JPRS ID: 9889 WEST EUROPE REPORT SCIENCE AND TECHNOLOGY

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• Document Creation Date: November 1, 2016
• Sequence Number: 1
• Content Type: REPORTS

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JPRS L/9889
3 August 1981
West Evro e Re ort
p p
SCIENCE AND TECHNOLOGY
CFOUO 7/81) ,
.1
~g~$ FOREIGN BROADCAST I~JFORMATION SER~/ICE
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NOTE
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Headlines, editorial reports, and material enclosed in brackets
are supplied by JPRS. Processing indicators such as [Text]
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mation was summarized or extracted.
Unfamiliar names rendered phonetically or transliterated are
enclosed in parentheses. Words or names preceded by a ques-
tion mark and enclosed in parentheses were not clear in the
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~ Other unattributed parenthetical notes with in the body of an
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The contents of this publicatior. in no way represent the poli-
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JPRS L/9889
3 August 1981
WEST EUROPE REPORT
SCIENCE AND TECHNOLOGY
(FOUO 7/81)
. CONTENTS
CHEMICAIS
y Companies Pursuing Joint Efforts in Composites Field
(Pierre Zangereux; AIR & COSMOS, 16 May 81) 1
ENERGY
Belgian-German in Situ Coal Gasification Proje~;t Proceeds
(H. Bartenstein; ERDOEL & KOHLE-ERI7~AS-1'ETROCHEMIE, Apr 81) 3
Briefs
Coal Gasification Demonstration Plant I~
TRANSPORTATION
Current Programs, Projects Shown, Discussed at Le Bourget
(AIR & COSMOS, 13 Jun 81) 5
A320 Program Announced
More Details on A320
SNECMA Engines
Corrur?uter Aircraft Make Debuts, by R. Noye
Italian Contribution
Dutch Government Promises 800 Million Guilder for MDF-100
(AIR & COSMOS, 23 May 81) 13
Briefs
Dowty Invests in Equipment 15
Shorts 360 Orders 15
- a- [III - WE - 151 S&T FOUOJ
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CHEMICALS
' COMPANIES PURSUING JOINT EFFORTS IN COMPOSITES FIELD
Paris AIR & COSMOS 16 May 81 p 37
[Article by Pierre La,ngereux: "French Carbon Fiber Industry Organized. SEP Con-
cludes an Agreement With ELF-Aquitaine..."]
[Text] European Propellant Co. [SEP] and the French national petroleum company ~
ELF-Aquitaine have just concluded a"wide-ranging cooperation agreement" in the f ield ~
of carbc~n fiber composites.
The agreement concluded 7 May by Pierre Soufflet, president of SEP, and Michel ~
Schneider-Maunoury, director of chemistry and industrial development at ELF, deals
with "efforts in research, development, fabrication, and commercialization" of
these composite materials which are already being used in the aerospace and ballistic
sectors. It covers all types of carbon fiber composites--both carbon-resin struc-
tural composites and carbon-carbon multidirectional composites--and the constituents
(carbon fibers and resins) used in fabricating these materials. It also covers the
rubber-carbon composite laminates, but excludes the elastomer-metal laminates.
To this join undertaking, SEP will bring primarily its techn ical experience, notably
in the stages of research development and implementation. On the other hand, ELF
will provide the industrial and financial resources by virtue of a volume of Fr 75
billion of business) permitting the launching of large-scale production of compo-
sites and carbon f ibers.
This skeleton agreement, for a 3-year period (renewable), in fact should lead to
the establishment of "joint production units" providing a capacity to respond to the
rapid development of new markets for these advanced materials. Specif ic agreements
are then to be concluded between SEP and ELF for installation of production units
suited to the various civil applications; the military applications of the SEP
carbon f iber composites will remain under SEP control. ELF has already indicated
some needs in the petroleum and energy sectors (tubes, pressure vessels, etc.),
but important outlets for carbon fiber composites may be found in other f ields such
as the automobile industry. Recall that SEP also signed an agreement in 1980 for
technical cooperation with Peugeot S.A.
