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[
"Boeing 314 Clipper",
"manufacturer",
"Boeing"
] |
The Boeing 314 Clipper was an American long-range flying boat produced by Boeing from 1938 to 1941. One of the largest aircraft of its time, it had the range to cross the Atlantic and Pacific oceans. For its wing, Boeing re-used the design from the earlier XB-15 bomber prototype. Twelve Clippers were built, nine of which served with Pan Am.
| 2
|
[
"Boeing 314 Clipper",
"developer",
"Boeing"
] |
The Boeing 314 Clipper was an American long-range flying boat produced by Boeing from 1938 to 1941. One of the largest aircraft of its time, it had the range to cross the Atlantic and Pacific oceans. For its wing, Boeing re-used the design from the earlier XB-15 bomber prototype. Twelve Clippers were built, nine of which served with Pan Am.
| 3
|
[
"Boeing 314 Clipper",
"subclass of",
"airliner"
] |
The Boeing 314 Clipper was an American long-range flying boat produced by Boeing from 1938 to 1941. One of the largest aircraft of its time, it had the range to cross the Atlantic and Pacific oceans. For its wing, Boeing re-used the design from the earlier XB-15 bomber prototype. Twelve Clippers were built, nine of which served with Pan Am.
| 6
|
[
"Boeing 314 Clipper",
"subclass of",
"flying boat"
] |
The Boeing 314 Clipper was an American long-range flying boat produced by Boeing from 1938 to 1941. One of the largest aircraft of its time, it had the range to cross the Atlantic and Pacific oceans. For its wing, Boeing re-used the design from the earlier XB-15 bomber prototype. Twelve Clippers were built, nine of which served with Pan Am.
| 9
|
[
"Boeing 314 Clipper",
"instance of",
"aircraft family"
] |
The Boeing 314 Clipper was an American long-range flying boat produced by Boeing from 1938 to 1941. One of the largest aircraft of its time, it had the range to cross the Atlantic and Pacific oceans. For its wing, Boeing re-used the design from the earlier XB-15 bomber prototype. Twelve Clippers were built, nine of which served with Pan Am.
| 10
|
[
"Boeing 307 Stratoliner",
"manufacturer",
"Boeing"
] |
The Boeing Model 307 Stratoliner (or Strato-Clipper in Pan American service, or C-75 in USAAF service) is an American stressed-skin four-engine low-wing tailwheel monoplane airliner derived from the B-17 Flying Fortress bomber, which entered commercial service in July 1940. It was the first airliner in revenue service with a pressurized cabin, which with supercharged engines, allowed it to cruise above the weather. As such it represented a major advance over contemporaries, with a cruising speed of 220 mph (350 km/h) at 20,000 ft (6,100 m) compared to the Douglas DC-3s 160 mph (260 km/h), at 8,000 ft (2,400 m) then in service. When it entered commercial service it had a crew of five to six, including two pilots, a flight engineer, two flight attendants and an optional navigator, and had a capacity for 33 passengers, which later modifications increased, first to 38, and eventually to 60.
| 0
|
[
"Boeing 307 Stratoliner",
"operator",
"Trans World Airlines"
] |
Operators
Civilian operators
United StatesHoward Hughes bought one aircraft.
Inter-American Inc. (IA) bought ex-Pan Am Clipper Flying Cloud from the Haitian Government.
Pan American Airways (PAA: Pan Am) received three aircraft.
Trans World Airlines (TWA) received five aircraft.
Quaker City Airways, operated ex-Pan Am Clipper Comet. EcuadorAerovias Ecuatorianas CA/AREA Ecuador, operated an ex-Pan Am aircraft as HC 004. France
Aigle Azur (en:Blue Eagle) operated five ex-TWA aircraft and one Pan-Am aircraft, all bought in 1951.
Air Nautic (or Airnautic) operated three aircraft.
Commission Internationale de Contrôle (International Control Commission in English) (CIC/ICC) and its successor International Commission of Control and Supervision operated at least three aircraft leased from UAT and CITCA.
Compagnie Internationale de Transports Civil Aériens (CITCA) leased out ex-UAT aircraft to other operators.
Union Aéromaritime de Transport (UAT) operated the Aigle Azur aircraft after buying them out. Laosອາກາດລາວ (Fr: Air Laos/Air Laos Transport Aériens) leased one ex-Pan Am/ex-Aigle Azur aircraft, before being renamed Royal Air Lao.
ລາຊະວົງ ສາຍການບິນ ພາສາລາວ (En:Royal Air Lao) operated four ex-Aigle Azur aircraft. Cambodiaអាកាសចរណ៍ភូមិន្ទ កម្ពុជា (Fr: Royal Air Cambodge) operated one aircraft with French registration.
Cambodia Air Commerciale operated several aircraft, under Laos registrations.
| 4
|
[
"Boeing 307 Stratoliner",
"operator",
"Aigle Azur (1946)"
] |
Operators
Civilian operators
United StatesHoward Hughes bought one aircraft.
Inter-American Inc. (IA) bought ex-Pan Am Clipper Flying Cloud from the Haitian Government.
Pan American Airways (PAA: Pan Am) received three aircraft.
Trans World Airlines (TWA) received five aircraft.
Quaker City Airways, operated ex-Pan Am Clipper Comet. EcuadorAerovias Ecuatorianas CA/AREA Ecuador, operated an ex-Pan Am aircraft as HC 004. France
Aigle Azur (en:Blue Eagle) operated five ex-TWA aircraft and one Pan-Am aircraft, all bought in 1951.
Air Nautic (or Airnautic) operated three aircraft.
Commission Internationale de Contrôle (International Control Commission in English) (CIC/ICC) and its successor International Commission of Control and Supervision operated at least three aircraft leased from UAT and CITCA.
Compagnie Internationale de Transports Civil Aériens (CITCA) leased out ex-UAT aircraft to other operators.
Union Aéromaritime de Transport (UAT) operated the Aigle Azur aircraft after buying them out. Laosອາກາດລາວ (Fr: Air Laos/Air Laos Transport Aériens) leased one ex-Pan Am/ex-Aigle Azur aircraft, before being renamed Royal Air Lao.
ລາຊະວົງ ສາຍການບິນ ພາສາລາວ (En:Royal Air Lao) operated four ex-Aigle Azur aircraft. Cambodiaអាកាសចរណ៍ភូមិន្ទ កម្ពុជា (Fr: Royal Air Cambodge) operated one aircraft with French registration.
Cambodia Air Commerciale operated several aircraft, under Laos registrations.
| 8
|
[
"Boeing Calc",
"developer",
"Boeing"
] |
Boeing Calc was a spreadsheet package written by Boeing Computer Services, an independent subsidiary of aviation manufacturer Boeing. It had originally been developed as an in-house accounting tool, but was launched as a commercial product in April 1985 for IBM 4300 mainframes running IBM MVS and IBM PC microcomputers running DOS. The original launch price was $399 per copy for the PC version and $8,899 for a combined PC/mainframe bundle.Boeing Calc could read and later write standard Lotus 1-2-3 files. It supported a maximum spreadsheet size of 16,000 columns by 16,000 rows, and was notable for introducing the concept of 3D spreadsheets. Each spreadsheet could have up to 16,000 pages, with cells prefixed by the page number; the upper-left cell of the third page was referred to as 3A1, for example. This concept was a precursor of the tabbed sheets included in Quattro Pro and later spreadsheets.
Version 3.0 was launched in August 1987 and introduced multi-user support on PC-based local area networks, with a price of $795 for a LAN licence. Version 4.0 followed in November of that year, with the price for a single-user licence reduced to $395. Unlike competitors such as Lotus 1-2-3 and Quattro it did not support graphics, although Boeing sold a companion program - Boeing Graph - that could produce 3D charts. Contemporary reviews of version 3.0 praised Boeing Calc's flexibility and ability to work with files of up to 32mb in size, but criticised its steep system requirements, slow speed, and reliance on disk-based virtual memory. Running on a high-end 6 MHz IBM PC AT with an Intel 8087 maths coprocessor, Infoworld's standard spreadsheet took 42.9 seconds to recalculate, versus 7.9 for the same sheet running in Lotus 1-2-3.Towards the end of 1987 Boeing announced its intention to leave the microcomputer software industry. Boeing Computer Services was sold off as an independent entity, Garrison Software Corp, to West German software distributors m+s Elektronik. However the deal fell through and BCS reverted to Boeing's control, where it was eventually merged with Boeing Information Services. Boeing Calc ceased development in 1988, with the final copies being sold off to employees at a discount price of $50.
| 2
|
[
"Boeing EA-18G Growler",
"country of origin",
"United States of America"
] |
The Boeing EA-18G Growler is an American carrier-based electronic warfare aircraft, a specialized version of the two-seat F/A-18F Super Hornet. The EA-18G replaced the Northrop Grumman EA-6B Prowlers in service with the United States Navy. The Growler's electronic warfare capability is primarily provided by Northrop Grumman. The EA-18G began production in 2007 and entered operational service with the US Navy in late 2009. Australia has also purchased thirteen EA-18Gs, which entered service with the Royal Australian Air Force in 2017.
| 0
|
[
"Boeing EA-18G Growler",
"subclass of",
"F/A-18 Super Hornet"
] |
The Boeing EA-18G Growler is an American carrier-based electronic warfare aircraft, a specialized version of the two-seat F/A-18F Super Hornet. The EA-18G replaced the Northrop Grumman EA-6B Prowlers in service with the United States Navy. The Growler's electronic warfare capability is primarily provided by Northrop Grumman. The EA-18G began production in 2007 and entered operational service with the US Navy in late 2009. Australia has also purchased thirteen EA-18Gs, which entered service with the Royal Australian Air Force in 2017.
| 4
|
[
"Boeing EA-18G Growler",
"has use",
"electronic warfare"
] |
The Boeing EA-18G Growler is an American carrier-based electronic warfare aircraft, a specialized version of the two-seat F/A-18F Super Hornet. The EA-18G replaced the Northrop Grumman EA-6B Prowlers in service with the United States Navy. The Growler's electronic warfare capability is primarily provided by Northrop Grumman. The EA-18G began production in 2007 and entered operational service with the US Navy in late 2009. Australia has also purchased thirteen EA-18Gs, which entered service with the Royal Australian Air Force in 2017.
| 5
|
[
"Boeing Monomail",
"subclass of",
"mail plane"
] |
The Boeing Model 200 Monomail was an American mail plane of the early 1930s.
| 6
|
[
"Boeing Monomail",
"instance of",
"aircraft model"
] |
The Boeing Model 200 Monomail was an American mail plane of the early 1930s.Design and development
The aircraft marked a departure from the traditional biplane configuration for a transport aircraft, instead featuring a single, low set, all metal cantilever wing. Retractable landing gear and a streamlined fuselage added to the aerodynamic efficiency of the aircraft. A single example was constructed for evaluation by both Boeing and the US Army (under the designation Y1C-18) but no mass production ensued, and the aircraft eventually joined Boeing's fleet on the San Francisco-Chicago air mail route from July 1931.
A second version was developed as the Model 221, with a fuselage stretched by 8 inches (20 cm) that sacrificed some of its cargo capacity to carry six passengers in an enclosed cabin; the single pilot, however, sat in an open cockpit. This version first flew on 18 August 1930. Both the Model 200 and the Model 221 were eventually modified for transcontinental service as the Model 221A, with slight fuselage stretches to give both a cabin for eight passengers. These aircraft were flown on United Air Lines' Cheyenne-Chicago route.
The advanced design of the Monomail was hampered by the lack of suitable engine and propeller technology. By the time variable-pitch propellers and more powerful engines were available, the design had been surpassed by multi-engined aircraft, including Boeing's own 247. However, many advancements of the Monomail were incorporated into the designs of the most advanced bomber and fighter aircraft of the early 1930s, the Boeing B-9 and the Model 248 (later developed into the P-26 Peashooter of the USAAC), respectively.
| 7
|
[
"Boeing Model 40",
"operator",
"Universal Air Lines"
] |
The Boeing Model 40 was a United States mail plane of the 1920s. It was a single-engined biplane that was widely used for airmail services in the United States in the 1920s and 1930s, especially by airlines that later became part of United Airlines. It became the first aircraft built by the Boeing company to carry passengers.
| 7
|
[
"Boeing Model 40",
"instance of",
"aircraft family"
] |
The Boeing Model 40 was a United States mail plane of the 1920s. It was a single-engined biplane that was widely used for airmail services in the United States in the 1920s and 1930s, especially by airlines that later became part of United Airlines. It became the first aircraft built by the Boeing company to carry passengers.
| 9
|
[
"Boeing Model 40",
"subclass of",
"transport aircraft with 1 piston-propeller engine"
] |
The Boeing Model 40 was a United States mail plane of the 1920s. It was a single-engined biplane that was widely used for airmail services in the United States in the 1920s and 1930s, especially by airlines that later became part of United Airlines. It became the first aircraft built by the Boeing company to carry passengers.
| 11
|
[
"Boeing 80",
"manufacturer",
"Boeing"
] |
The Boeing 80 was an American airliner of the 1920s. A three-engined biplane, the Model 80 was built by the Boeing Airplane Company for Boeing's own airline, Boeing Air Transport, successfully carrying both airmail and passengers on scheduled services.Development and design
Boeing Air Transport was formed on February 17, 1927 by William Boeing to operate the Contract Air Mail (CAM) service between San Francisco and Chicago (CAM.18), taking over the route on July 1, 1927. The route was initially operated by single-engined Boeing 40A biplanes, which could carry four passengers, which provided a useful supplement to the subsidized revenue from carrying airmail.
In order to take better advantage of passenger traffic, Boeing decided that it needed a larger aircraft that was more suitable for passenger carrying, and in early 1928 designed a trimotor aircraft capable of carrying 12 passengers, the Model 80. Unlike the Fokker F-10 and Ford Trimotors operated by other U.S. airlines, the Model 80 was a biplane, chosen to give good takeoff and landing performance when operating from difficult airfields on its routes, many of which were at relatively high altitude. The fuselage was of fabric covered steel and aluminium tube construction, and carried its 12 passengers in three-abreast seating in a well-appointed cabin. The flight crew of two sat in an enclosed flight deck forward of the passenger cabin. The wings were of fabric covered steel and duralumin construction, with detachable wingtips to aid storage in hangars.The first Model 80, powered by three Pratt & Whitney Wasp radial engines, flew on July 27, 1928. It was followed by three more Model 80s before production switched to the improved Model 80A, which was longer, allowing 18 passengers to be carried, and was powered by more powerful Pratt & Whitney Hornet engines, first flying on July 18, 1929 and receiving its airworthiness certificate on August 20, 1929.
| 0
|
[
"Boeing 80",
"developer",
"Boeing"
] |
The Boeing 80 was an American airliner of the 1920s. A three-engined biplane, the Model 80 was built by the Boeing Airplane Company for Boeing's own airline, Boeing Air Transport, successfully carrying both airmail and passengers on scheduled services.Development and design
Boeing Air Transport was formed on February 17, 1927 by William Boeing to operate the Contract Air Mail (CAM) service between San Francisco and Chicago (CAM.18), taking over the route on July 1, 1927. The route was initially operated by single-engined Boeing 40A biplanes, which could carry four passengers, which provided a useful supplement to the subsidized revenue from carrying airmail.
In order to take better advantage of passenger traffic, Boeing decided that it needed a larger aircraft that was more suitable for passenger carrying, and in early 1928 designed a trimotor aircraft capable of carrying 12 passengers, the Model 80. Unlike the Fokker F-10 and Ford Trimotors operated by other U.S. airlines, the Model 80 was a biplane, chosen to give good takeoff and landing performance when operating from difficult airfields on its routes, many of which were at relatively high altitude. The fuselage was of fabric covered steel and aluminium tube construction, and carried its 12 passengers in three-abreast seating in a well-appointed cabin. The flight crew of two sat in an enclosed flight deck forward of the passenger cabin. The wings were of fabric covered steel and duralumin construction, with detachable wingtips to aid storage in hangars.The first Model 80, powered by three Pratt & Whitney Wasp radial engines, flew on July 27, 1928. It was followed by three more Model 80s before production switched to the improved Model 80A, which was longer, allowing 18 passengers to be carried, and was powered by more powerful Pratt & Whitney Hornet engines, first flying on July 18, 1929 and receiving its airworthiness certificate on August 20, 1929.
| 1
|
[
"Boeing 80",
"subclass of",
"airliner"
] |
The Boeing 80 was an American airliner of the 1920s. A three-engined biplane, the Model 80 was built by the Boeing Airplane Company for Boeing's own airline, Boeing Air Transport, successfully carrying both airmail and passengers on scheduled services.
| 2
|
[
"Boeing 80",
"instance of",
"aircraft model"
] |
The Boeing 80 was an American airliner of the 1920s. A three-engined biplane, the Model 80 was built by the Boeing Airplane Company for Boeing's own airline, Boeing Air Transport, successfully carrying both airmail and passengers on scheduled services.Development and design
Boeing Air Transport was formed on February 17, 1927 by William Boeing to operate the Contract Air Mail (CAM) service between San Francisco and Chicago (CAM.18), taking over the route on July 1, 1927. The route was initially operated by single-engined Boeing 40A biplanes, which could carry four passengers, which provided a useful supplement to the subsidized revenue from carrying airmail.
In order to take better advantage of passenger traffic, Boeing decided that it needed a larger aircraft that was more suitable for passenger carrying, and in early 1928 designed a trimotor aircraft capable of carrying 12 passengers, the Model 80. Unlike the Fokker F-10 and Ford Trimotors operated by other U.S. airlines, the Model 80 was a biplane, chosen to give good takeoff and landing performance when operating from difficult airfields on its routes, many of which were at relatively high altitude. The fuselage was of fabric covered steel and aluminium tube construction, and carried its 12 passengers in three-abreast seating in a well-appointed cabin. The flight crew of two sat in an enclosed flight deck forward of the passenger cabin. The wings were of fabric covered steel and duralumin construction, with detachable wingtips to aid storage in hangars.The first Model 80, powered by three Pratt & Whitney Wasp radial engines, flew on July 27, 1928. It was followed by three more Model 80s before production switched to the improved Model 80A, which was longer, allowing 18 passengers to be carried, and was powered by more powerful Pratt & Whitney Hornet engines, first flying on July 18, 1929 and receiving its airworthiness certificate on August 20, 1929.
| 4
|
[
"Boeing 80",
"subclass of",
"airliner with 3 piston-propeller engines"
] |
The Boeing 80 was an American airliner of the 1920s. A three-engined biplane, the Model 80 was built by the Boeing Airplane Company for Boeing's own airline, Boeing Air Transport, successfully carrying both airmail and passengers on scheduled services.Development and design
Boeing Air Transport was formed on February 17, 1927 by William Boeing to operate the Contract Air Mail (CAM) service between San Francisco and Chicago (CAM.18), taking over the route on July 1, 1927. The route was initially operated by single-engined Boeing 40A biplanes, which could carry four passengers, which provided a useful supplement to the subsidized revenue from carrying airmail.
