JPRS ID: 10324 WEST EUROPE REPORT SCIENCE AND TECHNOLOGY

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CIA-RDP82-00850R000500030033-7
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RIF
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U
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11
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November 1, 2016
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33
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REPORTS
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APPROVED FOR RELEASE: 2007/02/49: CIA-RDP82-00850R040500030033-7 ruK urr~~ewi. UJ~ UIVLY 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 FOR (DFFICIAL USE ONLY APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 APPROVED FOR RELEASE: 2007142/09: CIA-RDP82-40854R040500030033-7 NOTE .TPRS publications contain information primarily from f~reign newspapers, periodicals and books, but alsa from news agency transmissions and broadcasts. Materials from forei.gn-langtiage sources are translated; those from ~,nglish-lan~u��:ge sources are transcribed or reprinted, with the origi~al phrasing and other characteristics retair,ed. Headlines, editorial reports, and materiai enctosed in brackets are supplied by JPRS. Processing indicators such as [Text] or [Excerpt] in tt~e first line of each item, or following the last line of a brief, indicate haw the original information was processed. ~here no proces~ing indicator is given, the in~or- mation was summa*ized or extracted. Unfamiliar names rendered phonetically or transliterated are enclosed in parentheses. Words or names ~receded by a ques- tion mark and enclosed in parentheses were not clear in the original but have been supglied as appropriate in context. Other unattributed parenthetical notes within the body of an item ;,~iginate with the source. Times withi.n items are as given by source. The contents of this publication in no way represent the poli- cies, views or attitudes of the U.S. Government. COPYRIGHT LAWS AND REGULATIONS GOVERNING OWNERSHIP OF MATERIALS REPRODUCED HEREIN REQUIRE THAT DISSEMINATION OF THIS ~UBLICATION BE RESTRICTED FOR OFFICIAL USE ONI.Y. APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 FOR OFFICIAL USE ONLY 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] FOR OFFICIAL USE ONLY APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 FOR O~i Il (AI, [ISF: ON1.Y 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 1 FOR OFFICIAL USE ONLY APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 APPROVED FOR RELEASE: 2407102/09: CIA-RDP82-00850R000500430033-7 � 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. 2 FOR OFFICIAL USE ONLY APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 FOR UFFICIAL USE ONLY 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. 3 FOR OFFICIAL USE ONLY APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 . . 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. . , r: ~~.r ~ {~.,~i ' y��~, . _ ~!t~`~`~~ ~ i~+' � "e 4 ~ h 9 ^ ~ f,~ ~K ~ . , F,..i y r~{ " . .,y. K ' ~ 4+"ww . f ~ f i:~ .~9 , e � ~ ,p , ~ ` r y ~ - : ~ F ~ YI . ,s . -k +~~a?,~... ^ . .YS"' ~''N\ ' . ~ ..a~. . "s . ' r, ~ r , ~ ~ , ~ ~ o~ ~ . ~ , , ~Y > ' ~'~i ~ x ~ ~f vY Cl F,.i!~~4;%.''�% - . 4 FOR OFFiC[AL USE ONLY APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 FOR OFFICIAL USE ONLY Characteristics of the TA-9-2Q0 , ''~ti , ~ rt k SS~~ m~ . . ~ +f. h ~ . 1 3~1~- 4�Y ` ~ . t ~ � +T ! ~ 4 ~ -~L ~ ~ ~e~ Y 1 ~di t d r~''~~i ~'r~ ~ , , , ~ r~l~ e 4;'r ~y r yr~ ~ ~urt Y '+,r` ~ i ~ ~ ' ~ yS~`` ~ i +i 1 tie ~ y ~ ~ r 'i !fi a~ .~,'1~"dy ~ ti^#'~q~44~ M ~ ' ~,1. } R ~W!'71 L, . , . ' ~ '.y 1 ' ~ r*r Pi~ N~ 4 'i . ~i~.t. ~P:N� . ~ . . . . A ~ ~ 7 ~ . ~ . t) , 1 ~ t ~ I M 1 '~J~;' r . ~ . 'q . : 4S k~., , M"i ~ , i -y i 1. ~ . ~ .1~~ r 1 . ? ~ ~7 p 4:T,y~ ~,t**~ x ~ }r ~ ~ .1r J , . . . ~~7. I ' ~ �'tG.'JF ~ Yy ~ f 'f i ,Yr n+. , w - 1 . f' , ~ 3 .,G , , i; , 3 ' + ,y, . . ......._.fa � ~ J ~ ~ ~ v' a ' r- ' _ r' ''~r ri 't, ~ , . . ..:x�: ~ :1;~ ~ ~ t, ~ N r �d"i ,.,h~ , . . . ti, "a " i~~ ..,r...ri N~ ~ . ~ ~ F ~ ,,',\11 . hy.Y Y!h.' 11 . . ! i~h : 1 . ~ .~Nw . ,.L~?aar�~ r i~ ~ ~ , 6 , , . � � . , ty, ~ . '~r`~YOArT .~u' r ~5 ~ ~ E~~'' ~ ~ ~ F , 4 , ' r ! M~: :~r~ . . , ri~ . , , . , - ry~:' , % E , . { i ^ ..~~~Y~NNNN'~1 1 N11M ~M~N~~~N~~~~~I u~~~ � �~~N~1~~~~N~~ � ~ '~~M~t~ . w~~f1~'~ . . . ~ ~ l.~i.. :~~j ~ '~rt1-~CA.,.. ~ r... . ~~~r'.. ~.x~.^ ,'~~j~ Z�., m' _ w. r ~ . +a. f~7~4r~~ k`~ 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). � FOR OFFiCIAL USE ONLY APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 , ~ , eee~e0e~eeiea~eee ~8 e~deeea eeeee : ~ ~~~$Q ~ M~~aeeea~aeaae0eaeee~ ~ee~aaaease oe e~aee= ~ .,eeoeaeeeea9eeeeeeoe eeeee~ee eeee : . ; - ~~~~~~~~8~~~~~~~~~~~ ~~~~~~~~~~~~o~~ , ::;:.s , , ~ . ~.~o~eo ~~~~eee~eeesseaoeeos �eseossesse eeoe ~ ~ - _ ~ , i i ~ ~ 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). C.G. Control ~rrlw~ nonnN co nnp.) \ fwl Vfnsl~r bNw~~ mMn WY~~ He18Xed steblUty iid W"'~` � (i.a,wa .ueiw; :...r0u,.) � R~duo~d downlo~d ~ m WIpWN ~ � ~ -I S � � ~ ~ 1} � ~ � � ' ~ � - - ~Q~, � � � ~ U ~ � ~ � � ~ � ~ ~ / ~ ~ ~ ~ ~ ? Yon ~flloNM produoYon ol nN Mfl ? ~ ~ \ ~ ~ ~ ~ ~ � ~ T~krWl C~+N~ a~p~bllk?r ~uM~ ~4iwd buMN MnWatlar ~/o YnpwW. n4+wd dnp ~~o M+Wo~ bY 1 X wp~M ~MIAd~ cq~DYNy ~nMNr ~~p ~Ycnfl k~on~Md Comblrrd ~fl~d~ fwl up~elty 2.6% bww hMl bum 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... 6 FOR OFFiCIAI, USE ONLY APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 FOR OFFICIAL USE ONLY ,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 n !M 721 PAX I10o Is) _ - - - i ~ , ~ , , ~ ~ ~ ~ 0 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). 7 FOR OFFICIAL USE ONLY APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7 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 8 FOR OFFICIAL USE ONLY APPROVED FOR RELEASE: 2007/02/09: CIA-RDP82-00850R000500030033-7