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Aviation History
2004
2004-09 - 2187.PDF
Directory: world airliners 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) II-62MK 53.12 12.35 279.55 3.45 167,000 110,000 74,000 97,500 25,000 Powerplant 4 x 24,2401b Aviadvigatel D-30KU Standard fuel capacity (1) Normal operating speed (kt) Max cruise speed (kt/mach) 105,300 486 496 Take-off field length (m, sea level/ISA) 3,300 Landing field length (m, sea level/ISA) 2,500 Accommodation (1-class) Accommodation (2-class) Accommodation (3-class) Design range with payload 186 144 - - - II-76MF 53.19 50.5 14.42 300 3.45 200,000 151,500 101,000 60,000 11-86 59.54 48.06 15.81 320 5.7 208,000 175,000 116,250 158,400 42,040 4 x 35,250lb 4 x 28,530lb 4 s,viadvigatel PS-90ANKuznetsov NK86 109,480 459 432 - - - - - 5,200km 40t 114,000 486 512 3,350 2,300 350 234 - 3,600km 42t 11-96-300 55.35 57.66 15.72 391.6 5.7 216,000 175,000 117,000 157,000 40,000 II-96T 63.94 60.11 15.12 391.6 5.7 270,000 220,000 116,400 208,400 92,000 x 35,250lb 4 x 36,980lb PS-90A P&W PW2337 150,387 486 480 2,600 1,980 300 - 235 7,500km 40t 150,387 - - 3,350 2,400 - - 5,200km 92t Delivered: 289 In service: 129 II-76 engine in the 21,000-23,000lb-thrust range. CFMI is thought to have discussed possible baseline CFM56 configurations with specific ele ments incorporated from the group's Tech56 technology development effort. IAE is looking at various new designs, including an advanced two- shaft P&W design with some PW6000 features, and a new R-R-based two-shaft design, which is dubbed the RB255. Bombardier plans to maintain an "exceptionally" high level of commonality across all versions while offering a consistent 15% lower cash operating cost against current aircraft in this capacity range. Board approval will be sought early in 2005, with the launch expected in July 2005. This would enable an entry into service no later than 2010. Production Bombardier is yet to determine the final assembly site for the new family, and although its traditional sites are in the frame, other options outside Canada are being considered. Ilyushin Design Bureau, Leningradsky Prospekt 45G, Moscow 125190, Russia Tel: +7 (095) 943 8121 Fax:+7 (095) 212 2132 Telex: 411956 SOKOL II-62M/MK Russian engine builder NPO Saturn is developing a major upgrade for the ll-62's Aviadvigatel D-30K series engine to provide improved performance and greater thrust to enable the aircraft to continue to operate internationally (see 11-76 and Tu-154 entries). Three versions of the four-engined 170- to 195- seat II-62 were built between 1963 and 1985, before it was superseded by the re-engined II-62M. All ver sions were dimensionally identical, the main differences being in engine type, weight and perfor mance. While the initial production version is equipped with Kuznetsov NK8 engines, the later II-62M and MK are equipped with the D-30KU. Designed to meet a Soviet air force requirement for a heavy transport aircraft, the first II-76, was first flown in March 1971 and entered service in 1974. Different versions of the four-engined, high-winged freighter were produced for Aeroflot and the Soviet military, all powered by Avidvigatel D-30KP engines. Many II- 76s are flown on commercial freight charters. A 6.6m-stretched version, the II-76MF powered by Aviadvigatel PS-90A turbofans, was flown for the first time in August 1995. The new model has a 1.5t increase in payload and the new engines are claimed to offer a 12% reduction in fuel consump tion, boosting range by 20%. In March, it emerged that Volga-Dnepr was plan ning to sign an option with Perm Motors for the supply of 75 PS-90 engines as part of a five-year programme to upgrade its II-76 fleet to the mod ernised II-76TD-90VD version. The company plans to equip a total of 17 aircraft with the Perm PS-90A- 76 engines, which received full certification this year. Volga-Dnepr has also held talks with Tashkent- based TAPO about an order for up to 15 new-build II-76TD-90 freighters. The model also features collision-avoidance and GPS avionics. Volga-Dnepr has made a first tranche of funding available to the TAPO, which is due to begin deliveries in December The Russian govern ment believes that a modernised II-76 will remain in service for at least another 30 years. Meanwhile, engine builder NPO Saturn is developing a refanned version of the D-30 engine for retrofit on the II- 76MD/TD, providing Chapter 4 compliance with a comfortable margin at take-off weights of 190,000kg. NPO Saturn expects to secure at least 100 orders for II-76 Burlak upgrades, priced at $6 million per shipset. Break-even is put at 80 aircraft. The Burlak upgrade features a new larger, highly swept fan which increases airflow by 40%. This increases take-off thrust by 2,200lb, to 24,000lb, without changes to the gas generator. The new engine requires an investment of $55 million and will cost $1.2 million. A demonstrator engine has The first airline deliveries of ll-96-300s since 1999 were completed this year, with the handover of two aircraft to KrasAir 70 26 OCTOBER - 1 NOVEMBER 2004 FLIGHT INTERNATIONAL www.flightinternational.com
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