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Aviation History
1993
1993 - 2634.PDF
COMMERCIAL AIRLINERS OF THE WORLD standard fit is Honeywell/Racal avionics, Das- sault/Bendix antennae and GEC-Marconi cabin equipment. New orders in 1993 included: one A310-300 to Pakistan International Airlines and six A300- 600Rs to China Northwest. Total orders for the A300 stand at 481, with 398 delivered. Total orders for the A310 are 265, with 233 delivered. A330 The long-range A330 and A340 models were hit by order cancellations during 1993, but their development programmes continue even as they enter service. The GE CF6-80E-powered A330 has been flown for almost 1,1 OOh during well over 330 flights and completed "live" ETOPS trials over the North Atlantic involving a series of unplanned diversions and engine shut-downs. Malaysia Airlines is performing lOOh of route proving. The GE-powered version was scheduled for certification in October 1993 and is due to be delivered to Air Inter in single-class, 414-seat layout, at the end of 1993. The first P&W PW4168-powered example was flown in October. This engine is the most powerful ever to be fitted to a civil-transport aircraft and that variant is due to be delivered to Malaysia Airlines and Thai Airways Interna tional in August 1994. A R-R Trent 700-powered machine should be flown in January 1994 with certification in later 1994 and delivery to Cathay Pacific in early 1995. Airbus is seeking ETOPS approvals as follows: 90min — GE in December 1993, P&W in July 1994, R-R in April 1995; 180min — GE in July 1995, P&W in February 1995, R-R in April 1996. Four A330 customers have ordered satcom equipment. Airbus has orders for 130 A330s including: Air Inter (15); Cathay Pacific (10); Euralair (2); Garuda (9); GPA (16); ILFC (11); Korean Air (7); LTU (5); Lufttrafik KB (1); Malaysia Airlines (10); Northwest Airlines (16); Thai Airways International (8); Trans World Airlines (20). A340 This very-long-range aircraft, fitted with four CFM56-5C2 engines, has the longest range of any airliner. The -211 is in service with Lufthansa, Qatar Amiri Flight, the Brunei Gov ernment and Sabena. The -311 is with Air France and the -300 with THY Turkish Airlines. Lufthansa describes its entry into service in June as being the smoothest of any aircraft it has operated. Satellite-communications trials are due to start in early 1994: the equipment has been specified by 11 customers. A lower-deck crew- rest compartment has been ordered by six airlines, including Lufthansa. Featuring six beds, it is for use by off-duty cabin crew during extra-long flights. The aircraft is attractive to airlines which do not have sufficient passengers to justify a Boeing 747-400 for their long-range routes. It is not affected by ETOPS requirements. Airbus has orders for 112 A340s and has delivered 13. Sales to new customers during 1993 include four A340-200s for Virgin Atlantic and three A340-300s for Air Mauritius. ANTONOV Antonov Design Bureau, 1 Tupolev Prospect, Kiev 252062, Ukraine. Tel: +7 (44) 442 61 24; fax: +7 (44) 449 99 96; telex: 131309 OZON SU. Antonov and Ilyushin are studying a possible joirit development of a 550-seat development of the An-124, known as the 11-96-550. Initial concepts show 190 passengers seated on the upper and 360 on the lower of two decks, in a fuselage section similar to that of the An-124. Avro International RJ85 Avroliner Powered by Kusnetsov 175kN contra-rotating ducted propfans, now running in prototype form, the aircraft would normally operate with 512 passengers over a range of 8,000km. A more practical aircraft may be the propfan- powerecl version of the An-70 which is due to be flown in the first quarter of 1994. The aircraft has Zaporozhye D-27 engines driving Stupino contra-rotating propfans. The civilian version, which is known as the An-77, is a strong candidate for Western avionics, and is intended to carry 30t over 5,000km. An-74 The An-74 is a general-purpose freighter developed from the An-72. Although it is a regular visitor to air shows in the West, there are no confirmed reports that the An-74 