Boeing 787 Dreamliner Arrives at Le Bourget

June 21, 2011 | Milestones

The first Boeing 787 Dreamliner, ZA001, has joined the historic line up of Boeing airplanes on display at the Paris Air Show. The all-new jetliner will be on display for the next two days.

“We are making great progress toward finishing certification of the 787 with Rolls-Royce Package A engines,” said Scott Fancher, vice president and general manager of the 787 program. “It’s an honor to bring the 787 to the Paris Air Show on behalf of all of the hard working men and women around the world who have designed and built this amazing airplane.”

Tomorrow at 11 a.m. local time, ANA, the launch customer for the 787 program, will make a special announcement from the Boeing airplane display area. In addition, leaders of the international partners contributing to the 787 program will meet on board the airplane, and members from Boeing Team France, the supplier team located in France, will have dedicated time on the airplane.

The 787-8, the first member of the 787 family of jetliners, is a twin-aisle airplane that accommodates 210-250 passengers on routes between 7,650 and 8,200 miles (14,200 and 15,200 km) – making it the only mid-size airplane capable of long-range routes. As a result of innovative technologies, the airplane offers unparalleled operating economics, fuel efficiency and passenger comfort.

More than 800 787s are on order by more than 50 airlines, a testament to the airplane’s unique capabilities. Launch customer ANA is expected to take delivery of the first 787 in August or September.

Boeing and ANA Begin 787 Service Readiness Validation in Japan

July 4, 2011 | Milestones

Boeing and ANA today began an important validation of their readiness for the 787 Dreamliner’s entry into service.

Throughout the coming days, ANA pilots, together with Boeing, will fly a 787 on actual airline routes in Japan using airline dispatch and flight rules. ANA’s mechanics and ground crews also will gain experience with the airplane in a simulated operational environment.

“ANA is proud to be the first airline in the world that will operate the 787,” said Shinichiro Ito, ANA president and CEO. “The Dreamliner is an integral part of our plans to become Asia’s number one airline and will allow us to bring new standards of comfort and service to our passengers. Validating all of our training and preparations for the Dreamliner is critical to help ensure a smoother entry into service for our passengers and crews later this year.”

The 787 debuted in Asia yesterday with a landing at Haneda Airport in Tokyo at 6:21 a.m. (local time). More than a thousand media, ANA employees and aviation enthusiasts gathered to witness the 787’s arrival and welcome ANA pilots Captains Masayuki Ishii and Masami Tsukamoto and Boeing pilots Captains Mike Carriker, Heather Ross and Ted Grady. Sporting ANA’s livery, the 787 flight test airplane ZA002 flew non-stop to Tokyo from Seattle.

“Boeing is honored to celebrate the historic first landing of the 787 Dreamliner in Japan, home of our launch customer ANA and many of our 787 partners,” said Jim Albaugh, president and CEO of Boeing Commercial Airplanes. “ANA is a tremendous airline, and the 787 is a better airplane because of their input and involvement in the program.”

Throughout the week-long validation, the 787 will experience simulated day-to-day airline operations. Maintenance, servicing and flight crew operations will be conducted at five airports in Tokyo, Osaka (Itami and Kansai), Okayama and Hiroshima. ANA’s first scheduled service with the 787 will be either the Haneda-Okayama or Haneda-Hiroshima route when deliveries begin later this year.

ANA has 55 Dreamliners on order. ANA will deploy the 787 across its route network as an integral part of its strategy to strengthen its position and support its growth and expansion plans.

Boeing plans to deliver the first 787 to ANA in the August to September timeframe.

The Boeing 737-700/800 BBJ/BBJ2

Powerplants

Two 117.4kN (26,400lb) CFM International CFM56-7 turbofans.

Performance

BBJ - Max cruising speed Mach 0.82, normal cruising speed Mach 0.80, long range cruising speed Mach 0.79. Initial cruise altitude 38,000ft, max certificated altitude 41,000ft. Range with eight passengers 11,480km (6200nm), with 25 passengers 11,075km (5980nm), with 50 passengers 10,205km (5510nm).
BBJ2 - Range with eight passengers 10,620km (5735nm), with 25 passengers 10,120km (5465nm), with 50 passengers 9,140km (4935nm).

Weights

BBJ - Typical operating empty 42,895kg (94,570lb), max takeoff 77,560kg (171,000lb).
BBJ2 - Typical operating empty 45,730kg (100,815lb), max takeoff 79,015kg (174,200lb).

Dimensions

BBJ - Wing span incl winglets 35.79m (117ft 5in), length 33.63m (110ft 4in), height 12.57m (41ft 3in). Wing area 125.0m2 (1345.5sq ft).
BBJ2 - same except length 39,47m (129ft 6in), height 12.55m (41ft 2in).

Capacity

Flightcrew of two.
BBJ - Main cabin interiors to customer preference. Typical configuration includes a crew rest area, forward lounge, private suite with double bed and private bathroom facilities including shower, 12 first class sleeper seats at four abreast and 152cm (60in) pitch, and rear galley and bathroom facilities. Alternatively rear cabin can seat 24 passengers at two abreast and feature a conference area or exercise gym, or up to 63 passengers at six abreast.

