Airbus A300

The Airbus A300 is a short- to medium-range widebody jet airliner. Launched in 1972 as the world's first twinengined widebody, it was the first product of Airbus Industrie, a consortium of European aerospace companies, wholly owned today by EADS. The A300 can typically seat 266 passengers in a two-class layout, with a maximum range of 4,070 nautical miles (7,540 km) when fully loaded, depending on model. Launch customer Air France introduced the type into service on 30 May 1974. Production of the A300 ceased in July 2007, along with its smaller A310 derivative. Freighter sales for which the A300 competed are to be fulfilled by a new A330-200F derivative.[2]

The mission requirements were given in 1966 by Frank Kolk, an American Airlines executive, for a Boeing 727replacement on busy short- to medium-range routes such as United States transcontinental flights. His brief included a passenger capacity of 250 to 300 seated in a twin-aisle configuration and fitted with two engines, with the capability of carrying full passengers without penalty from high-altitude airports like Denver. American manufacturers responded with widebody trijets, the McDonnell Douglas DC-10 and the Lockheed L-1011 Tristar, as twinjets were banned from many routes by the FAA.
An American Airlines A300B4-605R landing at John F. Kennedy International Airport, New York in 2005. On 29 August 2009 American Airlines retired all A300 aircraft.

In September 1967, the British, French, and German governments signed a Memorandum of Understanding (MoU) to start development of the 300-seat Airbus A300. An earlier announcement had been made in July 1967, but at that time the announcement had been clouded by the British Government's support for the Airbus, which coincided with its refusal to backBritish Aircraft Corporation's (BAC) proposed competitor, a development of the BAC 1-11, despite a preference for the latter expressed by British European Airways (BEA). In the months following this agreement, both the French and British governments expressed doubts about the aircraft. Another problem was the requirement for a new engine to be developed by RollsRoyce, the RB207. In December 1968, the French and British partner companies (Sud Aviation and Hawker Siddeley) proposed a revised configuration, the 250-seat Airbus A250. Renamed the A300B, the aircraft would not require new engines, reducing development costs. To attract potential US customers, American General Electric CF6-50 engines powered the A300 instead of the British RB207. The British government was upset and withdrew from the venture; however, the British firm Hawker-Siddeley stayed on as a contractor, developing the wings for the A300, which were pivotal in later versions' impressive performance from short domestic to long intercontinental flights.[citation needed] (Years later, through British Aerospace, the UK re-entered the consortium.)
A Lufthansa A300B4-603 departsLondon Heathrow Airport, England in 2007. On 1 July 2009 Lufthansa retired their A300 fleet.

Airbus Industrie was formally set up in 1970 following an agreement between Arospatiale (France) and the antecedents toDeutsche Aerospace (Germany). They were joined by the Spanish CASA in 1971. Each company would deliver its sections as fully equipped, ready-to-fly items. In 1972 the A300 made its maiden flight. The first production model, the A300B2, entered service in 1974 followed by the A300B4 one year later. Initially the success of the consortium was poor, but by 1979 there were 81 aircraft in service. It was the launch of the A320 in 1987 that established Airbus

as a major player in the aircraft market the aircraft had over 400 orders before it first flew, compared to 15 for the A300 in 1972. The A300 was the first airliner to use just-in-time manufacturing techniques. Complete aircraft sections were manufactured by consortium partners all over Europe. These were airlifted to the final assembly line at Toulouse-Blagnac by a fleet of Boeing 377-derived Aero Spacelines Super Guppy aircraft. Originally devised as a way to share the work among Airbus' partners without the expense of two assembly lines, it turned out to be a more efficient way of building aircraft (more flexible and reduced costs) as opposed to building the whole aircraft at one site. The A300 cemented European cooperation in aviation. Its first flight was commemorated on a French three franc stamp. [edit]Design Airbus partners employed the latest technology, some derived from the Concorde. On entry into service in 1974, the A300 was very advanced and influenced later subsonic airliner designs. The technological highlights include:

Advanced wings by de Havilland (later BAE Systems) with:

supercritical airfoil section for economical performance advanced aerodynamically efficient flight controls

5.64 m (222 in) diameter circular fuselage section for 8-abreast passenger seating and wide enough for 2 LD3 cargo containers side-by-side Structures made from metal billets, reducing weight First airliner to be fitted with wind shear protection Advanced autopilots capable of flying the aircraft from climb-out to landing Electrically controlled braking system

Later A300s incorporate other advanced features such as:

2-man crew by automating the flight engineer's functions, an industry first Glass cockpit flight instruments Extensive use of composites for an aircraft of its era Center-of-gravity control by shifting around fuel Wingtip fences for better aerodynamics (first introduced on the A310-300).

