CBA-123 THREE-VIEW

Subtle changes have been incorporated into the CBA-123 design, which is now frozen

CBA-123 design frozen Design of the Embraer/Fama CBA-123 19-seat pressurised regional airliner has now been frozen, and metal cutting has started. Certification and entry into service are scheduled for 1991. No firm orders have yet been received for the $4 • 5 million aircraft.

The first flights are planned in Brazil in January 1990, and in Argentina the following July. Its first public appearance is planned for the next Farn-borough Air Show in 1990. Two prototypes of the pusher turboprop aircraft are being built, one at Fama and one at Embraer.

Changes to the original design include modification of the rear fuselage, with area-ruling to improve airflow around the powerplants. Overall fuse­lage length has increased from 17-18m to 17 -77m, giving additional space aft of the cockpit and a more pronounced tailcone.

The wing-to-fuselage fairing has been redesigned, and now extends much further both ahead and behind the wing, to enable the installation of two central fuel tanks with a total fuel capacity of 57Hit, as well as improving aerodynamics. Spoil-erons have been eliminated by increasing wing and aileron spans. The new wingspan is

17-72m, compared with the previous 17-57m. Wing sweep has also changed from 5° to 6° and aspect ratio from 11-6 to 11-1.

An aft ventral fin, which had been added to prevent propeller ground strikes, has been replaced by a small tail bumper located under the rear fuselage in the propeller plane. Engine pylons have been slightly relo­cated in relation to the fuselage, and now feature sweepback and dihedral. Carbonfibre is also being used to reduce vibration propagation. Engine nacelle design has eliminated external exhaust ducts to reduce drag and allow airflow to reach the propellers undisturbed. The vertical fin has been moved further aft to protect control cables against propeller blade failure, and to protect the hori­zontal stabiliser from propeller-thrown ice.

The production split is two-thirds for Embraer and one-third for Fama, but two production lines will build the new airliner. Embraer chief executive Ozilio da Silva recog­nises that the situation may not be easy because of Fama's rela­tive inexperience in producing aircraft of this size. It has tradi­tionally built only military aircraft. He also believes that the industrial organisation

needs modifying to suit the construction of the regional airliner. But da Silva empha­sises that he foresees no major problems with the production plans.

More than 50 paid options on the CBA-123 have been made by airlines, although da Silva refuses to identify the carriers. Present Embraer customers in Brazil and Europe are under­stood to be the carriers holding the options, but the US sales campaign has not begun. Embraer and Fama are having a broad one-day presentation in Fort Lauderdale in either Octo­ber or November both for current Embraer operators and potential new ones. Da Silva says a considerable amount of interest has been shown in the CBA-123.

The CBA-123's maximum take-off weight has increased almost 1,000kg, from 7,800kg to 8,500kg. Its maximum cruise speed is 351kt at 30,000ft, and range with 19 passengers is 754 n.m. Twin-engine and single-engine climb rates are now 2,700 ft/min and 760 ft/min respectively, Embraer says. About l,900hr of windtunnel testing has been completed, and information gained is being used to develop a simulator long before the actual CBA-123 flies.

Brasilia stretch studied Embraer is studying a stretch of its EMB-120 Brasilia regional airliner. No decision will be made, however, until it has completed engineering work on the CBA-123 joint venture with Fama in Argentina.

"We won't start a stretch before we are at an advanced stage with the CBA-123, to avoid a high peak in engineer­ing work," says Embraer's chief executive, Ozilio da Silva. The Brasilia is only in its third year of deliveries and da Silva believes it is too early to develop a stretch. The aircraft is selling well, he says, and, despite pres­sure from customers to develop a stretched version, he will not be moved.

The first stretched Brasilias would be available in about three to four years, he believes. Initial studies have determined that the aircraft will have no more than 42 seats. To increase capacity further would demand a number of important changes. Embraer hopes to improve the structural design with a stretch and foresees no problems with the powerplants. Pratt & Whit­ney has already offered a tech­nical proposal for a stretched Brasilia, da Silva says.

While at the Farnborough Air Show, Embraer delivered the sixth of 20 Brasilias ordered by Texas Air, which also holds options on another 30 Brasilias. The aircraft are for its commuter operations, includ­ing Bar Harbour and Britt Airways. It is also hoping to announce orders for about another 30 of the type during the show from three of four airlines which it refused to

Turbofan on target The CFE738 turbofan, a joint venture between General Elec­tric and Garrett, is on course for its first run in 1989. The CFE738 is a 5,6001b-thrust turbofan designed for new and derivative medium-sized busi­ness aircraft.

CFE maintains that the most immediate market for its engine will be the Shorts FJX, which was unveiled in March 1988.

FLIGHT INTERNATIONAL, 17 September 1988 63