The Amphibious (The Grumman G-64/111 Albatross)

The Cabin

Cockpit

History

The Albatross is easily the largest of Grumman's series of utility amphibians, and was the only one originally developed specifically for military service.

The Albatross resulted from a late 1940s US Navy requirement for a general purpose amphibious transport. The first Albatross prototype flew for the first time on October 24 1947, with more than 400 production HU-16s subsequently delivered to the US Navy, US Coast Guard and 12 other nations. Military Albatross missions included general reconnaissance, maritime patrol, anti submarine warfare (in which role it could be armed with torpedoes and depth charges) and search and rescue.

In the late 1970s, Grumman and major US flying boat operator Resorts International began work on a program to convert the Albatross for civil airline service. The conversion incorporated numerous changes to the basic Albatross, including a 28 seat passenger interior, a galley and provision for a flight attendant, upgraded avionics and other improved systems. The airframes were also stripped down, inspected, components were replaced or repaired, and the whole airframe was zero timed. Military equipment was removed and the engines were stripped down and rebuilt. The first such G-111 Albatross conversion flew for the first time on February 13 1979 and US FAA certification was awarded in April 1980.

Grumman purchased 57 Albatrosses for conversion and foresaw a potential market for up to 200 modified amphibians, however this prediction proved somewhat optimistic. In all only 13 aircraft were converted, 12 for Resorts International, and 1 for Conoco Oil/Pelita which operated from Singapore. Several of these are still active, together with ex military examples.

A more developed version powered by Garrett TPE-331 turboprops and a firebomber were also studied but not developed. Later in 1986 Frakes International proposed reengining Albatrosses with Pratt & Whitney Canada PT6A or PW-120 turboprops, but this plan also was not pursued. However, some Albatrosses have been converted to turbine power.

Spesification :

Powerplants

G-111 - Two 1100kW (1475hp) Wright R-1820-982C9HE3 radial piston engines driving three blade constant speed propellers.

Peformance

G-111 - Max speed 380km/h (205kt), max cruising speed 362km/h (195kt), long range cruising speed 200km/h (108kt). Initial rate of climb (with METO power) 1250ft/min. Range with 28 passengers and reserves 750km (405nm) from water or 505km (273nm) from land, max ferry range with no reserves 2740km (1480nm).

Weight

G-111 - Operating empty 10,660kg (23,500lb), max takeoff from land 13,880kg (30,605lb), max takeoff from water 14,225kg (31,365lb).

Dimension

G-111 - Wing span 29.46m (96ft 8in), length 18.67m (61ft 3in), height 7.87m (25ft 10in). Wing area 96.2m2 (1035sq ft).

Capacity

Flightcrew of two. G-111 civil conversion seats 28 passengers in main cabin at 81cm (32in) pitch.

Production

Production for military customers of 418, built between 1947 and 1961. Grumman purchased 57 ex military Albatrosses for conversion to civil G-111 configuration in the early 1980s, but only 13 were converted. Other ex USN Albatrosses fly in private hands.

The Sky Tractors (The Air Tractor series)

History

The Air Tractor was designed by company founder Leyland Snow who earlier designed the Snow S-2 (built by Rockwell and Ayres).

The initial Air Tractor model was the Pratt & Whitney R-1340 radial powered AT-301 which established the Air Tractor series' basic configuration. First flight was in 1973, and 600 were built. The PT6 turbine powered AT-302 introduced in 1977 was replaced by the AT-402. The R-1340 powered AT-401 introduced a greater span wing and increased chemical hopper capacity and first flew in 1986. The AT-402 is similar other than its 505kW (680shp) PT6A turboprop engine, the AT-402B has increased span wings.

The AT-502A (first flight Feb 1992) is based in the 402B but has a far more powerful 820kW (1100shp) PT6A-45R turbine driving a slow turning five blade prop. Its excess power reserves allow high speed or high altitude operations. The AT-502B has Hoerner wingtips and optional equipment including GPS.

The 5.4 tonne MTOW PT6 powered AT-602 first flew on December 1 1995 and became available for delivery in the second half of 1996.