All these made the A300 a substitute for the widebody trijets such as McDonnell Douglas DC10 and Lockheed L-1011 for short to medium routes. On the early versions, Airbus used the same engines and similar major systems as the DC-10

Airbus Beluga
The Airbus A300-600ST (Super Transporter) or Beluga, is a version of the standard A300-600 widebodyairliner modified to carry aircraft parts and over-sized or awkward cargo. It was officially called the Super Transporter at first, but the name Beluga became popular and has now been officially adopted.

Development
[edit]Background When Airbus started in 1970, the first few components were delivered by road, but growing production soon necessitated a switch to air transport. From 1972 onwards, a fleet of four highly modified "Super Guppies" took over. These were formerBoeing Stratocruisers from the 1940s, converted with custom fuselages and turbine engines to carry large volume loads for the 1960s NASA space program, leading to the jest that "every Airbus is delivered on the wings of a Boeing". As time went by, the Super Guppies grew increasingly unsatisfactory for Airbus's ferrying needs: their age meant that operating expenses were high and ever-increasing, and growing Airbus production required greater capacity. [edit]Design

phase

In 1991 Arospatiale and DASA, two of the major Airbus partners, formed a company to develop a replacement. The starting point was the design for the wide-body twin-engined Airbus A300: the wings, engines, landing gear, and the lower part of the fuselage are the same as the A300 while the upper part of the fuselage is an enormous horseshoe-shaped structure 7.7 m (25 ft) in diameter. To provide access to the cargo area from the front without having to disconnect all electrical, hydraulic and flight control connections (not to mention the lengthy recalibrations before each flight the reconnection entailed), the standard A300 cockpit was moved down below the cargo floor level, and the tail structure was enlarged and strengthened to maintain directional stability. [edit]Production

and entry into service

Layout of A300-600ST 'BELUGA'

Construction began in September 1992, and the first flight took place in September 1994. After 335 hours of test flying, certification was awarded in October 1995,[1] and the A300-600ST "Beluga" entered service. Four more Belugas were constructed, at a rate of roughly one per year, and all five remain in regular service. Their primary task is to carry Airbus components ready for final assembly across Europe to Toulouse or Hamburg, but they are also available for charter work, and have been used to carry a variety of special loads, including space station components, large, very delicate artwork, industrial machinery, and entire helicopters. (One Beluga was chartered to carry two complete NHI NH90s and a Eurocopter Tiger from Europe to Australia and back). The A300-600ST's freight compartment is 7.4 m (24 ft) in diameter and 37.7 m (124 ft) long; maximum payload is 47 tonnes. At 155 tonnes its maximum take-off weight is comparable to a normal A300, showing that the Beluga was intended for large but relatively light cargo. The main deck cargo volume of the Beluga is greater than that of the C-5 Galaxyor the Antonov An-124. However it is restricted by cargo weight capacity of 47 tonnes, compared to 122.5 tonnes for the C-5 Galaxy and 150 tonnes for the An-124.[2] Despite this width, the Beluga cannot carry most fuselage parts of theA380, which have to be brought by ship and road usually. The Beluga has been used to transport a few A380 components.[3]

In 1999 it carried a large painting Liberty Leading the People by Eugne Delacroix[4] which had hung in the Louvre in Paris since 1874. It flew from Paris to Tokyo via Bahrain and Calcutta in about 20 hours.[5] The large canvas, measuring 2.99 metres (9.81 ft) high by 3.62 metres (11.88 ft) long,[5] was too large to fit into a Boeing 747. It was transported in the vertical position inside a special pressurized container provided with isothermal protection and an anti-vibration device.[5]

Specifications

Measurement Length Span Height Wing area

A300-600ST[6] 56.15 metres (184 ft 3 in) 44.84 metres (147 ft 1 in) 17.24 metres (56 ft 7 in) 258.80 square metres (2,785.7 sq ft) 3.95 metres (13.0 ft) 7.1 metres (23 ft 4 in) in cargo compartment[7] 86 t 155 t 2,779 kilometres (1,501 nmi) 4,632 kilometres (2,501 nmi) GE CF6-80C2A8 47 t 1,210 cubic metres (43,000 cu ft) Two[8]

Fuselage diameter

Weight empty Maximum take-off weight Range (40 ton payload) Range (26 ton payload) Engines Cargo capacity Cargo volume Cockpit crew

Airbus A310

The Airbus A310 is a medium- to long-range twin-engine widebody jet airliner. Launched in July 1978, it was the second aircraft created by Airbus Industrie,[Nb 1] the consortium of European aerospace companies, which is now owned by EADS. The A310 is a shortened derivative of the A300, the first twin-engined widebody airliner. The A310 (along with the A300) officially ceased production in July 2007 although the last delivery was in June 1998. As of August 2010, 255 A310s have been delivered, 193 of which are still in operation.

