JPRS ID: 10336 WEST EUROPE REPORT SCIENCE AND TECHNOLOGY

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• Collection: JPRS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00850R000500030045-4
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• Sequence Number: 45
• Content Type: REPORTS

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JPRS L/ 10336
19 February 1982
ro e Re .ort
Wes~ E u p
p
SClENCE AND TECHNOLOGY
- CFOUO 3/82~
FBIS FOREIGN BROADCAST INFORMATION SERVICE
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NOTE
~ JPRS publications contain information primarily from foreign
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transmissi~ns and broadcasts. Materials from foreign-language
sources are translated; those from English-language sources
are transcribed or reprinted, with the original phrasing and
other characteristics retained.
Headlines, editorial reports, and material enclosed in brackets
are supplied by JPRS. Processing indicators such as [Text]
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mation was summarized or extracted.
Unfamiliar names rendered phonetically or transliterated are
enclosed in parentheses. Words or names preceded by a ques-
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- given by source.
The contents of this publication in no way represent the poli-
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COPYRIGHT LAWS AND REGULATIONS GOVERNING OWNERSHIP OF
MATERIALS P.EPRODUCED HEREIN REQUIRE THAT DISSEMINATION
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JPRS L/10336
19 February 1982
. WEST EUROPE REPORT
~ SCIENCE AND TECHNOLOGY
~ (FOUO 3/82)
CONTENTS
ELECTRONICS
Siemens Expands 7800 System Upward With Ftiiji~;su Models
(CONIP'~TERWOCHE, L1 Dec 81) 1
ENERGY
- Brief s
Coal Gasification in Italy 3
- INDUSTRIAL TECHNOZOGY
Active Magnetic Bearing for Very High Speed Machining
(Gerard Collin; AIR & COSMOS, 12 Dec 81) 4
TRANSPORTATION
A 310: First Flight, Sales, 1'roduction Schedule
(AIFf. ET COSMOS, 19 Dec 81) 7
Airbus In~ustries P1ans Expar3ed Line of Aircraft �
(~acques Morisset; AIR & COSM~S, 2 Jan ~2) 11~
Brief s
Airbus Subcontracts 19
- a- IIII 151 S&T FOUO]
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~
~ ELECTRONICS
i
~ ~
SIEMENS EXPAIdUS 7800 SYSTEM UPWARD WITH FUJITSU MODELS
Munich COMPUTERWOCHE in German 4 Dec 8i pp 1, 2
[Article: "Fujitsu 7.890 and 7.892 Models Announced as Top of the Line in Large
Fujitsu Computers"]
[Text] Munich (CW)--Siemens AG will expand their system 7.800
with Fujitsu's~large 7.890 and 7.892 computers (CW No /~7/81
p 1). According to tlie,Munich electrical concern, the current
largest model, the 7.892, has 15 times the capability of the
- smallest Fujitsu machine, the model 7.865-2. Of interest to
those moving up in system software is the fact that with the
"Advanced Virtual Machine" (AVM), comparable to IBM's super
tool VM/370 (Virtual Machine/370), several operating systems
can work simultaneously.
All models of the 7.800 family are compatible with the BS 3000, MVS, VM/37~ and
VSl operating systems. T.he new 7.790/92 computer can, according ~iemens, also
operate with the IBM systems MVS/SP1 and 2 as well as with the VM/SP release 2.
The capacity of the 7.890 single processor is about 2.5 times that of the model
7.880-2, until now the largest single processor of the 7.800 system. The primary
memory capacity ranges from 16 to 64 MB. The model 7.892-2 multiprocessor also
offers about 2.5 times the capacity of the model 7.882-2, until now the largest
multiprocessor. The main memory is expandable from 32 to 128 MB. Both models can
be equipped with a maximum of 64 channels for a maximum processing rate of 96 MB
per second.
According to Siemens, the program thraughput of the new models will be achieved
through the 3-level storage hierarchy: main computer, global and local bufier
memories. Pulse-command control improves bus management.~ Distributed micropro-
grams for controlling command execution and arithmetic operations result in fast
~ access to the microprogram memories.
The LSI technology in the new models includes logic modules with a gate response
time of 350 picoseconds and memory elements with acquisition times of 5.5 nano-
sECOnds for the local buffer memory and 16 nanoseconds for the global buffer
memory. The main memory consists of 64-Kbit chips. The heat generated in the
~ chips is conducted away by small cooling channels.
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The current version of the BS3000 (BS3000 E40) operating system has been expanded
by several functions, according to the Munich firm. Thus, with 2 gigabytes of
real addressable memory, the entire main memory can now be used for normal task
switching operations.
= It can contain the executable code and the buffer and control blocks for input/
output operations and user data fields. With only a few exceptions, all ad3ress
locations of the expanded memory are available. Through stronger parameterization
of the likewise expanded system decision maiiager (SDM), heavily loaded systems can
be more readily optimized.
Additional software protection to prevent simultaneous alteration of stored data
sets by several systems is achieved with the software product DSISD (Data Set
Integrity for Shared DASD). The delivery date for these BS3000 expansions is
July 1982.
