Monday, February 16, 2009
Saturday, January 10, 2009
PAN AM AIRLINES
PAN AM started life in 1927 as Pan American Airways flying air mail. Flying boats were used to link the US with South America and then over the Pacific and Atlantic oceans using Martin 130 and Boeing 314 flying boats. Douglas DC-6Bs, DC-7s and Boeing 377 Stratocruisers were used on the post-war London Heathrow services.
These were replaced in 1958 when Pan American World Airways took delivery of the new Boeing 707-120 long-range jets. These proved inadequate to long-haul flights and were quickly replaced by 707-320Cs and DC8-30s.
In 1967 Boeing 727-100s were introduced and later used on the London-Germany route. A large fleet of Boeing 747s were introduced by the 1970s, the first flight into Heathrow by PAN AM 'Jumbo' happening on 22 January 1970. The late 1970s saw the Boeing 737 on the London route along with L1011 Tristars and 727-200ADVs. DC10-10s from the US carrier, National Airlines were used mainly on charter flights into London Gatwick. Airbus A310s were used between Heathrow and the US mainland during the mid/late 1980s.
In the early 1980s a new livery was introduced with a large PAN AM title across the side of the aircraft. Some 747s also experimented with the old cheatline but the cheatline was finally lost with the A310 aircraft having an all white fusalage. The age-old PAN AM globe logo was kept on the fin throughout it's history and was enlarged with the new livery.
Toward the end of it's existence PAN AM tried several different liveries, mainly on their 747 fleet, standardizing on one with a huge PAN AM title with no cheatline and a larger PAN AM globe logo on the fin. In 1991 the airline went into liquidation after years of financial problems and it's Heathrow routes were aquired by United Airlines and Delta Airlines ending an era at Heathrow as Pan American were at Heathrow at it's opening after the war.
PAN AM restarted operations but that failed. A third airline using the PAN AM logo and identity is now about to start flights using Boeing 727-200 jets with winglets. PAN AM has been one of the world's great airlines.
BOEING 717 AIRCRAFT
The Boeing 717 is a twin-engine, single-aisle jet airliner, developed for the 100-seat market. The airliner was designed and marketed by McDonnell Douglas as the MD-95, a third-generation derivative of the DC-9.
The first order was placed in October 1995; however, McDonnell Douglas and Boeing merged in 1997 prior to production. The first planes entered service in 1999 as the Boeing 717. Production ceased in May 2006 after 156 units were produced.
Development
BackgroundDouglas Aircraft developed the DC-9 to be a short-range companion to their larger four engined DC-8 in the early 1960s. The DC-9 was an all-new design, using two rear fuselage-mounted Pratt & Whitney JT8D turbofan engines, a small, highly efficient wing, and a T-tail. The DC-9 first flew in 1965 and entered airline service later that year. When production ended in 1982 a total of 976 DC-9s had been produced.
The McDonnell Douglas MD-80 series was introduced into airline service in 1980. The design was second generation of the DC-9. It was a lengthened DC-9-50 with a higher maximum take-off weight (MTOW) and higher fuel capacity, as well as next-generation Pratt and Whitney JT8D-200 series engines. Nearly 1,200 MD-80s were delivered from 1980 to 1999.
The MD-90 was developed from the MD-80 series. It was launched in 1989 and first flew in 1993. The MD-90 was longer, and featured a glass cockpit and more powerful, quieter, fuel efficient V2525-D5 engines, with the option of upgrading that to a V2528 engine. However, the MD-90 was not considered a success with only 117 aircraft sold.
MD-95The MD-95 was initially announced in 1991, as the MD-87-105, a shortened, 105-seat version of the MD-80 series. It was developed to satisfy the market need to replace early DC-9 models, then approaching 30 years old. The MD-95 project was a complete overhaul of the system, going back to the original DC-9-30 design and reinventing it for modern transport with new engines, cockpit and other more modern systems. Historically, aircraft shrinks have sold poorly, examples of such aircraft in addition to the MD-87 include the Boeing 747SP, Boeing 737-600, Airbus A318, and Airbus A340-200. The MD-95 is not a shrink of the MD-80/MD-90 series, but a modernized version of the DC-9-30.
The "MD-95" name was selected to reflect the anticipated launch year, but McDonnell Douglas could not find a willing launch customer. Longtime McDonnell Douglas customer Scandinavian Airlines System (SAS) chose the Boeing 737-600 for its 100-seater over the MD-95 in March 1995. Then in October 1995, US discount carrier ValuJet signed an order for 50 MD-95s, plus 50 options. Generally, new aircraft have one or more large, well-established airlines as launch customers. Launching MD-95 production on the basis of a single order from a two-year-old start-up company was highly optimistic, and was seen as a reflection of the difficulty McDonnell Douglas was having selling their aircraft.
RebrandingAfter McDonnell Douglas merged with Boeing in August 1997, most industry observers expected that Boeing would cancel development of the MD-95. However, Boeing would go forward with the design under a new name, Boeing 717. Some believed Boeing had apparently skipped the 717 model designation when the 720 and then the 727 followed the 707. The 717 name had been used within the company to refer to the KC-135 Stratotanker. 717 had also been used to promote an early design of the 720 to airlines before it was modified to meet market demands. A Boeing historian notes that the air force plane had the designation "717-100" and the commercial airliner had the designation "717-200". The lack of a widespread use of the 717 name left it available to rebrand the MD-95.
At first Boeing had no more success selling the 717 than McDonnell Douglas. Even the original order for 50 was no certainty in the chaotic post-deregulation US airline market. In the end, ValuJet, now part of AirTran Airways, would meet with considerable success and operate a fleet of 717-200 aircraft.
Boeing's decision to go ahead with the 717 slowly began to pay off. Early 717 operators were delighted with the reliability and passenger appeal of the type and ordered more. The small Australian regional airline Impulse took a long-term lease on five 717s in early 2000 to begin an expansion into mainline routes. The ambitious move could not be sustained in competition with the majors, and Impulse sold out to Qantas in May 2001. This left Qantas with a more-or-less unwanted handful of "warmed-over DC-9s" to spoil the efficiency of its fleet of large Boeing and small BAe 146 jets.
Within a few months, however, the abilities of the 717 became clear. It is roomier and faster than the BAe 146, cheaper to operate, and achieved a higher dispatch reliability than competing aircraft at over 99%. Maintenance costs are very low: a C check inspection, for example, takes three days and is required once in 6,000 flying hours. (For comparison, its predecessor, the DC-9 needed 21 days for a C check.) The new Rolls-Royce BR715 engine design is highly modular: none of the line-replaceable units takes more than an hour to exchange, and about a third of them can be changed in under 15 minutes.
The result has been that many 717 operators, even accidental ones like Qantas, have become converts to the plane. Qantas bought more 717s, bringing its fleet up to 14. Other significant orders have come from Hawaiian Airlines, Midwest Airlines, and Pembroke Leasing. Bangkok Airways operates 717s — the Thai regional carrier's first foray into jet aircraft.
Boeing actively marketed the 717 to a number of large airlines, including Lufthansa and Northwest (who already operated a large fleet of DC-9 aircraft). Boeing also studied a stretched, higher-capacity version of the 717, to have been called 717-300, but decided against proceeding with the new model, fearing that it would encroach on the company's 737-700 model. Production of the original 717 continued. Boeing continued to believe that the 100-passenger market would be lucrative enough to support both the 717 and the 737-600, the smallest of the Next-Generation 737 series. While the aircraft were similar in overall size, the 737-600 was better suited to long-distance routes, while the lighter 717 was more efficient on shorter, regional routes.
The 100-seat market was overcrowded until 2001, but several potential competitors disappeared. BAe canceled its Avro RJX (an updated BAe 146 with modern engines); Fairchild Dornier closed its doors, taking the 728/928 project with it, and Bombardier canceled its new BRJ in favor of a less ambitious stretched 90-seat CRJ900. The remaining players are Boeing, Airbus with the A318, and Embraer with the E-195. The worldwide fleet was then largely made up of aging twinjets with relatively high operating costs, notably the DC-9, early model 737s, and the Fokker 100, plus the newer four-engined BAe 146, which is a prime prospect for refurbishment.
In 2001, Boeing began implementing a moving assembly line for production of the 717 and 737. The moving line greatly reduced production time, which was to lead to lower production costs.
Following the slump in airline traffic caused by reaction to the September 11, 2001 attacks in the USA, Boeing announced a review of the type's future. After much deliberation, it was decided to continue with production. Despite the lack of orders, Boeing had confidence in the 717's fundamental suitability to the 100-seat market, and in the long-term size of that market. After 19 worldwide 717 sales in 2000, and just 6 in 2001, Boeing took 32 orders for the 717 in 2002, despite the massive industry downturn. Additionally, the former Douglas facility at Long Beach was producing only 717s and C-17s at this time.
End of productionIncreased competition from regional jets manufactured by Bombardier and Embraer took a heavy toll on sales during the airline slump after 2001. The beginning of the end came in December 2003 when Boeing lost a US$ 2.7 billion contract from Air Canada, who chose the Embraer ERJ and Canadair CRJ over the 717.
In January 2005, Boeing announced that it planned to end production of the 717 after it had met all its outstanding orders. Boeing officials cited slow sales for the aircraft's demise.
A major difficulty with the 717 model was its lack of commonality with other Boeing aircraft. The trend with aircraft manufacturers, particularly Airbus, was to make a "family" of aircraft with similar cockpits and systems, which would require only one "type-rating" for a crew. That way, whatever size of aircraft that was required on a particular route -- even changing down to the day if necessary -- could be used with any of the crew type-rated for the family.
Airbus used a commonality approach starting with their A320 narrow-body family (including A318, A319, and A321), and Boeing embraced this concept with their Next-Generation 737-600, -700, -800, and -900 models. Embraer, in their new E-Jet family, also took this approach, offering four regional aircraft in a common family, the largest of which had operational capabilities very close to the 717.
The 717 had no commonality with other aircraft, even prior MD-80 and DC-9 aircraft upon which it was based. Although the 717 had operating costs 10% lower than the A318, airlines considering the 717 could not take advantage of the cost savings gained through commonality.
The 156th and final 717 rolled off the assembly line in April 2006 for AirTran Airways. The final two Boeing 717 airplanes were delivered to customers AirTran and Midwest Airlines on May 23, 2006. AirTran was the 717's final customer as well as its launch customer.
The 717 was the last commercial airplane produced at Boeing's Long Beach facility in Southern California.
DesignThe 717 features a two-crew cockpit that incorporates six interchangeable liquid-crystal-display units and advanced Honeywell VIA 2000 computers. The cockpit design is called Advanced Common Flightdeck (ACF) and is shared with the MD-11. Flight deck features include an Electronic Instrument System, a dual Flight Management System, a Central Fault Display System, and Global Positioning System. Category IIIb automatic landing capability for bad-weather operations and Future Air Navigation Systems are available. The 717 shares the same type rating as the DC-9 such that FAA approved transition courses for DC-9 and analog MD-80 pilots can be completed in 11 days.
In conjunction with Parker Hannifin, MPC Products of Skokie, Illinois designed a fly-by-wire technology mechanical control suite for the 717 flight deck. The modules replaced much cumbersome rigging that had occurred in previous DC-9/MD-80 aircraft. The Rolls-Royce BR715 engines are completely controlled by an electronic engine system (FADEC — Full Authority Digital Engine Control) developed by BAE Systems offering improved controllability and optimization over its predecessors.
Like its DC-9/MD-80/MD-90 predecessors, the 717 has a 2+3 seating arrangement in coach providing only one middle seat per row, whereas other single-aisle twin jets often have 3+3 arrangement with two middle seats per row. Unlike its larger predecessors, McDonnell Douglas decided not to offer the 717 with the boarding flexibility of aft airstairs, with the goal of maximizing fuel efficiency through the reduction and simplification of as much auxiliary equipment as possible.
Certain design characteristics have been retained from as early as the DC-8. For example, the flight deck window arrangement is identical to that of the DC-8, with a center windshield, a fixed left and right windshield, an openable left and right clearview window, and a fixed left and right rear window. Both models have an overhead eyebrow window. Also, the wing of the 717 is identical to that of the DC-9-30.
TRANS WORLD AIRLINES
Trans World Airlines, commonly known as TWA, was an American airline which merged with American Airlines in April 2001. For many years its headquarters was at the Kansas City Downtown Airport. At the time of its demise, it was headquartered in St. Louis, Missouri and used the airport nearby, Lambert-Saint Louis International Airport, as its major hub.
The airline was founded 13 July 1925 as Western Air Express. In 1930 it merged with Transcontinental Air Transport to become Transcontinental and Western Air (T&WA).