Design effort
From late 1977, before the Varley announcement BAe started work on the new wing at Hatfield. Simultaneously, Arospatiale, MBB (Messerschmitt-Blkow-Blohm) andVFW-Fokker held their individual studies into the new wing.[citation needed] At the April 1978 Hanover Air Show, Airbus exhibited a model A310. Its wing area, at 219.25 m2 (2,360.0 sq ft) was slightly larger than that studied, at 209 square metres (2,250 sq ft); its fuselage was 12 frames shorter than the A300, accommodating typical passenger loads of 195 in two-class, or 245 in economy.[4] However, during the next 12 months, almost every aspect was further refined. On 9 June 1978, Swissair and Lufthansa developed a joint specification for the aircraft, and within a month, announced that they would place the launch orders. On 15 March, Swissair became the first airline to place a firm order for the type, announcing that it was to acquire ten with a further ten under option to replace McDonnell Douglas DC-9 series 30s on its major intra-European routes. Lufthansa quickly placed their $240 million 10-aircraft order. Air Franceand Iberia shortly followed.[4] The increasingly strong interest in the aircraft, coupled with the recovery of the industry in the late 1970s, led Airbus to launching the A300B10, now known as the A310, into production on 7 July 1978[citation needed]. Lufthansa, on 1 April 1979, raised its commitment to 25 orders and 25 options. Two days later, KLM signed its order for 10 orders and 10 options at 238 million.[4][5][6] Like Lufthansa, Air France on 6 July 1979 raised its order from four to 35[citation needed]. Other airlines announcing orders for the A310 during 1979 included Martinair, Sabena and Air Afrique.[5][6] Initially, two versions of the A310 were planned, namely the regional A310-100 and the transcontinental A310200. The A310-100 had a range of 2,000 nmi (3,700 km) with 200 passengers, whilst the -200 had a higher MTOW and centre section fuel, and could carry the same load a further 1,000 nmi (1,900 km).[7] Basic engines offered included the General Electric CF6-45B2 and Pratt & Whitney JT9D-7R4 with the Rolls-Royce RB211524B4 and the CF6-6 regarded as alternatives.[citation needed]

Production
The range of the A310 exceeds that of the A300-series with the exception of the A300-600, which surpasses the A310-200. The ability of the A310 to go farther than earlier Airbus designs has led to the aircraft being used extensively on transatlantic routes. The A300 and A310 introduced the concept of commonality: A300-600 and A310 pilots can qualify for the other aircraft with one day of training.[citation needed] Sales of the A310 continued and by the time the development A310-200 aircraft made its first flight on 3 April 1982, orders and options for 181 aircraft had been placed by 15 airlines worldwide, a somewhat better start than that of the original A300. It was clear that the longer-range series 200 aircraft was the more popular aircraft and Airbus decided in 1979 to stop offering the low gross weight series A310-100 (originally proposed for Lufthansa), none of which were built.[5] Demand for the aircraft started to slow down and there were no new A310 passenger orders during the late 1990s, due to the introduction of the advanced technology Airbus A330. The A310 (along with the A300) ceased production in July 2007, though five orders from Iraqi Airways remained on the books until July 2008. The remaining freighter sales are to be fulfilled by the newA330-200F derivative.[8]

The A310 was marketed as an introduction to widebody operations for developing airlines. The A310 was replaced in Airbus' lineup by the highly successful A330-200, which shares its fuselage cross-section. Between 1983 and the very last aircraft produced in 1998, 255 A310s were delivered by Airbus. The A300 and A310 established Airbus as a competitor to Boeing and allowed it to go ahead with the more ambitious A320 and A330/A340 families.

Specifications
[20]

A310-200

A310-200F

A310-300

A310-300F

Crew

Two

Length

46.66 metres (153 ft 1 in)

Height

15.8 metres (51 ft 10 in)

Wingspan

43.9 metres (144 ft)

Wing area

219 square metres (2,360 sq ft)

Wing sweep

28

Cross section

5.64 metres (18 ft 6 in)

Passengers (2cls)

240

33t cargo

240

33t cargo

MTOW

141,974 kg (312,342 lb)

164,000 kg (361,600 lb)*

Empty weight

80,142 kg (176,312 lb)

72,400 kilograms (160,000 lb)

83,100 kg (183,300 lb)

73,900 kg

Max fuel

55,200 L (14,600 US gal)

75,470 L (19,940 US gal)

Cruise speed (M)

0.80 (850 km/h.)

