The Antonov An-38

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Powerplants

An-38-100 - Two 1118kW (1500shp) Honeywell TPE331-14GR-801E turboprops driving Hartzell five blade propellers.
An-38-200 - Two 1030kW (1380shp) Omsk TVD-20 turboprops driving Aerosila propellers.

Performance

An-38-100 - Max cruising speed 405km/h (219kt), nominal cruising speed 380km/h (205kt). Range at 3050m (10,000ft) with maximum payload 700km (380nm), with 1300kg (2865lb) payload 1750km (945nm).
An-38-200 - Range at 3050m (10,000ft) with maximum payload 780km (420nm), with 1300kg (2865lb) payload 1780km (960nm).

Weights

An-38-100 - Empty 5300kg (11,684lb), max takeoff 9500kg (20,945lb).
An-38-200 - Max takeoff 9930kg (21,891lb).

Dimensions

Wing span 22.06m (72ft 5in), length 15.67m (51ft 5in), height 5.05m (16ft 7in).

Capacity

Flightcrew of two. Standard passenger seating for 26 at three abreast, optionally 27 seats at 75cm (29in) pitch.

Production

11 (mid 2004).

Type

Regional airliner and utility transport

History

The An-38 is an all-new development of the earlier An-28, series production of which had been transferred to PZL-Mielec in Poland. During a sales tour of India in 1989 a requirement emerged for a larger 25-30 seat version of the An-28. Late 1990 this was approved by the Soviet Ministry of Transport. At the 1991 Paris Air Show a model was shown and details were made public for the first time. The aircraft is intended to replace An-24s, Let L-410s and Yak-40s.

As the An-28 was produced in Poland, and had to be paid in foreign currency after the break-up of the Soviet Union, payment in local currency was an added advantage for the development of the An-38.

The An-38 retains the basic wing and twin fin tail structure of the An-28, but has a stretched fuselage with three additional seat rows. New high efficiency Honeywell TPE331 or Omsk TVD-20 engines power the An-28. Many other improvements have been made such as improved sound and vibration insulation, reduced external noise, improved cockpit and passenger cabin comfort, payload, fuel efficiency and flight speed. The An-38 is equipped with a rear cargo door and a cargo-handling overhead-track hoist. The seats and the baggage compartment can be folded by the crew to provide a clear space for use as a cargo aircraft.

The fixed tricycle gear with low pressure tires enables operation from unpaved runways. The An-38 has weather radar and an integrated navigation system and can be operated by night and in adverse weather. It can be equipped with Western or CIS avionics.

Apart from passenger and cargo configuration, the multirole An-38 can also be equipped for forest patrol, aerial photography, survey, fishery patrol, ambulance, VIP transport and military airlift.

The first flight was made on June 23 1994 by the version with TPE331 engines, the An-38-100. The TVD-20 version, the An-38-200, followed on December 11 2001. Certification of the An-38-100 in compliance with AP-25 rules was granted April 22 1997. The An-38-200 was certificated on November 28 2002.

The An-38-110 is a -100 with a reduced avionics fit, the An-38-120 is a -100 with an enhanced avionics fit.

In December 1995 Antonov and NAPO (Novosibirsk Aircraft Production Association) established a joint venture company, Siberian Antonov Aircraft, to produce, market and provide after-sale support of the An-38. Series production of the An-38-100 aircraft is by NAPO.

Two prototypes (one at Antonov and one at NAPO) and a static test airframe were built. Vostok Airlines became the launch customer for the production aircraft and the first three were received by mid-1995. The An-38 also entered service with e.g. Layang Layang Aerospace in Malaysia, Alrosa-Avia in Russia, and Vietnam Air Services.

The Antonov An-140

Powerplants

An-140 - Two 1839kW (2466shp) Motor-Sich AI-30 Series 1 turboprops (licence built Klimov TV3-117s) driving six blade propellers, or two 1864kW (2500shp) Pratt & Whitney Canada PW127A Turboprops.

