SUPERSONIC
Aerospatiale/BAe (BAC) Concorde
Of the 20 Concordes built, 14 were delivered to Air France and British Airways between 1975 and 1980, and 13 remain in service. The remaining six aircraft - two prototypes, two pre-production aircraft and two production aircraft - were used for testing and not delivered. One of the seven Concordes delivered to Air France has been permanently withdrawn and used as a spares source, while all BA's seven remain in service. BA achieves a considerably higher utilisation from its Concorde fleet than does Air France and, as a consequence, has the fleet-leading aircraft.
The original design life for the Concorde was set at 24,000 cycles, although the actual figure was never proved, as fatigue testing was suspended in the early 1980s with around 20,000 simulated cycles logged. As a result, the aircraft has a calculated design life which is defined as 6,700 reference flights, with one such flight being equivalent to a long sector operated from a take-off at a gross weight of more than 170t (ie, a transatlantic service). A take-off for a shorter flight at, for example, a gross weight of 120t, counts as 0.5 reference flights.
Although the high-cycle Concorde has now recorded over 7,000 cycles, its calculated reference flight tally is around 6,000. As the lead aircraft is approaching the current limit, BA, in conjunction with Aerospatiale and BAe, is working to extend the limit to 8,500 reference flights.
The programme, dubbed Concorde Relife Group, is being co-ordinated from BAe's factory in Filton, UK. Air France and BA both expect to be able to continue Concorde operations until around 2014/5.
Max weight 185,000kg
Accommodation 100 (design maximum 144)
Wingspan 25.6m length 62.1m height 11.4m
Original design life 24,000 cycles (or 6,700 reference flights), 45,000h, 12-15 years
Average fleet cycles 11,300
Average fleet hours 4,200
Average fleet age 22 years
WIDEBODIES
Airbus Industrie A300
Airbus built a total of 250 of the original B-suffixed A300 variants (the A300B1, B2, B4 and cargo derivatives C4/F4), before the consortium standardised on the -600 models in 1985, A300 production continues in the latest -600R guise.
The first A300 was flown in October 1972, and deliveries began in 1974. The majority of A300Bs were powered by GE CF6s, the remainder being equipped with P&W JT9Ds. This year's survey includes the second generation -600 model for the first time, which entered service in 1984. The main difference between the -600 and earlier versions is its two crew "glass" cockpit which provides commonality with the A310.
Early A300B2/B4s have suffered from delamination of the bonded fuselage lap joints, apparently as a result of poor preparation of the components before assembly. This resulted in some corrosion caused by moisture penetration.
Around 220 A300s older than 15 years are still in operation, with Japan Air System operating the largest single fleet of the ageing airliners (17 aircraft). BAe Aviation Services and Dasa Airbus offer cargo conversion programmes for the A300B4.
Max weight (B4) 142,000kg (-600) 165,100kg
Accommodation 220-360
Wingspan 44.8m length (B4) 53.6m (-600) 54.1m, height 16.5m
Original design life 36,000 cycles, 60,000h,20 years
Average fleet cycles 14,800
Average fleet hours 25,600
Average fleet age 13 years
Airbus Industrie A310
The A310 was developed as a short fuselage 200-seat derivative of the A300. The original -200 was flown in April 1982 and the type entered service a year later. Production of the A310 in the latest -300 form (introduced in 1985) continues in small numbers.
Around 30 A310s are now 15 years old or greater. FedEx operates the largest A310 fleet, with some 21 of its 39 A310-200s being at least 15 years old.
Max weight (-200) 142,000kg
Wingspan 43.9m length 46.7m height 15.8m
Original design life 35,000 cycles, 60,000h,20 years
Average fleet cycles 10,000
Average fleet hours 25,000
Average fleet age 10 years
Boeing 747
Some 724 Boeing 747 "Classic" variants (ie -100/200/-300 and SP models) were produced before Boeing standardised on the advanced two crew 747-400 in 1991. The 747 remains in production, with around 1,140 having been delivered since the first in 1969. Numerous engine/airframe combinations exist, powered by versions of the GE CF6, P&W JT9D and PW4000, and R-R RB211. More than 500 747s which are 15 years old or more still exist.
During 1996, a 747-100 operated by TWA passed the 100,000 flight hours milestone and the high time aircraft has now chalked up around 107,000h. The two major structural issues on the type are the replacement of the fuselage frames in the Section 41 (cockpit) zone and the modification of the engine pylons. With expensive modifications needed for the ageing 747 fleet, it is increasingly becoming the most economic solution to dismantle early aircraft for spares.
Several avionics upgrades have been developed for the classic variants, including a digital cockpit which was certificated in 1997 by the German civil aviation authority. KLM has selected Canadian Marconi to act as systems integrator for the Dutch carrier's planned flightdeck upgrade for its fleet of 13 747-200/300 Classics, which includes an integrated global positioning/flight management system with "FANS-1 equivalent" capability and the replacement of electro-mechanical instruments with liquid-crystal displays.
Max weight (-100) 333,000kg (-200) 378,200kg
Accommodation (-100) 433 (500 all-economy)
Wingspan 59.6m length 70.5m height 19.3m
Design life objective 20,000 cycles, 60,000h,20 years
Average fleet cycles 10,400
Average fleet hours 47,000
Average fleet age 14 years
Boeing 767
The 767 was the first example of the second generation widebodies and some 81 aircraft qualify for the Census.
