Antonov An-24RV ~ SamDim Design

The An-24 is the original aircraft in a prolific and highly successful family of twin turboprop civil and military transports. The An-24 first flew in April 1960 with first production versions entering Aeroflot service in September 1963. Aeroflot was the largest An-24 operator, with others going to Soviet client nations.

Subsequent production versions of the An-24 were the An-24B and the An-24T freighter. A small turbojet in the right engine nacelle to boost takeoff performance resulted in the An-24RT and An-24RV. The An-24P firebomber was also developed before Ukrainian production ceased in 1978.

The An-24 was also developed into the An-26 "Curl" military tactical transport with more powerful engines and redesigned tail, which itself evolved into the An-32 with enhancements for better hot and high performance. Over 550 An-26s are in civil service.

The An-30 development has been produced in limited numbers and is used largely for aerial survey and cartography work. This version is identifiable by its extensive nose glazing.

The An-32 first flew in 1976 and features much more powerful 3760kW (5042ehp) Progress engines for improved hot and high performance. The An-32 features above wing mounted engines to give the larger diameter props adequate ground clearance.

China's Xian Aircraft Manufacturing Company is now the sole production source for the An-24 as the Y-7. The Y-7-100 incorporates a number of modifications including a revised passenger interior and flightdeck, and wingtip winglets. It was developed with the technical assistance of HAECO in Hong Kong during the 1980s.

 

 

Boeing 707-320C (Cargo) ~ HJG

The 707's jet speed, long range, high seating capacity and operating economics revolutionised airliner travel when it was introduced into service in 1958. The 707 also laid the foundations for Boeing's dominance of the jet airliner market.

Recognising the jet engine's potential for commercial aviation, Boeing (at great financial risk) decided to develop a jet powered transport that could fulfil military tanker transport roles but be easily adapted to become an airliner. The resulting prototype, known as the 367 Dash 80, flew for the first time on July 16 1954. Impressed, the US Air Force ordered a larger version, with a wider fuselage (12 ft, vs 11 ft for the Dash 80) into production as the KC-135 tanker/transport (more than 800 were built). At first, Boeing wanted to sell the same size aircraft to the airlines, but the airlines insisted on an even larger airplane, which Douglas promised to build (this became the DC-8). Boeing finally relented, designing the 707 as a longer aircraft with a slightly wider fuselage (12 ft 4 in).

The first production 707 (a 707-120 for Pan Am) flew on December 20 1957, and entered service later the following year. Developments of the 707-120 include the similar 707-220, the shorter 138 for Qantas, and the stretched 707-320, which flew in July 1959. The 707-120 and 320 were later reengined with JT3D turbofans (in place of the original JT3 and JT4 turbojets) to become the 707-120B, and the 707-320B respectively. The 707-320C was a convertible model, the 707-420 was powered by RollsRoyce Conways, while the proposed CFM-56 powered 707-700 upgrade was flight tested in the late 1970s but never entered production.

Most civil 707s in service today have been converted to freighters (as is the case with the TAL aircraft - acquired specifically for use in the African Market), while a number are used as corporate transports.

Many air forces have bought 707s, new or converted second-hand aircraft, for general transport, aerial refuelling, and electronic warfare. The E-3 Sentry is a dedicated airborne warning and control system (AWACS) platform with a large rotodome above the fuselage. The E-6 Mercury performs the TACAMO (Take Charge and Move Out) role with the US Navy, maintaining communication with the ballistic missile submarines. The E-8 J-Stars (Joint Surveillance Target Attack Radar System) performs the battlefield control role. Other military 707s received the designations C-137, or C-18, but many others have no special military designation

 

 

Boeing 717-200 ~ Jet City

The 100 seat 717 is the latest development of the popular DC-9/MD-80/MD-90 family and the only Douglas airliner which Boeing (which merged with McDonnell Douglas in 1997) plans to retain in its product line-up. It is designed for high cycle, short range regional airline operations.

McDonnell Douglas first announced the MD-95 at the Paris Airshow in June 1991. At the time MDC anticipated a formal program launch by late 1991 and a first flight in July 1994. As it happened program launch was not until October 1995 when US airline ValuJet (now AirTran Airlines) ordered 50 and optioned 50.

