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Aviation History
2002
2002 - 3239.PDF
Directory: world airliners 124-seat A319, was launched in June 1993 and entered service in May 1996 with Swissair. Deliveries began in 1999 with the Airbus Corporate Jet (ACJ) version of the A319 which, with up to seven auxiliary fuel tanks, can carry 10 passengers over distances up to 11,600km. The 107-seat A318 is the latest derivative, which was launched in April 1999. Airbus had previously studied the development of an all-new 80- to100- seat family (AE31X) with China and Singapore. The A318 is 4.5 frames shorter than the A319 from which it is derived, and is offered with the P&W PW6000 and CFMICFM56-5B. To compensate for the shorter moment arm. the surface area of the vertical stabiliser has been increased by extending the fin tip by around 0.8m. The first A318 to fly was the PW6000-powered version, which took to the air on 14 January. By this time, major development problems had emerged with the PW6000 and P&W had decided to delay the programme by 30 months to allow the engine to undergo a major redesign. As a result, deliveries of PW6000-powered A318s slipped from the planned early 2003 target to mid-2005 and the CFM56 became the lead engine on the programme. The prototype was grounded in June and re- engined with the CFM56-5, making its first flight in modified form 29 August. The first production CFM56-powered version is due to fly in May next year, when certification is due to allow deliveries to begin the following month to Frontier. The in-service date for the CFM56-powered version was brought forward by three months to compensate for the delay of the PW6000-powered version. The prototype A318 will be returned to P&W power with the revised production standard PW6000 by October 2004. As a result of the delay, PW6000 customers Frontier Airlines and International Lease Finance switched to the CFM56 - the latter becoming launch customer. Air China, meanwhile, decided to drop its firm commitment for eight Airbus A318s and switch its order to the larger A319s. BA has also halved its orders for the PW6000-powered version to six aircraft. Airbus has developed an increased capacity ver sion of the A319, featuring two additional overwing emergency exits. Developed with low-fare airlines in mind, the extra doors increase the exit limit to enable the aircraft to carry around 150 passengers - similar to the rival Boeing 737-700. Meanwhile, key low-fare A320 customers EasyJet and JetBlue are pushing Airbus to stretch the A320 by two seat rows to increase the capacity to around 190 passengers - similar to the rival 737- 800. Airbus says it has no immediate plans for such a variant. EADS EFW has developed a cargo conversion programme for the A320 family, which it expects to launch by 2004. The aircraft will feature a 3 x 2.15m forward cargo door, with the A320 freighter able to hold 11 standard pallets and carry a 20t payload, while the larger A321 will accommodate 14 pallets. EFW forecasts strong demand for freighter conver sions of A321S. which could start in 2008. The A320 family has been adopted as a platform for several military programmes. EADS/Alenia has offered an A320-based design for the joint German/Italian competition to supply up to 24 mar itime patrol aircraft. The A320 family is also being considered as a platform for NATO's air to ground surveillance aircraft requirement. Northrop Grumman has held preliminary discus sions with Airbus about using the Airbus A319 as a platform for future airborne early warning (AEW) air craft, following the demise of the Fairchild Dornier 728 that it had previously planned to use. Honeywell is to study more-electric and all-elec tric concepts for future aircraft and engines and suggests that a potential application "within a decade" could be a second-generation A320 family. Airbus has long been studying potential new A320 developments, but says it will not make a decision on the future of the family until Boeing decides on a replacement for the Next Generation 737. The com pany believes that the A320 could remain competitive with a fly-by-wire version of the Boeing 737 with "minor clean-up and upgraded engines". Production Final assembly of Airbus narrowbodies is under taken at two sites - Airbus France builds the A320 at Toulouse, while Airbus Deutschland has respon sibility for the A318, A319 and A321 at its Hamburg plant. In 2001,257 A320 family aircraft -119 A320s and 138 A319/A321s-were delivered. Until mid-2001, the single-aisle production rate had been steadily increasing to a target of 30 a month by the end of this year. Output is now running at around 22 a month. In the long term, Airbus Deutschland is expected to take over final assembly of the A320 from its French partner. Although officially denied by Airbus, it is understood that the deal was struck as part of the agreement to allow final assembly of the 550- seat A380 to be undertaken in Toulouse rather than in Hamburg. Ordered: 2,862 (103 A318s, 734 A319s, 1,609 A320s, 416A321S) Delivered: 1,819 (472 A319s, 1,098 A320s, 249 A321s) A330 The A330 twinjet was launched with the four- engined A340 in June 1987 as a single, two-aircraft programme, marking the company's entry into the medium-/long-haul market. Two sizes of A330 are offered: the baseline 335- seat (two-class) A330-300, which was the first variant; and the shorter fuselage, 253-seat (three- class) -200. All A330 versions are offered with all of the major engine manufacturers' powerplants, including the GE CF6-80E1. P&W PW4164/4168 and R-R Trent 772. The A330-300 entered service in January 1994, with the -200 following in April 1998. Designed to operate 12.000km missions, the -200 is 10 frames (5.33m) shorter than the -300 and has increased weights and extra fuel capacity. Two additional A330 variants have been planned, but are now on hold: the shorter, 222-seat (three- class) A330-500 that was proposed in 2000 as a replacement for the A300/A310 family; and a freighter version of the -200. Both programmes were suspended when Airbus failed to attract any launch customers SlESSS^i^^^^^S Length (m) Wingspan (m) Height (m) Wing area (m2) Cabin width (m) Max take-off weight (kg) MTOW option Max landing weight (kg) Operating empty weight (kg) Max zero fuel weight (kg) Max payload (kg) Powerplant mHHHHH Standard fuel capacity (I) Normal operating speed (Mach) Max cruise speed (kt) Max cruising altitude (ft) Take-off field length (m, sea level/ISA) Landing field length (m, sea level/ISA) Accommodation (1-class) Accommodation (2-class) Accommodation (3-class) Design range with pax Option with pax Notes "estimate •^^y^. < v*< *. -200 59 60.3 17.9 361.6 5.28 230,000 233,000 182,000 120.533 170,000 •Hi 1 2 or2x or 2 x 72.000lb GE CF6-80E1A3 68.000lb P&W PW4168A x 71.1001b R-R Trent 772 139,090 0.82 492 41,100 2,220 1,750 406 293 253 12.000km/253 12.300km/253 300 63.6 60.3 16.7 361.6 5.28 230,000 233,000 187,000 123.140 175.000 51.680 2 x 72,000lb GE GECF6-80E1A3 or 2 x 68,000lb P&W P&W PW4168A or 2 x 71,1001b R-R Trent 772 97,530 0.82 493 41.100 2.500 1,750 440 335 295 10,400km/295 10,500km/295 www.flightinternational.com FLIGHT INTERNATIONAL 5-11 NOVEMBER 2002 43
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