Max speed (M)

0.84 (901 km/h.)

Ceiling

12,500 m (41,000 ft)

Thrust (2)

50,000 pounds-force (220 kN) to 53,200 pounds-force (237 kN)

56,000 pounds-force (250 kN) to 59,000 pounds-force (260 kN)

Engines

PWJT9D-7R4 or CF6-80C2A2

PW4156A or CF6-80C2A8

6,800 km Range (3,670 nm) Transcontinental

5,550 kilometres (3,000 nmi)

9,600 km (5,200 nm) Trans-atlantic

7,330 kilometres (3,960 nmi)

* 157,000 kg is standard for the 300, 164,000 kg is an option.

Aircraft model designations

Source: French DGAC Type Certificate Data Sheet No. 145

Model

Certification Date

Engines

A310-203

11 March 1983

General Electric CF6-80A3

A310-203C 27 November 1984

General Electric CF6-80A3

A310-204

23 April 1986

General Electric CF6-80C2A2

A310-221

11 March 1983

Pratt & Whitney JT9D-7R4D1

A310-222 22 September 1983

Pratt & Whitney JT9D-7R4E1

A310-304

11 March 1986

General Electric CF6-80C2A2

A310-308

5 June 1991

General Electric CF6-80C2A8 or CF680C2A2

A310-322

5 December 1985

Pratt & Whitney JT9D-7R4E1

A310-324

27 May 1987

Pratt & Whitney PW4152

A310-325

6 March 1992

Pratt & Whitney PW4156A

Antonov An-10
The Antonov An-10 (NATO reporting name: Cat) was a four-engined turboprop passenger transport aircraft designed in the Soviet Union.

Design and development

Development of a four-engined airliner intended for use on routes from 500-2000 kilometers began at the end of 1955. Inspired by the Izdeliye N (Izdeliye article or product) passenger version of the Antonov An-8 the Antonov design bureau developed the Izdeliye U (U for Ukraine), a four-engined aircraft with similar layout to the An-8, but with increased dimensions and a circular section pressurised fuselage.[1] Early in the design process the choice of engines was between the Kuznetsov NK-4 and Ivchenko AI-20 and despite superior performance the Kuznetsov NK-4 was eliminated and the Ivchenko AI-20 selected due in no small part to the 'Central Committee of the Communist Party of Ukraine' which wanted as much as possible produced in Ukraine, where the Ivchenko factory was.[1] The first prototype flew on 7 March 1957, revealing poor directional stability which led to a taller vertical fin, and later to hexagonal auxiliary fins at the tips of the tailplane. Entering production at Zavod (factory) No.64, Voronezh in 1957 the initial three aircraft were delivered with Kuznetsov NK-4 engines due to the nonavailability of the Ivchenko AI-20 engines. From 1958, production aircraft were delivered with the Ivchenko AI20A engines which boasted a longer service life and comparable performance compared to the Kuznetsov engines.[1] The new aircraft was displayed to the public for the first time in July 1957, but the design was not approved for mass production until testing was completed in June 1959. Aeroflot began operations with the An10 from 22 July 1959 on the Moscow Simferopol route. Configured with 85 seats the cabin was spacious and well-appointed with comfortable seats widely spaced giving plenty of legroom, but due to the low cabin floor and wide diameter there was a lot of unusable space which limited baggage and cargo volumes. The inefficient use of cabin volume contributed greatly to the low payload/TOW ratio which was much lower than the contemporary Ilyushin Il-18, but which was still higher than the Tupolev Tu-104. A later production version, the An-10A, addressed some of the efficiency concerns by increasing the number of seats from 85 to 89 and 100 (in the two versions of the An-10A), then to 117-118 and finally 132 through reducing seat pitch and changing the cabin layout.[1] Powered by Ivchenko AI-20K engines the An-10A demonstrated superior performance and an increased maximum payload of 14.5 Tonnes (31,970 lb). The auxiliary end-plate fins eventually gave way to improved splayed ventral fins under the rear fuselage. The directional stability was now acceptable and the new ventral fins also improved longitudinal stability at high g and on landing approach, as well as delaying the onset of Mach buffet to M0.702. Due to being sited in an area of

flow separation, the new ventral fins also caused unpleasant vibrations. Following results of flight tests and at least two fatal crashes an effective tailplane de-icing system was retro-fitted to all remaining aircraft.