Howard Hughes purchased T&WA in 1939. The airline expanded dramatically under the leadership of Hughes and CEO Jack Frye, beginning transatlantic service in 1946 using new Lockheed Constellation aircraft. T&WA was a major helper in the foundation of Saudi Arabian Airlines. In 1950, the airline changed its name to Trans World Airlines (TWA).
From the mid-1940s to the early 1970s, TWA was one of only two U.S. airlines that flew to Europe (the other was Pan American World Airways). It established routes from Europe to Asia during the 1950s and 1960s, flying its aircraft as far east as Hong Kong. In the Transpacific Route Case of 1969, TWA was given authority to extend its route network across the Pacific Ocean as well.
Hughes' growing eccentricities caused TWA to sue for his removal as chairman in 1961. Under new corporate management, the TWA Corporation expanded to purchase the overseas operations of Hilton Hotels. By 1969, TWA's transatlantic operation was larger than Pan Am's.
TWA AIRLINES CONSTELLATION PROP AIRCRAFT
TWA's landmark Terminal 5 at New York City 's JFK Airport, designed by Eero Saarinen, is one of the world's most famous buildings: a lyrical expression of the unified sculptural forms that could be created in reinforced concrete, before the age of computers.
However, airline deregulation hit TWA hard. The holding company, Trans World Corporation , spun off the airline. The airline briefly considered selling itself to corporate raider Frank Lorenzo in the 1980s, but ended up selling to Carl Icahn in 1985. Later, in 1992, the airline filed for bankruptcy.
After reorganizing as a primarily domestic carrier, with routes centered around hubs at St. Louis and New York, TWA announced a major fleet renewal in 1998, ordering 125 aircraft. However, financial problems began to resurface shortly afterward, and the company merged with American Airlines in April of 2001. Trans World Airlines flew its last flight on December 1, 2001. The ceremonial last flight was Flight 220 from Kansas City, Missouri to St. Louis, Missouri. However, the final flight before TWA officially became part of American Airlines was completed between St. Louis, Missouri and Las Vegas, Nevada, also on December 1st, 2001. At 10:00 PM CST on December 1st, 2001, employees began removing all TWA signs and placards from airports around the country, replacing them with American Airlines signs. At midnight, all TWA flights officially became listed as American Airlines flights. Some aircraft carried hybrid American/TWA livery during the transition, with American's tricolor stripe on the fuselage and TWA's name on the tail.
Since the merger, American has significantly scaled down operations at TWA's bases, moving its focus in St. Louis to regional jet service and downsizing its maintenance staff in Kansas City. Although American obtained many aircraft from TWA (of types that were already common in American's fleet), many analysts believe that the fleet expansion and St. Louis hub were not worth the additional debt and large number of veteran employees inherited from TWA.
BOEING 727 AIRCRAFT
The versatility and reliability of the Boeing 727 -- first trijet introduced into commercial service -- made it the best-selling airliner in the world during the first 30 years of jet transport service. The jet age essentially began in 1952 with the introduction of the British-designed de Havilland Comet. Several jetliners, including the Boeing 707, were developed before the 727, but none came close to its sales record.
Production of the 727 extended from the early 1960s to August 1984 -- a remarkable length of time, considering the original market forecast was for 250 airplanes. As it turned out, 1,831 were delivered. Twenty years later, when the last 727 was delivered, this versatile fleet was carrying 13 million passengers each month. As of January 2001, nearly 1,300 of the reliable aircraft were still in service.
On Jan. 13, 1991, the first 727 built -- which had been in continual service with United Airlines since 1964 -- finally made its last commercial flight and was donated to the Museum of Flight in Seattle.
Introduced into service in February 1964, the 727 trijet became an immediate hit with flight crews and passengers alike. With a fuselage width the same as the 707 (and the later 737 and 757), it provided jet luxury on shorter routes. With sophisticated, triple-slotted trailing edge flaps and new leading-edge slats, the 727 had unprecedented low-speed landing and takeoff performance for a commercial jet and could be accommodated by smaller airports than the 707 required.
The 727, like all Boeing jetliners, was continually modified to fit the changing market. It began with the -100 series, of which 407 were sold. This was followed by the -100C convertible that featured a main-deck side cargo door, allowing it to carry either cargo pallets or passengers -- or a combination of both -- on the main deck. Boeing built 164 of these.
The 727-200, introduced in December 1967, had increased gross weight and a 20-foot longer fuselage that could accommodate as many as 189 passengers in an all-tourist configuration. In all its variations, 1,245 of the -200s were sold. The last version, the 727-200F, had a 58,000-pound, 11-pallet cargo capability. Fifteen of these were sold to Federal Express.
Structural improvements, a more powerful engine and greater fuel capacity led to the Advanced 727-200 in May 1971. This advanced series had improved payload/range capability, better runway performance and a completely restyled "widebody look" as standard equipment
Lufthansa German Airlines and Air Algerie put 727s with the new interior into service in April 1971. Passenger response was enthusiastic, and by November 1972, this spacious interior was standard equipment on all production 707, 727 and 737 aircraft, and was offered for retrofit as well.
Later performance improvements for the 727 included another gross weight boost, from a maximum 170,000 pounds (77,122 kg) to 191,000 pounds (86,600 kg) for the Advanced version. On February 3, 1972, another increase to 208,000 pounds (94,348 kg) was announced, together with the purchase of three of the "heavyweights" by Sterling Airways of Denmark. The 727's highest gross weight was eventually raised to 210,000 pounds (95,300 kg).
The 727 became the best-selling airliner in history when orders passed the 1,000 mark in September 1972. By January 1983, orders reached 1,831. One Boeing-owned test airplane brought the grand total to 1,832. Today, the Boeing 737 has surpassed that total, but the 727 holds a permanent place in the annals of aviation as one of the most significant airplanes in the development of the world's jet transportation system.
On Dec. 5, 1977, the worldwide 727 fleet carried its one billionth (1,000,000,000) passenger -- a mark never attained before by a commercial aircraft. Today, the number has reached well over 4 billion.
One hundred and one customers purchased new 727s from Boeing, although dozens more have placed the airplane type into service as "second tier" operators. More than 300 727s built as passenger airplanes have been converted to freighters, a process that continues today.
Production of the 727 extended from the early 1960s to August 1984 -- a remarkable length of time, considering the original market forecast was for 250 airplanes. As it turned out, 1,831 were delivered. Twenty years later, when the last 727 was delivered, this versatile fleet was carrying 13 million passengers each month. As of January 2001, nearly 1,300 of the reliable aircraft were still in service.
On Jan. 13, 1991, the first 727 built -- which had been in continual service with United Airlines since 1964 -- finally made its last commercial flight and was donated to the Museum of Flight in Seattle.
Introduced into service in February 1964, the 727 trijet became an immediate hit with flight crews and passengers alike. With a fuselage width the same as the 707 (and the later 737 and 757), it provided jet luxury on shorter routes. With sophisticated, triple-slotted trailing edge flaps and new leading-edge slats, the 727 had unprecedented low-speed landing and takeoff performance for a commercial jet and could be accommodated by smaller airports than the 707 required.
The 727, like all Boeing jetliners, was continually modified to fit the changing market. It began with the -100 series, of which 407 were sold. This was followed by the -100C convertible that featured a main-deck side cargo door, allowing it to carry either cargo pallets or passengers -- or a combination of both -- on the main deck. Boeing built 164 of these.
The 727-200, introduced in December 1967, had increased gross weight and a 20-foot longer fuselage that could accommodate as many as 189 passengers in an all-tourist configuration. In all its variations, 1,245 of the -200s were sold. The last version, the 727-200F, had a 58,000-pound, 11-pallet cargo capability. Fifteen of these were sold to Federal Express.
Structural improvements, a more powerful engine and greater fuel capacity led to the Advanced 727-200 in May 1971. This advanced series had improved payload/range capability, better runway performance and a completely restyled "widebody look" as standard equipment
Lufthansa German Airlines and Air Algerie put 727s with the new interior into service in April 1971. Passenger response was enthusiastic, and by November 1972, this spacious interior was standard equipment on all production 707, 727 and 737 aircraft, and was offered for retrofit as well.
Later performance improvements for the 727 included another gross weight boost, from a maximum 170,000 pounds (77,122 kg) to 191,000 pounds (86,600 kg) for the Advanced version. On February 3, 1972, another increase to 208,000 pounds (94,348 kg) was announced, together with the purchase of three of the "heavyweights" by Sterling Airways of Denmark. The 727's highest gross weight was eventually raised to 210,000 pounds (95,300 kg).
The 727 became the best-selling airliner in history when orders passed the 1,000 mark in September 1972. By January 1983, orders reached 1,831. One Boeing-owned test airplane brought the grand total to 1,832. Today, the Boeing 737 has surpassed that total, but the 727 holds a permanent place in the annals of aviation as one of the most significant airplanes in the development of the world's jet transportation system.
On Dec. 5, 1977, the worldwide 727 fleet carried its one billionth (1,000,000,000) passenger -- a mark never attained before by a commercial aircraft. Today, the number has reached well over 4 billion.
One hundred and one customers purchased new 727s from Boeing, although dozens more have placed the airplane type into service as "second tier" operators. More than 300 727s built as passenger airplanes have been converted to freighters, a process that continues today.
BOEING 767 AIRCRAFT
The Boeing 767 is a commercial passenger airplane manufactured by Boeing Commercial Airplanes.
The Boeing 767, a widebody jet, was introduced at around the same time as the 757 , its narrowbody sister. The 767 has a seat-to-aisle ratio in economy class of 3.5 seats per aisle, making for quicker food service and quicker exit of the plane than many other jetliners, which typically have between four and six seats per aisle in economy class.
The 767 is to be replaced in the Boeing lineup by the 787.
767-200 - The first model of the 767, launched in 1978 and produced from 1981 to 1994. It entered service with United Airlines in 1982.
767-200ER - An extended-range variant first delivered to El Al in 1984. It became the first 767 to complete a nonstop transatlantic journey, and broke the flying distance record for twinjet airliners several times.
767-300 - A lengthened 767 ordered by Japan Airlines in 1983 . It first flew on January 14 , 1986 , and was delivered to JAL on that September 25.
767-300ER - An extended-range variant of the -300. It flew for the first time in 1986, but received no commercial orders until American Airlines purchased several in 1987. The aircraft entered service with AA in 1988. In 1995, EVA Air used a 767-300ER to inaugurate the first transpacific 767 service.
767-300F - A highly-automated air freight version of the 767-300ER, ordered by United Parcel Service in 1993 and delivered in 1995.
767-400ER - Another extended long-range variant, made as a niche aircraft for Delta Air Lines and Continental Airlines to replace their L-1011 and DC-10 fleets. It is the only 767 model to feature "raked" wingtips, which increase fuel efficiency. The first production 767-400ER was delivered in 2000.
E-767 - AWACS platform used by the military of Japan. Essentially the E-3 Sentry mission package on a 767 platform.
KC-767 Tanker Transport - aerial refueling platform currently used by the Italian Air Force and the Japanese Self-Defense Forces. The United States Air Force has expressed interest in the aircraft, with a contract for the lease of 100 aircraft under review. The KC-767 has lost out to the Airbus A330 in two recent contests, for the RAF and Royal Australian Air Force, more than likely due to delays in the USAF 's own procurement of these aircraft. It has won in Japan and Italy, however.
E-10 MC2A - Replacement for the Boeing 707 - based E-3 Sentry AWACS, the E-8 Joint STARS aircraft, and EC-135 ELINT aircraft. This is an all-new system, and not based upon the Japanese AWACS aircraft.
The Boeing 767 family is a complete family of airplanes providing maximum market versatility in the 200- to 300-seat market. The Boeing 767 family includes three passenger models -- the 767-200ER, 767-300ER and 767-400ER -- and a freighter, which is based on the 767-300ER fuselage.
The twin-engine 767 -- sized between the single-aisle 757 and the larger, twin-aisle 777 -- has built a reputation among airlines for its profitability and comfort.
The 767-400ER brings significant improvements in operating economics over competing airplanes in the 240- to 300-seat market. The payload capability, intercontinental range, passenger comfort and commonality with other Boeing jetliners give this airplane strong market appeal.
The 767 Freighter is a derivative of the popular 767-300ER (extended range) passenger twinjet. All the advancements in avionics, aerodynamics, materials and propulsion that were developed for passenger versions of the 767 are incorporated in the freighter. Its design provides excellent fuel efficiency, operational flexibility, low-noise levels and an all-digital flight deck.
You can breathe easy with the 767 family. 767s produce less pollutant emissions per pound of fuel than any comparably sized jetliner, including the A330-200. When combined with the fact that the 767 also burns significantly less fuel, the 767 is truly the "clear" winner. The 767 family is cleaner than industry standards for all categories of emissions -- nitrogen oxides, hydrocarbons, smoke and carbon monoxide.
