JPRS ID: 9727 WEST EUROPE REPORT SCIENCE AND TECHNOLOGY

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• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00850R000400010023-1
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• Document Page Count: 33
• Document Creation Date: November 1, 2016
• Sequence Number: 23
• Content Type: REPORTS

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JPRS L/9727
12 May 1981
- West Euro e Re ort '
- p p
- SCIENCE AND TECHNOLOGY
(FOUO 4/81)
FB~$ FOREIGN BRO.~?D~AST IRIFORMATION SERVI~CE
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~ JPRS L/9 72 7
12 May 1981
WEST EURQPE~REPORT
- SCIENCE AND TECHNOLOGY
(FOUO 4/81)
CONTENTS
_ TRANSPORTATION
Airbus Sales, Operations, Product Support: Update
(AIR & COSMOS, 21 Mar 81) 1
Sales, Deliveries Continue ~
_ Operations Record Shows Reliability
Product Support, Maintenance, by Gerard Collin
- A 310 Progress Report, First Published Photos
(Jacques Morisset; AIR & COSMOS, 7 Mar 81) 17
~ Spanish Company Active iri Aircraft Development Projects -
(Regis Noye; AIR ~ COSMOS, 28 Mar 81) 23
New Hydrofoil To Enter Service in Summer _
(IL MONDO, 27 Mar 81) 28
Briefs -
First Flights of Dornier Prototypes 30
- a- LIII - WE - 151 S&T FOUO]
,
TAn AY'~TT/'~f 1 � ~1(~n ^\t~
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~ TRAN~PORTATION ~
AIRBUS SALES, OPERATIONS, PRODUCT SUPPORT: UPDATE _
Sales, Deliveries Continue
Paris AIR & COSMOS in French 21 Mar 81 p 16
(Article by J. M.]
[Text] Eastern Airlines' deci.sion to take up nine optians for Airbus A.300 aircraft �
(announcement of thiS decision was considered imminent at midweek in American circles)
will enable the Miami csrrier to remain far ahead, in terms of firm orders, of the
30 companies that ha~;~e chosen the A.300. Eastern had actually first placed f irm
orders for 23 A.300 B4-100 planes with General Electric CF6-5(l engines (19 have been
delivered to date) and then bought back 2 A.3U0 B2-200s from Iran Air, making a total -
of 25 firm orders for A.300s. The options 2xercised will raise this figure to 34. ~
The companies that have placed the largest number of f irm orders for A.300 aircraft
are, after Eastern, Air France (23 A.300 E~2-100s and A.300 B4-100/200s, 18 of which
are in service), Thai International (10 A.300 B4s and 2 A.300-600s), Lufthansa
~ (11A.300 B2-IOOs and B4-100s, all in service), Saudi Arabi3n Airlines (11 A.3Q0
; B4-600s) and Laker Airways (10 A.3(70 B4-200s, 2 of which have been delivered). But .
when options are a3ded, Air France is still ahead with 35 A.300s (23 + 12). Finally,
considering firm orders and options for A.310 aircraft, Lufthansa is the largest _
- potential customer with 61 planes (11 A.300s, 25 + 25 A.310s), follawed by Air France -
(23 + 12 A.300s, S+ 10 A.310s), Eastern (34 A.300s~ and Swissair and KLM both last
with 20 A.310s (10 + 10). But Eastern already esti~ates that its Airbus needs will
amount to 60 planes.
Orders Booked
' Thus at mid-March, Airbus Industrie's total sales were: --A.300s: 316 pl.anes (241
firm sales, 75 options); --A.310s: 138 ~lanes (74 firm sales, 64 options); or all
versions combi~ed, 454 aircraft (315 firm sales, 139 options) for 37 customsrs that
have officially announced their orders. But of this total, there are still 34 A.300s
(16 + 18) corresponding to "unannounced" orders (inciuding 3 conversions of options -
- acquired in February by 2 companies).
: [Photo caption p 16]--The first A.300 B4-200 of Air Afrique made its first flight
to Toulouse on 25 February. It will be delivered in May. Among the next Airbuses to
be airborne we mention T.A.A.'s first A.300 (it will fly in May) and Varig's first
A.300, deliverable in June. -
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- Deliveries
There were four Airbuses delivered in February: --on 5 February, delivery to Air
France of its 18th plane, an A.300 B4-200 with CF6-50C2 engines and registrat{on
F-BVGO; --~on 17 February, delivery to Laker Airways of its 2nd plane, an A.30Q B4-200
with CF6-50C2 engines and registration G-BIMB; --on 19 Febr�sary, delivery to Lufthansa
of its llth and final plane, an A.300 B2-100 with CF6-50C engines and regist.raLian
- D-AIAF; --on 24 February, delivery to Singapore Airlines of its 2nd plane, ait A.300
B4-2Q0 with CF6-50 engines and registration 3V-STB.
As of 28 February, 125 Airbuses had thus been delivered to 23 companies, or 45 A.300
B2s and 80 A.300 B4s; two cf the compa.nies are actual.ly using aircraft leased fram
Hapag Lloqd (by Egyptair) and F.orean Air Lines (by Saudi Airlines).
This month, Airbus Industrie delivered to SAS its fourth A.300 B2-300 (13 March) and
- to Iberia Airiines its first A.300 B4-lOQ. The ~otal is therefore 127 planes, but
will soon rise to 128 with the delivery of Singapore Airlines' third A.300 B4-100.
Air Afrique's first A.300 B4-200 made its maiden flight to Toulouse on 25 February.
. It will be delivered in May. Among the next Airbuses to take to the air, we should
mention TAA's[Trans--AustraJ.ia Airlines] first A.30a (it will fly in May) and Varig's .
first ,A.300, which will be ready for delivery in .Iune.
Delivery of Iberia's First A.300 B4
- During a ceremuny that lias now become traditional, the Spanish Iberia Airlines took
delivery of its first A.300 B4-100 on Monday, 16 March.
The plane was officially delivered in Toulouse to Mr Felipe Cons Gorostola, president
of Iberia, by Mr Sernard Lathiere himself. With registration EC-DLE and christened
"Donana" (after a famous Spanish national park, chosen by Iberia in reference to the
Airbus' ecological features), the plane was then flown to Madrid, where it will be
put into service on 29 Mar~h for Paris, Barcelona and Malaga.
- Iberia will thus become the 14th airline to use the European meditm?-range aircraft
and the first to put into service A.300 B4-100s equipped with twin Pratt and Whitney
' JT9D-59A turbo~ets with 53,000 pounds (or 24 tons) unit thrust. The interior arrange-
ment selected by Iberia gives the aircraft a 251-seat capacity, with 26 in first class.
_ Between now and the end of the year, Iberia will receive three other A.300s of the
_ same type, which will be operated to Rome, Frankfort, Seville, London and Las Palmas.
Engines
With regard to engines, all companies have ar.nounced their choice~, except A~r Afriqcie
for its two A.310s (but its A.300 B4 is equipped with CF6-50 engines). The bi~akdoG
also as of mid-March, is as follows: --A.300: of 282 planes identified (223 + 59),
240 (193 + 47) have General Electric CF6-50 engines and 42 (30 + 12) have Pratt a~d
Whitney JT9Ds; --A.310: of 138 planes (74 + 64), 95 (46 + 49) will have General
Electric CF6-80 engines and 41 (46 + 15) [as published] will have Pratt and Whitney
JT9D-7R4s.
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~his will make a total of 83 planes (42 + 41) equipped with Pratt and Whitney engin~es
and '335 (239 96) with General Electric engines; or 20 percent with Pratt and Whitney -
engiiies and 80 percent with General Electric enginea.
The eight companies that have chosen Pratt and Whitney engines are Austrian L'~irlines,
Garuda, Iberia, Sabena, Saudi, SAS, Swissair and, very recently, K~naait Airways.
Finally, it shduld be nnted that three engines are available for r.n~ A.300 B4-600:
- the JT9D-7R4H (already chosen by Saudi Airlines), the CF6-80C1 and the Rolls-Royce -
RB 211-524D4.
Operations Record Shows Reliability
Paris AIR & COSMOS in French 21 Mar 81 pp 19-21, 23, 25, 27
[Article by J. G.]
