The Taylorcraft series

Country of origin
United States of America

Type

Two seat light aircraft
History
The Taylor series of light aircraft has one of the most chequered production histories of any light aircraft.
The original Taylor Brother's Airplane Company was responsible for the Piper Cub design, and William T Piper purchased the company and its designs in 1931 when it ran into financial difficulties. Gilbert Taylor stayed on as president with the company under Piper's ownership (the Taylor name was initially retained) until 1935 when he resigned to establish his own company, this time named Taylorcraft.
Taylorcraft's first aircraft was similar to the Piper Cub except that it seated two side by side and was powered by a 30kW (40hp) Continental engine. Prewar it was built in A, B, D and D Tandem Trainer form, the last aircraft seating two in tandem.
The Tandem Trainer formed the basis for the wartime L-2, nicknamed Grasshopper, and more than 1600 were built during World War 2 for the US Army Air Force.
Postwar Taylorcraft resumed production of the prewar B-12 as the BC-12D. Almost 3000 BC-12Ds were built before the company encountered financial troubles and the firm was bought out by Gilbert Taylor again, in March 1947. The new Taylorcraft Inc then built the two seat Ace, Traveller, De Luxe and Sportsman; the four seat Tourist, Ranch Wagon, Topper agricultural aircraft and the float equipped Seabird and Zephyr.
Once more Taylorcraft ceased trading, and did not reform until 1968 when it was set up to support existing aircraft. In 1973 this company began building the Continental O-200 powered F-19 Sportsman 100, and from 1983 the Lycoming O-235 powered F-21, which were based on the prewar Model B, but production ceased in 1986. Then in January 1990 Taylorcraft flew the improved Textron Lycoming O-235-L2C powered F-22, small numbers of which were built before production ceased for the final time in October 1992.
Up until production ceased, Taylorcraft might have laid claim to have had the longest production run of any aircraft still using it's original Type Certificate. As well as the F-22 with tailwheel undercarriage, a tricycle model was also introduced, the F-22A, and a prototype with a higher powered 134kW (180hp) O-360 engine, the F-22C.
Today, the handling characteristics of the F-22A reveal the shortcomings of aged aircraft design, not in the least demanding to fly but solid, unresponsive, slow, noisy, draughty...., just what you would have expected 50 years ago. In its favour the F-22A has an astonishing range, at least 6 hours at cruise power.

Powerplants
BC-12D - One 50kW (65hp) Continental A-65 flat four piston engine driving a two blade fixed pitch propeller. F-21 - One 88kW (118hp) Avco Lycoming O-235-L2C flat four.
Performance
BC-12D - Max speed 177km/h (96kt), cruising speed 153km/h (83kt). Initial rate of climb 600ft/min. Service ceiling 17,000ft. Max range 805km (435nm). F-21 - Max cruising speed at 75% power 196km/h (106kt). Initial rate of climb 875ft/min. Service ceiling 18,000ft. Range with max fuel 645km (347nm).
Weights
BC-12D - Empty 304kg (670lb), max takeoff 522kg (1150lb). F-21 - Empty 450kg (990lb), max takeoff 680kg (1500lb).
Dimensions
BC-12D - Wing span 10.98m (36ft 0in), length 6.71m (22ft 0in), height 2.03m (6ft 8in). Wing area 17.1m2 (183.5sq ft). F-21 - Wing span 10.98m (36ft 0in), length 6.78m (22ft 3in), height 1.98m (6ft 6in). Wing area 17.1m2 (183.5sq ft).
Capacity
Seating for two, except in the Model 15 Tourist, which seats four.
Production
Taylorcraft production includes 100 prewar Model As, 1800 military L-2s, more than 2800 postwar BC-12Ds, and more than 120 F-19 Sportsmans.

The Transavia Airtruk & Skyfarmer

Country of origin
Australia

Type
Agricultural aircraft
History
The Airtruk and Skyfarmer owe their origins to New Zealand's first commercial aircraft, the Waitomo Airtruck.
The original Waitomo Airtruck was designed by Luigi Pellarini in the mid 1950s, and used a number of components from the North American T6 Texan/Harvard series of piston engine military advanced trainers. These components included main undercarriage wheels, the front undercarriage assembly, fuel tanks and the 410kW (550hp) Pratt & Whitney R1340 radial piston engine. The Airtruck also featured a fairly tall and squat fuselage that accommodated a pilot, two passengers and a chemical hopper, tricycle undercarriage, a high mounted wing and boom mounted twin tails. The unusual twin tail configuration was adopted as it solved the problem of chemicals contaminating the rear fuselage, while it also allowed easier loading of the chemical hopper. The Airtruck first flew on August 2 1960.
The Airtruck was not built in New Zealand, and instead was further developed in Australia by Transavia as the PL12 Airtruk. The Airtruk differed from the Airtruck in having a flat six Continental engine and additional lower stub wings. It was delivered from December 1966.
The PL12U utility seats five and has the chemical tank deleted. It was delivered from 1971. The T300 and T300A Skyfarmers are improved developments of the PL12 with a Textron Lycoming IO540 engine; the T300 first flew in July 1971, the T300A, which introduced aerodynamic improvements, first flew in 1981. The final development was the 300kW (400hp) flat eight IO720 powered T400, four were delivered to China. Production ceased in 1993.