Did you know: The air flowing through a 767-400ER engine at takeoff power could inflate the Goodyear Blimp in seven seconds.
Also browse the 767 program milestones, take a quick look at the 767 Program important dates or read about the changes in flight deck design. Celebrate the 20th anniversary of the 767 (PDF file) and check out the 767 as a tanker transport.
BOEING 797 AIRCRAFT
Boeing is preparing a 1000 passenger jet that could reshape the Air travel industry for the next 100 years.The radical Blended Wing design has been developed by Boeing in cooperation with the NASA Langley Research Centre. The mammoth plane will have a wing span of 265 feet compared to the 747's 211 feet, and is designed to fit within the newly created terminals used for the 555 seat Airbus A380, which is 262 feet wide.The new 797 is in direct response to the Airbus A380 which has racked up 159 orders, but has not yet flown any passengers. Boeing decided to kill its 747X stretched super jumbo in 2003 after little interest was shown by airline companies, but has continued to develop the ultimate Airbus crusher 797 for years at its Phantom Works research facility in Long Beach, Calif.
The Airbus A380 has been in the works since 1999 and has accumulated $13 billion in development costs, which gives Boeing a huge advantage now that Airbus has committed to the older style tubular aircraft for decades to come. There are several big advantages to the blended wing design, the most important being the lift to drag ratio which is expected to increase by an amazing 50%, with overall weight reduced by 25%, making it an estimated 33% more efficient than the A380, and making Airbus's $13 billion dollar investment look pretty shaky.
High body rigidity is another key factor in blended wing aircraft, It reduces turbulence and creates less stress on the air frame which adds to efficiency, giving the 797 a tremendous 8800 nautical mile range with its 1000 passengers flying comfortably at mach .88 or 654 mph (+-1046km/h) cruising speed another advantage over the Airbus tube-and-wing designed A380's 570 mph (912 km/h) The exact date for introduction is unclear, yet the battle lines are clearly drawn in the high-stakes war for civilian air supremacy.
Boeing may someday introduce a commercial airliner designated with the number 797, and although the company's The image is a conceptual picture from an article about the future of aviation proclaiming it to be Boeing's response to competition from the Airbus A380 in the commercial airliner business.
The Airbus A380 has been in the works since 1999 and has accumulated $13 billion in development costs, which gives Boeing a huge advantage now that Airbus has committed to the older style tubular aircraft for decades to come. There are several big advantages to the blended wing design, the most important being the lift to drag ratio which is expected to increase by an amazing 50%, with overall weight reduced by 25%, making it an estimated 33% more efficient than the A380, and making Airbus's $13 billion dollar investment look pretty shaky.
High body rigidity is another key factor in blended wing aircraft, It reduces turbulence and creates less stress on the air frame which adds to efficiency, giving the 797 a tremendous 8800 nautical mile range with its 1000 passengers flying comfortably at mach .88 or 654 mph (+-1046km/h) cruising speed another advantage over the Airbus tube-and-wing designed A380's 570 mph (912 km/h) The exact date for introduction is unclear, yet the battle lines are clearly drawn in the high-stakes war for civilian air supremacy.
Boeing may someday introduce a commercial airliner designated with the number 797, and although the company's The image is a conceptual picture from an article about the future of aviation proclaiming it to be Boeing's response to competition from the Airbus A380 in the commercial airliner business.
AIRBUS A300 AIRCRAFT
The Airbus A300 is a short- to medium-range widebody aircraft. Launched in 1972 as the world's first twin-engined widebody, it was the first product of the Airbus consortium of European aerospace companies, wholly owned today by EADS. The A300 ceased production in July 2007, along with the smaller A310. Freighter sales for which the A300 competed are to be fulfilled by a new A330-200F derivative.
Development historyThe mission requirements were given in 1966 by Frank Kolk, an American Airlines executive, for a Boeing 727 replacement on busy short- to medium-range routes such as US transcontinental flights. His brief included a passenger capacity of 250 to 300 seated in a twin-aisle configuration and fitted with two engines, with the capability of carrying full passengers without penalty from high-altitude airports like Denver. American manufacturers responded with widebody trijets, the McDonnell Douglas DC-10 and the Lockheed L-1011 Tristar, as twinjets were banned from many routes by the FAA.
French president Charles de Gaulle resented the US domination of civil aviation and wanted a European airliner that could compete with American designs.[citation needed] Concorde was part of the answer, designed for intercontinental routes; the other was the A300, designed to meet Kolk's US domestic requirements.
In September 1967, the British, French, and German governments signed a Memorandum of Understanding (MoU) to start development of the 300-seat Airbus A300. An earlier announcement had been made in July 1967, but at that time the announcement had been clouded by the British Government's support for the Airbus, which coincided with its refusal to back British Aircraft Corporation's (BAC) proposed competitor, a development of the BAC 1-11 — despite a preference for the latter expressed by British European Airways (BEA).
In the months following this agreement, both the French and British governments expressed doubts about the aircraft. Another problem was the requirement for a new engine to be developed by Rolls-Royce, the RB207. In December 1968, the French and British partner companies (Sud Aviation and Hawker Siddeley) proposed a revised configuration, the 250-seat Airbus A250. Renamed the A300B, the aircraft would not require new engines, reducing development costs. To attract potential US customers, American General Electric CF6-50 engines powered the A300 instead of the British RB207. The British government was upset and withdrew from the venture; however, the British firm Hawker-Siddeley stayed on as a contractor, developing the wings for the A300, which were pivotal in later versions' impressive performance from short domestic to long intercontinental flights.[citation needed] (Years later, through British Aerospace, the UK re-entered the consortium.)
Airbus Industrie was formally set up in 1970 following an agreement between AĂ©rospatiale (France), the antecedents to Deutsche Aerospace (Germany) . They were to be joined by the Spanish CASA in 1971. Each company would deliver its sections as fully equipped, ready-to-fly items.
In 1972 the A300 made its maiden flight. The first production model, the A300B2, entered service in 1974. Initially the success of the consortium was poor, but by 1979 there were 81 aircraft in service. It was the launch of the A320 in 1981 that established Airbus as a major player in the aircraft market — the aircraft had over 400 orders before it first flew, compared to 15 for the A300 in 1972.
The A300 was the first airliner to use just-in-time manufacturing techniques. Complete aircraft sections were manufactured by consortium partners all over Europe. These were airlifted to the final assembly line at Toulouse-Blagnac by a fleet of Boeing 377-derived Aero Spacelines Super Guppy aircraft. Originally devised as a way to share the work among Airbus's partners without the expense of two assembly lines, it turned out to be a more efficient way of building airplanes (more flexible and reduced costs) as opposed to building the whole airplane at one site. This fact was not lost on Boeing, which, over thirty years later, decided to manufacture the Boeing 787 in this manner, using outsized 747s to ferry wings and other parts from Japan.
The A300 cemented European cooperation in aviation. Its first flight was commemorated on a French three franc stamp.
Airbus partners employed the latest technology, some derived from the Concorde. On entry into service in 1974, the A300 was very advanced and influenced later subsonic airliner designs. The technological highlights include:
Advanced wings by de Havilland (later BAE Systems) with: supercritical airfoil section for economical performance advanced aerodynamically efficient flight controls 222-inch diameter circular fuselage section for 8-abreast passenger seating and wide enough for 2 LD3 cargo containers side-by-side Structures made from metal billets, reducing weight First airliner to be fitted with wind shear protection Advanced autopilots capable of flying the aircraft from climb-out to landing Electrically controlled braking system Later A300s incorporate other advanced features such as
2-man crew by automating the flight engineer's functions, an industry first Glass cockpit flight instruments Extensive use of composites for an aircraft of its era Center-of-gravity control by shifting around fuel The first airliner to use wingtip fences for better aerodynamics All these made the A300 a substitute for the widebody trijets such as McDonnell Douglas DC-10 and Lockheed L-1011 for short to medium routes. On the early versions, Airbus used the same engines and similar major systems as the DC-10.
After the launch, sales of the A300 were weak for some years, with most orders going to airlines that had an obligation to favor the domestically made product — notably Air France and Lufthansa. At one stage, Airbus had 16 "whitetail" A300s – completed but unsold aircraft – sitting on the tarmac. Indian Airlines was the world's first domestic airline to purchase the A300. These have now been retired.
In 1977, U.S. carrier Eastern Air Lines leased four A300s as an in-service trial. Frank Borman, ex-astronaut and the then CEO, was impressed that the A300 consumed 30% less fuel than his fleet of Tristars and then ordered 23 of the type. This was followed by an order from Pan Am. From then on, the A300 family sold rather well, eventually reaching the current total of 858 on order or delivered.
The aircraft found particular favour with Asian airlines, being bought by Japan Air System, Korean Air, Thai Airways International, Singapore Airlines, Malaysia Airlines, Philippine Airlines, Garuda Indonesia, China Airlines, Pakistan International Airlines, Indian Airlines, Trans Australia Airlines and many others. As Asia did not have restrictions similar to the FAA 60-minutes rule for twin-engine airliners which existed at the time, Asian airlines used A300s for routes across Bay of Bengal and South China Sea.
In 1977, the A300B4 became the first “ETOPS compliant” aircraft – its high performance and safety standards qualified it for Extended Twin Engine Operations over water, providing operators with more versatility in routing. By 1981, Airbus was growing rapidly, with over 300 aircraft sold and options for 200 more planes for over forty airlines. Alarmed by the success of the A300, Boeing responded with the new Boeing 767.
The A300 provided Airbus the experience of manufacturing and selling airliners competitively. The basic fuselage of the A300 was later stretched (A330 and A340), shrunk (A310), or modified into derivatives (A300-600ST Beluga Super Transporter).
The A300 has reached the end of production, and the last A300 freighter has been completed and delivered. The largest freight operator of the A300 is FedEx, which, as of January 2006, had 95 A300/310 aircraft. United Parcel Service (UPS) also operates freighter versions of the A300. The final version was the A300-600R and is rated for 180-minute ETOPS. The A300 has enjoyed renewed interest in the secondhand market for conversion to freighters. The freighter versions – either new-build A300-600s or converted ex-passenger A300-600s, A300B2s and B4s – account for most of the world freighter fleet after the Boeing 747 freighter.
In March 2006 Airbus announced the closure of the A300/A310 line making them the first Airbus aircraft to be discontinued. The final production A300 made its initial flight on 18 April 2007[3] and was delivered on 12 July 2007. It was an A300F freighter for FedEx. Airbus has announced a support package to keep A300s flying commercially until at least 2025.
A300B1 Only two were built: the first prototype, and a second aircraft which was later sold for airline service (to Air Algérie) and has now been scrapped. It has accommodation for 259 passengers with a maximum weight of 132,000 kg and two General Electric CF6-50A engines of 220 kN thrust. A300B2 The first production version. Powered by CF6 or Pratt & Whitney JT9D engines of between 227 and 236 kN thrust, it entered service with Air France in May 1974. A300B2-100: 137 Metric Ton MTOW A300B2-200: 142 Metric Ton MTOW, with Kruger flaps A300B2-300: increased Maximum Landing Weight/Maximum Zero Fuel Weight A300B4 The major production version. Features a center fuel tank for increased fuel capacity (47,500 kg). Production of the B2 and B4 totaled 248. A300B4-100: 157.5 Metric Ton MTOW A300B4-200: 165 Metric Ton MTOW A300B4-200FF: An A300 with a "forward-facing" crew compartment. The world's first 2-crew widebody airliner. Includes some of the A310's and A300-600's digital avionics. First saw service with Garuda in 1982, further customers were VASP, Tunisair and Kar-Air/Finnair. A300B4-600: Referred to as the A300-600. See Below. A300C4: Convertible freighter version, with a large cargo door on the port side. First delivered to South African Airways in October 1982. A300F4-203: Freighter version of the A300B4-200. First delivery occurred in 1986, but only very few were built as the A300F4-200 was soon replaced by the more capable A300-600F (official designation: A300F4-600F). A300-600: Officially designated A300B4-600, this version is the same length as the B2 and B4 but has increased space because it uses the A310 rear fuselage and tail. It has higher power CF6-80 or Pratt & Whitney PW4000 engines and entered service in 1983 with Saudi Arabian Airlines. A total of 313 A300-600s (all versions) have been sold. A300-600: (Official designation: A300B4-600) The baseline model of the -600 series. A300-620C: (Official designation: A300C4-620) A convertible freighter version. First delivery December 1985. A300-600F: (Official designation: A300F4-600) The freighter version of the baseline -600. A300-600R: (Official designation: A300B4-600R) The increased range -600, achieved by an additional trim fuel tank in the tail. First delivery in 1988 to American Airlines; all A300s built since 1989 (freighters included) are -600Rs. Japan Airlines took delivery of the last new-built passenger A300, an A300-622R, in November 2002. A300-600RF: (Official designation: A300F4-600R) The freighter version of the -600R. All A300s delivered between November 2002 and July 12 2007 (last ever A300 delivery) were A300-600RFs. A300-600ST: Commonly referred to as the Beluga or "Airbus Super Transporter," these five airframes are used by Airbus to ferry parts between the company's disparate manufacturing facilities, thus enabling workshare distribution. They replaced the four Aero Spacelines Super Guppys previously used by Airbus. A300B10 (A310) Introduced a shorter fuselage, a new, higher aspect ratio wing, smaller tail and two crew operation. It is available in standard -200 and the Extended range -300 with 9,600 km range in both passenger and full cargo versions. It is also available as a military tanker/transport serving the Canadian Forces and Luftwaffe. Sales total 260, although five of these (ordered by Iraqi Airways) were never built.