First flown in September 1981, launch customer United Airlines put the 767 into service in August 1982. Some early -200s have been upgraded with weight and fuel capacity increases, providing transatlantic services. The first ex-passenger models have been entering the freight market during 1998.
Airborne Express has acquired a fleet of ex-All Nippon Airways -200s, which are being modified by Timco. The conversion, which was developed by Flight Structures, includes structural modifications, but no cargo door as Airborne uses pallets that can be loaded through the passenger doors.
Max weight (-200) 136,200kg
Accommodation (-200) 216 (290 all-economy)
Wingspan 47.6m length 48.6m height 15.9m
Design life objective 100,000h, 40 years. Cycles not known
Average fleet cycles 9,100
Average fleet hours 27,000
Average fleet age 8 years
Ilyushin Il-86
The Il-86 was the first widebodied airliner produced in the former Soviet Union and was flown for the first time in December 1976. The type entered service in 1979. Some 104 aircraft had been completed and delivered by the time production ceased in 1994. Twenty-nine aircraft built before 1984 remain in service.
Four military airborne command posts have also been completed. The high time aircraft was built in 1983 and the high-cycle one a 1984-build example.
Max weight 208,200kg
Accommodation 234 (380 one class)
Wingspan 48.1m length 59.6m height 15.8m
Original design life 30,000h, 20,000 cycles,20 years
Lockheed L-1011 TriStar
Production of the TriStar ended in 1983 after 250 had been built, of which 249 were delivered (the prototype was retained by Lockheed). Some 196 remain in existence. Deliveries of the standard body L1011-1 began in 1972, while production of the short fuselage, long range TriStar 500 started in 1979. All versions of the TriStar are powered by R-R RB211s.
Operators report that Lockheed Martin's support for the aircraft continues to be good, but the airframe suffers problems with corrosion and fatigue cracking. A required modification to the rear spar is one of the major repairs required to the older aircraft. There is also a repair assessment programme which enables the design life to be extended.
Max weight (-100) 211,375kg
Accommodation 256 (400 high density)
Wingspan 47.3m length 54.2m height 16.9m
Original design life 115,000 cycles, 210,000h, 20 years
Average fleet cycles 20,400
Average fleet hours 52,200
Average fleet age 21 years
McDonnell Douglas DC-10
Production of the DC-10 begin in 1970, with some 386 DC-10s being built before production switched to the MD-11 in 1989. A further 60 examples of the tanker/transport version, the KC-10 Extender, were delivered to the US Air Force. Some 333 DC-10s built before 1984 are still in operation. This fleet includes versions of both the short haul GE CF6-powered -10 and longer range -30, plus the P&W JT9D-powered -40.
FedEx is undertaking a major acquisition programme of the short/medium range DC-10-10 which involves a Boeing-managed upgrade programme. Under the designation MD-10, the work includes the installation of a main deck cargo door and a Honeywell two crew EFIS flightdeck. Aeronavali, Boeing, Dimension Aviation and Mobile Aerospace are undertaking the cargo conversions, while SR Technics is installing the Honeywell advanced flightdeck avionics.
Max weight (-30) 263,320kg
Accommodation 270 (380 high density)
Wingspan (-30/40) 50.4m length 55.5mheight 17.7m
Design life and "test-supported life"(DC-10-10) 42,000 cycles, 60,000h, 20 years(DC-10-30/40) 30,000 cycles, 60,000h,20 years
Average fleet cycles 18,000
Average fleet hours 58,000
Average fleet age 21 years
LONG RANGE JET AIRCRAFT
(NARROWBODY)
Boeing 707/720
Boeing built and delivered 856 707s (including 93 military E-3 and E-6 versions) between 1957 and 1991. A further 154 short fuselage 720s were built. The last civil 707 was handed over in 1979. Production thereafter was of military derivatives.
Around 170 Boeing 707/720s manufactured before 1984 are still in operation, most of them the longer fuselage -707-300 version, operated in the cargo role. Only P&W JT3D-powered versions remain in commercial service.
Burbank Aeronautical II (BAC II) has developed a Stage 3 hushkit for the 707, while Quiet Nacelle has developed a kit for the US Air Force. Omega Air is planning a P&W JT8D-200 re-engineing programme for the 707.
Max weight (300B/C) 161,450kg
Accommodation (-300) 141 (219 all-economy)
Wingspan 44.4m length 46.6m height 12.9m
Design life objective 20,000 cycles, 60,000h,20 years
Average fleet cycles (707) 13,800 (720) 30,000
Average fleet hours (707) 36,500 (720) 50,300
Average fleet age (707) 26 years (720) 37 years
Ilyushin Il-62
The four-engined Il-62 was first flown in January 1963 and around 280 aircraft have been produced. The original model entered service in 1967, powered by Kuznetzov NK-8s and subsequent variants by larger Soloviev D-30KUs. A total of 83 aircraft qualify for the census.
Airframes are subject to a design life extension extended following major airframe overhaul, from 30,000h to 40,000h. Further extensions are being studied.
Weight (Il-62M) 165,000kg
Accommodation 168
Wingspan 43m length 46.6m height 12.4m
Design life 12,000 cycles, 30,000h (extended to 40,000h), 20 years
McDonnell Douglas DC-8
A total of 556 DC-8s was built and delivered between 1958 and 1972, of which 285 remain in operation with non-military operators. As well as the JT3D-powered -50 and -60 versions, all 110 Series 70s (-60s re-engined with the CFM56) remain in service. A Stage 3 hushkit has been developed by Burbank Aeronautical II (BAC II) for the DC-8-62/63, which has been certificated by the US FAA. A Stage 3 kit is also being developed for the -50/61.