The new software product "Advanced Virtual Machine" (AVM) offers 7.800 users the
capability of employing several operating systems on a single computer at the
same time. In particular, AVM permits users who are presently working with an
IBM operatin~ system on a 7.800 to convert stepwise to the BS3000. The current
system is operated in parallel with the BS3000 under AVM control. The VM/370,
_ DOS/VS, VSl and MVS operating systems can also be used with the BS3000.
The basic 7.890 configuration with 16 MB of resident memory and 16 channels cost::
about DM 8.1 million. The model 7.892 with 32 MB and 32 channels goes for DM 1S
million. Also, Siemens is lowering prices for the 7.875-2, 80-2 and 81-2 by up
to 20 percent.
The first System-7.890 computer will be deliv2red in the spring of 1983. Siemens
has already snld 55 Japanese Jumbos, 14 for delivery outside the FRG.
COPYRIGHT: Computerwoche 1981
~ 9160
" CSO: 3102/119
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ENERGY
BRIEFS
COAL GASIFICATION IN ITALY--A consortium consisting of Westingh4use Electric Corpo-
ration, Fiat and Ansaldo S.p.A., a subsidiary of the state-owned firm IRI Finmec-
canica, will be formed to build a 14-MW electric power~plant in Southern Italy.
It will use low-grade coal with a high sulfur content; however, environmental pollu-
tion will be kept minimal. This project is especially important since Italy plans
_ to reduce its dependence on oil and to diversify its energy supply. Italy will
, increase its coal consumptiom from the present 18 million to 50 million tons per
year by 1990. The coal gasification facility will be financed in part by an EG
1 loan to Fiat and Ansaldo in the amount of 8 billion lire. The total cost has not
yet been disclosed. [Text] [Hamburg ERDOEL & KOHLE-ERDGAS-PETROCHEMYE in German
Nov 81 p 472] [COPYR7:~HT: Industrieverlag von Hernhaussen KG, Hamburg 1981] 9160
CSO: 3102/119
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INDUSTRIAL TECHNOLOGY
ACTIVE MAGNETIC BEARING FOR VERY HIGH SPEED MACHIDTING
Paris AI & COSMOS in French 12 Dec 81 p 31
- [Article by Gerard Collin]
[Text] The program of development of suspension by means of active magnetic bear-~
ings has reached the preindustrial phase, after ha.ving been started 15 years ago
by the ~eam of LRBA (Ballistic and Aerodynamic Research Laboratory] and continued
by SEP [European Propellant Company]. The S2M company--a 3oint subsidiary of SEP
and SKE--which is now responsible for this program, believ'es, in fact, that the
market is beginning to respond significantly to the presentations and demonstrations
_ of prototypes accumulated in France, Germany, the United States and Japan especially.
2`wo markets seem to be directly concerned by the possibilities offered by the S2M
Actidyne active magnetic bearings: turning machines and machine toois.
- Turning machines include medium-power machines, machines with large shaft lines
and cryogenic machines. S2M has already achieved considerable success in this
area in the FRG and the United States. In the United States, for example, with
a centrifugal compressor and Ingersol Rant (power: 4 MW) and at Delaval. The
- EDF [French Electric Company] signed a contract for the development of two prototype
bearings now in process of delivery. A cold helium laboratory compressor has also
been put in operat~on at Air Liquide.
It is also noted tha.t S2M ha~s already produced 240 turbomolecular vacuum pumps
(10-14 bars, 30,G00 rpm), whose advantage is not causing pollution of the vacuum
by lubricants and not causing vibrations. S2M has also sold, in the FRG and Japan,
- remachining pins, engraved printing cylinder pins and rolling mill cylinder r.ec- +
tification pins.
T;1 the field of aerospace--in which, we reaind the reader, Actidyne was born--the
following applications are in progress:
The receiving stations for pictures from SEP's VIZIR satellite are equipped with
a film drum suspencied by active magnetic bearings. The advantage is a lack of
friction, therefore, weak, constant couple. This makes possible an accuracy of
the drum's speed of rotation on the order of 10-6 and respect for micrometric ac-
curacy of pr3.nting of the:film by laser (see illustration at end).
~
~
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NASA has signed a feasibility study contract with S2M concerning the Space Shuttle.
This study pertains to placing the turbo feed pumps of the Shuttle's liquid hydrogen
and oxygen engines--therefore around -?40�C--on active magnetic bearings.
- For the Space Lab, this time,.S2M has studied vacuum pumps for the metallurgy oven
under weightlessness. The advantages are a lack of friction, therefore no cooling
and no vibrations, and machining at very high speed or TGV [Very High Speed].
TGV Machindng: Boeing and the Others
At a tiu~e when the authorities and industr.y are devoting attention to the case
of the French machine-tool industry, the Actidyne bearings should give rise to
much interest in machindng. Now, it must be observed that it really seems that
, foreign aerospace industry will take first advantage of them, unless there is a
definite acceleration of the program in progress in France.
We have already described, in these columns, the French TGV machin;ng development
program. See AIR & COSMOS number $75 page and page especia~~.y.
~ We should point out that this program is conducted primarily between S2M fur the
pins, RITO [expansion unknown] for the tools (carbide), TMI Forest for associated
machines and Dassault.