Development historyThe mission requirements were given in 1966 by Frank Kolk, an American Airlines executive, for a Boeing 727 replacement on busy short- to medium-range routes such as US transcontinental flights. His brief included a passenger capacity of 250 to 300 seated in a twin-aisle configuration and fitted with two engines, with the capability of carrying full passengers without penalty from high-altitude airports like Denver. American manufacturers responded with widebody trijets, the McDonnell Douglas DC-10 and the Lockheed L-1011 Tristar, as twinjets were banned from many routes by the FAA.
French president Charles de Gaulle resented the US domination of civil aviation and wanted a European airliner that could compete with American designs.[citation needed] Concorde was part of the answer, designed for intercontinental routes; the other was the A300, designed to meet Kolk's US domestic requirements.
In September 1967, the British, French, and German governments signed a Memorandum of Understanding (MoU) to start development of the 300-seat Airbus A300. An earlier announcement had been made in July 1967, but at that time the announcement had been clouded by the British Government's support for the Airbus, which coincided with its refusal to back British Aircraft Corporation's (BAC) proposed competitor, a development of the BAC 1-11 — despite a preference for the latter expressed by British European Airways (BEA).
In the months following this agreement, both the French and British governments expressed doubts about the aircraft. Another problem was the requirement for a new engine to be developed by Rolls-Royce, the RB207. In December 1968, the French and British partner companies (Sud Aviation and Hawker Siddeley) proposed a revised configuration, the 250-seat Airbus A250. Renamed the A300B, the aircraft would not require new engines, reducing development costs. To attract potential US customers, American General Electric CF6-50 engines powered the A300 instead of the British RB207. The British government was upset and withdrew from the venture; however, the British firm Hawker-Siddeley stayed on as a contractor, developing the wings for the A300, which were pivotal in later versions' impressive performance from short domestic to long intercontinental flights.[citation needed] (Years later, through British Aerospace, the UK re-entered the consortium.)
Airbus Industrie was formally set up in 1970 following an agreement between AĂ©rospatiale (France), the antecedents to Deutsche Aerospace (Germany) . They were to be joined by the Spanish CASA in 1971. Each company would deliver its sections as fully equipped, ready-to-fly items.
In 1972 the A300 made its maiden flight. The first production model, the A300B2, entered service in 1974. Initially the success of the consortium was poor, but by 1979 there were 81 aircraft in service. It was the launch of the A320 in 1981 that established Airbus as a major player in the aircraft market — the aircraft had over 400 orders before it first flew, compared to 15 for the A300 in 1972.
The A300 was the first airliner to use just-in-time manufacturing techniques. Complete aircraft sections were manufactured by consortium partners all over Europe. These were airlifted to the final assembly line at Toulouse-Blagnac by a fleet of Boeing 377-derived Aero Spacelines Super Guppy aircraft. Originally devised as a way to share the work among Airbus's partners without the expense of two assembly lines, it turned out to be a more efficient way of building airplanes (more flexible and reduced costs) as opposed to building the whole airplane at one site. This fact was not lost on Boeing, which, over thirty years later, decided to manufacture the Boeing 787 in this manner, using outsized 747s to ferry wings and other parts from Japan.
The A300 cemented European cooperation in aviation. Its first flight was commemorated on a French three franc stamp.
Airbus partners employed the latest technology, some derived from the Concorde. On entry into service in 1974, the A300 was very advanced and influenced later subsonic airliner designs. The technological highlights include:
Advanced wings by de Havilland (later BAE Systems) with: supercritical airfoil section for economical performance advanced aerodynamically efficient flight controls 222-inch diameter circular fuselage section for 8-abreast passenger seating and wide enough for 2 LD3 cargo containers side-by-side Structures made from metal billets, reducing weight First airliner to be fitted with wind shear protection Advanced autopilots capable of flying the aircraft from climb-out to landing Electrically controlled braking system Later A300s incorporate other advanced features such as
2-man crew by automating the flight engineer's functions, an industry first Glass cockpit flight instruments Extensive use of composites for an aircraft of its era Center-of-gravity control by shifting around fuel The first airliner to use wingtip fences for better aerodynamics All these made the A300 a substitute for the widebody trijets such as McDonnell Douglas DC-10 and Lockheed L-1011 for short to medium routes. On the early versions, Airbus used the same engines and similar major systems as the DC-10.
After the launch, sales of the A300 were weak for some years, with most orders going to airlines that had an obligation to favor the domestically made product — notably Air France and Lufthansa. At one stage, Airbus had 16 "whitetail" A300s – completed but unsold aircraft – sitting on the tarmac. Indian Airlines was the world's first domestic airline to purchase the A300. These have now been retired.
In 1977, U.S. carrier Eastern Air Lines leased four A300s as an in-service trial. Frank Borman, ex-astronaut and the then CEO, was impressed that the A300 consumed 30% less fuel than his fleet of Tristars and then ordered 23 of the type. This was followed by an order from Pan Am. From then on, the A300 family sold rather well, eventually reaching the current total of 858 on order or delivered.
The aircraft found particular favour with Asian airlines, being bought by Japan Air System, Korean Air, Thai Airways International, Singapore Airlines, Malaysia Airlines, Philippine Airlines, Garuda Indonesia, China Airlines, Pakistan International Airlines, Indian Airlines, Trans Australia Airlines and many others. As Asia did not have restrictions similar to the FAA 60-minutes rule for twin-engine airliners which existed at the time, Asian airlines used A300s for routes across Bay of Bengal and South China Sea.
In 1977, the A300B4 became the first “ETOPS compliant” aircraft – its high performance and safety standards qualified it for Extended Twin Engine Operations over water, providing operators with more versatility in routing. By 1981, Airbus was growing rapidly, with over 300 aircraft sold and options for 200 more planes for over forty airlines. Alarmed by the success of the A300, Boeing responded with the new Boeing 767.
The A300 provided Airbus the experience of manufacturing and selling airliners competitively. The basic fuselage of the A300 was later stretched (A330 and A340), shrunk (A310), or modified into derivatives (A300-600ST Beluga Super Transporter).
The A300 has reached the end of production, and the last A300 freighter has been completed and delivered. The largest freight operator of the A300 is FedEx, which, as of January 2006, had 95 A300/310 aircraft. United Parcel Service (UPS) also operates freighter versions of the A300. The final version was the A300-600R and is rated for 180-minute ETOPS. The A300 has enjoyed renewed interest in the secondhand market for conversion to freighters. The freighter versions – either new-build A300-600s or converted ex-passenger A300-600s, A300B2s and B4s – account for most of the world freighter fleet after the Boeing 747 freighter.
In March 2006 Airbus announced the closure of the A300/A310 line making them the first Airbus aircraft to be discontinued. The final production A300 made its initial flight on 18 April 2007[3] and was delivered on 12 July 2007. It was an A300F freighter for FedEx. Airbus has announced a support package to keep A300s flying commercially until at least 2025.
A300B1 Only two were built: the first prototype, and a second aircraft which was later sold for airline service (to Air Algérie) and has now been scrapped. It has accommodation for 259 passengers with a maximum weight of 132,000 kg and two General Electric CF6-50A engines of 220 kN thrust. A300B2 The first production version. Powered by CF6 or Pratt & Whitney JT9D engines of between 227 and 236 kN thrust, it entered service with Air France in May 1974. A300B2-100: 137 Metric Ton MTOW A300B2-200: 142 Metric Ton MTOW, with Kruger flaps A300B2-300: increased Maximum Landing Weight/Maximum Zero Fuel Weight A300B4 The major production version. Features a center fuel tank for increased fuel capacity (47,500 kg). Production of the B2 and B4 totaled 248. A300B4-100: 157.5 Metric Ton MTOW A300B4-200: 165 Metric Ton MTOW A300B4-200FF: An A300 with a "forward-facing" crew compartment. The world's first 2-crew widebody airliner. Includes some of the A310's and A300-600's digital avionics. First saw service with Garuda in 1982, further customers were VASP, Tunisair and Kar-Air/Finnair. A300B4-600: Referred to as the A300-600. See Below. A300C4: Convertible freighter version, with a large cargo door on the port side. First delivered to South African Airways in October 1982. A300F4-203: Freighter version of the A300B4-200. First delivery occurred in 1986, but only very few were built as the A300F4-200 was soon replaced by the more capable A300-600F (official designation: A300F4-600F). A300-600: Officially designated A300B4-600, this version is the same length as the B2 and B4 but has increased space because it uses the A310 rear fuselage and tail. It has higher power CF6-80 or Pratt & Whitney PW4000 engines and entered service in 1983 with Saudi Arabian Airlines. A total of 313 A300-600s (all versions) have been sold. A300-600: (Official designation: A300B4-600) The baseline model of the -600 series. A300-620C: (Official designation: A300C4-620) A convertible freighter version. First delivery December 1985. A300-600F: (Official designation: A300F4-600) The freighter version of the baseline -600. A300-600R: (Official designation: A300B4-600R) The increased range -600, achieved by an additional trim fuel tank in the tail. First delivery in 1988 to American Airlines; all A300s built since 1989 (freighters included) are -600Rs. Japan Airlines took delivery of the last new-built passenger A300, an A300-622R, in November 2002. A300-600RF: (Official designation: A300F4-600R) The freighter version of the -600R. All A300s delivered between November 2002 and July 12 2007 (last ever A300 delivery) were A300-600RFs. A300-600ST: Commonly referred to as the Beluga or "Airbus Super Transporter," these five airframes are used by Airbus to ferry parts between the company's disparate manufacturing facilities, thus enabling workshare distribution. They replaced the four Aero Spacelines Super Guppys previously used by Airbus. A300B10 (A310) Introduced a shorter fuselage, a new, higher aspect ratio wing, smaller tail and two crew operation. It is available in standard -200 and the Extended range -300 with 9,600 km range in both passenger and full cargo versions. It is also available as a military tanker/transport serving the Canadian Forces and Luftwaffe. Sales total 260, although five of these (ordered by Iraqi Airways) were never built.
AIRBUS A330
The Airbus A330 is a large-capacity, wide-body, twin-engine, medium-to-long-range commercial passenger airliner. It was developed at the same time as the four-engined Airbus A340, and will likely be replaced by the Airbus A350.
Design and development
Airbus intended the A330 to compete directly in the ETOPS (Extended-range Twin-engine Operation Performance Standards) market, specifically with the Boeing 767. The A330 first entered service in 1987; airlines purchased it to replace the McDonnell Douglas DC-10. The A330 is 38% more fuel efficient than the DC-10.
The A330's fuselage and wings are virtually identical to those of the smaller A340 variants, although it has different engines. The A330 basic fuselage design is inherited from the Airbus A300, and the nose/cockpit section and the fly-by-wire system and flightdeck are inherited from the A320. Both the A330 and A340 are assembled on the same final assembly line at Toulouse-Blagnac, France.
The A330's fuselage and wings are virtually identical to those of the smaller A340 variants, although it has different engines. The A330 basic fuselage design is inherited from the Airbus A300, and the nose/cockpit section and the fly-by-wire system and flightdeck are inherited from the A320. Both the A330 and A340 are assembled on the same final assembly line at Toulouse-Blagnac, France.
By the end of March 2008, a total of 921 A330s had been ordered and 533 delivered.
Variants
There are two main variants of the A330. The A330-300 was launched in 1987 with introduction into service in 1993. The A330-200 was launched in 1995, introduced in 1998 with passenger, freighter and tanker (Airbus A330 MRTT) variants available.
Its vertical fin is taller than that of the A330-300 to restore its effectiveness due to the shorter moment arm of the shorter fuselage. It has additional fuel capacity and, like the A330-300, has a Maximum Take-Off Weight (MTOW) of 233 tonnes. Typical range with 253 passengers in a three-class configuration is 12,500 km (6,750 nautical miles).
Power is provided by two General Electric CF6-80E, Pratt & Whitney PW4000 or Rolls-Royce Trent 700 engines. All engines are ETOPS-180 min rated. First customer deliveries, to ILFC/Canada 3000, were in April 1998.
