Aviation Giants - Airbus
In the early 70's widebody airplanes like Boeing 747, Douglas DC-10 and Lockheed L-1011 "Tristar" were a synonym of comfort and huge capacity. After a decade of american hegemony in the sky, a new rival appeared on the horizont and the fight took fire on new territories. He exceeded the rivalry between Boeing and McDonnell Douglas only to burst into a duel between West Europe and the USA. The new airplane-manufactoring giant, which gradually was gathering strenght against the american domination on the market, was a kid of the joint-venture between France, Germany, the UK and Spain. The collating of the biggest european countries was not accidental, because earlier each of them alone has suffered a reverse in the attempt to overcome the giants across the ocean - the frenchmen with their "Mercury" and "Caravelle", the English with their "Trident". But now, in the beginning of the21th century, Airbus is the best selling airplane-manufactoring company in the world, lefting behind the archirival Boeing.
Airbus Industries was founded in december 1970 by four consortiums: Aerospatiale - France (37.9%), Daimler-Benz Aerospace - Germany (37.9%), British Aerospace - UK (20%) and Casa - Spain (4.2%).
Airbus A 300-600 ST Beluga
The freighter made his first flight in 1994. His assigment is to transport the different parts of the Airbus airplanes (for example - wings, body, engines) from the manufacturer to the Airbus works in Toulouse, France. Because of his specific forms, Beluga is known as "the flying whale".
Technical specs:
Lenght: 55.16m
Wingspan: 44.84m
Height: 17.25m
Range: 1 665-5 700km
Airbus A 300
Airbus A 300 is the first widebody airplane with two engines, assigned to transport passangers between the
european capital cities. The airplane can carry 250 passengers in two-class and 336 in one-class configuration. The first flight has been made on the 28th of october 1972. Since then 250 airplanes has been in five versions - B1, B2, B4-200, C4/F4, 600 and 600ER.
Technical specs:
Lenght: 54.08m
Wingspan: 44.84m
Height: 16.53m
Range: 6 968km
Airbus A-310
The next model is assigned to fly on long-range destinations. The first flight has been made on the 3rd of april 1982. The new airplane has shorter fuselage than A 300 and can carry less passangers. There are four versions of this aircraft - 200, 200C, 200F, and 300.
Technical specs:
Lenght: 46.64m
Wingspan: 43.89m
Height: 15.80m
Range: 9 175km
Airbus A-318
Airbus A318 is the smallest Airbus on the market. He belongs to the A320 family. The aircraft can carry 100 passangers. Thanks to the newest engines and technologies, A318 is the most rantabile airplane at the moment. He can compete with regional aircraft like Embraer and Bombardier.
Technical specs:
Lenght: 31.75m
Wingspan: 32.43m
Height: 11.76m
Range: 4 500km
Airbus A-319
The exploatation of the A-319 begins in may 1996 as the plane flies for first time in the colours of Swissair.
The model is a shortened version of A-320 and in two-class configuration can carry 126 passangers. With his range and capacity, A-319 can compete the dutch Fokker 100.
Technical specs:
Lenght: 33.84m
Wingspan: 34.10m
Height: 11.76m
Range: 4 500km
Airbus A-320
On the air festival in Le Bourget on the 6th of june 1981, Airbus presents his newest project - the A-320.
Built on the newest airspace technologies, A-320 is effective, efficient and easy for exploatation and maintance, and most important - cheaper than the the other airplanes in this segment. A-320 can carry 146 passengers and steps into exploatation for Air France in 1988. Over 1100 aircraft have been built since 1984.
Technical specs(A-320-200):
Lenght: 37.57m
Wingspan: 34.10m
Height: 11.76m
Range: 5 551km
Airbus A-321
A-321 is the fourth plane of the A-320 family. He is a longer version of the base model - A-320. A-321 is assigned to carry 220 passangers in two-class configuration. His maximum take-off weight is 89 000kg.
104 airplanes have been delivered to the airlines.
Technical specs(A321-200):
Lengt: 44.51m
Wingspan: 34.10m
Height: 11.80m
Range: 4 907km
Airbus A-330
In november 1992 - one year after the first flight of A-340, takes off the first A-330. He is the biggest two-engine airplane of Airbus. There are two versions of the A-330 - A330-200 and A-330-300. The A-330-300 has the same dimensions as the A-340-300 but with two engines less and with 335 passangers can fly 8900km without refueling. He is also 20% lighter than the A-340-300 and has take-off weight of
208 000kg.