The larger and heavier two seat AT-802 and single seat AT-802A are the largest purpose designed single engine ag aircraft in production. First flight was in October 1990. The AT-802F is a dedicated firefighting version.

Spesification :

Powerplants :

AT-301 - One 447kW (600hp) Pratt & Whitney R-1340 radial engine driving two blade Hamilton Standard or Pacific Propeller or three blade Pacific Propeller props.
AT-502 - One 507kW (680shp) Pratt & Whitney Canada PT6A series turboprop, optionally a 560kW (750shp) PT6A, driving a three blade constant speed prop.
AT-802 - One 1062kW (1424shp) PT6A-67R or 67AF driving a five blade constant speed Hartzell prop.

Peformance :

AT-301 - Max speed 266km/h (144kt), econ cruising speed 225km/h (122kt). Initial rate of climb 1600ft/min.
AT-502 - Max speed at sea level 290kmh (155kt), typical operating speeds 195 to 235km/h (105 to 125kt). Initial rate of climb 1080ft/min.
AT-802 - Max speed 338km/h (182kt), max cruising speed 314km/h (170kt). Initial rate of climb 800ft/min. Range with max fuel 805km (434nm).

Weights :

AT-301 - Empty 1656kg (3650lb), loaded 3130kg (6900lb).
AT-502 - Empty 1870kg (4123lb), max takeoff 4175kg (9200lb).
AT-802 - Empty equipped 2860kg (6300lb), max takeoff 7260kg (16,000lb).

Dimensions :

AT-301 - Wing span 13.75m (45ft 2in), length 8.23m (27ft 0in), height 2.59m (8ft 6in). Wing area 25.1m2 (270sq ft).
AT-502 - Wing span 15.24m (50ft in), length 9.91m (32ft 6in), height 2.99m (9ft 10in). Wing area 27.9m2 (300.0sq ft).
AT-802 - Wing span 17.68m (58ft 0in) length 11.07m (36ft 4in), height 3.35m (11ft 0in). Wing area 36.3m2 (391.0sq ft).

Capacity :

One pilot and for AT-503A and AT-802 passenger or observer. Various size chemical spray hoppers, ranging in capacity from 1210 litres (AT-301) and 1515 litres (AT-401) upwards.

Productions :

Over 1500 Air Tractors of all models have been built, including more than 600 AT-301s, 245 AT-401s, 200 AT-402s, 400 AT-502s and 50 AT-802s and AT-802As.

The Limited Sevice Aircraft ( Lockheed L1011 Tristar )

Orbital Sciences's L-1011-100 "Stargazer" releases Pegasus rocket.

Cargo L1011

The Compartement of L1011

Cockpit of L1011

Sketch of L1011

Logo of L1011

L1011 with standard colour

PANAM L1011

History

Lockheed developed the shortened fuselage L-1011 TriStar 500 as a long range, smaller capacity derivative of the TriStar 200.

Launched in August 1976, the key changes incorporated in the 500 over the standard L-1011s are the 4.11m (13ft 6in) shorter fuselage, greater takeoff weights, increased fuel capacity and more powerful RB211-524 engines. The shortened fuselage reduces seating capacity to a maximum of 330, 70 less than the standard length TriStars, while the below deck galleys that had been a feature of the L-1011 family were replaced with conventional main deck units.

Other improvements include enhanced wing-to-fuselage and fuselage-to-rear engine intake fairings, automatic braking and automatic thrust control. Most have three, rather than four, doors/emergency exits on each side of the fuselage. The design changes combine to give the 500 a maximum range of 11,260km (6100nm), approximately 2000km (1300nm) further than the long range 200.

The TriStar 500 first flew on October 16 1978 and entered service with British Airways in May 1979.

Soon after, the 500 also introduced the active aileron improvements first pioneered on the Advanced TriStar, which was the original prototype TriStar fitted with a number of advanced features intended for introduction to the TriStar production line. The Advanced TriStar incorporated increased span wings to reduce drag, with active, automatic operation of the ailerons used to cope with the increased weight and aerodynamic loads instead of strengthening the wing structure.