Powerplants
PL12U - One 225kW (300hp) Continental IO520D fuel injected flat six piston engine driving a two blade constant speed McCauley propeller. T300A - One 225kW (300hp) Textron Lycoming IO540 fuel injected flat six driving a three blade constant speed Hartzell prop.
Performance
PL12U - Max cruising speed 188km/h (102kt). Initial rate of climb 800ft/min. Service ceiling 10,500ft. Range with max payload 1205km (650nm), with max fuel 1295km (700nm). T300A - Max speed 196km/h (106kt), max cruising speed (75% power) 188km/h (102kt). Initial rate of climb 515ft/min. Service ceiling 12,500ft.
Weights
PL12U - Empty 830kg (1830lb), max takeoff 1723kg (3800lb). T300A - Typical empty 955kg (2100lb), max takeoff (ag category) 1925kg (4244lb).
Dimensions
PL12U - Wing span 12.15m (39ft 11in), length 6.35m (20ft 10in), height 2.79m (9ft 2in). Wing area 23.5m2 (252.7sq ft). T300A - Wing span 11.98m (39ft 4in), length 6.35m (20ft 10in), height 2.79m (9ft 2in). Wing area (including lower stub wing) 24.5m2 (264.0sq ft).
Capacity

Single pilot in all versions. PL12, T300 and T400 - Seats for two passengers and fitted with a chemical hopper. PL12U seats five with no hopper.
Production
Total production of 120 plus, including 18 assembled in New Zealand. Production complete.

The Tupolev Tu-134

Country of origin
Russia

Type
Short range airliner
History
For many years the Tupolev Tu-134 was the standard short haul jet airliner in the Soviet Union and eastern Europe.
The Tupolev design bureau was responsible for the Soviet Union's first jet powered airliner, the Tu-104 (which was based on the Tu-16 `Badger' bomber), and the Tu-104's smaller brother the Tu-124. Both of these short range jetliners suffered from a number of performance shortfalls however, thus prompting development of the Tu-134.
The initial Tu-134 design was based fairly closely on the Tu-124, and for a time was designated the Tu-124A. However Tupolev decided to reconfigure the aircraft to feature rear fuselage mounted engines and a Ttail, resulting in the new designation.
Six development Tu-134s were built, with the first flying during 1962. Production began in 1964 although it was not until September 1967 that Aeroflot launched full commercial services.
Initial production was of the standard fuselage length Tu-134, while the stretched Tu-134A entered Aeroflot service in the second half of 1970. Seating up to 76 in a single class, the Tu-134A differed from the Tu-134 in having a 2.10m (6ft 11in) fuselage stretch, a reprofiled nose, more powerful D30 engines and an APU.
Other versions are the Tu-134B with a forward facing position for the third crew member between and behind the pilots, the Tu-134B1 which has a revised interior to seat up to 90 passengers without a galley, and the Tu-134B3 which can seat 96 with full galley and toilet facilities retained.

Powerplants
Tu-134 - Two 64.5kN (14,490lb) Soloviev D30 turbofans. Tu-134A - Two 66.7kN (14,990lb) Soloviev D30 Series IIs.
Performance
Tu-134 - Max cruising speed 900km/h (485kt), economical cruising speed 750km/h (405kt). Normal operating ceiling 39,730ft. Range with 7000kg (15,420lb) payload and reserves 2400km (1295nm), with 3000kg (6600lb) payload 3500km (1890nm). Tu-134A - Max cruising speed 900km/h (485kt), economical cruising speed 750km/h (405kt). Range with 5000kg (11,025lb) payload and reserves 3020km (1630nm).
Weights
Tu-134 - Operating empty 27,500kg (60,627lb), max takeoff 44,500kg (98,105lb). Tu-134A - Operating empty 29,050kg (64,045lb), max takeoff 47,000kg (103,600lb).
Dimensions
Tu-134 - Wing span 29.00m (95ft 2in), length 34.35m (112ft 8in), height 9.02m (29ft 7in). Wing area 127.3m2 (1370.3sq ft). Tu-134A - Same except length 37.05m (121ft 7in), height 9.14m (30ft 0in).
Capacity
Flightcrew of three, comprising two pilots and a navigator. Tu-134 seats 72 in a single class. Tu-134A seats up to 84 passengers in a single class at four abreast, or 12 first class and 54 economy class at four abreast in a two class arrangement. Tu-134B3 can seat up to 96 in a single class.
Production
Production estimated at over 700, most for Aeroflot, but approximately 170 exported to various east European airlines and other Soviet client states. Approx 365 were in service in late 1998.

The Tupolev Tu-154

Country of origin
Russia

Type
Medium range airliner

History
Tupolev's Tu-154 tri-jet remains the standard medium range airliner on domestic flights in Russia and other states of the former Soviet Union and to a lesser extent in eastern Europe and Iran.
The Tu-154 was developed to replace the turbojet powered Tupolev Tu-104, plus the An-10 and Il-18 turboprops. Design criteria in replacing these three relatively diverse aircraft included the ability to operate from gravel or packed earth airfields, to be able to fly at high altitudes above most Soviet Union air traffic, and good field performance. To meet these aims the initial Tu-154 design featured three Kuznetsov (now KKBM) NK-8 turbofans (which also powered the larger, longer range Il-62) giving a relatively good thrust to weight ratio, triple bogie main undercarriage units which retract into wing pods and a rear engine T-tail configuration.
The Tu-154 first flew on October 4 1968. The first production example was delivered to Aeroflot in early 1971, although regular commercial service did not begin until February 1972.
Three Kuznetsov powered variants of the Tu-154 were built, the initial Tu-154, the improved Tu-154A with more powerful engines and a higher max takeoff weight, and the Tu-154B with a further increased max takeoff weight. Tu-154S is a freighter version of the Tu-154B.
Current production is of the Tu-154M, which first flew in 1982. The major change introduced on the M was the far more economical, quieter and reliable Soloviev (now Aviadvigatel) turbofans. Low rate production continues. Meanwhile the proposed Tu-154M-2 with two PS-90A turbofans remains unbuilt.

