Jet Airliners

Airliners
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Contents
Articles
Jet airliner Wide-body aircraft Competition between Airbus and Boeing Boeing 737 Next Generation Boeing 777 Boeing 787 Boeing 747-8 Airbus A320 family Airbus A330 Airbus A340 Airbus A350 Airbus A380 1 3 13 28 39 58 80 92 109 119 130 142
References
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Jet airliner
Jet airliner
A jet airliner is an airliner that is powered by jet engines. This term is sometimes contracted to jetliner or jet. In contrast to today's relatively fuel-efficient, turbofan-powered air travel, first generation jet airliner travel was noisy and fuel inefficient. These inefficiencies were addressed by the invention of turboprop and turbofan engines.
A widebody jet airliner, the Boeing 777
Cutaway of an Airbus A300 jet airliner showing cabin and cargo deck
Early history
The first airliners with turbojet propulsion were experimental conversions of the Avro Lancastrian piston engined airliner, which were flown with several types of early jet engine, including the de Havilland Ghost and the Rolls-Royce Nene, however these retained the two inboard piston engines, the jets being housed in the outboard nacelles and these aircraft were therefore of 'mixed' propulsion. The first airliner with full jet power was the Nene-powered Vickers VC.1 Viking G-AJPH, which first flew on the 6 April 1948.
First generation
Nene test-bed Lancastrian demonstrating in 1954 on the two jets with the two inner Merlins feathered
The first purpose-built jet airliner was the de Havilland Comet which first flew in 1949 and entered service in 1952. Also developed in 1949 was the Avro Jetliner, and although it never reached production, the term jetliner caught on as a generic term for all passenger jet aircraft. These first jet airliners were followed some years later by the Sud Aviation Caravelle, Tupolev Tu-104 (2nd in service), Boeing 707, Douglas DC-8, and Convair 880. National prestige was attached to developing prototypes and bringing these first generation designs into service. There was also a strong nationalism in purchasing policy, such that the Boeing and Douglas products became closely associated with Pan Am, while BOAC ordered British made Comets.
Jet airliner These two airlines with strong nautical traditions of command hierarchy rank and chain of command, retained from their days of operations with flying boats, undoubtably were quick to capitalize upon, with the help of advertising agencies, the linkings of the "speed of jets" with the safety and secure "luxury of ocean liners" among public perception. Aeroflot used Soviet Tupolevs, while Air France introduced French Caravelles. Commercial realities dictated exceptions, however, as few airlines could risk missing out on a superior product: American airlines ordered the pioneering Comet (but later cancelled when the Comet ran into fatigue problems), Canadian, British and European airlines could not ignore the better operating economics of the Boeing 707 and the DC-8, while some American airlines ordered the Caravelle. Boeing became the most successful of the early manufacturers. The KC-135 Stratotanker and military versions of the 707 remain operational, mostly as tankers or freighters. The basic configuration of the Boeing, Convair and Douglas aircraft jet airliner designs, with widely spaced podded engines under slung on pylons beneath a swept wing, proved to be the most common arrangement and was most easily compatible with the large-diameter high-bypass turbofan engines that subsequently prevailed for reasons of quietness and fuel efficiency. The de Havilland and Tupolev designs had engines incorporated within the wings next to the fuselage, a concept that endured only within military designs while the Caravelle pioneered engines mounted either side of the rear fuselage.
Second generation
In the 1960s, when jet airliners were powered by slim, low-bypass engines, many aircraft used the rear-engined, T-tail configuration, such as the BAC One-Eleven, Douglas DC-9 twinjets; Boeing 727, Hawker Siddeley Trident, Tupolev Tu-154 trijets; and the paired multi-engined Ilyushin Il-62, and Vickers VC-10 whose engines were mounted upon the aft fuselage. This engine arrangement survives into the 21st century on numerous twin engined Douglas DC-9 derivatives plus newer short haul and range turbofan powered regional aircraft such as the "regional Turan Air Tu-154M jet airliners" built by Bombardier, Embraer and, until recently, Fokker. However other "jetliner" developments, such as the concept of rocket assisted takeoffs RATO, and the briefly mentioned water-injection as used and tested upon first generation passenger jets, as well as trailing edge mounted powerplants, afterburners also known as reheat used upon supersonic jetliners (SSTs) such as Concorde and the Tupolev Tu-144, likewise have been relegated to the past. For business jets, the rear-engined universal configuration pioneered by the turbojet powered early Learjet 23, North American Sabreliner, and Lockheed JetStar is common practice on smaller bizjet aircraft as the wing is too close to the ground to accommodate underslung engines. This is as opposed to early generation jet airliners, whose design engineers slung jet engines on the rear to increase wing lift performance and at the same time reduce cabin noise of the lower bypass "turbojet" engines.
Jet airliner
Present day
Airliner descriptions are commonly broken down into the distinctions of the generally long-haul civilian passenger jumbo and, widebody jet airliners, and short-haul civilian passenger "jet" airliners. Among some of these categories included among the short-haul civilian passenger "jets" are both longer and shorter ranged "narrow-body jet and regional jet types." Semantically, the terms "civilian" "turbine powered" "jet" "passenger" "air" "liner" aircraft are routinely dropped from these various terms to accurately describe "jet aircraft" which can lead to confusion among those practicing language purity. It is also referenced in the Steve Miller song, "Jet Airliner".
An Airbus A340-600 on final approach. Notice the fourth undercarriage under the fuselage belly.
See also
Airliner Aviation Business jet Freight aircraft Jet aircraft
Wide-body aircraft
Wide-body aircraft
A wide-body aircraft is a large airliner with two passenger aisles, also known as a twin-aisle aircraft.[1] The typical fuselage diameter is 5 to 6 m (16 to 20 ft).[2] In the typical wide-body economy cabin, passengers are seated seven to ten abreast,[3] allowing a total capacity of 200 to 600 passengers. The largest wide-body aircraft are over 6m (20ft) wide,[4] and can accommodate up to eleven passengers abreast in high-density configurations. Wide-body aircraft are also used for the transport of commercial freight and cargo[5] and other special uses, described further below. The spelling widebody aircraft is also commonly found within the aircraft industry.[6] [7]
The Airbus A380 is the world's largest and widest passenger aircraft [8]
By comparison, a traditional narrow-body airliner has a diameter of 3 to 4 m (10 to 13 ft), with a single aisle,[1] and seats between two and six people abreast.[9]
Wide-body aircraft were originally designed for a combination of efficiency and passenger comfort. However, airlines quickly gave in to economic factors, and reduced the extra passenger space in order to maximize revenue and profits.[10] Depending on how the airline configures the aircraft, the size and seat pitch of the airline seats will vary significantly.[11] For example, aircraft scheduled for shorter flights are often configured at a higher seat density than long-haul aircraft.
Wide-body aircraft
Due to current economic pressures on the airline industry, high seating densities in the economy cabin are likely to continue.[12]
Size comparison between a Boeing 737-300 (narrow-body) and a Boeing 777 (widebody aircraft)
History
The Bristol Brabazon was a wide-body transatlantic design that first flew in 1949 but never reached production. Following the success of the Boeing 707 and Douglas DC-8 in the late 1950s, airlines began seeking larger aircraft to meet the rising global demand for air travel. Engineers were faced with many challenges as airlines demanded more passenger seats per aircraft, longer ranges and lower operating costs. Early jet aircraft such as the 707 and DC-8 seated passengers along either side of a single aisle, with no more than six seats per row. Larger Boeing 747, the first widebody passenger aircraft, aircraft would have to be longer, higher (such as a double deck), or operated by Pan American World Airways wider in order to accommodate the greater number of passenger seats. Engineers also realized that lengthening the fuselage would have resulted in aircraft that would be too long to be handled by airports, while having two decks created difficulties in meeting emergency evacuation regulations, which were extremely challenging provided the technology available at the time. These parameters left a wider fuselage as the best option: by adding a second aisle, the wider aircraft could accommodate as many as 10 seats across.[13] The wide-body age began in 1970 with the entry into service of the first wide-body airliner, the four-engined, double-deck Boeing 747.[14] New trijet widebody aircraft soon followed, including the McDonnell Douglas DC-10 and the Lockheed L-1011 Tristar. The first widebody twinjet, the Airbus A300, entered service in 1974.[15] After the success of the early wide-body aircraft, several successors came to market over the next two decades, including the Airbus A330-A340 Series and the Boeing 777. In the jumbo category, the capacity of the Boeing 747 was not surpassed until October 2007, when the Airbus A380 entered commercial service with the nickname Superjumbo.[16]
Wide-body aircraft
Design considerations
Although widebody aircraft have a larger frontal area (and thus greater form drag) than a narrow-body aircraft of similar capacity, they have several advantages over their narrow-body counterparts: Larger volume of space for passengers, giving a more open feeling to the space Lower ratio of surface area to volume, and thus lower drag on a per-passenger basis Twin aisles that accelerate loading, unloading, and evacuation compared to a single aisle[17] Wider fuselage that reduces the overall aircraft length, improving ground manoeuvrability and reducing the risk of tail strikes Greater under-floor freight capacity Better structural efficiency for larger aircraft than would be possible with a narrow-body design British and Russian designers had proposed widebody aircraft similar in configuration to the Vickers VC-10 and Douglas DC-9, but with a widebody fuselage. The British Three-Eleven project never left the drawing board, while the Russian Il-86 widebody proposal eventually gave way to a more conventional wing-mounted engine design, most likely due to the inefficiencies of mounting such a large engine on the aft fuselage.
Cross-section comparison of Airbus A380 and Boeing 747-400
Airbus A300 cross-section, showing cargo, passenger, and overhead areas
Engines
As jet engine power and reliability have increased over the last decades, most of the widebody aircraft built today have only two engines. A twinjet design is more fuel-efficient than a comparable trijet or four-engined aircraft. The increased reliability of modern jet engines also allows aircraft to meet the ETOPS certification standard, which calculates reasonable safety margins for flights across oceans. The trijet design has been eliminated due to higher maintenance and fuel costs, and only the heaviest widebody aircraft today are built with four engines (the Airbus A340, Airbus A380 and Boeing 747-8).[18] [19]
Mechanic working on a Rolls Royce Trent 900 engine during testing. The Trent is a typical type of high bypass turbofan used in widebody airliners.
The Boeing 777 twinjet features the largest and most powerful[20] jet engine in the world, the General Electric GE90, which is 128inches (3.25m) in diameter.[21] This is almost as wide as the entire fuselage of a Boeing 737 at 148inches (3.76m).
The massive maximum takeoff weight of the Airbus A380 (560tonnes (1200000lb)) would not have been possible without the engine technology developed for the Boeing 777 (such as contra-rotating spools).[22] The Trent 900 engine pictured, used on the Airbus A380, has a fan blade diameter of 116inches (2.95m), only slightly smaller than the GE90 engines on the Boeing 777. An interesting design constraint of the Trent 900 engines is that they are designed to fit into a Boeing 747-400F freighter for relatively easy transport by air cargo.[23]
Wide-body aircraft
Interiors
The interiors of aircraft, known as the aircraft cabin, have been undergoing evolution since the first passenger aircraft. Bar and lounge areas which were once installed on the Boeing 747 have mostly disappeared, but a few have returned in first or business class on the Airbus A340-600,[24] Boeing 777-300ER,[25] and on the Airbus A380.[26] Emirates has installed showers for First Class passengers on the A380; twenty-five minutes are allotted for use of the room, and the shower operates for a maximum of five minutes.[27] [28] A comparison of interior cabin widths and economy class seating layout is below under widebody specifications. Further information can be found under external links.
Economy class on an EVA Air Boeing 777 in nine-abreast layout.
Cubana's Ilyushin Il-96 economy class cabin.
Lufthansa Airbus A340-600 Economy cabin
Airbus A330 Business Class (Avianca).
Wake turbulence and separation

Aircraft are categorized by ICAO according to the wake turbulence they produce. Because wake turbulence is generally related to the weight of an aircraft, these categories are based on one of four weight categories:[29] light, medium, heavy, and super.[30] Due to their weight, all current widebody aircraft are categorized as heavy, or in the case of the A380, super. The wake-turbulence category also is used to guide the separation of aircraft.[31] Super and heavy-category aircraft require greater separation behind them than those in other categories. In some countries, such as the United States, it is a requirement to suffix a heavy (or super) aircraft's call sign with the word "heavy" (or super) when communicating with air traffic control in certain areas.
This picture from a NASA study on wingtip vortices illustrates wake turbulence
Special uses
Widebody aircraft are used in science, research, and the military. Two specially modified Boeing 747 aircraft, the Shuttle Carrier Aircraft, are used to transport the U.S. Space Shuttle. Some widebody aircraft are used as flying command posts by the military, such as the Boeing E-4, while the Boeing E-767 is used for Airborne Early Warning and Control. New military weapons are tested aboard widebodies, as in the laser weapons testing on the Boeing YAL-1. Other widebody aircraft
A U.S. Space Shuttle mounted on a modified Boeing 747
Wide-body aircraft are used as flying research stations, such as the joint German-U.S. Stratospheric Observatory for Infrared Astronomy. Airbus A340,[32] Airbus A380,[33] and Boeing 747[34] four-engine widebody aircraft are used to test new generations of aircraft engines in-flight. A few aircraft have also been converted for aerial firefighting, such as the DC-10-based[35] Tanker 910 and the 747-based Evergreen Supertanker.[36] Some widebody aircraft are used as VIP transport. Germany uses the Airbus A310, while Russia uses the Ilyushin Il-96 to transport their highest leaders. The specially modified Boeing 747-200 used by the President of the United States is known as Air Force One, or the Boeing VC-25. More information can be found under: Air transports of heads of state and government.
Future development
Airbus and Boeing are racing to market with two new widebody designs, currently in development.[38] Both manufacturers have been under significant pressure to see which obtains the most orders.[39] Currently, the Boeing 787 has received more orders than Airbus, and will be first to enter into airline service. The 787 is also the first large commercial aircraft to utilize a monolithic composite fuselage.[40]
The Boeing 787, the first large composite aircraft, The initial Airbus A350 design was only a minor upgrade to that of the [37] expected in service in 2010 A330/A340 series, but Airbus was forced to make significant design changes in response to feedback from the airlines.[41] [42] In addition to being a few inches wider than the Boeing, Airbus claims that the A350 final specifications will be better than that of the 787.[43] [44] [45]
The article on competition between Airbus and Boeing further discusses the rivalry, while order counts between the two aircraft can be compared under Airbus A350 orders versus Boeing 787 orders.
Widebody specifications
Model [46] EIS Final Prod. Year Airbus A300 19742007 2 132.0 [51] tons 171.7 [52] tons Airbus A310 Airbus A330 19822007 2 164.0 [57] tons 233.0 [60] tons 208inches (5.28m) [57] 222inches (5.64m) [57] 208inches (5.28m) [52] 222inches (5.64m) [53] [52] [54] 8 across (17.0" wide) in 2-4-2 on TG [55] 8 across (17.0" wide) in 2-4-2 on [56] LH # Eng. Maximum [47] Metric MTOW [48] [48] Inside Diameter, main Outside Diameter, main passenger deck passenger deck, upper passenger deck Number of seats across in [49] economy, main deck (seat [50] width)
8 across (17.4" wide) in 2-4-2 on AI [59]
[58]
1994
208inches (5.28m)
222inches (5.64m)
[60]
[61] 8 across (17.5" wide) in 2-4-2 on EK 8 across (17.5" wide) in 2-4-2 on [62] NW 8 across (17.3" wide) in 2-4-2 on EY [65] 8 across (19.0" wide) in 2-4-2 [69] [70] proposed 9 across (17.7" wide) [69] [71] in 3-3-3 proposed
Airbus A340 Airbus A350
1993
380.0 [63] tons 298.0 [66] tons
208inches (5.28m)
[64]
222inches (5.64m)
[64]
2013
220inches (5.59m)
[67]
234inches (5.94m) [67] [68]
Wide-body aircraft
[72] 259inches (6.58m) [72] 233inches (5.92m)
8
4
Airbus A380
2007
560.0 [72] tons
281inches (7.14m) [72]
10 across (18.6" wide) in 3-4-3 on [73] SQ 10 across (18.1" wide) in 3-4-3 [74] on QF 10 across (18.0" wide) in 3-4-3 on [75] EK
Boeing 747
1970
412.8 [76] tons
240inches (6.10m) [78] 136inches [79] (3.45m) 186inches (4.72m)
[77]
256inches (6.50m) [79]
10 across (17.7" wide) in 3-4-3 on [80] TG 10 across (17.2" wide) in 3-4-3 [81] [82] on NW [86] 7 across (18.0" wide) in 2-3-2 on UA [87] 7 across (17.0" wide) in 2-3-2 on [88] [89] US 9 across (18.0" wide) in 2-5-2 on UA [93] [94] 9 across (17.9" wide) in 3-3-3 [95] [96] on CO 10 across (17.0" wide) in 3-4-3 on [97] [98] [99] AF
Boeing 767
1982
204.1 [83] tons
[84]
198inches (5.03m)
[85]
Boeing 777
1995
351.5 [90] tons
231inches (5.87m)
[91]
244inches (6.20m) [91] [92]
Boeing 787
2010
[37]
245.0 [100] tons
215inches (5.46m)
[101]
227inches [102] [103] (5.77m)
8 across (18.5" wide) in 2-4-2 [102] proposed 9 across (17.2" wide) in 3-3-3 [102] proposed 9 across (18.0" wide) in 3-3-3 [107]
Ilyushin Il-86
19801994
208.0 [104] tons [105] 240.0 [108] tons 231.3 [112] tons 259.5 [116] tons 286.0 [119] tons
224inches (5.70 m)
[104]
239inches (6.08 m) [106]
Ilyushin Il-96 L1011 Tristar MD DC-10 MD MD-11
1992
224inches (5.70 m)
[109]
239inches (6.08 m) [110] 237inches (6.02m)
9 across (18.0" wide) in 3-3-3 on [111] SU 9 across (17.0" wide) in 2-5-2 on [115] SV 9 across (17.2" wide) in 2-5-2 on [117] [118] NW 9 across (17.5" wide) in 3-3-3 on KL [120] [121]
19721984
225inches (5.72m) [114] 224inches (5.69m)
[113]
19711988
[116]
237inches [116] (6.02m) 237inches [119] (6.02m)
19902000
224inches (5.69m)
[119]
Gallery
Head-on view of the Airbus A380 during pushback
Japan Airlines Boeing 747
The Rolls Royce Trent 900 Engine
Rough Boeing 747 interior airframe
Wide-body aircraft
The first twinjet widebody (1972), the Airbus A300
Lockheed L-1011 TriStar of Royal Jordanian Airlines
Airbus A330 parked at an airport gate
Ilyushin IL-96 operated by Aeroflot
See also
List of large aircraft List of wide-body aircraft Aircraft seat maps Seat configurations of the Airbus A380 Competition between Airbus and Boeing
External links
Official Airbus website [122] Official Boeing website [123] Airplane seating Information from seatguru.com, single aircraft per page [124] Airplane seat pitch and width information from eskyguide.com, in table form [125] Airplane seat pitch and width information from cheapflights.com, in table form [126] SeatMaestro.com [127] WidebodyAircraft.nl information and chronology [128] Etihad Airways document of their A340-600 interior [129].
References
[1] Ginger Gorham, Ginger Todd, Susan Rice (2003). A Guide to Becoming a Travel Professional. Cengage Learning. p.40. ISBN1401851770, 9781401851774. [2] Paul J. C. Friedlander (1972-03-19). "the traveler's world; Test of a New Wide-Bodied Airbus" (http:/ / select. nytimes. com/ gst/ abstract. html?res=F20E15F93C59107A93CBA81788D85F468785F9& scp=133& sq=wide-body& st=p). New York Times. . [3] Doganis, Rigas (2002). Flying Off Course: The Economics of International Airlines. Routledge. p.170. ISBN041521324X, 9780415213240. [4] Note: See table in this article for wide-bodied passenger-aircraft fuselage widths. [5] "Wide body cargo screening still a challenge" (http:/ / www. impactpub. com. au/ aircargo/ index. php?option=com_content& task=view& id=2659& Itemid=60). Impact Publications. 2008-11-18. . Retrieved 2009-02-17. [6] http:/ / www. boeing. com/ commercial/ startup/ pdf/ business/ Financing_Options. pdf [7] http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ press-release/ ?tx_ttnews[cat]=152&tx_ttnews[pS]=1209592800&tx_ttnews[pL]=2678399&tx_ttnews[arc]=1&tx_ttnews[tt_news]=1266&tx_ttnews[backPid]=1683&cHash=67 [8] "narrowbody aircraft" (http:/ / www. businessdictionary. com/ definition/ narrowbody-aircraft. html). . Retrieved 2009-03-18. [9] Royal Aero Club (Great Britain), Royal Aero Club of the United Kingdom (1967). Flight International (http:/ / books. google. com/ books?id=U3s7AAAAMAAJ& pgis=1). IPC Transport Press Ltd.. p.552. . [10] Eric Pace (1981-05-24). "How Airline Cabins are Being Reshaped" (http:/ / query. nytimes. com/ gst/ fullpage. html?res=9B02E3D61438F937A15756C0A967948260& sec=travel& spon=& pagewanted=all). New York Times. . [11] "Airline Seat Pitch" (http:/ / www. uk-air. net/ seatpitch. htm). UK-Air.net. . Retrieved 2009-02-17. [12] "Flying through a storm" (http:/ / www. economist. com/ research/ articlesBySubject/ displaystory. cfm?subjectid=348873& story_id=12454133). Economist.com. 2008-10-22. . Retrieved 2009-03-16. [13] Irving, Clive (1994). Wide Body: The Making of the Boeing 747. Coronet. ISBN0 340 59983 9. [14] Rumerman, Judy. "The Boeing 747" (http:/ / www. centennialofflight. gov/ essay/ Aerospace/ Boeing_747/ Aero21. htm), U.S. Centennial of Flight Commission. Retrieved: 30 April 2006.
Wide-body aircraft
[15] "The Airbus A300" (http:/ / www. cbc. ca/ world/ story/ 2001/ 11/ 12/ airbus011112. html). CBC News. 2001-11-12. . Retrieved 2009-08-24. [16] "Business | Airbus unveils 'superjumbo' jet" (http:/ / news. bbc. co. uk/ 2/ hi/ business/ 4183201. stm). BBC News. 2005-01-18. . Retrieved 2009-12-20. [17] Bor, Robert (2003). Passenger Behaviour. Ashgate Publishing, Ltd.. p.170. ISBN0754609367, 9780754609360. [18] Note: As of 2008-11-30 published Airbus data, only a handful of Airbus A340-500 aircraft orders are still pending. See Airbus A340#Deliveries and (http:/ / www. airbus. com/ en/ corporate/ orders_and_deliveries/ ) [19] Note: This fact can be viewed in the Specifications section; click arrows under MTOW to sort by weight. [20] Eisenstein, Paul. "Biggest Jet Engine." (http:/ / www. popularmechanics. com/ science/ extreme_machines/ 1280866. html) Popular Mechanics, July 2004. Retrieved: December 2, 2008. [21] See (http:/ / geae. com/ engines/ commercial/ ge90/ ge90-115b. html) [22] Guy Norris, Mark Wagner (2005). Airbus A380: superjumbo of the 21st century (http:/ / books. google. com/ books?id=KcaYjPhRnWUC& pg=PA105). Zenith Imprint. pp.105115. ISBN076032218X, 9780760322185. . [23] Guy Norris, Mark Wagner (2005). Airbus A380: superjumbo of the 21st century (http:/ / books. google. com/ books?id=KcaYjPhRnWUC& pg=PA111). Zenith Imprint. p.111. ISBN076032218X, 9780760322185. . [24] (http:/ / www. etihadairways. com/ sites/ etihad/ SiteCollectionDocuments/ global/ Documents/ Call Centre/ October07/ A340-600 FAM . pdf) [25] International Business Class (http:/ / www. vaustralia. com. au/ in-flight-services/ international-business/ index. htm) [26] "A380 First Class Social Area & onboard Lounge | Emirates A380 First Class | The Emirates A380 | Our Fleet | Flying with" (http:/ / www. emirates. com/ uk/ english/ flying/ our_fleet/ emirates_a380/ first_class/ social_area_onboard_lounge. aspx). Emirates. 2009-06-02. . Retrieved 2009-12-20. [27] "A380 Shower Spa | Emirates A380 First Class | The Emirates A380 | Our Fleet | Flying with" (http:/ / www. emirates. com/ uk/ english/ flying/ our_fleet/ emirates_a380/ first_class/ shower_spa. aspx). Emirates. 2009-06-02. . Retrieved 2009-12-20. 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[31] http:/ / www. faa. gov/ air_traffic/ publications/ ATpubs/ AIM/ Chap7/ aim0703. html [32] "PICTURES: Airbus prepares A340-600 testbed for GTF ground runs" (http:/ / www. flightglobal. com/ articles/ 2008/ 09/ 26/ 316574/ pictures-airbus-prepares-a340-600-testbed-for-gtf-ground-runs. html). Flightglobal.com. 2008-09-29. . Retrieved 2009-12-20. [33] http:/ / www. flightglobal. com/ articles/ 2010/ 04/ 29/ 341141/ r-r-prepares-to-ground-test-trent-xwb-ahead-of-a380-trials-next. html [34] "GE - Aviation: GE90-115B Prepares For Flight Aboard GE's 747 Flying Testbed" (http:/ / www. geae. com/ aboutgeae/ presscenter/ airshows/ singapore/ singapore_20020226c. html). Geae.com. 2002-02-26. . Retrieved 2009-12-20. [35] "Firefighting DC-10 available to lease" (http:/ / www. flightglobal. com/ articles/ 2009/ 03/ 30/ 324526/ firefighting-dc-10-available-to-lease. html). Flightglobal.com. . Retrieved 2009-12-20. [36] Evergreen International Aviation - Supertanker Services Inc. (http:/ / www. evergreenaviation. com/ supertanker/ index. html) [37] http:/ / www. flightglobal. com/ articles/ 2008/ 12/ 09/ 319833/ airbuss-boeing-787-dossier-could-have-wider-implications-for-both-airframers. html Airbuss Boeing 787 dossier could have wider implications for both airframers, FlightGlobal.com. Retrieved 2008-12-09. [38] http:/ / www. iht. com/ articles/ 2006/ 04/ 10/ business/ airbus. php [39] "Qatar picks A350 over 787, but makes $4.6 billion 777 order" (http:/ / seattlepi. nwsource. com/ business/ 228341_qatar14. html). Seattlepi.nwsource.com. 2005-06-14. . Retrieved 2009-12-20. [40] Norris, G.; Thomas, G.; Wagner, M. and Forbes Smith, C. (2005). Boeing 787 Dreamliner - Flying Redefined. Aerospace Technical Publications International. ISBN0-9752341-2-9. [41] " Airplane kingpins tell Airbus: Overhaul A350 (http:/ / seattletimes. nwsource. com/ html/ boeingaerospace/ 2002896362_boeing29. html)." Gates, D. Seattle Times. 29 March 2006. [42] " Redesigning the A350: Airbus tough choice (http:/ / www. leeham. net/ filelib/ ScottsColumn040406. pdf)." Hamilton, S., Leeham Company. [43] Airbus's A350 vision takes shape (http:/ / www. flightglobal. com/ Articles/ 2006/ 12/ 12/ Navigation/ 179/ 211028/ Airbus's+ A350+ vision+ takes+ shape+ -+ Flight+ takes+ an+ in-depth+ look+ at+ the+ new. html) Flight International December 2006 [44] 787 fact sheet (http:/ / www. boeing. com/ commercial/ 787family/ programfacts. html) Boeing [45] http:/ / www. eads. com/ xml/ content/ OF00000000400004/ 7/ 19/ 41508197. pdf Taking the lead: A350XWB presentation] EADS [46] Note: Entry into Service through Final Production Year [47] Note: Maximum MTOW of heaviest passenger version, in metric tonnes. Data have been rounded up to nearest tenth of a metric ton. Margin of error should be assumed. Use for comparison only. [48] Note: Original airframe manufacturer source data specified in feet, inches, or meters, without error margin information. Thus, due to rounding and conversion errors, a margin of error of 2 inches should be taken into account. Compare with automotive specifications, currently
10
Wide-body aircraft
published to within 2 millimeters. (http:/ / www. nist. gov/ public_affairs/ factsheet/ abc. htm) Maximum interior cabin width is measured at chest or eye level when seated, as is usually a few inches wider than the cabin floor. [49] Note: Airlines custom-configure the interior layout as per their objectives. Isle width and armrest width also affect layout but are not shown here. [50] Note: Seat-width specifications are not always represented accurately; multiple sources are encouraged, as well as the comparison of multiple airlines. Unexpected widths may be in error and should not be included here. [51] Note: The lightest widebody aircraft ever built was the Airbus A300B1 with a maximum take-off weight of 291000lb (132000kg). [52] A300-600 specifications (http:/ / www. airbus. com/ en/ aircraftfamilies/ a300a310/ a300-600/ specifications. html), Airbus [53] Note: There appears to be a unit conversion error on the Airbus webpage for the A300 O.D. specifications. 222inches (5.64m) is presumed to be correct. [54] "SeatGuru Seat Map Thai Airbus A300-600 Vers. 1 (AB6)" (http:/ / www. seatguru. com/ airlines/ Thai_Airways/ Thai_Airways_Airbus_A300-600_36R1. php). Seatguru.com. . Retrieved 2009-12-20. [55] TG New Fleet / Seat (http:/ / www. thaiairways. co. th/ eng/ TG/ A300-600. php?mid=ab6), Thai Airways [56] (http:/ / www. seatguru. com/ airlines/ Lufthansa/ Lufthansa_Airbus_A300-600. php), seatguru.com [57] A310 specifications (http:/ / www. airbus. com/ en/ aircraftfamilies/ a300a310/ a310/ specifications. html), Airbus [58] Airbus 310-300 page (http:/ / home. airindia. in/ SBCMS/ Webpages/ Fleet-Airbus-310. aspx?MID=196), Air India [59] (http:/ / www. seatguru. com/ airlines/ Air_India/ Air_India_Airbus_A310-300. php), seatguru.com [60] A330-200 specifications (http:/ / www. airbus. com/ en/ aircraftfamilies/ a330a340/ a330-200/ specifications. html), Airbus. Retrieved 2008-12-09. [61] "SeatGuru Seat Map Emirates Airbus A330-200 3-Class (332)" (http:/ / www. seatguru. com/ airlines/ Emirates_Airlines/ Emirates_Airlines_Airbus_A330-200_3class. php). Seatguru.com. . Retrieved 2009-12-20. [62] A330-200 seating and specifications page (http:/ / www. nwa. com/ travel/ trave/ seatm/ a330200/ index. shtml), NWA [63] (http:/ / www. airbus. com/ en/ aircraftfamilies/ a330a340/ a340-600/ specifications. html) [64] A340-200 specifications (http:/ / www. airbus. com/ en/ aircraftfamilies/ a330a340/ a340-200/ specifications. html), Airbus [65] (http:/ / www. etihadairways. com/ sites/ etihad/ SiteCollectionDocuments/ global/ Documents/ Call Centre/ October07/ A340-600 FAM . pdf), Etihad Airways [66] A3550-1000 Specifications (http:/ / www. airbus. com/ en/ aircraftfamilies/ a350/ efficiency/ a3501000_specifications. html), Airbus. Retrieved 2008-12-08. [67] A350 specifications (http:/ / www. airbus. com/ en/ aircraftfamilies/ a350/ efficiency/ a350800_specifications. html), Airbus [68] Note: Possible error on original Airbus webpage, conversion of metric to imperial off by 1 inch on Airbus webpage. [69] 10-abreast A350 XWB 'would offer unprecedented operating cost advantage' (http:/ / www. flightglobal. com/ articles/ 2008/ 05/ 19/ 223853/ picture-10-abreast-a350-xwb-would-offer-unprecedented-operating-cost-advantage. html), Flightglobal.com [70] Note: Possible unit-conversion error in article, 48 cm used as source. [71] Note: Published article indicated most airlines will choose the 9-across configuration [72] A380 specifications (http:/ / www. airbus. com/ en/ aircraftfamilies/ a380/ a380/ specifications. html), Airbus [73] "Comparing A380 Cabins" (http:/ / www. planenation. com/ comparing-a380-cabins). Plane Nation. . Retrieved 2009-12-20. [74] (http:/ / www. seatguru. com/ airlines/ Qantas_Airways/ Qantas_Airways_Airbus_A380. php), seatguru.com [75] (http:/ / www. seatguru. com/ airlines/ Emirates_Airlines/ Emirates_Airlines_Airbus_A380. php), seatguru.com [76] Boeing 747 specifications (http:/ / www. boeing. com/ commercial/ 747family/ technical. html) [77] Boeing 747 specifications (http:/ / www. boeing. com/ commercial/ 747family/ technical. html), Boeing 747 airport planning report (http:/ / www. boeing. com/ commercial/ airports/ acaps/ 7474sec2. pdf), Boeing [78] Note: Interior width for Boeing 747 main deck shown as 239inches (6.07m) or 240inches (6.10m) in different Boeing documents. [79] "Microsoft Word - 7474s2_062008.doc" (http:/ / www. boeing. com/ commercial/ airports/ acaps/ 7474sec2. pdf) (PDF). . Retrieved 2009-12-20. [80] (http:/ / www. thaiairways. co. th/ eng/ TG/ B747-400. php?mid=744), Thai Airways [81] (http:/ / www. nwa. com/ travel/ trave/ seatm/ 747400/ index. shtml), NWA [82] (http:/ / www. seatguru. com/ airlines/ Northwest_Airlines/ Northwest_Airlines_Boeing_747-400. php) seatguru.com [83] http:/ / www. boeing. com/ commercial/ 767family/ pf/ pf_400prod. html, Boeing 767-400 Specifications. Retrieved 2008-12-09. [84] Boeing 767 specifications (http:/ / www. boeing. com/ commercial/ 767family/ technical. html), Boeing [85] Note: An extensive Internet search did not reveal any original Boeing source for the actual O.D. of the B767. [86] "United Airlines - B767-300" (http:/ / www. united. com/ page/ article/ 0,6722,50976,00. html). United.com. . Retrieved 2009-12-20. [87] (http:/ / www. seatguru. com/ airlines/ United_Airlines/ United_Airlines_Boeing_767-300_D. php), seatguru.com [88] "SeatGuru Seat Map US Airways Boeing 767-200 (767)" (http:/ / www. seatguru. com/ airlines/ US_Airways/ US_Airways_Boeing_767-200. php). Seatguru.com. . Retrieved 2009-12-20. [89] "Legroom Guide" (http:/ / www. cheapflights. com/ travel-tips/ legroom-guide/ ). Cheapflights.com. . Retrieved 2009-12-20. [90] "777 Airplane Characteristics for Airport Planning" (http:/ / www. boeing. com/ commercial/ airports/ 777. htm). Boeing. . Retrieved on 2008-12-08. [91] Boeing 777 specifications (http:/ / www. boeing. com/ commercial/ 777family/ 777technical. html), Boeing
11
Wide-body aircraft
[92] Note: Boeing specifications for B777 O.D. do not convert precisely between inches and metric. Margin of error is unknown based on published Boeing material. [93] "United Airlines - B777-200" (http:/ / www. united. com/ page/ article/ 0,6722,50977,00. html). United.com. . Retrieved 2009-12-20. [94] http:/ / www. seatguru. com/ airlines/ United_Airlines/ United_Airlines_Boeing_777-200_3. php [95] "Continental Airlines - Boeing 777-200ER with 48/235 Configuration (777)" (http:/ / www. continental. com/ web/ en-US/ content/ travel/ inflight/ aircraft/ 777. aspx). Continental.com. . Retrieved 2009-12-20. [96] (http:/ / www. seatguru. com/ airlines/ Continental_Airlines/ Continental_Airlines_Boeing_777-200_B. php), seatguru.com [97] http:/ / www. airfrance. fr/ common/ image/ PlansCabine/ en/ B777300_nev_325pax_maxi_en. gif [98] (http:/ / www. seatguru. com/ airlines/ Air_France/ Air_France_Boeing_777-300_C. php), seatguru.com [99] Note: Some Air France Boeing 777 aircraft seat 9 across. See http:/ / www. airfrance. us/ US/ en/ common/ guidevoyageur/ classeetconfort/ plan_cabine_boeing. htm for specific aircraft. [100] "Boeing 787-9 Dreamliner Fact Sheet" (http:/ / www. boeing. com/ commercial/ 787family/ 787-9prod. html). Boeing. . Retrieved 2007-11-23. [101] "BBJ Fact Sheet" (http:/ / www. boeing. com/ news/ feature/ farnborough08/ assets/ bgs-facts/ FAS 2008 fct widebody BBJ. pdf) (PDF). . Retrieved 2009-12-20. [102] "787 Airplane Characteristics for Airport Planning" (http:/ / www. boeing. com/ commercial/ airports/ acaps/ 7878. pdf) (PDF). . Retrieved 2009-12-20. [103] http:/ / www. boeing. com/ commercial/ 787family/ 787-8prod. html Note: some Boeing B787 source material indicates 227inches (5.77m) outer diameter, while other Boeing sources indicate 226inches (5.74m) [104] "Ilyushin Il-86 commercial aircraft. Pictures, specifications, reviews" (http:/ / www. airlines-inform. com/ commercial-aircraft/ Il-86. html). Airlines-inform.com. . Retrieved 2009-12-20. [105] Note: Other references for the Ilyushin Il-86 MTOW ranged between 206 and 215 metric tonnes. [106] Gunston B, Aircraft of the Soviet Union, Osprey, London, 1984 [107] Gunter Endres. The Illustrated Directory of Modern Commercial Aircraft (http:/ / books. google. com/ books?id=nA9UX1Az_k0C). Zenith Imprint, 2001. p.358. . "ISBN 0-7603-1125-0, ISBN 978-0-7603-1125-7" [108] "Rossiya - russian airlines" (http:/ / www. pulkovo. ru/ en/ about/ fleet/ AircraftFleet/ ?id4=108& i4=6). Pulkovo.ru. . Retrieved 2009-12-20. [109] "Flight - Airline Industry news, aviation jobs & airline recruitment" (http:/ / www. flightglobal. com/ directory/ detail. aspx?aircraftCategory=CommercialAircraft& manufacturerType=CommercialAircraft& navigationItemId=389& aircraftId=42& manufacturer=0& keyword=& searchMode=Manufacturer& units=Metric). Flightglobal.com. . Retrieved 2009-12-20. [110] (http:/ / www. aeronautics. ru/ il96. htm) [111] "SeatGuru Seat Map Aeroflot Russian Airlines Ilyushin IL 96-300 Vers. 2 (IL9)" (http:/ / www. seatguru. com/ airlines/ Aeroflot_Russian_Airlines/ Aeroflot_Russian_Airlines_Ilyushin_IL-96-300_B. php). Seatguru.com. . Retrieved 2009-12-20. [112] L-1011 Specifications. Retrieved 2008-12-09. (http:/ / home2. swipnet. se/ ~w-26408/ 1011spec. htm) [113] http:/ / www. orbital. com/ NewsInfo/ Publications/ L1011. pdf [114] "Cabin Widths Tech Ops Forum" (http:/ / www. airliners. net/ aviation-forums/ tech_ops/ read. main/ 191291/ ). Airliners.net. . Retrieved 2009-12-20. [115] Saudi Airlines Seating Configuration. Retrieved 2008-12-09. (http:/ / www. saudiairlines. com/ portal/ site/ saudiairlines/ menuitem. d9a467d070ca6c65173ff63dc8f034a0/ ?vgnextoid=4e3b9f6412852110VgnVCM1000008c0f430aRCRD) [116] http:/ / www. boeing. com/ commercial/ airports/ acaps/ dc10. pdf DC-10 Airplane Characteristics for Airport Planning, Boeing. Retrieved 2008-12-09. [117] (http:/ / www. eskyguide. com/ reference/ plane_config. html), eskyguide.com [118] Note: Retired from service in 2007. [119] McDonnell Douglas (1998-08, Revision E). "MD-11 Airplane Characteristics for Airport Planning, Report MDC K0388" (http:/ / www. boeing. com/ commercial/ airports/ acaps/ md11. pdf). . [120] "SeatGuru Seat Map KLM McDonnell Douglas MD-11 Vers. 1 (M11)" (http:/ / www. seatguru. com/ airlines/ KLM/ KLM_MD-11. php). Seatguru.com. . Retrieved 2009-12-20. [121] (http:/ / www. klm. com/ travel/ gb_en/ travel_information/ on_board/ seating_plans/ md11. htm) (Note: KLM's website does not include seat width information.) [122] http:/ / www. airbus. com [123] http:/ / www. boeing. com [124] http:/ / www. seatguru. com [125] http:/ / www. eskyguide. com/ reference/ plane_config. html [126] http:/ / www. cheapflights. com/ travel-tips/ legroom-guide/ [127] http:/ / www. seatmaestro. com [128] http:/ / www. widebodyaircraft. nl/ airindex. htm [129] http:/ / www. etihadairways. com/ sites/ etihad/ SiteCollectionDocuments/ global/ Documents/ Call%20Centre/ October07/ A340-600%20FAM%20. pdf
12
Competition between Airbus and Boeing
13

Competition between Airbus and Boeing (sometimes referred to as the "Airliner Wars") is a result of the two companies' domination of the large jet airliner market since the 1990s, which is itself a consequence of numerous corporate failures and mergers within the global aerospace industry over the years. Airbus began its life as a consortium, whereas Boeing took over its former arch-rival, McDonnell Douglas, in 1997. Other manufacturers, such as Lockheed and Convair in the USA and Dornier and Fokker in Europe, have pulled out of the civil aviation market after disappointing sales figures and economic problems. The collapse of the Eastern Bloc and its trade organization Comecon around 1990 has put the former Soviet aircraft industry in a disadvantaged position, although Antonov, Ilyushin, Sukhoi, Tupolev and Yakovlev develop new airplanes and gain a small market share. All this has left Boeing and Airbus in a near-duopoly in the global market for large commercial jets comprising narrow-body aircraft, wide-body aircraft and jumbo jets. However, Embraer has gained market share with their narrow-body aircraft in the Embraer E-jets series. There is also a similar competition in regional jet manufacturing competition between Bombardier Aerospace and Embraer. In the decade between 2000 and 2009 Airbus received 6,452 orders, while Boeing received 5,927. Airbus had higher deliveries between 2003 and 2009, but fell slightly short of Boeing's deliveries, delivering 3,810 aircraft compared to Boeing's 3,950. The competition is intense, and each company regularly accuses the other of receiving unfair state aid from their respective governments.
Competition by product
Range overlap
Though both manufacturers have a broad product rangein various segments from single-aisle to wide-body, manufacturers' offerings do not always compete head-to-head. As listed below they respond with slightly different models. The A380, for example, is substantially bigger than the B747. The A350 XWB competes with the high end of the B787 and the low end of the B777. The A320 is bigger than the 737-700 but smaller than the 737-800. The A321 is bigger than the B737-900 but smaller than the previous B757-200. The A330-200 competes with the smaller B767-300ER.
Airlines can use this as a benefit since they get a more complete product range from 100 seats to 500 seats than if both companies offered identical aircraft.
14
Passengers/range km (statute miles) for all models
A chart comparing the passenger capacity (2-class typical) and range (maximum in nautical miles) of in-production, future, and out-of-production since 2000 Airbus and Boeing aircraft.
2,645 to 5,600 to 3,185 5,900 (2400sm) (3500sm) 100-139 (B717-200) A318-100 B737-600 140-156 148-189
6,800 to 7,700 (4500sm)
9,000 to 10,200 (5900sm)
10,500 to 11,300 (6800sm)
12,250 to 12,500 (7700sm)
13,300 to 13,900 (8500sm)
14,200 to 14,800 (9000sm)
14,900 to 15,400 to 15,200 16,000 (9300sm) (9800sm)
16,700 to 17,400 (10500sm)
B737-700 A319-100 B737-800 A320-200 A321-200 (B757-200) B737-900 (B757-300)
B737-700ER
177-255
(A310-200) (A310-300)
B767-300ER B767-200ER
B787-8
243-375
B767-400ER B747SP A330-200 A340-200 A350-800 B787-9 A350-900 B777-200LR A340-500 A340-500HGW A350-900R
253-300
(A300)
(A300-600)
295-440 313-366
B787-3
B777-200
A330-300
A340-300 B777-200ER
358-550
B747-100SR B747-100 B747-300SR
B777-300
B747-200
B777-300ER A350-1000
15
A340-600 A340-600HGW B747-400 B747-400ER B747-8 A380
380-419
410-568 <467 525-853
Airbus A320 vs Boeing 737

Airbus A320 family A318 A319 A320 A321 737-300 737-400 737-500 Boeing 737 737-600 737-700 737-800 737-900ER
Two
Cockpit crew 220 (1-class) 44.51m (146ft) Seating capacity Length 148 (1-class) 28.6m (94ft) 168 (1-class) 36.5m (119ft 6in)
Two
117 (1-class) 31.45m (103ft 2in)
142 (1-class) 33.84m (111ft)
180 (1-class) 37.57m (123ft)
132 (1-class)
149 (1-class) 189 (1-class)
204 (1-class) 42.1m (138ft 2in)
31.1m (101ft 8in)
31.2m (102ft 6in)
33.6m (110ft 4in)
39.5m (129ft 6in)
12.56m (41ft 2in)
11.76m (38ft 7in)
Height
11.3m (37ft) 28.3m (93ft)
11.1m (36ft 5in)
12.6m (41ft 3in)
12.5m (41ft 2in)
34.10m (111ft 10in)
Wingspan
28.9m (94ft 8in)
34.3m (112ft 7in)
25
Wing Sweepback
25
25.02
Aspect Ratio 3.70m (12ft 1in) Cabin Width Cabin Height 3.95m (13ft) Fuselage Width Fuselage Height 39,300kg 40,600kg 42,400kg 48,200kg Typical empty weight
8.83
9.16
9.45
3.54m (11ft 7in)
2.20m (7ft 3in)
3.76m (12ft 4in)
4.11m (13' 6")
28,120kg (61,864 lb)
33,200kg (73,040lb)
31,300kg (68,860lb)
36,378kg (80,031lb)
38,147kg (84,100lb)
41,413kg (91,108lb)
44,676kg (98,495lb)
68,000kg 75,500kg 77,000kg 93,500kg Maximum 49,190kg 68,050kg 60,550kg (149,900lb) (166,500lb) (169,000lb) (206,100lb) take-off (108,218lb) (149,710lb) (133,210lb) weight Maximum 44,906kg landing (99,000lb) weight Maximum 40,824kg zero-fuel (90,000lb) weight 56,246kg 49,895kg (124,000lb) (110,000lb)
66,000kg (145,500lb)
70,080kg (154,500lb)
79,010kg 85,130kg (174,200lb) (187,700lb)
55,112kg (121,500lb)
58,604kg (128,928lb)
66,361kg (146,300lb)
53,070kg 46,720kg (117,000lb) (103,000lb)
51,936kg (114,500lb)
55,202kg (121,700lb)
62,732kg (138,300lb)
16
18.4m (650ft) 1,990m (6,646ft) 38.9m (1,373ft) 2,540m (8,483ft) 23.3m (822ft) 2,470m (8,249ft) 21.4m (756ft) 2,400m (8,016ft) 27.3m (966ft) 2,480m (8,283ft) 45.1m (1,591ft) 52.5m (1,852ft)
Cargo Capacity 1,355m (4,446ft) 1,950m (6,398ft) 2,090m (6,857ft) 2,180m (7,152ft) Takeoff run at MTOW Cruising speed Max. speed Range fully loaded
2,450m (8,181ft)
.78 Mach
.74 Mach
.74 Mach
.785 Mach
.78 Mach
.82 Mach
.82 Mach
5,950km 6,800km 5,700km 5,600km (3,200nm) (3,700nm) (3,078nm) (3,050nm)
3,440km (1,860nm)
4,005km (2,165nm)
4,444km (2,402nm)
5,648km (3,050nm)
6,230km (3,365nm) (5,510nm on ER variants.)
5,665km (3,060nm)
4,996km (2,700nm) [5,925km (3,200nm ) 2-class layout w/2 aux. tanks] 29,660L 7,837 US gal
23,860L 6,300 US gal
29,840L 7,885 US gal 39,000ft
29,680L 7,842 US gal
Max. fuel 17,860L 23,170L 23,800L capacity 4,725 US gal 6,130 US gal 6,296 US gal
26,020L 6,875 US gal
Service Ceiling Engines (x2)
35,000ft
37,000ft
41,000ft
PW6022A, CFM56-5
IAE V2500, CFM56-5
CFM56-7 CFM56-3B-1 CFM56-3B-2 CFM56-3B-1 CFM56-7B20 CFM56-7B26 CFM56-7B27
Max Thrust Engine Ground Clearance
20,000lbf
22,000lbf
20,000lbf
20,600lbf
26,300lbf
27,300lbf
51cm (20in)
46cm (18in)
48cm (19in)
Airbus A330 and Airbus A340 vs Boeing 767 and Boeing 777
Measurement Cockpit crew Seating capacity Length 261 (3-class) 59.39m 194ft 10in 60.30m 197ft 10in 361.6 m 3,892ft 30 16.70m 54ft 9in 16.85m 55ft 3in 17.10m 56ft 1in 5.28m (17.3ft) 5.64m (18.5ft) 23.24m 76ft 3in 25.60m 84ft 0in 27.59m 90ft 6in 32.89m 107ft 11in 295 (3-class) 63.60m 208ft 8in A340-200 A340-300 A340-500/-500HGW Two 313 (3-class) 67.90m 222ft 9in 63.45m 208ft 2in 439 m 4,725ft 31.1 17.30m 56ft 9in 380 (3-class) 75.30m 247ft 0in A340-600/-600HGW
Wingspan
Wing area
Wing sweepback Height
Cabin width Fuselage width Wheelbase
17
129,275kg 295,503lb 276,500kg 609,600lb 170,400kg 375,668lb 372,000/380,000kg 820,100 /837,800lb 177,000kg 390,218lb 368,000/380,000kg 811,300/837,800lb
Typical empty weight
129,000kg 284,396lb 275,000kg 606,300lb
Maximum take-off weight Cruising speed Take off run at MTOW
Mach 0.82 (896km/h, 484knots, 557mph) 2,990m 9,810ft 14,800km 8,000NM 3,000m 9,840ft 13,700km 7,400NM
Mach 0.84 (905km/h, 490knots, 560mph) 3,050m 10,000ft 16,020/16,700km 8,650/9,000NM 214,810/222,000L 56,750/58,646gal 32 LD3s/11 pallets 11,887m 39,000ft 3,100m 10,170ft 14,360/14,630km 7,750/7,900NM 195,881/204,500L 51,746/54,023gal 42 LD3s/14 pallets
Range fully loaded
Max. fuel capacity
155,040L 40,957gal
140,640L 37,153gal
Cargo capacity Service ceiling
18 LD3s/6 pallets
30 LD3s/10 pallets
Engines (4x)
CFM56-5C2 (138.78kN) CFM56-5C3 (144.57kN) CFM56-5C4 (151.25kN)
CFM56-5C2 (138.78kN) CFM56-5C3 (144.57kN) CFM56-5C4 (151.25kN) CFM56-5C4P (149.9kN)
Rolls-Royce Trent 553/556 (236/249kN)
Trent 556/560 (249/260kN)
Airbus A330 Series
Boeing 767 Series
Boeing 777 Series 767-400ER 777-200LR
A330-200
A330-300 Two
A330-F Cockpit crew Seating capacity
767-200ER
767-300ER
767-300-F Two
253 (3 cl.) 293 (2 cl.) [1] 405 (1-cl.) 58,8 m (192ft 11 in) 17.40 m
295 (3 cl.) 335 (2 cl.) 440 (1 cl.) 63,6 m (208ft 8 in)
181-255
218-351
245-375
301-440
58.8 m (192ft11in)
Length
48.5m
54.9m
61.4m
63.7m
16.9 m (55ft 5 in) 60.3 m (197ft 10 in) 5.28 m (17ft 4 in)
Height Wingspan Cabin Width Hull Width Maximum take-off weight Maximum landing weight Takeoff run 179170kg (395000lb)
15.8m 47.6m
15.9m
16.8m 51.9m
18.8m 64.8m
5.64 m (18ft 6 in)
5.03 m
[2]
233000kg (513700lb)
186880kg (412000lb)
204110kg (450000lb)
347450kg (766000lb)
182000kg (401200lb)
187000kg (412300lb)
2200 m
2500 m
18
0.80 Mach 0.84 Mach
0.82 Mach (896km/h)
Cruising speed Max Speed Range fully loaded Max. fuel capacity Cargo (volume) / ULDs Engines (x2) 81.4 m 12250km (6600nm)
0.85 Mach (913km/h or 490 knots at 35,000ft.) 12500 km 10500 km 7400 km (4000nm)
0.86 Mach
0.89 Mach
11300km (6100nm)
6100km (3270nm)
10500km (5645nm)
17450 km (9420nm)
139100 L 97170L (36750USgal) (25670USgal) 136 m 26 LD3s 162 m 32 LD3s
139100 L
90770 L (23980USgal) 106.8 m 454 m 129 m
181280 L (47890USgal) 150 m 6 LD3s
475 m
PWPW4000 GECF6-80E1 RRTrent 700 303-320kN 68000-72000 lbf
PWPW4062 PWPW4062 PWPW4062 PWPW4062 GE90-110B1 GECF6-80C2B7F GECF6-80C2B8F GECF6-80C2B7F GECF6-80C2B7F RRRB211-524H RRRB211-524H
Max Thrust (x2) Engine Ground Clearance 0.56 m (1ft 10 in) 0.81 m (2ft 8 in)
Airbus A350 XWB vs Boeing 787 and 777

A350 XWB [5] A350-900F A350-800 A350-900 A350-1000 A350-900R [3] [4] Two Cockpit crew 310 90t cargo Passengers (3cl) Length Height Wingspan [9] Fuselage Width Cabin Width Wing sweep LD3 containers MTOW (t) Max landing (t) Empty weight (t) 145.2 [13] 167.8 [13] 32 [10] 301 103t cargo 63.7 m 18.8 m 18.6 m 64.8 m 20ft 4in (6.19m) Boeing 777 777-200LR 777-200F 777-300ER[6] Boeing 787 787-9 787-10 [7]
Two
270
314
350
365
263
310
[8]
60.7 m
67.0 m
74.0 m 17.2 m 64.8 m 19ft 6 in (5.96 m)
67.0 m
73.9 m 18.7 m
63.0 m 16.5 m 60.0 m
68.9 m 17.0 m 60.1 m
18ft 11 in (5.75 m)
18ft 4 in (5.59 m)
19ft 3in (5.86m)
18ft (5.49 m)
31.9
31.64
32.2
28
36
44
37 pallets
44
[11]
36
44
248 185
268 205
298 228.5
347.452
347.450
351.534
244.940 183.7
272.150 197.3
115.7
[12]
115.3
[14]
125
[14]
19
Max fuel (l) Cruise speed (M) Max speed (M) Thrust (lb) ( 2) Engines 115,300 202,287 181,280 181,280 138,700 145,000
129,000
138,000
156,000
0.85
0.84
0.85
0.89
0.89
75,000
84,000
93,000
68,000
88,200
RRTrentXWB
GE90-110B
GE90-115B
RRTrent1000 or GEGEnx 8,500nm 7,500nm[8] 15,750km 13,890km $178.5M TBA
8,300nm 8,100nm 8,000nm 15,400km 15,000km 14,800km $208M $244M $270M
9,500nm 17,600km TBA
5,000nm 9,250km TBA
Range
9,420nm 17,445km $237M
4,990nm 9,065km $232.5M
7,900nm 14,630km $219M
Price
Empty weight EW:

