The Airbus A-310

Trying to complete his original, although a greater capacity, A-300 on thin areas with a low cost, low processed counterpart and then expand its product line, Airbus Industrie explores fuselage of a shorter version called "A-310 .

A consortium of European aircraft manufacturer in Toulouse, France, headquarters of Airbus Industries itself was created because the development and commercialization of advanced widebody airliner has surpassed the financial strength of an individual,companies based in Europe, the principle of those with de Havilland DH.106 Comet, was taken with the Vickers VC-10 and Hawker Siddeley Trident HS.121 and British Aircraft Corporation BAC-111 in the UK and Sud-Aviation Caravelle with SE.210 and Dassault-Breguet Mercure with 100 in France.

The A-300, the first joint, not only marked its launch as an aircraft manufacturer, but the same aircraft and the concept isrepresented a large capacity, wide-body twin-engine Airbus. Will compete with Boeing, and especially with his still present 767, provided that alternative non-continental U.S. carrier, and a basis for a European commercial products could be developed, offers the first serious challenge to Boeing and McDonnell-Douglas.

Designed for short to medium range capacity, relatively high use of time, the aircraft has a large aircraft fuselage blocked two highbypass-ratio turbofan, thrust its performance and reliability, with a high-lift wing has been mated when the essential elements of its design served.

Eliminating the need for a third feature of the engine 727, the DC-10 and L-1011, the twin-engine configuration showed numerous economic benefits including the reduction of structural weight and total reduction of maintenance costs, elimination of additional lines of fuel necessary for the imposition of structural measuresSimplicity and reducing the cost per seat-mile.

Aerodynamically, the twin-engine design also brought some advantages. The wings mounted on the front as possible through a tri-motor, and increased the time between the arm-launched turbofan pylons / center of gravity, and the tail, and needs to keep the smaller horizontal stabilizers and vertical and longitudinal axes and yaw control indirectly by reducing structural weight and aerodynamic resistance, but retain control certifiablewhile the engine single loss, the conditions of asymmetric thrust.

Designed by Hawker Siddeley at Hatfield team, swept back 28 degrees, supercritical wings made from a front and rear center and half the savings, produces most of its lift on the back, delaying the formation of shock waves and reducing to draw.

Low-speed lift has been completed by full-span, staves consecutive engine pylon increases the ability to take-off weight of 2,000 aircraftPounds, and tabs, trailing Fowler flaps to 70 percent of their travel before falling in rotation higher profile that are larger in an agreement at 25 percent.

Part of the reason for the reliability of the engine, auxiliary power unit was integrated into the main electrical, air conditioning has been, and systems that have immediate back-up in the failure of the engine at altitudes above 30,000 feet.

The A-300 wide-body fuselage provides the same levelcomfort to the two corridors and the duration of the standard LD3 containers such as luggage and engine Quad 747 and the tri-engine DC-10-1011 and L item.

Trying to build on these strengths in design, but fall in passenger capacity with a shortened fuselage and extending their application to the market, Airbus Industrie conceptually analyzed and proposed potential nine aircraft of different capacity, coverage, and the number of engines and called A-to-300B1 B9 on the basis of the first A-300Platform.

It 'was the tenth, however, designated A-300B10-most optimal carrier to the needs of a plane of 200 passengers on routes with a lack of demand due to its larger counterpart and support for those additional frequencies for example, during the off Peak times deserves. Other than the two original prototype A-300B1s and three A-300B2-frame, the plane had only one basic length of the hull, the capacity offered in part represented initially slowTurnover.

Although a low-cost A-300B10MC "Minimal Change" involved binding a shorter fuselage with the existing wing, engines and tail plane had provided few engineering obstacles, would be guided in a plane are proportional to small and too difficult A-300 to the original surfaces. Despite a lower weight of the structure, it would not offer sufficient space for revenue passenger, freight, mail and its payload of direct exercise Eclipse(DOC).

Balancing both the benefits and minimize side program development equation, such as Airbus Industries are two possible approaches:

1). The A-300B10X that a new wing was blended by British Aerospace in Hatfield-designed with smaller front and rear, high-lift devices used.

2). The A-300B10Y, which used the current A-300 wing box, with some modifications.

Lufthansa, the launch customer focused, highlysupported the first approach, due to lower costs associated with a new design, more advanced wing and, together with Swissair, which considers both the order of the type of detailed performance specifications. Placing deposits for 16 A-300B10s that have been renamed in the same time, A-310S, July 1978, both airlines are expecting a final configuration with the following in March.