After the first validation tests of the concept, TMI Forest developed a testing
machine making it possible to work at high speeds of advance--30 meters a minute--bu~
on only one axle. The first tests on this machine have ~ust taken place at Capde:nac,
so that the first really industrial productions in the French aerospace field are
not expected in the im~ediate future.
At the same time, Boeing has decided to jump over all ~~?e:preliminary steps and
_ has placed an order at Turchan for two nachines with one head, 15 kW/five axles.
The first one is in operation at Wichita.
It seems at this stage that the French aerospace industry is finally following
up on this work only "very weakly." Moreover, although it can be believed that
TGV machining of light alloys has virtually been mastered in its principle (es-
pecially for a determination of associated tools), it seems that everything still
has to be done with regard to steels. The subject of TGV turning--a priori favor-
because of its high speeds of advance--does not seem to have been tackled either.
Within the framework of the government program for recovery of the French machine-
tool industry, S2M has proposed three sub~ects:
Continuation of Work in Light Alloys
- Study of TGV machining of steels.
Sudies on TGV machining of "hard" composite materials. By this we understand mater-
- ials of the carbon-carbon type (for aircraft brakes, for example) that are raising
serious machining problems at present.
i .
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There certainly is no cause for presenting TGV machining as a panacea for the
machine-tool industry and the aerospace industrq. There are a number of factors
other than turning time that intervene in production costs. But, on the other
- hand, TGV machining provides a productivity supplement that should even be able
to become significant in the case of special machinings: large parts (panels,
girders, m.~sts), turning, "hard" composite materia~s, ceramics and so on.
Then, why not play this verq French card to the limit!
� -.:t.;~; .
.
(`Y . .
~ i ~ .
_ ~
~ p ~i:.:s...-.->~
i.F ~ ~
~ .
~ ~ t',~ .
~
S2M has set up, at Vernon, a demonstration of TGV machining simulated by a horizan-
tal lathe--making speeds of advance of 15 meters a minute possible--in a light
aeronautic AU4G state T4 alloy, machined by an RITO tool, one tooth (brazed blade,
20� cutting angle, 25 millimeter diameter, blade sweep 23�, speed of rotation
54,000 rpm, B10-1000 (10 kW) pin. Result: S00 to 700 cubic centimeters a minute
removed, for a producCivitq of 70 cubic centimeters a minute per kilowatt.
~
~ 'uq}�~'1{' 1~wMV~ ~ ~
~ ~ ~
~ `i~~i~j
. ~ TiP''~ia~~ll~.^fa~l~,e`st
VIIIR' '
Film support drum of SEP's VIZIR stations. Each picture consists of 15,000 15,000-
dot line, or 7-micron dots for a 900-meter resolution of terrestrial imagery. The
film carried on the drum is printed by laser. Engraving accuracq must make it
possible to superimpose several films with an accuracy close to a micron or better.
Drum positioning accuracy is, therefore, on the same order at ratation speeds of
1 to 2~ revolutons per second. Drum weight: 22 kilograms. Twenty devices have
been delivered up to now.
COPYRIGHT: A. ~ C. 198'_
10,042
CSO: 3202/116
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~
- TRANSPORTATION
A 310: FIR,ST FLIGHT, SALFS, PRODUCTION SCHEDULE
Paris AIR ET COSMOS in French 19 Dec 81 pp 22, 23, 25, 26
~rticle signed J. M.: ~~Airbus Industrial Resolved to Expand its Pr~duct
Line to Increase its Share of the Market"; passages enclosed in s'l~n.tlines
printed in boldfac~
~ext7 A few months from the /A 310's first flight/, major executives of Air-
bus Industrial have presented to specialized journalists the new ~ircraft,
two of which are in the final stages of cons+.ruction in shop M90 of Aerospa-
- tiale at Toulouse St. Martin. The visit was also the occasion for a series
of presentations covering the whole range of production--present and future-- �
of the European consortium, and for reports on its commercial activity, in-
, dustrial foundation, and position vis-a-vis other major world aircraft build-
ers. Never had Airbus Industrial ~one to such lengths t~ inform journalists~
- and it is out of the question in these few pages to publish even a summaxy
of the mass of in~ormation so dispensed. Thus our readers will find in the
weeks to come substantial supplements to the present account.
Before proceeding to the A 310 proper, it is fitting to recall /order and
delivery figizres/ for the /A 300-A 3'10/ line of products. At mid-December~
Airbus Industrial was sti1J. announcing /502 aircraft sold/ (324 A 300s and
178 A 310s) of which /343 were firm orders (255 A 300s, 88 A 310s) and 159
werP options/ (69 A 300s, 90 A 310s). The only difference lies in the fact
- that one of the "non-announced" companies was actually Singapore Airlines,
which has just conver~:ed si.x A 300 options into firm orders, and taken two
~ A 3'10 options. The number of carriers who have officially ordered A 300s
thus sti11 remains at 3f+, but the number of those who are acquiring A 310s
has risen from 13 to 14. Taking into account those comapnies who have.onted
for both aircraft at the same time, the total number of acquirers rises to
- 42, not including Air Algeria which has rented two A 310 B4-100 from Luft-
hansa.