As part of its effort in advanced-technology materials, ELF has already planned to
set up a production unit for carbon fibers and resins. In its own laboratories
the company will develop special matrix resins for tl^.r .^.~mposites. Recall that ELF
1
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recently took over M& T Chemicals, a U.S. company speci.alizing in resins. ELF also
plans to establish a production unit for carbon f ibers in France. Negatiat ions with
several foreign companies to obtain a license for manufacture of carbon f ibers in
association with an already-established producer (Japanese, British, or American)
_ are currently in progress. As for carbon-carbon composites, recall that SEP al-
ready manufactures these materials (SEPCARB) at the Haillan factory, whose produc-
tion capacity (10 to 15 tons/year) could be expanded.
For SEP, this agreement with ELF constitutes the f irst step in a strategy of ex-
pansion into the f ield of composite materials which should enable to aerospace
f irm to break into new sectors of industry and benef it from more extensive in-
dustrialization of its produc~s.
F~rthermore, SEP is presently negotiating new agreements with other companies,
notably in the United States, concerning related materials, such as ceramic compo-
sites (CERASEP), for which SEP is prepared to authorize a strong industrial effort
with support from public authorities.
COPYRIGHT: A & C 1981
_ 9828
CSO: 8119/1162
2
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ENERGY
BELGIAN-GERMAN IN SITU COAL GASIFICATION PROJECT PROCEEDS
Hamburg ERDOEL & KOHLE-ERDGAS-PETROCHEMIE in German Apr 81 p 148
(Article by H. Bartenstein: "In Situ Coal Gasification"]
[Text] Included in the 1980 Status Report on Geotechnology and Deposits, Volume 2,
is a re~~ort on the planning and status of the Belgian-German field trial on in
- situ gasification of coal, Research Project ET 10 15 D. The experiment is under
the direction of P. Ledent and Chr. P. Beckervordersandforth. The present state
of development is as follows:
In April 1979 a project group in Liege started work aimed at bringing closer to
realization the agreement concluded on 1 October 1976 between the Belgian and FRG
Governments for joint technolobical development of in situ gasification. The EEC
will assume 40 percent of the expenses of the first test phase, primarily because
the test is intended to make possible economical utilization of the coal deposits
in Northwest Europe which can no longer be mined.
The first exploratory borehole, Thulin 1, which was sunk in 1977 to a depth of
almost 1,000 meters in the South Belgian Coal Basin near the city of Mons, was in-
tended to test the geological prerequisites for successful execution of the gas:ifi-
cation project. At depths of 861.5 to 868.35 meters in the Leopold-Charles seam
area, the following layers were found and analyzed: seam thickness 6.85 meters,
actual coal thickne5s 4.15 meters, tailings thickness 2.70 meters. Three addi-
tional boreholes are to be sunk by the study group Saarberg-Interplan GmbH/Thyssen
Schachtbau [Saarberg-Interplan, Ltd./Thyssen Mine Shaft Construction]. Moreover,
an ab~veground plant for the supply of gasification agents and for preparation of
r.he gases produced will be built with engineering under the responsibility of
Coppee-Rust. The entire installation is to go into operation in November 1981,
the first phase of the test being trials of the technique of reverse combustion
of coal for channel formation. This installation is designed for the following
orders of magnitude: high-pressure air compressor 12,500 normal cubic meters per
hour, 45 bars; steam generator 20 metric tons [per hour], 50 bars; raw gas prepa-
ration 20,000 normal cubic meters per hour.
