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Aviation History
2001
2001 - 2960.PDF
World Airliners •JiiH:«ifJtliiiHW:f:iJiK«]: Length (m) Wingspan (m) Height (m) Cabin width (m) Max take-off weight (kg) Max landing weight (kg) Operating empty weight (kg) Max payload (kg) Powerplant Standard fuel capacity (1) Normal operating speed (kt) FF-1080-200 2x 23.82 27.12 9.05 1.93 17,237 16,783 8,117 6,619 2,048kW P&WCPW127F Max cruise speed (kt or Mach) Max operating altitude (ft) Take-off field length (m) (Sea Landing field length (m) (Sea Accommodation (typical) Design range/typical load level /ISA) level/ISA) 6,853 250 270 25,000 856 634 6xLD3 2,780km/3.632kg tel: +1 (678) 376 0898; fax: +1 (678) 376 9093; web: www.utilicraft.com FF-1080-200 Freight Feeder First filed as a patent in 1991, the American Utilicraft (AUC) FF-1080-200 is a dedicated freight aircraft, designed to move up to 5.4t (12,0001b) of freight over 1,110km (600nm) in LD-3 containers from wide-body aircraft to small airports. The FF-1080 is a twin-engined all-aluminum, high-wing, non-pres surised, fixed gear, single pilot aircraft capable of take-off and landing on runways as short as 1,000m (3,300ft). The FF-1080-200 is powered by two Pratt & Whitney Canada PW127F turboprops driving Hamilton Sundstrand six-blade propellers. Last January AUC began detail engineering of the FF-1080-200 prototype aircraft with San Antonio, Texas-based Aircraft Design Services and construction of the subassemblies began last year. The first prototype is expected to fly late next year and AUC is aiming for US FAA pt25 certification pro gramme prior to production starting mid-2003. Swartz Institutional Finance will provide $50 mil lion to AUC to fund development over the next three years in return for shares. The company has also filed a small business registration with the US Securities Exchange to access capital, needing a further $50 million. Dutch firm North Atlantic Industries signed a let ter of intent for 25 firm and 25 options on the FF-1080-200 freighter version. NAI plans to act as distributor for the $10 million twin- turboprop aircraft in Europe and parts of Asia and Africa. The $1 million non-returnable deposit will allow American Utilicraft to begin constructing the prototype, which it plans to fly by the end of 2002. Production AUC has a policy of subcontracting virtually all of its subassembly to varying US, Korean and Taiwanese companies and final assembly will take place at its facilities at Gwinnett County Airport, Georgia. Aerostructures will design and build the airframe as a risk-sharing partner. Antonov Aeronautical Scientific and Technical Complex, 1 Tupolev str, Kiev 252062, Ukraine; tel: +380 (44) 4425 7098; fax: +380 (44) 4495 9996; telex: 131048,132792 OZON An-32 The latest variant of the An-32 range of twin-turbo- props first flown in 1977, the An-32B-200 is derived from the An-26, with improvements such as high-lift devices, de-icing and cabin air-conditioning. The air craft is powered by two Progress AI-20D turboprops. The flreflghting variant of the aircraft, the An-32R has an 8t water capacity. Antonov is proposing upgrades for the Indian Air Force's fleet of more than 100 An-32 transport aircraft, to be carried out by Hindustan Aeronautics. Modifications will include an extension in service life of the aircraft's Motor Sich AI-20D engines or their replacement with Rolls-Royce AE2100D turboprops with Dowty propellers; an increase in MTOW from the current 27t to 28.5t; the installation of a two- crew flight deck in place of the current three-crew arrangement. Production Final assembly is undertaken by Aviant in Kiev, the Ukraine. An-38 The 27-seat twin-turboprop An-38 first flew in June 1994. Antonov and Russian manufacturer Novosibirsk Aircraft Production Association (NAPA) achieved certification of the aircraft in April 1997 and took orders for three from Vosbok Avia. The air craft was developed by the Antonov design bureau from the An-28, but includes extensive Western- supplied equipment. Honeywell supplies the twin TPE331-14 turboprop engines and integrates the propulsion system. NAPA is targeting the Indian market, following Indian certification for the aircraft. Production Final assembly is undertaken in Novosibirsk by NAPO. The maximum potential production rate at the plant is 50 per year. An-140 The high-winged, 52-seat regional airliner, powered by two Klimov TV7-117BMA-C62 turboprops, was certificated in the CIS in May 2000. The first of two prototypes built at the Antonov plant in Kiev made its first flight in September 1997. Series production is being spread across three assembly lines in Russia, the Ukraine and Iran. Aviakor suspended production of the An-140 at its Samara plant in June due to lack of financing. Work on the An-140 began two years ago when metallurgical concern Sibirsky Aluminium (SibAI) took control of the production plant. SibAI has so far put in $25 million of an intended $40 million invest ment as working capital on the An-140 operation. The first of six part-built aircraft was to be com pleted this year. Aviakor is trying to secure Rb150 million ($5 million) to resume its production. However Antonov said earlier this month that series production in the Ukraine will commence next year, at Kharkov Aircraft Production Plant (KhaPP) in Kharkov, Ukraine, which is assembling the An-140 in conjunction with Aviakor. It has firm orders for 10 aircraft from domestic carriers who have made initial payments, allowing the plant to begin mass produc tion soon and all deliveries are due in 2002. The first KhaPP-built aircraft is to be rolled out by the end of the the first quarter. In 1998 Antonov signed a contract with the Iranian Government for the licensed production of 80 An-140s. Dubbed the lran-140, the first Iranian- built model began flight-tests in February. The assembly line at Iranian Aviation's Shakim Shakir factory in Isfahan is supplied with kits produced by the KhAPP plant. Another 12 lran-140s are to be completed by 2004. Talks have also been held with Klimov to build the aircraft's powerplant in Iran. ANTONOV 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) An-32 23.68 29.2 8.75 74.98 2.78 27,000 25,000 16,900 - 6,700 Powerplant 2 x 3,860kW Ivchenko Progress ZMKB AI-20D-4/-5 Standard fuel capacity (I) Normal operating speed (kt) Max cruise speed (kt or Mach) Max operating altitude (ft) - - 286 31,000 Take-off field length (m) (Sea level /ISA)760 Landing field length (m) (Sea level/ISA)470 Accommodation (typical) 50 Design range/typical load1,200km/6,000kg Note:'Range data for P&WC-powered version An-38-100 15.67 22.06 4.3 - 1.87 9,500 - 5,300 - 2,500 2x 1-118kW Honeywell-TPE33114GR 2,860 205 219 14,000 350 270 27 1,450km/17 pax 2 x ProgressTV3 An-140 22.43 24.25 8.03 - 2.6 19,150 19,100 17,800 6,000 117VMA-SB2 or 2 x 2,050kW P&WC PW127 - - 310 23,620 - 52 2,550km/52 pax* 40 28 AUGUST - 3 SEPTEMBER 2001 FLIGHT INTERNATIONAL www.fliqhtinternational.com
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