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Aviation History
1971
1971 - 0919.PDF
>•».%., 818-819 FLIGHT international. 3 June 1971 The glazed navigator's compartment and the prominent chin- mounting (ground-mapping radar?) of the 11-76 SUPERSONIC SALON usual multitude of incidence vanes and pitots, including two blades housing multiple sensors ahead of the starboard intake, possibly indicating a continuing intake development programme. Dump and spill doors, as seen on Concorde, are in evidence under the nacelles, and boundary-layer bleed is ducted outboard. Each control surface actuated by dual hydraulics rams. Ilyushin has borrowed the fin and rudder assembly of the 11-62 for the 11-76 cargo aircraft, which Tass originally announced as a twin. Four of the new 26,0001b, 117kN thrust Soloviev D-30-KP turbofans with bypass ratio believed to be 2-3:1 power this semi-Stol transport, which is in the C-141 class and is superficially similar. An Avia-- export representative told Flight that it had been designed to an Aeroflot specification (it is in airline colours at Paris), but the rear loading doors look suitable for air dropping, and one wonders whether Aeroflot really needs a large ground-mapping radar behind the navigator's station. Four-abreast wheels on each of the five axles give high flotation but make it necessary to have four large fuselage blisters, one of which serves to house an APTJ. Flaps appear to be double-slotted, and reversers are of the clamshell type. Take-off weight is given as 346,0001b, 157,000kg while maximum payload comes out at 88,0001b, 40,000kg. Range is given as up to 2,700 n.m., 5,000km and cruising speed as 460kt, 850km/hr. In combination with the massive V-12 helicopter the 11-76 offers a major tactical airlift potential; whether it really is primarily intended to carry tractors is anyone's guess. Also now using the Soloviev turbofan to replace Kusnetsov NK-8s is the latest version of the 11-62, the M200. Featuring the KU variant of the powerplant rated at 25,6001b, 114kN thrust this uprated long-range trans port has clamshell reversers, and an additional 1,100 Imp gal fin tank which, together with the lower specific fuel consumption from the Solovievs, puts range up by 800 n.m., 1,500km to 5,600 n.m., 10,300km while payload is increased by 70 per cent. A containerised baggage system is intro duced for the first time, while provision for use of spoilers in the lateral sense is made. Together with the Tu-134 Tupolev was showing the potentially very saleable Tu-154, but with the old NK-8 turbofans. The interior is subdued but tasteful although the entry door is a little low. Yakovlev is showing the first YAK-40 feederliner to be seen with a clamshell thrust reverser on the centre AI-25 turbofan. While the Russians hit the show with everything on the first day, the Americans are waiting for the second week before flying in the fifth McDonnell Douglas DC-10, a United aircraft but in MD colours, complete with FAA inspectors to check cruise performance. Lockheed has been working flat out to get the first TriStar in Eastern colours across the Atlantic. Boeing is quietly expounding the virtues of the 747, the recently certificated advanced 737 and the quiet, range-stretched 727-200. The company is determined that any future projects such as the twin/ trijet 767 175/200-seater will be Boeing-led even if they are collaborative ventures. If Dassault get their way, the specialist short-range Mercure will be up from Bordeaux this week following its first flight on May 28 in the hands of M Jean Coureau. Mercure is a conventional aircraft, as are its smaller short- haul adversaries—the VFW-614, shown in model form and due to fly in mid-July, and the Fokker F.28, shown full-size in stretched Mk 2000 prototype guise outside. The joint sales manager for the two types is adamant that they are complementary. Stol types are much in evidence in model form, ranging from interim Stol Hercules studies from Lockheed Georgia. Fokker's P.301 F.27 development, a circular-fuselage 188 on the Breguet stand, and the Canadair variable-incidence CL-246 and the DHC-7 almost identical to BAC and Aero spatiale projects. Each of these last types features four Rolls-Royce/Snemca M45S/RB.410 v.p. fan engines, seats 130 or so passengers and would be capable of using 2,000ft, 600m runways. Aerospatiale anticipate a 1980 timescale, with the other turboprops appearing five years earlier. Aeritalia and Boeing have signed a co-operative develop ment contract and plan to begin building a 100-150 passenger Stol type in 1974 or 1975. Deliveries would be four years later. Preliminary information exchanges are nearly complete. The Canadian National exhibit centres around a Stol theme. Collaboration on a massive scale is represented by the giant A-300B mock-up in the static park. A common specification for the Atlas group of airlines is being studied by the airlines. The possible BEA order is not considered a fundamental cornerstone of the programme. LIGHT COMMERCIAL AND BUSINESS THE WORLDWIDE STRUGGLE to produce economic feeder-line aircraft is exemplified at Paris by the number of different types to be seen and the markedly different approach to the problem being adopted by manufacturers. At the most sophisticated end of the range, Dassault has a full-size mock-up of the Falcon 20T which will offer fanjet airliner comfort for up to 26 passengers. The addition of 1ft to the fuselage diameter of the Falcon family coupled with the extra cabin length achieved by removing the rear- fuselage fuel tank has created ample space. Whereas the 20T can be expected to see service between accepted major terminals, Britten-Norman's Trislander is intended for the rougher, up-country operations. Like the Islander, the Quieter inside and out, the Short Skyliner is seen with four- bladed propellers and full furnishing. It sports the designation QSTOL, and the mauve livery—though not yet firm patronage— of British Air Services
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