In order to take better advantage of passenger traffic, Boeing decided that it needed a larger aircraft that was more suitable for passenger carrying, and in early 1928 designed a trimotor aircraft capable of carrying 12 passengers, the Model 80. Unlike the Fokker F-10 and Ford Trimotors operated by other U.S. airlines, the Model 80 was a biplane, chosen to give good takeoff and landing performance when operating from difficult airfields on its routes, many of which were at relatively high altitude. The fuselage was of fabric covered steel and aluminium tube construction, and carried its 12 passengers in three-abreast seating in a well-appointed cabin. The flight crew of two sat in an enclosed flight deck forward of the passenger cabin. The wings were of fabric covered steel and duralumin construction, with detachable wingtips to aid storage in hangars.The first Model 80, powered by three Pratt & Whitney Wasp radial engines, flew on July 27, 1928. It was followed by three more Model 80s before production switched to the improved Model 80A, which was longer, allowing 18 passengers to be carried, and was powered by more powerful Pratt & Whitney Hornet engines, first flying on July 18, 1929 and receiving its airworthiness certificate on August 20, 1929.
| 5
|
[
"Boeing P-26 Peashooter",
"manufacturer",
"Boeing"
] |
The Boeing P-26 "Peashooter" was the first American production all-metal fighter aircraft and the first pursuit monoplane to enter squadron service with the United States Army Air Corps. Designed and built by Boeing, the prototype first flew in 1932, and the type was still in use with the U.S. Army Air Corps as late as 1941 in the Philippines. There are two surviving Peashooters, but there are three reproductions on display with two more under construction.
| 1
|
[
"Boeing P-26 Peashooter",
"developer",
"Boeing"
] |
The Boeing P-26 "Peashooter" was the first American production all-metal fighter aircraft and the first pursuit monoplane to enter squadron service with the United States Army Air Corps. Designed and built by Boeing, the prototype first flew in 1932, and the type was still in use with the U.S. Army Air Corps as late as 1941 in the Philippines. There are two surviving Peashooters, but there are three reproductions on display with two more under construction.
| 2
|
[
"Boeing P-26 Peashooter",
"subclass of",
"fighter"
] |
The Boeing P-26 "Peashooter" was the first American production all-metal fighter aircraft and the first pursuit monoplane to enter squadron service with the United States Army Air Corps. Designed and built by Boeing, the prototype first flew in 1932, and the type was still in use with the U.S. Army Air Corps as late as 1941 in the Philippines. There are two surviving Peashooters, but there are three reproductions on display with two more under construction.
| 4
|
[
"Boeing P-26 Peashooter",
"subclass of",
"fighter monoplane with 1 engine"
] |
Variants
XP-936
Model 248, prototypes powered by a 522 hp (389 kW) Pratt & Whitney SR-1340E Wasp radial engine, three built.
XP-26
Designation assigned to the three XP-936 aircraft after acquisition by the USAAC on June 15, 1932. Other designations assigned to the aircraft included Y1P-26, XY1P-26, and eventually P-26.
P-26A
Model 266, first production variant, powered by a 600 hp (450 kW) R-1340-27. Multiple modifications were made during the production run and afterward. 111 built. Surviving aircraft were redesignated RP-26A in October 1942 and then ZP-26A in December.
P-26B
Model 266A, improved variant powered by a fuel-injected 600 hp (450 kW) R-1340-33. Two built, with 17 more being converted from P-26Cs.
P-26C
Interim variant with a carbureted R-1340-27 and a modified fuel system. Flaps were factory installed. 23 built. All surviving P-26Cs were modified into P-26B standard in 1936.
Model 281
Export version of the P-26C; 11 built for China and one for Spain.
| 6
|
[
"Boeing P-26 Peashooter",
"instance of",
"aircraft family"
] |
The Boeing P-26 "Peashooter" was the first American production all-metal fighter aircraft and the first pursuit monoplane to enter squadron service with the United States Army Air Corps. Designed and built by Boeing, the prototype first flew in 1932, and the type was still in use with the U.S. Army Air Corps as late as 1941 in the Philippines. There are two surviving Peashooters, but there are three reproductions on display with two more under construction.
| 10
|
[
"Boeing Dreamlifter",
"instance of",
"aircraft model"
] |
The Boeing 747-400 Large Cargo Freighter (LCF) is a wide-body cargo aircraft modified extensively from the Boeing 747-400 airliner. With a volume of 65,000 cubic feet (1,840 m3) it can hold three times that of a 747-400F freighter. The outsized aircraft, known as the Dreamlifter, was designed to transport Boeing 787 Dreamliner parts between Italy, Japan, and the U.S., but has also flown medical supplies during the COVID-19 pandemic.
| 4
|
[
"Memphis Belle (aircraft)",
"manufacturer",
"Boeing"
] |
Combat history
The Memphis Belle, a Boeing-built B-17F-10-BO, manufacturer's serial number 3170, USAAC Serial No. 41-24485, was added to the USAAF inventory on 15 July 1942, and delivered in September 1942 to the 91st Bombardment Group at Dow Field, Bangor, Maine. It deployed to Prestwick, Scotland, on 30 September 1942, moving to a temporary base at RAF Kimbolton on 1 October, and then finally to its permanent base at RAF Bassingbourn, England, on 14 October. Each side of the fuselage bore the unit and aircraft identification markings of a B-17 of the 324th Bomb Squadron (Heavy), with the squadron code "DF" and individual aircraft letter "A".Captain Robert K. Morgan's crew flew 25 combat missions with the 324th Bomb Squadron; all but four were in the Memphis Belle. The bomber's 25 combat missions, during which eight German aircraft were shot down by its aircrew, were:
| 0
|
[
"Memphis Belle (aircraft)",
"instance of",
"B-17F Flying Fortress"
] |
Other aircraft named Memphis Belle
A Republic F-105D Thunderchief (AF Ser. No. 60-0504) from 357th Tactical Fighter Squadron of the 355th Tactical Fighter Wing based at Takhli Royal Thai Air Base during the Vietnam War was named Memphis Belle II in honor of the original B-17F. The aircraft claimed two MiG-17 kills in addition to numerous bombing missions, and was the last F-105 to fly. It is currently preserved at the National Museum of the United States Air Force at Wright-Patterson Air Force Base near Dayton, Ohio. It was donated in April 1990.
A Rockwell B-1B Lancer (AF Ser. No. 86-0133) was named Memphis Belle. In 1996, Colonel Robert K. Morgan, pilot of the original Memphis Belle, received the opportunity to fly in this aircraft, while it served with the Georgia Air National Guard's 116th Bomb Wing at Robins AFB, Georgia.
A General Dynamics FB-111A Aardvark (AF Ser. No. 68-0267) was also nicknamed Memphis Belle II for a period during the 1980s. It is currently located at the Strategic Air Command Museum, located in Ashland, Nebraska.
Two Boeing B-52 Stratofortresses have carried the name Memphis Belle. B-52G (AF Ser. No. 59-2594) was named Memphis Belle III and took part in the 1991 Gulf War. That aircraft was retired from active service as the B-52G was phased out of USAF service and sent to the AMARC at Davis-Monthan AFB, Arizona in October, 1992. The first B-52H (AF Ser. No. 60-0001) was named Memphis Belle IV and is currently assigned to the 2nd Bomb Wing at Barksdale Air Force Base, Louisiana, having seen action in both Iraq and Afghanistan in support of Operations Iraqi Freedom and Enduring Freedom.
A McDonnell Douglas F-15E (AF Ser. No 89-0485) from the 336th Fighter Squadron, 4th Fighter Wing, flew with the nose art "Memphis Belle III" during Operation Iraqi Freedom in 2003.
A Lockheed C-141 Starlifter (AF Ser. No 67-0024) became the Memphis Belle V. It was transferred to the AMARC inventory upon the retirement of all C-141s from active service in the U.S. Air Force, to include the Air Force Reserve and the Air National Guard.
A Lockheed C-5 Galaxy (AF Ser. No. 69-0025) was named the Memphis Belle X was assigned to the 164th Airlift Wing of the Tennessee Air National Guard at Memphis Air National Guard Base.
A Boeing C-17 Globemaster III (AF Ser. No. 93-0600) is named the Memphis Belle XI assigned currently to the 164th Airlift Wing of the Tennessee Air National Guard at Memphis Air National Guard Base.
Pinnacle Airlines' first Bombardier CRJ (N8390A) is named Spirit of Memphis Belle.
| 4
|
[
"Orbital Reef",
"instance of",
"space station"
] |
Orbital Reef is a planned low Earth orbit (LEO) space station designed by Blue Origin and Sierra Nevada Corporation's Sierra Space for commercial space activities and space tourism uses. Blue Origin has referred to it as a "mixed-use business park". The companies released preliminary plans on 25 October 2021. The station is being designed to support 10 persons in 830 m3 of volume. The station is expected to be operational by 2027.On 2 December 2021, NASA announced it had selected Blue Origin as one of three companies to develop designs of space stations and other commercial destinations in space. Blue Origin was awarded $130 million. These Space Act Agreements are the first phase of two with which NASA aims to maintain an uninterrupted U.S. presence in low-Earth orbit by transitioning from the International Space Station to other platforms.
| 1
|
[
"Orbital Reef",
"developer",
"Blue Origin"
] |
Orbital Reef is a planned low Earth orbit (LEO) space station designed by Blue Origin and Sierra Nevada Corporation's Sierra Space for commercial space activities and space tourism uses. Blue Origin has referred to it as a "mixed-use business park". The companies released preliminary plans on 25 October 2021. The station is being designed to support 10 persons in 830 m3 of volume. The station is expected to be operational by 2027.On 2 December 2021, NASA announced it had selected Blue Origin as one of three companies to develop designs of space stations and other commercial destinations in space. Blue Origin was awarded $130 million. These Space Act Agreements are the first phase of two with which NASA aims to maintain an uninterrupted U.S. presence in low-Earth orbit by transitioning from the International Space Station to other platforms.
| 5
|
[
"Orbital Reef",
"developer",
"Sierra Space"
] |
Partners
Blue Origin and Sierra Space have partnered with several companies and institutions to realize the project:
Blue Origin: Partner, providing vehicle utility core systems, large-diameter modules, and the reusable heavy-lift New Glenn launch system.
Amazon: logistics and supply chain management.
Amazon Web Services: AWS will provide a variety of integrated cloud services and tools to support both near-term and long-term technical requirements including space station development and design, flight operations, data management, enterprise architecture, integrated networking, logistics, and communications capabilities.
Sierra Space: Partner, providing Large Integrated Flexible Environment (LIFE) modules, node modules, and runway-landing Dream Chaser spaceplane for crew and cargo transportation.
Mitsubishi Heavy Industries.
Boeing: Providing science modules, space station operations and maintenance, and the Starliner crew spacecraft
Redwire Space: Providing payload operations and deployable structures, and support for microgravity research, development, and manufacturing.
Genesis Engineering Solutions: Providing the Single Person Spacecraft for routine external operations and tourist excursions.
Arizona State University: Providing research advisory services and public outreach through a global consortium of fourteen leading universities.
| 7
|
[
"Orbital Reef",
"developer",
"Genesis Engineering Solutions"
] |
Partners
Blue Origin and Sierra Space have partnered with several companies and institutions to realize the project:
Blue Origin: Partner, providing vehicle utility core systems, large-diameter modules, and the reusable heavy-lift New Glenn launch system.
Amazon: logistics and supply chain management.
Amazon Web Services: AWS will provide a variety of integrated cloud services and tools to support both near-term and long-term technical requirements including space station development and design, flight operations, data management, enterprise architecture, integrated networking, logistics, and communications capabilities.
Sierra Space: Partner, providing Large Integrated Flexible Environment (LIFE) modules, node modules, and runway-landing Dream Chaser spaceplane for crew and cargo transportation.
Mitsubishi Heavy Industries.
Boeing: Providing science modules, space station operations and maintenance, and the Starliner crew spacecraft
Redwire Space: Providing payload operations and deployable structures, and support for microgravity research, development, and manufacturing.
Genesis Engineering Solutions: Providing the Single Person Spacecraft for routine external operations and tourist excursions.
Arizona State University: Providing research advisory services and public outreach through a global consortium of fourteen leading universities.
| 8
|
[
"Orbital Reef",
"instance of",
"proposed commercial space station"
] |
Orbital Reef is a planned low Earth orbit (LEO) space station designed by Blue Origin and Sierra Nevada Corporation's Sierra Space for commercial space activities and space tourism uses. Blue Origin has referred to it as a "mixed-use business park". The companies released preliminary plans on 25 October 2021. The station is being designed to support 10 persons in 830 m3 of volume. The station is expected to be operational by 2027.On 2 December 2021, NASA announced it had selected Blue Origin as one of three companies to develop designs of space stations and other commercial destinations in space. Blue Origin was awarded $130 million. These Space Act Agreements are the first phase of two with which NASA aims to maintain an uninterrupted U.S. presence in low-Earth orbit by transitioning from the International Space Station to other platforms.
| 10
|
[
"Airbus A380",
"developer",
"Airbus"
] |
Avionics
The A380 employs an integrated modular avionics (IMA) architecture, first used in advanced military aircraft, such as the Lockheed Martin F-22 Raptor, Lockheed Martin F-35 Lightning II, and Dassault Rafale. The main IMA systems on the A380 were developed by the Thales Group. Designed and developed by Airbus, Thales and Diehl Aerospace, the IMA suite was first used on the A380. The suite is a technological innovation, with networked computing modules to support different applications. The data networks use Avionics Full-Duplex Switched Ethernet, an implementation of ARINC 664. These are switched, full-duplex, star-topology and based on 100baseTX fast-Ethernet. This reduces the amount of wiring required and minimises latency.
| 1
|
[
"Airbus A380",
"operator",
"British Airways"
] |
Current operators
Singapore Airlines (first service on 25 October 2007)
Emirates (first service on 1 August 2008) Retirement of its A380s is planned to be started after 2035. They will remain in service until then (announced September 2019).
Qantas (first service on 20 October 2008)
Lufthansa (first service on 10 June 2011) All of its A380s were placed in storage in September 2021 due to the COVID-19 pandemic. Lufthansa is reactivating some of its remaining A380s for a return to service in Summer 2023.
Korean Air (first service on 17 June 2011) All of its A380s are to be phased out by 2026 (announced in August 2021).
Thai Airways (first service on 6 October 2012) All of its A380s are to be retired (announced in February 2021).
British Airways (first service on 2 August 2013)
Asiana Airlines (first service on 13 June 2014) Following merger with Korean Air, its A380s are to be phased out by 2026 (announced in August 2021).
Qatar Airways (first service on 10 October 2014) Half of its A380s are retired; the remaining aircraft are to be phased out (announced in January 2021).
Etihad Airways (first service on 27 December 2014) All of its A380s were "permanently grounded" (announced in May 2021), with the possibility to fly again if certain market conditions are met (announced in November 2021). Etihad now plans to reactivate four of its A380s, returning them to service in summer 2023 (announced in December 2022).
All Nippon Airways (first service on 24 May 2019)
| 3
|
[
"Airbus A380",
"operator",
"Singapore Airlines"
] |
Current operators
Singapore Airlines (first service on 25 October 2007)
Emirates (first service on 1 August 2008) Retirement of its A380s is planned to be started after 2035. They will remain in service until then (announced September 2019).
Qantas (first service on 20 October 2008)
Lufthansa (first service on 10 June 2011) All of its A380s were placed in storage in September 2021 due to the COVID-19 pandemic. Lufthansa is reactivating some of its remaining A380s for a return to service in Summer 2023.
Korean Air (first service on 17 June 2011) All of its A380s are to be phased out by 2026 (announced in August 2021).
Thai Airways (first service on 6 October 2012) All of its A380s are to be retired (announced in February 2021).
British Airways (first service on 2 August 2013)
Asiana Airlines (first service on 13 June 2014) Following merger with Korean Air, its A380s are to be phased out by 2026 (announced in August 2021).
Qatar Airways (first service on 10 October 2014) Half of its A380s are retired; the remaining aircraft are to be phased out (announced in January 2021).
Etihad Airways (first service on 27 December 2014) All of its A380s were "permanently grounded" (announced in May 2021), with the possibility to fly again if certain market conditions are met (announced in November 2021). Etihad now plans to reactivate four of its A380s, returning them to service in summer 2023 (announced in December 2022).
All Nippon Airways (first service on 24 May 2019)
| 5
|
[
"Airbus A380",
"operator",
"Qantas"
] |
Entry into service
Nicknamed Superjumbo, the first A380, MSN003, was delivered to Singapore Airlines on 15 October 2007 and entered service on 25 October 2007 with flight number SQ380 between Singapore and Sydney. Passengers bought seats in a charity online auction paying between $560 and $100,380. Two months later, Singapore Airlines CEO Chew Choong Seng stated the A380 was performing better than either the airline or Airbus had anticipated, burning 20% less fuel per seat-mile than the airline's 747-400 fleet. Emirates' Tim Clark claimed that the A380 has better fuel economy at Mach 0.86 than at 0.83, and that its technical dispatch reliability is at 97%, the same as Singapore Airlines. Airbus is committed to reach the industry standard of 98.5%.Emirates was the second airline to receive the A380 and commenced service between Dubai and New York in August 2008. Qantas followed, with flights between Melbourne and Los Angeles in October 2008. By the end of 2008, 890,000 passengers had flown on 2,200 flights.Furthermore, in February 2008, the A380 became the first airliner to fly using synthetic liquid fuel. The fuel is processed from gas to liquid form (GTL fuel). The flight was 3 hours long, taking off from Filton, UK, and landing in Toulouse, France, and was a significant step in evaluating the suitability of sustainable aviation fuels.Current operators
Singapore Airlines (first service on 25 October 2007)
Emirates (first service on 1 August 2008) Retirement of its A380s is planned to be started after 2035. They will remain in service until then (announced September 2019).
Qantas (first service on 20 October 2008)
Lufthansa (first service on 10 June 2011) All of its A380s were placed in storage in September 2021 due to the COVID-19 pandemic. Lufthansa is reactivating some of its remaining A380s for a return to service in Summer 2023.
Korean Air (first service on 17 June 2011) All of its A380s are to be phased out by 2026 (announced in August 2021).
Thai Airways (first service on 6 October 2012) All of its A380s are to be retired (announced in February 2021).
British Airways (first service on 2 August 2013)
Asiana Airlines (first service on 13 June 2014) Following merger with Korean Air, its A380s are to be phased out by 2026 (announced in August 2021).
Qatar Airways (first service on 10 October 2014) Half of its A380s are retired; the remaining aircraft are to be phased out (announced in January 2021).