Powerplants
Tu-154 - Three 93.2kN (20,950lb) Kuznetsov NK-82 turbofans. Tu-154M - Three 103.6kN (23,380lb) Aviadvigatel (Soloviev) D-30KU-154-II turbofans.
Performance
Tu-154 - Max cruising speed 975km/h (527kt), economical cruising speed 900km/h (486kt), long range cruising speed 850km/h (460kt). Range with max payload and reserves 3460km (1870nm), range with max fuel and 13,650kg (31,100lb) payload 5280km (2850nm). Tu-154M - Max cruising speed 950km/h (513kt). Range with max payload 3900km (2100nm), range with max fuel and 5450kg (12,015lb) payload 6600km (3563nm).
Weights

Tu-154 - Operating empty 43,500kg (95,900lb), max takeoff 90,000kg (198,415lb). Tu-154M - Basic operating empty 55,300kg (121,915lb), max takeoff 100,000kg (220,460lb).
Dimensions
Wing span 37.55m (123ft 3in), length 47.90m (157ft 2in), height 11.40m (37ft 5in). Wing area 201.5m2 (2168.4sq ft).
Capacity

Flightcrew of three or four. Typical single class seating for 158 to 164 at six abreast, or 167 in a high density layout for Tu-154; Tu-154M seats a maximum of 180 at six abreast and 75cm (29.5in) seat pitch.
Production
Approximately 900 Tu-154s of all models have been built, including approximately 325 Tu-154Ms. Approx 580 were in service in late 1998.

The Tupolev Tu-204, Tu-214, Tu-224 & Tu-234

Country of origin
Russia

Type
Medium range airliner
History
The Tupolev Tu-204 is a medium range narrowbody twinjet and was the first Russian airliner to fly with western engines.
Tupolev began development of the Tu-204 to meet an Aeroflot requirement for a replacement for the medium range Tu-154 trijet. This all new twin featured a supercritical wing, while engine designer Soloviev (now Aviadvigatel) specifically developed the PS90 turbofan. Other Tu-204 design features include fly-by-wire and a six screen EFIS flightdeck. First flight was on January 2 1989.
The Tu-204 is offered in a number of models. The base model is the Tu-204, while the Tu-204100 and 200 have higher max takeoff weights, more fuel and greater range. The Tu-204C and Tu-204-100C are freighters fitted with a forward main deck freight door, the Tu-214 is a combi convertible development.
Tupolev was keen to develop a westernised development of the Tu-204 to broaden the type's market appeal, resulting in the RollsRoyce RB211535 powered Tu-204120, which first flew on August 14 1992. All but the first five feature Honeywell's VIA 2000 EFIS avionics suite.
Rolls-Royce powered variants include the Tu-204-120C freighter, 122 with Rockwell Collins avionics, increased weight 220 and equivalent cargo -220C, and the -222 with Collins avionics. Air Cairo of Egypt became the launch operator when it took delivery of a Tu-204-120 and -120C in November 1998.
Tupolev is also developing shortened developments of the Tu-204, the 166 seat RB211-535E4 powered Tu-224 and 158kN (35,580lb) PS90P powered Tu-234. The Tu-234 prototype (converted from the Tu-204 prototype) was publicly displayed at the 1995 Moscow Airshow. Lack of funding has delayed first flight.
Other proposed developments include a Pratt & Whitney PW2240 powered model, a business jet and a maritime patrol platform.

Powerplants
Tu-204 - Two 158.3kN (35,580lb) Aviadvigatel PS90A turbofans. Tu-204220 - Two 191.7kN (43,100lb) Rolls-Royce RB211535E4 or 535F5 turbofans.
Performance
Tu-204 - Cruising speed 810km/h to 850km/h (437 to 460kt). Range with max payload 2430km (1312nm), with design payload 3400km (1835nm). Tu-204220 - Speeds same. Range with max payload 4600km (2483m).
Weights
Tu-204 - Operating empty 58,300kg (128,530lb), max takeoff 94,600kg (208,550lb). Tu-204220 - Operating empty 59,000kg (130,070lb), max takeoff 110,750kg (244,155lb).
Dimensions
Tu-204 - Wing span 41.80m (137ft 2in), length 46.10m (151ft 3in), height 13.90m (45ft 7in). Wing area 182.4m2 (1963.4sq ft).
Capacity
Flightcrew of two, although original Aeroflot requirement specified a flight engineer. Tu-204-200 seats up to 212 six abreast at 82cm (32in) pitch, or two class seating for 30 business class at 96cm (38in) pitch at six abreast and 154 economy at 81cm (32in) pitch and six abreast. Tu-224/234 seats 166 in a single class.
Production
Ten Tu-204s in airline service in 1998.

The Tupolev Tu-334 & Tu-354

Country of origin
Russia

Type

Short to medium range airliner
History
The advanced technology Tu-334 100 seat jet is being developed as a replacement for the ageing Tu-134.
Development of a replacement for the Tu-134 has been underway since the late 1980s, but it was not until August 1995 at the Moscow Airshow that the first prototype was displayed publicly. This aircraft had yet to fly at the time of writing.
The Tu-334 is based on the much larger Tu-204 twinjet with Tupolev using as many Tu-204 features in the new design as practical to reduce development time and costs. Examples of this include an identical flightdeck and a shortened Tu-204 fuselage. In addition the Tu-334's wing is based on the Tu-204's, although the latter's is a significantly larger unit.
Apart from commonality with the Tu-204, other notable Tu-334 design features are the rear fuselage mounted Progress D436 turbofans, Ttail and flybywire flight controls.
The Tu-334 is being developed in a number of versions. The first is the basic Tu-334100, while the Tu-334-120 is planned to powered by the BMW Rolls-Royce BR710-48. The Tu-354 (previously Tu-334200) is a stretched, 35m (115ft) long 110 to 126 seater (in a single class). Apart from the fuselage stretch, changes will include more powerful D436T2 or BR71555 turbofans, an increased span wing and four wheel main undercarriage units.
The Tu-334100D will be a longer range Tu-334-100 featuring the 100's standard length fuselage but with more powerful engines, increased fuel capacity, a higher max takeoff weight and the increased span wings of the Tu-334-200. Tupolev has also studied the Tu-334C, which would be a freighter.
Russian AP23 certification for the Tu-334-100 is planned for late 1999.

