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Aerospatiale ATR72-500 ~ Francisco Sánchez-Castañer

The ATR-72 is a stretched development of the popular ATR-42 and was launched in January 1986.

Significant differences between the ATR-72 and the smaller and older ATR-42 include a 4.50m (14ft 9in) fuselage stretch and reworked wings. The ATR-72's wings are new outboard of the engine nacelles and with 30% of it made up of composite materials, comprising composite spars and skin panels and a carbon fibre wing box.

Aside from the baseline ATR-72-200, two developments have been offered, the ATR-72-210, and the ATR-72-500 (previously ATR-72-210A). The ATR-72-210 is optimised for operations in hot and high conditions. It has more powerful PW-127 engines for better takeoff performance.

The ATR-72-500 (renamed from ATR-72-210A on May 18, 1998) further improved hot and high model was certificated in early 1997. It features PW-127Fs driving six blade composite Hamilton Sundstrand propellers.

 

 

Airbus A300-600F ~ HNAC

The A300-600 development of the earlier A300B4 incorporated a number of significant improvements and refinements, foremost being a two crew flightdeck and increased range.

Apart from the two crew EFIS cockpit, with digital avionics based on that developed for the A310, changes included the A310's tail empennage which increased freight and passenger payloads, small winglets (an option from 1989, standard from 1991), simplified systems, greater use of composites, Fowler flaps and increased camber on the wings, new brakes and APU, and improved payload/range through an extensive drag reducing airframe clean up and new engines. First flight for the A300-600 was on July 8 1983, the first airline delivery was in March 1984.

The A300-600 was further developed into the longer range A300-600R, its extended range courtesy of a fuel trim tank in the tailplane and higher maximum takeoff weights. First flight was on December 9 1987, first delivery was April 20 1988 (to American Airlines).

Convertible freight/passenger versions of all variants of the A300 have been offered, as has the all freight A300F4-600. The first new build pure freighter A300, one of 36 ordered for Federal Express, flew in December 1993. UPS is another major A300-600F customer, following its September 1998 order for 30. Airbus also offers conversion packages of existing passenger A300s into freighters with a left side forward freight door and strengthened floor.

 

Airbus A330-200F ~ Tom Ruth

The A330-200 is the newest member of Airbus' widebody twinjet family and is a long range, shortened development of the standard A330, developed in part as a replacement for the A300-600R and a competitor to the 767-300ER.

Airbus launched development of the A330-200 in November 1995, followed by the first customer order, for 13 from ILFC, placed in February 1996. First flight was on August 13 1997, with certification and first customer deliveries,to ILFC/Canada 3000, in April 1998.

The A330-200 is based on the A330-300 and shares near identical systems, airframe, flightdeck and wings, the only major difference being the fuselage length. Compared with the 300 the A330-200 is 10 frames shorter, and so has an overall length of 59.00m (193ft 7in), compared with 63.70m (209ft 0in) for the standard length aircraft. This allows the A330-200 to seat 256 passengers in a three class configuration, or alternatively 293 in two classes.

Because of its decreased length the A330-200 features enlarged horizontal and vertical tail surfaces (to compensate for the loss of moment arm with the shorter fuselage). Another important change is the addition of a centre fuel tank, which increases the A330-200's fuel capacity over the 300's, and results in the 200's 11,850km (6400nm) range.

Like the A330, engine options are the GE CF6-80, Pratt & Whitney 4000 series and the RollsRoyce Trent 700.

The A330-200 has sold quite strongly since its launch. Among the initial A330-200 customers are, apart from ILFC, Canada 3000, Korean Air, Austrian, Air Transat, Emirates, Swissair, Sabena, Monarch, Asiana, TAM, and Air Lanka.

 

 

Antonov An-124-100 ~ Thomas Ruth

For a time the massive An-124 held the mantle of the world's largest aircraft before the arrival of the An-225, a stretched six engine derivative. It is commonly used for oversize freight charters.

Developed primarily as a strategic military freighter (in which role it can carry missile units and main battle tanks), the first prototype An-124 flew on December 26 1982. A second prototype, named Ruslan (after a Russian folk hero), made the type's first western public appearance at the Paris Airshow in June 1985, preceding the type's first commercial operations in January 1986. Since that time the An-124 has set a wide range of payload records, a recent achievement being the heaviest single load ever transported by air - a 124 tonne (273,400lb) powerplant generator and its associated weight spreading cradle, a total payload weight of 132.4 tonnes (291,940lb), set in late 1993.

