Xi'an Y-20

The Xi'an Y-20 (Chinese: 运-20) is a large military transport aircraft. The project is being developed by Xi'an Aircraft Industrial Corporation and was officially launched in 2006. The official codename of the aircraft is Kunpeng (Chinese: 鲲鹏). after the mythical bird of ancient China that can fly for thousands of kilometres. However, within the Chinese aviation industry itself, the aircraft is more commonly known by its nickname Chubby Girl (Chinese: 胖妞), because its wide fuselage in comparison to other Chinese aircraft previously developed in China

Specifications (estimated)

Crew: 3: pilot, copilot & load masterGeneral characteristics

• Payload: 66 tonnes (145,505 lb)
• Length: 47 m (154.2 ft)
• Wingspan: 45 m (147 ft ~ 164 ft)
• Height: 15 m (49.2 ft)
• Wing area: 330 m² (3550 ft²)
• Empty weight: 100,000 kg (220,400 lb)
• Max. takeoff weight: 220,000 kg (485,000 lb)
• Powerplant: 4 × turbofans Soloviev D-30KP-2 (WS-20 future planned)

Performance

• Cruise speed: Mach 0.75
• Range: 4,500 km with max payload; 7,800 km with 40 tons; 10,000+ km with paratroops. ()
• Service ceiling: 13,000 m (42,700 ft)
• Max. wing loading: 710 kg/m² (145 lb/ft²)

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Boeing C-17 Globemaster III

The Boeing C-17 Globemaster III is a large military transport aircraft. It was developed for the United States Air Force (USAF) from the 1980s to the early 1990s by McDonnell Douglas. The C-17 carries forward the name of two previous piston-engined military cargo aircraft, the Douglas C-74 Globemaster and the Douglas C-124 Globemaster II. The C-17 commonly performs tactical and strategic airlift missions, transporting troops and cargo throughout the world; additional roles include medical evacuation and airdrop duties. It was designed to replace the Lockheed C-141 Starlifter, and also fulfill some of the duties of the Lockheed C-5 Galaxy, freeing the C-5 fleet for outsize cargo.
Boeing, which merged with McDonnell Douglas in 1997, continued to manufacture C-17s for export customers following the end of deliveries to the U.S. Air Force. Aside from the United States, the C-17 is in service with the United Kingdom, Australia, Canada, Qatar, United Arab Emirates, NATO Heavy Airlift Wing, India, and Kuwait. The final C-17 was completed at the Long Beach, California plant and flown on 29 November 2015.

Variants
C-17A: Initial military airlifter version.
C-17A "ER": Unofficial name for C-17As with extended range due to the addition of the center wing tank. This upgrade was incorporated in production beginning in 2001 with Block 13 aircraft.
C-17B: A proposed tactical airlifter version with double-slotted flaps, an additional main landing gear on the center fuselage, more powerful engines, and other systems for shorter landing and take-off distances. Boeing offered the C-17B to the U.S. military in 2007 for carrying the Army's Future Combat Systems (FCS) vehicles and other equipment.
MD-17: Proposed variant for civilian operators, later redesignated as BC-17 after 1997 merger.

Specifications (C-17)

General characteristics

• Crew: 3: 2 pilots, 1 loadmaster
• Capacity:
  
  • 102 paratroopers or
  • 134 troops with palletized and sidewall seats or
  • 54 troops with sidewall seats (allows 13 cargo pallets) only or
  • 36 litter and 54 ambulatory patients and medical attendants or
  • Cargo, such as one M1 Abrams tank, three Strykers, or six M1117 Armored Security Vehicles
• Payload: 170,900 lb (77,520 kg) of cargo distributed at max over 18 463L master pallets or a mix of palletized cargo and vehicles
• Length: 174 ft (53 m)
• Wingspan: 169.8 ft (51.75 m)
• Height: 55.1 ft (16.8 m)
• Wing area: 3,800 ft² (353 m²)
• Empty weight: 282,500 lb (128,100 kg)
• Max. takeoff weight: 585,000 lb (265,350 kg)
• Fuel capacity: 35,546 U.S. gal (134,556 L)
• Powerplant: 4 × Pratt & Whitney F117-PW-100 turbofans, 40,440 lbf (180 kN) each

Performance

• Cruise speed: Mach 0.74 (450 knots, 515 mph (829 km/h))
• Range: 2,420 nmi (2,785 mi (4,482 km)) ; 5,610 nmi (10,390 km) with paratroopers
• Service ceiling: 45,000 ft (13,716 m)
• Max. wing loading: 150 lb/ft² (750 kg/m²)
• Minimum thrust/weight: 0.277
• Takeoff run at MTOW: 7,600 ft (2,300 m)
• Landing distance: 3,000 ft (910 m)

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Kawasaki C-2

The Kawasaki C-2 (previously XC-2 and C-X) is a mid-size, twin-turbofan engine, long range, high speed military transport aircraft developed and manufactured by Kawasaki Aerospace Company. In June 2016, the C-2 formally entered service with the Japan Air Self-Defense Force (JASDF). There are ongoing efforts to sell it overseas to countries such as New Zealand and the United Arab Emirates.