GOPYRIGHT: Industrieverlag von Hernhaussen KG, Hamburg 1981
5586
CSO: 3102/306
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ENERGY
BRIEFS
COAL GASIFICA.T.lON DEMONSTRATION PI,ANT--The Rheinische Braunkohlenwerke AG [Rhine
Brown Coal Works, Inc.], Cologne, intends ta construct a demonstration plant in
the Rhine Brown Coal Basin to produce synthesis gases from brown coal at elevated
pressure ar.d at high temperatures according to the "Rheinbraun-High Temperature-
Winkler Process" (HTW). (The process is also suitable for the production of
hydrogen, reducing gas, or low BTU gas.) Uhde GmbH [Uhde, Ltd.], Dortmund, is
responsible for the projec~ engineeri~g of this demonstration plant, which is
designed for a capacity of 1 billion cubic meters per year of synthesis gas. This
quantity of gas is supposedl}r sufficient for production of 1,000 tons per day of
methanol. To begin with, only one train will be constructed, producing one-fourth
of this capacity. Commissioning is planned for 1983-1984. The synthesis gas will
he pumped through a pipeline to the plant at Wesseling of Union Rheinische Braun-
kohlen Kraftstoff AG [Union Rhine Brown Coal & Motor Fuel, Inc.], whe~e it will
replace methanol synthesis gas now produced by gasification of residual crude.
By the end of ~lorld War II it had already been shown at Leuna that brown coal is
particularly suited for the production of refined coal products. More recent eco-
nomic studies have confirmed that synthesis gas produced by the HTW process from
brown coal is cheaper than synthesis gas from heavy oil or from natural gas. At
present, Rhine brown coal is preponderantly used for electric current production.
The preceding statements show how important it would be for the nationa,l economy
to relieve the pressure on brown coal through intensive development of nuclear
energy and to make available increased quantities of brown coal for refining in
the future. [Text] [Hamburg ERDOEL & KOHLE-ERDGAS-PETROCHEMIE in German Apr 81
p 150] [COPYRIGHT: Industrieverlag von Hernhaussen KG, Hamburg 1981] 5586
CSO: 3102/306
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TRANSPORTATION
CURRENT PROGRAMS, PROJECTS SHOWN, DISCUSSED AT LE BOURGET
A320 Program Announced
Paris A.IR & COSMOS in French 13 Jun S1 p 24
, [article: "The A320 Program Begins"]
[Text] "The 150-seat A320 airplane program has begun," Bernard Lathiere, managing
director of Airbus Industrie, announced within an hour of the Salon's opening.
The board of directors of Airbus Industrie in fact gave directiv~s to this effect
to the consortium. T`.Ls decision arises from commercial motives, not from
political ones. "A political civil airplane is no longer being built," Lathiere ~
said.
Roger Beteille explained the conditions under which each Airbus Industrie paztner
has been closely associated with the preliminary design phase of the A320
program. Lathiere emphasized that the engines which will be selected for the new
airplane will be the most modern of the next decade, adding that it is the
airlines which will decide which enginea.are selected.
It is estimated that development of the new airplane will require that $2 billion
(1981 prices) worth of orders be placed. The unit price of the new airplane will
be between $20 million and $25 million. Airbus Industrie will be able to begin
' deliveries in March 1986. But, naturally, definite commitments will not be made
until the first airlines will have made firm commitments. It can, in fact, be
predicted that the start-up conditions for the new airplane will be closely
comparable to those which prevailed for the start-up of the A310 where .
simultaneous commitments by the German Lufthausa, Swissair, and Air France were
the deciding factor.
Franck [sic] Bomaan, president of Eastern Airlines, who was present at the Airbus
_ Industrie press conference, in response to a question by AIR & COSMOS said that
his airline was now giving priority attention to the program for the 150-s~at
airplane, which is very efficient from the standpoint of fuel consumption, but
that problem with the cost will be equally decisive as far as actual placing of
orders is concerned. Borman emphasized that problems posed by deregulation are
making the airlines very cautious but that it is also because of these problems
that priority over the TA 11/12 is being given to the A310. Several times during
the conference Bernard Lathiere reiterated that it is the market which will decide
what will be built.
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Lathiere believes that in the market for the 150-seat sirplane there will be room
for only three manufacturers and that in fact it is the first manufacturer
actually to start, Airbus Industrie, and Boeing which will capture this market.