Technical specs(A-330-300):
Lenght: 63.65m
Wingspan: 60.30m
Height: 16.84m
Range: 8 900km
Airbus A-340
Special attention deserves the A-340 which is built as an answer of the Boeing 777. This four-engine, long-range aircraft makes his first flight on the 25th of october 1991. There are four variants of this plane - A-340-200, -300, -500 and -600. The differents between them are the dimensions, the capacity and the range. Alltogether 286 A-340s are delivered to the airlines.
Technical specs(A-340-200):
Lenght: 59.39m
Wingspan: 60.30m
Height: 16.74m
Range: 13 805km
Capacity: 262 (3-class config)
Technical specs(A-340-300):
Lenght: 63.65m
Wingspan: 60.30m
Height: 16.74m
Range: 12 325km
Capacity:295 (3-class config)
Technical specs(A-340-500):
Lenght: 66.83m
Wingspan: 63.60m
Height: 17.74m
Range: 15 355km
Capacity: 316 (3-class config)
Technical specs(A-340-600):
Lenght: 74.37m
Wingspan: 63.85m
Height: 17.14m
Range: 13 960km
Capacity: 375 (3-class config)
Airbus A-380
Airbus A-380 is the biggest commercial aircraft ever built. With his two-deck fuselage and huge fuel tanks, he can carry between 500 and 800 passangers on a destination of 14 800km. The airplane will be offered to the customers in two types - passanger(A-380-800) ang freighter(A-380-800F). There are 149 firm orders from the biggest airlines in the world, as Lufthansa, air France, SIA, Qantas, Emirates, Thai, FedEx.
Technical specs:
Lenght: 72.75m
Wingspan: 79.80m
Height: 24.08m
Range: 14 800km
Capacity: 555(3-class config)
Airbus A-350
The newest project of Airbus comes as an answer of the Boeing's dreamliner - 787(7E7). He should compilate the newest and modern materials, technologies and engines (GeneralElectric - GEnx) to be the most efficient airplane in the world. With 250 passangers on board, the airplane should fly up to 17 000km. The A-350 should be 10% to 12% more efficient of the up to day existing long-range airplanes such as B777 and A340.
Aviation Giants - Airbus
Showing posts with label Airbus. Show all posts
Showing posts with label Airbus. Show all posts
Wednesday, April 11, 2012
Wednesday, March 28, 2012
Turbulence Continues For Airbus A380 - Largest Passenger Aircraft in Commercial Aviation
Turbulence Continues For Airbus A380 - Largest Passenger Aircraft in Commercial Aviation
It has been rough flying for the Airbus A380, the big double-decker "superjumbo" aircraft that was once hailed as the future of commercial aviation and was destined to take over the skies. Only a few years ago experts were praising it:
"Airbus had the prescience to correctly anticipate an environment of high fuel prices, public clamor for quieter airports, fewer emissions, and less crowded skies. This is the kind of superior product vision that has served our industry so well," former Engine Alliance President Bruce Hughes said.
One Airbus customer said: "The A380 is the future of flying."
The problems began long before the inaugural flight in October 2007, but they have persisted since the maiden journey. With just 10 deliveries in 2009 and 23 in total since 2007, enthusiasm for this big aircraft has waned.
By all means, the A380 is a magnificent aircraft. It combines the very latest aeronautical technologies and with nearly 50 percent more floor space. It offers unparalleled comfort in every class and more open space for more than 550 passengers to stretch their legs.
The aircraft has significantly reduced noise and emissions levels so it minimizes the effects on the environment. Its new generation engines and advanced wing and undercarriage design mean the A380 not only complies with today's noise limits but is significantly quieter than its competitor, producing half as much noise on take-off.
The A380's weight-saving composite materials help make it a highly fuel-efficient aircraft. It burns 12 percent less fuel than its competitor and it also has reduced exhaust emissions. In every category the A380 seems like a winner.
So what went wrong? It is hard to put your finger on one reason - this is a massive project that took many years, cost billions of dollars and was the combined effort of thousands of people from several European countries. But we have highlighted a few major issues:
Design Changes
The cost increases due to ongoing design changes hit suppliers with production problems and this has taken a toll. The price of the airplane has doubled since its inception, while the market has contracted by a greater proportion.
