JPRS ID: 10324 WEST EUROPE REPORT SCIENCE AND TECHNOLOGY

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• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00850R000500030033-7
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• Document Creation Date: November 1, 2016
• Sequence Number: 33
• Content Type: REPORTS

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JPRS L/10324
- 12 Februar~ 19$2
- West E u ro e Re ort
p p
SCIENCE AND TECHNOLOGY
- (FOUO 2/82)
FBIS FOREiGN BROADCA~T IN~ORMATION SERVICE
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JPRS L/10324
. ~ 12 FebrLary 1982
- WEST EUROPE REPORT
SCIENCE AND TECHNOLOGY
(FOUO 2/82)
CONTENTS
TRANSPORTATION
Airbus Family To Include Large-Capacity, Long-Range TA 9
(Jacques Morisset; AIR & COSMOS, g Jan 82) 1
- a- [III - WE - 151 S&T FOUO]
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TRAiJSPORTATION
AIRBUS FAMILY TO INCLUDE LARGE-CAPACITY, LONG-RANGE TA 9
Paris AIR & COSMOS in French 9 Jan 82 pp 19-21
~Article by Jacques Morisset: "Airbus Industrie`s Future TA 9"~
- ~Text~ Between 1969 and 1980, the number of transport aircraft builders dropped
from 18 to 8, the ratio of the rtumber of suppliers to the number of airlines from
a little less than 3 to a little more than 2, and the average number of types of
planes per airline f~om a little over 4 to 3.4 ~source: IATA ~International Air
- Transport Association~).
~ The massive reshuffling of the cards that is now taking place in the industry,
accelerated by Lockr~ed's decision to abandon the TriStar (despite its evident
good points), cannot but speed up the process of concentration. Very shortly, in
the over-100-passenger transport plane sector there will be but three builders or
groups of builders: Boeing, Airbus Indus~rie, ard McDonnell Douglas jointly with
Fokker for the development of the MDr-100. If the latter project does not actual-
ly become a program--and there are serious doubts that Fokker will be able to ob-
tain the financial backing it r~eeds and that McDonnell Douglas will want to invest
in a new product line--the airlines are likely to find themselves, within a rela-
tively short time, with aging DC-9 and DC-10 families and only two remaining
suppliers: Boeing and Airbus Industrie.
The client, however, except for the state-owned airlines, will never rest easy
with only one supplier available to him. Now, the only builder in a position to
offer a complete line of aircraft, ranging from 100- to 500-passenger models, is
Boeing. The conclueion is self-evident: To compete effectively against the
Seattle giant, Airbus Industrie must add substantially to its line, which is lim-
ited currently to the 200/300-passenger niche and to the short and medium distan-
ces. Provided it positions itself to fulfill this i~eed and is able to hammer way
at it without intQrru~tions, the Eucopean consortium nas a bright future ahead of
it.
At the lawer end of the scale, as is kr~own Airbus Industrie is beginning to
develop its new A-320 family (see AIR & COSMOS no 887). ~+t the upper end, start-
ing with the A-300/A-310, a family of planes is in the making to cover higher
seating capacities and Zonger cruising ranges. But, for obvious development-cost
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� V~? V~ � �~.~(1LI V~JI~ V1\a~�
reasons, Airbus Industrie must limit its innovational effort to the strict mini-
mum. Boeing, on the other hand, is solidly entrenched in the long-haul transport
niche, the sole remaining planes competing Eor it being the B-747 and the
DC-10-30.
In the "Meccano" game Airbus Industrie is being compelled to play (see AIR & COS-
MOS no 888), it is obvious that a capacity increase, in the form of an el4ngated
version of i.he A-300/A-300-600, is a less risky undertaking than a plunge into the
long-haul transport sector, although the development af a common airfoil opens
the way to the latter.