Notable features include nose and tail cargo doors, 24 wheel undercarriage allowing operations from semi prepared strips, the ability to kneel to allow easier front loading, and flybywire control system.

The two major An-124 variants are the basic An-124 and similar Russian civil certificated An-124100. Various upgrades have been proposed, including the western avionics equipped An-124100M built in prototype form but not flown, the three crew EFIS flighdeck equipped An-124102 and the An-124FFF firebomber.

Boeing 727-200F ~ Vans

The 727-100 had been in service barely a year when Boeing began serious consideration of a stretched, greater capacity development.

This resulted in the 727-200, which Boeing announced it was developing in August 1965. The 727-200 was essentially a minimum change development of the 100, the only major change being the 6.10m (20ft) fuselage stretch, which increased maximum seating to 189 passengers. The 727-200's stretch consisted of two 3.05m (10ft) plugs, one forward and one rear of the wing. Otherwise the 727-100 and 200 shared common engines, fuel tank capacity and the same maximum takeoff weight.

The first flight of the 727-200 occurred on July 27 1967, with certification granted in late November that year. The -200 was placed into service by launch customer Northeast Airlines (this airline was later acquired by Delta) the following month, by which time total 727 orders for both models had exceeded 500.

The 727-200 helped broaden the sales appeal of the 727 considerably and snared significant sales. However the 200 was restricted by its relatively short range, due to it having the same fuel capacity as the 727-100, so Boeing developed the increased range Advanced 727-200. First flown in March 1972 changes introduced on the Advanced model included increased fuel capacity, and thus range, the option of more powerful engines, quieter engine nacelles and strengthened structure. The Advanced remained the primary 727-200 production model until production ceased in 1984.

The 727-200 remains popular with passengers and pilots but it does not meet Stage 3 noise requirements. To overcome this a number of hushkit programs are on offer while Valsan converted 23 727s to its Stage 3 compliant Quiet 727 standard (before the company collapsed). This retrofit included installing JT8D-217s on the outer pylons and acoustic treatment of the centre engine. Other 727s have been fitted with winglets for improved performance.

Boeing 737-300SF ~ FFX

The 737-300 is the first of the three member second generation CFM56 powered 737 family, which also comprises the stretched 737-400 and shortened 737-500. The success of the second generation Boeing 737 family pushed sales of the mark to over 3000, a record for a commercial jetliner.

Despite the all new engines and the 2.64m (104in) fuselage stretch, the 737-300 retains 80% airframe spares commonality and shares the same ground handling equipment with the 737-200. A number of aerodynamic improvements were incorporated to further improve efficiency including modified leading edge slats and a new dorsal fin extending from the tail. Another feature was the flattened, oval shaped engine nacelles, while the nosewheel leg was extended to increase ground clearance for the new engines. Other internal changes include materials and systems improvements first developed for the 757 and 767 programs, including an early generation EFIS flightdeck (with four colour CRT screens).

Boeing 767-300F ER GE ~ Posky

Boeing announced that it was developing a stretched development of the 767-200 in February 1982.

The resulting 767-300 features a 6.42m (21ft 1in) stretch consisting of fuselage plugs forward (3.07m/10ft 1in) and behind (3.35m/11ft) the wing centre section. The flightdeck and systems were carried directly over from the 767-200, the only other changes were minor, and related to the increased weights of the new version. Initially the max takeoff weight was the same as the later 767-200ER.

The 767-300 flew for the first time on January 30 1986, and was awarded certification and entered service in September that year. The higher weight Extended Range ER version flew on December 19 1986, while RollsRoyce RB-211-524G engines became available from 1989. The range of the 767-300ER has proven to be very popular with a number of airlines using them for long range low density flights.

In 1993 Boeing launched the 767-300F General Market Freighter. Changes include strengthened undercarriage and wing structure, a cargo handling system, no cabin windows and a main deck freight door. Capacity is 24 containers. The further stretched 767-400 is described separately.

British Aerospace BAe 146-300QT ~ ARNZ

The BAe-146 family, which includes the Avro RJ and the cancelled RJX (both described separately), is likely to remain Britain's most succesful jet transport program, with 395 built.

In August 1973 the then Hawker Siddeley Aviation announced it was designing a short range quiet airliner powered by four small turbofans with British government financial aid. Under the designation HS-146, large scale development lasted just a few months before a worsening economic recession made the risk of the project seem unjustifiable. Development then continued on a limited scale, but it was not until July 1978 that the project was officially relaunched, by which time Hawker Siddeley had been absorbed into the newly created British Aerospace.

