“TUPOLEV” PSC IN MASS MEDIA

“CONSENT” ( “Concorde”) does not exist any more

"Concorde" is demonstrated for the last time before visitors of Airshow at Le-Bourget. Now they are going to be exhibitors at museums of different countries in the world.

At the beginning of this year Management of “Air France” French airlines and UK British Airways declared complete termination of flights of their first generation supersonic passenger aircraft “Concorde”(“Concorde” means “Consent”). French “Concordes” have stopped their route flights 31 May, British machines will be out of operation 31 October this year. French “Concorde” performed its final flight 14 June, 2003 when it flew from “Charles de Gaulles” airport to Le Bourget and temporary served as exhibit of the 45-th Aerospace Forum.

Almost half-century epopee of the first generation supersonic passenger aircraft is currently coming to the end. It is high time to sum up and to forecast further trends of supersonic passenger flights.

By the beginning of the XX-th century mankind had found in fact only two types of supersonic aircraft (SST): Soviet TU-144 a/c and English-French “Concorde”. Costs of the SST design and manufacturing were enormous. In UK and France it was mainly financed from state budgets, in the USSR - naturally from state budget only. In comparison with sub-sonic machines the SST was significantly more. Costs of TU-144 Program is not possible to estimate now: some people speak about 20 mlrd. dollars, some – about even more amounts. The only thing is known that total price of serial production TU-144 a/c (in terms of 1974) was estimated to be about 2 mlrd rub.

Similarity of technical requirements and almost the same level of aircraft schools in UK, France and USSR have defined a striking likeness of “Concorde” and TU-144 a/c. However fortunes are different…

If to compare ticket price when introducing TU-154 and TU-144 a/c for 3200 km instead of first generation passenger aircraft than in the first event ticket price of 48 rub should be increased by 17% and in the second event - by 30 – 40 %. It was quite acceptable in view of higher efficiency of SST and significant cut down of block-to-block time. Thus by the moment of creation of the first SST – at least in the USSR - there were no questions arose regarding economical efficiency. And if all main macro-economical figures of Soviet economics were maintained for subsequent years – when TU-144 a/c was being developed – there would not be any economical problems.

But by the beginning of passenger transportation – by 1975-1977 - in Soviet Union all economical figures which defined economical efficiency of TU-144 a/c Program - changed completely. And what was the most unpleasant thing - technical and economical figures which were laid into design had not been achieved by this time.

TU-144 a/c manufacturing costs and price respectively increased sharply. In 1973 first serial production TU-144 a/c with NK-144A engines made 28 mln. rub. When making TU-144 a/c aviation industry came across a number of serious technical problems, one of which was technological and ideological unavailability of entire industry for such a project. It was necessary to deviate from old conceptual design approaches. It resulted in more heavy machine, with higher demanded engine thrust, high fuel consumption.

Engines intended for TU-144 a/c – it is a separate subject to tell. NK-144 engine with reheat cruise mode and with quite large specific fuel consumption was chosen because nothing better could be offered by our engine manufacturers at that time.

RD-36-51 which specific parameters were close to that of “Olymp” was under design and it could become realistic by 70-s only. The machine powered by NK engines were adopted to operation for passenger transportation. Almost over one year of its regular operation its average passenger capacity was close to 1. It was because of significant time saving for passengers and not very high ticket price, and eagerness of people to exotic novelty.

Serial TU-144 a/c with NK-144A could keep on flying if hasty decision to stop operation with passengers had no been taken. Our country has lost a real possibility to gain rich experience of long-term first generation SST operation (SST-1).

Having huge poor habitable areas behind Urals mountains it was possible to select routes being the most non-critical regarding sonic wave and to keep advantages of supersonic flight. Sonic wave and airfield area noise problems have been investigated seriously for a long time. The whole package of arrangement and technical activities was elaborated, joint discussion of the problem was performed together with “Concorde” manufacturers who was concerned with this problem as well. But all mentioned above demanded time, money and desire of all those involved in the process of TU-144 a/c creation and mastering. Authorities goodwill, persistence of management of Soviet Ministry of Aviation and – what was the most important thing – to wish of Civil Air Fleet to undertake carrying for mastering such a new aircraft system.

