Max Kingsley-Jones/LONDON
The average age of the Western world's fleet of airliners that qualify for this year's census is 25 years. Some individual aircraft types have been subject to more intense scrutiny after recent events or incidents, as the USA prepares to expand its policing programme to include younger aircraft and regional turboprops.
The 1999 census includes 11,400 jet and turboprop airliners, representing a 2% increase on the 1998 total of 11,200 aircraft. Types qualifying for the census for the first time this year include the CFMI-powered Boeing 737 series (the -300 model), the Embraer Brasilia and the Saab 340.
North America has the largest fleets of the West's ageing aircraft, with almost 60% of the 5,400 ageing jets and over 40% of the 2,800 turboprops. Europe is the second largest home of old jets, with 14% of the fleet, while Asia and Latin America share runner-up position in the turboprop market.
The growth of the ageing fleet is significantly reduced by the increasing number of aircraft that are retired each year. Almost 800 Western-built jet and turboprop aircraft have been permanently retired over the past four years, and annual retirements are regularly over 200 units. For last year, UK-based consultancy Airclaims records 280 Western-built jet and turboprop retirements, compared to 220 in 1997 and 180 in 1996. The increasing costs of operating the older, inefficient and environmentally unfriendly jets encourages operators to sell them off for spares.
Last year saw the highest number of annual jet retirements, with over 220 aircraft withdrawn. A growing number of widebodies, particularly Boeing 747s and Lockheed L-1011 TriStars, has also been broken up for spare parts in recent years. In the last three years, 110 747s, L-1011s, McDonnell Douglas DC-10s and Airbus A300s have been withdrawn from the world's fleets, including 60 in 1998, and 35 in 1997.
The fleet of Western-built jet airliners in temporary storage has been stable at around 600-700 aircraft for the past couple of years, following the peak of more than 1,000 in the recessionary years of the early 1990s.
In 1991, the US Congress passed the Ageing Aircraft Safety Act. This required the FAA to develop regulations to ensure the airworthiness of older aircraft. Earlier this year the FAA issued a notice of proposed rulemaking that would extend the mandate for "ageing" airliner inspections to younger aircraft.
The current legislation covers civil aircraft approaching 25 years in age, but the FAA's latest proposal recommends inspection of aircraft aged over 14 years and every five years thereafter. This would see early-build Airbus A310s, Boeing 757s and 767s, and BAe146s included, as well as newer generation regional turboprops. The ruling will affect 2,800 additional airliners and cost operators nearly $100 million.
Ageing airliners - explanatory notes
Airliners defined as ageing by Flight International are turbine-powered aircraft seating at least 15 passengers (or an equivalent freight capacity) and built more than 15 years ago (before 1 January, 1985). The 1999 Flight International Ageing Airliner Census covers 57 turbine-powered passenger and cargo types, while designs with few examples still flying have been omitted. Data includes operational aircraft and those in temporary storage.
The fleet data include all non-military operated aircraft and are correct to the beginning of 1999. The utilisation data is the most recent available. The average age and utilisation figures are for the entire fleets (ie, for all years of manufacture).
Much of the data for the census are derived from records collated by London-based Airclaims within its CASE aviation database and Jet Storage Update publication, while the source for much of the Russian data was Ireland-based Russian-aviation specialist Paul Duffy.
This information, covering whole fleets, includes information on the airframes that have the highest numbers of cycles (flights completed) and flight hours. The data on stored aircraft, which are available only for Western types, include all categories of operator, all years of build, and all variants.
Original design lives are shown, or approved extensions where known. Information on dimensions, weight and accommodation is generic, with the highest value published where there are alternatives. Maximum weight is that at take-off.
Data are taken from various sources, including Flight International records. Input from other sources is welcomed.
To show the age of the fleet (from service entry or year of build), the status of fleet leaders in cycles (flights), hours flown and age - almost always a different aircraft - is shown. As a result of high-time aircraft being permanently withdrawn from service (eg, broken up for spares), it is possible for the current high-time aircraft to have lower hours/cycles values than in a previous edition of the census.
Population is by type, collectively for pre-1973 aircraft and by year of build for 1973-84. Data are scant for many older designs - especially turboprops, CIS types and cargo aircraft. The fact that some types are no longer supported by the manufacturer can affect utilisation data.
Types omitted because of small numbers in service are the Antonov An-28 (12), BAe (BAC) VC10/Super VC10 (26, but no civil), Canadair CL-44 (six), Handley Page Herald (one), Shorts Belfast (two), de Havilland DHC-5 Buffalo (11), IAI Arava (16) and VFW.614 (one).