Questioned about the break-even point for the Airbus A300/310 program, Lathiere
stated that with the Airbus No 360 Airbus Industrie should have repaid to the
' various governments the loans granted for development of the A300. If later
manufacturing costs, and expenses related to the A310 program, are taken into
account, the break-even point for the Airbus program is now about 900 airplanes.
But, Lathiere states, the requirements of the 40 sirlines which have ordered
Airbus airplanes are for a total very close to 900 airplanes. For the firsc time
a European live jet aircraft program is indeed going to break even and this
prospect is of considerable importance at the very time that Airbus Industrie is
to commit itself to new programs: first, the A320, and then the TA9 and TA 11/12.
More Details on A 320
Paris AIR & COSMOS in French 13 Jun 81 p 33
[Excerpt] Airbus Industrie Shows Its Colors
The strategy of Airbus Industrie is to be resolutely on the offensive; in his
press conference on Friday, S June, Roger Beteille and his associates revealed the
characteristics of the future A320 (formerly the SA/1SA2), which can be delivered
starting in March 1986, and study of which has been largely begun by Airbus
Industrie and its partners. Compared to a B727-200 the airplane should consume 40
percent less fuel and thus provide a direct operating cost lower by 20 to 25
percent; compared to the B737-200 the corresponding figures are 30/35 percent and
18/20 percent [respectively]. Actually this is wb3t is attractive to future
customers for replacement of their fleets.
Two versions of the airplane which have already been announced are being started
simultaneously: the A320-100 (154 seats uniformly spaced 32 inches apart) and the
A320-200 (172 seats under like conditions); the flying range, depending upon the
version, will be between 1,600 nautical miles (2,960 km) and 2,200 nautical miles
(4,075 km).
Th advantages of an entirely new airplane (whereas Boeing has announced an
airplane more or less derived from Che B757) are evident: the fuselage section
can be chosen to provide greater comfort and better facilities for carrying
containers under the floor; utilization of advanced techniques is facilitated; and
the airplane can better incorporate future developments, as far as engines are
concerned as well as possible increase in capacity.
Dimensions and Weights of the Two Versions of the A320
A320-100 A320-200
Overall length (meters) 36.04 39.24
Wing span (meters) 34.57 34.57
Maximum weight at take-off (kg) 66,000 71,900
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Maximum weight on Landing (kg) 60,700 65,700
Maximum weight without fuel (kg) 54,900 60,400
Operational weight empty (kg) 38,418 40,835
Maximum payload (kg) 16,422 19,565
Passenger load (kg) 13,971 15,604
- Cargo load (kg) 2,451 3,961
Number of seats (spaced at 32 inches) 154 172
Capacity of cargo compartments (cubic meters) 38.7 4g.2
Capacity of tanks (kg) 18,800 18,800
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Shape of the future A 320 ("200" version)
SNECMA Engines
Paris AIR & COSMOS in French 13 Jun 81 p 37
_ [Article: "Industrial Mobilization for SNECMA (National Aircraft Engine Study and
Manufacturing Company) Programs"]
(Excerpts] At Le Bourget last Tuesday Rene Ravand, president fo SNECMA, confirmed
the operating results of the national company for the year 1980 (sales volume:
3,485 million francs, an increase of 16.5 percent; profit: 57 million francs) and
reminded that the SNECMA group now employs about 20,000.
The SNECMA president emphasized several times the importance of personnel
consensus, expressed, notably, through the Enterprise Central Committee, the major
manufacturing decisions of his company.
As far as civil engines are concerned, Ravand rec~',led the cooperation with
General Electric in the CF6 50 program for the Airbus A300 (80 percent of those
airplanes are equipped with this engine model), in the CF 6 80 C for the A300-600,
and in the CF 6 81 for the A 310, and also recalled that the CF 6 82 had to be
stopped as was previously the case with the M 45 in order to cut financial
losses. He then cited the use of CFM 56 model 2 engines (engine replacement for
the DC-8 60 and KC 135--this market is capable of attaining a volume of up to ~14
billion), of model 3(engines for the 737-300 and engine replacement for the
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DC 9 50 and even for some Super DC 9 airplanes), and of model 2000 (engines for
150-seat airplanes); these should benef it from the experience gained (10 million
flying hours) with the first generation CFM 56.
