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Aviation History
1973
1973 - 2621.PDF
668 Russians intended that the first two Tu-144s should be crudely finished prototypes only, and that production aircraft would incorporate major changes if necessary, based on the results of flight testing. Such modifications would probably have been prohibitively expensive for the Concorde pro gramme. The basic structure of the Tu-144 is VAD-23 light alloy but 18 per cent of the airframe is made of titanium alloy. The titanium is used in areas where high strength-to-weight ratios are important—the wing torque box, engine nacelles (80 per cent titanium), wing panels and ailerons. A much higher proportion of the structure is machined from the solid than was the case with the prototypes. The Tupolev design bureau is believed to be studying a second-generation SST with 180 to 200 seats and better operating economics. The Kuznetsov design team is working on a variable-cycle powerplant and this could see application to this uprated Tu-144 some time in the future. Tupolev Tu-154 Aerofiot had at least 40 Tu-154s in service by July of this year on an expanding route network. The Tu-154 entered service with Aerofiot in May 1971—initially on cargo services, as is customary—but during 1972 it began flying passengers. The Tu-154 is essentially a replacement for the Tu-104, now in its 16th year of Aeroflot service, and the 11-18. Slotted in size and in range between the Tu-124 and Tu-134 twin-jets and the Ilyushin 11-62, the tri-jet Tu-154 is likely to be a key aircraft in the Aeroflot fleet in the 1970s, operat ing most trunk routes in Western and Eastern Europe. The similarities with the 727-200 are initially more notable than the differences. Apart from similar wing, engine and tailplane locations, the fuselage lengths and cabin lengths are identical to a metre, and the Tu-154 could carry an equivalent passenger load (of 178) if it also dispensed with a galley. As it is, a thrift-class configuration could mean 164 passengers; tourist-class or a mixed arrangement could permit perhaps 128. Announced in the spring of 1966, this three-turbofan- powered aircraft first flew on October 4, 1968. It is powered by three Kuznetsov NK-8-2s of 21,0001b, 93-5kN thrust, similar to those fitted to the 11-62. Triple-slotted trailing-edge flaps, leading-edge slats and six-wheel main bogies enable operation from packed earth and gravel. An APU is standard, and Icao Cat 2 automatic approaches can be made. The Tu-154 has an excellent airfield performance derived from a high thrust-to- weight ratio. Reports indicate that Soloviev D-30K turbo- fans are flying experimentally in a Tu-154 and might be speci fied for later variants. The Tu-154 is built at Kuybyshev, 450 miles south-east of Moscow. Tupolev Tu-154 orders: Aeroflot has over 40 in service; Avio- genex, 2; CSA, 7; Halkan Rulgarian, 2; Egyptair, 8. See page 646 for tabular data and page 673 for drawings. Fokker-VFW 614 Finance for production of the 614 became available at the end of last year, and the future of the M45H powerplant was assured at the same time. The flight-test programme is now going well and the aircraft is due to enter service in April 1975. VFW-Fokker is planning to produce eight aircraft in that year; 16 in the second; and 24 in the third. The marketing organisation only really started promoting the 614 again this year after the loss of the first prototype in February 1972. This was caused by elevator tab flutter since cured by adoption of hydraulic boosting. The two prototypes now flying have rear fuselages with higher torsional stiffness through substitution of aluminium panels for glass-fibre. This has been done to counter a fairly severe vibration problem which previously occurred during ground running of the engines when the exhaust and entrained airflow impinged on the empennage. The range of the 614 will be very nearly double that originally predicted (see Flight for May 17, page 731) because of an increase in maximum take-off weight from 41,0001b, 18,600kg to 44,0001b, 19,950kg. This allows the full fuel tank age to be used, giving a range with maximum payload of about 650 n.m., 1,200km. VFW anticipates a break-even with 14-20 passengers aboard and says that the aircraft will be able to operate from 90 per cent of all civil airports. High block speeds are obtained through high cruise speed