[Text] The table shown below provides a numerical summary of the operations of 19
_ airlines which used various versions of the Airbus in 1980. The table was compiled
using data received frum Airbus Industrie and a very large number of carriers using
Airbus aircraft. But the table does not claim, particularly with regard to the total
number of flight hours, to sho~a a complete true picture, for several reasons: -
= Airbus Industria, for which the concept of each aircraft's useful life is an essential
considera~ion, figures flight hours only from the time that the aircraft's wheels
have left the grourid and until the time that the undercarriage has made contact again
_ with the runway: the company is concerned with the "airborne" view, but r~gardless
of the flight's purpose: it is concerned just as much with a training or escort
flight as with a commercial flight, whether 4r not the latter generates profits.
The same is generally true, in commercial airlines, of technical officials who are
, responsible f~r moniCoring the operating life and cycles of their fleet's aircraft _
, in relation to actual fligh[ time.
On the other hand, from the commercial standpoint--and also for determining the break-
down of the flight crew's flight hours--flight hours are counted differently: the
- "block-to-block" concept prevails. Flight hours are counted from the time that the
- aircraft leaves the parking area and until the time that it stops again in the parking -
area. Un the other hand, of course, commercial service refuses to consider flights
~ that are not of a commercial nature and that do not pr~duce revenue: escorting,
positioning, training. -
what has just been said about the total nLm?ber of flight hours i~~ just as applicable
to the average duration of flights as to the average ntunber of flight hours per day.
Above all, we examined the homogeneity of the results, whether the figures are read
horizontally or vertically. Thus figures concerning hours apply only to aircraft
actually in flight and, insofar as possible, in cammercial flight.
A reading of this nonexhaustive table must be accompanied by several other comments: -
the Hapag Lloyd company, for example,owned five A.300 planes as of 31 December, but -
leased two of them to Egyptair for practically the entire year: of the 14,3Q~J
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Technical Summary of Airbus Use in 1980
~
Nombn d'wlaa ~n ~ ~ ~ $
~1~ (2 ..ry~n ~on~,..o~.~ (5~ (6) ~
co~v.oe~.. ( 3) ( 4) ~~Q ~ o tS~ ~~S
� ~u 1/1/~0 w 31/1?J!0 S ~S E .~~t
- Hii OEa Zon Gy~
_ Air Fnnee 14 17 38 000 1 h 45 mn 5 h`S mn 96,2
Alr Inter 5 7 11 500 ~ 1 h 00 mn 5 h 25 mn 98,0
Alitelle 4 3~00 2 h 30 mn 5 h 00 mn 8~7,2
- Cruzslro do Sui 2 2 700 1 h 55 mn 7 h 20 mn 9T,9
E~~tern Alr Llne~ 12 10 50 000 2 h OS mn 7 h 10 mn 96,8
- Epypteir 2 1 800 2 h 15 mn 9 h,0 mn 98,5
Hupsp Lloyd 4 5 14900 2 h JO mn b M5 mn g8,8
Indien Airlln~s 8 8 tA 800 1 h~0 mn 5 h 55 mn 98,1
r Inn Air 2 1 500 1 h 15 mn 1 h 15 mn 99,4
Kore~n Alr LInA� 8 B 14 000 1 h 35 mn 5 h 30 mn 99,2
Luhhen~~ 10 10 71300 ~ h 06 mn 5 h~5 mn 98,8
Malayelen Airllne Sy~tem : 9 8 540 2 h 00 mn 8 h 00 mn 89,8
_ Olympic Airway~ 2 5 8 500 1 h 30 mn 5 h~0 mn g8,0
Pekl~ten Internetlonal Airlln~t 4 8 000 1 h 50 mn 5 h 00 mn 98,~
Phllipplna Alr Lins 2 2 4 400 2 h 20 mn S h 50 mn 97,8
Se~ndlnavlan Alrllns~ Sy~tam 3 3 300 1 h 10 mn b h 20 mn 97,8
South Afrl~en Alrw~v~ 4 4 9 400 1 h 10 mn 5 h~0 mn 88,~
Thel Intorn~tlonel 8 8 16 000 2 h 06 mn 8 h 40 mn 87,8
Tran� Europsen Alrwayt
T.E.A. 1 ! 2 000 1 h 55 mn 6 h 50 mn 88,1
TOTAL : 78 114 ?33 G00 ~~3
Key:
le Companies 6. Average duration of flights
- 2. Number of planes in commercial service 7, Average number ~f flight hours
3. As of 1 3anuary 1980 per day
4. As of 31 December 1980 8. Technical availability in %
5. Total flight hours in 1980
t~ours "applied" to the company, about 6,000 hours were flown by Egyptair. Iran Air
in turn is assigned the highest technical availability ratio by computers: 99.4
percent. But this result was obtained on the basi~ of too few hours, in the case
of planes flying an average of only slightly more than 1 hour daily.
We consider the performance of Korean Air Lines to be more significant: a technical
- availability ratio of 99.2 percent. We also consider more significant the good re-
sults obtained by companies whose use of t~irbuses, since they were put into service,
is now figured in tens of thousands of flight hours: such is the case of Air France
(more than 125,000), Eastern (nearly 80,000), Lufthansa (nearly 70,000), Korean (GL,000),
Hapag Lloyd (37,000), South African (32,000), Air Inter (30,000) and TEA (20,000).
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In the case of certain airline companies, the following sections supplement the data
s~unmari~;ed in the table.
Improvement in Air France's Airbus Availability
Air France was the first eompany to put Airbuses into commercial service. That was
_ in May 1974 on the Paris-Lofldon route, 22 mcnths before any other airline. The fleet
, of Airbuses operated by Air France has grown cor~tinually since then. The national
company has thus accumulated unequalled experience with this aircraft for nearly
7 years; its air traffic is illu~trated by the following figures, as of 31 December 1980; -
10.974 mitlion passengers transported;85.640 million km traveled; 145,000 flight hours;
239 million tons-km of freight transported. All of this traffic was flown with ex-
- ceptianal regularity.
The first planes delivered to Air France in 1974 and 1975 were the A.300 B2 type,
whose main features were a maximum weight of 142 tons at takeoff and a stopping dis-
~ tance of 3,500 km fully l~aded. -
Since 1975, Air France has taken delivery of a growing number of Airbus A.300 B4-100s
. with the same external appearance but with a 4,600-km radius of action and a maximum
- takeoff load of 157.5 tons, making nonstop flights possible on links such as France-
Seaegal or France-Middle East (Paris-Kuwait, for example). Airbus Industrie has -
also developed an ev~n better performing version at Air France's request: the A.300
_ B4-200 or "super B4," whose maximum commerciaZ weight has been increased to 165 tons
and whose radius of action, with the same commercial load, has been raised to about
5,400 km. All A.300 B4 aircraft previously delivered to Air France have been converted
into "super B4s" by means of certain modifications.
Air F'rance's Airbuses are equipped with twin General Electric--SNECMA [National Aircraft
_ Engine Design and Construction Company] CF6-50C turbojets with a unit thrust of between
23,100 and 23,550 kp [kg thrust], depending on the version af the aircraft. Three
versior.s are currently in operation: long-range with 236 seats (26 in first class,
210 in economy class); "standard" medium-range with 261 seats (18 in first class,
243 in economy class); medium-range with 292 seats (40 in business class and 252 in
"vacation" class); the latter aircraft was pu~ into service in 1980 when Air France
' began its Vacation Plan.
- The Airbus is also described by Air France as a very economical plane: under identical
operating conditions, i.e., over comparable distances and with the saiue occupancy ratio,
its cost per seat-lan offered is about 25 percent less than that of the Boeing 727; fuel
consumption is also 30 percent less than that of the Boeing 727.
Air France operates 18 Airbuses (9 B2s and 9 B4s) over routes describing a wide circle
whose circumference touches Moscow, the Persian Gulf, Dakar and Lisbon.
