image plane that crashed in Nepal

Kecelakaan Pesawat di Chile, Cari Korban Pakai Cenayang

Santiago – Chile memutuskan menggunakan cenayang kuat untuk mencari jasad 17 korban kecelakaan pesawat, dekat sebuah pulai terpencil di Samudra Pasifik.
“Kami bekerja dengan seseorang yang kini berada di kapal pencari. Tak hanya teknologi, kami juga memakai kemampuan super manusia,” ujar Menteri Pertahanan Chile Andres Allamand di sebuah televisi nasional. Allamand yang berada di pulau itu sejak sehari setelah kecelakaan menyatakan, tipis harapan bisa menemukan semua orang yang masih dilaporkan hilang itu. Meski pemerintahnya memerintahkan pencarian besar-besaran.
“Kita harus bersiap, mungkin beberapa jasad tak bisa ditemukan,” lanjutnya. Kecelakaan pesawat militer tersebut tak jauh dari Pulau Robinson Crusoe yang amat terpencil. Pesawat berpenumpang 21 orang itu jatuh pada Jumat (3/9) lalu.

Pesawat Latih Jatuh di Surga Wisata Selandia Baru

Minggu, 05 September 2010 07:08 WIB

        REPUBLIKA.CO.ID, Wellington--Sembilan orang, termasuk empat orang asing, tewas ketika sebuah pesawat skydiving jatuh dan terbakar di sebuah tempat wisata populer Selandia Baru pada hari Sabtu, kata para pejabat. Pesawat itu jatuh di dekat landasan udara di Fox Glacier, daya tarik wisata di negara itu, yang dinobatkan Unesco sebagai salah satu Warisan Dunia di pantai barat Selandia Baru. Seorang juru bicara polisi menyatakan di antara korban tewas itu adalah pilot, empat orang Selandia Baru dan wisatawan dari Irlandia, Inggris, Australia, dan Jerman tanpa merinci usia atau gender masing-masing. Rincian awal dari tragedi itu tidak jelas karena keterpencilan daerah, tetapi juru bicara polisi mengatakan pesawat meledak dan terbakar tak lama setelah jatuh. Menteri Transportasi Selandia Baru Stephen Joyce mengatakan pesawat yang mengalami kecelakaan di Selandia Baru itu merupakan yang pertama terjadi sejak sebuah pesawat sewaan jatuh saat mendarat di dekat Christchurch pada tahun 2003 yang menewaskan delapan orang. Seorang pejabat Australia mengatakan seorang pria 18 tahun dari negara tenggara Victoria ada di antara mereka yang tewas ketika pesawat jenis Fletcher FU24 itu jatuh. "Pesawat jatuh ketika mencoba lepas landas, menewaskan pilot, empat instruktur skydiving dan tiga wisatawan asing lainnya," juru bicara Departemen Luar Negeri mengatakan.

Sumber: The Straits Times

Pesawat Wisata Jatuh, Polisi Nepal Lakukan Penyelidikan

KATHMANDU - Sekitar 19 orang dikabarkan tewas saat sebuah pesawat kecil jatuh saat hendak mendarat di Kathmandu, Nepal. Pihak regu penyelamat saat ini tengah mengevakuasi jenazah korban kecelakaan tersebut. Pesawat berjenis Beechcraft ini baru saja kembali dalam perjalanan wisata saat menabrak tebing Gunung Everest. Akibat tabrakan tersebut, pesawat milik Budha Air ini pun hancur berkepin-keping. Puing-puing dari pesawat nahas itu ditemukan di sekira 12 kilometer dari bandara Nepal. Diketahui, saat kecelakaan terjadi pesawat itu dipenuhi dengan 16 penumpang dan tiga awak pesawat. Tiga awak pesawat itu dipastikan berkewarnegaraan Nepal begitupun dua penumpang lainnya. Sementara 10 penumpang lainnya berkewargenaraan India, dua warga negara AS dan seorang warga negara Jepang. "Kami melihat pesawat tersebut mendekat sebelum akhirnya kecelakaan terjadi," ungkap Kepala Operasional Bandara Internasional Tribhuvan Purusottam Shakya seperti dikutip CNN, Senin (26/9/2011). Pemerintah Nepal pun langsung melakukan penyelidikan atas jatuhnya pesawat ini. Menurut seorang saksi, pesawat itu terbang disaat langit sedang dipenuhi dengan kabut tebal di wilayah Badegaun. Pihak Otoritas Penerbangan Sipil Nepal Rishikesh Sharma mengatakan, pesawat nahas itu sebelumnya kehilangan kontak dari Bandara Tribhuvan. Pihak bandara tidak dapat menghubungi pesawat setelah 42 menit lepas landas. Kecelakaan ini merupakan yang kedua kalinya terjadi di dekat Gunung Everest. Sebelumnya pada Agustus lalu, 14 orang tewas saat kecelakaan serupa terjadi.
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photho, 3

photho, 2

photho

The Antonov An-140

Koneksi Wi-Fi Pada Penerbangan American Airlines

Needs of today's Internet has become one of the important needs in life. Because as we know, not just information but here we can get a variety of easy access to various things. At American Airlines, offered through the Wi-Fi connection for almost any type of aircraft. Announcement that there will be expansion of the wireless setup in about 300 aircraft fleet. For the Boeing 767-200 aircraft has been able to support Wi-Fi from AA, while for 300 aircraft MD-80 and Boeing 737-800 will also support Wi-Fi from AirCell. After going through a trial for 6 months in two aircraft companies, using Wi-Fi connectivity will be able to offer convenience to stay connected to home, office or wherever else when you are traveling. And it gains a flight with Wi-Fi equipped to attract potential passengers. In flight using a fleet of American aircraft, the internet will be activated once the aircraft reached an altitude of about 10,000 feet and the Internet should be switched off again before the plane down. Gogo, one of the company's Wi-Fi providers in the U.S. which is a third party of AirCell cost around $ 9.95, or about 120 thousand dollars for trips that are closer than a distance of 1150 miles and will cost around $ 12.95, or about 144 thousand dollars to travel further. Expected by the Wi-Fi connection will be able to increase the potential of new passengers who have a special notebook or mobile device

More plane crashes in Papua, Three Killed Victims Evacuated

Metrotvnews.com, Jayapura: aircraft accident re-occurring in the mountains of Papua. This time, aircraft type PK-UCE Pilate Yajasi owned airline, crashed in the mountains, around Paspalei, Yalimo Regency, Papua, on Thursday (22 / 9) at 13:13 CDT. The plane crashed while flying from the Pagai, Yalimo District, to Wamena. The pilot was Paul Weslund, a citizen of the United States that carries two passengers and groceries. As a result of the incident, the pilot and two passengers died. The victim managed to evacuate a joint team from the Wamena district police, and taken to the Sentani Airport, Jayapura.

The plane crashes in Papua, 22 September 2011,

The plane crashes in Papua, 22 September 2011 - Photos of aircraft crashes in Papua. Less than a month after the incident Susi Air crash in Yahukimo, Papua Province, a similar incident happening again in the Paradise Earth. Pilatus Aircraft type PK-UCE-owned Yayasan Indonesia Aviation Services (Yajasi), reportedly fell in the area around Paspalei, Yalimo regency, Papua. The ill-fated plane, reportedly lost contact with the tower at around 13:13 CEST Wamena, on Thursday (09/22/2011). Police Public Relations Head of Papua, Commissioner Wachyono when contacted by AFP via her cell phone confirming it. "So right there the plane crashed and property type Yajasi Pilate," he explained. According Wachyono, ill-fated plane in addition to the pilot also includes two passengers and agricultural products. "But the name is not known from the passenger manifests," he explained. Meanwhile, the police declared Yajasi plane crashed and the pilot has been ascertained by Paul Westlund certainly have died. His body is now evacuated to Jayapura and around 17:30 CEST expected to arrive at Sentani airport of Jayapura.

Lion Air plane landing at Edinburgh Failed

News: Lion Air plane landing at Edinburgh Failed - Lion Air plane from Jakarta landed at goal failed Jambi Sultan Taha Airport Syaifuddin. The weather is bad to cause the failure of the Lion Air plane landed.
"Earlier there was a plane that failed to land due to bad weather. Under the minimum standard landing," said Lion Air Operations Director, Ertata Lanang Galih when talking with VIVAnews .. com, Sunday, September 11, 2011. According Galih, the weather in Edinburgh is very bad. Thick smog blanketed the sky Edinburgh in recent days. Thus, the plane from Jakarta landed about to land it failed after two landing attempts. "Then the pilots decided to divert the landing," he said. The pilot, said Galih decided to leave Edinburgh. The plane was then taken to Palembang, South Sumatra. "We're planting a temporary Badaruddin Airport Sultan Mahmud II," he said. He added, Lion Air plane was immediately flown to Edinburgh if the weather has allowed for the landing. "We're waiting for the weather to improve. Once it is ready flown to Edinburgh again," he said.