Production

65 BBJs were ordered by February 2002, with 55 delivered, while 8 BBJ2s had been ordered with 5 delivered. Completed aircraft cost approx $US42 to 47m.

Type

Long range large capacity corporate jet
History

The Boeing Business Jet - or BBJ - is a long range corporate jet development of the 737-700 and -800.

Boeing Business Jets is a joint venture formed by Boeing and General Electric in July 1996 to develop and market a corporate version of the popular 737 airliner, initially focusing on the 737-700 based BBJ (or 737-700 BBJ). The first BBJ rolled out from Boeing's Renton plant on August 11 1998 and flew for the first time on September 4 that year. On October 30 the US FAA awarded certification to the developed 737-700 airframe on which the BBJ is based. The first completed BBJ was delivered on September 4 1999.

The BBJ combines the Next Generation 737-700's airframe combined with the strengthened wing, fuselage centre section and landing gear of the larger and heavier 737-800, with three to 10 belly auxiliary fuel tanks. It features the Next Generation 737 advanced two crew six LCD screen EFIS avionics flightdeck, equipped with embedded dual GPS, TCAS, enhanced GPWS and Flight Dynamics head-up guidance system. Following their certification in September 2000, winglets became a standard option.

Boeing supplies unfurnished or 'green' BBJ airframes to DeCrane of Georgetown, Delaware for long range fuel tank installation. From DeCrane the BBJ is flown to a customer specified completion centre for interior fit-out and exterior painting.

On October 11, 1999 Boeing launched the BBJ2, based on the stretched 737-800 airframe, which is 5.84m (19ft 2in) longer than the BBJ, and is offering 25% greater cabin space (and 100% more baggage space), but has slightly reduced range. It is fitted with between three and seven auxiliary belly fuel tanks. The winglets are standard on this version. The first delivery was made on February 28, 2001.

Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 737-600/700

Powerplants

737-600 - Two 86.7kN (19,500lb) CFM56-7B18 turbofans, or 101kN (22,700lb) CFM56-7B22s on high gross weight version.
737-700 - Two 91.6kN (20,600lb) CFM56-7B20s or 101kN (22,700lb) CFM56-7B24s on HGW version.

Performance

Typical cruising speed Mach 0.785. Max certificated altitude 41,000ft.
737-600 - Range with 110 pax 2480km (1340nm) or 5648km (3050nm) for HGW version.
737-700 - Range with 126 pax 2852km (1540nm) or 6037km (3260nm) for HGW version.

Weights

737-600 - Operating empty 37,104kg (81,800lb), max takeoff 56,245kg (124,000lb), HGW max takeoff 65,090kg (143,500lb).
737-700 - Operating empty 38,147kg (84,100lb), max takeoff 60,330kg (133,000lb), HGW MTOW 70,080kg (154,500lb).

Dimensions

737-600 - Wing span 34.31m (112ft 7in), length 31.24m (102ft 6in), height 12.57m (41ft 3in). Wing area 125.0m2 (1344sq ft).
737-700 - Same except length 33.63m (110ft 4in), height 12.55m 41ft 2in).

Capacity

Flightcrew of two.
737-600 - 110 passengers in two classes or 132 in a single class.
737-700 - 126 in two classes or 149 in a single class.

Production

737-600 - 81 ordered and 47 delivered by October 2002.
737-700 - 883 ordered and 465 delivered by October 2002.

Type

Short to medium range airliners
Schematics

History

The 737-600 and -700 are the smaller members of Boeing's successful Next Generation 737-600/700/800/900 family.

Among the many changes, the Next Generation 737s feature more efficient CFM56-7B turbofans. The CFM56-7 combines the core of the CFM56-5 with the CFM56-3's low pressure compressor and a 1.55m (61in) fan. The 737's new wing has greater chord, span and wing area, while the tail surfaces are also larger. The 2.4m (8ft) high winglets first developed for the Boeing Business Jet development are now offered as an option on the 737-700 (and -800).

The new engines and wings allow the 737 to cruise at Mach 0.78 to Mach 0.80, while the larger wing allows greater fuel tankage and transcontinental USA range. Other features include a 777 style EFIS flightdeck with six flat panel LCDs which can be programmed to present information as on the 777 or as on the 737-300/400/500 series, allowing a common pilot type rating for the two 737 families.

The improved Next Generation Boeing 737 family (originally covered by the 737X designation) was launched in November 1993. The 737-700 was the first member of the new family to be developed, and is based on the 737-300, while the 737-600 is based on the 737-500.

The 737-700 rolled out on December 7 1996, was granted certification in November 1997 and entered service (with Southwest) the following month. The 737-600 was launched was launched on March 16 1996, first flew on January 22 1998 and entered service (with SAS) in September that year.

The Boeing Business Jet or BBJ (described separately) is based on the fuselage of the 737-700 with the larger 737-800's wing.

The BBJ's airframe also forms the basis for the convertible passenger/freighter variant of the 700, the 737-700QC, which has been ordered by the US Navy as the C-40A Clipper (to replace the DC-9 based C-9B). The C-40 first flew on April 17 2000. The naval aircraft can be converted to carry 121 passengers, or 3 pallets of cargo plus 70 passengers, or 8 pallets of cargo only. These aircraft are currently (2002) based at Naval Air Station Fort Worth, Texas (VR-59) and Naval Air Station Jacksonville, Florida (VR-58).