Max weight (-63) 161,000kg
Accommodation 259
Wingspan (-63) 45.2m length 57.1mheight 12.9m
Original design life 25,000 cycles, 50,000h,20 years
"Test-supported" life 50,000 cycles, 100,000h, 20 years
Average fleet cycles 24,600
Average fleet hours 65,100
Average fleet age 30 years
MEDIUM RANGE JET
AIRCRAFT
Boeing 727
All but one of the of 1,832 727s built between 1963 and 1984 were delivered, with Boeing retaining one prototype for development flying. The ageing 727 fleet totals 1,445 aircraft, with just seven aircraft remaining in operation that are not yet 15 years old (all with FedEx).
FedEx Aviation Services has developed a Stage 3 hushkit for the 727 which was first certificated by the US FAA in 1989. Dee Howard offers an R-R Tay re-engineing programme for the 727-100 and UPS' fleet of 50 aircraft has been modified.
Valsan's JT8D-200 re-engineing programme has been taken over by Rohr and marketed as the Super 27 conversion. A total of 21 aircraft has been modified. Two companies, Raisbeck Commercial Group and Duganair, offer modifications which reduce noise levels on the 727-200 below Stage 3 noise levels without the need for a hushkit.
Max weight (-200Adv) 89,450kg
Accommodation (-200) 145 (189 high-density)
Wingspan (-200) 32.9m length 46.7mheight 10.4m
Design-life objective 60,000 cycles, 50,000h,20 years
Average fleet cycles 37,500
Average fleet hours 51,500
Average fleet age 24
Boeing 757
Boeing's 757 made its debut in the census last year. The type was first flown in February 1982 and entered service a year later. Both the R-R RB211-535 and P&W PW2037/PW2040 engines are offered on the aircraft. Thirty 757s in service are at least 15 years old, with the majority of the early examples operated by USAirways (ex Eastern Air Lines) and BA.
Max weight 99,900-115,800kg
Accommodation 186 (235 high-density)
Wingspan 38.1m length 47.3m height 13.6m
Design life objective 100,000 cycles, 40 years
Average fleet cycles 9,200
Average fleet hours 20,700
Average fleet age 7 years
Boeing MD-80
The P&W JT8D-200-powered MD-80, developed from the McDonnell Douglas DC-9 and originally known as the DC-9 Super 80, entered production in 1979 and continues to be produced in small numbers at the former Douglas Aircraft plant in Long Beach, California. The first aircraft was handed over in 1980 and, to date, around 1,160 aircraft have been delivered. A small number of MD-80s has been assembled from kits in Shanghai, China. A total of 148 aircraft was built in 1983 or earlier. Two sizes have been produced, the basic MD-81/82/83/88 and the short-fuselage MD-87.
Max weight (MD-81) 63,500kg
Accommodation 155 (114 for MD-87)
Wingspan 32.9m length 45.1m height 9m
Original design life 30,000h
Average fleet cycles 17,200
Average fleet hours 25,400
Average fleet age 10 years
Tupolev Tu-154
The Tu-154 tri-jet was first flown in October 1968, and entered service in 1971 with Aeroflot. To date, around 920 aircraft have been built. Three basic versions have been produced: the original Tu-154, the Tu-154B powered by three Kuznetzov NK-8-2s, and the Tu-154M, which is equipped with Soloviev D-30KUs. Some 374 pre-1984 examples of the aircraft are still in operation. After the Tu-154's service entry, it transpired that structural improvements would be needed to attain the required service life of 30,000h, which has since been extended to 45,000h when a a major overhaul has been carried out, which also permits the cycle limit to be extended to 20,000 flights.
Max weight 90,000kg
Accommodation 167
Wingspan 37.5m length 48m height 11.4m
Design life 15,000 cycles (extended to 20,000cycles), 30,000h (extended to 45,000h), 20 years
SHORT RANGE JET AIRCRAFT
Aerospatiale (Sud Aviation) Caravelle
Sud Aviation (now part of Aerospatiale) built and delivered some 282 Caravelles between 1955 and 1973. The initial versions (Series 3 and 6) were powered by two R-R Avons, while later models (10B, 10R, 11R and 12) were equipped with two P&W JT8Ds. A total of 17 Caravelles remains in commercial service and the youngest operational aircraft is 28 years old.
Max weight (Srs 12) 58,000kg
Accommodation (Srs 12) 128 (140 all-economy)
Wingspan 34.4m length 36.2m height 9m
Original design life not known
Average fleet cycles 23,800
Average fleet hours 38,000
Average fleet age 32 years
British Aerospace (BAC)/Romaero One-Eleven
The One-Eleven was produced by BAC and later by British Aerospace between 1963 and 1982 before the production line was transferred to ROMBAC (now Romaero) in Romania. Two sizes have been produced: the basic 80-seat Series 200, 300, 400 and 475, and the stretched 100/119-seat 500. A total of 235 aircraft was built in the UK while nine aircraft were completed under licence and delivered by the Romanians. All versions are powered by two R-R Speys, although one aircraft was re-engined with Tays as part of a proposed re-engineing programme, now defunct.
Some 131 pre-1984 examples are still operational.
Development of a Stage 3 hushkit for the One-Eleven is being undertaken by US-based specialist Quiet Nacelle, in conjunction with European Aviation of the UK.
