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Aviation History
1991
1991 - 1668.PDF
PARIS FIRST NEWS Wraps come off Foxhound engine The Soviet Union has taken the wraps off the D-30F6 turbofan powering the Mikoyan MiG-31 Foxhound interceptor, which is being displayed in the West for the first time at the Paris air show. The two-spool engine, devel oped jointly by two Perm-based engine design bureaux, Aviadvi- gatel and Motorostroitel, pro duces 153kN (34,5001b of thrust) with afterburner. Quoted specific fuel consump tion (sfc) is 0.72kg/kgf per hour in dry thrust, when the engine generates 93kN. In afterburner sfc increases to 1.9kg/kgf per hour. The engine is capable of speeds up to Mach 2.83 with maximum turbine entry temper atures of 1,660°K. The D-30F6 has seven re placeable modules, including the inlet guide vanes module and a low-pressure (LP) compressor module. A third module in cludes a high-pressure (HP) compressor with combustion chamber, first-stage turbine noz zle vanes and an intermediate MiG-31 Foxhound's D-30F6 is revealed to the West at Paris casing, an HP turbine, LP tur bine and rear bearing. A fourth module is made up of the mixer case. Others are the afterburner, outer nozzle and front and rear gearbox. The five-stage LP compressor has a compression ratio of 3.0 and has fixed inlet-guide vanes. The HP compressor is made up of ten stages, with a compres sion ratio of 7.05. Automatically controlled air-bypass doors are aft of stages four and five. The combustion chamber is of the cannular-type with 12 com bustion chambers and outlet ducts. Both HP and LP turbines have two stages. Cooling air for the first HP stage is passed through an air-to-air heat ex changer in the outer duct. This distinctive cooling system was first seen on the Lyulka AL-31F engine powering the Sukhoi Su-27. The afterburner operates through a variable-area nozzle operating automatically under aerodynamic control, where flow is at supersonic speeds. A hy draulic control system is used to control the subsonic section. • Airbus A319 launch date looks closer Launch of a 130-seat deriva tive of the Airbus Industrie A320 seems to have come closer, with the consortium having es tablished a potential market for about 950 aircraft between 1995 and 2009. "We expect to get at least half of that," says Airbus senior vice-president for com mercial affairs Stuart Iddles. Airbus says it will take the A319 to the airlines only when it is satisfied that it has a good business case. "It's not just the markets," says Iddles, "we have to show our shareholders that it will make money." A 1995 in-service date means that the A319 would have to be launched at the end of this year or early next year. The consor tium has already tied up a busi ness deal with CFM Interna tional to develop a lOOkN (22,000lb thrust) version of the CFM56-5 used to power the A320 and A321, and says it is "negotiating" with International Aero Engines about a scaled- down version of the V2500. Jean Pierson, the Airbus man aging director, insists that the A319 would not compete di rectly with the 80- to 120-seat regional aircraft planned by the Deutsche Aerospace (DASA)/ Alenia consortium "...because we are not attacking the regional market. The A319 will be aimed principally at existing customers of the A320". DASA intends to launch the 80- to 130-seater programme in early 1992, begin ning with the 80-seater and stretching the fuselage later for the 120-seater. DASA recently put their sector of the regional market at 3,550 aircraft. • DASA will start with an 80-seater and stretch it to 120 seats Bendix/King wins Soviet contract Bendix/King has clinched a deal with the Soviet Union's Ministry of Aviation Industry to supply commercial integrated avionics systems for several new- airliner programmes. Chief rival Honeywell is close behind, having signed me moranda of understanding (MoUs) and latterly a "protocol of interest" with the Soviets cov ering similar deals on "other commercial programmes". On the back of the co operative agreement, Bendix/ King's general-aviation avionics division has been selected to supply its panel-mounted avion ics for the first prototype of the Yak-112 light aircraft. The avionics selected for the Yak-112, a four-seat single- piston, include the KNS 81 10- waypoint RNAV with KN 63/ KDI 572 DME, KY 196A COMM, KX 165 NAV/COMM, KR 87 digital ADF, and KMA 24 audio panel/marker beacon. Yakovlev has taken delivery of the first equipment and the air craft is due to make its maiden flight in August. Three further shipsets are scheduled to be delivered at the rate of one a month from October onwards. A mockup of the Bendix/King- equipped Yak-112 is likely to be on display at the Paris air show. The Bendix/King commercial systems "...are targeted for the llyushin 11-114, Yakovlev Yak-42 and Tupolev Tu-334", says the company. The 11-114 and Yak-42 are flying — the -114 in pro totype form — and have been equipped with indigenous avion ics. The Tu-334, an advanced twin jet or propfan intended to replace the Tu-154 in Aeroflot service later this decade, is still under development. The agreement still requires official ratification by both gov ernments before it goes ahead. Bendix/King says the current schedule calls for equipment to be delivered to the Soviet Union in mid-1992, with flight testing and certification to be completed in mid-1994. The company is not specifying which of the three programmes the equipment is heading for, but the 11-114 is most likely. • 14 FLIGHT INTERNATIONAL 19 - 25 June, 1991
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