The US Air Force has bought two ex-Fordair BBJs, which are designated C-40B.

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The Boeing 737-100/200

Powerplants

737-100 - Two 62.3kN (14,000lb) Pratt & Whitney JT8D-7 turbofans.
737-200 - Two 64.5kN (14,500lb) JT8D-9As, or two 68.9kN (15,500lb) JT8D-15s, or two 71.2kN (16,000lb) JT8D-17s, or two 77.4kN (17,400lb) JT8D-17Rs with automatic reverse thrust.

Performance

737-100 - Max speed 943km/h (509kt), economical cruising speed 852km/h (460kt). Range with max fuel 2855km (1540nm).
737-200 - Max speed 943km/h (509kt), max cruising speed 927km/h (500kt), economical cruising speed 796km/h (430kt). Range with 115 passengers and reserves between 3520km (1900nm) and 4260km (2300nm) depending on weight options and engines.

Weights

737-100 - Empty 25,878kg (57,000lb), max takeoff 49,940kg (110,000lb).
737-200 - Operating empty 27,448kg (60,600lb), max takeoff 52,390kg (115,500lb), or optionally 58,740kg (129,500lb).

Dimensions

737-100 - Wing span 28.35m (93ft 0in), length 28.67m (94ft 0in), height 11.29m (37ft 0in). Wing area 91.1m2 (980sq ft).
737-200 - Same except for length 30.53m (100ft 2in).

Capacity

Flightcrew of two.
737-100 - Typical single class seating for 100.
737-200 - Typical single class seating for 115, max seating for 130 at 74cm (29in) pitch.
737-200C/QC payload 15,545kg (34,270lb), consisting of pallets or containers.

Production

1144 737-100s and 200s built, comprising 30 100s and 1114 200s, including 19 T-43A (737-200) navigation trainers for the USAF and 104 737-200Cs. Approximately 1 737-100 and 550 737-200s remained in commercial and corporate service in early 2005.

Type

Short range narrowbody airliner
History

The 737-100 and 200 are the first generation production models of the world's most successful jet airliner family, Boeing's 737 twinjet.

The 737 was conceived as a short range small capacity airliner to round out the Boeing jet airliner family beneath the 727, 720 and 707. Announced in February 1965, the 737 was originally envisioned as a 60 to 85 seater, although following consultation with launch customer Lufthansa, a 100 seat design was settled upon. Design features included two underwing mounted turbofans and 60% structural and systems commonality with the 727, including the same fuselage cross section (making it wider than the competing five abreast DC-9 and BAC-111).

The 737-100 made its first flight on April 9 1967 and entered service in February 1968 with Lufthansa, while the last of 30 built was delivered to Malaysia-Singapore Airlines in October 1969.

By this time however the larger capacity 1.93m (6ft 4in) stretched 737-200 was in service after it had made its first flight on August 8 1967. First delivery, to United, was that December.

Developments of the -200 include the -200C convertible and quick change -200QC, while an unprepared airfield kit was also offered. The definitive Advanced 737-200 appeared in 1971, featuring minor aerodynamic refinements and other improvements.

Sales of the 737-200 far exceeded that of the shorter -100 and the 737-200 remained in production until 1988, by which time it had been superseded by the improved 737-300, after 1114 had been built. Many have been fitted with Stage 3 engine hushkits, and a number of passenger aircraft have been converted with cargo doors.

The USAF ordered 19 as navigation trainers, and some were later converted to standard transport aircraft as CT-43A. A few other air forces received 737-200s to serve in general transport, surveillance or VIP transport tasks.

Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 707

Powerplants

707-120B - Four 75.6kN (17,000lb) Pratt & Whitney JT3D-1 turbofans.
707-320B - Four 80kN (18,000lb) JT3D-3s or four 84.4kN (19,000lb) JT3D-7s.

Performance

707-120B - Max speed 1010km/h (545kt), max cruising speed 1000km/h (540kt), economical cruising speed 897km/h (484kt). Range with max payload 6820km (3680nm), range with max fuel 8485km (4580nm).
707-320B - Max speed 1009km/h (545kt), max cruising speed 974km/h (525kt), long range cruising speed 885km/h (478kt). Range with max passengers 6920km (3735nm), range with max fuel and 147 passengers 9265km (5000nm).

Weights

707-120B - Operating empty 55,589kg (122,533lb), max takeoff 116,575kg (257,000lb).
707-320B - Empty 66,406kg (146,400lb), max takeoff 151,315kg (333,600lb).

Dimensions

707-120B - Wing span 39.90m (130ft 10in), length 44.07m (144ft 6in), height 12.94m (42ft 5in). Wing area 226.3m2 (2433sq ft).
707-320B - Wing span 44.42m (145ft 9in), length 46.61m (152ft 11in), height 12.93m (42ft 5in). Wing area 283m2 (3050sq ft).

Capacity

Flightcrew of three or four.
707-120 max seating for 179, or 110 in two classes (44 first and 66 economy).
707-320B - Max seating for 219, or 189 single class at 81cm (32in) pitch, or 147 in two classes.
Convertible or freighter versions - 13 A type containers.