Near 5,000 Subcontractors
All this production necessitates an enormous industrial mobilization effort and
SNECMA now has nearly 5,000 subcontractors, of which 4,300 are in France, 350 in
the United States, and 300 in Europe and the rest of the world. SNECMA has thus
just placed its first orders to the Greek and Indian (Hindustan Aircraft, Ltd)
industries. With the latter it is for parts of the 9K 50 while awaiting orders
related to the M53 P2.
In response to questions from reporters Ravand emphasized the relations between
civil and military production and showed that a mutual balance is indispensable
' and has consequences at the technical, manufacturing and financial levels.
The CFM 56-2000 for 1986
Questioned about the CFM 56-2000, Rava:~d stated that the specifications for this
engine have not yet been perfected but it may be estimated that the cost of its
development will stay below ~1 billion. The financing problems related to this
program must be discussed with the new French Government. Start-up of this
program is dependent upon orders from a significant number of airlines, for
example, two American and two European. If the new program is started at the end
of this year the new engine could be available starting at the end of 1986.
SNECMA is conducting studies of turboprops, particularly on the basis of the CFM
56 (20,000 horsepower turboprop) but Ravand believes that at present, and for the
relatively distant future, this t~?pe of engine, driving a"propfan," will not be
used for airplanes carrying more than 70 or 80 passengers.
Asked about nationalization, Ravand emphasized that SNECMA is administered as a
private company and is in very rough competition witb commercial companies.
SNECMA personnel is fully aware of this environment.
Commuter Aircraft Make Debuts
Paris AIR & COSMOS in French 13 Jun 81 pp 44-45
[Article by R. Noye: "Commuter Aircraft: Impressive First Showings"]
(Excerpts] Without any doubt at all it was the first time that the airplanes
designated "commuter" held such a large place at the Le Bourget ~alon and that the
number of competitors listed there was so large. This constitutes good proof that
Che "lively battle of the commuters, to which we alluded in our preceding issue,
~s underway with the objective of a market which, it will be remembered, amounts
to several thousand airplanes.
Besides the presence of representative examples of atmost all airplanes now in
service throughout the world (Fokker F-27, DHC 8 Twin Otter and DHC 7, EMB-110,
Bandei.rante, Shorts 330, CASA 212-200, Nomad 24A, and BN-2 MK III "Trislander")
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those shown ior the first time at the Salon (HS 748-2B, Gulfstream G-1C, and BN-2T
"Turbure Islander") as well as those simply making tt~~ir first public appearance
(Dormier 228-100 and 200, Shorts 380, and Swearingen Metro III) were numerous. In
addition, during several press conferences many manufacturers focused upon the
status of progress on the principal programs under development and were able to
announce their first official orders, while indeed hoping that orders were going
to multiply before the Salon closed. Also to be noted was the presence of very
fine sca~e models of cabin arrangements (ATR 42, SF 340, Jetstream 31, etc) and,
for the first time for some of them, reduced scale models of major projects as
they are now def ined by t~ie manufacturers (ATR 42, DHC 3, CN-235, SF 340, and
EMB-120 "Brasilla"). Also to be seen at Alfa Romeo's stand was a mock-up of the
Partenavia P 78 (14 seats) which is to be equipped with two RB318 turboprops.