The resulting BAe-146-100 made its first flight on September 3 1981. Certification was granted in early 1983 with first deliveries following shortly afterwards in May 1983. A VIP version was offered as the "Statesman" which was ordered by the Royal Air Force as the BAe-146 CC2, the standard transport version being the BAe-146 C1. An air refuel receptacle equipped military version, the -100STA flew in prototype form only.

The BAe-146-200 is a stretch of the 146-100, and is essentially similar to its smaller stablemate, but has a 2.39m (7ft 8in) longer fuselage, features 35% greater underfloor cargo volume, has slightly different performance figures and heavier weights. The stretch consists of five extra fuselage frame pitches. The first BAe-146-200 made the type's maiden flight on August 1 1982, while the UK Civil Aviation Authority awarded the 146-200s type certificate on February 4 the following year.

Versions of the 146-200 include the -200QT Quiet Trader freighter, which has been fairly succesful because of its low external noise footprint, and the -200QC (Quick Change) passenger or freight convertible.

The 146-300 is a further stretched derivative of the original short fuselage BAe-146-100, but unlike the midsize 200 series, was not developed until later in the 1980s. The first 146-300, an aerodynamic prototype based on the original prototype 146-100, flew for the first time on May 1 1987, with certification granted that September.

Like the 146-200, a freighter version of the 300 series is known as the 146-300QT Quiet Trader. The prototype -300 was converted to 146-301ARA configuration, an atmospheric research aircraft operated by the Facility for Airborne Atmospheric Measurements as a replacement for the previously operated Hercules W2.

The last of the original 146s were built in 1993, with the series succeeded by the Avro 146-RJ family, described separately.

 

De Havilland DHC-6 300 Cargo ~ Premiercraft

Canada's most successful commercial aircraft program with more than 800 built, the Twin Otter remains popular for its rugged construction and useful STOL performance.

The Series 300 was introduced from the 231st production aircraft in 1969. It featured the lengthened nose, but also introduced more powerful engines, thus allowing a 450kg (1000lb) increase in takeoff weight and a 20 seat interior. Production ceased in late 1988. In addition, six 300S enhanced STOL performance DHC-6-300s were built in the mid 1970s.

 

 

Gates Learjet 25D ~ Lars Roennig

One of the world's largest, fastest, best selling and well known series of business jets, the Learjet family began with the original six to eight seat Lear Jet 23 which first flew on October 7 1963.

The 23 originated in Switzerland, where William P. Lear had formed the Swiss-American Aviation Corporation (SAAC) in 1960 to manufacture a twin-jet high-speed executive aircraft, the SAAC-23. This aircraft was designed and conceived by Dr.eng. Hans-Luzius Studer, who previously had developed the FFA P-16 fighter. The aerodynamics and many other characteristics of the 23 were taken over from the P-16. Although it was originally planned to manufacture at least the first 25 Lear Jets in Switzerland, production was transferred to the United States, where Lear had founded Lear Jet Corporation.

The diminutive Model 23 pioneered an entirely new market segment for the light business jets, and proved very successful. The first production 23 was delivered in October 1964, but was replaced by the improved Model 24 in 1966 after 105 had been built. The 24, which introduced uprated engines and a number of detail changes, first flew in February 1966 and was delivered from the middle of that year. Developments of the 24 included the 24D, E and F, introducing improvements such as increased weights, thrusts, and range.

The Learjet 25 introduced a 1.27m (4ft 2in) fuselage stretch allowing seating for up to eight passengers and was first flown on August 12 1966, and, like the 24, a number of subsequent developments were built, including the B, C, and D.

In 1966 the name of the manufacturer changed to Lear Jet Industries, and in January 1970 Gates Rubber Company, who had bought a controlling interest, changed the name again, to Gates Learjet Corporation.

The unsuccessful Gates Learjet 28 and 29 Longhorns are based on the 25 but introduced a new increased span wing fitted with winglets, which improved fuel efficiency and overall performance, particularly payload range and fuel economy. The Longhorn 28 seats up to eight passengers, the similar dimensions Longhorn 29 sacrifices two seats for extra range. Production of the family ceased in 1982.

Learjets are known for their tight accomodation. Max internal cabin width is just 1.50m (4ft 11in), max height 1.32m (4ft 4in)

 

Powerplants

23 - Two 12.7kN (2850lb) General Electric CJ610-4 turbojets.
25D/29 - Two 13.1kN (2950lb) CJ610-8As.