The first 500 with active ailerons and extended wingtips flew in November 1979 and deliveries of 500s with the new wing tip extension began the following year, while in 1981 it became a standard feature. Lockheed began retrofitting the active aileron wingtip extension to all previously built TriStar 500s from 1981. Production ceased in 1983 after 50 had been built, although the last 500 was not delivered until 1985.

In December 1982 Britain's Royal Air Force bought 6 TriStar 500s from British Airways and contracted Marshall of Cambridge (Engineering) Ltd for the conversions. Four of them were converted to tanker-transports as TriStar K1. The conversion involves the installation of paired HDUs (Hose Drum Units) in the lower rear fuselage, underfloor fuel tanks in the fore and aft baggage compartments, adding an additional 100,060lbs (45,385kg) of fuel, a closed circuit TV camera to monitor refuelling, and military communications and navigation equipment. The aircraft are also equipped with a refuelling probe above the forward fuselage.

The first flight was made on July 9, 1985. As full passenger seating is available in the cabin, the K1 is an excellent aircraft for squadron deployments, able to refuel their aircraft in the air and at the same time carrying squadron personnel and supplies.

The other two aircraft, and two of the K1s, were converted to TriStar KC1 with the same modifications as the K1 but with an additional large cargo door in the port side front fuselage, a freight handling system, and a strengthened floor. They can carry cargo on pallets and 35 passengers. The first KC1 was flown in 1988.

Three more, ex Pan Am, TriStar 500s were bought in 1984, two of them serving as troop transport TriStar C2s. They retain the normal passenger seating and are not equipped with a flight refuelling probe. It was planned to convert the third one to a tanker K2, but these plans were abandoned and it was delivered instead as a TriStar C2A, with a new interior, military avionics, and the digital autopilot replaced by the same analog autopilot as fitted to the K1 and KC1. The MTOW for all RAF TriStars was increased to 540,000lbs (244,945kg). They serve with 216 Squadron.

In late 2002 28 of the 50 TriStar 500s built were in active service, 16 in airline service, 3 as corporate transport, and 9 in RAF military service.

L-1011 TriStar

Airliner

Crew	3
Passengers	330, max. 400
Propulsion	3 Turbofan Engines
Engine Model	Rolls-Royce RB.211-524B
Engine Power (each)	222,4 kN	50000 lbf
Speed	974 km/h	526 kts 605 mph
Service Ceiling	12.802 m	42.000 ft
Range	9.653 km	5.212 NM 5.998 mi.
Empty Weight	109.229 kg	240.809 lbs
max. Takeoff Weight	224.982 kg	496.000 lbs
Wing Span	47,35 m	155,3 ft
Wing Area	321,1 m²	3456 ft²
Length	50,05 m	164,2 ft
Height	16,87 m	55,3 ft
First Flight	17.11.1970
Production Status	out of production
Production Range	1971-1983
Total Production	250
FAA TCDS	A23WE
Data for (Version)	Lockheed L-1011-500

The Trislander (Britten-Norman Trislander)

History

The three engined Trislander takes its inspiration from the configurations of trijets such as the L-1011 and DC-10 in its answer to the need for more power for a stretched version of the Islander (described separately).

Britten-Norman research showed that there existed sufficient market demand to warrant the development of a stretched Islander, and the company concluded that any stretched version would need to offer a 50% increase in internal capacity. The company's novel approach to the need for more power was to add a third engine, rather than two engines of increased power output. A nose mounted engine in the fashion of the Ju-52 was considered, but due to the Islander's nose configuration, BrittenNorman settled on mounting the engine on the vertical tail, resulting in the BN-2A Mk.3 Trislander.

The tail mounted engine involved significant modification to the tail and strengthening of the rear fuselage. Other changes over the Islander include a 2.29m (7ft 6in) fuselage stretch forward of the wing, new main landing gear and larger diameter wheels and tyres.

The first Trislander was in fact converted from the second Islander prototype, and it made the type's first flight on September 11 1970. Early production Trislanders were also conversions of Islanders, while subsequent Trislanders were built on the same production line as the Islander. The first production Trislander flew on March 6 1971, certification was granted on May 14, and first deliveries to a customer occurred on June 29 that year.