Etihad Airways (first service on 27 December 2014) All of its A380s were "permanently grounded" (announced in May 2021), with the possibility to fly again if certain market conditions are met (announced in November 2021). Etihad now plans to reactivate four of its A380s, returning them to service in summer 2023 (announced in December 2022).
All Nippon Airways (first service on 24 May 2019)
| 6
|
[
"Airbus A380",
"operator",
"Emirates"
] |
Operators
There were 236 aircraft (of 251 delivered) in service with 16 operators as of March 2023, with Emirates being the largest operator with 120 A380s in its fleet.Current operators
Singapore Airlines (first service on 25 October 2007)
Emirates (first service on 1 August 2008) Retirement of its A380s is planned to be started after 2035. They will remain in service until then (announced September 2019).
Qantas (first service on 20 October 2008)
Lufthansa (first service on 10 June 2011) All of its A380s were placed in storage in September 2021 due to the COVID-19 pandemic. Lufthansa is reactivating some of its remaining A380s for a return to service in Summer 2023.
Korean Air (first service on 17 June 2011) All of its A380s are to be phased out by 2026 (announced in August 2021).
Thai Airways (first service on 6 October 2012) All of its A380s are to be retired (announced in February 2021).
British Airways (first service on 2 August 2013)
Asiana Airlines (first service on 13 June 2014) Following merger with Korean Air, its A380s are to be phased out by 2026 (announced in August 2021).
Qatar Airways (first service on 10 October 2014) Half of its A380s are retired; the remaining aircraft are to be phased out (announced in January 2021).
Etihad Airways (first service on 27 December 2014) All of its A380s were "permanently grounded" (announced in May 2021), with the possibility to fly again if certain market conditions are met (announced in November 2021). Etihad now plans to reactivate four of its A380s, returning them to service in summer 2023 (announced in December 2022).
All Nippon Airways (first service on 24 May 2019)
| 7
|
[
"Airbus A380",
"operator",
"All Nippon Airways"
] |
Current operators
Singapore Airlines (first service on 25 October 2007)
Emirates (first service on 1 August 2008) Retirement of its A380s is planned to be started after 2035. They will remain in service until then (announced September 2019).
Qantas (first service on 20 October 2008)
Lufthansa (first service on 10 June 2011) All of its A380s were placed in storage in September 2021 due to the COVID-19 pandemic. Lufthansa is reactivating some of its remaining A380s for a return to service in Summer 2023.
Korean Air (first service on 17 June 2011) All of its A380s are to be phased out by 2026 (announced in August 2021).
Thai Airways (first service on 6 October 2012) All of its A380s are to be retired (announced in February 2021).
British Airways (first service on 2 August 2013)
Asiana Airlines (first service on 13 June 2014) Following merger with Korean Air, its A380s are to be phased out by 2026 (announced in August 2021).
Qatar Airways (first service on 10 October 2014) Half of its A380s are retired; the remaining aircraft are to be phased out (announced in January 2021).
Etihad Airways (first service on 27 December 2014) All of its A380s were "permanently grounded" (announced in May 2021), with the possibility to fly again if certain market conditions are met (announced in November 2021). Etihad now plans to reactivate four of its A380s, returning them to service in summer 2023 (announced in December 2022).
All Nippon Airways (first service on 24 May 2019)
| 11
|
[
"Airbus A380",
"operator",
"Qatar Airways"
] |
Current operators
Singapore Airlines (first service on 25 October 2007)
Emirates (first service on 1 August 2008) Retirement of its A380s is planned to be started after 2035. They will remain in service until then (announced September 2019).
Qantas (first service on 20 October 2008)
Lufthansa (first service on 10 June 2011) All of its A380s were placed in storage in September 2021 due to the COVID-19 pandemic. Lufthansa is reactivating some of its remaining A380s for a return to service in Summer 2023.
Korean Air (first service on 17 June 2011) All of its A380s are to be phased out by 2026 (announced in August 2021).
Thai Airways (first service on 6 October 2012) All of its A380s are to be retired (announced in February 2021).
British Airways (first service on 2 August 2013)
Asiana Airlines (first service on 13 June 2014) Following merger with Korean Air, its A380s are to be phased out by 2026 (announced in August 2021).
Qatar Airways (first service on 10 October 2014) Half of its A380s are retired; the remaining aircraft are to be phased out (announced in January 2021).
Etihad Airways (first service on 27 December 2014) All of its A380s were "permanently grounded" (announced in May 2021), with the possibility to fly again if certain market conditions are met (announced in November 2021). Etihad now plans to reactivate four of its A380s, returning them to service in summer 2023 (announced in December 2022).
All Nippon Airways (first service on 24 May 2019)
| 12
|
[
"Airbus A380",
"operator",
"Etihad Airways"
] |
Current operators
Singapore Airlines (first service on 25 October 2007)
Emirates (first service on 1 August 2008) Retirement of its A380s is planned to be started after 2035. They will remain in service until then (announced September 2019).
Qantas (first service on 20 October 2008)
Lufthansa (first service on 10 June 2011) All of its A380s were placed in storage in September 2021 due to the COVID-19 pandemic. Lufthansa is reactivating some of its remaining A380s for a return to service in Summer 2023.
Korean Air (first service on 17 June 2011) All of its A380s are to be phased out by 2026 (announced in August 2021).
Thai Airways (first service on 6 October 2012) All of its A380s are to be retired (announced in February 2021).
British Airways (first service on 2 August 2013)
Asiana Airlines (first service on 13 June 2014) Following merger with Korean Air, its A380s are to be phased out by 2026 (announced in August 2021).
Qatar Airways (first service on 10 October 2014) Half of its A380s are retired; the remaining aircraft are to be phased out (announced in January 2021).
Etihad Airways (first service on 27 December 2014) All of its A380s were "permanently grounded" (announced in May 2021), with the possibility to fly again if certain market conditions are met (announced in November 2021). Etihad now plans to reactivate four of its A380s, returning them to service in summer 2023 (announced in December 2022).
All Nippon Airways (first service on 24 May 2019)
| 14
|
[
"Airbus A380",
"operator",
"Hi Fly Malta"
] |
Teardown and second-hand market
With four A380s leased to Singapore Airlines having been returned between October 2017 and March 2018, Dr. Peters feared a weak aftermarket and is considering scrapping them, although they are on sale for a business jet conversion, but on the other hand Airbus sees a potential for African airlines and Chinese airlines, Hajj charters and its large Gulf operators. An A380 parted out may be worth $30 million to $50 million if it is at half-life. Teardown specialists have declined offers for several aircraft at part-out prices due to high risk as a secondary market is uncertain with $30 to $40 million for the refurbishment, but should be between $20 and $30 million to be viable.When the aircraft were proposed to British Airways, Hi Fly and Iran Air, BA did not want to replace its Boeing 747s until 2021, while Iran Air faced political uncertainty and Hi Fly did not have a convincing business case. Consequently, Dr. Peters recommended to its investors on 28 June 2018 to sell the aircraft parts with VAS Aero Services within two years for US$45 million, quickly for components like the landing gear or the APU.
Rolls-Royce Trent 900 leasing beyond March 2019 should generate US$480,000 monthly for each aircraft before selling the turbofans by 2020. With a total revenue of US$80 million per aircraft, the overall return expected is 145–155% while 72% and 81% of their debt had already been repaid.The fifth plane coming back from SIA, owned by Doric, has been leased by Hi Fly Malta with a lease period of "nearly 6 years". Hi Fly Malta became the first operator of second-hand A380 (MSN006). Norwegian Long Haul briefly leased Hi Fly Malta A380 in August 2018, which operated the aircraft following engine problems with their Dreamliner fleet. Norwegian leased the A380 again in late 2018 to help deal with the passenger backlog as a result of the Gatwick Airport drone incident.
Two others returned from Singapore Airlines in the coming weeks (June 2018) but they could stay with an existing Asian A380 flag carrier.The teardown value includes $32–$33 million from the engines in 2020 and $4 million from leasing them until then, while the value of a 2008 A380 would be $78.4 million in 2020 and its monthly lease in 2018 would be $929,000.
The two aircraft have returned 3.8–4.2% per year since 2008 but the 145–155% return is lower than the 220% originally forecast.
Of the nearly 500 made, 50 747-400s were sold in the secondary market, including only 25 to new customers.
These are among the first A380s delivered, lacking the improvements and weight savings of later ones.The first two A380s delivered to Singapore Airlines (MSN003 and MSN005) flew to Tarbes, France, to be scrapped. Their engines and some components had been dismantled and removed while the livery was painted over in white.As of September 2019, Emirates initiated its A380 retirement plan – which will see the type remain in service until at least 2035 – by retiring two aircraft that were due for a major overhaul, and using them as parts donors for the rest of the fleet. Emirates does not see any demand in the second-hand market, but is indifferent in that the retired aircraft have already been fully written down and thus have no residual value. As further aircraft are retired, Emirates-owned airframes will continue to be used for parts, while leased airframes will be returned to the lessors. One such return to lessor Doric was purchased by Emirates for £25.3 million in late 2022, as spare parts.Former operators
Air France operated 10 A380-800s from 2009, and retired them in May 2020 due to the COVID-19 pandemic.
Hi Fly Malta operated 1 Airbus A380-800 from 2018, and retired it in December 2020 because of the impacts of the COVID-19 pandemic on air travel.
Malaysia Airlines (first service on 1 July 2012) All of its A380s were retired by October 2022, and they were returned to lessors starting from November 2022 (announced in May 2021).
China Southern Airlines (first service on 17 October 2011) All of its A380s were retired by November 2022 (announced in February 2022).
| 27
|
[
"Airbus A300",
"manufacturer",
"Airbus"
] |
The Airbus A300 is a wide-body airliner developed and manufactured by Airbus.
In September 1967, aircraft manufacturers in the United Kingdom, France, and West Germany signed a memorandum of understanding to develop a large airliner.
West Germany and France reached an agreement on 29 May 1969 after the British withdrew from the project on 10 April 1969.
European collaborative aerospace manufacturer Airbus Industrie was formally created on 18 December 1970 to develop and produce it. The prototype first flew on 28 October 1972.
The first twin-engine widebody airliner, the A300 typically seats 247 passengers in two classes over a range of 5,375 to 7,500 km (2,900 to 4,050 nmi).
Initial variants are powered by General Electric CF6-50 or Pratt & Whitney JT9D turbofans and have a three-crew flight deck.
The improved A300-600 has a two-crew cockpit and updated CF6-80C2 or PW4000 engines; it made its first flight on 8 July 1983 and entered service later that year.
The A300 is the basis of the smaller A310 (first flown in 1982) and was adapted in a freighter version.
Its cross section was retained for the larger four-engined A340 (1991) and the larger twin-engined A330 (1992).
It is also the basis for the oversize Beluga transport (1994).
Launch customer Air France introduced the type on 23 May 1974.
After limited demand initially, sales took off as the type was proven in early service, beginning three decades of steady orders.
It has a similar capacity to the Boeing 767-300, introduced in 1986, but lacked the 767-300ER range.
During the 1990s, the A300 became popular with cargo aircraft operators, as both passenger airliner conversions and as original builds.
Production ceased in July 2007 after 561 deliveries.
As of March 2023, there were 228 A300 family aircraft in commercial service.
| 2
|
[
"Airbus A300",
"developer",
"Airbus"
] |
The Airbus A300 is a wide-body airliner developed and manufactured by Airbus.
In September 1967, aircraft manufacturers in the United Kingdom, France, and West Germany signed a memorandum of understanding to develop a large airliner.
West Germany and France reached an agreement on 29 May 1969 after the British withdrew from the project on 10 April 1969.
European collaborative aerospace manufacturer Airbus Industrie was formally created on 18 December 1970 to develop and produce it. The prototype first flew on 28 October 1972.
The first twin-engine widebody airliner, the A300 typically seats 247 passengers in two classes over a range of 5,375 to 7,500 km (2,900 to 4,050 nmi).
Initial variants are powered by General Electric CF6-50 or Pratt & Whitney JT9D turbofans and have a three-crew flight deck.
The improved A300-600 has a two-crew cockpit and updated CF6-80C2 or PW4000 engines; it made its first flight on 8 July 1983 and entered service later that year.
The A300 is the basis of the smaller A310 (first flown in 1982) and was adapted in a freighter version.
Its cross section was retained for the larger four-engined A340 (1991) and the larger twin-engined A330 (1992).
It is also the basis for the oversize Beluga transport (1994).
Launch customer Air France introduced the type on 23 May 1974.
After limited demand initially, sales took off as the type was proven in early service, beginning three decades of steady orders.
It has a similar capacity to the Boeing 767-300, introduced in 1986, but lacked the 767-300ER range.
During the 1990s, the A300 became popular with cargo aircraft operators, as both passenger airliner conversions and as original builds.
Production ceased in July 2007 after 561 deliveries.
As of March 2023, there were 228 A300 family aircraft in commercial service.
| 3
|
[
"Airbus A300",
"operator",
"European Air Transport Leipzig"
] |
Operators
As of March 2023, there were 228 A300 family aircraft in commercial service.
The five largest operators were FedEx Express (70), UPS Airlines (52), European Air Transport Leipzig (23), Iran Air (11), and Mahan Air (11).
| 13
|
[
"Airbus A300",
"operator",
"FedEx Express"
] |
By the 1990s, the A300 was being heavily promoted as a cargo freighter.: 24 The largest freight operator of the A300 is FedEx Express, which has 65 A300 aircraft in service as of May 2022. UPS Airlines also operates 52 freighter versions of the A300.The final version was the A300-600R and is rated for 180-minute ETOPS. The A300 has enjoyed renewed interest in the secondhand market for conversion to freighters; large numbers were being converted during the late 1990s.: 24–25 The freighter versions – either new-build A300-600s or converted ex-passenger A300-600s, A300B2s and B4s – account for most of the world's freighter fleet after the Boeing 747 freighter.The A300 provided Airbus the experience of manufacturing and selling airliners competitively. The basic fuselage of the A300 was later stretched (A330 and A340), shortened (A310), or modified into derivatives (A300-600ST Beluga Super Transporter). In 2006, unit cost of an -600F was $105 million. In March 2006, Airbus announced the impending closure of the A300/A310 final assembly line, making them the first Airbus aircraft to be discontinued. The final production A300, an A300F freighter, performed its initial flight on 18 April 2007, and was delivered to FedEx Express on 12 July 2007. Airbus has announced a support package to keep A300s flying commercially.
Airbus offers the A330-200F freighter as a replacement for the A300 cargo variants.The life of UPS's fleet of 52 A300s, delivered from 2000 to 2006, will be extended to 2035 by a flight deck upgrade based around Honeywell Primus Epic avionics; new displays and flight management system (FMS), improved weather radar, a central maintenance system, and a new version of the current enhanced ground proximity warning system.
With a light usage of only two to three cycles per day, it will not reach the maximum number of cycles by then.
The first modification will be made at Airbus Toulouse in 2019 and certified in 2020.
As of July 2017, there are 211 A300s in service with 22 operators, with the largest operator being FedEx Express with 68 A300-600F aircraft.Operators
As of March 2023, there were 228 A300 family aircraft in commercial service.
The five largest operators were FedEx Express (70), UPS Airlines (52), European Air Transport Leipzig (23), Iran Air (11), and Mahan Air (11).
| 14
|
[
"Airbus A300",
"operator",
"Mahan Air"
] |
Operators
As of March 2023, there were 228 A300 family aircraft in commercial service.
The five largest operators were FedEx Express (70), UPS Airlines (52), European Air Transport Leipzig (23), Iran Air (11), and Mahan Air (11).
| 16
|
[
"Airbus A310",
"manufacturer",
"Airbus"
] |
The Airbus A310 is a wide-body aircraft, designed and manufactured by Airbus Industrie, then a consortium of European aerospace manufacturers.
Airbus had identified a demand for an aircraft smaller than the A300, the first twin-jet wide-body.
On 7 July 1978, the A310 (initially the A300B10) was launched with orders from Swissair and Lufthansa.
On 3 April 1982, the first prototype conducted its maiden flight, and the A310 received its type certificate on 11 March 1983.
Keeping the same eight-abreast cross-section, the A310 is 6.95 m (22.8 ft) shorter than the initial A300 variants, and has a smaller wing, down from 260 to 219 m2 (2,800 to 2,360 sq ft). The A310 introduced a two-crew glass cockpit, later adopted for the A300-600 with a common type rating.
It was powered by the same General Electric CF6-80 or Pratt & Whitney JT9D then PW4000 turbofan jet engines.
It can seat 220 passengers in two classes, or 240 in all-economy, and has a flying range up to 5,150 nmi (9,540 km).
It has overwing exits between the two main front and rear door pairs.
In April 1983, the aircraft entered revenue service with Swissair, and competed with the Boeing 767-200, introduced six months before.
Its longer range and ETOPS regulations allowed it to be operated on transatlantic flights.
Until the last delivery in June 1998, 255 aircraft were produced, as it was succeeded by the larger Airbus A330-200.
It was available as a cargo aircraft version, and was also developed into a military variant, the A310 MRTT multi-role transport, then tanker.
| 1
|
[
"Airbus A310",
"based on",
"Airbus A300"
] |
The Airbus A310 is a wide-body aircraft, designed and manufactured by Airbus Industrie, then a consortium of European aerospace manufacturers.
Airbus had identified a demand for an aircraft smaller than the A300, the first twin-jet wide-body.
On 7 July 1978, the A310 (initially the A300B10) was launched with orders from Swissair and Lufthansa.
On 3 April 1982, the first prototype conducted its maiden flight, and the A310 received its type certificate on 11 March 1983.
Keeping the same eight-abreast cross-section, the A310 is 6.95 m (22.8 ft) shorter than the initial A300 variants, and has a smaller wing, down from 260 to 219 m2 (2,800 to 2,360 sq ft). The A310 introduced a two-crew glass cockpit, later adopted for the A300-600 with a common type rating.
It was powered by the same General Electric CF6-80 or Pratt & Whitney JT9D then PW4000 turbofan jet engines.
It can seat 220 passengers in two classes, or 240 in all-economy, and has a flying range up to 5,150 nmi (9,540 km).
It has overwing exits between the two main front and rear door pairs.
In April 1983, the aircraft entered revenue service with Swissair, and competed with the Boeing 767-200, introduced six months before.
Its longer range and ETOPS regulations allowed it to be operated on transatlantic flights.
Until the last delivery in June 1998, 255 aircraft were produced, as it was succeeded by the larger Airbus A330-200.