The direct Boeing equivalent is currently the 767-300ER and in the future will be the 787-8. The A330-200 has sold strongly since its launch, outselling the Boeing 767-300ER by 23 to 9 in 2004.
Power is provided by two General Electric CF6-80E, Pratt & Whitney PW4000 or Rolls-Royce Trent 700 engines. All engines are ETOPS-180 min rated. First customer deliveries, to ILFC/Canada 3000, were in April 1998.
The direct Boeing equivalent is currently the 767-300ER and in the future will be the 787-8. The A330-200 has sold strongly since its launch, outselling the Boeing 767-300ER by 23 to 9 in 2004.
AIRBUS A340 AIRCRAFT
Airbus A340
The Airbus A340 is a long-range widebody commercial passenger airplane manufactured by Airbus. It is similar in design to its sister, the A330, but uses four engines rather than two. It was initially designed as a smaller replacement for early generation Boeing 747's, but the latest variants now compete with Boeing's 777 series of aircraft on long-haul and ultra long-haul routes.
History
Airbus' new aircraft was launched in 1988, as a long-range complement to the short-range A320 and the medium-range A300. At the time the newest long-range widebody, the twinjet Boeing 767, was at a disadvantage against aircraft such as the 747 because of the ETOPS problem: two-engined aircraft have to stay within close range of emergency airfields in case one of their engines malfunctions. The four-engined A340 design was an attempt to make a new-generation competitor for ETOPS-immune aircraft like the Boeing 747.
Airbus' engineers designed the A340 in parallel with the twin-engined A330: both aircraft share the same wing and similar fuselage structure and borrow heavily from the advanced avionics developed for the A320. Original intentions were to use the new superfan engines of IAE (International Aero Engines) on the A340 but IAE decided to stop their development and the CFMI CFM56-5C4 was used instead. When the A340 first flew in 1991, engineers noticed a potentially major design flaw in the first model: the wings were not strong enough to carry the outboard engines at cruising speed without warping and fluttering. To alleviate this an underwing bulge called the plastron was developed to fix airflow problems around the engine pylons. The modified A340 began commercial service in 1993 with Lufthansa and Air France.
Airbus' engineers designed the A340 in parallel with the twin-engined A330: both aircraft share the same wing and similar fuselage structure and borrow heavily from the advanced avionics developed for the A320. Original intentions were to use the new superfan engines of IAE (International Aero Engines) on the A340 but IAE decided to stop their development and the CFMI CFM56-5C4 was used instead. When the A340 first flew in 1991, engineers noticed a potentially major design flaw in the first model: the wings were not strong enough to carry the outboard engines at cruising speed without warping and fluttering. To alleviate this an underwing bulge called the plastron was developed to fix airflow problems around the engine pylons. The modified A340 began commercial service in 1993 with Lufthansa and Air France.
Technology
The A340 incorporates many high-technology features such as
-Fully digital fly-by-wire flight control system
-Sidestick controller instead of normal control columns
-Common pilot rating with the two-engined A330
-CRT based glass cockpit displays ; LCD-based on -500 & -600
-Composite primary structures
Variants
Initially there were two models of A340, the A340-200 and A340-300. The 200 is shorter than the 300 and has a smaller capacity but can fly farther. In 1997, Airbus launched two lengthened variants of the A340, the ultra-long-range -500 and high-capacity -600 series. Both of these models entered airline service in 2002.
AIRBUS A350 AIRCRAFT
The Airbus A350 is a long-range, mid-sized, widebody family of airliners currently under development, designed to compete with the Boeing 777 and Boeing 787. It will also compete with Airbus' own A330 and A340, since plans to discontinue those models have not been announced.
Development
Development
Early designsWhen Boeing announced its 787 Dreamliner project, it claimed the lower operating costs of this airplane would make it a serious threat to the Airbus A330. Publicly, Airbus initially rejected this claim, stating that the 787 was itself just a reaction to the A330, and that no response was needed to the 787.
The airlines pushed Airbus to provide a competitor, as Boeing had committed the 787 to have 20% lower fuel consumption than today's equivalent types. Initially Airbus proposed a simple derivative of the A330, unofficially dubbed the 'A330-200Lite', with improved aerodynamics and engines similar to those on the 787. The airlines were not satisfied and Airbus committed €4 billion to a new design to be called the A350. The original version of the A350 superficially resembled the A330 due to its common fuselage cross-section and assembly. A new wing, engines and a horizontal stabilizer were to be coupled with new composite materials and production methods applied to the fuselage to make the A350 an almost all-new aircraft.
On 16 September 2004, then Airbus president and CEO Noël Forgeard confirmed that a new project was under consideration, but did not give a project name, and would not state whether it would be an entirely new design or a modification of an existing product. Forgeard indicated that Airbus would finalise its concept by the end of 2004, begin consulting with airlines in early 2005, and aim to launch the new development programme at the end of that year.
On 10 December 2004 the boards of EADS and BAE Systems, then the shareholders of Airbus, gave Airbus an "authorisation to offer (ATO)", and formally named it the A350.
The airlines pushed Airbus to provide a competitor, as Boeing had committed the 787 to have 20% lower fuel consumption than today's equivalent types. Initially Airbus proposed a simple derivative of the A330, unofficially dubbed the 'A330-200Lite', with improved aerodynamics and engines similar to those on the 787. The airlines were not satisfied and Airbus committed €4 billion to a new design to be called the A350. The original version of the A350 superficially resembled the A330 due to its common fuselage cross-section and assembly. A new wing, engines and a horizontal stabilizer were to be coupled with new composite materials and production methods applied to the fuselage to make the A350 an almost all-new aircraft.
On 16 September 2004, then Airbus president and CEO Noël Forgeard confirmed that a new project was under consideration, but did not give a project name, and would not state whether it would be an entirely new design or a modification of an existing product. Forgeard indicated that Airbus would finalise its concept by the end of 2004, begin consulting with airlines in early 2005, and aim to launch the new development programme at the end of that year.
On 10 December 2004 the boards of EADS and BAE Systems, then the shareholders of Airbus, gave Airbus an "authorisation to offer (ATO)", and formally named it the A350.
On 6 October 2005 full industrial launch of the program was announced with an estimated development cost of around € 3.5 billion. This version of the A350 was planned to be a 250–300-seat twin-engined wide-body aircraft derived from the design of the existing A330. Under this plan, the A350 would have modified wings and new engines while sharing the same fuselage cross-section as its predecessor. Controversially, the fuselage was to consist primarily of Al-Li, rather than the CFRP fuselage on the 787. It was to see entry into service in 2010 in two versions; the A350-800 capable of flying 8,800 nautical miles (16,300 km) with typical passenger capacity of 253 in 3-class configuration and the 300-seat (3-class) A350-900 with 7,500 nautical mile (13,890 km) range. It was designed to be a direct competitor to the 787-9, and 777-200ER.
Almost immediately Airbus faced criticism on the A350 project by the heads of two of its largest customers, ILFC and GECAS. On 28 March 2006, in the presence of hundreds of top airline executives, Steven F. Udvar-Hazy, of ILFC lambasted Airbus' strategy in bringing to market what they saw as "a Band-aid reaction to the 787," a sentiment which was echoed by GECAS president Henry Hubschman. Udvar-Hazy called on Airbus to bring a clean-sheet design to the table, or risk losing most of the market to Boeing.
Several days later, similar comments were made by Chew Choon Seng, CEO of Singapore Airlines. Chew stated, "having gone to the trouble of designing a new wing, tail, cockpit" and adding advanced new materials, Airbus "should have gone the whole hog and designed a new fuselage." At the time, Singapore was reviewing bids for the 787 and A350.
Airbus responded by stating it was considering improvements for the A350 to satisfy customer demands. At the same time, Airbus then-CEO Gustav Humbert suggested that there would be no quick fixes, stating, "Our strategy isn't driven by the needs of the next one or two campaigns, but rather by a long-term view of the market and our ability to deliver on our promises."
On 14 June 2006, Singapore Airlines announced it had selected the 787 over the A350, ordering 20 787-9s. Emirates decided against making an order for the initial version of the A350 because of weaknesses in the design.
Almost immediately Airbus faced criticism on the A350 project by the heads of two of its largest customers, ILFC and GECAS. On 28 March 2006, in the presence of hundreds of top airline executives, Steven F. Udvar-Hazy, of ILFC lambasted Airbus' strategy in bringing to market what they saw as "a Band-aid reaction to the 787," a sentiment which was echoed by GECAS president Henry Hubschman. Udvar-Hazy called on Airbus to bring a clean-sheet design to the table, or risk losing most of the market to Boeing.
Several days later, similar comments were made by Chew Choon Seng, CEO of Singapore Airlines. Chew stated, "having gone to the trouble of designing a new wing, tail, cockpit" and adding advanced new materials, Airbus "should have gone the whole hog and designed a new fuselage." At the time, Singapore was reviewing bids for the 787 and A350.
Airbus responded by stating it was considering improvements for the A350 to satisfy customer demands. At the same time, Airbus then-CEO Gustav Humbert suggested that there would be no quick fixes, stating, "Our strategy isn't driven by the needs of the next one or two campaigns, but rather by a long-term view of the market and our ability to deliver on our promises."
On 14 June 2006, Singapore Airlines announced it had selected the 787 over the A350, ordering 20 787-9s. Emirates decided against making an order for the initial version of the A350 because of weaknesses in the design.
NASA / USAF XB-70 VALKYRIE - STRATEGIC EXPERIMENTAL BOMBER AIRCRAFT
The XB-70 Valkyrie, with a planned cruise speed of Mach 3 and operating altitude of 70,000 feet, was to be the ultimate high-altitude, high-speed manned strategic bomber. Events, however, would cause it to play a far different role in the history of aviation.
To achieve Mach 3 performance, the B-70 was designed to "ride" its own shock wave, much as a surfer rides an ocean wave. The resulting shape used a delta wing on a slab-sided fuselage that contained the six jet engines that powered the aircraft. The outer wing panels were hinged. During take off, landing, and subsonic flight, they remained in the horizontal position. This feature increased the amount of lift produced, improving the lift-to-drag ratio. Once the aircraft was supersonic, the wing panels would be hinged downward. Changing the position of the wing panels reduced the drag caused by the wingtips interacted with the inlet shock wave. The repositioned wingtips also reduced the area behind the airplane's center of gravity, which reduced trim drag. The downturned outer panels also provided more vertical surface to improve directional stability at high Mach numbers. Attached to the delta was a long, thin forward fuselage. Behind the cockpit were two large canards, which acted as control surfaces.
As impressive a technological feat as the B-70 represented, the aircraft was under development at a time when the future of the manned bomber was uncertain. During the late 1950s and early 1960s, many felt that manned aircraft were obsolete, and the future belonged to missiles. As a result, the Kennedy Administration ended plans to deploy the B-70. Two experimental XB-70A prototypes were under construction at North American Aviation when the program was canceled.
As impressive a technological feat as the B-70 represented, the aircraft was under development at a time when the future of the manned bomber was uncertain. During the late 1950s and early 1960s, many felt that manned aircraft were obsolete, and the future belonged to missiles. As a result, the Kennedy Administration ended plans to deploy the B-70. Two experimental XB-70A prototypes were under construction at North American Aviation when the program was canceled.
At the same time there was growing interest in an American supersonic transport (SST). Jet airliners had cut flight times by more than half in comparison to propeller-powered aircraft. A Mach 2 or 3 SST would make a similar improvement over the new subsonic jet airliners. The Flight Research Center (FRC-now the Dryden Flight Research Center, Edwards, Calif.) had several SST studies underway during the early 1960s. NASA's Douglas F5D-1 was used for landing studies, a North American F-100C was modified to simulate SST handling qualities, a North American A-5A was used to simulate an SST for tests of the air traffic control system, and a Lockheed JetStar was modified as an in-flight SST simulator.
The XB-70 Valkyrie seemed to be a perfect testbed for SST research. It was the same size as the projected SST designs, and used similar structural materials, such as brazed stainless steel honeycomb and titanium. Thus, the XB-70A's role changed from a manned bomber prototype to one of the most remarkable research aircraft ever flown.
The XB-70A number 1 (62-001) made its first flight from Palmdale to Edwards Air F orce Base, Calif., on Sept. 21, 1964. Tests of the XB-70's airworthiness occurred throughout 1964 and 1965 by North American and Air Force test pilots. The Flight Research Center prepared its instrument package. Although intended to cruise at Mach 3, the first XB-70 was found to have poor directional stability above Mach 2.5, and only made a single flight above Mach 3. Despite the problems, the early flights provided data on a number of issues facing SST designers. These included aircraft noise, operational problems, control system design, comparison of wind tunnel predictions with actual flight data, and high-altitude, clear-air turbulence.