. 1980 Results
- Air Fra~ce's Airbus fleet increased from 14 to 17 planes last year (the 18th plane
_ has just been delivered). Using these planes over an ever larger number of routes,
the shortest of which is Paris-London (342 km; and the longest being Paris-Dakar
(4,600 km), Air France transported 2.917 million passengers and 74.5 million tons-km
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of freight last year. These planes traveled 24.5 million km. The occupancy ratio
(passengers) was 60.1 percent and the total cargo ratio was 53.7 percent. �
Of the approximatel~~ 2s100 flight persocxnel employed by Air France today, 102 captains,
94 cocaptains and 96 flight engineers are qualified to fly Airbus aircra~t.
Aigh-Quality Maintenance
Between Z979 and 1980, the technical availability ratio of Air France's Airbuses
improved from 97.9 to 98.2 percent. This improvement ..an be attributed to three
factors: good aircraft design which ages well and which is touay very close to its
technical maturit}�, good operation and good maintenance of most of its equipment -
(a certain nwnber of minor problems no doubt still exist, but there have not been
any serious basic problems and the ntmnber of these miac~r Froblems is dropping regu-
larly from year to year) and then there is also high-quality servicing.
It is Air France's equipment division, in ultramodern facilities at Roissy-Charles _
d~ Gaulle Airport, which handles the maintenance of everything not related to Airbus
engines. Engine maintenance is handled at Orly Airport by another department of _
the equipment divisi.on, which services all CF6-50C turbojets mounte~i on the DC-10 =
and Airbus aircraft uf inember companies vf the ATLAS group. In 1983, 233 CF6-50C
engines were serviced by this department in the course of some 500,000 woricing hours. `
- At Roissy-Charles de Gaulle airport, maintenance of Airbuses (excluding engines)
is carried out in four stages: --a check every 3 days, using powerful equipment
and relatively large staffs: this is in accordance with the equipment division's
express aim of trying to detect any regularities as early as possible; --a so-called
_ T-A visit (every 190 and then every 230 hours), taking slightly less than 8 hours
- and representing 75 hours of labor for a 10-mechanic crew; a so-called T-B visit,
also including one-fourth of a C visit, every 550 hours (the periodic recurrence
wi11 increase to 650 hours) and lasting about a day and a half (600 hours of labor
for 25 to 28 mechanics working ia three shifts); --an intermediate, major ~?aintenance
- visit currently every 6,000 flight hours (lasting 3 weeks and representing 16,000
hours of labdr); --a major visj.t every 9,000 to 10,000 hours (extensi~n to 12,000 -
hours is already planned), representing 30,000 hours of labor and lasting 4 weeks
(5 weeks if the plane has to be repainted).
There are no supply problems, but the high cost per flight hour o~ the materials
- used for the minor maintenance should be noted: about three times that required
- for the Boeing 727. The duration of the periods required to update the manufacturer's
techni~cal documentation should also be noted.
Air France's A.300 B2s have a very low rate of daily usi.; the daily rate use of the
B4s, on the other hand, is very high (up to 11 hours), which does not reflect the ~
mean ratio (see preceding table). _
The quality of Air France's Airbus maintenance personnel has been recognized, which
has led to the company training mechanics of other Airbus operators: 100 mechariics
from Pakistan International Airlines and SO Alitalia mechanics were trained last
_ year. This program will coatinue in 1981; plans have been ma~e to train 65 Egyptair -
mechanics.
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Air France, Main GE Agent for CF6-50C Engines
~ Last year, Air Fr~nce had the tough job of modifying a good number of C versions
of the General Electric-SNECMA CF6-50 turbojet on the DC-10 and Airbus aircraft of
member companies of the ATLAS group (with which Air Inter is associated in the case
of Airbus aircraft). These modifications mainly consisted of two types: on one
hand, replacing the titanium case with a steel case to end a series of indicents
which had been occurring for several months; it was possible to carry out this opera-
tion within a reasonable period of time so that 95 percent of all the CF6-50C engines
in the ATLAS group's Airbuses could be modified and renovated by late 1980. On the
other hand, Air France went ahead witii the aerodynamic modif ications stipulated by
the manufacturer for these engines (mainly involving the air intake and fan) to con-
_ vert them into versions that perform better s.nd are less vulnerable to taking in
foreign bodies. Ninety percent of the CF6-50C engines of Air France and Air Inter
were thus converted into CF6-50C2 versions. In the course of this dual operation,
Air France considered it advantageous to go ahead with a more general engine renova-
tion, resulting in cons~nnption being as low as when they were new. Air Fran.:e also
decided to equip its A.30G B2~Airbuses with reduced-thrust CF6-SOC2R versions; Air
Inter (see below) adopted the same policy. The removal ratios of the CF6-50C engines
on Airbus aircraft were still very high 1 year ago: 0.82 per 1,000 flight hours
in the case of the B2; 0.54 per 1,000 flight hours in the case of the B4; as opposed
to 0.33 per 1,000 flight hours for thz DC-10.
The company believes that the modifications have had a very salutary effect. The
fact remains that the CF6-50C engine, if it is close to its technical maturity, is
sub;}ect to very stringent operating conditions.
Very High Cyclical Frequency for Air Inter's Airbuses
- Cyclical frequency characterizes Air Inter's Airbus operation. The rate of daily
use is 5 hours and 25 minutes, but since the average duration of a flight is less
- than 1 hour, this means that each Air Inter Airbus averages more than 5.5 flights
daily, putting it through repeated cS~cles. Operating an engine for a 50-minute flight
results in very significant variations in the temperature gradient, which places a
heavy burden on the mechanical maintenance of engine assemblies and subassemblies.
At Air Inter, the high-pressure compressor was the engine unit that was the greatest
cause of engine removal during the first half of 1980, due to breakage of the blades
of the sixth and seventh stages. Air France's modification (see previous section)
_ for all of the ATLAS group companies operating Airbuses--including Air Inter in this
case--has made it possible to reduce Air Inter's engine removal ratio from 0.97 per
1,OOJ flight hours in August 1980 to 0.48 in September and to 0.31 in November.
i Conversely, the fact that Air Inter operates its Airbuses only on short routes makes
it possible to reduce the amount of fuel carried, and thus the takeoff weight. This
reduction of takeoff weight has made it possible to reduce the thrust (derating)
in about 95 percent of the cases. This reduction, which is approximatEly 6 percent,
buC which could be raised to 8 percent, is a favorable feature for proper maintenance
of engine components. With its seven Airbuses in service in 1980, Air Inter trans-
ported 2.420 million passengers and 12,000 tons of freight over its various routes,
the shartest of which is still Paris-Lyon (390 km) and the longest being Paris-Ajaccio
(910 km) in the siIInmer season. The published commercial flight hours--13,525--were
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counted from the time that the plane left the parking area to the l:ime that the pilot
cut off the engines. Last year, 12,040 flights were made in Airbuses with an average -
occupancy ratio of 64.72 percent, which is less than what it was in 1979 (66.17 per-
cent), probably because of the substantial increase in the capacity offered (nearly =
2 million seats-km offered).
According to Air Inter, on a typical Paris-Bordeaux route, an Airbus with 314 seats
consumes 4.9 liters per passenger per 100 lm; a 150-seat Mercure consumes 6.1 liters. -
_ Of a total f light staff of 602 persons, 113 f light pers~nnel are presently qualified
to fly Airbus aircraft. The Air Inter Airbus with the largest number of flight hours
has flown 7,700 hours since its delivery to the company. Air Inter is preparing to _
tak~ delivery of its eighth Airbus on 1 April, which will be its first A.300 B4-200;
the aircraft is now being built by UTA [Air Transport Union] for Airbus Industrie.
It is up to the standards of other Air Inter Airbuses, particularly with respect
to its automatic landing system.
In practice, this AFCS (Automatic Flight Control System) is fully satisfactory. Au.to-
ma.tic landings made under actual conditions of almost zero visibility (minimum: 125
meters horizontal ?isibility and a 25-foot ceiling measured at the height of the
main undercarriage) have been 100-percent successful, meaning an all-round success
rate (and thus in good weather as well) of at least 95 percent.
Air Inter has made plares to take delivery of its 9th and lOth Airbuses in September
1982 and March 1983; these will be B2 versions previously operated by Air France ~
= and which will have undergone a major overhaul. With its 9th Airbus, Air Inter will
have an aircraft of this type on reserve for the first tim~e.