Performance

23 - Max speed 860km/h (465kt), max cruising speed 850km/h (460kt), economical cruising speed 817km/h (440kt). Range with max fuel and reserves 2660km (1436nm).
25D - Cruising speed 860km/h (465kt). Range with four passengers and reserves 2663km (1438nm).
29 - Max speed 883km/h (477kt), max cruising speed 836km/h (452kt), economical cruising speed 756km/h (408kt). Service ceiling 51,000ft. Range with four passengers, max fuel and reserves 2550km (1376nm).

Weights

23 - Empty 2974kg (6550lb), max takeoff 5675kg (12,500lb).
25D - Empty equipped 3465kg (7640lb), max takeoff 6805kg (15,000lb).
29 - Empty 3730kg (8224lb), max takeoff 6805kg (15,000lb).

Dimensions

23 - Wing span 10.84m (35ft 8in), length 13.18m (43ft 3in), height 3.73m (12ft 3in). Wing area 21.5m2 (231.77sq ft).
25D - Same except for length 14.50m (47ft 7in).
29 - Same as 25 except for wing span 13.35m (43ft 10in). Wing area 24.6m2 (264.5sq ft).

Capacity

23/24 - Flightcrew of two. Max seating in main cabin for six, typical seating for four.
25/28 - Flightcrew of two. Main cabin seating for up to eight passengers.
29 - Flightcrew of two and seating for six passengers

 

Lockheed L188 Electra II ~ KBT

Lockheed's Electra provided a number of airlines with their introduction to turbine powered aircraft. Today it remains popular with freight operators.

The Lockheed L-188 Electra was developed to meet a 1954 American Airlines requirement for a domestic short to medium range 75 to 100 seat airliner. In June 1955 American awarded Lockheed an order for 35 such aircraft. Lockheed's design, the L-188, was a low wing, four turboprop powered aircraft. Many other airlines shared American's interest in the L-188, and by the time the first prototype flew on December 6 1957, the order book stood at 144. Service entry was with Eastern Airlines (due to a pilot's strike at American) on January 12 1959.

However, any optimism Lockheed felt about a strong sales future would have been short lived, as a number of crashes in 1959 and 1960 (two of which where the aircraft broke up in flight) contributed to a number of order cancellations.

As an interim measure following the crashes, speed restrictions were imposed on Electras. Investigations uncovered a design defect with the engine mountings where the wing would shake and eventually break up. Lockheed undertook a significant modification program where the nacelles, nacelle mountings and wing structure were strengthened, and the speed restrictions were eventually lifted in 1961. After that the Electra proved reliable and popular in service, but the damage had been done and production wound up in 1961 after 170 had been built.

Lockheed built two basic versions of the Electra. The L-188A was the basic production aircraft, and accounted for most Electra sales. The L-188C entered service with KLM in 1959 and had greater fuel capacity and higher weights, and thus improved payload range performance.

The Electra also forms the basis for the hugely successful P-3 Orion long range maritime surveillance aircraft of which more than 600 have been built.

Most Electras currently in service are configured as freighters. From 1967 Lockheed converted 41 Electras to freighters or convertible freighter/passenger aircraft, fitting a strengthened floor and a large cargo door forward of the wing on the left side. Other companies have also converted Electras to freighters. However, a small number remain in passenger service.

 

 

MD DC-8-73F ~ HJG

The successful DC-8 Super 60 airliners are stretched developments of the DC-8 Series 50. The Super 70s in turn have been re-engined with CFM56 high bypass turbofans.

Douglas announced the DC-8 Super Sixty in April 1965. The first, a DC-8-61, took to the skies for the first time on March 14 1966, followed by the first flights of the DC-8-62 on August 29 1966 and the DC-8-63 on April 10 1967. The DC-8-61 differed from the earlier DC-8-50 in having two fuselage plugs which increased length by 11.18m (36ft 8in), increasing max seating capacity to 259 (the largest of any single aisle airliner prior to the 757-300) and underfloor freight capacity by 80%. Intended for domestic operations, its max takeoff weight was identical to the DC-8-50. The Super 62 was intended for long range operations and featured only a modest 2.04m (6ft 8in) stretch compared to the Series 50, greater wing span, revised engine nacelles and pylons and significantly increased fuel capacity. The Super 63 meanwhile combined the DC-8-61's fuselage with the DC-8-62's wings. It was the final DC-8 variant in production, and the last was delivered in May 1972.

McDonnell Douglas initiated a reengining program of Super 60 series aircraft with CFM International CFM56 engines in the early 1980s, known as the Super 70 Series. The first converted airframe flew in August 1981. The Super 70 aircraft are considerably quieter than their predecessors, with better fuel economy and greater range.