The XB-70A number 1 (62-001) made its first flight from Palmdale to Edwards Air F orce Base, Calif., on Sept. 21, 1964. Tests of the XB-70's airworthiness occurred throughout 1964 and 1965 by North American and Air Force test pilots. The Flight Research Center prepared its instrument package. Although intended to cruise at Mach 3, the first XB-70 was found to have poor directional stability above Mach 2.5, and only made a single flight above Mach 3. Despite the problems, the early flights provided data on a number of issues facing SST designers. These included aircraft noise, operational problems, control system design, comparison of wind tunnel predictions with actual flight data, and high-altitude, clear-air turbulence.
NASA Ames Research Center, Moffett Field, Calif., wind-tunnel studies led engineers at North American Aviation in Downey, Calif., to build the second XB-70A (62-207) with an added 5 degrees of dihedral on the wings. This aircraft made its first flight on July 17, 1965. The changes resulted in much better handling, and the second XB-70 achieved Mach 3 for the first time on Jan. 3, 1966. The aircraft made a total of nine Mach 3 flights by June.
TUPOLEV TU-154 RUSSIAN AIRLINER
The Tupolev Tu-154 (Russian: Đ¢ÑƒĐ¿Đ¾Đ»ĐµĐ² Đ¢Ñƒ-154) is a Soviet medium-range trijet airliner, similar to the Boeing 727 and of particularly rugged design. It remains the standard airliner for domestic routes in Russia and other states of the former Soviet Union and to a lesser extent in eastern Europe and Iran. The mainstay of Russian airlines for several decades, the Tu-154 has carried about half of all passengers flown by Aeroflot and its subsidiaries, or approximately 137 million passengers per year, and has been exported and operated by at least 17 foreign airlines. Designed to cope with unpaved and gravel airfields, the plane often operates in extreme Arctic conditions and although production has ceased, there have been requests for resumption of assembly. The Tu-154 often approaches Mach 1 speed making it one of the fastest commercial jets in operation.
The Tu-154 was developed to meet the Aeroflot requirement for a new aircraft to replace the jet-powered Tu-104, plus the Antonov An-10 'Ukraine' and Ilyushin Il-18 turboprops. It competed against the Ilyushin Il-62. The Soviet Ministry of Aircraft Industry picked the Tu-154 because it incorporated the latest in Soviet aircraft design and best met Aeroflot's anticipated requirements of the 1970s and 1980s. The aircraft was to transport a payload of 16 to 18 tons (35,270 to 39,680 lb) over a distance of 2,850 - 4,000 km (1,770 - 2,480 mi) while cruising at a speed of 900 km/h, or a payload of 5.8 tons (12,790 lb) over a distance of 5,800 - 7,000 km (3,600 - 4,350 mi) while cruising at 850 km/h (528 mph). It also had to be able to operate from airfields as short as 2,600 m (8,530 ft) at maximum take-off weight.
The first project chief was Sergey M. Yerger. In 1964 Dimitriy S. Markov assumed that position. In 1975 he turned it over to Aleksandr S. Shengardt.
Major design features
3 engines
powerful high lift devices such as leading edge slats, triple-slotted flaps, and spoilers for the first time in Soviet aircraft design, a high level of reserve was built into all systems, thereby increasing its safety for the first time on any Soviet airliner, irreversible hydraulic actuators on all three control channels six wheel main landing gear, which assisted with braking and deceleration for the first time in the Tupolev Design Bureau's history, there was an auxiliary power unit for engine starting and to supply power to the aircraft while on the ground another first for the Tupolev Design Bureau was a primary electric system that used stable frequency AC power, with two generators connected in parallel for greater reliability. reverse thrusters that can safely be deployed in-flight. an automated flight control system that allowed automated piloting under all conditions, including automated landing.The Tu-154 first flew on October 4, 1968. Commercial service began in February 1972, and production ended in 2006.
In 1988 a modified Tu-154 (dubbed Tu-155 and Tu-156) successfully flew on liquid hydrogen and in 1989 on liquified natural gas used as a fuel in its engines.
Design features
Aeroflot Tu-154 at Moscow Sheremetyevo AirportThe Tu-154 is powered by three rear-mounted low-bypass turbofan engines arranged similarly to those of the Boeing 727, and is slightly larger than its American counterpart. The original model had Kuznetsov NK-8-2, while the Tu-154M has Soloviev D-30KU-154s. All Tu-154 aircraft models have a higher thrust-to-weight ratio than that of the 727 – this gives them superior performance, although at the expense of poorer fuel efficiency, which became an important factor in later decades as fuel costs grew.
The cabin of the Tu-154, although of the same six-abreast seating layout, gives the impression of an oval interior, with a lower ceiling than is common on western airliners (Boeing or Airbus). The passenger doors are also smaller than on the Tu-154's western counterparts. Furthermore, luggage space in the overhead compartments is very limited.
The cabin of the Tu-154, although of the same six-abreast seating layout, gives the impression of an oval interior, with a lower ceiling than is common on western airliners (Boeing or Airbus). The passenger doors are also smaller than on the Tu-154's western counterparts. Furthermore, luggage space in the overhead compartments is very limited.
USAF T-38 TALON TRAINER AIRCRAFT
Mission
The T-38A Talon is a twin-engine, high-altitude, supersonic jet trainer used in a variety of roles because of its design, economy of operations, ease of maintenance, high performance and exceptional safety record. Air Education and Training Command is the primary user of the T-38A for joint specialized undergraduate pilot training. Air Combat Command, Air Force Materiel Command and the National Aeronautics and Space Administration also use the T-38A in various roles.
Features
The T-38A has swept wings, a streamlined fuselage and tricycle landing gear with a steerable nose wheel. Two independent hydraulic systems power the ailerons, rudder and other flight control surfaces. The instructor and student sit in tandem on rocket-powered ejection seats in a pressurized, air-conditioned cockpit. Critical components are waist high and can be easily reached by maintenance crews. The T-38A needs as little as 2,300 feet (695.2 meters) of runway to take off and can climb from sea level to nearly 30,000 feet (9,068 meters) in one minute.
Background
Advanced JSUPT students fly the T-38A in aerobatics, formation, night, instrument and cross-country navigation training. Test pilots and flight test engineers are trained in T-38A's at the U.S. Air Force Test Pilot School at Edwards Air Force Base, Calif. Air Force Materiel Command uses the T-38A to test experimental equipment such as electrical and weapon systems.
Pilots from most North Atlantic Treaty Organization countries train in the T-38A at Sheppard AFB, Texas, through the Euro-NATO Joint Jet Pilot Training Program. The National Aeronautics and Space Administration uses T-38A aircraft as trainers for astronauts and as observers and chase planes on programs such as the space shuttle. Air Education and Training Command uses a modified version, the AT-38B, to prepare pilots for fighter aircraft such as the F-15, F-16 and A-10. The AT-38B has a gun sight and practice bomb dispenser.
The Talon first flew in 1959. More than 1,100 were delivered to the Air Force between 1961 and 1972 when production ended. Pacer Classic is a program designed to extend the structural life of the T-38 to 2020. Future major modifications to the T-38 avionics systems will result in all Talons being redesignated as T-38C models.
THE BOEING PELICAN CARGO AIRCRAFT
The Pelican concept
It would be the biggest plane ever built, a huge high-capacity cargo plane concept that has military, commercial and even space potential. The Pelican would have almost twice the external dimensions of the world's current largest aircraft, the Russian An225. It could transport more than five times the An225's payload, up to 1,400 tons of cargo. The Pelican would stretch more than the length of a football field. It would have a wingspan of 500 feet, and a wing area of more than an acre. Designed primarily for long-range, trans-oceanic transport, the Pelican would fly as low as 20 feet above the sea using the latest flight-control technology and taking advantage of an aerodynamic phenomenon called ground effect that reduces drag and fuel burn. Over land, it would fly at altitudes of 20,000 feet or higher. Commercially, the aircraft's size and efficiency would allow it to carry types of cargo equivalent to the cargo that container ships carry—at more than 10 times the speed. The military could even use the Pelican as a mother ship for unmanned vehicles and as a potential first-stage platform for piggybacking reusable space vehicles up to an appropriate launch altitude.
The Boeing Pelican ULTRA (Ultra Large Transport Aircraft) is a proposed ground effect airplane under study by Boeing Phantom Works.
The Boeing Pelican ULTRA (Ultra Large Transport Aircraft) is a proposed ground effect airplane under study by Boeing Phantom Works.
Development
Intended as a large-capacity transport craft for military or civilian use, it would have a wingspan of 500 feet (152.4 metres), a cargo capacity of 1,400 tons (1273 metric tonnes), and a range of about 10,000 nautical miles (18,000 km). Powered by four turboprop engines, its main mode would be to fly 20-50 ft (6-15 metres) over water, though it would also be capable of overland flight at a higher altitude but lesser range. It would operate from conventional runways, with its weight distributed over 38 fuselage-mounted landing gears with 76 wheels.
VariantsThe proposal for the Pelican includes both military and civilian uses, suggesting that there may be at least two variants of the craft.
Operators
VariantsThe proposal for the Pelican includes both military and civilian uses, suggesting that there may be at least two variants of the craft.
Operators
Potential users include the United States Air Force, allied air forces, and civilian shipping companies.
Dwarfing all previous flying giants, the Pelican, a high-capacity cargo plane concept currently being studied by Boeing Phantom Works, would stretch more than the length of a U.S. football field and have a wingspan of 500 feet and a wing area of more than an acre. It would have almost twice the external dimensions of the world's current largest aircraft, the Russian An225, and could transport five times its payload, up to 1,400 tons of cargo.
Designed primarily for long-range, transoceanic transport, the Pelican would fly as low as 20 feet above the sea, taking advantage of an aerodynamic phenomenon that reduces drag and fuel burn. Over land, it would fly at altitudes of 20,000 feet or higher. Operating only from ordinary paved runways, the Pelican would use 38 fuselage-mounted landing gears with a total of 76 tires to distribute its weight.
The military, commercial and even space prospects for such a cargo plane—officially known as the Pelican Ultra Large Transport Aircraft, or ULTRA—are also huge.
"The Pelican can broaden the range of missions for which airplanes are the favored way to deliver cargo," said Boeing's Pelican program manager Blaine Rawdon, who is designing the plane with Boeing engineer Zachary Hoisington. "It is much faster than ships at a fraction of the operational cost of current airplanes. This will be attractive to commercial and military operators who desire speed, worldwide range and high throughput. We envision that the Pelican can multiply aircraft's 1-percent share in a commercial market now dominated by container ships."
John Skorupa, senior manager of strategic development for Boeing Advanced Airlift and Tankers, said, "The Pelican currently stands as the only identified means by which the U.S. Army can achieve its deployment transformation goals of deploying one division in five days, or five divisions in 30 days, anywhere in the world." If necessary, he said, the Pelican could carry 17 M-1 main battle tanks on a single sortie. Commercially, the aircraft's size and efficiency would allow it to carry types of cargo equivalent to those carried by container ships, at more than 10 times the speed.
"It is attracting interest as a mother ship for unmanned vehicles, enabling rapid deployment of a network-centric warfare grid, a likely future mode of operation for modernized U.S. forces as demonstrated in Afghanistan," Skorupa said. "And it is attracting interest as a potential first-stage platform for piggybacking reusable space vehicles to an appropriate launch altitude.
Designed primarily for long-range, transoceanic transport, the Pelican would fly as low as 20 feet above the sea, taking advantage of an aerodynamic phenomenon that reduces drag and fuel burn. Over land, it would fly at altitudes of 20,000 feet or higher. Operating only from ordinary paved runways, the Pelican would use 38 fuselage-mounted landing gears with a total of 76 tires to distribute its weight.
The military, commercial and even space prospects for such a cargo plane—officially known as the Pelican Ultra Large Transport Aircraft, or ULTRA—are also huge.
"The Pelican can broaden the range of missions for which airplanes are the favored way to deliver cargo," said Boeing's Pelican program manager Blaine Rawdon, who is designing the plane with Boeing engineer Zachary Hoisington. "It is much faster than ships at a fraction of the operational cost of current airplanes. This will be attractive to commercial and military operators who desire speed, worldwide range and high throughput. We envision that the Pelican can multiply aircraft's 1-percent share in a commercial market now dominated by container ships."
John Skorupa, senior manager of strategic development for Boeing Advanced Airlift and Tankers, said, "The Pelican currently stands as the only identified means by which the U.S. Army can achieve its deployment transformation goals of deploying one division in five days, or five divisions in 30 days, anywhere in the world." If necessary, he said, the Pelican could carry 17 M-1 main battle tanks on a single sortie. Commercially, the aircraft's size and efficiency would allow it to carry types of cargo equivalent to those carried by container ships, at more than 10 times the speed.