Powerplants
Tu-334100 - Two 73.6kN (16,535lb) ZMKB Progress D436T1 turbofans. Tu-334100D - Two 80.5kN (18,100lb) D436T2s.
Performance
Tu-334100 - Typical cruising speeds at 35,000ft 800 to 820km/h (430 to 442kt). Range with 102 passengers 2000km (1080nm). Tu-334100D - Range with 102 passengers 4100km (2213nm). Tu-354 - Range with 126 passengers 2200km (1187nm).
Weights
Tu-334100 - Empty 30,050kg (66,250lb), max takeoff 46,100kg (101,630lb). Tu-334100D - Empty 34,375kg (75,785lb), max takeoff 54,420kg (119,975lb).
Dimensions
Tu-334100 - Wing span 29.77m (97ft 8in), length 31.26m (102ft 7in), height 9.38m (30ft 9in). Wing area 83.2m2 (895.8sq ft). Tu-334100D - Same except for wing span 32.61m (107ft 0in). Wing area 100.0m2 (1076.4sq ft).
Capacity
Tu-334 - Flightcrew of two or three. Seats 102 in a single class arrangement at 78cm (31in) pitch six abreast, or alternatively 72 in a two class arrangement with 12 first class passengers at four abreast and 102cm (40in) pitch and 60 economy class passengers at 78cm (31in) pitch at six abreast.
Production
One prototype rolled out in 1995. Preliminary orders held for over 160 aircraft.

The Vickers VC10

Country of origin
United Kingdom
Type
Medium to long range airliner
History
The VC10 was based on a BOAC specification for a large airliner that would be able to operate economically on their 'hot and high' routes in Africa. The VC10/type 1100 configuration as settled was: accommodation for about 135 passengers in a BOAC two class layout (or up to 151 all economy class); a six abreast cabin with its cross section based on that of the V.1000 and (coincidentally) the same internal width as the DC-8; 20,000lb (89.6kN) plus thrust Conways mounted in pairs on either side of the rear fuselage; a T-tail (both of these a first for a large jet transport) and in order to meet the stringent runway requirements, a very efficient wing with leading edge slats, outboard ailerons, upper wing spoilers and massive Fowler flaps. A feature was the use of split control surfaces, each driven by separate power units managed by two autopilots, each monitoring the other. The result was a very high level of systems reliability which later allowed the VC10 to become one of the first airliners certified for completely 'hands off' automatic landings in nil visibility.
The initial model (which later became known as the 'Standard') was ordered in several versions not only by BOAC but also by Ghana Airways, Nigeria Airways, British United Airlines and the RAF (although the RAF 'Standards' had the wing, fin fuel tank and higher powered engines of the Super to offset the extra weight of their strengthened cargo floor and door). Studies into a higher capacity version of the VC10 were instigated early in the development programme. The result of this, the longer and more economical Super VC10 was eventually only ordered by BOAC and East African Airways.
BOAC's orders for the VC10 were changed many times, settling on 12 Standards and 17 Supers, considerably less than the original 35 orders plus 20 options. Amongst the cancellations were 8 Supers which would have been built as a mixed passenger/freighter version with the large cargo door as had been developed for the Standard. This version eventually did fly as East African Airways bought 5 Type 1154s but the full potential of this 'combi' version was never fully exploited.
The total production run eventually totalled out at 32 aircraft for the Standard and 22 for the Super, not an impressive number compared to the monthly numbers at Seattle or Toulouse. In it's time the VC10 was the largest aircraft that had ever been produced in the United Kingdom, and although a very sophisticated design it completely lost out to the Boeing 707 and Douglas DC-8. The VC10 became the victim of several issues, the two main ones being the timing of it's debut and the Standard's compromise between performance and operating costs. By the time the Super's improved economics appeared it was already too late for the VC10 to claim any significant part of the airline market.
After its civil career, a large number of VC10s was bought by the RAF and converted to air to air refuelling aircraft. The RAF fleet eventually totalling 26 aircraft. Even though some of these have by now been retired, the VC10s will fly on into the 21st century.
Powerplants
Four 21,000 lb (94.1 kN) thrust Rolls-Royce Conway 540 turbofans (Standard), 22,500 lb (100.1 kN) thrust Rco.43 Mk.550 turbofans (Super)
Performance
Max cruise 502kts (930 km/h) at 25,000ft, Operational ceiling 43,000ft (13,106 m), Take off field length 8,280ft (2,524 m), Landing field length 6,380ft (1,945 m), Max payload range (no reserves) 4,380nm (8,112 km)(Super: 4,100nm (7,600 km)), max fuel range (no reserves) 5,275nm (9,765 km) (Super: 6,195nm (11,473 km))
Weights
Basic operating empty 146,980lb (66,670 kg) (Super: 156,828lb (71,137 kg)), Max takeoff 312,000lb (141,523 kg) (Super: 335,000lb (151,956 kg)), Max zero fuel 187,400lb (85,004 kg) (Super: 215,000lb (97,524 kg)), Max landing 216,000lb (97,978 kg) (Super: 237,000lb (107,503 kg)), Max payload 40,420lb (18,335 kg) (Super: 58,172lb (26,369 kg))
Dimensions
Wing span 146ft 2in (44.55 m), Length 158ft 8in (48.36 m) (Super: 171ft 8in (52.32 m)), Height 39ft 6in (12.04 m), Wing area Type 1101: 2,851sq ft (264.8m2), type 1102/3 and Super 2,932sq ft (272.4 m2), Tailplane span 43ft 10in (13.36 m), Tailplane area 638sq ft (59.3 m2), Wheelbase 65ft 11in (20.09 m) (Super: 72ft 1.5in (21.98 m)), Wheel track 21ft 5in (6.53 m).
Capacity
Standard: Typically 109 passengers in two classes, maximum 151 passengers six abreast. Super: Typically 139 passengers in two classes, maximum 174 passengers six abreast.
Production
Standard: Type 1100 - 1, Type 1101 - 12, Type 1102 - 2, Type 1103 - 3, Type 1106 - 14, Type 1109 -1, a conversion from 1100. Total 32. Super: Type 1151 - 17, Type 1154 - 5. Total 22

