Wednesday 13 April 2011 | By: Izz's Aviation Journey

Airbus A319



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

The A319 program was launched at the Paris Airshow in June 1993 on the basis of just six orders placed by ILFC late in 1992 and the predicted better prospects of the commercial airliner market, which were certainly realised. The first A319 airline order came from French carrier Air Inter (since merged into Air France), whose order for six was announced in February 1994. Since then Swissair, Air Canada, Lufthansa, Northwest, United, US Airways and British Airways are among the major customers that have ordered more than 500 A319s (all also operate or have on order A320s).
The A319 flew for the first time on August 25 1995 from Hamburg in Germany. European JAA certification and service entry, with Swissair, took place in April 1996. 

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

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

Like the A321, A319 final assembly takes place in Hamburg with DaimlerChrysler Aerospace Airbus. Final assembly of all other Airbus airliners, including the A320, takes place at Toulouse. 
The A319 forms the basis for the new baby of the Airbus family, the A318 100 seater (described separately), and the Airbus A319 Corporate Jetliner (also described separately). 

Powerplants

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

Performances

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

Weight

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


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


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

At late 1998 total orders for the A319 stood at approx. 541 with 108 delivered.
Monday 11 April 2011 | By: Izz's Aviation Journey

Airbus A318


The Airbus A318 is the smallest member of the Airbus A320 family, a family of short- to medium-range, narrow-body, commercial passenger jet airliners manufactured by Airbus Industrie. The A318 carries up to 132 passengers and has a maximum range of 3,100 nmi (5,700 km; 3,600 mi). Final assembly of the aircraft takes place in Toulouse, France.



The aircraft entered service in July 2003 with Frontier Airlines, and shares a common type rating with all other Airbus A320 family variants, allowing existing A320 family pilots to fly 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.
Relative to other Airbus A320 family variants, the A318 has sold in only small numbers with total orders for only 83 aircraft placed at 28 February 2011.

Background

The first member of the A320 family was the A320 which was launched in March 1984 and first flew on 22 February 1987. The family was soon extended to include the A321 (first delivered 1994), the A319 (1996), and the A318 (2003). The A320 family pioneered the use of digital fly-by-wire flight control systems, as well as side stick controls, in commercial aircraft.

The A318 was born out of mid-1990 studies between Aviation Industries of China (AVIC), Singapore Technologies Aerospace, Alenia and Airbus on a 95- to 125-seat aircraft project. The programme was called the AE31X, and covered the 95-seat AE316 and 115- to 125-seat AE317. The former was to have an overall length of 31.3 metres (102 ft 8 in), while the AE317 would be longer by 3.2 metres (10 ft 6 in), at 34.5 metres (113 ft 2 in). 

The engines would be supplied from two BMW Rolls-Royce BR715s, CFM56-9s, or the Pratt & Whitney PW6000s; with a maximum take-off weight (MTOW) of 53.3 tonnes (118,000 lb) for the smaller version and 58 tonnes (130,000 lb) for the AE317. The thrust requirement were 77.9–84.6 kilonewtons (17,500–19,000 lbf) and 84.6–91.2 kilonewtons (19,000–20,500 lbf), respectively. Range was settled at 5,200 kilometres (2,800 nmi) and 5,800 kilometres (3,100 nmi) for the high gross weight versions of both variants. Both would share a wingspan of 31.0 metres (101 ft 8 in) and a flight deck similar to that of the A320 family. Costing $2 billion to develop, aircraft production was to take place in China. 

Design phase

The aircraft was first named A319M5 in as early as March 1995, as an A319 derivative with fuselage shortening of 0.79 metres (2 ft 7 in) ahead of wing and 1.6 metres (5 ft 3 in) behind. The final proposal was for a 107-passenger two-class layout, and a range of 3,350 kilometres (1,810 nmi), or 6,850 kilometres (3,700 nmi) with upcoming Sharklets. The aircraft production took advantage of laser welding, eliminating the necessity for heavy rivets and bolts. Overall, the A318 is over six metres shorter and around 3 t (6,600 lb) lighter than the A320. To compensate for the reduced moment arm it has a larger vertical stabiliser, making it 75 centimetres (30 in) taller than the other A320 variants. Pilots who are trained on the other variants may fly the A318 with no further certification, since it features a common flight deck and the same type rating as its sister aircraft.



The A318 is available with a variety of different maximum take-off weights (MTOW) ranging from a 59 tonne, 2,750 km (1,500 nautical mile) base model to a 68 tonne, 6,000 km (3,240 nautical mile) version. The lower MTOW enables it to operate regional routes economically while sacrificing range and the higher MTOW allows it to complement other members of the A320 family on marginal routes. The lighter weight of the A318 gives it an operating range 10% greater than the A320, allowing it to serve some routes that the A320 would be unable to: London-New York, PerthAuckland and Singapore–Tokyo, for instance. Its main use for airlines, however, is on short, low-density hops between medium-sized cities.

During the design process, the A318 encountered several problems. The first one was the decline in demand for new aircraft following the September 11, 2001 attacks. Another was the new Pratt & Whitney turbofan engines, which burned more fuel than expected; by the time CFMI had a more efficient engine ready for market, many A318 customers had already backed out, including Air China and British Airways. America West Airlines, which had selected the Pratt & Whitney engines, amended its A318 orders, opting instead for A319 or A320 aircraft. 

