Engineering:Antonov An-180

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An-180
Antonov An-180.jpg
A design drawing of the proposed airliner
Role Wide-body propfan airliner
National origin Soviet Union / Ukraine
Design group Antonov Design Bureau
Built by Production Corporation Polyot
Kharkiv Aviation Plant (uk)
Status Canceled
Number built 0

The Antonov An-180 was a Ukraine design for a twin-aisle medium-range propfan airliner. Although the design was completed by the Antonov Design Bureau in 1994, the type was not built.[1]

Development

The An-180 was designed as a replacement for the aging Tupolev Tu-134 and Yakovlev Yak-42 airliners.[2] Antonov was discussing this aircraft in Soviet aviation publications as early as October 1990, describing the An-180 as a 164-180 passenger plane with a range of 1,300 to 1,600 nautical miles (2,500 to 3,000 kilometres; 1,600 to 1,900 miles) and a per-passenger fuel consumption of 14 to 15 grams per kilometre (0.79 to 0.85 ounces per mile).[3] The proposed aircraft was introduced to the world at the 1991 Paris Air Show.[4] As of September 1991, the An-180 had a T-tail design with the propfan engines attached to the aft fuselage,[5] but Antonov later modified the design so that the engines were attached to the ends of the horizontal stabilizer in a conventional tail configuration.[6] In 1992, Ukraine and China were studying whether to jointly develop the aircraft.[7]

In April 1994, a prototype of the aircraft was tested at the Russian Central Aviation Institute's transonic wind tunnel, with follow-up tests in July to finalize the design, but financial problems delayed the completion of the study as of November 1994.[8] By February 1995, joint manufacturing was expected to begin at the aircraft factories in Kharkiv, Ukraine and the Production Corporation Polyot plant in Omsk, Russia.[9] Because of extreme funding shortfalls from the Ukraine government, however, the development of the An-180 was fully suspended by August 1995.[10] In 1999, D-27 engines created by the Progress Design Bureau were still expected to be built for the An-180, according to the CEO of Motor Sich,[11] the Ukrainian manufacturer of the D-27.[12] Subsequent attempts to obtain commercial investment failed, though, and by 2004, the An-180 was no longer an Antonov project.[13]

As of 2003, the fuselage of an uncompleted An-180 aircraft remained in storage in a building used for assembly of Antonov's experimental models.[14]

Design

The An-180 was a conventionally designed low-wing cantilever monoplane with a conventional tail unit. The unusual feature was the mounting of an Ivchenko Progress D-27 propfan mounted at the end of each tailplane.[1] Each propfan was to have a coaxial contra-rotating tractor propeller, and the An-180 was also designed with a retractable landing gear with twin nosewheels, and tandem pairs of mainwheels.[1]

It was planned to have a number of variants with seating starting at 150–156 passengers, to a larger variant for 200 passengers, and it was also planned to build a combination passenger/freight and an all-freight variant.[1] The cabin is configured to use two aisles, with a seating row containing two seats each between an aisle and the adjacent windows/cabin walls, and two seats between the two aisles.[15] The undercarriage can store seven LD3-46 unit load devices.[1]

Specifications

Data from Brassey's World Aircraft & Systems Directory[1]

General characteristics

  • Crew: two or three
  • Capacity: 163
  • Length: 40.9 m (134 ft 2 in)
  • Wingspan: 35.83 m (117 ft 7 in)
  • Diameter: 4.3 m (14 ft 1 in) (fuselage)[16]
  • Height: 11.148 m (36 ft 7 in)
  • Empty weight: 42,500 kg (93,696 lb) [16]
  • Max takeoff weight: 71,700 kg (158,071 lb) normal takeoff weight 67,500 kg (148,812 lb)[16]
  • Powerplant: 2 × Ivchenko Progress D-27 propfan, 10,305 kW (13,819 hp) each at take off
  • Propellers: 8 fore, 6 aft-bladed Aerosila SV-27 axial contra-rotating tractor

Performance

  • Cruise speed: 800 km/h (500 mph, 430 kn)
  • Range: 3,300 km (2,100 mi, 1,800 nmi) maximum takeoff weight; 1,800 km (1,100 mi; 970 nmi) normal takeoff weight[16]
  • Service ceiling: 10,100 m (33,100 ft) cruise