Specifications (C-2)

General characteristics

• Crew: 3: 2 pilots, 1 loadmaster
• Capacity:
  
  • Field Operation System or
  • Truck Crane or
  • 8 463L Pallets or
  • 1 UH-60JA helicopter or
  • 1 Maneuver Combat Vehicle wheeled tank destroyer
• Payload: 32 t w/ 2.5G limit., 36 t w/ 2.25G limit. (70,480 lb w/ 2.5G limit., 79,300 lb w/ 2.25G limit.)
• Length: 43.9 m (144 ft)
• Wingspan: 44.4 m (145 ft 8 in)
• Height: 14.2 m (46 ft 7 in)
• Empty weight: 60,800 kg (133,920 lb)
• Max. takeoff weight: 141,400 kg (311,734 lb)
• Powerplant: 2 × GE CF6-80C2K1F^[57], 59,740 lbf (266 kN) each

Performance

• Maximum speed: Mach 0.82 (570 mph, 917 km/h) ^[56]
• Cruise speed: Mach 0.8 (550 mph, 890 km/h)
• Range: 7,600 km w/ 20t, 5,700 km w/ 30t, 4,500 km w/ 36t (4,100 nm w/ 20t, 3,070 nm w/ 30t, 2,430 nm w/ 36t)
• Ferry range: 9,800 km (5,300 nm)
• Service ceiling: 40,000 ft (12,200 m)

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Kawasaki C-1

The Kawasaki C-1 (川崎 C-1) is a twin-engined short-range military transport aircraft, used by the Japan Air Self-Defense Force (JASDF). Development began in 1966 as the JASDF sought to replace its aging World War II–era Curtiss C-46 Commandos. Production commenced in 1971, and the aircraft remains in service. It will eventually be replaced by the Kawasaki C-2.

Variants
XC-1: Prototypes.
C-1/C-1A: Medium-range military transport version.
The last five C-1s ordered were fitted with an additional 4,730 litre fuel tank.
EC-1: electronic warfare training aircraft.
C-1FTB: Flight test bed used for testing various equipment.

Asuka/QSTOL: Quiet STOL research aircraft, developed by the National Aerospace Laboratory.
Powered by four FRJ710 turbofan engines and making use of the Coandă effect. It was built to research STOL using upper surface blowing, aircraft noise reduction, fly-by-wire systems and composite materials construction. The only example built is currently on display in Kakamigahara Aviation Museum in Gifu, Japan.
Note: Three C-1s were allocated to the MSDF as airborne minelayers under the Fourth Defense Buildup Plan (1972–76). It is unknown what designation was given to them, or indeed whether they were ever actually delivered.

Specifications (Kawasaki C-1)

General characteristics

• Crew: 2 flight crew and 3 mission crew
• Capacity: 8,000 kg (18,000 lb) normal payload
• Length: 29 m (95 ft 2 in)
• Wingspan: 30.6 m (100 ft 5 in)
• Height: 9.99 m (32 ft 9 in)
• Wing area: 120.5 m² (1,297 sq ft)
• Aspect ratio: 7.8
• Empty weight: 23,220 kg (51,191 lb)
• Max takeoff weight: 38,700 kg (85,319 lb)
• Fuel capacity: 15,200 l (4,000 US gal; 3,300 imp gal) in 4 integral tanks in the wings
• Powerplant: 2 × Pratt & Whitney JT8D-M-9 (Mitsubishi built) low bypass turbofans>, 64 kN (14,500 lbf) thrust each

Performance

• Maximum speed: 806 km/h (501 mph; 435 kn) at 7,620 m (25,000 ft) at 35,450 kg (78,150 lb)
• Cruise speed: 657 km/h (408 mph; 355 kn) at 10,670 m (35,010 ft) at 35,450 kg (78,150 lb)
• Range: 3,353 km (2,083 mi; 1,810 nmi) with max fuel & 2,300 kg (5,100 lb) payload
• Service ceiling: 11,580 m (37,990 ft)
• Rate of climb: 17.75 m/s (3,494 ft/min) at sea level
• Wing loading: 321.2 kg/m² (65.8 lb/sq ft)
• Thrust/weight: 0.003 kN/kg (0.34 lbf/lb)

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Airbus A400M Atlas

The Airbus A400M Atlas is a multi-national, four-engine turboprop military transport aircraft. It was designed by Airbus Military (now Airbus Defence and Space) as a tactical airlifter with strategic capabilities to replace older transport aircraft, such as the Transall C-160 and the Lockheed C-130 Hercules. The A400M is positioned, in terms of size, between the C-130 and the C-17; it can carry heavier loads than the C-130 and is able to use rough landing strips. Along with the transport role, the A400M can perform aerial refuelling and medical evacuation when fitted with appropriate equipment.

The A400M's maiden flight, originally planned for 2008, took place on 11 December 2009 from Seville, Spain. Between 2009 and 2010, the A400M faced cancellation as a result of development programme delays and cost overruns; however, the customer nations chose to maintain their support of the project. A total of 174 A400M aircraft had been ordered by eight nations by July 2011.[6] In March 2013, the A400M received European Aviation Safety Agency (EASA) certification. The first aircraft was delivered to the French Air Force in August 2013.

Variants

A400M Grizzly

Five prototype and development aircraft, a sixth aircraft was cancelled.