Max weight (Srs 500) 47,400kg
Accommodation (Srs 500) 99 (119 high-density)
Wingspan (Srs 500) 28.5m length 32.6mheight 7.5m
Original design life 55,000 (now 85,000) cycles, 55,000h (now 85,000), 25 years (now 40)
Average fleet cycles 30,000
Average fleet hours 32,600
Average fleet age 28 years
British Aerospace 146
The four engined BAe 146 had its first flight in May 1981 (a -100) and entered service in May 1983. Powered by the AlliedSignal (formerly Textron Lycoming) ALF502 engine, some 219 BAe 146s were produced and delivered, in three fuselage lengths (-100, -200 and -300), of which 13 (all -100s and -200s) were built before 1984. In 1993, production of the type ceased in favour of the more advanced Avro RJ family. BAe also developed a freighter version, the "QT" (Quiet Trader), which features a large main deck aft cargo door.
Many in-service BAe 146s are managed by BAe Asset Management Jets and the manufacturer is undertaking a major avionics upgrade programme for the aircraft, which involves the installation of an AlliedSignal GNS-XLS satellite-based navigation system.
Max weight (-100) 38,100kg (-200) 42,200kg
Accommodation (-100) 82 (-200) 100
Wingspan 26.2m
Length (-100) 26.2m (-200) 28.6m
Height 8.5m
Original design life 80,000 cycles, 60,000h
Average fleet cycles 15,700
Average fleet hours 15,400
Average fleet age 10 years
Boeing 737
The 737 had its first flight in April 1967 and entered service 10 months later, in February 1968. Production of the initial versions (-100, -200 and -200 Advanced), powered by P&W JT8Ds, ceased in 1988 after some 1,144 aircraft had been delivered. The ageing fleet consists of some 850 aircraft.
The JT8D versions were superseded by the second generation family of CFM-powered models (-300/400/500), the first of which entered service (a -300) in December 1984. The Next Generation (NG) family (-600/700/ 800/900) is now also in production. The -700 entered service in late 1997.
Total 737 orders passed 4,000 in May 1998 and production is set to standardise on the NG models by the end of 1999.
Two companies, Nordam and AvAero, have developed US FAA-approved Stage 3 hushkits for the JT8D-powered 737s.
Max weight (-200) 53,290kg
Accommodation (-200) 108 (130 all-economy)
Wingspan (-200) 28.3m length 30.5mheight 11.3m
Design life objective 75,000 cycles, 51,000h,20 years
Average fleet cycles (737-100/200) 41,600
Average fleet hours (737-100/200) 44,400
Average fleet age (737-100/200) 20 years
Fokker F28
Fokker delivered 241 F28s in four basic versions, the Mks 1000, 2000, 3000 and 4000 between 1967 and 1987. All the aircraft are powered by the R-R Spey 555. Two fuselage lengths were offered, covering the original short Mk1000 and similarly sized Mk3000 and the stretched Mk2000/4000. The Mk3000 and Mk4000 were equipped with a larger wing offering improved performance. Two Mk6000s, the wings of which incorporated leading-edge slats, were completed. These were later delivered with the slats disabled, effectively making them Mk4000s.
Plans for a Stage 3 hushkit for the F28 have been superseded by Fokker Services' proposed R-R Tay 620 re-engineing programme. A total of 148 pre-1984 F28s is still operational.
Max weight (Mk4000) 32,234kg
Accommodation (Mk4000) 79
Wingspan (Mk4000) 25.1m length 29.6mheight 8.5m
Original design goal 90,000 cycles, 60,000h,40 years
Average fleet cycles 33,300
Average fleet hours 28,200
Average fleet age 20 years
McDonnell Douglas DC-9
Series production of the DC-9 began in 1965 and concluded in 1982, after some 976 aircraft had been delivered. Five basic models were produced - the series 10, 20, 30, 40 and 50, all powered by the P&W JT8D. A total of 797 DC-9s is still operational. The aircraft was superseded by the larger MD-80 family, which is a development of the DC-9. A DC-9 operated by Northwest Airlines passed the 100,000 cycles milestone during 1996 and the high cycle aircraft has now flown almost 105,000 cycles.
ABS Partnership has developed a US FAA-approved Stage 3 hushkit for the type and Raisbeck Commercial Group is looking to develop an aerodynamic Stage 3 solution similar to that it offers for the 727.
Max weight (-30) 46,760kg
Accommodation (-30) 97 (125 one class)
Wingspan 28.5m length 36.3m height 8.5m
Original design life 40,000 cycles, 30,000h,13 years
"Test-supported" life 105,000 cycles, 75,000h, 20 years
Average fleet cycles 60,000
Average fleet hours 56,700
Average fleet age 27 years
Tupolev Tu-134
The Tu-134 was first flown in July 1963 and production ceased in 1985, with 852 having been built. The aircraft entered service in 1967. Three versions exist: the basic Tu-134, the stretched Tu-134A, powered by two Soloviev D-30 turbofans, and the Tu-134B, similar to the A, with improved engines and revised interior. A total of around 370 pre-1984 examples remains in service. Of these, more than 140 have been flown for longer than the design hours. A service life extension to 25,000 cycles and 45,000h has been approved after a major overhaul.
The first transfer of a Tu-134 from military to civil operators occurred during 1997. Another 60 to 80 aircraft could be available for commercial carriers.