The Victa Airtourer

Country of origin
Australia

Type
Two seat light aircraft
History
The popular Airtourer was designed by Australian Dr Henry Millicer (chief aerodynamicist of Australia's Government Aircraft Factory) in response to a Royal Aero Club (in the UK) sponsored Light Aircraft Design competition.
Millicer's design won the competition, and the Ultra Light Aircraft Association of Australia formed the Air Tourer Group to build a 50kW (65hp) Continental powered wooden prototype of the design, which first flew on March 31 1959.
The wooden prototype aroused the interest of Victa (a company more known for its lawnmowers), who in 1960 decided to commercially design and produce the Airtourer series in Australia. Victa's first all metal prototype of the Airtourer first flew on December 12 1961, powered by a 70kW (95hp) engine. Production aircraft were powered by a 75kW (100hp) Continental engine, and the first production Airtourer 100 flew in June 1962. Type approval was awarded the following month. The more powerful Airtourer 115 flew for the first time in September 1962, powered by a Lycoming O-235.
Victa built 170 production Airtourers before its inability to compete against cheap American imports (which were aided by a favourable exchange rate) which were swamping the Australian market forced production to end. Plans to build the four seat Aircruiser development (described under Millicer) were dropped.
However New Zealand's AESL (Aero Engine Services Ltd) purchased the Airtourer design and production rights in early 1967. AESL (later NZAI and now PAC) built the Airtourer 115, the more powerful 110kW (150hp) model Airtourer 150, and constant speed prop fitted Super 150. Later the 115 became the T2, the 150 the T4 and the Super 150 the T5. The T3 was powered by a 95kW (130hp) RR Continental O-240, while the T6 was a militarised version based on the T5 built for New Zealand. NZAI production ceased in 1974.
In December 1997 Australia's Millicer Aircraft Industries purchased the Airtourer's production rights and it plans to deliver new build M-10-140 and M-10-160 Airtourers from 1999. The Millicer Airtourer is described separately.

Powerplants
115 - One 85kW (115hp) Lycoming O-235 flat four piston engine driving a two blade fixed pitch propeller. T4 - One 110kW (150hp) Lycoming O-320.
Performance
115 - Max speed 228km/h (123kt), max cruising speed 210km/h (113kt), long range cruising speed 177km/h (96kt). Initial rate of climb 900ft/min. Service ceiling 14,000ft. Max range with no reserves 1140km (617nm). T4 - Max speed 241km/h (130kt), max cruising speed 225km/h (122kt), long range cruising speed 198km/h (107kt). Initial rate of climb 1100ft/min. Service ceiling 15,500ft. Max range with no reserves 1005km (543nm).
Weights
115 - Empty 490kg (1080lb), max takeoff 750kg (1650lb). T4 - Empty 528kg (1165lb), max takeoff 793kg (1750lb).
Dimensions
Wing span 7.92m (26ft 0in), length 6.55m (21ft 6in), height 2.13m (7ft 0in). Wing area 11.2m2 (120sq ft).
Capacity
Seating for two, side by side.
Production
170 Victa built 100s and 115s, AESL production of 80.

The Weatherly 201/620

Country of origin
United States of America
Type
Agricultural aircraft
History
The Weatherly 201 and 620 agricultural aircraft were built in relatively small numbers from the late 1960s.
The Weatherly 201 and its successors date back to the Weatherly WM-62C agricultural aircraft, 19 of which were built between January 1961 and late 1965. The WM-62s were agricultural conversions of the basic Fairchild M-62 airframe, fitted with a chemical hopper, spray booms and either a Wright W-670 or Pratt & Whitney R-985 radial engine.
Weatherly used its experience in designing and converting the WM-62s in developing its own agricultural aircraft design. The resulting Model 201 was a larger aircraft overall of conventional ag aircraft configuration, with a low wing, a Pratt & Whitney R-985 radial, integral chemical hopper and spray booms and an enclosed cockpit for the pilot. The initial production 201, the 201A, was certificated in 1967, followed by the 201B, and the improved 201C was granted its type certificate in 1975. A unique feature was the use of wingtip vanes which were developed to increase the effective swath width, while reducing the amount of chemicals lost from the spraying swath (they could be folded back beneath the wings for hangar storage.
The Model 620 replaced the 201C in production from 1980. The 620 featured a longer span wing with optional wingtip vanes and a larger chemical hopper, but the same R-985 engine. The 620A had a 65USgal fuel capacity, the 620B had a 4in stretched fuselage to give a 88USgal capacity.
The Pratt & Whitney Canada PT6A-11AG turboprop powered 620TP joined the 620 in production in 1980, and featured a longer nose and a slightly larger chemical hopper. This 620TP was available as the 620A-TP and 620B-TP.
The 620B-TP was replaced by the 620B-TG which is powered by a 496kW (665shp) Honeywell TPE331-1 turboprop. The 620B and 620B-TG are still in low-rate production.
Powerplants
201C - One 335kW (450hp) Pratt & Whitney R-985 nine cylinder radial piston engine driving a two blade constant speed Hartzell propeller. 620 - Same except for a three blade constant speed prop. 620TP - One 375kW (500shp) Pratt & Whitney Canada PT6A-11AG turboprop.
Performance
201C - Typical cruising speed 170km/h (91kt). Initial rate of climb 960ft/min.620 - Endurance 2hr 30min. 620TP - Endurance 2hr 0min.
Weights
201C - Empty 1157kg (2550lb), max takeoff restricted category 2177kg (4800lb). 620 - Empty 1270kg (2800lb), max takeoff restricted category 2495kg (5500lb), design takeoff 1815kg (4000lb). 620TP - Empty 1135kg (2500lb), max takeoff restricted category 2450kg (5400lb), design takeoff 1815kg (4000lb).
Dimensions
201C - Wing span 11.89m (39ft 0in), length 8.29m (27ft 3in), height 2.48m (8ft 2in). Wing area 23.3m2 (251.5sq ft). 620 & 620TP - Wing span 12.50m (41ft 0in), or 14.33m (47ft 0in) with optional wingtip guide vanes.
Capacity
Pilot only in all models. Hopper capacity in 201C is 1022 litres (270US gal/225Imp gal); Hopper capacity in 620 is 1268 litres (335US gal/280Imp gal); Hopper capacity in 620TP is 1287 litres (340US gal/283Imp gal).
Production
The three model types were built in relatively small numbers (including more than 100 Model 201s). By mid 2000 at least 155 Model 620/620TPs had been built.

