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Aviation History
2004
2004-09 - 2173.PDF
Directory: world airliners AIRBUS A380 Length (m) Wingspan (m) Height (m) A380-S00 72.7 79.6 24.07 Cabin width (m) 6.55 Max take-off weight (kg) MTOW option Max landing weight (kg) Operating empty weight (kg) Max zero fuel weight (kg) Max payload (kg) Option Powerplant Standard fuel capacity (1) Option Normal operating speed (Mach) Max cruisse speed (Mach) Max cruise speed (kt) Max cruising altitude (ft) Take-off field length (m, sea level/ISA) Landing field length (m, sea level/ISA) Accommodation (1-class) Accommodation (3-class) Design range with pax/load Design range with maximum load 560,000 569,000 386,000 276,800 361,000 83,000 - 4 x 70,000lb GE-PW Engine Alliance GP7270 or R-R Trent 970 310,000 - 0.85 0.89 340 43,000 2,050 2,900 822 555 14,800km/555 - A380-800 Freighter 72.7 79.6 24.07 6.55 590,000 600,000 427,000 252,500 402,000 158,000 4 x 76,500lb GE-PW Engine Alliance GP7277 or R-R Trent 977 310,000 352,000 0.85 0.89 340 43,000 2,900 1,900 71 containers - 10,360km/150t payload 5,550km/185t payload 1,850km, with the new model likely would be launched "around the end of this decade, to enable service entry in 2014-15". For a detailed programme update on the A380 see Flight International, 20-26 July. Production Final assembly is undertaken at the Jean-Luc Lagardere site in Toulouse. Airbus Deutschland has responsibility for interior installation and painting at its Hamburg Finkenwerder plant, as well as delivery of aircraft to customers in Europe and the Middle East. Toulouse handles all other regions. However, Airbus may have to shift deliveries of all higher-gross-weight variants of the A380 to Toulouse following the decision by a court to block a runway extension at Finkenwerder. The 590m-run- way extension is required only for higher-gross-weight variants of the aircraft, of which the A380-800F is the first to be launched. Any shift would require re-working of the workshare agree ment between the two sites. Assemblies arrive in Toulouse using a novel sur face transport system, which involves ships, barges and road haulage. Airbus has leased a dedicated roll-on/roll-off vessel to ship subassemblies by sea to Bordeaux. Initial production is running at one a month and will gradually rise to four a month during the early years of the programme. However, all the sub assembly sites have expansion options that will enable the rate to double to eight a month. Orders: 129 Deliveries: 0 Future developments - A350 Airbus has long been evaluating its options for a new generation 200- to 250-seater to replace its two oldest models, the A300 and A310. This search has assumed a greater importance following the emer gence of Boeing's planned 7E7. Although it has maintained that it can compete effectively with the 7E7 in the medium- to long- range market with its A330-200, Airbus has revealed that it is evaluating a major new twinjet development to counter the Boeing twin under the designation A350. Airbus says that it is studying the market to see whether it needs to respond, and could launch the new family by year-end. The new aircraft could enter service in 2009. Based on the existing A330-200 and -300 mod els, the new family would incorporate changes to give each version around 1,850km more range than the equivalent A330 variant, including derivatives of engines being developed for the 7E7. The study is focusing on a performance "box" bracketed by the projected range and operating costs claimed for the 7E7 family, extending all the way to the stretched -9. The A330-200 sized model, dubbed the A350- 800, would offer a range with 250 passengers of around 14,300km, while the larger A350-900 would be similar to the 295-seat A330-300, but have a range of around 12,300km. The aircraft would feature a more advanced flightdeck and the latest three-dimensional aerody namic design technology for the wing. Weight reduction options under study include a carbonfibre- reinforced plastic (CFRP) centre wing box, plus a possible variety of A340-500/600-based features including CFRP keel beams, rear pressure bulk head, monolithic CFRP elevators and, possibly, floor beams. Meanwhile, for the longer term, Airbus sees the development of a new "regional people-mover" for the high-capacity short-haul market now served by the A300. Airbus says the aircraft has the project name A30X and would be optimised for stage lengths of III lib lil iMlfWlilWlBllllBPiPl Aeronautical Scientific-Technical Complex, 1 Tupolev St, Kiev 252062, Ukraine Tel: +380 (44) 4425 7098 Fax: +380 (44) 4495 9996 Telex: 131048,132792 OZON An-70T Although designed as a military transport, this four- engined propfan-powered airlifter has also been proposed in a commercial version. The first An-70 flew in December 1994, but the programme was thrown into turmoil after the fatal crash of the single prototype in February 1995, following a mid-air colli sion with an An-72 chase aircraft. The second, static-test prototype was brought up to flight status and flown in April 1997. 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 designated the An- 124-100. Additional civil An-124s are being created by the modification and upgrading of ex-Russian air force aircraft. A Chapter 3 hushkit developed by engine design bureau ZMKB Progress in"conjunc tion with Antonov was certificated in mid-1997 for the An-124's D-18T turbofans. Polet took delivery of the last of the current batch of An-124s on 18 June from the Aviastar plant in Ulyanovsk. In August, the industry ministries of Russia and Ukraine signed an agreement to restart series production of the An-124. The deal calls for up to 80 updated An-124-1 OOMs to be manufac tured from 2006 to 2020. The Aviastar plant in Ulyanovsk will assemble the aircraft and manufacture most of the subassem blies, but the Aviant factory in Kiev will supply tail units. Design bureau Antonov is participating in the project with Russian airlines Polet and Volga-Dnepr. The new aircraft is based on the latest An-124- 10OM variant, and is dubbed the An-124-100M-150. The first aircraft began three months of flight test ing in September 2004. It features a 20t increase in maximum take-off weight to 420,000kg, a maximum payload of 150tand higher-thrust ZMKB Progress D-18T-4S engines rated at 55,000lb thrust. The aircraft features a new four-crew flightdeck - two fewer than the An-124-100 - which incorpo rates two multifunctional liquid crystal displays in place of dial instruments. A further upgrade is planned to reduce the flightcrew to three and a gradual move to an eight-screen LCD configuration. Testing is due to be completed by year-end, and the new aircraft will be delivered to Volga-Dnepr Airlines, which has also signed a deal with Aviastar to upgrade its nine An-124s to-1 OOM standard over the next three years. Antonov Airlines is also planning to upgrade all its Ruslans to this standard by 2007. For the longer term, Antonov is studying the 56 26 OCTOBER-1 NOVEMBER 2004 FLIGHT INTERNATIONAL www.flightinternational.com
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