Aircraft : Airbus A319CJ

Airbus A319CJ

Country of origin :

     European consortium

Powerplants :

     Two 118kN (26,500lb) International Aero Engines IAE V2527M-A5 or CFM International CFM56 turbofans.

Performance :

     Max cruising speed Mach 0.82. Max altitude 41,000ft. Range with 10 passengers 11,650km (6300nm). Rate of climb 23min to 37,000ft

Weight :

     Max take-off 75,500kg (166,450lb), zero fuel 58,515 kg (129,000lb)

Dimensions :

     Wing span 33.91m (111ft 3in), length 33.80m (110ft 11in), height 11.80m (38ft 8.5in). Wing area 122.4m2 (1317.5sq ft).

Capacity :

     Flightcrew of two. Six standard layouts offering seating from 10 to 39 passengers.

Production :

     Up to 12 A319CJs expected to be built each year. First customer delivery scheduled for November 1999. Green A319CJ costs $US35m, interior completion can cost $US4-10m. Twelve firm orders held at late 1998.

Type :

     Long range large corporate jet

History :

     The Airbus Corporate Jetliner, or A319CJ, is a long range corporate jet development of the A319 airliner which competes directly with the Boeing Business Jet and dedicated long range corporate jets such as the Bombardier Global Express and Gulfstream V.

     Airbus launched the A319CJ at the 1997 Paris Airshow and the first A319CJ rolled out of Dasa's Hamburg A319/A321 assembly hall in October 1998. The airframe was then due to be fitted with belly auxiliary fuel tanks and flight test instrumentation prior to making a first flight in May 1999. Certification is planned for mid 1999 with the first customer delivery due in November that year.

     Unlike the Boeing Business Jet, which combines the 737-700's airframe with the 737-800's strengthened wing and undercarriage, the A319CJ is designed to be a minimum change development of the A319. This means, according to Airbus, that the A319CJ can be easily converted to an airliner, thus increasing the aircraft's potential resale value.

     The first A319CJ is powered by IAE V2500s but CFM56s are also available, while the A319's containerised cargo hold means that the CJ's auxiliary fuel tanks can be easily loaded and unloaded, giving operators flexibility to reconfigure the aircraft for varying payload/range requirements. Like the rest of the A320 single aisle family (plus the A330 and A340), the A319CJ shares Airbus' common advanced six screen EFIS flightdeck with sidestick controllers, plus fly-by-wire flight controls.

     At mid 2002 Airbus had selected five cabin outfitters for the aircraft - among which Lufthansa Technik in Germany, Jet Aviation of Switzerland, and Air France Industries. Airbus will supply green A319CJ airframes to the outfitters for interior fitment. Interiors weigh around 3.8 tonnes (8500lb) and cost $US4-10m. Outfitting will typically take four to six months.

     The first A319CJ order, announced in December 1997, was placed by a Kuwaiti individual. Among the later customers are the Italian, French, and Venezuelan Air Forces, Taiwan's Eva Air, and Qatar Airways.

Aircraft : Airbus A319

Airbus A319

Country of origin :

     European consortium

Seatmap : 

Powerplants : 

     Two 98 to 104.5kN (22,000 to 23,500lb) class CFM International CFM56-5As turbofans or International Aero Engines IAE V2500-A5s.

Performance :

     Speeds similar to A320. Range at 64 tonne (141,095lb) takeoff weight 3391km (1831nm), range at 75,500kg (166,450lb) takeoff weight 6845km (3697nm).

Weights : 

     Operating empty 39,884kg (87,930lb), standard max takeoff 64,000kg (141,094lb) or optionally 75,500kg (166,450lb).

Dimensions : 

     Wing span 33.91m (111ft 3in), length 33.84m (111ft 0in), height 11.80m (38ft 8.5in). Wing area 122.4m2 (1317.5sq ft).

Capacity :

     Seating for 124 passengers in a typical two class configuration (eight premium class and 116 economy class). High density single class layout can seat 142 passengers.

Production :

     At late 2002 total orders for the A319 stood at approx 742 with 484 delivered.

Type :

     Medium range airliner

Schematics :

History ;

     The A319 is one of the smaller members of Airbus' highly successful single aisle airliner family currently in service, and competes with Boeing's 737-300 and 737-700.