Specifications (An-10A)
General characteristics

Crew: 5 Capacity: 100 passengers Length: 34 m (111 ft 6.5 in) Wingspan: 38 m (124 ft 8 in) Height: 9.8 m (32 ft 1 in) Wing area: 121.73 m2 (1310.3 ft2) Empty weight: 29,800[5] kg (65,697 lb) Gross weight: 55,100[5] kg (121,473 lb) Powerplant: 4 Ivchenko AI-20 turboprop, 2,984 kW (4,000 hp) each each

Performance

Maximum speed: 715 km/h (444 mph) Cruising speed: 600660 km/h (373410 mph) Range: 4075 km (2532 miles) Service ceiling: 11,000 m (36,100 ft)

Antonov An-140
The Antonov An-140 is a turboprop regional airliner, designed by the Ukrainian Antonov ASTC bureau. It first flew on September 17, 1997. Apart from the main production line in Kharkiv by KSAMC, the aircraft is being manufactured in Russia, and under licence by HESA in Iran (as the IR.AN-140 or Iran-140), and it may also begin production in Kazakhstan.[1] It can carry a maximum of 52 passengers.

Versions
VIP Regional aircraft An-140 in VIP-version is designed to carry up to 30 passengers in high comfort. The passenger compartment of the aircraft can be divided into two or three zones the exclusive lounge, equipped with four comfortable seats, audio and video, business class and economy cabin, in which it has 26 standard seats with a standard walk. The base An-140-100 can be built for civilian, military and special purpose: maritime patrol, medical, aerial photography, geological exploration, freight etc. [edit]Civil

operators

As of August 2010, a total of 25 Antonov An-140 aircraft are in airline service, with a further 34 firm orders. It is currently operated by the following organizations:

Airline

In Service On Order

Antonov Airlines

Ilyich-Avia

Motor Sich

Yakutia Airlines

Ministry of Defence (Russia)[2] 0

Safiran Airlines[3]

Iran Air Tours[4]

Total

23

15

Specifications (An-140)
General characteristics

Crew: 2 Capacity: 52 passengers Length: 22.60 m (74 ft 2 in) Wingspan: 24.505 m (80 ft 5 in) Height: 8.23 m (27 ft 0 in) Wing area: 51 m (549 ft) Empty weight: 12,810 kg (28,240 lb) Max takeoff weight: 19,150 kg (42,220 lb) Powerplant: 2 Klimov TV3-117VMA-SBM1 turboprops, 1,838 kW (2,466 shp) each Alternate powerplant: Pratt & Whitney Canada PW127A turboprops, 1,900 kW (2,500 shp) each

Performance

Maximum speed: 575 km/h (310 knots, 357 mph)

Cruise speed: 460 (250 knots, 290 mi) Range: 1380 km / 2420 km (745 nm, 860 mi / 1307 nm, 1504 mi) [6] Ferry range: 3,680 km (1,990 nm, 2,290 mi) Service ceiling: 7600 m (25,000 ft) Rate of climb: 6.83 m/s (1,345 ft/min)

Concorde
Arospatiale-BAC Concorde was a turbojet-powered supersonic passenger airliner, asupersonic transport (SST). It was a product of an Anglo-French government treaty, combining the manufacturing efforts of Arospatiale and the British Aircraft Corporation. First flown in 1969, Concorde entered service in 1976 and continued commercial flights for 27 years. Among other destinations, Concorde flew regular transatlantic flights from London Heathrow (British Airways) and Paris-Charles de Gaulle Airport (Air France) to New York JFK and Washington Dulles, profitably flying these routes at record speeds, in less than half the time of other airliners. With only 20 aircraft built, their development represented a substantial economic loss, in addition to which Air France and British Airways were subsidised by their governments to buy them. As a result of the types only crash on 25 July 2000 and other factors, its retirement flight was on 26 November 2003. Concorde's name reflects the development agreement between the United Kingdom and France. In the UK, any or all of the typeunusual for an aircraftare known simply as "Concorde", sans article. The aircraft is regarded by many as an aviation icon and an engineering marvel.

Design
General features
Concorde is an ogival (also "ogee") delta-winged aircraft with four Olympus engines based on those employed in the RAF'sAvro Vulcan strategic bomber. Concorde was the first airliner to have an (in this case, analogue) fly-bywire flight-control system; the avionics of Concorde were unique because it was the first commercial aircraft to employ hybrid circuits.[29] The principal designer for the project was Pierre Satre, with Sir Archibald Russell as his deputy.[30] Concorde pioneered the following technologies: For high speed and optimisation of flight:

Double delta (ogee/ogival) shaped wings[6] Variable engine air intake system controlled by digital computers[31] Supercruise capability[32] Thrust-by-wire engines, predecessor of todays FADEC-controlled engines[31] Droop-nose section for better landing visibility

For weight-saving and enhanced performance:

Mach 2.04 (~2,170 kilometres per hour / 1,350 mph) cruising speed[33] for optimum fuel consumption (supersonic drag minimum although turbojet engines are more efficient at higher speed[34])

Mainly aluminium construction for low weight and conventional manufacture (higher speeds would have ruled out aluminium)[35] Full-regime autopilot and autothrottle[36] allowing "hands off" control of the aircraft from climbout to landing Fully electrically controlled analogue fly-by-wire flight controls systems[29] High-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter hydraulic components[37] Complex Air Data Computer (ADC) for the automated monitoring and transmission of aerodynamic measurements (total pressure, static pressure, angle of attack, side-slip).[38] Fully electrically controlled analogue brake-by-wire system[39] Pitch trim by shifting fuel around the fuselage for centre-of-gravity control[40] Parts made using "sculpture milling", reducing the part count while saving weight and adding strength.[41] Lack of an auxiliary power unit, as Concorde would only visit large airports where ground air start carts are available

Specifications
General characteristics

Crew: 3 (2 Pilots and a flight engineer) Capacity: 92120 passengers (128 in high-density layout)[N 7] Length: 202 ft 4 in (61.66 m) Wingspan: 84 ft 0 in (25.6 m) Height: 40 ft 0 in (12.2 m) Fuselage internal length: 129 ft 0 in (39.32 m) Fuselage width: maximum of 9 ft 5 in (2.87 m) external 8 ft 7 in (2.62 m) internal Fuselage height: maximum of 10 ft 10 in (3.30 m) external 6 ft 5 in (1.96 m) internal) Wing area: 3,856 ft2 (358.25 m2) Empty weight: 173,500 lb (78,700 kg) Useful load: 245,000 lb (111,130 kg) Powerplant: 4 Rolls-Royce/SNECMA Olympus 593 Mk 610 afterburning turbojets

Dry thrust: 32,000 lbf (140 kN) each Thrust with afterburner: 38,050 lbf (169 kN) each

Maximum fuel load: 210,940 lb (95,680 kg) Maximum taxiing weight: 412,000 lb (187,000 kg)

Performance

Maximum speed: Mach 2.04[228] (1,350 mph, 2,172 km/h) at cruise altitude Cruise speed: Mach 2.02[228] (1,320 mph, 2,124 km/h) at cruise altitude Range: 3,900 nmi (4,500 mi, 7,250 km) Service ceiling: 60,000 ft (18,300 m)

Rate of climb: 5,000 ft/min (25.41 m/s) lift-to-drag: Low speed 3.94, Approach 4.35, 250 kn, 10,000 ft 9.27, Mach 0.94 11.47, Mach 2.04 7.14 Fuel consumption: 46.85 lb/mi (13.2 kg/km) operating for maximum range Thrust/weight: 0.373 Maximum nose tip temperature: 260 F (127 C)

Dassault Falcon 20
The Dassault Falcon 20 is a French business jet and was the first of a family of business jets built by Dassault Aviation.

Design and development

Marcel Dassault gave the go-ahead for production of an eight or ten seat executive jet or military liaison aircraft the Dassault-Breguet Mystre 20 in December 1961. The Mystre 20 was a low-wing monoplane with two rear-mounted Pratt & Whitney JT12A-8 engines. The prototype, registered FWLKB, first flew on the 4 May 1963 at Bordeaux-Merignac. Under the influence of Pan American the aircraft was re-engined with two General Electric CF700 engines and some dimensions were increased. Pan American signed a contract to distribute the Mystre 20 in the western hemisphere and ordered 40 aircraft with options on 120. The re-engined aircraft first flew on 10 July 1964. The first production aircraft flew on 1 January 1965 and both French and Americancertification was awarded in June 1965. Deliveries began to the Pan American outfitting facility at Burbank Airport, California. In 1966 the company re-designated the American-delivered aircraft as the Fan Jet Falcon, this later became the Falcon 20. Military orders from Australia and Canada were received. All non-American aircraft were fitted out before delivery at Bordeaux-Merignac. In 1967 Pan American Business Jets Division increased their firm orders to 160 aircraft. Some Falcon 20s powered by General Electric CF700 engines were reengined with Garrett TFE731 engines under AMD-BA Service Bulletin No. 731.[1] These aircraft were redesignated with a "5" after the model number. Volpar, Inc. worked on a program to reengine Falcon 20s with the Pratt & Whitney Canada 305 engines[2], but the program was abandoned before a FAA STC was awarded.[3] FAA Supplemental Type Certificate SA5858SW, held by Dassault Falcon Jet allows the installation of underwing pylons on the Fan Jet Falcon, Fan Jet Falcon Series D and Fan Jet Falcon Series E. This modification is commonly used to modify Falcon 20s to operate as special mission aircraft with underwing stores.[4] The improved Falcon 200 featured more advanced jet engines and other major improvements to increase range, capacity and comfort. The aircraft proved to be so popular that production did not end until 1988, being superseded by more advanced developments of the Falcon family. The United States Coast Guard operates a model called theHU-25 Guardian which is used as a high-speed spotter aircraft to locate shipwreck survivors and direct slower-moving aircraft and rescue vessels, and interdict aerial and shipborne drug trafficking. The Falcon 20G, HU-25 and Falcon 200 were powered by Garrett ATF3 engines. A total of 473 Falcon 20s and 35 Falcon 200s were built by the time production ended in 1988.[5]