99-Percent Technical Regularity with Indian Ai.rlines' Airbuses
Indian Airlines, which put its first Airbuses into service in late 1976-early 1977,
- announced at the last minute that it had achieved a technicai regularity ratio of
_ 99 percent for the 4th quarter of 1980 with an Airbus fleet that increased from 6
to 8 planes last year. Operating these 8 pianes over 13 routes, including 1 inter-
national route, the longest being Delhi-Madras (1,780 km) and the shortest be ing
Bombay-Dabolim (430 lan), Indian Airlines transported 2.07 million passengers last
year with an occupancy ratio of 76.8 percent, 2 percent higher than the 1979 ratio.
Indian Airlines' Airbuses--whose cabins have an economy class arrangement (278 seats)--
traveled 10.41 million km and transported 3U.71 million tons-km of freight. The
total tons-~n transported is 210.31 million.
~
The Indian Airlines' Airbus with the largest number of flight hours has flown ~~,630
hours to date; the maintenance rate per flight hour was 29.6 men per hour lasr year.
With regard to fuel constmmption, Indian Airlines lists the following results; in
the case of the Airbus, 0.48 liter per seat-1~ offered and 0.363 liter per t~~n-km
offered; in the case of the Boeing 737, 0.051 liter per seat-1~ offered and 0.603
liter per ton-km offered. The total hourly consumption was 7,750 liters. ~
The company has 125 flight personnel who are now qualified to fly Airbus aircraft.
_ 8
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Eastern's Airbuses: 50,000 Hours in 1980
Eastern Airlines [EAL] had 12 A.300 B4 Airbuses in service as of 1 January 1980 and
17 A.300 B4s and 2 A.300 B2Ks as of 31 December 1980. The airline obtained the
following results with this fleet last year: 2.863 million passengers and 71,210
tons of freight transported over 35 routes of the EAI~ network, the shortest of which
_ is Miami-Was~!ington (340 km) and the longest being Miami-San Francisco (4�,220 l~.).
These 19 planes traveled 30.640 million l~ and carried 503.8 million tons-km. The
- mean occupancy ratio was 55.5 percent last year; it was 57.8 percent in 1979 and
56.2 percent in 1978.
Of a total of 4,250 flight personnel, 395 are qualified to fly Airbus aircraf t. ~aA
of the EAL A.300s have 268 seats in a single economy class; two others have 24 seats
. in first class and 220 seats in economq class; the other 15 planes have 24 seats
in first class and 216 in economy class. .
The EAL airbus with the largest ntmmber ef flight hours has f lown a total of 9,610
- hours; the company estimates the maintenance rate per flight hour at 4.4 men per
hours, the rate of engine malfunction in flight at 0.09 per 1,000 f light hours and
the rate of unscheduled engine removal at 0.53 per 1,000 flight hours. Expressed
in gallons per seat-mile offered (1 U.S. gallon = 3.785 liters; 1 mile =.609 km),
the fuel consumption of Eastern's fleet is: A.300: 0.1447; L-1011: 0.1672; B.727-
200: 0.2386; DC9-50: 0.2045; DC9-30: 0.2155.
The company will put six more Airbuses into service in 1981 (plus f ive in 1982 and
four in 1983) to serve the same routes. It considers itself heavily penalized by
the maximum weight limitations imposed on it for New York's La Guardia Airport, due -
to the arrangement of the Airbus undercarriage. It criticizes the ~reight loading
system and use of teflon for the wing's leading edge. It has noted a certain amount -
of erosion on the leading edge from the stationary .?ertical standpoint. But the
company also considers the Airbus to be the most silent of all aircraft in its fleet
_ and in any case, the most economical: 3.24 cents per seat-mile offered. -
Increase in SAS Freight Traffic Thanks to Airbus
Scandinavian Airlines System received its first Airbus in January 1980 and put it
into service for the first time in February 1980 on its Copenhagen-London route.
Ir operat~d a total of three Airbuses in 1980 and received its fourth Airbus on 14
14 March 1981. The shortest route served by an Airbus last year was the Copenhagen- -
Goteborg run (220 km) and the longest was Copenhagen-Paris (1,020 km). SAS is the
first company using Airbuses to have chosen to equip them with Pratt and Whitney
JT9D-59A turbojets which develop 24,000 kp and are identical to those used to propel
SAS' 747 Combis. SAS' A.300 B2/300s have a takeoff weight of 142 tons, maximum land-
ing we~ght of 136 tons and an empty weight of 126 tons. They have the fuselage of _
the B2 version and the airfoil of the B4. Their cargo capacity is between 10 and
12 tons and SAS has requested a larger freight door than on the basic version. Thanks
to A~rbus, SAS increased its freight traffic last year by 34 percent on Scandinavia-
France routes (in both directions), by 33 percent on Scandinavia-Great Britain routes =
_ and by 16 percent on its domestic routes. SAS has 85 flight personnel wha are quali-
fie3 to fly Airbus aircraft. European passeng~r traffic is declining, according
to SAS, which is planning to lease two of its Airbuses for 1 or 2 years until growth
resumes. _
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' Shortest Run of Korean Airbus Network: 1,450 Km
With eight A.300 B4 Airbuses in service las~ year, Korean Air Line~ transported
931,590 passengers and 30,700 tons of freight over 9 diffe:2nt routes, 4 of which
- are international routes, the longest of which, 5eou1-Manila, represents only 2,625
km. The shortest roLte, howevery is 1,450 km. Korean Air Lines recorded the follow-
ing occupancy ratios for its Airbuses: 61.9 percent in 1978, 65.2 percent in 1979,
62. S percent in 1980,, with a mixed--cabin arrangement: 24 seats :.n first class and
= 215 in economy class. The maintenance rate ~er flight hour in 1980 was 15.25 men
per hour.
Luf. thansa: 1 Hour an.d 5 Minutes Average Duration of Airbus Flight ~
Luft~hansa acquired its first Airbuses in 1976. It operated 10 last year, for which _
_ it recorded the following results: 22.,300 flight hours; 13.7 million 1~ traveled; _
= maintenance r~.te per flight hour: 11.16 men per hour.
Luf thansa transported an average of 6 tons of freight on each Airbus f light over
its European network and 9 tons over routes serving the Middle East. In re�venue,
- 1 ton of freight corresponds to about 6 extra passengers per flight.
- Lufthansa's 10 Airbuses (5 B2 versions and S B4 versions) were put into service last
~rear on about 20 different routes, the shortest of which was Frankfort-Stuttgart _
_ (157 km) and the longest was Frankfort-Jeddah (4,160 km). The B4 version consumes
400 liters per hour more than the B2 version.
The company believes that the Airbus is one of the most reliable, economical and
comfortable planes in its f lee~; no delay for technical reasons has been recorded
in the case of the Airbus. The average duration of each flight is 1 hour and S minutes, -
which means a very high cyclical freq~ency.
- 920,000 Passengers and 8,000 Tons of Freight on Olympic Airbuses
Olympic Airways took delivery of itsfirst twa A.300 B4-100 Airbuses in February
1979. It was with these two planes that the company started its Airbus operation
~ in 1980; a third A.300 was later delivered to ~he airline in March and two other
A.300s in April of last year.
Using these five planes, Olympic Airways has served seven cities in its international
network ar,d three cities in its domestic network and has obtained the followin~
- traffic results:
International Routes: The Airbus was put into service on the lines connecting Athens
with London, Paris, Frankfort, Cairo, Tel Aviv, Rome and Zurich; on these routes,
the A.300s made 2,460 flights last year and transp~rted 417,800 passengers; 4,500
tons of freight and 375 tons of mail; the mean cabin occupancy ratio was 67 percent;
- 4.6 million km were traveled.
- Domestic Routes: Olympic put the A.300 into service on the routes connecting Athens
with Chania and Heraklion (two cities in Crete), Rhodes and Salunika; the traffic
results recorded were: 2,800 flights; 500,300 passengers; 3,600 tons of freight;
200 tons of mail; the mean cat?in occupancy ratio ~ 3s 70 percent. About 935,000 km
were traveled.
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The longest route in Olympic's network is Athens-London (2,415 lan); the shortest is
Atheris-Chania (270 km). Airbuses have xeplaced three types of aircraft iZ the Olymp:.c
system: the~Boeing 707, 720 and 727.
