The Dornier 228

Powerplants

100 - Two 535kW (715shp) Garrett TPE3315 turboprops driving four blade constant speed Hartzell propellers. 212 - Two 560kW (776shp) Garrett/AlliedSignal TPE3315252Ds.

Performance

100 - Max cruising speed 432km/h (233kt). Initial rate of climb 2050ft/min. Service ceiling 29,600ft. Range at max cruising speed 1730km (934nm), or 1970km (1064nm) at long range cruising speed. 212 - Max cruising speed 434km/h (234kt), cruising speed 408km/h (220kt). Initial rate of climb 1870ft. Service ceiling 28,000ft. Range with max pax and reserves at max cruising speed 1037km (560nm), range with a 775kg (1710lb) payload and reserves at long range cruising speed 2445km (1320nm).

Weights

100 - Operating empty 3235kg (7132lb), max takeoff 5700kg (12,570lb). 212 - Empty 3258kg (7183lb), operating empty 3739kg (8243lb), max takeoff 6400kg (14,110lb).

Dimensions

100 - Wing span 16.97m (55ft 7in), length 15.03m (49ft 3in), height 4.86m (15ft 9in). Wing area 32.0m2 (345sq ft). 212 - Same except for length 16.56m (54ft 4in).

Capacity

Flightcrew of two. 100 - Typical passenger seating for 15. 212 - Typical passenger seating for 19 at two abreast and 76cm (30in) pitch. 228212 based 228 Cargo has a max payload of 2340kg (5159lb). 212 based ambulance accommodates six stretchers and up to nine attendants or passengers.

Production

238 Dornier 228s of all models built, with 112 in commercial service in late 2002. Indian licence production of more than 80 228s (mostly for the Indian military).

Type

15-19 seat regional airliner and STOL utility transport

History

In terms of civil sales the 228 series was Dornier's most successful postwar design.

The Dornier 228 incorporates the fuselage cross section of the earlier Do 28 and 128 combined with an all new high technology supercritical wing and TPE331 turboprops. Two fuselage length versions, the 100 and 200, were developed concurrently, the 100 offering better range, the 200 more payload. The 100 was the first to fly taking to the skies for the first time on March 28 1981, the first 200 followed on May 9 that year. The first 228 entered service in August 1982.

Composites were used in a number of secondary structure areas on the 228 including upper wing skins, nose and tail. At one stage Dornier also planned to offer the Pratt & Whitney Canada PT6A as an optional powerplant, but this never eventuated.

228 developments include the 228-101 with reinforced structure and landing gear for higher weights, the corresponding 228-201 version of the 200, the 228-202 version built under licence production in India with HAL to meet that country's Light Transport Aircraft requirement, and the 228-212.

The 212 is the last Dornier (now Fairchild Aerospace) production aircraft, its improvements include higher operating weights, structural strengthening and a lower empty weight, improvements to enhance STOL performance and modern avionics. The last of 238 Dornier built 228s was completed in 1999. HAL licence production continues.

The British Aerospace Avro RJ70/85/100

Powerplants

RJ70 - Four 27.3kN (6130lb) or 31.1kN (7000lb) AlliedSignal LF-507 turbofans
RJ85/100 - Four 31.1kN (7000lb) AlliedSignal LF-507 turbofans.

Performance

RJ70 - Max operating speed Mach 0.73, cruising speed 763km/h (412kt), long range cruising speed 720km/h (389kt). Range with max fuel 3075km (1660nm), range with max payload 2665km (1440nm).
RJ85 - Same, except range with max fuel 2965km (1600nm), range with max payload 2130km (1150nm).
RJ100 - Same, except range with max fuel 2760km (1490nm), range with max payload 2130km (1150nm).

Weights

RJ70 - Operating empty 23,900kg (52,690lb), max takeoff 43,091kg (95,000lb).
RJ85 - Operating empty 24,600kg (54,239lb), max takeoff 43,998kg (97,000lb).
RJ100 - Operating empty 25.600kg (56,438lb), max takeoff initially 44,225kg (97,500lb), later 46,039kg (101,500lb).