ATR 42
One of the great novelties at the Salon beyond any doubt was the full size Model
of the interior arrangement of 42 seats, spaced 32 inches apart, of the ATR 42
shown in still photographs by Aerospatiale [National Aerospace Manufacturing
Company] and Aeritalia. This model in fact showed the willingness of the two
companies to position themselves in the commuter sirplace market and but a few
hours after the opening of the Salon it had already had considerable commercial
impact. By 8 June 25 airlines in fact had manifested interest in the ATR
42--amounting to requirements for 200 airplanes. The decision to start the
program, which remains dependent upon specific commitments, could thus be made
during the month of October, with the planned date for the airplane's entry into
service being the second half of 1985. At this time the division of work, from
the production as well as the development standpoint, is already known:
Aerospatiale will be responsible for fabrication of the wings as well as the final
assembly and flight testing while the Italian manufacturer will construct the
fuselage. Extension of cooperation to other European or American partners is also
contemplated. In the morning of $ June an agreement in principle was concluded
between the two firms and Pratt and Whitney of Canada for equipping the ATR 42
with 1,800-horsepower P&W 100/2 engines. The choice of this model engine will
permit later development of elongated versions of the airplane in order to achieve
capacity of 50 or 70 seats.
SF-340
Four important facts marked the press conference given by A.R. Buley, director of
the American-Swedish SAAB-Fairchild 340 program:
A new version, designated the "5A" of the General Electric CT7 turoprop, has been
chosen For the commuter version (34 seats) of the SF-340; power level 1,675
horsepower. The result is better performance of the aircraft at take-off, in
climbing and in cruising and at the same time permitting an increase of 1,000 lbs
(453 kg) in its maximum weight without fuel (to 28,OOQ lbs (10,433 kg) and in its
maximum weight on take-off (26,000 lbs or 11,734 kg). It is another version, the
SE of the CT7 with 30 horsepawer less power, with which the "executive" version of
the SF-340 wilt be equipped;
A Collins avionics system entirely based upon utilization of cathode display tubes
(see page 71 of this issue) has been chosen;
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� It was confirmed that the airplane's development is proceeding in accordance with
the established program, the wind tunnel tests having now ended--these represented
_ more than 1,000 hours of testing--and the first metal panels intended for the O1
prototype in the process of being milled: it is scheduled to eimerge from the shop
in November 1982; and
It was announced that American certifications should be received at the same time
as European certification (in conformity with the new JAR standards co~on to 11
countries), during the first quarter of 1984, not long after Swedish approval.
More than 100 SF-340 airplanes have now been ordered, including 25 in the
executive version, by more than 25 airlines of all continents except Africa,
representing sales in the amount of ~450 million. Starting in the first quarter
oi 1984 and throughout the year 24 airplanes will be delivered; the maximum
production rate planned being seven per month.
Metro III Certification
Swearingen announced the certifiation of the Metro III commuter version (19
passengers) of the Merlin IVC and in fact is a modernization of the former Metro
' IIA and its adaptation to the now SFAR standards 41 of the FAA as well as those o
Supplement 6 of the ICAO. Actually the Metro III is 3 meters longer than its
predecessor and its wing span has been increased by 3.35 meters to 17.37 meters
(wing surface 28.71 square meters instead of 25.73 square meters). It is equipped
with new Garrett A/Research TPE 331-11U-601G turboprops of 1,000 horsepower each,
which give it better performance as well as appreciably greater maximum weight and
payload (14,000 lbs or 6,350 kg and 5,463 lbs or 2,478 kg, respectively). Its
flying range with 19 passengers and their baggage is now 1,150 km (maximum
cruising speed 510 km per hour). We shall return later on to the Metro which, in
addition, shows other improvements at the systems and safety levels. The airplane
which was displayed is the first unit and was delivered across the Atlantic,
intended for the Swiss Crossair Airline. Its price is ~2.045 million; it is being
manufactured at the rate of six per month.
Shorts 360
In bringing the OL prototype of the Shorts 360 (36 seats) to Le Bourget the Irish
manufacturer beyond any doubt accomplished a remarkable feat. As a matter of fact
the airplane had made its first flight on Monday, 1 June (6 months ahead of the
scheduled date) and it was at the end of 7 hours of testing in 2 days that it
crossed the English Channel to be shown on the ground during the Salon. It had
then flown a total of only 10 hours. In the course of these tests all aspects of
flight we~e partially covered; the airplane attained speed of 315 km per hour and
altitude of 11,000 feet (3,353 meters); its behavior proved excellent. At the
Salon's opening Short announced, on the one hand, selection of a completely
digital Collins avionics system and, on the other hand, a total of 11 initial
orders coming from four airlines. Orders were expected before 14 June.
