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Aviation History
2003
2003 - 2384.PDF
Directory: world airliners 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) Powerplant An-70T 40.73 44.06 16.38 204 204 131,500 72,800 114,000 47,000 4x 10,4301b Ivchenko Progress ZMKB 0-27F Standard fuel capacity (1) Max cruise speed (kt) Max cruising altitude (ft) Take-off field length (m) (sea level/ISA) Landing field length (m) (sea level/ISA) Design range with payload Propfan - 431 39,000 1,800 1,800 3,800km/35t 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 40,000 2,800 2,400 8,400km/80t An-225 84 88.4 18.2 905 6.4 600,000 - - - 250,000 6 x 51,6301b Ivchenko Progress ZMKB D-18T - 460 40,000 3,500 - 4,500km/200t 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 less expensive. Although certification tests were competed last year, approval also requires a production aircraft to be completed and audited. The first production air frame is close to completion at the Aviant factory in Kiev, but has not flown. Production Polet will undertake series production of the An-70 in Omsk. Aviakor, in Samara, Russia, was originally designated builder, but was unable to raise enough financing. Aviakor could still get a share of the pro gramme, probably wing production. Antonov and China Aviation Industry Corp II (AVIC II) are dis cussing the feasibility of producing the An-70 in China for Chinese cargo carriers, with AVIC II sub sidiary Shaanxi Aircraft the likely assembly plant. An-124 Ruslan The An-124 made its first flight in December 1982 and entered service in January 1986. Although con ceived for use by the Russian military, the 150t-payload An-124 has found a market niche with Western cargo operators because it can carry heavy, outsized loads. The civil version is desig nated the An-124-100. Additional civil An-124s are being created by the modification and upgrading of ex-Russian air force aircraft. Polet Airline of Voronezh took delivery of the first of five ex-military An-124s last year. Atlant Soyuz Airlines is acquiring five ex-air force An-124s, which will enter service after overhaul by the end of 2004. They will remain state property and be oper ated by Atlant Soyuz on the condition that they can be returned to the air force on request and that they are available for pilot training. The airline has also signed for delivery of a newly built An-124-100 from the Aviant plant in Kiev, Ukraine. The single An-225 is now airworthy again to meet the demand for outsize cargo charters The An-124's original design life was set at 6,000 flight hours. Volga-Dnepr and its rival Antonov Airlines (a subsidiary of the design bureau) have agreed a joint approach to extending the lives of air frames and engines. New production aircraft have their airframe lives extended to 24,000h. A Chapter 3 hushkit developed by engine design bureau ZMKB Progress in conjunction with Antonov was certificated in mid-1997 for the An-124's D-18T turbofans. The first increased weight An-124-100M is to be rolled at the Aviastar plant later this year, ahead of service entry with Volga-Dnepr Airlines in 2004. It features a 20t increase in maximum take-off weight to 420,000kg, a maximum payload of 150,000kg, and higher thrust ZMKB Progress D-18T Series 4S engines rated at 55,000lb thrust. Volga-Dnepr has signed a deal with Aviastar to upgrade its nine An-124s to -100M standard over the next three years. Volga-Dnepr and Antonov Airlines are considering a joint upgrade order for a total of 20 airframes. The airline has also been involved in talks to gain European JAA certification for the aircraft through the UK CAA. Volga-Dnepr is also proposing to set up a pool of customers for the modified Ruslan, with a produc tion run of 70-90 aircraft. The project would also involve the Aviant plant, which would supply the empennage to Aviastar. Details emerged this year of plans for a "next- generation" An-124 Ruslan featuring a stretched fuselage, increased wingspan, longer range and new engines. Dubbed the An-124-300, the aircraft borrows design features from the six-engined An- 225, and would transport 150,000kg (330,000lb) of cargo from western Europe to the US West Coast. Antonov plans to increase the Ruslan's fuselage length by 5.9m, increasing cargo cabin volume to 1,300m3. A redesigned centre wing section will increase wingspan by 6.6m to 79.9m and give greater fuel capacity. The -300 would be able to transport 150,000kg payload over 8,100km (4,380nm) or 120,000kg over 10,000km, compared with the current An-124- 10OM's 2,820km and 4,700km, respectively. It will also have a two-crew glass cockpit, and yet-to-be selected 66,000-77,000lb-thrust engines, probably of Western origin. Antonov is confident that, if the outsize cargo mar ket continues to grow, there is a market for 20 more An-124s. The design bureau also foresees a require ment for up to 50 military -300s, and has begun talks with the Aviastar and KiGAZ plants about production. Production Aviastar builds the An-124 at its plant in Ulyanovsk, where production of the improved -100M is underway for Volga-Dnepr Airlines. Aircraft are also built at the Aviant plant in Kiev. Antonov and China Aviation Industry Corp II (AVIC II) are discussing local production of the An-124-300 for Chinese cargo carriers at AVIC II subsidiary Shaanxi Aircraft. Delivered: c50 | An-225 Mriya <2 5 The only example of the six-engined, 250t payload Antonov An-225 Mriya heavylifter returned to rev- 58 21-27 OCTOBER 2003 FLIGHT INTERNATIONAL www.fliqhtinternational.com
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