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Aviation History
2002
2002 - 1318.PDF
Programme update FRESH START The German-built A318 makes its public debut as Airbus reworks the programme following the delay to the Pratt & Whitney PW6000 MAX KINGSLEY-JONES / LONDON A318 FEATURES AND SPECIFICATIONS FLIGHT Narrower cargo door no containerised cargo option) Pratt & Whitney PW6122 or PW6124 engines rated at (22,1001b or 23,8001b thrust) CFM International CFM56-5B8/P or -CFM56-5B9/P engines rated at (21,6001b or 23,3001b thrust) Length (m) Height (m) Wingspan (m) -flHHI Wing area (m2) Max take-off weight baseline Option 1 (kg) Option 2 (kg) Option 3 (kg) Option 4 (kg) Option 5 (kg) Max landing weight (kg) Option (kg) Max zero fuel weight (kg) Option (kg) Operating weight empty (kg Note: ' - CFM56 version with 107 (kg) 31.45 12.56 34.10 123 59,000 61,500 63,000 64,500 66,000 68,000 56,000 57,500 53,000 54.500 typical) 39,000 pax & baggage Fuel capacity (litres) Baseline powerplants 21,G 23,860 001b CFM56-5B8/P 22,1001b PW6122 Optional powerplants 23.300lb CFM56-5B9 2-class accommodation 1-class accommodation High density Underfloor cargo capacity Range baseline (km) MTOW option 1 (km) MTOW option 2 (km) MTOW option 3 (km) MTOW option 4 (km) MTOW option 5 (km) 23,800lb PW6124 107 (4; 103) 117 (32in pitch) 129 (29/30in pitch) 21.21m3 2,775 3,700 4.350 4,850 5,270 6,013 I he A318, the latest and smallest member of the Airbus A320 fam ily, will enter service in the mid dle of next year with CFM Inter national CFM56 power. That is six months later than planned and with a totally different engine to the one origi nally specified, after problems with Pratt & Whitney's new PW6000 powerplant. Airbus has reshuffled the programme, however, and remains confident it will be able to ride out the delay. "Given the situa tion after 11 September, some airlines have been less concerned about the delay than perhaps they would have been," says one Airbus source. The company's decision to develop an A320-based 100-seater followed abort ive plans in the mid-1990s to create an all-new family of 80-100 seaters with China under the Airbus Industrie Asia (AIA) AE317/AE318 designation (Flight International 9-15 June, 1999). In parallel with these studies, Airbus had devised a plan to remove four-and-a-half fuselage frames from the 124-seat A319, providing a genuine A320-based 100-seater to tackle the Boeing 717 and 737-600, and new- generation large regional jets. Airbus linked up with P&W, which was looking for an application for its PW6000 engine, and the two were able to offer a highly competitive 100-seat aircraft to the market. It was unveiled in September 1998, adopting the A318 designation with the PW6000 as the only engine option. By the time of the launch in April 1999, the A318 had taken 109 orders and commitments from six customers. Although the PW6000 was "the engine of reference" for the programme from the beginning, Airbus left the door open for the incumbent A320 family powerplants (the CFM International CFM56-5 or Inter national Aero Engines [IAE] V2500) to be offered to provide commonality for existing operators. While IAE (in which P&W is a shareholder) decided against offering an engine, CFMI joined the pro gramme in July 1999, when major CFM56- operator Air France specified its engine for the 25 A318s it had on order and option. This decision to offer an alternative engine on the A318 would later be of great benefit when the PW6000 ran into major technical problems see panel). Although the first A318 is equipped with the PW6000, the CFM56 version will fly in late August and this combination will now lead the programme. In its effort to gain a foothold in the market, P&W designed the PW6000 as a simple engine to keep maintenance costs to a minimum, and developed its "power-by-the-hour" fleet management programme. "This takes away a lot of the x 30 APRIL - 6 MAY 2002 FLIGHT INTERNATIONAL CENTRAL EUROPE SURVEY www.flightinternational.com
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