Still at mid-December, Airbus Industrial had /d~livered 158 aircraft/ (47
A 300 B2s, 111 A 300 B4), with the number of operators rising to 27. Thus
it still had /344 Airbusses to deliver/, assum:i.ng a11 options are changed
to firm orders, which seems probable in most cases. To the 502 p].~nes al-
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ready mentioned, 5 can be added (3 A 300s and 2 A 310s) for which three firms
have already accepted proposals made by the consortium. To sum up, the grand
total would be /507 planes for 44 firms/. Another interssting point in these
statistics is that Airbus Industrial has as buyers 18 of the ZO countries in
the world with the hi~hest GNP; the two missing, obviously, being the Soviet
Union and the People's Republic of China.
Concerning /production/, it is freely recalled at Toul~use that Airbus Indus-
trial depends on four partners (Aerospatiale, British Aerospace, CASA jxpan-
sion unknown~, asid Deutsche Airbus, whose employees exceed 160,000, of whom
/17,000/, or only slightly more than 10 percent, work for Airbus Industrial;
the margin for maneuver is thus very high. These work force figures are com-
paxable to those of Boeing (81,000) and McDonnell-Douglas (70,000). More-
_ over, the geographical dispersion of the means of production among the four
countries constituting the birthplace of the European consortium is far less
than that found, for example, in the case of Boeing for the B 767 program,
even omitting the Japanese and Italian subcontractors.
The /production program/ curve- even if provisional, is interesting to com-
pare with the much more p~rturbed one~s of American aircraft builders. /The
progressive rise in production rate remains an important economic factor/ in
the broad sense of the word: it will be /54 in 1982, 70 in 1983, and 88 in
1984/(that is, 8 planes per month for 11 months). Of.course, that growth in ,
_ production is matched by a very considerable investment effort: DM 600 mil-
lion in Germany, Fr 400 million for Aerospa~iale (1~80), Ptas 1~450 million
for CASA, and about.30 million pounds sterlin~ for British Aerospace (1979-
~g82), as well as 40 million pounds sterlin~ for additional tooling to raise
to 98 the annual production capacity for A 300 and A 310 wing assemblies,
not to mention the two Super Guppies already in process of manufacture, which
will raise to 4 the number of planes of that type used for fast and economi-
cal transportation from plan.t to plant of the bulkiest components.
In t~~rms of the world market for aircraft of large caxrying capacity~ Airbus
Indus!:rial modestly shows for this year a/penetration rate of 54 percent/,
th~nks to firm sales of 45 A 3oo/A 3'ICs as against 7 B-767s (8 percent), 15
8-747s ('18 percent), t~ L-101'Is(10 percent), and 8 DC-10s (10 percent).
Still more interesting is the comparison of tocal 1981 sales (83 planes) to
'1980 sales: for� the same period, that of the first 11 months, total firm
sales were in fact 135 in 1980 (which clearly indicates the massin~ sales),
but Airbus Tndustria.l's part grew by 15 percent, tn the detriment of all othpr
builders.
Finally, we note that Airbus Industrial has further enhanced its backlog of
, aircraft to be delivered: in 11 months, this grew from 341 to 3~~+/349. In
fact, delivery lags have become such that there is little chance of seeing
further growth in back orders, though the effects of the present bad situa-
tion are somewhat offset by those lags. To reach its set goal of 1,000 air-
craft, Airbus Tndustrial is strivi.ng ab~ve all to increase the number of its
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customers,~~uhich increased in 11 months frnm 39 to ti1+. Broadening of the
. product line should facilitate that growth.
As was pointed out by Pierre G. Pailleret, senior vice president for market-
ing of the con.sortium, the policy of Airbus Industrial is simple, and is de-
fined by three lines of action: to /meet demand, improve present products,
and broaden the product line/ so as to maintain a viable European industry.
= Whence the studies now in progre~s ~to which we shall return in future is-
- sues), which are directed concurrently toward the "s:nall" A 320, the large
capacity TA g, the TA 12 (a long-range A 310), and the very long-range qua-
druple-jet TA 11. The market, of course, wiil decide wha~t priority to give
this or that program, it being accepted that the A 320 and TA 9 are front
- runners in this race to development. For the A 320, discussions are now well
underway with Delta Airlines, but the number one problem re:nains that of the
very "advanced" engin,~ indispensable to provide the aircraft with the best
possible economic found:~tion (see article p 15, th'is issue).
/Most important is that Airbus Industrial is now attaining true maturity in
terms of industrial ~tooling and technical-commercial policy/. In a word, the
European consortium has become "totally credible," and is calling the tune
to other major aircraft builders of the world, while negotiating as an equal
with engine builders and systems sup~liers. Ne$otiations such as those now
- proceedin~ with Delta on the A 320 are the best demonstration of that credi-
bility and stature.
To return to the A 310, we have seen at Toulouse /the first A 310/ (aircraft
_ no 162) practically finished, with its cabin floor occupied by many record-
ing devices, and now beginning its vibration tests with the aid of ONERA
iVational Office for Aeronautical Studies and Reseaxch7. Technicians anti-
cipate the aircraft will be ready to begin flight tests by mid-March (the
target date is 31 March), provided of course that weather conditions are not
too unfavorable.
