In order to meet Aeroflot's requirement for a 100-seat
jetliner, Dmitri Markov installed four 5,000shp
Lyulka AL-7P engines in place of the two larger
AM-3s in a slightly stretched fuselage of a Tu-104 - the
stretch, of 1.2m, gave the Tu-110, as the new version
was numbered, a fuselage length of 40.06m. The span was also increased by 2.96m to
give space for the extra two engines to be installed. The
third change was to the interior, where the cabin was
divided into two sections to provide for first and
economy class passengers. Take-off weight of the
four-engined aircraft, at 79,300kg, was
3,300kg higher than the original Tu-104. With
a maximum speed of 1,000km/h, a ceiling of
12,000m, and a range of 3,300km, there was little difference in performance.
One aircraft was built at factory N 156 from parts
manufactured at factory N 22 in Kazan and brought to
Moscow, and it made its first flight on 11 March 1957. Although it flew well,
it offered little advance on the Tu-104, and no production
orders followed, although two others were completed
at Kazan. Instead, Aeroflot and Tupolev agreed that
the slightly larger body should become standard on the
Tu-104B, which began service in 1959.
|A three-view drawing (1304 x 692)|
|Bob, Aaaga=yandex.ru, 24.01.2012|
I need information about Russian jet engine with Force 22Kn.
Name the engine ?
Please help me.....
|Heloego, heloego=comcast.net, 23.01.2010|
"5000shp" is incorrect. The term "Shaft Horsepower" (shp) is reserved for Turboshaft engines such as used in helicopters.
This aircraft was fitted with 4 engines of 5000 lbs thrust each.
|My name is Justin, justinokongo=msn.com, 14.02.2007|
Between Boeng and Tupolev which aircraft was advance in early 1950?
Do you have any comments about this aircraft ?