Britten-Norman Trislander production ceased in 1982 after 73 were ordered (by which stage the company had been acquired by Pilatus). Plans to produce the Trislander in the USA as the TriCommutair by the International Aviation Corporation, and in Australia never came to fruition. However one of 12 kits built for the TriCommutair project was assembled in Guernsey in the UK and flew in March 1996.

Design and development

Designed by John Britten and Desmond Roman, the Trislander is a further development of Britten-Norman's better-known Islander aircraft in order to give it a larger carrying capacity. In comparison with the Islander, the Trislander has a stretched fuselage, strengthened, fixed tricycle landing gear and a third engine on the fuselage centre line atop the fin.

The prototype of the Trislander, which was constructed from the original second Islander prototype, first flew on 11 September 1970. Initial production ceased in 1982 after 73 were ordered. As of January 2008, Britten-Norman was preparing a second production run of the Trislander.

The Trislander has exceptional low speed handling characteristics, extended endurance, increased payload, low noise signature and economical operating costs. Capable of taking off from a 450 metre long landing strip, the Trislander can readily operate from unprepared surfaces.

Variants

BN-2A Mk III-1

First production version, with short nose.

BN-2A Mk III-2

Lengthened nose and higher operating weight.

BN-2A Mk III-3

Variant certified for operation in the United States. Fitted with 3 blade propellers on the front two engines.

BN-2A Mk III-4

III-2 fitted with 350lb rocket-assisted takeoff equipment.

Trislander M

Proposed military version, not built.

Spesification

General characteristics

• Crew: 1 (2 with co-pilot)
• Capacity: 17 passengers (16 if co-pilot)
• Length: 49 ft 3 in (15.01 m)
• Wingspan: 53 ft 0 in (16.15 m)
• Height: 14 ft 2 in (4.32 m)
• Wing area: 337 ft² (31.31 m²)
• Empty weight: 5,843 lb (2,650 kg)
• Gross weight: 10,000 lb (4,536 kg)
• Powerplant: 3 × Avco Lycoming 0-540-E4C5 horizontally-opposed piston engine, 260 hp (194 kW) each

Performance

• Maximum speed: 167 mph (267 km/h)
• Range: 1,000 miles (1,609 km)
• Service ceiling: 13,150 ft (4,010 m)