"It is attracting interest as a mother ship for unmanned vehicles, enabling rapid deployment of a network-centric warfare grid, a likely future mode of operation for modernized U.S. forces as demonstrated in Afghanistan," Skorupa said. "And it is attracting interest as a potential first-stage platform for piggybacking reusable space vehicles to an appropriate launch altitude.
AIR FORCE E-8C JOINT STARS (JSTAR) AIRCRAFT
Mission
The E-8C Joint Surveillance Target Attack Radar System (Joint STARS) is an airborne battle management, command and control, intelligence, surveillance and reconnaissance platform. Its primary mission is to provide theater ground and air commanders with ground surveillance to support attack operations and targeting that contributes to the delay, disruption and destruction of enemy forces.
Features
The E-8C is a modified Boeing 707-300 series commercial airframe extensively remanufactured and modified with the radar, communications, operations and control subsystems required to perform its operational mission. The most prominent external feature is the 40-foot (12 meters) long, canoe-shaped radome under the forward fuselage that houses the 24-foot (7.3 meters) long, side-looking phased array antenna. The radar and computer subsystems on the E-8C can gather and display detailed battlefield information on ground forces. The information is relayed in near-real time to the Armyxs common ground stations and to other ground command, control, communications, computers and intelligence (C4I) nodes.
The antenna can be tilted to either side of the aircraft where it can develop a 120-degree field of view covering nearly 19,305 square miles (50,000 square kilometers) and is capable of detecting targets at more than 250 kilometers (more than 820,000 feet). The radar also has some limited capability to detect helicopters, rotating antennas and low, slow-moving fixed wing aircraft. As a battle management and command and control asset, the E-8C can support the full spectrum of roles and missions from peacekeeping operations to major theater war.
Background
Joint STARS evolved from Army and Air Force programs to develop, detect, locate and attack enemy armor at ranges beyond the forward area of troops. The first two developmental aircraft deployed in 1991 to Operation Desert Storm and also supported Operation Joint Endeavor in December 1995.
Joint STARS supported NATO troops over Bosnia-Herzegovina in 1996, Operation Allied Force from February to June 1999, and Operation Enduring Freedom and Operation Iraqi Freedom in 2003. The 116th Air Control Wing is America's first "Total Force" wing. The former 93rd Air Control Wing, an active-duty Air Combat Command unit, and 116th Bomb Wing, a Georgia Air National Guard unit, were deactivated Oct.1, 2002. The 116th Air Control Wing was activated blending Guard and active-duty airmen into a single unit. The 116th ACW is the only unit that operates the E-8C and the Joint STARS mission. There are 15 aircraft in the inventory with two more scheduled to arrive by early 2005.
Joint STARS supported NATO troops over Bosnia-Herzegovina in 1996, Operation Allied Force from February to June 1999, and Operation Enduring Freedom and Operation Iraqi Freedom in 2003. The 116th Air Control Wing is America's first "Total Force" wing. The former 93rd Air Control Wing, an active-duty Air Combat Command unit, and 116th Bomb Wing, a Georgia Air National Guard unit, were deactivated Oct.1, 2002. The 116th Air Control Wing was activated blending Guard and active-duty airmen into a single unit. The 116th ACW is the only unit that operates the E-8C and the Joint STARS mission. There are 15 aircraft in the inventory with two more scheduled to arrive by early 2005.
US MILITARY E-3 SENTRY (AWACS)
Mission
The E-3 Sentry is an airborne warning and control system (AWACS) aircraft provides all-weather surveillance, command, control and communications needed by commanders of U.S., NATO and other allied air defense forces.
Features
The E-3 Sentry is a modified Boeing 707/320 commercial airframe with a rotating radar dome. The dome is 30 feet (9.1 meters) in diameter, six feet (1.8 meters) thick, and is held 11 feet (3.33 meters) above the fuselage by two struts. It contains a radar subsystem that permits surveillance from the Earth's surface up into the stratosphere, over land or water. The radar has a range of more than 250 miles (375.5 kilometers) for low-flying targets and farther for aerospace vehicles flying at medium to high altitudes. The radar combined with an identification friend or foe subsystem can look down to detect, identify and track enemy and friendly low-flying aircraft by eliminating ground clutter returns that confuse other radar systems.
Other major subsystems in the E-3 are navigation, communications and computers (data processing). Consoles display computer-processed data in graphic and tabular format on video screens. Console operators perform surveillance, identification, weapons control, battle management and communications functions.
The radar and computer subsystems on the E-3 Sentry can gather and present broad and detailed battlefield information. Data is collected as events occur. This includes position and tracking information on enemy aircraft and ships, and location and status of friendly aircraft and naval vessels. The information can be sent to major command and control centers in rear areas or aboard ships. In time of crisis, this data can be forwarded to the president and secretary of defense in the United States. It is a jam-resistant system that has performed missions while experiencing heavy electronic countermeasures. In support of air-to-ground operations, the Sentry can provide direct information needed for interdiction, reconnaissance, airlift and close-air support for friendly ground forces. It can also provide information for commanders of air operations to gain and maintain control of the air battle.
The radar and computer subsystems on the E-3 Sentry can gather and present broad and detailed battlefield information. Data is collected as events occur. This includes position and tracking information on enemy aircraft and ships, and location and status of friendly aircraft and naval vessels. The information can be sent to major command and control centers in rear areas or aboard ships. In time of crisis, this data can be forwarded to the president and secretary of defense in the United States. It is a jam-resistant system that has performed missions while experiencing heavy electronic countermeasures. In support of air-to-ground operations, the Sentry can provide direct information needed for interdiction, reconnaissance, airlift and close-air support for friendly ground forces. It can also provide information for commanders of air operations to gain and maintain control of the air battle.
As an air defense system, E-3s can detect, identify and track airborne enemy forces far from the boundaries of the United States or NATO countries. It can direct fighter-interceptor aircraft to these enemy targets. Experience has proven that the E-3 Sentry can respond quickly and effectively to a crisis and support worldwide military deployment operations. With its mobility as an airborne warning and control system, the Sentry has a greater chance of surviving in warfare than a fixed, ground-based radar system. Among other things, the flight path can quickly be changed according to mission and survival requirements. The E-3 can fly a mission profile for more than 8 hours without refueling. Its range and on-station time can be increased through inflight refueling and the use of an on-board crew rest area. Background Engineering, test and evaluation began on the first E-3 Sentry in October 1975. In March 1977 the 552nd Airborne Warning and Control Wing (now 552nd Air Control Wing, TinkerAir Force Base, Okla.), received the first E-3s. Air Combat Command has 28 E-3s at Tinker. Pacific Air Forces has four E-3 Sentries assigned to the 961st Airborne Air Control Squadron (AACS), Kadena AB, Japan and the 962nd AACS, Elmendorf AFB, Alaska. There is also one test aircraft at the Boeing Aircraft Company.
McDONNELL DOUGLAS DC-10
The McDonnell Douglas DC-10 is a three-engined long-range airliner, with two engines mounted on underwing pylons and a third engine at the base of the vertical stabilizer. The model was a successor to the Douglas DC-8 for long-range operations, and competed in the same markets as the Airbus A300, Boeing 747 "jumbo jet", and the physically similar Lockheed L-1011 TriStar. Some were built for the United States Air Force as air-to-air refueling tankers, designated the KC-10 extender.
The DC-10 was McDonnell Douglas's first wide-bodied commercial airliner, built to a specification from American Airlines for a widebody aircraft smaller than the Boeing 747 but capable of flying similar long-range routes. It first flew on August 29, 1970 and entered commercial service in 1971, nearly a year before the Lockheed Tristar (which was built to the same specification).
Although the DC-10's lifetime safety record is comparable to that of other heavy passenger jet aircraft, the DC-10 suffered a trying time during the 1970s when a string of highly publicized crashes resulted in a brief grounding by the United States Federal Aviation Administration.
Unlike most other aircraft, the DC-10 was designed with cargo doors that opened outward instead of inward. This required a heavy locking mechanism to secure the door against the outward force caused by pressurization of the fuselage. In the event that the door lock malfunctioned, there was potential for catastrophic blow-out of the whole door.
Although the DC-10's lifetime safety record is comparable to that of other heavy passenger jet aircraft, the DC-10 suffered a trying time during the 1970s when a string of highly publicized crashes resulted in a brief grounding by the United States Federal Aviation Administration.
Unlike most other aircraft, the DC-10 was designed with cargo doors that opened outward instead of inward. This required a heavy locking mechanism to secure the door against the outward force caused by pressurization of the fuselage. In the event that the door lock malfunctioned, there was potential for catastrophic blow-out of the whole door.
This problem was first identified in 1972 , when American Airlines Flight 96 lost its aft cargo door after takeoff from Detroit; fortunately the crew were able to perform an emergency landing with no further incident. On Flight 96, an airport employee had violently forced the door shut, weakening the locking pin and causing the door to subsequently blow-out as it reached altitude. McDonnell Douglas attempted to place the blame on the employee, who they described as "illiterate", and deflected criticism of the aircraft design itself.
Although many carriers voluntarily modified the cargo doors and re-trained their ground crews, there was no mandatory redesign of the system. Severe design problems persisted with the aircraft's cargo doors. Indeed, two years after the American Airlines incident an almost identical cargo door blow-out befell Turkish Airlines Flight 981, which crashed into a forest shortly after leaving Orly Airport in Paris. 346 people were killed in one of the worst aviation disasters of the twentieth century. The circumstances surrounding this crash were similar to those surrounding the previous crash; however, a modified seating configuration on the Turkish aircraft exacerbated the effects of decompression and caused the aircraft control cables to be severed, rendering the aircraft uncontrollable. In the aftermath of this crash, all DC-10s underwent a mandatory door redesign. The DC-10 was starting to get a reputation as a dangerous aircraft.
Although many carriers voluntarily modified the cargo doors and re-trained their ground crews, there was no mandatory redesign of the system. Severe design problems persisted with the aircraft's cargo doors. Indeed, two years after the American Airlines incident an almost identical cargo door blow-out befell Turkish Airlines Flight 981, which crashed into a forest shortly after leaving Orly Airport in Paris. 346 people were killed in one of the worst aviation disasters of the twentieth century. The circumstances surrounding this crash were similar to those surrounding the previous crash; however, a modified seating configuration on the Turkish aircraft exacerbated the effects of decompression and caused the aircraft control cables to be severed, rendering the aircraft uncontrollable. In the aftermath of this crash, all DC-10s underwent a mandatory door redesign. The DC-10 was starting to get a reputation as a dangerous aircraft.
In 1979, with the cargo door issues resolved, DC-10s around the world were grounded following the crash of American Airlines Flight 191, which killed 273 people. Flight 191 lost one of its underwing engines after taking off from O'Hare International Airport in Chicago, USA, and the engine loss damaged the aircraft's hydraulic systems, causing it to lose control. The United States National Transportation Safety Board officials discovered that a maintenance procedure was the culprit: American Airlines mechanics had removed the engine and its pylon at the same time using a forklift, and the forklift operator had inadvertently cracked the pylon in the process. The procedure was not approved by Douglas, but most major airlines used it. Although Douglas was not at fault for the pylon separation, it redesigned the DC-10 to allow more redundancies in the hydraulic systems. (It is rumored, although not confirmed, that the crash was a factor in a deal several years later where AA purchased a large order of McDonnell Douglas MD-80 's at a discount.)
Also in 1979, Air New Zealand Flight 901 crashed into Mount Erebus in Antarctica during a sight-seeing trip, killing all 257 on board. (This DC-10 accident was caused by complex factors not relating to the airworthiness of the aircraft.)
Also in 1979, Air New Zealand Flight 901 crashed into Mount Erebus in Antarctica during a sight-seeing trip, killing all 257 on board. (This DC-10 accident was caused by complex factors not relating to the airworthiness of the aircraft.)
DOUGLAS DC-9 AIRCRAFT
The Douglas DC-9 is a twin-engined jet airliner, first manufactured in 1965 and, in much modified form and under a succession of different names, still in production today as the Boeing 717.
Douglas launched the DC-9 development project in April 1963, intending the DC-9 as a short-range companion to their larger four engined DC-8. Unlike the competing but slightly larger Boeing 727, which used as many 707 components as possible, the DC-9 was an all-new design, using two rear-mounted Pratt & Whitney JT8D fanjet engines, a small, highly efficient wing, and a T-tail. The original version had five abreast seating for 70 to 90.
The DC-9 prototype flew in February 1965 and entered service with Delta Air Lines in December of that year. It was an immediate commercial success, and 976 were built by Douglas who then merged with McDonnell Douglas (MDC). In 1983 the world saw the advent of the DC-9-80 series (MD-80) which was a lengthened DC-9-50 with a higher MTOW ( maximum take-off weight ) and the ability to carry more fuel. The MD-80 was then developed into the MD-90 family. The MD-90 sports IAE V2500 engines and a glass cockpit as the MD-88 does. The last variant of the family was the MD-95, which is now marketed as the Boeing 717-200, in light of the merge between MDC and Boeing in 1997.
