达索MERCURE 飞机

722 FUCHT International, 20 May 1971 KEY 1 Weather radar 2 Forward pressure bulkhead 3 Pitot tube (both sides) 4 Incidence vane (both sides) 5 Single-curvature windscreen panels 6 Rearward-sliding clear-view panels 7 8 9 10 11 12 13 14 Two-crew flight deck (Air Inter will have three crew) Nose-wheel steering Cabin-crew foldaway seats Forward galley Forward toilet Unpressurised nose-wheel bay Air-conditioned avionics bay Arinc-standard sealed avio- nics packages (Bendix flight system) PRODUCTION MERCURE The second prototype Mercure and subsequent pre-production and production aircraft (the latter depicted here) have slats which extend normal to the leading edge, as opposed to the parallel-to-flight extension of those on the prototype. The latter are aerodynamically more efficient, but mechanically more complex. The undercarriage has also been re-designed with a more positive down-lock system and new oleo. Noise research continues, so the retractable Snecma "spade" silencers shown in the drawings by "Fl ight" artist John Marsden may not be representative of the final noise-suppression system Integrally-machined window-surround panels are used. The circular-section cabin is fractionally wider than that of the 707 at elbow height FLIGHT International, 20 May 1971 IS Forward-retracting M e s s i e r 21 nose undercarriage IS Forward freight hold capable of taking five 727-type cont- ainers 17 Enclosed hand-baggage boxes 18 Six-abreast seating variable 22 between 134 at 34in pitch and 155 at 30in pitch. Air Inter will 23 probably use 146 seats at 32in pitch 24 19 Continuous seat rails 20 Three, m a c h i n e d fuselage/ wing-spar pick-up frames Over - wing, inward - opening escape hatches (size and number sufficient for 180 passengers to allow for possible stretching of the airframe) O v e r - w i n g , l o n g i t u d i n a l , machined floor-support beams Air conditioning bay beneath wing centre box Undercarriage bay (unpres- surlsed) with hydraulics bay at rear Glass-fibre insulated blankets clipped between frames Polarised windows 27 28 29 30 31 Rear insulated freight hold capable of taking four 727-type containers Outward-opening freight door Inward-opening door to bag- gage compartment Integrally machined and cold- formed 16ft 6in window-sur- round panels Close-spaced, constant pitch (16.7in) notched frames (fail- safe structure) Built-up floor grid Cabin-crew foldaway seats •C"vT 723 34 Fully iettisonable cabin and service doors. A self-contained airstair will probably be fitted at the left front door 35 Two rear toilets 36 Rear pressure dome 37 Machined fin/fuselage attach- ment ring frame (doubled in upper segment) 38 Cut-outfor horizontal stabilise 70in x 34 in Pivot frame Isolated Garrett auxiliary power unit APU intake grille (right side only) APU exhaust APU service door Two/three-spar fin box struc- ture Integrally m a c h i n e d stringer structure Multiple fin-attachment points Front fin-spar torque link Two-spar horizontal stabiliser and centre box Integrally m a c h i n e d skin/ stringer structure Detachable tips Two plate-and-angle, built-up wing spars Integrally machined ribs Integrally machined upper and lower skin panels, each in four main spanwise sections to preserve fail-safe philosophy Multiple - bolt, wing / fuselage attachmant Detail of above L e a d l n g - e d ge slats* with chemically etched skins Hot-air anti-icing air ducts and telescopic link Detachable tip F o r w a r d - c r a n k e d , inward- retracting Messier main under- carriage (stowage provision made for longer legs of proposed stretched aircraft) Air condit ioning A l Air-conditioning ram-air in- takes (both sides) to cabin via heat exchanger turbo- compressor and mixer box Hot air bled from engine 8th and 13th stage (h-p) com- pressor which is cooled then fed down leading-edge pipes to heat exchangers turbo- compressor and mixer box Main ducts from mixer key continued overleaf J 724 K e y c o n t i n u e d f r o m p r e v i o u s p a g e A4 Flexible riser pipes to central overhead d is t r ibut ion duct A 5 Bifurcated jo int A 6 Floor-level out let gri l le A 7 Cabin pressure regulat ion valves (overboard dump) A 8 Riser pipes to indiv idual passenger fresh-air out lets Contro ls C18 Flap torque tubes C19 Fully retracted and land ing- posi t ion f lap detai ls C20 Leading-edge slat hydraul ic actuator wi th protect ive shroud Fuel s y s t e m C I C2 C3 C4 C5 C6 C7 C8 C9 CIO C11 C12 C13 C14 C15 C16 C17 toe t r im Cont ro l co lumns wi th p i t ch - t r im swi tches Central conso le wi th rol l and yaw t r im wheels Rudder pedals wi th brakes Cables to servo cont ro ls Hor izontal - s t a b i l i s e r motor and screw jack Duplex (hydraul ic and electro- hydraul ic) l inkage servo Push-pu l l l inks Double-body hydraul ic servo uni t B e l l c r a n k s ( i n d e p e n d e n t upper and lower rudder cont ro ls) Push-pu l l rods Independent upper and lower rudders Twin -body hydraul ic rudder servo A i l e ron cables to servo Twin-body hydraul ic ai