Conversion factors:
1m =3.3ft 1kg = 2.2lb
Acronyms
BAe - British Aerospace CAA - UK Civil Aviation Authority FAA - US Federal Aviation Administration GE - General Electric P&W - Pratt & Whitney P&WC - Pratt & Whitney Canada R-R - Rolls-Royce CFMI - CFM International
SUPERSONIC
Aerospatiale/BAe (BAC) Concorde
The Concorde prototype was flown in March 1969. The first production aircraft had its first flight in December 1973.
Twenty Concordes were built - four prototype/pre-production and 16 production aircraft - at dual final assembly lines in Toulouse, France, and Bristol, UK. Fourteen aircraft were delivered to Air France and British Airways between 1975 and 1980 and 13 remain in service. The remaining six aircraft were used for testing and not delivered.
One of the seven Concordes delivered to Air France has been permanently withdrawn for use as a spares source, while all of British Airways' seven remain in service. The UK flag carrier 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 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 (for example, 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 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. BA Concorde G-BOAA has flown the highest number of supersonic flights, at 6,398 (to December 1998).
The programme, dubbed Concorde Relife Group, is being co-ordinated from BAe's factory in Filton, UK. Air France and BA expect to be able to continue Concorde operations until around 2014/5.
The Concorde fleet has suffered control surface delamination incidents. The most recent known event occurred in July 1998, when a BA aircraft suffered the in-flight separation of a 0.6 x 1.2m triangular section from the trailing edge of one of its six elevons.
A fleet examination failed to reveal any other potential elevon faults, but BA has sent an undamaged elevon for strip-down and non-destructive testing.
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: 14,400 Average fleet hours: 5,200 Average fleet age: 23 years
WIDEBODIES
Airbus Industrie A300
Airbus built 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. Production continues in the latest -600R guise. Over 480 A300s of all variants have been delivered.
The first A300 was flown in October 1972 and deliveries began in 1974. Most A300Bs were powered by GE CF6s, with the remainder having P&W JT9Ds. The second generation -600, which entered service in 1984, made its debut in the Census last year and 15 examples of that variant qualify. The main difference between the -600 and earlier versions is its two-crew "glass" cockpit which provides commonality with the A310. Later versions of the -600 have the PW4000 engine.
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 has resulted in corrosion caused by moisture penetration. An increasing number of older A300B2/B4s is being permanently withdrawn for spares recovery.
There are 220 A300s older than 15 years in operation. Japan Air System operates the largest single ageing fleet of A300s (17 aircraft over 15 years). BAe Aviation Services and DaimlerChrysler 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: 26,200 Average fleet age: 13 years
Airbus Industrie A310
A short fuselage, 200-seat derivative of the A300, the original -200 version of the A310 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.
Two hundred and fifty-five A310s have been delivered, 54 of which are 15 years old or more. FedEx operates the largest A310 fleet, with 31 of its aircraft 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: 10,800 Average fleet hours: 27,500 Average fleet age: 11 years
Boeing 747
Boeing produced 724 examples of the 747 "Classic" variants (ie, -100/200/300 and SP models), before production standardised on the advanced, two-crew, 747-400 in 1991. The 747 remains in production, with around 1,210 having been delivered since the first in December 1969. Numerous engine/airframe combinations exist, powered by versions of the GE CF6, P&W JT9D and PW4000 and R-R RB211. Around 490 Boeing 747s aged 15 years or more remain in operation. With expensive modifications needed for ageing 747s, it is increasingly becoming the most economic solution to dismantle early aircraft for spares.
During 1996, a 747-100 operated by TWA passed the 100,000 flight hours milestone and this high-time aircraft has gone on to around 111,600h. The two major structural issues on the type are replacement of the fuselage frames in the Section 41 (cockpit) zone and modification of the engine pylons. Japan Airlines has the largest ageing 747 fleet, with 28 aircraft aged over 15 years.
Several avionics upgrades have been developed for the classic variants, including a digital cockpit certificated in 1997 by the German civil aviation authority. KLM/Canadian Marconi received a supplemental type certificate (STC) from the US FAA in May for the flightdeck upgrade of the Dutch airline's 13 747-200/300 Classics. The programme is designed to extend the life of the 747-200s and -300s beyond 2010 through the upgrade of the cockpits with communications, navigation and surveillance/air traffic management (CNS/ATM) capability. The package includes "FANS-1 equivalent" capability and the replacement of electro-mechanical instruments with liquid-crystal displays. The airline conducted its first flight, using the CNS/ATM capabilities, over the North Pole on 19 May. KLM and Canadian Marconi are finalising details to offer the upgrade as a turnkey package to other 747 Classic operators.
The US FAA has issued wiring- and electrical component-related airworthiness directives (ADs) affecting Boeing 747s as a result of the continuing investigation into the causes of the TWA 800 crash in July 1996. Meanwhile, in December 1998, Boeing advised 747 operators to expand routine inspections to include the pylon structure for all engine types after fatigue-related cracks were found on a Cathay Pacific 747-200 freighter.