A 310 no 2~airframe no 172) has nc~w received its fin and awaits its engines.
_ Owing to the fact that it will not have to undergo the same preliminary tests
~ as aircraft no 1, it has some chance of catching up with the latter, although
- the target date for its ~irst flight is the end of N pril. Thus the second
A 310 could be ready to fly in March, and within optimum limits these two
prototypes could be capable of making their first flights the same day.
An interesting aspect of preparations for these tests relates to the use of
A 300 no 3 as a demonstrator of the EFIS ~Electronic F1i~ht Instrument Sys-
te~, that is, the cathode ray tubes for piloting and navi~ational data dis-
play which are an integral part of the A 310 cockpit. Two Thomson-CSF EFIS
have been in service since 8 December on A 310 no 3, thus savin~ precious
time in perfecting the A 310 thanks to the experience gained in flight.
The third A 310 airframe, marked for fatigue tests, will be "operational" as
early as April. /The third A 310 to fly/--th.is one ~rith General Electric
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CF6-80A turbojets--is intended for Lufthansa and bears serial no 191. It
will reach the final assembly stage in April, and will fly in late July or
early August.
The fourth A 310 (airframe no 201), also equipped with CF6- 80A engines, wi~.l
fly in late September or early October. The fifth A 3'f0 (airframe no 217),
equipped with: Prati: and Whitney engines, will fly in late November or eaxly
December.. These last two aircraft will be rapidly fitted out for commercial
operatian, but will also participate in the flight testing program, which
should make it possible to obtain /by the end of March 1983 the type certi-
fication for the two versions (Pratt and Whitney or General Electric engir_es).
Meanwhile, by August 1982 the airframe for static tests will have started
its ground tests.
Finally, we recall that integration of the A 310 into the c ommon A 300-A 310
assembly line is planned for as early as next fa11, in principle for the
sixth A 310 (approximate r.umber ranking in series: 220). This will be a
delicate operation requiring rigorous balancing of time factors.
A 310: To 148 Tons?
Latest wind tunnel test results, at low and high speeds, with simulation of
engine installations, have shown that announced performance levels will be
attained, and thanks to various modifications made in the aircraft, they
even permit anticipation of still better performance at takeoff, in .terms
of takeoff weight for a~iven len th of runway. With 237 passengers and
reserves of FAR jxpansion unknown~ International type fuel, and cruising
at Mach 0.7~ v~rithin an altitude range of 31,000 to 35,Q00 ft, the A 310
will have a range of:
/2,500 nau~tical miles/,or 4,670 km for the basic A~10-200 version, with
- maximum wEight of 132 tons;
~ /3,OCG nautical mile~, or 5,55~ k~~, for the '~dE~velo~ped" A 31G-�20C~ v~ersion,
with maximum weight of 138.6 tons.
But ~aind tunnel tests of buffetin~ limits permit anticipati on that it will
be possibl.e some day to develop an A~10-30C weighing up to 148 tons. Such
an aircraft (see AIR ET COSMOS r_o 884) should have a range of 3,500 nautical.
miles, or nearly 6,50C~ km.
A ~10: First Lightening Program
As it is with all new aircraft, the builders of the A.310 axe striving, by
means of a/lightening program/, for further reductions in empty weight
yielding an equivalent gain in useful load.
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A~~ Programme highlighi:s ~
500
Il72 Oetalrr i1R5T FLICHT
1914 M~ron CERTIFICATIOiY of 82-100
19l1 Nor~a,~,~r. 156 A/C OfUYERED . -
19A2 M~reb FIRST FViHT A~10
~ 600 ~987 hlire~ F!�:: OEl1VERY A]10
19t4 M~raA fIR5T0EUVERYA700-600
~
B767 /
y;
j%~~~
m
eX
_ . ~
]00 ~
' ~ 8747 ~
- (15)
18Y.
i A300/A310
200 FIRST FIIGHT � (45)
a ' ~ 54Y.
~ L1011
i PROOUCTION ppTE (8~
10Y.
. ( 100 . ~ � '
D~tOW
7`0`,iL
_ I ']'7]' ~
14 ]5 7� 77 )8 79 B.0 CI !7 A~ 84 85 66 -
i
Production curve for A 30G and A 310. The 20C~th Distribution of firm ~
unit will come off the line early in 1984, the sales of high capaci-
4CCth in March '1985~ the 5GCth in A~ril 1986. Ps~o- ty aircraft from
duction rate, now close to 4.5 units per month, January 198'I to enn
is to reach 8 units per month by spring 1984. November; Douglas
figure includes KC-10
(Airbus Industrial
. document).
L Ms oas These two curves of aerodynamic efficiency ~
p Q~ I in relation to lift coefficient illustrate
o the performance improvement expected from
( o ~ the new A 310 wing (up to 7 percent). The
12~~� ~ ~ triangles~ circles~ and crosses which per-
A30b ~ ~ mitted tracing of the anticipated aerody-
Flig'ht poler
--i ~ namic efficiency curve for the A 310 are
I the result of wind tunnel tests made at
~ .