Douglas launched the DC-9 development project in April 1963, intending the DC-9 as a short-range companion to their larger four engined DC-8. Unlike the competing but slightly larger Boeing 727, which used as many 707 components as possible, the DC-9 was an all-new design, using two rear-mounted Pratt & Whitney JT8D fanjet engines, a small, highly efficient wing, and a T-tail. The original version had five abreast seating for 70 to 90.
The DC-9 prototype flew in February 1965 and entered service with Delta Air Lines in December of that year. It was an immediate commercial success, and 976 were built by Douglas who then merged with McDonnell Douglas (MDC). In 1983 the world saw the advent of the DC-9-80 series (MD-80) which was a lengthened DC-9-50 with a higher MTOW ( maximum take-off weight ) and the ability to carry more fuel. The MD-80 was then developed into the MD-90 family. The MD-90 sports IAE V2500 engines and a glass cockpit as the MD-88 does. The last variant of the family was the MD-95, which is now marketed as the Boeing 717-200, in light of the merge between MDC and Boeing in 1997.
The McDonnell Douglas DC-9 and the Boeing 737 aircraft have proven themselves to be among the most durable and reliable jet aircraft ever built. Referred to as the "workhorses" of the aviation industry, the DC-9 and 737 continue to be the world's most reliable aircraft, as evidence by AirTran's strong on-time, completion and dispatch reliability figures. A few facts about the DC-9 and 737:
Approximately 850 DC-9s are currently in service at 66 airlines around the globe. Northwest Airlines has the largest number of DC-9s in its fleet. According to Northwest's chief safety officer, "the DC-9 is the most reliable aircraft we own, with the best maintenance reliability of any aircraft type in Northwest's fleet. A 1989 McDonnell Douglas study concluded that "in summary, all available data from service, testing and analytical studies conclude that with proper maintenance and inspections the life of the DC-9 airplane is well beyond 100,000 flights, and is ... limited only by economics."
Approximately 850 DC-9s are currently in service at 66 airlines around the globe. Northwest Airlines has the largest number of DC-9s in its fleet. According to Northwest's chief safety officer, "the DC-9 is the most reliable aircraft we own, with the best maintenance reliability of any aircraft type in Northwest's fleet. A 1989 McDonnell Douglas study concluded that "in summary, all available data from service, testing and analytical studies conclude that with proper maintenance and inspections the life of the DC-9 airplane is well beyond 100,000 flights, and is ... limited only by economics."
The 737 is the best selling commercial jetliner of all time. More than 2,700 have been delivered to more than 250 customers in 95 countries.
The 737 fleet has made more than 62 million flights and has a dispatch reliability rate of 99.4 percent.
The 737 fleet has made more than 62 million flights and has a dispatch reliability rate of 99.4 percent.
DOUGLAS DC-8 AIRCRAFT
The Douglas DC-8 is a four-engined jet airliner, manufactured from 1958 to 1972.
Background
Background
When the world's first jet airliner, the De Havilland Comet, was introduced in 1949, Douglas held a commanding position in the aircraft market. Although Boeing had pointed the way to the modern all-metal airliner in 1933 with the 247, it was Douglas that, more than any other company, made the promise a reality. Douglas produced a succession of piston-engined commercial aircraft through the 1930s, 1940s and 1950s: 138 DC-2s, 10,928 DC-3s (mostly for military service in World War II), 1453 DC-4s, 537 DC-6s and 226 DC-7s.
Given the success of their designs, Douglas took the view that there was no reason to rush into anything new, as did their rivals Lockheed and Convair. Most air transport manufacturers expected that there would be a gradual switch, from piston engines to turbines and that it would be to the more fuel-efficient turboprop engines rather than pure jets.
In contrast, Boeing took the bold step of starting to plan a pure jet airliner as early as 1949. Boeing's military arm had gained extensive experience with large, long-range jets through the B-47 Stratojet (first flight 1947) and the B-52 Stratofortress (1952). With thousands of their big jet bombers on order or in service, Boeing had developed a close relationship with the U.S. Air Force Strategic Air Command (SAC), and could count on having preference when the time came to replace SAC's fleet of piston-engined KC-97 Stratotankers.
For Boeing, this was a golden opportunity: an aircraft built to provide air-to-air refueling capacity for strategic bombers could be turned into a commercial transport with very little extra effort. Boeing could now plan on building a commercial jetliner — which might or might not sell — but either way the Air Force would pay for most of the development cost.
De Havilland's pioneering Comet entered airline service in 1952. Initially it was a success, but a series of fatal crashes in 1953 and 1954 resulted in the type being grounded until the cause could be discovered. Airlines cancelled orders for it, public confidence in the idea of jet transport plummeted, and it would take de Havilland four years to find and fix the problem. The cause of the Comet crashes was nothing to do with jet engines: it was rapid metal fatigue failure brought on by the stress of cycling a pressurized cabin to high altitudes and back. A new understanding of metal fatigue that the Comet investigation produced would play a vital part in the good safety record of later types like the DC-8.
In contrast, Boeing took the bold step of starting to plan a pure jet airliner as early as 1949. Boeing's military arm had gained extensive experience with large, long-range jets through the B-47 Stratojet (first flight 1947) and the B-52 Stratofortress (1952). With thousands of their big jet bombers on order or in service, Boeing had developed a close relationship with the U.S. Air Force Strategic Air Command (SAC), and could count on having preference when the time came to replace SAC's fleet of piston-engined KC-97 Stratotankers.
For Boeing, this was a golden opportunity: an aircraft built to provide air-to-air refueling capacity for strategic bombers could be turned into a commercial transport with very little extra effort. Boeing could now plan on building a commercial jetliner — which might or might not sell — but either way the Air Force would pay for most of the development cost.
De Havilland's pioneering Comet entered airline service in 1952. Initially it was a success, but a series of fatal crashes in 1953 and 1954 resulted in the type being grounded until the cause could be discovered. Airlines cancelled orders for it, public confidence in the idea of jet transport plummeted, and it would take de Havilland four years to find and fix the problem. The cause of the Comet crashes was nothing to do with jet engines: it was rapid metal fatigue failure brought on by the stress of cycling a pressurized cabin to high altitudes and back. A new understanding of metal fatigue that the Comet investigation produced would play a vital part in the good safety record of later types like the DC-8.
Development
Air Canada DC-8 at Montréal-Dorval International AirportIn 1952, Douglas remained the most successful of the commercial aircraft manufacturers. They had almost 300 orders on hand for the piston-engined DC-6 and its successor, the DC-7, which had yet to fly and was still two years away from commercial service. The Comet disasters, and the consequent airline lack of interest in jets, seemed to demonstrate the wisdom of their staying with propeller aircraft. Nevertheless, with one eye on the USAF tanker market, Douglas secretly began jet transport project definition studies in mid-year, and by mid-1953 had decided on something very like the final form: an 80-seat, low-wing aircraft with four Pratt & Whitney JT3C turbojet engines, 30-degree wing sweep, and an internal cabin diameter of exactly 11 feet (3.35 m) to allow five abreast seating. Maximum weight was to be 95 tons, and range was estimated at somewhere between 3,000 and 4,000 miles (4,800 to 6,400 km).
BOMBARDIER AEROSPACE CRJ 100 AIRCRAFT
Bombardier Aerospace is a division of the Bombardier group. It is the third largest aircraft company in the world in terms of yearly delivery of commercial airplanes (behind Boeing and Airbus).
History
The aerospace division was launched with the 1986 acquisition of Canadair, at the time owned by the Government of Canada and a company that had recorded the then largest loss in history of any Canadian corporation. Politically, the Federal Government could not allow the Montreal, Quebec based company to close, and any hints that it might do so were met with media stories of the Government's Avro Arrow disaster.
After acquiring Canadair and restoring it to profitability, Bombardier acquired in 1989 the near-bankrupt Short Brothers aircraft manufacturing company in Belfast, Northern Ireland. This was followed in 1990 by the acquision of the bankrupt Learjet Company of Wichita, Kansas, builder of the world-famous Learjet business aircraft and finally the money-losing Boeing subsidiary de Havilland Aircraft of Canada based in Toronto, Ontario in 1992
After acquiring Canadair and restoring it to profitability, Bombardier acquired in 1989 the near-bankrupt Short Brothers aircraft manufacturing company in Belfast, Northern Ireland. This was followed in 1990 by the acquision of the bankrupt Learjet Company of Wichita, Kansas, builder of the world-famous Learjet business aircraft and finally the money-losing Boeing subsidiary de Havilland Aircraft of Canada based in Toronto, Ontario in 1992
Aircraft
Bombardier builds business jets, short-range airliners and fire-fighting amphibious aircraft and also provides defence-related services. Their aircraft were originally delivered with the same names as the original companies, but Bombardier has re-branded all of their current offerings under the Bombardier name.
The primary product line includes the Learjet, Challenger and Global family of business jets developed from Lear designs, the CRJ series developed from the Challenger, the Q series turboprops developed from the de Havilland Canada Dash 8, and the Bombardier 415 water bomber, developed from the Canadair CL-215.
Bombardier BD-700 Global 5000 takes offBoth commercial aircraft models (the Dash-8 and CRJ) have similar 2x2 seating, overhead bin storage, lavatories, and galleys. The latest Dash-8 models have an advanced noise and vibration suppression (NVS) system that reduces noise considerably. This system has led to the adoption of the name "Q-Series." In this designation, the original aircraft name is shortened, using only the sub-designation of the aircraft model. For example, the de Haviland DHC-8-400 becomes the "Q400", with the "Q" standing for "Quiet."
These aircraft are selling well and are enabling some less popular routes to be profitably served by scheduled air services with relatively low environmental impact at the airports. They have recently mounted and endured some unusual legal battles with a key competitor Embraer of Brazil focused upon allegations of unfair state assistance in export markets.
The amphibious fire-fighting aircraft is the CL-415, with a derivative amphibious utility aircraft. The CL-415 is a CL-215 equipped with turboprop engines and other upgrades.
The Bombardier 415 (formerly Canadair CL-415) is an amphibious aircraft purpose-built as a water bomber. It is the only aircraft designed and built specifically for aerial firefighting, and is based on the company's CL-215.
Both Bombardier and its main competitor, Embraer, were engaged in a subsidy dispute in the late 90s and early 2000s. It was found by the World Trade Organization (WTO), in a 2000 ruling, that Embraer has received illegal subsidies from the Government of Brazil. In its ruling, the WTO ordered Brazil to eliminate its Proex export subsidies program, which was found to aid Embraer. On October 19, 2001, the WTO ruled against Canada, just as it had ruled against Embraer, over low interest loans from the Canadian government designed to aid Bombardier in gaining market share.
The primary product line includes the Learjet, Challenger and Global family of business jets developed from Lear designs, the CRJ series developed from the Challenger, the Q series turboprops developed from the de Havilland Canada Dash 8, and the Bombardier 415 water bomber, developed from the Canadair CL-215.
Bombardier BD-700 Global 5000 takes offBoth commercial aircraft models (the Dash-8 and CRJ) have similar 2x2 seating, overhead bin storage, lavatories, and galleys. The latest Dash-8 models have an advanced noise and vibration suppression (NVS) system that reduces noise considerably. This system has led to the adoption of the name "Q-Series." In this designation, the original aircraft name is shortened, using only the sub-designation of the aircraft model. For example, the de Haviland DHC-8-400 becomes the "Q400", with the "Q" standing for "Quiet."
These aircraft are selling well and are enabling some less popular routes to be profitably served by scheduled air services with relatively low environmental impact at the airports. They have recently mounted and endured some unusual legal battles with a key competitor Embraer of Brazil focused upon allegations of unfair state assistance in export markets.
The amphibious fire-fighting aircraft is the CL-415, with a derivative amphibious utility aircraft. The CL-415 is a CL-215 equipped with turboprop engines and other upgrades.
The Bombardier 415 (formerly Canadair CL-415) is an amphibious aircraft purpose-built as a water bomber. It is the only aircraft designed and built specifically for aerial firefighting, and is based on the company's CL-215.
Both Bombardier and its main competitor, Embraer, were engaged in a subsidy dispute in the late 90s and early 2000s. It was found by the World Trade Organization (WTO), in a 2000 ruling, that Embraer has received illegal subsidies from the Government of Brazil. In its ruling, the WTO ordered Brazil to eliminate its Proex export subsidies program, which was found to aid Embraer. On October 19, 2001, the WTO ruled against Canada, just as it had ruled against Embraer, over low interest loans from the Canadian government designed to aid Bombardier in gaining market share.
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