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: 10,300 Average fleet hours: 47,200 Average fleet age: 14 years
Boeing 767
Boeing flew its first widebodied twinjet design, the 767-200, in September 1981. The type entered service with launch customer United Airlines in August 1982. One hundred and nine aircraft qualify for the Census, all smaller -200 models. The first of the larger -300s entered service in September 1986.
The -200 is powered by either P&W JT9D/PW4000 or GE CF6-80 engines. The R-R RB211 is also available on the -300. Some early 767-200s have been upgraded with weight and fuel capacity increases providing transatlantic services. The first ex-passenger models entered the freight market during 1998.
Airborne Express has acquired a fleet of ex-All Nippon Airways -200s that are being modified for cargo operation by Timco. The conversion, developed by Flight Structures, includes structural modifications, but no cargo door, as Airborne uses pallets that can be loaded through the passenger doors. Boeing's Wichita division is developing a full freighter conversion with a large main deck side cargo door, but a customer has not been secured for the project.
The 767 is one of the types being targeted by the USA's planned broadening of its ageing aircraft programme.
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: 9,500 Average fleet hours: 22,500 Average fleet age: nine years
Ilyushin Il-86
The Il-86 was the first widebodied airliner produced in the former Soviet Union and was first flown in December 1976. The type entered service in 1979. One hundred and four aircraft had been completed and delivered by the time production ceased in 1994. Thirty-eight examples built before 1985 remain in service.
Four military airborne command posts have also been completed. The highest-time aircraft was built in 1983 and the high-cycle one is a 1984 example.
In 1998, Ilyushin and the Voronezh production complex signed an agreement with Vnukovo Airlines covering technical support and modernisation for the Russian carrier's Il-86s up to 2005.
Max weight: 208,200kg Accommodation: 234 (380 one class) Wingspan: 48.1m length: 59.6m height: 15.8m Original design life: 20,000 cycles, 30,000h, 20 years
Lockheed L-1011 TriStar
Deliveries of the standard body L-1011 TriStar -1 began in 1972, while production of the short-fuselage, long-range TriStar 500 started in 1979. Production ended in 1983 after 250 had been built, of which 249 were delivered (the prototype was retained by Lockheed). One hundred and eighty five remain in service with non-military operators. All versions of the TriStar are powered by R-R RB211s.
Operators report that Lockheed Martin's support continues to be good, but corrosion and fatigue cracking affects the airframe. One of the major repairs required to the older aircraft is a modification to the rear spar. There is also a repair assessment programme that enables the design life to be extended.
Marshall Aerospace offers a freighter conversion programme and has completed 10 civil conversions.
Max weight: (-100) 211,375kg (-200) 211,600kg (-500) 231,500kg Accommodation: 256-400 (-1/100/200) 230-250 (-500) Wingspan: (-1/100/200) 47.3m (-500) 50.1m length: (-1/100/200) 54.2m (-500) 50.1m height: 16.9m Original design life: 115,000 cycles, 210,000h, 20 years Average fleet cycles: 20,800 Average fleet hours: 53,300 Average fleet age: 22 years
McDonnell Douglas DC-10
Production of the DC-10 begin in 1970 with 386 DC-10s built before the line 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. Three hundred and thirty three DC-10s built before 1985 are in operation.
This fleet includes versions of both the short haul GE CF6-powered -10/-15 and longer-range -30, plus the P&W JT9D-powered -40.
The first FedEx DC-10 modified by Boeing to MD-10 specification first flew from Long Beach on 14 April, 1999. The Boeing-managed upgrade includes a two-crew advanced common flightdeck, based on the MD-11 deck. Passenger versions of the DC-10 are being converted to freighters. Three MD-10s will participate in the10 month-long test programme. SR Technics is installing the Honeywell advanced flightdeck avionics and over 100 aircraft are expected to undergo the upgrade.
Max weight: (-30) 263,320kg Accommodation: 270 (380 high density) Wingspan: (-30/40) 50.4m length: 55.5m height: 17.7m Design life and "test-supported life":(DC-10-10) 42,000 cycles 60,000 20 years (DC-10-30/40) 30,000 cycles 60,000h 20 years Average fleet cycles: 18,600 Average fleet hours: 60,300 Average fleet age: 22 years
LONG RANGE JET AIRCRAFT
(NARROWBODY)
Boeing 707/720
A total of 856 707s was built and delivered between 1957 and 1991 (including 93 military E-3 and E-6 versions). A further 154 short fuselage 720s were built. The last civil 707 was handed over in 1979, with production thereafter concentrating on military derivatives.
Around 146 Boeing 707/720s manufactured before 1985 are in operation, most of them the longer fuselage -707-300 version operated in the cargo role. Only P&W JT3D-powered versions are in commercial service.