Max weight (Tu-134A) 47,000kg
Accommodation 80
Wingspan 29m length 37m height 9.1m
Original design life 20,000 cycles (extended to 25,000 cycles), 30,000h (extended to 45,000h), 20 years
Yakovlev Yak-40
The Yak-40 was flown in October 1966 and some 1,000 aircraft were built before production ceased in 1985. Powered by Ivchenko AI-25 turbofans, the tri-jet entered service in 1968 and was envisaged as the Soviet Li-2-replacement regional jet airliner, designed to fly from grass airfields. Large numbers remain in service with CIS airlines, although some are being purchased for corporate use. A total of 570 pre-1984 examples is in service, with the civil fleet increasing as aircraft are transferred from Russian flight schools as they are closed down, and from research bodies. About 40% of the fleet is believed to be in storage.
Max weight 13,700kg.
Accommodation 33
Wingspan 25m length 20.3m height 6.5m
Original design life 25,000 cycles (extended to 30,000 cycles), 30,000h (extended to 35,000h), 25 years
Yakovlev Yak-42
The tri-jet Yak-42 had its maiden flight in March 1975 and the first delivery to Aeroflot occurred in 1980. The type was withdrawn in 1982 after an accident and was re-introduced into service in 1984. Some 170 Yak-42s, powered by Lotarev D-36 turbofans, are believed to have been delivered, and some 16 aircraft now in service are 15 years old or greater.
The aircraft remains in production as an updated version, dubbed the Yak-142, equipped with an AlliedSignal avionics suite and electronic flight instrumentation system.
Max weight 54,000kg
Accommodation 120
Wingspan 34.9m length 36.4m
Height 9.8m
Original design life 30,000 cycles, 30,000h
CARGO JET AIRCRAFT
Antonov An-72/74
This twin-engined twinjet transport was originally conceived as a replacement for the An-26 turboprop. Equipped with a rear loading ramp and capable of short take-off and landing performance, the An-72/74 was initially built for military markets but is now finding its way into civil use, with both freighter and passenger/cargo models available.
The first aircraft was flown in December 1977 at Antonov's plant in Kiev, Ukraine, but production was later transferred to Kharkov.
Max weight 34,500kg
Max payload 10,000kg
Wingspan 31.9m length 28.1m height 8.8m
Design life n/a
Ilyushin Il-76M/T
Originally conceived for the military role, older military Il-76s, with low hours and cycles, are being converted to civil use. The first example of the high-winged, four-engined freighter was flown in March 1971 and entered service in 1972. More than 1,000 aircraft have been produced. The original versions were powered by MKB (Soloviev) D-30s and a stretched, re-engined, derivative, the MF, has been developed, powered by the Perm PS-90. The first Il-76MF was flown in August 1995. There are some 87 pre-1984 Il-76s in commercial service.
Max weight 170,000kg
Max payload 40,000kg
Wingspan 50.5m length 46.6m height 14.8m
Design life 10,000 cycles, 30,000h, 20 years
LONG RANGE TURBOPROPS
Ilyushin Il-18
First flown in July 1957, over 700 examples of the Russian four-turboprop airliner were produced before production ceased. Similar in appearance to the Bristol Britannia, the Il-18 was powered by four Ivchenko AI-20M turboprops. Three civil versions were produced: the -18V, the more powerful -18E and the heavier, longer range, -18D. A total of 55 pre-1984 examples remains in service. A 5,000h service life extension is possible following major overhaul.
Max weight (-18D) 64,000kg
Accommodation 122
Wingspan 37.4m length 35.9m height 10.2m
Original design life 25,000 cycles, 30,000h
MEDIUM RANGE TURBOPROPS
Lockheed L-188 Electra
The Electra is a four-engined short/medium range turboprop which was flown in December 1957 and entered service in January 1959. Powered by the Allison 501 turboprop, the aircraft's market was quickly overrun by the short range jet transports and production ceased in the 1960s, after only 170 aircraft had been built. Some 61 aircraft remain in existence, mostly operated in the freight role.
Max weight 52,660kg
Accommodation 98
Wingspan 30.2m length 31.8m height 9.8m
Original design life none set
Average fleet age 39 years
SHORT RANGE TURBOPROPS
(more than 20 seats)
Antonov An-24/An-30
The twin turboprop An-24 was flown in April 1960 and entered service in 1963 with Aeroflot. There are five models, including B, RT, RV, and T variants, all powered by two Ivchenko AI-24s, some with an auxiliary turbojet for improved performance and engine starting.
Some CIS military An-24s are being transferred for civil operation, but these are mainly outside Russia. An airborne survey derivative, the An-30. is now increasingly being used as a freighter, and occasionally in the passenger role as survey work is now falling off. Some 62 aircraft are included within the An-24 totals. A 5,000h service life extension is possible following major overhaul.
Max weight 21,000kg
Accommodation 50
Wingspan 29.2m length 23.5m height 8.3m
Design life 35,000 cycles, 50,000h, 25 years
Aerospatiale (Nord) 262
The first example of the twin turboprop Aerospatiale N262, designated the MH-260, was flown July 1960 and in modified form in December 1962. The aircraft entered service in 1965. Some 111 examples were produced by Aerospatiale and its predecessors through to 1976, of which 22 remain in service. A re-engined version, the Mohawk 298, featured P&WC PT6A engines in place of the original Turboméca Bastan VIIs.
