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Aviation History
2003
2003 - 2463.PDF
Directo Id airliners companies believe that a market exists in 25 coun tries for up to 230 of the type in passenger, utility, rescue and firefighting roles. France, Italy and Port ugal have expressed "serious interest" in the aircraft. The agreement follows concerns expressed by the US FAA over US Liberty Group's marketing agency's financial status. The FAA has not allowed the Liberty Group to fly the Progress-powered ver sion in the USA as part of a firefighting demonstration tour. EADS and NPK Irkut plan to launch the Westernised version in 2004 on receipt of 20 orders. R-R says it has completed some of the design work necessary for the re-engining. The nacelles and engine mounts will be moved 900mm forward to compensate for the heavier powerplant, and gear box changes are also required. R-R Deutschland will complete the modifications by the middle of next year and expects supplementary type certification in time for test flights set for the third quarter. Production Final assembly is being undertaken by IAPO, but will be moved to Tavia, the Taganrog Avia factory located alongside Beriev's offices. IAPO was plan ning to produce four Be-200s a year, but with a capacity to produce 22 a year, was apparently dis appointed with the type's poor return. Be-132Mk Beriev in 2002 started studying a 26-seat regional turboprop based on a stretched Be-32, a type origi nally certificated in 1972. Beriev, IAPO, Klimov and Ukraine's Motor-Sich signed a memorandum of understanding on joint development of the type, which would use two Klimov/Motor-Sich VK1500P engines, aiming for certification by 2005. The aircraft is targeted as a replacement for An-2s and An-24s. Be-42 After renewed Russian navy interest, work resumed last year on the prototype A-40, restoring it to airwor thiness and also preparing a prototype A-42 search and rescue variant. The A-42 will be powered by two Ivchenko Progress D-27 propfans in place of NPO Saturn D-30K jets. An export version, the A-42PE, and a BE-42 SAR variant, with room for 53 casual ties or 37-70 passengers, is being studied. Boeing Commercial Airplane Group, PO Box 3707, Seattle, Washington 98124-2207, USA Tel: +1 (206) 6551131 Fax: +1 (206) 655 7004 Telex: 329430 www.boeing.com Boeing and McDonnell Douglas (MDC) merged in August 1997. The in-production 100-seater MD-95 was redesignated the Boeing 717. 717 The 107-seat 717-200 was launched by McDonnell Douglas in 1995 as the MD-95, and renamed fol lowing its merger with Boeing. First flight of the R-R BR715-powered McDonnell Douglas DC-9-deriva- tive was in September 1998, and first deliveries were to AirTran Airways in 1999. Length (m) Wingspan (m) Height (m) Wing area (m:) Cabin width (m) Max take-off weight (kg) Max landing weight (kg) Op empty weight (kg) Max payload (kg) Be210 32.05 32.78 8.9 117.44 2.4 37,200 'BE-42 42.33 43.84 11.06 200 - 95,000 35,000 85,000 (on water) 73,000 (on land) 26,080 8,000 - H Powerplant 2 x 16,5301b Ivchenko Progress ZMKB D-436TP 2x 14,000hp Ivchenko Progress D-27A + 1 x 11,4651b Klimov RD-33AS take-off booster Max cruise speed (kt) 378 Max op altitude (ft) 26,240 Take-off field length (m) 1,000 Landing field length (m) 1,100 Accommodation (typical) 72 410 31,825 1,250-1,980 400-700 37-70 Design range with pax 1,850km/728,300km/max load Note: *D-27A engines The programme came close to cancellation in 2002 amid slow sales and a dwindling backlog, but Boeing chose to reduce manufacturing rate and hold out for better times, predicting 3,000 sales over 20 years. www.flightinternational.com FLIGHT INTERNATIONAL 28 OCTOBER - 3 NOVEMBER 2003 43
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