Quiet Nacelle has developed a Stage 3 hushkit for the US Air Force-operated 707s/C-135s. The Quiet Skies-developed Stage 3 hushkit for the Pratt & Whitney JT3D-3B-powered Boeing 707-300 was awarded an STC by the FAA in November 1998. Quiet Skies was established by Burbank Aeronautical (BAC) of California for the 707 programme.
The kit incorporates a long bypass fan duct, a 16-lobe internal exhaust gas mixer and common exit nozzles. It removes the fuel consumption increase associated with Stage 2 707 hushkit installations, says BAC. The company believes the worldwide market of suitable 707 conversions is around 110 aircraft, with the kit priced at $3 million per shipset. Composite winglets, costing $400,000 per shipset, are also offered.
The Omega-led Seven Q Seven group expects certification early next year for its 707 P&W JT8D-200 re-engining programme. As well as bringing the 707 within the Stage 3 noise limits, the modification will boost performance significantly. While the final figures will not be known until flight testing begins, the aircraft is expected to offer a 30% increase in range.
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: 13,900 Average fleet hours: 36,000 Average fleet age: 27 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. Subsequent variants have been powered by larger Soloviev D-30KUs. Eighty-eight 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
McDonnell Douglas built and delivered 556 DC-8s between 1958 and 1972, of which 268 remain in service 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 for the DC-8-62/63, which has been certificated by the FAA.
BAC is preparing to flight test a Stage 3 hushkit for the DC-8-50/61 and an STC is targeted for next December. Work will officially be undertaken by Stage 3 Nacelle, established in 1998 by Burbank specifically for the DC-8-50/61 market, estimated at around 40 aircraft.
The DC-8-50 testbed began engine test cell work at Edwards AFB, California, in early July. The aircraft is fitted with a full shipset of the new long duct nacelles, thrust reversers, gas mixers and acoustic treatment. All the hardware is 75-80% common to the sister programme developed for the 707-320B, also under flight test. The modification is aimed at a market estimated at about 40 aircraft. The company also plans to fly the DC-8-50 in mid-2000 with a version of the winglets developed for the 707.
Max weight: (-63) 161,000kg Accommodation: 259 Wingspan: (-63) 45.2m length: 57.1m height: 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: 25,100 Average fleet hours: 66,800 Average fleet age: 31 years
MEDIUM RANGE JET AIRCRAFT
Boeing 727
Boeing delivered 1,831 727s between 1963 and 1984, with one additional aircraft produced for development flying. The ageing 727 fleet totals 1,381 aircraft with the last seven built, which are all with FedEx, qualifying for this year's Census.
FedEx Aviation Services has developed a Stage 3 hushkit for the 727. This was certificated by the FAA in 1989. Dee Howard developed an R-R Tay re-engining programme for the 727-100. UPS' 50 aircraft have been modified.
Valsan's JT8D-200 re-engining programme has been taken over by BFGoodrich and marketed as the Super 27 conversion. Twenty-one aircraft have been modified. Two companies, Raisbeck Commercial Group and Duganair Technologies, 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: 46.7m height: 10.4m Design life objective: 60,000 cycles, 50,000h, 20 years Average fleet cycles: 37,900 Average fleet hours: 52,500 Average fleet age: 25 years
Boeing 737 (CFMI-powered)
The CFMI CFM56-3-powered 737 makes its debut in the Census this year. The 128-seat 737-300 was the first example of the re-engined family to be developed. It is a slightly stretched version of the JT8D-powered -200 and features increased weight, wing and tailplane tip extensions and a dorsal fin extension.
The first -300 was flown in February 1984 and entered service in December that year. Both larger (-400) and smaller (-500) versions followed, entering service in 1988 and 1990 respectively, before the Next Generation 737 family (-600 to -900 models) was launched in 1994. With the introduction of the 737NG, all earlier models are referred to as the "737 Classic". Production continues, but is to be phased out by 2000.
Thirteen 737-300s in service are at least 15 years old with most of the early examples operated by US Airways.
Max weight: (-300) 56,500-62,900kg Accommodation: (-300) 128 (149 high-density) Wingspan: (-300) 28.9m length: 33.4m height: 11.1m Design life objective: 75,000 cycles, 51,000h, 20 years Average fleet cycles: 13,600 (all CFM variants) 17,500 (-300) Average fleet hours: 19,100 (all CFM variants), 25,100 (-300) Average fleet age: seven years (all CFM variants) nine years (-300)
Boeing 757
Developed as a follow-on from the 727, the 757 twinjet 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. The baseline -200 was joined by a stretched model, the -300, early this year. Fifty-one 757s in service are at least 15 years old, with most of the early examples operated by British Airways, Delta Air Lines and US Airways.
