Read Time: 3. Words by Simon Calder Ten years ago, the great white hope of European aviation took to the skies for the first time. The rest of the aviation world combined has barely ordered more: a total of Most Heathrow stalwarts have shunned the planes. Like the jet itself, the market is intriguingly quiet. Travellers now have a new business class option within Europe. British Airways has announced the long-awaited update to its Club World business cabin.
Read Time: 1. Planning a team planning day or work retreat is both exciting and stressful. Business Travel. Disembarking from an eight-hour flight from Australia, the unexpected sensation of humidity is something of a welcome relief. Not many airports. Read This. For business. Read Time: 5. Featuring a raft of. Read Time: 2. Brisbane Airport's much-anticipated Virgin Australia international lounge is just months from opening in May Operated by UK-based No 1 Lounges.
Sleep, and how to get it, is something of a modern obsession. Great Melbourne Cafes For Meetings. Famed for its abundance of laneways and a coffee culture so serious it closely resembles a religion, Melbourne is crammed with cafes perfect for. Its narrow-body A family, which helped pioneer civilian fly-by-wire technology, was well on its way to becoming the second-best-selling jetliner in history.
At the same time, the company unveiled its new A The two jets offered viable alternatives to Boeing's and wide-bodies. But Airbus has set its sights on a bigger target Airbus wanted to produce an aircraft even bigger than Boeing's latest jumbo jet — with lower operating costs. The result was a double-decker concept called the A3XX. The A3XX would eventually morph into the A superjumbo.
The A is built in a 1. At feet long, 79 feet tall, and feet from wingtip to wingtip, it's a big plane. Only the Boeing is longer, at feet and two inches although the A can carry many more passengers.
According to Airbus, in a typical four-class seating arrangement, the superjumbo can carry as many as passengers, with a range of more than 9, miles. In a high-density configuration, the A is certified to carry as many as passengers — on the main deck, on the upper floor. The A's flight crew operates from a state-of-the-art glass cockpit. Like all modern Airbus jets, the aircraft is flown using a side stick, with a fly-by-wire control system. After its maiden flight, the A completed a flight-test program before entering commercial service in As an airliner, the A promised luxury and comfort on an unprecedented scale.
The Airbus jumbo delivered, at least to airlines that wanted to take advantage of luxurious options. Premium features, such as walk-up bars And then there are the first-class suites that Emirates offers It's a square-foot flying home. On October 15, , Singapore Airlines took delivery of the first production A Soon, other global airlines, such as Korean Air British Airways Malaysia Airlines Thai Airways Air France Qatar Airways Asiana Airlines China Southern Portugal's HiFly became the first airline to operate a second-hand A when it took delivery of an ex-Singapore Airlines jet in the summer of It's painted to look like a sea turtle.
Emirates accounts for of the of the As ever ordered. Emirates is a predominantly long-haul international airline whose business is built around funneling millions of passengers through its palatial central hub in Dubai and then on to destinations around the world.
As a result, Emirates needs an aircraft that can carry a lot of passengers for very long distances — a perfect job for the A But few airlines use Emirates' strategy. These days, the trend in the industry is to offer direct flights using smaller long-range aircraft. Instead of Emirates' dedicated hub-and-spoke route model, most airlines have moved towards more point-to-point flying.
This has allowed smaller, more efficient twinjets like the Boeing Smaller next-generation composite wide-bodies like the Boeing Dreamliner offer airlines more flexibility and less risk.
As a result, the A never developed into a true workhorse like the Instead, it has been relegated to a niche aircraft economically feasible only on routes with heavy airport congestion. Boeing has similarly all but given up on the as a passenger jet, which will end production in Hi and thanks for stopping by.
Hey, can you add more data such as placement of aerodynamic center, coeff of lift, moment, size of the elevator, rudders, ailerons. If you are not able to, can please tell me where you find this data. Great to see you here. This is a work in progress and we are working to add more content all the time. Your suggestion is appreciated and we will endeavour to add these details over time.
There is definitely a great concept of space and the flying is so smooth. Fly well. Having flown the Airbus A now quite some times off late, I must admit it is very very comfortable flying as passenger … Good space, good air, and one got the feeling of a flight with space for the staff as well.
So everything was not so squeezed…. I totally agree, the feeling of space is certainly evident. Hi Graham, I think maybe your app might have misreported the altitude. The service ceiling of the Airbus A is 43, feet. That means it can fly that high carrying passengers and cargo. Empty, it could go higher, but I doubt 49, feet. It comes down to economics. An aircraft will burn less fuel at higher altitudes due to there being less resistance from the thinner air.
However, you reach a tipping point where the air becomes too thin to remain in flight without putting on higher amounts of engine power to remain up there. Typically, airliners will have a service ceiling in the late 30 thousands to the early 40 thousands. Executive jets can reach the late 40 thousands, whilst Concorde sat at around 60 thousand.
I hope that helps. Cheers Peter. If you do get on one, share your experience with us. It shows the A as a triple-decker, with cargo stowage underneath three passenger decks.
