MPC 75
MPC 75 was an aircraft project by MPC Aircraft GmbH, a 100% subsidiary of "Deutsche Airbus". The project work essentially took place in Hamburg from 1988 to 1992, after which the preliminary development could be completed. However, the project was not given a go ahead and did not go into full development.
history
The "Deutsche Airbus" emerged from the Messerschmitt-Bölkow-Blohm (MBB) company and was part of the Airbus consortium - at that time still an independent German company. The name "MPC" is derived from M BB and P eople’s Republic of C hina, because the project was a joint German-Chinese company that was started in the days of MBB. The Chinese partner was the "China Aviation Technology Import-Export Corporation" (CATIC). Jürgen Thomas became the development manager of the project .
The first draft of the MPC 75 was designed as a 75-seater regional jet (4 seats in a row) with propfan engines and a T-tail unit . In the second planning stage, an 89-seater (MPC 75-100, 5 seats in a row) was developed, with conventional turbofan engines and a conventional tail unit configuration. An extended version with a capacity of up to 115 passengers (MPC 75-200) was also planned.
In 1991 a decision should be made to start construction, according to which the first flight could have taken place at the end of 1994. The first series machines should therefore be delivered from 1996 to 1998. The MPC 75 was intended for the niche market for the 100-seater (below the Boeing 737 or the Airbus A319 ). However, the start of construction was repeatedly postponed and ultimately never realized. Today the Embraer E-Jets and the Bombardier Canadair Regional Jet fill this market segment.
The planned fly-by-wire flight control system for the MPC 75 was successfully implemented in the ATD research aircraft, which was based on the VFW 614 .
construction
The structure of the MPC 75 should be designed for a service life of 25,000 flights and 75,000 flight hours. The use of modern composite materials was planned on a large scale in order to be able to reduce the cell weight by 20% compared to conventional designs. The planned fly-by-wire flight control with sidesticks and CRT displays in the cockpit should also be emphasized . The engines should have a high bypass ratio. By using these advanced technologies, significantly lower operating costs were seen as achievable for the MPC 75 compared to competitive models.
Technical data (planned)
| Parameter | MPC-75-100 | MPC-75-200 |
|---|---|---|
| Passengers | 89 | 115 |
| length | 28.50 m | 33.60 m |
| span | 29.70 m | |
| height | 10.20 m | |
| Empty mass | 24,500 kg | 27,000 kg |
| Max. Takeoff mass | 39,950 kg | 45,100 kg |
| economical cruising speed |
819 km / h (Mach 0.77) | |
| Cruising altitude | 37,100 ft (approx.11,310 m) | 39,250 ft (approx. 11,960 m) |
| Range | 3000 km (1600 NM) | 2600 km (1400 NM) |
| Engines | two turbofan engines improved RB 580, with an engine core based on the Allison T406 |
|
| Engine thrust | 62.3 kN | 73.4 kN |
literature
- Werner Zabka, Hartmut Mehdorn: Technology cooperation with China: The example of aircraft construction . Oberhaching, Aviatic, 1997. ISBN 3-925505-42-3
- AirData File MPC 75: in AIR International , November 1990, p. 295 f.
Web links
- Brief description and drawings of the MPC 75 (accessed November 30, 2012)
Individual evidence
- ↑ a b c d http://mpc75.profscholz.de/
- ↑ a b http://www.profscholz.de/MPC75/MPC75_Briefing.pdf
- ↑ AIR International 11/1990, p. 295
- ↑ ATD research aircraft ( Memento of the original from December 17, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Lecture on ATD, 17 MB
- ↑ http://www.flightglobal.com/pdfarchive/view/1989/1989%20-%203077.html
