Aeroplane ATR 72 Series

Manufacturer: AÉROSPATIALE/ALENIA

Model: ATR 72 Series

Engines: Pratt & Whitney Aircraft of Canada PW 124B or 127

Propellers: Hamilton Standard 14 SF-11/SFA 13 K1-OA

or 247F-1/R 810640-2

MCTOW: 22,000 kg (48,500 lb) - With Mod.3651 embodied

Noise Category:

The certification basis of the ATR 72 Series is :

a) JAR 25, including French national variants, at change 11 inclusive, or later

amendment where specified.

b) ATR 72 special conditions

c) DGAC environmental requirements “ARRETE DU 19 FEVRIER 1987”

This is an acceptable certification basis in accordance with NZCAR Part 21B para

21.41, as JAR 25 is equivalent to FAR 25 which is the basic standard for Transport

Category Airplanes called up under Appendix C. There are no non-compliances and no

special conditions have been prescribed by the Director under 21.23.

The ATR 72 is a stretched version of the ATR 42 and is available in two basic versions:

the -100/200 series, which differ only in operating weights; and the -210 series, which

is the “hot and high” version with the more powerful (2750 shp) PW127 engine. All

series have two separate models which differ only in the type of doors, emergency exits

and their distribution. For the ATR 72-210 series these are :

• ATR 72-211 which has a forward plug-type passenger door and no cargo door;

• ATR 72-212 which has an aft pax door and forward cargo door. (Both hinged-type)

I have this information mention above about aircraft if is there any fact or suggestion regarding this please reply me ....

Concord Plane

Concord Plane

Technological features

Many features common in the early 21st century airliners were first used in Concorde.

For speed optimization:

double-delta (ogive) shaped wings

afterburning Roll-Royce/Snecma Olympus turbojets with supercruise capability

thrust-by-wire engines, ancestor of today's FADEC controlled engines

droop-nose section for good landing visibility

For weight saving and enhanced performance:

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed)

mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing

fully electrically-controlled, analog fly-by-wire flight controls systems

multifunction flight control surfaces

high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter hydraulic systems components

fully electrically controlled analog brake-by-wire system

pitch trim by shifting fuel around the fuselage for center-of-gravity control

parts milled from single alloy billet reducing the part number count.

Experience in making Concorde later became the basis of the Airbus consortium and many of these features are now standard equipment in Airbus airliners. Snecma Moteurs, for example, got its first entry into civil engines here. Experience with Concorde opened the way for it to establish CFM International, with GE producing the successful CFM International 56 series engines. The primary partners, BAC, later to become BAE Systems, and Aerospatiale, later to become EADS, are the joint owners of Concorde's type certificate. Responsibility for the Type Certificate transferred to Airbus with formation of Airbus SAS.

C 130 Aeroplane Traveling

C 130

Primary Function: Tactical and intratheater airlift

Contractor: Lockheed

Crew: Five (two pilots, a navigator, flight engineer and loadmaster)

Unit Cost: C-130J, $48.5 million (FY98 constant dollars)

Powerplant

Four Allison T56-A-15 turboprops; 4,300 horsepower, each engine

Dimensions

Length: 97 feet, 9 inches (29.3 meters)

Wingspan: 132 feet, 7 inches (39.7 meters)

Height: 38 feet, 3 inches (11.4 meters)

Weights

Empty: 69,300 lb (31434 kg) -- equipped C-130F

Maximum Takeoff: 155,000 pounds (69,750 kilograms)

Performance

Speed: 374 mph (Mach 0.57) at 20,000 feet (6,060 meters)

Ceiling: 33,000 feet (10,000 meters) with 100,000 pounds (45,000 kilograms) payload

C-130 can accommodate a wide variety of oversized cargo, including everything from utility helicopters and six wheeled armored vehicles to standard palletized cargo and military personnel. In an aerial delivery role, it can air drop loads up to 42,000 pounds or use its high-floatation landing gear to land and deliver cargo on rough, dirt strips.

