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Aviation History
1978
1978 - 2865.PDF
1798 FLIGHT International, II November 1978 >>^ COMMERCIAL AIRCRAFOF THE WORLD however, be a completely new aircraft; McDonnell Douglas considered using DC-8 fuselage sections, but has decided to replace it with an all-new, wider circular cabin section. The wing would be technically more ambitious than that of the 757; the ATMR philosophy is based on the use of advanced technology to combat the low price of the 757. Whether the ATMR will go ahead now that the 757 is establishing an increasing lead remains in question, however. Smaller ver sions of the basic 190-seater ATMR-2 have been proposed with JT10D and CFM56 engines, under the designations ATMR-3 and ATMR4. The smaller ATMR-4 would seat about 150 passengers. 'C 0 10 : 20 30 & SO, Features of the McDonnell Douglas ATMR study are its use of a new circular fuselage section and an advanced wing Jet Trader 2 McDonnell Douglas has explored the possibility of developing a "dedicated" civil freighter from the YC-15 prototype. Known as the Jet Trader 2, the aircraft would be aimed at the market for a replacement for 707 and DC-8 freighters, which will have to be re-engined or retired after 1986 in many countries. The Jet Trader 2 would differ from the YC-15 in having Most Tu-I34s and Tu-l34As (the older type is seen here) are being modified by removal of the ventral speedbrake four CFM56 turbofans (one of these engines was test-flown on a YC-15) and a 30ft fuselage stretch. Field performance would be traded for payload and range. Suggested price is $22-25 million, comparable with the price of a used DC-8-63F plus retrofit with the CFM56. Shorts PO Box 241, Airport Road, Belfast BT3 9DZ, Northern Ireland. » 0232 58444 >" 74688 330 Shorts claims that there is a market for up to 800 air craft in the class of the 330 over the next seven to ten years> and the aircraft continues to enjoy modest sales success. The manufacturer claims a total of 26 sales and two options. Over the past year 330s have been ordered by two more members of the Allegheny system; Henson Aviation has been followed by Chautauqua and Suburban. ALM in the Dutch Antilles has also ordered the type. According to Shorts, German commuter carrier DLT has notched up a 98 per cent dispatch reliability in service; the carrier has re-ordered twice and will have seven of the type in service by 1979. Tupolev Aviaexport, 32-34 Smolenskaya-Sennaja, USSR. •&• 244 26 86 ** 7257 Moscow 121-200, Tu-134 Production of the standard Soviet short-haul jet continues, concentrating on the stretched Tu-134A derivative. Introduced in 1970, the longer and heavier Tu-134A is fitted with thrust reversal and, in later versions, a conventional solid nose. The Tu-134A is 9ft 6in (2-8m) longer than the earlier version and can accommodate up to 80 passengers. The maxi mum takeoff weight is 104,0001b (47,00kg) and the fuel capacity is increased to 3,750gal (16,6001it) with an optional 4,100gal U8,0001it). Tu-134s in service are now being modified by the removal of the ventral airbrake which characterises the type. Ap parently the airbrake takes some lOsec to retract, and this can be hazardous during go-around manoeuvres. Tu-134/ 134A orders: Aeroflot 200-plus, Aviogenex 4, Balkan Bulgarian 12, CSA 11, Interflug 22, LOT 10, Malev 7. Total 280-plus? Tu-144 Services with the Soviet Union's supersonic transport halted in the first week of June following the crash of one of the aircraft on a trial flight. According to Soviet officials, the services are only "suspended" but there is no firm indication of a date by which the type is due back in service. The stoppage followed eight months of experimental pas- >- page 1805
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