     The A319 program was launched at the Paris Airshow in June 1993 on the basis of just six orders placed by ILFC late in 1992 and the predicted better prospects of the commercial airliner market, which were certainly realised. The first A319 airline order came from French carrier Air Inter (since merged into Air France), whose order for six was announced in February 1994. Since then Swissair, Air Canada, Lufthansa, Northwest, United, US Airways and British Airways are among the major customers that have ordered more than 500 A319s (all also operate or have on order A320s).

     The A319 flew for the first time on August 25 1995 from Hamburg in Germany. European JAA certification and service entry, with Swissair, took place in April 1996.

     The A319 is a minimum change, shortened derivative of the highly successful A320. The major difference between the A320 and A319 is that the latter is shorter by seven fuselage frames, while in almost all other respects the A319 and A320 are identical.

     Like the A321, A330 and A340, the A319 features Airbus' common two crew glass cockpit with sidestick controllers first introduced on the A320. There are significant crew training cost benefits and operational savings from this arrangement as the A319, A320 and A321 can all be flown by pilots with the same type rating, meaning that the same flightcrew pool can fly any of the three types. Further, the identical cockpit means reduced training times for crews converting to the larger A330 and A340. The A319 is said to have the longest range in this category of airliner.

     Like the A321, A319 final assembly takes place in Hamburg with DaimlerChrysler Aerospace Airbus. Final assembly of all other Airbus airliners, including the A320, takes place at Toulouse.

     The A319 forms the basis for the new baby of the Airbus family, the A318 100 seater (described separately), and the Airbus A319 Corporate Jetliner (also described separately).

 

Aircraft : Airbus A318

Airbus A318

Country of origin : 

     European consortium

Powerplants : 

     Two Pratt & Whitney PW-6000 or CFM International CF56-5 turbofans with a thrust range from 96.0kN (21,600lb) to 105.9kN (23,800lb)

Performance : 

     Max operating Mach No. M0.82
     Range at 59 tonne (129,955lb) takeoff weight 2780km (1500nm), range at 61.5 tonne (135,463lb) takeoff weight 3705km (2000nm).

Weights : 

     Standard max takeoff 59,000kg (130,100lb), optionally up to 68,000kg (149,900lb). Typical operating weight empty 38,375kg (84.600lb)

Dimensions : 

     Wing span 34.09m (111ft 10in), length 31.44m (103ft 2in), height 12.56m (41ft 2in), wing area 122.6m2 (1320ft2)

Capacity : 

     Flightcrew of two. Standard seating for 107 passengers (eight premium class at four abreast and 97cm/38in pitch, 99 economy class at six abreast and 81cm/32in pitch). Single class seating for 117 at 81cm (32in) pitch at six abreast.

Production : 

     By Jan.2002 total orders for the A318 stood at 114.
     Initial deliveries planned for late 2002.

Type : 

     100 seat regional airliner

History : 

     The A318 will be Airbus' smallest airliner and is the European manufacturer's first foray into the 100 seat market.

     Airbus' initial efforts at developing a 100 seat airliner were focused on the all new AE31X program (covering the baseline 95 seat AE316 and 115-125 seat AE317) which Airbus and Alenia, as Airbus Industrie Asia, were developing in conjunction with AVIC of China and Singapore Technologies. The AE31X program arose out of earlier Chinese and South Korean studies for a 100 seater and a framework agreement covering its development was signed in May 1997. However on September 3 1998 Airbus announced termination of the project saying it was not economically viable.

     The AE31X would have flown in mid 2002 and entered service in mid 2003. Final assembly would have been undertaken at Xian in China by Xian Aircraft Company.

     Even before the cancellation of the AE31X program Airbus had been independently studying a minimum change 100 seat derivative of the A319 covered by the A319M5 designation (M5 = minus five fuselage frames). Following the AE31X's cancellation Airbus announced the commercial launch of the A319M5 as the A318 at the 1998 Farnborough Airshow.

     Airbus announced the A318's industrial launch in April 1999, allowing full scale development to get underway, permitting service entry in late 2002. Program development cost is estimated at $US300m, and the list unit price $US36m.