The Biggest Passangger Airplanes Airbus A380

The Part of Airbus A380

QANTAS A380

The Loading of A380 Production Transport

Cockpit of Airbus A380

Seating

HISTORY

The 555 seat, double deck Airbus A380 is the most ambitious civil aircraft program yet. When it enters service in March 2006, the A380 will be the world's largest airliner, easily eclipsing Boeing's 747.
Airbus first began studies on a very large 500 seat airliner in the early 1990s. The European manufacturer saw developing a competitor and successor to the Boeing 747 as a strategic play to end Boeing's dominance of the very large airliner market and round out Airbus' product line-up.
Airbus began engineering development work on such an aircraft, then designated the A3XX, in June 1994. Airbus studied numerous design configurations for the A3XX and gave serious consideration to a single deck aircraft which would have seated 12 abreast and twin vertical tails. However Airbus settled upon a twin deck configuration, largely because of the significantly lighter structure required.
Key design aims include the ability to use existing airport infrastructure with little modifications to the airports, and direct operating costs per seat 15-20% less than those for the 747-400. With 49% more floor space and only 35% more seating than the previous largest aircraft, Airbus is ensuring wider seats and aisles for more passenger comfort. Using the most advanced technologies, the A380 is also designed to have 10-15% more range, lower fuel burn and emissions, and less noise.
The A380 features an advanced version of the Airbus common two crew cockpit, with pull-out keyboards for the pilots, extensive use of composite materials such as GLARE (an aluminium/glass fibre composite), and four 302 to 374kN (68,000 to 84,000lb) class Rolls-Royce Trent 900 or Engine Alliance (General Electric/Pratt & Whitney) GP7200 turbofans now under development.
Several A380 models are planned: the basic aircraft is the 555 seat A380-800 (launch customer Emirates). The 590 ton MTOW 10,410km (5620nm) A380-800F freighter will be able to carry a 150 tonne payload and is due to enter service in 2008 (launch customer FedEx). Potential future models will include the shortened, 480 seat A380-700, and the stretched, 656 seat, A380-900.
On receipt of the required 50th launch order commitment, the Airbus A3XX was renamed A380 and officially launched on December 19, 2000. In early 2001 the general configuration design was frozen, and metal cutting for the first A380 component occurred on January 23, 2002, at Nantes in France. In 2002 more than 6000 people were working on A380 development.
On January 18, 2005, the first Airbus A380 was officially revealed in a lavish ceremony, attended by 5000 invited guests including the French, German, British and Spanish president and prime ministers, representing the countries that invested heavily in the 10-year, €10 billion+ ($13 billion+) aircraft program, and the CEOs of the 14 A380 customers, who had placed firm orders for 149 aircraft by then.
The out of sequence A380 designation was chosen as the "8" represents the cross-section of the twin decks. The first flight is scheduled for March 2005, and the entry into commercial service, with Singapore Airlines, is scheduled for March 2006.
Apart from the prime contractors in France, Germany, the United Kingdom and Spain, components for the A380 airframe are also manufactured by industral partners in Australia, Austria, Belgium, Canada, Finland, Italy, Japan, South Korea, Malaysia, Netherlands, Sweden, Switzerland and the United States. A380 final assembly is taking place in Toulouse, France, with interior fitment in Hamburg, Germany. Major A380 assemblies are transported to Toulouse by ship, barge and road.
On July 24, 2000, Emirates became the first customer making a firm order commitment, followed by Air France, International Lease Finance Corporation (ILFC), Singapore Airlines, Qantas and Virgin Atlantic. Together these companies completed the 50 orders needed to launch the programme.
Later, the following companies also ordered the A380: FedEx (the launch customer for the A380-800F freighter), Qatar Airways, Lufthansa, Korean Air, Malaysia Airlines, Etihad Airways, Thai Airways and UPS.
Four prototypes will be used in a 2200 hours flight test programme lasting 15 months.

Spesifications :

Powerplants

A380-800 - Four 311kN (70,000lb), initially derated to 302kN (68,000lb), later growing to 374kN (84,000lb) thrust Rolls-Royce Trent 900 or 363kN (81,500lb) thrust Engine Alliance (General Electric-Pratt & Whitney) GP-7200 turbofans.

Performance

A380-800 - Max cruising speed M 0.88. Long range cruising speed M 0.85. Range 14,800km (8,000nm). Service ceiling 43.000ft (13,100m).
A380-800F - Range 10,370km (5,600nm).

Weights

A380-800 - Operating empty 277,000kg (610,700lb), max takeoff 560,000kg (1,234,600lb).
A380-800F - Operating empty 252,000kg (555,600lb), max takeoff 590,000kg (1,300,700lb).

Dimensions

A380-800 - Wing span 79.8m (261ft 10in), length 72,75m (238ft 8in). Height 24,08 m (79ft)

Capacity

A380-800 - Flightcrew of two. Standard seating for 555 passengers on two decks in a three class arrangement. Qantas plans to fit its aircraft with 523 seats (in three classes). A380 has 49% more floor area but only 35% more seats (in 555 seat configuration) than the 747-400, allowing room for passenger amenities such as bars, gymnasiums and duty free shops. Cargo capacity 38 LD3s or 13 pallets.

Production

149 firm orders (including 27 freighters) by January 2005. Airbus has forecast a market for approx 1235 airliners of 400 seats and above through to 2020. First deliveries in early 2006.

Operators :

The following table lists airlines whose A380 aircraft have commenced commercial passenger flights. It does not include operators that have ordered A380s or taken delivery of or announced details of inaugural flights but not yet commenced commercial passenger flights. For further information, including non-commercial operators, . Emirates is currently the largest operator of the A380 with 12 in service out of its total of 90 on order, the largest amount of any carrier. The shortest route that the A380 flies regularly is from Dubai to Jeddah with Emirates having a flight time of only 3 hours, although Air France has also operated the A380 on the even shorter Paris to London route during summer 2010

Bell 412

The Bell 412 is a utility helicopter manufactured by Bell Helicopter. It is a development of the Bell 212 model, the major difference being the composite four-blade main rotor.

