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Aviation History
1999
1999 - 2531.PDF
%0vFfnfnCvl^y J\s~— , i i J J — •**s _/•_,» ;jr 7 DlIl^D'SOIl /4TR is producing about 30 ATR 42s/72s a year. The latest version of each model is designated the -$00 Novosibirsk by NAPO. The maximum poten tial production rate at die plant is SO per year. AN-140 ANTONOV CONFIRMED in late-1998 that it had signed a contract with the Iranian Government for the licensed production of 80 An-140 twin turboprops. The aircraft are to be assembled at the Shakir factory in Iran by state-owned manufacturer HESA, using parts to be supplied by the Ukrainian company. Iran Air and Iran Asseman Airlines are believed to have signed up as customers. The contract specifies that An-140s pro duced in Iran will be for the domestic market only, though sources suggest the country is keen to build up to 160 additional aircraft for export to CIS countries. Talks were also under way witii engine-builder Klimov to build the aircraft's TV7-117BMA-C62 powerplant in Iran, probably at a plant near Tehran. The An-140 is a high-wing, 52-seat region al airliner, developed to replace ageing An-24s still in operation worldwide. The first of two prototypes built at the Antonov plant in Kiev made its first flight in September 1997. The An-140 had been expected to receive certifica tion in early 1999, but this has been delayed. Production Plants in Ukraine and Russia (Samara) are being prepared to meet the demand to replace 600 An-24s and Yakovlev Yak-40s still in service in the CIS. Wings for the prototypes were manufactured at Kharkov aircraft production ogranisation ( KhAPO), which is gearing up for series production. Avions de Transport Regional, 1 allee Pierre Nadot, BP16, 31712 Blagnac Cedex F-31712, France; tel: +33 (562) 21 6221; fax: +33 (562) 216720; Web: www.atraircraft.com THE ATR consortium was formed by France's Aerospatiale Matra and Italy's Alenia in 1981 to undertake marketing and sales of a family of regional turboprops. ATR 42/72 THE 48-SEAT, P&WC PWlOO-powered, ATR 42 had its first flight in August 1984, and entered service in December 1985. The ATR 72, a stretched 64/74-seat derivative, was first flown in October 1988, and was certificated in September 1989. The baseline PW12 0/121 -powered ATR 42 - 310/320 was joined by the PW127E-powered ATR 42-500 in 1995. The -500 features six- bladed Hamilton Sundstrand propellers and offers a higher cruising speed and an improved passenger cabin. After the initial PW124-powered ATR 72- 200, ATR introduced the improved -210 with more-powerful PW127s. The current -210A version (now redesignated -500), which features six-bladed propellers, increased weights and a new interior, was certificated in January 1997. ATR42/72s lack the active cabin noise reduc tion system of the competing Bombardier Dash 8, but ATR claims to achieve die same noise lev els without it, and without die additional main tenance requirements. Production Aerospatiale Matra undertakes final assembly of the ATR 42/72 at its Toulouse plant. ATR delivered 31 aircraft in 1998, and production continues at a rate of around 3 per month. Xian Aircraft has an agreement cover ing production of ATR 72 rear fuselages in China and this could later be extended to cover a final assembly line, under the guidance of Aviation Industries of China. 1999, for service entry in 2 003, and is now study ing 75- and 90-plus-seat "second-generation" models that would be available by around 2005. As currently envisioned, die Airjet family would fill die gap between die ATR 42/72 turboprops and the Airbus consortium's smallest offering - the A318. The Airjet project has existed in various guises since 1996, when ATR was a partner with British Aerospace in Aero International (Regional). The reluctance of BAe to commit to development of die Airjet led to the disbanding of AI(R) in July 1998. ATR subsequendy held joint venture talks with rivals Fairchild Aerospace and Embraer, but failed to reach agreement with either party. RTlMirilJIIJIillkiirllitfil: CHINA IAVIC) Aviation Industries of China, 67 Jiao Nan Street (PO Box 33), Beijing 100712,China; tel: 86 (10) 64013332; fax: 86 (10) 64013648 NRJ58/76 SIX SUBSIDIARIES of state-owned Aviation Industries of China released details last year of a planned regional jet family, and are seeking for eign risk-sharing partners. The consortium hopes to deliver the first examples in 2004, and has approached Taiwan's Aerospace Industrial Development to discuss a link-up. Two variants of the NRJ are envisioned, a 58- seat NRJ58 and stretched 76-seat NRJ76. The design has a four-abreast cabin layout, two aft- mounted engines, low wing and T-tail. Engine candidates include the General Electric CF34-8, Snecma/P& WC SPW16 and a derivative of the BMW Rolls-Royce BR700. Ordered Delivered 605 (356 ATR 42 and 249 ATR 72) 570 (344 ATR 42 and 226 ATR 72) AVTEKAIR AvtekAir, 555 Airport Way, Suite A. Camarillo. California 93010, USA; tel: +1(805) 482 2700; fax: +1 (805) 987 0068. 9019 EXPRESS FOR SEVERAL years, AvtekAir has been study ing development of a stretched, 19-seat commuter version of the 400A all-composite, twin-turbo prop business aircraft, dubbed the 9109 Express (previously dubbed 419 Express), under a supple mental type certificate. The Californian company has secured financ ing for US certification of the 400A from Finavitec of Finland, Air Rotor of Germany and Dow Chemical of the USA. A proof-of-concept 400A first flew in September 1984. AIRJET ATR FAILED to realise its goal of launching a family of regional jets during the first half of AYRES Ayres, P0 Box 3090, One Ayres Way, Albany, Georgia 31707, USA; tel: +1 (912) 883 1440; fax: +1 (912) 439 9790. Web: www.ayresKJorp.com LM-200 LOADMASTER AYRES, THE US agricultural aircraft manufac turer, launched the LM-200 Loadmaster programme in November 1996 with an order for 5 0 cargo versions from package carri er FedEx. Deliveries are due to begin in December 46 FLIGHT INTERNATIONAL 25 - 31 August 1999
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