A400M-180 Atlas

Production variant

Specifications

 General characteristics

• Crew: 3 or 4 (2 pilots, 3rd optional, 1 loadmaster)
• Capacity: 37,000 kg (81,600 lb)
  • 116 fully equipped troops / paratroops,
  • up to 66 stretchers accompanied by 25 medical personnel
  • cargo compartment: width 4.00-metre (13.12 ft) x height 3.85-metre (12.6 ft) x length 17.71-metre (58.1 ft) (without ramp 5.40-metre (17.7 ft))
• Length: 45.1 m (148 ft 0 in)
• Wingspan: 42.4 m (139 ft 1 in)
• Height: 14.7 m (48 ft 3 in)
• Wing area: 225.1 m² (2,423 sq ft)
• Empty weight: 76,500 kg (168,654 lb) ; operating weight
• Gross weight: 120,000 kg (264,555 lb)
• Max takeoff weight: 141,000 kg (310,852 lb)
• Fuel capacity: 50,500 kg (111,300 lb) internal fuel
• Max landing weight: 123,000 kg (271,200 lb)
• Powerplant: 4 × Europrop TP400-D6 turboprop, 8,200 kW (11,000 hp) each
• Propellers: 8-bladed Ratier-Figeac FH385 and FH386 variable pitch tractor propellers with feathering and reversing capability (FH385 anticlockwise on engines 2 and 4, FH386 clockwise on engines 1 and 3), 5.3 m (17 ft 5 in) diameter

Performance

• Cruise speed: 781 km/h (485 mph; 422 kn) at 9,450 m (31,000 ft)
• Initial cruise altitude: 9,000 m (29,000 ft) at MTOW
• Range: 3,300 km (2,051 mi; 1,782 nmi) at max payload (long range cruise speed; reserves as per MIL-C-5011A)
  • Range at 30-tonne payload: 4,500 km (2,450 nmi)
  • Range at 20-tonne payload: 6,400 km (3,450 nmi)
• Ferry range: 8,700 km (5,406 mi; 4,698 nmi)
• Service ceiling: 12,200 m (40,000 ft)
• Tactical takeoff distance: 980 m (3,215 ft), aircraft weight 100 tonnes (98 long tons; 110 short tons), soft field, ISA, sea level
• Tactical landing distance: 770 m (2,530 ft) (as above)
• Turning radius (ground): 28.6 m

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Transall C-160

The Transall C-160 is a military transport aircraft, produced as a joint venture between France and Germany. "Transall" is an abbreviation of the manufacturing consortium Transporter Allianz, comprising the companies of MBB, Aerospatiale and VFW-Fokker. It was initially developed to meet the requirements for a modern transport aircraft for the French and German Air Forces; export sales were also made to South Africa and to Turkey, as well as a small number to civilian operators.
The C-160 remained in service more than 50 years after the type's first flight in 1963. It has provided logistical support to overseas operations and has served in specialist roles such as an aerial refueling tanker, electronic intelligence gathering and as a communications platform.
The C-160 is expected to be replaced in French and German service by the Airbus A400M Atlas.

Variants

Prototypes
Three prototypes were built, one by each production company.
V1 was built by Nord Aviation at Bourges, France and first flew on 25 February 1963.
V2 was built by VFW at Lemwerder, Germany and first flew on 25 May 1963
V3 was built by HFB at Hamburg-Finkenwerder and first flew on 19 February 1964.

Pre-production
C-160A
Six pre-production aircraft were built for Franco-German trials.
Proposed versions
C-160C
Proposed commercial derivative, including a stretched 150-passenger version.

First-generation production
The initial production run of 169 aircraft were built by the three companies in France and Germany; Nord built 56 aircraft, VFW built 57 aircraft and HFB/MBB 56 (HFB became part of Messerchmitt-Bolkow-Blohm in 1969 during the production run). All three production lines produced a mixture of aircraft for France and Germany but the South African aircraft were all built by Nord.

C-160D
Production aircraft for the West German Air Force; 110 were built. Twenty of these aircraft were delivered to Turkish Air Force in 1971 as C-160T. A few of the remaining German C-160 were fitted with the self-protection suite called ESS.
C-160F
Production aircraft for the French Air Force; 50 were built.
C-160P
Conversion of four C-160Fs for use by the French Postal Service.
C-160Z
Production aircraft for the South African Air Force; nine were built.

Second-generation production
From 1981 on, some new C-160 reached the wings of Armee de l'Air. The now C-160NG (Nouvelle Generation, New Generation) called aircraft has a fifth fuel tank in the middle of the wing above the fuselage, a refueling probe while the left side cargo door was removed. Some first-production series C-160F were fitted with the NG-versions changes and renamed C-160R (Renové).
Beside these changes, French Air Force introduced the C-160G Gabriel, a version for electronic reconnaissance, easily to distinguish because of the antennas fitted to the aircraft.
Until the early 2000s, also the C-160H Astarte was used, while Astarté (Avion Station Relais de Transmissions Exceptionelles), meaning "airborne relay station for special transmissions", was used for communication with submerged French nuclear submarines.

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Antonov An-140

The Antonov An-140 is a turboprop regional airliner, designed by the Ukrainian Antonov ASTC bureau as a successor to the Antonov An-24, with extended cargo capacity and the ability to use unprepared airstrips.

Powerplants
An-140 - Two 1839kW (2466shp) Motor-Sich AI-30 Series 1 turboprops (licence built Klimov TV3-117s) driving six blade propellers, or two 1864kW (2500shp) Pratt & Whitney Canada PW127A Turboprops.

Performance
An-140 with AI-30s - Max cruising speed 575km/h (310kt), economical cruising speed 520km/h (280kt). Range with 52 passengers 2100km (1133nm), range with a 6000kg (13,227lb) payload at 520km/h (280kt) 900km (486nm).
An-140 with PW127s - Range with 52 passengers 2500km (1349nm).

Weights
An-140 - Max takeoff 19,150kg (42,218lb).
An-140-100 - Empty 12,810kg (28,240lb), max takeoff 21,500kg (47,400lb).

Dimensions
An-140 - Wing span 24.51m (80ft 5in), length 22.61m (74ft 2in), height 8.23m (26ft 11in).
An-140-100 - Wing span 25.51m (83ft 8in).