Production

Production of commercial 707s ended in 1978 after 878 had been built. Limited production of military variants continued until 1990. Approximately 130 remain in commercial service.

Type

Medium to long range airliner and freighter
Schematics

History

The 707's jet speed, long range, high seating capacity and operating economics revolutionised airliner travel when it was introduced into service in 1958. The 707 also laid the foundations for Boeing's dominance of the jet airliner market.

Recognising the jet engine's potential for commercial aviation, Boeing (at great financial risk) decided to develop a jet powered transport that could fulfil military tanker transport roles but be easily adapted to become an airliner. The resulting prototype, known as the 367 Dash 80, flew for the first time on July 16 1954. Impressed, the US Air Force ordered a larger version, with a wider fuselage (12 ft, vs 11 ft for the Dash 80) into production as the KC-135 tanker/transport (more than 800 were built). At first, Boeing wanted to sell the same size aircraft to the airlines, but the airlines insisted on an even larger airplane, which Douglas promised to build (this became the DC-8). Boeing finally relented, designing the 707 as a longer aircraft with a slightly wider fuselage (12 ft 4 in).

The first production 707 (a 707-120 for Pan Am) flew on December 20 1957, and entered service later the following year. Developments of the 707-120 include the similar 707-220, the shorter 138 for Qantas, and the stretched 707-320, which flew in July 1959. The 707-120 and 320 were later reengined with JT3D turbofans (in place of the original JT3 and JT4 turbojets) to become the 707-120B, and the 707-320B respectively. The 707-320C was a convertible model, the 707-420 was powered by RollsRoyce Conways, while the proposed CFM-56 powered 707-700 upgrade was flight tested in the late 1970s but never entered production.

Most civil 707s in service today have been converted to freighters, while a number are used as corporate transports.

Many air forces have bought 707s, new or converted second-hand aircraft, for general transport, aerial refuelling, and electronic warfare. The E-3 Sentry is a dedicated airborne warning and control system (AWACS) platform with a large rotodome above the fuselage. The E-6 Mercury performs the TACAMO (Take Charge and Move Out) role with the US Navy, maintaining communication with the ballistic missile submarines. The E-8 J-Stars (Joint Surveillance Target Attack Radar System) performs the battlefield control role. Other military 707s received the designations C-137, or C-18, but many others have no special military designation.

Copyright Airliners.net, some information Copyright Aerospace Publications

The Airbus A330-300

Powerplants

A330-300 - Choice of two 300.3kN (67,500lb) General Electric CF6-80E1A2s, 284.7kN (64,000lb) Pratt & Whitney PW-4164s, or PW-4168s or 304.6kN (68,000lb) RollsRoyce Trent 768 or Trent 772 turbofans.
Long range A330 choice of P&W PW-4164s or PW-4168s or RR Trent 768s or 772s or 324kN (73,000lb) PW-4173s.

Performance

Max cruising speed 880km/h (475kt) at 33,000ft, economical cruising speed 860km/h (464kt). Range with 335 pax and reserves 8340km (4500nm) with CF6s, or 8430km (4550nm) with P&W engines, or 8600km (4640nm) with Trents.
A330 longer range version with max passengers range 10,185km (5,500nm).

Weights

A330-300 - Operating empty 121,870kg (268,675lb) with CF6 engines, 122,460kg (269,975lb) with PW-4000s, and 121,970kg (268,900lb) with Trents. Max takeoff 212,000kg (467,380lb).
Long range A330 - Operating empty 122,780kg (270,675lb) with PW4000s or 122,210kg (269,425lb) with CF6s, 122,300kg (269,625lb) with Trents, max takeoff 217,000kg (478,400lb).

Dimensions

Wing span 60.30m (197ft 10in), length 63.69m (210ft 0in), height 16.83m (55ft 2in). Wing area 363.1m2 (3908.4sq ft).

Capacity

Flightcrew of two. Passenger seating arrangements for 295 in three classes or 335 in two class (30 premium class at 2+3+2 and 305 economy at 2+4+2). Max passengers in high density configuration 440. Front and rear underbelly cargo holds can take 32 LD3 containers or 11 pallets.

Production

Total orders stood at 177 at late 1998, of which over 70 were in service.

Type

Large capacity medium to long range airliner
Schematics

History

The A330-300 is the biggest member of Airbus' twinjet family and is closely related to the four engined long range A340 with which it shares near identical systems, airframe, flightdeck and wings, the only major difference being the twin (versus four) engine configuration.

The A340 and A330 were launched simultaneously in June 1987. Although developed in parallel the A330-300 made its first flight after the A340, on November 2 1992. It was the first aircraft to achieve simultaneous European Joint Airworthiness Authorities (JAA) and US FAA certification, on October 21 1993. Entry into service took place by the end of that year.

Differences from the A340 aside from the number of engines are slight changes to the wing and internal systems, including fuel tankage. The A330 (like the A340) takes advantage of a number of technologies first pioneered on the A320, including the common advanced EFIS flightdeck with side stick controllers and flybywire computerised flight control system.

