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Aviation History
2003
2003 - 2399.PDF
„i, u i rectory: wona airliner high-gross-weight version of the Tu-204-120 freighter, is being studied. It will have a strengthened floor, revamped cargo door and no passenger windows, raising payload capacity from the current 25-30t. Shrink versions - the Tu-204-300/500 (see entry) - and a cryogenic fuel (hydrogen) powered variant (the -400) - are also in development. Production Series production of the PS-90-powered Tu-204- 100 and R-R-powered Tu-204-120 is undertaken by Aviastar at its factory in Ulyanovsk. The Tu-204-300 shrink is also produced there. Until recently, produc tion at Aviastar has been in limbo as the plant concentrated on completing aircraft already in man ufacture. Egypt's Kato Aromatic and Russia's Leader group have agreed to fund the production of 30-50 new aircraft at Aviastar in 2003-5. The plant is controlled by design bureau Tupolev. Aviastar is expected to build around six Tu-204s this year. This includes two RB211-powered -120C freighters for Sirocco with the balance being PS- 90A-powered -100s for Russian airlines. Ordered: 32 Delivered: 13 Tu-204-300/500 (Tu-234) The Tu-204-300 model (previously the Tu-234) is a shortened, longer-range derivative of the Tu-204 airframe. The first production aircraft made its maidenflighton18 August 2003, and its public debut at the MAKS 2003 air show in Moscow. During the show Transaero signed an agreement with leasing company llyushin-Finance for the acquisition of fourTu-204-300s on 15-year leases. Transaero will receive fourTu-204-300s between the end of 2004 and mid-2005. Six options are held for delivery in 2006-7. Meanwhile, VladivostokAvia is in talks for three Tu- 204-300s This 160-seat model has been under development since the early 1990s. Although Aviastar converted the prototype Tu-204 to Tu-204- 300 standard in 1995, lack of finance prevented the aircraft from flying. The -300 is 6m shorter than the Tu-204-100 from which it is derived, with the fuselage reduced by 3m forward and aft of the wing. The initial version has an MTOW of 103,000kg, a range of 9,000km and is powered by the improved PS-90A2. An RB211-535E4 powered version could follow. A lighter, short-range version, with an 89t MTOW, has been studied and would be able to fly 3,400km. A cargo version, the Tu-204-300C/Tu-234C, will also be offered. Being a derivative aircraft, certification of the -300 would require around 150-200 flights dur ing a six-month test programme, after which the development aircraft will be reworked and sold. An enhanced version, the Tu-204-500, is under development with a new smaller wing and MTOW increased to 105,000kg. It is expected to be avail able by 2005/6. The new wing is optimised for a slightly faster, Mach 0.84, cruise speed and Tupolev says it is comparable in characteristics with that of the Next Generation 737. The design bureau is implementing a weight sav ing programme to reduce empty weight by 2,000kg. Versions intended for ETOPS operations will have the Honeywell 331-200ER auxiliary power unit instead of the Russian-built Stupino TA-12A unit. Production The Tu-204-300 is produced at the Aviastar pant in Ulyanovsk alongside the Tu-204-100/120. Tu-214 A higher-weight, longer range version of the Tu-204- 100, the Tu-214, is built by the Kazan Aircraft Production Organisation (KAPO) in Tatarstan with support from the local government. The Russian government plans to re-organise the manufacturing industry, which would bring KAPO in to the Tupolev controlled group and make it a partner, rather than a competitor, to the Aviastar plant. Designated the Tu-214, the baseline PS-90-pow- ered model made its first flight in March 1996. Russian certification was received in December 2000, and Khabarovsk-based Dalavia took delivery of the first aircraft in May 2001. Sirocco Aerospace has held an agreement with KAPO for several years over the development of an RB211-powered version of the Tu-214, but the pro ject is not believed to have moved forward. Omsk Airlines recently ordered four Tu-214s for delivery in 2005 and 2006. Other outstanding orders comprise two Tu-214s for the government airline GTK Rossiya, two for the Russian defence ministry and one for Dalavia. Atlant-Soyuz and leasing com pany FLC have signed a letter of intent for three passenger models and two freighters. Meanwhile, Tupolev has proposed a VIP version of the Tu-214 which it believes would be ideally suited to the corporate shuttle market or as heads of state transportation. Tupolev has already designed interiors to suit such roles. Production The KAPO plant in Kazan produces the Tu-214. Ordered: 7 Delivered: 4 Tu-234 - see the Tu-204-3001500 Yakovlev Design Bureau, 68 Leningradsky Prospekt, Moscow, 125315, Russia Tel: +7 (095) 157 17 34 Fax: +7 (095) 157 47 26 Yak-42 The 120-seat Yak-42 trijet was first flown in March 1975, and entered service with Aeroflot in 1980. The current production model is the Yak-42D. A developed version called the Yak-42A entered MS-21 FAMILY (PROVISIONAL DATA) Length (m) Wingspan (m) Max take-off weight (kg) Operating empty weight (kg) Fuel capacity (kg) Normal cruising speed (kt) Normal cruising altitude (ft) Accomdation (1-class) Design range with normal payload Design range with max payload production at Saratov in 1998. The aircraft also has increased wing fuel tank capacity, and new Russian avionics to permit Category 2 operations. Yakovlev has introduced intermediate positions for the trail- ing-edge flaps to achieve better field performance in hot-and-high conditions. The Yak-42D-100 (Yak- 142) is a version of the Yak-42D, with a Western avionics suite. Production The Yak-42 is built by the Saratov aviation plant in Saratov. Output of the trijet is running at a slow rate. Delivered: c175 MS-21 MS-21 - "medium aircraft of the 21 st century" - is the name given to the project to develop a family of 130-170 seaters from the Yakovlev Yak-242. A team comprising Yakovlev, llyushin and NPK Irkut was selected to get state funding to develop the aircraft after winning Russia's BSMS short-to- medium-haul airliner competition in August. The consortium also includes leasing company llyushin- Finance, the National Reserve Bank (NRB), and production plants Aviastar-SP the Smolensk aircraft factory and VASO. The baseline 156-seat MS-21-200 would have an overall length of around 38m, and be followed by a 132-seat shrink and 174-seat stretch. The aircraft will incorporate a 35.3m-span wing, developed by the TsAGI aerodynamics institute, which will use the supercritical aerofoil developed for the now- defunct Yak-242. The twinjet will be powered by engines in the 24,200-26,400lb thrust class with candidates includ ing the Aviadvigatel PS-12 and Kuznetsov TRDD-2005. Western engines such as the the CFM56 or V2500 are also being studied. The three lead companies have been in talks with Russian airlines in a bid to form a customer base to launch the MS-21 into full-scale development next year. Market potential is estimated at 415 aircraft in Russia and over 200 exports in 2009-28. If the pro gramme is launched, prototypes would be built in 2005-7 with certification due in 2008. Deliveries would start in 2009. MS-21 research and development will cost around $460 million, of which the state would provide $210 million, llyushin and Yakovlev will invest $30 million, NRB will provide $20 million and arrange a credit line, while $100 million will be raised on capital markets. NPK Irkut will contribute systems and powerplant work funded as part of the MTA programme. • -100 35.1 35.3 65,800 37,000 22,000 460 38,000 132 4,700km 3,150km -200 38.25 35.3 71,100 38,600 22,000 460 38,000 156 5,500km n/a -300 40.68 35.3 72,000 39,900 22,000 460 38,000ft 174 4,500km n/a www.flightinternational.com FLIGHT INTERNATIONAL 21-27 OCTOBER 2003 73
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