The plane, a frame-12 sported shorter hull for 767, 245 passengersAccommodation, was published in Hanover Air Show in the model.

Its wings, keeping the 28-degree sweep of the A-300, a shorter wingspan and area resulting in 16 percent also cut, removal of the medium, medium-Holm, and then offers the same front and rear , weight distribution. The same beams, with 50 percent greater depths, have been stronger, but decreased the weight of the structure of more than five tons. The revised form, which was a new section here, adouble curved profile, the metal is bent span wise and chord training requires explosives manufacturing techniques.

The major chord and slats ray, take it off, a new cut-out of the engine pylon, improved performance, while the first, inner-cards, trailing edge panels slotted Fowler flaps were in a single integrated with a motion to increase ' back. The two outer plates, combined into a single panel, reduce cruise drag.

SideControl, not necessary, the A-300 is outboard aileron aileron was retained by internal operating in conjunction with the spoiler.

The elevator, a stripped version of the A-300, feature reduced distance between the upper surface of the elevator and the elevator is optimized to reduce drag, and a new design capability allows tailcone inside cabin.

Powerplant decisions include the 48,000 lb thrust General Electric CF6-80A1 andSimilarly, Pratt and Whitney JT9D-powered 7R4D1, while the Rolls Royce RB211-524D is optional but never indicated any carrier.

Both potential customers for the first time round, their specifications, the abbreviated version took shape, orders, order Swissair ten Pratt and Whitney powered aircraft 15 March 1979, the firm and 25 optioned 25 orders for Lufthansa General Electric-powered variant of a KLM Royal Dutch Airlines April and imitate that order withten full options 1002 days later, General Electric Version, and then shows the official launch of the program.

Three basic versions of the more bandwidth, then presented: the short-range, 2,000 miles A-310-100, the medium range, 3,000 miles A-310-200, and the spacious, 3,500 miles A-310 to 300

started final assembly of the first two Pratt & Whitney-powered A-310-200, with figures of construction (c / n) 162 and 163, while the Aerospatiale factory in ToulouseIn the winter of 1981-1982, yet not reinitiating, the A-300 production line numbering sequence. main areas, components, parts and power plants have been eight companies based aerospace prefabricated German Airbus (wide-body part, the vertical stabilizer and rudder), Aerospatiale (the forward fuselage, cockpit, the center bottom of the fuselage and engine pylons) British Aerospace (wings), House (doors and elevator), Fokker (wing moving surfaces), Belairbus(The wing moving surfaces), General Electric (engines) and Pratt and Whitney (engines). Fokker and Airbus Industrie Belairbus are associate members.

Transfer to final assembly on site was a fleet of four, 4912 shaft hp Allison 501-D22C turboprop-powered Super Guppy Aero Space Lines, which requires the original Quad engine piston aircraft B-377 Strato Cruiser is based, eight flights facilitated with a total of 45 hours and airthe approximately 8,000 miles for A-310 completed. Transports were synchronized Airbus Skylink. "

A-310 customer reviews furnishings, including heat and sound insulation, walls, floors, doors and facades, roof, boot, Schott and plants and a kitchen, toilets and office as well, according to the specifications of the airline class differences, density and substance colors and motifs, to Hamburg Finkenwerder occurred is if all the planes were flying fromToulouse.

recorded the first A-310, F-WZLH and painted door on the left, Lufthansa and Swissair painted on his right, was the 16th rolled products in February 1982. Powered by Pratt and Whitney turbofan, which differ only in the production of aircraft structures in their internal testing and maintaining the A-300 Dual, low-wing configuration and high speed.

Superficially similar to a small A-300, but has acquired several design changes.

The fuselage 13-frame shorterRendering an overall length of 153.1 meters Strategy aircraft, registered a redesigned rear bulkhead and a shift to back pressure, which in turn was less in a cabin only 11 frames, and access through four main passenger doors and kitchen maintenance and two large Type 1 exits provided. These measured four feet, 6 3 / 4 inches high and two feet, 2 1 / 2 inches wide.

The A-310 flight of the window, a two-saving, multi-rib metal frame with upper and lower skins bearing led to new aluminum alloys, high purityin its upper level and the support beams, causing a weight loss of 660 pounds, but otherwise maintained the largest A-300 in the ribs and the distance. Nearly mixed with the body of the root lower curve at its base, has offered a thicker wing-chord ratio of 11.8, in contrast to his predecessor is 10.5, reducing the amount of wing-to-interference contrast body commonly encountered at high Mach numbers, but is guaranteed a sufficient depth to root itself to the constraints necessary for the implementationlowest possible weight and structural at the same time the most solid fuel storage tanks.

lift at low speed was three slatted panels and a Krueger flap reached between inner blade and the roots removed and inboard engines, vaned, Fowler flaps and a rear exterior flap Fowler.