While the standard A330-300 shares the same fuselage length as the A340-300, Airbus has studied various stretched (A330-400) and shortened (A330-100 and 200) versions. The shortened A330-200 was formally launched in 1996 as a long range 767-300ER competitor, and is described separately. One stretched, high capacity concept studied for a time featured lower deck seating in place of the forward freight hold.

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The Airbus A330-200

Powerplants

A330-200 - Choice of two 300.3kN (67,500lb) General Electric CF6-80E1A2s, 286.7kN (64,000lb) Pratt & Whitney PW-4164s, or PW-4168s or 302.5kN (68,000lb) RollsRoyce Trent 768 or Trent 772 turbofans.

Performance

Max cruising speed 880km/h (475kt) at 33,000ft, economical cruising speed 860km/h (464kt). Range with max passengers and reserves at 230t MTOW 11,850km (6400nm), at 217t MTOW 8890km (4800nm).

Weights

A330-200 - Operating empty 120,150kg (264,875lb) with CF6 engines, 120,750kg (266,200lb) with PW4168s, or 120,250kg (265,150lb) with Trents. Max takeoff 230,000-233,000kg (507,050-513,670lb).

Dimensions

Wing span 60.30m (197ft 10in), length 59.00m (193ft 7in), height 16.83m (55ft 2in). Wing area 363.1m2 (3908.4sq ft).

Capacity

Flightcrew of two. Passenger seating arrangements for 256 in three classes or 293 in two classes. Front and rear underbelly cargo holds can take 26 LD3 containers or six freight pallets and passenger baggage.

Production

Total A330-200 built stood at 108 at June 2002. Deliveries began in April 1998.

Type

Long range widebody airliner
Schematics

History

The A330-200 is the newest member of Airbus' widebody twinjet family and is a long range, shortened development of the standard A330, developed in part as a replacement for the A300-600R and a competitor to the 767-300ER.

Airbus launched development of the A330-200 in November 1995, followed by the first customer order, for 13 from ILFC, placed in February 1996. First flight was on August 13 1997, with certification and first customer deliveries,to ILFC/Canada 3000, in April 1998.

The A330-200 is based on the A330-300 and shares near identical systems, airframe, flightdeck and wings, the only major difference being the fuselage length. Compared with the 300 the A330-200 is 10 frames shorter, and so has an overall length of 59.00m (193ft 7in), compared with 63.70m (209ft 0in) for the standard length aircraft. This allows the A330-200 to seat 256 passengers in a three class configuration, or alternatively 293 in two classes.

Because of its decreased length the A330-200 features enlarged horizontal and vertical tail surfaces (to compensate for the loss of moment arm with the shorter fuselage). Another important change is the addition of a centre fuel tank, which increases the A330-200's fuel capacity over the 300's, and results in the 200's 11,850km (6400nm) range.

Like the A330, engine options are the GE CF6-80, Pratt & Whitney 4000 series and the RollsRoyce Trent 700.

The A330-200 has sold quite strongly since its launch. Among the initial A330-200 customers are, apart from ILFC, Canada 3000, Korean Air, Austrian, Air Transat, Emirates, Swissair, Sabena, Monarch, Asiana, TAM, and Air Lanka.

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The Airbus A320

Powerplants

Two 111.2kN to 120.1kN (25-27,000lb) CFM International CFM56-5A1 turbofans or 118kN (26,500lb) CFM56-5A3s or 120kN (27,000lb) -5B4s, or two 113.4kN (25,500lb) International Aero Engines IAE V2500-A1 or 117.9kN (26,500lb) V2527-A5s.

Performance

A320-200 - Max cruising speed 903km/h (487kt) at 28,000ft, economical cruising speed 840km/h (454kt) at 37,000ft. Range with 150 passengers and reserves with CFM56s 4843km (2615nm), or 5639km (3045nm), or 5278km (2850nm); with V2500s 4874km (2632nm) or optionally 5463km (2950nm) or 5676km (3065nm).

Weights

A320-200 - Operating empty with V2500s 42,220kg (93,079lb); with CFM56s 42,175kg (92,980lb). Standard max takeoff for both versions 73,500kg (162,040lb) or optionally 75,500kg (166,445lb) or 77,000kg (169,755lb).

Dimensions

Wing span 34.09m (111ft 10in), length 37.57m (123ft 3in), height 11.76m (38ft 7in). Wing area 122.6m2 (1319.7sq ft).

Capacity

Flightcrew of two. Main cabin can accommodate a maximum of 179 passengers in a high density layout. Typical two class seating arrangement for 12 passengers at four abreast and 138 at six abreast. Seven LD3 derived LD3-46 containers or palletised cargo can be stored in the underbelly forward (four) and rear (three) freight holds.

Production

As of early 2003, firm orders for the A320 stood at 1397 with 1131 delivered.

Type

Short to medium range airliner
Schematics

History

Perhaps the most important contributor to Airbus Industrie's success as an airliner manufacturer, the four member A320 family is a significant sales success and a technological trailblazer. The 150 seat A320 is the foundation and best selling member of the family.