     Compared with the A319, the A318 is 4.5 frames shorter, reducing standard two class seating from 124 to 107. The A318's other significant new feature will be its powerplant, the newly developed Pratt & Whitney PW-6000 (being developed in the 67-102kN/15-23,000lb thrust class), but the CFM International CFM56-5 is also available. Other changes will include a small dorsal fin added to the tail, modified wing camber, and a reduced size cargo door.

     Otherwise the A318 will retain much commonality with the rest of the A320 family, including the advanced flightdeck with side stick controllers and fly-by-wire flight controls allowing a common type rating, and the same six abreast fuselage cross section.

     The first flight was made on January 15, 2002 from Hamburg-Finkenwerder.

Aircraft : Airbus A310

Airbus A310

Country of origin : 

     European consortium

Seatmap

Powerplants  :

     Initial powerplant choice of either two 213.5kN (48,000lb) Pratt & Whitney JT9D-7R4D1s or two 222.4kN (50,000lb) General Electric CF6-80A3 turbofans. Current choices of 238kN (53,500lb) CF6-80C2A2s, 262.4kN (59,000lb) CF6-80C2A8s, 231.2kN (52,000lb) PW-4152s, or 249.1kN (56,000lb) PW-4156s.

Performance :

     Max cruising speed 897km/h (484kt), long range cruising speed 850km/h (459kt). Range at typical airliner operating weight with 218 passengers and baggage and reserves 6800km (3670nm) for A310-200, 7982km (4310nm) for CF6 powered A310-300, 9580km (5170nm) for high gross weight A310-300 with CF6s.

Weights : 

     A310-200 with CF6-80C2A2s - Operating empty 80,142kg (176,683lb), max takeoff 142,000kg (313,055lb). A310-300 with CF6-80C2A8s - Operating empty 81,205kg (179,025lb), max takeoff 150,000kg (330,695lb) standard, or higher gross weight options through to 164,000kg (361,560lb).

Dimensions : 

     Wing span 43.89m (144ft 0in), length 46.66m (153ft 1in), height 15.80m (51ft 10in). Wing area 219.0m2 (2357.3sq ft).

Capacity : 

     Flightcrew of two. Max passenger capacity at nine abreast 280. Typical two class arrangement for 20 passengers at six abreast and 192 economy class passenger eight abreast. Cargo capacity in fore and aft underfloor compartments can hold 2.44 x 3.17m (88 x 125in) pallets or a total of up to 14 LD3 containers.

Production :

     Total orders held for the A310 stood at 260 by late 2002, of which more than 255 had been delivered.

Type : 

     Medium to long range widebody airliner

Schematics :

History : 

     The A310 first began life as the A300B10, one of a number of projected developments and derivatives of Airbus' original A300B airliner.

     While based on the larger A300, the A310 introduced a number of major changes. The fuselage was shortened by 13 frames compared to the A300B, reducing seating to around 200 to 230 passengers and a new higher aspect ratio wing of smaller span and area was developed. New and smaller horizontal tail surfaces, fly-by-wire outboard spoilers and a two crew EFIS flightdeck were incorporated, while the engine pylons were common to suit both engine options.

     The first flight of the A310 occurred on April 3 1982, after the program was launched in July 1978. Service entry was with Lufthansa in April 1983. Early production A310s did not have the small winglets that became a feature of later build A310-200s and the A310-300. The A310-300 is a longer range development of the base A310-200, and has been in production since 1985. This version can carry a further 7000kg (15,430lb) of fuel in the tailplane.

     The A310-200F freighter is available new build or as a conversion of existing aircraft (13 A310s were converted to freighters for Federal Express by Airbus partner Daimler Benz [now DaimlerChrysler] Aerospace Airbus). The A310-200C convertible passenger/freighter first entered service with Dutch operator Martinair in 1984.

Aircraft : Airbus A300B2/B4

Airbus A300B2/B4

Country of origin :

     European consortium

Seatmap : 

Powerplants : 

     A300B2/B4 - Two 227kN (51,000lb) General Electric CF6-50Cs or 236kN (53,000lb) Pratt & Whitney JT9D-9 turbofans.

