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Aviation History
2003
2003 - 2376.PDF
Directory: world airliners -200F 46.66 43.9 15.8 219 5.28 142,000 123,000 72,400 111,500 40,000 2 x 53,200lb GE CF6-80C2A2 or 2 x 50,000lb P&W JT9D-7R4 54,920 325 0.79 484 40,000 - - - - - -300 46.66 43.9 15.8 219 5,28 164,000 124,000 82,600 114,000 33,460 2 x 59,000lb GE CF6-80C2A8 or 2 x 56,000lb P&W PW4156A 75,470 325 0,79 484 40,000 2,290 1,490 279 218 187 -300F 46.66 43.9 15.8 219 5.28 164,000 124,000 73,900 114,000 40,000 2 x 59,000lb GE CF6-80C2A8 or 2 x 56,000lb P&WPW4156A 75,470 325 0.79 484 40,000 - - - 5,550km/33t* 9,600km/218 7,330km/33t* -200 Length (m) 46.66 Wingspan (m) 43.9 Height (m) 15.8 Wing area (m2) 219 Cabin width (m) 5.28 Max take-off weight (kg) 142,000 Max landing weight (kg) 123,000 Operating empty weight (kg) 79,450 Max zero fuel weight (kg) 113,000 Max payload (kg) 33,55 Powerplant 2 x 53,200lb GE CF6-80C2A2 or 2 x 50,000lb P&W JT9D-7R4 Standard fuel capacity (I) 54,920 Normal operating speed (kt) 325 Normal operating speed (Mach) 0.79 Max cruise speed (kt) 484 Max cruising altitude (ft) 40,000 Take-off field length (m, sea level/ISA) 1,860 Landing field length (m, sea level/ISA) 1,480 Accommodation (1-class) 279 Accommodation (2-class) 218 Accommodation (3-class) 187 Design range with pax/payload 4,633km/220 Notes * 80% volumetric payload grammes for the A300B4, and EFW has also received certification for a -600 conversion, the first of which was delivered in March 2002. The industry downturn forced BAE to close its programme, and last year Flight Structures (FSI) concluded the pur chase of the conversion line.The B/E Aerospace subsidiary has taken over the STC for the A300B4 conversion and is studying whether to go ahead with the -600. FSI, based near Seattle, Washington, was already a partner on the programme, having designed and developed the STC for the A300B4 conversion. See A300IA310 and A330 replacement studies. Production Final assembly of the A300-600 is undertaken by Airbus France in Toulouse. Nine A300s were delivered last year: six freighters and nine pas senger aircraft. Production continues at a similar annual rate. Ordered: 589 Delivered: 525 A310 The 210-seat A310 in its basic -200 form entered service with Lufthansa and Swissair in April 1983. This short-fuselage derivative of the A300B4 had a two-crew flightdeck and smaller, more advanced wing. The longer-range -300, which has increased weights and fuel capacity, was introduced in 1985. EADS EFW offers a cargo conversion for the A310 (similar to its A300B4 modification) and has converted over 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 Airbus Deutsch- land/Lufthansa Technik (LHT) consortium.The four aircraft destined for Germany are being converted to the full MRTT specification in Ham burg 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. Earlier this year, EADS Casa delivered the first of four refuelling kits for installation on the German air force A310s, the first of which is due to fly at the end of this year. The kits comprise two underwing hose drum units, pylons, four auxiliary fuel tanks and an operators' station. Canada has also ordered two of the kits for its A310s and the system is being con sidered by the Spanish air force. EADS is developing an in-flight refuelling boom, and plans to flight test it on an A310-300 or A330-200 demon strator in 2005. Meanwhile NATO has considered using converted Airbus A310-300 freighters as an interim transport aircraft ahead of deliveries of the Airbus Military A400M transport. EFW estimates its -300 conver sion, which uses patented over-ridable rails and clips, could be used for 90% of military cargo flights. EFW says it would work with cargo equipment companies to develop a 108in pallet loading platform. See A300IA310 and A330 replacement studies. Production With the last new order for a new A310 placed in 1997, production has been suspended since 1998. Assembly, undertaken on a build-to-order basis, is integrated with that of the A300. The five aircraft on backlog represent the 1990 order by Iraqi Airways, and are therefore suspended. Ordered: 260 Delivered: 255 A318/A319/A320/A321 Airbus entered the single-aisle, sub-200-seat mar ket in March 1984 with the launch of the 150-seat A320 as its first narrowbody. 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 with a fly-by-wire FCS and composite primary structures - 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 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 - launched in April 1999 - is the latest derivative, and is 4.5 frames shorter than the A319 and offered with the CFM56-5B and PW6000. The PW6000-powered version was the first A318 to fly, on 14 January 2002. However, by this time, major development problems had emerged with the PW6000 and P&W had decided to delay the pro gramme by around three years to allow the engine to undergo a major redesign. As a result, deliveries of PW6000-powered A318s slipped from the early 2003 target to late 2005 and the CFM56 became the lead engine on the programme. Airbus hopes to secure certification of the PW6000-powered A318 in November 2005. The CFM56-powered version received JAA approval in May, with FAA certification following in June. Deliveries to launch customer Frontier Airlines began in July. The PW6000-powered A318 programme suf fered another blow earlier this year when two of the three remaining airline customers - British Airways and EgyptAir - cancelled their orders. BA swapped its six remaining A318 orders for A321 s while EgyptAir's order for five A318s has been replaced by one for a similar number of A320s. America West Airlines remains the sole airline cus tomer for the PW6000-powered A318, with an order for 15 aircraft due from 2006. International Lease Finance has orders for 15 A318s, which may be pow ered by the PW6000. The reconfigured PW6000 began initial test runs in early 2003. All three test engines either "meet or exceed" the 5% efficiency improvement target for the new HPC, relative to the Block 2 configuration of the earlier HPC engine. Flight tests on its Boeing 747SP are due to start soon to enable FAA certification in November next year. PrivatAir and Qatar Airways this year introduced the long-range A319LR model, derived from the ACJ. The aircraft lets customers take advantage of the original ACJ's additional fuel tanks, which are installed in the cargo hold, and long-range capabili ties. Qatar Airways, the type's launch customer, is using its two 110-seat A319LRs on thin routes from its Doha base, while PrivatAir is operating two 48- 50 21-27 OCTOBER 2003 FLIGHT INTERNATIONAL www.flightinternational.com
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