- Altogether, Olympic's five Airbuses--it has been operating this total number of planes _
- only since April--transported nearly 920,U00 passen~ers and 8,000 tons of freight
last year.
In 1980, all Olympic Airbuses were put into commercial service with the following
cabin arrangement: 14 seats in first class and 241 in economy class.
The Greek airline, which has firm orders for eight A.300 B4-100s, will Cake delivery -
of its sixth Airbus in July. In 1981 it hopes to surpass the figure of 1 million
- passengers transported on board its Airbuses. De]ivery of this aircraft will enable
it to serve the island of Cyprus and Jeddah next s~mrmar, which are respectively 1,130
- and 2,650 lan from Athens; Boeing 707s are now being operated on the respective routes,
This year and until the end of this month, th~ cabin arrangement of Olympic Airbuses -
will be the same as it was last s~mmuer; beginning 1 April, the arrangement will be:
- 40 seats in business class and 232 seats in economy c.lass. Olympic plans to equip
its Airbuses with 280 seats as of 1 August.
Olympic handles a good deal of its Airbus maintenance (airframe + engines + equipment) -
in its Athens facilities. Half of all its mechanical personnel hav~ been trained
for such operations. The company has announced a maintenance rate per flight hour
_ of 10 men per hour and has complained about the cost of spara parts. On the routes
w for which Airbuses are used, it believes that its fuel savings have been 15 to 35
percent in comparison to aircraft replaced by the Airbus. _
Of the 495 f light personnel employed by Olympic as of 31 December, 100 were qualified "
to fly Airbuses. The next flight personnel to be qualif ied for Airbuses will go -
~ through the training program at South African Airways; according to Olympic, the
training schedule for coming months will not permit acceptance of the company's pilots
as early as desired. -
Product Support, Maintenance _
Paris AIR & COSM05 in French 21 Mar 81 pp 29-30 =
- [Article by Gerard Collin]
[Text] After-sales support of Airbus aircraft has constituted a real challei~ge to
the European aerospace industry since the beginning of t~ie program. On one hand, -
- because the European aercnautics industry had hardly any experience witn after-sales
support for airlines when the aircraft was first put into service (May 1974). And
on the other hand, because it was a multinational program with different customs,
languages and technieal levels.
Ironically, and according to the admission of Mr Bernard Ziegler himself, vice presi-
denC in charge of Airbus Industrie operations, the Airbus program's slow start in
1974, 1975 and 1976 made it possible "to have the time to learn and to acquire ex- -
perience." And for Airbus Industrie leaders, the path being followed today is
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significant. We quote Bernard Ziegler: "We maintain that we have learned and today
have available after-salea service second only to Boeing's or on the same level,
and sometimes even better." In short, Airbus Industrie also claims to be Boeing's _
major. competitor, based on its results.
The first criterion is still Ghe aircraft's punctuality rate, determined on the bssis
- of delays of more than 15 minutes due to sircraft malfunctions. The graphs publi~hed _
by Airbus Industrie put the A.300 in f irst place among large transport aircraf t.
"The year 1980 was a test year at this level," Mr Ziegler said. "in 1 year, we actually
went frqm 14 to 22 operators and from 80 to 120 planes in service, or plus 50 percent, _
with customers as far away as TDA in Japan and Cruzeiro in Brazil. But our punctuality
rate rose from 98.2 to 98.4 percent."
260 Persons in Af ter-Sa1es Service
- To achieve this, Aix~bus Industrie established an after-sales support structure covering
- all aspects of service. Altogether, Airbus Industrie has 260 persons in "product
support," including 150 Frenchmen and 72 Germans (1 March 1981).
First, there is a"field service11 network of permanent Airbus Industrie representatives
to airline companies. At the present time, 76 persons are thus scattered over four
- continents (soon to be five) for 30 operators. During initial og~erations, Airbus
Industrie assigns 5 to 6 persons. ~
With regard to spare parts, Airbus Industrie has established a spare parts warehcuse
in Hamburg and branches in Hong Kong and the United States, worth more than $100
million at the present time. Of course, these centers are extensively computerized, -
~ since the purpose is to have overall management of spare parts between Airbus Industrie's
availability and that of airline companies. The maximimm time required to dispatch a
spare part in response to an AOG* request is 4 hours, to which transport time must
be added.
As with other aircraft manufacturers, the documentation pu'ulished by Airbus Induatrie
is impressive. To date, Airbus Industrie has actually published 100 million pages,
or 637 tons in paper and microfilm, at a cost of $21 million. '
This impressive output required a ma~or coordination effort among partners up the
line. "This is the area," B. Ziegler said, "in which we zre perhaps still most
open to criticism, but here again we may take the lead." This documentation is
pub lished initially in accordance with ATA [Air Transport Association] standards,
of cour.se, and in English:** (ATA 100, 101, 200). Non-ATA forms of documentation
are also published, in particular to satisfy operators' specific requests.
Production of this documentation is also extensively computerized. It has been
assigned to SNIAS [Natioual Industrial Aerospace Company].
*Aircraft on Ground: aircraft i~mobilized due to lack of spare parts.
**It should be noted that versions may he available in other languages, but in two
_ cases in which a translation was requested (France, Japan), the operators handled.the
translation themselves. It should also be noted th:~t the flight manual is first pro-
~ duced in French and then translated, since France is the country of the aircraft's
original certification.
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t10 ~oMNMo~ W 'A' el�ek Prpr~nelN
_ ' ~
_ 180 ~
O ~
t2 ~ y0'~
~o
to ~
,~40
~o
~
1 Z~ ~ tM f~
~ s,~ob
� -
18 ~~t~
r.... f?o~ �ary wro ..~t~.
- o ~ : ~ 4 s s ~ -
Comparative progressions of type-A visits for A.300 and Boeing aircraft -
Maintenance Program
Another basic feature of after-sales support is the maintenance pro~ram.
This program is specifically determined by the MRB or "Maintenance Review Board" -
document. In its principles and in its application to Airbus, it defines aircraft
maintenance for the airframe, engines and equipment. The periodic recurrence of -
jobs, their nature and their scepe are thus specified. This document was prepared
_ ~ointly by Airbus Industrie, the customer airlines who wanted it, General Electric
and Pratt and Whitney in the case of engines and Garrett (APU [expansion unknown]),
_ with the participation of observers from French (DGAC [expansion unknown]) and
German (LBA [expansion unknown]) Official Services. The MRB document is approved ~
by th~se Official Services and then submitted to foreign authorities: the FAA [Federal
Aviation Administration] thus accepted the document for Eastern Airlines' aircraft. -
- The MRB is itself based on concepts formulated in Europe by the "EMSG" or European
MSG [Maintenance Steering Guide], which revised the "MSG 2" document previously
adopted by airline companies, in the case of the DC-10 in parti~ular. In the opinion _
of Airbus Industrie, the EMSG is superior to the MSG 2 in two respects: --f irst,
because it is based on a mathematical, logical, more systematic and more precise
approach; --second, because it includes a new concept of inspection by area, making -
it possible to re~nforce, through visual detection, observation of inechanical failure
or gradual corrosion. -
The Airbus MRB was completely reorganized in April 1980 for various reasons. First,
the numiber of versions of the aircraft had growu considerably, reaching about 10. -
_ Second, it was advisable to compile the already recorded results of 6 years of opera-
tion, which made it possible to confirm that the aircraft aged "well."
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~o,ae -
CabIM
/ 1.9~ - 4~ ~
u.
8~37 ~M ~ 7.10 -
- 1 ~AO
i , /
CabIM , a,11
~2~ ~�6~ )1.6~ S~73
cNbw + /~l, ~ ~ r ~ iCabin~ % .l .
ayslert~es + ~ 2~ 6.3 5 79 ~ C~bine
mot~u? + cNlul� (2~ ,.i ; ;i � ~1/Bb /
~vionkaw ayatsmes ~1- cNlul~ ? 1 ~~4(2) 66
- moNur nralima+ cN1ul~ + (2~~
r,ion;p~ rtaleur -I- ayslinws ? cellul~ ?
avio~i4M motaK ? syslMnes ?
avlonlqw moleur +
wianique
Change recorded by Air France in cost of minor Airbus maintenance,
in hours of labor per flight hour
This work made it possible to redefine maintenance ~obs, to eliminate a certain
number of them, to introduce or to extend observation through selection of samples
and, in general, to defer maintenance operations. The periodic recurrence of opera-
tions was thus extended in the sircraft's early life, even though this might mean
shortening it beyond the "threshold" of 12,000 flight hours. The concept of special
observation of the oldest plane in the fleet, the so-called "fleet leader," was also
introduced.