Dimensions

RJ70 - Wing span 26.21m (86ft), length 26.20m (86ft 0in), height 8.61m (28ft 3in). Wing area 77.3m2 (832sq ft).
RJ85 - Same, except length 28.60m (93ft 10 in).
RJ100 - Same, except length 30.99m (101ft 8in).

Capacity

Flightcrew of two.
RJ-70 - Single class seating for alternatively 70 passengers at 84cm (33in) pitch five abreast, or 82 passengers six abreast in a 84cm (33in) pitch configuration, or up to 94 six abreast at 74cm (29in) pitch.
RJ85 - Max seating in passenger cabin for 112 at six abreast and 74cm (29in) pitch. More typical seating configuration for 85 at five abreast and 84cm (33in) pitch.
RJ100 - Maximum seating of 128 passengers at six abreast and 74cm (29in) pitch. Seating arrangements also for 100 at 84cm (33in) pitch and five abreast, and 116 at six abreast.

Production

Production of the Avro RJ series ceased in 2002, after 170 examples had been built, including 12 RJ70, 87 RJ85 and 71 RJ100.

Type

Regional airliner

History

The Avro RJ series are upgraded developments of the BAe-146 family (see separate entry), and like the 146 was built in three fuselage length variants, the RJ70, RJ85 and RJ100.

In 1990 British Aerospace first offered the improved RJ70 and RJ80, both of which were based on the 146-100. They would have seated 70 and 80 passengers respectively, but these two designs matured in the Avro RJ70 (officially Avro 146-RJ70) with improved FADEC equipped LF-507 engines and digital avionics.

The 146-200 based Avro RJ85 was the first member of the new family to fly, on March 23 1992. The biggest member of the family, the 146-300 based RJ100, first flew on May 13 1992. The 146-100 based RJ70 was delivered from late 1993 but due to low customer interest, only 12 were sold.

RJ improvements over the 146 include more reliable and efficient FADEC equipped AlliedSignal (now Honeywell) LF-507 engines, new "Spaceliner" cabin interior and a digital flightdeck. Weight and drag savings were introduced in 1996.

The RJ100 was also offered as the RJ115 with extra emergency exits to seat 116 to 128 in a high density six abreast configuration. None were built however. The RJ was also offered as the Avro Business Jet, but also none of these were built.

The RJ series was originally manufactured and marketed by Avro International Aerospace, a separate British Aerospace company, so named as RJ production was undertaken at the former Avro factory near Manchester (most 146s were built at Hatfield). Subsequent plans for a partnership with Taiwan Aerospace, which would have seen the RJ series built in Taiwan fell through and Avro subsequently became part of AI(R) to handle marketing, sales and support of British Aerospace (Avro and Jetstream) and ATR commercial aircraft. However, AI(R) disbanded in mid 1998 and the Avro RJ range became again a British Aerospace (later BAE Systems) product.

The last RJ was delivered in 2002. A modernised development became the Avro RJX, for which see the separate entry.

The British Aerospace ATP

Powerplants

ATP - Two 1978kW (2653shp) Pratt & Whitney Canada PW126A turboprops driving six blade constant speed BAe/Hamilton Standard propellers. J61 - Two 2050kW (2750shp) PW127Ds.

Performance

ATP - Max cruising speed 493km/h (266kt), economical cruising speed 437km/h (236kt). Range with max payload and reserves 630km (340nm), with 69 passengers and reserves 1480km (800nm). J61 - Max cruising speed 500km/h (270kt). Range with 70 passengers and reserves 1180km (637nm).

Weights

ATP - Operating empty 14,193kg (31,290lb), max takeoff 22,930kg (50,550lb). J61 - Max takeoff 23,678kg (52,200lb).

Dimensions

Wing span 30.63m (100ft 6in), length 26.01m (85ft 4in), height 7.59m (24ft 11in). Wing area 78.3m2 (842.84sq ft).