As costs of the A380 continue, the overall development price tag has risen to over $15 billion US. Meanwhile, the market for the VLA (Very Large Aircraft) continues to erode, and a current EADS (European Aeronautic Defense and Space Company) review about what went wrong is not going to help the A380'S fortunes.
Reliability
Qantas and Emirates have concerns about the A380's reliability.
"We had a number of unrelated issues that have brought down dispatch reliability," said Emirates Airline president Tim Clark.
Qantas had high-profile problems when technical issues grounded all three of its A380's briefly. The airline said two A380's were declared "unserviceable with a fuel tank indication system problem", while the third "experienced a nose-wheel ground steering issue and an unrelated fuel leak issue".
The A380's newest customer, Air France, also experienced a string of embarrassing problems with the A380.
Economy
The recession has not been kind to commercial aviation as many airlines continue to lose money. The struggling industry faces another $5.6 billion of losses next year, on top of the $11 billion in 2009. Many airliners have cancelled orders for the A380 including Lufthansa, Virgin Airlines, Thai Airways, Fed Ex and others. Certainly the recession has been a chief factor for the aircraft's uncertain future.
The question remains - is the world ready for a VLA - or will it ever be ready for this enormous plane? Time will tell. But the money spent to find out the answer was probably not worth it. It may well go down in the history books like the Concorde SST.
Whatever happens to the A380, Boeing certainly looks like the winner in this race when it decided to drop their own VLA plans 5 years ago and opt for an expanded version of their successful 747 (the 747-8) instead.
It has been rough flying for the Airbus A380, the big double-decker "superjumbo" aircraft that was once hailed as the future of commercial aviation and was destined to take over the skies. Only a few years ago experts were praising it:
"Airbus had the prescience to correctly anticipate an environment of high fuel prices, public clamor for quieter airports, fewer emissions, and less crowded skies. This is the kind of superior product vision that has served our industry so well," former Engine Alliance President Bruce Hughes said.
One Airbus customer said: "The A380 is the future of flying."
The problems began long before the inaugural flight in October 2007, but they have persisted since the maiden journey. With just 10 deliveries in 2009 and 23 in total since 2007, enthusiasm for this big aircraft has waned.
By all means, the A380 is a magnificent aircraft. It combines the very latest aeronautical technologies and with nearly 50 percent more floor space. It offers unparalleled comfort in every class and more open space for more than 550 passengers to stretch their legs.
The aircraft has significantly reduced noise and emissions levels so it minimizes the effects on the environment. Its new generation engines and advanced wing and undercarriage design mean the A380 not only complies with today's noise limits but is significantly quieter than its competitor, producing half as much noise on take-off.
The A380's weight-saving composite materials help make it a highly fuel-efficient aircraft. It burns 12 percent less fuel than its competitor and it also has reduced exhaust emissions. In every category the A380 seems like a winner.
So what went wrong? It is hard to put your finger on one reason - this is a massive project that took many years, cost billions of dollars and was the combined effort of thousands of people from several European countries. But we have highlighted a few major issues:
Design Changes
The cost increases due to ongoing design changes hit suppliers with production problems and this has taken a toll. The price of the airplane has doubled since its inception, while the market has contracted by a greater proportion.
As costs of the A380 continue, the overall development price tag has risen to over $15 billion US. Meanwhile, the market for the VLA (Very Large Aircraft) continues to erode, and a current EADS (European Aeronautic Defense and Space Company) review about what went wrong is not going to help the A380'S fortunes.
Reliability
Qantas and Emirates have concerns about the A380's reliability.
"We had a number of unrelated issues that have brought down dispatch reliability," said Emirates Airline president Tim Clark.
Qantas had high-profile problems when technical issues grounded all three of its A380's briefly. The airline said two A380's were declared "unserviceable with a fuel tank indication system problem", while the third "experienced a nose-wheel ground steering issue and an unrelated fuel leak issue".
The A380's newest customer, Air France, also experienced a string of embarrassing problems with the A380.
Economy
The recession has not been kind to commercial aviation as many airlines continue to lose money. The struggling industry faces another $5.6 billion of losses next year, on top of the $11 billion in 2009. Many airliners have cancelled orders for the A380 including Lufthansa, Virgin Airlines, Thai Airways, Fed Ex and others. Certainly the recession has been a chief factor for the aircraft's uncertain future.
The question remains - is the world ready for a VLA - or will it ever be ready for this enormous plane? Time will tell. But the money spent to find out the answer was probably not worth it. It may well go down in the history books like the Concorde SST.
