Friday 29 November 2013

Antonov An-225 Mriya Extra-Large Cargo Aircraft


Currently the world's largest airplane, the An-225 Mriya (dream) is an enlarged version of the An-124. The original purpose of the An-225 was to ferry large components used in the Soviet space program. These duties were formerly performed by a modified M-4 Molot bomber, but this aircraft did not have the payload capabilities required by the rocketry developments of the 1980s. Antonov was called upon to develop a new aircraft capable of carrying the Buran space shuttle, components of the Energiya rocket, or other large cargos required by the construction and mining industries.

To minimize the An-225 development effort, Antonov used the existing An-124 as a starting point. This design was modified by lengthening the fuselage, increasing the wingspan, adding two engines, and redesigning the tail with twin vertical fins. The rear cargo doors were also removed to reduce weight although the An-225 retains a nose door. The greater weight of the An-225 also required four additional pairs of main landing gear tires.




The An-225 took to the air for the first time in 1988 and quickly set 106 world records in just one flight. The massive plane, complete with the Buran orbiter attached, also made quite a stir at the Paris air show in 1989. However, the abandonment of the Buran program after the collapse of the Soviet Union led to the grounding of the sole An-225.

The An-225 remained in storage in Ukraine for several years until 2000. At that time, Antonov spent $20 million to upgrade the aircraft with new avionics and other modern equipment. The updated An-225, referred to as the An-225-100, entered service in 2001 as a commercial transport for heavy and oversized freight. The plane was operated jointly by Antonov and the British firm Air Foyle until 2006 when Antonov instead partnered with Volga-Dnepr.


Construction of a second An-225 had also begun during the 1980s but was stopped in 1994. However, demand for the first plane proved large enough that Antonov has discussed completing the second An-225 to the same refurbished standard as the An-225-100. This new cargo transport was said to be due for completion in mid-2008, but no further work has been performed. 










Country of origin      
Ukraine 

Type      
Extra-Large cargo aircraft

History      

Antonov An-225 "Mriya" is the world's largest aircraft. When it was built, it surpassed any airliner built before by 50%. It was designed for the transportation of the Russian Space Shuttle "Buran" by the Antonov Design Bureau (HQ in Kiev, Ukraine), which already had built good and large cargo aircraft such as the Antonov An-124 "Ruslan". The basic configuration of the An-225 is the same as the An-124, except the An-225 is longer, has no rear ramp/door assembly, and incorporates a 32-wheel landing gear system (two nose and fourteen main wheel bogies, seven per side, each with two wheels).

An-225 "Mriya" ("Mriya" is Ukrainian word for "dream) is also capable to transport other oversized objects/cargo. It is not a military aircraft, but it could find many military uses, because of the ability to transport cargo that no other aircraft is capable to.

The plane had the first flight in early 1988 and entered service in 1989. It's first flight took 75 minutes. After the cancellation of the Buran space program, the only An-225 built was stored in spring 1994, and it's engines were used for An-124s. In 2001 the aircraft was made airworthy again, and made it's new first flight on May 7. There were rumors that the European Space Agency had plans to launch the unmanned British HoTOL (Horizontal Take-Off and Landing) from the An-225, though these rumors appear to be unfounded. Although, some possibilities for deployment have already been found. Plenty of customers are to be found in the USA. According to Bruce Bird, Director of the Charter Division of Air Foyle, parts of rocket launchers like the Delta and Atlas could be transported in the An-225. Lockheed's planned Venture Star could be transported on its back. Additionally the Mrija could serve as a launch platform for the X-34B. Furthermore big sections of aircraft could be transported in it. The complete assembled fuselage of a Boeing 737 can be fitted in the hold. 




Powerplants      
6x Progress-D-18T

Performance      
Max. speed - 528mph (850km/h), range with max payload - 2425nm (4500km), range with no cargo - 8310nm (15400km).

Weights      
Max. take off weight -- 600000kg

Dimensions      
Wingspan 290 ft (88.4m), lenght -- 84,00m, height -- 18,10.

Capacity      
Maximum load: 551150lbs (250000kg)

Production      
Only one was built since 1989, but a second frame was partially constructed and remains in storage.