World War II plane crash killed 12 people

Liputan6.com, Nevada:
Performing an aircraft that was held in the United States, turned into a nightmare when one fighter falls. As reported by The Sun, Saturday (17 / 9), aircraft of World War II era that was attraction in the air suddenly lost control and fell on the National Flight Competition in Reno, Nevada, USA. As a result, 12 people are dead, and another 75 people, injured. Scenery looks awful when the plane crashed, the sound of an explosion like a bomb had heard. In addition, the thick smoke cover airfield, splashes of fresh blood were also seen around the site. Dailymail proclaim, aircraft P-51 Mustang The Galloping Ghost is manned by a veteran pilot Jimmy Leeward fell in front of 75 thousand spectators. Leeward is a seasoned and well-known pilots in action by plane. According to medical officers, the bodies Leward body can no longer recognizable. Maureen Higgins, one of the spectators who come to the annual event, said the pilot lost control while on the third lap. "I saw the most frightening incident. When the plane crashed, the wreckage of a man in front of me. The man's head began to bleed," he said. He also said that if the pieces of human bodies were also seen scattered around the scene. Medics said 25 people suffered critical injuries. Meanwhile, 25 others suffered severe injuries resulting in lifelong disability. (ANS)

Racing plane crash in the U.S., 3 killed

YouTube - An airplane racing event in Reno, United States, became tense when an old airplane hit the World War II era bleachers. Reported three people were killed and dozens more injured, some critically. As reported by the Associated Press, the accident occurred at the National Air Racing Championships, held Friday, September 16, 2011. The ill-fated aircraft, P-51 Mustang, driven by 74-year-old veteran pilot Jimmy Leeward. The plane was speeding Leewald suddenly spins out of control and directly hit the stands. No doubt, hundreds of spectators with a landslide hit the fuselage and pieces of debris. A witness, Maureen Higgins who regularly came to watch the game for 16 years, said he was surprised by the sight he saw. After the collision, Higgins claimed the blood and pieces of bodies strewn everywhere. "I saw many pieces of body and other sadistic scene, you would not believe. Many of the spectators who have lost their limbs," said Higgins. According to medical officers, three people were reportedly killed, as many as 56 others were injured and taken to three hospitals. A total of 15 injuries were reported in critical condition, 13 of them dying, 28 others were reportedly suffered minor injuries. President and CEO of Reno Air Racing, Mike Houghton, said the pilot probably lost control of the aircraft. He explained that there are technical problems that caused the aircraft uncontrollable. As a result of these events, the whole game was canceled for investigation. National Air Racing Championships in Reno attract thousands of visitors each year in September. In this event, featured attraction of high-speed race involving all types of aircraft, ranging from military aircraft to civilian planes. One of the dangerous action that is often shown is a plane flying low, about 15 meters from the audience, with speeds up to surpass 800 miles per hour. The accident this time was the worst for decades hosted the event. Several accidents occurred in 2007 and 2008 that killed four pilots.

Military plane crash kills 17 lives

Padang Express • Saturday, 09/17/2011 12:17 pm • (cak) Luanda - Angolan military plane crash took the lives of soldiers and civilians. Local authorities said 17 people died in the crash at the airport in Huambo, yesterday (16 / 9) local time. Initially, some media reported at least 30 of the 36 passengers who were on board were killed. But the report was revised after rescue teams found a number of passengers that can be saved. The military said 11 soldiers, including three generals were killed in the crash. Added, six civilians, including two women and two children were also on the list of victims. The accident occurred at the airport Albano Machando in Huambo city, about 550 km north-west of the capital city of Luanda. The new airport was reopened last month after a three-month closed due to repairs. Embraer-120 aircraft carrying 23 people made in Brazil as he fell around 11:30 am Wednesday (14 / 9) local time. In it there are three military delegations and six civilians. The aircraft normally used to bring senior government and military. Two men held the rank of lieutenant general, respectively Leitao Bernardo and Francisco Diogo Malungo Elias da Costa Pedro Bravo. While the other one held the rank of Brigadier General, Demosthenes Katata. All three were identified as victims were killed. Two pilots and crew were reported safe. While almost all passengers confirmed dead. Previously, pilots and some passengers survived immediately rushed to the hospital due to burns. "I do not know what happened. The plane is fine when walking on land to take off. So I really do not know what happened," said Captain Jose Goncalves who survived the incident, while in the hospital. A hospital officials said the five victims suffered second-degree burns. While one other person suffered burns, more serious, level three. Angolan Air Force has conducted an investigation to determine the cause of the accident. Aviation authorities declared that the province is estimated to be the cause of technical problems. "It's too early to determine the cause of accidents. A commission formed to investigate," explains Ernesto Dos Santos, who is responsible in the field of transport Angolan Air Force, told AFP. He added that the investigation will take about 1-2 months. One witness claimed to see a plane flying low and burned before hitting the airport runway. A picture Angopla news agency reported, Angop show, the plane split into two due to the lacing

Boeing Marks 20th Anniversary of C-17 Globemaster III’s 1st Flight.

LONG BEACH, Calif.: The Boeing Company (BA 64.96 ↑0.99%) on Sept. 15 celebrated the 20th anniversary of the first flight of the C-17 airlifter. On Sept. 15, 1991, test aircraft T-1 took off from the Boeing Long Beach site on a two-hour flight that proved the engineering and design concepts of the aircraft and marked the beginning of the program. T-1 flew by Long Beach again on Sept. 15, 2011, in a re-creation of its milestone flight. “The first flight of T-1 ushered in a new era in military and humanitarian airlift,” said Bob Ciesla, C-17 program manager for Boeing. “Twenty years ago, when I was working in flight test for this new airlift program, I could not anticipate just how critical the C-17 would become for the U.S. Air Force and its allies. The success of the C-17 Globemaster III program extends beyond Boeing’s employees and supplier partners, who have proudly engineered and built the world’s greatest airlifter for two decades, to exceed the expectations of customers around the globe who fly the jet every day.”
The C-17 has flown more than 2 million hours in its 20-year history, supporting worldwide airlift missions that transport troops and supplies to global hot zones and bring aid to those in need during humanitarian crises. “There is no question that the C-17 has set the bar high,” said Ciesla. “The program has performed on cost and on schedule for more than a decade. Now we are entering a new stage with a production-rate reduction from 15 to 10 aircraft per year, extending the life of the C-17 line to 2014 and beyond.” The C-17 aircraft has achieved a number of record-breaking milestones, more than any other airlifter in history, and set 33 world records during initial flight testing at Edwards Air Force Base, Calif. The C-17′s records include payload to altitude and time-to-climb, as well as a record for short-takeoff-and-landing in which the C-17 took off in less than 1,400 feet, carried a payload of 44,000 pounds to altitude, and landed in less than 1,400 feet. During the past 20 years, Boeing has delivered 235 C-17s, 211 to the U.S. Air Force, including active duty, Guard and Reserve units, and 24 to international customers including the United Kingdom’s Royal Air Force, Royal Australian Air Force, Royal Canadian Air Force, Qatar Emiri Air Force, United Arab Emirates Air Force and Air Defence, and the 12-member Strategic Airlift Capability initiative of NATO and Partnership for Peace nations. India became the newest C-17 customer in June, when India’s Ministry of Defence signed an agreement with the U.S. government to acquire 10 C-17s that will be delivered in 2013-2014. A unit of The Boeing Company, Boeing Defense, Space & Security is one of the world’s largest defense, space and security businesses specializing in innovative and capabilities-driven customer solutions, and the world’s largest and most versatile manufacturer of military aircraft. Headquartered in St. Louis, Boeing Defense, Space & Security is a $32 billion business with 64,000 employees worldwide. Follow us on Twitter: @BoeingDefense.

Helikopter TNI Hilang Saat Evakuasi Susi Air



11/09/2011 12:07
Liputan6.com, Wamena: The search for the Army's helicopter Bell 412 type of aircraft lost contact when evacuating Susi Air is still done until Sunday (11 / 9). Heli carrying five military personnel including the pilot and copilot Capt. Siagian, First Lieutenant CPN Fathoni, Pelda Eko, Serka Yafeth, and Heru.

News of the loss of the Army's helicopter reported Papua Timika Airport control tower. Since at 15.00 CEST, loss of contact and communication with the tower of Timika. Heli is flying to help the evacuation process Susi Air plane that crashed in the District Pasema, Yahukimo District.

Meanwhile Susi Air aircraft evacuation process is still constrained weather. Through satellite technology known plane crashed in the Village District Pasema Saminage precisely. Susi Air plane took off from Wamena Airport to Kenyam transport four drums of diesel and food supplies. Dave pilots steered the plane from Australia Cootes.