[1] Airbus.com: TECHNICAL BACKGROUNDER A330-200 (http:/ / www. airbus. com/ crisis/ aircraftdesc. html) [2] Boeing dvoile les formes dfinitives de son 787 Dreamliner (http:/ / www. marocinfocom. com/ detail. php?id=1463) [3] Airbus's A350 vision takes shape (http:/ / www. flightglobal. com/ Articles/ 2006/ 12/ 12/ Navigation/ 179/ 211028/ Airbus's+ A350+ vision+ takes+ shape+ -+ Flight+ takes+ an+ in-depth+ look+ at+ the+ new. html) Flightinternational [4] Airbus product comparisons (http:/ / www. airbus. com/ en/ aircraftfamilies/ productcompare/ ) [5] Airbus goes for extra width - A350 XWB special report (http:/ / www. flightglobal. com/ Articles/ 2006/ 07/ 25/ 208045/ Airbus+ goes+ for+ extra+ width+ -+ A350+ XWB+ special+ report. html). Flightinternational [6] Boeing 777 Technical Specification (http:/ / boeing. com/ commercial/ 777family/ specs. html). www.boeing.com [7] Boeing 787-10ER Technical Specification (http:/ / theaviationspecialist. com/ 787-10er_caf. gif) [8] Boeing admits 787-10 could face pressure (http:/ / www. flightglobal. com/ articles/ 2007/ 01/ 29/ 211760/ boeing-admits-787-10-could-face-pressure-from-new-airbus-a350-900-xwb-variant-but-doubts. html). Flightinternational [9] A350 Specifications (http:/ / www. airbus. com/ en/ aircraftfamilies/ a350/ a350-800/ specifications. html) [10] Factsheet Boeing 777-200 (http:/ / www. zap16. com/ civ fact/ civ Boeing 777-200. htm) [11] Factsheet Boeing 777-300 (http:/ / www. zap16. com/ civ fact/ civ Boeing 777-300. htm) [12] Proposed manufacturer's weight empty including expected overweight. [13] Final operating empty weight [14] Proposed operating empty weight not including expected overweight
Airbus A380 vs Boeing 747

Airbus A380 A380-800 Two 525 / 644 / 853 (3/2/1-class) 73 m 24.1 m 79.8 m Main deck: 6.58m (21ft 7in) Upper Deck: 5.92m (19ft 5in) 633m (333+300) 38 276,800kg (608,400lb) [1] Cockpit crew Passengers Length Height Wingspan Cabin width 416 / 524 (3/2-class) 70.6m (231ft 10in) 19.4m (63ft 8in) 64.4m (211ft 5in) 6.1m (20.1ft) 747-400 [2] Boeing 747 747-400ER Two 467 (3-class) 76.4m (250ft 8in) 19.5m (64ft 2in) 68.5m (224ft 7in) [3] 747-8I [4] [5]
Useful cabin-area LD3 containers Empty weight 30 178,756kg (393,263lb) 28 184,570kg (406,900lb) 36 214500kg (473000lb)
20
246,074kg 251,744kg 291000kg (640000lb)
361,000kg (796,000lb)
Max zero-fuel weight MTOW Max fuel
560,000kg (1,235,000lb) 310,000L (81,890USgal)
396,890kg (875,000lb) 216,840L (57,285USgal)
412,775kg (910,000lb) 241,140L (63,705USgal)
442000kg (970000lb) 241,619L (64,221USgal)
Mach0.85 (900km/h)
Cruise speed
Mach0.85 (567mph, 912km/h at altitude)
Mach0.855, (567mph, 913km/h at altitude)
Mach0.96 (1030km/h) 311kN (70,000lbf)
[6]
Max Operating Mach Thrust (4) 63,300lbf PW 62,100lbf GE 59,500lbf RR PW4062 GECF6-80C2B5F RRRB211-524H
Mach0.92 (987km/h)
63,300lbf PW 62,100lbf GE
66,500lbf
GP7270, Trent970
Engines
PW4062 GECF6-80C2B5F
GEnx-2B67
2,750 m (9,020ft)
Takeoff run at MTOW Range (3class)
3,018m (9,902ft)
N/A
15,200km (8,200nmi)
13,450km (7,260nm)
14,205km (7,670nm)
14,815km (8,000nm)
The widebody 747-8, as the latest modification of Boeing's largest airliner, is notably in direct competition on long-haul routes with the A380, a full-length double-deck aircraft now in service. For airlines seeking very large passenger airliners, the two have been pitched as competitors on various occasions. Following another delay to the A380 program in October 2006, FedEx and UPS canceled their orders for the A380-800 freighter. Some A380 launch customers deferred delivery or considered switching to the 747-8 and 777F aircraft.[7] [8] Boeing advertising claims 747-8I to Cross-section comparison of Airbus A380 versus be more than 10% lighter per seat and consume 11% less fuel per Boeing 747-400 passenger with a trip-cost reduction of 21% and a seat-mile cost reduction of more than 6% versus the A380. For the 747-8F's empty weight is expected to be 80 tonnes (88 tons) lighter and 24% lower fuel burn per ton with 21% lower trip costs and 23% lower ton-mile costs than the A380F.[9] In order to counter a perceived strength of the 747-8I, from 2012 Airbus will offer, as an option, of improved maximum take-off weight, thus providing a better payload/range performance. The precise size of the increase in maximum take-off weight is still unknown. British Airways and Emirates will be the first customers to receive this new option.[10] As of April 2009 no airline has canceled an order for the passenger version of the A380. Boeing currently has only two commercial airline orders for the 747-8I: Lufthansa (20) and Korean Air Lines (5).[11]
A330 MRTT - KC-45A

In March 2008 the announcement that Boeing had lost a $40bn contract to Airbus to build parts for the new in-flight refuelling aircraft KC-45A for the USAF drew angry protests in the US Congress.[12] Upon review of Boeing's protest, the Government Accountability Office ruled in favor of Boeing and ordered the USAF to recompete the contract. Later, the entire competition was first rescheduled, then canceled, with a new competition expected to be decided by March 2010.[13]
Competition between Airbus and Boeing EADS A330 MRTT - Northrop Grumman KC 45 A versus Boeing KC-767 Data are preliminary and partially copied from A330-200 and 767-200ER. A330 MRTT - KC-45 Length Height Fuselage Width Wingspan Surface area Engines Thrust ( 2) Passengers Range Cruise speed Max speed Max takeoff weight Max landing weight Normal fuel load Maximum fuel load 59.69 m 16.9 m 5.64 m 60.3 m 361.6 m 2x RR Trent 700 or GE CF6-80 turbofans 316kN 226 - 280[14] 12,500km 860km/h Mach 0.86 (915km/h) 230 t 180 t 250,000lb (113,500kg) 250,000lb (113,500kg) plus 95,800lb (43,500kg) of additional cargo or fuel load 32 (463L) pallets 2x Pratt & Whitney PW4062 282kN 190 12,200km Mach 0.80 (851km/h) Mach 0.86 (915km/h) 181 t 136 t 161,000lb (73,100kg) over 202,000lb (91,600kg) KC-767 Advanced Tanker 48.5 m 15.8 m 5.03 m 47.57 m
21
Cargo (standard pallets)
19 (463L) pallets
Competition by outsourcing
Because many of the worlds airlines are wholly or partly government owned, aircraft procurement decisions are often taken according to political as well as commercial criteria. Boeing and Airbus seek to exploit this by subcontracting production of aircraft components or assemblies to manufacturers in countries strategically important in order to gain competitive advantage. For example, Boeing has offered longstanding relationships with Japanese suppliers including Mitsubishi Heavy Industries and Kawasaki Heavy Industries by which these companies have had increasing involvement on successive Boeing jet programs, a process which has helped Boeing achieve almost total dominance of the Japanese market for commercial jets. Outsourcing was extended on the 787 to the extent that Boeings own involvement was reduced to little more than project management, design, assembly and test operation, outsourcing most of the actual manufacturing all around the world. Boeing has since stated that it "outsourced too much" and that future airplane projects will depend far more on Boeing's own engineering and production personnel.[15] Partly because of its origins as a consortium of European companies, Airbus has had fewer opportunities to outsource significant parts of its production beyond its own European plants. However, in 2009 Airbus has opened an assembly plant in Tianjin, China for production of its A320 series airliners.[16]
22
Competition through use of technology

One of the ways Airbus sought to compete with the well-established Boeing in the 1970s was through the introduction of advanced technology. For example, the A300 made the most extensive use of composite materials yet seen in an aircraft of that era, and by automating the flight engineer's functions, was the first large commercial jet to have a two-man flight crew. In the 1980s Airbus was the first to introduce digital fly-by-wire controls into an airliner (the A320). Now that Airbus has established itself as a viable competitor to Boeing, both companies use advanced technology to seek performance advantages in their products. For example, the Boeing 787 will be the first large airliner to use composites for most of its construction.
Competition through provision of engine choices

The competitive strength in the market of any airliner is considerably influenced by the choice(s) of engine available. In general, airlines prefer to have a choice of at least two engines from the major manufacturers General Electric, Rolls-Royce and Pratt & Whitney. However the engine manufacturers clearly prefer to be single source, and sometimes succeed in striking commercial deals with Boeing and Airbus to achieve their objective. Hence several notable aircraft have only provided a single engine offering: the Boeing 737-300 series onwards (CFM56), the Airbus A340-500 & 600 (Rolls-Royce Trent 500), the Airbus A350 (Rolls-Royce Trent XWB - so far) and the Boeing 747-8 (GEnx-2B67).[17]
Effect of currency on competition

Boeing's production costs are mostly in dollars, whilst Airbus' production costs are mostly in Euros; so, when the euro rises against the dollar, this increases the cost of new Airbus airliners relative to Boeing. Airbus may also be exposed to other currency risks; in Asia and the Middle East, some Airbus sales to airlines involved multiple currencies. Boeing is not exposed to currency conversion risks in these transactions.[18]
Orders and deliveries

Orders
2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 1989
Airbus Boeing
81
310
900 1458 824 1111
370
284 239
300 251
375 520 314
476 556 606
460 543
326 708
106
125
38 236
136 266
101 273
404 533
421 716
120 142
662 1413 1044 1002 272
588 355
441 125
Sources 2010: Airbus net orders until May 31 ( (http://www.airbus.com/en/corporate/orders_and_deliveries/)) Boeing net orders until June 22 ( (http://active.boeing.com/commercial/orders/index.cfm))

Deliveries
2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 1989
23
Airbus Boeing
206
498
483 375
453 441
434 398
378 290
320 285
305 303 281 381
325 527
311 491
294 620
229 563
182 375
126 271
124 256
123 312
138 409
157 572
163 606
95 527
105 402
179 481
Sources 2010: Airbus deliveries until May 31 ( (http://www.airbus.com/en/corporate/orders_and_deliveries/)) Boeing deliveries until May 31 ( (http://active.boeing.com/commercial/orders/index.cfm?content=displaystandardreport.cfm&
optReportType=CurYrDelv))
Yearly orders.
Yearly deliveries.
Orders/Deliveries overlay.
Boeing's Product Plan

Since the 1970s Boeing has faced increasing competition from Airbus, which has expanded its family of aircraft to the point where Airbus and Boeing now cover an almost identical market. Airbus has delivered more planes than Boeing every year from 2003 onwards. Airbus orders have exceeded Boeing's in every year since 1999 expect for 2000 and 2006, which went to Boeing. In 2005 Airbus won more orders by number, but Boeing won 55% by value. In summary, of the last 10 years (20002009), Airbus won 6,452 orders while delivering 3,810, Boeing won 5,927 orders while delivering 3,950. The A320 has been selected by 222 operators (Dec. 2008), among these several low-cost operators, gaining ground against the previously well established 737 in this sector; many full-service airlines also have selected it as a replacement for 727s and aging 737s, such as United Airlines and Lufthansa; and after 40 years the A380 now challenges the Boeing 747s dominance of the very large aircraft market. The 747-8 is a stretched and updated version of the venerable 747-400 and will offer greater capacity, fuel efficiency and longer range. Frequent delays to the Airbus A380 program caused several customers to consider cancelling their orders in favour of the refreshed 747-8[19] , although none has done so and some have even placed repeat orders for the A380. However, all A380F orders have been canceled. To date, Boeing has secured orders for 78 747-8F and 28 747-8I with first deliveries scheduled for 2010 and 2011 respectively, while Airbus has orders for 234 A380s, the first of which entered service in 2007. Several Boeing projects were pursued and then canceled, like the Sonic Cruiser, launched in 2001. Boeing is now focused on the 787 Dreamliner as a platform of total fleet rejuvenation, which uses technology from the Sonic Cruiser concept. Despite having been delayed by more than two years, the 787 is the fastest selling wide body airliner in history. The 787's rapid sales success and pressure from potential customers forced Airbus to revise the design of its competing A350. In 2004, Boeing ended production of the 757 after 1055 were produced. More advanced, stretched versions of the 737 were beginning to compete against the 757, and the proposed 787-3 will fill some of the top end of the 757 market. Also that year, Boeing announced that the 717, the last civil aircraft to be designed by McDonnell Douglas, would cease production in 2006. The 767 was in danger of cancellation as well, with the 787 replacing it, but recent orders for the freighter version have extended the program and the uncertainty of the deliveries of the 787 also
Competition between Airbus and Boeing prolongs the deliverance. The passenger version of the Boeing 747-400 ceased production on March 17, 2008. However, the freighter version will remain in production until the first delivery of the 747-8F. Recently, Boeing launched five new variants of existing designs: the ultra-long-range 777-200LR, 737-900ER, 737-700ER, 777 Freighter and the 747-8. The 777-200LR has the longest range of any commercial aircraft and was designed to compete with the Airbus A340-500. It was first delivered in 2006. The 737-900ER and 737-700ER are the extended range variants of the -900 and -700 models. Due to rising fuel costs, the more efficient twinjet 777 has been winning orders at the expense of the four-engined Airbus A340. There are 5,417 (April 30, 2009) Airbus aircraft in service, with Airbus managing to win over 50 per cent of aircraft orders in recent years. Airbus products are outnumbered by in-service Boeings (there are about 4,495 Boeing 737s alone in service[20] , about 13,000 total[21] ).
24
Safety
Both aircraft manufacturers have good safety records on recently-manufactured aircraft. By convention, both companies tend to avoid safety comparisons when selling their aircraft to airlines. Most aircraft dominating the companies' aircraft sales, such as the Boeing 737-NG and Airbus A320 families (as well as both companies' wide-body offerings) have good safety records as well. Older model aircraft such as the Boeing 727, Boeing 737 Original, Boeing 747, Airbus A300 and Airbus A310, which were respectively first flown during the 1960s, 1970s, and 1980s, have had higher rates of fatal accidents.[22]
Controversies
Subsidies
Boeing has continually protested over launch aidin form of credits to Airbus, while Airbus has argued that Boeing receives illegal subsidies through military and research contracts and tax breaks. In July 2004 Harry Stonecipher (then-Boeing CEO) accused Airbus of abusing a 1992 bilateral EU-US agreement providing for disciplines for large civil aircraft support from governments. Airbus is given The Boeing 787 (above) will compete with the reimbursable launchinvestment (RLI, called "launch aid" by the US) Airbus A330 and the Airbus A350 on the medium to long range market. from European governments with the money being paid back withinterest, plusindefinite royalties if the aircraft is a commercial success[23] . Airbus contends that this system is fully compliant with the 1992 agreement and WTO rules. The agreement allows up to 33 per cent of the programme cost to be met through government loans which are to be fully repaid within 17 years withinterest and royalties. These loans are held at a minimuminterest rate equal to the cost of government borrowing plus 0.25%, which would be below market rates available to Airbus without government support[24] . Airbus claims that since the signing of the EU-U.S. agreement in 1992, it has repaid European governments more than U.S.$6.7 billion and that this is 40% more than it has received. Airbus argues that the pork barrel military contracts awarded to Boeing (the second largest U.S. defense contractor) arein effect a form of subsidy (see the Boeing KC-767/EADS KC-45 military contracting controversy). The significant U.S. government support of technology development via NASA also provides significant support to Boeing, as does the large tax breaks offered to Boeing which some claim arein violation of the 1992 agreement and WTO rules.In its recent products such as the 787, Boeing has also been offered substantial support from local and state governments[25] . However, Airbus' parent, EADS, itself is a military contractor, and is paid to develop and build projects such as the A400M transport and various other military aircraft.[26]
Competition between Airbus and Boeing In January 2005, the European Union and United States trade representatives, Peter Mandelson and Robert Zoellick (since replaced by Rob Portman, and then Susan Schwab, and the present office holder, Ron Kirk) respectively, agreed to talks aimed at resolving theincreasing tensions. These talks were not successful with the dispute becoming more acrimonious rather than approaching a settlement. In September 2009, the New York Times and Wall Street Journal reported that the World Trade Organization would likely rule against Airbus on most, but not all, of Boeing's complaints; the practical effect of this ruling would likely be blunted by the large number of international partners engaged by both plane makers. as well as the expected delay of several years of appeals. For example, 35% of the Boeing 787 is manufactured in Japan. Thus, some experts are advocating a negotiated settlement.[27] In addition, the heavy government subsidies offered automobile manufacturers in the United States have changed the political environment; the subsidies offered Chrysler and General Motors dwarf the amounts involved in the Airbus-Boeing dispute.[28]
25
World Trade Organization litigation

"We remain united in our determination that this dispute shall not affect our cooperation on wider bilateral and multilateral trade issues. We have worked together well so far, and intend to continue to do so." Joint EU-US statement
[29]
On 31 May 2005 the United States filed a case against the European Union for providing allegedly illegal subsidies to Airbus. Twenty-four hours later the European Union filed a complaint against the United States protesting support for Boeing.[30] Tensions increased by the support for the Airbus A380 have erupted into a potential trade war due to the upcoming launch of the Airbus A350. Airbus would ideally like the A350 programme to be launched with the help of state loans covering a third of the development costs although it has stated it will launch without these loans if required. The A350 will compete with Boeing's most successful project in recent years, the 787 Dreamliner. EU trade officials questioned the nature of the funding provided by NASA, the Department of Defense, and in particular the form of R&D contracts that benefit Boeing; as well as funding from US states such as the State of Washington, Kansas, and Illinois, for the development and launch of Boeing aircraft, in particular the 787.[31] An interim report of the WTO investigation into the claims made by both sides was made in September 2009.[32] In March 2010, the WTO ruled that European governments unfairly financed Airbus.[33]
See also
Boeing Boeing Commercial Airplanes EADS Airbus Airbus Executive and Private Aviation Comparison of commercial aircraft
26
External links
Official Airbus Website (http://www.airbus.com/en/) Official Airbus Military website (http://www.airbusmilitary.com/) Complete production lists of all Airbus models (http://www.abcdlist.nl/main.html) Official Boeing Website (http://boeing.com/) Seatguru: Airplane seating chart for many Airlines and Boeings, Airbusses and others (http://www.seatguru. com/) BBC Q&A: Boeing and Airbus (http://news.bbc.co.uk/2/hi/business/3722888.stm)
References
[1] [2] [3] [4] [5] [6] Airbus: A380 specifications (http:/ / www. airbus. com/ en/ aircraftfamilies/ a380/ a380/ specifications. html) Boeing: 747-400 specifications (http:/ / www. boeing. com/ commercial/ 747family/ pf/ pf_400_prod. html) Boeing: 747-400ER specifications (http:/ / www. boeing. com/ commercial/ 747family/ pf/ pf_400er_prod. html) Boeing: 747-8 specifications (http:/ / www. boeing. com/ commercial/ 747family/ 747-8_fact_sheet. html) Boeing: 747-8 Airport Compatibility Brochure (http:/ / www. boeing. com/ commercial/ airports/ acaps/ 7478brochure. pdf) Kingsley-Jones, Max (20 December 2005). "A380 powers on through flight-test" (http:/ / www. flightglobal. com/ articles/ 2005/ 12/ 20/ 203708/ a380-powers-on-through-flight-test. html). Flight International. . Retrieved 2007-09-25.
[7] Robertson, David. "Airbus will lose 4.8bn because of A380 delays" (http:/ / business. timesonline. co. uk/ tol/ business/ industry_sectors/ engineering/ article659591. ece), Time, 3 October 2006. [8] Schwartz, Nelson D. "Big plane, big problems" (http:/ / money. cnn. com/ magazines/ fortune/ fortune_archive/ 2007/ 03/ 05/ 8401277/ index. htm), CNN, 1 March 2007. [9] http:/ / www. boeing. com/ commercial/ 747family/ 747-8_background. html Boeing 747-8 Family background [10] British Airways and Emirates will be first for new longer-range A380 (http:/ / www. flightglobal. com/ articles/ 2009/ 05/ 14/ 326544/ british-airways-and-emirates-will-be-first-for-new-longer-range. html) [11] (http:/ / www. flightglobal. com/ articles/ 2009/ 12/ 04/ 335844/ korean-747-8i-order-snaps-jumbo-dry-spell. html) [12] Air tanker deal provokes US row, BBC, 1 March 2008 (http:/ / news. bbc. co. uk/ 1/ hi/ business/ 7272272. stm) [13] "The USAFs KC-X Aerial Tanker RFP: Canceled" (http:/ / www. defenseindustrydaily. com/ the-usafs-kcx-aerial-tanker-rfp-03009/ ). Defense Industry Daily. 2008-09-110. . [14] Northrop Grumman Integrated Systems - KC-45 Tanker (http:/ / www. is. northropgrumman. com/ systems/ kc30tanker. html) [15] "Albaugh: Boeing's 'first preference' is to build planes in Puget Sound region" (http:/ / seattletimes. nwsource. com/ html/ businesstechnology/ 2011228282_albaugh02. html). The Seattle Times. March 1, 2010. . Retrieved 2010-06-16. [16] "Airbus' China gamble" (http:/ / www. flightglobal. com/ articles/ 2008/ 10/ 28/ 317890/ airbus-china-gamble. html). Flight International. October 28, 2008. . Retrieved 2008-11-15. [17] "Engines the thrust of the Boeing-Airbus battle" (http:/ / www. theaustralian. news. com. au/ story/ 0,25197,23479281-23349,00. html). The Australian. April 4, 2008. . Retrieved 2008-11-08. [18] Strong Euro Weighs on Airbus, Suppliers, Wall Street Journal, October 30, 2009, p.B3 [19] Robertson, David (October 4, 2006). "Airbus will lose 4.8bn because of A380 delays" (http:/ / business. timesonline. co. uk/ article/ 0,,9077-2387999,00. html). London: The Times Business News. . [20] Boeing: 737 Facts (http:/ / www. boeing. com/ commercial/ 737family/ pf/ pf_facts. html) [21] Politics: Boeing: 100 years (http:/ / www. politics. co. uk/ campaignsite/ opinion-former-index/ business-and-industry/ boeing-$365027. htm) [22] Statistical Summary of Commericial Jet Airplane Accidents: Worldwide Operations 1959-2007 (http:/ / www. boeing. com/ news/ techissues/ pdf/ statsum. pdf) [23] Oconnell, Dominic; Porter, Andrew (2005-05-29). "Trade war threatened over 379m subsidy for Airbus" (http:/ / www. timesonline. co. uk/ article/ 0,,2095-1631948,00. html). The Times (London). . Retrieved Insert accessdate here. [24] "Q&A: Boeing and Airbus" (http:/ / news. bbc. co. uk/ 2/ hi/ business/ 3722888. stm). BBC News. 2004-10-07. . Retrieved Insert accessdate here. [25] Boeing v Airbus | See you in court | Economist.com (http:/ / www. economist. com/ business/ displayStory. cfm?story_id=3793314) [26] EADS Military Air Systems Website, retrieved September 3, 2009 (http:/ / www. eads. net/ 1024/ en/ businet/ defence/ mas/ mas. html) [27] W.T.O. to Weigh In on E.U. Subsidies for Airbus, New York Times, September 3, 2009, retrieved September 3, 2009 (http:/ / www. nytimes. com/ 2009/ 09/ 04/ business/ global/ 04wto. html?hpw) [28] Boeing Set for Victory Over Airbus in Illegal Subsidy Case, Wall Street Journal, September 3, 2009, p.A1 [29] "EU, US face off at WTO in aircraft spat" (http:/ / www. defense-aerospace. com/ article-view/ feature/ 57874/ analysis:-us-reopens-aircraft-subsidy-dispute. html). Defense Aerospace. 31 May 2005. .

[30] "Flare-up in EU-US air trade row" (http:/ / news. bbc. co. uk/ 2/ hi/ business/ 4594581. stm). BBC News. 31 May 2005. . Retrieved 2010-01-02. [31] Milmo, Dan (14 August 2009). "US accuse Britain of stoking trade row with 340m Airbus loan" (http:/ / www. guardian. co. uk/ business/ 2009/ aug/ 14/ us-uk-trade-row-airbus). London: The Guardian. . [32] "US refuses to disclose WTO ruling on Boeing-Airbus row" (http:/ / www. eubusiness. com/ news-eu/ wto-trade-dispute-us. bq/ ). EU Business. 5 September 2009. . [33] "WTO says Europe subsidizes Airbus, Boeing's rival, unfairly" (http:/ / www. usatoday. com/ money/ industries/ manufacturing/ 2010-03-24-boeingairbus24_ST_N. htm). USA Today. 3 March 2010. . Retrieved 2010-06-16.
27
Boeing 737 Next Generation
28

Air Berlin 737-700 Role National origin Manufacturer First flight Introduction Status Primaryusers Airliner United States Boeing Commercial Airplanes February 9, 1997 1998 Active Southwest Airlines Ryanair Continental Airlines American Airlines 1996 - Present 3,172 as of January, 2010 US$50-85 million (2008) Boeing 737 Classic Boeing Business Jet Boeing 737 AEW&C C-40 Clipper P-8 Poseidon
[1]
Produced Number built Unit cost Developed from Variants
[2] [3]
The Boeing 737 Next Generation is the name given to the -600/-700/-800/-900 series of the Boeing 737 after the introduction of the -300/-400/-500 Classic series. They are short to medium range, single aisle, narrow body jet airliners. Produced since 1996, 3,172 737NG aircraft have been delivered as of January 2010.[1]
29
Design and development

Prompted by the modern Airbus A320, in 1991 Boeing initiated development of an updated series of aircraft.[4] After working with potential customers, the 737 Next Generation (NG) program was announced on November 17, 1993.[5] The 737NG encompasses the -600, -700, -800 and -900, and is to date the most significant upgrade of the airframe. The performance of the 737NG is essentially that of a new airplane, but important commonality is retained from previous 737. The wing was modified, increasing its area by 25% and span by 16ft (4.88m), which increased the total fuel capacity by 30%. New quieter more fuel-efficient CFM56-7B engines were used.[6] These improvements combine to increase the 737's range by 900nmi, now permitting transcontinental service.[5] A flight test program was operated by 10 aircraft; 3 -600s, 4 -700s, and 3 -800s.[5] In terms of the passenger cabin, the new style interior on the 737 Next Generation improved on the previous style interior used on the Boeing 757-200 and the Boeing 737 Classic by incorporating select features of the 777-style interior, most noticeably larger, more rounded overhead bins and curved ceiling panels. The interior of the 737 Next Generation also became the standard interior on the Boeing 757-300. The first NG to roll out was a -700, on December 8, 1996. This aircraft, the 2,843rd 737 built, first flew on February 9, 1997 with pilots Mike Hewett and Ken Higgins. The prototype -800 rolled out on June 30, 1997 and first flew on 31 July 1997, again with Hewett and Jim McRoberts. The smallest of the new variants, the -600s is the same size as the -500, was the last in this series to launch, in December 1997. First flying January 22, 1998, it was given certification on August 18, 1998.[5] [7] In 2004, Boeing offered a Short Field Performance package in response to the needs of Gol Transportes Areos, who frequently operate from restricted airports. The enhancements improve takeoff and landing performance. The optional package is available for the 737NG models and standard equipment for the 737-900ER.
Westjet 737-700WL with blended winglets landing at Regina International Airport, Canada.
In July 2008, Boeing offered Messier-Bugatti's new carbon brakes for the Next-Gen 737s, which are intended to replace steel brakes and will reduce the weight of the brake package by 550-700 pounds (250-320 kilograms) depending on whether standard or high-capacity steel brakes were fitted. A weight reduction of 700 pounds on a Boeing 737-800 results in 0.5% reduction in fuel burn.[8] Delta Air Lines received the first Next-Gen 737 model with this brake package, a 737-700, at the end of July 2008.[9] On August 21, 2006, Sky News alleged that Boeing's Next Generation 737s built from 1994 to 2002 contained defective parts. The report stated that various parts of the airframe produced by Ducommun were found to be defective by Boeing employees but that Boeing refused to take action. Boeing said that the allegations were "without merit".[10] Boeing has already hinted that a "clean sheet" replacement for the 737 (internally dubbed "Boeing Y1") could follow the Boeing 787.[11] Boeing has also hinted that they could put new engines on the 737, to make that model stay competitive.
30
Variants
737-600
The 737-600 is the direct replacement of the 737-500 and competes with the A318. This is the only Boeing 737 still in production that does not include winglets as an option.[12] WestJet was to be the Boeing launch customer for the 737-600 winglets, but announced in their Q2 2006 results that they were not going to move ahead with those plans. The 737-600 was launched by Scandinavian Airlines System in 1995 with the first aircraft delivered on 18 September 1998. A total of 69 -600s have been delivered with no further announced unfilled orders as of January 2010.[1]
A Scandinavian Airlines System 737-600
737-700
The 737-700 was the first of Next Generation series when launch customer Southwest Airlines ordered the variant in November 1993. The variant was based on the 737-300 and entered service in 1998.[13] It replaced the 737-300 in Boeing's lineup, and its direct competitor is the A319. It typically seats 137 passengers in a two class cabin or 149 in all economy configuration. The 737-700C is a convertible version where the seats can be removed A Astraeus Airlines 737-700 from the plane to carry cargo. There is a large door on the left side of the aircraft. The US Navy was the launch customer for the 737-700C under the military designation C-40 Clipper.[14] 737-700ER Boeing launched the 737-700ER on January 31, 2006.[15] All Nippon Airways is the launch customer, with the first one of five 737-700ERs delivered on February 16, 2007. The 737-700ER is a mainline passenger version of the BBJ1 and 737-700IGW. It combines the 737-700 fuselage with the wings and landing gear of a 737-800. It will offer a range of 5,510 nautical miles (10,205 kilometers), with seating for 126 passengers in a traditional 2-class configuration.[16] A competitor to this model would be the A319LR. The 737-700ER has the second longest range for a 737 after the BBJ2. The 737-700ER is inspired by the Boeing Business Jet and is designed for long-range commercial applications. All Nippon Airways, Japans second-biggest carrier, is to pioneer the model in Asia with a daily service between Tokyo and Mumbai. ANAs service, believed to be the first all-business class route connecting to a developing country, was to start in September 2007 and use a Boeing 737-700ERs outfitted with 38 (38 Club ANA) and 48 (24 Club ANA/24 Economy) in four-across seats configuration and an extra fuel tank.[17] A total of 1021 -700, 101 -700 BBJ, and 12 -700C aircraft have been delivered as of January 2010.[1]
31
737-800
The 737-800 is a stretched version of the 737-700, and replaces the 737-400. It also filled the gap left by the decision to discontinue the McDonnell Douglas MD-80 and MD-90 following Boeing's merger with McDonnell Douglas. The -800 was launched by Hapag-Lloyd Flug (now TUIfly) in 1994 and entered service in 1998. The 737-800 seats 162 passengers in a two class layout, or 189 in one class, and competes with the A320. For many airlines in the U.S., the 737-800 replaced aging Boeing 727-200 trijets.
A Ryanair 737-800
The 737-800 is also among the models replacing the McDonnell Douglas MD-80 and MD-90 series aircraft in airline service; it burns 850 gallons of jet fuel per hour, or about 80% of the fuel needed by an MD-80 on a comparable flight, even while carrying more passengers than the latter.[18] According to the Airline Monitor, an industry publication, a 737-800 burns 4.88 gallons of fuel per seat per hour.[19] Alaska Airlines replaced the MD-80 with the 737-800, saving $2,000 per flight, assuming jet fuel prices of $4 per gallon. The fuel cost of each such flight (2008 prices) on a 737-800 is about $8,500.00. For A Biman 737-800 parked at Shahjalal example, on 14 August 2008, American Airlines announced 26 orders International Airport, Bangladesh for the 737-800 (20 are exercised options from previously signed contracts and six are new incremental orders) as well as accelerated deliveries.[20] A total of 1814 -800, and 14 -800 BBJ aircraft have been delivered with 1,376 unfilled orders as of January 2010.[1] Ryanair, a European low-cost airline is one of the largest operators of the Boeing 737-800, with a fleet of over 230 aircraft serving more than 1,000 routes across Europe and North Africa.
737-900
Boeing later introduced the 737-900, the longest variant to date. Because the -900 retains the same exit configuration of the -800, seating capacity is limited to 177 seats in two classes, or 189 in a single-class layout. Alaska Airlines launched the 737-900 in 1997 and accepted delivery on May 15, 2001. The 737-900 also retains the MTOW and fuel capacity of the -800, trading range for payload. These shortcomings until recently prevented the 737-900 from effectively competing with the Airbus A321. 737-900ER
An Alaska Airlines 737-900
The 737-900ER, which was called the 737-900X prior to launch, is the newest addition and the largest variant of the Boeing 737 line and was introduced to meet the range and passenger capacity of the discontinued 757-200 and to directly compete with the Airbus A321. An additional pair of exit doors and a flat rear pressure bulkhead increase seating capacity to 180 passengers in a 2-class configuration or 215 passengers in a single-class layout. Additional fuel capacity and standard winglets improve range to that of other 737NG variants.
32
The first 737-900ER was rolled out of the Renton, Washington factory on August 8, 2006 for its launch customer, Lion Air. Lion Air received this aircraft on April 27, 2007 in a special dual paint scheme combining the Lion Air lion on the vertical stabilizer and the Boeing livery colors on the fuselage. As of November 2009, Lion Air has orders for 156 B737-900ERs.[21] A total of 52 -900s, and 68 -900ERs have been delivered with 183 unfilled orders as of January 2010.[1]
A Lion Air Boeing 737-900ER parked at Sultan Hasanuddin International Airport, Indonesia. (2007)
Military models
Boeing 737 AEW&C The Boeing 737 AEW&C is a 737-700IGW roughly similar to the 737-700ER. This is an Airborne Early Warning and Control (AEW&C) version of the 737NG. Australia is the first customer (as Project Wedgetail), followed by Turkey and South Korea. C-40 Clipper The C-40A Clipper is a 737-700C used by the U.S. Navy as a replacement for the C-9B Skytrain II. The C-40B and C-40C are used by the US Air Force for transport of Generals and other senior leaders. P-8 Poseidon The P-8 Poseidon is a 737-800ERX ("Extended Range") that, on June 14, 2004,[22] Boeing Integrated Defense Systems beat Lockheed Martin in the contest to replace the P-3 Orion maritime patrol aircraft. The P-8 is unique in that it has 767-400ER-style raked wingtips, instead of the blended winglets available on 737NG variants.
Boeing Business Jet

Plans for a business jet version of the 737 are not new. In the late 1980s, Boeing marketed the Boeing 77-33 jet, a business jet version of the 737-300.[23] The name was short-lived. After the introduction of the next generation series, Boeing introduced the Boeing Business Jet (BBJ) series. The BBJ1 was similar in dimensions to the 737-700 but had additional features, including stronger wings and landing gear from the 737-800, and has increased range (through the use of extra fuel tanks) over the other 737 models. The first BBJ rolled out on August 11, 1998 and flew for the first time on September 4.[24] On October 11, 1999 Boeing launched the BBJ2. Based on the 737-800, it is 5.84m (19ft 2in) longer than the BBJ, with 25% more cabin space and twice the baggage space, but has slightly reduced range. It is also fitted with auxiliary belly fuel tanks and winglets. The first BBJ2 was delivered on February 28, 2001.[24]
33
Accidents and incidents

According to the Aviation Safety Network, the Boeing 737 Next Generation series of aircraft have been involved in 8 hull-loss accidents and 7 hijackings, for a total of 527 fatalities.[25] [26] [27] [28] Notable accidents and incidents involving the 737 Next Generation (-600/-700/-800/-900) include December 8, 2005 - Southwest Airlines Flight 1248, a 737-700, skidded off a runway upon landing at Chicago Midway International Airport in heavy snow conditions. A six-year old boy died in a car struck by the airliner after it skidded into a street. Passengers on board the aircraft and on the ground reported several minor injuries. The aircraft involved, N471WN, became N286WN after repairs. On September 29, 2006, Gol Transportes Areos Flight 1907, a 737-800 Brazilian airliner with 154 people on board crashed following a midair collision with an Embraer Legacy 600. All on board the 737-800 were killed. The Legacy landed safely at a Brazilian Air Force Base.[29] On May 5, 2007, Kenya Airways Flight 507, a 737-800 carrying 105 passengers and nine crew lost contact and crashed into a swamp on a flight to Nairobi, Kenya from Abidjan, Ivory Coast, after making a scheduled stop at Douala, Cameroon. There were no survivors. On August 20, 2007, China Airlines Flight 120, a Boeing 737-800 inbound from Taipei, caught fire shortly after landing at Naha Turkish Airlines Flight 1951 Airport in Okinawa Prefecture, Japan. There were no fatalities. Following this incident, the FAA issued an Emergency Airworthiness Directive (EAD) on August 25 ordering inspection of all Boeing 737NG series aircraft for loose components in the wing leading edge slats within 24 days. On 28 August, after initial reports from these inspections, the FAA issued a further EAD requiring a detailed or borescope inspection within 10 days, and an explicit tightening of a nut-and-bolt assembly within 24 days.[30] On November 10, 2008, Ryanair Flight 4102, a Boeing 737-800 from Frankfurt-Hahn suffered substantial damage in an emergency landing at Ciampino Airport, Rome. The cause of the accident was stated to be birdstrikes affecting both engines. The port undercarriage of the 737 collapsed.[31] The aircraft involved was Boeing 737-8AS EI-DYG (c/n33639, msn 2557). There were six crew and 166 passengers on board.[32] Two crew and eight passengers were taken to hospital with minor injuries.[33] As well as damage to the engines and undercarriage, the rear fuselage was also damaged by contact with the runway.[34] On February 25, 2009, Turkish Airlines Flight 1951, a Boeing 737-800 coming from Istanbul, crashed during a landing and impacted into a field near the Polderbaan at Schiphol airport, Amsterdam. The fuselage broke into three pieces after the crash and the engine pylons separated. Of the 135 passengers and crew, there were nine fatalities: five passengers and four crew members (including both pilots and a pilot-in-training), and 84 people suffered injuries. Preliminary crash investigations focused on a malfunctioning left radio altimeter, which may have resulted in false altitude information causing the autothrottle to reduce power.[35] On December 22, 2009 an American Airlines Flight 331, a Boeing 737-823, from Miami International Airport overran the runway at Norman Manley International Airport, Kingston, Jamaica. All on board survived.[36] [37]
Southwest Airlines Flight 1248
China Airlines Flight 120
Boeing 737 Next Generation On January 25, 2010, Ethiopian Airlines Flight 409, a 737-800, crashed into the Mediterranean Sea shortly after take-off from Beirut Rafic Hariri International Airport. The flight had 90 passengers and 8 crew, 50 passengers of which were Lebanese, and was bound for the Ethiopian capital of Addis Ababa.[38] [39] On May 22, 2010 Air India Express Flight 812, a 737-800, overshot the runway on landing at Mangalore International Airport, killing 158 passengers including 6 crew on-board. There were 8 survivors. The airliner overshot beyond the mid of the runway hitting the antenna and crashed through the fence at the end of the runway going into the valley 200 feet below. Although the 8000 ft runway is sufficient for landing there was no bare land at the end of the runway on the table top airport to account for mistakes.[40] [41] [42] [43]
34
Specifications
Measurement Cockpit crew Seating capacity 737-600 737-700 / 737-700ER Two 132 (1-class, dense), 149 (1-class, dense), 189 (1-class, dense), 123 (1-class, 140 (1-class, standard) 175 (1-class, standard) standard) 30 in (1-class, dense), 32 in (1-class, standard) 215 (1-class, high-density), 204 (1-class, dense), 187 (1-class, standard) 28 in (1-class, high-density), 30 in (1-class, dense), 32 in(1-class, standard) 737-800 737-900ER
Seat pitch
Seat width Overall length Wingspan Overall height Wing sweepback Wing aspect ratio Fuselage width Fuselage Height Maximum cabin width Cabin height Operating empty weight Maximum take-off weight 80,031lb (36,378kg) 145,500lb (66,000kg) 41ft 3in (12.6m) 102ft 6in (31.2m)
17.2 in (1-class, 6 abreast seating) 110ft 4in (33.6m) 129ft 6in (39.5m) 138ft 2in (42.1m)
117ft 5in (35.7m) 41ft 2in (12.5m) 25.02 (437 mrad) 9.45 12ft 4in (3.76m) 13ft 2in (4.01m) 11ft 7in (3.54m) 7ft 3in (2.20m) 84,100lb (38,147kg) Basic: 154,500lb (70,080kg) ER: 171,000lb (77,565kg) 128,928lb (58,604kg) 966ft (27.3m) 8,283ft (2,480m) 41,000ft (12,500m) Mach 0.785 (514mph, 828km/h) Mach 0.82 (544mph, 876km/h, 473 kt) 0.78 (511mph, 823km/h) 91,108lb (41,413kg) 174,200lb (79,010kg) 98,495lb (44,676kg) 187,700lb (85,130kg)
Maximum landing weight Cargo capacity Takeoff run at MTOW Service ceiling Cruising speed Maximum speed
121,500lb (55,112kg) 756ft (21.4m) 8,016ft (2,400m)
146,300lb (66,361kg) 1,591ft (45.1m) 1,852ft (52.5m)
8,181ft (2,450m)
35
3,050NM (5,648km) Basic: 3,365NM (6,230km) WL: 3,900NM (7,220km) ER: 5,510NM (10,205km) 6,875 US gal (26,020 L) CFM 56-7B20 20,600lbf (91.6 kN) 5,210lbf (23.18 kN) CFM 56-7B26 26,300lbf (116.0 kN) CFM 56-7B27 3,060NM (5,665km) 2,700NM (4,996km) in 1 class layout, 3,200NM (5,925km) in 2 class layout with 2 aux. tanks 7,837 US gal (29,660 L) CFM 56-7B27
Range fully loaded
Max. fuel capacity Engine (x 2) Max. thrust (x 2) Cruising thrust (x 2) Fan tip diameter Engine length Engine ground clearance
27,300lbf (121.4 kN) 5,480lbf (24.38 kN)
61 in (1.55m) 98.7 in (2.51m) 18 in (46cm) 19 in (48cm)
Sources: Boeing 737 Specifications,[44] 737 Airport Planning Report[45]
Orders and deliveries summary

Model Series Commercial Jets 737-600 737-700 737-700C 737-800 737-900 737-900ER Commercial Jets Total Business Jet 737-700BBJ 737-800BBJ 737-900BBJ Business Jets Total Grand Total 117 18 9 144 5,216 101 14 2 117 3,153 16 4 7 27 2,063 69 1,508 13 3,186 52 244 5,072 69 1,021 12 1,814 52 68 3,036 487 1 1,372 176 2,036 Orders Deliveries Unfilled
All data as of January 31, 2010.
36
See also
Related development
Boeing 737 Boeing 737 Classic Boeing T-43 Boeing Business Jet Boeing 737 AEW&C C-40 Clipper P-8 Poseidon
Comparable aircraft
Airbus A320 family Boeing 717 Bombardier CSeries Comac C919 Embraer E-Jets Irkut MS-21 Kawasaki YPX McDonnell Douglas MD-90 Tupolev Tu-154M Tupolev Tu-204
Related lists
List of aircraft
References
Bibliography
Endres, Gnter. The Illustrated Directory of Modern Commercial Aircraft. St. Paul, Minnesota: MBI Publishing Company, 2001. ISBN 0-7603-1125-0. Shaw, Robbie. Boeing 737-300 to 800. St. Paul, Minnesota: MBI Publishing Company, 1999. ISBN 0-7603-0699-0.
External links
737 page on Boeing.com [46] Boeing 737-600/700/800/900 on Aerospace-Technology.com [47] Boeing 737NG operator list [48] Boeing 737NG on Smartcockpit.com [49]
37
References
[1] "737 Model Orders and Deliveries data." (http:/ / active. boeing. com/ commercial/ orders/ displaystandardreport. cfm?cboCurrentModel=737& optReportType=AllModels& cboAllModel=737& ViewReportF=View+ Report) Boeing, January 2010. Retrieved: February 9, 2010. [2] Boeing Commercial Airplanes prices (http:/ / www. boeing. com/ commercial/ prices/ ), Boeing. Retrieved: May 29, 2008. [3] Karp, Aaron. "Boeing boosts aircraft prices 5.5% on rising cost of labor, materials" (http:/ / www. atwonline. com/ news/ story. html?storyID=9337), Air Transport World, June 26, 2007. Retrieved: April 13, 2008. [4] Endres 2001, p. 132. [5] Shaw 1999, p. 8. [6] Endres 2001, p. 133. [7] Shaw 1999, pp. 1415. [8] Wilhelm, Steve. "Mindful of rivals, Boeing keeps tinkering with its 737." (http:/ / orlando. bizjournals. com/ orlando/ business_travel/ story/ biz/ 714. html) Orlando Business Journal, August 11, 2008. Retrieved: August 30, 2009. [9] "Boeing Next-Generation 737 Carbon Brakes Earn FAA Certification." (http:/ / www. boeing. com/ news/ releases/ 2008/ q3/ 080804c_nr. html) Boeing Press Release, August 4, 2008. Retrieved: August 30, 2009. [10] "Report alleges faulty parts in jets." (http:/ / www. upi. com/ Top_News/ 2006/ 08/ 21/ Report-alleges-faulty-parts-in-jets/ UPI-75931156177507/ ) United Press International, August 21, 2006. Retrieved: August 22, 2006. [11] "Boeing firms up 737 replacement studies by appointing team." (http:/ / www. flightglobal. com/ articles/ 2006/ 03/ 03/ 205223/ boeing-firms-up-737-replacement-studies-by-appointing. html) Flight International, March 3, 2006. Retrieved April 13, 2008. [12] "Next-Generation 737 Production Winglets." (http:/ / www. boeing. com/ commercial/ 737family/ winglets/ index. html) boeing.com. Retrieved: February 10, 2008. [13] "Boeing 737-600/700." (http:/ / www. airliners. net/ info/ stats. main?id=95) airliners.net. Retrieved: February 4, 2008. [14] "U.S. Naval Reserve Gets First Look at Newest Class of Aircraft." (http:/ / www. defenselink. mil/ releases/ release. aspx?releaseid=2647) DefenseLink (U.S. Department of Defense). Retrieved: January 21, 2008. [15] "Boeing Launches Longest-Range 737 with ANA." (http:/ / www. boeing. com/ news/ releases/ 2006/ q1/ 060131a_nr. html) [16] "Boeing 737-700ER Technical Information" (http:/ / www. boeing. com/ commercial/ 737family/ 737-700ER/ tech. html) [17] Press release (http:/ / www. ana. co. jp/ eng/ aboutana/ press/ 2006/ 070125. html) [18] Wallace, James. "Aerospace Notebook: MD-80 era winding down as fuel costs rise." (http:/ / seattlepi. nwsource. com/ business/ 368286_air25. html) Seattlepi.com, June 24, 2008. Retrieved: August 30, 2009. [19] Wilhelm, Steve. "Mindful of rivals, Boeing keeps tinkering with its 737." (http:/ / orlando. bizjournals. com/ orlando/ business_travel/ story/ biz/ 714. html) Orlando Business Journal, August 11, 2008 Retrieved: August 30, 2009. [20] "Boeing, American Airlines Finalize Deal for 26 Next-Generation 737s." (http:/ / www. boeing. com/ news/ releases/ 2008/ q3/ 080814c_nr. html) Boeing Press Release, August 14, 2008. retrieved: August 30, 2009. [21] http:/ / active. boeing. com/ commercial/ orders/ displaystandardreport. cfm?cboCurrentModel=737& optReportType=AllModels& cboAllModel=737& ViewReportF=View+ Report [22] P-8A Multi-mission Maritime Aircraft (MMA) fact file (http:/ / www. navy. mil/ navydata/ fact_display. asp?cid=1100& tid=1300& ct=1). US Navy, 17 February 2009. [23] Endres 2001 [24] "The Boeing 737-700/800 BBJ/BBJ2." (http:/ / cdn-www. airliners. net/ info/ stats. main?id=108) www.airliners.net, February 3, 2008. Retrieved: August 30, 2009. [25] Accident statistics for Boeing 737-600 (http:/ / aviation-safety. net/ database/ type/ type-stat. php?type=103-6). Retrieved on 22 May 2010. [26] Accident statistics for Boeing 737-700 (http:/ / aviation-safety. net/ database/ type/ type-stat. php?type=103-7). Retrieved on 22 May 2010. [27] Accident statistics for Boeing 737-800 (http:/ / aviation-safety. net/ database/ type/ type. php?type=103-8). Retrieved on 22 May 2010. [28] Accident statistics for Boeing 737-900 (http:/ / aviation-safety. net/ database/ type/ type-stat. php?type=103-9). Retrieved on 22 May 2010. [29] "ASN Aircraft accident description Boeing 737-8EH PR-GTD - Peixoto Azevedo, MT." (http:/ / aviation-safety. net/ database/ record. php?id=20060929-0& lang=en) aviation-safety.net, September 29, 2006. Retrieved: August 30, 2009. [30] "FAA orders quicker 737 wing inspections." (http:/ / www. flightglobal. com/ articles/ 2007/ 08/ 29/ 216348/ faa-orders-quicker-737-wing-inspections. html) Flightglobal.com, August 29, 2007. Retrieved: August 30, 2009. [31] "Bird-hit jet in emergency landing." (http:/ / news. bbc. co. uk/ 1/ hi/ world/ europe/ 7719716. stm) BBC News Online, November 11, 2008. Retrieved: August 30, 2009. [32] "Accident description." (http:/ / aviation-safety. net/ database/ record. php?id=20081110-0) Aviation Safety Network. Retrieved: November 11, 2008. [33] Hradecky, Simon. "Accident: Ryanair B738 at Rome on Nov 10th 2008, engine and landing gear trouble, temporarily departed runway." (http:/ / avherald. com/ h?article=40fc7579& opt=0) The Aviation Herald, November 11, 2008. Retrieved: August 30, 2009. [34] Kaminski-Morrow, David. "Pictures: Bird-struck Ryanair 737 extensively damaged." (http:/ / www. flightglobal. com/ articles/ 2008/ 11/ 13/ 318800/ pictures-bird-struck-ryanair-737-extensively-damaged. html) flightglobal.com. Retrieved: November 13, 2008. [35] Kaminski-Morrow, David. "Crashed Turkish 737's thrust fell after sudden altimeter step-change." (http:/ / www. flightglobal. com/ articles/ 2009/ 03/ 04/ 323388/ crashed-turkish-737s-thrust-fell-after-sudden-altimeter-step-change. html) flightglobal.com, April 3, 2009. Retrieved:

