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Aviation History
2002
2002 - 3238.PDF
Directory: world airliners A300/A310's carbonfibre tailfin, which separated in flight. The separation followed the A300 encountering wake vortices from a Japan Air Lines Boeing 747-400 which took off before it at Kennedy. Following the accident, the US FAA ordered that the fin mountings on all US-registered A300-600/600Rs be checked. The investigation has so far failed to find a design or structural fault, and is focusing on crew actions. Production Final assembly of the A300-600 is integrated with that of the A310 at Airbus France in Toulouse. Eleven A300/A310S (all A300s) were delivered last year. Production continues at a similar annual rate. A310 production is on a build-to-order basis. Ordered: 583 Delivered: 516 A310 Lufthansa and Swissair put the 210-seat A310 into service in April 1983 in its basic -200 form. This short-fuselage derivative of the A300B4 featured a two-crew flightdeck and smaller, more advanced wing. The longer-range -300, which has increased weights and fuel capacity, was introduced in 1985. Production of the A310 is now effectively sus pended, as Airbus eyes a new family of aircraft to fill the A310's niche. The remaining order is the sus pended Iraqi Airways contract for five aircraft. EADS EFW offers a cargo conversion for the A310 (similar to its A300B4 modification) and has converted over Iberia is a major A320 family operator, with over 60 A319s, A320s (pictured) and A321 s in service 40 A310S to date, primarily for FedEx. Germany was launch customer for the military multi-role tanker transport (MRTT) conversion for the A310, which is offered by an EADS Airbus (Germany)/Lufthansa Technik (LHT) consortium. The four aircraft destined for Germany will be converted to the full MRTT specification in Hamburg between 2002 and 2004 through the installation of lower-deck fuel tanks and wing-mounted refuelling pods. The work will also involve fitting an operator's station behind the cockpit. The first delivery of an MRTT to Germany is scheduled for late 2003. The Canadian Forces are to have two A310s modified to AIRBUS A320 FAMILY A318-100 31.44 34.1 12.56 122.6 3.7 59,000 63,000 66,000 68,000 56,000 57,500 39,470 53,000 13,340 Length (m) Wingspan (m) Height (m) Wing area (m2) Cabin width (m) Max take-off weight (kg) Option Option Option Max landing weight (kg) Option Operating empty weight (kg) Max zero fuel weight (kg) Max payload (kg) Powerplant 2x21,600-23,300lb CFM56-5B/P or2x22,100-23,800lb P&W PW6000 Standard fuel capacity (I) 23,860 Option Option Normal operating speed (Mach) 0.78 Max cruise speed (Mach) Max cruising altitude (ft) Take-off field length (m)* Landing field length (m)* Accommodation (1-class) Accommodation (2-class) Design range Option with pax M.82 39,000 1.355" 1,356" 117 107 2,775km 6,010km"' 107 A319-100 33.84 1.1 11.76 3.7 64,000 68,000 70,000 75,500 61,000 62,500 40,300 58,500 17,900 2 x 22-23,500lb CFM56-5A or -5B or 2 x 22-23,500lb IAE V2500-A5 23,860 26,850 29,840 0.78 M.82 39,000 1,950 1.450 150 124 4,700km 6,800km 124 A320-200 37.57 34.1 A321-100/200 44.51 34.1 11.76 122.4 3.7 73,500 75,500 77,000 - 64,500 66,000 42.100 62,500 18,600 2 x 25-26,500lb CFM56-5A or -5B or 2 x 25-26,500lb IAE V2500-A5 23,860 26,850 29,840 0.78 M.82 39,000 2,090 1,530 180 150 5.350km 5,500km 150 11.76 122.4 3.7 83,000 85,000 89,000 93,000 73,500 77,800 48,080 71,500 23,420 2 x 30-33,00lb CFM56-5A or -5B or 2 x 30-33,00lb IAE V2500-A5 23,700 26,690 29,680 0.78 M.82 39.000 2,180 1,577 220 185 5,000km 5,500km 185 Notes *sea ILevel/ISA. "P&W engines. *"68,000lb MTOW. MRTTs, with deliveries of the aircraft scheduled for the third and fourth quarters of 2004. EADS is developing an in-flight refuelling boom, and plans to flight test it on an A310-300 or A330-200 demonstrator between July and December 2005. Production See A300 Ordered: 260 Delivered: 255 A300/A310 replacement studies Airbus has explored various avenues in its search for a new generation 200- to 250-seater to replace its two oldest models, the A300 and A310. Under study have been updated A300-based designs, fur ther stretches of the A320 family - the "A322" - and shrink derivatives of the A330 -the -500. Airbus is focusing on a widebody solution and is studying a smaller A330 as a possible replacement for the A300-600. It emerged this year that Airbus is in the early stages of a study into a new intermediate family of airliners that could form a broad replace ment for the A300/A310 and plug the gap between the fly-by-wire A320 and A330/A340 families. The new aircraft has a tentative entry-into-ser- vice date of around 2010 and Airbus has identified two "distinct markets" for a new family after a year of airline consultations. The first requirement is for a short-range aircraft seating 200 passengers and above, and the second for a long-haul type seating a "minimum" of 250 passengers in a multi-class layout and capable of flying 13,000km (7,000nm). A318/A319/A320/A321 The launch of the 150-seat A320 in March 1984 marked Airbus's entry into the single-aisle, sub-200- seat market. The A320 family now comprises four models offering two-class seating capacity for 107 to 185 passengers. The A320 - the world's first subsonic airliner to have a fly-by-wire FCS and composite primary struc tures - made its first flight in February 1987 and entered service with Air France just over a year later. A stretched derivative, the 185-seat A321-100, was launched in 1989 and entered service with Lufthansa in March 1994. An extended-range ver sion, the A321-200 with increased weights and fuel capacity, was introduced in 1997. The first of two shorter-fuselage members, the 42 5-11 NOVEMBER 2002 FLIGHT INTERNATIONAL www.flightinternational.com
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