JPRS ID: 10664 WEST EUROPE REPORT SCIENCE AND TECHNOLOGY

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• Collection: JPRS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00850R000500080038-7
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• Original Classification: U
• Document Page Count: 26
• Document Creation Date: November 1, 2016
• Sequence Number: 38
• Content Type: REPORTS

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JPRS L/ 10664
16 July 1982
Wes~ E u ro e R~ ort
p p
SCIENCE AND TECHNOIOGY
- (FOUO 15/82~
FBIS FOREIGN BROADCAST INFORMATION SERVICE
FOR OFFICIAL USE ONLY
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NOTE
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Unfamiliar names rendered phonetically or transliterated are
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JPRS L/10664
16 July 1982
WEST EUROPE REPORT
SCIENCE AND TECHNOLOGY
(FOUO 15/82)
CONTENTS
tsI OT~:CHNOLOGY
French Researchers Clone Interferon Gene
(SCIENCE ET VIE, 5 Jun 82) 1
ELECTRONICS ~
American Share of CII-Honeywell-Bul'1 Drops to 19.9 Percent
~ (I~ POINT, 17-23 May 82) 3
~ Comments on Actions, by Martine Leventer
; Intervie~r With CII-HB Head~ Martine Le~~enter Interview
~
I AEG-Tel.efunken Research, Development Activities
(MODERN ELEKTROIJIK, 7 May 82 ) . . . . . . . . 8
' TRANSPORTATION
I
j FRG Aerospace Industry Reuiewed as Hannover Show Opens ~
(AIR ET CO~IOS~ 15 May 82) 11
j Hannover Show Will Highlignt European Cooperation
(AIR ET COSMOS, 15'May 82) 11~
_i.
Many Major Commuter Projects To Be Fachibi'ted at Hannover
~ (Regis Noye; AIR ET COSMOS, 15 May 82) 16
; .
~ Orders for ATR ~2 Now Represent 6 Airlines
~ (A7R & COSMOS, 5 Jun $2) 1 0
Bri ef s
Airbus Sales, Tests 22
France, UK Di scuss Airbus, Concorde . 2 2
I
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_ a- [III - WE - 151 S&T FOUO]
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~ IlI0TCC1lNOLOGY
? .
~ I~RENCH RESEARCHERS CLONE INTERFERON GENE
, ~
~ 1'r~r t s SCIENCE ET VIE in French 5 Jun 82 p 16
~ ~'I'c~xt.] France is working hard to overcome its lag in genetic engineer-
' in~;~ : on the very day that ~ ~he Curie Tnstitute in Paris opened a
' ~;enc cloning laboratory, the Transgene Company and the Roussel-
- UCLAF Laboratories aruZOUnced their sL~cessful attempt to clone
i,hr. interferon gene. The cloning was accomplished with the now
~ titaiidard technique of grafting the interferon-producing gene in-
t;o an Escherischia Coli bacterium.
I 'I'he Transgene Company declined to reveal the amount of interferon made (measured
~ in molecules), which belongs to the gammna type, one of the three main types thus
' identified (alpha, beta and p,amma) . Gamma was chosen because
j of. its anti-cancer properties (it is produced only by the lympho-
' cyi;es, either after normal antigen-formation stimulus or after
~ stimulation with mutagenic agents (capable of causing mutations
, in t,he tissues). We could learn only that the California-based
' Genentech company had obtained between 8 and 80 molecules from
ii,s experiment with E. Coli generation.
' Thi~ operation is the third in the history of industrial produc-
' tion of interferon: the first to do it was Weissmann, of Swit-
zer7.and's Biogen company, in 1980; the second was Genentech~s
c~ocddel. It was done under contract involving Transgene, the
Roussel- UCLAF company, INSERM [National Instj.tute of Health and Medical
Research], the National Institute for Agronomic Research (INRA), and the Curie
institute. It will make it possible to dissipate once and for all the fairly
frivolous public statements made by certain celebrity-rated cancer gurus as to
the alle~ed iueffectiveness of interferon.
~ Wc may assume that such cloning will very shortly become part of
~ l,hc~ programs in the new gene-cloning laboratory at the Curxe In-
i
stiLute the gift, and a very rare event this is of a pri-
v~~tc donor, the Cino Del Duc a Foundation. This laboratory boa~t s
a hi'h-security P4-type sealed unit built to higher specifications
than those called for under French and international law in the
rcalm of genetic risks.
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One of the teants attached t~ the new facility, headed by Prof
Falcoff, took part in the cloning of gamma interferon. Another
team under Prof Fridman has begun cloning immune-system regula-
. toxs ia~ rats and rnen. A thi~d team, this one led by Prof. Tho-
ntas~ is starting to clqne enzymes found in lymphocytes.
COPYRIGHT: 1982 ~~SCIENCE & VIE" .
6182 ~
CsO: 3102/356
. 2 .
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' ELECTR4NICS FRANCE
s
;
j AMERICAN SHARE OF CII-HONEYWELL-BULL DROPS TO 19.9 PERCENT
~ . .
f~ Comments on Actions �
~ Paris LE POINT in French 17-23 May 82 pp 111-112
~ [Article by Martin~ Leventer] ~
' [Textj Now it is just a matter of days: Honeywell and CII-HB .
[International Information Company--:ioneywell-Bull], the pillar
of the French information industry, are preparing to�approve
' officially the new agree~ne~ts linking them for 10 years (see LE
POINT, no 501). These agreements have an even higher cost than
what has been reported. In order to reduce bu~ also maintain
the U.S. share in the company from 47 percent to 19.9 percent,
not only has the French government agreed to sign immediately a
~ check for $150 million, but the Fren~h com~sany has also pledged
; to pay under various forms (guaranteed dividends, use of trade-
! mark, licenses), $18~ million over a 5-year period.
d So this operation is going to cost in a11 over 2 billion francs.