Hercules enables it to be configured for many different missions, allowing for one aircraft to perform the role of many. Much of the special mission equipment added to the Hercules is removable allowing the aircraft to revert back to its cargo delivery role if desired. Additionally, the C-130 can be rapidly reconfigured for the various types of cargo such as palletized equipment, floor loaded material, air drop platforms, container delivery system bundles, vehicles and personnel or aeromedical evacuation.C-130J is the latest addition to the C-130 fleet and will replace aging C-130E's. The C-130J incorporates state-of-the-art technology to reduce manpower requirements, lower operating and support costs, and provide life cycle cost savings over earlier C-130 models. Compared to older C-130s, the J model climbs faster and higher, flies farther at a higher cruise speed, and takes off and lands in a shorter distance. The C-130J-30 is a stretch version

improvements include: advanced two-pilot flight station with fully integrated digital avionics; color multifunctional liquid crystal displays and head-up displays; state-of-the-art navigation systems with dual inertial navigation system and global positioning system; fully integrated defensive systems; low-power color radar; digital moving map display; new turboprop engines with six bladed, all composite propellers; digital auto pilot; improved fuel, environmental and ice protection systems; and an enhanced cargo handling system.

Travelling with Boeing 787

Boeing 787 - Features

aisle seating. 18.5" standard seat width in coach in a 2+4+2 arrangement, 17.3" in a 3+3+3 arrangement, 2" arm rests, 4" (at the center section of 2+4+2), standard aisle width of 21.5".

Cabin interior width at 50" from the floor is 223" (recently increased by 1"), the interior cabin width is a full 15" greater than that of the Airbus 330 and 350 aircraft. Two class configuration of 240 seats in two class domestic with 46" first class pitch and 34" coach class. 296 pax in a high density 2+4+2 coach arrangement with 36" Business and 32" Coach pitch. Up to 224-234 in a three class with 61" Pitch First (2+2+2 or 2+1+2), 39" Pitch Business (2+3+2 or 2+2+2) and 32" Coach (2+4+2).

Cruise speed: 0.85 Mach (903 km/h or 561 mph at altitude)

Range of 8,500 nautical miles (15,700 km), enough to cover the Los Angeles to Hong Kong or New York to Tokyo routes.

Construction materials (by weight): 61 % composite, 20 % aluminum, 11 % titanium, 8 % steel. Composite materials are significantly lighter and stronger than traditional aircraft materials, making the 787 a very light aircraft for its capabilities. By volume, the 787 will be 80 % composite.

The 787 production line will be able to finish an aircraft in as little as three days, compared to 11 days for the 737.

Larger windows than any other civil air transport (27cm by 47cm), with a higher eye level, so passengers can see the horizon, with liquid crystal display (LCD)-based "auto-dimming" to reduce cabin glare and maintain transparency. These are to be supplied by PPG[39].

Light-emitting diode (LED) cabin lighting (three color) will be used instead of fluorescent tubes, allowing the aircraft to be entirely 'bulbless' and have 128 color combinations.

A version of Ethernet -- Avionics Full-Duplex Switched Ethernet (AFDX) / ARINC 664 -- will be used to transmit data between the flight deck and aircraft systems.

LCD multi-function displays on the flight deck, all of which will use an industry standard GUI widget toolkit (Cockpit Display System Interfaces to User Systems / ARINC 661) [40]

Bleedless turbofans, allowing elimination of superheated air conduits normally used for de-icing, aircraft power, and other functions. These systems are to be replaced with an all-electrical system.

Cabin air provided by electrically driven compressors (no engine bleed air).

Higher humidity in the passenger cabin because of the use of composites (which don't corrode).

The internal pressure will be increased, to the equivalent of 6000 feet (1800 m) altitude versus 8000 (2400 m) on conventional aircraft. This will significantly improve passenger comfort.