Performance :

     A300B2-200 - Typical high speed cruising speed 917km/h (495kt), typical long range cruising speed 847km/h (457kt). Range with 269 passengers and reserves 3430km (1850nm). A300B4-200 - Same except range with 269 passengers and reserves 5375km (2900nm), range with max fuel 6300km (3400nm).

Weights : 

     A300B2-200 - Operating empty 85,910kg (189,400lb), max takeoff 142,000kg (313,055lb).
     A300B4-200 - Operating empty 88,500kg (195,109lb), max takeoff 165,000kg (363,760lb).

Dimensions :

     Wing span 44.84m (147ft 1in), length 53.62m (175ft 11in), height 16.53m (54ft 3in). Wing area 260.0m2 (2798.7sq ft).

Capacity : 

     Flightcrew of two pilots and a flight engineer. Seating for between 220 and 336 single class passengers in main cabin. Typical two class arrangement for 20 business class and 230 economy class passengers. Belly cargo compartments can carry 20 LD3 containers.

Production :

     A300B2 and B4 orders stood at 249 when production was completed in 1984. Approximately 145 in service in late 2002, including 75 freighters.

Type :

     Medium range widebody airliner

Schematics :

History : 

     The Airbus A300 is significant not only for being a commercial success in its own right, but for being the first design of Europe's most successful postwar airliner manufacturer.

     Aerospatiale of France, CASA of Spain and the forerunners of Germany's DaimlerChrysler Aerospace and British Aerospace formed the Airbus Industrie consortium in the late 1960s specifically to develop a twin engined 300 seat widebody `air bus' to fill an identified market gap.

     The original 300 seat airliner design matured into a smaller 250 seater, the A300 designation gaining a `B' suffix to denote the change. Two prototype A300B1s were built, the first of these flying from Toulouse, France on October 28 1972, the second on February 5 the next year. The General Electric CF6 was the powerplant choice for initial A300s. Following the prototype A300B1s was the 2.65m (8ft 8in) longer A300B2, the first production version which first flew in April 1974. The B2 entered service with Air France on May 23 1974.

     Subsequent versions included the B2-200 with Krueger leading edge flaps and different wheels and brakes; the B2-300 with increased weights for greater payload and multi stop capability; the B4-100 a longer range version of the B2 with Krueger flaps; and the increased max takeoff weight B4-200 which featured reinforced wings and fuselage, improved landing gear and optional rear cargo bay fuel tank. A small number of A300C convertibles were also built, these featured a main deck freight door behind the wing on the left hand side. Late in the A300B4's production life an optional two crew flightdeck was offered as the A300-200FF (customers were Garuda, Tunis Air and VASP).

     Production of the A300B4 ceased in May 1984, with manufacture switching to the improved A300-600.

     Older A300s are now finding a useful niche as freighters, with a number of companies, in particular DaimlerChrysler Aerospace Airbus, offering conversion programs.

Aircraft : Airbus A300-600ST Super Transporter

Airbus A300-600ST Super Transporter

Country of origin :

     European consortium

Powerplants :

     Two 262.4kN (59,000lb) class General Electric CF6-80C2A8 turbofans.

Performance :

     Max cruising speed 780km/h (421kt). Range with a 40 tonne payload 2400km (1295nm), range with a 30 tonne (66,150lb) payload 4000km (2160nm).

Weight :

     Max payload 47 tonnes (103,615lb), max takeoff 155,000kg (341,700lb).

Dimensions : 

     Wing span 44.84m (147ft 0in), length 56.16m (184ft 3in), height 17.23m (56ft 6in). Wing area 260m2 (2798.7sq ft). Internal useable length 37.70m (123ft 8in), diameter 7.40m (24ft 3in).

Capacity :

     The A300-600ST's max payload of 47 tonnes (103,615lb) is unlikely to be fully utilised, as the emphasis of the design is on volume rather than payload. The internal main cabin volume is 1400m3 (49,442cu ft), and can carry a range of oversize components, such as a fully equipped A330 or A340 wing shipset, or two A320/321 wing shipsets, or two A310 fuselage sections (front & rear).

Production :

     Airbus has taken delivery of its four A300-600STs originally on order and has converted an option on a fifth to a firm order.