Mriya had to become the first stage of the system of the aerial launch of a space ship, flying cosmodrome, from which a space shuttle with a tank having total mass of 170 t had to start to the orbit. Initially, the main task of the AN-225 was transportation of various parts of Energiya carrier-rocket and Buran space ship, which had been manufactured at the enterprises of central regions of the USSR, and final assembly should have been performed at Baikonour. Projected length of some of them reached 60 meters and diameter – 8 meters. Range of transportation was 1500-2500 km. Besides, depending to mission, performed on the orbit, Bouran could land on different airdromes. From there it was necessary to deliver it again to Baikonour, to the place of previous launch. 

  Mriya with Buran on its external store performed 14 flights with total duration of 28 hours and 27 minutes. They had been performed from the airfields located in various climatic zones of the USSR: in Gostomel, Akhtoubinsk, Baikonour, Borispol, Vnukovo, Yelizovo, Ramenskoye, Chkalovskaya, Khabarovsk. However, after collapse of the USSR, financing of Energiya-Bouran programme was terminated and the project stopped.

  In 2000, modernization of the AN-225 was started. The aim was use of the airplane for transportation of commercial cargoes. The decision had been taken due to many applications sent to Antonov Airlines for transportation of cargoes heavier than the AN-124-100 Ruslan’s payload. Than Mriya passed certification tests and on May 23, 2001, Aviation Register of Interstate Aviation Committee (AR IAC) and Ukraviatrans issued type certificates to the AN-225. Since that till present, the airplane has been performing commercial transportations in the fleet of Antonov Airlines, transport subdivision of ANTONOV Company.

     The aircraft has the spacious cargo compartment with length of 43,32 m, width of 6.4 m and height of 4.4 m, that allows carrying a variety of cargoes inside. For instance,

    sixteen standard aeronautical containers of UAC-10 type;
    50 cars;
    single piece of cargoes up to 200 t (turbines, generators, dump trucks - Belaz, Kamatsu, Euclid, etc.).

The cargo compartment is pressurized that extends the aircraft transport capabilities. The airborne cargo handling equipment and also the design of the forward cargo door with a ramp ensure the quick and easy loading/unloading operations. The aircraft is capable to transport the unique cargoes outside the fuselage which dimensions do not allow to place them at the other land-base vehicles and aircraft. There is an appropriate load security system to attach these cargoes to the fuselage.

Mriya has set up 240 world records including transportation of the heaviest cargo with mass of 253 tons, the heaviest single peace of cargo with mass of 186,7 t as well as the longest cargo having length of 42,1 m. But the main thing is that Mriya serves people reliably. The airplane repeatedly participated in humanitarian operations. Thus in October, 2009 the AN-225 performed several flights on delivery generators to Samoa. They were necessary for renewal of work of Satala electric station damaged by tsunami. Only spacious cabin of the AN-225 could accommodate ten 12-tons generators at once. Each of them was as large as 6-meters container. Felise Kaisia, representative of the Centre on extraordinary situation of interior troops of Samoa, said: “Generators were fully destroyed by the waves, that is why electric station in the centre of Satala which supplies energy to all eastern coast had been stopped. By this reason namely delivery of new generators in the shortest terms was so necessary”.

In February 2010,  Mriya transported large-size construction machinery (bulldozers, trucks, tractors, loaders) for liquidation of aftermath of earthquake on Haiti. Cargo weighing 108 tons was delivered from Tokyo (Japan) to Santo-Domingo (Dominican Republic) by order of government of Japan, and after it by ground – to Port-au-Prince, the capital of Haiti. They chose Mriya taking into account necessity of urgent delivery.  Its spacious cabin only could contain such a large cargo.

On March 25, 2011, the AN-225 Mriya delivered to Japan humanitarian cargoes, generators and technique with total mass of 140 t. The AN-225 landed in Narita airport (Tokyo). The flight had been performed by order of French government.

Researches on use of the AN-225 as the first stage of a space complex for commercial launches of the useful cargoes into space is in progress. One of the most advanced projects is the MAKS joint Russian/Ukrainian multipurpose aerospace system. It foresees delivery of the 8.5-10 tons of useful load in a piloted version and 18-19 tons in unmanned version to the orbit.

In 2009 works on the extension of the aircraft life time up to 25 years as well as on upgrading  avionic and other equipment were performed.