Although the first two A-310S maintained the A-300 outboard engines, ailerons at low speed, soon proved their redundancy, Roll Controlmaintained by all reports, electrically activated through three rear wings, spoilers, exterior adds that expands on the floor tilted wings. The four internal spoiler acts as a brake flaps, while all seven, extended for each panel, in accordance with the lift landing, serving as a dump truck.

Engine bleed air, or from the Auxiliary Power Unit (APU) provides icing.

lattice inside the engine were further then the positions equivalent A-300, and the gondolas is further increasedforward.

With a span of 144 feet, the wings are an area of 2,357.3 square meters and had a ratio of 8.8.

Although the A-310 A-300 has retained the conventional code, is characterized by a reduction from 55.7 to 53.4 meters span horizontal stabilizer, with a corresponding death from 748.1 to 688.89 square meters, while the fin aircraft overall strategic height 51.10 meters rendering.

Power was provided by two 48,000 pound thrust Pratt and Whitney JT9D-7R4D1 or two 48,000 lb thrustGeneral Electric CF6 turbofan 80A1-high bypass ratio, each of which was supportable by the existing pole and the amount of available fuel amounted to 14,509 U.S. gallons.

The hydraulically operated, tricycle landing gear was a two-wheel front retractable casters covers the nose, and two dual-tandem, side-withdrawal, anti-lock braking system, Messier-Bugatti mounted main unit. Their carbon brakes caused a loss of weight of 1200 pounds.

Smaller, lighter and quieter Garrett CDP331-250 Auxiliary Power Unit offered fuel consumption lower than that of the employees of A-300, and the aircraft featured three independent, 3,000 pounds per square inch hydraulic systems.

The A-310 cockpit, at the latter's predecessor, incorporates the latest avionics and electronic displays are based, and pursues its origin to the October 6, 1981 only forward-facing crew (FFCC) air-300 The third or cancel a flight engineer position, making the certificationThis standard for a course of three months, 150 hours of flight test programs. The aircraft was operated so that the first widebody passenger jet with a crew cabin for two people.

The visual-cockpit apparent progress which had the number of crew required, the replacement of many traditional instruments with analogue dials and six 27 mm square, interchangeable cathode ray tubes (CRT) screens were to reduce both physical and mental workload of the crew dividedElectronic Flight Instrument in System (EFIS) and a centralized electronic Aircraft Monitor (ECAM), which displays information or that was necessary or the crew was required, but otherwise uses the philosophy dark screen. severe defect was in the display color-knowing that something was off, yellow, may submit the necessary measures specified, and red means immediately required measures, coupled with a warning tone.

Of the six screens,Primary Flight Display (PFD), which was reproduced for both the captain and first officer, and navigation display (ND), which was also repeated, was one of the Electronic Flight Instrument System, while the indicator Warning (WD) and the display system (SD) were the Electronic Centralised Aircraft Monitor.

The Primary Flight Display features shown in various ways, for example, an image of an electronic artificial horizon on the left side of this was a linearScale factor of critical speeds, as stick shaker, minimum, and minimum flap retraction maneuver, while the right side, so to speak height parameters.

The navigation screen, under the Primary Flight Display, also how many times. Map mode, for example, has allowed a number of parties and scales showed a compass, as the sheets are divided into upper grades, with the duration of the course changes, wind tuned VOR / DME, Weather Radar Theselected location, the actual speed and that indicated, progress and remaining distance to waypoints, deviations primary and secondary flight schedules, top-of-descent, and vertical.

The automatic pilot has full control over the category two automatic approaches, including single-engine overrun, with the optional category 3 capacity Autoland.

Electronic Centralized Aircraft Monitor collective, the two screens were in the bottom left and right of the center console,continually checked more than 500 pieces of information, advertising or notices of anomalies with diagrams and charts that appear only during the flight, the time in question, along with all the necessary actions and remedial. The display system on the right side, there was no cabin crew member elected schematic available at any time, such as hydraulic, the aileron position, and valves.

Two buttons on the center pedestal connected to the Flight Management System (FMS).

The flightControl, which operate off of two computers Arinc 701-standard and essentially acts as autopilot, "flight director and velocity of the reference system, and has been operated in various ways to remove including Auto, Auto go-around, vertical speed capture and hold elected and hold altitude, the position of deciding to change altitude, store, hold heading, pitch, roll / attitude, and VOR select and homing.

