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Aviation History
1985
1985 - 2827.PDF
Commercial aircraft of the world early model DC-lOs and TriStars, but rather less range capability, largely as a result of its low-bypass-ratio Kuznetsov NK-86 engines. It is estimated that about 80 Il-86s are in Aeroflot service. The 11-86 first flew in December 1976 and scheduled service began in December 1980. An AW ACS version is a possibility. Debate about the wider use of the aircraft on the Aeroflot system continues, but the problem is that the infrastructure at some of the airports is unable to cope with size and weight. Programme status: In production with 80 (?) in service against a long-term requirement for several hundred. Tu-134A/B. The smallest jet on Soviet pro duction lines started life as the Tu-124A and was itself a development of the earlier Tu-124. It was redesignated Tu-134 before it entered service. After a large number was built it was supplemented by the stretched Tu-134A. A subsequent version, the Tu-134A3, is powered by the Soloviev D-30-III turbofan, and with new lightweight seats in a five-abreast con figuration it can accommodate up to 96 passengers. The previous Tu-134A normally seated between 68 and 84 passengers, four abreast. Tu-134s are built with either a conventional nose or a "glass" nose and an underfuselage radome. A more recent version known as the Tu-134B has a revised cockpit, for a three-man crew all facing forward, and is equipped for Category II landing minima. Further developments of the "Crusty" are under consideration although it was understood that it was to be replaced by the Yak-42. Production status: Production continuing, with combined deliveries of all versions having passed the 600 point. Tu-154M. Having passed through a series of variants since its first flight in October 1968, the Tu-154 "Careless" has been replaced on the production line by the Tu-154M. The use of the designation Tu-164 for this derivative now seems to have been a mistake. The first exam ple of the new model has been undergoing flight-testing since mid-1982. The principal difference is the substitution of the more powerful, quieter, and more efficient Soloviev D-30KUs for the original Kuznetsov NK-8s. First deliveries of the Tu-154M to Aeroflot took place in December 1984 and there are now three in service with Syrianair and two with Balkan. It is also on order for LOT, Cubana, and CAAC. All -154 models, from the original through to the -154A (first flown in 1973) and -154B (first flown in 1977), have the same fuselage length with accommodation for 144-168 passengers, depending on layout. A cargo conversion was announced in 1982. The port-side, forward fuselage freight door is also available for retrofit. It may eventually be replaced on the production line by the Tu-204. Production status: Production continuing with combined deliveries of all versions past the 600 mark. Yak-42. The Yak-42 trijet returned to Aero flot service in late 1984 after a two-year absence. Whether the withdrawal was due to an airframe or an engine problem remains a matter of speculation. The type first entered service in 1980 and some 60 are believed to have been built. The examples shown at Paris in June showed no external evidence of modifications, and so the status of the pre-1982 aircraft remains something of a mystery. Although no significant production is believed to have taken place between 1982 and 1984, it is assumed the original aircraft will all be returned to service and production will resume—although it is possible that new aircraft will be built to the stretched Yak-42M configuration. The Yak-42 uses the same Lotarev D-36 used in the An-72/74. This has been described as a three-shaft "scaled-down RB-211". So far, no examples of the Yak-42 have been exported. The Yak-42M will have a fuselage stretch of 4-5m to boost capacity to 156-168 passengers and maximum take-off weight to 66,000kg (145,2001b)—up some 12,500kg (27,5001b) from the basic aircraft. Payload will be raised to 16,000kg (35,2001b) and the Lotarev engines increased in thrust to 16,5001b (73-6KN). Programme status: Up to 60 built. Rombac The One-Eleven is the centrepiece of the Romanian aerospace industry's civil activities. Licence production follows the agreement signed in June 1979, then valued at £150 million, for the Central National a'l Industriei Aeronautice Romane (CNIAR) progressively to take over production of the One-Eleven from British Aerospace. A licence agreement between Rolls-Royce and Intreprindera Turbomecanica Buchuresti (ITMB) covers the manufacture of about 225 examples of the Spey 512-14DW. While current aircraft are being channelled to Tarom and LAR (Liniile Aeriene Romane), CNIAR has serious ambitions for export sales or operating leases. With this in mind it has an agreement with DK Aviation in the UK for marketing and sales support. Realism suggests that CNIAR is not looking for large orders from major airlines, but it could achieve success among small airlines in the developing world or among executive aircraft operators. Early delivery positions might be available, given the co-operation of Tarom. The future of the export effort will determine