~ Madane by ONERA , Amsterdam by NLR ~ex,pan-
~ ~ ! I sion unlQiown~, and Bradford by ARA ~expan-
~ ~ I ~ sion unknownJ on models allowing for engine
~ ~ influence on air flow at cruising speed of
I A310 I Ma ch 0.78.
A300
Flight range
CL
' 0,3' 0,4 0,5 0,6
, 11
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~ - - - - -
~ AIR~US ~ A 3117 ~ " " � ~
i
~ QA.
_ ~A� ie n ~e \
~ C.A.S.A. ~
~ ~.W. a O.E. ( ~ONR)
_ QA Caep: _ A.S. /u~y. '
_ ~A� Camp:_ QA. Auy.
~ MESSIER x a~ ae aa
. ~ FOKKER ~
- ~ELAIRlUS
a
~ ~ xa
, xo
~ 1~

, , / ~S
Q
~ ~ 0 a~ a~ ~
. / ~ ` 1
� ~ O ~OO+Z~ sz REPARTITION DU TRAVAIL
J
Distribution of components manufacturing for the A 310 among the four part-
ners of the European consortium: Aerospatiale, 37.9 percent; British Aero-
space, 20 percent; CASA, 4.2 percent; and Deutsche Airbus, 37.9 percent.
Major subcontractors and suppliers are: airframe, Fokker and SONACA (BelAir-
� bus); landing gear, Messier-Hispano-Bu~atti and its a~sociates. Engines, we
recall, axe supplied by Pratt and Whitney and General Electric with SNECMA
~Iational Aircraft Engine Research and Cortstruction Compan~ and MIU ~expan-
sion unknown1 participation. Nacelles are supplied by Rohr. The automatic
piloting system (numerical CADV ~xpansion unknown, is supplied by SFENA
~French Air Navigation Equipment Compan~ and its associates.
12
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Initial weight tests have already shown the airframe to be somewhat lighter
- (by 91 kg) than anticipated. Tr,e lightening program now adopted leads to
/a useful load gain of 687 kg/. Other weight-saving measures can be consi-
dered, in part through $reater use of casbon fibers. But that prograir is
being held in reserve, to be started only if the clientele asks for it.
_ Weight saving thus obtained would total some 880 kg, but the cc,st wculd be
on the order of ~30C per k~ saved.
CCPYRIGHT: A. & C. 198'I
6~ 4;
CSQ: 310Z/117 ~
13
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TRANSPORTATION
AIRBUS INDUSTRIE PLANS EXPANDID LINE OF AIRCRAFT
Paris AIR & COSMOS in French 2 Jan 82~pp 10, 11, 48
[Article by Jacques Morisset: "Airbus Industrie's Meccano"]
[Text] Meccano (registered trade name): "metal construction toy with interchange-
able parts, invented by F. Hornby." This definition (by Larousse) of the famous
construction set is perfectly applicable, a1n~.ost to scale, to the future series
of heavy transport aircraft under study in t~irbus Industrie and its partners.
But what a set! Tonnages from 184 to 227 metrir tons. Planned capacities range
(in reverse order) from 344 to 253 seats. Ranges are included between 3,1U0 and
12,650 kilometers, depending on the type of aircraft and ~ethod of use. Enough
to meet, practically, most of the future requirements of companies for heavy trans-
port aircraft, except for the large slot filled by the B-777.
In fact, so far,.Airbus Industrie has aimed only at the single slot of heavy and
medium transport aircraft w3.th the A-300, then the A-310 and the future A-300-600.
This is a profitable slot, however, insof~ar as the low cost of fuel had masked,
for a long time, the mediocre adaptation of American heavy transport aircraft to
medium and, especially, short runs. You do not transport with impunity tons of
metal (structure and engines) that have become useless as soon as long runs are
no longer involved.
Airbus Industrie, fram now on firmly established in that slot, with 44 customer
companies scattered over five continents, with a li:ne constantly undergoing modern-
ization (starting in 1984, the A-300B4 and C4-600 will replace the present A-3QOB4 :
and C4 aircraft), has planned to develop its activities along two lines: production
of a 150--seat aircraft, the A-320, whose characteristics will be firmed up in the
coming months (see our last issue); development of a new series of heavy Cransport
_ aircraft, making maximum use of already existing components (A-300 and A-310) or
under d~~ze l~p ~e~n (A-300-600), but oriented in accordance with two plans: on
- the one hand, offer of a larger capacity (TA-9) and, on the other hand, production
of long- and very-long-range aircraft: TA-11 and TA-12.
In the coming weeks, we shall have occas3ofl'~to discuss ~he characteristics and
performances of these three aircraft again, summarized, however, in the compara-
tive table that we are publishing now [at end] and that shows the possibilities
of the future aircraft. Because it is realized that there is no question of the
European consortium's wanting to launch everything at the same time, it is ob~~ious
that a priority will be set up that will depend first of all on the market; that
~4
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is to say on the real marketing possibilities. In practice, the TA-3 has the best
chances of showing up in first place in the race in the second half of the decade.
The objective aimed at (capacity increased by 25 percent) will enable the TA=9
to present itself a~ the successor of the DC-10 and of the L-1011 on all run~
not exceeding 6,000-6,500 kilometers, provided, of course, that the twin-engine
formula is acceptable. This is already a very wide slot in itself, for which demand
will show up all the more rapidly now that Lockheed has decided to stop producing
the TriStar and Douglas is forced to consider abandonment of the DC-10 line in
- the future.