The impulse control, working off a computer when standard Arinc 703continuous assessment and optimal control of N1 and / or engine pressure ratio (EPR) limit the functions autothrottle, the command for the protection autothrottle wind shear, and the command autothrottle for speed and angle security-attack.

Unlike the substituted aircraft, the A-310 command pilot of the earlier technology and the contribution of transmission through the mechanical, networking with cable-bit bytes or signaling.

Keep A-300 fuselage section, the A-310Characterized by 109.1 meters long, 17.4 meters wide and seven feet, 7 3/4-inch tall cabin, in a volume of 7416 cubic-foot interior, the inherent flexibility makes six, seven, eight - and seating for nine dates for First, Business, Premium Economy, Standard and Economy high-density/charter configurations and densities, depending on customer needs. Typical offer two classes of 20 six side-by-two-two-two-seater first class on a field of 40 eight-inch and 200 side by sidetwo-four-two-seater coach on a pitch of 32 inches, or 29 first class and 212 Economy Class passengers on each six-abreast/40-inch eight-abreast/32-inch and density. Forty-seven hundred passengers in one class could be accommodated on a 31 - by 32-inch pitch, while the plane's passenger-280, maximum output limited, nine pitch control side-by-30-inch result.

Standard configurations include two kitchens and toilets forward and two aft galleys and four toilets,with encloseable, trunk-mounted handrails installed on the edge of the seat and banking center.

The front to keep the lower deck, 25 feet, 1 / 2 cm in length measured by three or eight pallets LD3 containers while maintaining the rear 16 feet, running 6 1 / 4 inches long, took six LD3 containers. collective volume of 3,605 cubic meters results lower deck from 1776 cubic feet in the forward compartment, the rear area in 1218, and 611 in mostCompartment that only accept loose or loading unit (BLT) to load.

Powered by two General Electric CF6 engines configured for 220 passengers and 80C2A2, A-310-200 was a 72 pound payload 439, a 050-313 pound maximum takeoff weight and maximum landing weight 271,150 pounds. Range, has been with the international reserves to a deviation of 200 nautical miles 4,200 miles.

The A-310-200 prototypes, piloted by test pilot Senior Ziegler Bernard and Pierre Baud, took to the skyfor the first time April 3, 1982 by Pratt & Whitney JT9D turbofan powered, and a great success for three hours, 15 minutes, degradation, during which he reached a speed of Mach 0.77 and 31,000 feet high. After 11 weeks 210 hours in the air were recorded.

The second prototype F-WZLI trademarks and Pratt & Whitney, the first flight on May 3, completing a four-hour, 45 minute flight, and the third, powered by General Electric CF6 turbofan forFor the first time are coming soon, see the five planes were calculated by A-300-morphed design capacity far more than anticipated. Dragging operations were so low in fact that the cruise Mach number of the first of a new tax Increased 0.78 0.805, while the buffet line was ten percent larger, creating a level-two thousand foot-high flight for Each gross weight to be achieved, or a payload of 24,250 pounds to be carried over. consumption in the long haul was four per centlower.

The Airbus A-310 has received its certificate of French and German Type March 11, 1983 for both Pratt & Whitney and General Electric-powered aircraft, and category two approaches and a ceremony to dual-German Lufthansa and Swissair, occurred March 29 in Toulouse. It was the European manufacturer, the second plane than the original A-300.

Lufthansa, which had operated 11 300B2s A-and-B4 and opened a wider range of servicesseven years earlier, in April 1, 1976, from Frankfurt to London, followed by the A 310-200, April 12, 1983, from Frankfurt to Stuttgart, before considering the use of the kind to London that day. He replaced his first A-300B2s.

Swissair, which, like Lufthansa, the A-310 was instrumental to open the final design, start-up nine days later, on April 21. Of the first four three based in Zurich and was established in Geneva, and all were used at a density highEurope and Middle East sectors, many of whom have previously served as a DC-9.

A convertible version with a forward, left, up, opening the door and deck cargo loading system, A-310-200C was appointed the first of which 29 per Martinair Holland came in November, 1984.
On March 31, 1985, 56-310S served by 13 airlines had 103,400 hours, while revenues of 60 000 flights an hour, flew 43 minutes in length on average.

The request for a longer intervalA production version ruled 310-100, but led in the second and only other, larger version of the A-310-300

In March 1983, he led several design-range extension.

