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Aviation History
1998
1998 - 2144.PDF
COMMERCIAL AIRCRAFT 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 MYRIA 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. Effectively a stretched, six- engined derivative of the An-124, equipped with an increased-span wing and redesigned tail, the An-225 can carry its 250,000kg payload either internally or externally. During 1998 it emerged that An-124 leasing specialist Air Foyle has been working with the Antonovdesign bureau on a programme, which could lead to a fleet of up to three An-225s entering operation. The single An-225 thatwas flown has been in storage for about two and a half years and has been cannibalised, while the major components for a second are complete but disassembled at the Antonov plant in Kiev. It is estimated that, for around $160 million, the first aircraft could be restored to flight con dition, the second aircraft completed, the certi fication programme finished and a third aircraft built. It is calculated that it would take six months from go-ahead to get the first An-225 flying, and a year to complete the second air craft, while two years will be needed to produce the new third aircraft. Delivered 1 mouv\ Engines Dimensions Span (ml Length (m) Height (m) Wing area Infl notes Landing Accomodation Max Fuel gear weights (kg) (litres) Track (m) Wheelbase (m) Turn radius (ml Typical pax Max pax Cabin width Take-off Standard Landing Optional Zero fuel Operating empty An-70T 4 x 10,440kW Ivchenko Progress ZMKB D-27 propfan 44.06 5.2 300 130.000 40.73 18.15 4.8 - 4 FAR field lengths take-off landing ISA sea-level ISA+20C sea level ISA 5,000ft ISA + 20C 5,000ft 1.900 ISA sea-level BA+20.(c sea level ISA 5,000ft ISA + 20C 5,000ft Speeds (kt) (mach) vno Vmo V «no Mmo "ne - Cruise performance Max cruise speed (kt) Max aft (ft) Max cruise fuel cons (kg/h) 432 36.000 Long range speed (kt) At alt (ft) Long range fuel cons (kgrti) 405 31.500 Payload detafe Max (kg) Range with max tvl (km) Payload with max fuel (kg) Range with max fuel (km| 35.000 4,600 An-124-100 4 x 229.77kN Ivchenko Progress ZMKB D-18T turoofan 73.3 • 392.000 348.740 2,800 2.400 20.78 628 6.4 325.000 175.000 An-180 ' 2 x 10440kW Ivchenko Progress ZMKB D-27 propfan 35.83 150 67.500 40.9 175 11.15 An-218 2 x 229.77kN Ivchenko Progress ZMKB D-18T turbofan 50 - ... 350 17.7 An-225 6 x 229.77kN Ivchenko Progress ZMKB D-18T turbofan 88.4 - 600.000 18.1 6.4 905 Seating provided for 60 personnel in upper deck cabin. 2.300 2.900 467 430 40.000 33,000 432 10,100 8,200 120,000 5.600 12.800 18.000 3,300 4,850 42.000 7,200 460 417 250,000 40,000 33.000 15.400 Boeing Commercial Airplane Group, PO Box 3707, Seattle, Washington 98124-2207, USA; tel: +1 (206) 655 1131; fax: +1 (206) 655 7004; telex: 329430. In August 1997, Boeing and McDonnell Douglas (MDC) were formally merged. All current production MDC types are now redes ignated as Boeings, and are included in the Boeing section of the directory and data table. 707/720 Boeing was the second Western airliner manu facturer to move into the jet age, with the launch of its jet-powered airliner project, dubbed the 367-80, as a privately funded venture in 1952. The 367-80, which was effectively the 707 pro totype, was flown in July 1954 and aimed at the expected huge market for such an aircraft for both civil and military applications. The first production 707-100 entered service with Pan American Airways in October 1958. Boeing also developed a military tanker/transport ver sion, the model 717, designated the KC-135. The-100 was superseded by the higher-pow ered -200, and a larger, longer-range 707 deriv ative, the -320B/C, fitted with P&WJT3D turbofans, became the standard production ver sion from the early 1960s. An R-R Conway- powered model, the 707-400, was also produced in limited numbers. Some 154 exam ples of the smaller, short-range model 720 were also produced between 1959 and 1967. The last civil 707 was delivered in 1979. Around 110 commercially operated 707s remain in service, the vast majority of which are -300-series freighters. Burbank Aeronautical II (BAG II) and QuietTechnology Venture (QTV formerly Quiet Nacelle) of the USA are offer ing hushkits which will allow the 707 to meet Stage 3 noise limits. BAG II claims that its kit will reduce fuel consumption by 11 % compared with Stage 2 hushkits, and cost around $3 mil lion per aircraft. The BAG II hushkit was flown for the first time in April 1997. A US supple mental type certificate is due in August 1998. BAG has also developed composite winglets for the 707, which have a $400,000 sticker price, and will be certificated in October 1998. In conjunction with Tracor, the Irish 707 leasing specialist Omega Air is developing a P& WJT8D-219 re-engineing programme for the 707, and plans to fly the first aircraft by March 1999. The modification, which will cost around $16 million per aircraft, will be under taken on Omega Air's own aircraft, as well as for other operators. The company is also develop ing a tanker modification enabling civil 707s to be quickly converted for in-flight tanker use. Delivered 1,009 (with military types and 720) 717 (FORMERLY MD-95) - see Part 1 727 Boeing flew its first example of the tri-jet 727, the -100, in February 1963, and the type entered service in February 1964. The stretched -200 had its first flight in July 1967 and entered ser- 46 FLIGHT INTERNATIONAL 19 - 25 August 1998
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