Pesawat Batavia Air Pecah Ban di Malang

02/09/2011 20:48 Liputan6.com, New York: Batavia Air plane from Jakarta to Malang majoring rupture a tire on landing at airport Abdul Rahman Saleh, Malang, East Java, on Friday (2 / 9) afternoon. There were no fatalities. The incident led to the next flight to Jakarta schedule delayed four hours. Batavia Air must first wait for the arrival of new tires from Surabaya. Until now, the cause of damage is still being investigated. (WIL / ADO)

Evakuasi Pesawat Susi Temui Titik Terang

10/09/2011 20:05 Liputan6.com, Yahukimo: The process of evacuation of the plane's two pilots Susi Air airline that crashed in Pasema, Yahukimo regency, Papua, until Saturday (10 / 9), started there a bright spot. A rescue team down in a nearby village from the scene. Rescuers had reached the village of Saminage 1, is three kilometers from the scene. "The position of plane itself is known, the team will conduct an evacuation has been able to penetrate to the vicinity of the location," said corporate secretary Susi Air Gunanjar in Pangandaran, Ciamis regency, West Java, this afternoon. But they have not reached the crash site and the fate of the two crews are also unknown. As known Susi Air plane on Friday afternoon, falling in District Pasema, Yahukimo District, on the way from Wamena to Kenyam. Path-Kenyam Wamena is a routine path flown by Susi Air to transport supplies staples. The plane lost contact, 15 minutes after the flight. The aircraft of the type C208B Caravan with registration number PK-VVE depart from Wamena at around 12:20 CET by Kenyam purpose. The plane carrying the four drums of different solar food items, weighing 1159 pounds. "Bring the food and it was amazing," said Gunanjar. Flight crew, Dave Cootes as a pilot and copilot from Australia Thomas Munk Slovak origin. Properly, the aircraft arriving at around 13:30 CEST Kenyam, but does not go landing. "There is no danger or radio call sign of the crew, so we just found out does not go down after landing," said Susi, owner of Susi Air. Finally, the airline was doing a search on the plane. Apparently, the plane crashed in the area Pasema District. According Gunanjar, the plane was not carrying passengers, except the two pilots did. Aviator's fate, it is not certain. Currently flights to Papua suspended. Because the crew Susi Air is still affected conditions. Including aviation in the area of ​​Sumatra and Kalimantan. (AIS)

Evakuasi Pesawat Susi Air Terkendala Cuaca

Liputan6.com, Yahukimo: Evacuation Susi Air plane that crashed in the District Pasema, Yahukimo, Papua, is plagued severe weather and terrain on Sunday (11 / 9). SAR team, members of the TNI, and a number of local residents in Kampung Saminage, about three miles from the crash site. Susi Air's management suspended all commercial services in Papua, because attention was focused on the evacuation plane. Army helicopter that had lost contact on Saturday (yesterday has found. The five crew members survived and has landed in Wamena. Heli prepared to assist the evacuation process Susi Air plane lost contact with airport towers Timika

The Cessna CitationJet, CJ1 & CJ2

Powerplants CitationJet & CJ1 - Two 8.45kN (1900lb) Williams Rolls-Royce FJ44-1A turbofans. CJ2 - Two 10.2kN (2300lb) FJ442Cs. Performance CitationJet - Max cruising speed at 3990kg (8800lb) AUW 704km/h (380kt). Initial rate of climb 3311ft/min. Certificated ceiling 41,000ft. Range with max fuel and reserves 2750km (1485nm). CJ1 - Range with pilot, three passengers and IFR reserves 2315km (1250nm). CJ2 - Max cruising speed at 33,000ft 741km/h (400kt). Service ceiling 45,000ft. Range with pilot, three passengers and IFR reserves 2687km (1450nm). Weights CitationJet - Empty 2794kg (6160lb), max takeoff 4717kg (10,400lb). CJ1 - Max takeoff 4812kg (10,600lb). CJ2 - Max takeoff 5585kg (12,300lb). Dimensions CitationJet & CJ1 - Wing span 14.26m (46ft 10in), length 12.98m (42ft 7in), height 4.18m (13ft 8in). Wing area 22.3m2 (240.0sq ft). CJ2 - Wing span 15.18m (49ft 10in), length 14.30m (46ft 11in). Capacity CitationJet & CJ1 - Two flightdeck positions, one for pilot, other for a copilot or passenger. Main cabin seats five in standard layout. CJ2 - Main cabin seats six in standard club arrangement. Production 300th CitationJet due to be delivered in early 1999. 76 advance orders for the CJ2 held at late 1998. Type Light corporate jets History The highly successful CitationJet was developed as a replacement for the Citation and Citation I. Improved and stretched developments, the CJ1 and CJ2 respectively, are under development. Cessna launched the new Model 525 CitationJet at the annual US National Business Aircraft Association convention in 1989. First flight occurred on April 29 1991, FAA certification was awarded on October 16 1992 and the first delivery was on March 30 1993. The CitationJet is effectively an all new aircraft. The same basic Citation forward fuselage is mounted to a new T-tail configured tailplane and a new supercritical laminar flow wing, and it features Williams Rolls FJ44 turbofans (with paddle thrust reversers) and trailing link main undercarriage. The CitationJet's fuselage is 27cm (11in) shorter than the Citation/Citation I's, while cabin height is increased courtesy of a lowered centre aisle. It features EFIS avionics and is certificated for single pilot operation. At the 1998 NBAA convention Cessna revealed it was developing the improved CJ1 and stretched CJ2. The CJ1 will replace the CitationJet and will introduce a Collins Pro Line 21 EFIS avionics suite and a moderate increase in maximum takeoff weight. The CJ1 will be delivered from the first quarter of 2000. The CJ2 meanwhile is a stretched, faster and more powerful development. Due to fly in the second quarter of 1999 and be certificated 12 months later, the CJ2 will feature a 89cm (35in) cabin and 43cm (17in) tailcone stretch allowing standard seating for six in the main cabin. Like the CJ1 it will feature Collins Pro Line 21 EFIS avionics, plus uprated FJ44-2C engines, increased span wings, larger area tail, six cabin windows per side and greater range. It will be certificated for single pilot operation. Copyright Airliners.net, some information Copyright Aerospace Publications

The Cessna 680 Citation Sovereign

Powerplants Two 25.3kN (5690lb) Pratt & Whitney Canada PW-306C turbofans. Performance Max cruising speed 821km/h (444kt) at 35,000ft. Certificated ceiling 47,000ft. Time to 43,000ft 26min. Takeoff distance at max takeoff weight 1220m (4000ft). Design range 5222km (2820nm) Weights Not published at late 2001 except design max payload weight 1134kg (2500lb), full fuel payload 726kg (1600lb). Dimensions Wing span 19.24m (63ft 1in), length 18.87m (61ft 10in), height 5.85m (19ft 2in). Wing area 47.4m2 (510sq ft). Capacity Flightcrew of two. Typical seating for eight passengers in a double club arrangement, max seating for 12. Production First customer deliveries scheduled for the first quarter of 2004. 79 advance orders announced at NBAA in October 1998. Type Mid size corporate jet History Cessna is developing the new Citation Sovereign mid size corporate jet to meet what it sees as a large replacement market for ageing business aircraft such as the Falcon 10, Westwind and Sabreliner. Cessna market research showed that of the 1760 or so mid sized corporate jets in service worldwide almost half are early generation aircraft which it felt would come up for replacement in the coming years. Its answer to this emerging market is to develop the Citation Excel based Model 680 Citation Sovereign, which it revealed at the October 1998 NBAA exhibition in Las Vegas. Certification is planned for late 2003 with customer deliveries getting underway in the first quarter of 2004. The Sovereign is based on the Excel's fuselage and shares some common systems but features an all new wing and numerous other differences. Cessna looked at an all new fuselage cross section for the Sovereign but opted instead to stretch the Excel fuselage (by 1.5m/4.9ft) to keep down costs and reduce development time. Even so Cessna claims the Sovereign's eight seat cabin is the largest in its class with 40% more volume than the Bombardier Learjet 60 and 18% more than the Raytheon Hawker 800XP. Power for the Sovereign will be from two FADEC equipped 25.3kN (5690lb) Pratt & Whitney Canada PW-306Cs. The PW-306 was selected in part as it also powers the 328JET regional airliner which should give maintenance and reliability benefits because of the airline industry's more rigorous operating demands. The mildly swept wing is an all new, supercritical design, based on Cessna's experience with the Citation III/VII, V and X. The horizontal stabiliser is also slightly swept. The Sovereign will enjoy good field performance, being able to operate from 1220m (4000ft) runways at max takeoff weight. Another feature is trailing link main undercarriage. The Sovereign will be equipped with a Honeywell Epic CDS avionics suite, with four 20 x 25cm (8 x 10in) colour flat panel liquid crystal displays, a digital dual channel autopilot and flight director, dual long range navigation systems and dual attitude/heading reference systems. Other standard equipment will include TCAS and an EGPWS (enhanced ground proximity warning system). The first flight of the prototype was made on February 27, 2002. The first production model is scheduled to fly by July 2002 Copyright Airliners.net, some information Copyright Aerospace Publications