The Yakovlev Yak-18T

Country of origin
Russia

Type
Four seat light aircraft
History
One of the very few four seat light aircraft to be built in the Soviet Union during the Cold War years, the rugged Yak-18T has its basis in the Yak-18 series of two seat trainers.
The Yak-18 first flew in 1946 and went on to be built in massive numbers (including more than 8000 for the Soviet air force which used it as its standard military basic trainer for many decades). Most production was of the Yak-18A. Several single seat models were built for competition aerobatics, including the Yak-18P, Yak-18PM and Yak-18PS. Many have since appeared in the west.
The four seat Yak-18T was the last production model, and the most extensively modified. Compared with the single and two seat Yak-18 models, the Yak-18T introduced a much enlarged cabin with seating for four, tricycle undercarriage (single seat Yak-18PMs had tricycle undercarriage also), plus the 265kW (355hp) Vedneyev (now VOKBM) M14 nine cylinder radial engine.
First flight occurred in mid 1967 and the Yak-18T was then subsequently placed in series production in Smolensk. The Yak-18T went on to become the standard basic trainer with Aeroflot flight schools, while small numbers also entered service with the Soviet air force as liaison and communications aircraft. After approximately 200 were built, mainly for Aeroflot, production ceased in the late 1980s.
In 1993 the Smolensk Aircraft Factory placed the -18T back into production against a number of new contracts, including 20 for the Philippines air force. Several Yak-18Ts have also found their way into the west.
Meanwhile Technoavia offers its own development of the Yak-18T, the SM94, but production is dependant on orders being placed.
Compared with western four seat light aircraft, the Yak-18T is much larger, heavier and less economic to operate with a far more powerful engine, although it was never intended for private pilot operation. Its strong construction and military background has given it an aerobatic capability, while its general handling characteristics are docile.

Powerplants
One 265kW (355hp) Vedneyev/VOKBM M14P nine cylinder radial piston engine driving a two blade variable pitch metal propeller.
Performance
Max speed 295km/h (159kt), max cruising speed 250km/h (135kt), economical cruising speed 210km/h (113kt). Initial rate of climb 985ft/min. Service ceiling 18,120ft. Range with four people, max fuel and reserves 580km (313nm).
Weights
Empty 1217kg (2683lb), max takeoff (with four people) 1650kg (3637lb).
Dimensions
Wing span 11.16m (36ft 7in), length 8.39m (27ft 7in), height 3.40m (11ft 2in). Wing area 18.8m2 (202.4sq ft).
Capacity
Typical seating for four in touring role, often used as a trainer with two on board.
Production
Estimated Yak-18T production of 200, with more than 150 still in service in Russia. Production initially ceased in 1989, but resumed by the Smolensk Aircraft Factory in 1993.

The Yakovlev Yak-40

Country of origin
Russia

Type
Regional jet airliner
History
The Yak-40 was the first jet powered airliner in its class in service in large numbers anywhere in the world, preceding the ERJ-135 and 328JET by three decades.
Design of the Yak-40 resulted from a mid 1960s Aeroflot requirement for a replacement for the thousands of Lisunov Li-2s (Soviet built DC-3s), Ilyushin Il-12s and Il-14s (described separately) then in service. Aeroflot attached great significance to the Yak-40 program, as the aircraft was intended to operate regional services that accounted for 50% of Aeroflot's passenger traffic.
A S Yakovlev (after whom the design bureau is named) led the Yak-40 design team, and the program's existence was revealed on October 21 1966, when the first prototype made its maiden flight. The type went into production in 1967 and entered service with Aeroflot in September 1968. Production continued until 1978, with 1011 built by the Saratov aircraft factory, of which 125 aircraft were exported to 18 countries.
The Yak-40's most noticeable design feature is its trijet configuration, with three specially developed Ivchenko AI-25 two shaft turbofans. The three jet engine layout was chosen for increased redundancy (and hence better one engine out performance, allowing good short field performance). The unswept, high aspect ratio wing is also designed for good field performance. An APU and a ventral airstair in the rear fuselage allow autonomous operation at remote airfields. A high power-to-weight ratio allows the Yak-40 a good hot-and-high performance - operating economics was a lesser priority.
The Yak-40 remained basically unchanged during its production life, but a number of developments were proposed, including the Yak-40M, a 40 seat stretched development. For a time a US company, ICX Aviation, planned to build the type in the USA with western avionics and three Garrett TFE731 turbofans. The Yak-40TL twin engine conversion was also proposed. The main difference would have been the replacement of the Yak-40's three engines with two Lycoming LF 507s.
The Yak-40K is a cargo-passenger version with a port-side forward cargo door with a maximum payload of 3200kg (7055lb) in all freight configuration.
The Yak-40D has two additional fuel tanks to increase the total fuel capacity to 6000kg (13,200lb). The Yak-40DTS is a troop carrier and paramedic configuration. Other versions are equipped for calibration, meteorological research, testing and inspecting of radio-electronic equipment, and for use as an engine testbed.
Apart from airliner use, a number are in service as corporate or government transports with a VIP interior.

