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Aviation History
1997
1997 - 2223.PDF
Aeronautical Scientific - Technical Complex, 1 Tupolev St, Kiev 252062, Ukraine; tel: +7 [044] 442 6124; fax: +7 (044) 442 7098 or +7 (044) 449 9996; telex: 131048,132792 OZON. AN-70T The An-70T four-engined propfan-powered military airlifter (a commercial version is also planned) became the first aircraft ever to take off using propfan power only, when Antonov completed the aircraft's maiden flight in December 1994. The programme was thrown into turmoil, however, after the fatal crash of the single prototype aircraft on 10 February, 1995, following a mid-air collision with an An-72 chase aircraft. Antonov converted the second, static-test, prototype to flight status in an effort to keep the programme alive during 1996. The Ukrainian company has raised virtually the entire funding required to build the new aircraft, mostly through commercial operation of its An-124 freighters as funds pledged by Russia and Ukraine failed to materialise. The second prototype had its maiden flight on 24 April, from the Antonov test base at Svyatoshino, near Kiev. The test programme is working towards a 1998 in-service date. The Kiev Aviant plant in Ukraine has started to raise funds to finance a commercial version of the An-70. Aviant is collaborating with the Aviacor plant in preparing the An-70 for series production. In a separate development, Antonov is also investigating a twin-engined variant, the An- 70T-100, powered with the same Progress D- 27 propfans, which would not have the standard An-70's short take-off capability, but would be lighter and dierefore less expensive. Operating from a paved 2,500m-long runway, the twin- engined variant could carry 30t of cargo over a distance of 1,000km, or 2Ot over 4,300km. Production Series-production is planned to be undertaken by Aviacor in Samara, Russia. AN-124 The prototype An-124 Ruslan freighter was first flown in December 1982 and entered ser vice in January 1986. Although conceived orig inally for use by the Russian military, the An-124 has found a market niche with Western cargo operators as it can be used for very heavy, outsized, loads. It is capable of carrying a pay- load of 150t a distance of 4,500km. In mid-1997 a hushkit was certificated for the An-124 which enables compliance with Stage3/Chapter 3 noise legislation. The hushk it was developed by the Progress Design Bureau, which designed the An-124s ZMKB Progress D-18T turbofan, in conjunction with Antonov. Volga-Dnepr could re-engine its seven An- 124s with Kuznetsov XK-93 ducted-propfan engines. Company technical specialists have visited engine-maker Dvigateli NK to evaluate the status of NK-93 development and the feasi bility of the re-engineing programme. Aviastar has been developing a "Western- ANTONOV Model Engines Dimensions Landing Accomodation Max Fuel gear weights (kg) (litres) Span (ml Track (m) Seats Take-off Standard Length (m) Wheelbaselml Pitch Landing Optional Height Turn Zero (nt) radius (m) Abreast fuel wing area Cabin Operating (m1) width empty An-124-100 4 x 229kN ZMKB Progress D18T turbofan 73.3 • 392.000 348.740 69.1 - ... 20.78 - • 325,000 628 6.4 175,000 An-180 2 x ZMKB Progress D-27 propfan 35.83 163 67,500 40.9 - 81 11.17 An-218 2 x 229kN ZMKB Progress D18T turbofan 50 350 - - 59.79 81 17.7 An-225 6 x 229kN ZMKB Progress D18T turbofan 88.4 - 600,000 84 - ... 18.1 905 6.4 An-70T 4 x ZMKB Progress D-27 propfan 44.06 ... 40.25 16.1 4 FAR field lengths take-off landing ISA sea-level ISA+20c sea-level ISA 5,000ft ISA +20c 5,000ft 2.800 2.300 2,900 3.500 1.900 ISA sea-level ISA+20c sea-level ISA 5,000ft ISA+20 c 5,000ft 2.400 Speeds (kt) (rnach) Vno Mno Vmo Mmo Vne Mne Cruise performance Max cruise speed (kt) Max art (ft) Max cruise fuel cons (kg/h) 467 40,000 432 470 460 40.000 432 36,000 Long range speed (kt) At alt (ft) Long range fuel cons Ikg/h) 430 33.000 417 33,000 405 36,000 Payfoad details Max (kg) Range with max p/1 (km) Payloadwith max fuel (kg) range with max fuel 120,000 5.600 40.000 18.000 3.300 42,000 250,000 200,000 35,000 4,600 20.000 ised" An-124 at its Ulyanovsk factory. This is dubbed the -130, and it is expected to be equipped with GE CF6 engines and fitted with Western avionics. The An-124-130 will have a four-man flightdeck crew, instead of the usual six, with a Rockwell-CollinsTCAS, GPS, satel lite communications and ACARS airline- datalink system. The Antonov design bureau is not involved in the An-124-130 project, and the bureau is itself in the process of studying a "Westernised" ver sion of the An-124. Production Aviastar builds the An-124 at its Ulyanovsk factory. Delivered < 50 AN-180 The An-180, envisaged as a 150- to 175-seat medium-range airliner with two rear-mounted propfan engines installed on the tips of the hor izontal tail, was unveiled at the 1991 Paris air show. No firm timetable for the project has been published, but studies of the airliner are contin uing to be carried out. AN-218 Also announced at die 1991 Paris air show, the An-218 is similar to the Airbus A330, but the Ukrainian aircraft is slightly smaller and lighter. It would be powered by a pair of ZMKB Progress D-18TM engines, although, theoret ically, later versions could be fitted with Western turbofans. In its basic version, the An-218 would be capable of carrying 292 passengers in a three- class configuration over 8,300km. Heavier, longer-range, and stretched versions have also been proposed. Development has now been "deferred". AN-225 Only one example of the six-engined An-225, which is the world s largest aircraft, has been built, and the aircraft was first flown in December 1988. The aircraft is designed to carry a payload of up to 250t. Work on a second aircraft was sus pended during 1996. Delivered 1 FLIGHT INTERNATIONAL 3 - 9 September 1997 39
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