It was available as a cargo aircraft version, and was also developed into a military variant, the A310 MRTT multi-role transport, then tanker.Design
The Airbus A310 was a medium- to long-range twin-engined wide-body jet airliner. Initially a derivative of the A300, the aircraft had originally been designated the A300B10. It was essentially a shortened variant of the earlier aircraft; however, there were considerable differences between the two aircraft. Specifically, the fuselage possessed the same cross-section, but being shorter than the A300, it provided capacity for a typical maximum of 200 passengers. The rear fuselage was heavily re-designed, featuring altered tapering, while involved a move aft of the rear bulkhead to create additional capacity; this same design change was later transferred back to later variants of the A300, such as the A300-600 and A330/A340 fuselages. The A310 also had a different emergency exit configuration, consisting of four main doors (two at the front and two at the rear of the aircraft), and two smaller doors over the wings.The wing of the A310 was redesigned, possessing a reduced span and wing area, and incorporating simpler single-slotted Fowler flaps designed by British Aerospace shortly following its decision to join the Airbus consortium. Other changes to the wing included the elimination of the outer ailerons, which were occasionally referred to by the manufacturer as being "low speed ailerons", and the addition of electrically actuated spoilers. The wing also featured common pylons, which were able to support all types of engines that were offered to customers to power the airliner. From 1985 onwards, the A310-300 introduced wingtip fences which reduced vortex drag and thus improved cruise fuel consumption by over 1.5%. A limited number of alterations were also performed to the airliner's tail unit, such as the adoption of smaller horizontal tail surfaces.The A310 was furnished with a two-crew glass cockpit configuration as standard, removing the requirement for a flight engineer; Airbus referred to this concept as the Forward-Facing Crew Cockpit. The company had developed the cockpit to significantly enhance the aircraft's man-machine interface, thereby improving operational safety. It was outfitted with an array of six computer-based cathode ray tube (CRT) displays to provide the flight crew with centralised navigational, warning, monitoring, and general flight information, in place of the more traditional analogue instrumentation and dials, which were used in conjunction with a range of modern electronic systems. The same flight deck was incorporated into the A300-600, a move which increased commonality between the two types, and enabled a dual type rating to be achieved, this same approach was later used on many future Airbus aircraft. In addition to the two flying crew, provisions for third and fourth crew seats were present within the flight deck.The A310 was initially proposed with a choice of three engines: the General Electric CF6-80A1, the Pratt & Whitney JT9D-7R4D1, and the Rolls-Royce RB211-524. The A310 was launched with the Pratt & Whitney JT9D-7R4D1 or the General Electric CF6-80A3. Subsequently available were the 53,500 lbf (238 kN) CF6-80C2A2 or the 52,000 lbf (230 kN)PW4152. From late 1991 the higher thrust 59,000 lbf (260 kN) CF6-80C2A8 or 56,000 lbf (250 kN)PW4156A became available.The A310 was equipped with a modified undercarriage, derived from the A300; the landing gear were outfitted with carbon brakes, which were fitted as standard. The structure of the airliner featured a high level of composite materials throughout both primary and secondary structures, increased beyond that of the earlier A300. The A310 is outfitted with integrated drive electrical generators along with auxiliary power unit, which were improved versions of those used on the A300.
| 3
|
[
"Airbus A310",
"subclass of",
"airliner"
] |
The Airbus A310 is a wide-body aircraft, designed and manufactured by Airbus Industrie, then a consortium of European aerospace manufacturers.
Airbus had identified a demand for an aircraft smaller than the A300, the first twin-jet wide-body.
On 7 July 1978, the A310 (initially the A300B10) was launched with orders from Swissair and Lufthansa.
On 3 April 1982, the first prototype conducted its maiden flight, and the A310 received its type certificate on 11 March 1983.
Keeping the same eight-abreast cross-section, the A310 is 6.95 m (22.8 ft) shorter than the initial A300 variants, and has a smaller wing, down from 260 to 219 m2 (2,800 to 2,360 sq ft). The A310 introduced a two-crew glass cockpit, later adopted for the A300-600 with a common type rating.
It was powered by the same General Electric CF6-80 or Pratt & Whitney JT9D then PW4000 turbofan jet engines.
It can seat 220 passengers in two classes, or 240 in all-economy, and has a flying range up to 5,150 nmi (9,540 km).
It has overwing exits between the two main front and rear door pairs.
In April 1983, the aircraft entered revenue service with Swissair, and competed with the Boeing 767-200, introduced six months before.
Its longer range and ETOPS regulations allowed it to be operated on transatlantic flights.
Until the last delivery in June 1998, 255 aircraft were produced, as it was succeeded by the larger Airbus A330-200.
It was available as a cargo aircraft version, and was also developed into a military variant, the A310 MRTT multi-role transport, then tanker.
| 6
|
[
"Airbus A310",
"instance of",
"aircraft family"
] |
Design
The Airbus A310 was a medium- to long-range twin-engined wide-body jet airliner. Initially a derivative of the A300, the aircraft had originally been designated the A300B10. It was essentially a shortened variant of the earlier aircraft; however, there were considerable differences between the two aircraft. Specifically, the fuselage possessed the same cross-section, but being shorter than the A300, it provided capacity for a typical maximum of 200 passengers. The rear fuselage was heavily re-designed, featuring altered tapering, while involved a move aft of the rear bulkhead to create additional capacity; this same design change was later transferred back to later variants of the A300, such as the A300-600 and A330/A340 fuselages. The A310 also had a different emergency exit configuration, consisting of four main doors (two at the front and two at the rear of the aircraft), and two smaller doors over the wings.The wing of the A310 was redesigned, possessing a reduced span and wing area, and incorporating simpler single-slotted Fowler flaps designed by British Aerospace shortly following its decision to join the Airbus consortium. Other changes to the wing included the elimination of the outer ailerons, which were occasionally referred to by the manufacturer as being "low speed ailerons", and the addition of electrically actuated spoilers. The wing also featured common pylons, which were able to support all types of engines that were offered to customers to power the airliner. From 1985 onwards, the A310-300 introduced wingtip fences which reduced vortex drag and thus improved cruise fuel consumption by over 1.5%. A limited number of alterations were also performed to the airliner's tail unit, such as the adoption of smaller horizontal tail surfaces.The A310 was furnished with a two-crew glass cockpit configuration as standard, removing the requirement for a flight engineer; Airbus referred to this concept as the Forward-Facing Crew Cockpit. The company had developed the cockpit to significantly enhance the aircraft's man-machine interface, thereby improving operational safety. It was outfitted with an array of six computer-based cathode ray tube (CRT) displays to provide the flight crew with centralised navigational, warning, monitoring, and general flight information, in place of the more traditional analogue instrumentation and dials, which were used in conjunction with a range of modern electronic systems. The same flight deck was incorporated into the A300-600, a move which increased commonality between the two types, and enabled a dual type rating to be achieved, this same approach was later used on many future Airbus aircraft. In addition to the two flying crew, provisions for third and fourth crew seats were present within the flight deck.The A310 was initially proposed with a choice of three engines: the General Electric CF6-80A1, the Pratt & Whitney JT9D-7R4D1, and the Rolls-Royce RB211-524. The A310 was launched with the Pratt & Whitney JT9D-7R4D1 or the General Electric CF6-80A3. Subsequently available were the 53,500 lbf (238 kN) CF6-80C2A2 or the 52,000 lbf (230 kN)PW4152. From late 1991 the higher thrust 59,000 lbf (260 kN) CF6-80C2A8 or 56,000 lbf (250 kN)PW4156A became available.The A310 was equipped with a modified undercarriage, derived from the A300; the landing gear were outfitted with carbon brakes, which were fitted as standard. The structure of the airliner featured a high level of composite materials throughout both primary and secondary structures, increased beyond that of the earlier A300. The A310 is outfitted with integrated drive electrical generators along with auxiliary power unit, which were improved versions of those used on the A300.
| 11
|
[
"Airbus A320 family",
"developer",
"Airbus"
] |
The Airbus A320 family is a series of narrow-body airliners developed and produced by Airbus.
The A320 was launched in March 1984, first flew on 22 February 1987, and was introduced in April 1988 by Air France.
The first member of the family was followed by the longer A321 (first delivered in January 1994), the shorter A319 (April 1996), and the even shorter A318 (July 2003).
Final assembly takes place in Toulouse in France; Hamburg in Germany; Tianjin in China since 2009; and in Mobile, Alabama in the United States since April 2016.
The twinjet has a six-abreast cross-section and came with either CFM56 or IAE V2500 turbofan engines, except the CFM56/PW6000 powered A318.
The family pioneered the use of digital fly-by-wire and side-stick flight controls in airliners.
Variants offer maximum take-off weights from 68 to 93.5 t (150,000 to 206,000 lb), to cover a 5,740–6,940 km (3,100–3,750 nmi) range.
The 31.4 m (103 ft) long A318 typically accommodates 107 to 132 passengers.
The 124-156 seat A319 is 33.8 m (111 ft) long.
The A320 is 37.6 m (123 ft) long and can accommodate 150 to 186 passengers.
The 44.5 m (146 ft) A321 offers 185 to 230 seats.
The Airbus Corporate Jets are business jet versions.
In December 2010, Airbus announced the re-engined A320neo (new engine option), which entered service with Lufthansa in January 2016.
With more efficient turbofans and improvements including sharklets, it offers up to 15% better fuel economy.
Earlier A320s are now called A320ceo (current engine option).
American Airlines is the largest A320 operator with 469 aircraft in its fleet. In October 2019, the A320 family surpassed the Boeing 737 to become the highest-selling airliner.
As of April 2023, a total of 16,874 A320s had been ordered and 10,840 delivered, of which 10,164 aircraft were in service with more than 340 operators. The global A320 fleet had completed more than 164 million flights over 303 million block hours since its entry into service.
The A320ceo initially competed with the 737 Classic and the MD-80, then their successors, the 737 Next Generation and the MD-90, while the 737 MAX is Boeing's response to the A320neo.
| 1
|
[
"Airbus A320 family",
"location of creation",
"Toulouse"
] |
Entry into service
In the presence of then-French Prime Minister Jacques Chirac and the Prince and Princess of Wales, the first A320 was rolled out of the final assembly line at Toulouse on 14 February 1987 and made its maiden flight on 22 February in 3 hours and 23 minutes. The flight test programme took 1,200 hours over 530 flights. European Joint Aviation Authorities (JAA) certification was awarded on 26 February 1988.: 50 The first A320 was delivered to Air France on 28 March, and began commercial service on 8 April with a flight between Paris and Berlin via Düsseldorf. In 1988, the clean-sheet aircraft program cost was 5.486 billion French francs.
| 7
|
[
"Airbus A320 family",
"operator",
"American Airlines"
] |
Variants
The baseline A320 has given rise to a family of aircraft which share a common design but with passenger capacity ranges from 100, on the A318, to 220, on the A321. They compete with the 737, 757, and 717. Because the four variants share the same flight deck, all have the same pilot type rating. Today all variants are available as corporate jets. An A319 variant known as A319LR is also developed. Military versions like A319 MPA also exists. American Airlines is the largest airline operator of the A320 family of aircraft with 392 aircraft in service as of 30 September 2017.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 for 180 minutes since 2004 (EASA) and 2006 (FAA). With launch of the new Airbus A320neo project, the previous members of the Airbus A320 family received the "current engine option" or "CEO" name.Operators
As of April 2023, there were 10,164 A320 family aircraft in commercial service with over 340 operators. The five largest operators were American Airlines, operating 469, China Eastern Airlines with 378, EasyJet 335, China Southern Airlines 313 and IndiGo 272. Aircraft in operation include 58 A318, 1,359 A319 (1,346 ceo + 13 neo), 6,004 A320 (4,291 ceo + 1,713 neo) and 2,743 A321 (1,729 ceo + 1014 neo) aircraft. 676 A320ceo family aircraft consisting of 22 A318s, 138 A319s, 461 A320s and 55 A321s were out of service through retirement or write-off.Air France, British Airways, and Frontier Airlines are the only operators to have operated all four variants of the A320ceo family. Middle East Airlines received two milestone aircraft. The first was an A320ceo with manufacturer serial number (MSN) 5,000 on 20 January 2012. Eight years later, on 9 October 2020, the airline received MSN 10,000, an A321neo, at the celebration of its 75th anniversary.
In December 2022, over 10,000 A320 family aircraft were operated by more than 330 airlines, completing more than 158 million flights or 292 million hours in the air.
| 10
|
[
"Airbus A320 family",
"subclass of",
"narrow-body airliner"
] |
The Airbus A320 family is a series of narrow-body airliners developed and produced by Airbus.
The A320 was launched in March 1984, first flew on 22 February 1987, and was introduced in April 1988 by Air France.
The first member of the family was followed by the longer A321 (first delivered in January 1994), the shorter A319 (April 1996), and the even shorter A318 (July 2003).
Final assembly takes place in Toulouse in France; Hamburg in Germany; Tianjin in China since 2009; and in Mobile, Alabama in the United States since April 2016.
The twinjet has a six-abreast cross-section and came with either CFM56 or IAE V2500 turbofan engines, except the CFM56/PW6000 powered A318.
The family pioneered the use of digital fly-by-wire and side-stick flight controls in airliners.
Variants offer maximum take-off weights from 68 to 93.5 t (150,000 to 206,000 lb), to cover a 5,740–6,940 km (3,100–3,750 nmi) range.
The 31.4 m (103 ft) long A318 typically accommodates 107 to 132 passengers.
The 124-156 seat A319 is 33.8 m (111 ft) long.
The A320 is 37.6 m (123 ft) long and can accommodate 150 to 186 passengers.
The 44.5 m (146 ft) A321 offers 185 to 230 seats.
The Airbus Corporate Jets are business jet versions.
In December 2010, Airbus announced the re-engined A320neo (new engine option), which entered service with Lufthansa in January 2016.
With more efficient turbofans and improvements including sharklets, it offers up to 15% better fuel economy.
Earlier A320s are now called A320ceo (current engine option).
American Airlines is the largest A320 operator with 469 aircraft in its fleet. In October 2019, the A320 family surpassed the Boeing 737 to become the highest-selling airliner.
As of April 2023, a total of 16,874 A320s had been ordered and 10,840 delivered, of which 10,164 aircraft were in service with more than 340 operators. The global A320 fleet had completed more than 164 million flights over 303 million block hours since its entry into service.
The A320ceo initially competed with the 737 Classic and the MD-80, then their successors, the 737 Next Generation and the MD-90, while the 737 MAX is Boeing's response to the A320neo.
| 20
|
[
"Airbus A320 family",
"operator",
"China Eastern Airlines"
] |
Operators
As of April 2023, there were 10,164 A320 family aircraft in commercial service with over 340 operators. The five largest operators were American Airlines, operating 469, China Eastern Airlines with 378, EasyJet 335, China Southern Airlines 313 and IndiGo 272. Aircraft in operation include 58 A318, 1,359 A319 (1,346 ceo + 13 neo), 6,004 A320 (4,291 ceo + 1,713 neo) and 2,743 A321 (1,729 ceo + 1014 neo) aircraft. 676 A320ceo family aircraft consisting of 22 A318s, 138 A319s, 461 A320s and 55 A321s were out of service through retirement or write-off.Air France, British Airways, and Frontier Airlines are the only operators to have operated all four variants of the A320ceo family. Middle East Airlines received two milestone aircraft. The first was an A320ceo with manufacturer serial number (MSN) 5,000 on 20 January 2012. Eight years later, on 9 October 2020, the airline received MSN 10,000, an A321neo, at the celebration of its 75th anniversary.
In December 2022, over 10,000 A320 family aircraft were operated by more than 330 airlines, completing more than 158 million flights or 292 million hours in the air.
| 29
|
[
"Airbus A320 family",
"operator",
"China Southern Airlines"
] |
Operators
As of April 2023, there were 10,164 A320 family aircraft in commercial service with over 340 operators. The five largest operators were American Airlines, operating 469, China Eastern Airlines with 378, EasyJet 335, China Southern Airlines 313 and IndiGo 272. Aircraft in operation include 58 A318, 1,359 A319 (1,346 ceo + 13 neo), 6,004 A320 (4,291 ceo + 1,713 neo) and 2,743 A321 (1,729 ceo + 1014 neo) aircraft. 676 A320ceo family aircraft consisting of 22 A318s, 138 A319s, 461 A320s and 55 A321s were out of service through retirement or write-off.Air France, British Airways, and Frontier Airlines are the only operators to have operated all four variants of the A320ceo family. Middle East Airlines received two milestone aircraft. The first was an A320ceo with manufacturer serial number (MSN) 5,000 on 20 January 2012. Eight years later, on 9 October 2020, the airline received MSN 10,000, an A321neo, at the celebration of its 75th anniversary.
In December 2022, over 10,000 A320 family aircraft were operated by more than 330 airlines, completing more than 158 million flights or 292 million hours in the air.
| 33
|
[
"Airbus A320 family",
"topic's main category",
"Category:Airbus A320 family"
] |
The Airbus A320 family is a series of narrow-body airliners developed and produced by Airbus.
The A320 was launched in March 1984, first flew on 22 February 1987, and was introduced in April 1988 by Air France.
The first member of the family was followed by the longer A321 (first delivered in January 1994), the shorter A319 (April 1996), and the even shorter A318 (July 2003).
Final assembly takes place in Toulouse in France; Hamburg in Germany; Tianjin in China since 2009; and in Mobile, Alabama in the United States since April 2016.
The twinjet has a six-abreast cross-section and came with either CFM56 or IAE V2500 turbofan engines, except the CFM56/PW6000 powered A318.
The family pioneered the use of digital fly-by-wire and side-stick flight controls in airliners.
Variants offer maximum take-off weights from 68 to 93.5 t (150,000 to 206,000 lb), to cover a 5,740–6,940 km (3,100–3,750 nmi) range.
The 31.4 m (103 ft) long A318 typically accommodates 107 to 132 passengers.
The 124-156 seat A319 is 33.8 m (111 ft) long.
The A320 is 37.6 m (123 ft) long and can accommodate 150 to 186 passengers.
The 44.5 m (146 ft) A321 offers 185 to 230 seats.
The Airbus Corporate Jets are business jet versions.
In December 2010, Airbus announced the re-engined A320neo (new engine option), which entered service with Lufthansa in January 2016.
With more efficient turbofans and improvements including sharklets, it offers up to 15% better fuel economy.
Earlier A320s are now called A320ceo (current engine option).
American Airlines is the largest A320 operator with 469 aircraft in its fleet. In October 2019, the A320 family surpassed the Boeing 737 to become the highest-selling airliner.
As of April 2023, a total of 16,874 A320s had been ordered and 10,840 delivered, of which 10,164 aircraft were in service with more than 340 operators. The global A320 fleet had completed more than 164 million flights over 303 million block hours since its entry into service.