Ov~;rall, the periodic recurrence of Airbus maintenance visits (A, B or C) thus
showed a clear and favorable trend toward extension and, moreover, put the Airbus _
in a favorable position in this regard in comparison to other ti�ansport aircraft
(see first graph) .
- For the time being, the Airbus is aging "well," but in Toulouse it has been recog-
~ nized that the fleet is still young: the plane that has flown the most number of
hours (Hapag Lloyd) has only 13,000 hours and the largest n~ber of cycles has been
recorded by Luf thansa (nearly 12,000). The 20,000-flight hours "rendezvous," at
which point a thorough inspection of the aia-~raft is prescribed by the MRB, will
be signif icant: the first is expected in 1983-84, 10 years after the first plane
was put into operation.
Overall, in Toulouse it is estimated that the Airbus' maintenance cost is already
equivalent (or better) to that of te?e B727's cost in relation to the number of seats,
despite the much greater experience acquired in the.latter case.
- The A.310: A.300 Experience and MSG 3 -
The maintenance program and after-sales support for the A.310 have already been ex-
tensively established. They will benefit directly from the experience acquired with
1Lt
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the A.300, from Airbus Industrie's world network and from the structures for Airbus
Industrie-operator relations: periodic conferences with operators, "customer desks"
in Toulouse (informally ca~.led "wailing offices"), the MRB, representatives, spare
parts inventoriesy emergency action, etc.
Wit1i regard to its maintenance program, the A.310 will be handled in accordance with
- version 3 of the MSG: this time there will not be any European-style EMSG (the MSG 3
also includes the concept of inspection by area, which is dear to Europeans). From
- the outset, the periodic recurrence of the A.310's maintenance visits will be much
longer than that of the A.300 in the beginning, and even longer than some of those
for the present Airbus: 250 flight hours or 1 month for visits in the case of visit
"A" (as opposed to 200), which is actually evidence of the progress made, the air-
craft manufacturer's confid~nce and the significance of the features which the A.300
and A.3i0 have in common. From the maintenance standpoint, Airbus Industrie also
- expects a great deal from the avionics (digital) and from the new generation of systems.
Soctiata Developing CF6 Maintenance Facilities
For more than 8 years, Sochata-Snecma's Billancourt center has been repairing major
parts of the General Electric CF6-50C engine on Airbus aircraft and which Snecma
assembles in its Corbeil plant.
- Sochata-Snecma's largest customer is Air France, the main agent for overhaul of
CF6-50 engines of the ATLAS group (with Lufthansa).
For several years, Sochata-Snecma has been trying to extend this clientele to include
facilities which, like those of Air France, overhaul all or part of CF6-50 engines,
in particular Caledonian Airmotive, Lufthansa, KLM, Pakistan International and
_ Finnair.
_ The principal parts involved are mainly located in the hot parts of the engine:
turbine blades, diffuser housing, combustion chambers. The low-pressure compressor's
paddles and blades and the housing of this compressor are also among the parts which
Sochata handles.
- Altogether, Sochata-Snecma has already repaired more than 175 types of various parts
of CF6-50 engines and has acquired experience in this area which it will apply to
General Electric's CF6-80 engine and to the new General Electric-Snecma CFM56 engine.
In addition to repairing engine parts, Sochata-Snecma is preparing operations for
complete overhaul of the CF6-50 engine, which will be possible by early 1982.
One Example of Endoscopic Facilities for CF6 Engines
Among other companies specializing in endoscopic methods, EFER 3B has proposed units
- for maintenance of turbo~ets such as the CF6-50 and its derivatives and JT9D engines.
These units are built in accordance with the specifications of engine mechanics and
can be mounted on all standard connections, thus enabling us~~s to stat~dardize their
~ equipment. Concerning the CF6-50 in particular, EFER 3B proposes:
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a) Three endoscopes with optical-�iber illumination, 10-mm outside diameter with
high-luminosity optics for inspection of stationary and movable blades and a side-
angle endoscope for inspection of the combustion chamber.
Optinnal: $-mm diameter with 1-mm reinforcement for inspection under difficult
co~ditions.
Optional: Special photography endoscoge permitting photograpk?s, motion gictures,
Polaroid or television shots.
b) A series of cold-light generators with iodine quartz lamp, ad~ustable or other~rise,
particularly a co~pact, suitcase-type multiple-current light generator able to accept
all types of power.
EFER 3B has developed an arc generator with a high-power lamp with an operating life
of 1,000 hours, in a compact case, for inspection of combustion chambers (very dark)
and permitting photographs or television shots.
c) Universal cold-light conductors with mechanically resistant sheathing.
d) Two photo systems with fully automatic exposure using ASA. 400 or Polaroid fiLn.
e) A compact videocassette recorder for ina~~ection of turbine blades, including a
light generator, televisiAn screen, incrustation system for detailing the video re-
~ corder's picture and a minicamera with remote-control operation of video recorder.
To make endoscopic inspection possible during stopovers, EFER 3B and UTA have
developed an on-board.kit with an endoscope and independent light generator.
EFER 3B is also developing a mobile endoscopic inspection unit that is f ully self-
contained, making possible on-the-spot visual inspection with a high-power indepen-
_ dent generator, compact video recorder, videocassette and remote-control image trans-
mission system.
COPYRIGIiT : A. & C . 1980
11~15
CSO: 3102
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TRANSPORTATION
A 310 PROGRESS REPORT, FIRST PUBLISHED PHOTOS
Paris AIR & COSMOS in French 7 Mar 81 pp 14-15
~Article by Jacques Morisset~
~Text~ The first major. subassemblies of the A 310 No 1 and of the planes that are
to follow it are now taking shape in the plants of the Airbus Industrie consor-
tium's partners. The photographs on these two pages, published for the first
time, give a good idea of the new European plane's advanced stage.
AE120SPATIALE ~National Industrial Aerospace Company~
F'uselage Section 11, which houses the cockpit ~Photo 1~, has just been completed
at Toulouse and has been transferred to the Toulouse Saint-Martin assembly plant.
This Sec tion 11 is to be inserted between the radome and Section 12, which con-
tains the two forwar.d passenger-access doors. The latter section, which is being
- built at Nantes, will be transferred to Toulouse at the end of April for comple-
- tion and assembly with Section 11.
Section 15-21 (the middle body), the upper shell of which ~Photo 2~ was
delivered in December by NIDB ~Messerschmitt-Baldow-Blohm~ of Hamburg to be joined
with the section's midstructure being fabricated in St-Nazaire, is on the verge of
complQtion. It will arrive in Toulouse in May.
- VFW [United Technical Flight Company - FRG]
The structure of Section 13-14 (the forebody) ~Photo 3~ was completed by the VFW
plant in Einswarden at the end of January and transferred on 8 February to its
_ Lemwerder plant 50 km away. This section, now being equipped (installation of
systems), will be campleted around mid-April and flown to Toulouse by "Super
Guppy" by the beginning of May. It will be joined to the 11-12 assembly in May.
MBB
MBB, ano ther Airbus Industrie partner through Deutsche Airbus GmbH, is assembling,
in its Hamburg plant, the structure of the first Section 16-19 (the afterbody)
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5
{ ~'~~a.~X'~� .'ii~ ~li~
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_ ~Photo 1~: First Section 11 (cockpit) of the A 310, photographed recently _
at Toulouse. It pertains, on the combined A300-A310 assembly
line, to plane no. 162, being built for Swissair (Pratt and
Whitney JT9D-7R4 engines).
18
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CPhoto 2~: This photo was taken at NIDB's HamL~urg plant in December, just
_ prior to delivery of the upper panels of middle body Section
15-21 to Saint-Nazaire.
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~Photo 3~: First fuselage Section 13-14 leaving VFW's Einswarden plant
(6 February).