Antonov An-225,
    Antonov An-225 Mriya




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Agusta A119 Koala Light Utility Helicopter



Introduction :

Single Turbine light helicopter. Seating for 6 passengers. 1 Flight crew. Cruise speed of 270 km/h and maximum range of 1000 km. The design itself was derived from Agusta's highly successful A109, but with only a single engine and with fixed skids replacing the retractable wheeled landing gear. A key selling point is its wide-body fuselage, seating passengers three-abreast in the cabin, or allowing for two litters and medical attendants to be carried in the medevac role, whereas most similar-sized helicopters can only carry one.The actual cabin volume is approximately 30% greater than other helicopters in its class. The AgustaWestland AW119 Koala is an eight-seat utility helicopter powered by a single turboshaft engine produced for the civil market. Introduced as the Agusta A119 Koala prior to the Agusta-Westland merger, it is targeted at operators favoring lower running costs of a single-engine aircraft over redundancy of a twin.

The A119 Koala made its commercial debut in Australia. The A119 has been delivered to the prominent Australian transport pioneer Mr. Lindsay Fox of LinFox Group Holdings. LinFox is utilising the A119 Koala for both corporate and private use with major passengers and logistics operations during the 2000 Sydney Olympic Games.
The A119 has been developed to satisfy the requirements of those users that require the performance, space and comfort of a twin engine helicopter, but that do not have the necessity for two engines. When the operational requirement calls for a single turbine powered helicopter, when an operator must do more with less, no other helicopter provides the low cost and superior performance of the A119 Koala.





The A119 Koala is the most advanced, largest and fastest helicopter in its class, providing safety, high productivity and performance at a competitive price. The A119 Koala is suitable for aerial work, public utility and law enforcement missions as well as for some typical military roles as liaison, command and control, light utility, medical evacuation and flight training. More than one year of production has been booked to date and deliveries to Venezuelan, Australian, Brazilian, UK, USA and Austrian customers are in progress.




History :

Agusta's newest helicopter, the widebody A-119 Koala is a relatively large single turbine powered helicopter designed for a range of utility transport missions where it makes economic sense to operate a single when the redundancy of a twin is not required. Agusta began development work on the Koala in 1994, leading to the first prototype's maiden flight in early 1995. A second prototype flew later in that same year. Agusta originally aimed to gain certification for the A-119 in late 1996 but this was delayed until late 1998. One cause for the delay has been strong sales demand for the A-109E Power, another to enhance the A-119's performance in response to customer feedback. Production deliveries are planned for 1999.

The Koala's big selling feature is its large 'widebody' fuselage. Agusta says the cabin is 30% larger than the cabins of any other current production single engine helicopter. A measure of the cabin size is that it can accommodate two stretcher patients in an EMS role, along with two medical attendants. Most other single engine helicopters typically are only equipped for a single stretcher because of a lack of space (Agusta sees medical retrieval operators as prime potential Koala customers). Access to the main cabin is via two large sliding doors, one either side of the fuselage. A baggage compartment in the rear of the fuselage is also accessible in flight.

The first prototype Koala was powered by a Turboméca Arriel 1 turboshaft but it was subsequently reengined with a 747kW (1002shp) takeoff rated Pratt & Whitney Canada PT6B-37, which powered the second prototype and will feature in production aircraft. Another design feature is the Koala's composite four blade main rotor which features a titanium fully articulated maintenance free hub with elastomeric bearings and composite grips. 

Powerplants :
 
1st prototype - One 595kW (800shp) Turboméca Arriel 1 turboshaft driving a four blade main rotor and two blade tail rotor.
Production aircraft - One 747kW (1002shp) takeoff rated Pratt & Whitney Canada PT6B-37 turboshaft.

Performance :

Max cruising speed 260km/h (140kt). Service ceiling 17,915ft. Hovering ceiling in ground effect 10,890ft, out of ground effect 8040ft. Max range 653km (352nm). Endurance 3hr 45min.

Weights :

Max takeoff with an internal load 2600kg (5732lb), max takeoff with a sling load 2850kg (6283lb).








Dimensions :

Main rotor diameter 11.00m (36ft 1in), length overall rotors turning 13.10m (43ft 0in), fuselage length 11.07m (36ft 4in). Main rotor disc area 95.0m2 (1022.9sq ft).

Capacity :

One pilot and passenger on flightdeck. Main cabin seats six in standard configuration. In an EMS configuration can accommodate two stretcher patients.

Production :

Entered production in 1999. Planned annual production rate of 20 to 25 aircraft per year. 60 sold at time of writing. Basic aircraft unit cost approx $US1.7m. Second assemly line to be established at Denel in South Africa.