the ultimate length of the production ran—because Romania itself has a finite capac ity to absorb aircraft, bearing in mind that Tarom and LAR already operate 15 UK-built examples. The initial 21 aircraft being built in Romania use a reducing amount of UK- supplied parts so that aircraft 22, due to fly in 1987, will be completely Romanian. Much depends on whether the aircraft is re-engined with the R-R Tay and whether British Aero space lends its support to the idea. Rombac One-Eleven. The Romanians said at the Paris Show that they had begun nego- tations with Rolls-Royce for the supply of three Tays for 1986 delivery. They would be used to re-engine a prototype One-Eleven. It was also said that Tarom was insisting that later aircraft from the current production batch of 21 should be Tay powered. There have been discussions in the last year about a re-engining programme for some of the BAe-built One-Elevens still in service with airlines and executive operators. It is possible that the US specialist Dee Howard might co operate with an airline in the UK to put together a re-engining programme. However, BAe continues to be luke warm about the plan because it does not want to assist with the birth of a competitor for the 146. It could well be that a re-engining programme could be worthwhile on the basis that in-service aircraft, and those now being produced with the Spey, are "re-cycled" through the CNIAR factory, or through the workshops of a UK airline for modification. The current production aircraft just meets the noise rules of Icao Annex 16. The use of the Tay would, however, make a much more attractive aircraft in terms of operating costs, payload-range and noise. (Improvements of 13 per cent in fuel burn and 25 per cent in range for a given payload are claimed.) A set of podded Tays would cost around $3 million, without any allowance for flight-testing and recertification, and a positive decision might be difficult to justify in terms of return for CNIAR—unless it is seen as a useful way of further building aero space skills. Programme status: Up to 80 aircraft theoretically required, with production running at 5-6 per year. Production of complete One- Elevens by British Aerospace finished in 1981 after 232 had been built. The initial 21 aircraft to be built in Romania will use a reducing amount of UK-supplied parts so that aircraft 22 due to fly in 1987, will be completely Romanian. People's Republic of China China. Agreement was reached in June between the Shanghai Aviation Industrial Corporation (SAIC) and McDonnell Douglas on a three-year "technology readiness" programme on what they termed ultra-high- bypass (UHB) propulsion systems. Aeritalia is also involved in the programme, which covers both unducted fans and geared propfans. US, Chinese, and Italian staff will work on the project in California. The deal follows last year's agreement for the co-production of 25 MD-82s to be assembled in China and underlines the importance of this development. Under this arrangement. MDC will provide SAIC with parts and sub assemblies. Shanghai will also manufacture selected parts and complete final assembly of the aircraft. MDC staff will provide technical assistance on tooling, production, and certifica tion to FAA standards for Chinese-built MD- 80s. The aircraft will be produced at the factory which designed and built the Y-10, now used for research and development (see below). The first Shanghai-assembled MD-82 will be rolled out in late 1987 and the last of the initial batch of 25 should be completed by 1991. The agreement covers an option on a further 15 examples as well as a series of arrangements on new designs—one of which lead directly to the propfan study. It also covers offsets. China is currently in the process of splitting up CAAC and re-organising the operating side of its airline industry—as well as buying new equipment, mainly from the West, to meet the demands placed on the network by a rapid growth in traffic. It is very likely that the coun try will be looking to conclude further co- production agreements with other manu facturers in order to become more self- sufficient and to help minimise the balance of payments problems associated with its purhase of aerospace equipment. Having recently placed orders for the Twin Otter, Dash 7, Shorts 360, BAe 146, MD-80, Tu-154, 767, A310, and 747, and having looked closely at the SF 340, CN-235, ATR42, and ATP, it seems highly likely that any second type will be taken from this list. Despite the fact that the Chinese recently concluded an arrangement with HAEC0 for the modernisation of the indigenous Y-12 and the licensed-produced An-24, the next type for co- production will probably be a turboprop. Because the potential of the Chinese market is so large, all manufacturers are keen to become suppliers, even though the Chinese have quickly learnt how to become tough negotiators. Shanghai Yunshuji Y-10. Although devel opment work continues on the Yunshuji Y-10 (Transport Aircraft 10), it is not now a serious candidate for series production. Programme status: Experimental prototype. FLIGHT INTERNATIONAL, 12 October 1985 67
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