= ~9.
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~Fhoto 4~. This assembly will be transferred to Toulouse, still by "Super Guppy,"
_ in July, after installation of its systems. Its rear cone will arrive in Toulouse
- in August.
British Aerospace ~
. Rssembly of the first wing spars is proceeding normally at the Chester plant
~Photo 5~, where the longerons, the ribs and the double-cambered main exterior
- panels are in place in their main assembly jigs ~Photo 5~. The first set of
structures is scheduled to be delivered to VFW in Bremen during the latter half
of May for the installation of systems. In this regard, VFW is now completing the
wing equipment mockup that is to be used to prepare many of the circuits of the
various systems: hydraulic, electric, air conditioning, flight controls, etc.
Between now and May, the elements of these circuits will therefore have been '
formed and cut to the required lengths, and their installation will be completed
rapidly. A mockup of the wing spar, fabricated at Hatfield, has also been used to
check the interfaces between the wing elements fabricated at Bremen and at Ches-
ter. Lastly, British Aerospace is now completing the second set (of six planned
sets) of assembly jigs for the wing of the A 310, while a third set is already in
the Lrocess of f~brication.
Belairbus
In Belgium. Belairbus is now machining the high--lift flap rails, which are now in
the course of being mounted in their jigs.
Fokker
In its shops specializing in the fabrication of composite-material components,
Fokker is currently fabricating the flap rail fairings (aramina-base fibers), the
"all speed" ai~erons, the wing tips, the landing strut fairing panels (of carbon
fibers).
CASA ~`Aeronauti�cal Construction - Spain]
CASA is actively working on the elements entrusted to it: horizontal empennage,
landing gear hatches, passenger access hatches.
Italy
We recall that Aeritalia, representing Italian industry, and Deutsche Airbus
, signed an agreement in Becember under which the German company subcontracts to
Italian industry the fabrication of the B2/B4-600 tail cone portion of the fuse-
lage (th,e A 300 tail cone, however, which is common to the A 310 and to the
future model of the present A 300, is fabricated by MBB).
~
20
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t ~
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r~' ~ - ....:.\d o-
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_ ~Photo 4~: Section 16-19 (afterbody) being assembled ar MBB's Hamburg
plant. Installation of systems will commence this month.
This section is to be delivered, cvmplete, to Toulouse in July.
. -
"
~ -
~
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~Photo 5~ First A 310 wing spar panels in place in assembly jig at British
Aeroslace's Chester plant. These also pertain to plane no. 162.
21
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Messier-Hispano-Bugatti
Messier-Hispano-Bugatti, the designer of the A 37.0 lanc3ing qear and prime con-
tractor for its fabrication, is proceeding on schedule togethe~ with its British
and German subcontractors: Dowty Rotol for the main gear, and Liebherr Aerotech-
nik for the forward gear.
Avionique
The suppliers of the plane's electronic systems are also on schedule. We cite in
alphabetical order: Liebherr-Marconi (control calculators for the slotted wing
tips and flaps), Litton (inertial system~, SFENA ~French Air Naviqation Equipment
- Company~ with Smi th Industries and Bodenseewerke (automatic pilot ass embly),
- Sperry (flight management calculators), Thomson-CSF (electronic data display
system, roll calculator).
Maiden Flight Within Year
Final assembly of A 320 No 1, as we have seen, will commence at Toulouse in May
wiich the juncture of Sections 11, 12, and 13-14. Shortly thereafter, middle body
Section 15-21 will arrive, followed (in July and August) by Section 16-19, the
horizontal empennate and the tail cone. The wing, completed and tested, will
arrive in Toulouse at the end of August. The first A 310 will therefore take its
final shape in September, while Boeing will be starting its flight testing of
Boeing 767 No 1(see AIR & COSMOS Nos 847 and 849).
The first flight of A 310 No 1 is scheduled for March 1981 ~as published~; the
next four developmental planes are to follow shortly after the first one. One
year later, the new Airbus should be cer~ified airworthy and enter into regular
~ service...
COPYRIGHT: A. & C. 1980
9399
CSO: 310 i
22
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TRANSPORTAi'ION
r
SPANISH COMPANY ACTIVE IN AIRCRAFT DEVELOPMENT PROJECTS ' -
Paris AIR & COSMOS in French 28 t4ar 81 pp 20-21
[Article by Regis Noye]
[Excerpt] Upon delivery of the first Airbus A.300 to Iberia, CASA (Construcciones
- Aeronauticas S.A.) opened its Getafe plant (a few k~lometers from Madrid) to the
European press. Naturally, this visit was organized together with Airbus Industrie
to mark Spain's participation in the European A.300 and A.310 programs, which
- currently amounts to 4.2 percent.
During a general presentation, the CASA sales group summarized the various
activities of the company, which is being rather aggressive while remaining clearly _
aware of its possibilities. Briefly, the Spanish firm CASA was a private company
until 1971, and now includes a 69.9 percent share he~.d by the national holding -
_ company INI (National Institute af Spanish Industries). ~he remaining shares are
distributed among Northrop Corp. (13.3 percent), MBB (11 percent), private companies
_ (1.1 percent, of which 0.6 percent belongs to Dassault), and two Spanish banks
- (S gercent). This capital amounts to 1,121.5 million pesetas (about 73 million
francs). The sales vclume, which has been steadily growing for about 10 years, -
- reached 210 million dollars in 1980, 50 percent of which came from the export
market. CASA currently has a personnel of 8200, distributed among five plants: two
in the vicinity of Madrid (including the Getafe facility with its 3400 employees,
which is the la.rgest), two in the Seville area, another in Cadiz, and the last one
in Ajalvir.
Varied Activities ~
Ninety-four percen� of CASA's activities are in aeronautics, and the remaining
6 percent devoted to the production of automobile industry parts (shock absorbers, _
hydraulic components, and so on). The fimn's activity is highly diversif ied and
falls into four major cat2gories: -
Mass production of two a ircraft: the C 212 Aviocar civil and military
transportation twin turbojet, and the C 101 Aviojet military training and light _
~ tactical support single jet;
~
~
23
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_
FOR OFFICIAL USE ONLY
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Above, overall view of fabrication shop for A.300 horizontal stabilizers. As in the R
case of the doors, the present rate is four per month, with a projected schedule of
eight in 1982. All these components are regularly shipped to Toulouse by
Super Guppy. Below, assembly f ixture for the Boeing 757 outboard trailing edge `
flaps, the first lot of which should be delivered on 20 May. _
Nn Furt+a y j ,
t
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ry:
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- Subcontracting for the largest wor?.d manufacturers: Airbus Industrie (horizontal
stabilizers, main and forward landing gear doors, and forward passenger doors for
the A.300); Boeing (midsection passenger-door stairs and directional tab for the
B 727, and carbun outboard trailing edge flaps for the B 757) ; McDonnell Douglas -
(DC-10); Dassault (Falcon 10 wings, 70 percent of the Mirage F1 fuselage, consisting
of the center portion and the nose); MBB (assembly of Bo105 helicopters for the
Spanish Army);
= Inspection and maintenance of all combat planes for the Spanish Air Force as wc-11 as
the United Statea Air Force Phantoms based in Europe;
Related activities in the space, solax, and electronics fields.
Two important elements should be added to these programs, however: first,
equal-part cooperation with the Indonesian firm N~.rtiano in developing the 35 to 50
seat CN-235 commuter plane; second, CASA's acquisition of man~efacturing technologies
as well as necessary tooling for composite-material structL~ral elements, which will
probably enable the firm to obtain a good number of subcontracts in this field in
the not-too-distant future.
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Fixture and tooling required for opening tests of the A.300 forward passenger doors.
The production rate is two times four per month (one door on each side).
t ,-a;~ ~ � ' ~ ~ `k`~7 i~~~~ti ~ ~ ~ ~ q~'~` ~'Z"`,,--; ,
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With a cabin volume of 22 cubic meters, the C.212 Aviocar can carry 26 passengers
- and their luggage, or 2.7 tons of freight.
