Kemenhub Ultimatum Merpati

JAKARTA--MICOM: Kementerian Perhubungan (Kemenhub) memberikan waktu 30 hari kepada PT Merpati Nusantara Airlines (MNA) untuk kembali melayani rute-rutenya.

"Kalau dalam kurun waktu tersebut MNA tidak terbangi rute tersebut, izin rute akan dicabut," ujar Kepala Pusat Komunikasi Publik Kemenhub Bambang S Ervan, melalui pesan singkat kepada Media Indonesia, Minggu (16/10).

Bambang mengatakan Direktur Utama MNA Sardjono Jhony telah melapor kepada Kemenhub mengenai rute-rute penerbangannya khususnya Surabaya-Makassar.

Menurut Bambang, MNA memiliki kewajiban untuk melayani penumpang yang sudah membeli tiket, memberangkatkan dengan penerbangan lain bila tidak dapat melayani pada saat itu atau mengembalikan uang penumpang.

Sesuai ketentuan pula, lanjut Bambang, MNA memiliki waktu 30 hari untuk kembali melayani rute tersebut. Jika tidak, maka izin rute akan dicabut oleh Kemenhub. "Kemenhub tidak masuk masalah manajemen, itu domain Meneg BUMN. Ini dilakukan sebagai pelajaran maskapai lain untuk menangani masalah manajemen dengan sebaik-baiknya sehingga tidak timbul masalah terkait dengan hubungan bisnis to bisnis yang dapat menghentikan operasional penerbangan," tandasnya.

Penerbangan Langsung Bandung-Lampung Mulai Beroperasi Hari Ini

Bandung - Hari ini, Minggu (16/10/2011) Merpati Airlines akan melakukan penerbangan perdana rute Bandung-Lampung. Rencananya penerbangan akan dilaksanakan pukul 10.20 WIB dari Bandara Husein Sastranegara. Jadwal penerbangan langsung Bandung-Lampung ini hadir ada setiap hari pada pukul 10.20 WIB.

Seperti diketahui sebelumnya untuk ke Lampung, pesawat dari Bandung harus transit terlebih dahulu di Bandara Halim Perdana Kusuma. Namun mulai Minggu (16/10/2011) hari ini Merpati akan melakukan penerbangan langsung tanpa transit.

Waktu tempuh perjalanan Bandung-Lampung disebut hanya memakan 1 jam 10 menit. Total, rute penerbangan yang dilayani Merpati Airlines dari Bandung ada 6 rute. Yaitu Bandung-Lampung, Bandung-Surabaya, Bandung-Denpasar, Bandung-Semarang, Bandung-Yogyakarta, dan Bandung-Jakarta.

Okupansi rute Bandung-Lampung dalam 1 bulan pertama ditargetkan sekitar 80 persen. Pemberangkatan pesawat rute Bandung-Lampung ini ada setiap hari pukul 10.20 WIB.

Pesawat yang digunakan untuk penerbangan ini yaitu tipe MA-60 berkapasitas 54 orang. Harga tiket yang ditawarkan untuk penerbangan ini mulai dari harga Rp 313.OOO.detikBandung

While PNG Airlines Flight 12 Terminated

Metrotvnews.com, Papua: Papua New Guinea plane crash Airlines PNG that killed more than 20 people, make it stop 12 airline flight until the time limit specified later. The cause of the accident itself is still under investigation.
As many as 28 people were reported killed in the crash Airlines PNG, Thursday (13/10). The plane, carrying 32 crew and passengers took off from Lae heading to a resort town in Madang, Papua New Guinea North. The accident allegedly caused by bad weather.
Representatives from the company stating Airlines PNG flight crew was able to contact the officer for an emergency landing. But the plane then crashed and was destroyed and there are parts of a burning plane.
Most of the passengers believed to be a citizen of Papua New Guinea who will be attending wisuada their children at Divine Word University. As a result of this accident the company stopped while 12 flights, to perform rescue and recovery.

Merpati Stop Delapan Rute dari Juanda

SURABAYA, KOMPAS.com - Dihentikannya pasokan avtur oleh P T Pertamina, memaksa PT Merpati Nusantara Airline, untuk menghentikan delapan rute penerbangan dari Bandara Internasional Juanda, Surabaya. Merpati akan kembali melayani penumpang ke berbagai tujuan, jika avtur kembali dipasok Pertamina.
Humas Merpati Nusantara Airlines yang dihubungi dari Surabaya, Minggu (16/10/2011), mengatakan, untuk sementara waktu penerbangan dari Bandara Juanda ke delapan rute dihentikan, karena tak ada pasokan avtur lagi.
"Merpati akan segera menuntaskan masalah dengan Pertamina, dan belum tahu waktu pasti Merpati akan terbang normal lagi melalui tiga bandara yakni Bandara Internasional Soekarno Hatta, Bandara Internasional Juanda, dan Bandara Sultan Hasanuddin Makassar," katanya.
Kendati demikian, menurut Sukandi, penerbangan ke sejumlah kawasan lain di Indonesia tetap berlangsung, karena penghentian hanya dilakukan di tiga bandara itu. Pasokan avtur untuk pesawat yang melalui Bandara Ngurah Rai, Bali dan Bandara Selaparang Lombok, Nusa Tenggara Barat, hingga kini tetap lancar.
Oleh karena itu, lanjut Sukardi, untuk menghindari kerugian yang lebih besar, Merpati akan tetap menerbangkan sebagian kecil konsumennya dari Bandara Juanda. Penerbangan dengan bermodalkan avtur dari dua bandara yang masih belum dihentikan pasokannya oleh Pertamina.
Saat ini ada 8 rute dari Bandara Juanda yang ditutup sementara, sedangkan sisanya masih bisa berjalan dengan bantuan avtur dari Bali dan Lombok. Namun tak dirinci rute yang berhenti melayani penumpang karena tak ada pasokan avtur dari Pertamina.

The Antonov An-38

More photos of Antonov An-38

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

More photos of Canadair CL-600 Regional Jet CRJ-700

More passenger cabin photos...

More cockpit photos...

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.