Capacity
An-140 - Flightcrew of two. Typical passenger seating for 52 at four abreast and 75cm (30in) pitch or 48 at 81cm (32in) pitch. Forward starboard freight door allows 1900 to 3650kg (4188 to 8046lb) of palletised freight and 36 or 20 passengers to be carried in a combi configuration.

Production
Two prototypes and eight production aircraft by the end of 2004.

Type
Turboprop regional airliner

History
Antonov's An-140 is an all new 50 seat twin turboprop regional airliner developed to replace the ageing An-24.
Antonov announced development of the An-140 in 1993. The first An-140 prototype rolled out from the Kiev factory on June 6 1997 and flew for the first time on September 17 that year. The second flying prototype was completed in late 1998, while the first production standard An-140 flew on October 11 1999.
The An-140 is of conventional design and construction, with US and European certification planned in addition to Russian/CIS certification. The basic version is powered by Motor-Sich AI-30s which are licence built Klimov TV3-117VMA-SBM1s, while Pratt & Whitney Canada PW127As will be optional. The flightdeck features conventional instruments, the main cabin seats 52 in a four abreast configuration. The rear passenger door features integral stairs, while a forward starboard side freight door allows cargo to be carried. The rear of the cabin also features a galley, coat stowage and a toilet.
Production of the initial basic An-140 was superseded in 2003 by the An-140-100 which features a 1.00m (3ft 3in) increase in wing span, a higher MTOW and a 300km (160nm) longer range. Other future versions include the An-140A for Aeroflot which will be powered by PW127As, the An-140T freighter which would have a large freight door on the rear port side, the convertible An-140TK, the An-140VIP executive version, and the An-142 with a rear loading freight ramp. Military versions are also planned.
Series production of the An-140 is being undertaken at Kharkov by KhGAPP in Ukraine and at Samara in Russia by Aviacor. The first few aircraft were for Odessa Airlines, Aeromost (originally named Aeromist), Motor-Sich and Illich Avia.
In 1996 Antonov signed an agreement with HESA in Iran for licence assembly of an An-140 model called the IRAN-140 Faraz at a new plant in Esfahan. Initial IRAN-140s will be assembled from supplied kits, with gradually increasing Iranian local content. the first Faraz flew in February 2001. Iran Asseman and Iran Air are expected to be customers.

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Antonov An-12

The Antonov An-12 (NATO reporting name: Cub) is a four-engined turboprop transport aircraft designed in the Soviet Union. It is the military version of the Antonov An-10 and was made in many variants.

Variants

An-12

Initial production of the military transport model powered by 4,000ehp Ivchenko AI-20A engines.

An-12A

An improved model with four additional fuel cells in the inner wing panels and 4,250ehp AI-20K engines.

An-12AD

One Tashkent-built An-12 (CCCP-11528 No.2) was delivered as the An-12AD, with no known reason for the suffix.

An-12AP

Conversion of the An-12A, fitted with the two extra underfloor tanks of the An-12P.

An-12B

Further improved, with detachable outer wings forming integral fuel tanks housing 1,390 litres (305.8 Imp.Gal.) each, reinforced wing centre-section to support the extra fuel weight, a separate Flight Engineer station, more powerful cargo-handling winches and a TG-16 APU in the port undercarriage fairing, which necessitated removal of the rear bomb pylons from the undercarriage fairings. Power was supplied by Ivchenko AI-20M engines with improved reliability at the same rating as the AI-20K. Some An-12B aircraft were built at the factories as commercial transports with all military or sensitive equipment removed, the designation for these aircraft was unchanged.

An-12B (LIAT)

(Laboratoriya Issledovaniya Aviatsionnoy Tekniki – aviation hardware examination laboratory) : In 1972 a single An-12B was converted as a flying accident investigation laboratory with equipment for investigating crashes and analysing accident and voice recording systems.

An-12B-30

A projected 30-tonne (66,140 lb) payload version of the An-12B, to be powered by 5,180ehp AI-20DK engines.

An-12B-I

(Individooal'naya [zashchita] – individual protection) : Electronic countermeasures version with the Fasol (String Bean) active jamming system. Only seven aircraft were built/converted.

An-12BK

(Kompleks – avionics) : An increased 30-tonne (66,140 lb) payload, improved avionics suite, TG-16M APU and the widened cargo door of the An-12BP characterized the An-12BK, which was built exclusively for the VTA.

An-12BK-IS

(Individooahl'naya zaschita s sistemoy Seeren – individual protection active jammer Siren) : 40 An-12BKs were built as ECM platforms with Fasol and Sirena mission systems housed in four pods suspended from pylons either side of the lower forward fuselage and either side of the gunner's position. Formation-keeping equipment was housed under a dielectric panel on the flight deck escape hatch. From 1974 another 105 aircraft were modified with the Bar'yer – (barrier) and Siren systems as well as automatic infra-red jammers.

An-12BK-PPS

(Postanovchik Pomekh Siren) : Evolved from the An-12PP this ultimate ECM platform variant was equipped with the Sirena system in four pods, Booket jammer system and chaff dispensers in the tailcone. Later-production aircraft had the chaff dispensers relocated to the cargo door. Nineteen aircraft were converted from An-12BKs, serving with the VVS until at least 2006. Three aircraft are known to have been stripped of mission equipment and returned to transport duties.

An-12BKK

Kapsoola – capsule : A single aircraft converted into a VIP transport for the VTA in 1975. The name Kapsoola refers to the pressurised cabin Capsule.