Of course, no one will ever kn_~a ~ahat it would have cost if
Honeywell had pulled out completeiy and then reinvested its
money in a cominercial system competing on CII-HB's own hunting
grounds. What count~ now is the future.
; .
, While this solution does give back to CII-HB its freedom of
movement, while still givi!~g it a certain amount of continuity
in its dealings with Honeywell, it is going to demand of the
French firm more dj~namism than ever before. If the new agree-
' men ts are to be a success, CII-HB is going to need top-quality
, research projects, flawless strateyic decisions, improved in-
' dustrial productivity, and increased commercial dynamism.
I
~ Jacques Stern has a hard job facing him. He is the 50-year old
~ new PDG (president and chairman of the board] of CII-Ha, and
~ in all likelihood the future chairman of the Bull Machines
f
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Holding Company. It is true, of course, that this smiling man
with steel-gray hair, who is brimming over with energy and ex-
citement about his job, does bring a number of advantages to
his new position.
Jacques Stern does know the information industry: he worked on
the Fren~h air.defense system before successfully establishing
his own business, the SESA [expansion unknown], which special-
izes in data transmission networks. He also kno~vs the interna-
tional market, particularly the United States, where in 1980 he
set up a subsidiary--wi~n Honeywell; so he isn't a stranger
coming into the COIti~+aAy. It is said that the Americans respect
his competence and his business acumen. Since he has managsd
his own company, he has a feeling for money--certainly a neces-
sary attribute if he is to tighten up the ship at CII-HB, which
last year lost 430 million francs.
But all this is no absolute guarantee of success: heading a
medium-sized business such as the SESA and a large company
employing 20,000 people ,are not ~ne and the same thing. Also,
the information industry'haa now become, more than in the past,
a government matter. :~~11 Jacques Stern really be able to be
master of his ship? And will he be given the resources to do
the job properl~? There are at least two serious risks facing
him. ~First, that the government, in a~ort of delusion of
grandeur, may want to do everything itself. And secondly, that
it may not dare give CII-HB the financing it needs, since the
amount at stake is so large.
"We are not Don Quixotes," say the people who will have to make
the decisions. "We know that choices will have to be made, and
some options wil~ have to be dropped so we can concentrate on
more promising axes." The essential criterion: the portion of
the international market that might be won, based on both exis-
ting or future commercial networ-?cs.
So some fields such as office automation or seme peripherals
(equipment connected with computers), rather than personal
computers, might be favored. Or, for reasons of technology
mastery or str.ategic purposes, a decision might be made to
finance a scientific computer, but without getting involved in
international sales. There are a great many choices being dis-
cussed with the company, which Pierre Dreyfus should be pre-
senting to the council of ministers before July.
L~
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Financing? "It will be provided, since the president wants it.
We will be able to put the financial packaqe where it is need-
ed," claims a top official. Apparently they have managed to
; convince Jacques Delors and Lauren~ Fabius that the information
industry is an essential factor in France's economic indepen-
~ dence, and one which will largely determine whether the balance
; of payments will be restored to equilibrium. This argument also
holds true for all of the electronics industry, as Jean-Pierre
Chevenement said last week, while releasing to the press the
report of the Electronics Mission.
Let's see. Just for CII-HB alone, between now and summer 2
billion in capital will have to be invested. After that time,
the financing needed will start to add up: 200 million francs
a year due to Honeywell; capital increases of 200 to 300 mil-
' lion francs a year if they want to maintain the rate of growth;
and money for research contracts for products they would like
to add to the present line.
Even if this bill does seem high, we have to realize that,
until the present--contrary to what people tend to think--CII-
HB has never been given the money it needed to get established
~on a really solid footing--while at the same time over 2 bil-
lion f'rar~cs a year was quietly being spent on space. It is
~ actually a miracle if, under these conditions, France, which has
~ only 5 percent of the world market, is now in any condition to
have ambitions at all!
It still remains to be seen whether the government, while
properly playing its role as a stockholder, will not try to
interfere with the domain of industry. "Instead of wondering
what the government thinks, I would like the people in industry
to tell me what they want to do, and how they expect to make it
a viable operation in economic terms," says Loik Le Floch, the
staff director for Pierre L,:~yfus.
So does everything look rosy for CII-HB? Certainly ~ot. For
it is going to be tested in the international market. And that
is a tough league to play in!
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Interview with CII-HB Head
- Paris LE POINT in French 17-23 May 82 p 112 ~
[Interview with Jacques Stern by Martine Leventer]
[Text] Question: You are coming into a company which has had
some uncertainties hanqinq over its future. What are your pri-
orities going to be? ~
Answer: First of all, I want to say that this company is not
in the mess that some people claim. Of course, it does~need to
make some proqress; because of circumstances (the influence of
the stockholders, then the lenqth of the negotiations with Honey-
well), there have been some problems in malsinq important deci-
sions, and that happened on more than one level. Also, succes-
sive mergers have left the company with a certain amount of ad-
ministrative clumssiness. So I am goinq to try to simplify the
organization, to set up faster and more decentraltzed decision-
making pracedures. From thia l expect to get a greater degree
of dynamism and productivity,
We are also going to have to increase the quality of the service
we give our customers very quickly--I am going to pay very close
attention to that on a regular basis.
But my most urgent job, the one that will a~aorb most of my
attention, will be to prepare for the strategic decisions we
have to make in terms of products and markets. We can't make
a mistake there, becauae that could definitely c:ndanger our fu-
ture.
Question: Here you are at the helm of a ship 20 times larger
than the one you were handling. Doesn't that frighten you?