Design and development:

Development began in the late 1970s with two Bell 212 being converted into 412 prototypes. An advanced four blade main rotor with a smaller diameter replaced the 212's two blade rotor. A Bell 412 prototype first flew in August 1979. The initial model was certified in January 1981 with the deliveries commencing in the same month.
The 412 model was followed by the 412SP (Special Performance) version featuring larger fuel capacity, higher takeoff weight and optional seating arrangements. In 1991, the 412HP (High Performance) variant with improved transmission replaced the SP version in production. The current production version, 412EP (Enhanced Performance), is equipped with a dual digital automatic flight control system.
Over 700 Model 412s (including 260 by AgustaWestland) have been built.

Spesification of Bell 412 and Nbell-412 :
General characteristics
Crew: 1-2 pilots
Capacity: up to 13 passengers, maximum external load of 4,500 lb (2,040 kg)
Length: 56 ft 1 in (17.1 m)
Rotor diameter: 46 ft (14.0 m)
Height: 15 ft (4.6 m)
Disc area: 1,662 ft² (154.4 m²)
Empty weight: 6,789 lb (3,079 kg)
Max takeoff weight: 11,900 lb (5,397 kg)
Powerplant: 2× Pratt & Whitney Canada PT6T-3BE Twin-Pac turboshafts, 900 shp (671 kW) each
Fuselage length: 43 ft (13.1 m)
Performance
Maximum speed: 140 knots (161 mph, 259 km/h)
Cruise speed: 122 knots (140 mph, 226 km/h)
Range: 402 nmi (463 mi, 745 km)
Service ceiling: 20,000 ft (6,096 m)
Rate of climb: 1,350 ft/min (6.86 m/s)
Power/mass: 0.2663 hp/lb (437 W/kg)
The Version of Bell 412 :
-Personal Transportation

-Search And Rescue

-Offshore Operation

-Medical Support/Ambulance Mission

-Oil Industry Operations

-Military Missions

-Law Enforcement Operations
,ETC

Bell 412 version Indonesia Aerospace (IAe)

The NBELL-412 is a medium size 15-places turbine powered helicopter incorporating a four bladed rotor system.

The advanced designed rotor system permits smooth and quiet operations with the advanced of being able to fly at high speed.

The standard 412 is certified in accordance with FAA-FAR Part-29 Transport Category Rotorcraft, and it is qualified for day or night operation under visual flight conditions.

With cruise speed of 130 knots and range of up to 402 nautical miles, the NBELL-412 will be a particularly desirable aircraft for transport mission, providing a fast, efficient fuel consumption, reliable, low direct operation cost, as its low risk design priorities : High safety, Low Maintenance, High availability and Low Cost of Operation.

With more than 5,405 pounds (2,452 kilograms) internal use load capacity plus a cabin with wide doors for easy loading makes the NBELL-412 ideal for rough terrain construction task, and to supply remote area jobs sites. For increased work handling versatility, it boosts exceptional hot-high altitude operating characteristic.


The Version of Bell 412 and Nbell-412 :
-Personal Transportation

-Search And Rescue

-Offshore Operation

-Medical Support/Ambulance Mission

-Oil Industry Operations

-Military Missions

-Law Enforcement Operations
,ETC


Operators :
Algeria
Bangladesh
Bolivia
Botswana
Canada
see CH-146 Griffon
Chile
Colombia
Ecuador
El Salvador
Eritrea
Gabon
Ghana
Guyana
Jamaica
Jamaica Defence Force
Honduras
Indonesia
Indonesian Air Force
Indonesian Army
Indonesian Navy
Iran
Italy
Lesotho
Mexico
Netherlands
Royal Netherlands Air Force
Nigeria
Norway
Royal Norwegian Air Force
Pakistan
Pakistan Army
Panama
Peru
Philippines
Philippine Air Force
Poland
Saudi Arabia
Slovenia
Slovenian Air Force and Air Defence
South Korea
Republic of Korea Air Force: First introduction Time : March, 1982.
Sri Lanka
Sri Lanka Air Force
Sweden
Swedish Army
Thailand
Royal Thai Air Force
Uganda
United Arab Emirates
United Kingdom
Royal Air Force
Venezuela
Zimbabwe
Air Force of Zimbabwe
and others country.