An-12BKSh

(Shturmanskij) : Navigator Trainer version of the An-12BK with ten trainee workstations.

An-12BKT

(BKToplivovoz – BK tanker) In 1972 the An-12 BKT was produced as a flying petrol station for refuelling aircraft in austere environments on the ground. Capable of refuelling two aircraft at a time with a transferrable load of 19,500 litres (4,290 Imp.Gal.).

An-12BKV

Military variant that could be used to drop bombs or mines using a permanently installed conveyor belt for dropping the weapons from the cargo hold door. Accuracy was found to be appalling so further development was cancelled.

An-12BL

(Laboratornyj) Test-platform for the Kh-28 anti-radiation missile, with two missiles carried on pylons either side of the forward fuselage and two more suspended from pylons under the outer wings. This variant may have been intended for an operational role as a SEAD (Suppression of Enemy Air Defences) platform.

An-12BM

(Molniya – Lightning) A single An-12B converted as a SATCOM relay aircraft for trials relaying communications to and from the Molniya-1 communications satellite.

An-12BP

An-12B fitted with the two extra underfloor tanks of the An-12P, equipped with a NAS-1B1-28 (Navigatsionnaya Avtonomnaya Sistema – self-contained navigation system) and RSKM-2 (Rahdiolokatsionnaya Sistema Kontrolya Mesta – radio co-ordinate monitoring system). Later-production An-12BPs were built with a wider cargo door and revised cabin windows placement. Some An-12BP aircraft were built at the factories as commercial transports with all military or sensitive equipment removed, the designation for these aircraft was unchanged.

An-12BPTs

(Tsiklon – Cyclone) Two Tashkent-built An-12BP aircraft (CCCP-11530 and CCCP-11531) were converted at the factory as weather research laboratories. Mission equipment consisted of a measurement suite, a data recording suite and cloud-seeding equipment. Both aircraft were subsequently stripped of their mission equipment reverting to transport duties.

An-12BSh

(Shturmanskij – for navigators) Navigator Trainer version of the An-12B with ten trainee workstations.

An-12BSM

An improved commercial variant intended to carry standardised freight pallets. The meaning of the BSM suffix is unclear.

An-12BZ-1

In 1969 Antonov proposed IFR tanker and receiver variants of the An-12B. The An-12BZ-1 was the tanker with a single podded refuelling hose/drogue unit.

An-12BZ-2

In 1969 Antonov proposed IFR tanker and receiver variants of the An-12B. The An-12BZ-12 was the receiver aircraft with a fixed probe above the cockpit.

An-12D

Developed from 1964 as an increased-payload version with new undercarriage, new tail unit similar to the Antonov An-24 and a fully pressurised fuselage of increased length and width incorporating a loading ramp in a cargo hold door. This project was not proceeded with but led to the An-40 STOL Transport.

An-12DK

A projected version powered by 5,500ehp Ivchenko AI-30 turboprop engines.

An-12D-UPS

(Oopravleniye Pogranichnym Sloyem – BLC [boundary layer control]) A BLC variant of the proposed An-12D, with two turbo-compressors above the wing centre section feeding compressed air to the slots on the wing, and a third in the fin fillet feeding compressed air to slots on the tail surfaces.

An-12M

(Modifitseerovannyy – modified) Was a standard-production aircraft fitted with 5,180ehp AI-20DM turboprop engines. Despite higher performance this upgraded An-12 was not proceeded with due to cancellation of the AI-20DM engines.

An-12P

([dopolinitel'nyye bahki]Pod polom) Initial-production An-12 fitted with two additional fuel tanks under the cargo hold floor.

An-12PL

(Polyarny, Lyzhnyy – Polar ski-equipped) Two aircraft converted with fixed ski undercarriage, heavily insulated hold and flight deck, powerful onboard heater for the cabin and engines, and the underfloor tanks of the 'An-12BP Polar'.

An-12PP

(Postanovchik Pomekh) (a.k.a. An-12BK-PP) An Electronic Countermeasures version developed in 1970 to operate within large formations of regular An-12 transports providing ECM for the whole formation. The automatic system identified air defense radars and aimed jamming signals in their direction. The active Booket (bouquet) jammers radiated from three blisters under the fuselage and the tail gunners position was fitted with ASO-24 (Avtomaht Sbrosa Otrazhately – automatic chaff dispenser) chaff dispensers with the chaff cut to length as determined by the frequency of the radar detected. Three pairs of heat exchangers were fitted to the forward fuselage sides providing cooling for the mission equipment, and a fourth pair above the main gear fairings. 27 aircraft were converted from An-12BK aircraft, with at least two aircraft completed with only the chaff dispensers and non-standard rod aerials on the forward fuselage. At least two An-12PP aircraft were de-militarised and sold to civilian owners retaining the distinctive ogival tailcone.

An-12PS

(Poiskovo-Spasatel’nyi) SAR version of the An-12B with Istok-Golub emergency UHF homing system, with Yorsh (Ruff) or Gagara (Loon) rescue boats, as well as droppable inflatable liferafts and crews for the boats. Several aircraft were used for recovering Cosmonauts from sea landings. Others were operated by the AV-MF.

An-12R

(Reaktivnny – jet boosted) A design project for a jet-powered An-12 with a radically altered swept wing and tail and 25-tonne (55,153 lb) payload carried for 2,500 km (1,550miles), to have been powered by four Lotarev D-36 high-bypass turbofans. This unbuilt projected aircraft evolved into the Antonov An-112.