~ Answer: Well, I do know the job. My goal at CII-HB is the same
as my goal at the SESA: to develop our national competence, by
favoring a long-term strategy within an international market
context. And what matters is not the number of employees the
business has, but the quality of the staff with which I will be
workinq directly. Here I am convinced of the solidity of the
staff, of their desire to cooperate with me, and of their very
high quality. I may perhapa add to the staff, but I will be
making very few changes. Also, I do plan to augment the
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research staff, to bring in new blood, and also to develop to
the maximum cooperation with French research organizations. But
on the whole, I do feel that we have the hum~n resources to meet
. our qoals.
Question: But will you also have the financial resources, and
the autonomy to make your own decisions?
Answer: I do hope to have the financing we need. If I have that,
I am convinced that I will also have the autonomy, and that the
government will not interfere in my management and strategy, and
th3t I will be judged on the results I produce. That is a more
comfortable situation than the situation of this company in the
past: its industrial stockholders n~t only never gave it the
capital it needed to develop on a healthy basis (our rate of
indebtedness is 10 times higher than that of our U.S. competi- �
torsj, but they even intervened in strategic decisions, to
block them!
Question: Still, you are going to have to become part of a
national strategy, which could cause some problems of infrin-
ging on the territory of other nationalized companies.
Answer: I am sure that the government expects us to be able to
work together, to coordinate, and cooperate, and that it will
only intervene if we can't manage to get along. This is going
to be quite complicated, you are right there. But this sort of
dialogue between industrial leaders aeems a normal thing to me.
I have already b~egun talking with Alain Gomez, the PDG of
Thom~on.
COPYRIGHT: "Le Point" 1982
7679
CSO: 3102/290
7
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ELECTRONICS
AEG-TELEFUNKEN RESEARCA, DEVELOPMENT ACTIVITIES
Sundbyberg MODERN ELEKTRONIK in Swedish 7 May 82 pp 52-53 ~
[Article: "One Billion DM Annually for R&D"]
[Text] Resea~rch and DPVelopment at AEG-Telefunken will cost 3ust over a
T billion DM this year f or the development of alternative energy sources,
telecommunications, speech and text procesaing, and the development of com-
ponents in the f ields of industrial and telecommunications technology, among
other things. The dev elapment will be center ed at AEG Tele'~~nken in Ulm.
This was indicated at technicaZ information sessions held l~ce last year.
Af ter the war a small group of employeea remaining at a vacuum tub~ plant in
. Lodz founded the pres~ent factory in Ulm. Today this division of the company
is the second largest employer in Ulm. About 5,000 of the 10,000 e~mployees
at AEG-Telefunken are active in the production and development of components
and electronic equipment of various types in Ulm.
The vacuum tube division now has about 2,000 workers producing and developing
various types of special tubes for t~elecommunications, iiicluding TWT tubes for
satellite equipment.
To further concentrate research and development, se~niconductor research
previously conducted in Heilbronn ha.s been moved to the research center in
Ulm. For some time se~iconductor research has been on the back burner, but
now it has intensified again. Thus, in 1981 AEG-Telefunken spent 1 billion Dri
for all research and development.
Recently the qu estion has been asked: "Can we at AEG-Telefunken meet all the
demand for spec ial smiicox~ductors or circuits, even though we already produce
specialized types of semiconductors?" One solution to the problem was to
establish a center for CAD i~tegrated circuits.
The research institute at Ulm is not occupied solely with seniconductor
research and development, but, also is active in areas in which the semiconduc-
tors are used, for example telecommunications and computer technology.
Alternative energy technology and various methods of energy conservation also
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are studied.
Automotive Electronics and Energy Technology
In the f ield of automotive electronics, circuits are being developed for
. electronic ignition systems and idle stabilization, as well as various c ircuits
to indicate fuel consumption and start-stop systens.
In the field of energy, several solar energy pro~ects are at an advanced
stage and new solar cells are being developed for this purpose. Alternative
energy sources also are being examinad, for example the use of biomass and
wind energy. Research on these Q.ystems also includes the problem of storing
the energy produced and exa~ining and developing methods of c:ontrolling
storage and utilizing the stored energy.
Eommunications Technology
A relatively new system of speech identif ication and speech communication has
been designed pri.marily for controlling robots. A totally new system of
speech identification is being developed at the same time.
If the computer cannot identify the speech of a test individual, a"ghostly"
conversatior~ occurs in which the machine asks the human to repeat what he has
- said or say some additional words or sentences. If the speech is not identi-
fied properly the computer says, "Do not understand--continue or repeat,"
until full identification has occurred.
Semiconductor and CAD Development
Since projects such as those described above require semiconductors and special
circuits, in both cases there must be intimate cooperation for the development
of new semiconductors. For this reason, the development of all integrated
circuits has been moved to the research division in Ulm.
In addition to developing circuits for internal use, the aompany also plans to
cooperate closely with the West German electronics industry and produce
integrated circuits to meet the needs of that industry. West Germany imports
IC's for about 8.5 billion DM from the United States and about 4 billion from
Japan, while pr~ducing circuits worth only about 1.7 billion DM itself. In
other words, d-~�nestic production meets only a fraction of domestic needs. For
this reason, German suthorities would like to see an increase in the production
of integrated circuits.
The semiconductor division is organized in such a way that the development of
new circuits and CAD activity occur at the AEG-Telefunken Forschungszentrum in
L11m, while the production of standard circuits and further development are
carried out at the Heilbronn factory. A new seznicanductor plant also is being
planned in Heilbronn.
The semiconductor technologies most widely used at AEG-Telefunken are PMOS,
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IJ~IUS, CMOS, I2L, and CCD. In certain s~ecial circuits a combination of these
techniques is used. Thus, an entirely new series of circuits has been
c.eveloped for the e~ectronic equipment used by Telefonbau und Normalzeit
in its electronic telephone exchanges.
