FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1969
1969 - 1021.PDF
FLIGHT International, 5 June J 969 On show for the first time in the West is the Tupolev Tu-J54 trijet which is destined to be the standard Aeroflot vehicle for medium ranges in place of the Tu-104, 11-18 and An-10. Western engineers were doubtful that the machine would exhibit very advanced efficiency in view of the dirty aero dynamic shape and detail finish—e.g., the existence of a large gap in the wing-root fairing over a significant part of the chord, and badly faired flaps in the retracted position. Manufacturers seem divided in their views on what is the right size for the next generation of short-haul trunk-route air liners. On the one hand there is Sud/Deutsche Airbus with the A-300B (claimed to carry up to 261 passengers over 1,200 miles off a 6,500ft runway, using two projected 50,0001b-thrust engines) and the rival BAC Three-Eleven (claimed to carry 214 passengers over 1,600 miles off a 7,300ft runway, using two existing 43,0001b-thrust engines). Alternatively there is Dassault, a newcomer to commercial transports, with the con cept that a smaller step-up in capacity is more suited to traffic needs. The Dassault Mercure is to carry 134 passengers over 900 miles off 6,800ft runways, using two 15,0001b-thrust engines, but with designed-in stretch to carry 200 passengers over 1,200 miles off 7.000ft runways, using two 20,000lb-thrust high-bypass engines if these should become available. All three short-haul proposals are given considerable prominence at the Show. The A-300B is depicted by a full- scale mock-up, above floor level, of the cockpit and forward cabin, together with large-scale models. The Three-Eleven model is flanked by a mock-up section of fuselage showing the enormous proportions of the complete hoop. Dassault has a full-scale metal mock-up in the park, where it is braving tbe hail and sunshine of typical Paris weather with never a buckle. Dassault's short-haul approach is similar to that of Boeing, which is reportedly studying a range of medium- capacity short/medium-range machines based on 20,0001b- thrust engines used in twos, threes and fours. Most existing short-haulers are present only in model form —except the Fokker F.28, which arrived wearing the colours of Braathens. The Norwegian operator was an early customer —another of which, LTU, re-ordered during the show to bring the total for the type to 25. Short-range STOL is under detailed evaluation in the US as a possible solution to, the airspace congestion in city areas. With the 941S, Breguet has done more than any other con structor to point the way. The US-based demonstrator is now being flown by American Airlines. Demonstration at Paris is by a military example. Also military, but pointing to a possible civil equivalent, is the DHC Buffalo. The Canadian company is well advanced in design and mock-up with the DHC-7. This now has 48 seats in a pressurised cabin; power is to be four PT6A-50s of 1,035 s.h.p. each, giving a cruise speed of up to 240kt (retractable undercarrige) and performance enough for a factored field size of 2,000ft. Cross-wind tolerance is to be 20kt, thanks to a high-set tailplane. A model is shown appropriately, inside a large crystal ball; the company would like to take a firm go-ahead decision next October. Major airlines are said to be very interested. Nothing is. to be seen at the show of the considerable research going on., into- the possibilities of more advanced short-range STOL types, and of VTOL for a generation later. Engine manufacturers' work is mentioned on page 932. LIGHT COMMERCIAL AND BUSINESS The ranks of twin^turboprop transports of around 20-seat. capacity continues to expand and there are several newcomers being demonstrated and projects to see in the form of models and mock-ups. The top-selling DHC Twin Otter is making a European debut in Series 300 form with PT6A-27 engines. 20-seat interior and all-round better performance. Twin Otters are now being produced at a rate of seven per month and over 230 have been delivered. Their rival from Shorts is catching on fast; the Garrett Skyvan is on show and new orders have been placed by Sadia of Brazil and Cherokee Airlines of California for four each. The former order is expected to open the way to big prospects in South America; Cherokee's re-order will bring more of these "Mini Jumbos." as the airline calls the Skyvan. on to the routes between the booming communities of Southern California. Twenty-three Skyvans are in service or on order for 14 operators in five continents. For longer distances severe com petition to both of these fixed-undercarriage types is coming from the Beechcraft 99. A demonstrator is expected at Paris towards the end of the show; Eagle Aircraft Services of Leavesden are handling a major tour of Europe. Sud-Aviation has announced at the show that it will take over the Israel Aircraft Industries' Arava and call it the Sherpa with either the Astazou 14 or the PT6. Manufacture and marketing are being handled by the Socata light aircraft division. The Sherpa is expected to make a first flight m Israel within the near future. A surprise newcomer is a rejuvenated old-timer in the form of a DC-3 with Rolls-Royce Dan 7 turboprops. The conversion is the work of Conroy and is called the Turbo Three. At a conversion cost of about S200.000 (£42,000) the best prospects are considered to exist in South and Latin America: 210 m.p.h. is claimed at 11,000ft. Empty weight with 14-seat executive interior is 20,0001b and gross weight is 34,0001b. There are two new contenders on show for the first time, from Eastern Europe—the Beriev Be-30 and the Czechoslovakian LET L-410. Tbe Soviet machine is claimed to carry 15 passengers and baggage over 370 miles at 285 m.p.h. and to have a take-off ground run of only 820ft. The L-410 is also high-winged and with a retractable undercarriage, but the emphasis is on greater seating capacity at the expense of speed. The prototype L-410 is powered by PT6-27s, although the indigenous M610 is a possible powerplant. Flights to date Above, Sud-Aviation has acquired an option to build the Israel Aircraft Industries' Arava light transport. Manufacturing and marketing of the Sherpa, as it Is now called, will be done by the Socata division. A model is shown; the prototype will fly shortly Right, the Beriev Be-30 light trans port is making a first appearance outside Russia
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