An-12R

([samolyot] Razvedchik – reconnaissance aircraft) The unconfirmed probable designation for the small number of ELINT aircraft operated by the VVS from 1970. These aircraft were fitted with mission equipment in dielectric fairings forward of the main undercarriage wells and additional blade aerials above the forward fuselage and two blade aerials under the forward fuselage. Two aircraft are known to have operated without the blade aerials.

An-12RR

(Rahdiatsionnyy Razvedchik – radiation reconnaissance) Nuclear Biological and Chemical warfare reconnaissance aircraft. At least three aircraft equipped with RR8311-100 air sampling pods on special cradles either side of the forward fuselage. Two of these aircraft are known to have also been equipped with a toxic agent detector pod on the starboard fuselage side.

An-12RU 

A projected JATO (Jet-Assisted Take-Off) version of the An-12, to be fitted with two jettisonable PRD-63 solid-propellant rocket boosters fitted either side of the aft fuselage.

An-12SN

([samolyot] Spetsiahl'novo Naznacheniya – special-mission [aircraft]) To enable the Soviet Army's T-54 main battle tank to be airlifted, Antonov designed the An-12SN with a cargo hold increased in width from 3m (9ft10in) to 3.45 m (11 ft), powered by 5,180ehp AI-20DK engines boosted by a 3,800 kg thrust (8,380lbst) Mikulin RD-9 turbojet installed at the base of the fin in place of the gunners station. The Antonov An-22 was found to be more suitable for carrying the tank so further work on the An-12SN was abandoned.

An-12T

(Toplivovoz – tanker) A fuel tanker variant used to transport fuel for automobiles or aircraft, or rocket fuels and oxidisers. Special tanks were fitted in the hold as required.

An-12TP-2

A single An-12B (CCCP-04366) was custom-built for long-range transport and geophysical survey duties in Antarctica. The aircraft was fitted with a long under-nose radome, a MAD (Magnetic Anomaly Detector) boom extending from the gunner's position and mission equipment in the insulated cabin. On arrival in Antarctica a ski undercarriage, as used on the An-12PL, was fitted.

An-12T Mystery Designations

Suffixes starting with 'T' which have unknown meaning. Aircraft with these suffixes were delivered from the Voronezh and Tashkent factories to both military and civil customers without obvious reason for the 'T'.

• • An-12TA
  • An-12TB
  • An-12TBP
  • An-12TBK

An-12U

(Oopravleniye [Pogranichnym sloyem] – BLC) In 1962 a BLC (boundary layer control) version of the An-12 was projected with simple flaps replacing the double-slotted Fowler flaps and compressed air supplied by two DK1-26 compressors in underwing pods. It was envisaged that the use of JATO would dramatically improve the field performance.

An-12UD

(Oovelichennoy Dahl'nosti – with increased range) An interim extended-range variant fitted with two (An-12UD) acquired from Myasischev 3M bombers, in the freight hold. The prototype was converted from Irkutsk-built An-12 c/n 9901007.

An-12UD-3

(Oovelichennoy Dahl'nosti – with increased range) An interim extended-range variant fitted with three (An-12UD-3) auxiliary tanks, acquired from Myasischev 3M bombers, in the freight hold. Converted from Tashkent-built c/n 3341007.

An-12VKP

"Zebra" (Vozdushnij Kommandnij Punkt – Airborne command post) A single Irkutsk-built An-12A (c/n 9900902) was converted into an airborne command post. Three cigar-shaped fairings were carried at the wing-tips and fin-tip, other equipment was housed in long fairings either side of the rear fuselage and a war room was situated in the pressurised fuselage. Due to the superior performance of the Ilyushin Il-22 Zebra airborne command post, the An-12VKP was not proceeded with.

An-40

Derived directly from the An-12D, was to have been powered by four 5,500ehp AI-30 turboprop engines and four 2,550kgp (5,260 lb-st) Kolesov RD-36-35 booster/brake engines, fitted with thrust reversers, in paired nacelles between the inner and outer turboprop engines. A full-scale mock-up was completed in 1965 but the VVS selected the larger and faster Ilyushin Il-76 for production instead.

An-40PLO

An anti-submarine warfare variant of the proposed An-40, to be powered by mixed-fuel engines burning kerosene and liquid hydrogen.

An-42

A version of the An-40 fitted with BLC (Boundary Layer Control). Compressed air for the BLC slots was provided by three turbo-compressors, derived from the Kolesov RD36-35 turbojet, in fairings above the wing centre-section.

Powerplants

An-12 - Four 2490kW (3495shp) Ivchenko AI-20K turboprops driving AV68 four blade constant speed propellers.
Y-8A - Four 3170kW (4250shp) Zhuzhou WJ-6 turboprops driving four blade constant speed propellers.

Performance

An-12 - Max speed 777km/h (420kt), max cruising speed 670km/h (361kt). Range with max payload 3600km (1940nm), range with full fuel load 5700km (3075nm).
Y-8A - Max speed 660km/h (357kt), economical cruising speed 530km/h (286kt). Range with max fuel load 5615km (3030nm), range with max payload 1275km (690nm).

Weights

An-12 - Empty 28,000kg (61,730lb), max takeoff 61,000kg (134,480lb).
Y-8 - Empty equipped 35,490kg (77,237lb), max takeoff 61,000kg (134,480lb).

Dimensions

An-12 - Wing span 38.00m (124ft 8in), length 33.10m (108ft 7in), height 10.53m (34ft 7in). Wing area 121.7m2 (1310sq ft).
Y-8 - Same except for length 34.02m (111ft 8in), height 11.16m (36ft 8in). Wing area 121.9m2 (1311.7sq ft).