Performance

An-140 with AI-30s - Max cruising speed 575km/h (310kt), economical cruising speed 520km/h (280kt). Range with 52 passengers 2100km (1133nm), range with a 6000kg (13,227lb) payload at 520km/h (280kt) 900km (486nm).
An-140 with PW127s - Range with 52 passengers 2500km (1349nm).

Weights

An-140 - Max takeoff 19,150kg (42,218lb).
An-140-100 - Empty 12,810kg (28,240lb), max takeoff 21,500kg (47,400lb).

Dimensions

An-140 - Wing span 24.51m (80ft 5in), length 22.61m (74ft 2in), height 8.23m (26ft 11in).
An-140-100 - Wing span 25.51m (83ft 8in).

Capacity

An-140 - Flightcrew of two. Typical passenger seating for 52 at four abreast and 75cm (30in) pitch or 48 at 81cm (32in) pitch. Forward starboard freight door allows 1900 to 3650kg (4188 to 8046lb) of palletised freight and 36 or 20 passengers to be carried in a combi configuration.

Production

Two prototypes and eight production aircraft by the end of 2004.

Type

Turboprop regional airliner

History

Antonov's An-140 is an all new 50 seat twin turboprop regional airliner developed to replace the ageing An-24.

Antonov announced development of the An-140 in 1993. The first An-140 prototype rolled out from the Kiev factory on June 6 1997 and flew for the first time on September 17 that year. The second flying prototype was completed in late 1998, while the first production standard An-140 flew on October 11 1999.

The An-140 is of conventional design and construction, with US and European certification planned in addition to Russian/CIS certification. The basic version is powered by Motor-Sich AI-30s which are licence built Klimov TV3-117VMA-SBM1s, while Pratt & Whitney Canada PW127As will be optional. The flightdeck features conventional instruments, the main cabin seats 52 in a four abreast configuration. The rear passenger door features integral stairs, while a forward starboard side freight door allows cargo to be carried. The rear of the cabin also features a galley, coat stowage and a toilet.

Production of the initial basic An-140 was superseded in 2003 by the An-140-100 which features a 1.00m (3ft 3in) increase in wing span, a higher MTOW and a 300km (160nm) longer range. Other future versions include the An-140A for Aeroflot which will be powered by PW127As, the An-140T freighter which would have a large freight door on the rear port side, the convertible An-140TK, the An-140VIP executive version, and the An-142 with a rear loading freight ramp. Military versions are also planned.

Series production of the An-140 is being undertaken at Kharkov by KhGAPP in Ukraine and at Samara in Russia by Aviacor. The first few aircraft were for Odessa Airlines, Aeromost (originally named Aeromist), Motor-Sich and Illich Avia.

In 1996 Antonov signed an agreement with HESA in Iran for licence assembly of an An-140 model called the IRAN-140 Faraz at a new plant in Esfahan. Initial IRAN-140s will be assembled from supplied kits, with gradually increasing Iranian local content. the first Faraz flew in February 2001. Iran Asseman and Iran Air are expected to be customers.

The Canadair CL-600 Regional Jet CRJ-700

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Powerplants

Two 56.4kN (12,670lb) or 61.3kN (13,790lb) with automatic power reserve General Electric CF-34-8C1 turbofans.

Performance

High speed cruise 860km/h (464kt), normal cruising speed 818km/h (442kt). Max certificated altitude 41,000ft. Range with 70 passengers and reserves 3152km (1702nm).
ER variant range with 70 passengers and reserves 3763km (2032nm).

Weights

Operating empty 19,595kg (43,200lb), standard max takeoff 32,885kg (72,500lb),
ER max takeoff 34,020kg (75,000lb).

Dimensions

Wing span 23.01m (75ft 6in), length 32.41m (106ft 4in), height 7.29m (23ft 11in).

Capacity

Flightcrew of two. Typical main cabin seating for 70 passengers at 79cm (31in) pitch and four abreast. Optionally can seat 72 or 78 passengers.