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The prototype of the Shorts 360 arrived at the Salon in the evening of 3 June,
hardly 48 hours after its first flight. It was shown alongside a Model 330.
Jetstream 31
British Aerospace also announced initial orders for the Jetstream 31 (18-19
passengers) the prototype of which, not shown at the Salon, is now continuing its
flight tests which commenced in March 1980. The American airline, Mall Airways,
Inc., has in fact ordered two airplanes to be delivered, starting in July 1982,
and taken options for two more, while the German airline, Contractair, will
acquire one airplane to be delivered in the beginning of 1983, and has taken
options for two. This represents an initial total of 5 million pounds sterling.
Remember that American and British certification of the Jetstream 31 is planned
for the middle of 1982, to be following soon thereafter by the first deliveries.
Italian Contribution
Paris AIR & COSMOS in French 13 Jun 81 p 51
- [Article: "The Afla Romeo AR-318 Turboprop for Equipping the Partenavia P-78")
(Text] The mock-up of a feeder airline airplane equipped with two turboprops was
shown at the stand of the Italian engine manufacturers, Alfa Romeo Avio. The
airplane is the P-78, a Partenavia project upon which Prof Pascale has for a
relatively very long time been working at its Naples plant. The engine is the
AR-318, designed initially by Alfa Romeo and Rolls Royce jointly, and for study
and development of which Alfa Romeo Avio is now the general contractor.
_ 11
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The P-78, if it i~ started--and no doubt a decision to this effect will be made
before the end of the year--will signify the entry of the Italian manufacturer
inCo the worldwide market for "commuter" aircraft with an airplane derived from
the well-known and extensively proven P-68, with very economical operating costs,
and very easy to maintain.
In its broad outlines the P-78 is an airplane of 14 or 15 seats (crew included)
fully suitable for regional transport. With maximum empty weight of 2,430 kg the
plane would have maximum take-off weight of 4,000 kg. It should be certified in
� accordance with specifications conforming to the FAR and SFAR, Part 23. ICs
maximum speed should be 415 km per hour and its cruising speed 350 km per hour.
M
A
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COPYRIGH'T: A.&C. 1980
11706
CSO: 3102/310
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TRANSPORTAZtON
~
DUTCH GOVERNMENT PROMISES 800 MILI,ION GUILDER FOR NIDF-100
[Paris AIR & COSMOS in French 23 May 81 pp 9, 52]
[Text] Hans Wiegel, assistant prime minister of.the Dutch government, announced
last week that authorities in the Hague are ready to make 800 million guilder
available to Fokker for launching the 150-seat IrIDF-100 twin jet airliner project
_ which Fokker is considering jointly with McDonnell Douglas. This aid was
justified by the contribution which the new program will ma.ke to the job situation,
and by the stimulating role which Fokker plays with respect to the industry and
econamy of the Netherlands. The form which this aid will take has not yet been
determined, but it.is thought that there will be loans similar to those Fokker
received for the F27 and F28 projects. It must be noted however, that the
government which has made this commitment has only a'few days to remain
office, since legislative elections are to take place next Tuesday in Holland.
Total Investment of 2 Billion Dollars
At the same time it is noted that the promised sum does not quite amount to half
the initial investment, evaluated at about 2 billion guilder, which Fokker and
McDonnell Douglas must allow for developing the NIDF-100 and building three proto-
types. Actual launching of the project, involving documentation and installation
of tooling, is estimated at 2 billion dollars or over 5 billion guilder. This is
a much larger sum on the part of the Dutch than is actually planned at present by
authorities in the Netherlands. The figure includes a double assembly line: one
at McDonnell Douglas and one at Fokker, a redundancy which significantly increases
the program's cost and which the ma.nufacturers may have to eliminate when they must
set their prices under customer pressure.
