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Aviation History
1994
1994 - 2621.PDF
COMMERCIAL AIRLINE J DlliBZtOWt About 900 Tupolev Tu-lS4Ms had been built by the start of 1994 blies was initiated by Airbus Industrie as a replacement for its fleet of Aerospacelines Super Guppys. The work was undertaken by the Aerospatiale/DASA 50/50 consortium, SATIC, and the first aircraft was flown in September 1994. Certification is due in September 1995, followed by immediate delivery of the first four aircraft to Airbus. SATIC is also marketing the aircraft commercially. The type is based on new- build A300-600R airframes and has an upward- opening nose-section, 7.4m-diameter fuselage cross-section, and a lowered flight-deck based on that of the A3 20. It is powered by two GE CF6-80C2A8 turbofans. An enlarged fin and horizontal-tail end-plates improve directional stability. The aircraft has 400m3 greater volume than that of the Super Guppy and 22.5t greater payload capacity. TUPOLEV 17 Naberejnaia akademika Tupoleva, Moscow, 111250, Russia. Tel: +7 (095) 2672508; fax: +7 (095) 2610868/2617141. Tu-154M About 900 Tu-154s of all models had been built by the beginning of 1994. The Tu-154M, powered by three Aviadvigatel D-30KU-154- 11 turbofans and with a higher maximum take off weight than that of earlier versions, is the current production model. About 300 have been built. All Tu-154s have the same fuselage length with accommodation for 168-180 pas sengers, depending on layout. A cargo conver sion, called the Tu-154S, with a large portside forward-fuselage freight door, is also in ser vice. The aircraft will be replaced in produc tion by the Tu-2 04. Tu-204 (See also Bravia entry) The twin-engined Tu-204, along with the Ilyushin I1-96M, repre sents the CIS' greatest hope for volume airlin er exports outside the former Eastern Bloc. The aircraft has triplicated fly-by-wire digital flight controls, with no mechanical back-up, but with a three-channel analogue automatic back-up system. It features reduced static sta bility, a supercritical wing section and winglets for optimum cruise economy. Fuel is pumped into a fin tank to move the centre of gravity rearwards by up to 10% during cruise. The Tu-204 cockpit is designed for two- crew operation and incorporates an EFIS. A forward-facing flight engineer's position is provided. The flight-control system is designed for fully automatic operation from take-off to touchdown, including Category IIIA blind-landing capability. The fly-by- wire system provides flight-envelope protec tion, limiting angle of attack, normal acceleration and airspeed. Capable of carry ing 174-214 passengers, the Tu-204 is expected to have a range of 2,500km when operating with its maximum payload of 2 It. The use of aluminium-lithium alloys, car bon-composite materials and carbon brakes helps to reduce empty weight. Russian certi fication is intended to be achieved during 1995 and US approval some time after. Tu-330 Tupolev is now presenting technical documen tation to a manufacturing plant on the pro posed Tu-330 freighter powered by two Perm PS-90A turbofans. The aircraft has a high- wing and cargo ramp and is provided with loading and unloading equipment for autonomous operation. It is derived from the Tu-204, with which it shares the main assem bly, wing, pylons and tail section, as well as sys tems. Tupolev is aiming for a first flight in 1997 and is particularly pursuing the An-12 replacement market. Tu-334 The 100-seat Tu-334, intended to be pow ered by propfans which are being developed, will be powered initially by ZMKB D-436Ts. Production of the first aircraft has been delayed, but the first flight is expected soon. It is intended primarily for CIS service as a much-needed Tu-134 replacement. The derivative powerplant is claimed to give 5% better cruise fuel consumption than that of the D-36. A development Progress D-236 propfan powerplant was shown mounted on an Ilyushin 11-76 testbed at the Hanover ILA '90 and at the 1991 Paris air show 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. IAE has also talked with Tupolev about using a derated version of its V2500 power- plant on the Tu-334. The propfan is expect ed to burn 50% less fuel than does the turbofan. This aircraft could carry 86-102 passengers and an 1 It payload over a range of 1,200km, or 5.5t over 4,000km. The Tu-334 incorporates many of the Tu-204's features, including winglets, fly-by-wire systems and electronic flight-instrumentation. YAKOVLEV 68 Leningradsky Prospect, Moscow, 125315, Russia. Tel: +7 (095) 1571734; fax: +7(095)1574726. YAK-40 Yakovlev plans to re-engine Yak-40s by replac ing their three Ivchenko AI 2 5 turbofans with two rear-mounted Lycoming LF507s. YAK-142 The Yak-142 is a partly Westernised version of the basic Yak-42D tri-jet, with AlliedSignal avionics, retaining the Progress D-36 turbofans. Yakovlev intends to try to certificate the aircraft with the JAA as a precursor to the Yak-242. YAK-242 The 130- to 180-seat Yak-242 (formerly the Yak-42M) is intended to have AlliedSignal avionics and to be powered by two underwing 118kN Perm PS-90A12 turbofans. CFM56 and V2500-powered versions have also been studied. Funding difficulties have pushed the first flight date into the second half of the decade. YAK-46 The Yak-46 is the proposed development of the Yak-242 which would feature Progress D-727 high-bypass turbofans. Its first flight is not due until 2000 depending on engine development. Yak-42 is the forerunner of the Yak-242 now in development 54 FLIGHT INTERNATIONAL 26 October - 1 November 1994
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