and good climb performance (llmin to a 21,000ft, 6,400m cruise altitude). One example cited is a gain of up to 20min (or 60 per cent) on a 125-mile stage over some turboprops. See Flight for November 4, 1971. VFW-Fokker 614 options: Sterling Airways, 5; Filipinas Orient Airways, 2; Ravaria Fluggesellschaft, 3; General Air, 2; Taba (Buenos Aires), 2; Spanish Air Ministry, 1; Yemen Airlines, FLIGHT International, 18 October 1973 3; Cimber Air (Denmark), 3; Societe de Travail Aerien, 2; Unnamed airlines, 3. Total, 26. See page 648 for tabular data and page 675 for drawing. Yakovlev Yak-40 This Soviet jet feederliner (built on the Volga at Saratov) has broken into the Western market, but has not met with unanimous praise. The Italian company Aertirrena of Florence is the Western distributor and has marketed the Yak-40 aggressively. West German LBA certification is held, equivalent to FAR Part 25, and the type is in service with General Air of Hamburg. British CAA certification has been applied for and Temple- wood Aviation has ordered one Yak-40 for delivery in October next year and has taken options on two more. Rockwell International is again considering whether to build the Yak-40 under licence in the United States. A Soviet demonstrator is already fitted with Collins avionics for the export market. Perhaps surprisingly for a nation whose flag carrier has little need to show a profit, the Russians appear to have got their design parameters right for the DC-3 replacement. The Yak-40 has a desirable payload capacity allied to a practi cal performance envelope, and the end product is potentially profitable. In the form in which it is being offered at present the aircraft carries 27 passengers (2,300kg), and the full fuel capacity of 2,125kg can be loaded while remaining within the cleared gross weight. With IFR reserves for holding and diversion the range is 325 n.m., 600km. In order to extend this figure to a realistic 500 n.m., 925km, Western certification will be undertaken with 3,000kg fuel capacity, but almost certainly in the first instance at the initial gross weight of 13,700kg which is shown in the data table. Short-term developments include the further increase in the gross weight to 14,700kg. Given that the payload-range characteristics will appeal to the third-level market, the next important criteria are those of field-length requirements and good low-speed behaviour; the aircraft has commendably short demands in this respect. The balanced field length in ISA is 2,800ft, 850m which rises with an increase of temperature (ISA +15°C) to 3,280ft, 1,000m even without use of thrust reversal on the centre engine. This trijet, which first flew on October 21, 1966, is the first small turbofan-powered feederliner to go into service and is the first airliner to come from the Yakovlev design bureau. With three Ivchenko AI-25 turbofans of 3,3001b, 14-7kN thrust, offered with a TBO of 3,000hr, the basic Yak-40 can carry up to 33 passengers. It can operate from short, rough grass strips by virtue of its straight wing, large plain trailing-edge flaps and robust undercarriage. The aircraft is designed for a life of 30,000hr. Handling qualities are reasonable but the ailerons are heavy. See page 648 for tabular data and page 675 for drawing. Yakovlev Yak-42 Although the Russians have released few details of the Yak-42 project for a 100-120-seat trijet, a full- scale mock-up has already been constructed and the first flight is expected in 1976 or 1977. It will be powered by three 14,2001b, 63-2kN-thrust Lotarev D-36 high-bypass-ratio turbo- fans and has a superficial resemblance to the Yak-40. The new trijet will have a maximum take-off weight of 110,0001b, 50,000kg; a maximum payload of 30,8001b, 14,000kg; and a take-off run from rough fields of 2,600ft, 800m. With maxi mum payload the range will be 1,120 miles, 1,800km, while maximum range with full tanks will be 1,750 miles, 2,800km. Wing span and fuselage length have both been given as 114-8ft, 35m and the 12-5ft, 3-8m-wide cabin provides single- class, six-abreast accommodation at 32in, 71cm pitch for 120. The Lotarev engine has a bypass ratio of 5-34:1 and the Yak-42 will meet noise and smoke emission levels laid down by Aeroflot—and the American FAA. The wing will have leading-edge slats and hydraulically actuated control surfaces.
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