The Cessna 208 Caravan I, Grand Caravan & Cargomaster

Powerplants 208 - One 450kW (600shp) Pratt & Whitney Canada PT6A-114 turboprop driving a three blade variable pitch Hartzell propeller. 208-675, 208B Super Cargomaster & Grand Caravan - One 505kW (675shp) PT6A-114A. Performance 208A - Max cruising speed 340km/h (184kt). Initial rate of climb 1215ft/min. Range with max fuel and reserves 1797km (970nm), range with max fuel and reserves 2066km (1115nm). 208B Super Cargomaster - Max cruising speed 317km/h (171kt). Max initial rate of climb 770ft/min. Range with max fuel and reserves 2000km (1080nm). Grand Caravan - Max cruising speed 337km/h (182kt). Max initial rate of climb 975ft/min. Range with max fuel and reserves 1667km (900nm). Weights 208A - Empty 1725kg (3800lb), max takeoff 3310kg (7300lb). 208B Super Cargomaster - Empty 2073kg (4570lb), max takeoff 3970kg (8750lb). Grand Caravan - Empty equipped 2250kg (4965lb), max takeoff 3970kg (8750lb). Dimensions 208A - Wing span 15.88m (52ft 1in), length 11.46m (37ft 7in), height 4.32m (14ft 2in). Wing area 26.0m2 (279.4sq ft). 208B - Same except for length 12.67m (41ft 7in). Capacity 208A - Pilot and typically nine passengers, or up to 14 with an FAA FAR Part 23 waiver. Cargo capacity 1360kg (3000lb). 208B - Passenger accommodation same. Cargo capacity for 1587kg (3500lb). Grand Caravan - One pilot and up to 14 passengers. Production 1000th unit delivered in October 1998. More than 60% of production sold outside the United States. Type Single turboprop utility transport History With sales exceeding the 1000 mark the useful Caravan is a popular utility workhorse worldwide. Design work for the Caravan dates back to the early eighties. First flight of a prototype occurred on December 9 1982 and certification was granted in October 1984. When production began the following year it became the first all new single engine turboprop powered aircraft to achieve production status. The Caravan I has had a close association with US package freight specialist Federal Express (FedEx), on whose request Cessna especially developed two pure freight versions. The first of these was the 208A Cargomaster (40 delivered), the second was the stretched 208B Super Cargomaster (260 delivered). The first Super Cargomaster flew in 1986 and features a 1.22m (4ft) stretch and greater payload capacity, including an under fuselage cargo pannier. FedEx's aircraft lack cabin windows. The 208B Grand Caravan first flew in 1990 and like the Super Cargomaster is a stretched version of the basic Caravan powered by a 505kW (675shp) PT6A-114. It can seat up to 14 passengers. Announced at the 1997 NBAA convention, the 208-675 has replaced the basic 208. It combines the standard length airframe of the 208 with the more powerful PT6A-114 of the 208B. Underbelly cargo pods, floats and skis are offered as options on the Caravan I family, and the type is easily converted from freight to passenger configurations. A military/special missions version of the 208A, dubbed the U-27A, is also on offer. The Brazilian Air Force designation is C-98. Soloy is offering a dual-engine conversion of the 208B, named Pathfinder 21. This version is powered by a 991kW (1329shp) Pratt & Whitney Canada/Soloy Dual Pac powerplant, consisting of two PT6D-114A engines driving a single propeller. Other distinguishing features of the Pathfinder 21 include a 72in cabin stretch behind the wing and a large integral cargo pod. Copyright Airliners.net, some information Copyright Aerospace Publications

The Cessna 310/320

Powerplants 310B - Two 180kW (240hp) Continental O-470-M flat six piston engines driving two blade constant speed McCauley propellers. T310P - Two 213kW (285hp) turbocharged and fuel injected TSIO-520-Bs. 310R - Two 213kW (285hp) Continental IO-520-MB fuel injected piston engines. Performance 310B - Max speed 383km/h (207kt), cruising speed 291km/h (157kt). Initial rate of climb 1800ft/min. Service ceiling 19,800ft. Range with no reserves 1617km (873nm). T310T - Max speed 442km/h (237kt), max cruising speed 418km/h (226kt) at 20,000ft, long range cruising speed 288km/h (156kt) at 10,000ft. Initial rate of climb 1862ft/min. Service ceiling 28,600ft. Range at max cruise with no reserves and standard fuel 1226km (662nm) at 10,000ft, 3146km (1699nm) at 20,000ft. 310R - Max speed 383km/h (207kt), max cruising speed 360km/h (195kt), long range cruising speed 267km/h (144kt). Initial rate of climb 1662ft/min. Service ceiling 19,750ft. Max range with reserves 1170km (632nm), with reserves and optional fuel 2840km (1535nm). Weights 310B - Empty equipped 1436kg (3166lb), max takeoff 2190kg (4830lb). T310P - Empty 1493kg (3292lb), max takeoff 2268kg (5400lb). 310R - Empty equipped 1480kg (3260lb), max takeoff 2495kg (5500lb). Dimensions 310B - Wing span 10.88m (35ft 9in), length 8.23m (27ft 0in), height 3.20m (10ft 6in). Wing area 16.3m2 (175sq ft). T310P - Wing span 11.25m (36ft 11in), length 8.92m (29ft 3in), height 3.02m (9ft 11in). Wing area 16.6m2 (179sq ft). 310R - Wing span 11.25m (36ft 11in), length 9.74m (32ft 0in), height 3.25m (10ft 8in). Wing area 16.6m2 (179sq ft). Capacity 310 - Five to six seats. 320 - Six to seven seats Production Total 310 and 320 production (including prototypes) was 6321 aircraft, of which 5741 were 310s and 580 were 320s. From this production 196 were built for the US military as L-27, later U-3. Type Four to six seat light piston twins History The sleek Cessna 310 was the first twin engine design from Cessna to enter production after WW2. The 310 first flew on January 3 1953. The modern rakish lines of the new twin were backed up by innovative features such as engine exhaust thrust augmentor tubes and the storage of all fuel in tip tanks. Deliveries commenced in late 1954. The first significant upgrade to the 310 line came with the 310C of 1959, which introduced more powerful 195kW (260hp) IO-470-D engines. The 310D of 1960 featured swept back vertical tail surfaces. An extra cabin window was added with the 310F. A development of the 310F was the turbocharged 320 Skyknight, with TSIO-470-B engines and a fourth cabin side-window. The Skyknight was in production between 1961 and 1969 (the 320D, E and F were named Executive Skyknight), when it was replaced by the similar Turbo 310. The 310G introduced the 'stabila-tip' tip tanks, while the 310K replaced the rear two windows on each side with a single unit. Subsequent significant developments include the 310Q and turbocharged T310Q with redesigned rear cabin with a skylight window, and the final 310R and T310R, identifiable for their lengthened noses. Production ended in 1980. USAF military versions were the L-27A (310A) and L-27B (310M) Blue Canoe, later redesignated U-3A and U-3B. Copyright Airliners.net, some information Copyright Aerospace Publications

