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Aviation History
2001
2001 - 3063.PDF
World Airliners ANTONOV An-70T Length (m) 40.73 Wingspan (m) 44.06 Height (m) 16.38 Wing area (m2) 204 Cabin width (m) Max take-off weight (kg) 131,500 Max landing weight (kg) Operating empty weight (kg) 72,800 Max zero fuel weight (kg) 114,00 Max payload (kg) 47,000 Powerplant 4 x 10,4301b Ivchenko Progress ZMKB D-27F Propfan Standard fuel capacity (1) Max cruise speed (kt) 431.2 Max cruising altitude (ft) 31,500 Take-off field length (m) (Sea level/ISA) 1,800 Landing field length (m) (Sea level/ISA) 1,800 Design range/typical load 3,800km/35t payload An-124-100 69.1 73.3 21.08 628 6.4 392,000 330,000 178,000 325,000 120,000 4 x 51,6301b Ivchenko Progress ZMKB D-18T 348,740 467 - 2,400 8,400km/80t payload An-225 84 88.4 18.2 905 6.4 600,000 - - - 250,000 6 x 51,6301b Ivchenko Progress ZMKB D-18T - 460 - 3,500 4,500km/200t payload the fatal crash of the single prototype in February, 1995, after a mid-air collision with an An-72 chase aircraft. Antonov converted the second, static-test proto type to flight status and it was flown in April 1997. But this aircraft was badly damaged in a non-fatal accident at Omsk, Russia, in January. It has since been repaired and returned to airworthy status. The Aviant plant in Kiev, Ukraine, has been trying to fund production of the commercial An-70 version. Aviant is collaborating with the Aviacor plant to pre pare the An-70 for series production. There have also been discussions between Russian cargo air line Volga-Dnepr and the design bureau's Antonov Airlines to introduce the An-70 as a commercial freighter. Antonov has investigated the development of a twin-engined variant, the An-70T-100, powered by the same Progress D-27 propfans, which would not have the standard An-70's short take-off capability but would be lighter and, therefore, less expensive. Production Series production is planned to be undertaken by Aviacor in Samara, Russia. An-124 Ruslan Production of the An-124 Ruslan outsize freighter resumed last year after a five-year gap, with the handing over of the 10th example to Ulyanovsk- based cargo airline Volga-Dnepr. The aircraft is one oT three An-124-100s being produced by Aviastar as a new production batch. The other two An-124s in final assembly have also been allocated to Volga-Dnepr. The Russian cargo airline is now seeking funding from international sources to finance production of additional aircraft. The An-124 made its first flight in December 1982 and entered service in January 1986. Although conceived originally for use by the Russian military, the 150t-payload An-124 has found a mar ket niche with Western cargo operators because it can carry very heavy, outsized loads. Additional civil airframes are being created by the modification and upgrading of ex-Russian air force machines. Polet Airline of Voronezh is in the process of bringing five ex-air force An-124s into civil use. A Chapter 3 hushkit has been developed by the Progress Design Bureau, which designed the An-124'sD-18Tturbofans in conjunction with Antonov. This was certificated in mid-1997. The An-124's original design life was set at 6,000 flight hours, however Volga-Dnepr and its major competitor Antonov Airlines (a subsidiary of the design bureau) have agreed a joint approach to extending the lives of airframes and engines. The new production batch being delivered to Volga- Dnepr have their airframe lives extended to 24,000h. Volga-Dnepr has also studied a re-engining pro gramme for its An-124s using Kuznetsov NK-93 ducted-propfan engines. Volga-Dnepr has linked with the Khrunichev space centre as part of an alliance to reduce the costs of launch services by using the An-124 to transport space hardware between the manufactur ing site and launch pad. The Russian airline has also proposed converting an An-124 to air-launch space boosters from the upper fuselage. Production Aviastar builds the An-124 at its Ulyanovsk factory. Production had been suspended but resumed last year with a new batch of five aircraft for Volga- Dnepr. Delivered: c.50 An-225 Mriya The only example of the six-engined, 250t payload Antonov An-225 Mriya heavy lifter performed a 30min flight from Gostemel aerodrome near Kiev on 7 May, seven years after it previously flew. The air craft recieved its airworthiness approvals in May, and will undergo maintenance and removal of test equipment ahead of entering commercial service with Antonov Airlines in October. An-124 leasing specialist Air Foyle has been working with the Antonov design bureau for two years on a pro gramme to revive the An-225. Making the aircraft airworthy has taken six months and $20 million - the money provided by Antonov and engine-maker Motor-Sich. The upgraded aircraft has new avionics and improved D-18T engines to enable it to meet the latest noise regulations. A stretched development of the An-124, the origi nal Mriya made its maiden flight in December 1988 and was built to carry Russia's Buran shuttle space craft before the project was cancelled. Work on a second airframe halted in 1994, but, according to Antonov, could continue if the market justifies it. The revival of the Mriya is an attempt to tap into rising demand for carriage of spacecraft and indus trial turbines. Delivered: 1 Boeing Commercial Airplanes, PO Box 3707, Seattle, Washington 98124-2207, USA tel: +1 (206) 6551131; fax: +1 (206) 655 7004; telex: 329430; Web: www.boeing.com Boeing and McDonnell Douglas (MDC) were for mally merged in August 1997. All the in-production MDC types were re-designated as Boeings, and are included in the Boeing section of this directory. The 100-seater 717 (previously the MD-95) was included in last week's regional aircraft directory. The last "MD" aircraft were delivered earlier this year, with the handing over of two MD-11 Fs to Lufthansa Cargo. 707/720 Boeing launched its jet-powered airliner project, the 367-80, as a privately funded venture in 1952. The "Dash 80", which was effectively the 707 prototype, was flown in July 1954 and aimed at the expected huge market for such an aircraft in civil and military applications. The 707-100 entered service with Pan American Airways in October 1958. Boeing also developed a military tanker/transport version, the model 717, designated the KC-135. The -100 was superseded by the higher-powered -200. A larger, longer-range 707 derivative, the -320B/C, fitted with P&W JT3D turbofans, became the standard production version from the early 1960s. An R-R Conway-powered model, the 707-400, was also produced in limited numbers. A total of 154 of the smaller, short-range model, the 720, were also produced between 1959 and 1967. The last civil 707 was delivered in 1979. About 120 commercially operated 707s remain in service, most of which are -300 series freighters. Burbank Aeronautical II (BACII) and Quiet Technology Venture (QTV, formerly Quiet Nacelle) of the USA offer Chapter 3 hushkits. BAC II sought Chapter 11 bankruptcy protection in April 2001 and after initially deciding to suspend production of its 707 hushkit but will now continue it following re organisation. The company went into Chapter 11 after delays in the arrival of four 707 hushkit cus tomer aircraft to its Burbank conversion site, and the slow down of business on its McDonnell Douglas DC-8-62/63 kits. These are priced at $1.7 million. The first BAC II hushkitted 707-300 freighter was delivered to Belgium-based Air Memphis earlier this year. The basic kit is priced at $2.9 million on the JT3D-3B, and the JT3D-7 powered version at $3 million. www.flightinternational.com FLIGHT INTERNATIONAL 4-10 SEPTEM BER 2001 59
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