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Aviation History
2001
2001 - 2961.PDF
World Airliners The Antonov Design Bureau says that so far 15 airlines have expressed interest in acquiring An-140s. Iran Air and Iran Asseman Airlines are believed to have signed up. French light aircraft manufacturer Reims Aviation, meanwhile, is evaluating the market for a possible Westernised version of the An-140, probably to be produced in Antonov's Kiev plant and powered by P&WC PW127s. Production The An-140 is produced in three plants - Kharkov Aircraft Production Plant (KhaPP) in Kharkov, the Ukraine, Aviakor in Samara, Russia, and in Isfahan, Iran, by Iranian Aviation. Antonov and KhAPP worked together to set up the Iranian line, and so far three have been completed in Isfahan. ATR Integrated, 1 allee Pierre Nadot, PO Box 16, Blagnac Cedex 31712, France; tel: +33 (5) 62 21 6221; fax:+33 (5) 62 21 6720; web: www.atr.fr The former ATR (Avions de Transport Regional) consortium between EADS (for merly Aeropsatiale) and Italy's Finmeccanica Alenia Aerospazio became ATR Integrated in May and operates as a single company in marketing and sales of a family of turboprops. ATR 42/72 The 48-seat ATR 42 was the first variant to fly, in 1984, and entered service in 1985. The ATR 72, a stretched 64/74-seat version, flew in 1988, and was certificated in 1989. The baseline PW120/121-powered ATR 42-310/320 was joined by the PW127E-pow- ered ATR 42-500 in 1995. The -500 features six-blade 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 features six-bladed propellers, increased weights and a new inte rior. It was certificated in January 1997. In July 2000 DHL Aviation became the launch customer for ATR's ATR 42 5.8t freighter conversion. A planned ATR 72 ver sion will carry 8.25t. Meanwhile, in December, Swiss express cargo and charter airline Farnair Europe launched the large door freighter version of the ATR 42, with a contract for one aircraft and a passenger version. Finmeccanica subsidiary and Alenia sister company Aeronavali is designated ATR42/72 conversion provider. The large cargo door is due for certification at year-end, and will be retrofitted. ATR sees a market for over 150 conversions in the next 10 years. Production With the reorganisation of ATR, the manufac ture of fuselage and wings will remain subcontracted to Alenia Aerospazio and 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 (I) Normal operating speed (kt) Max cruise speed (kt or Mach) Max operating altitude (ft) ATR 42-320 2 22.67 24.57 7.59 54.5 2.57 16,700 16,400 10,600 15,200 4,600 K 1,603kW P&WC PW121 Take-off field length (m) (Sea level /ISA) Landing field length (m) (Sea level/ISA) Accommodation (typical) Design range/typical load 5,730 250 265 25,000 1,040 1,034 48 1,950km/46 pax ATR 42-500 2x 22.67 24.57 7.59 54.5 2.57 18,600 18,300 11,250 16,700 5,450 1,790kW P&WCPW127E 5,625 250 300 25,000 1,165 1,126 50 1.630km/48 pax ATR 72-500 27.17 27.05M 7.65 61 2.57 22,000 21,850 12,950 20,000 7,050 2 x 2,048kW P&WC PW127F 6,400 250 276 25,000 1,223 1,048 68 1,745km/68 pax EADS respectively, while final assembly line, engi neering and procurement take place at ATR Integrated's Toulouse plant. Last year 22 ATRs were delivered and production continues at a rate of about two per month. Xian Aircraft has an agreement for producing ATR 72 rear fuselages in China which may be extended to cover a final assembly line, under the guidance of Aviation Industries of China. Hindustan Aeronautics (HAL) has signed a Heads Of Agreement with ATR aimed at producing of the two models in India for the home and foreign markets. HAL and ATR have discussed a deal for several years, however, without final agreement. Ordered: 654 (366 ATR 42/288 ATR 72) Delivered: 627 (363 ATR 42/264 ATR 72) Aviation Industries of China, 67 Jiao Nan Street (PO Box 33), Beijing 100712, China; tel: +86 (10) 6401 3332; fax: +86 (10) 6401 3648 In late 1999, the Chinese Government split Aviation Industries of China into two companies, China Aviation Industry I and II (abbreviated as AVICI 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 avia tion. 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 In 1998, six subsidiaries of AVIC released details of a planned regional jet family, and are seeking for eign risk-sharing partners. The consortium approached Taiwan's Aerospace Industrial Development to discuss a link-up. Two variants of the New Regional Jet (NRJ) are envisioned, a 58-seat NRJ58 and stretched 76-seat NRJ76. In May, the government pledged 2 billion yuan ($242 million) to kickstart the project, using all aerospace state manufacturing companies and pro duction is due to start in 2004. AVIC I will invest 20 million yuan. Shanghai Aviation industrial, Xian Aircraft Industrial and Chengdu Aircraft Industrial will each give 5 million yuan, while Shenyang Aircraft Industrial will provide 3 mil lion yuan. Smaller companies will also make investments and foreign participation sought. 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. AvteAir, 555 Airport Way, Suite A, Camarillo, California 93010, USA; tel: +1 (805) 482 2700; fax: +1 (805) 987 0068; Web: www.tac.state.tx.us/avtekair.htm 9000T The Avtek Air 9000T is a 6-8 seater, all-composite twin- turboprop featuring a forward canard to reduce drag. The FAA certification process for the 9000T is about 40% complete. A prototype version has already been flown, tested and redesigned into the production configuration which must now complete the remaining 60% of the FAA Certification process. It is aimed at the charter market. Two derivatives of the 9000T are awaiting certification. The 9000J is a turbojet version of the 9000T and AvtekAir has been studying the feasibility of a stretched version of the 9000T, the 19-seat "Express" commuter model, for several years. A proof-of-concept 400A first flew in September 1984. Plans call for the aircraft to receive FAA certification by the 4th quarter of 2005. Production AvtekAir is seeking a Texas location for production of all models, to replace its current Californian facilities. Ayres, PO Box 3090, One Ayres Way, Albany, Georgia 31707, USA; tel: +1 (912) 8831440; fax: +1 (912) 439 9790. web: www.ayres-corp.com Ayres, the US agricultural aircraft manufacturer, filed for bankrupcy in July, throwing into doubt the LM-200 www.fliqhtinternational.com FLIGHT INTERNATIONAL 28 AUGUST - 3 SEPTEM BER 2001 41
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