See also

References

Notes

  1. ↑ 1.0 1.1 1.2 1.3 1.4 1.5 Taylor, Michael J. H. (1996). Brassey's World Aircraft & Systems Directory. London, England, UK: Brassey's. pp. 255–256. ISBN 1-85753-198-1. OCLC 33079608. https://archive.org/details/brasseysworldair0000unse/page/255. 
  2. ↑ Severyn, Volodymyr (March 27, 1993). "An-218 passenger plane profiled". FBIS report: Central Eurasia. FBIS Report FBIS-USR-93-053: 81–82. April 28, 1993. https://hdl.handle.net/2027/inu.30000028466989?urlappend=%3Bseq=705. 
  3. ↑ Stukalina, L. (October 13, 1990). "Balabuyev on importance of civilian aircraft production". Soviet Union: Military affairs. JPRS Report JPRS-UMA-91-004: 63–64. February 1, 1991. OCLC 831662917. https://archive.org/details/DTIC_ADA334321/page/n65. 
  4. ↑ "Airliners of the world". Flight International 148 (4501): 60. December 6–12, 1995. ISSN 0015-3710. https://www.flightglobal.com/pdfarchive/view/1995/1995%20-%203566.html. 
  5. ↑ Lenorovitz, Jeffrey M. (September 16, 1991). "Freighter specialist Antonov broadens focus by developing passenger aircraft". Aviation Week & Space Technology: 44–45. https://archive.aviationweek.com/issue/19910916/#!&pid=44. 
  6. ↑ MakSiemens (May 13, 2013). "Мечтать не вредно часть 2. Проект АН-180." (in ru). https://maksiemens.livejournal.com/3620.html. 
  7. ↑ "Comments on carrier sale". China. Daily Report (Foreign Broadcast Information Service (FBIS)) FBIS-CHI-92-212: 11–12. October 31, 1992. November 2, 1992. https://hdl.handle.net/2027/mdp.39015023043949?urlappend=%3Bseq=23. 
  8. ↑ "Aircraft industry on financial problems". Central Eurasia: Annex. Daily Report FBIS-SOV-94-235-A: 23–24. November 21, 1994. December 7, 1994. 
  9. ↑ "Cooperation with Russia in aircraft engineering detailed". Central Eurasia. Daily Report FBIS-SOV-95-040: 45–46. February 27, 1995. March 1, 1995. https://hdl.handle.net/2027/nnc1.cu00733822?urlappend=%3Bseq=59. 
  10. ↑ Prudka, Natalka (August 3, 1995). "Problems, situation in aviation industry viewed". Central Eurasia. Daily Report FBIS-SOV-95-152: 65. August 8, 1995. https://hdl.handle.net/2027/nnc1.cu00734101?urlappend=%3Bseq=73. 
  11. ↑ Boguslaev, Vyacheslav (1999). (in ru)Aviapanorama 5 (17): 30–31. ISSN 1726-6173. https://aviapanorama.su/1999/10/perspektivnye-dvigateli-novogo-pokoleniya/. 
  12. ↑ Chernyak, I. (January 19, 1993). "Defense industry, Russian-Ukrainian common interest". Central Eurasia: Military affairs. JPRS Report JPRS-UMA-93-015: 16–19. May 11, 1993. OCLC 831658655. https://archive.org/details/DTIC_ADA333055/page/n18. 
  13. ↑ Karnozov, Vladimir (September 14–20, 2004). "State of change: Ukraine's aerospace industry is shaking off the legacy of the Soviet era with new products, developed since independence, coming onto the market". Flight International (Moscow, Russia) 166 (4951): 40–41. ISSN 0015-3710. https://www.flightglobal.com/news/articles/state-of-change-187395/. 
  14. ↑ Siruk, Mykola (August 12, 2003). "Ukrainian, Russian planes compete for CIS market". Den (Kiev, Ukraine). August 15, 2003. 
  15. ↑ Krikunenko, Anatoliy (November 1991). "Antonov general designer on future plans". Central Eurasia: Military affairs. JPRS Report JPRS-UMA-92-012: 70–73. April 8, 1992. OCLC 831663550. https://archive.org/details/DTIC_ADA334720/page/n72. 
  16. ↑ 16.0 16.1 16.2 16.3 (in ru)Aviatsiia I Kosmonavtika -Moskva- (5): 15–16. 1995. May 1995. ISSN 0373-9821. https://e-libra.ru/read/224292-aviaciya-i-kosmonavtika-1995-05.html#1505552055. 

External links

  • Salnikov, Yuri Petrovich (Director) (1991). Легенда Боинга. Фильм II. Уроки Боинга [The legend of Boeing. Part II: The lessons of Boeing.] (Television production) (in русский). Interviews with Yakovlev general designer A. Dondukov and Antonov general designer P. V. Balabuyev. Event occurs at 39:42 and 40:51 – via sibnet.ru.CS1 maint: others (link)
  • "An-180 project by ANTK O.K.Antonov". http://ram-home.com/ram-old/an-180.html. 



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