has entered commercial service with Aeroflot. With a 5t payload, it has true STOL capability. It has also been mentioned specifically as an Arctic/ Antarctic aircraft and can be fitted with skis. The unusual high-wing design uses upper-surface blowing to increase lift. The original aircraft was designed to be capable of carrying 10,000kg for 1,000km from a 1,200m runway. It was powered by twin Lotarev D-36 engines. MTOW was 30,500kg. Production An-74s have 65.7kN engines and an MTOW of 34,500kg. In a passenger role, it is capable of taking 58 people, but it may be essentially a freighter to complement the 11-76. It has also been described as a replacement for the An-26 turboprop freighter. The aircraft is in production against a special ist civil and military requirement. An-124 Air Foyle, based at Luton Airport in the UK, has an agreement to manage commercial cargo operations, using the Aeroflot An-124 Ruslan. In 1989, the company took on the sales, leasing and charter agency for Antonov aircraft in North America, the Gulf and Western Europe. Another British charter company, Heavylift Air lines, has a joint venture with cargo operator Volgar Dnepr (a subsidiary of Aviastar, Russia's largest civil-aircraft manufacturer and builder of the An-124) to operate the aircraft in world markets. The Antonov Design Bureau has its own Ruslan, which it operates commercially in Aero flot markings, and intends to use three more of the type. Air Foyle's agreement includes provi sion to operate these and Antonov supplies crews and maintenance. The An-124 was first shown in the West at the 1985 Paris air show. At the time, it was the largest aircraft being flown, with a 73.3m wing- span and 405,000kg MTOW. Maximum payload is 150,000kg, giving a range of 4,500km. Maxi mum range is given as 16,500km with full fuel and no payload. It recently carried the world's heaviest-ever indivisible load. Similar to the Lockheed C-5 Galaxy, the An-124 has an up- ward-hingeing nose section and a rear loading ramp, allowing loading from both ends simultaneously. Antonov lists a new price of some $60 million but, like other Russian types, it could probably be secured much more cheaply. About 20 aircraft have been built, of which ten are believed to have been delivered to Aeroflot. An-225 The heaviest aircraft yet flown, An- tonov's An-225 Mriya (Dream) had its maiden flight on 21 December, 1988. The wing spans 88.4m and carries six engines. It has the An-124 wing/engine assemblies attached to a new centre section, which has two further engines added. The tail section is based upon that of the An-124, but with an increased-span tailplane and twin vertical fins at the tailplane tips and no rear ramp. Powerplants are the same Lotarev D-18T 230kN turbofans used on the An-124. The An-225's fuselage is based on that of the An-124, stretched by 8m. The cargo hold is 43m long and the aircraft has hardpoints on the upper fuselage to carry external loads, such as the CIS space shuttle orbiter Buran. The Mriya has the same type of fly-by-wire system and the same 34 flight-control computers as those used on the An-124. Antonov claims that the An-225 can carry a payload of 225-250t and can operate from a 1,000m runway, one-third of the length required by the An-124. An-140 Proposed twin-turboprop regional trans port with a range of 1,000-2,000km and rough- Strip capability. An-180 Proposed 150-180 seat twin, rear- mounted propfan airliner. An-218 Fabrication has begun on this planned twin turbofan 300- to 350-seat medium-/long- range aircraft. First flight is scheduled for 1995, leading to certification and service entry in 1996/7. ^Initial engines are Progress D-18TMs, but Antonov is pursuing the possibility of Western re-engineing later. The manufacturer plans to ..obtain US and European certification. AVRO INTERNATIONAL AEROSPACE Woodford Aerodrome, Chester Road, Woodford, Cheshire SK7 1QR, UK. Tel: +44 (61) 439 5050; fax: +44 (61) 955 3008. British Aerospace's negotiations with part state- FUGHT'INTERNATIONAL 27 October - 2 November, 1993 47
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