Whatever happens to the A380, Boeing certainly looks like the winner in this race when it decided to drop their own VLA plans 5 years ago and opt for an expanded version of their successful 747 (the 747-8) instead.
Thursday, March 1, 2012
Aircraft Cabin Interiors and Cargo Holds on the Airbus A310
Aircraft Cabin Interiors and Cargo Holds on the Airbus A310
Aircraft passenger seats
The 18Xft (5.64m) fuselage cross-section provides an optimum balance between aerodynamic considerations, true wide-body passenger accommodation, and a standard underfloor cargo systems fit. It allows customised twin-aisle layouts, ranging from a six-abreast first class configuration to nine-abreast high-density seating for the charter market. A typical mixedclass layout in the A310 accommodates 20 first class passengers in a 2/2/2 configuration with a 40in (102cm) seat pitch, plus 200 economy class passengers 2/4/2 at 32in (81cm) pitch, narrowing to 2/3/2 in the rear fuselage taper. A three-class configuration could accommodate 12 first class (62in [157cm]) seat pitch, 32 business (40in) and 147 economy seats (32in). High-density nine-abreast charter seating is possible for up to 280 passengers. Some 95 percent of passenger seats are doubleseat units with a width of 40.4m.
There is a gap between the two centre units to ensure that each passenger has at least one armrest not shared with another passenger. The two aisles in economy class are 191n (48cm) wide. Crew seats are also incorporated, one at each door, and a purser station in the front passenger cabin. Two optional crew seats can be installed at the front side of the forward cabin bulkhead.
The cabin has been designed for four galleys, with a total capacity of 21 trolleys, allowing the serving of two hot meals plus beverages. The standard aircraft is equipped with five aircraft lavatories, four in the rear and one in the forward cabin. Structural provisions have been made for an additional lavatory in the front cabin.
Access to the cabin is via four large doors along each side of the fuselage, two ahead of the wing and two at the rear, measuring 42 x 76in (1.07 x 1.93m x 1.07m). These are outward parallel-opening plug-type doors and require no power assistance. They are impossible to open in normal cruise flight with the aircraft pressurised. There are also two 26X x 53in (0.67 x 1.34m) plug-type emergency exits of similar construction over the wings, and two 24 x 28in (0.7 x 0.6m) crew emergency exits.
Cargo compartments
The A310 has two underfloor cargo compartments, which can accept all standard ULDs (Unit Load Devices) in current use. In the forward hold, up to eight LD3 or four LD6 containers can be carried two-abreast, while three full-size pallets or a mixture of both are alternative options. The rear hold can take up to six LD3 or three LD6 containers plus bulk cargo. A net separates the rear cargo from the bulk cargo compartment, which has a usable volume of around 610 cu.ft (17.3m') and a load capacity of 6,1001b (2,770kg). All the holds can be heated and ventilated so that livestock can be carried.
Access to the main cargo compartments is provided by two doors in the lower right hand side of the fuselage. The forward door measures 106 wide x 67in high (2.7/m x 1.7m), and the rear hold door 71 wide x 67in high (1.81m x 1.7m). Both doors open outwards and upwards hydraulically, with manual locking/unlocking, and extend over the full height of the holds. There is also a manually-operated 37 x 37in (0.95m x 0.95m) plug-type door to the bulk cargo compartment. The A310-2000 convertible and A310-200F and -300F freighter conversions, have a main deck cargo door on the forward left hand side with 70° or 145° opening angle and measuring Min wide x 101in high (3.58m x 2.57m). Typical cargo on the main deck of the A310F comprises 16 88in x 125in (223.5cm x 135.5cm) or 18 88in x 108in (223.5cm x 274cm) pallets in side-by-side loading, or five containers and five pallets.
Both the forward and aft cargo compartments can be provided with a semi-automatic electrically powered loading system, which is controlled by an operator from the control panel, located behind service doors in the outer skin on the right hand side of each doorway. The system permits manual loading/unloading if the power dives are inoperative.
Cabin Interior design
This is the starting point from which airlines can then build their own identity, commissioning companies like Design Q to work on quality aircraft interior styling, material specification and bespoke trimming for VIP interiors or airline cabin interiors. Upholstery specification consultants are important contributors to an airlines image.