August 30, 2009. [36] "AMERICAN AIRLINES STATEMENT REGARDING FLIGHT 331 Release #1 @ 11:58 (p.m.) U.S. Central Time" (http:/ / aa. mediaroom. com/ index. php?s=43& item=2812). American Airlines. . Retrieved 23 December 2009. [37] "American Airlines plane 'overshoots runway' in Jamaica" (http:/ / news. bbc. co. uk/ 1/ hi/ world/ americas/ 8427628. stm). BBC News Online. December 23, 2009. . Retrieved 23 December 2009. [38] http:/ / www. reuters. com/ article/ idUSTRE60O08T20100125 [39] "Ethiopian Airlines plane crashes into Mediterranean sea" (http:/ / www. telegraph. co. uk/ news/ worldnews/ africaandindianocean/ ethiopia/ 7068288/ Ethiopian-Airlines-plane-crashes-into-Medierranean-sea. html). The Daily Telegraph (London). January 25, 2010. . Retrieved April 26, 2010. [40] "Jetliner crash in India, airline says" (http:/ / www. cnn. com/ 2010/ WORLD/ asiapcf/ 05/ 21/ india. plane. crash/ index. html). CNN. 2010-05-21. . [41] "Indian official: At least 160 dead in Air India plane crash in Mangalore" (http:/ / wireupdate. com/ wires/ 5378/ indian-official-at-least-160-dead-in-air-india-plane-crash-in-mangalore/ ). Wire Update/BNO News. 2010-05-22. . [42] "Air India flight from Dubai crashes in India" (http:/ / www. msnbc. msn. com/ id/ 37286182/ ns/ world_news-south_and_central_asia/ ). MSNBC. 2010-05-21. . [43] "Casualties feared in Air India crash" (http:/ / edition. cnn. com/ 2010/ WORLD/ asiapcf/ 05/ 21/ india. plane. crash/ index. html?hpt=T1). CNN. 22 May 2010. . Retrieved 22 May 2010. [44] Boeing 737 Technical Information (http:/ / www. boeing. com/ commercial/ 737family/ specs. html), Boeing Commercial Airplanes. [45] Boeing 737 Airplane Characteristics for Airport Planning (http:/ / www. boeing. com/ commercial/ airports/ 737. htm), Boeing Commercial Airplanes. [46] http:/ / www. boeing. com/ commercial/ 737family/ background. html [47] http:/ / www. aerospace-technology. com/ projects/ boeing737_NG/ [48] http:/ / www. speednews. com/ lists/ 737NG. html [49] http:/ / www. smartcockpit. com/ plane/ boeing/ B737/
38
Boeing 777
39
Boeing 777
Boeing 777
Boeing 777-200 of United Airlines, the launch customer of the 777 Role National origin Manufacturer First flight Introduction Status Primaryusers Wide-body jet airliner United States Boeing Commercial Airplanes June 12, 1994 June 7, 1995 with United Airlines In production Emirates Singapore Airlines Air France United Airlines 1993present 860 as of April 2010
[1]
Produced Number built Unit cost
777-200ER: US$205.5231.0 [2] million 777-200LR: US$237.5263.5 [2] million 777-300ER: US$257.0286.5 [2] million [2] 777F: US$252.5260.5 million
The Boeing 777 is a long-range, wide-body twin-engine jet airliner manufactured by Boeing Commercial Airplanes. It is the world's largest twinjet and is commonly referred to as the "Triple Seven".[3] [4] The aircraft has seating for over 300 passengers and has a range from 5235 to 9380 nautical miles (9695 to 17370 km) depending on model. Its distinguishing features include the largest diameter turbofan engines of any aircraft, six wheels on each main landing gear, a circular fuselage cross-section, and blade-shaped tail cone.[5] Developed in consultation with eight major airlines, the 777 was designed to replace older wide-body airliners and bridge the capacity difference between the 767 and 747. As Boeing's first fly-by-wire airliner, it has computer mediated controls; it is also the first entirely
Boeing 777 computer-designed commercial aircraft. The 777 is produced in two fuselage lengths. The original 777-200 model first entered service in 1995, followed by the extended range 777-200ER in 1997; the stretched 777-300, which is 33.3ft (10.1m) longer, began service in 1998. The longer-range 777-300ER and 777-200LR variants entered service in 2004 and 2006, respectively, while a freighter version, the 777F, debuted in 2008. Both longer-range versions and the freighter feature General Electric GE90 engines, as well as extended and raked wingtips. Other models are equipped with either the GE90, Pratt & Whitney PW4000, or Rolls-Royce Trent 800 engines. The 777-200LR ranks as the world's longest-range airliner and holds the record for longest distance flown by an unrefuelled commercial aircraft,[6] [7] with the demonstrated capability to fly more than halfway around the world. United Airlines first placed the 777 into commercial airline service in 1995. As of April 2010, 59 customers have placed orders for 1,144 aircraft of all variants, with 860 delivered.[1] The most common variant used worldwide is the 777-200ER, with 413 aircraft delivered, and Emirates operates the largest 777 fleet, with 78 aircraft.[8] As of October 2009, the airliner has had one hull-loss accident, with no passenger fatalities, attributed to a Trent 800 engine fuel component. Through the 2000s, the 777 has emerged as one of its manufacturer's best-selling models. Because of rising fuel costs, airlines have acquired the type as a comparatively fuel-efficient alternative to other wide-body jets and have increasingly used the aircraft on long-haul, transoceanic routes. Direct market competitors include the Airbus A330-300 and the A340, with the upcoming A350 XWB and Boeing 787 programs currently in development.
40
Development
Background
In the early 1970s, the Boeing 747, McDonnell Douglas DC-10, and the Lockheed L-1011 TriStar became the first generation of wide-body passenger airliners to enter service.[9] In 1978, Boeing unveiled three new models: the twin-engine 757 to replace the venerable 727, the twin-engine 767 to challenge the Airbus A300, and a trijet 777 concept to compete with the DC-10 and L-1011.[10] [11] The mid-size 757 and 767 launched to market success, due in part to 1980s Extended-range Twin-engine Operational Performance Standards (ETOPS) regulations governing transoceanic twinjet operations.[12] These regulations allowed twin-engined airliners to make ocean crossings at up to three hours' distance from emergency diversionary airports.[13] Under ETOPS rules, airlines began operating the 767 on long-distance overseas routes which did not require the capacity of larger airliners.[12] The trijet 777 was later dropped, following marketing studies that favored the 757 and 767 variants.[14] Boeing was left with a size and range gap in its product line between the 767-300ER and the 747-400.[15] By the late 1980s, DC-10 and L-1011 models were approaching retirement, prompting manufacturers to develop replacement designs.[16] McDonnell Douglas was working on the MD-11, a stretched and upgraded version of the DC-10,[16] while Airbus was developing the A330 and A340.[16] In 1986, Boeing unveiled proposals for an enlarged 767, tentatively named 767-X,[17] to target the replacement market for first generation wide-bodies like the DC-10,[13] and to complement existing 767 and 747 models in the company lineup.[18] The initial proposal featured a longer fuselage and larger wings than the existing 767,[17] along with winglets.[19] Later plans expanded the fuselage cross-section but retained the existing 767 flight deck, nose, and other elements.[17] Airline customers were unimpressed with the 767-X proposals, and instead wanted an even wider fuselage cross-section, fully flexible interior configurations, short to intercontinental-range capability, and an operating cost lower than any 767 stretch.[13] Airline planners' requirements for larger aircraft had become increasingly specific, adding to the heightened competition among aircraft manufacturers.[16] By 1988, Boeing realized that the only answer was a new design, which would become the 777 twinjet.[20] The company opted for the twin-engine configuration given past design successes, projected engine developments, and reduced cost benefits.[21] On December 8, 1989, Boeing began issuing offers to airlines for the 777.[17]
Boeing 777
41
Design effort
The design phase for Boeing's new twinjet was different from the company's previous commercial jetliners. For the first time, eight major airlines, namely All Nippon Airways, American Airlines, British Airways, Cathay Pacific, Delta Air Lines, Japan Airlines, Qantas, and United Airlines, had a role in the development of the airliner.[22] This was a departure from industry practice, where manufacturers typically designed aircraft with minimal customer input.[11] The eight airlines that contributed to the design process became known within Boeing as the "Working Glass cockpit of an American Airlines 777-200ER Together" group.[22] At the first group meeting in January 1990, a 23-page questionnaire was distributed to the airlines, asking each what it wanted in the new design.[13] By March 1990, Boeing and the airlines had decided upon a basic design configuration: a cabin cross-section close to the 747's, capacity up to 325 passengers, flexible interiors, a glass cockpit, fly-by-wire controls, and 10percent better seat-mile costs than the A330 and MD-11.[13] Boeing also selected its Everett factory in Washington, home of 747 production, as the final assembly site for the 777.[23] On October 14, 1990, United Airlines became the 777's launch customer when it placed an order for 34 Pratt & Whitney-powered aircraft valued at US$11 billion with options on an additional 34.[24] [25] The development phase coincided with United's replacement program for its aging DC-10s.[26] United required that the new aircraft be capable of flying three different routes: Chicago to Hawaii, Chicago to Europe, and non-stop from Denver, a hot and high airport, to Hawaii.[26] ETOPS certification was also a priority for United,[27] given the overseas portion of United's Hawaii routes.[24] In January 1993, a team of United developers joined other airline teams and Boeing designers at the Everett factory.[28] The 240 design teams, with up to 40 members each, addressed almost 1,500 design issues with individual aircraft components.[29] The fuselage diameter was increased to suit Cathay Pacific, the baseline model grew longer for All Nippon Airways, and British Airways' input led to added built-in testing and interior flexibility,[13] along with higher operating weight options for the basic aircraft.[30] The 777 was the first commercial aircraft to be designed entirely on computer.[18] [24] Each design drawing was created on a three-dimensional CAD software system known as CATIA, sourced from Dassault Systemes and IBM.[31] This allowed a virtual aircraft to be assembled, in simulation, to check for interferences and to verify proper fit of the many thousands of parts, thus reducing costly rework.[32] Boeing developed their own high performance visualization system, FlyThru, later called IVT (Integrated Visualization Tool) to support large scale collaborative engineering design reviews, production illustrations, and other uses of the CAD data outside of engineering. [33] IVT is still active at Boeing in 2010 with over 29,000 users. Boeing was initially not convinced of the program's abilities and built a physical mock-up of the nose section to verify the results. The test was so successful that additional mock-ups were cancelled.[34]
Production and testing

The production process included substantial international content, with an unprecedented level of global subcontracting for a Boeing jetliner,[35] exceeded only by the later 787.[36] International contributors included Mitsubishi Heavy Industries and Kawasaki Heavy Industries (fuselage panels),[37] Fuji Heavy Industries, Ltd. (center wing section),[37] Hawker de Havilland (elevators), and Aerospace Technologies of Australia (rudder).[38] An agreement between Boeing and the Japan Aircraft Development Corporation, representing Japanese aerospace contractors, made the latter risk-sharing partners for 20percent of the entire development program.[35] The initial
Boeing 777 777-200 model was launched with propulsion options from three manufacturers, General Electric, Pratt & Whitney, and Rolls-Royce,[39] giving the airlines their choice of engines from competing firms.[40] Each manufacturer had agreed to develop an engine in the 77000lbf (340kN) and higher thrust class (a measure of jet engine output) to power the world's largest twinjet.[39] To accommodate production of its new airliner, Boeing doubled the size of the Everett factory at the cost of nearly US$1.5 billion[24] to provide space for two new assembly lines.[26] New production methodologies were developed, including a turn machine which could rotate fuselage subassemblies 180 degrees, giving workers access to upper body sections.[31] Major assembly of the first aircraft began on January 4, 1993.[41] By the start of production, the program had amassed 118 firm orders, with options for 95 more from 10 airlines.[42] Total investment in the program was estimated at over US$4 billion from Boeing, with
42
An Air India Boeing 777-200LR is rolled out of the Boeing Everett Factory
an additional US$2 billion from suppliers.[43] On April 9, 1994, the first 777, line number WA001, was rolled out in a series of 15 ceremonies held during the day to accommodate the 100,000 invited guests.[44] The first flight took place on June 12, 1994,[45] under the command of chief test pilot John E. Cashman.[46] This marked the start of an 11-month flight test program which was intended to be more extensive than that of any previous Boeing model.[47] Nine aircraft fitted with General Electric, Pratt & Whitney, and Rolls-Royce engines[45] were flight tested at locations ranging from the desert airfield at Edwards Air Force Base in California[48] to frigid conditions in Alaska.[49] To satisfy ETOPS requirements, eight 180-minute single-engine test flights were performed.[50] The first aircraft built was used by Boeing's nondestructive testing campaign from 1994 to 1996, and provided data for the -200ER and -300 programs.[51] At the successful conclusion of flight testing, the 777 was awarded simultaneous airworthiness certification by the Federal Aviation Administration (FAA) and Joint Aviation Authorities (JAA) on April 19, 1995.[45]
Entry into service

Boeing delivered the first 777 to United Airlines on May 15, 1995.[52] [53] The FAA awarded 180-minute ETOPS clearance ("ETOPS-180") for the Pratt & Whitney PW4084-engined aircraft on May 30, 1995, making it the first airliner to carry an ETOPS-180 rating at its entry into service.[54] Longer ETOPS clearance of 207 minutes was approved the following October.[55] The first commercial flight took place on June 7, 1995 from London Heathrow Airport to Dulles International Airport near Washington, D.C.[56]
On November 12, 1995, Boeing delivered the first model with General Electric GE90-77B engines to British Airways,[57] which placed the aircraft into service five days later.[58] Initial service was affected by gearbox bearing wear issues, which caused the airline to temporarily withdraw its 777 fleet from transatlantic service in 1997.[58] British Airways' aircraft returned to full service later that year,[48] and General Electric subsequently announced engine upgrades.[48] The first Rolls-Royce Trent 877-powered aircraft was delivered to Thai Airways International on March 31, 1996,[57] completing the introduction of the three powerplants initially developed for the airliner.[59] Each engine-aircraft combination had secured ETOPS-180 certification from the point of entry into service.[60] By June
The first Boeing 777-200 in commercial service, United Airlines' N777UA
Boeing 777 1997, orders for the 777 numbered 323 from 25 airlines, including satisfied launch customers which had ordered additional aircraft.[45] Operations performance data established the consistent capabilities of the twinjet over long-haul transoceanic routes, leading to additional sales.[61] By 1998, dispatch reliability figures had reached a 99.96percent rate of takeoff without delay due to technical issues,[62] and the growing number of fleet hours approached 900,000.[62]
43
Further developments
After the initial model, Boeing developed the 777-200ER, an increased gross weight variant with greater range and payload capability.[63] The -200ER first flew on October 7, 1996,[64] received FAA and JAA certification on January 17, 1997,[65] and entered service with British Airways on February 9, 1997.[65] Offering greater long-haul performance, the variant subsequently became the most widely ordered version of the aircraft.[63] On April 2, 1997, a Malaysia Airlines -200ER named "Super Ranger" broke the great circle "distance without landing" record for an airliner by flying eastward from Boeing Field, Seattle to Kuala Lumpur, a distance of 10823nautical miles (20044km), in 21 hours and 23 minutes.[62] Following the introduction of the -200ER, Boeing turned its attention to a stretched version of the airliner. On October 16, 1997, the 777-300 made its first flight.[64] At 242.4ft (73.9m) in length, the -300 became the longest airliner yet produced (until the A340-600), and had a 20percent greater overall capacity than the standard length model.[66] The -300 was awarded type certification simultaneously from the FAA and JAA on May 4, 1998,[67] and entered service with launch customer Cathay Pacific on May 27, 1998.[64] [68]
A Malaysia Airlines 777-200ER
From the start of the development program, Boeing had considered building ultra-long-range variants.[69] Early plans centered on a 777-100X proposal,[70] which would have been a shortened version of the -200 with reduced weight and increased range,[70] similar to the 747SP.[71] However, the -100X would have carried fewer passengers than the -200 while having similar operating costs, leading to a higher cost per seat.[70] [71] By the late 1990s, design plans shifted to longer-range versions of existing models.[70] A more-powerful engine in the 100000lbf (440kN) and higher thrust class was required, leading to active discussions between Boeing and the engine manufacturers. General Electric offered to develop the GE90-115B engine,[40] while Rolls-Royce proposed developing the Trent 8104 engine.[72] In 1999, Boeing announced an agreement with General Electric, beating out rival proposals.[40] As part of the deal with General Electric, Boeing agreed that GE90 engines would be the only powerplants offered for new versions of the 777.[40]
Next-generation models
On February 29, 2000, Boeing launched its next-generation twinjet program,[73] initially called 777-X,[69] and began issuing offers to airlines.[63] Development of the long-range models was slowed by the airline industry downturn, which lasted through the early 2000s.[64] The first model to emerge from the program, the 777-300ER, was launched with an order for ten aircraft from Air France,[74] along with additional commitments.[63] On February 24, 2003, the -300ER made its first flight, and the FAA and EASA (European Aviation Safety Agency, successor to the JAA) certified the model on March 16, 2004.[75] The first delivery to Air France took place on April 29,
A GE90-110B engine mounted on a 777-200LR
Boeing 777 2004.[64] The -300ER, which combined the -300's added capacity with the -200ER's range, became the top-selling 777 variant,[76] gaining orders as airlines replaced comparable four-engine models with twinjets because of their lower operating costs.[77] The second model to originate from the next-generation program, the 777-200LR, rolled out on February 15, 2005, and completed its first flight on March 8, 2005.[64] The -200LR was certified by both the FAA and EASA on February 2, 2006,[78] and the first delivery to Pakistan International Airlines occurred on February 26, 2006.[79] On November 10, 2005, the first -200LR set a record for the longest non-stop flight of a passenger airliner by flying 11664nautical miles (21602km)[7] eastward from Hong Kong to London.[6] Lasting 22 hours and 42 minutes, the flight surpassed the -200LR's standard design range and was logged into the Guinness World Records.[6] [80] The next-generation freighter model, the 777F, rolled out on May 23, 2008.[81] The maiden flight of the 777F, which used the structural design and engine specifications of the -200LR[82] along with fuel tanks derived from the -300ER,[83] occurred on July 14, 2008.[84] FAA and EASA type certification for the freighter was received on February 6, 2009,[85] and the first delivery to launch customer Air France took place on February 19, 2009.[86] [87] Initially second to the 747 as Boeing's most profitable jetliner,[88] the 777 has since become the company's most lucrative model.[89] In 2000, program sales accounted for an estimated US$400 million of Boeing's pretax earnings, US$50 million more than the 747.[88] By 2004, the airliner comprised the bulk of wide-body revenues for the Boeing Commercial Airplanes division.[90] In 2007, orders for next-generation 777 models approached 350 aircraft,[91] and in November of that year, Boeing announced that all production slots were sold out to 2012.[77] The program backlog of 356 orders was valued at US$95 billion at list prices in 2008.[92]
An All Nippon Airways 777-300ER taking off
44
In the late 2000s, the 777 faced the possibility of increased competition from Airbus' planned A350 XWB and internally from proposed variants of the 787,[91] both airliners that promise fuel efficiency improvements. According to industry reports, the aircraft may eventually be replaced by a new product family, the Boeing Yellowstone 3, which would draw upon technologies from the 787.[91]
Design
Boeing introduced a number of advanced technologies with the 777 design, including fully digital fly-by-wire controls,[93] fully software-configurable avionics, Honeywell LCD glass cockpit flight displays,[94] and the first use of a fiber optic avionics network on a commercial airliner.[95] Boeing made use of work done on the cancelled Boeing 7J7 regional jet,[96] which utilized similar versions of the chosen technologies.[96] In 2003, Boeing began offering the option of cockpit electronic flight bag computer displays.[97]
Engines, extended flaps, and landing gear of an American Airlines 777-200ER
Fly-by-wire
Boeing 777 In designing the 777 as its first fly-by-wire commercial aircraft, Boeing decided to retain conventional control yokes[93] rather than change to sidestick controllers as used in many fly-by-wire fighter aircraft and in many Airbus airliners.[93] Along with traditional yoke and rudder controls, the cockpit features a simplified layout which retains similarities to previous Boeing models.[98] The fly-by-wire system also incorporates flight envelope protection,[93] a system which guides pilot inputs within a computer-calculated framework of operating parameters, acting to prevent stalls and overly stressful maneuvers.[93] This system can be overridden by the pilot in command if deemed necessary.[93]
45
Airframe and systems

The 777's wings feature a supercritical airfoil design that is swept back at 31.6degrees and optimized for cruising at Mach 0.83 (revised upward after flight tests to Mach 0.84).[99] The wings are designed with increased thickness and a longer span than previous airliners, resulting in greater payload and range, improved takeoff performance, and a higher cruising altitude.[45] Folding wingtips were offered when the aircraft was launched, to appeal to airlines who might use gates made to accommodate smaller aircraft, but no airline purchased this option.[100] The airframe incorporates the use of composite materials, which comprise nine percent of its original structural weight.[101] Elements made from composite material include the cabin floor and rudder. The main fuselage cross-section is circular[102] and tapers rearward into a blade-shaped tail cone with a port-facing auxiliary power unit.[5] The aircraft also features the largest landing gear and the biggest tires ever used in a commercial jetliner.[103] Each tire of a 777-300ER six-wheel main landing gear can carry a load of 59490lb (26980kg), heavier The six-wheel undercarriage of a Boeing 777-300 than other wide-bodies such as the 747-400.[104] The aircraft has triple redundant hydraulic systems with only one system required for [105] landing. A ram air turbine, a small retractable engine which can provide emergency power, is also fitted in the wing root fairing.[106]
Interior
The 777 interior, also known as the Boeing Signature Interior, features curved panels, larger overhead bins, and indirect lighting.[58] Seating options range from six abreast in first class up to 10 across in economy.[107] At 15-inch (380mm) by 10-inch (250mm), the windows are the largest of any current commercial airliner as of 2008.[108] The cabin also features "Flexibility Zones", which entails deliberate placement of water, electrical, pneumatic, and other hook-ups throughout the interior space, allowing airlines to move seats, galleys, and lavatories quickly when adjusting cabin arrangements.[107] Several aircraft have also been fitted with VIP interiors for non-airline use.[109]
Economy class interior of EVA Air 777-300ER in 3-3-3 layout
In 2003, Boeing introduced overhead crew rests as an option on the 777.[110] Located above the main cabin and connected via staircases, the forward flight crew rest contains two seats and two bunk beds, while the aft cabin crew rest features multiple bunk beds.[110] The Signature Interior has since been adapted for other Boeing wide-body and
Boeing 777 narrow-body aircraft, including 737NG, 747-400, 757-300, and newer 767 models.[111] 767-400ER have also adopted the larger, more rounded windows of the 777.
[112]
46 The 747-8 and
Variants
Boeing 777 variants
ICAO [113] code B772 B77L B773 B77W Model(s)
777-200/200ER 777-200LR/777F 777-300 777-300ER
Boeing uses two characteristics, fuselage length and range, to define their 777 models.[15] Fuselage length affects the number of passengers and amount of cargo that can be carried; the 777-200 and derivatives are the base size, and the aircraft was stretched into the 777-300 in 1998. In terms of range, the aircraft has been categorized into three segments based on design criteria; these were initially defined as the following: A-market: up to 4200nautical miles (7800km),[114] B-market: 6600nautical miles (12200km),[114] and C-market: 7800nautical miles (14400km).[115] When referring to different variants, Boeing and airlines often collapse the model number (777) and the variant designator (-200 or -300) into a truncated form (e.g. "772" or "773"[116] ). The International Civil Aviation Organization (ICAO) aircraft type designator system adds a preceding manufacturer letter (e.g. "B772" or "B773").[113] Subsequent to the capacity number, designations may or may not append the range identifier (e.g. 777-300ER as "773ER",[117] "773B",[118] "77W",[119] or "B77W"[113] ). These notations may be found in aircraft manuals or airline timetables.
777-200
The 777-200 was the initial A-market model. The first -200 was delivered to United Airlines on May 15, 1995.[64] With a maximum range of 5235nautical miles (9695km),[120] the -200 was chiefly aimed at U.S. domestic airline operators.[15] Ten different -200 customers have taken delivery of 88 aircraft,[1] with 86 in airline service as of July 2009.[121] The competing aircraft from Airbus is the A330-300.[122]
Planform view of a British Airways Boeing 777-200ER on takeoff
Boeing 777
47
777-200ER
The 777-200ER ("ER" for Extended Range), the B-market version of the -200, was originally known as the 777-200IGW for its increased gross weight.[123] The -200ER features additional fuel capacity and an increased maximum takeoff weight (MTOW) over the -200.[120] Aimed at international airlines operating transatlantic routes,[15] the -200ER's maximum range is 7700nautical miles (14300km).[120] In addition to breaking the eastbound great circle "distance without Transaero 777-200ER landing" record, the -200ER also holds the record for the longest ETOPS-related emergency flight diversion (177 minutes under one engine), on a United Airlines flight carrying 255 passengers on March 17, 2003, over the Pacific Ocean.[124] [125] The first -200ER was delivered to British Airways on February 6, 1997.[64] As of April 2010, -200ER deliveries to 33 different customers numbered 413,[1] ranking the -200ER as the best-selling variant of the twinjet to date.[63] As of July 2009, 407 aircraft were in airline service.[121] The competing aircraft from Airbus is the A340-300.[126]
777-300
The stretched 777-300 was designed as an A-market replacement for 747-100s and 747-200s.[66] Compared to the older 747s, the stretched variant has comparable passenger capacity and range, and is designed to burn one-third less fuel and have 40percent lower maintenance costs.[66] The -300 features a 33.3ft (10.1m) fuselage stretch over the baseline -200, allowing seating for up to 550 passengers in a single class high-density configuration,[66] an arrangement adopted for heavily-trafficked Japanese routes.[127] Because of the aircraft's length, the -300 is equipped with a tailskid and ground maneuvering cameras to aid pilots during taxi.[128] The maximum range is 6015nautical miles (11140km),[129] allowing the -300 to operate trunk routes previously flown by older 747s.[66]
An Emirates 777-300 landing at London Heathrow Airport
The first -300 was delivered to Cathay Pacific on May 21, 1998.[64] [68] Eight different -300 customers have taken delivery of 60 aircraft,[1] and all were in airline service as of July 2009.[121] However, following the introduction of the longer-range -300ER in 2004, all operators have selected the ER version of the -300 model.[1] The -300 has no direct Airbus rival, but the A340-600 is offered in competition.[130] [131]
777-200LR
The 777-200LR ("LR" for Longer Range), the C-market model, became the world's longest-range commercial airliner when it entered service in 2006.[132] [133] Boeing named this aircraft the Worldliner, highlighting its ability to connect almost any two airports in the world,[134] although it is still subject to ETOPS restrictions.[135] It holds the world record for the longest nonstop flight by a commercial The first 777-200LR built, in service with airliner,[7] and has a maximum range of 9380nautical miles Pakistan International Airlines (17370km).[80] The -200LR was intended for ultra-long-haul routes such as Los Angeles to Singapore, or Dallas to Tokyo.[]
Boeing 777 Developed alongside the -300ER, the -200LR features an increased MTOW and three optional auxiliary fuel tanks in the rear cargo hold.[132] Other new features include raked wingtips, redesigned main landing gear, and additional structural strengthening.[132] As with the -300ER and 777F, the -200LR is equipped with wingtip extensions of 12.8ft (3.90m).[132] The first -200LR was delivered to Pakistan International Airlines on February 26, 2006.[79] [136] As of April 2010, six different -200LR customers have taken delivery of 42 aircraft, with 14 unfilled orders.[1] The closest competing aircraft from Airbus is the A340-500HGW.[132]
48
777-300ER
The 777-300ER ("ER" for Extended Range) is the B-market version of the -300. It features raked and extended wingtips, a new main landing gear, reinforced nose gear, and extra fuel tanks.[137] [138] The -300ER also has a strengthened fuselage, wings, empennage, and engine attachments.[83] The standard GE90-115B turbofans are the world's most powerful jet engines in service, with a maximum thrust of 115300lbf (513kN).[137] The maximum range is 7930nautical miles (14690km),[139] made possible due to a higher MTOW along with the An Air Canada 777-300ER landing with flaps increased fuel capacity.[130] [131] The -300ER can fly approximately deployed 34percent farther than the -300 with a full load of passengers and cargo.[83] Following flight testing, the implementation of engine, wing, and weight modifications produced an added 1.4percent reduction in fuel consumption.[76] [140] The first -300ER was delivered to Air France on April 29, 2004.[64] Among all variants, the -300ER ranks second to the -200ER in sales,[1] and since its launch has been a primary driver of the twinjet's sales past the rival A340.[91] Using only two engines produces a typical operating cost advantage of around 8-9percent for the -300ER over the A340-600,[142] along with a 20percent fuel burn advantage over the 747-400.[77] Several airlines have acquired the -300ER as a 747-400 replacement amid rising fuel prices.[77] As of April 2010, -300ER A Singapore Airlines 777-300ER deliveries to 21 different customers were 235, with 202 unfilled orders.[1] Operators had 188 aircraft in service as of July 2009.[121] The -300ER's direct Airbus competitor is the A340-600HGW.[131]
[141]
777 Freighter
The 777 Freighter (777F) is an all-cargo version of the twinjet. It amalgamates features from the -200LR and the -300ER, using the former's airframe and engines,[143] combined with the latter's fuel capacity.[83] With a maximum payload of 226000lb (103000kg),[83] cargo capacity is similar to the 243000lb (110000kg) of the 747-200F.[77] The freighter has a range of 4885nautical miles (9047km) at maximum payload,[83] although greater range is possible if less cargo weight is carried.[144] As the aircraft promises improved operating economics compared to existing freighters,[77] airlines have targeted the 777F as a replacement for older freighters including the 747-200F and MD-11F.[82] [145]
The first 777 Freighter, destined for Air France, beginning a test flight
Boeing 777 The first 777F was delivered to Air France on February 19, 2009.[86] As of April 2010, 22 freighters had been delivered to seven different customers, with 51 unfilled orders.[1]
49
777 tanker (KC-777)

The KC-777 is a proposed tanker version of the 777. In September 2006, Boeing publicly announced that it would produce the KC-777, if the United States Air Force (USAF) requires a larger tanker than the KC-767. The 777 tanker would also be able to transport more cargo or personnel.[146] [147] [148] In April 2007, Boeing instead offered its KC-767 Advanced Tanker for USAF's KC-X competition.[149]
Operators
The customers that have received the most 777s are ILFC, Emirates, Singapore Airlines, and United Airlines. A total of 798 aircraft (all variants) were in airline service as of July 2009, with Emirates (78),[8] Singapore Airlines (77), Air France (54), United Airlines (52), American Airlines (47), British Airways (44), All Nippon Airways (43), Japan Airlines (43), Cathay Pacific (28), Korean Air (23), Saudi Arabian Airlines (23), Continental Airlines (20), Thai Airways International (20), KLM Royal Dutch Airlines (18), Air Canada (17), and other operators with fewer aircraft of the type.[121]
Boeing 777-300ER operated by Japan Airlines

Year Total 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990
Orders 1,144
34
30
47
139
77
153
42
13
32
30
116
35
68
54
68
101
30
30
24
28
860 Deliveries
24
88
61
83
65
40
36
39
47
61
55
83
74
59
32
13
Data through end of April 2010. Updated on May 7, 2010.
[150]
Boeing 777
50
Incidents and accidents

As of May 2010, the 777 has been in seven incidents,[151] including one hull-loss accident,[152] with no fatalities among the passengers or crew.[153] The only fatality involving the twinjet occurred in a refueling fire at Denver International Airport on September 5, 2001, during which a ground worker sustained fatal burns.[154] The aircraft, operated by British Airways, suffered scorching of the wings and was repaired and put back into service.[154] The type's first hull loss occurred on January 17, 2008, when British Airways Flight 38 (BA38), a Rolls-Royce Trent 895 engined 777-200ER flying from Beijing to London, crash-landed approximately 1000feet (300m) short of Heathrow Airport's runway 27L and slid onto the runway's threshold. There were 47 injuries and no fatalities. The impact damaged the landing gear, wing roots, and engines, and the aircraft was written off.[156] [157] Upon investigation, the accident was blamed on ice crystals from the fuel system clogging the fuel-oil heat exchanger (FOHE).[155] Air accident investigators called for this component on the Trent 800 series engine to be redesigned, and manufacturer Rolls-Royce said in March 2009 the new part should be ready within a year.[158]
Laboratory replication of ice crystals clogging the fuel-oil heat exchanger on a Rolls-Royce Trent 800 engine, from the [155] NTSB report on the BA38 and DL18 incidents
Two other minor momentary losses of thrust with Trent 895 engines occurred in 2008.[159] [160] The National Transportation Safety Board (NTSB) investigators concluded that, just as on BA38, the loss of power was caused by ice in the fuel clogging the fuel-oil heat exchanger. Although work arounds for pilots now exist, the NTSB also requested a redesign of the heat exchanger.[155]
Specifications
777-200 Cockpit crew Seating capacity, typical Length Wingspan Wing sweepback Tail height Cabin width Fuselage width Maximum cargo capacity 5720cuft (162m3) 32 LD3 60ft9in (18.5m) 60ft1in (18.3m) 301 (3-class) 400 (2-class) 440 (maximum) 209ft1in (63.7m) 199ft11in (60.9m) 212ft7in (64.8m) 31.64 60ft9in (18.5m) 60ft8in (18.5m) 777-200ER 777-200LR 777 Freighter Two N/A (cargo) 365 (3-class) 451 (2-class) 550 (maximum) 242ft4in (73.9m) 199ft11in (60.9m) 212ft7in (64.8m) 777-300 777-300ER
19ft3in (5.87m) 20ft4in (6.20m) 7640cuft (216m3) 44 LD3
23051cuft (653m3) 37 pallets
Boeing 777
51
297,300lb (134,800kg) 445,000lb (201,840kg) 545,000lb (247,200kg) 304,500lb (138,100kg) 470,000lb (213,180kg) 656,000lb (297,550kg) 320,000lb (145,150kg) 492,000lb (223,168kg) 766,000lb (347,500kg) 318,300lb (144,400kg) 575,000lb (260,816kg) 766,800lb (347,800kg) 353,800lb (160,500kg) 524,000lb (237,680kg) 660,000lb (299,370kg) 370,000lb (167,800kg) 554,000lb (251,290kg) 775,000lb (351,500kg)
Empty weight, operating Maximum landing weight Maximum Takeoff Weight (MTOW) Typical cruise speed Maximum cruise speed Maximum range Takeoff run at MTOW ISA+15 MSL
0.84 Mach (560mph, 905km/h, 490knots) at 35000ft (11000m) cruise altitude 0.89 Mach (590mph, 950km/h, 512knots) at 35000ft (11000m) cruise altitude 5,240nmi (9,700km) 8,200ft (2,500m) 7,725nmi (14,305km) 9,380nmi (17,370km) 11,600ft (3,536m) 4,900nmi (9,070km) 6,005nmi (11,120km) 11,200ft (3,410m) 7,930nmi (14,685km) 10,500ft (3,200m)
Maximum 31,000 US gal 45,220 US gal 47,890 US gal fuel capacity (117,348L) (171,176L) (181,283L) Service ceiling Engine (2) PW 4077 RR 877 GE90-77B PW: 77,000lbf (330kN) RR: 77,000lbf (330kN) GE: 77,000lbf (330kN) PW 4090 RR 895 GE90-94B PW: 90,000lbf (400kN) RR: 95,000lbf (410kN) GE: 94,000lbf (410kN)
47,890US gal (181,283L)
45,220US gal (171,176L)
47,890 US gal (181,283L)
43,100ft (13,140m) GE90-110B GE90-115B GE -110B: 110,000lbf (480kN) GE -115B: 115,000lbf (510kN) GE90-110B PW 4098 RR 892 GE90-94B/GE90-92B PW: 98,000lbf (430kN) RR: 95,000lbf (400kN) GE: 94,000/92,000lbf (410kN) GE90-115B
Thrust (2)
GE: 110,000lbf (480kN)
GE: 115,000lbf (510kN)
Sources: Boeing 777 specifications,[83] Boeing 777 airport planning report,[161] Civil Aircraft,[162] Rolls-Royce Trent 800 series data[163]
Boeing 777
52
See also
Comparison of commercial aircraft
Related development
Boeing 7J7
Comparable aircraft
Airbus A330-300 Airbus A340 Airbus A350 Ilyushin Il-96 McDonnell Douglas MD-11
Related lists
List of airliners
References
Bibliography
Abarbanel, Robert; McNeely, William (1996). FlyThru the Boeing 777. ACM SIGGRAPH. p.124. ISBN0-89791-784-7. Birtles, Philip (1998). Boeing 777, Jetliner for a New Century. St. Paul, Minnesota: Motorbooks International. ISBN0-7603-0581-1. Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777, third edition. London: Ian Allen Publishing. ISBN0-7110-2665-3. Eden, Paul, ed (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. London: Amber Books Ltd. ISBN1-84509-324-0. Frawley, Gerard (2003). The International Directory of Civil Aircraft 2003/2004. London: Aerospace Publications. ISBN1-875671-58-7. Glenday, Craig (2007). Guinness World Records. London/New York: HiT Entertainment. ISBN978-0-9735514-4-0. Norris, Guy; Mark Wagner (1996). Boeing 777. St. Paul, Minnesota: Motorbooks International. ISBN0-7603-0091-7. Norris, Guy; Mark Wagner (2001). Boeing 777: The Technological Marvel. Minneapolis, Minnesota: Zenith Imprint. ISBN0-7603-0890-X. Norris, Guy; Mark Wagner (1999). Modern Boeing Jetliners. Minneapolis, Minnesota: Zenith Imprint. ISBN0-7603-0717-2. Sabbagh, Karl (1995). 21st Century Jet: The Making of the Boeing 777. New York: Scribner. ISBN0-333-59803-2. Wells, Alexander T.; Clarence C. Rodrigues (2004). Commercial Aviation Safety. New York: McGraw-Hill Professional. ISBN0-07-141742-7. Yenne, Bill (2002). Inside Boeing: Building the 777. Minneapolis, Minnesota: Zenith Press. ISBN0-7603-1251-6.
Boeing 777
53
External links
Official Boeing 777 page on Boeing.com [164] Boeing 777 information on Aerospace-technology.com [165] Boeing 777-200 [166] and 777-300 pages on Airliners.net [167] FAA Type Certificate Data Sheet T00001SE [168] European Aviation Safety Agency Type Certificate Data Sheet EASA.IM.A.003 [169]
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[109] "Lufthansa Technik turns out first customized VIP Boeing 777" (http:/ / www. lufthansa-technik. com/ applications/ portal/ lhtportal/ lhtportal. portal?_nfpb=true& _pageLabel=Template7_8& requestednode=421& webcacheURL=TV_I/ Media-Relations/ Media-Archive/ Archive-Press-Releases/ Previous-Press-Releases/ Press-Releases-2000/ First_VIP_B777. xml). Lufthansa Technik. December 22, 2000. . Retrieved October 25, 2008. [110] Wallace, James. "Boeing adds places for crews to snooze" (http:/ / www. seattlepi. com/ business/ 107260_air05. shtml). Seattle Post-Intelligencer. . Retrieved November 23, 2008. [111] Norris & Wagner 1999, p.122 [112] Norris & Wagner 1999, pp.46, 112
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[113] "ICAO Document 8643" (http:/ / www. icao. int/ anb/ ais/ 8643/ 8643_List2. cfm). International Civil Aviation Organization. . Retrieved March 30, 2009. [114] Birtles 1999, pp.103, 105 [115] Norris & Wagner 2001, p.102 [116] "About our operating aircraft" (http:/ / www. jal. co. jp/ en/ 5971/ readme/ ships_info. html). Japan Airlines. . Retrieved October 25, 2009. [117] John, Danny (September 12, 2007). "Air NZ must ask shareholders" (http:/ / www. smh. com. au/ news/ business/ air-nz-must-ask-shareholders/ 2007/ 09/ 11/ 1189276720074. html). Sydney Morning Herald. . Retrieved March 30, 2009. [118] "Cathay Pacific puts its trust in Boeing" (http:/ / www. atimes. com/ atimes/ China_Business/ GL03Cb06. html). Asia Times Online. December 3, 2005. . Retrieved March 30, 2009. [119] "Air Canada 777-300ER (77W)" (http:/ / www. aircanada. com/ en/ about/ fleet/ 77W. html). Air Canada. . Retrieved March 30, 2009. [120] "777-200/-200ER Technical Characteristics" (http:/ / www. boeing. com/ commercial/ 777family/ pf/ pf_200product. html). Boeing. November 21, 2008. . Retrieved June 6, 2009. [121] "World Airliner Census". Flight International, August 1824, 2009. [122] Wallace, James (November 19, 2001). "Aerospace Notebook: Conner's best bet -- Let it ride on the 777s" (http:/ / www. seattlepi. com/ business/ 47045_conner19. shtml). Seattle Post-Intelligencer. . Retrieved March 20, 2009. [123] Eden 2008, pp.112113 [124] "Still Tops for ETOPS" (http:/ / www. aviationtoday. com/ asw/ categories/ commercial/ Still-Tops-for-ETOPS_2351. html). Air Safety Week. April 14, 2003. . Retrieved May 23, 2009. [125] "Divert Details" (http:/ / www. aviationtoday. com/ asw/ categories/ bga/ Divert-Details_2255. html). Air Safety Week. March 24, 2003. . Retrieved May 23, 2009. [126] Wall, Robert (October 30, 2005). "Boeing's Interest Focuses on 747 Advanced, Not 787-10" (http:/ / www. aviationweek. com/ aw/ generic/ story_generic. jsp?channel=awst& id=news/ 10315p03. xml). Aviation Week & Space Technology. . Retrieved March 20, 2009. [127] Birtles 1998, p.67 [128] Norris & Wagner 1999, pp.152156 [129] "777-300 Technical Characteristics" (http:/ / www. boeing. com/ commercial/ 777family/ pf/ pf_300product. html). Boeing. . Retrieved March 20, 2009. [130] "Datafile: Boeing 777-300" (http:/ / www. flug-revue. rotor. com/ FRtypen/ FR777300. htm). Flug Revue. 2006. . Retrieved March 20, 2009. [131] "Datafile: Boeing 777-300ER" (http:/ / www. flug-revue. rotor. com/ FRtypen/ FR77730e. htm). Flug Revue. 2006. . Retrieved March 20, 2009. [132] "Datafile: Boeing 777-200LR Worldiner" (http:/ / www. flug-revue. rotor. com/ FRtypen/ FR77720l. htm). Flug Revue. 2006. . Retrieved March 20, 2009. [133] Field, David (March 17, 2008). "Delta pushes Boeing to squeeze more range from 777-200LR" (http:/ / www. flightglobal. com/ articles/ 2008/ 03/ 17/ 222225/ delta-pushes-boeing-to-squeeze-more-range-from-777-200lr. html). Flight Global. . Retrieved December 2, 2008. [134] "Flight of Boeings 777 Breaks Distance Record" (http:/ / www. google. com/ url?sa=t& source=archive& ct=res& cd=0-0& url=http:/ / www. nytimes. com/ 2005/ 11/ 10/ business/ 11air. html& ei=cnZASYOzOZymqgOj6cjaAQ& usg=AFQjCNHqOxZMp3HTve3XsVR383gE7J62SQ). The New York Times. November 10, 2005. . Retrieved December 10, 2008. [135] "FAA Type Certificate Data Sheet T00001SE" (http:/ / www. airweb. faa. gov/ Regulatory_and_Guidance_Library/ rgMakeModel. nsf/ 0/ 6f3c0a764bd5cd0d86257482006e966a/ $FILE/ T00001SE. pdf). Federal Aviation Administration. . Retrieved November 5, 2009. [136] "Deliveries" (http:/ / active. boeing. com/ commercial/ orders/ index. cfm?content=modelselection. cfm& pageid=m15525). Boeing. . Retrieved September 8, 2009. [137] Eisenstein, Paul (July 2004). "Biggest Jet Engine" (http:/ / www. popularmechanics. com/ science/ extreme_machines/ 1280866. html). Popular Mechanics. . Retrieved December 2, 2008. [138] Norris, Guy (January 2003). "Long Ranger" (http:/ / www. flightglobal. com/ pdfarchive/ view/ 2003/ 2003 - 0157. html). Flight International. . Retrieved December 2, 2008. [139] Cheung, Clare; Irene Shen (November 8, 2007). "Cathay Pacific Orders 17 Boeing Jets" (http:/ / www. bloomberg. com/ apps/ news?pid=20601089& sid=afRkGr. NJawQ& refer=china). Bloomberg. . Retrieved December 2, 2008. [140] Thomas, Geoffrey. "Boeing nose ahead in Qantas order race". The Australian, December 2, 2005. Retrieved: March 20, 2009. [141] "Air France takes delivery of Boeing 777-300ER" (http:/ / www. logistics-business-review. com/ news/ air_france_takes_delivery_of_boeing_777300er). Logistics Business Review. May 5, 2008. . Retrieved October 20, 2008. [142] Kingsley Jones, Ben; Guy Norris (November 29, 2005). "Enhanced A340 to take on 777" (http:/ / www. flightglobal. com/ articles/ 2005/ 11/ 29/ 203391/ exclusive-enhanced-a340-to-take-on-777. html). Flight International. . Retrieved April 2, 2009. [143] Norris, Guy (May 16, 2006). "Cargo Kings: new Boeing 777F and 747-8F programmes" (http:/ / www. flightglobal. com/ articles/ 2006/ 05/ 16/ 206571/ cargo-kings-new-boeing-777f-and-747-8f-programmes. html). Flight International. . Retrieved March 29, 2009. [144] Wallace, James (November 16, 2004). "Boeing seeks cargo 777 orders" (http:/ / www. seattlepi. com/ business/ 199781_cargo16. html). Seattle Post-Intelligencer. . Retrieved December 3, 2008. [145] "Air France to buy Boeing 777 freighters" (http:/ / www. eastvalleytribune. com/ story/ 38593). Associated Press. March 26, 2005. . Retrieved December 3, 2008.
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[146] "Aerospace Notebook: Boeing now offers the 777 as a tanker" (http:/ / www. seattlepi. com/ business/ 286578_air27. html). Seattle Post-Intelligencer. September 27, 2006. . Retrieved November 21, 2008. [147] Norris, Guy (October 3, 2006). "US Air Force tanker RFP reveals KC-777 offer" (http:/ / www. flightglobal. com/ articles/ 2006/ 10/ 03/ 209627/ us-air-force-tanker-rfp-reveals-kc-777-offer. html). Flight Global. . Retrieved April 21, 2009. [148] "Ready to fill 'er up" (http:/ / www. boeing. com/ news/ frontiers/ archive/ 2006/ november/ cover. pdf). Boeing. November 2006. . Retrieved April 21, 2009. [149] Vandruff, Ken (April 11, 2007). "Boeing submits KC-767 tanker proposal" (http:/ / www. bizjournals. com/ wichita/ stories/ 2007/ 04/ 09/ daily22. html). Wichita Business Journal. . Retrieved March 20, 2009. [150] "Orders and Deliveries search page" (http:/ / active. boeing. com/ commercial/ orders/ index. cfm?content=userdefinedselection. cfm& pageid=m15527). Boeing. . Retrieved May 7, 2010. [151] "Boeing 777 occurrences" (http:/ / aviation-safety. net/ database/ dblist. php?Type=107). Aviation Safety Network. May 21, 2010. . Retrieved May 24, 2010. [152] "Boeing 777 hull losses" (http:/ / aviation-safety. net/ database/ dblist. php?field=typecode& var=107%& cat=%1& sorteer=datekey& page=1). Aviation Safety Network. May 21, 2010. . Retrieved May 24, 2010. [153] "Boeing 777 Accident Statistics" (http:/ / aviation-safety. net/ database/ type/ type-stat. php?type=107). Aviation Safety Network. May 24, 2010. . Retrieved May 24, 2010. [154] "British Airways Flight 2019 ground fire" (http:/ / aviation-safety. net/ database/ record. php?id=20010905-1). Aviation Safety Network. . Retrieved November 21, 2008. [155] "Safety Recommendation: In reply refer to: A-09-17 (Urgent) and -18" (http:/ / www. ntsb. gov/ recs/ letters/ 2009/ A09_17_18. pdf). National Transportation Safety Board. March 11, 2009. . [156] "Interim Management Statement" (http:/ / www. investegate. co. uk/ Article. aspx?id=200802010700330296N). British Airways. February 1, 2008. . Retrieved November 21, 2008. [157] "Report on the accident to Boeing 777-236ER, G-YMMM, at London Heathrow Airport on 17 January 2008" (http:/ / www. aaib. gov. uk/ cms_resources. cfm?file=/ 1-2010 G-YMMM. pdf). AAIB. February 9, 2010. . Retrieved February 9, 2010. [158] "'High risk' of plane fault repeat" (http:/ / news. bbc. co. uk/ 1/ hi/ uk/ 7941137. stm). BBC News. March 13, 2009. . Retrieved March 20, 2009. [159] Kaminski-Morrow, David (February 29, 2008). "American investigates as 777 engine fails to respond to throttle" (http:/ / www. flightglobal. com/ articles/ 2008/ 02/ 29/ 221923/ american-investigates-as-777-engine-fails-to-respond-to-throttle. html). Flight International. . Retrieved March 20, 2009. [160] "NTSB Investigates B777 Uncommanded Engine Rollback" (http:/ / www. aero-news. net/ index. cfm?ContentBlockID=7cba7571-d0e2-4736-a08b-2c24fcd7f225& C. . . 11a6bd089ea). Air Safety Week. December 22, 2008. . Retrieved April 2, 2009. [161] "777 Airplane Characteristics for Airport Planning" (http:/ / www. boeing. com/ commercial/ airports/ 777. htm). Boeing. December 2008. . Retrieved November 25, 2008. [162] Frawley 2003, pp.6162 [163] "Trent 800 Technical data (archive)" (http:/ / web. archive. org/ web/ 20071026200936/ http:/ / www. rolls-royce. com/ civil_aerospace/ products/ airlines/ trent800/ technical. jsp). Rolls-Royce. 2007. . Retrieved May 23, 2009. [164] http:/ / www. boeing. com/ commercial/ 777family/ [165] http:/ / www. aerospace-technology. com/ projects/ boeing777/ [166] http:/ / www. airliners. net/ aircraft-data/ stats. main?id=106 [167] http:/ / www. airliners. net/ aircraft-data/ stats. main?id=107 [168] http:/ / www. airweb. faa. gov/ Regulatory_and_Guidance_Library/ rgMakeModel. nsf/ 0/ 6f3c0a764bd5cd0d86257482006e966a/ $FILE/ T00001SE. pdf [169] http:/ / easa. europa. eu/ ws_prod/ c/ doc/ Design_Appro/ Aircrafts/ TCDS%20EASA. IM. A. 003%20Boeing%20777%20Issue%205. pdf
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Boeing 787
Boeing 787 Dreamliner
The first Boeing 787-8 Dreamliner on its maiden flight Role National origin Manufacturer First flight Status Number built Unit cost Wide-body jet airliner United States, with international partners Boeing Commercial Airplanes December 15, 2009 In development, early production 5
[1] [2] [3]
787-3: US$150.0155.5million [2] 787-8: US$161.0171.5million [2] 787-9: US$194.0205.5million
The Boeing 787 Dreamliner is a long range, mid-sized, wide-body, twin-engine jet airliner developed by Boeing Commercial Airplanes. It seats 210 to 330 passengers, depending on variant. Boeing states that it is the company's most fuel-efficient airliner and the world's first major airliner to use composite materials for most of its construction.[4] Its development has involved a large-scale collaboration with numerous suppliers. On January 28, 2005, the aircraft's initial designation 7E7 was changed to 787.[5] Early released concept images depicted a radical design with highly curved surfaces. On April 26, 2005, a year after the launch of the program, the final and more conventional external 787 design was set. Boeing unveiled its first 787 in a roll-out ceremony on July 8, 2007, at its Everett assembly factory, by which time it had become the fastest-selling wide-body airliner in history with nearly 600 orders.[6] By April 2010, 866 Boeing 787s had been ordered by 56 customers.[7] The aircraft was originally scheduled to enter service in May 2008, but production had been delayed multiple times, and in August 2009, the scheduled service entry date was pushed back to the fourth quarter of 2010.[8] The aircraft's maiden flight, originally planned for August 2007,[9] [10] took place on December 15, 2009 in the Seattle area.[11] The 787 is currently undergoing flight testing with a goal of receiving its type certificate in late 2010.
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Development
Background
During the late 1990s, Boeing began considering a replacement for the 767 when sales weakened due to competition from the Airbus A330-200. As sales of the Boeing 747-400 also slowed, the company proposed two new aircraft, the 747X, and the Sonic Cruiser. The 747X, competing with the Airbus A380, would have lengthened the 747-400 and improved efficiency by using a composite supercritical wing. The Sonic Cruiser would have achieved higher speeds (approximately Mach 0.98) while burning fuel at the same rate as the existing 767. Market interest for the 747X was tepid, but the Sonic Cruiser had brighter prospects. Several major airlines in the United States, including Continental Airlines, initially showed enthusiasm for the Sonic Cruiser concept, although they also expressed concerns about the operating cost.[12] However, by decreasing travel time they would be able to increase customer satisfaction and aircraft utilization. The September 11, 2001 attacks upended the global airline market. Airlines could not justify large capital expenditures, and increased petroleum prices made them more interested in efficiency than speed. The worst-affected airlines, those in the United States, were considered the most likely customers of the Sonic Cruiser. Boeing offered airlines Earlier proposed design configuration of the the option of using the airframe for either higher speed or increased Boeing 7E7 efficiency, but the high projected airframe costs caused demand to slacken further. Then the company officially canceled the Sonic Cruiser on December 20, 2002, and switched tracks by announcing an alternative product, the 7E7, on January 29, 2003, naming the executives to run the new jetliner program.[4] [13] The emphasis on a smaller midsize twinjet rather than a large 747-size aircraft represented a shift from traditional hub-and-spoke theory towards the point-to-point theory,[14] in response to analysis of focus groups.[15]
Design phase
The replacement for the Sonic Cruiser project was dubbed the "7E7"[16] (with a development code name of "Y2"). The "E" was said to stand for various things, depending upon the audience. To some, it stood for "efficiency", to others it stood for "environmentally friendly". In the end, Boeing claimed it merely stood for "Eight", after the aircraft was eventually rechristened "787".[4] A public naming competition was also held, for which out of 500,000 votes cast online the winning title was Dreamliner.[17] On April 26, 2004, the Japanese airline All Nippon Airways (ANA) became the launch customer for the 787, then known as the 7E7, by announcing a firm order for 50 aircraft with deliveries to begin in late 2008.[18] ANA's order included 30 787-3, 290330 seat, one-class domestic aircraft, and 20 787-8, long-haul, 210250 seat, two-class aircraft for regional international routes such as Tokyo NaritaBeijing. The aircraft will allow ANA to open new routes to cities not previously served, such as Denver, Moscow, and New Delhi.[19] Early concept images of the 787 included rakish cockpit windows, a dropped nose and a distinctive "shark-fin" vertical stabilizer.[20] The final styling of the aircraft was more conservative, the fin appearing visually similar to those of aircraft currently in service. The nose and cockpit windows were also changed to a more conventional form.
All Nippon Airways launched the 787 Dreamliner program with an order for 50 aircraft in 2004.
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The 787-3 and 787-8 were to be the initial variants, with the 787-9 entering service in 2010. Boeing initially priced the 787-8 variant at US$120million, a low figure that surprised the industry. In 2007, the list price was $146151.5million for the 787-3, $157167million for the 787-8 and $189200million for the 787-9.[21] Customer-announced orders and commitments for the 787 reached 237 aircraft Size comparison of the Boeing 787-8 (black outline) with the Boeing 777-300 (pink), 767-300 (cyan), and 737-800 (green). during the first year of sales, with firm orders numbering 677 by the 787's premiere on July 8, 2007, and well before entry into service.[22] This makes the 787 the fastest-selling wide-body airliner ever before entry into service.[6] The 787 uses the same technology proposed for the Sonic Cruiser in a more conventional configuration (see Features). Boeing claims the 787 will be near to 20% more fuel-efficient than the 767.[23] One third of the efficiency gain will come from the engines, another third from aerodynamic improvements and the increased use of lighter weight composite materials, and the final third from advanced systems. The most notable contribution to efficiency is the new electrical architecture which replaces bleed air and hydraulic power sources with electrically powered compressors and pumps, as well as completely eliminating pneumatics and hydraulics from some subsystems (e.g., engine starters or brakes).[24] Technology from the Sonic Cruiser and 787 will be used as part of Boeing's project to replace its entire airliner product line, an endeavor called the Yellowstone Project (of which the 787 is the first stage).[25] Boeing selected two engine types, the General Electric GEnx and Rolls-Royce Trent 1000, to power the 787, both placed in pods. Significantly, this leaves Pratt & Whitney, which normally has an entrant in the market, unable to offer one of its engines to 787 customers. According to United Technologies Corporation CEO George David, Pratt & Whitney "couldn't make the business case work for that engine."[26] For the first time in commercial aviation, both engine types will have a standard interface with the aircraft, allowing any 787 to be fitted with either a GE or Rolls-Royce engine at any The engine nacelles on the Boeing 787 feature serrated edges to reduce noise. time. Engine interchangeability makes the 787 a more flexible asset to airlines, allowing them to change easily from one manufacturer's [4] engine to the other's if required. The engine market for the 787 is estimated at US$40billion over the next 25 years. The launch engine for all three current 787 variants is the Rolls-Royce Trent 1000. Airbus has offered the competing A350 powered by a development of the Rolls Royce Trent turbofan, the Trent XWB. The 787's all-composite fuselage makes it the first composite airliner in production. While the Boeing 777 contains 50% aluminum and 12% composites, the new airplane uses 50% composite (mostly carbon fiber reinforced plastic), 15% aluminum, and other materials. The 787 fuselage was designed to be assembled in one-piece composite barrel sections. Each barrel would be manufactured in one piece and joined end to end during final assembly. The composite barrel approach was a departure from the multiple aluminum sheets and fasteners used on existing aircraft,[27] and eliminated the need for some 50,000 fasteners used in conventional airplane assembly.[28] Boeing built and tested the first commercial aircraft composite section while examining the Sonic
The Boeing 787 underwent extensive computer modeling and wind tunnel tests.
Boeing 787 Cruiser concept nearly five years before,[29] and regarded the 787 as a significantly refined product.[30] Further, the Bell Boeing V-22 Osprey military transport is over 50% composites,[31] and the C-17 has over 16,000lb of structural composites.[32] The 787 underwent extensive wind tunnel testing at Boeing's Transonic Wind Tunnel, QinetiQ's five-meter wind tunnel at Farnborough, UK, and NASA Ames Research Center's wind tunnel, as well as at the French aerodynamics research agency, ONERA.
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Production
After stiff competition, Boeing announced on December 16, 2003, that the 787 would be assembled in its factory in Everett, Washington.[4] Instead of building the complete aircraft from the ground up in the traditional manner, final assembly employs just 800 to 1,200 people to join completed subassemblies and to integrate systems.[33] Boeing has assigned its subcontractors to do more assembly themselves and deliver completed subassemblies to Boeing. Boeing would then perform final assembly. This approach results in a leaner and simpler assembly line and lower inventory.[34] Boeing has previously shipped 737 fuselage barrel sections by rail from Spirit AeroSystems' Wichita, Kansas, facility to Boeing's narrow-body final assembly plant in Renton, Washington. As the major 787 components have many systems pre-installed before delivery to Everett, final assembly time is reduced to three days. This is less than a quarter of the time traditionally needed for Boeing's final assembly process.[35] [36] In order to speed delivery of the 787's major components, Boeing has modified a few used 747-400s into Dreamlifters. These widened airplanes can house the wings and fuselage of the 787 and other smaller parts. Major components Boeing manufactures the 787's tail fin at its plant in Frederickson, Washington, the ailerons and flaps at Boeing Australia, and fairings at Boeing Canada Technology. For economic reasons, the wings are manufactured by Japanese companies in Nagoya such as Mitsubishi Heavy Industries, The first 787 Dreamliner outside Boeing's Everett Facility, which also makes the central wing box.[37] This was a new and site of 787 final assembly. daring step for Boeing, which has historically guarded its techniques for designing and mass producing commercial [38] jetliner wings. The horizontal stabilizers are manufactured by Alenia Aeronautica in Italy; and the fuselage sections by Global Aeronautica and Boeing's Charleston facility[39] in North Charleston, South Carolina (USA), Kawasaki Heavy Industries in Japan and Spirit AeroSystems, in Wichita, Kansas (USA).[40] The passenger doors are made by Latcore (France), and the cargo doors, access doors, and crew escape door are made by Saab (Sweden). Japanese industrial participation is very important to the project, with a 35% work share, and many of the subcontractors are supported and funded by the Japanese government.[38] On April 26, 2006, Japanese manufacturer Toray Industries and Boeing announced a production agreement involving $6billion worth of carbon fiber. The deal is an extension of a contract signed in 2004 between the two companies and eases some concerns that Boeing might have difficulty maintaining its production goals for the 787.[4] On February 6, 2008, TAL Manufacturing Solutions Limited, a subsidiary of the Tata Group (India) announced a deal to deliver floor beams for the 787 from their factory at Mihan, near Nagpur, India to assembly plants in Italy, Japan and the United States.[41] [42]
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Messier-Dowty (France) builds the landing gear, which includes titanium forged in Russia, and brake parts from Italy,[43] and GE Aviation in Yakima WA builds several actuators for the landing gear. Thales supplies the integrated standby flight display and electrical power conversion system.[4] Honeywell and Rockwell-Collins provide flight control, guidance, and other avionics systems, including standard dual head up guidance systems. Future integration of forward-looking infrared is being considered by Flight Dynamics allowing improved visibility using thermal sensing as part of the HUD system, allowing pilots to "see" through the clouds.[4] Connecticut (USA)-based Hamilton Sundstrand provides power distribution and management systems for the aircraft, including manufacture and production of Generator Control Units (GCUs) as well as integration of power transfer systems from the Auxiliary Power Unit (APU).[44] Cold weather test of the APU took place in Alaska. Labinal (France) builds the wiring systems[44] in two of its North American plants.
The main landing gear of the Boeing 787
Assembly milestones The first composite fuselage section rolled out in January 2005, and final external design was set in April 2005. On June 30, 2006, Boeing celebrated the start of major assembly of the first 787 at Fuji Heavy Industries' new factory in Handa, Japan, near Nagoya.[45] On December 6, 2006, Boeing conducted a "virtual rollout" of the 787 in which a simulation of the 787's manufacturing process was shown publicly. Performed using the project's Catia design tool, the simulation was intended to discover production issues prior to assembly of the first airframe, when they are cheaper to fix.[46] On January 12, 2007, first major assemblies, forward fuselage, center wing, and center wheel well built by FHI and KHI were shipped on 747 Dreamlifters from Nagoya, Japan. They were delivered to Global Aeronautica in Charleston, South Carolina, on January 15.[47] On March 14, 2007, the first production vertical tail fin was rolled out at Boeing's Composite Manufacturing Center in Frederickson, Washington.[48] On April 16, the first production all-composite nose-and-cockpit section (Section 41) was rolled out at Spirit Assembly of Section 41 of a Boeing 787. Aerosystem's plant in Wichita, Kansas.[49] Comprising the cockpit area, nose landing gear well, and the forward-most section of the passenger area, this oval-shaped section is 21feet (6.4m) in height, 19feet (5.74m) in width and 42feet (12.8m) in length. A Dreamlifter delivered the first horizontal stabilizer manufactured by Alenia Aeronautica at its facility in Grottaglie, Italy to Everett on April 24.[50] On May 8, 2007, Vought rolled out completed rear Sections 47 and 48 from its factory in Charleston, SC.[51] The sections were flown via the Dreamlifter to Everett, arriving on May 11 along with the all-composite forward section (section 41) manufactured by Spirit AeroSystems.[52] The 747 Dreamlifter was also used to ship the first 787 carbon-fiber wings from Mitsubishi Heavy Industries Ltd.'s factory in Nagoya to Everett on May 15, 2007.[53] The final major assembly, the integrated midbody fuselage, followed the next day,[54] allowing 787 final assembly to begin on May 21.[55] Rolls-Royce shipped the first pair of Trent 1000 engines from their Derby, UK facilities on schedule on June 7,[56] and on June 26, 2007, LN1/ZA001 had finished major assembly and was towed to the paint hangar in the early morning.[57]
Boeing 787 Flight test plans An important milestone in the launch of the 787 was the on-time certification of the Rolls-Royce Trent 1000 engine on August 7, 2007, by European and US regulators.[58] The alternative GE GEnx-1B engine achieved certification on March 31, 2008.[59] On August 20, 2007, Hamilton Sundstrand stated that it had delivered its first two cabin air conditioning packs to Boeing for the initial flight-test of the 787 Dreamliner.[60] On June 20, 2008, the 787 team achieved "Power On" of the first aircraft, powering and testing the aircraft's electrical supply and distribution systems.[25] In addition to the flight test aircraft, Boeing has also constructed a non-flight 787 airframe which has been built without engines or horizontal stabilizers and will be used for static testing. The wing was successfully tested to its ultimate load as required for aircraft certification. On September 27, 2008, over a period of nearly two hours, the fuselage was successfully tested at 14.9 psi (102.7 kPa), this being 150 percent of the maximum pressure expected in commercial service (i.e., when the plane is at maximum cruising altitude).[61] In December 2008 FAA passed the maintenance program for the 787.[62]
63
Major assembly of the first test Boeing 787 was completed on June 26, 2007.
Although the flight test schedule has not been announced, the original program called for a 9-month flight test campaign. In September 2007, after announcing delays, Mike Bair said that Boeing would keep the Certification Date using six flight-test 787s at a rate of 120 FT hours per month, higher than the 7080 FT hours per month used in previous planes.[63] Boeing's previous major aircraft, the 777, took 11 months with nine aircraft flying 7000 FT Hours, partly to demonstrate 180-min ETOPS, one of its main features.[64] On May 3, 2009, the first test 787 was moved to the flight line following extensive factory testing. The tests included landing gear swings, systems integration verification, and a total run through of the first flight. Before first flight, the test aircraft must be put through additional power and systems tests, including engine run-ups.[65] Boeing spent most of May 2009 conducting tests on the first 787 prototype in preparation for the first flight. The aircraft's engines were started for the first time on May 21, 2009.
Development problems and delays