TU-144 a/c is living the rest of its days at parking area of Zhukovskiy Flight Test and Development Base of “Tupolev” PSC.

By the beginning of the 80-s Government of the USSR could not pay so much attention to such expensive and prestigious “plaything”.

In comparison with previous problems with strategic heavy “supersonic” a/c TU-144 a/c Program can be considered as the most successful one.

In fact by the beginning of 1980-s we managed to bring this extraordinary system to compliance to requirements of 1960-s. For Soviet conditions it was a big success.

But the most significant obstacle to native SST Program became the third participant of the event – Civil Air Fleet. Civil Air Fleet accepted defending position with complete tearing away of SST concept. As a result SST TU-144 era came to the end.

By 1970 “Concorde” Program cost made 800 mln. pounds, to-day it is estimated to be 1200 mln pounds. When the works started it was estimated 170 mln. pounds cost and 8-10 years taken before first flight. We were right about time but were mistaken about costs.

To say frankly “Concorde” technical and organizational problems were one order as less as TU-144 problems. Results were obvious – the aircraft could transport passengers many years long. General technological level turned to be higher and design system and works arrangement was more effective. Till 1980-s the Program was generously financed by French and British budget. When putting the airliner into operation ticket price for transatlantic route was equal to 2000 dollars and recently it has been brought to 6000 dollars.

“Concorde” s passenger capacity rate hardly exceeded 0/5 – 0/6/ There were times when the a/c was profitable and sometimes it was unprofitable. Recently managers of Air France have declared that operation of “Concorde” fleet annual losses were 30-50 mln. dollars.

When “Concorde” was only under development batch of machines that provided profitability was estimated several hundreds. Specially they hoped for North-American market. USA airlines declared purchasing of about 180 machines, European and Asian countries offered purchasing several tens machines. Even in early 70-s Iran, India, China held negotiations on purchasing the SST. Totally at that times about 80 orders were planned which was not bad. But here Americans interfered. Having ruined their own SST Program and working by the beginning of 70-s on sub-sonic transatlantic airbuses they got down to eradication of potential competitors. “Concorde” turned to be the first and the most possible victim for them. First of all drive for noise and sub-sonic waves protection started, mass-media and authorized people in government and Congress were involved. French and English side defended themselves as they could: spent money for aircraft improvement, introduced limitations for a number of flight modes etc.

All this period Americans plaid cat and mouse with us: sometimes they allowed flights aver their territory sometimes they did not – it was like this substantially all the Program period long. They were ready even to operate the aircraft jointly and allowed flights to South America. But after this they prohibited everything again.

Finally only two airlines remained operators of “Concorde” – Air France and British Airways. There was no sense to speak about profitability, only prestige of the countries which created the aircraft and operators .

“The “Concordes” have not had any serious flight accidents till recent time, they used to fly overseas regularly carrying passengers. During recent decade serious problems arose: microcrashes have been detected in various airframe elements, long-term operation has affected adversely the aircraft.

The machines required to be upgraded but here Operation was ceased and upgrading of airframe and some components started. After that the aircraft were put into operation again and resumed carrying passengers. It was rumored that flights would be extended for about 10 years but soon came to their sense. To confirm airframe service life extension adequate duration rig tests were required provided with heating simulating kinetic heating at supersonic speed.

Such rig was designed and built for “Concorde” in Farnborough, but it has been recently destroyed and there was no place to perform tests. Probably this reason became the last argument to cause termination of supersonic a/c operation. Atlantic consent had changed i comparison with that of 30 years ago by that moment as well – France actively tried to integrate in Europe while islanders gravitated towards overseas partners. “Concorde” (consent) finished as personnel name and common noun.

Now “Concordes” as their Russian brothers can be seen only in Aircraft Museums spread all over the world. Germany has bought one piece each.

What is going to be? We can obviously say “farewell” to SST-1, from the author’s point of view it is too early to mourn death of SST as a type. In the final analysis the only irreplaceable and non-alternative resource of Mankind is Time. Therefore a man will strive for saving time perpetually. Having realized it we should accept supersonic passenger aviation in our life. The other question: basing on which technology and in which form it will be. To some certain extent works performed in different countries – including those done in co-operation – within SST-2 Program will give answers to these questions.

