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Aviation History
1991
1991 - 2343.PDF
COMMERCIAL AIRCRAFT OF THE WORLD Sukhoi (Address: see Aviaexport) Aeroflot may be operating supersonic passenger transports by the year 2000, according to Sukhoi, which is working on three supersonic transport designs. Tn addition to the supersonic business jet already announced, an aircraft fuelled by liquefied methane and propane, and another using lique fied hydrogen have been proposed. Larger than the Tu-144, the production aircraft would carry significantly more passengers than the Tu-144. Tupolev (Address: see Aviaexport) Tupolev Tu-134A/B Production of the Tu-I34 Crusty is believed to have ended. It started life as the Tu-124A and was itself a development of the earlier Tu-I24. It was redesignated Tu-f34 before it entered service. After large numbers were built it was supplemented by the stretched Tu-134A. Tupolev Tu-154M It is believed that about 75 Tu-154Ms are in service, some of them probably replacing elderly Tu-154s and As and Bs. 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 bv the TU-154M. The use of the designation Tu-164 for this derivative now seems to have been a mistake. The principal difference is the substitution of quieter, more powerful, 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 the type is in service with Synanair (3), Balkan (6), LOT (8), Cubana (3), and CAAC (7 in service or on order). 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, dubbed the -154S, was announced in 1982 and is already in service. The port-side, forward fuselage freight door is also available for retrofit. It is likely that the Tu-154M will be replaced as a production type by the Tu-204. Production status: Production is slow; total deliveries of all versions (some for export) exceed 620. . Tupolev Tu-204 Agreement has been reached. between R-R and Tupolev to fit RB.211-53-5F5 engines to the Tu-204. Expected to be shown at Farnborough '92, the airframe/engine combination is aimed at type certification by the end of 1992. The twin- engined aircraft uses triplicated fly-by-wire digital flight controls, with no mechanical backup. There is a three-channel analogue backup system which automatically takes over if two channels of the digital system should fail. The Tu-204 combines reduced static stability with a supercritical wing section and winglets for optimum cruise economy. Fuel is pumped into a fin tank to move the CG rearwards by up to 10% during cruise and is pumped back into the wing tanks before descent to improve stability margins. The Tu-204 cockpit is designed for two-crew operation and incorporates a full-colour digital electronic flight instrumentation system. A for ward-facing flight engineer's position is provided. The flight control system (FCS) is designed for fully automatic operation from take-off to touch down, including Category I1IA blind-landing ca pability. Controlling all three axes, it performs similar functions to the Airbus A320's FCS. The system limits angle of attack, normal acceleration and airspeed. It also sets rudder- deflection limits to take account of structural strength and deflects the rudder to cope with engine failure. Carrying from 174 to 214 passengers, the Tu-204 is expected to have a range of 2,500km when operating with its maximum payload of 21t. The flight-test programme has shown the fuel-burn of the Soloviev PS-90As to be 4% better than expected. This is nevertheless 46% higher per passenger carried than achieved by its West ern counterpart, Boeing's 757-200. Tupolev is increasing the MTOW, which will reduce this difference. The use of aluminium-lithium alloys, carbon- composite materials and carbon brakes help to reduce empty weight. Tupolev claims the Tu-204 will be able to operate from 762m runways at an selevation of 365m at 30° C. Tupolev Tu-334 The fOO-seat Tu-334, intended to be powered by propfans which are being developed, will be powered initially by ZMKB D-436Ts and is due to enter service with Aeroflot in 1995. The derivative powerplant is claimed to improve cruise fuel-burn by 5% over the D-36. A development Progress D-236 propfan powerplant was shown mounted on a Ilyushin 11-76 testbed at the Hanover's ILA '90 and at Paris 1991 on a Yakovlev Yak-42E-LL. The 8,195kW engine drives a contra-rotating propeller with eight blades on the front section and six on the rear. International Aero Engines has also talked with Tupolev about using a de-rated version of its V2500 powerplant on the Tu-334. The propfan is expected to burn 50% less fuel than the turbofan. This aircraft could carry 86-102 passengers and an lit payload over a range of 1,200km, or 5.5t over 4,000km. Cabin cross-section will be identical for both aircraft, with a ceiling height of 2.155m and aisle widths of 47cm or 73cm depending on class. Four cabin layouts will be offered, using four- and three-abreast seating: 104 seats with eight first-class, 12 business-class and 84 tourist-class Yak- seals; 116 seats, of which eight are first class and 108 tourist class; a 126-seat tourist layout; and a 137-seat all-economy-class layout. Seat pitches vary from 75cm to 102cm, according to class. The Tu-334 incorporates many of the 214-seat Tu-204's features, including winglets, fly-by-wire systems and electronic flight instrumentation. Programme status: Firm project destined for volume production. Yakovlev (Address: see Aviaexport) The Yak-42M is to be followed by an advanced model, the Yak-46. Two designs of Yak-46 are being offered to Aeroflot, one with a T-tail and two ZMKB D-27 propfans and the other with twin turbofans. Two propfans will replace the three turbofans to improve fuel efficiency. A further model with wing-mounted ducted propfans may be developed to fit between the Yak-42M and Yak-46. The Yakovlev design bureau claims that its 156-seat design, with new super-critical wing and uprated engines, would be cheaper, more reliable and available sooner than the Tu-334. Both aircraft would seat up to 168 passengers, more than the competing Tu-334. The turbofan version would have a range of 3,450km and the propfan's range would be 3,500km. Although behind schedule, development of the stretched Yak-42 derivative, the Yak-42M, is going ahead as one of a family of Yak-42 derivatives being developed. The aircraft are expected to be offered to Western airlines, competing in the 150- to 170-seater market. The -42M will be re-engined, have a super critical wing section, winglets, electronic instru ment displays in the cockpit and fly-by-wire controls. It will carry up to 168 passengers. The Yak-42 uses the same three-shaft ZMKB D-36 used in the An-72/74. India, Italy and China have bought the aircraft, deliveries to China, having started in April 1990. The Yak-42M will have a fuselage stretch of 4m to boost capacity to 156-168 passengers and MTOW to 63,000kg, up some 12,500kg from the basic aircraft. Payload will be raised to 14,800kg and the ZMKB D-436M engines increased thrust of 74.4kN. 42 • FLIGHT INTERNATIONAL 4 - 10 September, 1991 89
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