This observation also applies, however, to the long-range TA-11 (f our jets) and
the TA-12 (twin-jet) aircraft. Between 150 and 200 seats, there will be the
DC-8-70 (DC-8-60 reengined with CFM-56 engines). Starting at 350 seats, there
:is the B-747. In between, there will no longer be anything. Therefore, the slot
really exists that the TA-11 and TA-12 can fill all the more effectively, because
these two aircraft will have the maximum in common, on the one hand, with the
A-300-600 and the A-310, on the other hand, with regard to fuselage, cockpit, sys-
tems and tail unit. On the other hand, the wing will be new, if only because of
the need for increasing its area and for making best use of the progress achieved
in aerodynamics. But the research departments are now working on an airfoil whose
basic components will be the same for the TA-9, for the TA-11 and for the TA-12,
- but capable of taking eitiher two engines with a 28-ton thrust (TA-9 and TA-12),
= or four engines with a 15.5-ton thrust (TA-11).
The diagram th at we reproduce here [at end] shows the mechanism by which the fuse-
lages of these three aircraft types will use both components already existing (or
under development) and a new comnonent: the center section designed to take the
new airfoil. Because the diameter remains obviously the same, the only new tooling
required will be for this new center section. In view of the increase in takeoff
masses (+11 percent and +37 percent), the landing gear will also be redesigned,
but its basic components will be similar for the three aircraft under consideration.
To our k.nowledge, this the first time that a transport aircraft bui~.der is proposing
to devote himself to this kind of Meccano set, not a posteriori, but, rather, a
priori, by studying in that spirit all the structural camponents. This will result
in a considerable saving of ineans, which will make the operation particularly pro-
fitable from the industrial point of view. Of course, Boeing lays claim to similar
ideas with regard to the development of the B-767 series, but, up to now, it has
envisaged only a three-~et derivative, the B-777 (of which it is, moreover, no
longer a question, at least for the time being). On the other hand, Airbus Indus-
trie leads by several lengths in this kind of operation and it will, in any case,
be in a position, if its partners so desire, to propose a series of transport air-
craft as broad as it is competitive. Carriers, who are anxious to have several
' suppliers, will appreciate this.
It is observed, th~n, that the development of Airbus Industrie no longer rests
on a work tool (the industrial capacities of its partners are still mobilized only
partially), but, rather on the consensus of those industrialists, on the aptitude
to mobilize the indispensable financial collaboration and on the budgetary capa-
bilities of the governments concerned. The technico-industrial problem is becoming
political, because the desire to move ahead and to take the necessary risks is
. i5
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the real driving force of development. At any rate, in Airbus Industrie Europe
has more than ever a remarkable chance to affirm itself on the huge world market
for air transport and finally to break the American quasi-monopoly.
Comparative Characteristics and Performances of the Future Airbus Series
A~~ A.310~200 A~~~ A~~~ TA.9 TA.11 (s) TA.11 (s) TA.12
.~dfveloppi (typs 200) (typ~ LR) (typs ELR)
Pouaabe au dBcolia e(t)(3~ 2 X 11,34 2 X 21,77 2 x 23,81 2 X 26 2 X 28 4 X 15,4 4 x 15,4 2 X 28
Type de moteur encore non CF6-8QA CF6-50C2 CF6-80C/A CF6-8UC PW 2034 PW 2034 CF6-80C
( ~dBterminb JT9D-7R4D1 JT9D�59A JT9D-7R4H1
Enverpure (m) (5) 34,48 43,90 44,84 44.84 56,00 58.00 58,00 58,0p
Lon ueur horo tout ( (6~ 37,41 . 48,67 53,62 53,85 62,02 50,89 50,89 50,89
All~nqement g8om~tr~ e> (8~ 9;45 8,80 7,73 7,73 9,50 9 50 ,50 9,50
Nombre de slbgae :
- en em8negemant mlxte (1 ) 150 214 251 269 324 236 236 238
(12 + 138) (18 + 196) (26 + 225) (26 + 243) (3~ + 294) (24 + 212) (24 + 212) (24 + 212)
- maximal (1) (11 ~ 177 289 345 345 400 253 253 253
Capacit6 dea soutes (12~ @conten. 15 LD3 20 L03 22 LD3 30 LD3 17 LD3 17 LD3 17 LD3
(conteneurs + fret en vrac) ( 3# 2,8 my + 16 m~ + 17,3 ms + 17,3 m~ + 17,3 mz + 12,3 m~ + 12,3 m~ + 12,3 m~
Bllan dea messea ( ~s) . )
- maxi d8collaqe ~,1 71,90 138,6 165 165 (4) t84 211,2 226,8 180
- maxl atterHssage (16~ 62,86 121,5 134 138 163 148,6 150,5 144,5
- mexl sana cerburent 7~ 59.08 111,3 124 130 152 137,B 139 133,5
- b vlde oo6retlonnel ~ 1 ~ 9 ~ 39,88 T7,74 88/89 88,5/87,8 10.5,8 106,3 106,7 98,5
- charqe payante maxl ~ 19,42 33.81 36/35 41,5/42,2 46,4 32,4 32,3 3S
- carburant maxl (20~ 18,80 43,00 49 49 64.9 95,7 100,7 95,7 (a) ~
Olatancea frenchl~sables 1 )
- evec C.P. maxl (N.M./km)~ 21T00/3150 1760/3260 2700/5000 2600/4815 1880/3110 5066/9365 5900/10925 3720/6890
- evec passagers seuls 23
(N.M.~/km) 2950/5465 3000/5550 3300/6110 3560/6595 3200/5925 6010/11130 6830/12850 4910/9095
(1) at the rate of 3U inches for the A-320, the A-310 and the A-300; at the ra~e
of 33-34 inches for the TA-11 and TA-12; (2) the distances for passengers only
(and their baggage) are for the mixed-type arrangement; (3) there is, in the plan-
ning stage, an A-310-300 capable of taking off with a mass of 145-148 metric tons
- and able to cover 3,500 nautical miles, or close to 6,500 kilometers; (4) the'maxi-
mum mass of the A-300-600 is scheduled to be increased to 170 metric tons; (5) LR =
Long Range and ELR = Extended Long Range; (6) t~iis capacity would actually be far
in excess.