The Cessna 210 Centurion

Powerplants 210L - One 225kW (300hp) Continental IO-520-L fuel injected flat six piston engine driving a three blade constant speed McCauley prop. T210M - One 230kW (310hp) fuel injected and turbocharged TSIO-520-R, driving a constant speed three blade prop. P210R - One 240kW (325hp) turbocharged and fuel injected TSIO-520-CE. Performance 210L - Max speed 324km/h (175kt), max cruising speed 317km/h (171kt), long range cruising speed 249km/h (134kt). Initial rate of climb 950ft/min. Service ceiling 17,300ft. Max range with reserves 1972km (1065nm). T210M - Max speed 380km/h (205kt), max cruising speed 367km/h (198kt), long range cruising speed 260km/h (140kt). Initial rate of climb 1030ft/min. Service ceiling 28,500ft. Range at long range cruising speed 1455km (785nm). P210R - Max speed 417km/h (225kt) at 20,000ft, max cruising speed 394km/h (213kt) at 23,000ft. Initial rate of climb 1150ft/min. Service ceiling 25,000ft. Range with reserves and optional fuel 2205km (1190nm). Weights 210L - Empty 1015kg (2238lb), max takeoff 1725kg (3800lb). T210M - Empty 1022kg (2250lb), max takeoff 1725kg (3800lb). P210R - Empty 1120kg (2470lb), max takeoff 1860kg (4100lb). Dimensions 210 - Wing span 11.15m (36ft 9in), length 8.59m (28ft 2in). Wing area 16.3m2 (175.5sq ft). T210M - Wing span 11.21m (36ft 9in), length 8.59m (28ft 2in), height 2.87m (9ft 5in). Wing area same. P210R - Wing span 11.84m (38ft 10in), length 8.59m (28ft 2in), height 2.95m (9ft 8in). Wing area 17.2m (185.5sq ft). Capacity Typical seating for four with optional seating for extra two children in some models, or seating for six adults in later versions. Production Total 210, T210 and P210 production 9240 (including 843 P210s). Type High performance four to six seat light aircraft History During its production life the Cessna 210 was at the top of the Cessna single piston engine model lineup, positioned between the 182 and the 310 twin. First flight of the 210 occurred in January 1957. This new aircraft featured for the first time on a Cessna aircraft retractable undercarriage and swept back vertical tail surfaces. The 210 entered production in late 1959, and from that time the line was constantly updated. Notable early upgrades include the 210B which introduced the wraparound rear windows, the 210D with a more powerful (210kW/285hp) engine and introduced the Centurion name, and the turbocharged T210F. The 210G introduced a new strutless cantilever wing, increased fuel capacity, restyled rear windows and enlarged tail surfaces. Continual development of the 210 and T210 range continued through until production ceased in 1985. A significant development of the T210 was the high performance, pressurised P210 which first appeared in 1978. The pressurisation system meant that the cabin's internal altitude was equivalent to 8000ft when flying at 17,350ft. In 1998 Cessna was considering returning the 210 to production. Copyright Airliners.net, some information Copyright Aerospace Publications

The Cessna 205, 206 & 207

Powerplants 207A - One 225kW (300hp) Continental IO-520-F fuel injected flat six driving a three blade c/s McCauley prop. 206H - One 224kW (300hp) Textron Lycoming IO-540-AC1A driving a three blade c/s prop. T206H - One 231kW (310hp) turbocharged TIO-540-AJ1A. Performance 207A - Max speed 278km/h (150kt), max cruising speed 266km/h (144kt), long range cruising speed 220km/h (118kt). Initial rate of climb 810ft/min. Service ceiling 13,300ft. Range with standard fuel and reserves 870km (470nm), with optional fuel and reserves 1280km (690nm). 206H - Max speed 278km/h (150kt), cruising speed at 75% power at 6500ft 143kt (265km/h). Initial rate of climb 920ft/min. Service ceiling 16,000ft. Takeoff distance 275m (900ft). T206H - Max speed 315km/h (170kt), cruising speed at 75% at 20,000ft 306km/h (165kt). Initial rate of climb 1010ft/min. Service ceiling 27,000ft. Takeoff distance 255m (835ft). Weights 207A - Empty 951kg (2095lb), max takeoff 1639kg (3612lb). 206H - Empty 974kg (2146lb), max ramp 1640kg (3614lb). T206H - Empty 1011kg (2227lb), max ramp 1641kg (3616lb). Dimensions 206H & T206H - Wing span 10.92m (35ft 10in), length 8.62m (28ft 3in), height 2.92m (9ft 7in). Wing area 16.2m2 (174sq ft). 207A - Same as 206 except length 9.68m (32ft 9in). Capacity 205 & 206 seat six, 207 seats seven or eight. Production 574 205s, 7556 206s and 790 207s were built through to 1984. 206H & T206H deliveries began in late 1998. Type Six seat utility light aircraft History The popular 205/206/207 line began life as a four seat utility aircraft, stretched from the 182 Skylane. In its initial form the 205 (originally 210-5) was essentially a fixed undercarriage derivative of the 210 Centurion, optimised for utility roles, giving more baggage space. Introduced to the Cessna lineup in 1962, the 205 was powered by the same IO-470 engine as the 210B and featured an additional small cargo door on the left side of the fuselage. It later gained it's 6th seat. The 205 lasted in production until 1964 when it was replaced by the more powerful 206, which came in 2 options, the P206 Super Skylane and the U206 Super Skywagon, which respectively meant Passenger and Utility, the U206 featuring larger double cargo doors on the right fuselage side. Continuous improvement followed, including introduction of turbocharged and fuel injected models. The 'Super' prefix for the Super Skywagon was dropped in 1969 and the Stationair name was adopted in 1971. Production originally ceased in 1985. The 207 Skywagon meanwhile featured a 1.07m (3ft 6in) fuselage stretch (allowing seating for seven) and became available from 1969. Known as the Stationair 7 from 1978, it was replaced by the 207A Stationair 8 from 1979 which had seating for an eighth occupant. Production ended in 1984. A few were built in France by Reims as the F207. Several 206 and 207 aircraft have been converted to turbine power by Soloy as the Turbine 206 and 207. The 206 is the third Cessna single to be returned to production at the company's new Independence plant in Kansas. Two versions are offered, the normally aspirated 206H and turbo T206H. The T206H first flew on August 6 1996, powered by a TIO-580, while the normally aspirated 206H, powered by an IO-580, followed on November 6. A decision to switch to the TIO-540 and IO-540 because of reliability concerns pushed back production by about 10 months. The 206H was certificated on September 9 1998, the T206H on October 1. Copyright Airliners.net, some information Copyright Aerospace Publications

The Cessna 172 Skyhawk (early models) & 175 Skylark

Powerplants 172 - One 110kW (145hp) Continental O-300A flat six piston engine driving a two blade fixed pitch McCauley propeller. 175A - One 120kW (175hp) Continental GO300C geared flat six. 172F - One 110kW (145hp) Continental O300C. Performance 172 - Max speed 217km/h (117kt), cruising speed 200km/h (108kt). Initial rate of climb 660ft/min. Service ceiling 15,100ft. Range with no reserves 1000km (539nm). 175A - Max speed 236km/h (128kt), max cruising speed 225km/h (121kt), long range cruising speed 170km/h (91kt). Initial rate of climb 850ft/min. Service ceiling 15,900ft. Range with no reserves 957km (517nm). 172F - Max speed 222km/h (120kt), max cruising speed 211km/h (114kt), long range cruising speed 164km/h (88kt). Initial rate of climb 645ft/min. Service ceiling 13,100ft. Max range with no reserves 1158km (625nm). Weights 172 - Empty 572kg (1260lb), max takeoff 998kg (2200lb). 175A - Empty 607kg (1339lb), max takeoff 1066kg (2350lb). 172F - Empty 599kg (1320lb), max takeoff 1043kg (2300lb). Dimensions 172 - Wing span 10.92m (35ft 10in), length 8.20m (26ft 11in), height 2.59m (8ft 6in). Wing area 16.2m2 (175sq ft). 175A - Wing span 10.97m (36ft 0in), length 8.08m (26ft 6in), height 2.72m (8ft 11in). 172F - Wing span 11.02m (36ft 2in), length 8.07m (26ft 6in), height 2.72m (8ft 11in). Capacity Typical seating for four in all models. Production Total Cessna 172 family production over 42,500, of which the civil Continental powered models account for about 15,800. Production ran from 1955 to 1967. Approximately 2190 Skylarks built. Type Four seat light aircraft History The Cessna 172 is without doubt the most successful mass produced light aircraft in history. From 1955 through to 1967 the 172 was powered by the six cylinder Continental O-300, before this engine was replaced by the four cylinder Lycoming O-320. The Cessna 172 started life as a relatively simple tricycle undercarriage development of the taildragger 170, with a fairly basic level of standard equipment. First flight was in November 1955. The 172 became an overnight sales success and over 1400 were built in 1956, its first full year of production. The basic 172 remained in production until replaced by the 172A of early 1960. The 172A introduced a swept back tail and rudder, while the 172B of late 1960 introduced a shorter undercarriage, equipment changes and for the first time the Skyhawk name for the Deluxe option. The 172D of 1963 introduced the cut down rear fuselage with wraparound rear window. The 172F introduced electric flaps and was built in France by Reims Cessna as the F172 through to 1971. It also formed the basis for the US Air Force's T-41A Mescalero primary trainer. The 172G of 1966 introduced a more pointed spinner, while the 172H was the last Continental powered 172. The 175 (Skylark for the Deluxe option) meanwhile was powered by a 130kW (175hp) geared GO-300, the GO-300 powered P172D Powermatic of 1963 had a constant speed prop. The 1966 R172E had a Continental IO-360 and a constant speed prop. It was built in France as the FR172 Reims Rocket. Copyright Airliners.net, some information Copyright Aerospace Publications