Max weight: (-200) 99,900-115,800kg Accommodation: (-200)186 (235 high-density) Wingspan: 38.1m length: 47.3m (-200) height: 13.6m Design life objective: 100,000 cycles, 40 years Average fleet cycles: 9,800 Average fleet hours: 22,500 Average fleet age: 8 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. The type, along with the International Aero Engines V2500-powered derivative, the MD-90, is a casualty of the Boeing take-over, and production is to end next year.
The first MD-80 was handed over in 1980 and around 1,170 aircraft have been delivered, of which 199 aircraft were built before 1985. Two sizes have been produced, the basic MD-81/82/83/88 and the short-fuselage MD-87. A small number of MD-80s has been assembled from kits in Shanghai, China.
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: 18,800 Average fleet hours: 28,000 Average fleet age: 11 years
Tupolev Tu-154
The Tu-154 tri-jet was first flown in October 1968 and entered service in 1971 with Aeroflot. 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, equipped with Soloviev D-30KUs. Three hundred and eighty-three examples of the aircraft built before 1985 are 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. This has since been extended to 45,000h, when a major overhaul is 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 20,000 cycles), 30,000h (extended to 45,000h), 20 years
SHORT RANGE JET AIRCRAFT
Aerospatiale (Sud Aviation) Caravelle
Sud Aviation (now part of Aerospatiale Matra) built and delivered 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. Thirteen Caravelles are in commercial service and the youngest operational aircraft is 29 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: 23,200 Average fleet hours: 37,800 Average fleet age: 32 years
British Aerospace (BAC)/Romaero One-Eleven
BAC and, later, British Aerospace, produced 235 One-Elevens from1963-82 before the production line was transferred to ROMBAC (now Romaero) in Romania, where nine aircraft were completed under licence. The last Romanian aircraft was delivered in 1990.
Two sizes have been produced: the basic 80-seat Series 200, 300, 400 and 475 and the stretched 100/119-seat 500. All versions are powered by two R-R Speys. One hundred and eighteen pre-1985 examples are operational, with a large number flying in the executive role. 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 32.6m height 7.5m Original design life: 55,000 cycles (now 85,000 cycles), 55,000h (now 85,000h), 25 years (now 40) Average fleet cycles: 27,000 Average fleet hours: 30,600 Average fleet age: 29 years
British Aerospace 146
The four-engined BAe 146 had its first flight in September 1981 (a -100) and entered service in May 1983. Powered by the AlliedSignal (formerly Textron Lycoming) ALF502 and LF507 engines, 219 BAe 146s were produced and delivered in three fuselage lengths (-100, -200 and -300) of which 22 (all -100s and -200s) were built before 1985. In 1993, production of the 146 ceased in favour of the similar, but more advanced, Avro RJ family. BAe also developed a freighter version, the "QT" (Quiet Trader) which has a large main deck aft cargo door.
BAe has undertaken a major avionics upgrade programme for the aircraft, which involves the installation of an AlliedSignal GNS-XLS satellite-based navigation system. Honeywell's traffic collision avoidance system, the TCAS 2000, has been selected as the preferred installation for the worldwide BAe 146 fleet.
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: 17,500 Average fleet hours: 17,300 Average fleet age: 11 years
Boeing 737-100/200
Boeing flew the first 737 in April 1967 and the type 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 1,144 aircraft had been delivered. The ageing fleet consists of 853 aircraft, with the numbers of older aircraft beginning to diminish as operators retire aircraft and break them for spares.
The JT8D versions were superseded by the second generation family of CFM-powered models (-300/400/500) - see earlier entry. The Next Generation (NG) family (-600/700/ 800/900) is also in production. The 737-100/200 and the pre-737NG CFM-powered versions are referred to as 737 Classics.
Two companies, Nordam and AvAero, have developed 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 30.5m height 11.3m Design life objective: 75,000 cycles, 51,000h, 20 years Average fleet cycles: (737-100/200) 42,200 Average fleet hours: (737-100/200) 45,800 Average fleet age: (737-100/200) 21 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 Mk555. 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.
A Stage 3 hushkit and an R-R Tay 620 re-engining programme have been proposed for the F28, but neither has been launched into production. A total of 158 pre-1985 F28s is operational.
Max weight: (Mk4000) 32,200kg Accommodation: (Mk4000) 79 Wingspan: (Mk4000) 25.1m, length 29.6m, height 8.5m Original design goal: 90,000 cycles 60,000h, 40 years Average fleet cycles: 36,100 Average fleet hours: 31,000 Average fleet age: 21 years
McDonnell Douglas DC-9
McDonnell Douglas began series production of the DC-9 in 1965. The last delivery was made in 1982 after 976 aircraft had been completed. Five basic models were produced - the series 10, 20, 30, 40 and 50, all powered by the P&W JT8D. Seven hundred and seventy-six DC-9s are operational.
