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Aviation History
2000
2000-1 - 1506.PDF
CCLtiMLZftCLAL ACLiCLZAIrV Length (m) Wingspan(m) Height (m) Wing area (m2) Cabin width (m) Max take-off weight (kg) Max landing weight (kg) Operating empty weight (kg) Max zero fuel weight (kg) Max payload (kg) Powerplant Standard fuel capacity (1) Normal operating speed (kt) Max cruise speed (kt or Mach) Max operating altitude (ft) Take-off field length (m) (Sea level /ISA) Landing field length (m) (Sea level/ISA) Accommodation (typical) ATR 42-320 22.67 24.57 7.59 54.5 2.57 16.700 16,400 10.600 15,200 4,600 2 x 1.603kW P&WC PW121 5.730 250 265 25.000 1,040 1.034 48 Design range/typical load 1.950km/46 pax ATR 42-500 22.67 24.57 7.59 54.5 2.57 18,600 18,300 11,250 16,700 5,450 2 x l,790kW P&WC PW127E 5,625 250 300 25,000 1,165 1,126 50 l,630km/48 pax ATR 72-500 27.17 27.05 7.65 61 2.57 22,000 21,850 12,950 20,000 7,150 2 x 2,048kW P&WC PW127F 6,400 250 276 25.000 1.223 1,048 68 l,745km/68 pax duction organisation (KhAPO) in Ukraine delivered the first two An-140 kits to Iran. Assembly is now under way at the Isfahan fac tory with support from Antonov specialists. French light aircraft manufacturer Reims Aviation meanwhile is evaluating the market for a possible Westernised version of the An-140. The Westernised An-140 would probably be produced in Antonov's Kiev plant and powered by Pratt & Whitney Canada P\V127s. Production: The An-140 is produced in three plants - KhAPO in the Ukraine, Aviacor in Samara, Russia, and also in Isfahan, Iran, by state-owned manufacturer HESA, using com ponents supplied by KhAPO. Avions de Transport Regional, 1 allee Pierre Nadot. BP 16, 31712 Blagnac Cedex F-31712, France; tel: +33 (562) 21 6221; fax: +33 (562) 21 6720; web: www.atraircraft.com THE ATR consortium was formed by France's Aerospatiale and Italy's Alenia to undertake marketing and sales of a family of regional tur- boprops. ATR 42/72 THE 48-SEAT, P&WC PWlOO-powered, ATR 42 had its first flight in August 1984, and entered sendee in December 1985. A stretched 64/74-seat derivative, the ATR 72, flew in October 1988, and was certificated in September 1989. The baseline PW120/121-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 -500 (previously designated the -210A version), features six-bladed propellers, increased weights and a,new interior and was certificated injanuary 1997. In July 2000 DHL Aviation became the launch customer for ATR's cargo conversion, with the purchase of two freighter-converted ATR 42-300s for its African operation. The aircraft will be retrofitted with ATR's conversion, which includes the installation of a large cargo door and modification of the passenger cabin into an E-class cargo compartment, during 2001. ATR has not yet chosen an installer for the programme. The ATR 42 freighter will offer a maximum payload of 5.8t, while the ATR 72 will be able to carry 8.25t. Production: EADS France (formerly Aerospatiale xMatra) undertakes final assembly of die ATR 42/72 at its Toulouse plant. ATR delivered 35 aircraft in 1999, and production continues at a rate of around three per month. Xian Aircraft has an agreement covering pro duction 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. Ordered: 619 (362 ATR 42 and 257 ATR 72) Delivered: 605 (357 ATR 42 and 248 ATR 72) AIRJET & REGIONAL JET PROJECTS AIRJET WAS THE name given to the now defunct A1(R) consortium's proposed family of 75- and 90 seat regional jets, which was adopt ed as project by ATR when BAe left the consortium. ATR had hoped to launch the programme last year but the project is now thought to be on the backburner. The reluctance of BAe to commit to devel opment of the Airjet led to the disbanding of AI(R) in July 1998. ATR subsequently held abortive joint venture talks with rivals Fairchild Aerospace and Embraer. An alliance between ATR and Embraer again became possible in January, however, when ATR partner Aerospatiale Matra (now EADS) bought into the Brazilian company as part of a French consortium which took a 20% stake. ATR executive director Antoine Bouvier revealed then that Aerospatiale Matra and ATR partner Alenia had begun talks with Embraer and were "very optimistic" about their outcome. Two options were being considered for the alliance, either a complete integration of the businesses or little more than a market ing alliance, which was being favoured. Long-term, a deal could allow Airbus, in which EADS is an 80% shareholder, to offer 70-90- seat jets via Embraer's ERJ- 170/190 range. AVIATION INDUSTRIES OF CHINA (AVIC) Aviation Industries of China, 67 Jiao Nan Street (PO Box 33), Beijing 100712, China; tel: 86 (10) 64013332; fax: 86(10)64013648 IN LATE 1999, the Chinese Government split Aviation Industries of China (AVIC) into two companies, which are now known as China Aviation Industry I and II abbreviated as AVIC I and AVIC II). AVIC I has taken over the bulk of China's combat aircraft and air weapons production, while AVIC II has absorbed helicopter and general aviation pro duction. The two groups are each developing upgraded versions of their dated turboprop transports to boost civil sales. (See Shaanxi Aircraft and Xi 'an Aircraft). NRJ58/76 SIX SUBSIDIARIES OF AVIC released in 1998 details of a planned regional jet family, and are seeking foreign 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 Rolls-Royce BR700. 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 studying development of a stretched, 19-seat commuter version "of the 90001 all-composite, twin-turboprop business air craft, dubbed the 91091 Express (previously the 419 Express). The Californian company is 46 FLIGHT INTERNATIONAL 24 - 30 October 2000
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