FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1989
1989 - 1991.PDF
TECHNICAL: AIR TRANSPORT llyushin plans 11-96 range increase Ilyushin wants to increase the range of its 11-96-300 to bring it closer to that of the Airbus A340. General designer Genrikh Novozhilov says that he is confident that the current 9,000km range at maximum weight can be increased to 10,000km, and eventually to as much as 13,000km. He says that, at 217,000kg, the maximum takeoff weight of the 11-96 is less than that of the A340, but adds: "The wing area of our aircraft is more than the A340, and it is possible for us to increase the fuel supply of the aircraft and so increase its range". Novozhilov also wants to increase the Il-96's take-off weight to take it closer to the A340's 246,000kg. He also plans a 5-5m fuselage stretch, to give a tourist-class capacity of 375 seats. He has been irritated by Western reports that the 11-96 is simply a version of the earlier 11-86, and at Paris he was at great pains to stress that it is a completely new aircraft. "It is a great mistake to say the 11-96 is a version of the 11-86," he says. "We tried to reduce the fuel consumption, and because of that the fuselage construction is greatly different and we have changed the engines, airframe, and wings." He explains that the 11-86 has a wing area of 330m2 and an aspect ratio of 7-5, compared with 350m2 and 9-5 for the 11-96-300. Ilyushin claims that the 11-96 was designed to meet US Federal Aviation Adminis tration and European Joint Airworthiness Authorities stan dards. According to Novoz hilov, Soviet air-worthiness standards are in some respects more demanding than those in the West. He says he is perfectly happy to allow Western visitors to inspect the company's manufacturing plant, and believes the aircraft could be certificated by the FAA. He adds that, as well as meeting Western airworthi ness standards, the 11-96 also meets Stage III noise require ments, but he admits that sell ing the aircraft outside the Eastern Bloc will need "hard work". The company's best hope at present is a possible sale to Air India. No purchase price is avail able, but Ilyushin hopes to be able to quote a figure in about eight months. The company also hopes to offer a dedicated freight version in due course. So far, more than 100 have been ordered by Aeroflot, LOT, Interflug, Balkan Bulgarian, Cubana, and CSA. The first delivery is due in 1992. The example at Paris is the only aircraft flying at present. It has completed 142 flights, but a second is due to fly next month and a third in January 1990. Two other airframes were used for static and fatigue tests. • Dan-Air orders smokehoods UK airline Dan-Air has ordered oxygen-supplied smokehoods for cabin crews on all of its aircraft. Airbus aircraft were equipped on delivery, but the remainder of the fleet has been supplied with Drager smokehoods. The "Oxycrew" hoods are head-protection gear which gives a 20min chemically generated closed circuit oxygen supply, and are proof against smoke and toxic gases, sparks, and flying debris. Britannia and Brymon Airways have ordered the same type of equipment, and Dan-Air will have it installed about six months before crew smoke protection becomes mandatory. p aircraft us... with APU on board Airbus A 320, A 330, A 340. Allied-Signal Aerospace Hied Signal Let 410 faces Swedish hurdle Czech manufacturer Let is modifying its Let 410 UVP-E commuter in an effort to obtain Swedish certification. Let is adding a pair of under- wing emergency exits to meet the US FAR Part 23 regulations adopted by Sweden, where commuter operator Liz Air last year became the first Western European customer for the unpressurised 19-seater, buying two and taking options on addi tional aircraft. Czech officials expect clear ance by Sweden to improve sales prospects dramatically. The Danish authority certificated the aircraft last year. "The modification is not simple but achievable," says Jan Scholtz, deputy commercial manager of Omnipol, the Prague import aned export company for Czech aviation. The Let 410 UVP-E currently has two doors, one in the cockpit for the crew and another at the rear of the fuselage for passengers. The addition of the two new doors will not reduce seating capacity, Scholtz says. The US$1 -6 million price tag on the aircraft is also unaffected. "It is not our policy to trade price for safety," he adds. Scholtz says that a number of other changes must be made, but he expects Let to receive Swedish certification later this year. Scholtz says that applications for clearance have also been lodged with authorities in the UK and West Germany. Negotiations for sales to opera tors in the UK and Norway are taking place. The hurdle, though sur mountable, is significant because it highlights differences between Western airworthiness require ments those of the Soviet Union, to which the Czech aircraft was designed. Some 900 Let 410 UVP-E aircraft are in service, many with Aeroflot. The emerging generation of high-technology Soviet airliners, which Soviet trade officials seem to have high hopes of selling outside Eastern Europe, are designed to other categories within the same set of Soviet requirements. p FLIGHT INTERNATIONAL 24 June 1989 25
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