Boeing is experimenting with several engine noise reducing technologies for the 787. Among these are a redesigned air inlet containing sound-absorbing materials and redesigned exhaust duct covers whose rim is tipped in a toothed pattern to allow for quieter mixing of exhaust and outside air. Boeing expects these developments to make the 787 significantly quieter both inside and outside the passenger cabin.

Early concept images of the 787 included rakish cockpit windows, a dropped nose, and a distinctive "shark-fin" vertical stabilizer. The final styling of the aircraft was more conservative, with the fin less radical than on earlier images, but the nose and cockpit windows were retained. The nose is very similar to that of the Dornier 728Jet.

Boeing 787 - Variants

The 787 is currently being sold in three variants:

The 787-3 will be a 296 seat (two class) short-range version targeted at high density flights, with a range of 3,500 nautical miles (6,500 km). EIS is 2008. Boeing is targeting the 787-3 to replace the Airbus A300 and A310, and Boeing 757-300, 767-200, and 767-300. The 787-3 will have no direct counterpart from Airbus.

The 787-8 will be the "baseline" model, with 223 seats in three classes and a range of 8,500 nautical miles (15,700 km). EIS is 2008. Boeing is targeting the 787-8 to replace the 767-300ER. The 787-8 will have no direct counterpart from Airbus.

The 787-9 will be a stretched variant, seating 259 in three classes. The targeted EIS is set at 2010 [41]. Boeing is targeting the 787-9 to replace the Airbus A330-200 and A340-200, Boeing 767-400ER, McDonnell Douglas DC-10, and Lockheed L-1011. Airbus is offering the A350-800 in competition.

The 787-10 has been proposed as a 300 seat stretched variant to compete with the planned Airbus A350-900 [42] The 787-10 would supercede the 777-200A and 777-200ER in Boeing's current lineup, and could also be targeted to replace the Airbus A330-300 and A340-300, and McDonnell Douglas MD-11.

Boing 767 Variant

Boing 767 Variant

767-200 - The first model of the 767, launched in 1978 and produced from 1981 to 1994. It entered service with United Airlines in 1982.

767-200ER - An extended-range variant first delivered to El Al in 1984. It became the first 767 to complete a nonstop transatlantic journey, and broke the flying distance record for twinjet airliners several times.

767-300 - A lengthened 767 ordered by Japan Airlines in 1983. It first flew on January 14, 1986, and was delivered to JAL on September 25.

767-300ER - An extended-range variant of the -300. It flew for the first time in 1986, but received no commercial orders until American Airlines purchased several in 1987. The aircraft entered service with AA in 1988. In 1995, EVA Air used a 767-300ER to inaugurate the first transpacific 767 service.

767-300F - A highly-automated air freight version of the 767-300ER, ordered by United Parcel Service in 1993 and delivered in 1995.

767-400ER - Another extended long-range variant, made as a niche aircraft for Delta Air Lines and Continental Airlines to replace their Lockheed L-1011 and McDonnell Douglas DC-10 fleets. It is the only 767 model to feature "raked" wingtips, which increase fuel efficiency. The first production 767-400ER was delivered in 2000.

E-767 - AWACS platform used by the Japan Self-Defense Forces. Essentially the E-3 Sentry mission package on a 767 platform.

KC-767 Tanker Transport - aerial refueling platform currently used by the Italian Air Force and the Japan Self-Defense Forces. The United States Air Force has expressed interest in the aircraft, with a contract for the lease of 100 aircraft under review. The KC-767 has lost out to the Airbus A330 in two recent contests, for the RAF and Royal Australian Air Force.

E-10 MC2A - Replacement for the Boeing 707-based E-3 Sentry AWACS, the E-8 Joint STARS aircraft, and EC-135 ELINT aircraft. This is an all-new system, with a powerful Active Electronically Scanned Array and not based upon the Japanese AWACS aircraft.