The A320 is perhaps best known as the first airliner to introduce a fly-by-wire flight control system - where control inputs from the pilot are transmitted to the flying surfaces by electronic signals rather than mechanical means. Apart from a small weight saving, the advantage of Airbus' fly-by-wire is that as it is computer controlled, an inbuilt flight envelope protection makes it virtually impossible to exceed certain flight parameters such as G limits and the aircraft's maximum and minimum operating speeds and angle of attack limits.

Also integral to the A320 is the advanced electronic flightdeck, with six fully integrated EFIS colour displays and innovative sidestick controllers rather than conventional control columns. The A320 also employs a relatively high percentage of composite materials compared to earlier designs. Two engines are offered, the CFM56 and IAE V2500.

The A320 program was launched in March 1982, first flight occurred on February 22 1987, while certification was awarded on February 26 1988. Launch customer Air France took delivery of its first A320 in March that year. The first V2500 engined A320 was delivered to Adria Airways in May 1989.

The initial production version was the A320-100, which was built in only small numbers before being replaced by the definitive A320-200 (certificated in November 1988) with increased max takeoff weight, greater range and winglets. The stretched A321 and shortened A319 and A318 are described separately. All four share a common pilot type rating. Mid 2000 A320 family production was at a monthly rate of 22, to be increased to 30 units a month by the end of 2002.

Copyright Airliners.net, some information Copyright Aerospace Publications

The Airbus A319CJ

Powerplants

Two 118kN (26,500lb) International Aero Engines IAE V2527M-A5 or CFM International CFM56 turbofans.

Performance

Max cruising speed Mach 0.82. Max altitude 41,000ft. Range with 10 passengers 11,650km (6300nm). Rate of climb 23min to 37,000ft

Weights

Max take-off 75,500kg (166,450lb), zero fuel 58,515 kg (129,000lb)

Dimensions

Wing span 33.91m (111ft 3in), length 33.80m (110ft 11in), height 11.80m (38ft 8.5in). Wing area 122.4m2 (1317.5sq ft).

Capacity

Flightcrew of two. Six standard layouts offering seating from 10 to 39 passengers.
Production

Up to 12 A319CJs expected to be built each year. First customer delivery scheduled for November 1999. Green A319CJ costs $US35m, interior completion can cost $US4-10m. Twelve firm orders held at late 1998.

Type

Long range large corporate jet

History

The Airbus Corporate Jetliner, or A319CJ, is a long range corporate jet development of the A319 airliner which competes directly with the Boeing Business Jet and dedicated long range corporate jets such as the Bombardier Global Express and Gulfstream V.

Airbus launched the A319CJ at the 1997 Paris Airshow and the first A319CJ rolled out of Dasa's Hamburg A319/A321 assembly hall in October 1998. The airframe was then due to be fitted with belly auxiliary fuel tanks and flight test instrumentation prior to making a first flight in May 1999. Certification is planned for mid 1999 with the first customer delivery due in November that year.

Unlike the Boeing Business Jet, which combines the 737-700's airframe with the 737-800's strengthened wing and undercarriage, the A319CJ is designed to be a minimum change development of the A319. This means, according to Airbus, that the A319CJ can be easily converted to an airliner, thus increasing the aircraft's potential resale value.

The first A319CJ is powered by IAE V2500s but CFM56s are also available, while the A319's containerised cargo hold means that the CJ's auxiliary fuel tanks can be easily loaded and unloaded, giving operators flexibility to reconfigure the aircraft for varying payload/range requirements. Like the rest of the A320 single aisle family (plus the A330 and A340), the A319CJ shares Airbus' common advanced six screen EFIS flightdeck with sidestick controllers, plus fly-by-wire flight controls.

At mid 2002 Airbus had selected five cabin outfitters for the aircraft - among which Lufthansa Technik in Germany, Jet Aviation of Switzerland, and Air France Industries. Airbus will supply green A319CJ airframes to the outfitters for interior fitment. Interiors weigh around 3.8 tonnes (8500lb) and cost $US4-10m. Outfitting will typically take four to six months.

The first A319CJ order, announced in December 1997, was placed by a Kuwaiti individual. Among the later customers are the Italian, French, and Venezuelan Air Forces, Taiwan's Eva Air, and Qatar Airways.

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The Airbus A318

Powerplants

Two Pratt & Whitney PW-6000 or CFM International CF56-5 turbofans with a thrust range from 96.0kN (21,600lb) to 105.9kN (23,800lb)

Performance

Max operating Mach No. M0.82
Range at 59 tonne (129,955lb) takeoff weight 2780km (1500nm), range at 61.5 tonne (135,463lb) takeoff weight 3705km (2000nm).

Weights

Standard max takeoff 59,000kg (130,100lb), optionally up to 68,000kg (149,900lb). Typical operating weight empty 38,375kg (84.600lb)

Dimensions

Wing span 34.09m (111ft 10in), length 31.44m (103ft 2in), height 12.56m (41ft 2in), wing area 122.6m2 (1320ft2)

Capacity

Flightcrew of two. Standard seating for 107 passengers (eight premium class at four abreast and 97cm/38in pitch, 99 economy class at six abreast and 81cm/32in pitch). Single class seating for 117 at 81cm (32in) pitch at six abreast.
Production


By Jan.2002 total orders for the A318 stood at 114.
Initial deliveries planned for late 2002.