For the assembly of the 787, Boeing assigned its subcontractors to do more assembly themselves and deliver completed subsystems with Boeing performing final assembly. Some subcontractors have had difficulty completing the extra work, because they could not procure the needed parts, perform the subassembly on schedule, or both. The remaining assembly work is left for Boeing to complete and is referred to as "traveled work".[66] [67] [68] Boeing premiered the first 787 at a rollout ceremony on July 8, 2007, which matches the aircraft's designation in the US-style month-day-year format (7/8/07).[69] However, the aircraft's major systems had not been installed at that time, and many parts were attached with temporary non-aerospace fasteners requiring their later replacement with flight fasteners.[70] Boeing had originally planned for a first flight by the end of August 2007, but on September 5 announced a three-month delay, blaming a shortage of fasteners as well as incomplete software.[9]
The 787 Dreamliner's first public appearance was webcast live on July 8, 2007.
On October 10, 2007, a second three-month delay to the first flight and a six-month delay to first deliveries was announced. Boeing cited problems with its foreign and domestic supply chain for the delay, especially the ongoing fastener shortage, the lack of documentation from overseas suppliers, and continuing delays with the flight guidance software.[71] [72] [73] Less than a week later, Mike Bair, the 787 program
Boeing 787 manager was replaced.[74] On January 16, 2008, Boeing announced a third three-month delay to the first flight of the 787. The company said that insufficient progress had been made on the factory floor to complete work that was originally planned to be carried out by suppliers.[75] On March 28, 2008, in an effort to gain more control over the supply chain, Boeing announced that it plans to buy Vought Aircraft Industries' interest in Global Aeronautica, owner of the South Carolina plant that manufacturers major portions of the 787's fuselage. The purchase will make the assembly plant a 5050 joint venture between Boeing and Italy's Alenia Aeronautica.[76] In July 2009, Boeing also agreed to purchase Vought's facility in North Charleston, S.C. that makes 787 fuselage sections, for a total cost of $1billion.[77]
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On April 9, 2008, Boeing officially announced a fourth delay, shifting the maiden flight to the fourth quarter of 2008, and delaying initial deliveries by around 15 months to the third quarter of 2009. The 787-9 variant was postponed to 2012 and the 787-3 variant will follow but has no firm delivery date.[78] The program was further delayed by a Boeing machinists strike during September and October 2008. On November 4, 2008, the company announced another delay, this time caused by the incorrect installation of some of the structurally important fasteners, stating that the first test flight would not be accomplished in the fourth quarter of 2008.[79] Boeing continued to emphasize that the new delay could be attributed directly to the strike.[80] After assessing the 787 program schedule with its suppliers,[81] Boeing confirmed on December 11, 2008, that the first flight would be delayed until the second quarter of 2009.[82] On June 15, 2009, during the Paris Air Show, Boeing said that the Boeing 787 would make its first flight within two weeks. However, on June 23, 2009, Boeing issued a press release stating that the first flight is postponed "due to a need to reinforce an area within the side-of-body section of the aircraft".[83] [84] [85] Boeing provided an updated 787 schedule on August 27, 2009, with the first flight planned to occur by the end of 2009 and deliveries to begin at the end of 2010.[86] The company expects to write off $2.5billion because it considers the first three Dreamliners built are unsellable and suitable only for flight tests.[87]
The first Boeing 787 underwent taxi tests at Paine Field in November and December 2009.
Flight test program

The Boeing 787 flight test program is composed of six -8 aircraft, ZA001 through ZA006. The first four aircraft are Rolls-Royce Trent 1000 powered jets while the last two are GE GEnx-1B64 powered. ZA001 on December 12, 2009 completed high speed taxi tests, including post-rotation takeoff abort, the last major step before flight.[88] [89] [90] Shortly thereafter, on December 15, 2009, Boeing conducted the Dreamliner's maiden flight with the first 787-8, originating from Snohomish County Airport in Everett, Washington at 10:27am PST,[91] and landing at Boeing Field in King County, Washington at 1:35pm PST.[92] Originally scheduled for four hours, the test flight was shortened to three hours because of bad weather.[93] The second 787, ZA002 in ANA livery, flew to Boeing Field on December 22, 2009 to join the flight test program.[94] [95] The third 787, ZA004 joined the test fleet with its first flight on February 24, 2010. The fourth 787-8, ZA003 flew its maiden flight on March 14, 2010.[1] On March 24, testing for flutter and ground effects was completed. This cleared the aircraft to fly its entire flight envelope.[96] Boeing plans to exhibit the 787 at the 2010 Farnborough Airshow in Great Britain.[97] On March 28, 2010 the 787 completed the ultimate wing load test which requires that the wings of a fully assembled aircraft be loaded to 150% of design limit load and held for 3 seconds. The wings were flexed approximately 25 feet upward during the test.[98] Unlike the 777 however, the wings were not tested to failure.[99] [100] On April 7, Boeing
Boeing 787 announced that analysis of the data showed the ultimate load test was a success.[101] On April 23, 2010 Boeing delivered their latest 787 to a hangar at Eglin Air Force Base, Florida for extreme weather testing. The 787 will undergo testing in temperatures ranging from 115 degrees Fahrenheit to -45 degrees Fahrenheit. Boeing will take the 787 through the steps necessary to prepare for takeoff once the plane stabilizes at either temperature extreme. Various sensors will determine if all airplane operations proceed as anticipated. The weather testing is to be completed by May 7, 2010.[102] On May 12, 2010 Boeing conducted the first General Electric GEnx engine runs on a Dreamliner. These tests used ZA005, the fifth 787 built, which is the first of two test 787s with the GEnx engine.[103] On June 16, 2010, ZA005 made its first flight and joined the flight test program.[104] The first five 787 test aircraft have flown 1,001 hours and 25 minutes in 311 flights combined as of June 16, 2010.[1] In June 2010, gaps were discovered in the horizontal stabilisers of test aircraft, due to wrongly installed shims; all aircraft produced so far are to be inspected and repaired.[105]
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Design
Airframe
The 787 features lighter-weight construction. Its materials (by weight) are: 50% composite, 20% aluminum, 15% titanium, 10% steel, 5% other.[106] [107] ; the craft will be 80% composite by volume.[108] Each 787 contains approximately 35 short tons of carbon fiber reinforced plastic, made with 23 tons of carbon fiber.[109] Carbon fiber composites have a higher strength to weight ratio than traditional aircraft materials, and help make the 787 a lighter aircraft.[107] Composites are used on fuselage, wings, tail, doors, and interior. Aluminum is used on wing and tail leading edges, titanium used mainly on engines and fasteners, with steel used in various places.[107] The longest-range 787 variant can fly 8,000 to 8,500 nautical miles (14,800 to 15,700km), enough to cover the Los Angeles to Bangkok or New York City to Taipei routes. It will have a cruising airspeed of Mach 0.85[110] (561mph, 903km/hr at typical cruise altitudes).
Flight systems
A version of EthernetAvionics Full-Duplex Switched Ethernet (AFDX) / ARINC 664will be used to transmit data between the flight deck and aircraft systems.[111] The flight deck features LCD multi-function displays, all of which will use an industry standard GUI widget toolkit (Cockpit Display System Interfaces to User Systems / ARINC 661).[112] The Lockheed Martin Orion spacecraft will use a glass cockpit derived from Honeywell International's 787 flight deck.[113] The 787 flight deck includes two head-up displays (HUDs) as a standard feature.[114] Like other Boeing airliners, the 787 will use a yoke instead of a side-stick.
Boeing 787 flight deck
The 787 uses turbofan engines that are bleedless, thus eliminating the superheated air conduits normally used for aircraft power, de-icing, and other functions. These systems are to be replaced by all-electrical systems.[4] Another new system is a wing ice protection system that uses electro-thermal heater mats on the wing slats instead of hot bleed air that has been traditionally used.[115] [116] An active gust alleviation system, similar to the system used on the B-2 bomber, improves ride quality during turbulence.[117] [118] Boeing, as part of its "Quiet Technology Demonstrator 2" project, is experimenting with several engine noise-reducing technologies for the 787. Among these are a redesigned air inlet containing sound-absorbing materials and redesigned exhaust duct covers whose rims are tipped in a toothed pattern to allow for quieter mixing
Boeing 787 of exhaust and outside air. Boeing expects these developments to make the 787 significantly quieter both inside and out.[119]
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Interior
The 787 will seat 240 in two-class domestic configuration, with a 46-in (116.8cm) pitch for first class and a 34-in (86.4cm) pitch for coach class. 296 passengers can be seated in a high-density 3+2+3 / 2+4+2 coach arrangement with 36-in (91.4cm) Business and 32-in (81.3cm) Coach pitch. Up to 234 passengers may be seated in a three-class setup that uses 61-in (154.9cm) pitch in First Class (2+2+2 or 1+2+1), 39-in (99cm) pitch for Business (2+3+2 or 2+2+2) and 32-in (81.3cm) for Coach (2+4+2).[120] Cabin interior width is approximately 18feet (547cm) at armrest,[120] and was increased by 1inch (2.5cm) over Mockup of early Dreamliner cabin concept what was originally planned.[121] The 787's interior cabin width is 15 in (38cm) greater than that of the Airbus A330 and A340,[122] but 5 in (13cm) narrower than the A350-800 XWB[123] and 16in (41cm) less than the Boeing 777.[124] For economy class in 3+2+3 or 2+4+2 arrangements, seat-bottom widths will be 18.5 in (47cm), comparable to that found on the Boeing 777, and recommended by detailed passenger ergonomics studies. For 3+3+3 and 2+5+2 maximum passenger density layout, the seat widths would be 17.18 in (43.55cm), smaller than those found on the Boeing 737. The vast majority of airlines are expected to select the 3+3+3 maximum passenger density configuration on the 787.[125] (See wide-body aircraft for a comparison of cabin widths and seating). The cabin windows are larger than all other in-service civil air transports (27cm by 47cm), with a higher eye level, so passengers can maintain a view of the horizon. Electrochromism-based "auto-dimming" (smart glass) reduces cabin glare while maintaining transparency. These are to be supplied by PPG Industries.[126] Similar to the previous Airbus A320 Enhanced, standard cabin lighting uses Light-emitting diode (LED)[127] in three colors instead of fluorescent tubes,[127] allowing the aircraft to be entirely 'bulbless' and have 128 color combinations. The internal pressure will be increased to the equivalent of 6,000feet (1,800m) altitude instead of the 8,000feet (2,400m) on conventional aircraft. According to Boeing, in a joint study with Oklahoma State University, this will significantly improve passenger comfort.[117] [128] A higher cabin pressure is possible in part because of better properties of composite materials.[28] Higher humidity in the passenger cabin is possible because of the use of composites, which do not corrode. Cabin air is provided by electrically driven compressors using no engine bleed air.[129] An advanced cabin air-conditioning system provides better air quality: Ozone is removed from outside air; HEPA filters remove bacteria, viruses and fungi; and a gaseous filtration system removes odors, irritants and gaseous contaminants.[107] Boeing engineers designed the 787 interior to better accommodate persons with mobility, sensory, and cognitive disabilities. For example, a 56-inch (142cm) by 57-inch (145cm) convertible lavatory includes a movable center wall that allows two separate lavatories to become one large, wheelchair-accessible facility.[130]
Composite photo showing three-color options for Dreamliner cabin LED lighting.
Boeing 787
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Technical concerns
Composite fuselage The 787's introduction of widespread composite material usage has drawn scrutiny. Former Boeing senior engineer Vince Weldon has suggested that the risks of having a composite fuselage have not been fully assessed and should not be attempted,[131] [132] adding that carbon fiber, unlike metal, does not visibly show cracks and fatigue.[133] The rival A350 was later announced to be using composite panels on a frame, a more traditional assembly approach which its contractors regarded as less risky than Boeing's application of composite Disassembled fuselage section of the Boeing 787 barrels.[134] Boeing has dismissed criticisms of its fuselage materials, insisting that composites have been used on wings and other passenger aircraft parts for many years and they have not been an issue. They have also stated that special defect detection procedures will be put in place to detect any potential hidden damage.[135] Concerns have been raised about the porous properties of composite materials, allowing them to absorb unwanted moisture. As the aircraft reaches altitude, the moisture expands, and may cause delamination of the composite materials, and structural weakness over time.[136] Another concern arises from the risk of lightning strikes.[137] The 787 fuselage's composite could have as much as 1,000 times the electrical resistance of aluminum, increasing the risk of damage during a lightning strike.[138] Boeing has stated that the 787's lightning protection will meet FAA requirements.[131] FAA management is planning to relax some lightning strike requirements, which will help the 787.[139] In 2006, Boeing launched the 787 GoldCare program.[140] This is an optional, comprehensive life-cycle management service whereby aircraft in the program are routinely monitored and repaired as needed. This is the first program of its kind from Boeing: Post-sale protection programs are not new, but have usually been offered by third party service centers. Boeing is also designing and testing composite hardware so inspections are mainly visual. This will reduce the need for ultrasonic and other non-visual inspection methods, saving time and money.[141]
According to Boeing Vice President Jeff Hawk, who heads the effort to certify the 787 for airline service, a crash test involving a vertical drop of a partial fuselage section from about 15feet onto a one inch-thick steel plate occurred on August 23, 2007, in Mesa, Arizona.[142] [143] Boeing spokesperson Lori Gunter stated on September 6, 2007, that results matched what Boeing's engineers had predicted. As a result the company can model various crash scenarios using computational analysis rather than performing more tests on actual pieces of the plane.[144] [145] However, it has also been suggested by former Boeing engineer that in the event of a crash landing, survivable in a metal plane, the composite fuselage could shatter and burn with toxic fumes.[131]
Demonstration composite Boeing 787 fuselage panel at the Dreamliner Center in Seattle
Boeing 787 Weight issues Boeing had been working to trim excess weight since assembly of the first airframe began in 2006. This is common for new aircraft during their development phase. The first six 787s, which are to be used as part of the flight test program, will be overweight according to Boeing Commercial Airplanes CEO Scott Carson.[146] The first 787 is expected to be 5,000lb (2,270kg) overweight. The seventh and subsequent aircraft will be the first optimized 787s and are expected to meet all goals.[147] Boeing has redesigned some parts and made more use of titanium.[46] According to ILFC's Steven Udvar-Hazy, the 787-9's operating empty weight is around 14,000lb (6,350kg) overweight, which also could be a problem for the proposed 787-10.[148]
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Angled planform view of the second 787 Dreamliner in flight
In early 2009 a number of 787 customers started to publicly mention their dissatisfaction with the reduced specifications on the 787, specifically weight and range issues. Industry insiders have stated Boeing has reduced its range estimates for the 787-8 from 14,80015,700km to 14,15015,170km, a reduction of over 500km. There have also been reports that this led Delta to delay deliveries of 787s it inherited from Northwest in order to take later planes which may be closer to the original estimates. Other airlines are suspected to have been given discounts to take the earlier models.[149] Shanghai Airlines stated in March 2009 it wished to either delay or cancel its first order. Boeing expects to have the weight issues addressed by the 21st production model.[150] In May 2009, a press report indicated that a 1015% range reduction for early 787-8 aircraft is anticipated because of these planes being about 8% overweight. This means a range of about 6,900 nmi (12,800km) instead the originally promised 7,700 to 8,200 nmi (14,80015,700km). Substantial redesign work is expected to correct this, which will complicate increases in production rates.[151] Boeing confirmed on May 7 that early 787s would be heavy and is working on weight reductions. The company stated the early 787-8s will have a range of almost 8,000 nmi (14,800km).[152]
Takeoff of the first Boeing 787 built on its maiden flight
Computer network vulnerability In January 2008, previous Federal Aviation Administration concerns came to light regarding protection of the 787's networks from possible intentional or unintentional passenger access.[153] [154] The computer network in the passenger compartment, designed to give passengers in-flight internet access, is connected to the airplane's control, navigation and communication systems.[153] Boeing called the report "misleading", saying that various hardware and software solutions are employed to protect the airplane systems, including air gaps for the physical separation of the networks, and firewalls for their software separation. Measures are provided so data cannot be transferred from the passenger internet system to the maintenance or navigation systems. As part of certification Boeing plans to demonstrate to the FAA that these provisions are acceptable.[153]
Boeing 787 Engine interchangeability The two different engine models compatible with the 787 will use a standard electrical interface to allow an aircraft to be fitted with either Rolls-Royce or General Electric engines. This will save time and cost when changing engine types.[155] However, ILFC's Vice President of Marketing, Marty Olson, stated that swapping different engines could take up to 15 days, and therefore would cost too much. "You'd have to take all the pylon, everything from the wing down, off," Olson said. Other aircraft can have engines changed to those of a different manufacturer, but the high cost makes it rare. Boeing said that the design is unfinished, and 24 hours is still the goal.[156]
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Variants
There are three variants of the 787 and all were first offered for sale in 2004. The 787-8 is to enter service in 2010. The 787-9 will enter service next in 2013. The last to enter service will be the 787-3.
787-8
The 787-8 is the base model of the 787 family with a length of 186 feet (57 m) and a wingspan of 197 feet (60 m) and a range of 7,650 to 8,200 nautical miles (14,200 to 15,200km) depending on seating configuration. The 787-8 seats 210 passengers in a three class configuration. The variant will be the first of the 787 line to enter service in 2010. Boeing is targeting the 787-8 to replace the The Boeing 787-8, the first model of the aircraft 767-200ER and 767-300ER, as well as expand into new non-stop to see production markets where larger planes would not be economically viable. The bulk of 787 orders are for the 787-8. On December 8, 2009, in an unusual move, United Airlines announced an agreement for 25 Boeing 787-8s with an option for 50 more, while also ordering similar quantities of the larger Airbus A350.[157]
787-3
This variant was designed to be a 290-seat (two-class) short-range version of the 787 targeted at high-density flights, with a range of 2,500 to 3,050 nautical miles (4,650 to 5,650km) when fully loaded. It was designed to replace the Airbus A300/Airbus A310 and Boeing 757-300/Boeing 767-200 on regional routes from airports with restricted gate spacing. It would have used the same fuselage as the 787-8, though with some areas of the fuselage strengthened for higher cycles. The wing would have been derived from the 787-8, with blended winglets replacing raked wingtips. The change would have decreased the wingspan by roughly 25feet (7.6m), allowing the 787-3 to fit into more domestic gates, particularly in Japan. This model would have been limited in its range by a reduced Maximum Take-Off Weight (MTOW) of 364,000lb (163,290kg). (Actual range is calculated by the remaining available weight for fuel after the aircraft empty weight and payload are subtracted from the MTOW). A full load of passengers and cargo would limit the amount of fuel it could take on board, as with the 747-400D. This is only viable on shorter, high-density routes, such as Tokyo to Shanghai, Osaka to Seoul, or London to Berlin. Many airports charge landing fees based on aircraft weight; thus, an airliner rated at a lower MTOW, though otherwise identical to its sibling, would pay lower fees.
Boeing 787
70
Boeing has projected that the future of aviation between very large (but close) cities of five million or more may stabilize around the capacity level of the 787-3.[158] [159] Regions such as India and East Asia, where large population centers are in close proximity, offer many examples. Approximately 3.1billion people live within the range of the 787-3 if used in India or China. Boeing has also claimed that the 787-3's efficiency could offset the higher landing fees and acquisition costs (compared to a single-aisle plane) and make it useful on such routes.
An artist's impression of the 787-3, which has winglets and a shorter wingspan
Boeing also believed legacy carriers could have used this variant to compete with low-cost airlines by running twice the capacity of a single-aisle craft for less than twice its operating cost (fuel, landing fees, maintenance, number of flight crew, airspace fees, parking fees, gate fees, etc.). Beyond Asia, a range of 3,050nm (5,600km), or flight time of roughly six hours is sufficient to connect many major cities. The gate spacing constraint that the 787-3 was intended to overcome is really only a problem in Japan. In Europe, the -3 would still have been too wide for most short-haul gates and in the Middle East, India and China new airports are being built with wider gate spacing. Boeing had not planned to certify the 787-3 in Europe because of lack of interest in the model from potential European customers. Forty-three 787-3s were ordered by the two Japanese airlines that operate the 747-400D, but production problems on the base 787-8 model led Boeing to postpone the introduction of the 787-3 in April 2008, following the 787-9 but without a firm delivery date.[78] Japan Airlines canceled all of its 787-3 orders, and All Nippon Airways reduced its order to 28 in May 2009 (canceled two from its original 30). All of these canceled 787-3 orders were transferred to 787-8 orders. In December 2009, All Nippon Airways converted their remaining 787-3 orders to the 787-8, leaving no orders for this type.[160] It is likely the 787-3 variant will be shelved entirely following the lack of interest by potential customers caused by it being designed specifically for the Japanese market.[161]
787-9
The 787-9 will be the first variant of the 787 with a "stretched" (lengthened) fuselage, seating 250290 in three classes with a range of 8,000 to 8,500 nautical miles (14,800 to 15,750km). This variant differs from the 787-8 in several ways, including structural strengthening, a lengthened fuselage, a higher fuel capacity, a higher maximum take-off weight (MTOW), but with the same wingspan as the 787-8.[162] The targeted date for entry into service (EIS), originally The stretched 787-9, designed with greater range and payload capability planned for 2010,[163] was scheduled for early 2013 in December [164] 2008. Boeing is targeting the 787-9 to compete with both passenger variants of the Airbus A330 and to replace their own 767-400ER. Like the 787-8, it will also open up new non-stop routes, flying more cargo and fewer passengers more efficiently than the 777-200ER or A340-300/500. When first launched, the 787-9 had the same fuel capacity as the other two variants. The design differences meant higher weight and resulted in a slightly shorter range than the 787-8. After further consultation with airlines, design changes were incorporated to add a forward tank to increase its fuel capacity. It will now have a longer range and a higher MTOW than the other two variants. The -9 will be able to fly non-stop from New York to Manila or from Moscow to So Paulo and will have the lowest seat-mile cost of the three 787 variants. Air New Zealand is the launch customer for the 787-9 and the second customer ever for the 787 behind ANA. Qantas, Etihad Airways and Singapore Airlines have placed the largest orders for the 787-9.
Boeing 787
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Future variants
787-10 Boeing has stated that it is likely to develop another version, the longer 787-10, with seating capacity between 290 and 310.[165] [166] This proposed model is intended to compete with the planned Airbus A350-900.[167] The 787-10 would supersede the 777-200ER in Boeing's current catalog and could also compete against the Airbus A330-300 and A340-300. Boeing was meeting with potential customers to set 787-10 characteristics in 2007.[168] [169] [170] This variant has not yet been officially launched by Boeing, but Mike Bair, at that time head of the 787 Program, stated that "It's not a matter of if, but when we are going to do it ... The 787-10 will be a stretched version of the 787-9 and sacrifice some range to add extra seat and cargo capacity."[171] The 787-10 has remained under consideration by Boeing.[172] [173] Other possible variants Although no date has been set, Boeing expects to build a freighter version, possibly in 10 to 15 years.[174] Boeing is reported to be also considering a 787 variant as a candidate to replace the 747-based VC-25 as Air Force One.[175]

The Boeing 787 has not entered service. The first 787 is scheduled to enter passenger service in Q4 2010 with All Nippon Airways.[8] ILFC is its largest customer ordering a total of 74 Boeing 787s, which included 67 -8s and 7 -9s.[7] [176]
Net orders (cumulative by year)
Data through February 2010. [7] [177] [178] Sources:
Boeing 787 total firm orders 787-3 0 787-8 675 787-9 Unspecified 191 Total firm orders 866
Data through end of April 2010. Updated on May 17, 2010.[7] [160] [177]
Boeing 787
Orders and deliveries by year 2004 2005 2006 2007 2008 2009 2010 Total Net orders Deliveries 56 235 157 369 93 -59 15 866 -
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Data through end of April 2010. Updated on May 17, 2010.[177] [178]
Specifications
Model Cockpit crew Seating, typical 290-330 317 (2-class) 186ft (56.7m) 170ft6in (52.0m) 32.2 degrees 55ft6in (16.9m) Width: 18ft11in (5.77m) / Height: 19ft7in (5.97m) 18ft (5.49m) 4822cuft (137m3) 28 LD3 or 9x (88x125) pallets or 8x (96x125) pallets + 2x LD3 375000lb (170000kg) 502500lb (228000kg) 6086cuft (172m3) 36 LD3 or 11x (88x125) pallets or 11x (96x125) pallets 545000lb (247000kg) 197ft3in (60.1m) 787-3 787-8 Two 210-250 224 (3-class, typical) 250-290 280 (3-class) 206ft (62.8m) 787-9
Length Wingspan Wing sweepback Height Fuselage dimensions Maximum cabin width Cargo capacity
Maximum Takeoff Weight Maximum Landing Weight Operating empty weight Cruising speed Maximum speed Maximum range, fully loaded Maximum fuel capacity
355000lb (161000kg)
380000lb (172000kg)
425000lb (193000kg)
223000lb (101000kg)
242000lb (110000kg)
254000lb (115000kg)
Mach 0.85 (903km/h, 561mph, 487 knots, at 40,000ft/12,200 m) Mach 0.89 (945km/h, 587mph, 510 knots, at 40,000ft/12,200 m) 25003050 nmi (46305650 km; 28803510 mi) 12830USgal (48600L) 85,964lb 76508200 nmi (1420015200 km; 88009440 mi) 33528USgal (127000L) 224,638lb 43000ft (13100m) General Electric GEnx or Rolls-Royce Trent 1000 53000lbf (240kN) 64000lbf (280kN) 71000lbf (320kN) 80008500 nmi (1480015700 km; 92109780 mi) 33428USgal (127000L) 224,638lb
Service ceiling Engines (2) Thrust (2)
Sources: 787 brochure,[162] 787-8 Airport report,[120] 787-3 fact sheet,[179] 787-8 fact sheet,[180] 787-9 fact sheet[181]
Boeing 787
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See also
Related development
Boeing Sonic Cruiser Boeing 747-8 Boeing Yellowstone Project
Comparable aircraft
Boeing 767 Airbus A330 Airbus A350
Related lists
List of airliners List of Boeing 787 orders
Further reading
Norris, Guy; Wagner, Mark (2009). Boeing 787 Dreamliner. USA: Zenith Press. pp.160. ISBN978-0-7603-2815-6.
External links
Boeing 787 Dreamliner Official page on newairplane.com [182] Boeing 787 page on Boeing.com [183] Boeing 787 Dreamliner on Aerospace-Technology.com [184] Boeing 787 Dreamliner First Flight on AviationWeek.com [185] Planemakers confront green issues, by Jorn Madslien, BBC News [186] "Boeing 787 Dreamliner Takes Flight", Design News special report [187] "Boeing 787 Dreamliner completes its maiden flight", BBC news with video [188]
References
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[130] Cram, Jennifer (March 26, 2007). "Boeing Unveils Improved Access Features on the 787" (http:/ / www. boeing. com/ commercial/ 787family/ news/ 2007/ q1/ 070326c_nr. html). Boeing press release. The Boeing Company. . Retrieved 2007-07-10. [131] Gates, Dominic (2007-09-18). "Fired engineer calls 787's plastic fuselage unsafe" (http:/ / seattletimes. nwsource. com/ html/ boeingaerospace/ 2003889663_boeing180. html). Seattle Times. . Retrieved 2007-11-24. [132] "Dan Rather Reports Boeing 787 composite concerns (1 of 4)" (http:/ / www. youtube. com/ watch?v=epDtuSJm0eM). YouTube. November 7, 2007. . Retrieved 2009-12-15. [133] "The 787 Encounters Turbulence (http:/ / www. businessweek. com/ magazine/ content/ 06_25/ b3989049. htm)." BusinessWeek. June 19, 2006. [134] More Boeing 787 Woes as Qantas Drops Order (http:/ / www. businessweek. com/ globalbiz/ content/ jun2009/ gb20090626_089756. htm) [135] Wallace, J. (2006-01-10). "Airbus to use composites" (http:/ / www. seattlepi. com/ business/ 255066_airbus10. html). Seattle Post-Intelligencer. . [136] "Does composite use in airplane manufacturing trade passenger safety for profits?" (http:/ / www. star-telegram. com/ 1021/ story/ 1808981. html). Star-Telegram. 3 December 2009. . [137] Gates, Dominin. "Building the 787, When lightning strikes" (http:/ / seattletimes. nwsource. com/ html/ businesstechnology/ 2002844619_boeing05. html). Seattle Times, March 5, 2006. [138] "FAA Probes American's Inspections". Wall Street Journal, May 16, 2008, p. B1 [139] "FAA to loosen fuel-tank safety rules, benefiting Boeing's 787" (http:/ / seattletimes. nwsource. com/ html/ boeingaerospace/ 2008719843_lightning08. html). . [140] Bickers, Chaz (July 2006). "Good as GoldCare: Revolutionary 787 fleet support program complements airplane's technical achievements" (http:/ / www. boeing. com/ news/ frontiers/ archive/ 2006/ july/ i_ca02. pdf) (PDF). Boeing Frontiers. . [141] Johnsson, J. "Boeing coining plan for composite parts" (http:/ / archives. chicagotribune. com/ 2007/ sep/ 02/ business/ chi-sun_fiber_0902sep02). Chicago Tribune, September 2, 2007. [142] "Boeing performs crash test on 787 fuselage section" (http:/ / www. komonews. com/ news/ boeing/ 9348186. html). KOMO News. August 23, 2007. . Retrieved 2009-09-28. [143] Snyder, Sean, Associate Editor (2007-08-29). "Boeing Performs Crash Test on 787 Dreamliner: Tests currently under analysis" (http:/ / www. designnews. com/ article/ 4513-Boeing_Performs_Crash_Test_on_787_Dreamliner. php). Design News. Reed Business Information, a division of Reed Elsevier Inc.. . Retrieved 2007-08-30. [144] Gillespie, Elizabeth M. (2007-09-06). "Boeing Says 787 Fuselage Test a Success" (http:/ / www. forbes. com/ feeds/ ap/ 2007/ 09/ 06/ ap4091000. html). Forbes. . Retrieved 2007-09-07. [145] Snyder, Sean, Associate Editor (2007-09-06). "Announcement of Boeing Fuselage Crash Test Results" (http:/ / www. designnews. com/ article/ 13422-Announcement_of_Boeing_Fuselage_Crash_Test_Results. php). Design News. Reed Business Information, a division of Reed Elsevier Inc.. . Retrieved 2007-09-07. [146] "Boeing to deliver test 787s to its customers" (http:/ / www. ft. com/ cms/ 608e941e-2beb-11dc-b498-000b5df10621. html) Financial Times, July 6, 2007. [147] Boeing Still Working On 787 Weight Issue, Carson Says (http:/ / www. komonews. com/ news/ boeing/ 4841091. html)." Associated Press. December 7, 2006 [148] International Lease Finance Corp (http:/ / www. atwonline. com/ news/ other. html?issueDate=11/ 12/ 2007). ATW Online, November 12, 2007. [149] Ostrower, Jon. "Concerns raised over expected 787 range shortfall" (http:/ / www. flightglobal. com/ articles/ 2009/ 03/ 09/ 323414/ concerns-raised-over-expected-787-range-shortfall. html). Flight International, March 9, 2009. [150] Ostrower, Jon. "Shanghai casts doubt over early 787 delivery slots" (http:/ / www. flightglobal. com/ articles/ 2009/ 03/ 14/ 323853/ shanghai-casts-doubt-over-early-787-delivery-slots. html). Flight International, March 14, 2009. [151] "Bernstein Research sees further 787 delays, bigger range shortfall" (http:/ / www. atwonline. com/ news/ story. html?storyID=16495). ATW Daily News, May 4, 2009. [152] Ostrower, Jon. "Boeing confirms 787 weight issues" (http:/ / www. flightglobal. com/ articles/ 2009/ 05/ 07/ 326087/ boeing-confirms-787-weight-issues. html). Flight International, May 7, 2009. [153] Zetter, Kim (2008-01-04). "FAA: Boeing's New 787 May Be Vulnerable to Hacker Attack" (http:/ / www. wired. com/ politics/ security/ news/ 2008/ 01/ dreamliner_security). Wired. . Retrieved 2008-01-06. [154] "Special Conditions: Boeing Model 787-8 Airplane; Systems and Data Networks SecurityIsolation or Protection From unauthorized Passenger Domain Systems Access" (http:/ / cryptome. org/ faa010208. htm). Federal Aviation Administration. 2008-01-03. . Retrieved 2008-01-06. "For these design features, the applicable airworthiness regulations do not contain adequate or appropriate safety standards for protection and security of airplane systems and data networks against unauthorized access." [155] Corliss, Bryan. "What's new, different about the 787" (http:/ / www. heraldnet. com/ article/ 20090621/ BIZ/ 701299594). The Daily Herald, June 21, 2009. [156] " 787 Is not Meeting 24hour-Engine Change Promo, lessor says (http:/ / www. leeham. net/ filelib/ SCOTTSCOLUMN071805. pdf)." Leeham Co. LLC. July 18, 2005. [157] "United Splits Orders Between Airbus, Boeing" (http:/ / www. aviationweek. com/ aw/ generic/ story. jsp?id=news/ UAL120809. xml& headline=United Splits Orders Between Airbus, Boeing& channel=comm). Aviation Week. 2009-12-08. . Retrieved 2009-12-15.
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[158] Baseler, Randy (May 20, 2005). "Kangaroo hop" (http:/ / boeingblogs. com/ randy/ archives/ 2005/ 05/ kangaroo_hop. html). Randy's Journal. The Boeing Company. . Retrieved 2007-07-10. [159] Pate, R. Hewitt (Assistant Attorney General, Antitrust Division); McDonald, Bruce (Deputy Assistant Attorney General, Antitrust Division) and Gillespie, William H. (Economist) (May 24, 2005). "Congestion And Delay Reduction At Chicago O'Hare International Airport: Docket No. FAA-2005-20704" (http:/ / www. usdoj. gov/ atr/ public/ comments/ 209455. htm). Comments of The United States Department of Justice. Before The Federal Aviation Administration Department of Transportation. . Retrieved 2007-07-10. [160] Orders and Deliveries search page (http:/ / active. boeing. com/ commercial/ orders/ index. cfm?content=userdefinedselection. cfm& pageid=m15527). Boeing. Retrieved: October 16, 2009. [161] "Boeing will likely scrap 787-3" (http:/ / seattletimes. nwsource. com/ html/ businesstechnology/ 2010963351_boeingbloom03. html). . Retrieved 7 February 2010. [162] Boeing 787 Airport Compatibility Brochure (http:/ / www. boeing. com/ commercial/ airports/ acaps/ 787brochure. pdf). Boeing, December 2009. [163] Wallace, J. "Aerospace Notebook: New 787 is taking off" (http:/ / www. seattlepi. com/ business/ 221772_air27. html). Seattle Post-Intelligencer, April 27, 2005. [164] December, Royceon. "Good news, bad news: 787-9 delivery now set for early 2013 FlightBlogger Aviation News, Commentary and Analysis" (http:/ / www. flightglobal. com/ blogs/ flightblogger/ 2008/ 12/ good-news-bad-news-787-9-deliv. html). Flightglobal.com. . Retrieved 2009-12-15. [165] Wallace, James. " Everett work force for 787 pegged at 1,000 (http:/ / www. seattlepi. com/ business/ 252967_bair22. html)". Seattle Post-Intelligencer. December 22, 2005. [166] Thomas, G. (2005-09-26). "Boeing looks at larger Dreamliner to meet Emirates, BA requirements" (http:/ / www. atwonline. com/ news/ story. html?storyID=2490). Air Transport World (ATW Media Group). . [167] Thomas, G. (2005-12-23). "Boeing bullish on 787-10, Dreamliner production" (http:/ / www. atwonline. com/ news/ story. html?storyID=3547). Air Transport World (ATW Media Group). . [168] Baseler, Randy. "Dash 10" (http:/ / www. boeing. com/ randy/ archives/ 2006/ 02/ dash_10. html). Boeing Blog. . Retrieved 2006-02-08. [169] Cameron, Doug and Done, Kevin (July 8, 2007). "Customers guard Boeing 787 delivery slots" (http:/ / www. ft. com/ cms/ s/ b575de2a-2d75-11dc-939b-0000779fd2ac,dwp_uuid=e8477cc4-c820-11db-b0dc-000b5df10621. html). Financial Times. . Retrieved 2007-07-08. [170] Leach, Yvonne and Gunter, Lori (June 19, 2007). "Boeing Highlights Progress on First 787, Subsequent Airplanes" (http:/ / www. boeing. com/ news/ releases/ 2007/ q2/ 070619c_nr. html). Boeing Press Release. . Retrieved 2007-06-23. [171] " Boeing to Build Stretch 787 Jet (http:/ / online. wsj. com/ article/ SB114349310320609340. html)". The Wall Street Journal, March 27, 2006. [172] Wall, Robert (June 20, 2008). "Boeing Reconsiders Plan for 787-10" (http:/ / www. aviationweek. com/ aw/ generic/ story_generic. jsp?channel=comm& id=news/ aw062308p3. xml). Aviation Week & Space Technology. . Retrieved April 3, 2010. [173] "Bernstein: 787-10 could be back on the table" (http:/ / www. atwonline. com/ news/ story. html?storyID=19864& utm_source=feedburner& utm_medium=feed& utm_campaign=Feed:+ AtwDailyNews+ (ATW+ Daily+ News)). ATW Daily News, March 31, 2010. [174] Ng, J. Boeing executive says no freighter version of 787 is likely for 10 years (http:/ / www. marketwatch. com/ story/ boeing-executive-says-no-freighter-version-of-787-likely-for-10-years), Marketwatch from Dow Jones. Retrieved 2008-01-02. [175] Butler, Amy "Boeing Only Contender for New Air Force One" (http:/ / www. aviationweek. com/ aw/ generic/ story_channel. jsp?channel=defense& id=news/ AF1-012809. xml& headline=Boeing Only Contender for New Air Force One). AviationWeek.com. Retrieved: 2009-01-28. [176] "Boeing resumes 787 production" (http:/ / www. flightglobal. com/ articles/ 2009/ 01/ 30/ 321910/ boeing-resumes-787-production. html). Flightglobal.com, January 30, 2009. [177] Annual Orders Summary (http:/ / active. boeing. com/ commercial/ orders/ index. cfm?content=displaystandardreport. cfm& RequestTimeout=500& optReportType=AnnOrd& pageid=m15521). Boeing. Retrieved on May 17, 2010. [178] Current orders (http:/ / active. boeing. com/ commercial/ orders/ index. cfm). Boeing. Retrieved on May 17, 2010. [179] "Boeing 787-3 Dreamliner Fact Sheet" (http:/ / www. boeing. com/ commercial/ 787family/ 787-3prod. html). Boeing. . Retrieved 2007-11-23. [180] "Boeing 787-8 Dreamliner Fact Sheet" (http:/ / www. boeing. com/ commercial/ 787family/ 787-8prod. html). Boeing. . Retrieved 2007-11-23. [181] "Boeing 787-9 Dreamliner Fact Sheet" (http:/ / www. boeing. com/ commercial/ 787family/ 787-9prod. html). Boeing. . Retrieved 2007-11-23. [182] http:/ / www. newairplane. com/ 787/ [183] http:/ / www. boeing. com/ commercial/ 787family/ index. html [184] http:/ / www. aerospace-technology. com/ projects/ dreamliner/ [185] http:/ / www. aviationweek. com/ aw/ eventType3. do?eventName=787_first_flight/ [186] http:/ / news. bbc. co. uk/ 2/ hi/ business/ 6223834. stm [187] http:/ / www. designnews. com/ channel/ Boeing_787_Dreamliner. php [188] http:/ / news. bbc. co. uk/ 1/ hi/ business/ 8415294. stm
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Boeing 747-8
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Boeing 747-8
Boeing 747-8
The Boeing 747-8F during the 747-8's maiden flight on February 8, 2010 Role Manufacturer First flight Status Number built Unit cost Wide-body jet airliner Boeing Commercial Airplanes February 8, 2010 Testing/early production 3
[2] [3] [1]
747-8I: US$293-308 million [3] 747-8F: US$301.5-304.5 million Boeing 747-400
Developed from
The Boeing 747-8 is a widebody commercial airliner being developed by Boeing Commercial Airplanes. Officially announced in 2005, the 747-8 is the third-generation Boeing 747 version, with lengthened fuselage, redesigned wings and improved efficiency. The 747-8 is the largest 747 version and the largest commercial aircraft built in the United States. The first 747-8 freighter was due to be delivered in the 4th quarter of 2010, with the passenger model scheduled for 2011.[4] [5] [6] As of April 2010, a total of 108 Boeing 747-8s were on order, 76 of the freighter version and 32 of the passenger version.[7] The 747-8 first flew on February 8, 2010.
Development
Background
In 2000, Boeing offered the 747X and 747X Stretch derivatives as alternatives to the Airbus A3XX. This was a more modest proposal than the previous -500X and -600X. The 747X would increase the 747's wingspan to 229ft (69.8m) by adding a segment at the root.[8] The 747X was to carry 430 passengers up to 8700nmi (16100km). The 747X Stretch would be extended to 263ft (80.2m) long, allowing it to carry 500 passengers up to 7800nmi (14400km).[8] However, the 747X family was unable to attract enough interest to enter production. Some of the ideas developed for the 747X were used on the 747-400ER.[9]
Boeing 747-8 After the 747X program, Boeing continued to study improvements to the 747. The 747-400XQLR (Quiet Long Range) was meant to have an increased range of 7980nmi (14780km), with better fuel efficiency and reduced noise.[10] Changes studied included raked wingtips similar to those used on the 767-400ER and a sawtooth engine nacelle for noise reduction.[11] Although the 747-400XQLR did not move to production, many of its features were used for the 747 Advanced. In early 2004, Boeing announced tentative plans for the 747 Advanced that were eventually adopted. Similar in nature to the 747X, the stretched 747 Advanced used technology from the 787 to modernize the design and its systems.[12]
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747-8
On November 14, 2005, Boeing announced that it was launching the 747 Advanced as the "Boeing 747-8".[13] This will be the first lengthened 747 to go in to production. The 747-8 and 747SP are the only 747 variants with a fuselage of modified length. The 747-8 will use the same engine and cockpit technology as that of the 787. Boeing says that the new design will be quieter, more economical, and more environmentally friendly than previous versions of the 747. As a derivative of the already-common 747-400, the 747-8 has the economic benefit of similar training and interchangeable parts. Boeing firmed the 747-8 Freighter's configuration in October 2006.[14]
The 747-8, as the current new development of Boeing's largest airliner, is notably in direct competition on long-haul routes with the Airbus A380, a full-length double-deck aircraft now in service. For airlines seeking very large passenger airliners, the two have been pitched as competitors on various occasions. Production of the first 747-8 Freighter began in Everett in early August 2008.[1] [15] On November 14, 2008, Boeing announced a delay to the 747-8 program, citing limited availability of engineering resources within Boeing, design changes, and the recent strike by factory workers. Delivery of the first 747-8 Freighter was rescheduled from late 2009 to the third quarter of 2010. The first 747-8 Intercontinental passenger jet delivery was rescheduled from late 2010 to the second quarter of 2011.[16] On July 21, 2009, Boeing released a photograph of the first cargo airplane, its fuselage and main wing assembled.[17] In February 2009, only one airline customer (Lufthansa) had ordered the 747-8I passenger model, and Boeing announced it was reassessing the 747-8 project. Chief executive Jim McNerney stated that continuation of the project was not a foregone conclusion. The company was assessing various options.[18] [19] In October 2009, Boeing announced that it had delayed first flight on the 747-8 until first quarter 2010 and delayed 747-8I delivery. The company took a $1-billion charge for this delay.[20] [21] In response, launch customer Cargolux told the Wall Street Journal it still intended to take delivery of the thirteen freighters it had ordered; Lufthansa confirmed its commitment to the passenger version.[22] On November 12, 2009, Boeing announced that Cargolux's first airplane was fully assembled and entering the Everett plant's paint shop. It will undergo flight testing prior to delivery.[23] On December 4, 2009, Korean Air became the second airline customer for the -8I passenger model, with an order for five airliners.[24] [25] On January 8, 2010, Guggenheim Aviation Partners (GAP) announced the reduction of its -8F order from four to two aircraft.[26] On April 21, 2010, Boeing chief executive officer Jim McNerney announced that the company would be accelerating the production of both the Boeing 747 and 777 to support increasing customer demand.[27]
Artist's rendering of an early version of the passenger 747-8I. This had a shorter stretch of 140 inches (rather than 220 inches), in two bands as shown.
Boeing 747-8
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Flight testing
The 747-8's first engine runs were completed in December 2009.[28] Boeing announced the new model had successfully completed high-speed taxi tests on February 7, 2010.[29] On February 8, 2010, after a 2.5-hour weather delay, the 747-8 Freighter made its maiden flight, taking off from Paine Field, Washington at 12:39 PST.[30] The aircraft landed at 4:18 pm PST.[31] [32] Boeing estimates that more than 1,600 flight hours will be needed in order to certify the 747-8.[33] The second test flight in late February, a ferry flight to Moses Lake, Washington, tested new navigation equipment.[34] Further flight testing will take place in Moses Lake, conducting initial airworthiness and flutter tests, before moving to Palmdale, California for the majority of flight tests, so as to not interfere with 787 flight tests based out of Boeing Field in Seattle.[35] By March 11, 2010, the 747-8F had flown thirteen flights for a total of 33 hours of flying time.[36] On March 15, 2010, the second 747-8F first flew from Paine Field to Boeing Field, where it will be based for a short time before moving to Palmdale to continue flight testing with the first -8F.[37] On March 17 the third and final flight-test -8F made its first flight, also between Paine Field to Boeing Field.[2] Boeing plans to display the 747-8F at the 2010 Farnborough Airshow, along with the 787, although appearances by both aircraft are contingent on flight testing remaining on schedule.[38] During the flight tests, Boeing discovered a buffet problem with the aircraft, involving turbulence coming off the landing gear doors interfering with the inboard flaps. The company has been evaluating the issue, and has devoted the third test aircraft to investigate the problem, which may require design changes to the main landing gear doors.[39] In early April 2010, Boeing identified a possible defect in a part at the top of the fuselage called a longeron. According to Boeing, the parts, manufactured by subcontractor Vought Aircraft Industries, are, under certain loads, susceptible to cracking. Although Boeing said that the issue would not affect flight testing, other sources said that the problem could impact the operating envelope of the aircraft until it is fully repaired.[40] On April 19, the second flight-test aircraft was moved from Moses Lake to Palmdale to conduct tests on the aircraft's engines in preparation for obtaining a type certification for the aircraft. The remaining aircraft in the test fleet are scheduled to be moved to Palmdale during May.[41] It was reported on June 3, 2010 that an engine on the second 747-8F was struck by a tug during a ground move. The engine cowling was damaged, but there was no damage to the engine itself. After repairs the aircraft is to perform fuel efficiency testing.[42] It was announced on June 14, 2010 that the 747-8 had completed the initial phase of flight-worthiness testing and that the FAA had given Boeing an expanded type inspection authorization for the aircraft.[43] By the end of June 2010, the three 747-8F's that composed the flight-test program had flown a total of over 500 hours, as well as completing hot-weather testing in Arizona.[44]
Design
The 747-8 is a development of the Boeing 747, which takes advantage of improvements in technology and aerodynamics. The two variants of the 747-8 were launched in 2005, and, as of 2006, both will feature a fuselage stretch of 18.3ft (5.6m) over the 747-400, bringing the total length to 250ft2in (76.264m). The 747-8 will be the world's longest passenger airliner, surpassing the Airbus A340-600 by 3.6ft (1.1m). With a maximum take-off weight of 975000lb (442000kg),[45] the 747-8 is the heaviest aircraft, commercial or military, manufactured in the United States.[46]
Boeing 747-8
83
Compared to the 747-400, the main technical changes will be on the wing of the aircraft, which will undergo a complete design overhaul. The sweep and basic structure will be kept to contain costs, but the wing will be thicker and deeper, with the aerodynamics recalculated. The pressure distribution and bending moments will be different, with the new wing for the passenger version being planned to hold 64225USgal (243120L) of jet fuel, and the cargo aircraft 60925USgal (230630L).[45] The new wing will have single-slotted outboard flaps and double-slotted inboard flaps.[47]
Artist's rendering of the Boeing 747-8F. The 747-8 is stretched in two bands for a total extension of 18.3ft (5.6m) over the 747-400.
Raked wingtips, similar to the ones used on the 777-200LR, 777-300ER, and 787 models, are used on the new 747 variant instead of winglets used on the 747-400.[48] [49] These wingtip structures help reduce the wingtip vortices at the lateral edges of the wings, decreasing wake turbulence and drag, and thereby increasing fuel efficiency. Another effort to reduce weight is the introduction of fly-by-wire technology for the majority of the lateral controls.[50] The extra fuel capacity in the redesigned wing compared to the 747-400 obviates the need to radically change the horizontal tail unit to accommodate auxiliary tanks, further saving costs.[51] The -8's vertical tail unit will be largely unchanged with a height of 63feet 6inches (19.35m).[45] Some carbon fiber-reinforced plastic will be part of the 747-8's airframe to reduce weight. However, structural changes will mostly be evolutionary, rather than revolutionary with respect to the 747-400. The General Electric GEnx, which is one of the two powerplant choices currently offered for the Boeing 787, will be the only engine available for the 747-8. However, the 747 variant will be adapted to provide bleed air for conventional aircraft systems and feature a smaller diameter to fit on the 747 wing. The flight tests of the GEnx2b engine fitted to a Boeing 747-100 aircraft at the left inner engine began in March 2009.[52]
Variants
747-8 Freighter
The 747 has proven to be a very popular freighter, carrying around half of the world's air freight as of 2007.[53] In an effort to maintain this dominant position, Boeing designed a freight variant of the 747-8, named the 747-8 Freighter or 747-8F, which was launched on November 14, 2005.[54] The 747-8F will be the initial model to see entry into service (EIS). As on the 747-400F, the upper deck is shorter than passenger models; the 18feet 3inches (5.575m) stretch is just before and just aft of the wing. With a 975000lb (442000kg) maximum take-off weight, it will have a total payload capability of The first 747-8 Freighter at the fuel dock of [55] Boeing Everett Plant, November 23, 2009 308000lb (140000kg) and a range of 4390nmi (8130km). Four extra pallet spaces will be created on the main deck, with either two extra containers and two extra pallets, or three extra pallets, on the lower deck.[17] The 747-8F is expected to achieve a 16% lower ton-mile operating cost than the 747-400F and offer a slightly greater range.[56] The 747-8F will have more payload capacity but less range than the current 747-400ERF. When Boeing launched the -400ERF, all of the 35000lb (16000kg) increase in MTOW over the 747-400F 875000910000 lb (397000410000 kg) allowed airlines to take off with more fuel, burn it during flight, and land at the same weight as the regular 747-400F. This increased the range of the 747-400ERF compared to the 747-400F. Cargo carriers often move machinery or indivisible loads that require a plane with a higher payload and landing capability. As is common with cargo planes, range is given with maximum payload, not fuel. The 747-8's 65000lb
Boeing 747-8 (29000kg) MTOW increase has been directed exclusively to its Zero-Fuel weight or payload capacity. If taking off at maximum payload, the 747-8 takes off with its tanks not full. On trips where the payload is not at maximum, the plane can take on more fuel and extend its range. Cargolux and Nippon Cargo Airlines were the first customers for the 747-8, placing orders for the freighter variant in November 2005.[7] The first scheduled delivery of the 747-8 will be to Cargolux in the fourth quarter of 2010.[57] [58] The firm configuration of the aircraft was finalized in October of 2006.[59] Major assembly of the aircraft began on August 8, 2008,[15] and the aircraft first left Boeing's Everett factory on November 12, 2009.[60]
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747-8 Intercontinental
The passenger version, named 747-8 Intercontinental or 747-8I was launched on November 14, 2005.[54] The aircraft will be capable of carrying up to 467 passengers in a 3-class configuration over 8000nmi (15000km) at Mach 0.855. The 747-8I will carry 51 more passengers and two more freight pallets with 26% more cargo volume than the 747-400.[56] Despite initial plans for a shorter stretch than the freighter model, the two variants will be the same length, increasing passenger capacity and allowing easier modification of the 747-8I to freighter use.[61] The upper deck will be lengthened on the -8I.[62] New engine technology and aerodynamic modifications will allow longer range. Boeing has stated the 747-8I will be quieter than the 747-400, 16% more fuel-efficient than the -400 model, offer airlines trip costs that are nearly equivalent with its predecessor's, and seat-mile costs 13% lower than the -400's.[63] For the 747-8, Boeing has proposed some changes to the interior layout of the aircraft. Most noticeable will be the curved stairway to the upper deck and a more spacious main passenger entrance.[64] The 747-8's main cabin uses an interior similar to that of the 787. Overhead bins are curved, and the center row is designed to look as though it is attached to the curved ceiling, rather than integrated into the ceiling's curve like on the 777. The windows will also be of similar size to the type used on the 777, which are 8% larger than those on the current 747-400s. The 747-8 will feature a new solid-state light-emitting diode (LED) lighting system, which can create mood lighting.[62] LED technology also offers improved reliability and lower maintenance costs. Further down the aircraft, it has been proposed to place cabin-accessible facilities in the "crown" area, the space above the passenger cabin, currently used for air-conditioning ducts and wiring. The wiring and ducts will be moved to the side to create extra space; as a consequence, this area will not have windows. The added space can be used for galleys and crew rest areas, freeing up main deck space for additional passenger seating. During the initial 747-8 marketing phase, Boeing also proposed creating a revenue-generating "SkyLoft" passenger facility in the crown space. This facility would include "SkySuites", small individual compartments with sliding doors or curtains, featuring beds, seating, and entertainment or business equipment. A common lounge area could also be provided. Boeing also proposed smaller, more modest "SkyBunks". Access to the crown area would be via a separate stairway at the rear of the aircraft. Passengers using the SkySuites, sold at a premium price, would sit in regular economy class seats for take-off and landing, and move to the crown area during flight. However, pricing feasibility studies found the SkyLoft concept difficult to justify. In 2007, Boeing dropped the SkyLoft concept in favor of upper-deck galley storage options, which were favored by the airlines.[65] Outfitting the crown space for sleeping remains an option on VIP aircraft.[66] The first order for the 747-8 Intercontinental was placed by an undisclosed VIP customer in May 2006, widely believed to be a Middle Eastern head of state.[67] [68] Lufthansa became the first airline to order the 747-8 Intercontinental on December 6, 2006.[69] In December 2009, Korean Air announced the order of five 747-8Is.[24] [25] Boeing announced on May 8, 2010, that the company had begun final assembly of the first 747-8I.[63] Boeing stated firm configuration for the -8I was reached in November 2007.[70] Major assembly of the -8I began on May 8, 2010.[71] Two 747-8I aircraft are planned to take part in the 747-8I flight test program, the first destined for a VIP customer and the second for Lufthansa. First delivery of the 747-8I is planned for the fourth quarter of 2011.[72]
Boeing 747-8
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Presidential aircraft replacement

