TYPE: Twin-turboprop airliner.

PROGRAMME: Announced at Paris in June 1993 as An-24 replacement; preliminary design finalised April 1994; two prototypes with TV3-117 engines and static test airframe constructed at Kiev; rolled out 6 June 1997; first flight (UR-NTO) at Kiev-Svyatoshino (landing at Gostomel flight test centre, as base for certification trials) 17 September 1997; second airframe (0102) for static tests; second flying prototype (UR-NTP) rolled out 11 December 1997 and flew 26 December. Third (0104; first production), with full systems, due to fly at Kharkov, early 1999, and undertake electromagnetic compatibility and climatic tests but maiden sortie delayed until 11 October 1999; this aircraft (UR-PWO) flew 41 sorties towards certification.
Certification programme of 940 hours began August 1998 and completed in late 1999; included cold trials at Arkhangelsk (by UR-NTO between 29 March and 1 May 1999, and by UR-NTP in Yakutia for 10 days in January 2000) and hot-and-high trials in Uzbekistan and Kyrgystan (by UR-NTP, concluding 3 September 1999). Following first series of flight testing, tailplanes of prototypes modified to obviate propwash-induced vibration, gaining 6° dihedral and shortened elevator horn balance. An-140's 1,000th hour flown (by UR-NTP) on 12 January 2000. Trials concluded on 26 March 2000 after 1,286 hours in 1,138 sorties. Certification in Russia (AP-25) and Ukraine was achieved on 25 April 2000 coincident with that of TV3-117VMA-SBM1 engine and AV-140 propeller. Meets FAR Pt 25 airworthiness, Pt 34 emissions and Pt 36 noise requirements.
Series production began 1999 at KhGAPP, Kharkov (where wings for prototypes were bult) and at Aviacor, Samara, Russian Federation. Aviacor prduction intended to be 10 in 2000 (first in July) and to reach 30 per year by 2001, but reduced to combined total of eight in 2000-01; five under assembly at Aviacor by May 2000, but none yet ordered and maiden flight of first slipped to late 2000. This also failed to be achieved, and first aircraft was still on production line in 2003. KhGAPP has capacity for 40 per year, initial batch comprising seven. First Kharkov production aircraft delivered March 2002 and made type's Western debut at Farnborough in July 2002.
Production share agreement of 1998 assigns empennage to Antonov; engine nacelles, wing and associated control surfaces to KhGAPP; landing gear to Aviaagregat at Samara and Youzhmash at Dniepropetrovsk; and fuselage to Aviacor (incorporating Avio Interiors fittings from Italy).
Agreement signed February 1996 for assembly by HESA at rate of 12 a year from 1999, progressing to local parts manufacture, in new plant at Esfahan, Iran, with Ukrainian assistance; first two kits shipped to Iran by late 2000; initial aircraft first flown 7 February 2001. Iranian type certificate issued 14 April 2003.

CURRENT VERSIONS: An-140: Initial aircraft only; replaced in 2003 by - 100.
An-140T: Proposed 6 tonne freighter with large door, port side, rear. Convertible An-140TK will be similar, but with 5 tonne payload and up to 50 passengers.
An-140VIP: Executive version; range 2,159 n miles (4,000 km; 2,485 miles).
An-140-100: Improved version; wing span increased by 1.00 m (3 ft 3¼ in) giving 21,500 kg (47,399 lb) MTOW and further 162 n miles (300 km; 186 miles) of range. Standard version from 2003. (Series 100 originally proposed in 1997 as 68-seat version with 3.80 m; 12 ft 5½ in fuselage stretch.) As described.
An-142: Under development for 2001 first flight; forward-retracting rear loading ramp similar to An-26. No further reports.
IR.AN-140: Licence-built by HESA in Iran.
An-140 Military: Patrol, surveillance, photographic and similar variants proposed for military operators.

