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Aviation History
1973
1973 - 2606.PDF
FLIGHT International, 18 October 1973 COMMERCIAL AIRCRAFT OF THE WORLD Antonov An-24 is the Soviet Union's equivalent of the F.27, HS.748 and YS-1I; it was conceived around 1958 and the first prototype flew in April 1960. The aircraft was originally intended to be a 32/40-seater, but by the time it appeared the capacity had been increased to 44-50 seats and has re mained at the same level. The first services with Aeroflot took place during late 1963. The initial version, the An-24V Series 1, which is powered by 2,550 e.s.h.p. Ivchenko AI-24s, is now out of production. A more powerful version, the An-24V Series II with water injection available, is being built, as is the AN-24RV which has a 1,9851b, 8 - 85kN-thrust Type RU 19-300 auxiliary turbojet mounted in the rear of the starboard nacelle. The purpose of this unit is to provide air for starting the main engines, and to serve as an emergency thrust unit in the event of an engine failure. The booster enables full payload to be lifted from limiting airfields up to 9,840ft, 3,000m above sea level and at ISA + 30°C. It also greatly improves stability and handling following failure of one of the turboprops in flight. The maxi mum take-off weight is increased by 1,7601b, 800kg at s.l., ISA, and by 4,4101b, 2,000kg at s.l., ISA + 30°C,by use of the turbojet. Seen at Paris in 1967 for the first time was a cargo-carrying version, the An-24T, with an upward-hinged ventral door to give straight-in loading of vehicles and, by means of an elec trically powered overhead winch, of static loads weighing up to 3,3001b, i,470kg. Total capacity is 9,9201b, 4,500kg. An-24 orders: Aeroflot, 250; Cubana, 57; Balkan Bulgarian, 6: Bulair, 1; Interflug, 8; LOT, 11; Mongolian Air Lines, 3; Tarom, 9; Air Guinea, 4; Air Mali, 2; Irani Airways, 1; United Arab (Egyptair), 6. Total built, 320 plus. See page 650 for tabular data and page 676 for drawing. BAC One-Eleven The One-Eleven has had a quiet year with second-hand ^ lies accounting for the only dealing in the air craft, though two orders are in the pipeline. Continued produc tion must be in doubt, especially as the British Government has backed the HS.146 and considerable cash would be required to develop the Spey -67 turbofan which would suit the stretched One-Eleven 700 project. BAC is working with Rolls-Royce on hush-kits for the One- Eleven to enable it to meet Icao Annex 16 at up to 100,0001b gross weight. The aircraft was conceived as a jet replacement for the Viscount, similar in seating capacity and range but cruising 180 m.p.h., 288km/hr faster than the fastest Viscount. Sub sequent developments, notably of the 500 and 475 series, have considerably widened the appeal of the type. The air craft is now certificated for operation from unpaved and gravel-surfaced runways. The decision to go ahead with an initial batch of 20 aircraft was taken in April 1961 on the strength of a BUA order for ten. The original 200-series version was certificated in April 1965 and entered service soon afterwards with BUA and Braniff. ^ The 200-series had 10,4101b, 46-3kN-thrust Rolls-Royce Spey 506-14s; in some five-and-a-half years of service the type has established a first-class reputation for reliability and efficiency. In mam' situations it has demonstrated the lowest operating 653 costs per aircraft-mile of any jet, while showing a level of seat-mile costs comparable with those of larger aircraft. In May 1963 BAC announced the more powerful, heavier and longer-range 300 and 400 series One-Elevens designed to extract the maximum potential from the Spey 25 Mk 511. The airframe was virtually unchanged, but the higher permitted operating weights were the outcome of encouraging experi ence during structural testing. The 400 (at first with a gross weight of less than 80,0001b, 36,400kg, to conform with the then American upper weight limit for two-crew operation) received a big boost from an American Airlines order in July 1963. When the arbitrary weight limit was abolished the 400 series was re-certificated at the higher gross weight intro duced with the otherwise identical 300 series—no longer separately identified. The first 400 series flew in July 1965 and the type entered service with American Airlines in March 1966. American is disposing of them because they are now too small. On January 27, 1967, BEA ordered 18 97-seat One-Eleven 500s for scheduled service initially on the airline's internal German routes. The order was backed by a £9 million British Government contribution towards the cost of development. The 500 has been designed for economic operation on short- haul services and, despite higher permitted operating weights, it has a better airfield performance and more payload-carry- ing ability than has the 400 series. Key to the performance was the more powerful Spey 25 Mk 215-14 as specified and already Government-financed for the BEA Trident 2E. The wingspan is also increased and the fuselage is 13ft 6in, 4-lm longer to accommodate up to 119 passengers in a high-density layout; there is 45 per cent more baggage volume. In a nut shell, the 500 is 25 per cent bigger than the 400 and is claimed to have 15 per cent lower seat-mile costs. The aerodynamic prototype One-Eleven 500 with Spey 25 Mk 511s (actually a modification of the 400-series development aircraft) first flew on June 30, 1967, six weeks ahead of schedule. The first true 500 with the Spey 25 Mk 512 flew in February 1968 and the type C of A was awarded on August 15, 1968. The first handover to BEA was in July 1968. In March of that year BAC announced heavier versions of the 500 with more power and payload-range optimised for European inclu sive-tour operators. Several leading British independents have ordered this version. The One-Eleven 500 costs in the region of $5-2 million. Latest development in the family is the One-Eleven 475, which is designed to enable the sphere of One-Eleven opera tion to be further extended. It combines the fuselage size of the 400 with the bigger wings, more powerful engines and engineering and aerodynamic improvements of the 500, plus low-pressure tyres in an enlarged main landing-gear bay. The aerodynamic prototype of this variant—the same 500 series, ex-400-series demonstrator as above, with the fuselage re- shortened—first Hew on August 27, 1970. The first production aircraft and the first to have the new tyres fitted was de livered to Faucett of Peru in July 1971. The One-Eleven pro duction line at Hum is now exclusively devoted to production of this and the Series 500 aircraft at a very low monthly rate. One-Eleven orders:— 200-Series: BUA, 10; Branift, 14; Mohawk, 18; Zambia, 2; Aer Lingus, 4; Aloha (now with Allegheny), 3; government and corporations. 5: Total, 56.
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