In Russia such works are being performed in “Tupolev” PSC basing on rich experience gained when working on TU-144 a/c. These investigations are being performed in co-operation with leading Scientific Centers – first of all with TsAGI in following main trends:

- building of 20-seat business SST-2 with flight range up to 11 000 km;

- building of 150-250 seat SST-2 with flight range of 8000 km;

- building of 300-360 seat aircraft with flight range of 10 000 km.

The main target of the development is to obtain 15-20% better figures than those obtained on TU-144 and “Concorde”. It regards to aerodynamics, structure and powerplant improvement. Meanwhile acceptable ecological level should be also ensured.

To-day building of small administrative SST-2 is thought to be the most advanced. First of all they will be much cheaper than huge airliners designed to carry hundreds passengers. Second there is due market for them. “Concorde” was used only by quite rich people - businessmen, movie-stars and stars of show-business, top level politicians, rich sheikhs etc. – people who could pay one thousand dollars for time saving and for prestige. And if to build a small SST-2 intended for twenty seats with high comfort level than such a machine will be bought by many from few.

It relates to both West and Russia wherein now has been formed very thin layer of super-rich people who are capable to pay quite a large amount of money for such a prestigious toy as a small SST. Besides being in market demand said small SST-2 are going to be much safer from ecological point of view. They will be provided with less powerful engines, will have smaller overall dimensions and weight, consequently toxic contaminants level, sonic wave and noise level will be decreased. All mentioned will be done in the nearest time; further as aviation services market is developed and stabilized it will be possible to get down seriously to other types of SST-2 intended for more wide class of customers.

FRIGHTER OF “TUPOLEV” FAMILY

The history of Russian purpose transport aerial vehicles started only in 1956. Two-engine turboprop An-8 aircraft was built with max lift capacity of eleven tones. Despite of relatively humble capabilities of this light transport a/c its design and layout had the features which became later classic features of machines of this type.

An-8 is a high-winged airplane with on-wing mounted engine and wide-range of CG position. High-mounted tail opened access to wide rear exit closed by side doors and movable ramp. Wheeled and caterpillar machinery can be loaded on its own along this ramp. To load-unload pallets, containers, boxes and other massive tanks cargo compartment was provided with overhead track hoist and winch. This aircraft was provided with narrow wheel base landing gear and controlled pressure tires. Four pairs of main landing gear could assure rough-field capacity even from unpaved airfields and were retracted during flight into fairings on two sides of fuselage.

One year after An-8 the more powerful and efficient four engine An-12 a/c appeared which became for approximately forty years a main medium-range transport machine (lifting capacity of 20 tones). Tens of such aircraft in forty versions have been operated till now in Russia and in 14 foreign countries. They worked a lot in the Arctic and happened to be used in the Antarctic regions. One of An-12 a/c is raised on pedestal in Magadan airport and serves as a monument for the assistance rendered by these “sloggers” in the course of development of Utmost North and other regions of difficult access.

Nine years ago Tupolev DB got down to building of entirely Russian mid-class transport aircraft TU-330. The term “entire” needs explanation. The fact is that current fleet of native cargo aircraft composed of Ans and Ils was defined in co-operation with aircraft manufacturers of Ukraine and Uzbekistan. Fr the time being these companies are on the territory of foreign states and –0 in view of military and strategic conditions - it seemed not very reasonable to rely upon their participation in building aircraft of double use (civil and military-transport).

- In working nomenclature of our DB – Chief Designer V.Blizniuk said- this transport a/c is assigned with the other designation– TU-204-330 whereby its close relations to current medium-range airliners of “Tupolev” PSC is shown. This was conceived in early 1970s when our company defined comprehensive program of civil aircraft development.

The whole point of the program is to create unified base line airliner structure whereupon it would be possible to build the whole range required aircraft - from relatively small short-haul a/c to giant airbuses with large seating capacity. Later on the modern two-engine mid-range TU-204 a/c turned to be such a structure.

However the freighter differs to some extent from passenger airliners of “Tupolev” family by its geometric sizes. The freighter’s wing span is 43.7 m, length – 41.76 m, height – 14.5 m. These minor deviations in sizes are caused by using special rear loading ramp.