Production

By early 2011, total CRJ-700 deliveries stood at 310 with 11 on order.

Type

70 seat regional jet airliner

History

Bombardier's 70 seat Canadair CRJ-700 is the first significant development of its fast selling 50 seat Canadair Regional Jet series.

Definition and development work on the Series 700 commenced in 1995 when Bombardier began consultation with a 15 member airline advisory panel on what the airlines wanted in a 70 seat class regional jet. Prior to its January 1997 formal launch the Series 700 was dubbed the CRJ-X.

Construction of the first prototype Series 700 began in late 1998 and first flight took place in May 1999. The CRJ-700 entered service in February 2001 with French airline Brit Air.

Compared with the 50 seat CRJ Series 100/200, the Series 700 is stretched by 4.72m (15ft 6in) with plugs forward and aft of the wing, while the cabin is 6.02m (19ft 9in) longer, aided by moving the rear pressure bulkhead 1.29m (4ft 3in) aft. The cabin windows are raised by 12cm (5in), the cabin floor is lowered slightly and the ceiling raised to provide 1.90m (6ft 3in) headroom, and an underfloor baggage compartment under the forward fuselage is added. Other changes include relocating the APU to the rear fuselage and redesigned overhead stowage bins.

The wing too comes in for attention, with span increased by a 1.83m (6ft 0in) wing root plug, while the leading edge is extended and high lift devices added. The main undercarriage units are lengthened and fitted with new wheels, tyres and brakes.

Power is from two FADEC equipped General Electric CF-34-8C1 turbofans (which were selected in February 1995), while the flightdeck is based on that in the earlier CRJs and features six CRT displays presenting information from the Collins Pro Line 4 EFIS avionics suite.

Like other Bombardier aircraft, the CRJ Series 700 is the product of a joint manufacturing effort. Canadair manufactures the wing and flightdeck and is responsible for final assembly, Mitsubishi builds the aft fuselage, Shorts is responsible for the fuselage and engine nacelles Avcorp the tail, and Westland the tailcone.

The Lockheed L-100 Hercules

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Powerplants

L-100-30 - Four 3362kW (4508shp) Allison 501-D22A turboprops driving four blade constant speed propellers.

Performance

L-100-30 - Max cruising speed 571km/h (308kt). Range with max payload 2472km (1334nm), range with no payload 8950km (4830nm).

Weights

L-100-30 - Operating empty 35,260kg (77,736lb), max takeoff 70,310kg (155,000lb).

Dimensions

L-100-30 - Wing span 40.41m (132ft 7in), length 34.37m (112ft 9in), height 11.66m (38ft 3in). Wing area 162.1m2 (1745.0sq ft).

Capacity

L-100-30 - Flightcrew of three or four. Max payload of 23,158kg (51,054lb) comprising pallets or containers.

Production

Total L-100 built 114 (incl 22 L-100, 27 L-100-20, and 65 L-100-30).

Type

Medium range freighter

History

Lockheed's L-100 freighters are the civil equivalents of the venerable military C-130 Hercules, and have proven to be of great utility, particularly in undeveloped countries.

Lockheed initiated design of the Hercules in response to a 1951 US Air Force requirement for a turboprop powered freighter. This resulted in the C-130 Hercules, which first flew in prototype form on August 23 1954. Design features included the high mounted wing, four Allison 501/T56 turboprops and the rear loading freight ramp. The USAF ordered the C-130 into series production in September 1952, and since that time more than 2500 have been built.

The C-130's appeal to freight operators led Lockheed to develop a civil version. The first commercial versions were based on the C-130E model, and a demilitarised demonstrator first flew in April 1964. This initial civil development, the L-100 (L-382), was awarded civil certification in February 1965. This model was soon followed up by the series L-100 (L-382B), which introduced an improved freight handling system.