Type

100 seat regional airliner

History

The A318 will be Airbus' smallest airliner and is the European manufacturer's first foray into the 100 seat market.

Airbus' initial efforts at developing a 100 seat airliner were focused on the all new AE31X program (covering the baseline 95 seat AE316 and 115-125 seat AE317) which Airbus and Alenia, as Airbus Industrie Asia, were developing in conjunction with AVIC of China and Singapore Technologies. The AE31X program arose out of earlier Chinese and South Korean studies for a 100 seater and a framework agreement covering its development was signed in May 1997. However on September 3 1998 Airbus announced termination of the project saying it was not economically viable.

The AE31X would have flown in mid 2002 and entered service in mid 2003. Final assembly would have been undertaken at Xian in China by Xian Aircraft Company.

Even before the cancellation of the AE31X program Airbus had been independently studying a minimum change 100 seat derivative of the A319 covered by the A319M5 designation (M5 = minus five fuselage frames). Following the AE31X's cancellation Airbus announced the commercial launch of the A319M5 as the A318 at the 1998 Farnborough Airshow.

Airbus announced the A318's industrial launch in April 1999, allowing full scale development to get underway, permitting service entry in late 2002. Program development cost is estimated at $US300m, and the list unit price $US36m.

Compared with the A319, the A318 is 4.5 frames shorter, reducing standard two class seating from 124 to 107. The A318's other significant new feature will be its powerplant, the newly developed Pratt & Whitney PW-6000 (being developed in the 67-102kN/15-23,000lb thrust class), but the CFM International CFM56-5 is also available. Other changes will include a small dorsal fin added to the tail, modified wing camber, and a reduced size cargo door.

Otherwise the A318 will retain much commonality with the rest of the A320 family, including the advanced flightdeck with side stick controllers and fly-by-wire flight controls allowing a common type rating, and the same six abreast fuselage cross section.

The first flight was made on January 15, 2002 from Hamburg-Finkenwerder.

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The Airbus A310

Powerplants

Initial powerplant choice of either two 213.5kN (48,000lb) Pratt & Whitney JT9D-7R4D1s or two 222.4kN (50,000lb) General Electric CF6-80A3 turbofans. Current choices of 238kN (53,500lb) CF6-80C2A2s, 262.4kN (59,000lb) CF6-80C2A8s, 231.2kN (52,000lb) PW-4152s, or 249.1kN (56,000lb) PW-4156s.

Performance

Max cruising speed 897km/h (484kt), long range cruising speed 850km/h (459kt). Range at typical airliner operating weight with 218 passengers and baggage and reserves 6800km (3670nm) for A310-200, 7982km (4310nm) for CF6 powered A310-300, 9580km (5170nm) for high gross weight A310-300 with CF6s.

Weights

A310-200 with CF6-80C2A2s - Operating empty 80,142kg (176,683lb), max takeoff 142,000kg (313,055lb). A310-300 with CF6-80C2A8s - Operating empty 81,205kg (179,025lb), max takeoff 150,000kg (330,695lb) standard, or higher gross weight options through to 164,000kg (361,560lb).

Dimensions

Wing span 43.89m (144ft 0in), length 46.66m (153ft 1in), height 15.80m (51ft 10in). Wing area 219.0m2 (2357.3sq ft).

Capacity

Flightcrew of two. Max passenger capacity at nine abreast 280. Typical two class arrangement for 20 passengers at six abreast and 192 economy class passenger eight abreast. Cargo capacity in fore and aft underfloor compartments can hold 2.44 x 3.17m (88 x 125in) pallets or a total of up to 14 LD3 containers.

Production

Total orders held for the A310 stood at 261 at late 1998, of which more than 250 had been delivered.

History

The A310 first began life as the A300B10, one of a number of projected developments and derivatives of Airbus' original A300B airliner.

While based on the larger A300, the A310 introduced a number of major changes. The fuselage was shortened by 13 frames compared to the A300B, reducing seating to around 200 to 230 passengers and a new higher aspect ratio wing of smaller span and area was developed. New and smaller horizontal tail surfaces, fly-by-wire outboard spoilers and a two crew EFIS flightdeck were incorporated, while the engine pylons were common to suit both engine options.

The first flight of the A310 occurred on April 3 1982, after the program was launched in July 1978. Service entry was with Lufthansa in April 1983. Early production A310s did not have the small winglets that became a feature of later build A310-200s and the A310-300. The A310-300 is a longer range development of the base A310-200, and has been in production since 1985. This version can carry a further 7000kg (15,430lb) of fuel in the tailplane.

The A310-200F freighter is available new build or as a conversion of existing aircraft (13 A310s were converted to freighters for Federal Express by Airbus partner Daimler Benz [now DaimlerChrysler] Aerospace Airbus). The A310-200C convertible passenger/freighter first entered service with Dutch operator Martinair in 1984.

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The Airbus A300B2/B4

Powerplants

A300B2/B4 - Two 227kN (51,000lb) General Electric CF6-50Cs or 236kN (53,000lb) Pratt & Whitney JT9D-9 turbofans.

Performance

A300B2-200 - Typical high speed cruising speed 917km/h (495kt), typical long range cruising speed 847km/h (457kt). Range with 269 passengers and reserves 3430km (1850nm). A300B4-200 - Same except range with 269 passengers and reserves 5375km (2900nm), range with max fuel 6300km (3400nm).