Aircraft passenger seats
The 18Xft (5.64m) fuselage cross-section provides an optimum balance between aerodynamic considerations, true wide-body passenger accommodation, and a standard underfloor cargo systems fit. It allows customised twin-aisle layouts, ranging from a six-abreast first class configuration to nine-abreast high-density seating for the charter market. A typical mixedclass layout in the A310 accommodates 20 first class passengers in a 2/2/2 configuration with a 40in (102cm) seat pitch, plus 200 economy class passengers 2/4/2 at 32in (81cm) pitch, narrowing to 2/3/2 in the rear fuselage taper. A three-class configuration could accommodate 12 first class (62in [157cm]) seat pitch, 32 business (40in) and 147 economy seats (32in). High-density nine-abreast charter seating is possible for up to 280 passengers. Some 95 percent of passenger seats are doubleseat units with a width of 40.4m.
There is a gap between the two centre units to ensure that each passenger has at least one armrest not shared with another passenger. The two aisles in economy class are 191n (48cm) wide. Crew seats are also incorporated, one at each door, and a purser station in the front passenger cabin. Two optional crew seats can be installed at the front side of the forward cabin bulkhead.
The cabin has been designed for four galleys, with a total capacity of 21 trolleys, allowing the serving of two hot meals plus beverages. The standard aircraft is equipped with five aircraft lavatories, four in the rear and one in the forward cabin. Structural provisions have been made for an additional lavatory in the front cabin.
Access to the cabin is via four large doors along each side of the fuselage, two ahead of the wing and two at the rear, measuring 42 x 76in (1.07 x 1.93m x 1.07m). These are outward parallel-opening plug-type doors and require no power assistance. They are impossible to open in normal cruise flight with the aircraft pressurised. There are also two 26X x 53in (0.67 x 1.34m) plug-type emergency exits of similar construction over the wings, and two 24 x 28in (0.7 x 0.6m) crew emergency exits.
Cargo compartments
The A310 has two underfloor cargo compartments, which can accept all standard ULDs (Unit Load Devices) in current use. In the forward hold, up to eight LD3 or four LD6 containers can be carried two-abreast, while three full-size pallets or a mixture of both are alternative options. The rear hold can take up to six LD3 or three LD6 containers plus bulk cargo. A net separates the rear cargo from the bulk cargo compartment, which has a usable volume of around 610 cu.ft (17.3m') and a load capacity of 6,1001b (2,770kg). All the holds can be heated and ventilated so that livestock can be carried.
Access to the main cargo compartments is provided by two doors in the lower right hand side of the fuselage. The forward door measures 106 wide x 67in high (2.7/m x 1.7m), and the rear hold door 71 wide x 67in high (1.81m x 1.7m). Both doors open outwards and upwards hydraulically, with manual locking/unlocking, and extend over the full height of the holds. There is also a manually-operated 37 x 37in (0.95m x 0.95m) plug-type door to the bulk cargo compartment. The A310-2000 convertible and A310-200F and -300F freighter conversions, have a main deck cargo door on the forward left hand side with 70° or 145° opening angle and measuring Min wide x 101in high (3.58m x 2.57m). Typical cargo on the main deck of the A310F comprises 16 88in x 125in (223.5cm x 135.5cm) or 18 88in x 108in (223.5cm x 274cm) pallets in side-by-side loading, or five containers and five pallets.
Both the forward and aft cargo compartments can be provided with a semi-automatic electrically powered loading system, which is controlled by an operator from the control panel, located behind service doors in the outer skin on the right hand side of each doorway. The system permits manual loading/unloading if the power dives are inoperative.
Cabin Interior design
This is the starting point from which airlines can then build their own identity, commissioning companies like Design Q to work on quality aircraft interior styling, material specification and bespoke trimming for VIP interiors or airline cabin interiors. Upholstery specification consultants are important contributors to an airlines image.
Monday, February 27, 2012
Airbus Sold 730 Aircraft at the Paris Air Show, Boeing 142 Aircraft - Did Airbus Really Win?
Airbus Sold 730 Aircraft at the Paris Air Show, Boeing 142 Aircraft - Did Airbus Really Win?
The competition for aircraft orders, commitments, and sales at the Paris Air Show in 2011 seemed to be spectacular. Boeing sold 142 aircraft worth some $22 Billion, and Airbus did extremely well, blowing the doors off "some" of the analysts' predictions, but not all. Boeing seems to be in a transitional year, and is booked with so many previous orders that it is working through its backlog and building factories, thus, stated that it really wasn't going all out this year to compete with Airbus at the Paris Air Show, even predicting at one-point that Airbus should be able to sell 1,000 or more aircraft this year, which they did not.
