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Aviation History
1995
1995 - 3590.PDF
J-\ JJ i . J J J-ii J jZJ _J T" J jJzzl J J\*JJ ' i_y •H!MMri!MliW^iMillil.imi:JMI MD-80/-90 SAIC is the prime contractor for the TrunkLiner co-production programme with McDonnell Douglas, under which it will build 20 MD-90-30s. In 1995, the US manufacturer also began discussions with Aviation Industries of China on the possible development of a new 100-seat aircraft, or the expansion of the Trunkliner programme to include the smaller, recently-launched, MD-95. Any Chinese industrial participation in the MD-95 programme would be likely to mirror its involvement in the MD-90 programme. Xian Aircraft would supply the MD-95's wing and fuselage sections, Chengdu Aircraft its nose, and Shenyang Aircraft the empennage and electrical-power systems. Plans to build an additional 20 MD-82s were scrapped in 1994, with China instead negotiat ing to buy an interim batch of 20 MD-90s direct from Douglas' Long Beach plant. Production of the first SAIC-built MD-90 is scheduled to begin in 1996, with delivery in the first quarter of 1998. .Metal for the first aircraft was cut in August 1995. As a two-year stopgap work measure, an ini tial two MD-90s are being assembled in Shanghai from kits supplied by Douglas. In August 1994, SAIC completed the last of 35 MD-82/83s which were co-produced under an agreement signed in 1985 and extended in 1989, including five MD-83s sold back to McDonnell Douglas for marketing in the USA. SAIC also has ten separate sub-assembly con tracts for MD-82 components, which it supplies to Long Beach, including landing gear, cargo, service and nose-access doors, horizontal sta biliser and inboard-flap roller- box assemblies. For aircraft details, see McDonnell Douglas entry. See Aerospatiale and Daimler-Benz Aerospace Airbus A300-600ST SUPER TRANSPORTER Development of an outsized version of the A300-600R to carry large aircraft-subassem- blies was initiated by Airbus Industrie, which needed a replacement for its fleet of Aerospacelines Super Guppys. The work was undertaken by the Aerospatiale/Daimler-Benz Aerospace 50:50 consortium, SATIC, and the first aircraft was flown in September 1994. The type was certificated in October 1995, and the first of four aircraft has been delivered to Airbus. The remaining examples are due to be delivered in March 1996, April 1997 and June 1998. SATIC is also marketing the air craft commercially. In October 1995, a demonstration flight was conducted, with the aircraft carrying two Airbus A340 wing shipsets from Bremen, northern Germany, to Toulouse in southern France. The payload of 45.51 was near to the aircraft's maximum capability. The type is based on new-build A300-600R airframes and has an upward-opening nose- section, 7.4m-diameter fuselage, and a lowered flightdeck based on that of the A3 20. It is pow ered by two GE CF6-80C2A8 turbofans. An enlarged fin and horizontal-tail end-plates improve directional stability. The aircraft has 400m' greater volume than that of the Super Guppy and 22.5t greater payload capacity. Ordered: 4 Delivered: 1 •.^|[*<JJilMm^;feb*l:MJLHJ.lrill?lJJ;l?^l|.IJMIrf.lAIJJnn Dimensions Landing Accomodation Weights Fuel FAR field lengths gear kg! (litres) takeoff landing Spanlml Track (ml Seats Ramp Standard ISA si ISA si Length (ml Wheelbase (ml Pitch Takeoff Optional ISA+20C si ISA.20 C si Height (ml Turn radius (ml Abreast Landing ISA ISA 5,000ft 5,000ft ISA+20'C ISA+20C 5,000ft 5,000ft (Ml V2 VAT VNO Speeds Cruise performance (machl Max cruise long range speed (ktl speed (ktl alt (ft! alt (ft) MO Fuel cons Fuel cons Ikg/hl (kg/h) Wing area W\ Sweep CI Hon vol Zcro-hiw IniH Holds Ops empty Press cliff (bar) A300-600ST Super Transporter 2 x 262.4kN GE Aircraft Engines CF&80C2A8 turbofans 44.84 56.16 17.25 _ . 150,000 140.00 130.000 Mmo Payfoad Max (kg) Range/M (km) Full tank (kg) Range wrthF (km) 45,500 1.666 Airbus Industrie will operate four A300- 600STs by June 1998 TUPOLEV Tupolev Joint Stock Company, 17 Akademika Tupoleva, Moscow, 111250, Russia. Tel: +7 (095) 261 2436; Fax: +7 (095) 261 0868 TU-154M The Tu-154M, powered by three Aviadvigatel D-30KU-154-11 turbofans and with a higher MTOW than that of earlier versions of the Tu-154, Russia's airline workhorse, is the cur rent production model. Nearly 400 have been built. All Tu-154s have the same fuselage length with accommodation for 168-180 pas sengers, depending on layout. A cargo conver sion, called the Tu-154S, with a large portside forward-fuselage freight door, is also in ser vice. The aircraft will be replaced in produc tion by the Tu-204. Ordered: 1,012 Delivered: 1,001 TU-204/224 ARIA received its first Tu-204, a -204C freighter, in April 1995. The type was certifi cated by the Russian authorities in January 1995, and Tupolev claims to have received commitments for over 60 aircraft from Russian carriers. The twin-engined Tu-204, along with the Ilyushin I1-96M, represents the CIS' greatest hope for greater airliner exports outside the former Eastern Bloc. In August 1995, the Aviastar production plant was reportedly close to signing a deal with Russian leasing company Trans-European Aviation Leasing, which would purchase 60 aircraft powered by R-R RB.211-535 turbofans and fitted with Rockwell-Collins Avionics. The R-R-powered version, previously called the Bravia 204, is now being marketed as the 224. The Tu-204 has triplicated fly-by-wire digi tal flight controls, with no mechanical back up, but with a three-channel analogue automatic back-up system. It has reduced stat ic stability, a supercritical wing section and winglets for optimum cruise economy. Fuel is pumped into a fin tank to move the centre of gravity rearwards by up to 10% during cruise. The Tu-204 cockpit is designed for two- crew operation and incorporates an EFIS. A forward-facing flight-engineer's position is 84 FLIGHT INTERNATIONAL 6 - 12 December 1995
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