Capacity

Flightcrew of two. Typical one class seating for 64 to 68 in ATP or 70 in Jetstream 61 at four abreast and 79cm (31in) pitch. Combi versions can take passengers and freight.

Production

Total ATP and Jetstream 61 production of 67 (including 4 J61s) built between 1986 and 1993, of which over 50 are in service.

Type

Turboprop powered regional airliners

History

The largest twin turboprop powered western regional airliners currently in service, the ATP and Jetstream 61 trace their development history back to the British Aerospace 748.

The ATP and J61 are stretched developments of the 748, but they incorporate a great number of major and minor detail changes. The 748's fuselage cross section and basic wing structure were retained, but otherwise the ATP and J61 are all new aircraft.

British Aerospace announced it was developing an advanced derivative of the 748 in March 1984. The BAe ATP, or Advanced TurboProp, first flew on August 6 1986, while the first production aircraft flew in February 1988. Certification was granted in March 1988 and the ATP entered airline service that May.

Compared to the 748 the ATP features a stretched fuselage taking maximum seating up to 72 passengers, while Pratt & Whitney Canada PW126 turboprops drive slow turning six blade propellers. Much of the systems and equipment was new or significantly improved. The flightdeck has EFIS instrumentation, while the cabin interior was thoroughly revised and modernised. The nose was reprofiled and some sweep back was added to the tail.

The further improved Jetstream 61 was marketed and built by the newly created BAe division of Jetstream Aircraft. Apart from the name change it introduced a number of minor technical changes including an interior based on the Jetstream 41 (including the innovative arm rests incorporated into the cabin walls for window seats), more powerful PW127D engines and increased operating weights giving higher speeds and longer range. The Jetstream 61 was available for delivery from 1994, but marketing efforts ceased when the AI(R) consortium was formed because it was a direct competitor to the now disbanded consortium's far more successful ATR 72. Just four were completed.

Meanwhile the last three whitetail ATPs were not sold until late 1998 (two went to British World, one to SunAir of Scandinavia).

The Bombardier Learjet 45

Powerplants

Two 15.7kN (3500lb) AlliedSignal TFE73120 turbofans.

Performance

High cruising speed 857km/h (463kt), normal cruising speed 817km/h (441kt), long range cruising speed 804km/h (434kt). Max certificated altitude 51,000ft. Max range with four passengers and IFR reserves 3704km (2000nm).

Weights

Empty 5466kg (12,050lb), basic operating empty 5783kg (12,750lb), max takeoff 9162kg (20,200lb).

Dimensions

Wing span 14.57m (47ft 10in), length 17.68m (58ft 0in), height 4.30m (14ft 1in). Wing area 29.0m2 (311.6sq ft).

Capacity

Flightcrew of two. Main cabin seating for eight to 10 passengers in a corporate configuration.

Production

Over 165 Learjet 45s on order. First aircraft delivered in January 1998, five in service by October '98. Planned annual production rate of 60 aircraft.

Type

Mid size corporate jet

History

The new Bombardier Learjet 45 is Learjet's latest entry into the medium size corporate jet market.
Bombardier owned Learjet announced it was developing the Model 45 at the US National Business Aircraft Association's annual convention in Dallas in September 1992. First flight was on October 7 1995 (the 32nd anniversary of the original Lear 23), and, after some delays, US FAA certification was granted on September 22 1997. The first customer aircraft was delivered in January 1998
The 45 is of classic Learjet design and layout. However a number of key design changes were made early into the 45's design life including a larger fin and rudder, extended engine pylons, smaller delta fins, full span elevators, and single piece flaps.
Larger than the Learjet 31 and smaller than the 60, Learjet states that the 45's 1.50m (4.9ft) high and 1.55m (5.1ft) wide cabin will provide more head and shoulder room than any other aircraft in its class. The cabin is designed to accommodate double club seating, a galley and a full width aft rest room, while eight windows line each side of the cabin.
The flightdeck features a four screen (two primary flight displays and two multifunction displays) Honeywell Primus 1000 integrated avionics suite, while an APU is standard.
The 20 FADEC equipped version of the proven AlliedSignal TFE731 engine was developed in cooperation with Learjet for the 45 and incorporates 60 design changes to increase fuel economy and reduce operating and maintenance costs.
While Learjet retains overall 45 program leadership, and is responsible for the aircraft's design, other Bombardier Group companies participate in Learjet 45 production. De Havilland Inc in Canada is responsible for wing construction, while Shorts of Northern Ireland in the UK builds the fuselage and empennage.