Max weight 10,800kg
Accommodation 26-29
Wingspan 22.6m length 19.3m height 6.2m
Original design life n/a
Average fleet age 29 years
BAe (Avro/HS)/Hindustan Aeronautics (HAL) 748
A total of 382 748s was built, including 89 aircraft manufactured under licence by Hindustan Aeronautics in India. A military version, the Andover, equipped with a rear cargo door, was developed for the the Royal Air Force and 31 examples were delivered. All 748s are powered by two R-R Darts. The last examples were completed in 1987. Some 142 748s in service are pre-1984 examples. Most of the Andovers have now been sold to civil operators for use as freighters and are included in the figures.
Max weight (Srs 2A) 21,100kg
Accommodation 58
Wingspan 30m length 20.4m height 7.6m
Original design life 30,000 cycles, 30,000h
Average fleet age 26 years
Bombardier de Havilland Dash 8
One of the new generation of turboprop airliners introduced in the mid-1980s, the Dash 8 makes its first appearance in the Census this year. First flown in June 1983, the initial 37-seat Dash 8-100 entered service in October 1984. Two stretched versions have been developed, the 50-seat -300 and 70-seat -400, as well as an updated version of the -100, dubbed the -200. All variants are powered by versions of the P&WC PW100.
P&WC has developed a new fuel manifold system for the Dash 8's PW123s, reducing an assembly consisting of 14 fuel nozzles, 42 tubes and 142 O rings to just three pieces, according to Piedmont Airlines. The US regional airline says it is considering a $1 million fleet-wide retrofit programme, or roughly $10,000 per engine. The original manifold has had leakage problems, says Piedmont, causing "some fires", problems which the new manifold is claimed to eradicate.
Max weight (Srs 100) 14,970kg
Accommodation 37
Wingspan 25.9m length 22.3m height 7.5m
Original design life 60,000 cycles, 80,000h
Average fleet age 11 years
CASA C212
The 19/26-seat C212 Aviocar was developed by CASA for the military/utility and regional airliner roles. The first aircraft was flown in 1971 and deliveries of the military variant began in 1974. Production has been undertaken both by CASA in Spain and IPTN in Indonesia. Production for the military market continues, with the latest version designated the -400.
Max weight 7,300kg
Accommodation 26
Wingspan 9.0m length 15.2m height 6.7m
Original design life 25,000 cycles
Average fleet age 17 years
Convair CV-580
The CV-580 is a conversion, carried out by Pacific Airmotive of Burbank, of the piston-powered Convair 340/440 but with two Allison 501-D13 turboprops. It has a larger fin for single-engine stability, modified systems and new instrument panel.
A total of 164 aircraft was converted and 129 remain in operation. Kelowna Flightcraft has developed a stretched version, the -5800.
Max weight 26,370kg
Wingspan 32.1m length 24.1m height 8.6m
Original design life never established
Convair CV-600 and 640
These are turboprop conversions of the Convair 240 and 340/440, respectively, powered by two R-R Dart 10 Mk 524s. A total of 38 CV-600s and 27 CV-640s was created, with 27 examples remaining, all of which are older than 25 years.
Max weight (640) 24,950kg.
Accommodation (640) 56
Wingspan (640) 32.1m length 24.8m height 8.6m
Original design life never established.
De Havilland Canada (Bombardier) Dash 7
The first Dash 7 was flown in 1975 and the aircraft entered service in February 1978. Powered by four P&WC PT6A-50s, the 50-seat regional turboprop offers short take-off and landing performance.
In all, 113 aircraft were built before production of the short range turboprop ceased in 1988. Some 78 examples of the aircraft are at least 15 years old.
Max weight 19,960kg
Accommodation 50
Wingspan 28.4m length 24.6m height 7.9m
Original design life 60,000 flights crack-free. The design life has been extended to 80,000 flights. This is not a limit as further extensions are possible with continued engineering evaluations.
Average fleet age 17 years
Fairchild FH-227
A stretched 52-seat derivative of the R-R Dart-powered Fokker F27 (see entry) developed by Fairchild (then known as Fairchild Hiller) for the US market. The first FH-227 was completed in 1966 and some 78 aircraft were built before production ceased in 1968. Several dimensionally similar versions were developed, including a cargo variant. The current fleet totals 30 aircraft.
Max weight (FH-227B/D) 29,640kg
Accommodation 52
Wingspan 29m length 25.5m height 8.4m
Original design life not known
Average fleet age 31 years
Fokker F27/Fairchild F-27
Fokker flew its first R-R Dart-powered F27 twin turboprop in November 1955 and production of the civil versions continued until 1985. Several versions were developed, including mixed passenger/cargo and freighter variants, and a stretched version (the Mk500), all powered by two R-R Darts. Production of the F27 was undertaken in the USA under licence by Fairchild, with US-produced versions dubbed the F-27.
The US-developed stretched derivative, the FH-227, is described separately.
Fokker completed 580 F27s and a further 129 F-27s were produced by Fairchild in the USA, for a total of 709 aircraft. Production of an advanced derivative - the Fokker 50 - began in 1985, replacing the F27, but it, too, is now out of production. A total of 321 F27/F-27s is older than 15 years.
Max weight 20,410kg
Accommodation (Mk 500) 52 (60 maximum)
Wingspan 29m length (Mk 500) 25.1mheight (Mk 500) 8.7m
Original design goal 60,000 cycles
Average fleet age 27 years
Grumman Gulfstream 1
Originally conceived by Grumman as a business aircraft, the first twin turboprop G-159 Gulfstream 1 was flown in August 1958 and entered service in 1959. Some aircraft have since been converted for airline use, seating up to 24 passengers, or for freighter use. Some 200 of the R-R Dart-powered aircraft were produced between 1958 and 1963. A stretched conversion, dubbed the GI-C, can carry 37 passengers, but only five aircraft were modified before the programme was terminated.