Agusta A119 Koala Light utility helicopter.

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Aérospatiale Alouette II & Lama Light Utility Helicopters



Introduction :

The Aérospatiale SA 315B Lama is a French single-engined helicopter developed to meet a requirement for hot and high operations, it combines the Alouette II airframe with Alouette III components. The helicopter was licence built in India as the Cheetah. Originally designed to meet an Indian armed forces requirement for operation in 'hot and high' conditions, the Lama combines the Artouste powerplant and rotor system of the Alouette III with a reinforced Alouette II airframe. First flown on 17 March 1969, the SA 315B received its French airworthiness certificate in 1970 and the name Lama was given by its manufacturers in July 1971. As with the Alouette series, the Lama can be fitted for various roles, such as light passenger transport or agricultural tasks. The military variants include liaison, observation, photography, air/sea rescue, transport and ambulance duties. The SA315B is particularly suited to mountainous areas due to its performance and can carry underslung loads of up to 1000 kg (2,205 lb).


For a time the most successful western European helicopter in terms of numbers built, the Alouette II was based on the original Sud-Est Alouette SA 3120 which first flew on March 12 1955. Two prototypes were built and these were powered by Salmson 9 piston engines. Production deliveries of the turbine powered SE 313B Alouette II occurred from 1957, the first machines bound for the French Army. Most SA/SE 313B production was for military operators, many of whom had French links, while others went to civilian operators.







The Alouette II was soon followed by a more powerful Turboméca Astazou powered development. This aircraft was designated the SA 318C Alouette II Astazou, and flew for the first time on January 31 1961. Power was supplied by a 395kW (530shp) Astazou IIA derated to 270kW (360shp), which increased the type's maximum speed and max takeoff weight, but otherwise the Alouette II and Alouette II Astazou were similar. The SA 315B Lama was developed initially as a utility helicopter for the Indian Army possessing excellent hot and high performance. Called Cheetah in Indian service, the Lama mated the Alouette ll's airframe with the larger Alouette Ill's dynamic components including the Artouste IIIB engine. The Lama's first flight was on March 17 1969. Aerospatiale built 407 through to 1989, while HAL in India continues licence production.




Operational history :

The Lama was designed specifically for altitude performance and during demonstration flights in the Himalayas during 1969, an SA315B carrying a crew of two and 120 kg of fuel landed and took off at the highest altitude then recorded, 7,500 m (24,605 ft). On 21 June 1972, a Lama with a single pilot (Jean Boulet) aboard established a helicopter absolute altitude record of 12,442 m (40,814 ft), instantly followed by an inadvertent record for the longest ever autorotation when the engine flamed out at the peak altitude of the flight.

With a performance proven by the records the helicopter was ordered by the Indian military and licence to produce the SA315B was granted to HAL at Bangalore in India during 1971. The first Indian-assembled SA315B flew on 6 October 1972, with deliveries starting in December 1973. The HAL produced Lama was given the name Cheetah. In 1978, agreement was reached with Helibras of Brazil for assembly of the Lama in Brazil. Given the name Gavião, the Brazilian variant was exported to Bolivia.

Powerpoint : 

SA 313B Alouette II - One 270kW (360shp) Turboméca Artouste IIC6 turboshaft, driving a three bladed main rotor and two bladed tail rotor. SA 315B Lama - One 650kW (870shp) Turboméca Artouste IIIB turboshaft, derated to 410kW (550shp).

Performance : 

SA 313B - Max speed 185km/h (100kt), max cruising speed 165km/h (90kt). Max initial rate of climb 825ft/min. Hovering ceiling in ground effect 5400ft. Range with max fuel 300km (162nm), range with max payload 100km (54nm). SA 315B - Max cruising speed 192km/h (103kt). Max initial rate of climb 1080ft/min. Service ceiling 17,715ft. Hovering ceiling in ground effect 16,565ft, out of ground effect 15,090ft. Range with max fuel 515km (278nm).



Weights : 

SA 31 SB - Empty 895kg (1973lb), max takeoff 1600kg (3527lb). SA 315B - Empty 1020kg (2250lb), max takeoff 1950kg (4300lb), or 2300kg (5070lb) with external sling load.