The U.S. Air Force is seeking to upgrade Air Force One by replacing the Boeing VC-25 (two heavily modified 747-200Bs).[73] Boeing is reported to be exploring a 747-8 proposal, along with a Boeing 787 variant.[74]

Date November 15, 2005 November 15, 2005 May 30, 2006 Flag Customer EIS 2010 7478I 7478F Total Options 10 8 10 8 (10) 6 Notes Launch customer for 747-8 Freighter (10 purchase rights, not options) Launch customer for 747-8 Freighter
Cargolux [75]
Nippon Cargo Airlines 2010

[75]
Boeing Business Jet

[76]
2010
Unidentified VIP Order Launch customer for 747-8 Intercontinental 14 Unidentified VIP Order
September 11, 2006 September 29, 2006 October 9, 2006 November 6, 2006 November 30, 2006 December 6, 2006 December 28, 2006 March 9, 2007
Atlas Air [77] Boeing Business Jet

[76]
2010 2011 2
12
12 2
Emirates SkyCargo
[78]
2011
10
10
Boeing Business Jet
2011 2010
1 4
1 4 2
Unidentified VIP Order
Guggenheim Aviation Partners [79] Lufthansa [80][81] Korean Air Cargo [82] Nippon Cargo Airlines
[83]
2011 2010
20 5 6
20 5 6
20 2
First airline order for 747-8 Intercontinental
March 12, 2007 March 19, 2007 July 10, 2007 November 8, 2007 November 12, 2007 January 8, 2008 April 16, 2008 July 15, 2008
Volga-Dnepr [84] Cargolux [85] Boeing Business Jet Cathay Pacific Airways [86] Dubai Aerospace Enterprise [87] Boeing Business Jet
[76]
5 2010 1 2011 10 3
5 3 1 10
(5) 2
Subsidiary AirBridge Cargo will operate the airplanes. (5 purchase rights)
Unidentified VIP Order (14)
2011
2011
Unidentified VIP Order
Boeing Business Jet Arik Air [88][89]
2012 2012
1 (4)
Unidentified VIP Order Letter of Intent, not a confirmed order.
Boeing 747-8
86
1 1 Unidentified VIP Order
September 24, 2008 April 24, 2009 December 4, 2009 January 8, 2010 June 10, 2010
Boeing Business Jet

[76]
Unknown [90] Korean Air [91] Guggenheim Aviation Partners [92] Boeing Business Jet
[93]
-1 2013 5 -2
-1 5 -2
Totals
13
33
76
109
46 (33)
Marketing and sales performance

The freighter version of the 747-8 has attracted orders from many cargo airlines, as the plane has the benefit of similar training and interchangeable parts with the Boeing 747-400F. In addition, the 747 has a long history as a successful cargo aircraft, and despite its age is still popular among operators, as it has a larger cargo capacity, and a longer range than other freight aircraft.[94] Compared to the freighter version, the passenger version of the 747-8 has not seen as much success, with far fewer orders. Airlines including Emirates and British Airways considered ordering the 747-8 Intercontinental but instead opted to purchase the Airbus A380.[95] [96] [97] [98] In addition, there are 7 VIP orders for the 747-8I by various customers. Boeing Chairman and Chief Executive Jim McNerney acknowledged in a conference call to Boeing's investors on April 23, 2008 that he would like to see more orders for the passenger version of the 747-8.[99]
Boeing 747-8
87
Specifications
A size comparison of four of the largest aircraft.
747-8I Cockpit crew Seating capacity 467 (3-class) 524 (2-class) 581 (1-class) 250ft2in (76.25m) 224ft7in (68.45m) 63ft6in (19.35m) 20.1ft (6.1m) 975000lb (442000kg) 682000lb (309000kg) 642000lb (291000kg) 470100lb (213200kg) 171900lb (78000kg) 64055USgallons (242470l) Mach 0.855 (570mph, 495 kn, 917km/h) Two
747-8F
N/A
Overall length Wingspan Height Cabin width Maximum take-off weight Maximum landing weight Maximum zero fuel weight Operating empty weight Maximum structural payload Maximum fuel capacity Cruising speed at 35,000 feet Maximum speed at 35,000ft
757000lb (343000kg) 717000lb (325000kg) 421200lb (191100kg) 295800lb (134200kg) 60755USgallons (229980l) Mach 0.845 (564mph, 490 kn, 908km/h)
Mach 0.92 (614mph, 533 kn, 988km/h)
Boeing 747-8
88 Range fully loaded 8000nmi (15000km) with 467 passengers and baggage 5705cuft (161.5m3) 4475nmi (8288km) with 295800lb (134200kg) payload 30177cuft (854.5m3)
Cargo capacity Service ceiling Engines (4x) Thrust (4x)
43000ft (13000m) GEnx-2B67 66500lbf (296kN)
Sources: 747 specifications,[100] 747-8 Specifications,[45] 747-8 Airport Compatibility Brochure,[101] Flight Global[102]
See also
Competition between Airbus and Boeing Wide-body aircraft
Related development
Boeing 747 Boeing 747-400
Comparable aircraft
Airbus A380
Related lists
List of airliners List of Boeing 747 operators
External links
Boeing 747-8 on Boeing.com [103] Boeing 747-8, The Shape of the Future on NewAirplane.com [104] Boeing 747-8 Intercontinental Airliner on Aerospace-Technology.com [105]
References
[1] Dunlop, Michelle. "Boeing: Getting 747-8 and 777 ready for production" (http:/ / www. heraldnet. com/ article/ 20080825/ BIZ/ 46000516). Heraldnet.com, 25 August 2008. [2] "Boeing's last test-flight 747-8 Freighter completes first flight" (http:/ / blog. seattlepi. com/ aerospace/ archives/ 198525. asp?source=rss). Seattle Post-Intelligencer. 17 March 2010. . Retrieved 18 March 2010. [3] Boeing Commercial Airplanes prices (http:/ / www. boeing. com/ commercial/ prices/ index. html). Boeing. Retrieved on 13 April 2009. [4] "Boeing announces delay in delivery of 747-8" (http:/ / seattletimes. nwsource. com/ html/ boeingaerospace/ 2008393300_boedelays15. html). The Seattle Times. . Retrieved February 17, 2009. [5] Sobie, Brendan. "Atlas seeks compensation for 747-8F delays" (http:/ / www. flightglobal. com/ articles/ 2009/ 06/ 12/ 327776/ atlas-seeks-compensation-for-747-8f-delays. html). Air Transport Intelligence news via flightglobal.com, June 12, 2009. [6] "Boeing admits further 747-8 delay" (http:/ / news. bbc. co. uk/ 2/ hi/ business/ 8293527. stm). BBC, October 6, 2009. [7] 747 Model Orders and Deliveries summary (http:/ / active. boeing. com/ commercial/ orders/ displaystandardreport. cfm?cboCurrentModel=747& optReportType=AllModels& cboAllModel=747& ViewReportF=View+ Report). Boeing, April 2009. [8] "Boeing 747 Celebrates 30 Years In Service" (http:/ / www. boeing. com/ news/ releases/ 2000/ news_release_000121a. html). Boeing, September 2, 1996. [9] "Boeing Launches New, Longer-Range 747-400" (http:/ / www. boeing. com/ news/ releases/ 2000/ news_release_001128c. html). Boeing, November 28, 2000. [10] "Boeing Offers New 747-400X Quiet Longer Range Jetliner" (http:/ / www. boeing. com/ news/ releases/ 2002/ q1/ nr_020225h. html). Boeing, February 26, 2002.
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[11] Steinke, Sebastian. "Boeing Proposes 747-400X Quiet Longer Range" (http:/ / www. flug-revue. rotor. com/ frheft/ FRH0205/ FR0205c. htm). Flug Revue Online, May 2002. [12] "Boeing 747, the 'Queen of the Skies,' Celebrates 35th Anniversary" (http:/ / www. boeing. com/ news/ releases/ 2004/ q1/ nr_040209g. html). Boeing, February 9, 2004. [13] "Boeing Launches New 747-8 Family" (http:/ / www. boeing. com/ news/ releases/ 2005/ q4/ nr_051114h. html). Boeing. November 14, 2005. . Retrieved December 17, 2007. [14] "Boeing Completes Firm Configuration of 747-8 Freighter" (http:/ / www. boeing. com/ news/ releases/ 2006/ q4/ 061030g_nr. html). Boeing [15] [http://www.boeing.com/commercial/747family/pf/pf_milestones.html Boeing 747 Program Milestone [16] "Boeing Adjusts 747-8 Program Production and Delivery Schedule" (http:/ / www. boeing. com/ news/ releases/ 2008/ q4/ 081114c_nr. html). Boeing, 14 November 2008. 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Boeing [33] "PICTURES & VIDEO:Boeing's 747-8F lifts off on maiden flight" (http:/ / www. flightglobal. com/ articles/ 2010/ 02/ 08/ 338138/ pictures. html). Flightglobal.com. February 8, 2010. . Retrieved February 9, 2010. [34] "Second flight with a first" (http:/ / boeingblogs. com/ randy/ archives/ 2010/ 02/ second_flight_with_a_first. html). Boeing. February 25, 2010. . Retrieved March 3, 2010. [35] "747-8 Resumes Flight Testing" (http:/ / www. ainonline. com/ news/ single-news-page/ article/ 747-8-resumes-flight-testing/ ). Aviation International News. February 23, 2010. . Retrieved March 3, 2010. [36] "13 flights, 33 hours" (http:/ / boeingblogs. com/ randy/ archives/ 2010/ 03/ 13_flights_33_hours. html). Boeing. 11 March 2010. . [37] "Details and photo from first flight of second Boeing 747-8" (http:/ / blog. seattlepi. com/ aerospace/ archives/ 198172. asp?source=rss). Seattle Post-Intelligencer. March 15, 2010. . Retrieved March 15, 2010. [38] "Boeing aiming to bring 787 and 747-8F to Farnborough" (http:/ / www. flightglobal. com/ articles/ 2010/ 03/ 17/ 339566/ boeing-aiming-to-bring-787-and-747-8f-to-farnborough. html). Flightglobal.com. March 17, 2010. . Retrieved March 21, 2010. [39] "747-8F flap buffet could force landing gear door redesign" (http:/ / www. flightglobal. com/ articles/ 2010/ 03/ 24/ 339884/ 747-8f-flap-buffet-could-force-landing-gear-door-redesign. html). Flightglobal.com, March 24, 2010. [40] "Boeing inspects 747-8F fleet for defective stringers" (http:/ / www. flightglobal. com/ articles/ 2010/ 04/ 09/ 340484/ boeing-inspects-747-8f-fleet-for-defective-stringers. html). Flightglobal.com. April 9, 2010. . Retrieved April 11, 2010. [41] "Boeing 747-8F tests move to Palmdale" (http:/ / www. flightglobal. com/ articles/ 2010/ 04/ 20/ 340831/ boeing-747-8f-tests-move-to-palmdale. html). Flightglobal.com. April 20, 2010. . Retrieved April 20, 2010. [42] Ostrower, Jon. "747-8F undergoing repairs after tug incident" (http:/ / www. flightglobal. com/ articles/ 2010/ 06/ 03/ 342745/ 747-8f-undergoing-repairs-after-tug-incident. html). Air Transport Intelligence news via Flightglobal.com, 3 June 2010.
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[43] "Boeing 747-8 gets initial flight-worthiness OK from FAA" (http:/ / seattletimes. nwsource. com/ html/ boeingaerospace/ 2012116145_boeing15. html). The Seattle Times. . [44] "Boeing 747-8s endure hot weather, top 500 flight hours" (http:/ / blog. seattlepi. com/ aerospace/ archives/ 212977. asp?source=rss). Seattle Post-Intelligencer. 29 June 2010. . Retrieved 30 June 2010. [45] Boeing 747-8 Technical Specifications (http:/ / www. boeing. com/ commercial/ 747family/ 747-8_fact_sheet. html). Boeing. Accessed: November 11, 2007. [46] See US aircraft (Boeing planes and Lockheed C-5) in MTOW list at: "Ask Us - Largest Plane in the World" (http:/ / www. aerospaceweb. org/ question/ design/ q0188. shtml). Aerospaceweb.org, November 11, 2005. [47] Steinke, Sebastian. "Boeing stretches 747-8I" (http:/ / www. flug-revue. rotor. com/ FRHeft/ FRHeft07/ FRH0701/ FR0701e. htm). Flug Revue, January 2007. [48] Thomas, Geoffrey. "A Timely Stretch" (http:/ / www. atwonline. com/ channels/ airlineFocus/ article. html?articleID=1478). Air Transport World, December 2005. [49] "Flightdeck, wing and engines key to design" (http:/ / www. flightglobal. com/ articles/ 2005/ 11/ 22/ 203073/ flightdeck-wing-and-engines-key-to-design. html). Flight International, November 22, 2005. [50] "Boeing Rethinks 747-8 Outsourcing" (http:/ / www. aviationweek. com/ aw/ generic/ story_channel. jsp?channel=comm& id=news/ OUT04118. xml). Aviation Week, April 11, 2008. [51] Steinke, Sebastian (January 2006). "BOEING LAUNCHES 747-8" (http:/ / www. flug-revue. rotor. com/ FRHeft/ FRHeft06/ FRH0601/ FR0601f. htm). FLUG REVUE. . [52] "GEnx-2B Flight Tests Begin" (http:/ / www. aviationtoday. com/ am/ topstories/ GEnx-2B-Flight-Tests-Begin_30817. html). Aviation Today, March 26, 2009. [53] " Boeing 747-400 Freighter Family: The World's Best Freighters (http:/ / www. boeing. com/ commercial/ 747family/ freighter/ )." Boeing. [54] Boeing Launches New 747-8 Family (http:/ / www. boeing. com/ news/ releases/ 2005/ q4/ nr_051114h. html). Boeing [55] Boeing 747-8 Intercontinental and 747-8 Freighter (http:/ / www. boeing. com/ commercial/ 747family/ 747-8_facts. html). Boeing. [56] Boeing 747-8 Family background (http:/ / www. boeing. com/ commercial/ 747family/ 747-8_background. html). Boeing. [57] {[cite web|url=http:/ / seattletimes. nwsource. com/ html/ boeingaerospace/ 2011649274_boeingbiz20. html |title=Boeing 747-8 arrives in California for more test flights|author=Dominic Gates |publisher=The Seattle Times}} [58] Jason Paur. "Boeings New 747-8 Continues a Jumbo Tradition" (http:/ / www. wired. com/ autopia/ 2010/ 02/ boeing-747-8-first-flight-2/ ). WIRED Magazine. . [59] Boeing Completes Firm Configuration of 747-8 Freighter (http:/ / www. boeing. com/ news/ releases/ 2006/ q4/ 061030g_nr. html) [60] First Boeing 747-8 Freighter Leaves Factory (http:/ / boeing. mediaroom. com/ index. php?s=43& item=931) [61] Added revenue (http:/ / www. boeing. com/ randy/ archives/ 2006/ 10/ added_revenue. html). Randy Baseler, Boeing Commercial Airplanes Vice President of Marketing [62] Wallace, James. "Aerospace Notebook: Take a sneak peek inside a 747-8" (http:/ / seattlepi. nwsource. com/ business/ 251973_air14. html). Seattle Post-Intelligencer, December 14, 2005. [63] The Boeing Company (May 8, 2010). Press release. http:/ / boeing. mediaroom. com/ index. php?s=43& item=1200. Retrieved May 9, 2010. [64] Terdiman, Daniel. "From Boeing, a whole new 747" (http:/ / news. cnet. com/ From-Boeing,-a-whole-new-747/ 2100-1008_3-6151332. html). CNET news, January 19, 2007. [65] Kingsley-Jones, Max; Norris, Guy (April 17, 2007). "Space race: next-generation cabins" (http:/ / www. flightglobal. com/ articles/ 2007/ 04/ 17/ 213230/ space-race-the-battle-between-airbus-and-boeing-to-produce-the-best-next-generation. html). Flight International. . Retrieved April 19, 2007. [66] Ostrower, Jon. "Boeing unveils a new berth for 747" (http:/ / www. flightglobal. com/ articles/ 2009/ 05/ 11/ 326297/ ebace-boeing-unveils-a-new-berth-for-747. html). Flight Daily News via flightglobal.com, May 11, 2009. [67] Flight International 19-25 January 2010. p. 32. [68] 747-8 orders through April 2010 (http:/ / active. boeing. com/ commercial/ orders/ index. cfm?content=displaystandardreport. cfm& pageid=m25062& RequestTimeout=100000) [69] "Boeing, Lufthansa Announce Order for 747-8 Intercontinental" (http:/ / www. boeing. com/ news/ releases/ 2006/ q4/ 061206a_nr. html) [70] Boeing Completes 747-8 Intercontinental Firm Configuration (http:/ / www. boeing. com/ news/ releases/ 2007/ q4/ 071106c_nr. html). Boeing [71] Boeing Begins Assembly of First 747-8 Intercontinental (http:/ / boeing. mediaroom. com/ index. php?s=43& item=1200) [72] Flight International 19-25 January 2010 p. 32. [73] "US considers Airbus A380 as Air Force One and potentially a C-5 replacement" (http:/ / www. flightglobal. com/ articles/ 2007/ 10/ 17/ 218681/ exclusive-us-considers-airbus-a380-as-air-force-one-and-potentially-a-c-5-replacement. html). FlightGlobal.com, October 17, 2007. [74] Butler, Amy. "Boeing Only Contender for New Air Force One" (http:/ / www. aviationweek. com/ aw/ generic/ story_channel. jsp?channel=defense& id=news/ AF1-012809. xml& headline=Boeing Only Contender for New Air Force One). Aviation Week, January 28, 2009. Retrieved: January 28, 2009. [75] http:/ / www. boeing. com/ news/ releases/ 2005/ q4/ nr_051114h. html [76] http:/ / active. boeing. com/ commercial/ orders/ index. cfm?content=displaystandardreport. cfm& pageid=m25062& RequestTimeout=100000 [77] http:/ / www. boeing. com/ news/ releases/ 2006/ q3/ 060912a_nr. html
90
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[78] http:/ / www. boeing. com/ news/ releases/ 2006/ q4/ 061009a_nr. html [79] http:/ / www. boeing. com/ news/ releases/ 2006/ q4/ 061017b_nr. html [80] http:/ / konzern. lufthansa. com/ en/ html/ presse/ pressemeldungen/ index. html?c=nachrichten/ app/ show/ en/ 2006/ 12/ 636/ HOM& s=0 [81] http:/ / www. boeing. com/ news/ releases/ 2006/ q4/ 061206a_nr. html [82] http:/ / www. boeing. com/ news/ releases/ 2006/ q4/ 061229a_nr. html [83] http:/ / active. boeing. com/ commercial/ orders/ index. cfm [84] http:/ / www. boeing. com/ news/ releases/ 2007/ q1/ 070312a_nr. html [85] http:/ / www. cargolux. com/ press/ detail. php?id_cat=2& id_doc=149& dbtab=docs [86] http:/ / www. cathaypacific. com/ cpa/ en_INTL/ aboutus/ pressroomdetails?refID=343ef4dc48e16110VgnVCM10000010d21c39____ [87] http:/ / www. boeing. com/ news/ releases/ 2008/ q1/ 080102b_nr. html [88] http:/ / www. marketwatch. com/ news/ story/ boeing-arik-air-announce-next-generation/ story. aspx?guid=%7BA5B514BD-FF9B-488A-8C1D-FD0636153831%7D& d [89] http:/ / www. boeing. com/ commercial/ 747family/ news/ 2008/ q3/ 080715d_nr. html [90] http:/ / www. foxbusiness. com/ story/ markets/ industries/ industrials/ boeing---canceled-program-delays/ [91] http:/ / boeing. mediaroom. com/ index. php?s=43& item=979 [92] http:/ / www. flightglobal. com/ articles/ 2010/ 01/ 08/ 336951/ guggenheim-cancels-orders-for-two-boeing-747-8fs. html [93] http:/ / blog. seattlepi. com/ aerospace/ archives/ 210565. asp?source=rss [94] Boeing: Boeing 747-400 Freighter Family: The World's Best Freighters (http:/ / www. boeing. com/ commercial/ 747family/ freighter/ index. html). Boeing [95] Bloomberg News 3rd November 2006 (http:/ / www. bloomberg. com/ apps/ news?pid=20601087& sid=a9qVpArDVojY& refer=home) [96] Vanguard October 16th 2006 (http:/ / www. vanguardngr. com/ articles/ 2002/ business/ october06/ 24102006/ b724102006. html) [97] "BA opts for A380 and Dreamliner" (http:/ / news. bbc. co. uk/ 1/ hi/ business/ 7015621. stm). BBC News Online (BBC). 2007-09-27. . Retrieved 2007-09-27. [98] Boeing close to 747-8I order from Emirates: report (http:/ / www. reuters. com/ article/ pressReleasesMolt/ idUSL1426438220070814) [99] "More 747-8 Intercontinental sales?" (http:/ / blog. seattlepi. nwsource. com/ aerospace/ archives/ 137209. asp). Seattle Post-Intelligencer (Seattle PI). 2008-04-23. . Retrieved 2008-04-23. [100] "747 specifications" (http:/ / www. boeing. com/ commercial/ 747family/ specs. html). Boeing. Retrieved 5 May 2009. [101] 747-8 Airport Compatibility Brochure (http:/ / www. boeing. com/ commercial/ airports/ acaps/ 7478brochure. pdf), Boeing, January 2008. [102] "Boeing reveals full length 747-8" (http:/ / www. flightglobal. com/ articles/ 2009/ 07/ 21/ 329932/ boeing-reveals-full-length-747-8. html) [103] http:/ / www. boeing. com/ commercial/ 747family/ 747-8_background. html [104] http:/ / www. newairplane. com/ 747/ [105] http:/ / www. aerospace-technology. com/ projects/ boeing-747-8/
91
Airbus A320 family
92
Airbus A320 family

Airbus A320 family
US Airways Nevada A319-132 Role Manufacturer First flight Introduced Status Primaryusers Narrow-body jet airliner Airbus 22 February 1987 28 March 1988 Active service US Airways EasyJet United Airlines Air France 1988 4,291 as of 31 May 2010
[1]
A318: US$56.0 to $62.1m [2] (2008) A319: $63.3 to $77.3m (2008) A320: $73.2 to $80.6m (2008) A321: $87.7 to $92.8m (2008)
The Airbus A320 family is a family of short- to medium-range, narrow body, commercial passenger jet airliners manufactured by Airbus. The family includes the A318, A319, A320, and A321, as well as the ACJ business jet. The first member of the A320 family, the A320, was launched in March 1984, first flew on 22 February 1987, and was first delivered in 1988. The family was soon extended to include the A321 (first delivered 1994), the A319 (1996), and the A318 (2003). The A320 family pioneered the use of digital fly-by-wire flight control systems in a commercial aircraft. Although there were a continuously improvement process since introduction, currently the A320 Enhanced program includes greater improvements. The Airbus A320 family has over 4,200 built and an additional 2,300 on order as of March 2010. According to Airbus, it ranked as the world's fastest-selling jet airliner family according to records from 2005 to 2007, and the best-selling single generation aircraft programme.[3] [4] [5]
Airbus A320 family
93
Development
Background
A narrowbody Airbus of a comparable size to the successful Boeing 727 could offer advanced technology, improved operating economics and various passenger capacities. The digital technology in the A320 would herald a two-generation technological leap over the all-analogue Boeing 727 and be a generation ahead of the Boeing 737-300/-400/-500 series. The A320 was targeted at the global fleet replacement requirements for the 727 and early variants of the 737. The A320 was an evolution from the JET (Joint European Transport) study commenced in June 1977[6] and based at the then BAe (formerly Hawker Siddeley) site in Weybridge, Surrey, UK. The Hawker Siddeley team had previously produced a design called the HS.134 "Airbus" in 1965, an evolution of the HS.121 (formerly DH.121) Trident[7] , which shared much of the general arrangement of the later JET3 study design. The name "Airbus" at the time referred to a BEA requirement, rather than to the later international programme. Alongside BAe (who at the time were not part of Airbus) were MBB, Fokker-VFW and Aerospatiale. The design within the JET study that was carried forward was the JET2 (163 passengers), which then became the Airbus S.A1/2/3 series (Single Aisle), before settling on the A320 name for its launch in 1984. After the oil price rises of the 1970s, Airbus needed to minimise the trip fuel costs of the A320. To that end, Airbus incorporated advanced features including fly-by-wire flight control, composite primary structures, centre-of-gravity control using fuel, glass cockpit (EFIS) and a two-person flight deck. The end result was that the A320 consumed 50% less fuel than the 727. According to a study cited by the Stockholm Environmental Institute, the A320 burns 11,608 kilograms of jet fuel flying between Los Angeles and New York City, which is about 77.4 kilograms per passenger in an A320 with 150 seats.[8]
S7 Airlines A319 at Domodedovo International Airport
Finnair's second A320-200 just after takeoff
Bernard Ziegler was the initiator of the aircraft's then revolutionary fly-by-wire flight controls with sidestick cockpit controller and full glass cockpit. He successfully convinced aviation authorities of the concept's validity.
Production
Airbus requires about eight months to build an A320 jetliner.[9] Components from various Airbus plants are transported to the final assembly plant at Hamburg Finkenwerder for the [10] A318/A319/A320/A321 and to Toulouse Blagnac for the A320. Nearly all assemblies are moved using Airbus' A300-600ST 'Beluga' outsized transporters.
The Airbus A320s sold to China to be delivered between 2009 and 2012 will be assembled in the People's Republic of China in [11] [12] Tianjin. Airbus intends to relocate Toulouse A320 final assembly activity to Hamburg for the next generation of short range as part of its Power8 organization plan begun under ex-CEO Christian Streiff.[13]
Horizontal Stabilizer of an A320. Parts of the A320 are produced in various European countries.
Airbus A320 family The A320 family production rate in 2008 was slightly more than 32 aircraft per month. In March 2010, Airbus announced it was increasing production to 36 per month, and suggested a further increase to 38.[14]
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Design
The Airbus A320 family are low-wing cantilever monoplanes with a conventional tail unit with a single fin and rudder. They have a retractable tricycle landing gear and are powered by two wing mounted turbofan engines. Compared to other airliners of the same class, the A320 features a wider single-aisle cabin of 155.5inches (3.95m) outside diameter, compared to 148inches (3.8m) in the Boeing 737 and 131.6inches (3.34m) in the Boeing 717, and larger overhead bins, along with fly-by-wire technology. In addition, the aircraft has a spacious cargo hold equipped with large doors to assist in expedient loading and unloading of goods. The A320 features an ECAM (Electronic Centralised Aircraft Monitor) which gives the flight crew information about all the systems of the aircraft. With the exception of the very earliest A320s, most can be upgraded to the latest avionics standards, keeping the aircraft advanced even after two decades in service. The flight deck is equipped with EFIS with side stick controllers. At the time of the aircraft's introduction, the behavior of the fly-by-wire system (equipped with full flight envelope protection) was a new experience for many pilots.
Planform view of an Iberia A320 at takeoff
Planform view of an Aer Lingus A321 at takeoff
Three suppliers provide turbofan engines for the A320 series: CFM International with their CFM56, International Aero Engines, offering the V2500 and Pratt & Whitney whose PW6000 engines are only available for the A318 variant.
Technology
Technology used in the A320 includes: The first fully digital fly-by-wire flight control system in a civil airliner. Fully glass cockpit rather than the hybrid versions found in aircraft such as the A310, Boeing 757 and Boeing 767. The first narrow body airliner with a significant amount of the structure made from composites. The Electronic Centralized Aircraft Monitoring (ECAM) concept, which is included in all Airbus aircraft produced after the A320. This system constantly displays information concerning the aircraft's engines, as well as other key systems such as flight controls, pneumatics and hydraulics, to the pilots on the two LCD displays in the centre of the flightdeck. ECAM also provides automatic warning of system failures and displays an electronic
The Airbus A320 family is the first to fully feature the glass cockpit and digital fly-by-wire flight control system in a civil airliner. The only analogue instruments are the RMI (backup ADI on earlier models, replaced by digital ISIS on later models) and brake pressure indicator.
checklist to assist in handling the failure.
Airbus A320 family Newer Airbus used LCD (liquid crystal display) units in the flight deck of its A318, A319, A320, and A321 flight decks instead of the original CRT (cathode ray tube) displays. These include the main displays and the backup artificial horizon, which was an analogue display prior to this. LCDs weigh less and produce less heat than CRT displays; this change saves around 50 kilograms on the plane's total weight. Early A320 planes used the Intel 80186 and Motorola 68010,[15] in 1988 Intel 80286 family CPUs. The flight management computer contained six CPUs, running in three logical pairs, with 2.5MBytes of memory.[16] Digital Head-up displays are available.[17] The A320 family is improved continuously,[18] in the A320 Enhanced program and the NSR, for "New Short-Range aircraft" as a far future replacement.
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Operational service
A319 left wing during the landing. S7 Airlines, Moscow-Pavlodar.
The Joint Aviation Authorities (JAA)) issued the type certificate for the A320 on 26 February 1988. After entering the market in March 1988 with Air France, Airbus expanded the A320 family rapidly, launching the 185-seat A321 in 1989 (first delivered in 1994), the 124-seat A319 in 1993 (first delivered in 1996), and the 107-seat A318 in 1999 (first delivered in 2003)[19] .
Competition
The A320 family was developed to compete against the Boeing 737 Classics (-300/-400/-500) and the McDonnell Douglas MD-80/90 series, and has since faced challenges from the Boeing 737 Next Generation (-600/-700/-800/-900) and the Boeing 717 during its two decades in service. As of 2010, as well as the Boeing 737, the A320 family faces competition from Embraer's E-195 (to the A318), and the CSeries being developed by Bombardier[20] to the A318/A319. Airbus has shipped 4,291 A320 series aircraft since their certification/first delivery in early 1988, with another 2,257 on firm order (as of 31 May 2010).[21] In comparison, Boeing has shipped 6,409 737s since late 1967, with 4,903 of those deliveries since 1988, and has a further 2,000 on firm order (as of 31 May 2010).[22] Based on figures since 1988 when they first entered direct competition, Airbus delivered on average 194 A320 series aircraft per annum, while on average 221 Boeing 737s were delivered.
The wing of a BMI Airbus A319-100 landing at London Heathrow Airport, England. The slats at the leading edge and the flaps at the trailing edge are extended.
Airbus A320 family
96
Variants
The A320 has given rise to a family of aircraft which share a common design but are slightly smaller (the A319), significantly smaller (the A318), or slightly larger (the A321). Passenger capacity ranges from 100 to 220. They compete with the Boeing 737, 757-200, and 717. All have the same pilot type rating. Today all variants are available as corporate jet. US Airways is the largest airline operator of A320 family of aircraft in North America with 214 as of the end of 2009[23] [24] . Technically, the name "A320" only refers to the original mid-sized aircraft, but it is often informally used to indicate any of the A318/A319/A320/A321 family. All variants are able to be ETOPS (Extended-range Twin-engine Operational Performance Standards) certified.
Air France was the launch customer of the Airbus A320
A320
The A320 series has two variants, the A320-100 and A320-200. Only 21 A320-100s were ever produced; these aircraft, the first to be manufactured, were delivered only to Air Inter (an airline later acquired by Air France) and British Airways (as a result of an order from British Caledonian Airways made prior to its acquisition by British Airways). The A320-200 features wingtip fences and increased fuel capacity over the A320-100 for increased range; other than that Wizzair A320-200 leaves the ground at London differences are minimal. The last five A320-100 aircraft, operated by Luton Airport. British Airways, were disposed of at the end of 2007. Typical range with 150 passengers for the A320-200 is about 2,900 nautical miles (5,400km). It is powered by two CFMI CFM56-5 or IAE V2500 with thrust ratings between 25,500 to 27,000 pounds force (113kN to 120kN). The direct Boeing competitor is the 737-800.
A319
The A319 is a shortened, minimum change version of the A320. With virtually the same fuel capacity as the A320-200, and fewer passengers, the range with 124 passengers in a two-class configuration extends to 3,600 nautical miles (6,900km), the highest in its class. A319s are among the most popular variants of the A320 family. In 2003 EasyJet took delivery of A319s with smaller galleys (as EasyJet does not serve meals on some of its shorter flights) and 156 seats in a single class configuration. To satisfy evacuation regulations, additional over-wing exits were included. Easyjet later became the largest A319 operator.
Airbus A319 of Easyjet. The Airbus A320 family have appealed to many low-cost carriers, directly replacing the Boeing 737.
According to The New York Times[25] the A319 was introduced at the request of Steven Udvar-Hazy. With jet fuel prices rising dramatically, Northwest Airlines is replacing the McDonnell Douglas DC-9 aircraft it has had in service for decades with the A319, because it is 27% more fuel efficient than the DC-9.[26] The large easyJet order of 120 A319s plus 120 options was among the biggest aircraft sales deals in recent times, rivaled only by chief competitor Ryanair's order for Boeing 737 aircraft.
Airbus A320 family It is powered by the same types of engine as the A320. JAA certification and service entry, with Swissair, took place in April 1996. A319CJ This is the corporate jet version of the A319. It incorporates removable extra fuel tanks which are installed in the cargo compartment, and an increased service ceiling of 41,000 feet. Range with 8 passengers' payload and the standard four auxiliary fuel tanks is 6,000 nautical miles (11,100km)[27] [28] . Upon resale the aircraft can be reconfigured as a standard A319 by removing its extra tanks and corporate cabin outfit, thus maximizing its resale value. It is also known as the ACJ, or Airbus Corporate Jet. Producer is Airbus Executive and Private Aviation, it is a part of Airbus S.A.S., an EADS company.
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Airbus A319CJ interior of Vijay Mallya's private jet.
The aircraft seats up to 39 passengers but may be outfitted by the customers into any configuration. DC Aviation and Reliance Industries are among its users. The A319CJ competes with other corporate jets such as the Gulfstream V, the Boeing 737-700 based Boeing Business Jet (BBJ), and Bombardier's Global Express. It is powered by the same engine types as the A320. The A319CJ is used by the Escadron de transport, d'entranement et de calibrage which is in charge of transportation for France's officials and also by the Flugbereitschaft of the Luftwaffe for transportation of Germany's officials. Since 2003, an ACJ serves as a presidential aircraft of Brazil, Venezuela, Thailand, Czech Republic, Turkey, Ukraine and Malaysia.
CFM56-5Bs engine on an easyJet A319
Airbus A320 family A319LR The A319LR is a standard A319 that incorporates some features and additional fuel tanks of the A319CJ. Airbus offers it in a standard airline layout, although some customers operate it in an all-business class layout with 48 seats, specifically tailored for exclusive business class services on intercontinental routes. The A319LR, compared to the A319CJ, has typically four removable auxiliary fuel tanks, but can be expanded to six. Range of the A319-115LR with four tanks is 5600nmi (10400km; 6400mi).[29] It is certified for 180 minute ETOPS,[30] which allows both Atlantic and Pacific routes. Certificated both European JAA and American FAA, the A319LR and ACJ are the only business jets approved for public transport on both sides of the Atlantic.[31] The Australian Antarctic Division uses an A319-115LR aircraft with a range of 7500mi (12100km), operated on their behalf by Skytraders, to provide an intercontinental link from Hobart, in Tasmania, to the Wilkins blue ice runway approximately 70km from their research station at Casey on the Antarctic continent. Each flight can carry 40 passengers together with 6.5 tonnes of cargo.[32] [33]
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Airbus A321 emergency exit door.
Lufthansa, Swiss International and Air France operate a premium business service between Europe and the USA using a fleet of A319LRs operated by the French Aero Services Executive and the Swiss PrivatAir. However, Qatar Airways fit their A319LRs with standard seatings with 110 seats. Air France operates the A319LR in a reduced density layout and flies it to the Middle East and central Asia.
A321
The A321 is a stretch of the A320. The A321 program was launched in November 1989 and the first development aircraft first flew on 11 March 1993. European certification was awarded in December that year. Compared with the A320 the A321's major change is the stretched fuselage, with forward and rear fuselage plugs totalling 6.93m (22ft 9in) (front plug immediately forward of wing 4.27m/14ft, rear plug directly behind the wing 2.67m/8ft 9in). Other changes include strengthening of the undercarriage to cope with the higher weights, more powerful engines, a simplified and refined fuel system and larger tires for better braking. A slightly modified wing with double slotted flaps and modifications to the flight controls allows the A321's handling characteristics to closely resemble the A320's. The A321 features an identical flightdeck to that on the A319 and A320, and shares the same type rating as the smaller two aircraft. The basic A321-100 features a reduction in range compared to the A320 as extra fuel tankage was not added to the initial design to compensate for the extra weight. To overcome this Airbus launched the
Royal Jordanian Airbus A321-200
Monarch Airbus A321-200 takes off from Manchester International Airport, England
Airbus A320 family
99 longer range, heavier A321-200 development in 1995 which has a full-passenger transcontinental US range. This is achieved through higher thrust engines (V2533-A5 or CFM56-5B3), minor structural strengthening, and greater fuel capacity with the installation of one, or optionally two 2,900 litre (766US gal/638Imp gal) additional centre fuel tanks. The A321-200 first flew from Daimler Benz (later DaimlerChrysler, now Daimler AG) Aerospace's Hamburg facilities in December 1996.
EasyJet Airbus A321 economy class cabin.
A318
The A318, also known as the "Mini-Airbus" or "baby bus", is the smallest member of the A320 family, and the smallest Airbus of any kind. It originated from the AVIC and Airbus Industrie Asia cooperation program AE31X[34] [35] . During development, it was known as the "A319M5," thus indicating its history as a direct derivative of the A319. "M5" indicates "minus five fuselage frames." The aircraft is six metres shorter and four tonnes lighter than the A320. To compensate for the reduced moment arm it has a larger vertical stabilizer, making it 80 centimetres taller than the other A320 variants. Pilots who are trained on the other variants may fly the A318 with no further certification, since it features the same type rating as its sister aircraft. The A318 has a passenger capacity of 107 in a two-class configuration. It is intended to replace early Boeing 737 and Douglas DC-9 models, though it is also a rival to the 737-600. Boeing also offered their 717 aircraft as a competitor, although it was suitable primarily for regional routes and did not have the A318's longer range capabilities. The A318 is available with a variety of different maximum take-off weights (MTOW) ranging from a 59 tonne, 2,750km (1,500 nautical Air France A318 landing at London Heathrow mile) base model to a 68 tonne, 6,000km (3,240 nautical mile) Airport version. The lower MTOW enables it to operate regional routes economically whilst sacrificing range and the higher MTOW allows it to complement other members of the A320 family on marginal routes. The lighter weight of the A318 gives it an operating range 10% greater than the A320, allowing it to serve some routes that the A320 would be unable to: London-New York, Perth-Auckland and Singapore-Tokyo, for instance. Its main use for airlines, however, is on short, low-density hops between medium cities. During the design process, the A318 ran into several problems. The first one was the decline in demand for new aircraft following the September 11, 2001 attacks. Another one was the new Pratt & Whitney turbofan engines, which burned more fuel than expected: by the time CFMI had a more efficient engine ready for market, many A318 customers had already backed out, including Air China and British Airways. America West Airlines, which had selected the Pratt & Whitney engines, amended its A318 orders, opting instead for A319 or A320 aircraft. Trans World Airlines canceled a significant order for 50 A318 after being acquired by American Airlines, which does not
The Airbus A318, in Airbus's corporate livery in FIDAE in Santiago de Chile.
Airbus A320 family operate any A320 family aircraft (although neither did TWA when the order was originally placed). While Airbus was hoping to market the A318 as a regional jet alternative, laws in both the U.S. and Europe have kept it in the same class as larger aircraft for calculating landing fees and the like, so regional operators have avoided it. It is powered by two CFM56-5 or Pratt & Whitney PW6000 engines with thrusts between 21600 and 23800 lbf (96 and 106 kN). Launch customers Frontier Airlines and Air France took deliveries in 2003, with Frontier receiving their models in July of that year. The price of an A318 ranges from $56 to $62 million [2] , and operating costs are between $2,500 and $3,000 for each flight hour.[36] While designing the A318, Airbus included a number of technology upgrades, many of which have been integrated into the rest of the A320 family. Some are also finding their way to the A380 jumbo aircraft. These upgrades include: A new touchscreen LCD panel at the flight attendants' stations in the cabin, to simplify access to environmental and communications controls New cabin lighting based on LED light sources, instead of halogen and fluorescent bulbs Electrically powered backup braking systems, improving upon the older design using reserve hydraulic pressure The use of laser beam welding during construction, used to fasten floor stringers to the lower fuselage shell. Laser welding eliminates the need for rivets to secure the joint, which saves weight, and is faster, saving on assembly time.
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TAP Airbus A321-200 taking off from London Heathrow Airport.
Orders for the A318 have been quite slow, but significantly better than for its direct competitor the B737-600. Airbus had received 83 orders (25 July 2009) for this model compared to 69 for the B737-600. The sales pace has been influenced by the strong sales of the Bombardier CRJ900 and Embraer E-Jets series. Notable A318 customers were Air France, 18; Frontier Airlines, 10 (+ 1 order); LAN Chile, 20 orders; and Mexicana, 10 orders. In October 2006 an A318 was successfully tested at London City Airport for steep approach compatibility, which will allow operators to serve airports constrained by noise restrictions, tall buildings or difficult terrain.[37] British Airways operates two A318 aircraft from London City Airport via a refuelling stop at Shannon (on the outbound leg only) to New York Kennedy Airport. They are configured with 32 all business class seats.[38] A318 Elite On 10 November 2005 Airbus announced the A318 Elite. The Airbus A318 Elite is aimed at the medium-range market for flights of up to 4,000nm (7,400km) range, with a choice of two cabin layouts seating up to 14 and 18 passengers, and will be powered by CFM engines. Comlux Aviation became the launch customer by ordering three A318 Elite aircraft.
Freighter
A programme to convert A320 and A321 aircraft into freighters is being set up by Airbus Freighter Conversion GmbH. Airframes will be converted by EADS EFW in Dresden, Germany, and Zhukovsky, Russia. The launch customer AerCap signed a firm contract on 16 July 2008 to convert 30 of AerCaps passenger A320/A321s into A320/A321P2F (passenger to freighter). The first aircraft will be ready in 2011 and serial production is scheduled to begin in early 2012.[39] On February 7, 2009, Airbus announced that the technical definition for the P2F version had been frozen, and reaffirmed entry into service in 2012. Also announced were technical details, including 2128 metric tonnes of payload capacity (depending on variant), a 121-inch (3.1m) aft cargo door and confirmation that the conversion will have ETOPS, allowing to significantly further range of A320/A321P2F than other freighters of similar size.[40]
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A320 Enhanced
A320 Enhanced (or A320E) is the working title for a series of improvements of the A320 series. The improvements incorporate engine improvements, an aerodynamic tidy-up, partly by adding large curved winglets[41] , weight savings and a new cabin.[42]
Re-engined A320
Airbus proposed a re-engining of the A320 to achieve the same 15% improvement in fuel burn over the existing CFM56 and V2500 powerplants as proposed by the Bombardier CSeries.[43] Possible engines include the CFM International LEAP-X and the Pratt & Whitney PW1000G. Airbus CEO John Leahy has stated that Airbus is looking for engine options from IAE partner Pratt & Whitney as well as CFM, but single sourcing the LEAP-X if "Pratt and IAE aren't ready."[44]
Virgin America Airbus A320 economy class Enhanced Cabin with LED lighting (2007).
New winglets
In 2006, Airbus tested three styles of winglet, intended to counteract the wings induced drag and wingtip vortices more effectively than the previous wingtip fence. The first design type to be tested was developed by Airbus and was based on work done by the AWIATOR program. The second type of winglet used a more blended design and was created by Winglet Technology LLC, a company based in Wichita, Kansas as well as the third type.
Airbus A320 economy class Enhanced Cabin of Afriqiyah Airways with conventional lighting.
Two aircraft were used in the flight test evaluation campaign, the prototype A320 F-WWBA which had been retained by Airbus for testing and new F-WWDL which later delivered to JetBlue Airways and registrated as N636JB, which was fitted with both types of winglets.[45] [46] Despite the anticipated efficiency gains and development work, Airbus announced that the new winglets will not be offered to customers, claiming that the weight of the modifications required would negate any aerodynamic benefits.[47] On 17 December 2008, Airbus announced it was to begin flight testing an existing blended winglet design developed by Aviation Partners as part of an A320 modernization program. The aircraft used for the test program is MSN001 (F-WWBA) the original A320 prototype airframe, powered by the CFM56 engine.[48] On 15 November 2009, Airbus announced that it would be adding winglets of its own design, called 'Sharklets', to A320 aircraft commencing in 2012 with Air New Zealand. The Airbus winglets reduce fuel burn by 3.5 percent and offer a payload increase of 500kilograms (1100lb) or increase the aircraft's range by 100nautical miles (190km) at the original payload.[49] This corresponds to an annual CO2 reduction of around 700 tonnes per aircraft. The 'Sharkets' are to be manufactured and distributed by Korean Air Aerospace.[50]
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New cabin
The cabin was fitted to more than 600 aircraft (March 2009) since 2007. Airbus claims it is offering better luggage stowage and a quieter cabin packaged with a more modern look and feel. Additionally an improved cabin efficiency by a new galley concept, reduced weight, improved ergonomics and food hygiene and recycling requirements.[51] LED ambience lighting is optionally available. Anytime LEDs are used for the Passenger Service Unit (PSU)[52] and passengers can get information with touchscreen displays.[53] Older A320 series aircraft can be updated.[54]
Airbus A320 first class Enhanced Cabin Virgin America
Replacement aircraft
Airbus was studying a future replacement for the A320 series, tentatively dubbed NSR, for "New Short-Range aircraft".[55] The follow-on aircraft to replace the A320 was named A30X. Airbus North America President Barry Eccleston states that the earliest the aircraft could be available is 2017.[56] . In January 2010, John Leahy, Airbus's Chief Operating Officer Customers, stated that any all new single aisle craft is unlikely to be constructed before 2024/2025.[57]
Deliveries
By the end of May 2010 a total of 6,548 aircraft of the A320 family have been ordered and 4,291 delivered.[21] The following chart shows the number of aircraft, by type, delivered to customers in a particular year. The bottom row is the total yearly production of all A320 family aircraft. 2010 data is incomplete.
Type 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 1989 1988
A318 1 A319 26 A320 113 A321 26 Total 166
6 88 221 87 402
13 98 209 66 387
17 105 194 51 367
8 137 164 30 339
9 142 121 17 289
10 87 101 35 233
8 72 119 33 232 85 116 35 236 89 119 49 257 112 101 28 241 88 101 33 222 53 80 35 168 47 58 22 127 18 38 16 72 34 22 56 48 16 64 71 111 119 58 58 16 71 111 119 58 58 16