CUSTOMERS: Air Ukraine letter of intent for up to 40 by 2010 signed 17 September 1997 (first flight); initial four firm conversions made June 1999 (for manufacture at Kharkov), specifying deliveries from 2000; however, initial recipient from Ukrainian production was Ikar Airlines, with five on order from January 2000 contract, first being UR-PWO, delivered in 2001, following testing at Antonov; this soon disposed of, however. First order for 15 placed by republic of Sakha-Yakutia, Russian Federation, mid-1998, requiring 10 to be delivered to Sakha Airlines from Samara production in 2000-04. First Samara-built aircraft destined for Samara Airlines in first quarter of 2002, but had not been received by md-2003. Aeroflot letter of intent for 50 PW127-powered An-140As signed mid-1999 (specifying Samara production). Tyumenaviatrans reportedly holds option on 25 An-140s, but this had been relegated to expression of interest (also from Polar Airlines and Mirny) when An-140 toured Siberia in early 2000. Odessa Airlines ordered five from Kharkov production, of which first (UR-14001, the former UR-PWO) entered revenue-earning service on 29 March 2002, having been handed over Ukrtransleasing on 4 March. Second and third Kharkov aircraft delivered to Aeromost (airline formed July 2002 by Kharkov plant and originally named Aeromist) on 3 and 22 August 2002. Third operator of Kharkov aircraft was Motor Sich, which received UR-14005 on 23 May 2003. Volga-Dnepr signed letter of intent in October 2002 for five from Kharkov, due 2003-04, while Buryatia Airlines (two) and Sibaviatrans (three) placed orders in December 2002, and Sakha/Yakutia followed with four in January 2003. Five ordered by Air Libya in June 2003. Launch order for IR.AN-140 is 20 for Iran Asseman Airlines; Iran Air also will be operator; Iranian licence initially for 80 aircraft, but interest reported, late 1998, in building further 160. Estimated sales of 645 by 2011, including 430 to Russia and 70 to Ukraine.

COSTS: US$7 million (2000).

DESIGN FEATURES: Light transport, destined to be capable of autonomous operation from airfields with unprepared runways at all altitudes and in all weathers, providing airline-standard comfort. International certification and various engine options to maximise sales prospects. Convertible high-wing monoplane; tapered wing with unswept leading-edge; sweptback fin and tailplane, latter with 6° dihedral; engines mounted underwing. Maintenance target of 6.5 mmh/fh. Service life 50,000 landings/50,000 hours/25 years.

FLYING CONTROLS: Conventional and manual. Control surfaces all horn balanced; ailerons with trim tab in each (two-section tab starboard); elevator with two-section tab each side; rudder with large single tab. Two-section flaps in each wing; two-section spoilers ahead of each outboard flap section.

STRUCTURE: Largely of aluminium, with some titanium.

LANDING GEAR: Retractable tricycle type by Pivdennyi; twin Rubin wheels on each unit; nosewheels retract forward, mainwheels into fairings each side of lower fuselage. Mainwheels size 810x320-330; nosewheels 600x200-250. Rubin braking system. Able to operate from gravel or unpaved fields.

POWER PLANT: Two 1,839 kW (2,466 shp) AI-30 Series 1 turboprops (Klimov TV3-117VMA-SBM1 built under licence at Zaporozhye, Ukraine, by Motor-Sich), driving AV-140 feathering and reversible propellers; optionally, two 1,864 kW (2,500 shp) Pratt & Whitney Canada PW127A turboprops, driving Hamilton Sundstrand 247F propellers. FED fuel-management system; Star engine control system.

ACCOMMODATION: Flight crew of two, plus cabin attendant; basic seating for 52 passengers, four-abreast with centre aisle, at 78 cm (31 in) pitch, or 48 at 81 cm (32 in) pitch. Main passenger door with airstairs, at rear of cabin on port side, with service door opposite; emergency exit port side at front of cabin; cargo door starboard side, front. Coat stowage, galley and lavatory at rear of cabin. Baggage/freight compartment at rear of cabin, plus forward underfloor freight hold, with door on port side. Cargo door on starboard side, forward part of cabin floor reinforced, and detachable equipment provided, enabling 1,650 to 3,650 kg (3,638 to 8,046 lb) of palletised cargo and 36 to 20 passengers to be carried with forward rows of seats removed. Overhead baggage lockers. Accommodation air conditioned and pressurised.

SYSTEMS: Motor-Sich AI-9-3B 16 kW APU in rear fuselage. FED hydraulic system; Nauka air conditioning. Kommunar anti-icing and air conditioning control systems. Auxilec generators; Eros oxygen system.
Avionika SAU 28-02 digital flight control system offered for new installation, or retrofit for operation with existing analogue avionics.

AVIONICS: Comms: Arlekin-D-A HF/radio, twin Orlan-85ST VHF, Lainer-MVL PA system, Opal-B CVR, R-855A1 emergency VHF/UHF, SO-72M transponder, Satori ELT96ELT. Muza-A entertainment system.
Radar: Buran A-140 weather radar.
Flight: ARK-25 ADF, Veer-M Shoran, Kurs-93M VOR/ILS, RMI-3 RMI, SN-3301 GPS, VNIIRA-Navigator VND-94 VOR, A037 D1 radio altimeter and SSPZ-2000 GPWS.