Brief description
The An-148 regional turbojet family is developed by "ANTONOV" Design Bureau. Basic version of the family is An-148-lOOB aircraft.
The An-148 aircraft family includes the following versions:
| Version |
Passenger Capacity |
Range (km) |
| An-148-100A |
70-80 |
2000-3000 |
| An-148-100B (basic version) |
70-80 |
3000-4000 |
| An-148-100Å |
70-80 |
4000-5100 |
| Àn-148-100Å1 (extended range version) |
40-55 |
6000-7000 |
| Àn-148-100Å2 (VIP version) |
10-30 |
7500-8500 |
| An-148-200A (stretched-fuselage version) |
90-100 |
2000-3000 |
| An-148-200B (stretched-fuselage version) |
90-100 |
3500-4500 |
The An-148 aircraft family also includes:
- cargo version with a side loading door for palletized and containerized cargo
- mixed cargo-passenger version for both cargo and passenger transportation
- ramp version designed for non palletised cargo transportation
One of the key advantages of the An-148 family is a maximum commonality of all airframe components, major systems and units, i.e. wings, empennage, fuselage, etc.
Family commonality
- Common airframe and common aircraft systems
- Common powerplant (D436-148), FADEC, reduced power settings and noise. Long service life
- Common integrated avionics system with upgrading capability to meet regulation up to 2015
- Common cockpit and flight control system
- Common maintenance and repair system
- Common system of documentation
(flight manual, maintenance program, maintenance manual)
- Common flight crew training system
- Common modular passenger cabin
Traditional with its aerodynamic concept of "high-wing" configuration, the Antonov 148 was engineered in compliance with operating conditions provided by regional airfields in III A and above category. Keeping in line with principles of up-grading aircraft families by progressively enhancing the size of aircraft, the extension possibilities of the An-148-100 basic version provide customers with a modern family of aircraft in various range and capacity.
Configuration advantages
Concept
- Landing gear & wing design decoupled
- Engine installation not so constrained
Cargo
Wing/Fuselage/MLG
- Scope to improve assembly
Powerplant
- Installation drag can be minimised
- Scope to increase engine minimised
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T-Tail
- Moves HTP away from wing downwash
Wing Planform
- Removal of TE kink
- Removal of landing gear structure
- Flap end plate effect increases CYmax
- Flap size & shape optimised
MLG
- Shorter
- Can be moved aft to reduce length
- Allows benefit of relaxed stability
NLG
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High engine and wing location ensures protection against foreign object damage. Probability of early engine removal for a low-wing configuration is 2 to 3 times higher than for a high-wing configuration.
Weight of sucked in particle, grams (concrete)
Technical characteristics
| |
AN-148-100 |
AN-148-200 |
| A |
B |
E |
E1 |
E2 |
A |
B |
| Passenger capacity |
75 pax |
75 pax |
75 pax |
40 pax |
10 pax |
100 pax |
100 pax |
| Range |
2200 km |
3600 km |
5100 km |
7000 km |
8700 km |
2200 km |
3500 km |
| Maximum fuel load |
12100 kg |
| Speed |
820-870 km/h |
| Flight altitude |
11000-11600 m |
| Required RW length |
1750-2300 m |
2000-2100 m |
| Aerodrome elevation |
up to 3000 m |
| Operating temperature range |
-55...+45°C |
| Fuel consumption |
1454 kg/h |
1690 kg/h |
1770 kg/h |
| Fuel efficiency |
24.0 g/pax |
22.2 g/pax |
22.1 g/pax |
| Landing category |
II, IIIA |
| Community noise level |
Chapter IV |
| Maximum |
37130 kg |
39900 kg |
43050 kg |
13100 kg |
46170 kg |
Layouts
Wide fuselage cross-section allows "3+2" seating layout in economy-class and "2+2" seating layout in business-class with comfort level similar to mainline airplanes. The seats and passenger equipment could be customized with regard to a concrete customer's requirements and depend on specific operation.
Comfort
The following features ensure the maximum comfort level:
- efficient layout ( wide aisle, optimum aisle height, large overhead compartments (4,7 m3) accepting 25x66 cm luggage-items
- optimized common space and individual area
- low noise level
- in-flight entertainment, information and notification systems providing several stereo and video programs, mobile communication and Internet access.
Fast luggage handling is facilitated by a belt conveyer and carriage-assisted distribution of luggage into under-floor baggage-cargo compartments.
Modern flight deck systems
Flight decks are made on the basis of modern ergonomic and designer concepts, using electronic indication and automated control systems.
- The electronic flight instrument system (EFIS) and engine indication and crew alerting system (EICAS) display the flight and navigation information on the condition of the powerplant and aircraft systems on multifunctional multicolor LCDs.