Max weight 16,300kg
Accommodation 24 or 37
Wingspan 23.9m length 23m height 7m
Original design life n/a
Average fleet age 35 years
NAMC YS-11
This Japanese-designed regional airliner, powered by two R-R Dart turboprops, was produced by Nihon Aircraft Manufacturing (NAMC). The 60-seat aircraft, conceived to satisfy the requirement of Japan's domestic airlines, was first flown in August 1962 and some 182 examples were produced through to 1973. Variants included all passenger, passenger/cargo combi and all-cargo models. Some 104 examples are current, and some are now operated in the cargo role.
Max weight 25,000kg
Accommodation 60
Wingspan 32m length 26.3m height 9m
Original design life not known
Average fleet age 29 years
Shorts 330/360
Originally called the SD3-30, the 330 is a 30-seat utility derivative of the Shorts SD3 Skyvan, powered by two P&WC PT6As. Including the military Sherpa, 139 aircraft were produced between 1974 and 1992.
The majority of aircraft, however, were produced between 1976 and 1985 and the design was superseded by the slightly larger Shorts 360 from 1982, which also features a conventional tailplane and fin in place of its predecessor's twin-tail design.
Gill Airways carried out the first mid-life audit of the type in 1987 which is required at 50,0000 cycles or 28,800h. The work needs some two months of downtime and costs around £150,000 ($245,000).
There are 79 examples of the 330/360 which are at least 15 years old. There is a US Army programme under way which is seeing many 360s converted for the utility role, involving the retrofit of the 330's twin tail and aft loading ramp.
Max weight (330) 10,160kg (360) 12,290kg
Accommodation (330) 30 (360) 36
Wingspan 22.8m length (330) 17.7m (360) 21.6m height (330) 4.95m (360) 7.3m
Design life 30,000 cycles (extendable to 57,600 cycles), 30,000h Average fleet age 15 years (330) 13 years (360)
Vickers Viscount
The Viscount was the world's first turbine-powered airliner, being first flown in July 1948, and entering revenue passenger service in July 1950. A total of 444 aircraft was delivered, with three basic models being developed: the Series 700, 800 and 810. All versions were powered by four R-R Dart turboprops. Some 16 aircraft remain in service, most of which are operated in the cargo role.
Max weight (Sr 810) 32,890kg
Accommodation 70
Wingspan (Srs 810) 28.6m length 26.1mheight 8.2m
Original design life 75,000 cycles, 30 years
Average fleet age 39 years
SHORT RANGE TURBOPROPS
(Fewer than 20 seats)
BAe (Handley Page) Jetstream (J31)
The twin turboprop Jetstream was originally designed and produced by Handley Page, with the first Turboméca Astazou-powered version entering service in the late 1960s. Some 44 aircraft were produced through to 1970 when Handley Page was declared bankrupt. The programme was bought by Prestwick, Scotland-based Scottish Aviation (now part of BAe), with the aircraft being relaunched, powered by the AlliedSignal Engines TPE331 and redesignated the Jetstream 31 (or J31). The first J31 was flown in 1980 and some 385 aircraft were built at Prestwick before production ceased in 1993. Jetstream has developed a scheme to extend J31 life to 45,000 cycles, which is yet to be approved by the US FAA, although it has been approved in Europe. BAe says J31 life could be extended to 67,000 cycles if an economic case can be made.
Max weight 6,400kg
Accommodation 18-19
Wingspan 15.9m length 14.4m height 5.3m
Original design life 30,000 cycles
Average fleet age 12 years (all variants)
Beech (Raytheon) 99
A 15-seat airliner development of the Beech Queen Air general aviation aircraft, the first Beech 99 was flown in 1996 with deliveries starting in 1968. Production of the P&WC PT6A-powered twin turboprop ceased in 1986 after 239 aircraft had been completed.
The original life of the aircraft had a spar limit of 10,000h, which was subsequently increased to 20,000h with the installation of a spar re-inforcement kit. Another spar kit allows this to be extended by 20,000h, to 40,000h. Ameriflight, which is the largest operator of the type, has funded research into a "super spar" to extend life further. Three of Ameriflight's aircraft have accumulated more than 40,000h.
Max weight 4,940kg
Accommodation 15-17
Wingspan 14m length 13.6m height 4.4m
Original design life 10,000h (extended to 40,000h)
Average fleet age 24 years
De Havilland Canada (Bombardier)DHC-6 Twin Otter
The Twin Otter was conceived for short take-off and landing operations, with the first aircraft being flown in 1965. Production of the twin P&WC PT6A-powered aircraft continued until 1988 with some 844 aircraft being built. The fleet leaders are now on their second set of wings, while many -200s and -300s have been relifed to 49,000h and 33,000h, respectively. Corrosion inspections every five years are now mandatory. Some 550 aircraft in service are at least 15 years old.
