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Aviation History
1963
1963 - 2126.PDF
FLIGHT International, 5 December 1963 927 this survey of Aerofiot I had a final interview with Gen-Col Shetchikov. Are you planning any new international routes ? We seem to be stuck here since 1962. There are no immediate prospects before us but we are open to negotiations. What about Moscow - New York ? As you know we came to a provisional agreement but it seems to have been vetoed at the White House. Apparently we will not manage to get agreement on this until the US has an aircraft capable of travelling the distance non-stop. We've gjt the Tu-114 and this apparently inflicts a blow on their prestige. We told Halaby [of the FAA] that we would be willing to rent some Tu-114s to him, but he did not seem interested. Perhaps after the test ban the situation will become easier. [Moscow - New York is 4,660 st miles. Range of the Boeing 707-320B in still air without reserves and a payload of 50,0001b is just over 6,000 st miles.—Ed] What are the possibilities of BO AC flying to Tokyo via Moscow? This simply is not on the agenda at the moment. As things are there are no conditions for overflying the USSR. / think many of us have been under the impression that the British Government has been raising this question. BOA C is certainly anxious to come through here. Didn't the recent Ministry of Aviation delegation raise this point ? I have not heard anything about it. I would have heard if there had been some discussion. Would a change in the political situation help in this matter ? Certainly, of course. We would always be happy to talk with BOAC if their management came here. Do you have any plans for VTOL ? This is obviously much too expensive now for civil airline use. I cannot see it being economically suitable for many years to come. How many passengers are you specifying for your SST? And what else can you say about it ? It will obviously be quite unsatisfactory to have less than 100 passengers. It will be rather hard exactly to exploit this model but, as you have seen, we are gradually preparing and our air traffic control has already be^sn planned and is being organized. \ CL-84 PROGRESS (continued The propellers are handed (seen from the rear, the left-hand propeller moves clockwise and the right-hand counter-clockwise). Early model tests showed that, with flaps up, the direction of propeller rotation had little effect. With flaps down, however, the handing resulted in a considerable improvement in lift; it delayed the onset of stalling to a hijh angle of incidence, and made the stall very gentle. Constant-chord Rriiger flaps are fitted to the entire leading edge of the wing, with a double-chord section across the fuselage. These flaps are a very satisfactory means of preventing premature flow separation. Location of the wing hinge is one of the most critical factors determining the type of pitching moments experienced while the wing is tilted. Unbalanced pitching moments reach a maximum under decelerating flight conditions at a speed of about 35 m.p.h., so most of the balancing moment is supplied by the tail rotor. The CL-84 wings can be made relatively small as a result of the extra lift provided by the flow acceleration given by the unusually large Propellers. Conversely, the tailplane is larger than usual because °f the destabilizing effects of the large propellers. Several tail-unit configurations were studied for the CL-84, and the final layout comprises a central fin and rudder with two small fins at the tips of a low-set tailplane. A wide variety of roles are open to the CL-84—which effectively does everything a helicopter can do, at twice the speed; although, f or equal engine power, its hovering performance is not quite so good. In military roles the CL-84 retains the ability to hover and to take-off and land vertically, while having advantages over the helicopter in that it should prove less vulnerable to enemy action (because of its high forward speed) and to have a greater range (because of its efficiency in cruising flight). Also, in "limited war" ar ?as, there are many occasions where STOL can be used to double foe payload of the tilt-wing aircraft without any reduction in safety margins. Military roles for the CL-84 include helicopter escort or destroyer, reconnaissance and surveillance, tactical-support transport, Do you plan full observance of all ICAO recommendations? And what about the I AT A ? Do you have an attitude towards that organization ? We shall observe all ICAO recommendations. We do not intend to join IATA but we maintain close contacts and we will keep these up. We have got the impression in the United Kingdom that there may be further aviation collaboration between our countries; could this be airline-wise and in connection with the SST? We have very gjod relationships with BEA but I know of no other proposition for extending our collaboration. All we have is a commercial agreement with BOAC and I do not know of any other concrete propositions. / observed your STOL plans. When do you expect to have your short range Tu-134 in service ? It all depends what you mean by short-range. The Tu-134 will do 1,500km non-stop. We will have a complete fleet of these operating before 1965. And wnat of the 11-62 ? This will not ga on to the international routes before 1965. At the moment, as you know, we are flying freighters first and always do this. But everything is proceeding normally. Do you now consider yourself to be the biggest single aviation organization in the world? We would not wish to occupy that situation artificially. A true comparison between ourselves and the United States would not be with their largest airline but with all their airlines put together—all 52 of them. We do not expect to be larger in our total carrying than all those airlines for a few years yet. We do a great deal of other work, of course. We will spray 32m hectares [/9m acres] of land this year and this will go up to 50m by 1965. At the end of our interview he stressed, once again, that the very breadth of the Soviet Union demands air transport. In a country where planning is strong and centrally organized the need for rapid communications is vital when a drive has been mounted to keep up an extraordinary rate of economic growth. In the USSR Aerofiot has become a major instrument of government policy. from page 921) casualty evacuation, search and rescue, aircraft-carrier liaison, and communications. A commercial version would be suitable for city-centre to city-centre transport. Approximately 200 cu ft of payload volume is available between the cockpit and the upward- hinging cargo door at the rear. The space measures 10ft x 4ft 8in x 4ft 6in (somewhat cramped), and weight limitations on most missions would permit the carriage of 12 troops with combat equipment. Canadair have examined several types of fuselage- mounted rocket and gun armament.
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