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Aviation History
2002
2002 - 3320.PDF
H air innrc Length (m) Wingspan (m) Wing area (m1) Cabin width (m) Maximum take-off weight (kg) Maximum landing weight (kg) Operating empty weight (kg) Max payload (kg) Powerplant (turbofans) Normal operating speed (Mach) Take-off field length (m) Accommodation (typical) Design range with pax 200 27.5 28.2 80 3.45 35,340 34,020 20.120 8.165 2 x 13,5001b 0.8 1,372 70 4,540km/70 300 31.6 28.2 80 3.45 41,960 40.370 21,890 9,979 2 x 16,0001b 0.8 1,524 90 3.970km/90 400 35.6 28.2 80 3.45 44,910 - 22,790 12,247 2x 17,2501b 0.8 1,829 110 3,710km/110 Note: preliminary data Alliance Aircraft, Martinsburg, West Virginia, USA. Tel:+1(304)2634440 StaMiner 100. 200 & 300 Alliance Aircraft plans to make two regional jet fami lies, the Starliner SL-100, seating 35-50 passengers, and the larger SL-200/300/400s, seat ing 70-110. The company is led by former Fairchild Aerospace executive Earl Robinson, who plans to establish a manufacturing base for the 44-seat SL-100-44 and 50-seat -50 variants in Martinsburg, West Virginia. The 35-seat -35 variant would be built by China's Harbin Aviation Industries Group (HAFEI), a part of China Aviation Industry (AVIC II). Alliance's business plan has been delayed by funding difficulties, but it claims to have signed an agreement with the Chinese manufacturer. The Chinese may supply part of the estimated $325 mil lion required to develop the SL-100 family, in exchange for assembling the SL-100-35 for the global market and manufacturing components for the -44 and -50 variants. Alliance's latest schedule calls for a design review for the SL-100 by the end of the year, with first metal cut by May 2003 and first flight by the end of 2003. Length (m) Wingspan (m) Height (m) Cabin width (m) Maximum take-off weight (kg) FF-1080-200 23.82 27.12 9.05 1.93 17.237 Maximum landing weight (kg) 16,783 Operating empty weight (kg) 8,117 Maximum payload (kg) 6,619 Powerplant 2 x 2,048kW Standard fuel capacity (litres) Normal operating speed (kt) Maximum cruise speed (kt) Maxmum operating altitude (ft) Take-off field length (m) Landing field length (m) Accommodation (typical) Design range with payload P&WC PW127F 6,853 250 270 25,000 856 634 6xLD3 2.780km/3,632kg American Utilicraft, 300 Petty Road North-East, Suite B, Lawrenceville, Georgia 30043, USA Tel: +1 (678) 376 0898 Fax: +1 (678) 376 9093; Web: www.utilicraft.com FF-1080-200 Freight Feeder The American Utilicraft (AUC) FF-1080-200 is planned as a dedicated freight aircraft, designed to carry up to 5.400kg of freight in LD-3 containers from widebody aircraft over 1,110km to small air ports. The FF-1080 is a twin-engined, all-aluminium, high-wing, non-pressurised, fixed- gear, single-pilot aircraft capable of take-off and landing on runways as short as 1,000m. The FF- 1080-200 is powered by two P&WC PW127F turboprops. driving Hamilton Sundstrand six-blade propellers. AUC began detail engineering of the FF-1080- 200 prototype aircraft in 2001 with San Antonio, Texas-based Aircraft Design Services. Dutch firm North Atlantic Industries had signed a letter of intent for 25 firm orders and 25 options on the FF-1080- 200 freighter version in August last year, but the deal fell through. The programme was curtailed in the wake of last year's terrorist attacks as the compa nies' share prices fell, and AUC has since had to search for fresh financial backing. In June AUC signed an MoU with freight trans porter Averitt Express for the operation of 25 FF-1080-200s. The aircraft will be owned by AUC and their capacity marketed by Averitt for a five-year period. AUC also proposed the aircraft to the US Postal Service for ferrying post to decontamination centres in response to a US Department of Defense request for terrorist risk mitigation, but this has so far not led to a contract. The first prototype is now expected to fly by the fourth quarter of next year and AUC is aiming for US Part 25 certification before the aircraft enters service from mid-2004. Production AUC plans to subcontract virtually all of its sub assembly to various South Korean, Taiwanese and US companies. Final assembly of the aircraft will be 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 St, 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 flew 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 firefighting variant of the aircraft, the An-32R has an 8,000kg water capacity. Antonov has focused on marketing military appli cations in recent times, as newer aircraft emerge to replace the type. Production Final assembly is undertaken by Aviant in Kiev, Ukraine. An-38 The 27-seat twin-turboprop An-38-100 first flew in June 1994. Antonov and Russian manufacturer Novosibirsk Aircraft Production Association (NAPO) 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, using Western-supplied equipment. Honeywell supplies the twin TPE331GR-801E tur boprop engines and integrates the propulsion system. In December last year Antonov flew the first An-38-200, a Russian-powered version with Baranov TVD-20-03 engines, already used on the Antonov An-3, driving Stupino AV-36M propellers. The -200 also features an improved avionics suite. The switch to Russian engines, which offer similar performance to the TPE331, allows unit price to be cut from $4.4 million to $3 million according to NAPO. NAPO is targeting the Indian market, follow ing Indian certification for the -100 aircraft, and both -100 and -200 versions are being offered to Malaysia and Vietnam. The -200 prototype is equipped with a traffic alert and collision avoidance system, which is mandatory for flights in Indian air space. Six An-38-100s have been delivered so far by NAPO to three customers. Vostok has been operat ing two of its An-38s in Malaysia on wet-lease with Sarawak-based Layang-Layang Aerospace. The An-38 has also been linked with Vietnam Airlines and with Tuva Airlines. 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-wing, 52-seat regional airliner, powered by two Klimov TV7-117BMA-C62 turboprops, was cer tificated 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 Iran, Russia and Ukraine. 44 12-18 NOVEMBER 2002 FLIGHT INTERNATIONAL www.flightinternational.com
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