The Airbus A319CJ

Powerplants Two 118kN (26,500lb) International Aero Engines IAE V2527M-A5 or CFM International CFM56 turbofans. Performance Max cruising speed Mach 0.82. Max altitude 41,000ft. Range with 10 passengers 11,650km (6300nm). Rate of climb 23min to 37,000ft Weights Max take-off 75,500kg (166,450lb), zero fuel 58,515 kg (129,000lb) Dimensions Wing span 33.91m (111ft 3in), length 33.80m (110ft 11in), height 11.80m (38ft 8.5in). Wing area 122.4m2 (1317.5sq ft). Capacity Flightcrew of two. Six standard layouts offering seating from 10 to 39 passengers. Production Up to 12 A319CJs expected to be built each year. First customer delivery scheduled for November 1999. Green A319CJ costs $US35m, interior completion can cost $US4-10m. Twelve firm orders held at late 1998. Type Long range large corporate jet History The Airbus Corporate Jetliner, or A319CJ, is a long range corporate jet development of the A319 airliner which competes directly with the Boeing Business Jet and dedicated long range corporate jets such as the Bombardier Global Express and Gulfstream V. Airbus launched the A319CJ at the 1997 Paris Airshow and the first A319CJ rolled out of Dasa's Hamburg A319/A321 assembly hall in October 1998. The airframe was then due to be fitted with belly auxiliary fuel tanks and flight test instrumentation prior to making a first flight in May 1999. Certification is planned for mid 1999 with the first customer delivery due in November that year. Unlike the Boeing Business Jet, which combines the 737-700's airframe with the 737-800's strengthened wing and undercarriage, the A319CJ is designed to be a minimum change development of the A319. This means, according to Airbus, that the A319CJ can be easily converted to an airliner, thus increasing the aircraft's potential resale value. The first A319CJ is powered by IAE V2500s but CFM56s are also available, while the A319's containerised cargo hold means that the CJ's auxiliary fuel tanks can be easily loaded and unloaded, giving operators flexibility to reconfigure the aircraft for varying payload/range requirements. Like the rest of the A320 single aisle family (plus the A330 and A340), the A319CJ shares Airbus' common advanced six screen EFIS flightdeck with sidestick controllers, plus fly-by-wire flight controls. At mid 2002 Airbus had selected five cabin outfitters for the aircraft - among which Lufthansa Technik in Germany, Jet Aviation of Switzerland, and Air France Industries. Airbus will supply green A319CJ airframes to the outfitters for interior fitment. Interiors weigh around 3.8 tonnes (8500lb) and cost $US4-10m. Outfitting will typically take four to six months. The first A319CJ order, announced in December 1997, was placed by a Kuwaiti individual. Among the later customers are the Italian, French, and Venezuelan Air Forces, Taiwan's Eva Air, and Qatar Airways. Copyright Airliners.net, some information Copyright Aerospace Publications

The Airbus A340-500/600

Powerplants A340-500 - Four 236kN (53,000lb) Rolls-Royce Trent 553 turbofans A340-600 - Four 249kN (56,000lb) Rolls-Royce Trent 556 turbofans. Performance Typical cruising speed Mach 0.83. A340-500 - Range with 313 passengers 15,742km (8500nm). A340-600 - Range with 380 passengers 13,890km (7500nm). Weights A340-500 - Operating empty 170,400kg (375,665lb), max takeoff 365,000kg (804,675lb). A340-600 - Operating empty 177,000kg (390,220lb), max takeoff 365,000kg (804,675lb). Dimensions A340-500 - Wing span 63.70m (208ft 11in), length 67.80m (222ft 5in), height 17.80m (58ft 5in). Wing area 437.0m2 (4704sq ft). A340-600 - Same, except length 75.30m (247ft 0in). Capacity A340-500 - Flightcrew of two. Typical three class seating for 316 passengers. A340-600 Typical three class seating for 372. Production 69 A340-500s/600s ordered by early 2003, of which 11 delivered. These include 17 A340-500 (1 delivered) and 52 A340-600 (10 delivered). Type Long range widebody airliners History The 15,740km (8500nm) ultra long range A340-500 and stretched 372 seat A340-600 are new variants of the Airbus A340 family, and are currently the world's longest range airliners. Compared with the A340-300, the A340-600 features a 9.07m (35ft 1in) stretch (5.87m/19ft 3in ahead of the wing and 3.20m/10ft 6in behind), allowing it to seat 372 passengers in a typical three class arrangement. This gives Airbus a true early model 747 replacement and near direct competitor to the 747-400, with similar range, but, Airbus claims, better operating economics (per seat). The A340-500 meanwhile is stretched by only 3.19m (10ft 6in) compared with the A340-300, and so seats 313 in three classes, but it has a massive range of 15,740km (8500nm), which makes it the longest ranging airliner in the world, capable for example of operating Los Angeles-Singapore nonstop. The two new A340 models share a common wing. The wing is based on the A330/A340's but is 1.6m (5.2ft) longer and has a tapered wingbox insert, increasing wing area and fuel capacity. Both models feature three fuselage plugs. The other change to the A340 airframe is the use of the A330-200 twin's larger fin and enlarged horizontal area stabilisers. To cope with the increased weights the centre undercarriage main gear is a four wheel bogie, rather than a two wheel unit. Both new A340s have a high degree of commonality with the A330 and other A340 models. They feature Airbus' common two crew flightdeck, but with some improvements such as LCD rather than CRT displays and modernised systems. The A340-500 is powered by four 236kN (53,000lb) thrust Rolls-Royce Trent 556 turbofans, and the A340-600 by the 249kN (56,000lb) thrust Trent 556. The commercial launch for the A340-500/600 was at the 1997 Paris Airshow, the program's industrial launch was in December that year when Virgin Atlantic ordered eight A340-600s and optioned eight. First flight of the A340-600 was made on April 23, 2001. After a 1600 hour flight test program, certification was received on May 29, 2002. Virgin Atlantic took delivery of its first A340-600 at the 2002 Farnborough International Airshow, and began commercial services in August. The A340-500 made its first flight on February 11, 2002, and was certificated on December 3 after 400 hours of flight test. Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 757-300

Powerplants Two 191.7kN (43,100lb) RollsRoyce RB-211-535E4-B turbofans, or 195.1kN (43,850lb) Pratt & Whitney PW-2043s. Performance Cruising speed Mach 0.80. Range with 240 passengers 6055km (3270nm) with RB-211s, 6455km (3485nm) with PW-2043s. Weights Operating empty with RB-211s 64,590kg (142,400lb), with PW-2043s 64,460kg (142,110lb), max takeoff 122,470kg (270,000lb). Dimensions Wing span 38.05m (124ft 10in), length 54.47m (178ft 7in), height 13.56m (44ft 6in). Wing area 185.3m2 (1994sq ft). Capacity Flightcrew of two. Typical two class arrangement seats 240 passengers, comprising 12 premium class at 91cm (36in) pitch and 228 economy class at 81cm (32in) pitch. Max seating for 289 passengers in a high density configuration 71-74cm (28-29in) pitch. Production 63 ordered by May 2002, of which 30 had been delivered. Type Medium range narrowbody airliner Schematics History The stretched, 240 seat Boeing 757-300 is the first significant development of the basic 757-200 and is aimed primarily at the European vacation charter market. Although design work on the original 757 began in the late 1970s and its entry into service was in 1983, it wasn't until over a decade later in the mid 1990s that Boeing began to study a stretched development of its popular narrowbody twin. This new 757 stretch was covered by the 757-300X designation until its launch at the Farnborough Airshow in England in September 1996. The most obvious change over the 757-200 is the 300's 54.43m (178ft 7in) long fuselage, which is 7.11m (23ft 4in) longer than the standard aircraft (and only fractionally shorter than the 767-300). This fuselage stretch allows a 20% increase in seating to 225 to 279 passengers, depending on the interior configuration. Lower hold freight capacity is also increased by 40% over the 757-200 by virtue of the longer fuselage. Another feature of the 757-300 is its new interior which is based on that developed for the Next Generation 737 models. Features include a new sculptured ceiling, larger overhead bins, indirect overhead lighting and vacuum toilets. The 757-300 shares the 200's cockpit, wing, tail and powerplant options, although the 300 will feature strengthened structure and landing gear to cope with the increased weights, new wheels, tyres and brakes and a tailskid. The 757-300 first flew on August 2 1998, with certification in January 1999, and entry into service (with launch customer Condor - the charter arm of German flag carrier Lufthansa) in March 1999. The -300's 27 month development program from final configuration to planned first delivery is the fastest for any Boeing airliner (the 777-300 took 31 months for example). Other early customers are Icelandair, Arkia, Northwest, American Trans Air, Continental, and JMC Air. Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 757-200