In January 1998 Boeing (following the August 1997 Boeing/McDonnell Douglas merger) relaunched the aircraft as the 717-200 (the second use of the Boeing designation "717", as this was previously allocated to the military C-135/KC-135 family). First flight took place on September 2 1998, followed by a second development 717 on October 26. Certification was awarded on September 1 1999

 

 

Boeing 737-200 v2 ~ Tinmouse II

The 737-100 and 200 are the first generation production models of the world's most successful jet airliner family, Boeing's 737 twinjet.

The 737 was conceived as a short range small capacity airliner to round out the Boeing jet airliner family beneath the 727, 720 and 707. Announced in February 1965, the 737 was originally envisioned as a 60 to 85 seater, although following consultation with launch customer Lufthansa, a 100 seat design was settled upon. Design features included two underwing mounted turbofans and 60% structural and systems commonality with the 727, including the same fuselage cross section (making it wider than the competing five abreast DC-9 and BAC-111).

The 737-100 made its first flight on April 9 1967 and entered service in February 1968 with Lufthansa, while the last of 30 built was delivered to Malaysia-Singapore Airlines in October 1969.

By this time however the larger capacity 1.93m (6ft 4in) stretched 737-200 was in service after it had made its first flight on August 8 1967. First delivery, to United, was that December.

Developments of the -200 include the -200C convertible and quick change -200QC, while an unprepared airfield kit was also offered. The definitive Advanced 737-200 appeared in 1971, featuring minor aerodynamic refinements and other improvements.

Sales of the 737-200 far exceeded that of the shorter -100 and the 737-200 remained in production until 1988, by which time it had been superseded by the improved 737-300, after 1114 had been built. Many have been fitted with Stage 3 engine hushkits, and a number of passenger aircraft have been converted with cargo doors.

The USAF ordered 19 as navigation trainers, and some were later converted to standard transport aircraft as CT-43A. A few other air forces received 737-200s to serve in general transport, surveillance or VIP transport tasks.

 

 

 

 

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).

 

IL-76TD ~ Shevtsev & Varnavskiy Sergey

Designed The Ilyushin Il-76 (which has the NATO reporting name of `Candid') was developed as a replacement for the turboprop powered Antonov An-12, mainly for military use.

Development under the design leadership of G V Novozhilov in the late 1960s resulted in the type's first flight on March 25 1971. Series production commenced in 1975 and the first examples entered Aeroflot service that year. In the now classic military freighter configuration, the Il-76 features a high mounted wing passing above the fuselage, four engines, Ttail, rear loading ramp and freight doors.

The Il-76 was also designed with short field performance in mind, operating from austere strips. To this end the Il-76 features wide span triple slotted trailing edge flaps, upper surface spoilers and near full span leading edge slats for short field performance, while the aircraft rides on a total of 20 low pressure tyres, the front nose unit featuring four wheels, the main wheel bogies having two rows of four tyres each. Freight handling is largely mechanised, requiring only two freight handlers which can be carried as part of the standard crew complement of seven.

Civil versions developed from the basic Il-76 include the Il-76T with additional fuel; the Il-76TD with increased takeoff and payload weights and D30KP2s which retain their power output to higher altitudes; and the Il-76MP firefighter.

The stretched PS90 powered Il-76MF, which first flew on August 1 1995, will be built in Tashkent. Stage 3 compliant, it is primarily intended for the Russian air force. Ilyushin also plans to build a CFM56 powered version of this aircraft.

 

 

Fokker F-100 Tay 650 ~ Project Fokker

Fokker's largest aircraft, the Fokker 100 is a 100 seat jet airliner based on the F-28 Fellowship, but stretched and thoroughly modernised.

Fokker announced it was developing the Fokker 100 simultaneously with the Fokker 50 turboprop in November 1983. The Fokker 100 is based on the basic F-28 airframe, with the most important and obvious change being the stretched fuselage, increasing maximum seating to 122, compared with 85 in the F-28-4000 (on which the 100 is based). Other changes include more economical RollsRoyce Tay turbofans (which, unlike the F-28's Speys, conform to Stage 3 noise limits), revised wing design with greater span and aerodynamic efficiency (Fokker claimed it to be 30% more efficient than the F-28's), a modern EFIS glass flightdeck, redesigned cabin interior plus other systems and numerous equipment changes.

 

 

MD DC-10-30ER & F ~ 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