For the entire A320 family there have been 16 Hull-loss Accidents with a total of 637 fatalities as of January 2010.[58] [59] Other occurrences for the A320 include 33 non-fatal incidents such as engine failure, APU fire, runway excursion, and minor collision near gate.[60] There have been 50 incidents of glass cockpit blackout[61] [62] [63] . There have also been seven incidents of nose gear malfunction, including JetBlue Airways Flight 292. 26 June 1988 Air France Flight 296, an A320-111, crashed into the tops of trees beyond the runway on a demonstration flight at Habsheim, France. Three passengers were killed.
The A320 nose gear malfunction of JetBlue Airways Flight 292 at Los Angeles International Airport.
Airbus A320 family 14 February 1990 Indian Airlines Flight 605, an A320-231 carrying 146 people, crashed on its final approach to Bangalore Airport. 88 passengers and four crew members were killed.[64] 20 January 1992 Air Inter Flight 148, an A320-111, crashed into a high ridge near Mount Sainte-Odile in the Vosges mountains while on final approach to Strasbourg at the end of a scheduled flight from Lyon. This accident resulted in the deaths of 87 of the aircraft's occupants (five crew members, 82 passengers). 14 September 1993 Lufthansa Flight 2904, an A320-211, coming from Frankfurt am Main with 70 people, crashed into an earth wall at the end of the runway at Warsaw. A fire started in the left wing area and penetrated into the passenger cabin. The copilot and a passenger died.
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US Airways Flight 1549, ditched in the Hudson River in 2009 with all passengers surviving
22 March 1998 Philippine Airlines Flight 137, an A320-214, crashed and overran the runway of Bacolod City Domestic Airport, RPVB, in Bacolod, Philippines, plowing through homes near it. None of the passengers or crew died, but many were injured and three on the ground were killed. 23 August 2000 Gulf Air Flight 072, an A320-212, crashed into the Persian Gulf on approach to Bahrain Airport. All 143 passengers and crew on board lost their lives. 3 May 2006 Armavia Flight 967, an A320-211, crashed into the Black Sea while attempting to conduct a go-around following its first approach to Sochi Airport, Russia. All 113 passengers and crew on board lost their lives. The accident was a Pilot error / Controlled flight into terrain accident.[65] 17 July 2007 TAM Airlines Flight 3054, an A320-233, was not able to stop while landing at Congonhas International Airport in So Paulo, Brazil. As of 2009, the accident was caused by pilot error (by positioning the throttle out of the "idle" position) and by bad weather. All 187 passengers and crew died with 12 fatalities on the ground, totalling 199 people. 30 May 2008 TACA Flight 390, an A320-233 from San Salvador, overran the runway on its final approach to Toncontn International Airport in Tegucigalpa, Honduras, with bad weather conditions. At least five fatalities.[66] 27 November 2008 XL Airways Germany A320 Flight 888T, a check flight of an A320-232 which was to be returned to Air New Zealand. All seven people aboard died when it crashed into the sea off the southern French coast.[67] [68] [69] 15 January 2009 US Airways Flight 1549. An A320-214 en route from New York City LaGuardia Airport to Charlotte, North Carolina, ditched into the Hudson River several minutes after takeoff. All 150 passengers and five crew survived, with only five serious injuries. The accident was due to a collision with a flock of birds which disabled both engines.[70]
Specifications
Airbus A320 family
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A318-100 Cockpit crew Seating capacity 132 (1-class, maximum) 117 (1-class, typical) 107 (2-class, typical) 21.21m3 (749cuft) 31.44m (103ft2in)
A319-100 / A319LR /A319CJ Two 156 (1-class, maximum) 134 (1-class, typical) 124 (2-class, typical) 27.62m3 (975cuft) 4 LD3-46 33.84m (111ft0in)
A320-200
A321-200
180 (1-class, maximum) 164 (1-class, typical) 150 (2-class, typical) 37.41m3 (1321cuft) 7 LD3-46 37.57m (123ft3in)
220 (1-class, maximum) 199 (1-class, typical) 185 (2-class, typical) 51.73m3 (1827cuft) 10 LD3-46 44.51m (146ft0in)
Cargo capacity
Length Wingspan Wing area Wing sweepback Tail height Cabin width Fuselage width Operating empty weight Maximum zero-fuel weight (MZFW) Maximum take-off weight (MTOW) Cruising speed Maximum speed Maximum range, fully loaded
34.10m (111ft11in) 122.6m2 (1320sqft) 25 degrees 12.56metres (41ft2in) 11.76m (38ft7in) 3.70m (12ft2in) 3.95m (13ft0in) 39500kg (87000lb) 54500kg (120000lb) 40800kg (90000lb) 58500kg (129000lb) 42600kg (94000lb) 62500kg (138000lb) 48500kg (107000lb) 73800kg (163000lb)
68000kg (150000lb)
75500kg (166000lb)
78000kg (170000lb)
93500kg (206000lb)
Mach 0.78 (828km/h/511mph at 11,000m/36,000ft) Mach 0.82 (871km/h/537mph at 11,000m/36,000ft) 3100nautical miles (5700km; 3600mi) 3600nautical miles (6700km; 4100mi) LR: 5600nmi (10400km; 6400mi) CJ: 6500nmi (12000km; 7500mi) 1950m (6400ft) 3200nautical miles (5900km; 3700mi) 3000nautical miles (5600km; 3500mi)
Take off run at MTOW (sea level, ISA) Maximum fuel capacity
1355m (4446ft)
2090m (6860ft)
2180m (7150ft)
24210L (5330imp gal; 6400US gal)
24210L (5330imp gal; 6400US gal) standard 30190L (6640imp gal; 7980US gal) optional
24050L (5290imp gal; 6350US gal) standard 30030L (6610imp gal; 7930US gal) optional
Service ceiling Engines (2) Pratt & Whitney PW6000 series CFM International CFM56-5 series 96106 kilonewtons (2200024000 lb )
f
12000m (39000ft) IAE V2500 series CFM International CFM56-5 series
Thrust (2)
98120 kilonewtons (2200027000 lb )

f
111120 kilonewtons (2500027000 lb )

f
133147 kilonewtons (3000033000 lb )

f
Airbus A320 family |+Airbus A320 family. Source: Airbus A320 family technical appendices[71]
105
Lufthansa A319, A320 and A321 at Munich Airport
Engines
Aircraft Model Date A318-111 A318-112 A318-121 A318-122 A319-111 A319-112 A319-113 A319-114 A319-115 A319-131 A319-132 A319-133 A320-111 A320-211 A320-212 A320-214 A320-216 A320-231 A320-232 A320-233 A321-111 A321-112 A321-131 A321-211 2003 2003 2007 2007 1996 Engines CFM56-5B8/P CFM56-5B9/P PW6122A PW6124A CFM56-5B5 or 5B5/P
1997 CFM56-5B6 or 5B6/P or 5B6/2P 1997 1997 2002 1997 1997 2002 1988 1988 1990 CFM56-5A4 or 5A4/F CFM56-5A5 or 5A5/F CFM56-5B7 or 5B7/P IAE Model V2522-A5 IAE Model V2524-A5 IAE Model V2527M-A5 CFM56-5A1 or 5A1/F CFM56-5A1 or 5A1/F CFM56-5A3
1996 CFM56-5B4 or 5B4/P or 5B4/2P 2005 1989 1993 1995 CFM56-5B6 IAE Model V2500-A1 IAE Model V2527-A5 IAE Model V2527E-A5
1995 CFM56-5B1 or 5B1/P or 5B1/2P 1995 1995 CFM56-5B2 or 5B2/P IAE Model V2350-A5
1997 CFM56-5B3 or 5B3/P or 5B3/2P
Airbus A320 family
106
A321-212 A321-213 A321-231 A321-232 2005 CFM56-5B1 or 5B1/P or 5B1/2P 2005 1997 2005 CFM56-5B2 or 5B2/P IAE Model V2533-A5 IAE Model V2530-A5
See also
Competition between Airbus and Boeing Comparison of commercial aircraft Airbus Executive and Private Aviation
Comparable aircraft
Boeing 737 Boeing 757-200 Boeing 717 Bombardier CSeries Embraer 195 McDonnell Douglas MD-80 McDonnell Douglas MD-90 Tupolev Tu-204
Related lists
List of airlines List of Airbus A320 operators List of Airbus A320 orders
External links
Official Airbus website of the A320 aircraft family [72] Airliners.net: History and pictures of the A320 family [73], Airbus A318 [74], A319 [75], A320 [76], A321 [77] Production List
References
[1] "The A320 Family looks to its future as the 4,000th aircraft is delivered" (http:/ / www. airbus. com/ en/ myairbus/ headlinenews/ index. jsp). Airbus S.A.S. . [2] Airbus Aircraft Range of 2008 List Prices (http:/ / www. airbus. com/ store/ mm_repository/ pdf/ att00011726/ media_object_file_ListPrices2008. pdf), retrieved 27 July 2008. [3] Airbus A320 Family passes the 5,000th order mark (http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ pressreleaseS_items/ 07_01_25_5000th_A320_EN. html) Airbus [4] Airbus steals the Paris air show (http:/ / www. hellocompany. org/ entry/ airbus-steals-the-paris-air-show/ ) [5] AIRBUS A320 AIRCRAFT HISTORY INFORMATION PICTURES AND FACTS (http:/ / www. aviationexplorer. com/ a320_facts. htm) Aviationexplorer [6] Payne, R. Stuck on the Drawing Board. Tempus, 2004. [7] "Hawker Siddeley Trident" (http:/ / www. century-of-flight. net/ Aviation history/ coming of age/ Hawker-Siddeley Trident. htm). Century of Flight. . Retrieved 2010-01-07. [8] Gillespie, S. (2007). CO2 emissions model for air travel public documentation (v1.1). TRX Travel Analytics, 13 December 2007. [9] Economy catches up with Airbus, Wall Street Journal, February 20, 2009, p.B3 [10] Hamburger Abendblatt: Airbus baut erstmals den A320 in Hamburg (http:/ / www. abendblatt. de/ daten/ 2008/ 03/ 26/ 861994. html), 03-26-2008 [11] "Airbus signs framework agreement with Chinese consortium on A320 Final Assembly Line in China" (http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ pressreleases_items/ 06_10_26_agreement_A320_FAL_China. html). Airbus S.A.S.. 26 October 2006. .
Airbus A320 family

[12] "Construction started on Airbus A320 Family Final Assembly Line in China" (http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ pressreleases_items/ 07_05_15_A320_FAL_China. html). Airbus S.A.S.. 15 May 2007. . [13] "Airbus to base A320 production in Hamburg, 350s and 380s in Toulouse - report" (http:/ / www. forbes. com/ business/ feeds/ afx/ 2007/ 01/ 15/ afx3328289. html). Forbes. 15 January 2007. . [14] "Airbus considering upping A320 production to 38 per month" (http:/ / atwonline. com/ aircraft-engines-components/ news/ airbus-considering-upping-a320-production-38-month-0511). ATW. 2010. . Retrieved 2010-05-12. [15] Section 4.2 "Failure detection and redundancy" of Briere D. and Traverse, P. (1993) Airbus A320/A330/A340 Electrical Flight Controls: A Family of Fault-Tolerant Systems (http:/ / personales. upv. es/ juaruiga/ teaching/ TFC/ Material/ Trabajos/ AIRBUS. PDF) Proc. FTCS, pp. 616623. [16] FlightGlobal Archive (http:/ / www. flightglobal. com/ pdfarchive/ view/ 1988/ 1988 - 0368. html) and (http:/ / www. flightglobal. com/ pdfarchive/ view/ 1988/ 1988 - 0369. html) [17] DIGITAL HEAD-UP DISPLAY SYSTEM (https:/ / www1. online. thalesgroup. com/ col/ Air_Transport/ fiche_bfe/ d_huds. html) Thales [18] A318 is Certificated as Newest and Smallest Airbus Aircraft (http:/ / www. eads. com/ 1024/ en/ investor/ News_and_Events/ news_ir/ 2003/ 2003/ en_20030523_a318cert. html) EADS [19] Aviation Week & Space Technology, 29 October 2007, p. 63 [20] Maynard, Micheline (2008-07-14). "A New Bombardier Jet Draws Only Tepid Demand" (http:/ / www. nytimes. com/ 2008/ 07/ 14/ business/ worldbusiness/ 14air. html). New York Times. . Retrieved 2010-04-04. [21] "Airbus - Orders and Deliveries" (http:/ / www. airbus. com/ en/ corporate/ orders_and_deliveries/ ). Airbus S.A.S.. 2010-05-31. . Retrieved 2010-06-06. [22] "The Boeing Company - Orders and Deliveries" (http:/ / active. boeing. com/ commercial/ orders/ index. cfm?content=userdefinedselection. cfm& pageid=m15527). Boeing. 2010-05-31. . Retrieved 2010-06-06. [23] http:/ / www. airbus. com/ store/ mm_repository/ pdf/ att00009263/ media_object_file_NorthAmerican_customers. pdf [24] http:/ / phx. corporate-ir. net/ External. File?item=UGFyZW50SUQ9MzQ0ODM1fENoaWxkSUQ9MzMxODQwfFR5cGU9MQ==& t=1 [25] Wayne, Leslie. "The Real Owner of All Those Planes" (http:/ / www. nytimes. com/ 2007/ 05/ 10/ business/ 10flyboy. html). The New York Times, 10 May 2007. [26] Maynard, Micheline. "To Save Fuel, Airlines Find No Speck Too Small" (http:/ / www. nytimes. com/ 2008/ 06/ 11/ business/ 11air. html). The New York Times, 11 June 2008. [27] (http:/ / www. airbus. com/ fileadmin/ media_gallery/ files/ tech_data/ jetFamily/ media_object_file_ACJ_Specifications. pdf) ACJ Specifications [28] "ACJ Analysis" Busssiness & Commercial Aviation Magazine - July 2002, Page 44 [29] AIRBUS A319LR / ACJ (http:/ / www. skytraders. com. au/ aircraft. html) Skytraders [30] ACJ Family - Versatility (http:/ / www. airbus. com/ en/ aircraftfamilies/ executive_aviation/ acj_family/ versatility. html) Airbus [31] PrivatAir selects A319 long-range for Lufthansa flights (http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ pressreleases_items/ 03_19_03_PrivatAir. html) Airbus [32] "Airbus A319-115LR" (http:/ / www. aad. gov. au/ default. asp?casid=33742). Australian Antarctic Division. . Retrieved 2007-01-20. [33] Australia builds Antarctic ice runway: World's first commercial air service to fly weekly from Hobart, Tasmania (http:/ / www. msnbc. msn. com/ id/ 23256507/ ) MSNBC [34] FLUG REVUE Datafiles: Airbus/AVIC/STAe AE31X (http:/ / www. flug-revue. rotor. com/ FRTypen/ FRAE31X. htm) [35] Aircraft Information: Airbus A318 | Airliners.net (http:/ / www. airliners. net/ info/ stats. main?id=21) [36] New Bizjets (http:/ / www. ainonline. com/ news/ single-news-page/ article/ new-bizjets/ ) Ainonline [37] Airbus A318 continues steep approach tests for compatibility approval at London City Airport (http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ pressreleases_items/ 06_10_30_a318_london_city_airport. html) [38] Flight Daily News: "BA buys two Airbus A318s" 5.28.08 [39] AerCap becomes launch customer for new Airbus A320/A321 freighter (http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ pressreleases_items/ 08_07_16_aercap_freighter. html) [40] http:/ / www. airbus. com/ en/ myairbus/ headlinenews/ index. jsp [41] Airbus A320-211 equipped with Aviation Partner Inc. (API) winglets (http:/ / www. airliners. net/ photo/ Airbus-Industrie/ Airbus-A320-211/ 1470002/ & sid=c36dfc9c829605c4ef0e8a27635ccfca) [42] "Airbus aims to thwart Boeings narrowbody plans with upgraded 'A320 Enhanced'" (http:/ / www. flightglobal. com/ articles/ 2006/ 06/ 20/ 207273/ pictures-airbus-aims-to-thwart-boeings-narrowbody-plans-with-upgraded-a320. html). Flight International. 2006-06-20. . [43] SINGAPORE 2010: Airbus targets early A320 re-engining decision, 2015 debut (http:/ / www. flightglobal. com/ articles/ 2010/ 02/ 04/ 338026/ singapore-2010-airbus-targets-early-a320-re-engining-decision-2015. html) Flightglobal [44] http:/ / www. flightglobal. com/ articles/ 2010/ 01/ 14/ 337136/ airbus-sees-lifespan-of-at-least-10-years-for-re-engined. html [45] Airbus A320-211 equipped with Winglet Technology LLC flat winglets (http:/ / www. airliners. net/ photo/ Airbus-Industrie/ Airbus-A320-211/ 1031995/ L/ & sid=beef0ca16a1514ed6239e2ae98089621) [46] JetBlue Airbus A320-232 equipped with Winglet Technology LLC curved winglets (http:/ / picavia. foxalpha. com/ picture. php?Aircraft=1& id=5071& size=l) [47] Kingsley-Jones, Max (10 October 2006). "Airbus rethinks plan to put winglets on A320" (http:/ / www. flightglobal. com/ articles/ 2006/ 10/ 10/ 209738/ airbus-rethinks-plan-to-put-winglets-on-a320. html). Flight International . .
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[48] "Airbus undertakes Blended-Winglet evaluation on A320" (http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ pressreleases_items/ 08_12_17_a320_blended_winglet. html). Airbus. 2008-12-17. . [49] "Airbus launches Sharklet large wingtip devices for A320 Family with commitment from Air New Zealand" (http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ pressreleases_items/ 09_11_15_a320_sharklet_new_zealand. html). Airbus. 2009-11-15. . Retrieved 2009-11-15. [50] "Korean Air Aerospace to manufacture and distribute Sharklets" (http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ press-release/ ?tx_ttnews[tt_news]=3882& tx_ttnews[backPid]=768& cHash=d409e85236). Airbus. 2010-05-31. . Retrieved 2010-06-02. [51] Airbus drives cabin efficiency at Aircraft Interiors Expo (http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ pressreleases_items/ 09_03_30_aircraft_interior_expo_hamburg. html) Airbus [52] Airbus A320 overhead LED lights (http:/ / www. youtube. com/ watch?v=a3NgXk4I3wQ) Youtube video (requires Flash plugin) [53] Enhanced Fap - Airbus 320 touchscreen display (http:/ / www. youtube. com/ watch?v=IW8ql_3NUjg) Youtube video (requires Flash plugin) [54] Condor launch the A320 Enhanced Cabin Retrofit programme (http:/ / www. airbus. com/ events/ bourget2009/ news/ news-single/ browse/ 3/ back/ 10/ article/ condor-launch-the-a320-enhanced-cabin-retrofit-programme. html) Airbus [55] Norris, Guy (7 February 2006). "The 737 Story: Smoke and mirrors obscure 737 and Airbus A320 replacement studies" (http:/ / www. flightglobal. com/ Articles/ 2006/ 02/ 07/ Navigation/ 177/ 204506/ THE+ 737+ STORY+ Smoke+ and+ mirrors+ obscure+ 737+ and+ Airbus+ A320+ replacement. html). Flight International . . [56] A3XX Isn't Coming Soon, Aviation Week and Space Technology, 5 November 2007, p. 20 [57] "Airbus sees lifespan of at least 10 years for re-engined A320" (http:/ / www. flightglobal. com/ articles/ 2010/ 01/ 14/ 337136/ airbus-sees-lifespan-of-at-least-10-years-for-re-engined. html). Flight Global. 14 January 2010. . [58] "JACDEC's Airliner Safety Statistics: Aircraft" (http:/ / www. jacdec. de/ statistics/ types/ Types. htm). JACDEC. 2007-05-17. . [59] Airbus A320 Statistics (http:/ / aviation-safety. net/ database/ type/ type-stat. php?type=022) Aviation Safety [60] http:/ / www. ntsb. gov/ ntsb/ query. asp 04 December 2008, NTSB Accident Database search on A320 [61] http:/ / www. planeandpilotmag. com/ pilot-talk/ ntsb-debriefer/ glass-cockpit-blackout. html?tmpl=component& print=1& page= [62] http:/ / allthingsaviation. typepad. com/ all_things_aviation_blog/ 2008/ 08/ blackouts-in-th. html [63] http:/ / www. aaib. gov. uk/ sites/ aaib/ publications/ formal_reports/ 2_2008_g_euob. cfm [64] Smith, Derek J. (2 May 2001). "Transportation Disasters - Aerospace" (http:/ / www. smithsrisca. demon. co. uk/ HE1aero. html). . [65] "Final Accident Report" (http:/ / www. bea-fr. org/ anglaise/ actualite/ sotchi/ tmp/ sotchi_060503_final_report. pdf) (PDF). Russian Interstate Aviation Committee. . Retrieved 2007-08-07. [66] "Four Dead After Airliner Overshoots Honduras runway" (http:/ / www. cnn. com/ 2008/ WORLD/ americas/ 05/ 30/ honduras. crash. ap/ index. html). CNN. 2008-05-30. . Retrieved 2008-05-30. [67] "Official: Airbus A320 crashes into sea off France" (http:/ / edition. cnn. com/ 2008/ WORLD/ europe/ 11/ 27/ airbus. france. crash/ index. html). CNN. 2008-11-27. . Retrieved 2008-11-27. [68] Field, Michael (2008-11-28). "Five New Zealanders in Air NZ plane crash" (http:/ / www. stuff. co. nz/ 4775726a12. html). Fairfax New Zealand. . Retrieved 2008-11-27. [69] "Airbus jet crashes in test flight" (http:/ / news. bbc. co. uk/ 2/ hi/ europe/ 7753270. stm). BBC. 2008-11-27. . Retrieved 2008-11-27. [70] Augstums, Ieva; Mitch Weiss (2009-01-15). "Charlotte final destination for most on down plane" (http:/ / www. google. com/ hostednews/ ap/ article/ ALeqM5gIyT3EVjTP2gqToz96U7zSOCX2qwD95NTR2O0). The Associated Press. . Retrieved 2009-01-15. [71] "All about the A320 family - Technical Appendices" (http:/ / www. airbus. com/ fileadmin/ media_gallery/ files/ other/ media_object_file_2009-All-About-A320Family-Tech-appendices. pdf). Airbus. May 2009. . Retrieved 2010-06-09. [72] http:/ / www. airbus. com/ en/ aircraftfamilies/ a320/ [73] http:/ / www. airliners. net/ info/ stats. main?id=23 [74] http:/ / www. planespotters. net/ Production_List/ Airbus/ A318/ index. html [75] http:/ / www. planespotters. net/ Production_List/ Airbus/ A319/ index. html [76] http:/ / www. planespotters. net/ Production_List/ Airbus/ A320/ index. html [77] http:/ / www. planespotters. net/ Production_List/ Airbus/ A321/ index. html
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Airbus A330
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Airbus A330
Airbus A330
Northwest Airlines A330-300 Role Manufacturer First flight Introduced Primaryusers Wide-body jet airliner Airbus 2 November 1992 January 1994 with Air Inter Cathay Pacific Delta Air Lines Qatar Airways Emirates 696 as of 31 May 2010
[1]
Number built Unit cost
A330-200: US$170.9 to $200.8m [2] (2008) [3] A330-300: $195.9 to $205.7m (2008) [3] A330-200F: $180.6 to $187.7m (2008) Airbus A340 Airbus A330 MRTT Northrop Grumman KC-45
Developed from Variants
The Airbus A330 is a large-capacity, wide-body, twin-engine, medium-to-long-range commercial passenger airliner. Built at Toulouse in France by Airbus, nearly 700 units have been delivered. First flown in 1992, the A330 was developed at the same time as the four-engined Airbus A340, and was designed with common fuselage and wing components. The first variant (series 300) was delivered to Air Inter in 1994 and was followed by the slightly shorter series 200.[4] This has been followed by dedicated freighter and tanker variants.
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Design and development