The A320ceo initially competed with the 737 Classic and the MD-80, then their successors, the 737 Next Generation and the MD-90, while the 737 MAX is Boeing's response to the A320neo.
| 53
|
[
"Airbus A320 family",
"has use",
"commercial aviation"
] |
Operators
As of April 2023, there were 10,164 A320 family aircraft in commercial service with over 340 operators. The five largest operators were American Airlines, operating 469, China Eastern Airlines with 378, EasyJet 335, China Southern Airlines 313 and IndiGo 272. Aircraft in operation include 58 A318, 1,359 A319 (1,346 ceo + 13 neo), 6,004 A320 (4,291 ceo + 1,713 neo) and 2,743 A321 (1,729 ceo + 1014 neo) aircraft. 676 A320ceo family aircraft consisting of 22 A318s, 138 A319s, 461 A320s and 55 A321s were out of service through retirement or write-off.Air France, British Airways, and Frontier Airlines are the only operators to have operated all four variants of the A320ceo family. Middle East Airlines received two milestone aircraft. The first was an A320ceo with manufacturer serial number (MSN) 5,000 on 20 January 2012. Eight years later, on 9 October 2020, the airline received MSN 10,000, an A321neo, at the celebration of its 75th anniversary.
In December 2022, over 10,000 A320 family aircraft were operated by more than 330 airlines, completing more than 158 million flights or 292 million hours in the air.
| 54
|
[
"Airbus A330",
"location of creation",
"Toulouse"
] |
Production and testing
In preparation for the production of the A330 and the A340, Airbus's partners invested heavily in new facilities. In south-western England, BAe made a £7 million investment in a three-storey technical centre with 15,000 m2 (161,000 sq ft) of floor area at Filton. In north Wales, BAe also spent £5 million on a new production line at its Broughton wing production plant. In Germany, Messerschmitt-Bölkow-Blohm (MBB) invested DM400 million ($225 million) on manufacturing facilities in the Weser estuary, including at Bremen, Einswarden, Varel, and Hamburg. France saw the biggest investments, with Aérospatiale constructing a new Fr.2.5 billion ($411 million) final-assembly plant adjacent to Toulouse-Blagnac Airport in Colomiers; by November 1988, the pillars for the new Clément Ader assembly hall had been erected. The assembly process featured increased automation, such as robots drilling holes and installing fasteners during the wing-to-fuselage mating process.On 12 March 1987, Airbus received the first orders for the twinjet. Domestic French airline Air Inter placed five firm orders and fifteen options, while Thai Airways International requested eight aircraft, split evenly between firm orders and options. Airbus announced the next day that it would formally launch the A330 and A340 programmes by April 1987, with deliveries of the A340 to begin in May 1992 and A330 deliveries to start in 1993. Northwest Airlines signed a letter of intent for twenty A340s and ten A330s on 31 March. The program cost was $3.5 billion with the A340, in 2001 dollars.BAe eventually received £450 million of funding from the UK government, well short of the £750 million it had originally requested for the design and construction of the wings. The German and French governments also provided funding. Airbus issued subcontracts to companies in Australia, Austria, Canada, China, Greece, Italy, India, Japan, South Korea, Portugal, the United States, and the former Yugoslavia. With funding in place, Airbus launched the A330 and A340 programmes on 5 June 1987, just prior to the Paris Air Show. At that time, the order book stood at 130 aircraft from ten customers, including lessor International Lease Finance Corporation (ILFC). Of the order total, forty-one were for A330s. In 1989, Asian carrier Cathay Pacific joined the list of purchasers, ordering nine A330s and later increasing this number to eleven.The wing-to-fuselage mating of the first A330, the tenth airframe of the A330 and A340 line, began in mid-February 1992. This aircraft, coated with anti-corrosion paint, was rolled out on 31 March without its General Electric CF6-80E1 engines, which were installed by August. During a static test, the wing failed just below requirement; BAe engineers later resolved the problem. At the 1992 Farnborough Airshow, Northwest deferred delivery of sixteen A330s to 1994, following the cancellation of its A340 orders.
| 2
|
[
"Airbus A330",
"operator",
"Turkish Airlines"
] |
Operators
By 2012, the 830 A330s in service with over 90 operators had accumulated five million revenue flights and 20 million flight hours, with a dispatch reliability above 99%. In November 2017, 1,190 were transporting passengers with 106 airlines (the top 29 operated two-thirds of the fleet), consisting of 530 -200s and 660 A330-300s, mainly high-gross-weight, with 36 original shorter-range A330-300s, half of them built since January 2010. Its average sector is 2,000 nmi (3,700 km); the longest flight for the -200 was 6,000 nmi (11,000 km), from Buenos Aires to Rome, by Aerolíneas Argentinas, and 5,000 nmi (9,300 km), from Paris to Reunion, by Corsair and French Blue for the -300.
Of operators of at least five A330s, 17 have ordered A350-900s, 11 have ordered B787-8/9s, 13 both, 3 have ordered A330neos and 2 both A330neos and A350s; 14 haven't yet decided on a replacement. By August 2019, the A330 was operated between over 400 airports in the world, by more than 120 operators, while its average dispatch reliability was over 99% and annual utilization up to 6,000 flight hours. The 1,500th airplane, an A330-900 (A330neo), was delivered to Delta Air Lines on 21 September 2020.As of April 2023, A330 family aircraft orders stood at 1,775, of which 1,567 had been delivered and 1,453, comprising 586 A330-200s, 38 -200Fs, 730 -300s, 7 -800s and 92 -900s, were in airline service with 142 operators. The five largest operators were Delta Air Lines (63), Turkish Airlines (60), China Eastern Airlines (55), Air China (53), China Southern Airlines (40).
| 3
|
[
"Airbus A330",
"operator",
"Aer Lingus"
] |
Production
Airbus announced in February 2011 that it intended to raise production rates from seven-and-a-half/eight per month to nine per month in 2012, and ten in 2013. Production increased to 10 aircraft per month in April 2013, the highest for any Airbus wide-body aircraft. In 2012, Airbus expected the A330 to continue selling until at least 2020, with the A350-900 expected to replace the A330-300.On 19 July 2013, Airbus delivered its 1000th A330 to Cathay Pacific. The A330 became the first Airbus wide-body airliner to reach 1,000 deliveries, and the fourth wide-body to achieve the milestone after the Boeing 747, 767, and 777. As of January 2019, a total of 1,496 A330ceos had been ordered, with 1,437 delivered.In December 2014, Airbus announced that it would reduce A330 production to nine aircraft per month from ten, because of falling orders. Airbus did not rule out any further production cuts. The announcement led to an immediate drop in Airbus Group's stock price because the company derived a significant percentage of its cash flow and net profit from the A330 program; the A330's financial impact was magnified amid problems in the A350 and A380 programs. In February 2015, Airbus announced another production rate cut to six aircraft per month in the first quarter of 2016. This would extend A330ceo production to July 2017, allowing for a smooth transition to A330neo production, which was set to start in spring 2017. In February 2016, Airbus announced it would re-increase the production rate from 6 to 7 per month, in response to new A330 orders.In April 2018, as a result of weakening demand, Airbus announced further rate cuts to 4-5 aircraft a month (50 per year) in 2019. In 2019, Airbus delivered 53 A330s (including 41 A330neos), including some delayed from 2018, and was set to reach a rate of 40 per year, to reflect softer demand for wide-bodies, as the backlog reached 331 (including 293 A330neos) − or 8.3 years' worth of production.The last A330-200 was delivered to OpenSkies (operating for LEVEL) on October 1, 2019.
The last A330-300 built was flown to Brussels Airport on February 28, 2020; Aer Lingus took delivery on 4 March 2020. At the time, four completed A330-300s for troubled Hong Kong Airlines were still undelivered.
A330 MRTT/KC-30B and BelugaXL production both continue alongside that of the A330neo.The COVID-19 pandemic reduced demand for new jets in 2020, and Airbus cut its monthly production from 4.5 to 2 A330s.
In September 2020, the A330 reached a milestone of 1500 deliveries, Airbus's first twin-aisle aircraft to do so, and the third overall after the Boeing 747 and 777.
| 14
|
[
"Airbus A330",
"operator",
"Air China"
] |
Operators
By 2012, the 830 A330s in service with over 90 operators had accumulated five million revenue flights and 20 million flight hours, with a dispatch reliability above 99%. In November 2017, 1,190 were transporting passengers with 106 airlines (the top 29 operated two-thirds of the fleet), consisting of 530 -200s and 660 A330-300s, mainly high-gross-weight, with 36 original shorter-range A330-300s, half of them built since January 2010. Its average sector is 2,000 nmi (3,700 km); the longest flight for the -200 was 6,000 nmi (11,000 km), from Buenos Aires to Rome, by Aerolíneas Argentinas, and 5,000 nmi (9,300 km), from Paris to Reunion, by Corsair and French Blue for the -300.
Of operators of at least five A330s, 17 have ordered A350-900s, 11 have ordered B787-8/9s, 13 both, 3 have ordered A330neos and 2 both A330neos and A350s; 14 haven't yet decided on a replacement. By August 2019, the A330 was operated between over 400 airports in the world, by more than 120 operators, while its average dispatch reliability was over 99% and annual utilization up to 6,000 flight hours. The 1,500th airplane, an A330-900 (A330neo), was delivered to Delta Air Lines on 21 September 2020.As of April 2023, A330 family aircraft orders stood at 1,775, of which 1,567 had been delivered and 1,453, comprising 586 A330-200s, 38 -200Fs, 730 -300s, 7 -800s and 92 -900s, were in airline service with 142 operators. The five largest operators were Delta Air Lines (63), Turkish Airlines (60), China Eastern Airlines (55), Air China (53), China Southern Airlines (40).
| 25
|
[
"Airbus A330",
"operator",
"Delta Air Lines"
] |
The Airbus A330 is a wide-body aircraft developed and produced by Airbus.
Airbus conceived several derivatives of the A300, its first airliner from the mid-1970s. Then the company began development on the A330 twinjet in parallel with the A340 quadjet and launched both designs with their first orders in June 1987.
The A330-300, the first variant, took its maiden flight in November 1992 and entered service with Air Inter in January 1994. The slightly shorter A330-200 variant followed in 1998.
The A330 shares its airframe with the early A340 variants, but having two main landing gear legs instead of three, lower weights, and slightly different lengths. Both airliners have fly-by-wire controls as well as a similar glass cockpit to increase the commonality. The A330 was Airbus's first airliner to offer a choice of three engines: the General Electric CF6, Pratt & Whitney PW4000, or the Rolls-Royce Trent 700. The A330-300 has a range of 11,750 km or 6,350 nmi with 277 passengers, while the shorter A330-200 can cover 13,450 km or 7,250 nmi with 247 passengers. Other variants include the A330-200F dedicated freighter, the A330 MRTT military tanker, and the ACJ330 corporate jet. The A330 MRTT was proposed as the EADS/Northrop Grumman KC-45 for the US Air Force's KC-X competition, but lost to the Boeing KC-46 in appeal after an initial win.
In July 2014, Airbus announced the re-engined A330neo (new engine option) comprising A330-800/900, which entered service with TAP Air Portugal in December 2018. With the exclusive, more efficient Trent 7000 turbofan and improvements including sharklets, it offers up to 14% better fuel economy per seat. Earlier A330s (-200/200F/300) are now called A330ceo (current engine option).
Delta Air Lines is currently the largest operator with 63 airplanes in its fleet. As of April 2023, A330 orders stood at 1,775 of which 1,567 had been delivered and 1,453 were in service with 142 operators. The global A330 fleet had accumulated more than 60 million flight hours since its entry into service. The A330 is the third most delivered wide-body airliner after the Boeing 777 and Boeing 747. It competes with the Boeing 767, smaller variants of the Boeing 777, and the 787. It is complemented by the larger Airbus A350, which succeeded the four-engined A340.Operators
By 2012, the 830 A330s in service with over 90 operators had accumulated five million revenue flights and 20 million flight hours, with a dispatch reliability above 99%. In November 2017, 1,190 were transporting passengers with 106 airlines (the top 29 operated two-thirds of the fleet), consisting of 530 -200s and 660 A330-300s, mainly high-gross-weight, with 36 original shorter-range A330-300s, half of them built since January 2010. Its average sector is 2,000 nmi (3,700 km); the longest flight for the -200 was 6,000 nmi (11,000 km), from Buenos Aires to Rome, by Aerolíneas Argentinas, and 5,000 nmi (9,300 km), from Paris to Reunion, by Corsair and French Blue for the -300.
Of operators of at least five A330s, 17 have ordered A350-900s, 11 have ordered B787-8/9s, 13 both, 3 have ordered A330neos and 2 both A330neos and A350s; 14 haven't yet decided on a replacement. By August 2019, the A330 was operated between over 400 airports in the world, by more than 120 operators, while its average dispatch reliability was over 99% and annual utilization up to 6,000 flight hours. The 1,500th airplane, an A330-900 (A330neo), was delivered to Delta Air Lines on 21 September 2020.As of April 2023, A330 family aircraft orders stood at 1,775, of which 1,567 had been delivered and 1,453, comprising 586 A330-200s, 38 -200Fs, 730 -300s, 7 -800s and 92 -900s, were in airline service with 142 operators. The five largest operators were Delta Air Lines (63), Turkish Airlines (60), China Eastern Airlines (55), Air China (53), China Southern Airlines (40).Orders and deliveries
Data as of 30 April 2023
| 35
|
[
"Airbus A330",
"operator",
"China Southern Airlines"
] |
Operators
By 2012, the 830 A330s in service with over 90 operators had accumulated five million revenue flights and 20 million flight hours, with a dispatch reliability above 99%. In November 2017, 1,190 were transporting passengers with 106 airlines (the top 29 operated two-thirds of the fleet), consisting of 530 -200s and 660 A330-300s, mainly high-gross-weight, with 36 original shorter-range A330-300s, half of them built since January 2010. Its average sector is 2,000 nmi (3,700 km); the longest flight for the -200 was 6,000 nmi (11,000 km), from Buenos Aires to Rome, by Aerolíneas Argentinas, and 5,000 nmi (9,300 km), from Paris to Reunion, by Corsair and French Blue for the -300.
Of operators of at least five A330s, 17 have ordered A350-900s, 11 have ordered B787-8/9s, 13 both, 3 have ordered A330neos and 2 both A330neos and A350s; 14 haven't yet decided on a replacement. By August 2019, the A330 was operated between over 400 airports in the world, by more than 120 operators, while its average dispatch reliability was over 99% and annual utilization up to 6,000 flight hours. The 1,500th airplane, an A330-900 (A330neo), was delivered to Delta Air Lines on 21 September 2020.As of April 2023, A330 family aircraft orders stood at 1,775, of which 1,567 had been delivered and 1,453, comprising 586 A330-200s, 38 -200Fs, 730 -300s, 7 -800s and 92 -900s, were in airline service with 142 operators. The five largest operators were Delta Air Lines (63), Turkish Airlines (60), China Eastern Airlines (55), Air China (53), China Southern Airlines (40).
| 45
|
[
"Airbus A330",
"operator",
"China Eastern Airlines"
] |
Operators
By 2012, the 830 A330s in service with over 90 operators had accumulated five million revenue flights and 20 million flight hours, with a dispatch reliability above 99%. In November 2017, 1,190 were transporting passengers with 106 airlines (the top 29 operated two-thirds of the fleet), consisting of 530 -200s and 660 A330-300s, mainly high-gross-weight, with 36 original shorter-range A330-300s, half of them built since January 2010. Its average sector is 2,000 nmi (3,700 km); the longest flight for the -200 was 6,000 nmi (11,000 km), from Buenos Aires to Rome, by Aerolíneas Argentinas, and 5,000 nmi (9,300 km), from Paris to Reunion, by Corsair and French Blue for the -300.
Of operators of at least five A330s, 17 have ordered A350-900s, 11 have ordered B787-8/9s, 13 both, 3 have ordered A330neos and 2 both A330neos and A350s; 14 haven't yet decided on a replacement. By August 2019, the A330 was operated between over 400 airports in the world, by more than 120 operators, while its average dispatch reliability was over 99% and annual utilization up to 6,000 flight hours. The 1,500th airplane, an A330-900 (A330neo), was delivered to Delta Air Lines on 21 September 2020.As of April 2023, A330 family aircraft orders stood at 1,775, of which 1,567 had been delivered and 1,453, comprising 586 A330-200s, 38 -200Fs, 730 -300s, 7 -800s and 92 -900s, were in airline service with 142 operators. The five largest operators were Delta Air Lines (63), Turkish Airlines (60), China Eastern Airlines (55), Air China (53), China Southern Airlines (40).
| 46
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[
"Airbus A350",
"made from material",
"titanium"
] |
Design
Airbus expected 10% lower airframe maintenance compared with the original A350 design and 14% lower empty seat weight than the Boeing 777. Design freeze for the A350-900 was achieved in December 2008.
The airframe is made out of 53% composites: CFRP for the empennage (vertical and horizontal tailplanes), the wing (centre and outer box; including covers, stringers, and spars), and fuselage (keel beam, rear fuselage, skin, and frame); 19% aluminium and aluminium–lithium alloy for ribs, floor beams, and gear bays; 14% titanium for landing gears, pylons, and attachments; 6% steel; and 8% miscellaneous. The A350's competitor, the Boeing 787, is 50% composites, 20% aluminium, 15% titanium, 10% steel, and 5% other.
| 2
|
[
"Airbus A350",
"operator",
"Singapore Airlines"
] |
A350F
An A350-900 freighter was first mentioned in 2007, offering a similar capacity to the MD-11F with a range of 9,250 km (5,000 nmi), to be developed after the passenger version. In early 2020, Airbus was proposing an A350F before a potential launch. The proposed freighter would be slightly longer than the A350-900 and Airbus would need 50 orders to launch the $2–3 billion programme.
In July 2021, the Airbus board approved the freighter development. It is based on the -1000 version for a payload over 90 tonnes, and entry into service is targeted for 2025.The A350F would keep the A350-1000 319 t MTOW, shortened but still 6.9 m (23 ft) longer than the Boeing 777F for 10% larger freight volume at 695 m3 (24,500 cu ft) compared to 633 m3 (22,400 cu ft) for the 777F, similar to the Boeing 747-8F.
With a maindeck cargo door behind the wing and reinforced main deck aluminum floor beams, its 109 t (240,000 lb) payload is higher than the 103.7 t (229,000 lb) of the 777F, while its empty weight is 30 t (66,000 lb) lighter than the A350-1000, 20 t (44,000 lb) lighter than the 777F.
At the November 2021 Dubai Air Show, US lessor Air Lease Corporation became the launch customer with an order for seven to be delivered around 2026, among other Airbus airliners. The launch operator of the A350F will be Singapore Airlines, who ordered 7 aircraft at the 2022 Singapore Airshow, and deliveries will start from 2025.
The 70.8 m (232 ft) long cargo variant should have a 4,700 nmi (8,700 km) range at max payload.
By May 2023, planned entry-into-service slipped to 2026.
| 8
|
[
"Airbus A350",
"location of creation",
"Toulouse"
] |
The Airbus A350 is a long-range, wide-body twin-engine jet airliner developed and produced by Airbus.