The aircraft was superseded by the larger MD-80 family, a development of the DC-9. A DC-9 operated by Northwest Airlines passed the 100,000 cycle mark during 1996 and the high-cycle aircraft has since reached almost 105,000 cycles.
ABS Partnership has developed an FAA-approved Stage 3 hushkit for the type. Raisbeck Commercial Group is looking to develop an aerodynamic Stage 3 solution similar to the one 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: 61,300 Average fleet hours: 58,300 Average fleet age: 28 years
Tupolev Tu-134
The Tu-134 was first flown in July 1963 and production ceased in 1985, with 852 aircraft 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. Around 390 pre-1985 examples are 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 transfer of Tu-134 from military to civil operators began several years ago. Up to 80 aircraft could find their way into the hands of 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 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. Five hundred and seventy pre-1985 examples are in service, with the civil fleet increasing as aircraft are transferred from Russian flight schools as they are closed, 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 was in 1980. The type was withdrawn in 1982 after an accident and re-introduced into service in 1984. Over 170 Yak-42s, powered by Lotarev D-36 turbofans, are believed to have been delivered and 25 aircraft in service are aged 15 years or older.
The aircraft remains in production as an updated version, dubbed the Yak-142, equipped with an AlliedSignal avionics suite and electronic flight instrument 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 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 finding its way into civil use with 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. Over 130 aircraft have been delivered, and production continues in small number. Fourteen aircraft qualify for the Census.
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 124 pre-1985 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 in 1983. 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 -18. A total of 55 pre-1985 examples is 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 short/medium range turboprop, first flown in December 1957 and entering service in January 1959. Powered by four Allison 501 turboprops, the aircraft's market was quickly overrun by the short-range jet transports. Production ceased in 1962 after 170 aircraft had been built. Sixty-one aircraft remain in existence, mostly 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: 40 years
SHORT RANGE TURBOPROPS
(MORE THAN 20 SEATS)
Aerospatiale (Nord) 262
The first example of the twin turboprop Aerospatiale N262, then designated the MH-260, was flown in July 1960 and in modified form in December 1962. The aircraft entered service in 1965. One hundred and eleven examples were produced by Aerospatiale and its predecessors through to 1976, with 22 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: 30 years
Antonov An-24/30
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 increasingly being used as a freighter and occasionally in the passenger role as survey work is falling off. Sixty two 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
BAe (Avro/HS)/Hindustan Aeronautics (HAL) 748
British Aerospace (and predecessors Hawker Siddeley and Avro) produced 293 748s between 1962 and 1989, and 89 aircraft were manufactured under licence by HAL in India. The Andover military version, equipped with a rear cargo door was developed for the the Royal Air Force, with 31 delivered.
All 748s are powered by two R-R Darts. One hundred and forty-two 748s in service are pre-1985 examples.
Most of the Andovers have been sold to civil operators 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: 27 years
Bombardier de Havilland Dash 8
One of the new generation of turboprop airliners introduced in the mid-1980s, the Dash 8 made its first appearance in the Census last 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 Q400, 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 says it is considering a $1 million fleet-wide retrofit programme, or roughly $10,000 per engine. The original manifold suffered leaks, says Piedmont, causing "some fire" problems, which the new manifold is claimed to eradicate.
Max weight: (Srs 100) 14 970 Accommodation: 37 Wingspan: 25.9m length: 22.3m height: 7.5m Original design life: 60,000h cycles 80,000h Average fleet age: 11 years
CASA/IPTN 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. One hundred and nine aircraft qualify for the survey.
Production has been undertaken 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-engined stability, modified systems and new instrument panel.
A total of 164 aircraft was converted and 126 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 Mk524s. A total of 38 CV-600s and 27 CV-640s was created, with 25 examples remaining.
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 (Bombardier) Dash 7
The first Dash 7 was flown in March 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. Eight-six 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: 18 years
Embraer EMB-120 Brasilia
Conceived as a pressurised successor to the Bandeirante, the first EMB-120 Brasilia was flown in July 1983 and the type entered service in August 1985. Powered by two PWC PW115 or PW118 turboprops, the baseline EMB-120 was joined by the increased gross weight -120ER Advanced model from 1994, offering extended range. QC and cargo versions are also available.
The 30-seat turboprop makes its debut in the Census this year, with two aircraft qualifying for the survey. Three hundred and fifty aircraft have been delivered to date.
Max weight: (-120) 11,990kg Accommodation: 30 Wingspan: 19.8m length: 20.1m height: 6.4m Original design life: 60,000 cycles, 40,000h, 22 years Average fleet age: nine 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 delivered in 1966, and 78 aircraft were built before production ceased in 1968. Several dimensionally similar versions were developed, including a cargo variant. The fleet totals 28 aircraft, with product support for the FH-227, and the Fairchild F-27, being provided by Hagerstown, Maryland-based Maryland Air Industries.
