f irm order from Command Airways for three ATR 42's to be delivered beginning
in 1986, to which are added options on another two planes. Based in Poughkeep-
see (New York State), Command Airways currently has six Shorts SD 300's in ser-
vice on its New York-Boston-White Plains and Albany routes. We note t~ith inter-
est, in passing, that the president of this company, Mr Kingsley Mors, is also
president of the newly-formed RAAA ~Regional Airlines Association of America~.
The ATR 42 has thus found in the United States a backer of some weightl...
_ While the detailed design study of the plane continues (the target dates, which
remain unchanged, are:.initial flights respectively August and October 1984;
European and American certification flights in accordance with Part 25 standards
during the third quarter of 1985; and deliveries to begin in the fourth quarter,
that is--in the case of Ransome--within 43 months), it is interesting to nate
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I~UIi IINI~I( IA1. U1h: l)NI.Y
that the characteristics of the ATR 42 have chanyed slightly since the study
we published on this plane in October 1981 (see AIR ET COSMOS, No 878, then
881 and 882), witti respect to both its weight ratings and performance rat-
ings, and both for the better. The AEROSPATIALE Aircraft Division's Design
_ Bureau in Toulouse, which is carrying prime responsibility for the general archi-
tecture of the plane and of its airfoil, has been assigned the dual mission of
intensifying its efforts to raise the ATR 42's performance to the maximum and to
lower its cost of production to the minimum: In the severe competitive struggle that
pit5 the two European builders against De Havilland Canada, Embraer, and the Saab-
F:~irchild and CASA [Aeronautical Construction CompanyJ-Nurtanio combines (without
for.gettin~; Fokker, whi~h is studying a much-improved F 27), AEROSPATIALE and AERI-
TALIA must absolutely come up with a product that offers the best possible price-
performance ratio at. a fabrication cost that will ensure profitability within
a reasonable time period. The design bureaus of both companies are actively en-
gaged in this mission.2
~ We return to the current characteristics of the ATR 42, bearing in mind that at
this stage in its development a project of this nature can be expected to undergo
further slight changes.
T',~e cabin measures 13.87 m in length by 2.57 m at its maximum interior width by
- '..91 m in height. It is pressurized at 6 psi ~pounds per square inch~ (420 g/cm2),
provic3ing at an altitude of 13,500 feet a cabin atmospheric pressure equal to
that outside the cabin at ground level, and at 25,000 feet a cabin pr�essure equal
to that at 6,500 feet; Passengers will thus experience the same comfort they do
in the most modern jets. This cabin will accommodate 42 passengers seated in
_ rows of four (2+ 2) at 32-inch row spacings, or 46 passengers by reducing this
spacing to 30 inches, or 49 passengers by reducing slightly the volume (5.8 m3)
of the forward baggage compartment. In all cases, the ATR 42 will have, located
aft, a galley facility, a lavatory and a second baggage compartment measuring
2.7 m3; the latter is in addition to, let us recall, the hand-luggage racks
rang~d ak~~ve the seats and having a total volume of 1.6 m3.
Its weight ratings are summarized in the accompanying table. Two standard
versions are currently being offered: the ATR 42-100, capable of taking off at
14,175 kg and of transporting 42 passengers over a distance of 1,300 or four
185-km hops without refueling, and the ATR 42-200 (maximum weight: 15,500 kg),
capable of tranporting 45 passengers over a single hop of 1,450 km or five
" 185-km hop5. Maximum takeoff weights have been increased substdi:tially, pro-
viding greater flexibility of operation. Incidentally, we point out that the
ATR 42-200 will have a range of around 1,550 nautical miles (2,870 km) with a
payload reduced to 3,000 kg and 2,200 nautical miles (4,075 km) with a payload
of 2,000 kg.
Information will be forthcoming on the characteristi~s and performance ratings
ot the stretched ATR 42 (ATR XX), capable of transporting, in one of the versions
beir~~ considered, 54 passengers at seat-row spacings of 32 inches, and 58 passen-
gers at 30-inch spacings.
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other noteworthy points are:
--'1'he retapering of the fuselage aft, slenderizing it to reduce form drag (its
~verall length thus totals 22.70 m);
� --The definitive choice of the propellers that will equip the two PW 100/2
turbomotors, each of which develops 1,800 shaft hp on takeoff at ISA + 13 de-
grces C(2,000 hp in "emergency"). These will be 4-bladed, 3.96-m diameter,
Hamilton Standard Type 14 SF's.
Weight and Typical Performance Ratinqs of ATR 42's
Item ATR 42-100 ATR 42-200
Maximum takeoff weight (kg) 14,715 15,550
Maximum landing weight (kg) 14,715 15,300
Maximum weight less fuel (kg) 14,105 14,465
Operational empty weight (kg) 9,295 9,335
Maximum payload (kg) 4,810 5,130
- Maximum fuel (kg) 4,500 4,500
Maximum cruising speedl (km/hr) 513 509
Cruising altitude (ft) 25,000 25,000
Cruising altitude on 1 engine2 (ft) 4,085 3,475
Takeoff runway length3:
at Z= 0 (m) 950 1, 070
at 3,000 ft, ISA + 10 (m) 1,150 1,280
Landing runway length 3(m) 895 950
1) At 20,000 ft, ISA atmosphere.
2) At 97 percent of maximum weight, ISA + 10.
3) At maximum rated weight.
COPYRIGfIT: A. & C. 1982
9399 ~
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