For the CN-235, the Spanish firm expects to announce all the details of the new
program at a press conference to be held at the end of April in Madrid. All the
, specifications and performances which will be disclosed are derived from a study _
conducted with some 100 potential users. It is already known that the aircraft, -
- designed in keeping with CASA's objectives, will be equipped with two CT7-5
turboprops of 1700 horsepower at takeoff. Two prototypes will be built for
certification: one in Spain and the other in Indonesia. The first flights are
- planned for the end of 1983, and mass production for the end of 1984. _
25
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- ~ ~T Y~YIOM�IUNGE DIAGIUM
I MSSfMGfR Vf11510N
o,...y.~ MSANGE11700N1l01(ylucA
>e [OIq1110115 ISA
i GqMfEAITITU0f10000f1
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Payload-range curves for the C212 Aviocar.
254 Aviocars Sold
Let us remember that the C212 series 200 is the successor of the first model which
CASA had developed in the early 1970's for military use and at the request of the
Spanish Army. Thanks to an increased payload, it can carry 26 passengers and their
luggage (broken down to 9Q kg each, or in this case a payload of 2.35 t), or 2.77
tons of f reight in the cargo version, or any combination of the two. Simple in
design, the Aviocar is easy and inexpensive to maintain, and its purchase price
is not excessive (2 million dollars). Moreover, it is especially appreciated in the
less industrialized countri.es because of its good performance for a craft of such
. tonnage, and notably because of its short takeoff and landing requirements added to
its versatility. According to CASA, its ma~or coffipetitors are currently the Israeli
Arava and the Shorts Skyvan in the military domain, as well as the Swearingen Metro,
= the nain-Otter, and the Brazilian Bandeirante, in the civilian field. It was only
- in 1979 that the C212-200 truly penetrated the market for this type of plane;
- 254 Aviocars have now been sold throughout the world (70 of them in 1980), and
190 have already been delivered to some 20 countries, with 60 to 70 percent of these
sales originating in the civilian sector.
This plane's production rate is now exceeding three to four planes per month in
Spain and two additional planes per month in Indonesia, where they are assembled by
Nurtanio by agreement with CASA. In addition to Spain a nd Portugal, the major sales
of Aviocars are in the Far East and Latin America. However, the list should also
include the United States where the C212 is now being sold (24 units ordered and
11 delivered) since November 1979 by a representative (American Casa Distributor
- Inc), and French-speaking Africa where sales are handled by Dassault (one plane has
already been sold to Gabon). Because of the great demand, the Spanish manufacturer
is presently examining the possibilities of licensed production in India and a
d istribution system in non-French speaking Africa. The production of the C212 is
expected to remain censtant (4+2 planes/month) until the sales of the future CN-235
begin, at which time the demand for tha C212 should be significantly reduced.
26
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Brief Specifications of the C212 Series 200 -
Engines: Two TPE-331-10-501 C, 900 HP Garrett Air-Research turboprops, with
four-blade Hartzell propellers.
Span: 19 m; Length: 15.2 m
Cabin: 7.9 m long; 2.1 m wide; 1.8 m high; 22 cubic meters volume.
Weights: maximum takeoff 7450 kg; maximum without f uel 7050 kg; useful load 2770 kg
in cargo version; fuel 2000 1.
Cruising speed, 350 km/h; specific range, 1075 km/kg (see paylaad-range graph);
two-engine ceiling, 8534 m; one-engine ceiling, 3500 m; takeoff runway length,
610 m; landing runway length, 595 m.
COPYRIGHT: A. & C. 19$0
11,023
CSO: 3102/221
27 -
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TRANSPORTAT~ON
. NEW HYDROFOIL TO ENTER SERVICE IN SUIYII~R
Milan IL MONDO in Italian 27 Mar 81 pp 83, 85
[Article: "Rodriquez Shipyards--On the Attack with the Hydrofoil"]
[Text] The new hydrofoil is already almost ready; it is a Jumbo Hydrofoil. It
will go into service on 15 July and will be able to carry 250 passengers from Pa-
lermo to Naples in 5 hours. "It is a real jewel, born of the union between ad-
vanced technological research and some 20 yeara of experience in the sector," main-
tains Gaetano Mobilia, assistant manager of Rodriquez Shipyards of Messina. In the
international ranking of hydrofoil builders, the Rodriquez yards are in third
place, behind the powerful Boeing company in the United States and the Soviet
yards. "We have sold a good 25 of our hydrofoils as far away as Hong Kong and Ma-
cao, beating the competition from the Japanese. And also, quite a few of the craft
_ that run between France and Great Britain, in Ehe Channel, come from the Messina
yards," Mobilia tells.
This activity could now have further prospects of development: indeed. the Rodri-
~ quez manager declares, we are ready to produ~e a military hydrofoil, �or a11 war-
time and peacetime uses"of the Navy or af the Coas't Guard. But it would de neGes-
sary for the competent ministriea to finance their construction for us, as the U.S.
- Navy has done with Boeing. With the prototype made, all those most favorable for-
eign markets, in which Boeing rules the roost for now, would open up for the Ital-
- ian induatry."
The Rodriquez yards have an ancient history, and industrial experience built en-
- tirely on the sea. The first yard opened, in the port of Messina, dates back to
1860. Hydrofoil work began in the period just after the war. Many at the time
thought it was a chancy operation. Now, in fact, the Rodriquez yards can boast a
small empire founded not only on the shipyards but also on a shipping company
- SNAV, on a~ricultural enterprises and tourist activities. Tlze only blemish is
II+tSA, a railway equipment factory, closed on account of "excessive labor costs"
(22Q put out of work, months and months of tough trade-union pr~tests).
It is said of the Rodriquez yards in Messina that they are entrepreneurs who risk a
lot, who take the attack, capable but also protected by political favor, by big
contributions from the Region, especially to the shipping company. "That ~ not
true; political aid is unknown to us, Mobilia counters. And he tells this story:
"SNAV, which was in a very serious crisis, was saved 4 years ago thanks to a very
28
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risky operation. We sent our hydrofuils, with our crews, to Beirut, during the
Lebanon crisis, to evacuate the Maronite Christians beaieged by the Palestinians.
It was real madness, working under the mortar fire. But we pulled it off. We made
money from it. And we even found new customers in the Arab countries."
The international shipbuilding crisis now causes great concern to the Rodriquez
- yards also, though. "And we southern entrepreneurs," Mobilia declares, "are par-
ticularly exposed. Our Soviet and American competitors are well-protected by their
_ governments. But we, for our part, do not have a government policy for shipbuild-
ing (with subsidies granted per a precise plan, and not just in the form of aid).
And when we operate in foreign markets, we cannot count on adequate assiatance for
' the offshore purchases either. What is more, we labor under other handicaps in
Sicily: higher cost of money than elsewhere, a deficient transport system, a public
administr~ation that functions only for political in-groups, university research
that pays little attention to industry's requirement~. Not to mention the fact
- that the Sicilian and southern entrepreneurial fabric itself has big gaps and frays
- in it: for specialized fabrication work we are forced to turn to firms in the in-
dustrial triangle of the North. All these are added coats that increase the diffi-
culties of an undertaking. A good deal of courage is needed in order to go forward
' under these conditions."
~ COPYRIGHT: IL MONDO, 1980
11267
CSO: 3102
~
29
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TRANSPORTATION
BRIEFS
FIRST FLIGHTS OF DORNIER PROTOTYPES--According to Dornier, April should bring the
first flight tests of the two prototype light transport airplanes of the new Do-228
- family, which the German manufacturer has been developing for nearly 2 years and
which, it may be remembered, are equipped with wings made by a new technology,
known as TNT (see AIR ET COSMOS, Nos 811, 812, and 825). The Do-228-100 prototype
(15 seats) lef t the plant on 23 March,~ and after satisfactorily completing initial
_ ground testing, the craft could have its first flight on 1 April at the latest, at
the Oberpfaffenhofen airfield near Munich. As for the Do-228 prototype model 200
(19 seats), its equipment is now being installed, and its first flight is scheduled
for 30 April. The German manufacturer has confirmed that theae two aircraft will
be exhibited on the ground and in fligh t at the Bourget Fair. [Text] [Paris AIR
& COSMOS in French 28 Mar 81 p 16]
COPYRIGHT: AIR & COSMOS 1980
CSO: 3102/221 IND
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