Tu-330

On 24 December, 2002 in “Tupolev” PSC Business Center, Moscow a “round table” was held on “Perspective Efforts of “Tupolev” PSC on cargo aircraft”. The “round table” arranged by “Tupolev” Press-Service and Directorate of Military Programs was attended by representatives of Russian leading aviation editions, “Tupolev” PSC top level officials working on said subject, representatives of Russian A iationa dn Space Agency, Ministry of Defense of RF, Air Force etc. The direct cause for said “round table” was a number of publications in various mass-media sources and specially in weekly “Independent Military review” No.43 of 6 to 13 December, 2002 regarding a new transport aircraft capable to replace obsolete An-12 aircraft of Civil Aviation and Air Force fleet.

In 2003, Vladimir Mikhailov, the Commander-in-Chief of the Russian Air Force, and his deputies mentioned for the first time their intention to hold a competition for a new military transport aircraft to replace An-12, taking an intermediate position in the military transport aviation fleet between the light Il-112V and the heavy-lift Il-76MF aircraft.

Aircraft designer Tupolev planned to take an active part in the tender, bidding with the Tu-330VT aircraft. Despite expectations, the company would not offer its Tu-230 project for the tender (the Tu-230 is very close to the Il-214 in performance). This decision probably stemmed from a lack of funds and the limited sales prospects for the Tu-334 passenger aircraft - from which the Tu-230 could borrow a number of components and design elements. As of mid-2004 it was also possible that a re-designed Tu-204-300 project could also be offered for the tender. Having been manufactured in small batches since 2003, the Tu-204-300 has a fuselage that is 6 meters shorter than the basic Tu-204.

The certified and serially produced TU-204 mid-haul passenger airliner has originated an entire family of new Russian transport aircraft. Leading Russian civil and military research centres analysing customers' demands in cargo transportation have concluded that nowadays the major problem of cargo air transportation is a lack of up-to-date multi-purpose medium transport aircraft that can replace a widely used aircraft AN-12.

The current fleet of native cargo aircraft composed of Ans and Ils was defined in co-operation with aircraft manufacturers of Ukraine and Uzbekistan. For the time being these companies are on the territory of foreign states and 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).

The only solution to solve this problem in contemporary Russia is a manufacturing and timed launch into service of TU-204-330 (TU-330) medium transport aircraft being a cargo version of the TU-214 aircraft that are actually ready for production at FSUE KAPO named after S.P.Gorbunov. TU-330 aircraft is 75% unified with TU-214 aircraft. Its extended transportation and operating capacities make it multi-purpose. TU-330 aircraft can be powered by various Russian and foreign engines (PS-90A, RB-211-535FS, PW2240) as well as by NK-93 - new advanced high-efficient prop-fan engines with the highest bypass ratio. TU-330 aircraft will be built very quickly since this aircraft is 70% completely similar to TU-214 and TU-204 that are already in operation. All these aircraft are provided with unified cockpit, engines, fuel tanks and many other things. They will differ by cargo compartment only.

The TU-204-330 (TU-330) transport aircraft building is incorporated into Federal purpose oriented Program “Development of Civil Aircraft in Russia for 2002-2010 and for the period up to the year 2015” – Resolution of RF Government of 15 October, 2001 728:”item 13. Building of TU-330 – with lifting capacity of 35 t – 2002-2012, ”Tupolev’ PSC”, KAPO. Certification in 2002.”

The TU-330 aircraft is provided with government support by way of Government Resolution of the RF No.369 of 23 April, 1994 “On building of mid-class transport aircraft TU-330”. Russian Government showed comprehensive understanding of the situation in the field of air cargo transportation. According to GosNIIGA 2/3 of mid-range aircraft total cargo turnover falls in flight range of 1000 to 4000 km. From the other hand exactly this area is the most critical since main mid-range aircraft An-12 being currently in operation is now intensively written off because its service life is served out.

For Military and transport aviation TU-330VT (TU-330VTS) version of baseline cargo aircraft is proposed provided with advanced communication integrated system currently used in Air Force and with set of equipment designed for loading. unloading and arrangement of standard wheel, caterpillar combat machinery and staff with possibility of dropping the staff and machinery.

One variant is the TU-330SE ambulance and evacuation aircraft, while another is the TU-330TZ tanker with “buddy” type and “telescope” type refueling. Additional versions would feature specialized administrative aircraft (compartment + two cars); repeater aircraft; long-range radar detection; jammer aircraft; reconnaissance and target indication; or patrol aircraft.