Powerplants Two 166.4kN (37,400lb) RollsRoyce RB211-535C turbofans, or 178.8kN (40,200lb) RB211-535E4s, or 193.5kN (43,500lb) RB211-535E4-Bs, or 162.8kN (36,600lb) Pratt & Whitney PW2037s, or two 178.4kN (40,100lb) PW2040s, or 189.5kN (42,600lb) PW2043s. Performance Max cruising speed 914km/h (493kt), economical cruising speed 850km/h (460kt). Range with P&W engines and 186 passengers 5053km (2728nm), with RR engines 4758km (2569nm). Range at optional max takeoff weight with P&W engines 7277km (3929nm), with RR engines 6888km (3719nm). 757-200PF - Speeds same. Range with 22,680kg payload and P&W engines 7195km (3885nm), with RR engines 6857km (3700nm). Weights Operating empty with P&W engines 57,840kg (127,520lb), with RB211s 57,975kg (127,810lb). Basic max takeoff 99,790kg (220,000lb), medium range MTOW 108,860kg (240,000lb), extended range MTOW 115,665kg (255,000lb) or 115,895kg (255,550lb). Dimensions Wing span 38.05m (124ft 10in), length 47.32m (155ft 3in), height 13.56m (44ft 6in). Wing area 185.3m2 (1994sq ft). Capacity Flightcrew of two. 757-200 - Typical passenger arrangements vary from 178 two class (16 first & 162 economy), or 202 (12 first & 190 economy) or 208 (12 first and 196 economy) or 214 to 239 in all economy class. 757-200PF - Maximum of 15 standard 2.24 x 2.74m (88 x 108in) freight pallets on main deck. Production 926 757-200s had been ordered by late 1998, of which over 829 had been delivered. Type Medium range narrowbody airliner Schematics History After a slow sales start, the medium range single aisle 757 has become yet another sales success story for Boeing. Boeing considered a number of proposals for a successor to the 727 trijet during the 1970s, with many of these designs featuring the nose and Ttail of the earlier jet. It was not until later in that decade however that Boeing settled on a more conventional design featuring the same cross section as the 727 (not to mention the 737, 707 and 720) but with the fuselage considerably longer in length, an all new wing, nose and flightdeck and fuel efficient high bypass turbofan engines. Boeing launched development of the 757 in March 1979 following orders from British Airways and Eastern. Developed in tandem with the larger widebody 767 the two types share a number of systems and technologies, including a common early generation EFIS flightdeck. First flight was on February 19 1982 and the 757 entered service in January the following year. Subsequent versions to appear are the 757-200PF Package Freighter, a pure freighter, and the 757-200M Combi (only one has been built). The standard passenger aircraft is designated the 757-200, there being no 100. The stretched 757-300 is described separately. Initial sales of the 757 were fairly slow, however orders picked up significantly in the mid to late 1980s as traffic on routes previously served by smaller 727s and 737s grew to require the 757's extra capacity. Today 757 sales comfortably exceed those of the 767, a position that was reversed until the late 1980s. Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 747SP

Powerplants Four 218.4kN (48,750lb) Pratt & Whitney JT9D-7AW turbofans, or 222.8kN (50,100lb) Rolls-Royce RB211-524Bs or 229.5kN (51,600lb) RB211-524Cs, or 206.8kN (46,500lb) General Electric CF6-45A2s or CF6-50E2-Fs. Performance Max speed 1000km/h (540kt). Range with 331 passengers and baggage 10,840km (5855nm), range with 276 passengers 12,325km (6650nm), ferry range with max fuel and 13,610kg (30,000lb) payload 15,400km (8315nm). Weights Operating empty 147,420kg (325,000lb), max takeoff 317,515kg (700,000lb). Dimensions Wing span 59.64m (195ft 8in), length 56.31m (184ft 9in), height 19.94m (65ft 5in). Wing area 511m2 (5500sq ft). Capacity Flightcrew of three comprising two pilots and one flight engineer. Max high density single class seating for 440, typical two class seating for 28 first class and 288 economy class passengers Production Just 45 747SPs were built, of which approximately 18 remain in service by early 2005. Type Long range high capacity widebody airliner History Boeing developed the 747SP in the mid 1970s as a longer range, shortened 747, trading passenger seating for extra range. The 747SP is the only 747 model to feature a changed fuselage length compared with the 747-100. The 747SP first flew on July 4 1975, certification was awarded on February 4 1976 and first delivery (to Pan American) was in March 1976. The 747SP's fuselage is shortened by 14.35m (47ft 1in) compared to other 747 models, while the vertical tail was increased in height to compensate for the reduced moment arm with the shorter fuselage. Structurally the 747SP was lightened in some areas because of the significant reduction in gross weights. Overall though the 747SP retained 90% commonality of components with the 747-100 and 200. While shortening the 747's fuselage increased the fuel fraction and thus range, it also meant that seating capacity was reduced. The SP suffix in 747SP stands for Special Performance, and points to the ultra long range abilities of this 747 variant that preceded the later 747-400 by 15 years. The 747SP's range is best illustrated by the spate of long range distance records it set in the mid 1970s. The most prominent of those was the delivery flight of a South African Airways SP, which over March 23/24 1976 flew nonstop with 50 passengers from Paine Field in Washington State to Cape Town, South Africa, a distance of 16,560km (8940nm). This world nonstop record for a commercial aircraft stood until 1989 when a Qantas 747-400 flew 17,945km (9688mn) nonstop from London to Sydney. Sales of the 747SP were modest despite the increased range, as the SP had poorer operating economics per seat compared to the 747-200. However the 747SP did pioneer a number of long range nonstop services that are now commonly flown by the 747-400. Notable SP customers included South African Airways (who found the SP's extended range a great asset in bypassing African nations that denied it landing rights while South Africa's apartheid policies were in place), Qantas and PanAm, the latter pioneering nonstop trans Pacific Los Angeles/Sydney services. In early 2005 less than twenty SPs remain in airline or corporate service. Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 747-400

Powerplants Four 252.4kN (56,750lb) Pratt & Whitney PW-4056 turbofans or 266.9kN (60,000lb) PW-4060s, or 275.8kN (62,000lb) PW-4062s, 252.4kN (56,750lb) General Electric CF6-80-C2B1Fs or 273.6kN (61,500lb) CF6-80-C2B1F1s or -80-C2B7Fs, or 258.0kN (58,000lb) RollsRoyce RB-211-524G or -524Hs, or 262.4 to 266.9kN (59 to 60,000lb) RB-211-524G/H-Ts. Performance 747-400 - Max cruising speed 939km/h (507kt), long range cruising speed 907km/h (490kt). Design range with 420 three class pax at 396,895kg (875,000lb) MTOW 13,491km (7284nm) with PW-4000s, 13,444km (7259nm) with GEs, 13,214km (7135nm) with RB-211s. 747-400ER - Range at MTOW 14,205km (7670nm). 747-400ERF - Range at MTOW 9200km (4970nm). Weights 747-400 - Standard operating empty with PW-4056s 180,985kg (399,000lb), with CF6-80-C2B1Fs 180,755kg (398,500lb), with RB-211s 181,755kg (400,700lb); operating weights at optional MTOW with PW-4056s 181,485kg (400,100lb), with CF6-80-C2B1Fs 181,255kg (399,600lb), with RB-211s 182,255kg (401,800lb). Max takeoff 362,875kg (800,000lb), or optionally 377,845kg (833,000lb), or 385,555kg (850,000lb), or 396,895kg (875,000lb). 747-400ER/ERF - MTOW 412,770kg (910,000lb). Dimensions Wing span 64.44m (211ft 5in), length 70.67m (231ft 10in), height 19.41m (63ft 8in). Wing area 541.2m2 (5825sq ft). Capacity 747-400 - Flightcrew of two. Typical three class seating for 416 (23 first, 78 business and 315 economy class pax). Cargo hold 170.5m3 (6025cuft) or 151m3 (5332cuft). 747-400 Domestic - Two class seating for 568 (24 first and 544 economy). 747-400 Combi - Typical arrangement for six or seven pallets and 266 three class passengers. 747-400ER - Same as -400, but cargo hold 158.6m3 (5599cuft) or 137m3 (4837cuft). 747-400F - 30 pallets on the main deck and 32 LD1 containers in the lower hold. Production Orders for the 747-400 as of August 2002 stood at 632 (of which 17 ER/ERF), of which 585 had been delivered. Total 747 sales stood at 1356. Type Long range high capacity widebody airliner Schematics History The 747-400 is the latest, longest ranging and best selling model of the 747 family. Boeing launched the 747-400 in October 1985 and the first development aircraft first flew on April 29 1988. US certification (with PW-4000s) was awarded in January 1989. The 747-400 externally resembles the -300, but it is a significantly improved aircraft. Changes include a new, two crew digital flightdeck with six large CRT displays, an increased span wing with winglets (the -400 was the first airliner to introduce winglets), new engines, recontoured wing/fuselage fairing, a new interior, lower basic but increased max takeoff weights, and greater range. Apart from the basic passenger 747-400 model, a number of variants have been offered including the winglet-less 747-400 Domestic optimised for Japanese short haul domestic sectors, the 747-400M Combi passenger/freight model, and the 747-400F Freighter (which combines the 747-200F's fuselage with the -400's wing). The latest model is the 747-400ER, which was launched on November 28, 2000 when Qantas placed an order for 6. The -400ER has the same size as the -400, but has more range or payload capability. The MTOW was increased by 15,870kg (35,000lb) to 412,770kg (910,000lb), giving a further range of 805km (435nm) or a 6800kg (15,000lb) greater payload. The -400ER also features a wholly new cabin interior with larger luggage bins, and several flight deck improvements. The -400ER incorporates the strengthened wing, body, and landing gear of the -400F, plus an auxiliary fuel tank in the forward cargo hold, and an optional second one. Operators who don't need these can remove them both, gaining additional cargo volume. The first 747-400ER was rolled out in June 2002, and flew for the first time on July 31, 2002, and this was the 1308th 747 to fly. A cargo version, the 747-400ERF, followed the standard -400ER, and was launched April 30, 2001 on an order by leasing company ILFC for 5. The first -400ERF is the 1315th 747 built. The -ERF has the same MTOW as the -ER, and this will give an extra range of 970km (525nm), or an extra payload of 9980kg (22,000lb) at MTOW compared with the standard -400F. Shortly before delivery of the first -400ER, Boeing had received orders for 15 ER/ERFs from 5 customers. Various growth 747 models have been studied. The 747-500X and -600X models were dropped in January 1997. Boeing is currently proposing the 747-400XQLR (Quiet Longer Range) to 747-size customers which will offer more range, more quiet, and more features. Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 747-100 & 200