Powerplants
Yak-40 - Three 14.7kN (3300lb) Ivchenko AI-25 turbofans.

Performance
Yak-40 - Max cruising speed 550km/h (297kt), economical cruising speed 470km/h (254kt). Range with max payload of 32 passengers 1450km (780nm), range with max fuel 1800km (970nm).Yak-40D - Range with maximum fuel and reserves 2200km (1185nm).
Weights
Yak-40 - Empty 9400kg (20,725lb), max takeoff 16,000kg (35,275lb).Yak-40D - max takeoff 17,200kg (37,920lb)
Dimensions
Wing span 25.00m (82ft 0in), length 20.36m (66ft 10in), height 6.50m (21ft 4in). Wing area 70.0m2 (735.5sq ft).
Capacity
Flightcrew of three (two pilots and engineer). Typical passenger seating arrangement for 27 at three abreast and 78cm (30in) pitch. Maximum seating for 32 in a high density four abreast configuration. Some fitted with corporate interiors with seating arrangements for 12-15 passengers.
Production
Total Yak-40 production is 1011, of which approximately 750 were built for Aeroflot. Approximately 490 remained in airline service in late 2000, others are used as corporate transports.

The Yakovlev Yak-42

Country of origin
Russia

Type
Short range airliner
History
The Yak-42 trijet was developed as a replacement for Tupolev's Tu-134 twinjet and Antonov's An-24 turboprop.
The Yak-42 is an all new design although, like the Yak-40, it features a three engine configuration for increased redundancy and good short field performance. A moderately swept wing was a compromise between the need for good field performance and high speed cruise capabilities. An integral airstair, APU and double main undercarriage are all incorporated into the Yak-42 design for austere airfield operations. The Lotarev turbofan meanwhile was one of the first true turbofans to be developed in the Soviet Union.
The first of three prototypes flew on March 7 1975. Development flying revealed the need for increased wing sweep back, and the change of wing sweep angle and suspected development problems with the new three shaft turbofans delayed service entry to late 1980.
Most production was of the initial Yak-42. The Yak-42D was introduced in 1989 and became the standard production model. It features increased fuel capacity, taking range with 120 passengers to 2200km (1185nm).
The Yak-42T is a freighter design study. It would be fitted with a main deck freight door, and capacity would be 12 tonnes.
The Yak-42D-100 meanwhile is a development with a four screen AlliedSignal EFIS cockpit among other improvements. One was displayed at the 1993 Paris Salon (as the Yak-142). A VIP/corporate jet development is also offered.
The Yak242 was an all new design study with the Yak-42's cross section, two PS90A turbofans and seating for up to 180.

Powerplants
Three 63.7kN (14,330lb) ZMKB Progress (Lotarev) D36 turbofans.
Performance
Yak-42 - Max cruising speed 810km/h (437kt), economical cruising speed 750km/h (405kt). Range with max payload and reserves 1380km (745nm), with 120 passengers 1900km (1025nm), with 104 passengers 2300km (1240nm), with max fuel and 42 passengers 4100km (2215nm). Yak-42D - Range with 120 passengers 2200km (1185nm).
Weights

Yak-42 - Empty equipped with 104 seats 34,500kg (76,058lb), with 120 seats 34,515kg (76,092lb); max takeoff 57,000kg (125,660lb). Yak-42D - Max takeoff 57,500kg (126,765lb).
Dimensions
Wing span 34.88m (114ft 5in), length 36.38m (119ft 4in), height 9.83m (32ft 3in). Wing area 150.0m2 (1614.6sq ft).
Capacity
Flightcrew of two pilots, with provision for a flight engineer. High density single class seating for 120 at six abreast and 75cm (30in) pitch. Two class seating for eight premium class passengers at four abreast and 96 economy class at six abreast.
Production
More than 180 built, with most delivered to Aeroflot and its successors. Approx 150 were in commercial service in 1998.

The Zlin Trener & Akrobat

Country of origin
Czech Republic

Type
One and two seat aerobatic and training light aircraft

History
The renowned Zlin series of two seat Trener trainers and single seat Akrobat aerobatic aircraft was a great success, winning numerous world aerobatic championship titles during the 1960s.
The original Z 26 Trener was designed in response to a Czechoslovak government requirement for a two seat basic trainer for flying school and military use. The Z 26 was powered by a 78kW (105hp) Walter Minor 4III inline four cylinder engine, featured wooden construction and a fixed taildragger undercarriage. The prototype flew for the first time in 1947 and 16 production Z 26s were built before it was replaced from 1953 by the metal construction Z 126.
Development over a three decade production run resulted in numerous further improved variants. In 1952 Zlin introduced the Z 226 Trener6 which featured a more powerful 120kW (160hp) six cylinder Walter Minor 6III engine. The Z 226 was also built in single seat Z 226A Akrobat, glider tug Z 226B and Z 226T trainer forms.
The similar Z 326 TrenerMaster and single seat Z 326A Akrobat introduced retractable undercarriage, a feature that became standard on all subsequent models. Deliveries began in 1959. The Z 526 differed in that the pilot flew the aircraft from the rear, rather than the front seat, with optional tip tanks and a constant speed prop. The Z 526F introduced in 1968 had a 135kW (180hp) Avia M 137A engine, the otherwise similar Z 526L differed in being powered by a 150kW (200hp) Lycoming AIO360 flat four and was intended for export.
Single seat Z 526s were the Z 526A, Z 526AS, and Z 526AFS.
The Z 526 AFM was built between 1981 and 1984 and was powered by a 155kW (210hp) Avia M337 engine, had tip tanks and the Z 526AFS's lengthened fuselage.
Final development was the Z 726 series, the Z 726 Universal had reduced span wing, the Z 726K a 155kW (210hp) Avia M 337 engine.