Key:
1. developed 13. (containers and bulk freight)
2. not.yet determined 14. summary of masses (metric tons)
3. thrust on takeoff 15. maximum at takeoff
4. engine type 16. maximum at landing
5. wingspan 17. maximum without fuel
6. length overall 1't3. operationally empty
7. wing area 19. maximum payload
8. geometric aspect ratio 20. maximum fuel
9. number of seats 21. ranges
10. in mixed arrangement 22. with maximum payload (nautical miles/
11. maximum kilometers)
12. cargo compartments 23. with passengers only (nautical miles/
- kilometers)
16
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,oe . _ _ _
~~r~o~o
- It o0o NI
a
a~
~r..~aoom r~~i ~~e
p ~ ~ ~ ~ ~ ~ r~ r*,? ~ .
7~/r~ ~t 2101b ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~
p ~ ~
~ tp~~t M 2001A ~ ~ ~
m
0 RANOE l:
ODO 1000 2000 ~000 1000 6000 �000 7J00 ~ ~00~ .
Only the new aircraft--A-320, TA-9, TA-11 and TA-12--are shown on the graph of
payloads and ranges. The ranges are calculated for the A-320 and the TA-9 with
- "domestic" type FAR [Federal Aviation Re~u~a*icns] reserves; for the TA-9 and
TA-11 ~aith "international" type FAR reserves. -
0
- ~ . -~a ~ ~
.
.o _ 0.~.~
. i ~
_ ~ ~ o . T~.n?
. . y., ~
~ p ~ ~oo
- TAii ~ A~ .
TAt2 ~ A
NEIr TANTA11RAt2
~1 -0 'Z - NlIrTIN .
Fuselages: The A-300-600 needs only one single new cylindrical section; the
TA-9, TA-11 and TA-12, on the other hand, will require development of a new cen-
ter section.
- 17
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,o sa _ _ ,o rn -
6~00~. . ir~'~.
'
~
~ ~ i t ~
' ~ i
~
L '
\ ; ~
.~.5.~.~. ~ ~.~.M~~.~. Z~
, ~ ~
\ ` \
\ \
~ [MOM(
Ii0110~(I1qM1
~
~
~ ,
~
NIINO Al1EA : J70 int wINO AlllA :770 ad
~cr nnr~o :~s TA71 nr~cr iuno s~.~ ~
TMEII MTp :0~ ~ TM[II MTIO ~0~
TA9 (A1 D[ftNR10Nt) TA12 ~u a~uu~~~
:~a
The future new airfoil with an area of 330 square meters will equip both the TA-9,
TA-11 and TA-12. The difference~; will pertain to the tank capacities and to the
points where the engine pods are attached.
This Sketch Summarizes the Anticipated Development of the Airbus Series
A300B2/84-600 TA9
�-o-o ~
-0--o
A30082-100/200/3pp
A300-800 ER
�-0-o ..o_o
~ A310C ~ TA11
a a ._o
A30084-100/200
..~-o A310-300
Q o
� o
as~azoo
_ -0 TA12
o�
- A300C A320-100/-200 ~ -0 -o
��a o
in o Proliminary Prelimine
psraNon In developmsnt ~op~t ~ron rY
COPYRIGHT: A. & C. 1981
10,042
CSO: 3102/115
18
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_ TRANSPORTATION
BRIEFS
AIRBUS SUBCONTRACTS--Within the framework of compensation agreements, the Nor-
wegian Raufuss Company is now collaborating i.n manufacturing for Airbus, to which
- it is supplying loading system components. This subcontracting agreement was con-
cluded by the German partners of Airbus Industrie responsible for agreements with
Italian and Norwegian industry, while Aerospatiale has concluded similar agreements
with Portugal and Greece, and British Aerospace with Australia and Switzerland.
[Text] Paris AIR & COSMOS in French 9 Jan 82 p 11] [COPYRIGHT: A. & C. 1981]
10042 ~
CSO: 3102/115 END
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