Background
In the 1970s, Airbus was considering a larger derivative of the A300, the B9 and the smaller B10. The B9 was a stretched fuselage version of the A300B2. The B10 was a shortened fuselage version of the A300B2, and went on to become the A310. During the 1970s and into the 1980s, the availability of more powerful engines led Airbus to study even larger four and twin-engine designs.[5]
Programme launch
The A330 and A340 programs were jointly launched in November 1987.[4] Airlines purchased it to replace the McDonnell Douglas DC-10. The A330 is 38% more fuel efficient than the DC-10.[6] Airbus intended the A330 to compete directly in the ETOPS (Extended-range Twin-engine Operation Performance Standards) market, specifically with the Boeing 767. In November 2009 the A330 became the first aircraft to receive ETOPS-240 approval, which is now offered by Airbus as an option.[7] 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 November 2009 a total of 1,035 A330s have been Air Algrie Airbus A330-200 Landing in ordered and 654 delivered.[1] The 1,000 milestone was passed with Montral-Trudeau orders from the 2008 Farnborough Air Show. The largest operators of the A330 are Delta Air Lines and Cathay Pacific with 32 aircraft in service each. Airbus expects the A330 to continue selling until at least 2015.[8]
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Variants
There are two main variants of the A330. The A330-300 was launched in 1987 with entry into service in 1994. The A330-200 was launched in 1995, introduced in 1998 with passenger, freighter and tanker (Airbus A330 MRTT) variants available.
A330-200
The A330-200 was developed to compete with the Boeing 767-300ER. The A330-200 is similar to the A340-200 and a shortened version of the A330-300. With poor sales of the A340-200 (of which only 28 were built), Airbus decided to use the fuselage of the A340-200 with the wings and engines of the A330-300. This significantly improved the economics of the plane and made the model more popular than the four-engined variant. 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 12,500km (6,750 nautical miles). Power is provided by two General Electric CF6-80E, Pratt & Whitney PW4000 or Rolls-Royce Trent 700 gas turbine engines. First customer deliveries, to ILFC/Canada 3000, were in April 1998. The A330-200 is available as an ultra-long range corporate-jet by Airbus Executive and Private Aviation. The Boeing equivalent is currently the 767-300ER and in the future will be the 787-8. Timeline First Flight: August 13, 1997 (msn 181) (General Electric CF6-80E1A2 powered aircraft). Certification (JAA): March 31, 1998 (GE CF6-80E1A2 powered aircraft). Certification (FAA): March 31, 1993 (GE CF6-80E1A2 powered aircraft). First Delivery: April 29, 1998 Canada 3000 (msn 211). A330-200HGW In May 2009, Airbus released plans for a higher gross weight version of the A330-200 to more effectively compete against the Boeing 787-8. This new version will have a 238 t MTOW and its new range will be up to 7200nmi (13300km). The new-build A330-200HGW will have the option of an extra 3.4 tonnes of payload or an additional 330 nm range over the standard 233 tonnes A330-200s. Airbus believes the first 20 787-8s will have a 219.5 t MTOW and be limited to a 6720nmi (12450km) range, around 1000nmi (1900km) less than the figures published by Boeing.[9] Korean Air became the first customer on 27 February 2009, ordering six with deliveries starting in 2010.[10]
Swiss International Air Lines Airbus A330-200 from three sides
Airbus A330 A330-200F Due to flagging A300-600F and A310F sales, Airbus began marketing a freighter derivative of the A330-200 around 2000-2001, although it was not launched at that time.[11] The A330-200F re-emerged at the 2006 Farnborough Airshow and received its industrial go-ahead in January 2007. The first A330-200F has been rolled out in Toulouse on October 20, 2009. The first flight was on November 5, 2009. The A330-200F is a mid-size, long-haul all-cargo aircraft capable of carrying 64 tonnes over 4,000 NM / 7,400km, or 70 tonnes up to 3,200 NM / 5,930km. It introduces a new versatile main-deck cargo loading system that is able to accommodate both pallets and containers. Several different arrangements are possible on the main deck, taking up to 23 (88 in x 125 in ) Side-by-Side (SBS) pallets, aimed at the high volume, high value commodities or an optional, requiring the installation of optional secondary structure, Single Row (SR) loading of 16 pallets (96 in x 96 in x 125 in SR pallets) and/or nine AMA containers aimed at the general cargo higher density markets.
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Airbus A330-200F, on display at the Singapore Airshow 2010
To overcome the standard A330's nose-down body angle on the ground, the A330F uses a revised nose landing gear layout. The same A330-200 leg is used, however its attachment points are lower in the fuselage, requiring a distinctive blister fairing on the nose to accommodate the retracted nose-gear. This provides a level deck for cargo loading.[12] Power is provided by two Pratt & Whitney PW4000 or Rolls-Royce Trent 700 engines. General Electric does not plan to offer a powerplant for the A330-200F.[13] As of 31 May 2010, Airbus had 64 firm orders from nine customers: Aircastle (3), BOC Aviation (5), Etihad Airways (2), Flyington Freighters (12), Intrepid Aviation Group (20), MatlinPatterson (6), Malaysia Airlines (2), MNG Airlines (4), OH, Avion LLC (8) and Turkish Airlines (2). Additionally ACT Airlines has signed an MOU for 2 aircraft.[14] The first delivery will be to Etihad Crystal Cargo in Summer 2010. [15] Comparable freighters include Boeing's 767-300F & 777F, Lockheed's L-1011 Tristar (after conversion) and McDonnell Douglas' DC-10F & MD-11F. Timeline [16] Roll-out: October 20, 2009 (A330-223F msn 1004 Pratt & Whitney 4170 powered aircraft). First Flight: November 5, 2009 (msn 1004) Certification (EASA): April 9, 2010 (Pratt & Whitney 4170 and Rolls Royce Trent 772B-60). Certification (FAA): TBA. First Delivery: Expected Summer 2010 to Etihad Crystal Cargo (msn 1032).
A330-300
The A330-300, which entered service in 1993, was developed as replacement for the A300. It is based on a stretched A300-600 fuselage but with new wings, stabilisers and fly-by-wire systems. The A330-300 carries 295 passengers in a three-class cabin layout (335 in 2 class and 440 in single class layout) over a range of 10,500km (5,650 nautical miles). It has a large cargo capacity, comparable to early Boeing 747s.
US Airways A330-300 taking off from London.
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It is powered by two General Electric CF6-80E, Pratt & Whitney PW4000 or Rolls-Royce Trent 700 engines, all of which are ETOPS-180 min rated. French domestic airline Air Inter was the launch customer for the aircraft. The closest Boeing competitors are the Boeing 777-200 and, formerly, the McDonnell Douglas MD-11, which is no longer in production. Timeline Roll-out: October 14, 1992 (GE CF6-80E1A2 powered aircraft). First Flight: November 2, 1992 (msn 012). Certification (JAA): October 21, 1993 (GE CF6-80E1A2 powered aircraft). Certification (FAA): October 21, 1993 (GE CF6-80E1A2 powered aircraft). First Delivery: December 30, 1993 Air Inter (msn 037). Entry into service: January 17, 1994 Air Inter on Paris (Orly) and Marseille in a 412 seat configuration.
An A330-300 in Delta Air Lines livery landing at Amsterdam.
Tanker derivatives
A multi-role tanker and transport variant based on the series 200 was developed as the Airbus A330 MRTT. This was further developed as the Northrop Grumman KC-45, which won a United States Air Force order, which has since been cancelled. Airbus A330 MRTT The Multi-Role Transport and Tanker version (MRTT) of the A330-200 provides aerial refueling and strategic transport. To date it has been ordered by Australia, Saudi Arabia, the UAE, and the UK. Northrop Grumman KC-45 On 29 February 2008 the United States Air Force announced that an American assembled variant of the A330 MRTT, now designated KC-45A by the USAF, had been selected to replace the Boeing KC-135 Stratotanker.[17] The replacement process was mired in controversy.[18] [19] [20] [21] [22] After several developments, on 8 December 2009, Northrop-Grumman announced that they would not participate in the new bid process.[23]
A330 deliveries
By the end of May 2010 a total of 1,085 aircraft of the A330 have been ordered (577 A330-200, 64 A330-200F and 444 A330-300) and 696 delivered (384 A330-200 and 312 A330-300).[1]
2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 33 76 72 68 62 56 47 31 42 35 43 44 23 14 10 30 9 1
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As of 12 May 2010, the Airbus A330 has been involved in 13 incidents,[24] including three confirmed hull-loss accidents and three other losses, for a total of 338 fatalities.[25] Notable accidents and incidents On 30 June 1994, an A330 owned by Airbus on a test flight simulating an engine failure on takeoff crashed shortly after take-off from Toulouse, killing all seven on board.[26] [27] On 15 March 2000, a 6-year-old Malaysia Airlines A330-300 aircraft was severely damaged by corrosive liquids that were being transported in the cargo hold on a passenger flight from Beijing to Kuala Lumpur. The corrosive liquid oxalyl chloride was mistakenly declared as non-toxic solid hydroxyquinoline. Eighteen canisters of the substance were transported via Kuala Lumpur intended to transit to Chennai. Five airport workers fell ill as they were unloading baggage from the aircraft at Kuala Lumpur after some of the canisters had leaked and chemicals spilled into the aircraft's cargo hold, resulting in extensive corrosion damage to the fuselage, wing box structure and landing gear. The aircraft was subsequently declared written-off.[28] On 12 June 2007, a court in Beijing ordered China National Chemical Construction Corp, the owner of the cargo, to pay US$65 million to Malaysia Airlines for the loss.[29] On 25 May 2000, Reginald Chua hijacked Philippine Airlines Flight 812, operated by an A330-300. After the aircraft was depressurized, the hijacker jumped out of the aircraft and was killed. All the other passengers and crew survived.[30] On 24 July 2001, two Sri Lankan Airlines A330-243s were destroyed on ground by an LTTE attack at Colombo's Bandaranaike International Airport, Sri Lanka, along with an Airbus A320-200, an Airbus A340-300 and a squadron of military aircraft. Another two planes, an A320 and an A340, were also damaged but were repaired.[31]
On 24 August 2001, Air Transat Flight 236, an A330-200, performed the world's longest recorded glide with a jet airliner after suffering fuel exhaustion over the Atlantic Ocean. The A330 flew powerless for 30 minutes and covered 65 nautical miles (120km) to an emergency landing in the Azores (Portugal). Some passengers had minor injures and the aircraft suffered some structural damage and blown tyres. The aircraft was repaired and returned to service with Air Transat.
Planform view of a Cyprus Airways A330-200 taking off. The undercarriage has fully retracted.
On 18 July 2003, B-HYA, a Dragonair A330-342 encountered severe turbulence associated with Tropical Depression Koni over the South China Sea, during the flight KA060 from Kota Kinabalu to Hong Kong. Twelve crew members and three passengers were injured, of whom two crew members sustained serious injuries, but there were no fatalities. The aircraft landed safely at Hong Kong International Airport.[32] On 7 October 2008, VH-QPA, an A330-303 operating Qantas Flight 72, suffered a rapid loss of altitude in two sudden uncommanded pitch down manoeuvres, causing serious injuries while 80nautical miles (150km) from Learmonth, Australia. After declaring an emergency, the aircraft landed safely at Learmonth. A total of 106 people onboard the Airbus A330 were injured, 14 seriously. A year after the incident Qantas still does not know what caused the critical computer malfunction.[33] On 1 June 2009, Air France Flight 447, an Airbus A330-203 en route from Rio de Janeiro to Paris with 228 people on board, was lost over the Atlantic Ocean.[34] The aircraft crashed in the Atlantic Ocean 400500 miles northeast of the islands of Fernando de Noronha. All 228 passengers and crew were killed. Malfunctioning pitot tubes provided an early focus for the investigation.[35]
Airbus A330 On 25 December 2009, a passenger on Northwest Airlines Flight 253, an Airbus A330-300,[36] attempted to detonate explosives in his underwear while the flight was in the air. Passengers and crew subdued the perpetrator, Umar Farouk Abdulmuttalab.[37] On 13 April 2010, Cathay Pacific Flight 780, an Airbus A330-300 from Surabaya, Indonesia made an emergency landing at Hong Kong International Airport due to dual engine problem. Several tires deflated as the aircraft landed at high speed with severe braking.[38] On board the flight were 309 passengers and 13 crew. Eight passengers were injured.[39] [40] On 27 April 2010, Delta Air Lines Flight 273, an Airbus A330-300 from Paris-Charles de Gaulle Airport to HartsfieldJackson Atlanta International Airport was diverted to Bangor International Airport[41] after a passenger, Derek Stansberry, a 26-year-old former Air Force intelligence specialist of Riverview, Florida, said he had a fake passport and explosives. The aircraft landed at Bangor and was boarded by Federal Agents who detained Derek Stansberry. The agents confirmed that his passport was real, and that there were no explosives onboard.[42] On 12 May 2010, Afriqiyah Airways Flight 771, an Airbus A330-202, crashed on approach to Tripoli International Airport, Libya on a flight from OR Tambo International Airport, Johannesburg, South Africa. 103 of 104 people on board were killed. A 9-year old Dutch boy survived.[43]
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Specifications
A330-200 Cockpit crew Seating capacity 293 (2-class, typical) 253 (3-class, typical) A330-200F Two 70t cargo & Up to 12 couriers
[16]
A330-300
335 (2-class, typical) 295 (3-class, typical) 63.60metres (208ft8in)
Length Wingspan Wing area Wing sweepback Tail height Cabin width Fuselage width Cargo capacity Operating empty weight (typical) Maximum Takeoff Weight (MTOW)
58.80metres (192ft11in) 60.3metres (197ft10in) 361.6square metres (3892sqft) 30 17.40metres (57ft1in) 16.90metres (55ft5in) 5.28metres (17ft4in) 5.64metres (18ft6in) 19.7cubic metres (700cuft) 119600kilograms (264000lb) 230000kilograms (510000lb) to 238000kilograms (520000lb) 475cubic metres (16800cuft) 109000kilograms (240000lb) 227000kilograms (500000lb) to 233000kilograms (510000lb)
16.85metres (55ft3in)
19.7cubic metres (700cuft) 124500kilograms (274000lb) 230000kilograms (510000lb) to 233000kilograms (510000lb)
Cruising speed Maximum speed Maximum range, fully loaded Takeoff run at MTOW
Mach 0.82 (871km/h/537mph at 11,000m/36,000ft) Mach 0.86 (913km/h/563mph at 11,000m/36,000ft) 7250nautical miles (13430km; 8340mi) 2220metres (7280ft) 4000nautical miles (7400km; 4600mi) n/a 5850nautical miles (10830km; 6730mi) 2500metres (8200ft)
Airbus A330
116
139090litres (30600imp gal; 36740US gal) 97530litres (21450imp gal; 25760US gal) 41,100 ft (12527 m) CF6-80E1 PW4000 RR Trent 700 303320 kilonewtons (6800072000 lbf) PW4000 RR Trent 700 303316 kilonewtons (6800071000 lbf) CF6-80E1 PW4000 RR Trent 700 303320 kilonewtons (6800072000 lbf)
Maximum fuel capacity Service ceiling Engines (2)
Thrust (2)
Sources: Airbus [44]
LTU Airbus A330-200 touching down at Dsseldorf International Airport.
Engines
Model A330-201 A330-202 A330-203 A330-221 A330-222 A330-223 Date 2003 1998 2002 1999 1999 Engines GE CF6-80E1A2 GE CF6-80E1A4 / CF6-80E1A4B GE CF6-80E1A3 PW4164 PW4168
1999 PW4168A / PW4168A-1D / PW4168B / PW4170 PW4170 RR Trent 772B-60 RR Trent 772B-60 RR Trent 775-60 GE CF6-80E1A2 GE CF6-80E1A4 / CF6-80E1A4B GE CF6-80E1A3 PW4164 PW4168
A330-223F 2010 A330-243 2000
A330-243F 2010 A330-244 A330-301 A330-302 A330-303 A330-321 A330-322 A330-323 A330-341 A330-342 A330-343 A330-343 2007 1993 2007 2007 1999 1999
1999 PW4168A / PW4168A-1D / PW4168B / PW4170 2000 2000 2000 2007 RR Trent 768-60 RR Trent 772-60 RR Trent 772B-60 RR Trent 772C-60
Airbus A330
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See also
Related development
Airbus A300 Airbus A330 MRTT Airbus A340 Northrop Grumman KC-45
Comparable aircraft
Airbus A350 Boeing 767 Boeing 777 Boeing 787 Ilyushin Il-96 McDonnell Douglas MD-11
Related lists
List of aircraft List of civil aircraft List of Airbus A330 operators
References
[1] "Airbus orders & deliveries" (http:/ / www. airbus. com/ odxml/ orders_and_deliveries. xls). Airbus S.A.S. . [2] "Airbus Aircraft Range of 2008 List Prices" (http:/ / www. airbus. com/ store/ mm_repository/ pdf/ att00011726/ media_object_file_ListPrices2008. pdf) (PDF). Airbus S.A.S. . Retrieved 23 November 2009. [3] Kaminski-Morrow, David. "Airbus includes surcharge in 2008 catalogue prices" (http:/ / www. flightglobal. com/ articles/ 2008/ 04/ 22/ 223184/ airbus-includes-surcharge-in-2008-catalogue-prices. html). Flightglobal.com, 22 April 2008. [4] Frawley, Gerald. "Airbus A330-200". "Airbus A330-300". The International Directory of Civil Aircraft, 2003/2004. Aerospace Publications, 2003. ISBN 1-875671-58-7. [5] Norris and Wagner 2001, pp. 1718, 2227. [6] "To Save Fuel, Airlines Find No Speck Too Small" (http:/ / www. nytimes. com/ 2008/ 06/ 11/ business/ 11air. html). New York Times, 11 June 2008. [7] A330 is first airliner to be certified for ETOPS "beyond 180 minutes" (http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ pressreleases_items/ 09_11_12_a330_etops_certified. html). Airbus [8] http:/ / www. bloomberg. com/ apps/ news?pid=20601085& sid=aOFuFKLehXiA [9] " New payload/range capability for the A330-200 (http:/ / www. airbus. com/ en/ myairbus/ headlinenews/ headlineitem/ 09_05_08_a330200_capability. html) [10] Korean Air orders six more A330-200s (http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ pressreleases_items/ 09_02_27_koreanair_a330200. html) [11] " Airbus aims to fill freighter void with A330 derivative (http:/ / www. flightglobal. com/ Articles/ 2006/ 03/ 14/ Navigation/ 177/ 205407/ Airbus+ aims+ to+ fill+ freighter+ void+ with+ A330+ derivative. html)." Flight International. 14 March 2006. [12] Kingsley-Jones, Max. "First Airbus A330-200F shows off nose-gear blister fairing" (http:/ / www. flightglobal. com/ articles/ 2009/ 08/ 04/ 330563/ pictures-first-airbus-a330-200f-shows-off-nose-gear-blister-fairing. html). Flight International, 4 August 2009. [13] GE drops A330-200F plan and opens door to P&W (http:/ / www. flightglobal. com/ articles/ 2007/ 06/ 15/ 214692/ ge-drops-a330-200f-plan-and-opens-door-to-pw. html) [14] " ACT Airlines commits for two A330 freighters (http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ pressreleases_items/ 07_08_17_act_a330f. html)." Airbus. 17 August 2006. [15] http:/ / www. flightglobal. com/ articles/ 2009/ 11/ 15/ 334845/ dubai-09-etihads-airbus-a330-200f-on-track-for-august-delivery. html [16] http:/ / www. flightglobal. com/ articles/ 2010/ 05/ 20/ 342231/ airbuss-general-freight-hauler-a330-200f-technical. html [17] " Air Force Awards Tanker Contract to Northrop Grumman (http:/ / www. pentagon. mil/ news/ newsarticle. aspx?id=49134)." [18] http:/ / ca. reuters. com/ article/ businessNews/ idCAN2861183920080302 [19] http:/ / www. kwch. com/ Global/ story. asp?S=7985639
Airbus A330
[20] http:/ / www. defensereview. com/ us-air-force-kc-x-aerial-refueling-tanker-program-controversy-defrev-opinion/ [21] http:/ / www. captainsjournal. com/ 2008/ 05/ 07/ developments-in-refueling-tanker-controversy/ [22] Many others -- google "tanker controversy" [23] Bush, Wes, " Northrop pulls bid on Air Force tanker (http:/ / www. newsday. com/ columnists/ other-columnists/ northrop-pulls-bid-on-air-force-tanker-1. 1642016)", Dec. 8, 2009 [24] Airbus A330 incidents (http:/ / www. aviation-safety. net/ database/ dblist. php?Type=023). Aviation-Safety.net. Retrieved: 12 May 2010. [25] Airbus A330 hull-losses (http:/ / www. aviation-safety. net/ database/ dblist. php?field=typecode& var=023%& cat=%1& sorteer=datekey& page=1). Aviation-Safety.net, 12 May 2010. Retrieved: 12 May 2010. [26] 30 June 1994 accident summary (http:/ / www. airdisaster. com/ cgi-bin/ view_details. cgi?date=06301994& reg=F-WWKH& airline=Airbus+ Industrie). AirDisaster.com. [27] Aviation Safety Network (2005). "Airbus A330-321 F-WWKH 30 June 1994 accident description" (http:/ / www. aviation-safety. net/ database/ record. php?id=19940630-0). ASN Aviation Safety Database. Alexandria, Virginia: Flight Safety Foundation. . Retrieved 2009-06-07. [28] "Chemical-damaged A330 is finally written off" (http:/ / www. flightglobal. com/ articles/ 2001/ 03/ 27/ 127874/ chemical-damaged-a330-is-finally-written-off. html). Flight International, 27 March 2001. [29] Ionides, Nicholas. "Chinese firm ordered to pay $65m over chemical-damaged MAS A330" (http:/ / www. flightglobal. com/ articles/ 2007/ 12/ 06/ 220107/ chinese-firm-ordered-to-pay-65m-over-chemical-damaged-mas. html). Flightglobal.com, 6 December 2007. [30] ""Brother says Philippine hijacker wanted to be a skydiver"" (http:/ / www. bangla2000. com/ News/ Archive/ International/ 5-30-2000/ news_detail4. html). Associated Press. 2000-05-30. . Retrieved 2007-09-05. [31] "ASN Aircraft accident description Airbus A.330-243 4R-ALF - Colombo-Bandaranayake Internation Airport" (http:/ / aviation-safety. net/ database/ record. php?id=20010724-1). . Retrieved 2006-08-03. [32] Hong Kong Civil Aviation Department B-HYA Accident Investigation report (http:/ / www. cad. gov. hk/ reports/ main3. pdf) [33] Australian Transport Safety Bureau (2008-10-08). "2008/40 - Qantas Airbus Incident Media Conference" (http:/ / www. atsb. gov. au/ newsroom/ 2008/ release/ 2008_40. aspx). Press release. . Retrieved 2008-10-08. [34] "Air France: No success in contacting missing A330" (http:/ / www. flightglobal. com/ articles/ 2009/ 06/ 01/ 327211/ air-france-no-success-in-contacting-missing-a330. html). Flight International, Air Transport Intelligence news. 1 June 2009. . Retrieved 1 June 2009. [35] "Bodies 'found' from missing plane" (http:/ / news. bbc. co. uk/ 1/ hi/ world/ americas/ 8087303. stm). BBC News. 6 June 2009. . Retrieved 6 June 2009. [36] Shane, Scott; Lipton, Eric (December 26, 2009). "Passengers Took Plane's Survival Into Own Hands" (http:/ / www. nytimes. com/ 2009/ 12/ 27/ us/ 27plane. html). The New York Times Company. . Retrieved December 26, 2009. [37] E. Boudette, Neal; Pasztor, Andy; Spiegel, Peter (December 26, 2009). "Bomb Attempt Made on U.S.-Bound Flight" (http:/ / online. wsj. com/ article/ SB126184081273605825. html?mod=googlenews_wsj). Dow Jones & Company, Inc. . Retrieved December 26, 2009. [38] Kaminski-Morrow, David (14 April 2010). "Cathay A330 in high-energy landing had dual engine problem" (http:/ / www. flightglobal. com/ articles/ 2010/ 04/ 14/ 340635/ cathay-a330-in-high-energy-landing-had-dual-engine-problem. html). Air Transport Intelligence. . [39] Kaminski-Morrow, David (13 April 2010). "Injuries after Cathay A330 engine shuts down on approach" (http:/ / www. flightglobal. com/ articles/ 2010/ 04/ 13/ 340562/ injuries-after-cathay-a330-engine-shuts-down-on-approach. html). Air Transport Intelligence. . Retrieved 14 April 2010. [40] Tsang, Daniel (13 April 2010). "Cathay Pacific flight makes emergency landing in Hong Kong (Correct)" (http:/ / www. airwaysaviationnews. com/ 2010/ 04/ 13/ cathay-flight-makes-emergency-landing-in-hk/ ). Airways Aviation News. . Retrieved 14 April 2010. [41] http:/ / edition. cnn. com/ 2010/ TRAVEL/ 04/ 27/ disruptive. passenger/ index. html Officials: Suspect in diverted flight used to be in Air Force [42] http:/ / www. washingtonpost. com/ wp-dyn/ content/ article/ 2010/ 04/ 28/ AR2010042800609. html No explosives found aboard jet diverted to Maine [43] "Plane crash in Libya 'kills more than 100 on board'" (http:/ / news. bbc. co. uk/ 1/ hi/ world/ africa/ 8676758. stm). BBC News. 2010-05-12. . Retrieved 2010-05-12. [44] A330/340 Family Information (http:/ / www. airbus. com/ en/ aircraftfamilies/ a330a340), AIRBUS.
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Norris, Guy and Mark Wagner. Airbus A340 and A330. Osceola, WI: MBI Publishing, 2001. ISBN 0-7603-0889-6.
Airbus A330
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External links
Details on the Airbus A330/A340 family of aircraft (http://www.airbus.com/en/aircraftfamilies/a330a340/) Airbus A330 production list (http://www.planespotters.net/Production_List/Airbus/A330/index.html)
Airbus A340
Airbus A340
A Cathay Pacific A340-600 landing at London Heathrow Airport Role Manufacturer First flight Introduced Status Primaryusers Airliner Airbus 25 October 1991 March 1993 (delivery began in January 1993) Active service Lufthansa Iberia Virgin Atlantic Airways South African Airways 372 as of 30 May 2010
[1]
Number built Unit cost
A340-200: $87,000,000 (1989) [2] A340-300: $211.8 to $228.0m (2010) [2] A340-500: $233.0 to $250.8m (2010) [2] A340-600: $245.0 to $263.8m (2010) Airbus A330
Variants
The Airbus A340 is a long-range four-engined wide-body commercial passenger airliner manufactured by Airbus, a subsidiary of EADS. It seats between 261 and 380 passengers, and has a range between 6,700 and 9,000 nmi (12400 to 16600km). It is similar in design to the twin-engined A330 with which it was concurrently designed. Initial A340 versions share the fuselage and wing of the A330 while later models are longer and have larger wings.[3]
Airbus A340
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Development
The first published studies for the A340 were coded as the TA11 in 1981, as shown in the November issue of Air International Magazine (coinciding with the display of the A300 at that year's Farnborough Airshow). Concept drawings of the A320 (SA 9) and A330 (TA9[4] [5] [6] [7] ) were also published, along with estimated performance figures by Airbus Industrie. The A340 was launched in June 1987 as a long-range complement to the short-range A320 and the medium-range A300. At the time, Airbus's twinjets were at a disadvantage against aircraft such as the Boeing 747 because of the ETOPS problem as defined by the regulations: twin-engined aircraft had to stay within 60 minutes' flying distance of a suitable diversion airport, which prevented them from competing on long over-water routes. Furthermore, the existing ETOPS-immune wide-bodies in the 250-300 seat range, the trijet DC-10 and L-1011, were aging, as they had been in service since the early 1970s.
BWIA A340-300.
The A340 was designed in parallel with the twin-engined A330: both aircraft share the same wing and similar fuselage structure, and borrow heavily from the advanced avionics and composite structure technology developed for the A320. Both the A330 and A340 are assembled on the same final assembly line at Toulouse-Blagnac, France. The four-engined A340 is able to fly long over-water routes. The A340 was intended to use the new superfan engines of International Aero Engines, but the engine's development was stopped. The engine nacelles of the superfan engine consisted of provisions to allow a large fan near the rear of the engine. As a result of the superfan cancellation by IAE, the CFM International CFM56-5C4 was used as the sole engine choice instead of being an alternate choice as originally envisioned. The longer-range versions, the A340-500 and -600, are powered by Rolls-Royce Trent 500 engines. When the A340 first flew in 1991, engineers noticed that 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 a plastron was developed to correct airflow problems around the engine pylons and to add stiffness. The modified A340 began commercial service in 1993 with Lufthansa and Air France. During the 1990s, when airlines were looking for replacement aircraft for their 1970s era 747-100/200, Airbus investigated a stretched airframe in the form of the A340-400, which was intended as a stretch to 70m. This Economy Class cabin of a Lufthansa Airbus proved unpopular, as the CFM56 engines were at the limits of their A340-600: although the cabin of the A340 has growth capability and the range would have decreased to around similarities with the A330, it is often better 10,000km. When this plan was discarded, a larger wing and engine equipped. combination was decided upon. Initially, Pratt & Whitney proposed an engine, but contract issues led Airbus to go with the Rolls Royce Trents in 1997.[8] The A340 incorporates features such as fully digital fly-by-wire flight control system. It also uses sidesticks instead of yokes, with one sidestick to the left of the pilot and one to the right of the co-pilot. The A340's flight deck is highly similar to the A320's, and employs a common pilot rating with the A330. This enables A330/A340 flight crews to fly A320s and vice-versa with minimal extra training. This saves costs for airlines that operate both aircraft families. The cockpit used to feature CRT based glass cockpit displays on the A340-200 and A340-300 and is now based on LCD displays. Some composite primary structures are also used.
Airbus A340 An A340 was the first commercial jet on which passengers could use their mobile phone during flight. In March 2008 Emirates Airlines introduced a system allowing passengers to make outgoing calls with their handset. Incoming calls are not possible and the system is not available at night or during landing and take-off.[9]
121
Operational history
The A340-300 entered service in 1993 with launch customers Lufthansa and Air France, followed shortly thereafter by the -200 and A330. With the introduction of higher gross weight Boeing 777s such as the 777-200ER and specifically 777-300ER, sales of the A340 began to decline. Over the last few years the 777 has outsold the A340 by a wide margin. Although the larger GE90 engines on the 777-300ER burn considerably more fuel than the Trent 500s, using only two of them compared to four Trents has meant a typical operating cost advantage of around 8-9%.[10]
South African Airways A340-200 landing at London Heathrow Airport. (2010)
In January 2006, Airbus announced plans to develop the A340E (Enhanced). Airbus promoted that the A340E would be more fuel-efficient than earlier A340s and close the 8-9% disparity with the Boeing 777 by using Trent 1500 engines.[10] Airbus has predicted that it will probably produce 127 A340 units through 2016, after which production will cease.[11] In mid-2008, with jet fuel prices double those of the year before, the A340's fuel consumption led airlines to curtail very long flights of greater than 15 hours. Thai Airways International cancelled its 17-hour, nonstop Bangkok-New York/JFK route on 1 July 2008. All four of its A340-500 fleet are for sale. While short flights stress aircraft more than long flights, and result in more frequent fuel-thirsty take-offs and landings, ultra-long flights require an airline to fill an aircraft's fuel tanks to the maximum; this means that, en route, the plane is burning a lot of fuel just to carry fuel, a "flying tanker with a few people on board," Air France-KLM SA's chief executive Pierre-Henri Gourgeon told the Wall Street Journal. While Thai Airways has consistently filled 80% of the seats on its NYC-Bangkok flights, it estimates that, at 2008 fuel prices, it would need an impossible 120% of seats filled just to break even.[12] Other airlines are re-examining long-haul flights. In August, 2008, Cathay Pacific told the Wall Street Journal that rising fuel prices are hurting its trans-Pacific long haul routes disproportionately; it will cut the number of such flights it offers and redeploy its aircraft to shorter routes such as between Hong Kong and Australia. "We will...reshaping our network where necessary to ensure we fly aircraft to where we can cover our costs and also make some money," Cathay Pacific CEO Tony Tyler told the newspaper.[13]
Airbus A340
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Variants
There are four variants of the A340. The A340-200 and A340-300 were launched in 1987 with introduction into service in March 1993. The A340-500 and A340-600 were launched in 1997 with introduction into service in 2002. All variants are available in a corporate version from Airbus Executive and Private Aviation.
A340-200
One of two initial versions of the A340, the A340-200, with 261 passengers in a three-class cabin layout has a range of 7,450 nautical miles (13,800km), or with 239 passengers also in a three-class cabin layout has a range of 8,000 nautical miles (14800km). This is the shortest version of the type and the only version with wingspan measuring greater than the length of the plane. It is powered by four CFMI CFM56-5C4 engines. The plane was intended to open long and thin routes, especially over water. The closest Boeing competitor for this aircraft is the Boeing 767-400.
Qatar Airways A340-200
One version of this type (referred to by Airbus as the A340-8000 was ordered by the Sultan of Brunei requesting a non-stop range of 8,000 nautical miles (14820km). This A340-8000 had an increased fuel capacity, an MTOW of 275 tonnes similar to the A340-300, and minor reinforcements to the undercarriage. Upon completion its final range was specified at 8,100 nautical miles (15,000km). It is powered by the 34,000lbf (151kN) thrust CFMI CFM56-5C4s similar to the -300E. Only one A340-8000 was produced by Airbus A340-213X (msn 204). It was delivered to Brunei-based HM the Sultans Flight in November 1998, but never entered service and was parked unfitted at Lufthansa Technik in Hamburg. The aircraft was later acquired in by Saudi Arabian VIP in February 2007 as it updated its widebody fleet, according to Flights ACAS database.[14] Other A340-200s were later given performance improvement packages (PIPs) which helped them achieve similar gains in capability as to the A340-8000. Those aircraft are labeled A340-213X. The range for this version is 8,000 NM (14,820km). Due to its large wingspan, four engines, low capacity, and improvements to the A340-300, the -200 proved heavy and unpopular with mainstream airlines. Only 28 A340-200s were produced with several now in VIP service. South African Airways is the largest operator with 6 flying mostly on Cape Town routes. Other current operators include Aerolineas Argentinas (4), Royal Jordanian (4), Egypt Air (3) and Conviasa (1). Some A340-200s are used for VIP or military use. Examples of these are Royal Brunei Airlines, Qatar Amiri Flight, Arab Republic of Egypt Government, Saudi Arabia Air Force, The Hashemite Kingdom of Jordan and the French Air Force. Other historical operators include Cathay Pacific, Philippine Airlines, and Air Bourbon, among others. This version is now out of production.
Airbus A340
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A340-300
The A340-300 flies 295 passengers in a typical three-class cabin layout over 6,700 nautical miles (12,400km). This is the initial version, having flown on 25 October 1991, and entered service with Lufthansa and Air France in March 1993. It is powered by four CFMI CFM56-5C engines, similar to the -200. Its closest competitor is the Boeing 777-200ER. The A340-300E, often mislabeled as A340-300X, has an increased MTOW of up to 275 tonnes and is powered by the more powerful Turkish Airlines Airbus A340-300 34,000lbf (151kN) thrust CFMI CFM56-5C4 engines. Typical range with 295 passengers is between 7,200 and 7,400nautical miles (13,300km and 13,700km). The largest operator of this type is Lufthansa with 30 aircraft. It was first delivered to Singapore Airlines in April 1996, though Singapore Airlines no longer operates this model. The A340-300 Enhanced is the latest version of this type and was first delivered to South African Airways in 2003. It received newer CFM56-5C4/P engines and improved Avionics and Fly-by-Wire systems developed for the A340-500/-600. The A340-300 is no longer in production with the last of 217 -300s delivered to a private Russian customer in September 2008, with the final airline delivery to Finnair in July 2008. The A340-300 will be superseded by the A350-900.
A340-500
The A340-500 was introduced as the world's longest-range commercial airliner. It made its first flight on 11 February 2002, and was certified on 3 December 2002 with early deliveries to Emirates Airline. While the KC-10 Extender is the longest-ranged production aircraft, the A340-500 was the world's longest-range commercial airliner until the introduction of the Boeing 777-200LR in February 2006. The A340-500 can fly 313 passengers in a three-class cabin layout over 8,650 nautical miles (16,020km), e.g. it is capable of travelling Etihad Airways Airbus A340-500 taking off from non-stop from London to Perth, Australia, though a return flight London Heathrow Airport requires a fuel stop due to headwinds.[15] Singapore Airlines, for example, initially used this model in a two-class, 181-passenger layout for its Newark-Singapore nonstop route: an 18-hour, 45-minute "westbound" (really northbound to 70nmi (130km) abeam the North Pole; then south from there across Russia, Mongolia and China), 18-hour, 30-minute eastbound, 15,345km (8,285 NM) journey that remains the longest scheduled non-stop commercial flight in the world.[16] By late June 2008, Singapore Airlines completed conversion of its 5 A340-500s to an all-Business Class configuration, with 100 seats, due to high-end passenger demand. These aircraft are also used on the SQ Los Angeles-Singapore nonstop route. Thai Airways International flew this model on nonstop flights from Bangkok to Los Angeles and New York/JFK, but terminated its New York service on 1 July 2008 due to increased fuel costs. A major U.S. airline magazine reported in late January 2010 that Thai was considering restarting its Bangkok-New York/JFK route with its A340-500 fleet. Thai's Los Angeles-Bangkok route is still in service. Thai's entire fleet of four A340-500s was put up for sale, but poor resale value caused Thai to withdraw them from the market in October 2008. Thai is now using some of these aircraft on thinner European routes, such as Bangkok-Athens, but may sell them all as soon as it can obtain a reasonable price. They are worth about USD 180 million each. A major airplane recycler recently offered Thai USD
Airbus A340 50 million each for its A340-500 fleet, which was declined. Etihad Airways is a recent new customer. In the first transfer of A340-500s from one airline to another, TAM Brazilian Airlines has leased two Air Canada airplanes for use on its So Paulo-Milan route. They will be transferred to a new TAM route between So Paulo and Johannesburg later in CY2010. Additionally, Nigeria's Arik Air has acquired three A340-500s following relinquishment of their delivery positions by Kingfisher Airlines of India. Kingfisher canceled one of its initial five-airplane A340-500 order in November 2009; this may reduce the total orders for the A340-500 from 35 to 34. A total of 35 A340-500s have been ordered by seven airlines and four Government "VIP" operators (including Qatar and Algeria), with 30 delivered as of November, 2009. Compared with the A340-300, the -500 features a 4.3 m fuselage stretch, an enlarged wing area, massive increase in fuel capacity (around 50% over -300), slightly higher cruising speed, larger horizontal stabilizer and smaller vertical tailplane. The A340-500/-600 has taxi cameras to help the pilots during ground maneuvers. The A340-500 is powered by four 53,000lbf (236kN) thrust Rolls-Royce Trent 553 turbofans. The A340-500HGW (High Gross Weight) version has a range of 9,000NM (16,700km) and an MTOW of 380 tonnes and first flew on 13 October 2006. It uses the strengthened structure and enlarged fuel capacity of the A340-600HGW. The certification aircraft became the first delivery, to Thai Airways International, on 11 April 2007.[17] Kingfisher Airlines had planned to use this model to operate nonstop flights from India to North America. However, in October 2008, Kingfisher transferred three of its five delivery positions to Arik Air of Nigeria, due to the worldwide recession. Arik Air received these three A340-500s in November, 2008, and placed them in service on its new Lagos-London Heathrow route and Lagos-Johannesburg route, with a nonstop route to New York added in January, 2010. Atlanta, Miami and Houston are planned to be added later.[18] [19] The A340-500HGW is powered by four 56,000lbf (249kN) thrust Rolls-Royce Trent 556 turbofans. Emirates Airline is the largest operator, with ten aircraft. The direct Boeing equivalent is the 777-200LR, which entered service in February 2006, exceeding the A340-500 as the world's longest-range commercial airliner.
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A340-600
Designed as an early generation 747 replacement, the A340-600 flies 380 passengers in a three-class cabin layout (419 in 2 class) over 7,500 nautical miles (13,900km). It provides similar passenger capacity to a 747 but with 25% more cargo volume, and at lower trip and seat costs. First flight of the A340-600 was made on 23 April 2001. Virgin Atlantic began commercial services in August 2002. The A340-600 is more than 10m longer than a basic -300, more than four metres longer than the Boeing 747-400 and 2.3m longer than the A380. It held the record for being the world's longest commercial China Eastern Airbus A340-600 in Expo 2010 aircraft until February 2010 with the first flight of the Boeing 747-8. livery The A340-600 is powered by four 56,000lbf (249kN) thrust Rolls-Royce Trent 556 turbofans. It also has an additional four-wheel undercarriage on the fuselage center-line to cope with the increased MTOW. Airbus has made provisions for freeing additional upper deck main cabin space by providing optional arrangements for additional facilities such as crew rest areas, galleys, and lavatories upon the "stretched" A340 aircraft's lower deck.
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In April 2007, The Times reported that Airbus had advised carriers to reduce cargo in the forward section by five tonnes to compensate for overweight first and business class sections. The additional weight causes the aircraft's center of gravity to move forward thus reducing cruise efficiency. Airlines affected by the advisory are considering demanding compensation from Airbus.[20] The A340-600HGW (High Gross Weight) version first flew on 18 November 2005[21] and was certified on 14 April 2006.[22] It has an MTOW of 380 tonnes and a range of up to 7,900NM (14,600km), made possible by strengthened structure, increased fuel capacity, more powerful engines and new manufacturing techniques like laser beam welding. The A340-600HGW is powered by four 60,000lbf (267kN) thrust Rolls-Royce Trent 560 turbofans. Emirates Airline became the launch customer for the -600HGW when it ordered 18 at the 2003 Paris Air Show[23] ; but postponed their order indefinitely and later cancelled. Rival Qatar Airways, which placed its order at the same airshow, took delivery of only four aircraft with the first aircraft on September 11, 2006.[24] It has since let its purchase options expire.[25] The most direct Boeing equivalent to the A340-600 is the 777-300ER.The A340-600 will eventually be replaced by the A350-1000, which will also compete with the 777-300ER.
Thai Airways Airbus A340-600
Planform view of a Virgin Atlantic A340-600 take off. The undercarriage is still retracting.
In March 2010 a leading British aviation magazine reported that Virgin Atlantic Airways had converted the last six remaining A340-600s on the Airbus order book to the A330 model for route expansion. (The article did not specify if the -200 or the -300 had been chosen, but it did mention Vancouver as a possible destination and that the airframes would include next-gen entertainment systems.) The article stated that Airbus had converted the six orders to the A330 model leaving no more A340-600s on back order. This led the magazine to speculate that as the A350 is on its way the whole A340 line might be closed.
Operators
Deliveries
By the end of May 2010 a total of 378 A340s had been ordered (28 A340-200, 218 A340-300, 35 A340-500 and 97 A340-600) and 372 delivered (28 A340-200, 218 A340-300, 30 A340-500 and 96 A340-600).[1]
2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1 10 13 11 24 24 28 33 16 22 19 20 24 33 28 19 25 22
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As of January 2010, the A340 has not had a fatal incident, but there have been five hull-loss accidents: 20 January 1994 - Air France, an A340-211 (F-GNIA [26]) was lost to fire during servicing at Charles de Gaulle Airport. 24 July 2001 - SriLankan Airlines, an A340-300 (4R-ADD [27]) was blown up by Liberation Tigers of Tamil Eelam terrorists while on the ground at the Bandaranaike International Airport. 2 August 2005 - Air France Flight 358, all 297 passengers and 12 crew survived a crash and fire after their A340-300 (F-GLZQ [28]) overshot runway 24L at Toronto Pearson International Airport during a landing in a thunderstorm. The aircraft slid into Etobicoke Creek and broke-up. Forty-three were injured, one seriously; some passengers jumped nearly 20ft (6m) to the ground. 9 November 2007 - An Iberia Airlines A340-600 (EC-JOH) was badly damaged after sliding off the runway at Ecuadors Mariscal Sucre International Airport. The landing gear collapsed and two engines broke off. All 333 passengers and crew were evacuated via inflatable slides, and there were no serious injuries. The aircraft was scrapped. 15 November 2007 - An A340-600 (F-WWCJ) was damaged beyond repair during ground testing at Airbus facilities at Toulouse Blagnac International Airport. During an engine test prior to the airplane's planned delivery to Etihad Airways,[29] the unchocked aircraft accelerated to 31 knots[29] and collided with a sloped concrete (exhaust deflection) wall, raising the nose of the plane several meters. The cockpit section broke off and fell to the ground from a significant height, and the right wing, tail, and two left engines contacted the wall or ground. Nine people on board were injured, four of them seriously, and fire services were unable to stop one undamaged engine from running on accumulated fuel for almost seven hours.[29] The aircraft was written off.[30] 20 March 2009 - An A340-500 (A6-ERG) being used for Emirates Airline Flight 407 struck its tail multiple times during the takeoff roll from Melbourne Airport, when an incorrect flex temp was used,[31] resulting in severe damage to the rear pressure bulkhead. The aircraft returned safely to the airport after dumping fuel and no serious injuries were reported among the 225 passengers. The aircraft was initially expected to be written off, but was instead flown back to Airbus Industries in Toulouse, France from Melbourne for major repairs, as Flight EK-7608. This special, unpressurized flight, lasting several days from 20 June 2009, was flown at 10,000 feet, with two en route stops at Perth and Dubai. The repair estimate is 80 million U.S. dollars.[32]
Specifications
Model Cockpit crew Seating capacity 300 (2-class, typical) 261 (3-class, typical) [33] [34] 375 maximum 59.39metres (194ft10in) 335 (2-class, typical) 295 (3-class, typical) [33] [34] 375 maximum 63.60metres (208ft8in) A340-200 A340-300 Two 359 (2-class, typical) 313 (3-class, typical) [33] 375 maximum 67.90metres (222ft9in) 419 (2-class, typical) 380 (3-class, typical) [33] 440 maximum 75.30metres (247ft1in) A340-500 A340-600
Overall length Wingspan Wing area Wing sweepback Overall height Maximum cabin width
60.30metres (197ft10in) 361.6square metres (3892sqft) 30 degrees 16.70metres (54ft9in) 16.85metres (55ft3in)
63.45metres (208ft2in) 439.4square metres (4730sqft) 31.1 degrees 17.10metres (56ft1in) 17.30metres (56ft9in)
5.28metres (17ft4in)
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5.64metres (18ft6in) 19.7cubic metres (700cuft) 129000kilograms (280000lb) 130200kilograms (287000lb) 170900kilograms (377000lb) HGW: 174800kilograms (385000lb) 372000kilograms (820000lb) HGW: 380000kilograms (840000lb) 177800kilograms (392000lb) HGW: 181900kilograms (401000lb) 368000kilograms (810000lb) HGW: 380000kilograms (840000lb)
Fuselage width Cargo capacity Operating empty weight, typical
Maximum take-off weight (MTOW)
275000kilograms (610000lb)
276500kilograms (610000lb)
Cruising speed Maximum speed Maximum range, fully loaded
Mach 0.82 (871km/h/537mph at 11,000m/36,000ft)
Mach 0.83 (881km/h/543mph at 11,000m/36,000ft)
Mach 0.86 (913km/h/563mph at 11,000m/36,000ft) 8000nautical miles (15000km; 9200mi) 7400nautical miles (13700km; 8500mi) 8670nautical miles (16060km; 9980mi) HGW: 9000nautical miles (17000km; 10000mi) 3050metres (10010ft) 7750nautical miles (14350km; 8920mi) HGW: 7900nautical miles (14600km; 9100mi) 3100metres (10200ft)
Take off run at MTOW Maximum fuel capacity
2990metres (9810ft) 155040litres (34100imp gal; 40960US gal)
3000metres (9800ft) 147850litres (32520imp gal; 39060US gal)
214810litres (47250imp 195880litres (43090imp gal; 56750US gal) gal; 51750US gal) HGW: 222000litres HGW: 204500litres (49000imp gal; (45000imp gal; 59000US gal) 54000US gal)
Service ceiling Engines (4) Thrust (4) CFM56-5C
12527metres (41099ft) RR Trent 500 236249 kilonewtons (5300056000 lbf) 249267 kilonewtons (5600060000 lbf)
139151 kilonewtons (3100034000 lbf)
Engines
Model Date Engines [33]
A340-211 1993 A340-212 1994 A340-213 1994 A340-311 1993 A340-312 1994 A340-313 1997 A340-541 2003
CFM 56-5C2 CFM 56-5C3 CFM 56-5C4 CFM 56-5C2 CFM 56-5C3 CFM 56-5C4 RR Trent 553-61 RR Trent 556-61
A340-642 2002
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See also
Competition between Airbus and Boeing Comparison of commercial aircraft
Related development
Airbus A330
Comparable aircraft
Boeing 747 Boeing 777 Ilyushin Il-96 McDonnell Douglas MD-11
Related lists
List of airliners List of civil aircraft List of Airbus A340 operators Wide-body aircraft
External links
Official Airbus Website on A330 and A340 airliners [35] History and pictures of the Airbus A340-300 [36] Aircraft-Info.net - Airbus A340-200 [37] Airbus A340 production list [38] Quito crash 9 November 2007 [39] Assembly of an Airbus A340-600 in 340 seconds [40] at Google Video (Adobe Flash video)
References
[1] "Airbus orders & deliveries" (http:/ / www. airbus. com/ odxml/ orders_and_deliveries. xls). Airbus S.A.S. . [2] "Airbus Aircraft Range of 2008 List Prices" (http:/ / www. airbus. com/ store/ mm_repository/ pdf/ att00011726/ media_object_file_ListPrices2008. pdf) (PDF). Airbus S.A.S. . Retrieved 27 July 2008. [3] Aircraft Family - (A330-200) Specifications (http:/ / www. airbus. com/ en/ aircraftfamilies/ a330a340/ a330-200/ specifications. html) [4] Aviation Past- Airbus A330 (http:/ / www. aviationpast. com/ A330. html) [5] Steve's Airshow World - Aircraft Factfile and Recognition Guide - Airbus A330 (http:/ / www. stevesairshow. com/ factfile/ a330. html) [6] FLUG REVUE February 2000: The Airbus story (http:/ / www. flug-revue. rotor. com/ FRheft/ FRH0002/ FR0002d. htm) [7] The Airbus A330 Aircraft Information (http:/ / www. aircraft-photos. net/ Airbus_A330. aspx) [8] http:/ / www. flug-revue. rotor. com/ frtypen/ FRA34060. htm [9] BCC article on Mobile call during flight (http:/ / news. bbc. co. uk/ 2/ hi/ middle_east/ 7308041. stm) dated 20 March 2008 [10] EXCLUSIVE: Enhanced A340 to take on 777 (http:/ / www. flightglobal. com/ articles/ 2005/ 11/ 29/ 203391/ exclusive-enhanced-a340-to-take-on-777. html) [11] Aviation Week & Space Technology, 29 October 2007, p. 63 [12] Airlines curb Long Flights to Save on Fuel, Wall Street Journal, 8 July 2008, pp.B1-B2 [13] Cathay Pacific to Cut Flights to Los Angeles, Wall Street Journal, 12 August 2008, p.D3 [14] Airclaims Jet Programs [15] Clark, Andrew (2004-06-29). "Record longest flight flies in the face of its critics" (http:/ / www. guardian. co. uk/ business/ 2004/ jun/ 29/ theairlineindustry. travelnews). London: The Guardian. . Retrieved 2010-02-03. [16] "Singapore Air makes longest flight" (http:/ / web. archive. org/ web/ 20071225022217/ http:/ / edition. cnn. com/ 2004/ BUSINESS/ 06/ 28/ singapore. airline/ ). CNN. Archived from the original (http:/ / edition. cnn. com/ 2004/ BUSINESS/ 06/ 28/ singapore. airline/ ) on 2007-12-25. . [17] Jetphotos Airbus A340-541HGW HS-TLD (http:/ / www. jetphotos. net/ census/ aircraft2. php?msnid=A330/ 40-775) JetPhotos.net [18] Kingfisher Purchases Five Airbus A340-500 (http:/ / www. flykingfisher. com/ media-center/ archives. aspx) flykingfisher.com [19] Kingfisher purchases five A340-500 (http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ pressreleases_items/ 06_04_24_a340500_kingfisher. html) Airbus.com
Airbus A340
[20] "Carriers ponder compensation claims against Airbus for overweight aircraft" (http:/ / business. timesonline. co. uk/ tol/ business/ industry_sectors/ engineering/ article1624119. ece). The Times (London). 2007-04-07. . Retrieved 2007-04-07. [21] "New A340-600 takes to the skies" (http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ pressreleases_items/ 11_18_05_A340600. html). 2005-11-18. . Retrieved 2006-08-06. [22] "Newly certified A340-600 brings 18% higher productivity" (http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ pressreleases_items/ 06_04_14_certifies_a3400600. html). 2006-04-14. . Retrieved 2006-08-06. [23] "Emirates orders 41 additional Airbus aircraft" (http:/ / www. airbus. com/ en/ presscentre/ pressreleases/ pressreleases_items/ 06_16_03_Emirates. html). 2003-06-16. . Retrieved 2006-08-06. [24] "Qatar Airways First Airbus A340-600 Arrives In Doha" (http:/ / www. qatarairways. com/ global/ en/ homepage. html?id=0,2773,0,0,1,0& tab=5). . www.qatarairways.com [25] "First Boeing jet of many touches down in Qatar" (http:/ / www. seattlepi. com/ business/ 341702_qatar30. html). . [26] http:/ / www. airdisaster. com/ cgi-bin/ search_keyword. cgi?search=F-GNIA [27] http:/ / www. airdisaster. com/ cgi-bin/ search_keyword. cgi?search=4R-ADD [28] http:/ / www. airdisaster. com/ cgi-bin/ search_keyword. cgi?search=F-GLZQ [29] "Accident survenu le 15 novembre 2007 sur larodrome de Toulouse Blagnac lAirbus A340-600 numro de srie 856" (http:/ / www. bea-fr. org/ docspa/ 2007/ f-cj071115/ pdf/ f-cj071115. pdf) (in French). BEA (Bureau d'Enqutes et d'Analyses pour la Scurit de l'Aviation Civile). . Retrieved 2009-11-04. [30] "Toulouse accident occurred as Airbus A340 was exiting engine test-pen" (http:/ / www. flightglobal. com/ articles/ 2007/ 11/ 19/ 219705/ toulouse-accident-occurred-as-airbus-a340-was-exiting-engine-test-pen. html). Flight Global.com. . Retrieved 2008-11-17. [31] Australian Transport Safety Bureau. ATSB Interim report AO-2009-012 (http:/ / www. atsb. gov. au/ publications/ investigation_reports/ 2009/ aair/ ao-2009-012. aspx). 18 December 2009. Viewed 20 December 2009. [32] "Accident: Emirates A345 at Melbourne on 20 Mar 2009, tail strike and overrun on takeoff" (http:/ / avherald. com/ h?article=416c9997/ 0009). Aviation Herald. 2009-06-19. . Retrieved 2009-06-29. [33] "Type Certificate Data Sheet A.015 AIRBUS A340" (http:/ / easa. europa. eu/ ws_prod/ c/ doc/ Design_Appro/ Aircrafts/ TCDS EASA. A. 015 Airbus A340 _issue 17 dtd 27 Nov 09_ bis. pdf). European Aviation Safety Agency. 27 Nov 2009. . Retrieved 2010-01-18. [34] 375 When four A type doors fitted [35] http:/ / www. airbus. com/ en/ aircraftfamilies/ a330a340 [36] http:/ / www. airliners. net/ aircraft-data/ stats. main?id=27 [37] http:/ / web. archive. org/ web/ 20071110031045/ portal. aircraft-info. net/ article19. html [38] http:/ / www. airfleets. net/ listing/ a340-1. htm [39] http:/ / www. dailymotion. com/ country:ch/ video/ x3giaz_iberia-airbus-a340600-quito-crash_travel [40] http:/ / video. google. com/ videoplay?docid=-4319372085052131261
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Airbus A350
Airbus A350
Airbus A350 XWB concept on Etihad Airways livery Role National origin Manufacturer First flight Introduction Status Unit cost Wide-body jet airliner European Union Airbus 2012 (scheduled) 2013 (scheduled) Under development A350-800: $208.7 million A350-900: $240.6 million [1] A350-1000: $269.6 million
The Airbus A350 is a long-range, mid-size, wide-body family of airliners currently under development by European aircraft manufacturer Airbus. The A350 will be the first Airbus with both fuselage and wing structures made primarily of carbon fiber-reinforced plastic.[2] The A350 is designed to compete with the Boeing 777 and the Boeing 787. Airbus claims that it will be more fuel-efficient, with up to 8% lower operating cost than the Boeing 787.[2] It is scheduled to enter into airline service in 2013. The launch customer for the Airbus A350 is Qatar Airways, which ordered 80 of all three variants.[3] Development costs are projected to be US$15 billion.[4]
Development
Early designs
When Boeing announced its 787 Dreamliner project, it claimed the lower operating costs of this aircraft would make it a serious threat to the Airbus A330. In public announcements, 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 the Boeing 767. At first, 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.
Airbus A350 On 16 September 2004, then-Airbus president and CEO Nol 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.[5] 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 to 300-seat twin-engine 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. As a result of a controversial design, 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 8800nmi (16300km) with typical passenger capacity of 253 in 3-class configuration and the 300-seat (3-class) A350-900 with 7500nmi (13900km) 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 that 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.[6] [7] 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."[8] 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.[9] 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."[10] On 13 June, 2006 (Paris Airshow), Qatar Airways announced that it has placed an order for 60 A350 aircraft. In September 2006 Qatar Airways signed an MoU with General Electric to launch the GEnx-1A-72 for the aircraft.[11]
[12] [13]
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On 14 June 2006, Singapore Airlines announced it had selected the 787 over the A350, ordering 20 787-9s.[14] Emirates Airline decided against making an order for the initial version of the A350 because of weaknesses in the design,[15] but has since made a large order for A350 XWBs.[16]
XWB
As a result of these criticisms, in mid-2006 Airbus undertook a major review of the A350 concept. The proposed new A350 with a larger fuselage cross-section has become more of a competitor to the larger Boeing 777 as well as some models of the Boeing 787. The A350 fuselage can accommodate 10 passengers per row in a high-density configuration.[17] The A330 and previous iterations of the A350 would only be able to accommodate 8 passengers per row in normal configurations. The 787 can accommodate 8 or 9 passengers per row, while the 777 can accommodate 9 passengers per row (a few airlines
Interior mock-up of the Business Class Of the A350 XWB.
Airbus A350 seat 10 passengers abreast in some of their 777s). From the point of view of a seated passenger, the A350 cabin is 13cm (5.1in) wider at eye level than the competing 787, and 28cm (11in) narrower than the Boeing 777, its other competitor. (See wide-body aircraft for a comparison of cabin widths and seating). All A350 passenger models will have a range of at least 8000nmi (15000km). There was some speculation that the revised aircraft would be called the Airbus A370 or A280, with Airbus going as far as accidentally publishing an advert referring to the aircraft as the "A280" on the Financial Times website. However, on 17 July 2006, at the Farnborough Airshow, Airbus announced that the redesigned aircraft would be called A350 XWB (Xtra-Wide-Body). Airbus achieved its first sale of the redesigned A350 four days after its unveiling when Singapore Airlines announced an order for 20 A350 XWBs with options of a further 20. Its CEO, Chew Choon Seng, said in a statement, that "it is heartening that Airbus has listened to customer airlines and has come up with a totally new design for the A350."[18] Late in 2006, a decision on formal launch was delayed as a result of delays of the Airbus A380[19] and wrangles about how the development would be funded. EADS CEO Thomas Enders stated that the A350 program was not a certainty, citing EADS/Airbus' stretched resources.[20] [21] On 1 December 2006 the EADS board agreed the industrial launch of the sixth iteration of the A350 [22] with costs mainly borne out of cash-flow. First delivery for the -900 is scheduled for mid-2013, with the -800 and -1000 following on, respectively, 12 and 24 months later.[23] At a press conference 4 December 2006 a few new technical details of the A350 XWB design were revealed, but no new customers were identified and John Leahy indicated existing A350 contracts were under re-negotiation due to increases in prices compared to the original A350s contracted. On 4 January 2007, Airbus announced that Pegasus Aviation Finance Company had placed the first firm order for the A350 XWB with an order for two aircraft, though the variants were unspecified at the time.[24] The Airbus board of directors approved the industrial launch of the A350-800, -900 and -1000 in December 2006. The XWB will impose a couple of years of delay into the original timetable and almost double development costs from $5.3 billion to approximately $10 billion.[25] [26] The total development cost for the A350 is estimated at US$15 billion by Reuters.[4] Although the mid-2013 delivery date of the A350 remains unchanged, longer than anticipated development activities for the aircraft have forced Airbus to delay the final assembly and first flight of the aircraft to Q3 2011 and Q2 2012 respectively. As such, flight testing will be compressed from the original 15 months to a 12 month schedule. However, A350 program chief Didier Evrard stressed that the delays only affect the A350-900 and that the A350-800 and A350-1000 schedules remain unchanged.[27]
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Design
In September 2007, Airbus rolled out new design advances to a gathering of 100 representatives from existing and potential XWB customers. The A350 XWB will be built on the technologies developed for Airbus A380 and will have a similar cockpit and fly-by-wire systems layout.[28] The A350XWB will be made out of 53% composites, 19% Al/Al-Li, 14% titanium, 6% steel and 8% miscellaneous.[29] This compares to the Boeing 787, which consists of 50% composites, 20% aluminium, 15% titanium, 10% steel and 5% the balance.[30] October 2008 was the Airbus internal goal to freeze the design and Airbus expects 10% lower airframe maintenance cost and 14% lower empty seat weight than competing aircraft.[2] Airbus claims that the new design provides a better cabin atmosphere with 20% humidity level during flight and typical cabin altitude at or below 6000ft (1800m), pressurization at 6000ft (1800m) and flow management system that adapts cabin airflow to passenger load with draft-free air circulation.[2] Airbus is aiming to certificate the A350 with 350min ETOPS capability upon service entry.[31]
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Fuselage
The new XWB fuselage will have a constant width from door 1 to door 4, unlike previous Airbus aircraft to provide maximum usable volume. The double-lobe (ovoid) fuselage cross-section will have a maximum outer diameter of 5.97m (19.6ft), compared to 5.64m (18.5ft) for the A330/A340. The cabin's internal diameter will be 5.61m (18.4ft) wide at armrest level compared with 5.49m (18.0ft) of the 787[32] and 5.86m (19.2ft) of the 777). In the eight-abreast 2-4-2 arrangement, which is a premium economy Standard nine-abreast configuration mock-up of layout, the seats will be 49.5cm (19.5in) wide between 5cm (2.0in) the economy class of the A350. wide arm rests. Airbus claims that the seat width will be 1.3cm (0.5in) greater than the seat on the 787 in the equivalent configuration. In the 9-abreast, 3-3-3 standard layout, the XWB's seat width will be 45cm (18in) which will be 1.3cm (0.5in) wider than the proposed equivalent seat layout for the Boeing 787.[2] [32] A 10-abreast high density is also available.[17] Although Airbus previously suggested Boeing's use of composite materials for the 787 fuselage was premature, and that the original A350s would be made from aluminium-lithium, the new A350 XWB will feature large carbon fibre panels for the main fuselage skin. After facing criticism for maintenance costs,[33] Airbus confirmed in early September 2007 the adoption of composite fuselage frames for the aircraft structure.[34] [35] The composite frames will feature aluminium strips to ensure the electrical continuity of the fuselage (for dissipating lightning strikes).[36] However, the fuselage crossbeams remain metallic, but Airbus is running trade-off studies to evaluate switching them to composite. Airbus had signed a firm contract with BMW for development of an interior concept for the original A350.[37] On February 4, 2010, Airbus signed a contract for delivering in-flight entertainment and communication (IFEC) systems for the Airbus A350 XWB with Panasonic Avionics Corporation. Airbus will use a full mock up fuselage to develop the wiring, a different approach than the A380, on which the wiring was all done on computers.[38]
Wings
The A350 will feature new all-composite wings that will be common to all three proposed variants.[39] With an area of 443m2 (4770sqft)[40] it will be the largest wing ever produced for a single-deck widebody aircraft. The geometric wingspan of 64.8m (213ft)[40] is 4.5m (15ft) greater than that of the A330. This is the same span as the long-range Boeing 777-200LR/777-300ER, which has slightly less area. The new wing will have 31.9-degree sweep[40] (1.9 degrees more than the A330) helping to increase typical cruise speed to Mach 0.85 and maximum operating speed to Mach 0.89. A new trailing-edge high-lift system has been adopted with an advanced dropped-hinge flap (similar to that of the A380), which permits the gap between the trailing edge and the flap to be closed with the spoiler.[41] The manufacturer has extensively used computational fluid dynamics and also carried out more than 4,000h hours of low- and high-speed windtunnel testing to refine the aerodynamic design,[42] achieving the final configuration of wing and winglet on the "Maturity Gate 5" on 17 December 2008.[43] Airbus is planning a 570 million (US$760 million) investment to upgrade composite capability at its Broughton site in the United Kingdom, in preparation for its role as final assembly location for the A350 XWB wing.[44] In June 2009, the Welsh Assembly announced provision of a 28million grant to provide a training centre, production jobs and money towards the new production centre.[45]
Airbus A350
134
Nose
The XWB's nose section will adopt a configuration derived from the A380 with a forward-mounted nosegear bay and a six-panel flightdeck windscreen.[46] This differs substantially from the four-window arrangement in the original design. The new nose will improve aerodynamics and enable overhead crew rest areas to be installed further forward and eliminate any encroachment in the passenger cabin. The new windscreen has been revised to improve vision by reducing the width of the center post. The upper shell radius of the nose section has been increased. The nose bears a resemblance to the nose of the BAe 146. The nose is likely to be constructed from aluminium but Airbus is currently running trade-off studies considering one-piece carbon fibre structure. According to Gordon McConnell, A350 Chief Engineer, a carbon fibre structure would need titanium reinforcements for birdstrike protection, thus the aluminium structure is the best [47] cost-wise.
Cockpit
The revised design of the cockpit dropped the A380-sized display and adopted 15in (38cm) LCD displays. The new six-screen configuration A350XWB new nose and general interior arrangement. will have two central displays mounted one above other (the lower one above the thrust levers) and a single (for each pilot) primary flight/navigation display with an on-board information system screen adjacent to it.[48] Airbus claims the new cockpit will allow advances in navigation technology to be placed on the displays in the future plus flexibility and capacity to upload new software and to combine data from multiple sources and sensors for flight management and aircraft systems control.[49] The A350 XWB will also feature a head-up display. The avionics will be a further development of the integrated modular avionics (IMA) concept found on the A380. The A350's IMA will manage up to 40 functions (versus 23 functions for the A380) such as landing gear, fuel, brakes, pneumatics, oxygen system, cabin pressurisation system, and fire detection.[49] Airbus claims benefits such as reduced maintenance and less weight because IMA replaces multiple processors and LRUs with around 50% fewer standard computer modules known as line-replaceable modules. The IMA runs on a 100-Mbit/s network based on the avionics full-duplex (AFDX) standard, already employed in the A380 instead of the Arinc 429 system on the A330/A340. In January 2008, French-based Thales Group won the US$2.9 billion 20-year contract to supply avionics and navigation equipment for the A350 XWB. Thales competed against Honeywell and Rockwell Collins for the flight deck supply contract.[50] However, US-based Rockwell Collins and Moog Inc were chosen to supply the horizontal stabiliser actuator and primary flight control actuation, respectively.
Engines
Airbus has confirmed that it will further develop a full bleed air system on the engines,[51] [52] [53] rather than the bleedless configuration used on the Boeing 787. Rolls-Royce has agreed with Airbus to supply a new variant of the Trent engine for the A350 XWB, currently called the Trent XWB. After the low-speed windtunnel test, Airbus has frozen the static thrust at sea level for all three proposed variants in the 7500093000 lbf (330410 kN) range.[54] Airbus will begin a flight-test programme of the Rolls-Royce Trent XWB using the superjumbo A380 development aircraft in early 2011, ahead of engine certification at the end of 2011. The first engine test on the Trent was made in june 2010 [55]. GE has stated it will not offer the GP7000 engine on the aircraft, and that previous contracts for the GEnx on the original A350 did not apply to the XWB.[56] Fellow Engine Alliance partner Pratt & Whitney seems to be at odds
Airbus A350 with GE on this, publicly stating that it is looking at an advanced derivative of the GP7000.[57] In April 2007, Airbus former chief executive Louis Gallois held face-to-face talks with senior General Electric management over developing a new variant of the GEnx engine for the A350 XWB.[58] In June 2007, Rolls-Royce announced that it had signed its biggest ever contract with Qatar Airways for the Trent XWB to power 80 A350 XWBs on order from Airbus worth $5.6 billion at list prices,[59] and in June 2007, Airbus' Chief Operating Officer John Leahy indicated that the A350 XWB will not feature the GEnx engine, claiming that Airbus wants GE to offer a more efficient version for the new Airbus airliner.[60] Since then, largest GE engines operators Emirates Airline, US-based US Airways, Hawaiian Airlines and ILFC have selected the RR Trent XWB for their future fleet of A350. The Trent XWB family comprises two basic engines to power the three A350 variants. The baseline 84,000lb-thrust (374kN) version for the A350-900 will be derated to 75,000lb and 79,000lb for the -800, while an upgraded 93,000lb thrust version will power the A350-1000. The higher rating 93,000lb engine will have some modifications to the fan module - it will be the same 118in diameter but will run slightly faster and have a new fan blade design - and some increases in temperatures brought by new materials technologies coming from its research programmes. The basic 248t MTOW -800 will be offered with a 75,000lb sea level thrust rating, while the 279t MTOW option will have 79,000lb thrust. Airbus also plan to offer a 'hot and high' rating option flat-rated at 79,000lb at higher altitudes and temperatures which uses the full capability of the -900's 84,000Ib thrust engine prompted by the operating requirements for Middle Eastern launching customers Qatar Airways, Emirates, and Etihad.[61] The Trent XWB will feature a 3-meter (118 inch) fan diameter and the design will be based on the advanced developments of the Trent 900 (Airbus A380) and Trent 1000 (Boeing 787). The Trent XWB may also benefit from the next-generation reduced acoustic mode scattering engine duct system (RAMSES), which is a noise-dampening engine nacelle intake and a carry-on design of the Airbus's "zero splice" intake liner developed for the A380.[62] Engine thrust-reversers and nacelles will be supplied by US-based Goodrich Corporation. In May 2009, GE said that if it reaches a deal with Airbus to offer the current 787-optimised GEnx for the A350, it will only power the -800 and -900 variants. GE believes it can offer a product that outperforms the Trent 1000 and Trent XWB, but has been reluctant to support an airframe that competes directly with the GE90-115B-powered 777 variants.[63]
135
Auxiliary power unit and air management system

The A350 XWB will feature a 1700shp (1300kW) HGT1700 auxiliary power unit by Honeywell, which has 10% greater power density than the previous generation of Honeywell's 331 APU family. Honeywell will also supply the air management system: the bleed air, environmental control, cabin pressure control and supplemental cooling systems.[64] The ram-air turbine will be in the lower surface of the fuselage, and the generator requirement is 100 kVA compared to 150 kVA for the A380. The selection of US-based Honeywell to supply this system is part of Airbus' strategy to contract complete work packages to a smaller number of major suppliers who are becoming system integrators on the programme.[65]
Airbus A350
136
Fuel and hydraulic systems

US-based Parker Hannifin has been selected to supply the complete fuel package: inerting system, fuel measurement and management systems, mechanical equipment and fuel pumps. The fuel tank inerting system will feature air-separation modules to generate nitrogen-enriched air that will be used to reduce the flammability of fuel vapour in the tanks. Parker will also provide hydraulic power generation and distribution system: reservoirs, manifolds, accumulators, thermal control, isolation, software and new engine- and electric motor-driven pump designs. Parker estimates the contracts will generate more than US$2 billion in revenues over the life of the programme.[66]
Landing gear
Airbus adopted a new philosophy for the attachment of the A350s main landing gear as part of the switch to a composite wing structure. Each main landing gear leg is attached to the rear wing spar forward and to a gear beam aft, which itself is attached to the wing and the fuselage. To help reduce the loads further into the wing, a double side-stay configuration has been adopted. This solution resembles the design of the Vickers VC10.[67] Airbus devised a three-pronged main landing gear design philosophy encompassing both four- and six-wheel bogies to ensure it can keep the pavement loading within limits. The A350-800 and A350-900 will both have four-wheel bogies, although the -800's will be slightly shorter to save weight. Both will fit in the same 4.1m (13ft) long bay. The proposed higher weight variant, the A350-1000 (and the A350-900R, which is being proposed to British Airways, with -900 size but with sufficient fuel capacity to allow nonstop London-Sydney flights) will use a six-wheel bogey, with a 4.7m (15ft) landing gear bay.[68] French-based Messier-Dowty will provide the main landing gear. The nose gear will be supplied by Liebherr-Aerospace.[69]
Variants
There are three variants of the A350 and all launched in 2006. The A350-900 is scheduled to enter service in 2013. The A350-800 is scheduled to enter service in 2014. The A350-1000 is scheduled to enter service at the end of 2015.[70] [71] All variants will be offered as corporate jets by wholly-owned subsidiary Airbus Executive and Private Aviation.
A350-800
The A350-800 will seat 270 passengers in a 3-class cabin 9-abreast A350 variants layout and will have a range of 15400km (8300nmi).[40] It is designed to compete with the Boeing 787-9 and to directly replace the Airbus A330-200. In January 2010, Airbus announced that the -800 would be developed as a simple shrink of the -900, incorporating minor changes to the systems and structure and share more hardware with the -900 rather than as an optimised variant as was previously planned. This increased commonality will allow a higher maximum takeoff weight, which will increase the range (or payload) of the A350-800 compared to initial plans. The change will increase fuel burn by "a few per cent", according to the programme's marketing head, Sophie Pendaries.[72] The -800's fuselage is 10 frames shorter (six forward and four aft) compared to the -900 aircraft. The baseline -800 will be offered with an MTOW of 248 tonne, MLW of 190t, MZFW of 178t, and 75,000 lb thrust engines. An optional 11 tonne increase in MTOW, to 259t with a corresponding increase of MZFW to 181t, MLW to 193t, and a higher thrust 84,000 lb engine (common with -900 engine thrust) was announced by Airbus in April 2010 to be made available for customers as an option. While the increased weights compensate for the increased empty
Airbus A350 weight of the aircraft and associated minor fuel burn panalty due to maintaining commonality with -900, it also resulted in an increase in the aircraft maximum structural payload capabality by 3 tonne or 248nm of additional range.[73] [74]
137
A350-900
The A350-900 is the first model scheduled to enter service (EIS) in 2013 and seats 314 passengers in a 3-class cabin 9-abreast layout. It has a standard design range target of 15000km (8100nmi). Airbus claim that the A350-900 will have a decrease of 16% MWE per seat, a 30% decrease in block fuel per seat and 25% better cash operating cost against the Boeing 777-200ER.[75] The -900R and -900F variants also have been proposed but not yet launched. These are to feature the higher engine thrust, strengthened structure and landing gear of the -1000.[68] Range of the "standard" A350-900R was estimated to 17,600 km (9,500 nmi), which would be boosted to about 19,100 km (10,315 nmi) by these design improvements to compete with the Boeing 777-200LR and be capable for Non-stop flight from London-Heathrow to Auckland. The -900 is designed to compete with the Boeing 777-200ER and replace the Airbus A340-300.
A350-1000
The A350-1000, which has an 11-frame stretch over the -900, is scheduled to enter service at the end of 2015.[71] It is the largest variant of the A350 family and will seat 350 passengers in a 3-class cabin 9-abreast layout.[76] It will have range of 14,800km (8,000 nmi). It is designed to compete with the Boeing 777-300ER and replace the A340-600. The A350-1000 will feature a slightly larger wing than the -800/900 models; a trailing-edge extension increasing its area by 4%. This will extend the high-lift devices and the ailerons, making the chord bigger by around 400mm, optimising flap lift performance as well as cruise performance.[71]

As of March 2010, 33 customers have placed 530 firm orders for the A350XWB.[77]
A350-800 A350-900 A350-1000 TBD Total firm orders 182 273 75 530
Source: Airbus orders data[77] Orders and deliveries by year