Of course, the first question that arises is that of the market; an elongated Air-
bus will offer a capacity identical to that of the UC-10 and the L-1011. These _
- two, however, are getting along in age: A goodly part af the DC-10-10/15 fleet is
now 9-10 years old; the L j1011's are a little younger, their ages pyramiding at a
maximum of 8 years. The B-747's, more spaced out in time, peak at 10-11 years,
but their renewal has already started (some 100 or so 2-year-old planes).
The need to replace the DC-10-10's and the L-1011's, probably in the absence of
direct successors, thus appears certain to begin in the first half of the coming
decade. Meanwhile, however, their fabrication having come to a halt, the need is
already evident for short- and medium-range plane with a"l5-percent higher capa-
city than the A-300. This need, Airbus Industrie feels, will be filled by the
introduction of its new plane during the second ralf of the present decade; that
_ is, within the relatively near future.
The survey already conducted among the users provid~s the fallowing two sets of
requirements:
--The short-haul airlines require a capacity of 350 seats (tourist class) to
425 seats (high density), capable of being used over distances of 1,000 nautical
- miles (less than 2,000 kilometers) between stops, c:arrying freight as well.
Recoinmended length of runway for takeoff at sea level, ISA ~International Standard
~ Atmosphere~ + 15~ C, fully loaded: 7,000 feet (2,100 meters); for landing: 6,000
, Feet.
--For the majority of other airline~: 325 seats in mixed arrangement; cruising
range at least 3,000 nautical miles (5,50~ kilometers) with full Load of passen-
gers (and baggage); maximum length of runway for takeoff: 8,850 feet (2,700 me-
ters).
These two sets of requirements are perfectly compatible with the same basic plane:
the Z�A-9; that is, an elongated Airbus (thus offering a high degree of commonal-
ity with the A-310 and the A-300-600), capable of covering the same distances, but
able to take off at higher loads if necessary, and equipped with a new, larger and
more modern wing unit and with 60,000/62,000-1bs (27/28-ton)-thrust engines. A
plane like this will 5e substantially more econ~mir_a~ to operate than the current
3-jet types, and will be able to carry more fre.'~ in its holds than the B-747.
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From the technical standpoint, Airbus Industrie obviously plans also to make
- the most extensive possible use (applying the experience it has acquired on the
_ A-310) of composite materia:.5 based on carbon fipers and Kevlar fibers, and of
modern systems which will also have proven themselves in actual use on the A-310
(digital avionics in particular, interchangeable cathode-ray screens, new-
" generation Garrett GTCP 331-250 APU's ~Auxiliary Power Units~, etc). One of its
most int~eres~ing features, however, will be the use of a flight-control-and-fuel-
transfer system enabling flight with a retracted equilibrium trim point (see
related schematic diagram), designed to reduce trim-compensation drag, lighten *_he
olane(smaller tailplane), improve its lift, and thus to increase its aerodynamic
efficiency 1 percent at takeoff), all while reducing by 2.5 percent its cruise-
rate of fuel consumption. The debut of CCV ~variable cruise burn rate~ thus en-
- visaged, on which all the big aircraft builders are currently working, can hardly
be expected to take place in the very near term; it is perfectly projectable,
however, into the 1985-1990 timeframe.
The curves and graphs we reproduce here represent results of calculations and
preliminary evaluations that have been made by the design departments concerned.
As to the number of seats, the TA-9, with four type "A" doors on each side, could
be certificated to carry up to 440 passengers (based on emeryency evacuation cri-
teria). In fact, however, the number of seats would be limited by the floor area
and could not exceed 420 ;in "high density" arrangement, 9 seats per row at 30
inches between rows). But with 344 seats at 33/34-inch spacing, the TA-9 will
- offer the same se~ting capacity as a DC-10 or an L-1011.
A stuay of its "payload range" criteria indicates that with a payload of over 45
tons, the TA-9, with the customary reserves, will have a cruising range of over
3,000 kilometers; with a payload of 38 tons, or 425 passengers and their baggage,
a cruising range of 2,400 nautical miles (4,450 kilometers); and with 325 passen-
~ gers, 3,200 nautical miles (close to 6,000 kilometers). Thus, it would be usable
on virtually all the ex~sting medium- to medium/long-haul routes.