- An-148-100 aircraft is equipped with flight management system, TCAS-2000, EGPWS, color radar with windshear detector, inertial and satellite navigations system, digital fly-by-wire control systems with a backup system
- Integrated flight and navigation systems make it possible to perform flights in RNP-1 and RVSM conditions
- Upon the customer's request, the aircraft can be equipped with Honeywell or Rockwell Collins avionics.
Payload / Range
Engine
The An-148 aircraft family is powered by D436-148 engines produced by "Motor Sich" motor plant (Ukraine). Depending on the aircraft model, the engine takeoff thrust varies from 6400 up to 7500 kgf.
- The engine is equipped with full authority digital electronic control (FADEC)
- Nacelle has thrust reversers designed to improve engine life to 40,000 FH, 20,000 cycles
- 10-12,000FH before engine removal off the wing
- Specific fuel consumption: 0.360 kg/kgf-h
The engine is designed for operation at high-level aerodromes and under high-temperature conditions. De-rated thrust takeoff under normal conditions allows to extend the engine life significantly.
APU AI-450MS life:
Hourse - 16000
Cycles - 32000
Program Milestones
- 2 flying aircraft of the An-148-100B baseline model have been manufactured
- Maiden flight took place in 2004
- The certification tests are underway
- The completion of certification and Type Certificate obtaining are expected in 2006
- First delivery is expected in 2006
- Launch customer is «KrasAir» airlines (Russia).
An-148 serial production is to be deployed in Russia at VASO (Voronezh Aircraft Joint-Stock Company) and in Ukraine at AVIANT (Kyiv Aviation Plant). By the year 2006 these plants will be capable to produce annually about 25-35 aircraft.
AN-148 Certification
Airworthiness Certification will be performed in compliance with the following requirements and terms:
| Year |
2006 |
2007 |
| AN-148-100 Aircraft |
AP-25 (Russian standart) |
JAR-25 (European standart) |
| Range |
AP-33 (Russian standart) |
CS-33 / JAP-33 (Russian standart) |
ICAO standard
Noise requirements shall be in compliance with the requirements of Chapter 4 International Standard "Environmental Protection", Annex 16 to the Chicago Convention on International Civil Aviation Organization (volume I, issue 4) and AP-36 Aviation Regulations;
Emissions shall be in compliance with the requirements of Annex 16 to the Chicago Convention on International Civil Aviation Organization (volume II "Aircraft Engine Emissions", issue 1981 with Amendments 1...4) andAP-34Aviation Regulations.
Economics
The An-148 is 20% cheaper compared to other regional jets on the market. Its direct maintenance costs are estimated to be lower by 23 percent. Assuming 2,500-2,800 flight hours a year the An-148's break-even load factor is 44 percent (i.e. 35 passengers) for basic version, and 40 percent for An-148-200.
Customer support
The An-148-100 aircraft support is perfomed under international standards (ICAO, MSG-3) and ensures the continued airworthiness within the service life based on OC-maintenance with the periodicity of 300hr. per month and 99.2% readiness and reduced maintenance costs (1.3 man/hr. per 1 fl.hr.).
The customer support program is organized on "power by the hour" basis to provide the following:
- technical maintenance
- spares
- crew training
- personnel training
- customer service
- engineering support
- technical library
- ground equipment
- overhaul.
Technical maintenance:
- Qualitative implementation of the program provides flight safety and low-cost operation
- Check 1 (transit): performed after each landing to prepare for the next flight
- Check 2 (base): performed daily principally at the base airport
- Check 3: performed not less than once in 10 days at the base airport
- Check A: performed after each 750 flight hours
- Check C: performed after each 7500 flight hours
- Check D: performed after each 30000 flight hours.
- As the Buyer gets more experienced in maintenance, the program may be modified/corrected to be more acceptable under certain operation conditions. This encompasses further maintenance optimization (decrease in work load and increase in periodicity).
- Supply of spare parts from the pool is organized for aircraft in the AOG situation under the 3-24-36 hours scheme, depending on the complexity of the failure. For serious defects caused by an accident, supply periods will be agreed on additionally.
- Support programs are implemented on the basis of fixed or floating rates.
Crew training
Crew training is performed on the KTC-I48 integrated aircraft simulator. All normal and abnormal/emergency situations within the AFM scope (to be specified) can be realized by the simulator.
The simulator is provided with automatic monitoring system as well as with the system simulating color cockpit-exterior visual situation which, in turn, is equipped with projection displays, image generating computer with an extendable database of airports and routes. The simulator is also provided with acoustic noise simulator.
Interactive training computer programs for flight crew and maintenance personnel have been developed based on the aircraft-cabin 3D model.
Advantages for operators
- Wide variety of aircraft models
- Low training costs
- Reduced parking, navigation, takeoff/landing expenses
- Low aircraft price
- Low maintenance costs
Result in the lowest DOC on the market
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