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: 32 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. Hagerstown, Maryland-based Maryland Air Industries provides support for the US-built F-27 models.
The US-developed stretched derivative, the FH-227, is described separately.
Fokker completed 580 F27s and 129 F-27s were produced by Fairchild in the USA, for a total of 709. Production of an advanced derivative - the Fokker 50 -began in 1985, replacing the F27, but it is also out of production. A total of 320 F27/F-27s is older than 15 years.
Max weight: 20,410kg Accommodation: (Mk 500) 52 (60 maximum) Wingspan: 29m length: (Mk 500) 25.1m height: (Mk 500) 8.7m Original design goal: 60,000 cycles/60,000h extended to 90,000 cycles/90,000h Average fleet age: 28 years
Grumman Gulfstream I
Originally conceived by Grumman as a business aircraft, the first twin turboprop G-159 Gulfstream I 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. Two hundred of the R-R Dart-powered aircraft were produced between 1958 and 1963 and 110 aircraft remain in commercial operation. A stretched conversion, dubbed the GI-C, can carry 37 passengers, but only five aircraft were modified before the programme was ended.
Max weight: 16,300kg Accommodation: 24 or 37 Wingspan: 23.9m length: 23m height: 7m Original design life: n/a Average fleet age: 36 years
NAMC YS-11
Japan's Nihon Aircraft Manufacturing (NAMC) developed this 60-seat regional airliner in the early 1960s to satisfy a requirement of Japan's domestic airlines. Powered by two R-R Dart turboprops, the first example was flown in August 1962 and 182 aircraft were produced through to 1973.
Variants included all passenger passenger/cargo combi and all-cargo models. Ninety-seven examples remain in commercial operation, some 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: 30 years
Saab 340
Launched as a joint venture between Saab and Fairchild, the Saab 340 (originally designated SF340) was first flown in January 1983. Deliveries of the baseline Saab 340A began in June 1984, and Saab took full control of the programme a year later. An improved version, the Saab 340B, was introduced in 1989 and production of the type ceased in 1999 with the delivery of the 455th example.
The Saab 340 makes its debut in the Census this year, with 12 aircraft qualifying. Saab says the in-service life of the aircraft is 38 years, based on cycles, or 21 years based on flying hours. A programme is under way to extend the hours limit from 45,000h to 60,000h, based on in-service experience. The manufacturer aims to achieve the extension by October 2000, enabling the in-service life of the aircraft, based on flight hours, to increase to 28 years.
Max weight: 13,160kg Accommodation: 35 Wingspan: 21.4m length: 19.7m height: 7m Original design life: 90,000 cycles, 45,000h (extension to 60,000h being undertaken), 38 years (cycles)/21 years (hours) Average fleet age: eight years
Shorts 330/360
Originally called the SD3-30, the 330 is a 30-seat utility development of the Shorts SD3 Skyvan powered by two P&WC PT6As. Including the military Sherpa, 139 aircraft were produced between 1974 and 1992.
Most were produced between 1976 and 1985 and the design was superseded by the slightly larger Shorts 360 from 1982. This features a conventional tailplane and fin in place of its predecessor's twin-tail design.
In 1987, Gill Airways carried out the first mid-life audit of the type, required at 50,000 cycles or 28,800h. The work needs two months of downtime and costs around £150,000 ($245,000).
There are 82 examples with civil operators of the 330/360 which are at least 15 years old.
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 (extendible to 57,600 cycles), 30,000h (extendible to 40,000 on 330 Sherpa) Average fleet age: 16 years (330) 14 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 developed: the Series 700, 800 and 810. All versions were powered by four R-R Dart turboprops. Fourteen aircraft remain in service, most in the cargo role.
Max weight: (Srs 810) 32,890kg Accommodation: 70 Wingspan: (Srs 810) 28.6m length: 26.1m height: 8.2m Original design life: 75,000 cycles, 30 years Average fleet age: 41 years
SHORT RANGE TURBOPROPS
(FEWER THAN 20 SEATS)
BAe/Handley Page Jetstream/J31
The twin turboprop Jetstream was designed and produced by Handley Page with the first Turboméca Astazou-powered version entering service in the late 1960s. Forty-four 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 385 aircraft were assembled at Prestwick before production ceased in 1993. An enhanced version, the Super 31 (or J32), was introduced in 1988. Forty-nine Jetstreams (including 34 J31s) qualify for the Census.
A BAe scheme to extend J31 life to 45,000 cycles has been approved and the company says it is working on a J32 life extension to 65,000 cycles. This is expected to receive US and European approval in August.