Powerplants 747-100 - Four 208.9kN (46,950lb) Pratt & Whitney JT9D7A turbofans or 215.1kN (48,000lb) JT9D7Fs or 206.8kN (46,500lb) General Electric CF645A2s. 747-200B - Four 243.5kN (54,750lb) JT9D7R4G2s, or four 233.5kN (52,500lb) CF650E2s, or 236.2kN (53,110lb) RollsRoyce RB211524D4s. Performance 747-100 - Max speed 967km/h (522kt), economical cruising speed 907km/h (490kt). Range with 385 pax and reserves 9045km (4880nm). 747-200B - Max speed 981km/h (530kt) (with RR engines), economical cruising speed 907km/h (490kt). Range (CF6-80C2 engines) with 366 pax and reserves 12,778km (6900nm). 747-200F - Range with 90,270kg (200,000lb) payload 9075km (4900nm) with CF680C2s. Weights 747-100 - Empty 162,386kg (358,000lb), max takeoff 340,195kg (750,000lb). 747-200 - Operating empty with JT9Ds 169,960kg (374,400lb), with CF680C2s 172,730kg (380,800lb), with RB211s 174,000kg (383,600lb). Max takeoff 377,840kg (833,000lb). 747-100SR - Operating empty 162,430kg (358,100lb), max takeoff 272,155kg (600,000lb). 747-200F - Operating empty with JT9Ds 155,220kg (342,200lb), max takeoff 377,840kg (833,000lb). Dimensions Wing span 59.64m (195ft 8in), length 70.66m (231ft 10in), height 19.33m (63ft 5in). Wing area 511m2 (5500sq ft). Capacity Flightcrew of three (two pilots and flight engineer). Seating arrangements include 397 in three classes, 452 in two classes (32 first & 420 economy), all economy seating for 447 nine abreast or up to 500 ten abreast. 747-200F - Max payload of 112,400kg (247,800lb) consisting of containers, pallets and/or igloos. Production 747-100/200 in production to 1991. 167 100s, 9 100Bs, 29 -100SR, 224 200Bs, 13 200Cs, 69 200Fs and 77 200Ms built, plus 12 military aircraft. Approx 144 100s and 360 200s in service in late 1998. Type Long range high capacity widebody airliners History The hugely significant 747 revolutionised airline transport. Far bigger than anything before it, the 747 slashed operating costs per seat and thus cut the cost of long haul international airline travel. Boeing conceived the 747 in the mid 1960s following its failure to secure a US Air Force contract for an ultra large strategic transport (which resulted in the Lockheed C-5 Galaxy), when it identified a market for a high capacity 'jumbo jet'. Boeing was able to draw upon design experience with the USAF transport and launched the new airliner on July 25 1966. First flight occurred on February 9 1969, certification was awarded on December 30 that year. The basic 747-100 entered service with Pan American in January 1970. Progressive development of the 747 led to the 747-200B with higher weights, more powerful engines and longer range. The -200B first flew in October 1970 entering service with KLM, while nine higher weight 747-100Bs were built. Developments include the 747-200F freighter, the SR (short range) optimised for high cycle short sector operations and the C (Combi). The 747 holds a place in the public eye unlike any other aircraft. The so called `Queen of the Skies' opened up international travel to millions. It is also notable for being the first widebody airliner, the largest and heaviest airliner, and the first to use fuel efficient, high bypass turbofans. Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 737-800/900

Powerplants 737-800 - Two 107.6kN (24,200lb) CFM56-7B24s, or two 121.4kN (27,300lb) CFM56-7B27s on high gross weight versions. 737-900 - Two 117kN (26,300lb) CFM56-7B26s, or 121.4kN (27,300lb) or 121.4kN (27,300lb) CFM56-7B27s in high gross weight versions. Performance Typical cruising speed Mach 0.785. Max certificated altitude 41,000ft. 737-800 - Standard range with 162 passengers 3585km (1990nm) or 5445km (2940nm) for high gross weight version. 737-900 - Standard range with 177 passengers 3815km (2060nm), high gross weight version 5083km (2458nm). Weights 737-800 - Operating empty 41,145kg (90,710lb), max takeoff 70,535kg (155,500lb), high gross weight max takeoff 79,015kg (174,200lb). 737-900 - Operating empty 42,493kg (93,680lb), max takeoff 74,840kg (164,000lb), high gross weight max takeoff 79,015kg (174,200lb). Dimensions 737-800 - Wing span 34.31m (112ft 7in), length 39.47m (129ft 6in), height 12.55m (41ft 2in). Wing area 125.0m2 (1344sq ft). 737-900 - Same except length 42.11m (138ft 2in). Capacity Flightcrew of two. 737-800 - Typical two class seating for 162 with 12 first class passengers at four abreast and 91cm (36in) pitch and 150 economy class at six abreast and 81cm (32in) pitch. Max single class seating for 189 at 76cm (30in) pitch. 737-900 - Typical two class seating for 177, with 12 first class at four abreast and 91cm (36in) pitch, max seating for 189 in a single class at 81cm (32in) pitch. Production 737-800 - 1028 ordered (including 8 BBJ-2s), with 664 (including 7 BBJ-2s) delivered by October 2002. 737-900 - 49 ordered, with 29 delivered by October 2002. Type Short to medium range airliners Schematics History Boeing's Next Generation 737-800 and 737-900 are the largest members of the strong selling 737 family. Unlike the other Next Generation 737s, the -800 and -900 introduce new fuselage lengths, extending 737 single class seating range out to 189, compared with 100 in the original 737-100. Like the -600 and -700, the -800 and -900 feature the Next Generation improvements including more efficient CFM56-7B turbofans, the new wing with greater chord, span and wing area, larger tail surfaces and the 777 style EFIS flightdeck with six flat panel LCDs which can present information as on the 777 or as on the 737-300/400/500 series, the latter allowing a common pilot type rating for the two 737 families. A HUD is optional. BBJ style winglets are offered as an optional feature for the -800. Until its launch on September 5, 1994 the 737-800 was known as the 737-400X Stretch. Compared with the -400 the -800 is 3.02m (9ft 9in) longer, taking typical two class seating from 146 to 162, while range is significantly increased. The -800 has sold strongly since its launch, and early 2002 was the highest selling Next Generation model. First flight was on July 31 1997, first delivery (to Hapag Lloyd) was in April 1998. The largest single order for the -800 series has come from the Irish budget carrier, Ryanair. After 28 had already been ordered earlier, a firm order for 100 aircraft was made in January 2002, with an option of another 50, to be delivered over the next 8 years. Ryanair will use the aircraft in a single class configuration, to seat 189 passengers A variant of the 737-800 is the Boeing Business Jet 2 (BBJ2), which is described separately. The 737-900 is the largest and latest member of the 737 family, and was launched on September 10, 1997 with an order for 10 from Alaska Airlines. A 1.57m (5ft 2in) plug forward of the wing and a 1.07m (3ft 6in) plug rear compared with the -800 increases seating to 177 in two classes (maximum seating is the same as the 737-800's due to emergency exit requirements). First flight was made August 3, 2000, and the first delivery (to Alaska Airlines) May 15, 2001. Copyright Airliners.net, some information Copyright Aerospace Publications

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