leron servo Hydraul ic spoi ler actuators T i tan ium f lap-guide rails Flap-drive hydraul ic screw jacks F1 F2 F3 F4 F5 F6 F7 F8 T w o inter-connected integral main fuel tanks Vent tanks Over-wing, gravity fuel l ing points (one per wing) Pressure refuel /defuel panel ( r ight side leading-edge only outboard of pylon) Main engine-feed pipe Cross- feed pipe Vent pipe Boost pumps outs ide main w ing box Powerp lan t P I Pratt & Wi tney JT8D-15 of 15,500lb (69kN) thrust (JT8D-11 f i t ted to f i rs t prototype) P2 Ant i -v ibra t ion mount ing P3 Spl i t , h inged cowl doors (up- ward opening for eye-level maintenance) P4 Snecma /Dassau l t - deve loped th rus t reverser and si lencer system P5 Cascades revealed by aft- s l id ing cowl P6 Blocker doors P7 Plug nozzle hous ing noise- suppress ion " s p a d e s " DASSAULT MERCURE. . . operation, will be in the region of $6 million (£2-5 million). One of the pre-production Mercures, which is already under construction and due to fly in October 1972, will be used in the flight test programme together with the two prototypes. Production components will begin to be built next year at scattered locations over Europe, because Mercure is a collaborative programme with Fiat, Sabca of Belgium, Casa of Spain and the Swiss National Aircraft Factory at Emmen as risk-sharing partners. The French share of developments costs is 70 per cent, of which the Government is loaning 80 per cent, so Dassault has only about £10 million or so tied up in pure development, but as to find the money to finance production. The company is privately owned, and there are apparently no worries on that score. With heavy production commitments on the Mirage 3, F.l, and the Falcon 20, and with the Falcon 10 on the way, there will be no room left in the existing plants to accomo- date the Mercure. So Dassault has demonstrated its faith in the type by building or enlarging five factories. The first stone was laid for the first Mercure plant, at Seclin, near Lille, last November, and construction work began in January this year. This factory will be equipped with digitally-monitored machines, and large-scale primary parts will be built there. Production at Seclin will be managed by Societe Generate de Mecanique Aeronautique, a subsidiary of the Dassault group. By October this year, over 86,000 sq ft, 8,000m2 will be ready for operation, and by the end of January 1972, the entire plant will be completed (representing an initial area of 215,300 sq ft, 20,000m-). Final assembly of the production aircraft, and flight testing will be done at Istres, near Marseilles, although the Ol prototype was assembled at Bordeaux Merignac. The land set aside for the Istres plant represents an area of nearly 3-8 million sq ft, 350,000m2 and of this the buildings will occupy approximately 270,000 sq ft, 25,000m2. This new plant will be partially complete at the end of FLIGHT International, 20 May 1971 this year, as it is here that the second prototype will be assembled ready for a first flight in January 1972. Twin production lines, capable of producing five Mercures a month, could be laid down, but initial rates will obviously be much lower. Production aircraft wings should begin to flow from the Martignas factory, due for completion near Bordeaux in July, while a start on the Poitiers plant, which will build rear fuselages, was made in March this year. Dassault has also decided to enlarge its Argonnex factory, near Annecy, which makes the servo controls for all the company's aircraft. Fiat is responsible for 10 per cent of the Mercure programme. On the prototype it builds the T4 and T5 fuselage sections at Turin plus the tail unit, while for the production aircraft it builds only the last fuselage section and the empennage. Casa, which bears 8 per cent of the total costs, builds fuselage sections at Seville, while Sabca (6 per cent) concentrates its Mercure manufacturing efforts in its Haren-Brussels plant. While production capacity is being expanded, the one major Mercure research programme—that on noise— continues. As previously mentioned, the Mercure should be exempt from the FAA Part 36 noise requirements but, anticipating an uphill fight to get a foreign aircraft into the American market, especially if it were noisy and also much smaller than the quiet airbuses, Dassault embarked upon studies into noise as early as 1967. There is a possi- bility that a noise-attenuation retrofit programme might be required by the FAA at some time. This would hang like Distance (statute miles) 500 1,000 1 :%'*i 1 \ ^ MERCURE s^"\ i i f l l l l i i l l i f f i i j BJHP re-0-60 "**»«•«,. : -.--#sfj;l S5f|fe yijfcts l^lll l l l l l l l l i l l t l l l f l l i l l l f f l l ' ' ' ; j >?• 200/ 500 1,000 ( k m ) 1,500 Above, Dassault claims a direct seat-mile cost reduction of up to 12 per cent for the Mercure when compared with current in-service types on a stage of about 600 miles, 1,000km. Below, the estimated payload range with full ATA 67 reserves Distance (statutemiles) 500