Weights

A300B2-200 - Operating empty 85,910kg (189,400lb), max takeoff 142,000kg (313,055lb).
A300B4-200 - Operating empty 88,500kg (195,109lb), max takeoff 165,000kg (363,760lb).

Dimensions

Wing span 44.84m (147ft 1in), length 53.62m (175ft 11in), height 16.53m (54ft 3in). Wing area 260.0m2 (2798.7sq ft).

Capacity

Flightcrew of two pilots and a flight engineer. Seating for between 220 and 336 single class passengers in main cabin. Typical two class arrangement for 20 business class and 230 economy class passengers. Belly cargo compartments can carry 20 LD3 containers.

Production

A300B2 and B4 orders stood at 249 when production was completed in 1984. Approximately 214 in service at late 1998.

History

The Airbus A300 is significant not only for being a commercial success in its own right, but for being the first design of Europe's most successful postwar airliner

manufacturer.

Aerospatiale of France, CASA of Spain and the forerunners of Germany's DaimlerChrysler Aerospace and British Aerospace formed the Airbus Industrie consortium in the late 1960s specifically to develop a twin engined 300 seat widebody `air bus' to fill an identified market gap.

The original 300 seat airliner design matured into a smaller 250 seater, the A300 designation gaining a `B' suffix to denote the change. Two prototype A300B1s were built, the first of these flying from Toulouse, France on October 28 1972, the second on February 5 the next year. The General Electric CF6 was the powerplant choice for initial A300s. Following the prototype A300B1s was the 2.65m (8ft 8in) longer A300B2, the first production version which first flew in April 1974. The B2 entered service with Air France on May 23 1974.

Subsequent versions included the B2-200 with Krueger leading edge flaps and different wheels and brakes; the B2-300 with increased weights for greater payload and multi stop capability; the B4-100 a longer range version of the B2 with Krueger flaps; and the increased max takeoff weight B4-200 which featured reinforced wings and fuselage, improved landing gear and optional rear cargo bay fuel tank. A small number of A300C convertibles were also built, these featured a main deck freight door behind the wing on the left hand side. Late in the A300B4's production life an optional two crew flightdeck was offered as the A300-200FF (customers were Garuda, Tunis Air and VASP).

Production of the A300B4 ceased in May 1984, with manufacture switching to the improved A300-600.

Older A300s are now finding a useful niche as freighters, with a number of companies, in particular DaimlerChrysler Aerospace Airbus, offering conversion programs.

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The Airbus A300-600ST Super Transporter

Powerplants
Two 262.4kN (59,000lb) class General Electric CF6-80C2A8 turbofans.

Performance

Max cruising speed 780km/h (421kt). Range with a 40 tonne payload 2400km (1295nm), range with a 30 tonne (66,150lb) payload 4000km (2160nm).

Weights

Max payload 47 tonnes (103,615lb), max takeoff 155,000kg (341,700lb).

Dimensions

Wing span 44.84m (147ft 0in), length 56.16m (184ft 3in), height 17.23m (56ft 6in). Wing area 260m2 (2798.7sq ft). Internal useable length 37.70m (123ft 8in), diameter 7.40m (24ft 3in).

Capacity

The A300-600ST's max payload of 47 tonnes (103,615lb) is unlikely to be fully utilised, as the emphasis of the design is on volume rather than payload. The internal main cabin volume is 1400m3 (49,442cu ft), and can carry a range of oversize components, such as a fully equipped A330 or A340 wing shipset, or two A320/321 wing shipsets, or two A310 fuselage sections (front & rear).

Production

Airbus has taken delivery of its four A300-600STs originally on order and has converted an option on a fifth to a firm order.

History

The A300-600ST Super Transporter was designed to replace Airbus Industrie's Super Guppy transports, used by the consortium to ferry oversize components such as wings and fuselage sections between Airbus' partners' plants throughout western Europe.

Development of the A300-600ST, nicknamed Beluga and also Super Flipper, began in August 1991. The A300-600ST's tight development program - for what in many ways is effectively a new aircraft - saw the transport rolled out in June 1994, with first flight on September 13 that year. The A300-600ST then entered a 400 hour flight test program which culminated in mid 1995, with certification awarded that September and with delivery and entry into service with Airbus in January 1996. All of the first four on order had been delivered by mid 1998 (allowing the Super Guppy's retirement in October 1997). The fifth Super Transporter is scheduled to be delivered in 2001.


The A300-600ST is based on the A300-600 airliner, with which it shares the wing, lower fuselage, main undercarriage and cockpit. The main differences are obvious - a bulged main deck, new forward lower fuselage, new enlarged tail with winglets and an upwards hinging main cargo door. A design study of a similarly configured A340, the A340ST Mega Transporter, to carry A3XX components is underway.

Program management of the A300-600ST is the responsibility of the Special Aircraft Transport Company, or SATIC, an economic interest grouping formed on a 50/50 basis by Aerospatiale and DASA operating on behalf of Airbus Industrie. While much of the work on the aircraft is performed by the Airbus partners, other European companies are also involved in the program.

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