Type :

     Oversize cargo freighter

Schematics :

History :

     The A300-600ST Super Transporter was designed to replace Airbus Industrie's Super Guppy transports, used by the consortium to ferry oversize components such as wings and fuselage sections between Airbus' partners' plants throughout western Europe.

     Development of the A300-600ST, nicknamed Beluga and also Super Flipper, began in August 1991. The A300-600ST's tight development program - for what in many ways is effectively a new aircraft - saw the transport rolled out in June 1994, with first flight on September 13 that year. The A300-600ST then entered a 400 hour flight test program which culminated in mid 1995, with certification awarded that September and with delivery and entry into service with Airbus in January 1996. All of the first four on order had been delivered by mid 1998 (allowing the Super Guppy's retirement in October 1997). The fifth Super Transporter is scheduled to be delivered in 2001.

     The A300-600ST is based on the A300-600 airliner, with which it shares the wing, lower fuselage, main undercarriage and cockpit. The main differences are obvious - a bulged main deck, new forward lower fuselage, new enlarged tail with winglets and an upwards hinging main cargo door. A design study of a similarly configured A340, the A340ST Mega Transporter, to carry A3XX components is underway.

     Program management of the A300-600ST is the responsibility of the Special Aircraft Transport Company, or SATIC, an economic interest grouping formed on a 50/50 basis by Aerospatiale and DASA operating on behalf of Airbus Industrie. While much of the work on the aircraft is performed by the Airbus partners, other European companies are also involved in the program.

Aircraft : Airbus A300-600

Airbus A300-600

Country of origin :

     France, Germany, Spain and UK

Seatmap

Powerplants : 

     Two 262.4kN (59,000lb) General Electric CF6-80C2A1s, or two 273.6kN (61,500lb) CF6-80C2A5s, or two 249kN (56,000lb) Pratt & Whitney PW-4156s or two 258kN (58,000lb) PW-4158 turbofans.

Performance :

     A300-600R - Max cruising speed 897km/h (484kt), long range cruising speed 875km/h (472kt). Range at typical airline operating weight with 267 passengers with 370km (200nm) reserves and standard fuel 7505km (4050nm) with CF6s, or 7540km (4070nm) with PW-4000s.
     A300-600 - Range at same parameters 6670km (3600nm).
     A300-600F - Range with max payload, and reserves 4908km (2650nm).

Weights : 

     A300-600 - Operating empty with CF6s 90,115kg (198,665lb), with PW-4000s 90,065kg (198,565lb). Max takeoff 165,900kg (365,745lb).
     A300-600R - Operating empty 91,040kg (200,700lb) with CF6s, or 90,965kg (200,550lb) with PW4000s, max takeoff 170,500kg (375,855lb), or optionally 171,700kg (378,535lb). 
     A300-600F - (CF6 powered) Operating empty 78,335kg (172,700lb), max takeoff 170,500kg (375,900lb).

Dimensions : 

     Wing span 44.84m (147ft 1in), length 54.08m (177ft 5in), height 16.62m (54ft 6.5in). Wing area 260.0m2 (2798.7sq ft).

Capacity : 

     Flightcrew of two. Typical two class arrangement for 26 premium class passengers at six abreast and 240 economy class passengers at eight abreast. The A300-600 and 600R can carry 22 LD3 containers in forward and aft belly cargo holds. 
     A300-600F total payload 55,017kg (121,290lb).

Production : 

     A total of 334 A300-600s of all variants had been ordered by late 2002, of which 266 had been delivered.

Type :

     Medium range widebody airliner

Schematics : 

History : 

     The A300-600 development of the earlier A300B4 incorporated a number of significant improvements and refinements, foremost being a two crew flightdeck and increased range.

     Apart from the two crew EFIS cockpit, with digital avionics based on that developed for the A310, changes included the A310's tail empennage which increased freight and passenger payloads, small winglets (an option from 1989, standard from 1991), simplified systems, greater use of composites, Fowler flaps and increased camber on the wings, new brakes and APU, and improved payload/range through an extensive drag reducing airframe clean up and new engines. First flight for the A300-600 was on July 8 1983, the first airline delivery was in March 1984.