It should be mentioned that a considerable amount of DC-8 Super series have reached over 100.000 flight hours. Only very few aircraft have achieved

Powerplant:
Four 97.9kN (22,000lb) CFM International CFM562C5s.

Performance:
Max cruising speed 887km/h (479kt), economical cruising speed 850km/h (459kt). Range with max payload (Super 73) 8950km (4830nm).

Weights:
Operating empty 75,500kg (166,500lb), max takeoff 162,025kg (355,000lb).

Dimensions:
Wing span 45.23m (148ft 5in), length 57.12m (187ft 5in), height 12.92m (45ft 5in). Wing area 271.9m2 (2927sq ft).

Capacity:
Flightcrew of three. Super70 freighters payload between 40,405kg (89,000lb) and 49,585kg (109,217lb).

 

MD DC-10-30F ~ SGA

Designed in response to the same American Airlines requirement as the Lockheed TriStar, the DC-10, despite a sometimes troubled past, was the more successful of the two widebody trijets.

Although originally conceived as a twinjet, the DC-10 gained a third engine at the base of its vertical tail to meet an American Airlines requirement that the aircraft be capable of operating from existing runways. The DC-10 subsequently was launched in February 1968 with orders from American and United. First flight took place on August 29 1970

Although originally conceived as a twinjet, the DC-10 gained a third engine at the base of its vertical tail to meet an American Airlines requirement that the aircraft be capable of operating from existing runways. The DC-10 subsequently was launched in February 1968 with orders from American and United. First flight took place on August 29 1970

 

 

MD MD-11F ~ iFDG v1.5

The MD-11 is a modernised, slightly stretched and re-engined development of the DC-10 trijet.

Launched on December 30 1986 (following a launch order from British Caledonian for three placed earlier that month), the MD-11 was the result of a two year study to find a replacement for the DC-10. First flight occurred on January 10 1990, certification was granted in November that year, and the first one was delivered on December 7 1990 to Finnair.

Compared to the DC-10, the MD-11 features a 5.71m (18ft 9in) fuselage stretch, winglets, modified tail with less sweepback, an advanced two crew six screen EFIS flightdeck, restyled main cabin interior and new engine options. Variants offered were the longer range MD-11ER available from early 1996, MD-11F freighter, MD-11C Combi and MD-11CF convertible passenger/freighter models.

McDonnell Douglas at various times proposed MD-11 developments aimed at increasing seating through stretches and underfloor panorama deck seating. In 1996 MDC looked closely at the MD-XX, MD-11 variants with a new wing. Two versions were proposed, one with the standard MD-11 fuselage and a 15,565km (8400nm) range, the other a stretched 375 seater. These were not launched.

In November 1997 following the Boeing/McDonnell Douglas merger Boeing announced that the MD-11 would be retained in production, primarily as a freighter. However in June 1998 Boeing reversed that decision, saying that due to a lack of market demand production would be wound up. The last MD-11 built, a MD-11F for Lufthansa cargo, was delivered February 22 2001.

 

 

NAMC YS-11 ~ AFG

The only Japanese airliner to enter production since WW2, the YS11 achieved a degree of success in its domestic market and in North America.

The YS11 was a product of the Nihon Aircraft Manufacturing Company (or NAMC), a consortium of Fuji, Kawasaki, Mitsubishi, Nippi, Shin Meiwa (now Shin Maywa) and Showa. NAMC formed on June 1 1959 to design and develop a short to medium range airliner, with particular attention being paid to meeting the specific operating requirements of the Japanese domestic airlines.

NAMC selected the RollsRoyce Dart over the Allison 501 to power the new airliner. Fuji was given responsibility for the tail unit, Kawasaki the wings and engine nacelles, Mitsubishi the forward fuselage and final assembly, Nippi the ailerons and flaps, Shin Meiwa the rear fuselage and Showa the light alloy honeycomb structural components.

The YS11 first flew on August 30 1962 (a second prototype flew that December), and was awarded Japanese certification in August 1964. By that time the first production aircraft were under construction, and the type entered service with Toa Airways (now JAS) in April 1965. Initial production was of the YS11100, the follow up YS11A200 (first flight November 1967) was designed for export markets and featured an increased max takeoff weight. The YS11A300 was a combi passenger/freight model, while the YS11A400 was a pure freighter with a forward freight door.

The YS11A500, 600 and 700 were equivalent to the 200, 300 and 400, but with a 500kg (1100lb) greater max takeoff weight. Production ceased in February 1974.

By late 1998 66 YS11s remained in commercial service. The largest operators were All Nippon (6) and Japan Air Commuter (12).