BAe has developed an upgrade package to improve the hot and high plus short-field performance of the J32, dubbed the J32EP (enhanced performance). The EP package costs around $100,000 and makes use of alternative flap settings and drag reduction fillets on the wing/engine nacelle joint. A cargo conversion is also being worked on by Detroit-based Murray Aviation.
Max weight: 6,400kg Accommodation: 18-19 Wingspan: 15.9m length: 14.4m height: 5.3m Original design life: 30,000 cycles (extendable to 45,000 cycles on J31. 65,000 cycles extension for J32 being prepared) Average fleet age: 30 years (HP Jetstream) 11 years (J31/32)
Beech (Raytheon) 99
Developed from the Beech Queen Air general aviation aircraft, the 15-seat Beech 99 was first flown in 1966, 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. That 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, 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 46,000h) Average fleet age: 25 years
De Havilland (Bombardier) DHC-6 Twin Otter
Production of the Twin Otter began in 1965 and continued until 1988, with 844 aircraft built. The P&WC PT6A-powered aircraft was conceived for short take-off and landing operations, and the first aircraft was flown in May 1965. The fleet leaders are 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 mandatory.
Five hundred and fifty-five 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: 25 years
Embraer EMB-110 Bandeirante
The Brazilian-manufactured unpressurised twin turboprop was first flown in October 1968 and entered service in 1973. Deliveries of the civil commuter version did not begin until 1978. Production ceased in 1991 after 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 11,420 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 15,400 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: 19 years
Fairchild (Dornier) 228
The twin turboprop 228 was produced by Dornier, now part of Fairchild Aerospace, in two versions - the basic 15-seat -100 and the stretched 19-seat -200. The first 228 was flown in 1981 and 270 examples of the unpressurised high wing design 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, 42,800h Average fleet age: 11 years
Fairchild (Swearingen) Metro
Originally developed by Swearingen from the Merlin business twin turboprop, the first Metro was flown in August 1969 and entered service in 1970. A corporate version, the Merlin IV, was also developed.
Six hundred examples of the 19/20-seat aircraft have been built, of which 258 are over 15 years old. The most recent version to be developed is dubbed the Metro 23.
Max weight: 5,670kg Accommodation: 20 Wingspan: 14.1m length: 18.1m height: 5.1m Original design life: 35,000h Average fleet age: 14 years
GAF Nomad
Developed by Australia's Government Aircraft Factories for utility and commuter roles, the Nomad was first flown in July 1971 and production ceased in 1984 after 172 aircraft had been built. Two versions of the twin turboprop short take-off and landing capable aircraft were produced, seating 13 and 17 passengers. Thirty-two aircraft remain in civil 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: 19 years
Let L-410 Turbolet
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. Over 420 aircraft are at least 15 years old.
Max weight: 5,700kg Accommodation: 19 Wingspan: 20m length: 14.4m height: 5.8m Original design life: 20,000 cycles 20,000h Average fleet age: 15 years
Raytheon Beech 1900 Airliner
The 19-seat Beech 1900C Airliner was developed from the Super King Air business twin turboprop. It was first flown in September 1982 and entered service in early 1984. A total of 250 1900Cs was built through to 1992 before production switched entirely to the current version, dubbed the 1900D, which has a taller cabin.
The twin turboprop made its first appearance in the Census last year and 31 aircraft are over 15 years old.
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: seven years
Shorts Skyvan
The Skyvan was designed as a piston-powered aircraft and was flown for the first time in January 1963. A turboprop version was developed, initially 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 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: 26 years
CARGO TURBOPROPS
Antonov An-12
Developed from the An-10 high wing transport, the first An-12 was flown in March 1957 and entered service with the Soviet air force. The aircraft has a rear loading ramp and 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 185 pre-1985 examples remains in civil operation.
A 5,000h service life extension is possible following major overhaul.
Max weight: 61,000kg Max payload: 20,000kg Wingspan: 38m length 33.1m height 10.5m Design life: 25,000 cycles 30,000h
Antonov An-26/32
The pressurised An-26 twin turboprop was developed from the An-24 and entered service in 1970.
The aircraft has a redesigned rear fuselage, more powerful Ivchenko AI-24VTs and an RU-19A-300 auxiliary power unit that can provide additional power for take-off/cruise. The An-32 is an improved version offering better hot and high take-off performance. This was introduced in the early 1980s.
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 325 pre-1985 examples are in service. A 5,000h service life extension is possible following major overhaul.
Max weight: 50,700kg Max payload: 6,300kg Design life: 16,000 cycles 30,000h
Lockheed L-100 Commercial Hercules
The L-100 Commercial Hercules is a civil derivative of the C-130 military transport which 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 most aircraft were constructed before 1985.
Forty-seven 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: 70,300kg Max Payload: (-30) 23,200kg Wingspan: (-30) 40.3m length 34.4m height 11.7m Original design life: not set Average fleet age: 21 years
Source: Flight International
