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Albanian Airline Companies
Albanian Airlines has three Bae-146.ZA-MAL a 200 series, ZA - MAK a 100 series & ZA-MEV a 300 series,these are the "jewels of their fleet"They fly at an altitude of 8000 m,with an average speed of 650 km/h .ZA-MAL is 94 seater & ZA-MEV is 92 seater while the Za - MAK has a smaller seat capacity.I personally like most the ZA-MAL,it looks more modern.But even the ZA-MEV is not so bad,but they got it from Anset Australia so maybe I don`t like Australian design....ZA-MAK before coming in Tirana operated in China, but I don't know for which airline.Albanian Airlines once had TU-134`s. I like it very much!It can fly at an altitude of 10 000 m with an average speed of 900 km/h,once we reached even 1050 km/h (with a little tailwind...)it is 76 seater.
The last is the Yak-40 LZ-DOM a 28 seater about 500 km/h
In high season Albanian Airlines leases a TU-154 which is also a very fast airplane.It has 157 seats,and it flies at 10000-12000 m of altitude.
Little History...
A little history...Albanian Airlines was created in 1992,at that time operated a "Dash"aircraft,later on
started to grow, and its partnership with "Shorouk Air†brought in Tirana one A-320,which didn’t
last for long.....This is all I know about the past of our company, as I heard from the older....
In 1997 the cooperation with Hemus Air brought in Tirana about
3 Tu-134 which I must tell is my favorite aircraft. Have you ever seen the blue fire that comes out from the engine
to the last passenger window? Great! In 2001 Albanian Airlines already grown up now, buys one Bae-146
/200 that is actually still operating(ZA-MAL).In February 2003 it came even the other BAe-146.
So they have a bigger and more modern fleet now. By the end of the January 04 it came the new BAe-146/100 ZA MAK and finally Albanian Airlines get rid of Tu 134. Now their fleet is composed by three BAe 146 100/200/300, a Yak40 and occasionally they hire a Tu 154 from Hemus Air or a DC9 from JAT in summer, winter and for charters.
ADA AIR fleet is two aircrafts. One Embraer Bandeirante operated in cooperation with DHL and a Foker 100 leased from Montenegro Airlines, with Montenegrian crews as Albatros Airways the newest Albanian Airline. These two aircrafts fly to Bari, but soon Albatros Airways will start to fly to northern Italy as well. I'll try to bring pictures of Albatros Airways soon.
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The 146-300 and RJ100 and RJ115 are the longest and largest members of the four engined BAe 146 and Avro/Aero International (Regional) Regional Jet families.The 146-300 is a further stretched derivative of the original short fuselage BAe 146-100, but unlike the mid size 200 series, was not developed until later in the 1980s. The first 146-300, an aerodynamic prototype based on the original prototype 146-100, flew for the first time on May 1 1987, with certification granted that September. The RJ100 is an improved derivative of the 146-300, sharing the latter's fuselage length but with new LF 507 engines, `Spaceliner' interior and digital flightdeck, plus other minor improvements. First flight was on May 13 1992.
The RJ100 has also been marketed as the RJ115 which would feature mid cabin emergency exits allowing it to seat 116 to 128 in a high density six abreast seating configuration. The RJ115 would also feature the higher design weights later made standard on the RJ100 and the latter's optional greater fuel capacity, but none have been built or sold.
Like the 146-200 and RJ85, freighter versions of the 146-300 and RJ100 are known as Quiet Traders, or QTs.
 | BAe 146-300 - Four 31.0kN (6900lb) Textron Lycoming ALF 502R5 turbofans. RJ100 - Four 31.1kN (7000lb) AlliedSignal LF 507 turbofans.
| 146-300 - Max operating speed Mach 0.72, cruising speed 790km/h (426kt), long range cruising speed 700km/h (377kt). Range with standard fuel 2817km (1520nm), range with max payload 1927km (1040nm). RJ100 - Max operating speed Mach 0.72, cruising speed 763km/h (412kt), long range cruising speed 720km/h (389kt). Range with max fuel 2760km (1490nm), range with max payload 2129km (1150nm).
| 146-300 - Operating empty 24,878kg (54,848lb), max takeoff 44,225kg (97,500lb). 146-300QT - Operating empty 23,126kg (50,985lb), max takeoff same. RJ100 - Operating empty 25,600kg (56,438lb), max takeoff initally 44,225kg (97,500lb), later 46,039kg (101,500lb). RJ100QT - Operating empty 23,706kg (52,263lb), max takeoff same as 100. RJ115 - Operating empty 26,156kg (57,665lb), max takeoff as 100.
Wing span 26.21m (86ft 0in), length 30.99m (101ft 8in), height 8.61m (28ft 3in). Wing area 77.3m2 (832sq ft).
Flightcrew of two plus a maximum of 128 passengers at six abreast and 74cm (29in) pitch. Seating arrangements also for 100 at 84cm (33in) pitch and five abreast, and 116 at six abreast. 146-300QT and RJ100QT can accommodate standard 2.74 x 2.24m (108 x 88in) pallets, or LD3 containers. Max payload of 12,490kg (26,075lb). RJ115 would seat 116 to 128.
Production of the 146-300 ceased in early 1993, after 71 examples had been built. At the time of writing in late 1998 58 RJ100s had been ordered while no RJ115s had been sold.
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.
| Yak-40 - Three 14.7kN (3300lb) Ivchenko AI-25 turbofans.
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).
Yak-40 - Empty 9400kg (20,725lb), max takeoff 16,000kg (35,275lb).
Yak-40D - max takeoff 17,200kg (37,920lb)
Wing span 25.00m (82ft 0in), length 20.36m (66ft 10in), height 6.50m (21ft 4in). Wing area 70.0m2 (735.5sq ft).
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.
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.
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