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Aviation History
1985
1985 - 2826.PDF
Commercial aircraft of the world SOVIET/EASTERN EUROPE MANUFACTURERS Aviaexport Aviaexport 32-34 Smolenskaya-Sennaja, Moscow 121-200, USSR <SJ> 244 26 86 ^^ •7257 More details emerged during the year of three new Soviet aircraft types which may supple ment and replace the long-serving stalwarts which remain in current production. These included the 11-114 60-seat turboprop, the 11-96 derivative of the 11-86, and the 200-seat Tu-204. What caused more of a flurry, however, were talks between the Soviets and Western manu facturers about the possible licensed production of a 60-seat turboprop. The Soviets looked at the British Aerospace ATP in detail and asked for manufacturing proposals covering up to 500 aircraft. Whether these tentative, but high level, talks will come to anything is a matter of debate. From what is known, however, the 11-114 appears to be very much in the class of the ATP, with perhaps greater emphasis on rough field capability. Powered by two 2,460 e.s.h.p. turboprops, the 11-114 would have a maximum take-off weight of around 20,000kg (44,0001b), and a maximum payload of 6,000kg (13,2801b). This compares with a maximum weight of 22,453kg (49,5001b) and maximum payload of 6,727kg (14,8301b) for the ATP. It seems unlikely that both licensed production and development of the 11-114 will go ahead. There has always been a near certainty that a long-haul derivative of the 11-86 would emerge. The latest reports suggest, however, that the new type will be powered by four 35,3001b (157kN) thrust engines of a new design rather than by derivatives of the 51,6501b (230kN) thrust Lotarev D-18T engines of the military An-124 Ruslan, revealed at the Paris Show. The 11-96 is now understood from reports in the Czech press to have a new wing, and a "glass" cockpit. Its maximum take-off weight would be in the order of 230,000kg (307,0001b), compared with the 206,000kg (454,1501b) of the 11-86. Performance targets include a range of 9,000km (4,865 n.m.) with a 30,000kg (66,0001b) payload, and a range of 11,000km (5,950 n.m.) with a 15,000kg (33,0001b). The designation Tu-204 seems somewhat odd (what happened to the 174, 184 and 194?), except that the capacity of the new type is believed to be in the 198-212 bracket. The aircraft would appear to be similar in layout to the Boeing 757, with a single aisle six-abreast fuselage and twin underwing, high-bypass-ratio turbofans of the same type used for the -11-96. Some reports suggest it will use sidestick controllers a la A320. There are suggestions that both the 11-96 and Tu-204 will be ready for service before 1990. An-74. Production of the An-74, a slightly stretched and refined version of the An-72, is now under way. Although its official role is said to be for use in the Arctic, recent Soviet comments on the "next" generation aircraft for this task have not mentioned An-74. The aircraft remains essentially similar to the An-72 "Coaler" which first flew in late 1977. Two prototypes have been used for develop ment work of this unusual high-wing Stol design which makes use of upper-surface blow ing to increase lift. The original aircraft was designed to be capable of flying 10,000kg (22,0001b) for 1,000km (540 n.m.) from a 1,200m (4,000ft) runway. It was powered by twin Lotarev D-36 engines. Maximum take-off weight was 30,500kg (67,2401b). The production aircraft may have 14,6001b- thrust engines. In a passenger role it could take 50 people but it may be essentially a freighter to complement the 11-76. It has been described as a replacement for the An-26 turboprop, but the 11-114 turboprop will also fulfil this function. Programme status: Now entering production against a specialist requirement. 11-62. The Soviet contemporary of the 707, DC-8, and VC10 remains in low volume pro duction even though its days must be numbered. As soon as a long-haul version of the 350-seat 11-86 widebody is available, or possibly a smaller long-range type comes along, the long-serving 11-62 will almost certainly be phased out of production. The initial production version of the "Classic" was powered by the 23,1501b-thrust Kuznetsov NK-8-4 turbofan. Having flown in prototype form in January 1963, production examples entered service in 1967. A major revision of the design lead to the I1-62M which flew in 1971. Powered by the more powerful Soloviev D-30KUs of 24,2501b thrust, the aircraft remained dimensionally unchanged but had an increased take-off weight. The latest version, announced in 1978, is the I1-62MK, which has a revised cabin as well as a number of structural refinements allowing the maximum take-off weight to be increased from 166,000kg (365,2001b) to 168,000kg (369,6001b). Programme status: All models: Approxi mately 225 built excluding prototypes. Pro duction continues at a very slow rate with only 2-3 having been built in 1984. 11-76. Even though it entered service almost a decade after the 11-62, the 11-76 "Candid" is not a modern design and its specialist freighter role means it is not going to see airline service in very large numbers. Within Aeroflot it performs "national economy" tasks as well as being used as a long-range freighter. Within the Soviet Air Force it is already used as a transport and is expected to be used both as a flight refuelling tanker and as the platform for an airborne warning and control system. Like the 11-62, it is powered by the Soloviev D-30K series turbofan. Military uses must have been in mind when it was designed at the end of the 1960s to be capable of transporting 40 tonnes over 5,000km (2,700 n.m.). Following a first flight in March 1971, the first production versions were the I1-76T for Aeroflot and the I1-76M for the Soviet Air Force, although Aeroflot is known to operate the M version. Over 200 are believed to be in service with the Air Force and 50 with Aeroflot. A fnixture of over 20 examples are in service with operators in the Middle East, including Iraqi Airways, Jamahirian Air Trans port of Libya, and Syrianair. The latest versions are designated I1-78-TD for Aeroflot and I1-76-MD for the military, although production may later include the tanker and AW ACS versions which have been seen in flight-test, but not in squadron service. Programme status: In low volume production against a continuing military and civil require ment with 70-plus (?) delivered for civil use and 250 in military service. Other military users include Czechoslovakia, India, Iraq, and Poland. 11-86. The 350 seat 11-86 "Camber" remains the first and only Soviet civil widebody— although at the time of the Paris Air Show in May three prototypes of the Antonov An-124 strategic freighter were undergoing flight- testing. Development work on the latter and its 51,6501b thrust Lotarev D-18T engines may indirectly benefit the 11-86 and lead to the much anticipated long-range 11-96. The 11-86 has gross weights similar to those of As many as 80 II-86s are in Aeroflot service, but exports have yet to begin 62 FLIGHT INTERNATIONAL, 12 October 1985
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