Dimensions : 

SA 313B - Main rotor diameter 10.20m (33ft 5in), fuselage length 9.70m (31ft 10in), height 2.75m (9ft Oin). SA 315B - Main rotor diameter 11.02m (36ft 2in), length overall 12.92m (42ft 5in), fuselage length 10.26m (33ft 8in), height overall 3.09m (10ft 2in). Main rotor disc area 95.4m2 (1026.7sq ft).

Accomodation : 

Typical seating for five. Can carry two stretchers in medevac role. Lama can lift a 1135kg (2500lb) external sling load.

Operators : 

Alouette II operators include Belgium, Benin, Cameroon, Central African Republic, Congo, Dominican Republic, France, Guinea-Bissau, Ivory Coast, Lebanon, Senegambia, Tunisia. Lama operators: Argentina, Chile, Ecuador, India (Cheetah), Togo.


Aérospatiale Alouette II & Lama Light utility helicopters.

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Pacific Aerospace CT-4 Air Trainer





CT-4 Airtrainer is a single engine basic trainer aircraft designed and built by Pacific Aerospace Corporation (PAC) in Hamilton, New Zealand. It was derived from its predecessor Victa Aircruiser.

The aircraft is deployed with Royal New Zealand Air Force (RNZAF), Royal Thai Air Force (RTAF), Royal Australian Air Force (RAAF) and BAE Flight Training Australia.

A total of 153 CT-4s were operational worldwide as of January 2005.


Powerplants      
CT-4A - One 155kW (210hp) Teledyne Continental IO-360-D fuel injected flat six piston engine driving a two blade constant speed propeller.
CT-4B - One 155kW (210hp) IO-360-HB9.
CT-4E - One 224kW (300hp) Textron Lycoming AEIO-540-L1B5 driving a three blade prop.

Performance      
CT-4A - Max speed 285km/h (155kt), cruising speed 240km/h (130kt), long range cruising speed 235km/h (127kt). Initial rate of climb 1345ft/min. Range with max fuel at normal cruising speed 1110km (600nm).
CT-4B - Max speed 267km/h (144kt), 75% power cruising speed 260km/h (140kt). Initial rate of climb 1250ft/min. Range with max fuel at normal cruising speed 1110km (600nm).
CT-4E - Max speed at s/l 302km/h (163kt), cruising speed at 8500ft 282km/h (152kt). Initial rate of climb 1830ft/min. Service ceiling 18,200ft. Range at s/l with max fuel at 75% power, no reserves 963km (520nm).

Weights      
CT-4A - Empty 690kg (1520lb), max takeoff 1090kg (2400lb) or 1203kg (2650lb).
CT-4B - Max takeoff 1203kg (2650lb).

Dimensions      
CT-4A - Wing span 7.92m (26ft 0in), length 7.06m (23ft 2in), height 2.59m (8ft 6in). Wing area 12.0m2 (129.0sq ft).
CT-4E - Same except length 7.16m (23ft 6in).





Capacity      
Normally two seats side by side, with space for optional third seat or baggage behind.

Production      
78 CT-4As and 38 CT-4Bs built mainly for military orders. Many (30+) ex RAAF CT-4As are now flying in civil hands mainly in Australia, some in New Zealand and the USA. 32 CT-4Es built.

Country of origin      
New Zealand 

Type      
Two/three seat basic trainer

History      

Dubbed the Plastic Parrot in Royal Australian Air Force service, the CT-4 Airtrainer was primarily designed as a military trainer, but is also in limited civilian use.

The CT-4 was developed from the Australian Victa Airtourer series (described separately). Victa had developed the four place Aircruiser (first flight in mid 1966) based on the Airtourer, but development work ceased and instead the production rights for the Aircruiser were purchased by Aero Engine Services Ltd (or AESL) of New Zealand in 1969, which already had the rights to the Airtourer series.

AESL made a number of changes to the basic Aircruiser design, including adding a new clamshell canopy, structural strengthening for aerobatic work, and stick controls, making it suitable for military basic training. The first such CT-4 Airtrainer flew on February 23 1972. This prototype was powered by a 157kW (210hp) Teledyne Continental IO-360-D engine.

On April 1 1973 AESL merged with Air Parts (NZ) Ltd as New Zealand Aerospace Industries Ltd. Delivery of the first production model, the CT-4A, started in October 1973. The CT-4A differed from the CT-4 prototype in having an IO-360-H engine, a longer cockpit canopy, a larger dorsal fin fairing, and some other improvements. Primary customers were the Australian, New Zealand and Thai air forces. The CT-4B was a version with some minor modifications for civil certification. Production by New Zealand (also known as NZAI) continued until 1977.