Pride Airplanes of our homeland (Indonesia)

The CASA/IPTN CN-235 is a medium-range twin-engined transport plane that was jointly developed by CASA of Spain and IPTN of Indonesia ( Now Indonesia Aerospace ) as a regional airliner and military transport. Its primary military roles include maritime patrol, surveillance, and air transport. Its largest user is Turkey which has 61 SV-235 aircraft.

In Indonesia there are 3 version :

1 and 2 . CN-235 Civil and Military version
The CN-235-220 Civil Version is a multiple commuter and utility aircraft in the regional transport. This aircraft readily meets all the requirements for passenger and utility operations. It offers : multi-role, quiets conversion capability, low operating costs, independent operation from ground equipment, short take-off and landing capability on short and unimproved runways.

As the CN-235 is a multipurpose aircraft, this also designed to fulfill the requirements of all light cargo military/civil operations.

The significant characteristic are as follows : quick turn around time, quick change from passenger configuration to cargo configuration, quick change from civil version to military version, STOL feature and outstanding performance in hot and high take off conditions, able to operate on unprepared airstrip, and easy maintenance.


3. CN-235 Maritime Patrol Aircraft
IAe’s CN 235-220 Maritime Patrol Aircraft is an efficient and cost-effective for detecting, locating, classifying, identifying and recording targets to satisfy numerous missions, as well as :

Exclusive Economic Zone Control
Fisheries Protection
Pollution Control and Monitoring
Marine Traffic Control
Search and Rescue
Prevention of Smuggling, Terrorism and Piracy
Anti Surface Vessel / Anti Submarine Warfare
Protecting the Sovereignty of the Country

The CN 235-220 sophisticated and advanced multi purpose platform is an optimal combination of medium range capability, spacious cabin and fully integrated mission avionics.

With its pressurized cabin and two high powered General Electric CT7-9C engines driving four bladed Hamilton Standard Propeller, the aircraft's 4,000 kg fuel capacity allows a flight endurance of between 8 to 10 hours.

These features, together with its Short Take-off and Landing (STOL) capability and Maximum Take-Off Weight (MTOW) of 16,100 kg, will meet above mention mission requirements.

The Operators :

Military :
Korean Air Force Military Transport & V I P
TUDM Malaysia Military Transport & V I P
Pakistan Air Force Military Transport & V I P
UAE Air Force Military Transport & V I P
Royal Brunei Air Force Military Transport
Indonesian Air Force Military Transport & MPA
Burkina Faso Military Transport

Civil :
Merpati Nusantara Airlines Passenger Transport
Air Venezuela Passenger Transport
Asian Spirit (the Philippines) Passenger Transport
MOAC Thailand Rain Making

Spesification :


FeatureShort

1.Take-Off Landing
2.Able to Operate on Unprepared Airfields
3.Easy Loading and Unloading Operations through Ramp Door
4.Low Maintenance Cost
5.Mission Versatility
6.High Visibility Windscreen

Configuration
1.Troop Transport
2.Paratroop Dropping
3.Maritime Patrol Aircraft
4.Anti Submarine Warfare
5.Cargo/Logistic Transport
6.Medical Evacuation
7.Aerial Delivery
8.VIP/VVIP

Performance :
Take-off Distance 1,037 m
Landing Distance 1,068 m
Max Speed 230 knots
Long Range Speed 213 knots
Service Ceiling (AEO) 7,924 m

Dimension

Overall Span 25.81 m
Overall Length 21.40 m
Overall Height 8.17 m
Wheel Tack 3.90 m
Wheel Base 6.92 m
Cabin Volume 41.88 m3

Engine

Two General Electric CT7-9C Turboprop Engines

Propeller

Two four-bladed Hamilton Standard HS 14 RF-21 propellers

Weights

- Max. Taxi Weight 16,550 kg
- Max. Take-off Weight 16,500 kg
- Max. Landing Weight 16,500 kg
- Max. Zero Fuel Weight 15,400 kg
- Max. Fuel Capacity 4,000 kg