Task for aircraft production during special period and for reconditioning of loss Ministry of Defense loss should be given to aircraft manufacturing companies regarding fully native aircraft only. Both the aircraft itself and vendor items should be independent of foreign supplies (especially concerning avionics since state- of- the- art radio –electronics is capable to “insert” in to any very small element a command device that can cause failure of a system or entire aircraft any time necessary to a potential enemy).

TU-330 aircraft is the most compliable with Air Force and Civil Aviation requirements by parameter “transported cargo – range”: according to Air Force 72% of transportation are made with cargo of 20-25 tones for the range of 3000 km; according to Gos NIIGA IL-76 is currently carrying not more than 25 tones (up to 90% of all transportation).

According to Russian Military Transport Aviation Command combat training takes not more than 10% of annual flight hours, while 90% are taken by transportation in the interest of Ministry of Defense. In this case demand of different types of Armed Forces and , Air Forces are mostly satisfied by mid-class military transport aircraft. Today it is obsolete An-12, which could be replaced by TU-330 aircraft according to their demanded lift capacity and flight range.

They often compare TU-330 aircraft with Ukrainian An-70 aircraft. However such comparison is not very rightful since these are machines of different classes. But if still to fix a choice upon An-70 aircraft than we should realize that Russia could come across the problems: Even if An-70s will be supplied from Ukraine to Russia and put into operation these two aircraft are of different classes (An-7- could be related to heavy military transport aircraft and TU-330 – to mid-weight military transport aircraft); Ministry of Defense thinks it is necessary for Russia to have “combined” An-70 and TU-330 aircraft fleet (approximately 25-30% and 80-70% of each type of the machines respectively).

The cost of the last version of transport AN-70 aircraft (max weight of carried cargo is equal to 47 tones) is estimated within the range of 62-64 mln. USD, cost of TU-330VT aircraft is about 25-27 mln USD. An-70 aircraft program recoupment is scheduled after production of 60 machines (Russian share of purchases is 165 aircraft for Air Force which is quite hardly probable since departments of Russian Ministry of Defense are saturated by Il-76 and An-124 up to the year 2015, Ministry of Transport is not going to buy the aircraft); for information – TU-330 aircraft program will recoup itself at the 12-th aircraft production.

The export potential of An-70 transport aircraft is quite trifling since in Europe demands in Mid-class Transport Aircraft is currently meeting under FLA program – with A-400M aircraft ( Western Military Agencies have ordered 193 machines for the amount of 18 mlrd USD). Heavy Transport Aircraft is not in great demand in Europe for the time being.

Having many positive characteristics An-70 aircraft is rigidly associated with turboprop engine (D-27 of Ukrainian production) while power plant of TU-330 aircraft is more uniform the following engines can be provided: PS-90A, NK-93A, NK-94 operating LNG, foreign RB211-535FS and PW2240.

According to TsAGI conclusion (basing on analysis of Omsk incident and on 22 similar preconditions) AN-70 aircraft in case of partial or entire failure of one engine or during take-off will require wing blow with turboprop engine flow; two engines failure will cause catastrophic effect (such situations are quite realistic for military aircraft operating under enemy’s fire ). It can not be eliminated since it was laid downs into An-70 aircraft concept. Problems of D-27 aerodynamic instability could be added. The D-27 engines development will require large additional investment and time.

According to Tupolev specialists the Russian civil air transportation demand is estimated as 100-120 machines, for international routes transportation – 25-30 machines, for foreign delivery – 40 and for former USSR republics – 15-20 machines. Totally it makes 180-215 machines. The total Demand of RF Ministry of Defense in TU-204-330 aircraft is 150-200 machines plus 70-80 machines for military authorities of other countries.

Variants

Tu-330 - a civilian transport aircraft.
Tu-330VT - military transport. It features the composition of equipment, desantirovaniya of people and goods.
Tu-330P - fire.
Tu-330PS - search and rescue.
Tu-330R - repeater.
Tu-330RL - long-distance flight instrumental exploration.
Tu-330SE - health and breakdown.
Tu-330TZ - refueller.
Tu-330K - Tupolev conducted the design of transport aircraft Tu-330K with the NK-94 engine which works on liquefied natural gas. The aircraft is intended for the transportation of military and civil loads with mass to 35 T. Aviation kerosene on the aircraft is placed in the wing fuel tanks, tanks with liquefied natural gas [SPG] are arranged on the upper fuselage section in the fairings, which have a form with minimum aerodynamic drag, and contain 22.6 t SPG. The NK-94 engine for this aircraft is developed by joint stock company SNTK im. N.D. Kuznetsov. It is the cryogenic modification of the NK-93 engine. Provision is made for the possibility of landing aircraft on an unpaved airfield.
Tu-338 - aircraft engines powered by liquefied natural gas.