In 1990 Pacific Aerospace Corporation (the successor to NZAI) resumed production of the CT-4B against an order from the BAe/Ansett Flying College (later BAe Flight Training) in Tamworth, Australia, providing the impetus for further developments of the line.






A turboprop Allison 250 powered CT-4C (a conversion of an ex RAAF CT-4A) flew on January 21 1991, and a retractable undercarriage version, the CT-4CR was proposed but not built. Development of the 225kW (300hp) IO-540 powered CT-4E was aimed for the US Air Force's Enhanced Flight Screening competition. Thirty two CT-4Es have been built, including 13 for the Royal New Zealand Air Force to replace CT-4As (10 of which were refurbished and sold to British Aerospace Flight Training in Australia). Production is continuing.


    CT Aerospace Carrollton Texas
    Aerospace Components Manufacturers Connecticut,
    Aerospace Balancing Company Newington CT,
    GKN Aerospace CT Jobs,



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Thursday 28 November 2013

Ayres Let L 610 Regional Airliner

Ayres Let L 610 Regional Airliner :



Introduction :

Regional airliner. In service since 1991 (L-610G/AYRES 700 since 1999). Stretched development of L-410 as 40 seat commuter airliner for AEROFLOT (L-610M) only a small number delivered. Improved west market version L-610G with CT7 turbofans and EFIS avionics. Provisional customer is Czech airline CSA. Development continued, since 2000 as AYRES 700. AYRES is owner of LET since 1998.

History :

The Let L 610 is a stretched development of the earlier L 410, and although originally designed for a Soviet requirement, in its westernised form is now marketed worldwide. The L 610 was conceived in the mid 1980s to meet a Soviet Union requirement for a new 40 seat turboprop airliner. A production run of 500 was envisaged for primary customer Aeroflot, and the L 610's design was optimised to suit that carrier's requirements (including operations from austere airfields). The basic L 610M for Aeroflot is a stretched 40 seat development of the L 410 powered by two 1358kW (1822shp) Motorlet M 602 turboprops. It first flew on December 28 1988, and a small number were delivered to Aeroflot during 1991 before Let suspended deliveries, stating that they would not resume unless western currency was used for payment.

As a result of the dissolution of the Soviet Union and the collapse of communism throughout eastern Europe, Let began development of a westernised version intended to significantly widen the type's sales appeal. Known as the L 610G, it is optimised for world markets and features General Electric CT7 turboprops, Collins Pro Line II digital EFIS avionics, Collins weather radar and autopilot. First flight of the L 610G prototype occurred on December 18 1992 (four years after the L 610M), and, after some delays, US FAA certification is planned for 1999.






Let has high hopes that the L 610 will penetrate the very crowded, international market for 40 seat airliners and the Czech Republic's lower labour costs should see the aircraft priced competitively compared to its western competitors. No doubt, sales interest will increase once western certification is awarded, while new Let owner Ayres is keen to develop the L610 further and exploit its potential.


Studies began in 1983 of a 40-seat pressurised development of the L-410 feederliner powered by two newly developed Walter M-602 turboprop engines driving five-bladed 'quiet' propellers. Prototype construction of this L-610 began early in 1988 and the first of three flying prototypes was rolled out in November. The first flight took place on 28 December 1988, and the type was exhibited at the Paris air show in June 1989. The first of 600 aircraft for Aeroflot was shown at the Paris air show in June 1991, and others are on order for CSA. Current activities centre around the completion of the flight test programme and achieving certification. To improve sales prospects to the West, one of the prototypes (re-designated L-610G) is being re-engined with 1305kW General Electric CT7-9Ds, and was due to fly before the end of 1991, with certification and first deliveries targetted for the end of 1992. Let has also announced plans to stretch the L-610 into a 50-55 seater, probably using GE CT7 or PW100 engines. 



Powerplants :
 
L 610G - Two 1305kW (1750shp) General Electric CT7D9D turboprops driving four blade constant speed Hamilton Standard HS14RF23 propellers.

Performance :

L 610G - Max cruising speed 450km/h (243kt), long range cruising speed 282km/h (152kt). Initial rate of climb 1673ft/min. Service ceiling 23,620ft. Range with 40 passengers and reserves 1230km (615nm), range with max fuel 2420km (1306nm).