Understandably, before taking such a financial risk, the builders want to surround
themselves with a maximum of guarantees. There will be preliminary studies and
market studies, at an appraximate cost of 50 million dollars by overseas estimates.
Market estimates also vary from 1000 to 2000 aircraft. But it must be remembered
- that between Delta (100), United (150), and Eastern (100), the initial market
amounts to 350 planes. In addition to McDonnell Douglas and Fokker, Boeing and
Airbus Industrie have proposals to make: the 7-7 and the A 320, respectively. But
13
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financial circles estimate that since there is no room for three builders on such
a difficult market, one at least of the three projects will be eliminated. McDonnell
Douglas, which until now had seemed rather reserved after losses over the past four
years, evsluated at 310 million dollars, in connection with its commercial planes,
now seems more determined to go ahead.
Japan Solicited
F'or each of the three competing builders, however, the green light for the 150-seat
plane depends on the number of launching companies which each will be able to enlist,
and also on the collaborators each will be able to recruit in order to share risks.
It is noted that Francois Swartlouw, general manager at Fokker, was already in
Tokyo on 9 May, making a presentation to authorities (MITI) and to Japanese builders
about circumstances surrounding his decision to drop a cooperation project with
Boeing in favor of one with McDonnell Douglas, and also making attempts to gain
Japanese participation. Mr Swartlouw explained thut the Boeing partnership would
have been off_set by economic constxaints, while partnership with Airbus Industrie
would have been offset by potitical ones.
Mr Swartlouw also argued that the 150-seat plane will solve the problem faced by
Japanese companies (ANA, TOA) as the YS 11 is replaced by larger capacity planes,
adding that the English-Japanese RJ 500 turbojet could be used to equip the 150-seat
plane. However, it is noted that until now Rolls Royce and Japanese engine
- manufacturers have not yet taken stieps toward making RJ 500 performance suitable
for use in equipping the new plane, Japanese authorities do not seem likely to
reach a decision on Mr Swartlou;a's suggestions before August.
McDonnell Douglas and Fokker have a launch target date such that the NNF-100
prototype will begin flight tests in 1983 and initial deliveries can take place
in 1986.
COPYRIGHT: A. & C. 19b0
11,023
CSO: 3102/307
1L~
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TRANSPORTATION
BRIEFS
DOWTY INVESTS IN EQUIPMENT--Dowty is participating in the production of the A310
landing gear, in cooperation with Messier-Hispano-Bugatti which is responsible fvr
design and development. To this end Dowty is installing a plant in Cheltenham for
landing gear production for the A310 as well as the BAe 146 and the AV 8 B. For
this plant, Dowty has just acquired a Droop and Rhein six-spindle machine-tool
which cost the rrnxnd sum of 1.25 million pounds. Another one is on order. Dowty
has also invested at least another million pounds in a thermal surface-treatment
machine, still for landing gears [Text] Iparis AIR & COSMOS in French 9 May 81
p 11] [COPYRIGHT: A. & C. 198~ 11,023
SHORTS 360 ORDERS--The South American company Tavina (Colombia) has just ordered a
Shorts 360 to be delivered in mid-1983. This makes 11 orders and options received
by Short Brothers for this craft, and four custamer accounts. It will be recalled
that Shorts recently announced that the first flight for the prototype model 360 is
- now planned for July instead of December, which means a six-month gain on the
initial schedule. This also means a one-third reduction in the construction schedule
for the first aircraft. The plane will thus undergo its testing with Pratt and
Whitney PT6A-45 engines which can be replaced only subsequently by the new
PT6A-65R's; the latter, which will equip the mass-produced planes, are only now
beginning to per�orm their first flights on planes at the engine manufacturers.
- It must also be remembered that the first Shorts 360 will go into service at the
end of 1982 with the American company Suburban Airlines, which announced four
initial orders last September. [Text] [Paris AIR & COSMOS in French 16 May 81
p 25] [COPYRIGHT: A. & C. 198~7 11,023
CSO: 3102/307 END
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