In other words, Airbus left a lot on the table, meaning there are still many buyers out there and not enough planes being made, something that Embraer, Comac, Sukhoi, and Bombardier hope will continue as they widen the door to break into the larger and more lucrative airliner business models. Also realize, that this is good news for Boeing, since it means more sales are still available. There was a very telling article in the Seattle Times on June 24, 2011 titled; "Boeing Didn't 'Lose' in Paris, Analysts Say" - the article stated that;
"Despite Airbus' flood of orders for its re-engineered A320neo, Boeing didn't lose at the Paris Air Show, but it is one data point in a long-term competition. Boeing wasn't actually playing. That's because Boeing has yet to announce whether it will outfit its 737 with new engines or launch a replacement program. The NEO is now the fastest-selling airplane in the history of civil aviation and we don't think it's constructive to overlook this fact."
Okay so, yes, the Airbus 320-NEO sales have broken some speed records for new aircraft sales in a short amount of time right, but the A-320neo's competition is the Boeing 737 which has the all-time record for the most sales of any commercial airliner in human history. In 2009 there were 6,000 plus Boeing 737 aircraft which had been sold and at that time a back-order of 2,000 aircraft. So, yes, it is impressive that Airbus acquired commitments for so many Airbus A-320neo's at the Paris Air Show.
However those commitments, and those which were "actually" ordered still must be built and delivered, and Airbus will be hard-pressed to get that done, just as Boeing is having challenges with its back-orders and cannot build Boeing 737s fast enough, right now at approximately 42-per month. It is not as if Airbus will not be equally challenged if not to a greater degree attempting to fill all those orders and/or commitments.
Further, commitments are not orders and if Airbus falters or cannot keep up with demand then those customers will migrate towards Boeing's competing 737 aircraft. Additionally, Airbus, is competing on price, low-financing rates, and promises of 30% greater fuel economy, which are all lofty promises considering the rise in commodity costs on various components, labor challenges in the EU, and rising interest rates due to global inflation, which will affect the airline buyers.
Still, no one can be absolutely sure that the A-320neo will indeed be as efficient as promised, which means Boeing could make small modifications, or large ones and make up that difference, and those commitments will migrate and those orders could disappear when Airbus cannot deliver on-time, which is common in this industry due to so many factors and issues. Please consider all this.
The competition for aircraft orders, commitments, and sales at the Paris Air Show in 2011 seemed to be spectacular. Boeing sold 142 aircraft worth some $22 Billion, and Airbus did extremely well, blowing the doors off "some" of the analysts' predictions, but not all. Boeing seems to be in a transitional year, and is booked with so many previous orders that it is working through its backlog and building factories, thus, stated that it really wasn't going all out this year to compete with Airbus at the Paris Air Show, even predicting at one-point that Airbus should be able to sell 1,000 or more aircraft this year, which they did not.
In other words, Airbus left a lot on the table, meaning there are still many buyers out there and not enough planes being made, something that Embraer, Comac, Sukhoi, and Bombardier hope will continue as they widen the door to break into the larger and more lucrative airliner business models. Also realize, that this is good news for Boeing, since it means more sales are still available. There was a very telling article in the Seattle Times on June 24, 2011 titled; "Boeing Didn't 'Lose' in Paris, Analysts Say" - the article stated that;
"Despite Airbus' flood of orders for its re-engineered A320neo, Boeing didn't lose at the Paris Air Show, but it is one data point in a long-term competition. Boeing wasn't actually playing. That's because Boeing has yet to announce whether it will outfit its 737 with new engines or launch a replacement program. The NEO is now the fastest-selling airplane in the history of civil aviation and we don't think it's constructive to overlook this fact."
Okay so, yes, the Airbus 320-NEO sales have broken some speed records for new aircraft sales in a short amount of time right, but the A-320neo's competition is the Boeing 737 which has the all-time record for the most sales of any commercial airliner in human history. In 2009 there were 6,000 plus Boeing 737 aircraft which had been sold and at that time a back-order of 2,000 aircraft. So, yes, it is impressive that Airbus acquired commitments for so many Airbus A-320neo's at the Paris Air Show.
