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Aviation History
2004
2004-09 - 2192.PDF
Directory: world airliners sion to conclude certification. Meanwhile, Iran in April placed the largest-ever order for the Tu-204, with its transport ministry hav ing agreed the purchase of 20 Tu-204-100s (equipped with the English-language cockpits) for the country's state-owned airlines. The aircraft will replace leased Tupolev Tu-154Ms serving with car riers including Aria Air, Caspian Airways, Iran Air Tours and Kish Air Deliveries are due to start this year, and continue over the next four years. The Tu-204-220, a 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 capac ity 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. The plant is controlled by design bureau Tupolev. Production of a new batch of aircraft for Sirocco has been held up due to financing issues. Ordered: 21 Delivered: 15 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 maiden flight on 18 August 2003, and its public debut at the MAKS 2003 air show in Moscow. During that show, Transaero signed an agreement with leasing company llyushin-Finance for the acquisition of four Tu-204-300s on 15-year leases. The 160-seat model has been under develop ment since the early 1990s. Although Aviastar converted the prototype Tu-204 to Tu-204-300 stan dard 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 ini tial 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 89,000kg MTOW, has been studied and would be able to fly 3,400km. A cargo version, the Tu-204-300C7Tu- 234C, will also be offered. Being a derivative aircraft, certification of the -300 would require around 150-200 flights during a six-month test pro gramme, 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. 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. Production Assembly of the Tu-204-300 is integrated with the Tu-204-100/120 at the Aviastar plant in Ulyanovsk. Tu-214 This higher-weight, longer-range version of the Tu- 204-100 is built by the Kazan Aircraft Production Organisation (KAPO) in Tatarstan with support from the local government. The Russian government plans to reorganise the manufacturing industry, the effect of which would be to 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 ver sion of the Tu-214, but the project is not believed to have moved forward. Tupolev has proposed a VIP version of the Tu- 214, which it believes would be ideally suited to the corporate-shuttle market or to transport heads of state. Tupolev has already designed interiors to suit such roles. Last year Bulgarian carriers Air Sofia and BH Air became the first non-Russian prospects fort the Tu- 214, signing a letter of intent for four aircraft. Bulgarian charter operator Air Via has also expressed interest in replacing its Tupolev Tu-154Ms with Tu-214s. Tupolev says the carrier can take three Tu-214s by 2006, and potentially up to 10. Production The KAPO plant in Kazan produces the Tu-214. KAPO aims to build 10 Tu-214s a year once produc tion stabilises. Ordered: 11 Delivered: 6 Tu-234 - see the Tu-204-300/500 Yakovlev Design Bureau, 68 Leningradsky Prospekt, Moscow, 125315, Russia Tel: +7 (095) 157 17 34 Fax: +7 (095) 157 47 26 First flown in March 1975, the 120-seat Yak-42 trijet entered service with Aeroflot in 1980. The current production model is the Yak-42D. A developed version called the Yak-42A entered production at Saratov in 1998. The aircraft also has increased wing fuel tank capacity, and new Russian MS-21 FAMILY (PROVISIONAL DATA) -100 Length (m) 35.1 Wingspan (m) 35.3 Height (m) 12.5 Max take-off weight (kg) 65,800 Operating empty weight (kg) 37,000 Fuel capacity (kg) 22,00 Normal cruising speed (kt) 460 Normal cruising altitude (ft) 38,000 Accommodation (1-class) 132 Design range with normal payload 4,700km Design range with max payload 3,150km 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: about 175 In service: 159 MS-21 MS-21 - "medium aircraft of the 21st century" - is the name given to the project to develop a family of 130-170 seaters from the Yakovlev Yak-242. Last year, a team comprising Yakovlev, Ilyushin and NPK Irkut was selected to receive state funding to develop the aircraft after winning Russia's BSMS short-to-medium-haul airliner competition. The con sortium also includes leasing company llyushin-Finance, the National Reserve Bank (NRB), and production plants Aviastar-SR 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 including 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 pro vide $210 million. Ilyushin 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. -200 38.25 35.3 12.5 71,100 38,600 22,000 460 38,000 156 5,500km n/a -300 40.68 35.3 12.5 72,000 39,900 22,000 460 38,000ft 174 4,500km n/a www.fliqhtinternational.com FLIGHT INTERNATIONAL 26 OCTOBER - 1 NOVEMBER 2004 75
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