The first A350 design proposed by Airbus in 2004, in response to the Boeing 787 Dreamliner, would have been a development of the Airbus A330 with composite wings and new engines.
As market support was inadequate, in 2006, Airbus switched to a clean-sheet "XWB" (eXtra Wide Body) design, powered by two Rolls-Royce Trent XWB turbofan engines. The prototype first flew on 14 June 2013 from Toulouse, France. Type certification from the European Aviation Safety Agency (EASA) was obtained in September 2014, followed by certification from the Federal Aviation Administration (FAA) two months later.
The A350 is the first Airbus aircraft largely made of carbon-fibre-reinforced polymers.
It has a new fuselage designed around a nine-abreast economy cross-section, up from the eight-abreast A330/A340. It has a common type rating with the A330.
The airliner has two variants: the A350-900 typically carries 300 to 350 passengers over a 15,000-kilometre (8,100-nautical-mile) range, and has a 283-tonne (617,300-pound) maximum takeoff weight (MTOW); the longer A350-1000 accommodates 350 to 410 passengers and has a maximum range of 16,100 km (8,700 nmi) and a 319 t (703,200 lb) MTOW.
On 15 January 2015, the initial A350-900 entered service with Qatar Airways, followed by the A350-1000 on 24 February 2018 with the same launch customer.
As of April 2023, Singapore Airlines is the largest operator with 62 A350-900 aircraft in its fleet.
A350 orders stood at 967 aircraft, of which 530 had been delivered and all were in service with 40 operators. The global A350 fleet had completed more than 1,025,000 flights on more than 1000 routes without accidents.
It succeeds the A340 and competes against Boeing's large long-haul twinjets: the Boeing 787 Dreamliner, the Boeing 777, and its successor, the 777X.
| 12
|
[
"Airbus A350",
"made from material",
"composite material"
] |
The Airbus A350 is a long-range, wide-body twin-engine jet airliner developed and produced by Airbus.
The first A350 design proposed by Airbus in 2004, in response to the Boeing 787 Dreamliner, would have been a development of the Airbus A330 with composite wings and new engines.
As market support was inadequate, in 2006, Airbus switched to a clean-sheet "XWB" (eXtra Wide Body) design, powered by two Rolls-Royce Trent XWB turbofan engines. The prototype first flew on 14 June 2013 from Toulouse, France. Type certification from the European Aviation Safety Agency (EASA) was obtained in September 2014, followed by certification from the Federal Aviation Administration (FAA) two months later.
The A350 is the first Airbus aircraft largely made of carbon-fibre-reinforced polymers.
It has a new fuselage designed around a nine-abreast economy cross-section, up from the eight-abreast A330/A340. It has a common type rating with the A330.
The airliner has two variants: the A350-900 typically carries 300 to 350 passengers over a 15,000-kilometre (8,100-nautical-mile) range, and has a 283-tonne (617,300-pound) maximum takeoff weight (MTOW); the longer A350-1000 accommodates 350 to 410 passengers and has a maximum range of 16,100 km (8,700 nmi) and a 319 t (703,200 lb) MTOW.
On 15 January 2015, the initial A350-900 entered service with Qatar Airways, followed by the A350-1000 on 24 February 2018 with the same launch customer.
As of April 2023, Singapore Airlines is the largest operator with 62 A350-900 aircraft in its fleet.
A350 orders stood at 967 aircraft, of which 530 had been delivered and all were in service with 40 operators. The global A350 fleet had completed more than 1,025,000 flights on more than 1000 routes without accidents.
It succeeds the A340 and competes against Boeing's large long-haul twinjets: the Boeing 787 Dreamliner, the Boeing 777, and its successor, the 777X.Design
Airbus expected 10% lower airframe maintenance compared with the original A350 design and 14% lower empty seat weight than the Boeing 777. Design freeze for the A350-900 was achieved in December 2008.
The airframe is made out of 53% composites: CFRP for the empennage (vertical and horizontal tailplanes), the wing (centre and outer box; including covers, stringers, and spars), and fuselage (keel beam, rear fuselage, skin, and frame); 19% aluminium and aluminium–lithium alloy for ribs, floor beams, and gear bays; 14% titanium for landing gears, pylons, and attachments; 6% steel; and 8% miscellaneous. The A350's competitor, the Boeing 787, is 50% composites, 20% aluminium, 15% titanium, 10% steel, and 5% other.
| 14
|
[
"Airbus A350",
"operator",
"Japan Airlines"
] |
A350 Regional
After the Boeing 787-10 launch at the 2013 Paris Air Show, Airbus discussed with airlines a possible A350-900 Regional with a reduced MTOW of 250 t (550,000 lb). Engine thrust would have been reduced to 70,000–75,000 lbf (310–330 kN) from the standard 85,000 lbf (380 kN) and the variant would have been optimised for routes up to 6,800 nmi (12,600 km) with seating for up to 360 passengers in a single-class layout. The A350 Regional was expected to be ordered by Etihad Airways and Singapore Airlines. Since 2013, there has been no further announcement about this variant.
Singapore Airlines selected an A350-900 version for medium-haul use, and Japan Airlines took delivery of a 369-seat A350-900 with a 217 t (478,000 lb) MTOW for its domestic flight network. The A350 Type Certificate Data Sheet includes MTOWs of 217, 235, 240, 250, 255, 260, 268, 272, 275, 277, 278, 280 and 283 t.
| 16
|
[
"Airbus A350",
"operator",
"Qatar Airways"
] |
The Airbus A350 is a long-range, wide-body twin-engine jet airliner developed and produced by Airbus.
The first A350 design proposed by Airbus in 2004, in response to the Boeing 787 Dreamliner, would have been a development of the Airbus A330 with composite wings and new engines.
As market support was inadequate, in 2006, Airbus switched to a clean-sheet "XWB" (eXtra Wide Body) design, powered by two Rolls-Royce Trent XWB turbofan engines. The prototype first flew on 14 June 2013 from Toulouse, France. Type certification from the European Aviation Safety Agency (EASA) was obtained in September 2014, followed by certification from the Federal Aviation Administration (FAA) two months later.
The A350 is the first Airbus aircraft largely made of carbon-fibre-reinforced polymers.
It has a new fuselage designed around a nine-abreast economy cross-section, up from the eight-abreast A330/A340. It has a common type rating with the A330.
The airliner has two variants: the A350-900 typically carries 300 to 350 passengers over a 15,000-kilometre (8,100-nautical-mile) range, and has a 283-tonne (617,300-pound) maximum takeoff weight (MTOW); the longer A350-1000 accommodates 350 to 410 passengers and has a maximum range of 16,100 km (8,700 nmi) and a 319 t (703,200 lb) MTOW.
On 15 January 2015, the initial A350-900 entered service with Qatar Airways, followed by the A350-1000 on 24 February 2018 with the same launch customer.
As of April 2023, Singapore Airlines is the largest operator with 62 A350-900 aircraft in its fleet.
A350 orders stood at 967 aircraft, of which 530 had been delivered and all were in service with 40 operators. The global A350 fleet had completed more than 1,025,000 flights on more than 1000 routes without accidents.
It succeeds the A340 and competes against Boeing's large long-haul twinjets: the Boeing 787 Dreamliner, the Boeing 777, and its successor, the 777X.Entry into service
In June 2011, the A350-900 was scheduled to enter service in the first half of 2014, with the -800 to enter service in mid-2016, and the -1000 in 2017. In July 2012, Airbus delayed the -900's introduction by three months to the second half of 2014. The delivery to launch customer Qatar Airways took place on 22 December 2014. The first commercial flight was made on 15 January 2015 between Doha and Frankfurt.The first A350-1000 was assembled in 2016 and had its first flight on 24 November 2016. The aircraft was then delivered on 20 February 2018 to Qatar Airways, which had also been the launch operator of the -900. and entered the commercial service with a flight from Doha to London on 24 February 2018.
| 41
|
[
"Airbus Beluga",
"instance of",
"aircraft type"
] |
The Airbus A300-600ST (Super Transporter), or Beluga, is a version of the standard A300-600 wide-body airliner modified to carry aircraft parts and outsize cargo. It received the official name of Super Transporter early on; however, the name Beluga, a whale it resembles, gained popularity and has since been officially adopted. Its replacement, the BelugaXL, entered service in January 2020.
| 4
|
[
"Airbus Beluga",
"operator",
"Airbus Transport International"
] |
Entry into service and replacement
In September 1992, construction work began on the first aircraft, the maiden flight of which took place in September 1994. Following a total of 335 flight hours being performed during the test program, restricted certification of the type was awarded by the European Aviation Safety Agency (EASA) in October 1995, enabling the A300-600ST "Beluga" to enter service shortly thereafter. In addition to the first aircraft, four more Belugas were constructed at a rate of roughly one per year; from start to finish, each airframe reportedly took roughly three years to complete. Modification work was performed at Toulouse using components provided by the Airbus assembly line. Originally a total of four aircraft were to be built along with an option for a fifth aircraft being available, which was later firmed up.The fleet's primary task is to carry Airbus components ready for final assembly across Europe between Toulouse, Hamburg and nine other sites, and they do so 60 times per week. The Beluga fleet is owned by Airbus Transport International (ATI), a wholly owned subsidiary of Airbus Group that was established specifically to operate the type; through this organisation, the fleet is made available for hire by third parties for charter flight. In May 1998, ATI reportedly had an annual revenue target of $15 million to be achieved via leasing spare capacity. Over time, the Beluga has been used to carry a variety of special loads, including space station components, large and delicate artwork, industrial machinery, and intact helicopters. The A300-600ST's freight compartment is 7.4 m (24 ft) in diameter and 37.7 m (124 ft) long; maximum payload is 47 tonnes.
In late 1997, in response to the positive performance of the A300-600ST Super Transporter program, SATIC announced that they were in the process of evaluating several different prospective outsize freighter conversions; company chairman Udo Dräger indicated that a larger freighter based on the Airbus A340 could be developed in a similar manner to that of the A300-based Beluga. At the time, derivatives of both the Airbus A330 and the A340 were studied, including combining the upward-swinging hinged door of the Beluga with a conventional upper deck as an alternative to a side-mounted cargo door in traditional freighter missions. During the 1990s, as a result of reported inquiries to Airbus regarding the type, a niche market for selling Beluga-type aircraft to military customers and freight operators was also examined; but sales were considered 'unlikely' to take place by the late 1990s.
Its unit cost is €183 million.In November 2014, Airbus announced that it was proceeding with the development of a larger replacement based on the Airbus A330-200, planning to replace all of the old Belugas by 2025. The BelugaXL entered service in 2020. Airbus previously considered the A330-300 and A340-500, but each required too much of the limited 1,663 m (5,456 ft) runway 04 at Hawarden Airport near Broughton in Wales. In May 2015, Airbus confirmed that the new aircraft would have a 1 m (3 ft 3 in) wider cross-section than its predecessor and provide a 12% increase in payload. The BelugaXL is intended primarily for A350 work, designed to ship two A350 wings simultaneously. Of the five aircraft to be progressively assembled, the first two were considered essential to ramping up A350 production; the remaining three are to be introduced as the A300-600 Beluga fleet retires.
| 8
|
[
"Airbus A320neo family",
"manufacturer",
"Airbus"
] |
The Airbus A320neo family is a development of the A320 family of narrow-body airliners produced by Airbus.
The A320neo family (neo being Greek for "new", as well as an initialism for "new engine option") is based on the previous A319, A320, and A321 (enhanced variant), which was then renamed A320ceo, for "current engine option".
Re-engined with CFM LEAP or Pratt & Whitney GTF engines and fitted with sharklets as standard, it is 15% to 20% more fuel efficient than prior models, retroactively renamed the A320ceo (current engine option).
It was launched on 1 December 2010, made its first flight on 25 September 2014 and was introduced by Lufthansa on 25 January 2016.
By 2019, the A320neo had a 60% market share against the competing Boeing 737 MAX.
As of April 2023, a total of 8,754 A320neo family aircraft had been ordered by more than 130 customers, of which 2,740 aircraft had been delivered. The global A320neo fleet had completed more than 5.51 million flights over 11 million block hours with one hull loss being an airport-safety related or non-aeronautical accident.
| 0
|
[
"Airbus A320neo family",
"developer",
"Airbus"
] |
The Airbus A320neo family is a development of the A320 family of narrow-body airliners produced by Airbus.
The A320neo family (neo being Greek for "new", as well as an initialism for "new engine option") is based on the previous A319, A320, and A321 (enhanced variant), which was then renamed A320ceo, for "current engine option".
Re-engined with CFM LEAP or Pratt & Whitney GTF engines and fitted with sharklets as standard, it is 15% to 20% more fuel efficient than prior models, retroactively renamed the A320ceo (current engine option).
It was launched on 1 December 2010, made its first flight on 25 September 2014 and was introduced by Lufthansa on 25 January 2016.
By 2019, the A320neo had a 60% market share against the competing Boeing 737 MAX.
As of April 2023, a total of 8,754 A320neo family aircraft had been ordered by more than 130 customers, of which 2,740 aircraft had been delivered. The global A320neo fleet had completed more than 5.51 million flights over 11 million block hours with one hull loss being an airport-safety related or non-aeronautical accident.
| 1
|
[
"Airbus A320neo family",
"subclass of",
"Airbus A320 family"
] |
The Airbus A320neo family is a development of the A320 family of narrow-body airliners produced by Airbus.
The A320neo family (neo being Greek for "new", as well as an initialism for "new engine option") is based on the previous A319, A320, and A321 (enhanced variant), which was then renamed A320ceo, for "current engine option".
Re-engined with CFM LEAP or Pratt & Whitney GTF engines and fitted with sharklets as standard, it is 15% to 20% more fuel efficient than prior models, retroactively renamed the A320ceo (current engine option).
It was launched on 1 December 2010, made its first flight on 25 September 2014 and was introduced by Lufthansa on 25 January 2016.
By 2019, the A320neo had a 60% market share against the competing Boeing 737 MAX.
As of April 2023, a total of 8,754 A320neo family aircraft had been ordered by more than 130 customers, of which 2,740 aircraft had been delivered. The global A320neo fleet had completed more than 5.51 million flights over 11 million block hours with one hull loss being an airport-safety related or non-aeronautical accident.
| 5
|
[
"Airbus A320neo family",
"replaces",
"Airbus A320 family"
] |
The Airbus A320neo family is a development of the A320 family of narrow-body airliners produced by Airbus.
The A320neo family (neo being Greek for "new", as well as an initialism for "new engine option") is based on the previous A319, A320, and A321 (enhanced variant), which was then renamed A320ceo, for "current engine option".
Re-engined with CFM LEAP or Pratt & Whitney GTF engines and fitted with sharklets as standard, it is 15% to 20% more fuel efficient than prior models, retroactively renamed the A320ceo (current engine option).
It was launched on 1 December 2010, made its first flight on 25 September 2014 and was introduced by Lufthansa on 25 January 2016.
By 2019, the A320neo had a 60% market share against the competing Boeing 737 MAX.
As of April 2023, a total of 8,754 A320neo family aircraft had been ordered by more than 130 customers, of which 2,740 aircraft had been delivered. The global A320neo fleet had completed more than 5.51 million flights over 11 million block hours with one hull loss being an airport-safety related or non-aeronautical accident.
| 6
|
[
"Airbus A320neo family",
"based on",
"Airbus A320 family"
] |
The Airbus A320neo family is a development of the A320 family of narrow-body airliners produced by Airbus.
The A320neo family (neo being Greek for "new", as well as an initialism for "new engine option") is based on the previous A319, A320, and A321 (enhanced variant), which was then renamed A320ceo, for "current engine option".
Re-engined with CFM LEAP or Pratt & Whitney GTF engines and fitted with sharklets as standard, it is 15% to 20% more fuel efficient than prior models, retroactively renamed the A320ceo (current engine option).
It was launched on 1 December 2010, made its first flight on 25 September 2014 and was introduced by Lufthansa on 25 January 2016.
By 2019, the A320neo had a 60% market share against the competing Boeing 737 MAX.
As of April 2023, a total of 8,754 A320neo family aircraft had been ordered by more than 130 customers, of which 2,740 aircraft had been delivered. The global A320neo fleet had completed more than 5.51 million flights over 11 million block hours with one hull loss being an airport-safety related or non-aeronautical accident.
| 10
|
[
"Airbus A320neo family",
"operator",
"list of Airbus A320 operators"
] |
Operators
As of April 2023, 2,740 A320neo family aircraft were in service with 127 operators, 85 of which use CFM engines, and 42 PW engines. The five largest operators were IndiGo operating 246, China Southern Airlines 99, China Eastern Airlines 96, Frontier Airlines 92 and Wizz Air 90 aircraft.
| 12
|
[
"Airbus A310 MRTT",
"manufacturer",
"Airbus"
] |
The Airbus A310 MRTT Multi-Role Tanker Transport is a military air-to-air refuelling, or in-flight refuelling tanker transport aircraft, capable of operating multi-role missions. The A310 MRTT tanker aircraft is a subsequent development from the earlier Airbus A310 MRT Multi-Role Transport, which was a military transport aircraft for passengers, cargo, and medical evacuation. The A310 MRT and A310 MRTT are both specialist military conversions of existing airframes of the civilian Airbus A310-300C wide-bodied passenger jet airliner.Airbus A310 MRTT
Design and development
The Airbus A310 MRTT Multi-Role Tanker Transport is a military derivative of the Airbus A310-300C twin-jet wide-bodied jet airliner. The A310 MRTT was primarily designed for military use as a multi-role air-to-air refuelling tanker, cargo transport, passenger transport, and aeromedical evacuation (MedEvac) aircraft.The aircraft are designed, engineered, manufactured, and modified by Airbus Industrie and EADS subsidiary Airbus Military SAS, along with their subcontractors, which included Airbus Deutschland and Lufthansa Technik. The conversion from the A310 MRT involves:Installation of two air-to-air refuelling (AAR) pods, one under each wing, close to the wingtip;
Five additional centre fuel tanks or Additional Centre Tanks (ACT), providing an extra 28,000 kilograms (62,000 pounds); giving a total capacity of 77,500 kilograms (170,900 pounds), or 96,920 litres (21,320 imperial gallons; 25,600 US gallons);
Fuel operator station (FOS), in the cockpit immediately behind the captain, to control fuel offload, cameras, military radios, and exterior lighting. For MRTT, remote surveillance of approaching / air-to-air refuelling process with a night-vision capable video system had to be developed. This system (developed by a small company from Germany called FTI Group) allows operation both with visible light, and also near-infrared radiation. The refuelling monitor was integrated in the year 2008.;
Reinforced wings and aircraft floor;
Minor cockpit modifications.The design of the in-flight refuelling pod and wing reinforcements and systems was subcontracted to ITD SA, at that time part of the Industria de Turbo Propulsores (ITP) Group.