There are two main trends in the development of integrated circuits. The f irst
includes systems design and~is characterized by cooperation between those who
- develop circuits and various designers of electronic equipment. The other
_ extremely important aspect from mask production to completed circuit requires
several technological steps. A special developmental laboratory for test
production is available for this portion of ~ne manufacturing process.
Normally, various types of simulation ~,rograms are used for proving the
circuits that are developed. Tb~ ilnished layouts are sent to the semiconductor
plant in Heilbronn for the pro.iuction of masks and so-called reticles.
Masks are produced both photolithographically and, to a limited extent,
by electron-beam lithography. The latter method is limited, however, because
of the diff iculty itrvolved in producing suff iciently sensitive photoresistors.
In the so-called front-end process liquid-phase epitaxial pro3uction is used
in addition to a high-vacuum molecular beam process, depending on what
semiconductor type is being produced.
COPYRIGHT: Nordpress AB 1982
9336
CSO: 3102/337 '
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TRANSPORTATION
FRG AEROSPACE INDUSTRY REVIEWED AS HANNOVER SHOW OPENS
Paris AIR ET COSMOS in French 15 May 82 p 29
_Article: "The 1982 German Aerospace Industry~
rText~ The German aerospace industry, in terms of annual turnover and number
of employees, ranks third among European aerospace industries, after the French
and British ones.
Third-Ranking European Industry
The German aerospace industry's total annual turnover in 1981 has not yet been
made public. It is almost certain to be in the vicinity of 10 billion DM, or
over 25 billion francs. Systems (airframes and missiles) figure predominantly
in this total, accounting for more than two-thirds of it. Engines make up only
around one-tenth of the turnover and equipment around one-fifth.
The German industry's permanent employees totaled around 73,000 persons at the
end of 1980, more than 47,000 of whom were assigned to the design and fabrication
of airframes and missiles, almost 9,000 to the engines sector, and almost 14,000
to the equipment sector.
Predominance of MBB
The industry's structure is characterized today by the massive predominance of
MBI3 Messerschmitt Boelkow-Blohm7 whose payroll, following its absorption of VFW
'United Aeronautical CompanyJ totaled close to 40,000 persons, that is, d2fin-
itely more than half the total for the industry as a whole, and whose annual
- turnover is around 4.6 billion DM. MBB has extremely diveisified activities
covering civil and military aircraft, helicopters, tactical missiles, space and
other than aeronautics. This observation is true also of Dornier, which employs
around 5,000 persons and has an annual turnover of over 1 billion DM.
Dornier is seemingly determined to remain independent of MBB, which for its par~
has committed itself with equal determination to a policy of international coop-
eration on a non-exclusive basis; but for the two big German firms, cooperation
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with French industry covers a very broad spectrum: Airbus and Transall trans-
port planes, tactical missiles, satellites for I~B, and Alpha Jet and Atlantic
for pornier.
Both these firms specializing in systems devote very subst~ntial funds, of their
own to design and development.
~~he engine sector is dominated by MTU ~expansion unknown~, which works in close
all-round cooperation with seven foreigr~ engine builders; Pratt & Whitney (2037),
General Electric (CF 6), Rolls-Royce (RB 199 anc~ Tyne), SNECMA ~National Air-
craft Enqine Study and Manufacturing Company~-Turbomeca (Larzac/MTM 385), and
Allison (250 C 20 B). MTU's annual turnover exceeds 2 billion DM. This firm's
study and maintenance activities are also growing.
Germany's aerospace equipment industry is essentially distributed among the
specialized divisions of three large industrial groups: Siemens, AEG Telefunken,
SEL ^Standard Electrik Loren~~; Rohde and Schwarz is a special case. This sec-
tor has suffered from the fact that the prime contractors, with which the gov-
ernment deals, are tending to keep some of the work of studies, development and
integration of equipment within their own establishments.
Exports represent considerably less than half the annual turnover of the German
aerospace industry versus foreign sales of weapon systems hardware. This policy,
which has hampered cooperation, is naw being modified.
Two Major Programs: Tornado and Airbus
Two major programs currently dominate German industrial activity. In the mili-
tary domain, there is the tripartite Tornado program, under the.aegis of PANAVIA
expansion unknown~, which is a manna for German industry (MBB) because of the
immediate workload it brings to it, but which is at the same tim.;; ~ burden to
the extent to which this program punches a massive hole into military credits--
thus retarding the launching o~ new developments--and because the reduction in
manufacturing output rates imposed by the cost of the program (German production
has been reduced from 60 to 4Z planes per year to cut expenses) poses an undeni-
able industrial problem. In the civil domain, German industry participates,
under the aegis of Airbus Industrie and through the Deutsche Airbus group (MBB),
in the Airbus program, under which it shares to the extent of around 38 percent
in the A 300 and A 310 programs. The reticent attitude of German authorities
toward the A 320 program, however, will probably result in a reduction of the
German participation in the latter program to 20 percent.
German industry also occupies a position in the domains of military trainer
aircraft (Alpha Jet, linking Dornier and Dassault-Breguet), tactical missiles
(coogeration between MBS and AEROSPATIALE ~National Industrial Aerospace Company
(Fr)J under Euromissile), satellites (cooperation between MBB and AEROSPATIALE),
and space (Spacelab).
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Noteworthy are MBB's innovative developments in the field of helicopters and
those of Dornier in that of supply planes. These activities illustrate the
creativity of the German aerospace industry.