Powerplants
Z 226 - One 120kW (160hp) Walter Minor 6III inverted inline six cylinder piston engine driving a two blade fixed pitch propeller. Z 526F - One 135kW (180hp) Avia M 137 A inverted inline six driving a two blade constant speed propeller.

Performance
Z 226 - Max speed 220km/h (120kt), normal cruising speed 195km/h (105kt). Initial rate of climb 950ft/min. Service ceiling 17,390ft. Range 485km (260nm). Z 526F - Max speed 244km/h (132kt), normal cruising speed 210km/h (113kt). Initial rate of climb 1180ft/min. Service ceiling 17,060ft. Range with standard fuel 475km (256nm), range with wingtip tanks 837km (452nm).

Weights
Z 226 - Empty 570kg (1257lb), max takeoff 820kg (1808lb). Z 526F - Empty 665kg (1465lb), max takeoff 975kg (2150lb).

Dimensions
Z 226 - Wing span 10.29m (33ft 9in), length 7.80m (25ft 7in), height 2.06m (6ft 9in). Wing area 14.9m2 (160.4sq ft). Z 526F - Wing span 10.60m (34ft 9in), length 8.00m (26ft 3in), height 2.06m (6ft 9in). Wing area 15.5m2 (166.3sq ft).

Capacity

Seating for two in Z 26, Z 126, Z 226, Z 326, Z 526 and Z 726. Pilot only in Z 226A, 326A, 526A, Z 526AF and Z 526AFS.

Production
More than 1400 of all variants built, many against military and government flying school orders.

The Zlin Z 42, Z 43, Z 142, Z 242 & Z 143

Country of origin

Czech Republic

Type
Two/four seat light aircraft

History

This series of two seat trainers and four seat light aircraft was initially developed to replacement for the successful Zlin Trener.
The initial Z 42 was developed during the mid 1960s and seats two side by side. It flew for the first time on October 17 1967. The improved Z 42M meanwhile introduced a constant speed propeller and the larger tail developed for the Z 43 four seater, and replaced the Z 42 in production in 1974.
Development of the two seat line continued with the further improved Z 142, which flew for the first time on December 29 1979. Changes introduced included a larger cockpit canopy and faired undercarriage. The Z 142 remained in production in Z 142C form to the mid 1990s. The latest two seater of this family to be developed is the 150kW (200hp) Textron Lycoming AEIO360 flat four powered Z 242 L. Changes aside from the engine include a three blade constant speed prop and revised engine cowling profile. First flight was on February 14 1990.
Development of the four seat models, the Z 43 and Z 143, has followed that of the two seaters. The Z 43 appeared a year later than the Z 42, flying for the first time on December 10 1968. The Z 42 and Z 43 share the same basic airframe, but differ in that the Z 43 features a larger and wider cabin with seating for four, and a more powerful engine. The current Z 143 L flew for the first time on April 24 1992, and is similar in structure to the Z 242, but again differs in having a larger cabin with seating for four and a more powerful Textron Lycoming O-540 engine.

Powerplants
Z 43 - One 155kW (210hp) Avia M 337 six cylinder inline inverted piston engine driving a two blade propeller. Z 242 L - One 150kW (200hp) Textron Lycoming AEIO-360-A1B6 flat four driving a three blade c/s prop. Z 143 - One 175kW (235hp) Textron Lycoming O540J3A5 flat six driving a three blade variable pitch Mühlbauer prop.

Performance
Z 43 - Max speed 235km/h (127kt), cruising speed 210km/h (113kt). Initial rate of climb 690ft/min. Range with max fuel 1100km (595nm). Z 242 L - Max speed 236km/h (127kt), max cruising speed 214km/h (114kt). Initial rate of climb 1102ft/min. Range with max fuel 1056km (570nm). Z 143 - Max speed 265km/h (143kt), max cruising speed at 75% power 235km/h (127kt), econ cruising speed at 60% power 216km/h (226kt). Initial rate of climb 1457ft/min. Range at 65% power 1335km (720nm).

Weights
Z 43 - Empty 730kg (1609lb), max TO 1350kg (2976lb). Z 242 L - Basic empty 730kg (1609lb), max TO 1090kg (2403lb). Z 143 - Empty equipped 830kg (1830lb), max TO 1350kg (2976lb).

Dimensions
Z 43 - Wing span 9.76m (32ft 0in), length 7.75m (25ft 5in), height 2.91m (9ft 7in). Wing area 14.5m2 (156.1sq ft). Z 242 L - Wing span 9.34m (30ft 8in), length 6.94m (24ft 9in), height 2.95m (9ft 8in). Z 143 - Wing span 10.14m (33ft 3in), length 7.58m (24ft 11in), height 2.91m (9ft 7in). Wing area 14.8m2 (159.1sq ft).

Capacity
Seating for two in tandem in Z 42, Z 142 and Z 242, seating for four in Z 43 and Z 143.

Production
Total production includes more than 350 142s, approx 40 Z 242 Ls and 35 Z 143s, including military orders.