Hi, Yes I understand what you are saying. It was an early concept drawing which highlighted what some airlines might do with the space below the main deck. There were all sorts of ideas about cabins, lounges and other luxury options that airlines might order. The reality of course is that economics takes over.
Much like the Boeing first class lounge upstairs in the bubble, it must give way to bottoms in seats and cargo below. Slight correction however,, The a engines test bed was fitted to an a not a as stated. Hi and thank you for stopping by modernairliners. We strive to make sure that our facts are correct and have rechecked our information. I you click on this link you can see a picture of the aircraft taxying.
It is really quite a bizarre sight. Hi, thanks for stopping by. I believe this was covered further up in comments. What type of fuel do they run on? Do they produce noise pollution? Does it have many environmental impacts, or is it efficient? What are its emissions? Sorry I just want to know the environmental aspects of the plane. Good evening. Please for clarification purpose,was there a time the A could sit over passengers? Hi Goodfello, Yes, in theory if the A was set up as all economy class configuration it could carry passengers.
In reality, airliners have all gone for the 3 class configuration which makes the capacity in the low s. Basically this is kerosene with special additives to prevent water and icing. There are international standards around the composition of the fuel so airlines can confidently fuel at any airport. There are several parts to the answer as you can imagine, as the heights of both decks vary dependent on the weight of the aircraft. Just like your car, if you load it up with people and suitcases you will notice it riding lower on its suspension and tyres.
So too the A rides lower when it is full of fuel freight and passengers. In addition, the A, like most aircraft, sits on the ground with slightly nose down attitude, so the heights of the decks also vary forward and aft. A Deck Heights above the ground. Forward Doors Upper Deck range — 7. Rear Doors Upper Deck range — 7. Hi, a good question. This is kerosene with special additives to prevent water and icing. International standards around the composition of the fuel ensures that airlines can confidently fuel at any airport.
The aircraft attitude on the ground is flat, not nose down, that was an issue with the AA The height difference between fully loaded and empty is very minor, I will still bang my head on the belly when it is empty when I do the walk around. Thank you for dropping us a message.
Hopefully you get to fly the A one day soon. Enjoy it when you do. The question regarding the wing area of the Airbus A Is listed value of m2, includes only the front wings? What is the surface of the rear wing? I pray for the quick response. S, Regards! Vladimir Duboka, graduate ski machines engeener.
Emailto:vdinv: ent mts. Thank you for your question. I have to admit this is a hard one to find any answer to. I will continue to search and add it here if I find it. Hi, Nice article and respect for the informative responses to readers questions, not a standard seen often enough so good work. I would like some information if anyone has time to help, Specifically on the fuel cells which from memory totals ?
Along the wings and Rear wing undercarriage area. Any idea of approximate capacities per location.? Weight Any feedback would be appreciated.
That is a good question about the fuel cells. I find there are 10 cells, 4 in each of the main wings and 1 each in each stabiliser on the empenage.
They are specifically:. Main Wings. Hi i think your figures are of as adding yours together and multiplying by two as you say gives liters, stated capacity is liters Thanks. Hi Stoyan, I think we covered the fuel volumes further back. If anyone has any information please free to chime in with your findings here. What is the date of your data, especially price? It would be useful to have a date annotated and last updated. Many thanks. I have a question, can you please tell me how many litres of fuel can be put in ONE wing of the plane?
And what is the total volume in cubic metres of ONE wing, including everything that is on the wing like winglet, flaps, wheel well, etc.
I think in the picture, when refuring to fuel, or fuel cell, I think it means air oxygen and air tank. The Only way I can see that the suggested volume of fuel could fit in the 10 tanks, If fuel was air not petroleum. The weight of ltrs of petroleum fuel would literally break the wings of the plane in my opinion.
Thank you for visiting Modern Airliners. There are 5 main variants of the , the , , , and the 8. Whilst there are variations between the performance of these variants due to improved engine performance and aerodynamics the principals are much the same.
There are 5 distinct phases of of a flight where fuel burn is quite different. These are taxying, departure and arrival, take off, climb, cruise and descent. To each of these we need to add variables such as payload, that is passengers and cargo. Also the length of the flight. The longer the flight the more fuel you need. It adds to the overall weight of the aircraft.
Weather is another factor, as well as the altitude of the departing airfield. These are important due to air pressure. Thinner air requires more power to get airborne and therefore more fuel.
Departure from busy airports can also have an adverse effect. You may have to queue up for take off during which time your engines are at idle or slightly higher but never the less burning fuel.
Once you do get airborne, you may not get to your desired altitude as quickly as you would like due to air traffic restrictions. Our operates at its optimum when it is cruising at high altitude. Jet engines are designed to work in the thinner air where the friction holding back our aircraft is far less than at sea level. So we want to get up there as fast as possible. On longer flights we may have to do it in steps. For example, initial climb to FL 31, feet then after a few hours continue on up to the late 30s.
This is because we are initially too heavy to go higher, but after a few hours we burn off enough fuel which makes us lighter and able to climb higher. The descent at the end of a flight is essentially a glide.
Engines on idle, other than the landing where the flaps and wheels are creating enough drag for us to need some thrust to prevent stalling.
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