Capacity

Flightcrew consisting of two pilots, a flight engineer, radio operator and navigator housed (the latter in the glazed nose). Can be arranged to accommodate 14 passengers plus freight, with military versions carrying up to 90 troops. Max payload 20,000kg (44,090lb).

Production

Production totals for the An-12 are estimated at 1243 aircraft, with more than 200 having nominally seen civil service with Aeroflot, plus many other Soviet client state airlines.
Shaanxi had reportedly delivered 75 by 2001 for military and civil use. 

Type

Mid sized turboprop freighter

History

The An-12 (NATO reporting name "Cub") was developed to fulfil a Soviet air force requirement for a turboprop freighter. Based on the twin turboprop An-8 which was developed for Aeroflot service, the four engine An-12 was developed in parallel with the commercial passenger An-10.
The prototype An-12 flew in 1958, powered by Kuznetsov NK-4 turboprops, and was essentially a militarised An-10 with a rear loading cargo ramp. Approximately 100 An-10s were built, the type seeing service between 1959 and 1973.
Series production of the An-12 in a number of mainly military variants continued until 1973, from which time it was replaced in Soviet service by the Ilyushin Il-76 (described elsewhere). The An-12BP is the basic military transport version of the Cub. Other military versions are in use as Elint and ECM platforms.
The defensive rear gunner's turret is faired over on civil An-12s. Operators have included Aeroflot, Cubana, LOT Polish Airlines and Bulair for civil and quasi military work.
China's Xian began redesign work of the An-12 in 1969, but after the first prototype the program was transferred to Shaanxi. A number of Chinese versions were developed, including the civil variants Y-8B and Y-8C, the latter developed with cooperation from Lockheed, similar Y-8F-200, Y-8F livestock carrier and Y-8H aerial survey model.

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CASA C-295

The EADS CASA C-295 is a twin-turboprop tactical military transport aircraft manufactured by Airbus Military in Spain.

The C-295 is manufactured and assembled in the Airbus Military facilities in the San Pablo Airport, in Seville, Spain. It is a further development of the commercially successful Spanish - Indonesian transport aircraft CASA/IPTN CN-235, but with a stretched fuselage, 50% more payload capability and new PW127G turboprop engines. The C-295 made its maiden flight in 1998. The first order came from the Spanish Air Force. In 2012, EADS announced several enhancements to the design, including winglets, and an ability to carry the Marte anti-ship missile. An airborne early warning and control version is also planned. 

Variants

C-295M

Military transport version. Capacity for 73 troops, 48 paratroops, 27 stretchers, five 2.24 × 2.74 m (88 × 108 inches) pallets or three light vehicles.

NC-295/CN-295

Indonesian Aerospace-made C-295. Indonesian Aerospace have a licence to build the C-295 in Indonesia.

C-295MPA/Persuader

Maritime patrol/anti-submarine warfare version. Provision for six hardpoints.

AEW&C

Prototype airborne early warning and control version with 360 degree radar dome. The AESA radar was developed by Israel Aerospace Industries (IAI) and has an integrated IFF (Identification friend or foe) system.

C-295W

Enhanced performance version with winglets and uprated engines announced in 2013. Certification is expected in 2014

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CASA CN-235

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

Variants

CN-235-10

Initial production version (15 built by each company), with GE CT7-7A engines.

CN-235-100/110

Generally as series 10, but with GE CT7-9C engines in new composites nacelles; replaced Series 10 in 1988 from 31st production aircraft. Series 100 is Spanish-built, series 110 Indonesian-built, with improved electrical, warning and environmental systems.

CN-235-200/220

Improved version. Structural reinforcements to cater for higher operating weights, aerodynamic improvements to wing leading-edges and rudder, reduced field length requirements and much-increased range with maximum payload. Series 200 is Spanish-built, Series 220 Indonesian-built.

CN-235-300

CASA Modification of 200/220 series, with the Honeywell International Corp. avionics suite. Other features include improved pressurisation and provision for optional twin-nosewheel installation.

CN-235-330 Phoenix

Modification of Series 200/220, offered by IPTN with new Honeywell avionics, ARL-2002 EW system and 16.800 kg/37.037 lb MTOW, to Royal Australian Air Force to meet Project Air 5190 tactical airlift requirement, but was forced by financial constraints to withdraw in 1998.

CN-235 MPA

Maritime patrol version with 6 hardpoints to carry AM-39 Exocet-Missiles or Mk.46-Torpedos.

HC-144 Ocean Sentry

United States Coast Guard designation for a planned twenty-two aircraft fleet bought to replace the small HU-25 Guardian business-style jets. As of 2010, twelve had been delivered.

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Lockheed C-130 Hercules

The Lockheed C-130 Hercules is a four-engine turboprop military transport aircraft designed and built originally by Lockheed, now Lockheed Martin. Capable of using unprepared runways for takeoffs and landings, the C-130 was originally designed as a troop, medical evacuation, and cargo transport aircraft. The versatile airframe has found uses in a variety of other roles, including as a gunship (AC-130), for airborne assault, search and rescue, scientific research support, weather reconnaissance, aerial refueling, maritime patrol, and aerial firefighting. It is now the main tactical airlifter for many military forces worldwide. Over 40 models and variants of the Hercules serve with more than 60 nations. The C-130 entered service with U.S. in the 1950s, followed by Australia and others. During its years of service, the Hercules family has participated in countless military, civilian and humanitarian aid operations. The family has the longest continuous production run of any military aircraft in history. In 2007, the C-130 became the fifth aircraft—after the English Electric Canberra, Boeing B-52 Stratofortress, Tupolev Tu-95, and Boeing KC-135 Stratotanker—to mark 50 years of continuous use with its original primary customer, in this case, the United States Air Force. The C-130 is also the only military aircraft to remain in continuous production for 50 years with its original customer, as the updated C-130J Super Hercules.