However those commitments, and those which were "actually" ordered still must be built and delivered, and Airbus will be hard-pressed to get that done, just as Boeing is having challenges with its back-orders and cannot build Boeing 737s fast enough, right now at approximately 42-per month. It is not as if Airbus will not be equally challenged if not to a greater degree attempting to fill all those orders and/or commitments.
Further, commitments are not orders and if Airbus falters or cannot keep up with demand then those customers will migrate towards Boeing's competing 737 aircraft. Additionally, Airbus, is competing on price, low-financing rates, and promises of 30% greater fuel economy, which are all lofty promises considering the rise in commodity costs on various components, labor challenges in the EU, and rising interest rates due to global inflation, which will affect the airline buyers.
Still, no one can be absolutely sure that the A-320neo will indeed be as efficient as promised, which means Boeing could make small modifications, or large ones and make up that difference, and those commitments will migrate and those orders could disappear when Airbus cannot deliver on-time, which is common in this industry due to so many factors and issues. Please consider all this.
Friday, February 24, 2012
Airbus A380 - One of the Biggest Airplanes in the World
Airbus A380 - One of the Biggest Airplanes in the World
Airbus A380 is the largest passenger plane in the series and the first large-capacity aircraft with two full bridges for passengers. The plane is cvadrimotor and provides long-courier flights of up to 15,200 km. Each deck has two corridor, is certified for operations up to 880 passengers (typically will carry between 420 and 620). The first company operating this model is Singapore Airlines.
The plane was built to ensure high-capacity flights on major routes between major nodes (and very congested) of major airlines. Covers a market niche, most airlines have no need for such a large capacity for their services. In early'90, there were 3 studies for such a project, one of Boeing product called VLCT, one product called McDonnell Douglas MD-12 and Airbus A3XX product. Due to market very low, which could not sustain more than one manufacturer, but also because of the Asian crisis of 1997 others have been withdrawn (and McDonnell Douglas being acquired by Boeing), Airbus remains the only manufacturer on the market.
The model chosen by noting the existence of two overlapping floors, and was named A380 (8 is a lucky number in Asia but representing the two floors and overlapping). Until the first flight, which took place on 18 January 2005, the development of the aircraft cost 11 billion euros.
After the first flight, however, production was hit by numerous difficulties, which led to the postponement of delivery plane over two years because of problems related to aircraft cabling (which were due to the use of two incompatible versions of software), weight problems, the wings didn't pass the resistance test and the problems generated by suppliers. Thus, There were three delays, the first aircraft to be delivered from early 2006, was delivered to only 15 in September 2007 by Singapore Airlines, making the first race on the Singapore-Sydney route.
The plane was thought to carry 555 passengers in a 3-class configuration or 853 in a configuration with a single class. The structures were designed to be used on a cargo version, and a longer version (A380-900) (which, if they were produced, would carry up to 960 passengers). Provide a capacity of 100 places higher than the nearest plane that size - Boeing 747. It is the largest aircraft manufactured in series, the only plane bigger than Airbus, was Antonov An-225, but that was produced in a single copy.
Cabin command receiving digital instrumentation with 6 LCD displays and systems fly-by-wire, control through a joystick. It provides a multifunctional display system for scheduling flights, with keyboard and mouse. The plane is also very advanced, it has a modular integrated data networks based on an adapted version of standard Ethernet.
It offers two engines, a Rolls-Royce Trent 900, respectively Alliance GP7200 engines, offering both low noise level of operations for Heathrow Airport in London.
25% of the aircraft is made of composite materials such as carbon fiber. Use of aluminum and alloys that can be welded, eliminating the need to use rivets.
In order to provide a passenger cabin equipped with LEDs, and an area greater than for other planes. If the initial proposed equipment cabin with restaurants, casinos, and even swimming pools, these proposals were abandoned for the sake financial. It is possible, however, equipping some of these planes with bars or showers, especially for first Class.
The standard seats for first class and business class will be offered at the front of the plane, the upper floor (although some airlines want to develop this area to the lower floor). For economic class the plane will offer a configuration with 10 seats in the lower floor (typically 3 +4 +3) and 8 seats in the upper floor (2 +4 +2 or 3 +3 +2).
Although the plane fits the standard gate, airports have been forced to make large investments in infrastructure such as widening the track because of huge wings, reinforcement of bridges (where available) , the purchase of tractors able to pull the tremendous weight of the plane, adaptation door for the loading of 500-800 passengers.