Weights :

L 610G - Empty 8950kg (19,713lb), operating empty 9220kg (20,327lb), max takeoff 14,500kg (31,967lb).

Dimensions :

Wing span 25.60m (84ft 0in), length 21.72m (71ft 3in), height 8.19m (26ft 11in). Wing area 56.0m2 (602.8sq ft).

Capacity :

Flightcrew of two. Standard seating for 40 passengers at three abreast and 76cm (30in) pitch. Combi mixed passenger/freight and all freight layouts available, the latter can carry six pallets.

Production :

Czech airline CSA is a provisional customer. Small numbers of L 610s were delivered to Aeroflot.
.

Ayres Let L 610 Regional Airliner, Ayres Let L 610 40 seat regional airliner.

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Avro Canada Jetliner

Avro Canada Jetliner :

Introduction :

The Avro Jetliner was a prototype airliner manufactured by Avro Canada in the late 1940’s. The mid range Jetliner was one of the world’s first jet powered airliners, making its maiden flight less than two weeks after the de Havilland Comet (the world’s first flight by a jet powered airliner), in August 1949. The Jetliner was revolutionary. It was close to a decade ahead of the nearest competitor in its class (the French Caravelle) and attracted intense interest after a test flight to New York City in 1950. However, the Jetliner never reached production after funding for the project was withdrawn by the Canadian government in 1951 and the prototype was eventually scraped. 



Background History :

The Jetliner was designed to meet a Trans-Canada Air Lines requirement. It was the first jet transport to fly in North America and the second to fly in the world, 13 days after the flight of the de Havilland 106 Comet. Although somewhat short in range, the design’s great potential was never realized. Further development was stopped by the federal government in 1951 in order to force the company to concentrate on the CF-100 jet fighter. Only one Jetliner was built.



Howard Hughes personally tested the Jetliner for his airline, flying it from his private airfield at Culver City in California. Little was known about jet engines in their early days. An airport manager in New York City insisted that the Jetliner park away from the terminal and had pans placed under the “fire-spitting” engines to catch any dangerous drippings. Avro Canada was spawned from Victory Aircraft, a Canadian “shadow factory” that produced British aircraft during the Second World War. After the war, Victory Aircraft was sold to Hawker Siddeley (a British aviation group) and subsequently renamed. Avro Canada invested heavily in research and development from the outset, commencing work on a new jet engine and making preparations for a jet-powered fighter plane and airliner.


In early 1946, Trans-Canada Airlines (later Air Canada) entered a development agreement with Avro, commissioning the company to produce an airliner based on the new Avon jet engine being developed by Rolls-Royce. The aircraft was to seat 30 passengers, operate on existing 4,000 ft runways and cruise at speeds in excess of 400 mph with a range of 1,200 miles. The design specifications were ambitious. Contemporary fighter jets cruised at comparable speeds with a fraction of the weight and the runway restrictions provided just over half the takeoff and landing space used by similar modern airliners.

Technical Specifications :
 
Wing Span     29.9 m (98 ft 1 in)

Length     25.1 m (82 ft 5 in)

Height     8.1 m (26 ft 5 1/2 in)

Weight, Empty     16,783 kg (37,000 lb)

Weight, Gross     29,484 kg (65,000 lb)

Cruising Speed     676 km/h (420 mph)

Max Speed     805 km/h (500 mph)

Rate of Climb     677 m (2,220 ft) /min

Service Ceiling    12,283 m (40,300 ft)

Range     Unknown

Crew     Three

Power Plant     four Rolls-Royce Derwent 5/17, 1,633 kg (3,600 lb) static thrust, centrifugal flow turbojet engines

The Jetliner was later used as the aerial photo platform for the CF-100 project, and construction work on the partially built second prototype was abandoned. On December 10, 1956 the Jetliner was ordered destroyed, and although it was donated to the National Research Council they had no room for storage and took only the nose section for cockpit layout design. The rest of the Jetliner was cut up on December 13, 1956. The only surviving parts are the nose and cockpit section in the Canadian Aviation Museum in Ottawa.


Avro Canada Jetliner, Avro Canada Jetliner prototype jet airliner.

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Regards,

Preeti Bagad [BE(CS)] 
SW Engineer Cum Blogger

On Line Assistence :
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