2006 2007 2008 2009 2010 Total Net orders Deliveries 20 330 133 22 25 530
Specifications
Airbus A350
138
Model Scheduled service entry Cockpit crew Seating, typical Overall length Wingspan Wing area Wing sweepback Overall height Fuselage width Fuselage height Cabin width Maximum takeoff weight Maximum landing [74] weight Maximum zero fuel [74] weight Manufacturer's Empty Weight Maximum cargo capacity Cruise speed Maximum cruise speed Maximum Range (with passengers and [74] baggage) Maximum fuel capacity Service ceiling Engines (2) Maximum thrust capability
A350-800
[72]
A350-900 late-2013
A350-900R 2016
[78]
A350-900F 2017
[78]
A350-1000 Late-2015
late-2014
[79]
[79]
Two 3-class: 270 2-class: 276-312 60.54m (198.6ft) 3-class: 314 2-class: 315-366 3-class: 310 66.89m (219.5ft) 64.8m (213ft) 443m2 (4770sqft) 31.9 17.05m (55.9ft) 5.96m (19.6ft) 6.09m (20.0ft) 5.59m (18.3ft) 259t (571000lb) 193t (425000lb) 181t (399000lb) 268t (591000lb) 205t (452000lb) 298t (657000lb) 233.5t (515000lb) 218.5t (482000lb) 3-class: 350 2-class:369-412 73.88m (242.4ft)
192t (423000lb)
118.2t [74] (260586.4lb) 28 LD3 or 9 pallets 36 LD3 or 11 pallets 90t (198000lb) 44 LD3 or 14 pallets
Mach 0.85 (903km/h, 561 mph, 487 knots, at 40,000 ft/12.19km) Mach 0.89 (945km/h, 587 mph, 510 knots, at 40,000 ft/12.19km) 15730km (8490nmi) 15000km (8100nmi) 17600km (9500nmi) 9250km (4990nmi) Maximum cargo payload 14800km (7990nmi)
129000l (34100US gal)
138000l (36500US gal)
156000l (41200US gal) 41450ft (12.6km) RR Trent XWB
43100ft (13.1km)
79000lbf (351kN)
84000lbf (374kN)
93000lbf (414kN)
Sources: Airbus specifications[76]
A350-800
specifications,[40]
Airbus
A350-900
specifications,[80]
Airbus
A350-1000
Airbus A350
139
See also
Competition between Airbus and Boeing Comparison of commercial aircraft
Related development
Airbus A380
Comparable aircraft
Airbus A330 Airbus A340 Boeing 777 Boeing 787
Related lists
List of civil aircraft
External links
The A350 on the Airbus website [81] The A350 presentation at Paris Airshow 2007 [82]
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Airbus A350
[49] "A350 avionics to expand on A380 system" (http:/ / www. flightglobal. com/ articles/ 2007/ 07/ 24/ 215493/ a350-avionics-to-expand-on-a380-systems. html). Flight International, July 2007. [50] "Airbus selects Thales for A350 XWB cockpit avionics" (http:/ / www. flightglobal. com/ articles/ 2008/ 01/ 21/ 220969/ airbus-selects-thales-for-a350-xwb-cockpit-avionics. html). Flight International January 2008 [51] " Airbus Unveils A350 XWB (http:/ / www. flug-revue. rotor. com/ FRheft/ FRHeft06/ FRH0609/ FR0609b. htm)." Steinke, S. Flug Revue. September, 2006. [52] Farnborough: Airbus A350 powerplant race ignites as Rolls-Royce reaches agreement to supply Trent (http:/ / www. flightglobal. com/ articles/ 2006/ 07/ 25/ 208086/ farnborough-airbus-a350-powerplant-race-ignites-as-rolls-royce-reaches-agreement-to-supply-trent. html) Flight International July 2006 [53] Patent 20090277445: System For Improving Air Quality In An Aircraft Pressure Cabin (http:/ / www. faqs. org/ patents/ app/ 20090277445) AIRBUS DEUTSCHLAND GMBH [54] (http:/ / www. flightglobal. com/ articles/ 2010/ 04/ 29/ 341141/ r-r-prepares-to-ground-test-trent-xwb-ahead-of-a380-trials-next. html) R-R prepares to ground-test Trent XWB ahead of A380 trials next year [55] http:/ / www. flightglobal. com/ articles/ 2010/ 06/ 18/ 343426/ picture-a350s-trent-xwb-engine-runs-for-first-time. html [56] Daily News - No GP7000 for A350 XWB-1000 (http:/ / atwonline. com/ news/ story. html?storyID=8150|ATW) [57] Singapore 2008: Pratt & Whitney pushes GP7000 as alternative A350 XWB engine (http:/ / www. flightglobal. com/ articles/ 2008/ 02/ 20/ 221701/ singapore-2008-pratt. html) [58] Norris, Guy. "GEnx variant may yet power A350" (http:/ / www. flightglobal. com/ articles/ 2007/ 04/ 24/ 213367/ genx-variant-may-yet-power-a350. html). Flight International, 24 April 2007. [59] "Airbus lobbies General Electric to offer GEnx for A350 XWB" (http:/ / www. flightglobal. com/ articles/ 2007/ 04/ 20/ 213347/ airbus-lobbies-general-electric-to-offer-genx-for-a350. html). Flight International April 2007 [60] Airbus Says No To GEnx For A350 XWB (http:/ / www. aero-news. net/ index. cfm?ContentBlockID=191ded2c-3425-4c2f-987a-c4a4d0adfced) Aero News Network 7 June 2007 [61] R-R prepares to ground-test Trent XWB ahead of A380 trials next year (http:/ / www. flightglobal. com/ articles/ 2010/ 04/ 29/ 341141/ r-r-prepares-to-ground-test-trent-xwb-ahead-of-a380-trials-next. html) [62] "Airbus A350 XWB set to be quietest generation of airliner as manufacturer improves zero splice" (http:/ / www. flightglobal. com/ articles/ 2007/ 01/ 23/ 211641/ airbus-a350-xwb-set-to-be-quietest-generation-of-airliner-as-manufacturer-improves-zero-splice. html). Flight International, January 2007. [63] GE revives interest in A350 engine ahead of 787 flight test (http:/ / www. flightglobal. com/ articles/ 2009/ 05/ 07/ 326164/ ge-revives-interest-in-a350-engine-ahead-of-787-flight. html) [64] "Honeywell wins first contract to supply systems for Airbus A350 XWB" (http:/ / www. flightglobal. com/ articles/ 2007/ 09/ 19/ 216864/ honeywell-wins-first-contract-to-supply-systems-for-airbus-a350-xwb. html). Flight International, September 2007. [65] "Airbus finalises A350 work packages" (http:/ / www. flightglobal. com/ articles/ 2007/ 09/ 28/ 217090/ airbus-finalises-a350-work-packages. html). Flight International, September 2007 [66] "Parker wins $2 billion system contract for the A350" (http:/ / www. flightglobal. com/ articles/ 2008/ 01/ 21/ 220947/ parker-wins-2-billion-systems-contract-for-the-a350. html). Flight International, January 2008. [67] Airbus adopts VC-10 landing gear concept for A350 XWB (http:/ / www. flightglobal. com/ articles/ 2007/ 05/ 28/ 214238/ pictures-airbus-adopts-vickers-vc10-landing-gear-concept-for-a350-xwb. html). Flight International, May 2007 [68] Extended range A350-900R adopts -1000 six-wheel-gear (http:/ / www. flightglobal. com/ articles/ 2007/ 03/ 27/ 212895/ extended-range-a350-900r-adopts-1000s-six-wheel-gear. html). Flight International, March 2007 [69] "Messier-Dowty Confirmed as A350 XWB Main Gear Supplier" (http:/ / www. flightglobal. com/ articles/ 2007/ 12/ 10/ 220195/ messier-dowty-confirmed-as-a350-xwb-main-gear-supplier. html). Flight International, December 2007. [70] Aircraft Profile: Airbus A350 (http:/ / www. flightglobal. com/ landingpage/ airbus a350. html). FlightGlobal.com. Retrieved 25 December 2008. [71] Airbus opts for larger wing on A350-1000 through trailing edge extension (http:/ / www. flightglobal. com/ articles/ 2010/ 04/ 23/ 341004/ airbus-opts-for-larger-wing-on-a350-1000-through-trailing-edge. html) FlightGlobal.com. Retrieved 06 May 2010 [72] "Qatar Airways backs Airbus rethink on A350-800 design" (http:/ / www. flightglobal. com/ articles/ 2010/ 01/ 15/ 337132/ qatar-airways-backs-airbus-rethink-on-a350-800-design. html). Flightglobal.com. . Retrieved 2010-05-30. [73] Airbus focuses on family commonality as it begins A350-800 detailed design (http:/ / www. flightglobal. com/ articles/ 2010/ 04/ 28/ 341139/ airbus-focuses-on-family-commonality-as-it-begins-a350-800-detailed. html) FlightGlobal.com. Retrieved 06 May 2010 [74] Flight International 4-10 May 2010 Page 10 "A350-800 takes centre stage" [75] John Leahy presentation at Paris Le Bourget 2007 Air Show (http:/ / leeham. net/ filelib/ Leahy_Final. pdf). Airbus [76] A350-1000 Specifications (http:/ / www. airbus. com/ en/ aircraftfamilies/ a350/ efficiency/ specifications/ a350-1000_specifications/ ), Airbus. Retrieved 29 May 2010. [77] "Airbus A350XWB Orders" (http:/ / www. airbus. com/ fileadmin/ media_gallery/ files/ reports_results_reviews/ A350_orders_March10_EN. pdf). Airbus S.A.S. 15 March 2010. . Retrieved 29 May 2010. [78] Airbus A350 XWB (http:/ / www. eads. com/ 1024/ en/ madebyeads/ protection/ a350. html) EADS [79] The Market for Large Commercial Jet Transports (http:/ / www. forecastinternational. com/ samples/ F611_CompleteSample. pdf) Forecast International
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Airbus A350
[80] A350-900 Specifications (http:/ / www. airbus. com/ en/ aircraftfamilies/ a350/ efficiency/ specifications/ a350-900_specifications/ ), Airbus. Retrieved 29 May 2010. [81] http:/ / www. airbus. com/ en/ aircraftfamilies/ a350/ [82] http:/ / www. eads. com/ xml/ content/ OF00000000400004/ 7/ 19/ 41508197. pdf
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Airbus A380
Airbus A380
Airbus A380 in Emirates livery (October 2009) Role National origin Manufacturer First flight Introduced Status Primaryusers Airliner Multi-national Airbus 27 April 2005 25 October 2007 with Singapore Airlines In production Singapore Airlines Emirates Qantas Air France 2004present 44 (May 2010)
[1] [2]
US$ 317.2337.5million
The Airbus A380 is a double-deck, wide-body, four-engine airliner manufactured by the European corporation Airbus, a subsidiary of EADS. The largest passenger airliner in the world, the A380 made its maiden flight on 27 April 2005 from Toulouse, France, and made its first commercial flight on 25 October 2007 from Singapore to Sydney with Singapore Airlines. The aircraft was known as the Airbus A3XX during much of its development phase, but the nickname Superjumbo has since become associated with it. The A380's upper deck extends along the entire length of the fuselage, and its width is equivalent to that of a widebody aircraft. This allows for an A380-800's cabin with 5146square feet (478.1m2) of floor space; 49% more
Airbus A380 floor space than the next-largest airliner, the Boeing 747-400 with 3453square feet (320.8m2), and provides seating for 525 people in a typical three-class configuration or up to 853 people in all-economy class configurations. The postponed freighter version, the A380-800F, is offered as one of the largest freight aircraft, with a payload capacity exceeded only by the Antonov An-225.[3] The A380-800 has a design range of 15200km (8200nmi), sufficient to fly from New York to Hong Kong for example, and a cruising speed of Mach 0.85 (about 900 km/h or 560mph at cruising altitude).
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Development
Background
In the summer of 1988, a group of Airbus engineers led by Jean Roeder began working in secret on the development of a ultra-high-capacity airliner (UHCA), both to complete its own range of products and to break the dominance that Boeing had enjoyed in this market segment since the early 1970s with its 747.[4] McDonnell Douglas unsuccessfully offered its smaller, double-deck MD-12 concept for sale.[5] [6] Roeder was given approval for further evaluations of the UHCA after a formal presentation to the President and CEO in June 1990. The megaproject was announced at the 1990 Farnborough Air Show, with the stated goal of 15% lower operating costs than the 747-400.[7] Airbus organised four teams of designers, one from each of its partners (Arospatiale, Deutsche Aerospace AG, British Aerospace, CASA) to propose new technologies for its future aircraft designs. The designs would be presented in 1992 and the most competitive designs would be used.[8] In January 1993, Boeing and several companies in the Airbus consortium started a joint feasibility study of an aircraft known as the Very Large Commercial Transport (VLCT), aiming to form a partnership to share the limited market.[9] [10] This study was abandoned two years later, Boeing's interest having decreased.[11] In June 1994, Airbus began developing its own very large airliner, designated the A3XX.[12] [13] Airbus considered several designs, including an odd side-by-side combination of two fuselages from the A340, which was Airbuss largest jet at the time.[14] The A3XX was pitted against the VLCT study and Boeings own New Large Aircraft successor to the 747.[15] [16] From 1997 to 2000, as the East Asian financial crisis darkened the market outlook, Airbus refined its design, targeting a 15 to 20 percent reduction in operating costs over the existing Boeing 747-400. The A3XX design converged on a double-decker layout that provided more passenger volume than a traditional single-deck design,[17] [18] in line with traditional hub-and-spoke theory as opposed to the point-to-point theory of the Boeing 787,[19] after conducting an extensive market analysis with over 200 focus groups.[20] [21]
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Design phase
On 19 December 2000, the supervisory board of newly restructured Airbus voted to launch a 8.8-billion programme to build the A3XX, re-christened as the A380,[22] [23] with 50 firm orders from six launch customers.[24] [25] The A380 designation was a break from previous Airbus families, which had progressed sequentially from A300 to A340. It was chosen because the number 8 resembles the double-deck cross section, and is a lucky number in some Asian countries where the aircraft was being marketed.[14] The aircrafts configuration was The first completed A380 at the "A380 Reveal" event held in Toulouse, France, 18 January 2005 finalised in early 2001, and manufacturing of the first A380 wing box component started on 23 January 2002. The development cost of the A380 had grown to 11billion when the first aircraft was completed.[10]
Production
Major structural sections of the A380 are built in France, Germany, Spain, and the United Kingdom. Due to their size, they are brought to the assembly hall (the Jean-Luc Lagardre Plant) in Toulouse in France by surface transportation, though some parts are moved by the A300-600ST Beluga aircraft used in the construction of other Airbus models.[26] Components of the A380 are provided by suppliers from around the world; the five largest contributors, by value, are Rolls-Royce, Safran, United Technologies, General Electric and Goodrich.[21] The front and rear sections of the fuselage are loaded on a Roll-on/roll-off (RORO) ship leased to Airbus, Ville de Bordeaux, in Hamburg in northern Germany, from where they are shipped to the United Kingdom.[27] The wings, which are manufactured at Filton in Geographical logistics sequence for the A380, Bristol and Broughton in North Wales, are transported by barge to with final assembly in Toulouse Mostyn docks, where the ship adds them to its cargo.[28] In Saint-Nazaire in western France, the ship trades the fuselage sections from Hamburg for larger, assembled sections, some of which include the nose. The ship unloads in Bordeaux. Afterwards, the ship picks up the belly and tail sections by Construcciones Aeronuticas SA in Cdiz in southern Spain, and delivers them to Bordeaux. From there, the A380 parts are transported by barge to Langon, and by oversize road convoys to the assembly hall in Toulouse.[29] Roads and canals were widened and replaced; and new barges were developed to deliver the A380 parts. After assembly, the aircraft are flown to Hamburg Finkenwerder Airport (XFW) to be furnished and painted. It takes 3600l (950US gal) of paint to cover the 3100m2 (33000sqft) exterior of an A380.[30] Airbus sized the production facilities and supply chain for a production rate of four A380s per month.[28]
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Testing
Five A380s were built for testing and demonstration purposes.[31] The first A380, serial number MSN001 and registration F-WWOW, was unveiled at a ceremony in Toulouse on 18 January 2005.[32] Its maiden flight took place at 8:29 UTC (10:29 a.m. local time) 27 April 2005.[33] This plane, equipped with Trent 900 engines, flew from Toulouse Blagnac International Airport with a flight crew of six headed by chief test pilot Jacques Rosay. After successfully landing three hours and 54 minutes later, Rosay said flying the A380 had been like handling a bicycle .[34]
On 1 December 2005 the A380 achieved its maximum design speed of Mach 0.96 (versus normal cruising speed of Mach 0.85), in a shallow dive, completing the opening of the flight envelope.[31] On 10 January 2006 the A380 made its first transatlantic flight to Medelln in Colombia, to test engine performance at a high altitude airport. It arrived in North America on 6 February, landing in Iqaluit, Nunavut in Canada for cold-weather testing.[35] On 14 February 2006, during the destructive wing strength certification test on MSN5000, the test wing of the A380 failed at 145% of the limit load, short of the required 150% to meet the certification. Airbus announced modifications adding 30kg to the wing to provide the required strength.[36] On 26 March 2006 the A380 underwent evacuation certification in Hamburg, Germany. With 8 of the 16 exits blocked, 853 passengers and 20 crew left the aircraft in 78 seconds, less than the 90 seconds required by certification standards.[37] Three days later, the A380 received European Aviation Safety Agency (EASA) and United States Federal Aviation Administration (FAA) approval to carry up to 853 passengers.[38]
A380 MSN001 about to land after its maiden flight
Flight test engineer's station on the lower deck of an A380 F-WWOW
The maiden flight of the first A380 using GP7200 enginesserial number MSN009 and registration F-WWEAtook place on 25 August 2006.[39] [40] On 4 September 2006, the first full passenger-carrying flight test took place.[41] The aircraft flew from Toulouse with 474 Airbus employees on board, in the first of a series of flights to test passenger facilities and comfort.[41] In November 2006 a further series of route proving flights took place to demonstrate the aircraft's performance for 150 flight hours under typical airline operating conditions.[42] Airbus obtained type certificates for the A380-841 and A380-842 model from the EASA and FAA on 12 December 2006 in a joint ceremony at the company's French headquarters.[43] [44] The A380-861 model obtained the type certificate 14 December 2007.[44]
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Delivery delays
Initial production of the A380 was troubled by delays attributed to the 530km (330mi) of wiring in each aircraft. Airbus cited as underlying causes the complexity of the cabin wiring (100,000 wires and 40,300 connectors), its concurrent design and production, the high degree of customisation for each airline, and failures of configuration management and change control.[45] [46] Specifically, it would appear that German and Spanish Airbus facilities continued to use CATIA version 4, while British and French sites migrated to version 5.[47] This caused overall configuration management problems, at least in part because wiring harnesses manufactured using aluminium rather than copper conductors necessitated special design rules including non-standard dimensions and bend radii; these were not easily transferred between versions of the software.[48]
A380 flying a banked turn at the ILA 2006 in Berlin, Germany
Airbus announced the first delay in June 2005 and notified airlines that deliveries would be delayed by six months.[47] This reduced the number of planned deliveries by the end of 2009 from about 120 to 90100. On 13 June 2006, Airbus announced a second delay, with the delivery schedule undergoing an additional shift of six to seven months.[49] Although the first delivery was still planned before the end of 2006, deliveries in 2007 would drop to only 9 aircraft, and deliveries by the end of 2009 would be cut to 7080 aircraft. The announcement caused a 26% drop in the share price of Airbus's parent, EADS,[50] and led to the departure of EADS CEO Nol Forgeard, Airbus CEO Gustav Humbert, and A380 programme manager Charles Champion.[47] [51] On 3 October 2006, upon completion of a review of the A380 program, the CEO of Airbus, Christian Streiff, announced a third delay,[47] pushing the first delivery to October 2007, to be followed by 13 deliveries in 2008, 25 in 2009, and the full production rate of 45 aircraft per year in 2010.[52] The delay also increased the earnings shortfall projected by Airbus through 2010 to 4.8billion.[47] [53] As Airbus prioritised the work on the A380-800 over the A380-800F,[54] freighter orders were cancelled by FedEx[55] [56] and UPS,[57] or converted to A380-800 by Emirates and ILFC.[58] Airbus suspended work on the freighter version, but said it remained on offer,[59] albeit without a service entry date.[60] For the passenger version Airbus negotiated a revised delivery schedule and compensation with the 13 customers, all of which retained their orders with some placing subsequent orders, including Emirates,[61] Singapore Airlines,[62] Qantas,[63] Air France,[64] Qatar Airways,[65] and Korean Air.[66] The first A380 with redesigned wiring harnesses achieved power-on in April 2008, with a 3 month delay.[67] On 13 May 2008 Airbus announced reduced deliveries for the years 2008 (12) and 2009 (21).[68] After further manufacturing setbacks, Airbus reduced plans to deliver 14 A380s in 2009, down from the previously revised target of 18.[69] A total of 10 A380s were delivered in 2009.[70]
A380 in original Airbus livery
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Entry into service

The first aircraft delivered (MSN003, registered 9V-SKA) was handed over to Singapore Airlines on 15 October 2007 and entered into service on 25 October 2007 with an inaugural flight between Singapore and Sydney (flight number SQ380).[10] [71] Passengers bought seats in a charity online auction paying between $560 and $100,380.[72] Two months later, Singapore Airlines CEO Chew Choong Seng said that the A380 was performing better than both the airline and Airbus had The first airline to operate the aircraft was anticipated, burning 20% less fuel per passenger than the airline's Singapore Airlines. existing 747-400 fleet.[73] Emirates was the second airline to take delivery of the A380 on 28 July 2008 and started flights between Dubai and New York[74] on 1 August 2008.[75] Qantas followed on 19 September 2008, starting flights between Melbourne and Los Angeles on 20 October 2008.[76] By the end of 2008, 890,000 passengers had flown on 2,200 A380 flights totalling 21,000 hours.[77] In February 2009 the millionth A380 passenger flying with Singapore Airlines was recorded.[78] In May 2009 it was reported that the A380 had carried 1.5million passengers during 41 thousand flight hours and 4200 flights.[79] Air France received their first A380 on 30 October 2009, arriving at Charles de Gaulle Airport.[80] [81] Lufthansa received its first A380 on 19 May 2010.[82]
Design
Overview
The new Airbus was initially offered in two models. The A380-800 original configuration carried 555 passengers in a three-class configuration[83] or 853 passengers (538 on the main deck and 315 on the upper deck) in a single-class economy configuration. In May 2007 Airbus began marketing a configuration with 30 fewer passengers, now 525 passengers in three classes, traded for 370km (200nmi) more range, to better reflect trends in premium class accommodation.[84] The design range for the -800 model is 15200km (8200nmi);[85] capable of flying for example from Hong Kong to New York, or from Sydney to Istanbul non-stop. The second model, the A380-800F freighter, would carry 150tonnes of cargo 10400km (5600nmi).[86] The -800F development was put on hold as Airbus prioritised the passenger version and all cargo orders were cancelled. Future variants may include an A380-900 stretch seating about 656 passengers (or up to 960 passengers in an all economy configuration) and an extended range version with the same passenger capacity as the A380-800.[14]
The A380 cabin cross section, showing economy class seating
The A380's wing is sized for a Maximum Take-Off Weight (MTOW) over 650tonnes in order to accommodate these future versions, albeit with some strengthening required.[14] [87] The stronger wing (and structure) will be used on the A380-800F freighter. This common design approach sacrifices some fuel efficiency on the A380-800 passenger model, but Airbus estimates that the size of the aircraft, coupled with the advances in technology described below, will provide lower operating costs per passenger than all current variants of Boeing 747. The A380 also features wingtip fences similar to those found on the A310 and A320 to alleviate the effects of induced drag, increasing fuel efficiency and performance.[88] [89]
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Flight deck
Airbus used similar cockpit layout, procedures and handling characteristics to those of other Airbus aircraft, to reduce crew training costs. Accordingly, the A380 features an improved glass cockpit, and fly-by-wire flight controls linked to side-sticks.[90] [91] The improved cockpit displays feature eight 15-by-20 cm (5.9-by-7.9 in) liquid crystal displays, all of which are physically identical and interchangeable; comprising two Primary Flight Displays, two A380 flight deck navigation displays, one engine parameter display, one system display and two Multi-Function Displays. These MFDs are new with the A380, and provide an easy-to-use interface to the flight management systemreplacing three multifunction control and display units.[92] They include QWERTY keyboards and trackballs, interfacing with a graphical "point-and-click" display navigation system.[93] [94]
Engines
The A380 can be fitted with two types of engines: A380-841, A380-842 and A380-843F with Rolls-Royce Trent 900, and the A380-861 and A380-863F with Engine Alliance GP7000 turbofans. The Trent 900 is a derivative of the Trent 800, and the GP7000 has roots from the GE90 and PW4000. The Trent 900 core is a scaled version of the Trent 500, but incorporates the swept fan technology of the stillborn Trent 8104.[95] The GP7200 has a GE90-derived core and PW4090-derived fan and low-pressure turbo-machinery.[96] Only two of the four engines are fitted with thrust reversers.[97]
A Rolls-Royce Trent 900 engine on the wing of
Noise reduction was an important requirement in the A380's design, an Airbus A380 [98] [99] and particularly affects engine design. Both engine types allow the aircraft to achieve QC/2 departure and QC/0.5 arrival noise limits under the Quota Count system set by London Heathrow Airport,[100] which is a key destination for the A380.[14] The A380 was used to demonstrate the viability of a synthetic fuel comprising standard jet fuel with a natural-gas-derived component. On 1 February 2008, a three hour test flight operated between Britain and France, with one of the A380's four engines using a mix of 60 percent standard jet kerosene and 40 percent gas to liquids (GTL) fuel supplied by Shell.[101] The aircraft needed no modification to use the GTL fuel, which was designed to be mixed with normal jet fuel. Sebastien Remy, head of Airbus SAS's alternative fuel program, said the GTL used was no cleaner in CO2 terms than standard fuel but it had local air quality benefits because it contains no sulphur.[102]
Advanced materials
While most of the fuselage is aluminium, composite materials comprise more than 20% of the A380's airframe.[103] Carbon-fibre reinforced plastic, glass-fibre reinforced plastic and quartz-fibre reinforced plastic are used extensively in wings, fuselage sections (such as the undercarriage and rear end of fuselage), tail surfaces, and doors.[104] [105] [106] The A380 is the first commercial airliner to have a central wing box made of carbon fibre reinforced plastic. It is also the first to have a smoothly contoured wing cross section. The wings of other commercial airliners are partitioned span-wise into sections. This flowing, continuous cross section optimises aerodynamic efficiency. Thermoplastics are used in the leading edges of the slats.[107] The new material GLARE (GLAss-REinforced fibre metal laminate) is used in the upper fuselage and on the stabilizers' leading edges.[108] This aluminium-glass-fibre
Airbus A380 laminate is lighter and has better corrosion and impact resistance than conventional aluminium alloys used in aviation.[109] Unlike earlier composite materials, it can be repaired using conventional aluminium repair techniques.[110] Newer weldable aluminium alloys are also used. This enables the widespread use of laser beam welding manufacturing techniques eliminating rows of rivets and resulting in a lighter, stronger structure.[111]
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Avionics architecture
The A380 employs an Integrated Modular Avionics (IMA) architecture, first used in advanced military aircraft, such as the F-22 Raptor, F-35,[112] and Dassault Rafale.[113] It is based on a commercial off-the-shelf approach, using the Integrity-178B Operating System.[114] Many previous dedicated single-purpose avionics computers are replaced by dedicated software housed in onboard processor modules and servers. This cuts the number of parts, provides increased flexibility without resorting to customised avionics, and reduces costs by using commercially available computing power.[93]
Front fuselage view of A380
Together with IMA, the A380 avionics are highly networked. The data communication networks use Avionics Full-Duplex Switched Ethernet, following the ARINC 664 standard. The data networks are switched, full-duplex, star-topology and based on 100baseTX fast-Ethernet.[115] This reduces the amount of wiring required and minimises latency.[116] The Network Systems Server (NSS) is the heart of A380 paperless cockpit.[117] [118] It eliminates the bulky manuals and charts traditionally carried by pilots; the NSS has enough inbuilt robustness to eliminate onboard backup paper documents. The A380's network and server system stores data and offers electronic documentation, providing a required equipment list, navigation charts, performance calculations, and an aircraft logbook. All are accessible to the pilot from two additional 27cm (11in) diagonal LCDs, each controlled by its own keyboard and cursor control device mounted in the foldable table in front of each pilot.[116]
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Systems
Power-by-wire flight control actuators are used for the first time in civil service to back up the primary hydraulic flight control actuators. During certain manoeuvres, they augment the primary actuators.[119] They have self-contained hydraulic and electrical power supplies. They are used as electro-hydrostatic actuators (EHA) in the aileron and elevator, electric and hydraulic motors to drive the slats as well as electrical backup hydrostatic actuators (EBHA) for the rudder and some spoilers.[120] The aircraft's 350bar (35MPa or 5,000psi) hydraulic system is an improvement over the typical 210bar (21MPa or 3,000psi) system found in other commercial aircraft since the 1940s.[121] [122] First used in military aircraft, higher pressure hydraulics reduce the size of pipelines, actuators and other components for overall weight reduction. The 350bar pressure is generated by eight de-clutchable hydraulic pumps.[122] [123] Pipelines are typically made from titanium and the system features both fuel and air-cooled heat exchangers. The hydraulics system architecture also differs significantly from other airliners. Self-contained electrically-powered hydraulic power packs serve as backups for the primary systems, instead of a secondary hydraulic system, saving weight and reducing maintenance.[124] The A380 uses four 150kVA variable-frequency electrical generators,[125] eliminating constant speed drives and improving reliability.[126] The A380 uses aluminium power cables instead of copper for weight reduction. The electrical power system is fully computerised and many contactors and breakers have been replaced by solid-state devices for better performance and increased reliability.[120]
The A380-800 layout with 519 seats displayed
The A380 features a bulbless illumination system. LEDs are employed in the cabin, cockpit, cargo and other fuselage areas. The cabin lighting features programmable multi-spectral LEDs capable of creating a cabin ambience simulating daylight, night, or levels in between.[127] On the outside of the aircraft, HID lighting is used for brighter, whiter illumination. The A380 was initially planned without thrust reversers, as Airbus designed the aircraft with ample braking capacity to not require their use.[128] However Airbus elected to fit the two inboard engines with thrust reversers in a late stage of development.[97] [129] The two outboard engines do not have reversers, reducing the amount of debris stirred up during landing. The A380 features electrically actuated thrust reversers, giving them better reliability than their pneumatic or hydraulic equivalents, in addition to saving weight.[130]
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151
Passenger provisions
The A380 produces 50% less cabin noise than currently flying 747 models and has greater cabin air pressure, equivalent to an altitude of 1520m (5000ft) versus 2440m (8000ft). Both features are expected to reduce the effects of travel fatigue.[131] [132] The upper and lower decks are connected by two stairways, fore and aft, wide enough to accommodate two passengers side-by-side. Compared to a 747, the A380 has larger windows and overhead bins, and 60cm (2.0ft) of extra headroom. The wider cabin allows for up to 48cm (19in) wide economy seats at a 10 abreast configuration on the main deck,[133] [134] while 10 abreast seating on the 747 has a seat width of only 44.5cm (17.5in).[135] In a 555-passenger configuration, the A380 has 33% more seats than a 747-400 in a standard three-class configuration but 50% more cabin Business class on the first Singapore Airlines area and volume,[136] resulting in more space per passenger. Its A380 maximum certified carrying capacity is 853 passengers in an all-economy-class configuration.[37] The two full-length decks and wide stairways allow multiple seat configurations of the Airbus A380. The planned and announced configurations go from 450 passengers, used by Qantas, to 840 passengers, used by Air Austral.[137] [138] Some operators have configured their aircraft for three-class service and developed special amenities for a number of passengers paying for first class or business class tickets, such as spacious private cabins with separate beds, lounges, and fully reclining seats. Air France has installed an electronic art gallery exclusively for first class and business class passengers, while Emirates has installed shower spas.[139] Airbus's initial publicity stressed the comfort and space of the A380's cabin,[140] anticipating installations such as relaxation areas, bars, duty-free shops, and beauty salons.[91] Virgin Atlantic Airways already offers a bar as part of its "Upper Class" service on its A340 and 747 aircraft, and has announced plans to include casinos, double beds, and gymnasiums on its A380s.[141] [142] Singapore Airlines offers twelve partly-enclosed first-class suites on its A380, each featuring one full and one secondary seat, a full-sized bed, desk, and personal storage.[143] Four of these suites, C and D on rows 3 and 4, have dividing walls that can be removed to create two double suites with two beds modified into one double bed.[144] [145] Qantas Airways has shown a product for a long flat-bed that converts from the seat but does not have privacy doors.[146] Emirates's fourteen first-class private suites have shared access to two "shower spas".[147] [148] First and business class passengers have shared access to a snack bar and lounge with two sofas, in addition to a first-class-only private lounge.[149] It has been suggested that the significantly high levels of customisation of the planes has slowed down production speeds and increased costs.[150] On Qantas' A380s there are 6 self serve snack bars (4 on the lower deck for First Class and economy, 2 on the upper deck for Business and premium economy) and there is an on-board lounge for First and Business class passengers at the front of the upper deck.[151]
Airbus A380
152
Integration with infrastructure and regulations

Ground operations In the 1990s, aircraft manufacturers were planning to introduce larger planes than the Boeing 747. In a common effort of the International Civil Aviation Organization, ICAO, with manufacturers, airports and its member agencies, the "80-metre box" was created, the airport gates allowing planes up to 80m (260ft) wingspan and length to be accommodated.[152] Airbus designed the A380 according to these guidelines,[153] [154] and to operate safely on Group V runways and taxiways, and while the U.S. FAA opposed this at an early stage,[155] [156] in July 2007, the FAA and EASA agreed to let the A380 operate The A380's 20-wheel main landing gear on 45m runways without restrictions.[157] The A380 can land or take off on any runway that can accommodate a Boeing 747. Runway lighting and signage may need changes to provide clearance to the wings and avoid blast damage from the engines and taxiway shoulders may be required to be stabilised to reduce the likelihood of foreign object damage caused to (or by) the outboard engines, which overhang more than 25m (82ft) from the centre line of the aircraft.[158] The pavement of most runways will not need to be reinforced despite the higher weight,[158] as it is distributed on more wheels than in other passenger aircraft with a total of 22 wheels, four more than the rivalling Boeing 747 and eight more than the Boeing 777.[159] Airbus measured pavement loads using a 540-tonne (595short tons) ballasted test rig, designed to replicate the landing gear of the A380. The rig was towed over a section of pavement at Airbus' facilities that had been instrumented with embedded load sensors.[160] The A380 requires service vehicles with lifts capable of reaching the upper deck,[161] as well as tractors capable of handling the A380's maximum ramp weight.[162] Using two jetway bridges the boarding time is 45 min, using an extra jetway to the upper deck it is reduced to [163] 34 min. The A380 test aircraft have participated in a campaign of airport compatibility testing to verify the modifications already made at several large airports, visiting a number of airports around the world.[164]
A380 being serviced by three separate jetways at Frankfurt Airport; two for the main deck and one for the upper deck.
Takeoff and landing separation In 2005, the ICAO recommended that provisional separation criteria for the A380 on takeoff and landing be substantially greater than for the 747 because preliminary flight test data suggested a stronger wake turbulence.[165] [166] These criteria were in effect while the ICAO's wake vortex steering group, with representatives from the JAA, Eurocontrol, the FAA, and Airbus, refined its 3-year study of the issue with additional flight testing. In September 2006, the working group presented its first conclusions to the ICAO.[167] [168] In November 2006, the ICAO issued new interim recommendations. Replacing a blanket 10nautical miles (19km) separation for aircraft trailing an A380 during approach, the new distances were 6nmi (11km), 8nmi (15km) and 10nmi (19km) respectively for non-A380 "Heavy", "Medium", and "Light" ICAO aircraft categories. These compared with the 4nmi (7.4km), 5nmi (9.3km) and 6nmi (11km) spacing applicable to other "Heavy" aircraft. Another A380 following an A380 should maintain a separation of 4nmi (7.4km). On departure behind an A380, non-A380 "Heavy" aircraft are required to wait two minutes, and "Medium"/"Light" aircraft three minutes for time based operations. The ICAO also recommends that pilots append the term "Super" to the aircraft's callsign when initiating communication with air traffic control, in order to distinguish the A380 from "Heavy" aircraft.[169]
Airbus A380 In August 2008, the ICAO issued revised approach separations of 4nmi (7.4km) for Super (another A380), 6nmi (11km) for Heavy, 7nmi (13km) for medium/small, and 8nmi (15km) for light.[170]
153
Future variants
Improved A380-800
From 2013, Airbus will offer, as an option, improved maximum take-off weight, thus providing a better payload/range performance. The option was introduced in order to counter a perceived strength of the 747-8I, the latest revision of the Boeing 747.[171] Maximum take-off weight is increased by 4t, to 573t. The increases are made possible by optimising the fly-by-wire control laws to reduce flight loads.[172] British Airways and Emirates will be the first customers to receive this new option.[173] Vietnam Airlines has shown interest in the higher-weight variant.[174]
A380-900
In November 2007, Airbus top sales executive and chief operating officer John Leahy confirmed plans for an enlarged variant, the A380-900, which would be slightly longer than the A380-800 (79.473 m or 260240ft).[175] This version would have a seating capacity of 650 passengers in standard configuration, and approximately 900 passengers in economy-only configuration. In May 2010, Airbus announced that A380-900 production was postponed, until production of the A380-800 has stabilised.[176] Airlines that have expressed interest in the model include Emirates,[177] Virgin Atlantic,[178] Cathay Pacific,[179] Air France-KLM, Lufthansa,[180] Kingfisher Airlines,[181] as well as the leasing company ILFC.[182]
A380-800 freighter
Although Airbus originally accepted orders for the freighter version, production has been suspended until the A380 production lines have settled. No firm date has been offered for delivery of the first freighter.[55] [183] [184]
Market
According to the Aerospace Research Centre in Bristol, parallel to the design of the A380, Airbus conducted the most extensive and thorough market analysis of commercial aviation ever undertaken.[21] In 2007, Airbus estimated a demand for 1,283 passenger planes in the category VLA (very large aircraft, those with more than 400 seats) for the next 20 years if the airport congestion remains at the current level. If the congestion increases, the demand could reach up to 1,771 VLAs. Most of this demand will be due to the urbanisation and rapid economic growth in Asia.[185]
A380 at the Paris Air Show 2005
The A380 will be used on relatively few routes, between the most saturated airports. Airbus also estimates a demand for 415 freighters in the category 120-tonne plus. Boeing, which offers the only competition in that class, the 747-8, estimates the demand for passenger VLAs at 590 and that for freighter VLAs at 370 for the period 20072026.[186] In 2006 two industry analysts anticipated 400 and 880 A380 sales respectively by 2025.[21] At one time the A380 was considered as a potential replacement for the existing Boeing VC-25 serving as Air Force One,[187] [188] but in January 2009 EADS declared that they were not going to bid for the contract, as assembling only three planes in the US would not make financial sense.[189]
Airbus A380 As of June 2010, there were 234 orders for the A380-800, while there were 25 for the 747-8 Intercontinental (both not including VIP orders) and 81 for the 747-8F. The break-even for the A380 was initially supposed to be reached at 270 units. Due to the delays and the falling exchange rate of the US dollar, it increased to 420 units.[45] In 2010, EADS CFO Hans Peter Ring said that breakeven could be achieved as early as 2015, despite the delays; there should have been around 200 deliveries by that time, on current projections.[190] As of April 2008, the list price of an A380 was US$317.2 to 337.5million, depending on equipment installed.[2]
154

Airbus A380 firm net orders and deliveries (cumulative by year)
Seventeen customers have ordered the A380, including an order from aircraft lessor ILFC and one VIP order by Airbus Executive and Private Aviation.[191] Total orders for the A380 stand at 234 as of 8 June 2010; Airbus expects 20 more orders in 2010.[192] [193] [194] A total of 27 orders originally placed for the freighter version, A380-800F, were either cancelled (20) or converted to A380-800 (7), following the production delay and the subsequent suspension of the freighter program. In mid-2009, Airbus planned to deliver 20 or more A380s in 2010.[195] Delivery takes place in Hamburg for customers from Europe and the Middle East and in Toulouse for customers from the rest of the world.[196]
A380 firm net orders, by year
[197] [198]
2001 2002 2003 2004 2005 2006 2007 2008 2009 Orders A380-800 78 0 10 0 34 0 0 10 0 0 10 10 0 24 -17 0 33 -10 1 9 0 12 4 0 10
2010 32 0 7
[200]
Total
[199] 234
A380-800F 7 Deliveries A380-800 0
0 30
[200]
Commercial operators
The following table lists airlines whose A380 aircraft have commenced commercial passenger flights. It does not include operators that have ordered or taken delivery of or announced details of inaugural flights of A380s, but not yet commenced commercial passenger flights. For further information, including non-commercial operators, see List of Airbus A380 orders and deliveries. Singapore Airlines and Emirates are currently the largest operator of the A380s with 10; Emirates have the largest order, having ordered a total of 90 (10 of which have been Qantas delivered). The shortest route that the A380 flies regularly is from Dubai to Jeddah with Emirates with a flight time of only 3 hours, although Air France has announced that it will use the A380 on the even shorter Paris to London route during summer 2010.[201]
Airbus A380
155
Air France
Airline Air France Emirates Lufthansa Qantas Singapore Airlines
First commercial flight Number in service 20 November 2009[202] 3 1 August 2008[75] 6 June 2010[203] 20 October 2008[76] 25 October 2007[71] 10 1 6 10
Incidents and accidents

As of June 2010, the A380 has been in no aviation incidents,[204] with no hull-loss accidents.[205]
Specifications
A size comparison between four of the largest aircraft, the An-225 (green), the Hughes H-4 Hercules (gold), the Boeing 747-8 (blue), and the Airbus A380-800 (pink).
Airbus A380
156
Measurement Cockpit crew Seating capacity
A380-800 Two 525 (3-class)[85] 644 (2-class) 853 (1-class)
A380-800F
12 couriers
Length overall Wingspan Height Wheelbase Wheel track Outside fuselage width Outside fuselage height Maximum cabin width Cabin length Wing area Wing sweep Maximum taxi/ramp weight Maximum take-off weight Maximum landing weight Maximum zero fuel weight Typical Operating empty weight Maximum structural payload Maximum cargo volume Maximum operating speed at cruise altitude Maximum speed Take off run at MTOW/SL ISA Range at design load Service ceiling Maximum fuel capacity
72.73m (238.6ft)[206] 79.75m (261.6ft)[207] 24.45m (80.2ft)[206] 33.58m (110.2ft) wing landing gear 36.85m (120.9ft) body landing gear[206] 12.46m (40.9ft)[206] 7.14m (23.4ft) 8.41m (27.6ft) 6.58m (21.6ft) Main deck 5.92m (19.4ft) Upper deck (floor level) 49.9m (164ft) Main deck 44.93m (147.4ft) Upper deck 845m2 (9100sqft) 33.5 571000kg (1260000lb) 569000kg (1250000lb) 391000kg (860000lb) 366000kg (810000lb) 276800kg (610000lb) 89200kg (197000lb) 176m3 (6200cuft)[208] 592000kg (1310000lb) 590000kg (1300000lb) 427000kg (940000lb) 402000kg (890000lb) 252200kg (556000lb) 149800kg (330000lb) 1134m3 (40000cuft)[209]
Mach 0.89[85] (945km/h, 587mph, 510knots) Mach 0.96[210] (at cruise altitude: 1020km/h, 634mph, 551 knots) 2750m (9020ft)[153] 15,200km (8,200nmi, 9,400mi) 2900m (9500ft)[153] 10,400km (5,600nmi, 6,400mi)
13115m (43028ft)[211] 323,546L (85,472USgal) 310,000L (81,893USgal), 323,546L (85,472USgal) option GP7277 (A380-863F) Trent 977/B (A380-843F)
Engines (4 x)
GP7270 (A380-861) Trent 970/B (A380-841) Trent 972/B (A380-842)
Airbus A380
157 Thrust (4 x) 311kN (70000lbf) - 355kN (80000lbf)[212] [213]
Sources: Airbus A380 specifications[85]
See also
Related development
Airbus A350
Comparable aircraft
Boeing 747-8 Antonov An-225 Antonov An-124
Related lists
List of Aerospace megaprojects List of Airbus A380 orders and deliveries Seat configurations of Airbus 380
References
Notes
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External links
Official Airbus A380 page (http://www.airbus.com/en/aircraftfamilies/a380/) Airbus A380 Navigator (http://events.airbus.com/A380/Default1.aspx) A380 Airplane Characteristics (http://www.content.airbusworld.com/SITES/Technical_Data/docs/AC/ DATA_CONSULT/AC_A380.pdf)PDF(5.96MB) and A380 Prestige Specifications (http://www.airbus. com/store/mm_repository/pdf/att00008394/media_object_file_A380_specifications.pdf)PDF(43.5KB) Everything about the A380 at FlightGlobal.com (http://www.flightglobal.com/Articles/2006/04/20/ Navigation/177/205274/Everything+about+A380.html) Special Report on the A380 (http://www.flightglobal.com/assets/getasset. aspx?itemid=9139)PDF(1.58MB) A380 cutaway diagram (http://www.flightglobal.com/assets/getasset.aspx?itemid=9140)
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File:United Airlines B777-200 N780UA.jpg Source: http://en.wikipedia.org/w/index.php?title=File:United_Airlines_B777-200_N780UA.jpg License: Creative Commons Attribution-Sharealike 2.0 Contributors: User:Altair78 File:Airbus A300 cross section.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Airbus_A300_cross_section.jpg License: unknown Contributors: Kozuch, Mattes, My name, Sauprei, Schimmelreiter, 2 anonymous edits Image:Avro Nene Lancastrian VH742 Coventry 06.54.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Avro_Nene_Lancastrian_VH742_Coventry_06.54.jpg License: Creative Commons Attribution 3.0 Contributors: User:RuthAS Image:Turan Air Tu-154.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Turan_Air_Tu-154.jpg License: Creative Commons Attribution-Sharealike 3.0 Contributors: User:Dmottl Image:virgin.atlantic.a340-600.g-vyou.arp.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Virgin.atlantic.a340-600.g-vyou.arp.jpg License: Public Domain Contributors: Apalsola, Arpingstone, Mogelzahn, My name, Simisa Image:Airbus A380.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Airbus_A380.jpg License: Public Domain Contributors: User:Dmottl Image:Tarom.737-300.yr-bgc.ua.777-200.n776ua.arp.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Tarom.737-300.yr-bgc.ua.777-200.n776ua.arp.jpg License: Public Domain Contributors: User:Arpingstone File:Pan Am Boeing 747 at Zurich Airport in May 1985.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Pan_Am_Boeing_747_at_Zurich_Airport_in_May_1985.jpg License: GNU Free Documentation License Contributors: Eduard Marmet Image:Airbus A380 versus Boeing 747.svg Source: http://en.wikipedia.org/w/index.php?title=File:Airbus_A380_versus_Boeing_747.svg License: Creative Commons Attribution 2.5 Contributors: User:Ssolbergj Image:Airbus A300 cross section.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Airbus_A300_cross_section.jpg License: unknown Contributors: Kozuch, Mattes, My name, Sauprei, Schimmelreiter, 2 anonymous edits Image:Rolls-Royce Trent 900 AEDC-d0404084 USAF.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Rolls-Royce_Trent_900_AEDC-d0404084_USAF.jpg License: Public Domain Contributors: J o, Kolossos, MB-one, Nimbus227, Stahlkocher, Threecharlie Image:EVA Air's 777 Economy Class.jpg Source: http://en.wikipedia.org/w/index.php?title=File:EVA_Air's_777_Economy_Class.jpg License: Creative Commons Attribution-Sharealike 3.0 Contributors: User:Altair78 Image:Cubana IL-96 economy class cabin.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Cubana_IL-96_economy_class_cabin.jpg License: Creative Commons Attribution-Sharealike 3.0 Contributors: User:DomodedovoSpotters Image:YCl cabin of.JPG Source: http://en.wikipedia.org/w/index.php?title=File:YCl_cabin_of.JPG License: Creative Commons Attribution-Sharealike 3.0 Contributors: Manuel Dohmen Image:ClaseEjecutivaAvianca.JPG Source: http://en.wikipedia.org/w/index.php?title=File:ClaseEjecutivaAvianca.JPG License: Creative Commons Attribution 3.0 Contributors: Creado por Javier Franco "Topper" para http://www.aviacol.net Image:Airplane vortex edit.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Airplane_vortex_edit.jpg License: Public Domain Contributors: User:Fir0002 File:Space Shuttle Atlantis2.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Space_Shuttle_Atlantis2.jpg License: Public Domain Contributors: User:MONGO Image:Boeing 787first flight.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_787first_flight.jpg License: Creative Commons Attribution 2.0 Contributors: User:Altair78 Image:Airbus.A380.Headshot.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Airbus.A380.Headshot.jpg License: Creative Commons Attribution 2.0 Contributors: Flickr User Paul Friel Image:JA401J.jpg Source: http://en.wikipedia.org/w/index.php?title=File:JA401J.jpg License: Creative Commons Attribution-Sharealike 2.5 Contributors: user:Eyone Image:Airbus A380 Rolls-Royce Trent 900 P1230160.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Airbus_A380_Rolls-Royce_Trent_900_P1230160.jpg License: Creative Commons Attribution-Sharealike 2.0 Contributors: User:David.Monniaux Image:Boeing 747 Le Bourget FRA 002.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_747_Le_Bourget_FRA_002.jpg License: Creative Commons Attribution-Sharealike 2.5 Contributors: Ignis, Kozuch, MB-one, Mattes Image:dhl.a300b4.oo-dlz.arp.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Dhl.a300b4.oo-dlz.arp.jpg License: Public Domain Contributors: Adrian Pingstone Image:Royal Jordanian Airlines L-1011 in Geneva.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Royal_Jordanian_Airlines_L-1011_in_Geneva.jpg License: GNU Free Documentation License Contributors: Eduard Marmet. Original uploader was Russavia at en.wikipedia Image:Swiss330.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Swiss330.jpg License: GNU Free Documentation License Contributors: Uploader Image:Ilyushin_Il-96.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Ilyushin_Il-96.jpg License: Public Domain Contributors: User:Dmottl File:Airbus and Boeing Passengers vs Range.png Source: http://en.wikipedia.org/w/index.php?title=File:Airbus_and_Boeing_Passengers_vs_Range.png License: Creative Commons Attribution-Sharealike 3.0 Contributors: User:Lcmortensen File:Flag of Europe.svg Source: http://en.wikipedia.org/w/index.php?title=File:Flag_of_Europe.svg License: Public Domain Contributors: User:-xfi-, User:Dbenbenn, User:Funakoshi, User:Jeltz, User:Nightstallion, User:Paddu, User:Verdy p, User:Zscout370 File:Flag of the United States.svg Source: http://en.wikipedia.org/w/index.php?title=File:Flag_of_the_United_States.svg License: Public Domain Contributors: User:Dbenbenn, User:Indolences, User:Jacobolus, User:Technion, User:Zscout370 Image:Airbus-boeing_ordercomparision.png Source: http://en.wikipedia.org/w/index.php?title=File:Airbus-boeing_ordercomparision.png License: Public Domain Contributors: User:Jb17kx Image:Airbus-boeing_deliverycomparison.png Source: http://en.wikipedia.org/w/index.php?title=File:Airbus-boeing_deliverycomparison.png License: Public Domain Contributors: User:Jb17kx Image:Airbus-boeing_combinedcomparison.png Source: http://en.wikipedia.org/w/index.php?title=File:Airbus-boeing_combinedcomparison.png License: Public Domain Contributors: User:Jb17kx Image:Boeing 787 Roll-out.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_787_Roll-out.jpg License: Creative Commons Attribution 2.5 Contributors: User:Yasobara File:Air Berlin B737-700 Dreamliner D-ABBN.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Air_Berlin_B737-700_Dreamliner_D-ABBN.jpg License: Creative Commons Attribution-Sharealike 2.0 Contributors: User:Arcturus Image:Westjet737 700atYQR.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Westjet737_700atYQR.jpg License: Creative Commons Attribution-Sharealike 3.0 Contributors: User:Saskjon Image:Sas.b737.arp.750pix.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Sas.b737.arp.750pix.jpg License: Public Domain Contributors: Beagle84, Denniss, Gomera-b, MB-one, Mtaylor848 Image:Astraeus_b737-700_g-strf_arp.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Astraeus_b737-700_g-strf_arp.jpg License: Public Domain Contributors: Ardfern, Arpingstone, Timak Image:ryanair2.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Ryanair2.jpg License: Creative Commons Attribution-Sharealike 3.0 Contributors: Abutcher15 File:Biman 738-DAC-1.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Biman_738-DAC-1.jpg License: Creative Commons Attribution-Sharealike 3.0 Contributors: User:Iasif Image:Alaska Airlines 737-900.JPG Source: http://en.wikipedia.org/w/index.php?title=File:Alaska_Airlines_737-900.JPG License: GNU Free Documentation License Contributors: Original uploader was Bigtop at en.wikipedia Image:737 900.jpg Source: http://en.wikipedia.org/w/index.php?title=File:737_900.jpg License: Creative Commons Attribution 3.0 Contributors: User:Netaholic13 Image:Southwest Airlines Flight 1248 -1.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Southwest_Airlines_Flight_1248_-1.jpg License: Public Domain Contributors: Photo taken and used with permission by: Gabriel Widyna Image:China Airlines B-18616 fire.jpg Source: http://en.wikipedia.org/w/index.php?title=File:China_Airlines_B-18616_fire.jpg License: Creative Commons Attribution 2.5 Contributors: Ajtnk0707, Ardfern, Chanueting, Corpse Reviver, Docu, IGEL, J o, Lucasbfr, Sinopitt, Vantey, WhisperToMe, 1 anonymous edits File:Crash Turkish Airlines TK 1951 wreck.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Crash_Turkish_Airlines_TK_1951_wreck.jpg License: Creative Commons Attribution 2.0 Contributors: Radio Nederland Wereldomroep / Fred Vloo

File:Boeing 777-200ER cockpit.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_777-200ER_cockpit.jpg License: Creative Commons Attribution-Sharealike 2.0 Contributors: Bill Abbott File:Air India Boeing 777-200LR Roll Out Everett, WA.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Air_India_Boeing_777-200LR_Roll_Out_Everett,_WA.jpg License: Creative Commons Attribution 2.0 Contributors: Cubbie_n_Vegas File:United Airlines 777 N777UA.jpg Source: http://en.wikipedia.org/w/index.php?title=File:United_Airlines_777_N777UA.jpg License: Creative Commons Attribution-Sharealike 3.0 Contributors: Solitude File:Malaysia Airlines B777-200ER.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Malaysia_Airlines_B777-200ER.jpg License: Creative Commons Attribution 2.0 Contributors: Charaka Ranasinghe File:GE90 B777-200LR engine.jpg Source: http://en.wikipedia.org/w/index.php?title=File:GE90_B777-200LR_engine.jpg License: Creative Commons Attribution 2.5 Contributors: User:Altair78, User:Bubinator File:All Nippon Airways B777-300ER JA784A.jpg Source: http://en.wikipedia.org/w/index.php?title=File:All_Nippon_Airways_B777-300ER_JA784A.jpg License: Creative Commons Attribution-Sharealike 2.0 Contributors: User:Altair78 File:aa.b777-200er.n788an.mains.arp.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Aa.b777-200er.n788an.mains.arp.jpg License: Public Domain Contributors: Arpingstone File:Boeing-777-300 chassis .jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing-777-300_chassis_.jpg License: Creative Commons Attribution-Sharealike 3.0 Contributors: User:Dmottl File:EVA Air's 777 Economy Class.jpg Source: http://en.wikipedia.org/w/index.php?title=File:EVA_Air's_777_Economy_Class.jpg License: Creative Commons Attribution-Sharealike 3.0 Contributors: User:Altair78 File:ba b777-200 g-viid planform arp.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Ba_b777-200_g-viid_planform_arp.jpg License: Public Domain Contributors: Apalsola, Ardfern, Arpingstone, Wo st 01 File:Transaero Boeing 777-200ER.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Transaero_Boeing_777-200ER.jpg License: unknown Contributors: Alex Pereslavtsev File:Emirates.b777-300.a6-emv.arp.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Emirates.b777-300.a6-emv.arp.jpg License: Public Domain Contributors: Ardfern, Arpingstone, Barcex, Denniss, Docu, Kandschwar, MB-one, Pfctdayelise, Yarl File:PIA B777-200LR AP-BGY.jpg Source: http://en.wikipedia.org/w/index.php?title=File:PIA_B777-200LR_AP-BGY.jpg License: Creative Commons Attribution-Sharealike 2.0 Contributors: Ken Mist from Brampton, Canada File:Air canada b777-300er c-fitw arp.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Air_canada_b777-300er_c-fitw_arp.jpg License: Public Domain Contributors: Arpingstone, Wo st 01 File:Singapore Airlines B773 9V-SWA takeoff.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Singapore_Airlines_B773_9V-SWA_takeoff.jpg License: GNU Free Documentation License Contributors: User:Altair78 File:Boeing 777 Freighter test flight.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_777_Freighter_test_flight.jpg License: Creative Commons Attribution-Sharealike 2.0 Contributors: Andrew W. Sieber File:Japan.airlines.b777-300.ja733j.arp.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Japan.airlines.b777-300.ja733j.arp.jpg License: Public Domain Contributors: 1029man, Arpingstone, Morio, Timak File:Ice-Trent-800-Heat-Exchanger.PNG Source: http://en.wikipedia.org/w/index.php?title=File:Ice-Trent-800-Heat-Exchanger.PNG License: Public Domain Contributors: Mark V. Rosenker, Acting Chairman, National Transportation Safety Board, Washington, D.C. 20594 File:Boeing 787first flight.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_787first_flight.jpg License: Creative Commons Attribution 2.0 Contributors: User:Altair78 File:Boeing787 model dreamliner-1.png Source: http://en.wikipedia.org/w/index.php?title=File:Boeing787_model_dreamliner-1.png License: Creative Commons Attribution 2.5 Contributors: User:Husky File:All Nippon Airways Boeing 787 Dreamliner two.jpg Source: http://en.wikipedia.org/w/index.php?title=File:All_Nippon_Airways_Boeing_787_Dreamliner_two.jpg License: Creative Commons Attribution 2.0 Contributors: User:Altair78 File:787sizecomp.svg Source: http://en.wikipedia.org/w/index.php?title=File:787sizecomp.svg License: Creative Commons Attribution-Sharealike 3.0 Contributors: User:Surachit File:Boeing 787 engine detail.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_787_engine_detail.jpg License: Creative Commons Attribution 2.0 Contributors: User:Altair78 File:Boeing engine modeling.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_engine_modeling.jpg License: Creative Commons Attribution-Sharealike 2.0 Contributors: http://flickr.com/photos/shearforce/ File:Boeing 787 roll-out port view.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_787_roll-out_port_view.jpg License: Creative Commons Attribution 2.0 Contributors: Aaron "tango" Tang from cambridge, ma, usa File:Salon du Bourget 20090619 252.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Salon_du_Bourget_20090619_252.jpg License: Creative Commons Attribution-Sharealike 3.0 Contributors: User:Okki File:Boeing 787 Section 41 final assembly.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_787_Section_41_final_assembly.jpg License: Creative Commons Attribution 2.0 Contributors: http://flickr.com/photos/markjhandel/ File:Boeing 787 first flight taxi turn.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_787_first_flight_taxi_turn.jpg License: Creative Commons Attribution 2.0 Contributors: Dave Sizer from Seattle, WA, USA File:Boeing 787 Roll-out.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_787_Roll-out.jpg License: Creative Commons Attribution 2.5 Contributors: User:Yasobara File:Boeing 787-8 first flight tarmac.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_787-8_first_flight_tarmac.jpg License: Creative Commons Attribution 2.0 Contributors: Dave Sizer from Seattle, WA, USA File:787-flight-deck.jpg Source: http://en.wikipedia.org/w/index.php?title=File:787-flight-deck.jpg License: Public Domain Contributors: User:Brandrodungswanderfeldhackbau File:Boeing 787 interior mockup.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_787_interior_mockup.jpg License: Creative Commons Attribution-Sharealike 2.0 Contributors: jeff~ File:Boeing 787 cabin LED lights1.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_787_cabin_LED_lights1.jpg License: Creative Commons Attribution-Sharealike 2.0 Contributors: User:Altair78 File:787fuselage.jpg Source: http://en.wikipedia.org/w/index.php?title=File:787fuselage.jpg License: Public Domain Contributors: Original uploader was Cjboffoli at en.wikipedia File:Dreamliner seattle center fuselage panel.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Dreamliner_seattle_center_fuselage_panel.jpg License: Creative Commons Attribution-Sharealike 2.0 Contributors: Max from UK File:All Nippon Airways Boeing 787-8 Dreamliner two overflight.jpg Source: http://en.wikipedia.org/w/index.php?title=File:All_Nippon_Airways_Boeing_787-8_Dreamliner_two_overflight.jpg License: Creative Commons Attribution 2.0 Contributors: ???? 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Jet Airliners

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Jet Airliners

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Airliners

Current Public Movers

A widebody jet airliner, the Boeing 777

Cross-section comparison of Airbus A380 and Boeing 747-400

Airbus A300 cross-section, showing cargo, passenger, and overhead areas

Economy class on an EVA Air Boeing 777 in nine-abreast layout.

Cubana's Ilyushin Il-96 economy class cabin.

Lufthansa Airbus A340-600 Economy cabin

Airbus A330 Business Class (Avianca).

Wake turbulence and separation

A U.S. Space Shuttle mounted on a modified Boeing 747

8 across (17.4" wide) in 2-4-2 on AI [59]

Airbus A340 Airbus A350

380.0 [63] tons 298.0 [66] tons

234inches (5.94m) [67] [68]

560.0 [72] tons

281inches (7.14m) [72]

412.8 [76] tons

240inches (6.10m) [78] 136inches [79] (3.45m) 186inches (4.72m)

256inches (6.50m) [79]

204.1 [83] tons

351.5 [90] tons

244inches (6.20m) [91] [92]

245.0 [100] tons

227inches [102] [103] (5.77m)

239inches (6.08 m) [106]

Ilyushin Il-96 L1011 Tristar MD DC-10 MD MD-11

239inches (6.08 m) [110] 237inches (6.02m)

225inches (5.72m) [114] 224inches (5.69m)

237inches [116] (6.02m) 237inches [119] (6.02m)

Head-on view of the Airbus A380 during pushback

Japan Airlines Boeing 747

The Rolls Royce Trent 900 Engine

Rough Boeing 747 interior airframe

The first twinjet widebody (1972), the Airbus A300

Lockheed L-1011 TriStar of Royal Jordanian Airlines

Airbus A330 parked at an airport gate

Ilyushin IL-96 operated by Aeroflot

Competition between Airbus and Boeing

Competition between Airbus and Boeing

Competition between Airbus and Boeing

Passengers/range km (statute miles) for all models

6,800 to 7,700 (4500sm)

9,000 to 10,200 (5900sm)

10,500 to 11,300 (6800sm)

12,250 to 12,500 (7700sm)

13,300 to 13,900 (8500sm)

14,200 to 14,800 (9000sm)

14,900 to 15,400 to 15,200 16,000 (9300sm) (9800sm)

16,700 to 17,400 (10500sm)

B737-700 A319-100 B737-800 A320-200 A321-200 (B757-200) B737-900 (B757-300)

B747-100SR B747-100 B747-300SR

Competition between Airbus and Boeing

410-568 <467 525-853

Airbus A320 vs Boeing 737

117 (1-class) 31.45m (103ft 2in)

142 (1-class) 33.84m (111ft)

180 (1-class) 37.57m (123ft)

149 (1-class) 189 (1-class)

204 (1-class) 42.1m (138ft 2in)

31.1m (101ft 8in)

31.2m (102ft 6in)

33.6m (110ft 4in)