     The A300-600 was further developed into the longer range A300-600R, its extended range courtesy of a fuel trim tank in the tailplane and higher maximum takeoff weights. First flight was on December 9 1987, first delivery was April 20 1988 (to American Airlines).

     Convertible freight/passenger versions of all variants of the A300 have been offered, as has the all freight A300F4-600. The first new build pure freighter A300, one of 36 ordered for Federal Express, flew in December 1993. UPS is another major A300-600F customer, following its September 1998 order for 30. Airbus also offers conversion packages of existing passenger A300s into freighters with a left side forward freight door and strengthened floor.

Aircraft : Air Tractor series

Air Tractor series

Country of origin : 

     United States of America

Powerplants :

     AT-301 - One 447kW (600hp) Pratt & Whitney R-1340 radial engine driving two blade Hamilton Standard or Pacific Propeller or three blade Pacific Propeller props. 
     AT-502 - One 507kW (680shp) Pratt & Whitney Canada PT6A series turboprop, optionally a 560kW (750shp) PT6A, driving a three blade constant speed prop. 
     AT-802 - One 1062kW (1424shp) PT6A-67R or 67AF driving a five blade constant speed Hartzell prop.

Performance : 

     AT-301 - Max speed 266km/h (144kt), econ cruising speed 225km/h (122kt). Initial rate of climb 1600ft/min. 
     AT-502 - Max speed at sea level 290kmh (155kt), typical operating speeds 195 to 235km/h (105 to 125kt). Initial rate of climb 1080ft/min. 
     AT-802 - Max speed 338km/h (182kt), max cruising speed 314km/h (170kt). Initial rate of climb 800ft/min. Range with max fuel 805km (434nm).

Weights : 

     AT-301 - Empty 1656kg (3650lb), loaded 3130kg (6900lb). 
     AT-502 - Empty 1870kg (4123lb), max takeoff 4175kg (9200lb). 
     AT-802 - Empty equipped 2860kg (6300lb), max takeoff 7260kg (16,000lb).

Dimensions : 

     AT-301 - Wing span 13.75m (45ft 2in), length 8.23m (27ft 0in), height 2.59m (8ft 6in). Wing area 25.1m2 (270sq ft).
     AT-502 - Wing span 15.24m (50ft in), length 9.91m (32ft 6in), height 2.99m (9ft 10in). Wing area 27.9m2 (300.0sq ft). 
     AT-802 - Wing span 17.68m (58ft 0in) length 11.07m (36ft 4in), height 3.35m (11ft 0in). Wing area 36.3m2 (391.0sq ft).

Capacity : 

     One pilot and for AT-503A and AT-802 passenger or observer. Various size chemical spray hoppers, ranging in capacity from 1210 litres (AT-301) and 1515 litres (AT-401) upwards.

Production :

     Over 1500 Air Tractors of all models have been built, including more than 600 AT-301s, 245 AT-401s, 200 AT-402s, 400 AT-502s and 50 AT-802s and AT-802As.

Type :

     Series of piston & turboprop powered agricultural aircraft

History : 

     The Air Tractor was designed by company founder Leyland Snow who earlier designed the Snow S-2 (built by Rockwell and Ayres).

     The initial Air Tractor model was the Pratt & Whitney R-1340 radial powered AT-301 which established the Air Tractor series' basic configuration. First flight was in 1973, and 600 were built. The PT6 turbine powered AT-302 introduced in 1977 was replaced by the AT-402. The R-1340 powered AT-401 introduced a greater span wing and increased chemical hopper capacity and first flew in 1986. The AT-402 is similar other than its 505kW (680shp) PT6A turboprop engine, the AT-402B has increased span wings.

     The AT-502A (first flight Feb 1992) is based in the 402B but has a far more powerful 820kW (1100shp) PT6A-45R turbine driving a slow turning five blade prop. Its excess power reserves allow high speed or high altitude operations. The AT-502B has Hoerner wingtips and optional equipment including GPS.

     The 5.4 tonne MTOW PT6 powered AT-602 first flew on December 1 1995 and became available for delivery in the second half of 1996.

     The larger and heavier two seat AT-802 and single seat AT-802A are the largest purpose designed single engine ag aircraft in production. First flight was in October 1990. The AT-802F is a dedicated firefighting version.