Later developments of the Falcon 20 include the smaller Falcon 10, the larger 30-seat Falcon 30 (not developed) and Falcon 50, an improved three-engined development.

Specifications (Falcon 20F)

Data from Janes's All The World's Aircraft 1980-81 [13]

General characteristics

Crew: 2 Capacity: 8-14 passengers Length: 17.15 m (56 ft 3 in) Wingspan: 16.30 m (53 ft 6 in) Height: 5.32 m (17 ft 7 in) Wing area: 41.0 m (440 ft) Empty weight: 7,530 kg (16,600 lb) Max takeoff weight: 13,000 kg (28,660 lb) Powerplant: 2 General Electric CF700-2D-2 turbofan, 20 kN (4,500 lbf) each

Performance

Maximum speed: 862 km/h (465 knots, 536 mph) (max cruise) at 7,620 m (20,000 ft) Cruise speed: 750 km/h (405 knots, 466 mph) (econ cruise) at 12,200m (40,000 ft) Stall speed: 152 km/h (82 knots, 95 mph) Range: 3,350 km (1,808 naut mi, 2,080 mi) Service ceiling: 12,800 m (42,000 ft) (absolute)

Dornier 328
The Dornier 328 is a turboprop-powered commuter airliner. Initially produced by Dornier Luftfahrt GmbH, the firm was acquired in 1996 by Fairchild Aircraft. The resulting firm, named Fairchild-Dornier, manufactured the 328 family in Oberpfaffenhofen, Germany, conducted sales from San Antonio, Texas, United States, and supported the product line from both locations.

Design and development

Sun Air of Scandinavia Dornier 328-110 operated for British Airways

The 328 (or Do 328) program was initially begun while Dornier was still owned by Deutsche Aerospace. The basic 328 first flew on 6 December 1991,[1] and entered commercial service in October 1993.[2] The 328's new fuselage allowed for comfortable 3-abreast seating, with the potential for a 4-abreast configuration. Combined with the supercritical wing developed from Dornier's Do 228, this gave the 328 excellent cruise and climb capabilities. However, the 328 entered a market crowded with other competing turboprop aircraft at the time, as well as increasing competition from new regional jets in the early 1990s.[3] In 2005, the Australian Maritime Safety Authority (AMSA) awarded a contract to AeroRescue for long-range Search and Rescue (SAR) capability around Australia. Five 328-100s were progressively commissioned from April 2006 [4] to February 2007 and stationed around the Australian coastline to provide a 24 hour, 30 minute response capability. The aircraft were equipped with a comprehensive electronic sensor suite by Aerodata AG in Germany including; Israel Aerospace Industries ELTA EL/M 2022A Radar, FSI Star SAFire III Forward Looking Infra Red (FLIR), Direction Finder and an ARGON ST Infra Red/Ultra Violet scanner. The aircraft are also fitted with an Aeronautical Engineers Australia despatch system, allowing rescue stores to be dropped from the aircraft through a chute through the underwing emergency exit. These are progressively being upgraded with an in-flight opening cargo door to allow despatch of larger items, up to 20 man life rafts and boat dewatering pumps for open water rescues. 328 Support Services GmbH has held the type certificate for this aircraft since June 2006.[5][6] [edit]Variants

328-100 - Initial 328. 328-110 - Standard 328 with greater range and weights 328-120 - 328 with improved STOL performance. 328-130 - 328 with progressive rudder authority reduction at higher airspeeds. 328JET - Turbofan-powered variant, formerly the 328-300.