A Survival Problem
For the German aerospace industry, the fundamental problem is that of its sur-
vival beyond the major programs now in progress: Tornado, Airbus A 300, Airbus
A 310, Alpha Jet, Spacelab, etc. This problem is a present one for the design
study departments, the remarkable capabilities of which are already being ui~der-
utilized and are on the verge of being dismantled if they do not very soon
receive sustenance in the form of new work to be done toward the launching of
additional major programs. But as more and more orders are filled for Alpha
Jets, Tornadoes and Airbuses, the manufacturing sector will inevitably be
affected. MBB is already planning a staff reduction of 4,000-4,500 persons
among its permanent employees over the next 4 years.
The German authorities, invoking their budgetary difficulties, are meting out
more and more tightfistedly their support of ~tudies and developments, and are
pressuring industry to provide more and more of its own financing. German
industry today, however, absolutely needs to go beyond its current undertaking
under the Airbus A 300 and A 310 programs into launching a new airliner program,
actualizing the PAH-2 combat helicopter program, and preparing a new fighter
plane successor to the Phantom.
~ These new programs, on which the future of the German aerospace industry depends,
are certain to be very much in the spotlight next week when the Hannov~r Show
opens.
COPYKIGHT: A. & C. 1982
9399
CSO: 3102/299
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TAANSPORTATION
HANNOVER SHOW WILL HIGHLIGBT E[JROPEAN COOPERATION
Paris AIR ET COSMOS in French 15 May 82 pp 43-45
Excerpt~ Although those not exhibiting are numerous--some of them top-rankinq
builders, like Fokker--the 14th Hannceer Aeronautics Show nonetheless provides
visitors with an impressive view of the power of European industry, which is
self sustaining in the domains of tran~port planes, combat planes, helicopters,
small gas turbines, and missiles. Its real weak point,:.at least in the civil ~
aviation sector, is turbojefis: Rolls-Royce undeniably still holds a strong posi-
tion in this domain with its RB-211 family, but cooperation with the engine
builders (American) remains essential for th~ others= it at the very le~st en-
sures dependability of supplies and even places Europe in a good position in
the case of the CFM 56's as well as fn that of the R7-500's if the latter goes
beyond the exploratory stage in which it now finds itself.
The standard European combat plane is of course still the Tornado of~the PANAVIA
expansion unknown~ consortium.. The 100th of these planes was deli.vered on
31 March, they are in service in the three countries that build them, and the
only shadow darkening the picture is that of the cost overruns and stretching
out of the program, both these factors being interlxking. The production rate
is.now stabilized at 110 planes a year, which is very close to the originally
planned one. But the Tornado, in view of the fact that its export prospects are
extremely poor, will come to an end in 1989.
Will European industry have found an ongoing program to take its place by then?
Perhaps an effort could be made at w~rking out something between Dassault and MBB
_Messerschmitt-Baldow-Blahm~--the ~reativeness of the one and the industrial
capacity of the other (underutilized) could not but gain from each other--for
example, around an experimental twin-jet prototype that could prefigure the
combat plane of the 1990's. But the governments--and the general staffs--will
have to commit themselves... ,
Cooperation in the aviation domain is not limited, however, to the military
domain alone. On the contrary, it has found a fertile terrain for remarkable
yields in Airbus Industrie. The presence at Hannover, on 17 and 18 May, o� the
all-new Airbus A-310 prototype attests to the vitality of the German, Belgian,
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British, Spanish, French and Dutch builders associated in the operation. With
507 planes placed among 44 airline companies (327 A-300's and 180 A-310's),
175 A-300's delivered, a production rate exceeding five planes a month this
year, an A-310 testing program that has gotten off to a remarkable start, and
a numher of projects in progress (A-320, TA9, TAll, etc), all designed to ex-
pand its product l.'ne and hence its market positions, Airbus Industrie finds
itself virtually alone confronting gigantic Boeing--a situation that might have
been deemed totally improbable only 2 years ago... And with the help of its
governmental backings, the European cons~rtium is certain to be able to with-
stand more easily than Boeing the impact of the current slump in air transport,
which is producing nothing other than cancellations of orders and postponements
of deliveries. A sole regret: That Fokker, not exhibiting at thE Show, continues
trying to be the lone horseman in the domain of 150-seaters--wherein the bringing
together in full of all the European capaci~ties would not be overly adequate to
overcome the hegemony of the B-727 and the B-737--and that it has not yet been
possible to come up with any solution that would ensure the European engine-
building industry a position as major participant in the launchinq of the engine
that is to equip this same plane...
In the domain of regional transport planes, AEROSPATIALE ~National Industrial
Aerospace Industry(Fr)~ and AERITALIA ~expansion unknown~ will of course exhibit
the very attractive accommodations model of the ATR 42, a program the launching
of which has now been decided. The CN-235 (CASA ~expansion unknown~-Nurtanio)
is not being exhibited, but is certain to be at the next show. SAAB ~Swedish Aviatim
Compan~r7 in association with Fairchild (Commuter 340) represents the third
European entity to have decided to compete in the regional transport market. And
not to be forgotten are Fokker's plans with regard to the modernizing of the
F-27. In this domain as well, Europe is a match, and even more, for the United
States.
COPYRIGHT: A. & C. 1982
9399
CSO : 310 2~/301
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TRANSPORTATION
MANY MAJOR COMMUTER PROJECTS TO BE EXHIBITED AT HANNOVER
Paris AIR ET COSMOS in French 15 May 82 pp 33, 35, 37
Article by Regis Noye: "Extensive Snace Reserved for 'Commuters'"~
`Text] This is with~ut question the first time regional transport planes, so-
called "commuters," will xcupy so much space at Hannover: Some 12 of these
planes have been entered into the static exhibit, and several standa will feature
presentations on the advanced state of major programa nnder develcpment. This
is in no way surprising if one considers the growth that has taken place in this .
sector of the aeronautical industry over the pas t 2 years. It was in 1979 that
a substantial world maxket (estimated by some at 5,000 units between now and the
year 2000) for planes with seating capacities gpnerally within the range of 15
to 50 seats firet made its appearance. This demand, half of which was based in
the United States, undoubtedYy developed after several years of an American de-
regulation policy, coupled with a constantly rising cost of fuel. The tesult was
an immediate rush on the part of builders to capture a share of the market on an
individual or cooperative basis, and there are n?ore than some 15 of them today
heavily committed to it.
