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

Langganan: Postingan (Atom)

All Rights Reserved. 2014 Copyright SIMPLITONA

Powered By Blogger | Published By Gooyaabi Templates Designed By : BloggerMotion
Top