Sales of these initial versions were slow, leading Lockheed to develop the 2.54m (8ft 4in) stretched L-100-20 (L-382E), which offered better freight capacity and operating economics. The L-100-20 was certificated in October 1968, but was soon followed by the even longer L-100-30 (L-382G). The -30 was 2.03m (6ft 8in) longer than the -20, first flew in August 1970, and was delivered from December that year. Most civil Hercules sales have been of the L-100-30 variant. Although basically a civil aircraft, several L-100s are in service with military operators, e.g. in Algeria, Gabon and Kuwait. The last L-100 was built in 1992, while the last military Allison 501/T56 powered C-130 was delivered in 1996.

The L-100J would be a commercial derivative of the new generation C-130J Hercules II. Improvements would include new 3425kW (4591shp) Rolls-Royce (Allison) AE-2100D3 advanced turboprop engines driving six blade props, two crew EFIS flightdeck and significantly lower maintenance and operating costs. The C-130J first flew on April 5 1996, while US FAA civil certification was awarded in September 1998. The L-100J would be based on the stretched fuselage C-130J-30, but in 2000 the program was frozen as Lockheed martin focussed on the military variants.

The Dornier Do 28 & 128

Powerplants

Do 28D2 - Two 285kW (380hp) Lycoming IGSO540A1E flat six piston engines driving three blade constant speed Hartzell propellers. 1286 - Two 300kW (400shp) Pratt & Whitney Canada PT6A110 turboprops driving three blade Hartzell propellers.

Performance

Do 28D2 - Max speed 325km/h (175kt), max cruising speed 306km/h (165kt), economical cruising speed 241km/h (130kt). Initial rate of climb 1160ft/min. Service ceiling 25,200ft. Range with max payload 1050km (566nm). 1286 - Max speed 340km/h (183kt), max cruising speed 330km/h (178kt), econ cruising speed 256km/h (138kt). Initial rate of climb 1260ft/min. Service ceiling 32,600ft. Range with max fuel at econ cruising speed 1825nm (985nm), with a 805kg (1774lb) payload 1460km (788nm).

Weights

Do 28D2 - Empty 2328kg (5132lb), max takeoff 3842kg (8470lb). 1286 - Empty 2540kg (5600lb), max takeoff 4350kg (9590lb).

Dimensions

Do 28D2 - Wing span 15.55m (51ft 0in), length 11.41m (37ft 5in), height 3.90m (12ft 10in). Wing area 29.0m2 (312sq ft). 1286 - Same except for wing span 15.85m (52ft 0in).

Capacity

One or two pilots on flightdeck and seating in main cabin for 10 or 12 seats two abreast with a centre aisle.

Production

Total Do 28 and 1282 production was over 200 units including military orders, total 1286 production approximately 25.

Type

STOL utility transports

History

The Do 28 Skyservant was the second aircraft to bear the Do 28 designation, but is similar only in overall configuration to the first Do 28.

Dornier's original Do 28 first flew in 1959 and was a twin engined development of the high wing single engine Do 27 utility. The Do 28 Skyservant first flew on February 23 1966, and while it retained the earlier Do 28's high wing and unique side mounted engine configuration, was a completely new aircraft. Other design features of this unusual looking aircraft were the fixed tailwheel undercarriage, with the faired mainwheels mounted under the engines. FAA certification was granted on April 19 1968.

The Do 28 was developed into a number of progressively improved variants, from the original D, through the D1 and D2, to the 1282, introduced in 1980. Each variant introduced a number of detail changes. Most Do 28 production was for military customers, notably Germany, although a small number were delivered to commercial operators.

An initial turboprop version of the Do 28, designated the Do 28D5X, first flew in April 1978, fitted with two Avco Lycoming LTP 1016001As derated to 300kW (400shp).

However production turboprop Dornier 1286s feature Pratt & Whitney Canada PT6As, with the first such configured aircraft flying in March 1980. Only a small number were built between then and 1986, when production ceased, and again most aircraft were for military customers.