Based on the requirements of the market, the specialists have drawn a sharp dis-
tinction between planes with a seating capacity of more than 30 and thoae with a
lesser capacity. Many existing planes were already of the latter category,
requiring only modifications or modernised versions. The so-calLed "new'genera-
ion" ones, on the other hand, could benefit from the recent advances made in the
domains of engines, materials, aerodynamics, equipment and avionics, and it is
in this category that five programs, already launched and some now at a very
advanced stage, stand out either because of the siae of the investments involved
or because of the capacity of the planes involved. These are: the ATR 42, devel-
oped jointly by AEROSPATIALE ~National Industrial Aerospace Company~ and AER-
_ ITALIA ~expansion unknown~; the Saab F'airchild 340; the Embraer-120 "Brasilia"=
the Dash S by Havilland Canada; and the CASA ~eronautical Manufacturing Co7Nurtanio-235.
Of these, only the first three are being represented at Hannover (most of the
bui,lders, moreover, not exhibiting at the Show--among them, some of the "big'
anes such as Havilland, Fokker, Shorts and CASA--are to be found in the "com-.
muters" domain).
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'Phe ATR 42
~ The ATR 42 passed a significant milestone with firm orders from two American
airlines: Ransome Airlines (six planes configured for 46 passengers) and Com-
mand Airways (three planes), announced on 8 and 12 April. Finnair, for its
part, has decided ta buy at least five ATR 42's, and this decision, after
approval by the Finr~ish company's board of directors, will be announced very
shortly. AEROSPATIAI~E and AERITALIA have formed the "ATR" GIE tEconomic Inter-
est Group~ to steer the program and handle its marketing. The intergovernmental
agreement, signed recently, gives this program an official character. Marked
interest has also been shown in a future "stretched" version, the ATR XX, capa-
, ble of transporting 54 to 58 passengers. The two versions currently being
offered are the ATR 42-100, with a takeoff weight of 14.7 tons and capable of
carrying 42 passengers a distance of 1,300 km, and the ATR 42-200, 15.5 tons at
takeoff and a carrying capacity oP 49 passengera over a distance of 1,450 km.
The two prototypes will fly in August and October 1984= in-service dates are
_ scheduled for the fourth quarter of 1985. The principal equipment choices have
been: PW 100/2 engines, Hamilton Standard propellers a.nd Messier-Hispano-Bugatti
landing gear; these are fina!.. Lastly, the atudy of the cargo, civil and mili-
tary versions is under way; it will broaden even more the market for this plane.
The Saab-Fairchild 340
- The SF 340, having been the object of a cooperative program between Saab-Scania
and Fairchild Industries that was announced officially at the end of 1980, is
currently the rr?ost advanced toward completion among the five competitors: Its
roll-out has been very precisely scheduled for 27 October this year, and is to
be followed by the first deliveries at the start of 1984. All the plane's char-
acteristics and performance ratings have thus been frozen since November, when
the construction as such actually started. The SF 340 is characterized by the
importance that has been given to the economic factor, by way of application of
state-of-the-art techniques: Modern General Electric CT7-5 (1,675 hp) engines;
Dowty Rotol 3-bladed, composite propellers; use of cements in the assembly of
components; use of sandwich composites; digital avionics; fuel management sys-
tem. Two versions are planned: The 34-seat "Airliner" (11 rows af 3 seats each
plus 1 row of 4 seats aft, at 30-inch spacings) and the 12- to 16-seat "Execu-
tive." For the first of these versions, maximum rated cruising speed is 507
km/hr and cruising distance (with 34 passengers and IFR ~Instrument Flight
Rules~ reserves) is 1,670 km. Orders for the SF 340 now total 111 units (firm
orders and options), 15 of which are for the "Executive" version. '
The EMa-120 "Brasilia"
The EMB-120 "Brasilia" appears clearly to be the SF 340's direct competitor,
these two planes being the only two in the ~-seat-abreast category,Embraer h~s
scheduled the prototype roll-out for 10 July 1983 and the first deliveries for
1985. Accordinq to the most recent information released by the builder, the
characterization of the plane is now complete and wind tunnel testing more than
80 percent complete. The latest "engineering" model, a so-called "Class 3"
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model built of wood and metal, is currently in the finishing stage, but the
first componenta of the prototype are already in the machining stage. The Bra-
silia, it will be recalled, is to be equipped wfth two PW 115 turboprop engines,
each rated at 1,500 hp mt take-off, and has a capacity of 30 seats (at 31-inch
spacings). Firm orders now total 70, to which must be added many intentions to '
buy.
The Less-Than-30-Seaters
Tfie less-than-30-seater category of commuters being exhibited at Hannover, and
for the first time in Europe, features the greatest number of new planes. On the
parking apron, one can see the Beechcraft C99, the Piper T-1040 and the Metro
IiI, which have already made their initial appearances at the fall "convention"
of the RAA `Regional Airiines Assxiation~ held in New Orleans in November.