The Bombardier BD-100 Challenger 300

Powerplants

Two 28.9kN (6501lb) Honeywell AS-907 turbofans.

Performance

High speed cruising speed 870km/h (470kt) or Mach 0.82, normal cruising speed 850km/h (460kt) or Mach 0.80. Balanced field length 1510m (4950ft), landing distance 792m (2600ft). Max operating altitude 45,000ft, initial cruise altitude 41,000ft. Max range with 8 passengers and NBAA IFR reserves at Mach 0.80 5740km (3100nm).

Weights

Basic operating 10,140kg (22,350lb), max takeoff 17,010kg (37,500lb). Max payload 1360kg (3000lb).

Dimensions

Wing span 19.46m (63ft 10in), length 20.93m (68ft 8in), height 6.20m (20ft 4in). Wing area 48.5m2 (522.0sq ft). Internal dimensions include a length of 8.72m (28ft 7in), height 1.85m (6ft 1in) and max width 2.19m (7ft 2in).

Capacity

Flightcrew of two. Typical cabin arrangement for eight, with a two seat lounge opposite two facing seats, with club seating for four behind them, or double club seating. Features a forward wardrobe, refreshment centre and toilet. A high-density interior for 15 pax is also available.

Production

As of June 2001, 115 had been ordered.

Type

Super mid size corporate jet

History

Bombardier's all new Challenger 300 is a transcontinental range eight-seat corporate jet which will sit in the company's model line-up between the Learjet 60 and Challenger 604. It is developed for a non-stop 5471km (3100nm) mission with a load of eight passengers and NBAA IFR reserves.

Bombardier revealed it was developing the Continental (as it was known then) at the 1998 National Business Aircraft Association's annual convention in Las Vegas in October 1998. The program was officially launched at the Paris Air Show on June 13, 1999. It would compete for what Bombardier sees as a market for 1230 super mid size corporate jets by 2012. The Continental was renamed Challenger 300 on September 9, 2002.

The new jet will compete with the Hawker Horizon and Galaxy, among others. Bombardier claims the Continental will offer 39% more cabin space and 20% more range "than the leading mid size business jet". It is also claimed to have a larger cabin than the intercontinental range Falcon 50 and high speed Citation X.

Features of the Challenger 300 are a cockpit equipped with Collins Pro Line 21 four-tube EFIS, EICAS, TCASII, and EGPWS avionics, a standard eight place double club interior with galley and toilet, stand-up headroom, a flat floor, an auxiliary power unit and thrust reversers, all metal construction and a large area wing for good field performance.

The Challenger 300 has a primarily light-alloy structure, with composites used for some non-structural items. The fuselage is of a semi-monocoque construction with frames and stringers. The wing has two spars.

The first Continental risk sharing partner is AlliedSignal, which will supply its new FADEC equipped AS-907 turbofan to power the new jet, as well as the engine nacelles and thrust reversers. The AS-907 itself is developed with a number of partner companies, with AIDC of Taiwan selected to provide the fan.

Wing/fuselage mating of the first aircraft was achieved on November 19, 2000. The first flight was made on August 14, 2001, and certification is due in the third quarter of 2002. The aircraft will start corporate service in 2003.

The Challenger 300 made its official debut at Orlando Executive Airport on September 8, 2002 at the NBAA Convention. At that time, four aircraft were flying in the test program.