Such type of civil aircraft is quite popular because of necessity to operate from unpaved which are not provided with proper ground loading equipment – fork-lift trucks, conveyers, container trucks etc. Such aircraft provided with the ramp can be laded directly from freight cargo transport which happens very often when fulfillment of so called “northern orders”. It is widely known that the amount of such orders is up to hundreds of thousand tones of commodities.

TU-330 transport commonality with base line version is 75%. This will expedite certification process of the new aircraft, will facilitate to arrange its production at Kazan Aviation Production Association Where serious preparation of serial production has been already done. Developers hope that the transport will start entering into operation by 2005-2006. High extent of its commonality will sufficiently facilitate its operation and service in view of current possibilities to continue airworthiness.

TU-330 a/c designers are sure that the machine fuel efficiency will be 1.5-2 times better than predecessors An-12 and Il-76. It could be reached because of aerodynamic cleanness, high-efficient engines, use of advanced composite materials and technologies ensuring good aircraft load ratio.

The new “TU” a/c is designed to carry maximum 35 tone of cargo. Range of the a/c carrying such a weight depends on power plant installed. The freighter was initially supposed to be equipped by PS-90 engines and to carry max payload to 1800 km at flight speed of 800-850 km/h at flight altitude of 11-12 thousand meters. After ten years of TU-330 a/c building delay there appeared the alternative NK-93 engine – the most advanced propfans designed by Samara Scientific and Technical Complex named after H.Kuznetsov.

Development of this engine is near completion and certification is scheduled to start this year. It is provided with super high by-pass ratio and ensures 18 tones thrust which is 5.5 % higher than that of PS-90 engine. This is quite substantial increment for power plant which allows to carry max weight cargo for 3200 km. Any way in the course of TU-330 a/c presentation recently held at “Tupolev” DB clipboards and models were provided with Samara NK-93engines. It was announced that possibility of Rolls-Royce and Pratt&Whittney engines installation is currently under consideration.

Tupolev freighter seems to look quite attractive in comparison with foreign analogues – American “C-130J’ and “A-400M” being under development at “Airbus” – excelling them in flight speed and fuel efficiency, not to mention about lower a/c price and transportation primary cost. Competent specialists believe that TU-330 a/c parameters has been optimized to be used for long-range transportation - 1000 to 5000 km -within Russia and abroad. By the way total world demand in the aircraft of such class makes 1000.

TU-330 a/c cockpit is designed for 3-member crew. Two pilots are seated in front of glareshield instrument panel carrying multipurpose multicolor displays of electronic flight instrument system (EFIS) multifunction display/warning system (MFD/WS). They show flight and navigation situation and indicate status data of power plant and aircraft systems. The avionics used makes it possible to introduce “dark cockpit” concept in full scale – in case of a normal flight the displays are not illuminated whereby reducing flight crew workloading.

Aiming at improving accuracy of the aircraft control with take-off weight of 105.5 tones and at increasing flight safety level the a/c designers rejected common control columns. Within TU-330 cockpit central control sticks are provided in front of both pilots – one per each. The control stick force is transferred via upgraded fly-by wire system to proper wing and tail control surfaces.

During parking period or air dropping people and cargo airborne equipment operator will open rear door, lower ramp and actuates boom and hoist. To facilitate TU-330 a/c handling – in contrast to An-12 and Il-76 - the door is not of two-segment type. The whole door opening is closed by vertically movable panel of rear compartment.

TU-330 a/c is supposed to be produced in several versions – transport designed for Ministry of Emergency Situations needs, fire suppressing aircraft, flying hospital, search and rescue a/c, ice patrol a/c, aerial observation post for ecological monitoring. Tupolev specialists provided possibility of one more modification of the aircraft – to use it as a tanker to carry 22.5 tones of NLG within three tanks of cargo compartment for the range of 4500 km.

Tupolev Company is widely known as a pioneer of cryogenic technologies for aviation. It has been busy for many years with utilizing of alternative fuel for air transport. “Tupolev” PSC long-term plans include the project of TU-204K a/c operating LNG and also project of regional cargo and passenger TU-136 a/c powered by two turboprops operating such fuel.

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