Flanking them are representatives of eachrof the Dornier po228's (the -100 and
-200 versions), the Bandeirante EMB 110 Pl/41 recently sent to Paris for the
exhibition there, as well as a acale model of the cabin (and cxkpit) of the Jet-
stream 31 by British Aerospace. The Beechcraft Commuter C:.a9 is a modernized ver-
sion of the former Model 99 "Airliner" built by the company between 1968 and
1975. It is equipped with two Pratt and Whitney of Canada Limited PT6A-36
turboprops derated to 715 hp and can transport 15 passengers at a maximum speed
of 480 km/hr over a distance of 1,700 km with IFR reserves. The plane received
its certification in July and is now being mass produced at an average rate of
two units per month, which is to be increased to five units per month by the end
of this year. Accordiny to the builder, the number of orders on the books will
absorb production until the end of 1983. Beechcraft is expected also to an-
nounce shortly the start of tests on its Commuter 1900, equipped with two 1,000-
hp PT6A-65B engines and having a capacity of 19 seats, whose characteriatics and
performance ratings were published in November (see AIR ET COSMOS, No 882, p 35).
Already ordered by several European companies, the Piper T-1040 will start a
wide-ranging exhibition tour at Hannover that will take it throughout Western
Europe and into Africa. Tagether with the ~-1020, these two programs were an-
nounced at the last Bourget Show and translate Piper's intent to enter the world
commuter market. While the first of these is but a derived version of the Chief-
tain, adapted to the transport of 9 perso~s, the second, with the same capacity,
makes use only of the fuselage and takes over many components of the Cheyenne 1,
including its airfoil, engines (2 PT6A-11's derated to 500 hp), nose cone and
empennages. Its cruising speed is 440 km/hr and its cruising distance is 1,240
km (under full load) at 3,000 meters. The T-1040 received its American certifi-
cation on 5 March, and its first deliveries are scheduled for April.
The Metro III, for its part, built by Fairchild Swearingen at a current rate of
around three unics per month, represents the most recent commuter (19-passenger)
version of the Merlin IVC twin-turboprop business plane. For a lonq time now, it
has been the only American plane of this capacity on the market (and will remain
so until the Beech C99 makes its debut). The Metro III is equipped with two
Garrett AiResearch 1,000-hp TPE 33i-11U-601 G turboprop engines. Its maximum
cruising speed is 510 km/hr and its cruising distance (fully loaded) is
1,150 km.
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Dornier comes off well with its two new twin-turboprop small transports, the
Do 228-100 (15 passengers) and the Do 228-200 (19 passengers). We briefly re-
call that these two planes are derived from the former twin-enqined Do 28 and are
characterized by their so-called TNT (new-technology) airfoil, which was con-
ceived initially for a higher-category commuter project baptised the LTA. (With
a 30-seat capacity, this project is still undar study at Dornier.) Developed
rapidly by the German builder since the spring of 198C, the Do 228-100 received
its German certification on 18 December, while that of the Do 228-200 appears
imminent now. Both planes are equipped with Garrett 715-hp TPE 311-5 engines.
'Pheir maximum cruising speed is 432 km/hr and their cruising distances are res-
pectively 1,970 km (-100 version) and 1,150 km (-200 version).
For the first time, at Hannover, Embraer is exhibitinq jointly with Aero-Dienst,
its German distributor, a Bandeirante EMB 110P1/41. This small Brazilian com-
muter (18 seats), whose reputation needs no introduction here, is continuing its
brilliant career: Its builder has announced its having broken through the 400-
planes-delivered mark (65 in 1981 and a total of 75 in the United States), and
states he is sure now of reaching the 500 mark. The EMB, it is recalled, is
equipped with two 750-hp PT6A-34 engines, and in its Pl/41 version (take-off
weight 5,900 kg, of which 1,633 kg is payload) its cruising speed is 410 km/hr
and its cruising distance 1,852 km.
Also for the first time, at Hannover, British Aerospace is exhibiting a very
beautiful scale model of the cabin of the Jetstream 31, a modernized version of
the former Jetstream TK1 and configured to carry 18 passengers. The first pro-
duction-line unit, which was rolled out on 25 January, commenced its flight
tests on 18 March, thus joining the prototype (whose first flight goes back to
February 1980) in the test program that is to be completed in May with simulta-
neous British and American certifications. First deliveries are scheduled to
take place in July. The Jetstream 31 is equipped with two Garrett 900-hp
TPE 331-10 turboprops. Its cruising speed is 480 km/hr and its cruising dis-
tance is 1,200 km.
COPYRIGHT: A. & C. 1982
9238
CSO: 3102/300
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TRANSPORTATION -
ORDERS FOR ATR 42 NOW REPRESENT 6 AIRLINES
Paris AIR & COSMOS in French $ Jun 82 p 16
[Article by J.M. : Colombia~s Aerocesar Picka ATR 42. Six
carriers committed to buy 28 of the sircraft]
[Text] Everybody expected that the sixth customer for the ATR 42
twin-turbine aircraft would be either Air Caledonia or Scheduled
Skyways (cf. AIR & COSMOS no 908, p16): as things have turned out,
it was the Bogota-based Aerocesar company that followed Ransome,
Command Airways, Wright Airlines, Air Littoral, and Finnair in
placi :g its order actually the fifth if you count from the date
of signature: 12 May (Air Littoral signed ita firm order on 14
May).
Aerocesar, which serves a number of domestic routea in Colombia, `
mainly operating out of Bogota, Medellin, Baranquilla, Cartagena,
and valledupar, signed a firm order for two sircraft, with deli-
very promised for Auguat 1986 and May 1987. The configuration se-
lected calls for� 42 seats, with the 2-seat rowa separated by a
32-inch aisle.
The GEI Regional Transport Aircraft Company (Aeritalia and Aerospa-
tiale), which released the information on 28 May, had also confirmed
a day earlier that the contract with Finnair si.gned in Paris on,21
May (calling for five ATR-42s equipped to carry 46 passengers and
slated for delivery beginning early in 1986) had been approved by
that company~s board of directors on 20 May. Finnair, which was
the third export client for the Carr~velle, thus became the third
buycr of the Franco-Italian turbojet. Finnair~s ATR-42s will re- .
place its Fokker F-27 Fri.~ndsl~ips.