When not used as an in-flight refueller, i.e., in an air cargo role, the A310 MRTT is capable of carrying a non-fuel payload of up to 37 tonnes (36 long tons; 41 short tons), or 81,600 lb. When used in a troop transport role, the A310 MRTT can accommodate up to 214 seats. And for a mixed-use combined troop transport and cargo, it can carry 54 troops and 12 pallets. The A310 MRTT contains four separate cargo systems within the fuselage, including the main deck cargo compartment, which is loaded and unloaded via the vertically opening main deck cargo door, located on the front left (port) side. This means that main deck cargo can be loaded by overhead crane, in addition to conventional cargo loading platforms. Below deck are three more cargo compartments, and can accommodate container and palletised loads up to 96 inches (2,400 millimetres) in height.When used in the aero-medical MedEvac role, the A310 MRTT can accommodate up to six intensive care units, together with 56 conventional stretchers.Operated by a crew of three: two pilots and the air-to-air refuelling (AAR) operator, the pilots are able to directly operate all functions of in-flight refuelling, even if the AAR post is deactivated. Depending on mission, the A310 MRTT can deliver up to 33 tonnes (32 long tons; 36 short tons) of fuel to receiver aircraft on an operation of 3,000 nautical miles (5,600 kilometres; 3,500 miles), or up to 40 tonnes (39 long tons; 44 short tons) of fuel during a 1,000 nautical miles (1,900 kilometres; 1,200 miles) mission. All fuel to receiver aircraft is supplied directly from the centre tank, if necessary, drawing fuel from conventional fuel tanks; this is controlled automatically by the fuel management system together with the centre of gravity computer, to ensure correct fuel feed to the engines, and maintaining the correct centre of gravity in flight.The dual hose and drogue system was supplied by Flight Refuelling Ltd (FRL) of England, and uses the Mk32B pods under each wing on pylons, close to the wingtips. Two receiver aircraft can be refuelled simultaneously, and is capable of delivering 15,000 litres (3,300 imperial gallons; 4,000 US gallons) per minute.The German Air Force (Luftwaffe) was the first customer for the MRTT, converting four of their seven existing A310 MRTs, with deliveries starting in October 2004. The Royal Canadian Air Force (RCAF) converted two of their five existing A310 MRTs to MRTT configuration, which are known as the CC-150 Polaris in Canadian service, the first also delivered October 2004.During June 2007, EADS delivered the first upgraded A310 MRTT with new mission avionics to the German Air Force. This new mission avionics suite facilitated the allocation of the upgraded A310 MRTT to NATO Reaction Forces.While the original and current A310 MRTTs rely on probe and drogue for air-to-air refuelling, EADS has invested $90m in research and development of a flying boom refuelling system such as that used by the United States Air Force (USAF). They are now able to offer air tankers from the A310 with air-to-air refuelling pods to the larger A330 MRTT equipped with refuelling booms. When installed, the flying boom system can deliver fuel to receiver aircraft at a rate of 1,200 US gallons (4,500 litres; 1,000 imperial gallons) per minute, and is supplied by two hose drum units (HDU) centrally mounted side by side in the rear fuselage.The A310 MRTT is 30% smaller by MTOW than the newer A330 MRTT. Since the production of A310 airframes was discontinued in 2007, the air-to-air refuelling conversion can only be made on existing refurbished airliners, or as an upgrade to A310 MRTs already used by air forces (the option taken by Germany and Canada). As an air tanker, it has a similar fuel capacity to the KC-135R. Because of the larger passenger cabin, it is much more flexible, offering good capacity for cargo, troop transport, VIP transport, or other uses; and lacking only the capacity to land on rough strips to qualify as a strategic transport. Airbus hopes to sell it to some of the countries that need to replace the aging Boeing 707s they use as tankers.
The first operational use with the German Luftwaffe took place on 4 February 2009 (2009-02-04), when three German Eurofighter Typhoons of Jagdgeschwader 73 Steinhoff (30+23, 30+25, and 30+38), led by Colonel Andreas Schick, were refuelled en-route by an A310 MRTT tanker aircraft during their deployment from Laage Airbase (German: Flughafen Rostock-Laage), Rostock, Germany, to Yelahanka Air Force Station, near Bangalore, India. Despite not yet receiving final approval of in-flight refuelling operations by the German authorities, this air-to-air refuelling mission was sanctioned as part of the A310 MRTTs 'operational testing phase' for in-flight refuelling, and consisted of a flight route of nearly 8,200 kilometres (4,400 nautical miles), including a stopover at the Al Dahfra airbase (Arabic: قاعدة الظفرة الجوية) in the United Arab Emirates. The objective of the deployment to India was to demonstrate the Eurofighter in a competition for Medium Multi-Role Combat Aircraft (MMRCA), against competition from the Mikoyan MiG-35, the Saab Gripen, the Lockheed Martin F-16, the Boeing F-18E / F, and the Dassault Rafale.Pakistan has also ordered MRTT capability built on an A310, although the aircraft is no longer in production.
| 0
|
[
"Airbus A310 MRTT",
"developer",
"Airbus"
] |
Airbus A310 MRTT
Design and development
The Airbus A310 MRTT Multi-Role Tanker Transport is a military derivative of the Airbus A310-300C twin-jet wide-bodied jet airliner. The A310 MRTT was primarily designed for military use as a multi-role air-to-air refuelling tanker, cargo transport, passenger transport, and aeromedical evacuation (MedEvac) aircraft.The aircraft are designed, engineered, manufactured, and modified by Airbus Industrie and EADS subsidiary Airbus Military SAS, along with their subcontractors, which included Airbus Deutschland and Lufthansa Technik. The conversion from the A310 MRT involves:Installation of two air-to-air refuelling (AAR) pods, one under each wing, close to the wingtip;
Five additional centre fuel tanks or Additional Centre Tanks (ACT), providing an extra 28,000 kilograms (62,000 pounds); giving a total capacity of 77,500 kilograms (170,900 pounds), or 96,920 litres (21,320 imperial gallons; 25,600 US gallons);
Fuel operator station (FOS), in the cockpit immediately behind the captain, to control fuel offload, cameras, military radios, and exterior lighting. For MRTT, remote surveillance of approaching / air-to-air refuelling process with a night-vision capable video system had to be developed. This system (developed by a small company from Germany called FTI Group) allows operation both with visible light, and also near-infrared radiation. The refuelling monitor was integrated in the year 2008.;
Reinforced wings and aircraft floor;
Minor cockpit modifications.The design of the in-flight refuelling pod and wing reinforcements and systems was subcontracted to ITD SA, at that time part of the Industria de Turbo Propulsores (ITP) Group.
When not used as an in-flight refueller, i.e., in an air cargo role, the A310 MRTT is capable of carrying a non-fuel payload of up to 37 tonnes (36 long tons; 41 short tons), or 81,600 lb. When used in a troop transport role, the A310 MRTT can accommodate up to 214 seats. And for a mixed-use combined troop transport and cargo, it can carry 54 troops and 12 pallets. The A310 MRTT contains four separate cargo systems within the fuselage, including the main deck cargo compartment, which is loaded and unloaded via the vertically opening main deck cargo door, located on the front left (port) side. This means that main deck cargo can be loaded by overhead crane, in addition to conventional cargo loading platforms. Below deck are three more cargo compartments, and can accommodate container and palletised loads up to 96 inches (2,400 millimetres) in height.When used in the aero-medical MedEvac role, the A310 MRTT can accommodate up to six intensive care units, together with 56 conventional stretchers.Operated by a crew of three: two pilots and the air-to-air refuelling (AAR) operator, the pilots are able to directly operate all functions of in-flight refuelling, even if the AAR post is deactivated. Depending on mission, the A310 MRTT can deliver up to 33 tonnes (32 long tons; 36 short tons) of fuel to receiver aircraft on an operation of 3,000 nautical miles (5,600 kilometres; 3,500 miles), or up to 40 tonnes (39 long tons; 44 short tons) of fuel during a 1,000 nautical miles (1,900 kilometres; 1,200 miles) mission. All fuel to receiver aircraft is supplied directly from the centre tank, if necessary, drawing fuel from conventional fuel tanks; this is controlled automatically by the fuel management system together with the centre of gravity computer, to ensure correct fuel feed to the engines, and maintaining the correct centre of gravity in flight.The dual hose and drogue system was supplied by Flight Refuelling Ltd (FRL) of England, and uses the Mk32B pods under each wing on pylons, close to the wingtips. Two receiver aircraft can be refuelled simultaneously, and is capable of delivering 15,000 litres (3,300 imperial gallons; 4,000 US gallons) per minute.The German Air Force (Luftwaffe) was the first customer for the MRTT, converting four of their seven existing A310 MRTs, with deliveries starting in October 2004. The Royal Canadian Air Force (RCAF) converted two of their five existing A310 MRTs to MRTT configuration, which are known as the CC-150 Polaris in Canadian service, the first also delivered October 2004.During June 2007, EADS delivered the first upgraded A310 MRTT with new mission avionics to the German Air Force. This new mission avionics suite facilitated the allocation of the upgraded A310 MRTT to NATO Reaction Forces.While the original and current A310 MRTTs rely on probe and drogue for air-to-air refuelling, EADS has invested $90m in research and development of a flying boom refuelling system such as that used by the United States Air Force (USAF). They are now able to offer air tankers from the A310 with air-to-air refuelling pods to the larger A330 MRTT equipped with refuelling booms. When installed, the flying boom system can deliver fuel to receiver aircraft at a rate of 1,200 US gallons (4,500 litres; 1,000 imperial gallons) per minute, and is supplied by two hose drum units (HDU) centrally mounted side by side in the rear fuselage.The A310 MRTT is 30% smaller by MTOW than the newer A330 MRTT. Since the production of A310 airframes was discontinued in 2007, the air-to-air refuelling conversion can only be made on existing refurbished airliners, or as an upgrade to A310 MRTs already used by air forces (the option taken by Germany and Canada). As an air tanker, it has a similar fuel capacity to the KC-135R. Because of the larger passenger cabin, it is much more flexible, offering good capacity for cargo, troop transport, VIP transport, or other uses; and lacking only the capacity to land on rough strips to qualify as a strategic transport. Airbus hopes to sell it to some of the countries that need to replace the aging Boeing 707s they use as tankers.
The first operational use with the German Luftwaffe took place on 4 February 2009 (2009-02-04), when three German Eurofighter Typhoons of Jagdgeschwader 73 Steinhoff (30+23, 30+25, and 30+38), led by Colonel Andreas Schick, were refuelled en-route by an A310 MRTT tanker aircraft during their deployment from Laage Airbase (German: Flughafen Rostock-Laage), Rostock, Germany, to Yelahanka Air Force Station, near Bangalore, India. Despite not yet receiving final approval of in-flight refuelling operations by the German authorities, this air-to-air refuelling mission was sanctioned as part of the A310 MRTTs 'operational testing phase' for in-flight refuelling, and consisted of a flight route of nearly 8,200 kilometres (4,400 nautical miles), including a stopover at the Al Dahfra airbase (Arabic: قاعدة الظفرة الجوية) in the United Arab Emirates. The objective of the deployment to India was to demonstrate the Eurofighter in a competition for Medium Multi-Role Combat Aircraft (MMRCA), against competition from the Mikoyan MiG-35, the Saab Gripen, the Lockheed Martin F-16, the Boeing F-18E / F, and the Dassault Rafale.Pakistan has also ordered MRTT capability built on an A310, although the aircraft is no longer in production.
| 1
|
[
"Airbus A310 MRTT",
"instance of",
"aircraft type"
] |
The Airbus A310 MRTT Multi-Role Tanker Transport is a military air-to-air refuelling, or in-flight refuelling tanker transport aircraft, capable of operating multi-role missions. The A310 MRTT tanker aircraft is a subsequent development from the earlier Airbus A310 MRT Multi-Role Transport, which was a military transport aircraft for passengers, cargo, and medical evacuation. The A310 MRT and A310 MRTT are both specialist military conversions of existing airframes of the civilian Airbus A310-300C wide-bodied passenger jet airliner.Airbus A310 MRTT
Design and development
The Airbus A310 MRTT Multi-Role Tanker Transport is a military derivative of the Airbus A310-300C twin-jet wide-bodied jet airliner. The A310 MRTT was primarily designed for military use as a multi-role air-to-air refuelling tanker, cargo transport, passenger transport, and aeromedical evacuation (MedEvac) aircraft.The aircraft are designed, engineered, manufactured, and modified by Airbus Industrie and EADS subsidiary Airbus Military SAS, along with their subcontractors, which included Airbus Deutschland and Lufthansa Technik. The conversion from the A310 MRT involves:Installation of two air-to-air refuelling (AAR) pods, one under each wing, close to the wingtip;
Five additional centre fuel tanks or Additional Centre Tanks (ACT), providing an extra 28,000 kilograms (62,000 pounds); giving a total capacity of 77,500 kilograms (170,900 pounds), or 96,920 litres (21,320 imperial gallons; 25,600 US gallons);
Fuel operator station (FOS), in the cockpit immediately behind the captain, to control fuel offload, cameras, military radios, and exterior lighting. For MRTT, remote surveillance of approaching / air-to-air refuelling process with a night-vision capable video system had to be developed. This system (developed by a small company from Germany called FTI Group) allows operation both with visible light, and also near-infrared radiation. The refuelling monitor was integrated in the year 2008.;
Reinforced wings and aircraft floor;
Minor cockpit modifications.The design of the in-flight refuelling pod and wing reinforcements and systems was subcontracted to ITD SA, at that time part of the Industria de Turbo Propulsores (ITP) Group.
When not used as an in-flight refueller, i.e., in an air cargo role, the A310 MRTT is capable of carrying a non-fuel payload of up to 37 tonnes (36 long tons; 41 short tons), or 81,600 lb. When used in a troop transport role, the A310 MRTT can accommodate up to 214 seats. And for a mixed-use combined troop transport and cargo, it can carry 54 troops and 12 pallets. The A310 MRTT contains four separate cargo systems within the fuselage, including the main deck cargo compartment, which is loaded and unloaded via the vertically opening main deck cargo door, located on the front left (port) side. This means that main deck cargo can be loaded by overhead crane, in addition to conventional cargo loading platforms. Below deck are three more cargo compartments, and can accommodate container and palletised loads up to 96 inches (2,400 millimetres) in height.When used in the aero-medical MedEvac role, the A310 MRTT can accommodate up to six intensive care units, together with 56 conventional stretchers.Operated by a crew of three: two pilots and the air-to-air refuelling (AAR) operator, the pilots are able to directly operate all functions of in-flight refuelling, even if the AAR post is deactivated. Depending on mission, the A310 MRTT can deliver up to 33 tonnes (32 long tons; 36 short tons) of fuel to receiver aircraft on an operation of 3,000 nautical miles (5,600 kilometres; 3,500 miles), or up to 40 tonnes (39 long tons; 44 short tons) of fuel during a 1,000 nautical miles (1,900 kilometres; 1,200 miles) mission. All fuel to receiver aircraft is supplied directly from the centre tank, if necessary, drawing fuel from conventional fuel tanks; this is controlled automatically by the fuel management system together with the centre of gravity computer, to ensure correct fuel feed to the engines, and maintaining the correct centre of gravity in flight.The dual hose and drogue system was supplied by Flight Refuelling Ltd (FRL) of England, and uses the Mk32B pods under each wing on pylons, close to the wingtips. Two receiver aircraft can be refuelled simultaneously, and is capable of delivering 15,000 litres (3,300 imperial gallons; 4,000 US gallons) per minute.The German Air Force (Luftwaffe) was the first customer for the MRTT, converting four of their seven existing A310 MRTs, with deliveries starting in October 2004. The Royal Canadian Air Force (RCAF) converted two of their five existing A310 MRTs to MRTT configuration, which are known as the CC-150 Polaris in Canadian service, the first also delivered October 2004.During June 2007, EADS delivered the first upgraded A310 MRTT with new mission avionics to the German Air Force. This new mission avionics suite facilitated the allocation of the upgraded A310 MRTT to NATO Reaction Forces.While the original and current A310 MRTTs rely on probe and drogue for air-to-air refuelling, EADS has invested $90m in research and development of a flying boom refuelling system such as that used by the United States Air Force (USAF). They are now able to offer air tankers from the A310 with air-to-air refuelling pods to the larger A330 MRTT equipped with refuelling booms. When installed, the flying boom system can deliver fuel to receiver aircraft at a rate of 1,200 US gallons (4,500 litres; 1,000 imperial gallons) per minute, and is supplied by two hose drum units (HDU) centrally mounted side by side in the rear fuselage.The A310 MRTT is 30% smaller by MTOW than the newer A330 MRTT. Since the production of A310 airframes was discontinued in 2007, the air-to-air refuelling conversion can only be made on existing refurbished airliners, or as an upgrade to A310 MRTs already used by air forces (the option taken by Germany and Canada). As an air tanker, it has a similar fuel capacity to the KC-135R. Because of the larger passenger cabin, it is much more flexible, offering good capacity for cargo, troop transport, VIP transport, or other uses; and lacking only the capacity to land on rough strips to qualify as a strategic transport. Airbus hopes to sell it to some of the countries that need to replace the aging Boeing 707s they use as tankers.