Max weight 5,670kg
Accommodation 20
Wingspan 19.8m length 15.8m height 5.9m
Original design life 50,000 cycles, 25,000h
Average fleet age 23 years
Embraer EMB-110 Bandeirante
The Brazilian-manufactured unpressurised, twin turboprop was first flown in 1968 and entered service in 1973, although deliveries of the civil commuter version did not begin until 1978. Production ceased in 1991 after some 500 aircraft had been built. The UK CAA set the most stringent lifetime limitation, for the lower wing-to-fuselage attachment fittings in the front centre-section spar, of 11,420h or 17,569 landings. It also prescribed inspections of the front-spar lower cap at 20,000h to allow continuation to 30,000h, and then to 45,000h with an approved reinforcing kit in the nacelle region. The Australian CAA was the most demanding for wing-to-fuselage attachment fittings in the forward spar cap, at 15,400h or 23,600 cycles.
Max weight 5,600kg
Accommodation 19-21
Wingspan 15.3m length 14.2m height 4.7m
Original design life 21,000 cycles, 30,000h
Average fleet age 18 years
Fairchild Dornier 228
The twin turboprop 228 was produced by Dornier, now Fairchild Dornier in two versions, the basic 15-seat -100 and the stretched 19-seat -200.
The first aircraft was flown in 1981 and more than 240 aircraft have been built to date. Versions of the 228 include military/utility and regional airliner.
Max weight 5,700kg
Accommodation 15-19
Wingspan 17.0m length (-100) 15.0m (-200) 16.6m height 4.9m
Original design life 62,500 cycles
Average fleet age 10 years
Fairchild Dornier (Swearingen) Metro
Originally developed by Swearingen from the Merlin business twin turboprop, the first Metro was flown in 1969, and entered service in 1970. A corporate version, the Merlin IV, was also developed. Some 595 examples of the 19/20-seat aircraft have been built to date, of which 239 are over 15 years old. Production continues of the current version, dubbed the Metro 23.
Max weight 5,670kg
Accommodation 20
Wingspan 14.1m length 18.1m height 5.1m
Original design life n/a
Average fleet age 13 years
GAF Nomad
The twin turboprop, short take-off and landing capable Nomad was designed by Australia's Government Aircraft Factories (GAF) for utility and commuter roles. The first aircraft was flown in 1971 and production ceased in 1984 after 172 aircraft had been built. Two versions were produced, seating 13 and 17 passengers. Some 34 pre-1984 build aircraft remain in commercial operations.
Max weight 3,855kg
Accommodation 13-19
Wingspan 16.5m length 14.4m height 5.5m
Original design life n/a
Average fleet age 18 years
Let L-410
The 19-seat L-410 had its first flight in April 1969 and entered service the following year. The improved UVP version entered production in 1977 and production passed 1,000 in 1990, by which time the UVP-E was the standard production version.
Accommodation 19
Wingspan 20m length 14.4m height 5.8m
Original design life 20,000 cycles, 20,000h
Raytheon Beech 1900 Airliner
A development of the Super King Air business twin turboprop, the 19-seat Beech 1900C Airliner had its first flight in September 1982, and entered service in early 1984. This is the first appearance of the type in the census, with four aircraft qualifying.
The current production version, dubbed the 1900D, was introduced in 1992 and features a taller cabin.
Max weight 7,530kg
Accommodation 19
Wingspan 16.6m length 17.6m height 4.4m
Original design life Tail structure has a life limit of 45,000h
Average fleet age six years
Shorts Skyvan
The Skyvan was originally designed as a piston-powered aircraft, and was flown for the first time as such in January 1963. A turboprop version was developed, initially equipped with the Turboméca Astazou engine, but later with the AlliedSignal TPE331. The first TPE331-powered Skyvan was flown in 1967 and production continued until 1986, with some 149 aircraft being produced.
Max weight 5,670kg
Accommodation 19
Wingspan 12.2m length 19.8m height 4.6m
Original design life 20,000 cycles
Average fleet age 25 yearsCARGO TURBOPROPS
Antonov An-12
This aircraft was a development of the An-10 which was first flown in March 1957. The aircraft features redesigned rear fuselage and tail unit. It is powered by four Ivchenko AI-20K turboprops. Civil numbers of this aircraft may increase because of conversions from the military version. A total of 191 pre-1994 examples remains in operation.
A 5,000h service life extension is possible following major overhaul.
Max weight 61,000kg
Accommodation 84 passengers
Wingspan 38m length 33.1m height 10.5m
Design life 25,000 cycles, 30,000h
Antonov An-26
The pressurised An-26 twin turboprop was developed from the An-24 and entered service in 1969. The aircraft is powered by two Ivchenko AI-24VTs and an RU-19A-300 auxiliary power unit is available for take-off/cruise. More An-26s are moving across to the civil sector as airlines acquire the surplus military aircraft, particularly since modifications have permitted an increase in payload from 4.5t to 6.3t. About 324 pre-1984 examples are in service. A 5,000h service life extension is possible following major overhaul.
Maximum weight 50,706kg
Design life 16,000 cycles, 30,000h,
Lockheed L-100 Commercial Hercules
A commercial derivative of the C-130 military transport, the L-100 Commercial Hercules entered production in 1964. A total of 115 aircraft was built, with three versions developed - the basic L-100 and two stretched variants, the L-100-20 and L-100-30. All versions are powered by four Allison 501 turboprops. Production continued through to 1993, although the majority of the aircraft was built before 1985.
Some 50 aircraft older than 15 years are in service. Some military C-130 Hercules have been transferred to civil operators, but these are not included in the figures (except for the high time/cycles data).
Max weight 70,310kg
Wingspan (-30) 40.3m length 34.4m height 11.7m
Original design life not set
Average fleet age 20 years
Source: Flight International