Specifications (Dornier 328-110)

General characteristics

Crew: Three (2 Pilots, 1 Flight Attendant) Capacity: 30 to 33 (14 in First Class Config) passengers Length: 21.11 m (69 ft 7 in) Wingspan: 20.98 m (68 ft 10 in) Height: 7.24 m (23 ft 9 in) Wing area: 40 m (431 ft) Empty weight: 8,920 kg (19,670 lb) Useful load: 3,450 kg (7,606 lb) Max takeoff weight: 13,990 kg (30,840 lb)

Performance

Maximum speed: 620 km/h (335 knots, 385 mph) Range: 1,850 km (1,000 nm, 1,150 mi) Service ceiling: 9,455 m (31,020 ft)

Avionics
Honeywell PRIMUS 2000

Ilyushin Il-76
The Ilyushin Il-76 (NATO reporting name: Candid) is a multi-purpose four-engined strategic airlifter designed byIlyushin design bureau. It was first planned as a commercial freighter in 1967. Intended as a replacement for theAntonov An-12, the Il-76 was designed for delivering heavy machinery to remote, poorly-serviced areas of the USSR. Military versions of the Il-76 have seen widespread use in Europe, Asia and Africa, including use as anairborne refueling tanker or as a command center. The Il-76 has seen extensive service as a commercial freighter for ramp-delivered cargo, especially for outsized or heavy items unable to be otherwise carried. It has been used as emergency response transport for civilian evacuations and to deliver humanitarian/disaster relief aid around the world, especially to undeveloped areas due to its ability to operate from unpaved runways. A water-carrying version of the plane has been effective in firefighting. There is also a model used for zero-G training.

Design and development

The aircraft was first conceived by Ilyushin in 1967 to meet a requirement for a freighter able to carry a payload of 40 tons (88,000 lb) over a range of 5,000 km (2,700 nmi; 3,100 mi) in less than six hours, able to operate from short and unprepared airstrips, and capable of coping with the worst weather conditions likely to be experienced in Siberia and the Soviet Union's Arctic regions. It was intended as a replacement for the An-12. Another intended version was a double-decked 250-passenger airliner but that project was cancelled. The Il-76 first flew on March 25, 1971.[citation needed] Production of Il-76s was placed in Tashkent Aviation Production Association in Tashkent, Uzbekistan (then a republic of theSoviet Union). Some 860 of the basic transport variants were made.[4] In the 1990s, modernized variants were developed (MF, TF), with a cargo compartment 20 m long by 3.4 m wide by 3.4 m tall, but were not produced in significant quantity due to financial problems of the major user, the Russian Air Force. The prototype of the longer variant Il-76MF, with greater capacity, first flew on 1 August 1995. The production ceased around 1997, and the factory has since deteriorated. Some commercial aircraft were modernized to the Il-76TD-90VD version, starting from 2004, using new PS90 engines to meet European noise limits.[1] In 2005, China ordered[clarification needed] in Russia 34 new Il-76MDs and 4 Il-78 tankers, and the factory in Tashkent produced 16 incomplete airframes. In 2004, A PLAAF (People's Liberation Army Air Force) Il-76 carried out flight mission in Afghanistan, later in 2011, PLAAF Il-76s were sent to Libya to evacuate Chinese citizens. The two missions were reported first steps of PLAAF developing long-range transportation capacity.[5] Production of the Il-476 at a new production line at the Aviatstar factory in Ulyanovsk, in Russia, in cooperation with the Tashkent works, is under consideration.[4] The construction of two prototype IL-476s has begun at the Ulyanovk facility.

Specifications (Il-76D)
Data from [2]

General characteristics

Crew: 57 Capacity: 40,000 kg (Il-76)[nb 1]

Payload: 45 47 tonnes (~50 tons) Length: 46.59 m (152 ft 10 in) Wingspan: 50.5 m (165 ft 8 in) Height: 14.76 m (48 ft 5 in) Wing area: 300.0 m (3,229.2 ft) Empty weight: 72,000 kg (Il-76)[nb 2] (159,000 lb) Max takeoff weight: 157,000 kg (Il-76)[nb 3] (346,000 lb (Il-76)) Powerplant: 4 Soloviev D-30KP turbofans, 118 kN (26,500 lbf) each

Performance

Maximum speed: 900 km/h (490 kt, 560 mph,) Mach 0.82 depending on altitude Range: 3,650 km (Il-76)[nb 4] () with max payload Service ceiling: 13,000 m (42,700 ft) Rate of climb: m/s (ft/min) Wing loading: 566.7 kg/m (Il-76M/T)[nb 5] (116.05 lb/ft (Il-76M/T), 129.72 lb/ft (Il-76MD/TD)) Thrust/weight: 0.305 (Il-76)[nb 6] minimal landing run: 450 m with thrust reversal

Armament

Guns: 2 23 mm cannon in radar-directed manned turret at base of tail Bombs: Some military models have 2 hardpoints under each outer wing capable of supporting 500 kg bombs.