Winglets, vertical span 55 inches and the rear panel with a light menu, extended above and below the high energy production by Eddy unharnassed fuel from the upper and lower surface pressure gradient mixing, and reduced burn creates 1.5 percent. The devicefirst flight was on August 1, 1984 warheads.

range increased to lead to a much greater extent by changing the horizontal stabilizer trim an integrated reservoir. Connected to the main wing tanks with double wall tubes and pumps are electrically powered, the new tank has been contained and sealed structurally reinforced horizontal tail wing box, storing five tons of fuel, and moving the center of gravity for 12 - to 16 percent of the chord. TheChange, so that only minimal structural change on aerodynamic surface of the hull under pressure, offered numerous advantages for the increase range, Including Concorde recalls, lead in fuel-transferable flight to trim position, and a rear-center of gravity-reducing wing loading, drag and fuel consumption resulting therefrom. Computer controlled and monitored tank trim center-settings-severity and quantity of fuel required can be selected manually during on-sitefueling process.

Weight structure was removed using a fin made of carbon fiber, resulting in a reduction of 310-pounds. The A-310 was the first commercial aircraft, such a structure were used.

total fuel capacity to keep even an extra water tank, reached 16 to 133 U.S. gallons, while up to two additional tanks were in front of others will be installed, increasing capacity by another 1,902 U.S. gallons.

To make an extended-range twin operations(ETOPS) certification later renamed extended-range operations (EROPS), the plane was equipped with a hydraulically driven generator which increases the lower deck, fire protection, and the ability to in-flight APU starts minimum flight altitudes .

Powered by General Electric CF6 turbofan-80C2A8 and implementation of 220 dual-class passengers had the A-310-300 A 71 403-pound load capacity and maximum takeoff weight of 330,675 pounds, capable of flying 4,948 miles without sectors airport.

FirstFlying on July 8, 1985, was the guy with Pratt and Whitney JT9D 7R4E certified six months later, on December 5, while the certification was followed by General Electric CF6-80C2 engines in April 1986.

Four out of ten Swissair A-310S, which were made for its Middle East and the West African routes were -300 series.

The A 310-300 was the first aircraft with Western State Russian Aviation Register to get the approval in October 1991.

Although it wasfirst as a smaller capacity and medium-range A-300 has been integrated features, this design integrates both conceptual and progressive resulted in a very capable twin-engine crew Twin, wide-body, intercontinental passenger plane that was used in its two fundamental forms , different missions: a previous generation Boeing 707 and McDonnell-Douglas DC-8 replaced, a Boeing 727 due replacement, medium-haul routes, a DC-10 and L-1011 TriStar renewal long thin sections, aA-300 replacement of segments of lower density, a complete A-300 during off peak times and a European competitor, the Boeing 767 similarly configured, so that the Airbus industry following features along the way: 'The A-310 optimized the range up to 5,000 nautical miles (9600 km) is one of the parameters increases, the ideal of the first "superjumbo aircraft for the airline is the operation of this size."

Singapore Airlines was the first of the A 310-200 was used at long rangeOverwater routes in June 1985 for the sector between Singapore and Mauritius, 3250 miles, even if the plane was not equipped EROPS this distinction for Pan Am, which was connected to the 3300 miles across the Atlantic from New York / JFK reserved in Hamburg ' April following.

This year, A-310-200, pens with the tip of the wings, whose first deliveries were in Thai Airways International, and the A 310-300 was graduallycertified with more powerful engines and greater range, a production of 346,125 pounds of gross weight of 5,466 miles wide and a production of 361,560 pounds of gross weight of 5,926 miles wide, all with General Electric engines. Pratt and Whitney turbofan-powered aircraft offered even greater distances.

The first EROPS with A-310-300 7R4E JT9D engines, Balair delivered March 21, 1986, and their coverage, with 242 passengers in economy class and 337 300 pounds gross weight,Exceeded 4,500 miles.

By the end of this month, the A-310 fleet had logged more than 250,000 hours together.

A conversion charge of post-production of A 310-200 designated A-310-P2f and EADS EFW in Dresden, Germany, proposed the installation of a forward, left, the door opens upward, the load of 11 96 x easier 125-inch or 16 inch x 125 88 main deck pallets and three of the first six LD3 containers can be located on the lower deck. A89 payload of 508 pounds and 313,055 pounds maximum takeoff weight, has offered 10,665 cubic feet of cargo capacity.

The last of 255 A-310S produced a 310-300 A-31003 registered in the UK, flew for the first time, April 6, 1998 has been extradited to Uzbekistan Airways and two months later, on June 15. Although Airbus had considered the industry has a shorter fuselage version of the A-330, A 330-500 had been replaced as a potential A-310, its reach and capacity was too high forassume their mission profiles. Resultantly, no final design has always failed.