The first operational use with the German Luftwaffe took place on 4 February 2009 (2009-02-04), when three German Eurofighter Typhoons of Jagdgeschwader 73 Steinhoff (30+23, 30+25, and 30+38), led by Colonel Andreas Schick, were refuelled en-route by an A310 MRTT tanker aircraft during their deployment from Laage Airbase (German: Flughafen Rostock-Laage), Rostock, Germany, to Yelahanka Air Force Station, near Bangalore, India. Despite not yet receiving final approval of in-flight refuelling operations by the German authorities, this air-to-air refuelling mission was sanctioned as part of the A310 MRTTs 'operational testing phase' for in-flight refuelling, and consisted of a flight route of nearly 8,200 kilometres (4,400 nautical miles), including a stopover at the Al Dahfra airbase (Arabic: قاعدة الظفرة الجوية) in the United Arab Emirates. The objective of the deployment to India was to demonstrate the Eurofighter in a competition for Medium Multi-Role Combat Aircraft (MMRCA), against competition from the Mikoyan MiG-35, the Saab Gripen, the Lockheed Martin F-16, the Boeing F-18E / F, and the Dassault Rafale.Pakistan has also ordered MRTT capability built on an A310, although the aircraft is no longer in production.
| 4
|
[
"Airbus A310 MRTT",
"subclass of",
"aircraft"
] |
The Airbus A310 MRTT Multi-Role Tanker Transport is a military air-to-air refuelling, or in-flight refuelling tanker transport aircraft, capable of operating multi-role missions. The A310 MRTT tanker aircraft is a subsequent development from the earlier Airbus A310 MRT Multi-Role Transport, which was a military transport aircraft for passengers, cargo, and medical evacuation. The A310 MRT and A310 MRTT are both specialist military conversions of existing airframes of the civilian Airbus A310-300C wide-bodied passenger jet airliner.Airbus A310 MRTT
Design and development
The Airbus A310 MRTT Multi-Role Tanker Transport is a military derivative of the Airbus A310-300C twin-jet wide-bodied jet airliner. The A310 MRTT was primarily designed for military use as a multi-role air-to-air refuelling tanker, cargo transport, passenger transport, and aeromedical evacuation (MedEvac) aircraft.The aircraft are designed, engineered, manufactured, and modified by Airbus Industrie and EADS subsidiary Airbus Military SAS, along with their subcontractors, which included Airbus Deutschland and Lufthansa Technik. The conversion from the A310 MRT involves:Installation of two air-to-air refuelling (AAR) pods, one under each wing, close to the wingtip;
Five additional centre fuel tanks or Additional Centre Tanks (ACT), providing an extra 28,000 kilograms (62,000 pounds); giving a total capacity of 77,500 kilograms (170,900 pounds), or 96,920 litres (21,320 imperial gallons; 25,600 US gallons);
Fuel operator station (FOS), in the cockpit immediately behind the captain, to control fuel offload, cameras, military radios, and exterior lighting. For MRTT, remote surveillance of approaching / air-to-air refuelling process with a night-vision capable video system had to be developed. This system (developed by a small company from Germany called FTI Group) allows operation both with visible light, and also near-infrared radiation. The refuelling monitor was integrated in the year 2008.;
Reinforced wings and aircraft floor;
Minor cockpit modifications.The design of the in-flight refuelling pod and wing reinforcements and systems was subcontracted to ITD SA, at that time part of the Industria de Turbo Propulsores (ITP) Group.
When not used as an in-flight refueller, i.e., in an air cargo role, the A310 MRTT is capable of carrying a non-fuel payload of up to 37 tonnes (36 long tons; 41 short tons), or 81,600 lb. When used in a troop transport role, the A310 MRTT can accommodate up to 214 seats. And for a mixed-use combined troop transport and cargo, it can carry 54 troops and 12 pallets. The A310 MRTT contains four separate cargo systems within the fuselage, including the main deck cargo compartment, which is loaded and unloaded via the vertically opening main deck cargo door, located on the front left (port) side. This means that main deck cargo can be loaded by overhead crane, in addition to conventional cargo loading platforms. Below deck are three more cargo compartments, and can accommodate container and palletised loads up to 96 inches (2,400 millimetres) in height.When used in the aero-medical MedEvac role, the A310 MRTT can accommodate up to six intensive care units, together with 56 conventional stretchers.Operated by a crew of three: two pilots and the air-to-air refuelling (AAR) operator, the pilots are able to directly operate all functions of in-flight refuelling, even if the AAR post is deactivated. Depending on mission, the A310 MRTT can deliver up to 33 tonnes (32 long tons; 36 short tons) of fuel to receiver aircraft on an operation of 3,000 nautical miles (5,600 kilometres; 3,500 miles), or up to 40 tonnes (39 long tons; 44 short tons) of fuel during a 1,000 nautical miles (1,900 kilometres; 1,200 miles) mission. All fuel to receiver aircraft is supplied directly from the centre tank, if necessary, drawing fuel from conventional fuel tanks; this is controlled automatically by the fuel management system together with the centre of gravity computer, to ensure correct fuel feed to the engines, and maintaining the correct centre of gravity in flight.The dual hose and drogue system was supplied by Flight Refuelling Ltd (FRL) of England, and uses the Mk32B pods under each wing on pylons, close to the wingtips. Two receiver aircraft can be refuelled simultaneously, and is capable of delivering 15,000 litres (3,300 imperial gallons; 4,000 US gallons) per minute.The German Air Force (Luftwaffe) was the first customer for the MRTT, converting four of their seven existing A310 MRTs, with deliveries starting in October 2004. The Royal Canadian Air Force (RCAF) converted two of their five existing A310 MRTs to MRTT configuration, which are known as the CC-150 Polaris in Canadian service, the first also delivered October 2004.During June 2007, EADS delivered the first upgraded A310 MRTT with new mission avionics to the German Air Force. This new mission avionics suite facilitated the allocation of the upgraded A310 MRTT to NATO Reaction Forces.While the original and current A310 MRTTs rely on probe and drogue for air-to-air refuelling, EADS has invested $90m in research and development of a flying boom refuelling system such as that used by the United States Air Force (USAF). They are now able to offer air tankers from the A310 with air-to-air refuelling pods to the larger A330 MRTT equipped with refuelling booms. When installed, the flying boom system can deliver fuel to receiver aircraft at a rate of 1,200 US gallons (4,500 litres; 1,000 imperial gallons) per minute, and is supplied by two hose drum units (HDU) centrally mounted side by side in the rear fuselage.The A310 MRTT is 30% smaller by MTOW than the newer A330 MRTT. Since the production of A310 airframes was discontinued in 2007, the air-to-air refuelling conversion can only be made on existing refurbished airliners, or as an upgrade to A310 MRTs already used by air forces (the option taken by Germany and Canada). As an air tanker, it has a similar fuel capacity to the KC-135R. Because of the larger passenger cabin, it is much more flexible, offering good capacity for cargo, troop transport, VIP transport, or other uses; and lacking only the capacity to land on rough strips to qualify as a strategic transport. Airbus hopes to sell it to some of the countries that need to replace the aging Boeing 707s they use as tankers.
The first operational use with the German Luftwaffe took place on 4 February 2009 (2009-02-04), when three German Eurofighter Typhoons of Jagdgeschwader 73 Steinhoff (30+23, 30+25, and 30+38), led by Colonel Andreas Schick, were refuelled en-route by an A310 MRTT tanker aircraft during their deployment from Laage Airbase (German: Flughafen Rostock-Laage), Rostock, Germany, to Yelahanka Air Force Station, near Bangalore, India. Despite not yet receiving final approval of in-flight refuelling operations by the German authorities, this air-to-air refuelling mission was sanctioned as part of the A310 MRTTs 'operational testing phase' for in-flight refuelling, and consisted of a flight route of nearly 8,200 kilometres (4,400 nautical miles), including a stopover at the Al Dahfra airbase (Arabic: قاعدة الظفرة الجوية) in the United Arab Emirates. The objective of the deployment to India was to demonstrate the Eurofighter in a competition for Medium Multi-Role Combat Aircraft (MMRCA), against competition from the Mikoyan MiG-35, the Saab Gripen, the Lockheed Martin F-16, the Boeing F-18E / F, and the Dassault Rafale.Pakistan has also ordered MRTT capability built on an A310, although the aircraft is no longer in production.
| 5
|
[
"Airbus CC-150 Polaris",
"has use",
"executive transport"
] |
Design and development
The five Airbus aircraft that make up the fleet were originally civilian airliners purchased and operated by Wardair. First delivered in 1987 and 1988, they were transferred to Canadian Airlines when the two airlines merged in 1989. The aircraft were subsequently sold to the Canadian Armed Forces and converted for military use, entering service between December 1992 and August 1993. Four of the five aircraft were converted to the Combi-Freighter standard with a reinforced floor and side opening cargo door. The fifth was modified as a VIP transport aircraft for government executive transport.
The CC-150 replaced the Boeing CC-137 (converted Boeing 707) as a strategic transport when the final transport-configured CC-137s were retired in 1997.
| 2
|
[
"Airbus CC-150 Polaris",
"subclass of",
"Airbus A310"
] |
The Airbus CC-150 Polaris is the designation for the civilian Airbus A310-300s which have been converted into multi-purpose, long-range jet aircraft for passenger, freight or medical transport and mid-air refueling for the Royal Canadian Air Force.
| 3
|
[
"Airbus CC-150 Polaris",
"based on",
"Airbus A310 MRTT"
] |
The Airbus CC-150 Polaris is the designation for the civilian Airbus A310-300s which have been converted into multi-purpose, long-range jet aircraft for passenger, freight or medical transport and mid-air refueling for the Royal Canadian Air Force.Design and development
The five Airbus aircraft that make up the fleet were originally civilian airliners purchased and operated by Wardair. First delivered in 1987 and 1988, they were transferred to Canadian Airlines when the two airlines merged in 1989. The aircraft were subsequently sold to the Canadian Armed Forces and converted for military use, entering service between December 1992 and August 1993. Four of the five aircraft were converted to the Combi-Freighter standard with a reinforced floor and side opening cargo door. The fifth was modified as a VIP transport aircraft for government executive transport.
The CC-150 replaced the Boeing CC-137 (converted Boeing 707) as a strategic transport when the final transport-configured CC-137s were retired in 1997.
| 4
|
[
"Airbus CC-150 Polaris",
"instance of",
"aircraft model"
] |
The Airbus CC-150 Polaris is the designation for the civilian Airbus A310-300s which have been converted into multi-purpose, long-range jet aircraft for passenger, freight or medical transport and mid-air refueling for the Royal Canadian Air Force.Design and development
The five Airbus aircraft that make up the fleet were originally civilian airliners purchased and operated by Wardair. First delivered in 1987 and 1988, they were transferred to Canadian Airlines when the two airlines merged in 1989. The aircraft were subsequently sold to the Canadian Armed Forces and converted for military use, entering service between December 1992 and August 1993. Four of the five aircraft were converted to the Combi-Freighter standard with a reinforced floor and side opening cargo door. The fifth was modified as a VIP transport aircraft for government executive transport.
The CC-150 replaced the Boeing CC-137 (converted Boeing 707) as a strategic transport when the final transport-configured CC-137s were retired in 1997.Operational history
The Polaris is classified as a strategic airlifter by the Royal Canadian Air Force. As a tanker, the CC-150 has a similar fuel capacity to the KC-135; it is more flexible because of the large cabin, offering good capacity for cargo, troop transport, VIP transport or other uses, but lacks the oversize cargo capacity and ability to operate from austere locations. The Canadian Armed Forces rely on other heavy lift cargo aircraft (such as the C-17 Globemaster) for these kinds of operations.
The five CC-150s are operated by 437 Transport Squadron at CFB Trenton, Ontario. They served in United Nations, Red Cross and NATO initiatives, including operations in Afghanistan.In 2011, two CC-150T air-to-air refuelling tankers were deployed to support Canadian CF-18 fighter jets enforcing the no-fly zone over Libya under Operation Mobile and Operation Unified Protector.The initial purchase from Canadian Airlines in 1992 included a support contract for service of the aircraft for a fixed number of flying hours. Air Canada acquired the CC-150 service contract when it purchased Canadian Airlines in 2000, and through a series of subsequent corporate restructurings, spawned the CC-150 service contract to Air Canada Technical Services (ACTS), then Aveos Fleet Performance. Following the collapse of Aveos Fleet Performance in March 2012, the Government of Canada awarded a one-year interim contract to L3 Communications to support the fleet of CC-150 aircraft until Canada could award a longer term aircraft maintenance contract through a competitive procurement process.
| 7
|
[
"Airbus CC-150 Polaris",
"has use",
"aerial refueling"
] |
The Airbus CC-150 Polaris is the designation for the civilian Airbus A310-300s which have been converted into multi-purpose, long-range jet aircraft for passenger, freight or medical transport and mid-air refueling for the Royal Canadian Air Force.Tanker conversion
In 2008, two of the five CC-150s were converted to air-to-air refuelling tankers with a new military mission avionics package for the CF-18 fleet as part of the Multi Role Tanker Transport (MRTT) program. The Polaris tankers are capable of ferrying a flight of four CF-18 Hornets non-stop across the Atlantic Ocean, off-loading 80,000 pounds of fuel to the receiving aircraft over a 2,500 nautical mile (4,630 km) leg. The MRTT program was initiated because of a German Air Force requirement and provided a cost-effective solution for the Canadian Forces. The converted aircraft have been designated CC-150T. The tankers have hose-drogue pods under the wings.
The RCAF uses converted C-130s, RCAF designation CC-130H(T), for tactical air-to-air refuelling but is limited when deploying CF-18s overseas, as they are better served by a strategic air-to-air refuelling platform. As a result of the CC-150's MRTT conversion, Canada regained its strategic air-to-air refuelling capability, lost when the final tanker-configured CC-137s were retired in 1997 (13703 & 13704 were modified with Beech refuelling kits in mid-1972 in support of the CF-5 tactical fighter).The first converted CC-150T completed its acceptance trials in May 2008.
| 8
|
[
"Airbus CC-150 Polaris",
"has use",
"airlift"
] |
The Airbus CC-150 Polaris is the designation for the civilian Airbus A310-300s which have been converted into multi-purpose, long-range jet aircraft for passenger, freight or medical transport and mid-air refueling for the Royal Canadian Air Force.Design and development
The five Airbus aircraft that make up the fleet were originally civilian airliners purchased and operated by Wardair. First delivered in 1987 and 1988, they were transferred to Canadian Airlines when the two airlines merged in 1989. The aircraft were subsequently sold to the Canadian Armed Forces and converted for military use, entering service between December 1992 and August 1993. Four of the five aircraft were converted to the Combi-Freighter standard with a reinforced floor and side opening cargo door. The fifth was modified as a VIP transport aircraft for government executive transport.
The CC-150 replaced the Boeing CC-137 (converted Boeing 707) as a strategic transport when the final transport-configured CC-137s were retired in 1997.
| 9
|
[
"Airbus CC-150 Polaris",
"operator",
"Canadian Armed Forces"
] |
Variants
CC-150
1 VIP transport
2 strategic airlifters
CC-150T
2 aerial refuelling tankers/strategic airliftersOperators
CanadaRoyal Canadian Air Force (5)
437 Transport SquadronSpecifications
Data from CC-150 Polaris.General characteristics
Crew: 2 (flight crew)
Capacity: 194 passengers (up to) or 33,000 kg (73,000 lb) payload
Length: 46.66 m (153 ft 1 in)
Wingspan: 43.9 m (144 ft 0 in)
Height: 15.8 m (51 ft 10 in)
Empty weight: 80,000 kg (176,370 lb)
Gross weight: 157,000 kg (346,126 lb)
Powerplant: 2 × General Electric CF6-80C2A2 high bypass turbofan engines, 220 kN (50,000 lbf) thrust eachPerformance
| 10
|
[
"Airbus A318",
"country of origin",
"Germany"
] |
Operational history
Although final assembly of A320 family aircraft takes place in Toulouse, France; Hamburg, Germany; Tianjin, China; and Mobile, Alabama, USA, final assembly of the Airbus A318 was in Hamburg, Germany. The maiden flight of the Airbus A318 took place from Finkenwerder airfield in Hamburg on 15 January 2002. The first customer delivery was on 22 July 2003 to Frontier Airlines.
As of 30 September 2017, 67 A318s remained in service with five airlines, in addition to governments, executive and private jets and undisclosed operators. Frontier Airlines, the launch customer that acquired A318 aircraft between 2003 and 2007, had retired their last A318 by 2013.
| 8
|
[
"Airbus A318",
"operator",
"Frontier Airlines"
] |
The Airbus A318 is the smallest and least numerous variant airliner of the Airbus A320 family. The A318 carries 107 to 132 passengers and has a maximum range of 5,750 kilometres (3,100 nautical miles). Final assembly of the aircraft took place in Hamburg, Germany.
It is intended primarily for short-range service.
The aircraft shares a common type rating with all other Airbus A320 family variants, allowing pilots to fly all versions of the aircraft without the need for further training. It is the largest commercial aircraft certified by the European Aviation Safety Agency for steep approach operations, allowing flights at airports such as London City.The A318 entered service in July 2003 with Frontier Airlines. Relative to other Airbus A320 family variants, it sold only small numbers with total orders for 80 aircraft placed, and the type no longer listed for sale. Air France was the largest operator of the Airbus A318. The type has zero accidents.
| 16
|
[
"Cimon (robot)",
"manufacturer",
"Airbus"
] |
Cimon or officially CIMON (Crew Interactive Mobile companion) is a head-shaped AI robot used in the International Space Station.
The device is "an AI-based assistant for astronauts" developed by Airbus and IBM, with funding from the German Aerospace Center. The device is modelled after the character of Professor Simon Wright, "the flying brain," from the anime series Captain Future. Cimon runs on Ubuntu, while its Natural Language Capability is supplied by IBM Watson. CIMON maneuvers through the space station using fans.CIMON-1
CIMON-1 is the first version of Cimon to go into space. The German Aerospace Center, Airbus, IBM, and the Ludwig Maximilian University Hospital started working on CIMON-1 in August 2016. CIMON-1 was launched into space and sent to the international space station on June 29, 2018, via a SpaceX Falcon 9 rocket. CIMON-1 left the international space station to return to Earth on August 27, 2019.
| 0
|
[
"Cimon (robot)",
"developer",
"Airbus"
] |
Cimon or officially CIMON (Crew Interactive Mobile companion) is a head-shaped AI robot used in the International Space Station.
The device is "an AI-based assistant for astronauts" developed by Airbus and IBM, with funding from the German Aerospace Center. The device is modelled after the character of Professor Simon Wright, "the flying brain," from the anime series Captain Future. Cimon runs on Ubuntu, while its Natural Language Capability is supplied by IBM Watson. CIMON maneuvers through the space station using fans.
| 1
|
[
"Cimon (robot)",
"instance of",
"computer hardware"
] |
Cimon or officially CIMON (Crew Interactive Mobile companion) is a head-shaped AI robot used in the International Space Station.
The device is "an AI-based assistant for astronauts" developed by Airbus and IBM, with funding from the German Aerospace Center. The device is modelled after the character of Professor Simon Wright, "the flying brain," from the anime series Captain Future. Cimon runs on Ubuntu, while its Natural Language Capability is supplied by IBM Watson. CIMON maneuvers through the space station using fans.
| 3
|
[
"Cimon (robot)",
"instance of",
"robot"
] |
Cimon or officially CIMON (Crew Interactive Mobile companion) is a head-shaped AI robot used in the International Space Station.
The device is "an AI-based assistant for astronauts" developed by Airbus and IBM, with funding from the German Aerospace Center. The device is modelled after the character of Professor Simon Wright, "the flying brain," from the anime series Captain Future. Cimon runs on Ubuntu, while its Natural Language Capability is supplied by IBM Watson. CIMON maneuvers through the space station using fans.
| 4
|
[
"Cimon (robot)",
"main subject",
"artificial intelligence"
] |
Cimon or officially CIMON (Crew Interactive Mobile companion) is a head-shaped AI robot used in the International Space Station.
The device is "an AI-based assistant for astronauts" developed by Airbus and IBM, with funding from the German Aerospace Center. The device is modelled after the character of Professor Simon Wright, "the flying brain," from the anime series Captain Future. Cimon runs on Ubuntu, while its Natural Language Capability is supplied by IBM Watson. CIMON maneuvers through the space station using fans.
| 5
|
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