The plane has 165 orders and 42 options. To be profitable, director of Airbus has estimated that with the delays, the plane needs a minimum of 420 orders, but that Airbus hopes to sell at least 700 such planes in the coming 25 years. There are 14 buyers, of which the largest is the Emirates with 55 orders. List price is between 296 and 316 million U.S. dollars, but in general offered discounts of between 15 and 50%, according to tradition in the field.
Currently only one model is offered the passenger A380-800. In the past, a cargo model has been offered for courier operations, but delays have led to massive cancellation of the two orders taken, and putting the project on the dead line (it was delayed by 10 years).
Airbus A380 is the largest passenger plane in the series and the first large-capacity aircraft with two full bridges for passengers. The plane is cvadrimotor and provides long-courier flights of up to 15,200 km. Each deck has two corridor, is certified for operations up to 880 passengers (typically will carry between 420 and 620). The first company operating this model is Singapore Airlines.
The plane was built to ensure high-capacity flights on major routes between major nodes (and very congested) of major airlines. Covers a market niche, most airlines have no need for such a large capacity for their services. In early'90, there were 3 studies for such a project, one of Boeing product called VLCT, one product called McDonnell Douglas MD-12 and Airbus A3XX product. Due to market very low, which could not sustain more than one manufacturer, but also because of the Asian crisis of 1997 others have been withdrawn (and McDonnell Douglas being acquired by Boeing), Airbus remains the only manufacturer on the market.
The model chosen by noting the existence of two overlapping floors, and was named A380 (8 is a lucky number in Asia but representing the two floors and overlapping). Until the first flight, which took place on 18 January 2005, the development of the aircraft cost 11 billion euros.
After the first flight, however, production was hit by numerous difficulties, which led to the postponement of delivery plane over two years because of problems related to aircraft cabling (which were due to the use of two incompatible versions of software), weight problems, the wings didn't pass the resistance test and the problems generated by suppliers. Thus, There were three delays, the first aircraft to be delivered from early 2006, was delivered to only 15 in September 2007 by Singapore Airlines, making the first race on the Singapore-Sydney route.
The plane was thought to carry 555 passengers in a 3-class configuration or 853 in a configuration with a single class. The structures were designed to be used on a cargo version, and a longer version (A380-900) (which, if they were produced, would carry up to 960 passengers). Provide a capacity of 100 places higher than the nearest plane that size - Boeing 747. It is the largest aircraft manufactured in series, the only plane bigger than Airbus, was Antonov An-225, but that was produced in a single copy.
Cabin command receiving digital instrumentation with 6 LCD displays and systems fly-by-wire, control through a joystick. It provides a multifunctional display system for scheduling flights, with keyboard and mouse. The plane is also very advanced, it has a modular integrated data networks based on an adapted version of standard Ethernet.
It offers two engines, a Rolls-Royce Trent 900, respectively Alliance GP7200 engines, offering both low noise level of operations for Heathrow Airport in London.
25% of the aircraft is made of composite materials such as carbon fiber. Use of aluminum and alloys that can be welded, eliminating the need to use rivets.
In order to provide a passenger cabin equipped with LEDs, and an area greater than for other planes. If the initial proposed equipment cabin with restaurants, casinos, and even swimming pools, these proposals were abandoned for the sake financial. It is possible, however, equipping some of these planes with bars or showers, especially for first Class.
The standard seats for first class and business class will be offered at the front of the plane, the upper floor (although some airlines want to develop this area to the lower floor). For economic class the plane will offer a configuration with 10 seats in the lower floor (typically 3 +4 +3) and 8 seats in the upper floor (2 +4 +2 or 3 +3 +2).
Although the plane fits the standard gate, airports have been forced to make large investments in infrastructure such as widening the track because of huge wings, reinforcement of bridges (where available) , the purchase of tractors able to pull the tremendous weight of the plane, adaptation door for the loading of 500-800 passengers.
The plane has 165 orders and 42 options. To be profitable, director of Airbus has estimated that with the delays, the plane needs a minimum of 420 orders, but that Airbus hopes to sell at least 700 such planes in the coming 25 years. There are 14 buyers, of which the largest is the Emirates with 55 orders. List price is between 296 and 316 million U.S. dollars, but in general offered discounts of between 15 and 50%, according to tradition in the field.
Currently only one model is offered the passenger A380-800. In the past, a cargo model has been offered for courier operations, but delays have led to massive cancellation of the two orders taken, and putting the project on the dead line (it was delayed by 10 years).
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