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Aviation History
2004
2004-09 - 2174.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) An-70T 40.73 44.06 16.38 204 204 131,500 72,800 114,000 47,000 Powerplant 4 x 10,4301b Ivchenko Progress ZMKB D-27F Propfan 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 - 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 An-225 84 88.4 18.2 905 6.4 600,000 - - - 250,000 6 x 51,6301b Ivchenko Progress 8,400km/80t ZMKB D-18T - 460 40,000 3,500 - 4,500km/200t million, but Antonov is counting on attracting outside investment should revenues from its transport activi ties be sufficient. Antonov, ZMKB Progress and Motor-Sich are to develop modifications to enable the An-225 to com ply with ICAO Chapter 4 noise limits (see An-124). On 16 June 2004, the An-225 set a new payload record for an aircraft when it took off from Prague, Czech Republic carrying 247t. The flight, which was operated by Antonov Airlines, was carrying oil pipeline machinery to Tashkent, Uzbekistan with stops in Kiev, Ukraine and Ulyanovsk, Russia on behalf of the Uzbekistan government. Delivered: 1 Preparations are underway for the relaunch of An-124 production development of a major new "An-124-300" deriva tive, which would feature a longer fuselage with a strengthened centre fuselage section to increase overall length by 5.9m, a 6.6m increase in wingspan and more-powerful, 80,000lb-thrust class engines - possibly sourced from the West. The aircraft will borrow design features from the An-225, and would be able to transport a 150t payload over 8,100km or 120t over 10,000km. The design bureau also foresees a requirement for up to 50 military -300s, and has begun talks with the Aviastar and KiGAZ plants about production. Production Around 60 An-124s have been assembled at two plants - Aviant in Kiev and Aviastar in Ulyanovsk. Two unfinished airframes remain at Aviastar, where production of the improved -100M is planned follow ing the agreement to re-launch production. The Aviant plant delivered its final An-124-100 earlier this year to the United Arab Emirates. Antonov and China Aviation Industry Corp II (AVIC II) have held discussions about local produc tion of the proposed An-124-300 for Chinese cargo carriers at AVIC II subsidiary Shaanxi Aircraft. Delivered: about 60 An-225 Mriya One six-engined, 250t payload Antonov An-225 Mriya heavylifter is in operation, having returned to service in 2002 with Antonov Airlines after seven years in storage. A stretched development of the An-124, the Mriya made its maiden flight in December 1988 and was built to carry Russia's Buran shuttle spacecraft before the project was cancelled. Work on a second airframe was halted in 1994, but Antonov is consid ering completing this half-assembled aircraft for its subsidiary airline. The work would cost up to $200 Boeing Commercial Airplanes, 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. All the in-production MDC types were redesignated as Boeings and are included in the Boeing section of this directory. The 100-seater 717 is included in Part 2 Flight International, 2-8 November). Boeing's jet-powered airliner project was launched as a privately funded venture in 1952. The prototype, dubbed 367-80 - or "Dash 80" - was effectively the 707 prototype and flew in July 1954. It was aimed at the expected huge market for such an aircraft in civil and military applications. The 707 entered service in its original -100 form with Pan American Airways in October 1958. Boeing also developed a military tanker/transport version, the model 717, designated the KC-135. The last of 916 civil 707s was delivered in 1979, although production of military versions continued until 1991 with 93 being built. A total of 154 of the smaller, short-range model, the 720, was also pro duced between 1959 and 1967. Chapter 3 hushkits have been developed by Burbank Aeronautical II (BAC II) and Quiet Technology Venture (QTV, formerly Quiet Nacelle) of the USA. San Antonio, Texas-based Seven Q Seven's P&W JT8D-219 re-engining programme was selected in 2002 for the US Air Force's 707- based E-8C fleet. The team, led by Irish 707 leasing specialist Omega Air, includes P&W (engines and exhaust transition ducts), Goodrich (inlets and reversers) and Nordam (struts and cowl doors). Delivered: 1,009 (with military versions and 720) In service: 303 (including military versions) 717-see Part 2 727 The 727 trijet flew in February 1963 and its initial -100 version entered service a year later. The stretched -200 followed in December 1967. Boeing delivered the last 727, a -200F for FedEx Express, in September 1984. The active fleet of 727s has declined rapidly fol lowing the slump in US airlines' fortunes, with around www.flightinternational.com FLIGHT INTERNATIONAL 26 OCTOBER - 1 NOVEMBER 2004 57
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