Lastly, the calculation of Fuel consumption and DOC ~Direct Operating Cost~ over
distances of the order of 1,850 kilometers show to what extent the TA-9 will be
- superior to the current twin-, 3-, and 4-engine jets. Moreover, it will have no
competitor, since a 8-767, even in an extensively elongated version, could ob-
viously not o�fer comparabl.e capacity.
In its next issue, AIR L�;T COSMOS will examine the Airbus long-range subfamily:
- the TA-1t and TA-12.
New Airbus Inclustrie Balance Sheet
Lgyptair. has just .ir~creased from 7 to 8 its firm orders fcr A-300's. The addi-
tional pl~ne, an F~-300 B4-200, powered by Ge~ner-~1 Electric CF6-50C2 engines is
scheduled for delivery in the summer of 1983.
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. .
The Egyptian airline is currently using five A-300's, two of which are under lease
to it. Its own fourth and fifth planes will be delivered this summer, and its
_ sixth and seventh in the spring of 1983.
As of 4 January, Airbus ~^dustrie had booked orders on hand for a total of 503
planes, of which 344 are firm orders and 159 are options. Of this total, 325 or-
ders (256 + 69) are for A-300's and 178 orders (88 + 90) are for A-310's. As of
that date, the number of planes yet to be delivered totaled 345.
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Characteristics of the TA-9-2Q0
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Wing span: 56 ~n; wing area: 330 m2; geometric aspect ratio: 9.5
overall length: 62.02 m; overall height: 16.17 m; nose-wheel
gauge: 10.5 m; wheelbase: 23.42 m.
Operational empty weight: 105.6 tons; maximum takeoff weight:
184 tons; maximum landing weight: 163 tons; maximum payload:
46.4 tons; fuel (max): 64.9 tons.
Installed thrust: 2 x 28 tons (CF6-80C).
�
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Exam~~les of ty~e seat arrangements: First cl~ss (30 seats) and tourist class
(294 seats), total 324 seats; or, single class at 33/34-inch row-spacing
(344 s~ats). As regards cargo, the holds can accommodate, for example,
30 LD3-type containers plus loose cargo (17 m3).
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keduction of stability margins (retraction of equilibrium trim point) to
increase eEficiency o[ future TA-9: lowered drag, grEater fuel capacity,
_ higher altitude capability owing to reduced buffet limitations...
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,n
MYLOAO REfERVEf FM OOMEETIC
aoo ia aoo ry. wveas~oH
At STANOAND OM/E ~ ~ ~T� CRUISE
1
CRUISE M 0.7~, J6l]i 000 ft, ISA
co ro~riaa ae x ~c
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1000 2 000 ~ 000 4 000 6 000
Cruisin~ range as a function of payload.
BLOCK FUEL/SEAT ~000 nm STAOE
. ~OM.
- A700~-207 DC10-10 L1011-200 TAY B7i7-SR
. 107.
. 20 7.
. IOY.
NN.
- 10'/.
SEnT3 261 217 107 72~ t~!
- Comparative fuel consumptions per seat over dis-
tances ot 1,000 nautical miles (1,850 km).
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AIRBUS tY7Y METMDD IOOOnn~ STA3E
SEAT 1ME COST PUEI PRIC� l6 f/ U50 ~
. ]0%.'
A~OOe!-IW DCIO-10 L1011-200 TAY 87[7-SR
. 20�/. -
� 10�f.
RN.
- -10'/.
![ATS 261 f~7 2~7 ~I~ iii
Comparative direct operatiny costs (DOC) over distances of 1,000
~ nautical mi.Les. Only the 8-747 SR can (almost) competc.
COPYRIGHT: A. & C. 1981
9399
CSO: 3102/1].1 END
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