Modularity in Aviation
Not so long ago, in connection with the crash of the Kogalymavia plane on Habr, the idea of saving passengers by using a special discarded module was discussed. The idea had many more minuses than pluses and was rightly criticized.
But the idea of modularity in itself is not only for single enthusiasts. She has a pretty old story.
Of the systems implemented, helicopters are the easiest to recall. The so-called flying cranes. The most famous (but not the only) representatives of such helicopters are Mi-10 and S-64.
The development of the S-64 began in 1958. The basis was taken Sikorsky S-60. The prototype S-64 took off on May 9, 1962. In 1992, all rights to issue S-64 from Sikorsky Aircraft passed to Erickson Air-Crane, which continues to produce new cars and restore old ones.
The design of the B-10 helicopter (the brand name of the future MI-10) began in 1959 and ended in 1959. According to the assignment, the machine was supposed to transport at least 12 tons to a distance of 250 km, and to move up to 15 tons of cargo at smaller distances at a time. Under the fuselage, it was supposed to transport fuel tanks, sanitary-operational points, mobile laboratories and just passengers - in specialized container salons. By the summer of next year, the first helicopter prototype was built. Before the start of flight tests, the car received the designation Mi-10.
The Mi-10 was in production for only five years. Only two dozen of these helicopters were produced.
The reason for the rejection of MI-10 was essentially the need for unified delivery. For ordinary cargo, it was necessary to equip with special grips suitable for the hydraulic lift of the helicopter. Cargo for MI-10, unlike the Sikorsky apparatus, hung under the fuselage, and not behind the cockpit and created too much air resistance.
There were projects using modules for airplanes (both here and abroad). Of the Soviet projects, the M-90 (aka MGS) of the Myasishchev Design Bureau is probably the most interesting (by the way, I recommend the sixth issue of Wings of the Motherland with an article on projects that were developed at the beginning of perestroika).
The project envisaged the transportation of nearly 8,500 pieces of equipment with a total mass of 86,000 tons with an average annual volume of almost 3 billion tons-kilometer
M-90 was considered in several versions with 6 and 8 engines for transporting goods with a mass of 250 tons and from 250 to-400 tons (with 8 remote control).
Loads requiring sealing were supposed to be transported at an altitude of not more than 3 kilometers and a range of up to 3400 km., and not requiring - at an altitude of up to 9 kilometers and a range of up to 4300 kilometers using a minimum number of intermediate airfields.
The fuselage gondolas were mounted under the wing on truss pylons. They housed a crew cabin for 4 people (left), a salon for accompanying personnel 29 people (right), an equipment compartment, luggage compartments, a chassis, and an auxiliary control system.
Between the gondolas was a platform, which is also the lower wing. Oversized cargo was installed on the platform.
Two versions of passenger gondolas were considered - tight for 622 passengers and leaky for 1462 passengers. Preference was given to leaking.
And now the idea enters the ring again. The United States Patent and Trademark Office (USPTO) has published a patent application from Airbus.
In contrast to the previously discussed idea, Airbus suggests using something like a modular aircraft. In particular, it will be possible to make a cargo block or a passenger one. The idea also promises savings for airlines - there will be no need to purchase cargo and passenger versions of aircraft. But the most interesting and promising are opening up for passengers. If now passengers need to get to the airport, check-in, get off the apron, get on the bus, get to the plane ... This is especially critical time for low-cost airlines. According to the new concept, passengers can be accommodated even before the aircraft is ready for take-off, delivered to the aircraft, attached - and when ready for take-off ...
At one time (if I’m not mistaken in the Technique-Youth), a high-speed train project was described that did not need to slow down and stop at intermediate stops - this was done by separate cars. Fiction - but perfectly matched with the Airbus idea above.
But the idea of modularity in itself is not only for single enthusiasts. She has a pretty old story.
Of the systems implemented, helicopters are the easiest to recall. The so-called flying cranes. The most famous (but not the only) representatives of such helicopters are Mi-10 and S-64.
The development of the S-64 began in 1958. The basis was taken Sikorsky S-60. The prototype S-64 took off on May 9, 1962. In 1992, all rights to issue S-64 from Sikorsky Aircraft passed to Erickson Air-Crane, which continues to produce new cars and restore old ones.
The design of the B-10 helicopter (the brand name of the future MI-10) began in 1959 and ended in 1959. According to the assignment, the machine was supposed to transport at least 12 tons to a distance of 250 km, and to move up to 15 tons of cargo at smaller distances at a time. Under the fuselage, it was supposed to transport fuel tanks, sanitary-operational points, mobile laboratories and just passengers - in specialized container salons. By the summer of next year, the first helicopter prototype was built. Before the start of flight tests, the car received the designation Mi-10.
The Mi-10 was in production for only five years. Only two dozen of these helicopters were produced.
The reason for the rejection of MI-10 was essentially the need for unified delivery. For ordinary cargo, it was necessary to equip with special grips suitable for the hydraulic lift of the helicopter. Cargo for MI-10, unlike the Sikorsky apparatus, hung under the fuselage, and not behind the cockpit and created too much air resistance.
There were projects using modules for airplanes (both here and abroad). Of the Soviet projects, the M-90 (aka MGS) of the Myasishchev Design Bureau is probably the most interesting (by the way, I recommend the sixth issue of Wings of the Motherland with an article on projects that were developed at the beginning of perestroika).
The project envisaged the transportation of nearly 8,500 pieces of equipment with a total mass of 86,000 tons with an average annual volume of almost 3 billion tons-kilometer
M-90 was considered in several versions with 6 and 8 engines for transporting goods with a mass of 250 tons and from 250 to-400 tons (with 8 remote control).
Loads requiring sealing were supposed to be transported at an altitude of not more than 3 kilometers and a range of up to 3400 km., and not requiring - at an altitude of up to 9 kilometers and a range of up to 4300 kilometers using a minimum number of intermediate airfields.
The fuselage gondolas were mounted under the wing on truss pylons. They housed a crew cabin for 4 people (left), a salon for accompanying personnel 29 people (right), an equipment compartment, luggage compartments, a chassis, and an auxiliary control system.
Between the gondolas was a platform, which is also the lower wing. Oversized cargo was installed on the platform.
Two versions of passenger gondolas were considered - tight for 622 passengers and leaky for 1462 passengers. Preference was given to leaking.
And now the idea enters the ring again. The United States Patent and Trademark Office (USPTO) has published a patent application from Airbus.
In contrast to the previously discussed idea, Airbus suggests using something like a modular aircraft. In particular, it will be possible to make a cargo block or a passenger one. The idea also promises savings for airlines - there will be no need to purchase cargo and passenger versions of aircraft. But the most interesting and promising are opening up for passengers. If now passengers need to get to the airport, check-in, get off the apron, get on the bus, get to the plane ... This is especially critical time for low-cost airlines. According to the new concept, passengers can be accommodated even before the aircraft is ready for take-off, delivered to the aircraft, attached - and when ready for take-off ...
At one time (if I’m not mistaken in the Technique-Youth), a high-speed train project was described that did not need to slow down and stop at intermediate stops - this was done by separate cars. Fiction - but perfectly matched with the Airbus idea above.