Variants

C-130A/B/E/F/G/H/K/T

Tactical airlifter basic models

C-130J Super Hercules

Tactical airlifter, with new engines, avionics, and updated systems

C-130K

Designation for RAF Hercules C1/W2/C3 aircraft (C-130Js in RAF service are the Hercules C.4 and Hercules C.5)

AC-130A/E/H/U/W

Gunship variants

C-130D/D-6

Ski-equipped version for snow and ice operations United States Air Force / Air National Guard

CC-130E/H/J Hercules

Designation for Royal Canadian Air Force Hercules aircraft

DC-130A/E

Drone control

EC-130

EC-130E/J Commando Solo – USAF / Air National Guard psychological operations version

EC-130E – Airborne Battlefield Command and Control Center (ABCCC)

EC-130E Rivet Rider – Airborne psychological warfare aircraft

EC-130H Compass Call – Electronic warfare and electronic attack.

EC-130V – Airborne early warning and control (AEW&C) variant used by USCG for counter-narcotics missions

GC-130

Permanently Grounded "Static Display"

HC-130

HC-130B/E/H – Early model combat search and rescue

HC-130P/N Combat King – USAF aerial refueling tanker and combat search and rescue

HC-130J Combat King II – Next generation combat search and rescue tanker

HC-130H/J – USCG long-range surveillance and search and rescue

JC-130

Temporary conversion for flight test operations

KC-130F/R/T/J

United States Marine Corps aerial refueling tanker and tactical airlifter

LC-130F/H/R

USAF / Air National Guard – Ski-equipped version for Arctic and Antarctic support operations.

MC-130

MC-130E/H Combat Talon I/II – Special operations infiltration/extraction variant

MC-130W Combat Spear/Dragon Spear – Special operations tanker/gunship

MC-130P Combat Shadow – Special operations tanker

MC-130J Commando II (formerly Combat Shadow II) – Special operations tanker Air Force Special Operations Command

YMC-130H – Modified aircraft under Operation Credible Sport for second Iran hostage crisis rescue attempt

NC-130

Permanent conversion for flight test operations

PC-130/C-130-MP

Maritime patrol

RC-130

Surveillance aircraft for reconnaissance

SC-130

Search and rescue

TC-130

Aircrew training

VC-130

VIP transport

WC-130A/B/E/H/J

Weather reconnaissance ("Hurricane Hunter") version for USAF / Air Force Reserve Command in support of the NOAA/National Weather Service's National Hurricane Center

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Lockheed L-100 Hercules

The Lockheed L‑100 Hercules is the civilian variant of the prolific C‑130 military transport aircraft made by the Lockheed Corporation. Its first flight occurred in 1964. Longer L‑100‑20 and L‑100‑30 versions were developed. L‑100 production ended in 1992 with 114 aircraft delivered.

Variants

Civilian variants are equivalent to the C‑130E model without pylon tanks or military equipment.

L‑100 (Model 382)

One prototype powered by four Allison 501‑D22s and first flown in 1964

L‑100 (Model 382B)

Production variant

L‑100‑20 (Model 382E and Model 382F)

Stretched variant certified in 1968 with a new 5 ft (1.5 m) section forward of the wing and 3 ft 4 in (1.02 m) section aft of the wing.

L‑100‑30 (Model 382G)

A further stretched variant with an addition 6 ft 8 in (2.03 m) fuselage section.

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Lockheed C-130J Super Hercules

The Lockheed Martin C-130J "Super" Hercules is a four-engine turboprop military transport aircraft. The C-130J is a comprehensive update of the venerable Lockheed C-130 Hercules, with new engines, flight deck, and other systems. The Hercules family has the longest continuous production run of any military aircraft in history. During more than 50 years of service, the family has participated in military, civilian, and humanitarian aid operations. The Hercules has outlived several planned successor designs, most notably the Advanced Medium STOL Transport contestants. Fifteen nations have placed orders for a total of 300 C-130Js, of which 250 aircraft have been delivered as of February 2012.

Variants

C-130J Super Hercules

Tactical airlifter

C-130J-30

Lockheed Martin designation for its 15 ft (4.6 m) extended fuselage variant.

CC-130J Super Hercules

Official USAF and Royal Canadian Air Force designation for the C-130J-30

EC-130J Commando Solo III

Variant for the Air Force Special Operations Command, operated by the Pennsylvania Air National Guard.

HC-130J Combat King II

Long range patrol and air-sea rescue variant for the United States Coast Guard. USAF HC-130J version has changes for in-flight refueling.

KC-130J

Aerial refueling tanker and tactical airlifter version for United States Marine Corps.

MC-130J Commando II

Designed for Air Force Special Operations Command. Originally named Combat Shadow II.

WC-130J

Weather reconnaissance ("Hurricane Hunter") version for the Air Force Reserve Command.

Hercules C4

Royal Air Force designation for the C-130J-30

Hercules C5

Royal Air Force designation for the C-130J

L-100J

A civilian version of the C-130J-30 was under development, but the program was placed on hold indefinitely to focus on military development and production.

SC-130J Sea Hercules

Proposed maritime patrol version of the C-130J, designed for coastal surveillance and anti-submarine warfare.

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