Aeritalia and Aerospatiale have thus sold 28 ATR-42s to six car-
riers. That nwntsar will probably be rising very shortly to 38 air-
craft a.nd 8 carriers when the builders are in a position to an-
nounce firm arrangements for talks with Air Caledonia and Scheduled
Airways.
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We can also report that the Aerocesar order is interesting for a
number of reasons: first, because this company is the first buyer
based in Latin America. Second, because this client and the geo-
~raphical location of the country involve some very demandi.ng
opcrating conditions. Their choice of the ATR-42 is thus one
more bit of proof of the aircraft's performance and ruggedness.
It is interesting to note, on this co~.;r?t, that the ART-42 is not
underpowered (as the head of one airline company recently asserted),
but is actually higher-powered than its leading competitor, the
F-2~. A quick comparison of the specifications (surface, mass,
power) of these two aircraft yields the following answers:
- F-27 2J0 and $00: ~0 square meters; 20,�12 kilos at takeoff;
maximum P/S 291.6 kg/m2; mass/power at ta&eoff: 4.~~ kg/SHP;
ART-42: 54�5 mZ; 14,715 kg (ATR-42-200); max P/S: 2~0 and
285 kg/m2; mass/power: 4..08 and 4.32 kg/SHP.
Nominal performance specifications are heavily weighted in favor
of the ATR-42, thanks to the light weight of its airframe (opera-
tional empty weight 9,295 and 9,335 kg as against 11,578 and
z2,z43), and t o its margin of power: takeoff and landing dis-
tances slightly shorter, ceiling on one engine higher by 1,700
feet (13,400 as against 11,~00), cruising speed higher by around
30 km/hr. As for fuel consumption, it will be far more profitable,
since it is less by around 35 percent over a typical 385-~ leg.
This dif�erence is of course the result of the gain in its empty and
~ aden weights, of aerodynamic ~_mprovements, and of the high per-
formance of its PW/100-2 turbo engi.ne.
Orders for the ATR-42
8 April Ransome Airlines; 6 firra orders; first delivery
-November 1985 (.S.)
14 April Command Airways; 3 firm orders + 2 options; first
delivery in 1986 (U.S.)
21 April Finnair: 5 firm orders; first de].ivery, early 1986
(Finland)
12 May Wright Airlines: 8 firm orders; first delivery
early 1986 (U.S.)
1`L May Aerocesar: 2 firm orders; first delivery in August
1986 (Colombia)
14 May Air Littoral: 2 firm orders; first delivery in
October 1985 (France).
COPYRIGHT: A & C 1982
618L �
CSO: 3102/356
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TRANSPORTATION
BRIEFS
AIRBUS SALES, TESTS-- Even as tests of the A-310 go forward, deliveries of the
A-300 are also continuing at a rapid rate. Thus, at the beginning of this month,
Airbus industrie had placed 172 planes in service, the latest being an A-300 B2-
200 with General Electric engines delivered to Iran Air (Which has firm-ordered
six A-300 B2's and holds options on three additional planes). Iran Air, as of
the end of 1981, was already using two A-300 B2's. As of 31 December T981, Air-
bus Industrie had delivered 158 planes (48 A-300 B2's, 110 A-300 B4's), in ser-
vice now in 27 airline companies. Deliveries during these first four months have
totaled 17 planes (2 in January, 9 in February, 2 in March, 4 in April). The
total number of planes now in service should therefore be 175; this total, how-
ever, should be reduced--temporar.ily--by three, the first three A-300 B4's
delivered to Laker, a company that recently disappeared, as we know. The first
A-300 B4-200 equipped with Pratt and Whitney JT9D-59A engines, built for China
Airlines (see AIR ET COSMOS, No~ 902 and 904), completed its first fliqht on
28 April. It wi11 be delivered~in June. And, at Toulouse, the 200th Airbus is
now on the final assembly. line, an A-300 B4 to be delivered in September to
Egyptair. This airline had firm-ordered eight A-300 B4-200's with General Elec-
tric engines; it is already usinq five, two of which are being leased from Hapag
Lloyd Flug. A complete A-310 airfoil, including the central s~ar, has been installed
IABG ~ndustrial Plant Enterprise Inc7 test center at Ottobrunn, near Munich, to
undergo fatique tests there which are to start in July. These tests will con-
tinue over a period of approximately 3 years and will simuZate more than
90,000 flights... .`Text~ `Paris AIR ET COSMOS in French 15 May 82 p 20~
!COPYRIGHT: A. & C.~1982~ 9399
FRANCE, UK DISCUSS AIRBUS, CONCORDE-- Transportation Minister Charles Fiterman
met in Paris on 6 May with his British colleague Norman Lamont, secretary of
statefor industry, to discuss in particular the Airbus and Concorde dossiers.
With regard to the Airbus program, after noting that the A-300 and A-310 cap-
tured 53 percent of the market for large airliners last year, the two miniaters
reviewed the progress being made in preparations for the launching of the A-320
project, "which appears to be" well suited to the future needs of the air trans-
port industry in the medium-capacity category. This being the case, they
decided to discuss in more detail with their partners the launching of the
program. It is noted that the tetm "launching" appears twice in the official
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- communique, and observers think this terminology translates the positive spirit
that dominated the discussions. As regards the Cancorde, the ministers took
cognizance of the reduction in expenses, requested continuation of this effort,
examined the reports prepared by the officials of the two countries, and decided
to submit the dossier to their respective governments. They will meet again in
July to discuss these subjects further. Text~ ~Paris AIR ET COSMOS in French
15 May 82 p 15~ ~COPYRIGHT: A. & C. 1982 9399
CSO: 3102/299 ;~dD
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