FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1958
1958 - 0543.PDF
Russian aeronautical exhibits were, mainly, sectioned accommodation models of their civil fleet such as (left) the 11-18 and (right) Tu-110. unexpected; apparently Mr. Tupolev prefers the "club smokingroom" style. Messrs. Illyushin and Antonov, on the other hand, are modernists, and civil aircraft are furnished to the manufac-turer's and not to Aeroflot's choice. From the Tu-110 we moved on to discuss Aeroflot's turboprops,the 11-18 Moscow, the An-lOA Ukraine, and the An-16. The last, as recorded earlier, is simply a stretched (by three metres, 9.8ft)version of the An-lOA which seats 130 and is slightly modified to give an underfloor cargo hold height of almost 4ft. Both Antonov designs—once again, about 10 or 15 An-lOAs areflying—are intended primarily for domestic operations. They are equipped with double-slotted flaps and have a remarkable short-field performance, as the tabulated figures at the end of this article indicate. The mainwheel tyre pressure is 80-95 lb'/sq in. Theaircraft are intended for use over stage-lengths of 300 to 1,900 miles, and cruise at 370 to 400 m.p.h.—a performance obtainedfrom four Ivchenco AI-20 turboprops of 4,000 e.h.p. each driving 14.8ft diameter propellers. The An-lOA is claimed to be able tomaintain height on two engines at over 16,000ft. Other details of this turboprop pair were apparent from themodels. The pilots' seats are mounted on high pedestals, with a considerable step up from floor level. A third crew-seat is ina deep well behind the pilots and reached by a two-step com- panion way from the cabin bulkhead door into the crew compart-ment. The navigator occupies a seat in the glazed nose, which is adjustable fore and aft upon rails and swivels to allow its occupantto reach the radio equipment racks and radio console to port, or the navigation table and radar scanner to starboard. Because of the likelihood of its early appearance on internationalroutes, perhaps the most interesting models on show at Brussels were the 75- and 100-seat variants of the 11-18 Moscow. The air-craft is intended for routes such as Moscow - Irkutsk or Moscow - Delhi non-stop, and has a still-air range with 1| hr fuel reserve of3,100 St. miles, or 1,860 with the maximum payload of 30,900 lb. The Russians are particularly proud of the Moscow's disposableload to take-off weight ratio of over 50 per cent. The engines are Kusnetzov N.K.4 4,000 e.h.p. turboprops, driving AB-68B four-bladed propellers 13.7ft in diameter; and, like the An-lOA, the 11-18 is claimed to be able to cruise at 16,000ft on two engines. The fuselage structure is apparently conventional monocoque,pressurized to an equivalent altitude of sea level up to 17,000ft, 5,000ft at 26,000ft, and 7,800ft at a cruise altitude of 32,000ft; themaximum differential pressure is 7.1 lb/sq in. Air is supplied from compressor bleed for air conditioning and 30 changes perhour are made in the 8,830 cu ft cabin volume. The cabin doors measure 55in x 30in. There are three cargo holds: the compart-ment forward of the wing and aft of the wing each have a volume of 495 cu ft and there is a further unpressurized hold aft of thepressure bulkhead, measuring 600 cu ft. The cargo access doors measure 47in x 35in. A compartment for carry-on passenger bag-gage has a volume of 247 cu ft. The wing is made in three parts, a centre section 72ft long andextension planes. The centre section is of three-spar construction with 47 ribs and a total of 36 stringers. The skin thickness variesfrom 5.0 mm to 2.0 mm. The outer wings have two spars which, with the 1.5 mm skins, form the boundary members of an integraltank. There are 18 ribs and 27 stringers. Fuel is also contained in flexible bag tanks in the centre section and the total capacity is5,280 Imp gal, although another version with integral tanks in the centre section has a total fuel capacity of 5,940 Imp gal. Titaniumsheeting (forming problems have largely been overcome) is used to shroud the jet-pipes and in the wheel wells. The flying control system is straightforward. The rudder isequipped with a spring tab and trim tab and the elevator with a trim tab only. With one exception, all the new Russian civil air-craft use manual, aerodynamically-balanced surfaces. The excep- tion is the Tu-114, which uses hydraulic boosters with propor-tional feel-back to the stick. Dural tube push-pull rods are used. The undercarriage of the 11-18 is equipped with 900 mm x285 mm tyres on the mainwheels and 700 mm x 250 mm on the twin nose wheels. The tyre pressure is 92.4 lb/sq in at 119,000 lbtake-off weight. I discussed with Mr. Rybko the hydraulic fluid in Russian use.Their designation is AMY-10, which appears to correspond roughly with our own D.T.D.585; it is not a non-flam or water-based fluid. In the 11-18 hydraulic pressure is supplied by two NP-25 plunger-type pumps at a system pressure of 3,000 lb/sq in,and a flow of 8 gal/min. The system is backed with nitrogen- charged accumulators in steel bottles at 2,100 lb/sq in. Electric power is supplied from eight 12 kVA variable-frequencyalternators. Starter-generators are used, and these provide 28v D.C. current, 24v D.C. current being supplied by the batteries.Alternating current is required in quantity for the de-icing system which uses electro-conductive elements on the leading edges of thewings, fin, tailplane, propeller blades, spinners, engine intakes and windscreen. Although the models did not show black noses, theMoscow is equipped with cloud-and-collision-warning nose radar called Emblema that can be used for map-painting and for groundradar beacon identification. I was also told that a navigation computer was fitted that operated on pre-set co-ordinates—"justlike Decca." The designation of this equipment is NI-5OBM-3. Electronics include H.F., two V.H.F., two A.D.F., radio alti-meter, I.L.S., and marker beacon receivers. Quantitative data are given overleaf. Details of Russian airliners: (Left) Ingenious use of space characterises the design of the An-lOA. There is plenty of storage space for 100 winter coats. (Right) Four of these unusual compartments are a feature of the Tu-114; they seat 24 or sleep eight.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