Trans World Airlines cancelled a significant order for fifty A318s after being acquired by American Airlines, which does not operate any A320 family aircraft (although neither did TWA when the order was originally placed). While Airbus was hoping to market the A318 as a regional jet alternative, laws in both the U.S. and Europe have kept it in the same class as larger aircraft for calculating charges such as landing fees, meaning regional operators have avoided it.

The aircraft is powered by two CFM56-5 or Pratt & Whitney PW6000 engines with thrust ratings of between 96 and 106 kilonewtons (21,600 and 23,800 lbf). Launch customers Frontier Airlines and Air France took deliveries in 2003, with Frontier receiving their models in July of that year. The list price of an A318 ranges from $56 to $62 million, and operating costs are between $2,500 and $3,000 for each flight hour.
Orders for the A318 have been relatively slow, but better than for its direct competitor the Boeing 737-600. At 31 January 2011, Airbus had received 83 orders for this model compared to 69 for the B737-600. The sales pace has been influenced by the strong sales of the Bombardier CRJ900 and Embraer E-Jets series. Notable A318 customers are Air France, 18; Frontier Airlines, 10 (+ 1 order); LAN Chile, 20 orders; and Mexicana, 10 orders.

Further developments

On 10 November 2005 Airbus announced the A318 Elite. The Airbus A318 Elite is aimed at the medium-range market for flights of up to 4,000 nm (7,400 km) range, with a choice of two cabin layouts seating up to 18 passengers, and will be powered by CFM engines. Comlux Aviation became the launch customer by ordering three A318 Elite aircraft.
In September 2010, Airbus confirmed that from 2013 the Airbus A318 would become available with Sharklets, wingtip devices which reduce lift-induced drag and improve efficiency through reduced fuel consumption. The optional devices, which will also be available on other Airbus A320 family models and are manufactured by Korea Aerospace Industries, will increase the range of the aircraft to 5,930 km (3,200 nm) – an increase of 185 km over a standard A318 with 107 seats in a two-class configuration.

Design

The Airbus A318 is a small, narrow-body (single-aisle) aircraft with a retractable tricycle landing gear and is powered by two wing pylon-mounted turbofan engines. It is a low-wing cantilever monoplane with a conventional tail unit having a single vertical stabilizer and rudder. Two suppliers provide turbofan engines for the A318: CFM International with their CFM56 and Pratt & Whitney with the PW6000 engine.

Specifications

Airbus A318

A318-100
Cockpit crew
Two
Seating capacity
132 (1-class, maximum)
117 (1-class, typical)
107 (2-class, typical)
Cargo capacity
21.21 m3 (749 cu ft)
Length
31.44 m (103 ft 2 in)
Wingspan
34.10 m (111 ft 11 in)
Wing area
122.6 m2 (1,320 sq ft)
Wing sweepback
25 degrees
Tail height
12.51 m (41 ft 1 in)
Cabin width
3.70 m (12 ft 2 in)
Fuselage width
3.95 m (13 ft 0 in)
Operating empty weight
39,500 kg (87,000 lb)
Maximum zero-fuel weight (MZFW)
54,500 kg (120,000 lb)
Maximum take-off weight (MTOW)
75.5 t (166,000 lb)
Cruising speed
Mach 0.78 (828 km/h/511 mph at 11,000 m/36,000 ft)
Maximum speed
Mach 0.82 (871 km/h/537 mph at 11,000 m/36,000 ft)
Maximum range, fully loaded
3,100 nmi (5,700 km; 3,600 mi)
Take off run at MTOW (sea level, ISA)
1,355 m (4,446 ft)
Maximum fuel capacity
24,210 L (5,330 imp gal; 6,400 US gal)
Service ceiling
12,000 m (39,000 ft)
Engines (×2)
Pratt & Whitney PW6000 series or
CFM International CFM56-5 series
Thrust (×2)
96–106 kN (22,000–24,000 lbf)
Sunday 10 April 2011 | By: Izz's Aviation Journey

9th Fly!

Hello! Long-time not seeing! Hope you guys had a really great time! Now, enough with the blurbs! So, how’s your study going? It is hard enough to be woman pilot right? LOL! I know your feelings. How about I give some advice to be a great student to pursue your dreams? Okay! These are the list of how can you become a great student!

Make the first week of school count!
First impressions are everything with teachers so make sure they have a positive reason for knowing who you are.

 Always answer questions that the teacher(s) ask you. 
You will have to learn the art of faking intelligence. It's always easier to appear smart than to actually be so. The easiest way to explain how to do this is to recall something that you think has some relevance to the topic at hand. Usually the teacher will say something about how good your point was and then give you clues to the answer s/he was looking for. This method has two benefits. First, the teacher thinks you are paying attention in class, and second, they will think you are capable of independent thought and will be more likely to grade your papers easier.



Recognize busy work.
In order to truly understand, you have to think in terms of the teacher. Teachers are people too. They are just as busy outside of school as you are if not more so. Also remember that for every homework page you do, the teacher must grade, and since s/he might have over 100 students, that's a lot of papers. There's no way to grade all of them in depth. If you follow the above two steps, your teacher will probably think pretty highly of you and won't be checking your work too closely. You can be pretty sure an assignment is busy work if:
    • The assignment is a worksheet,
    • You see the teacher grading the exact same papers and spending less than a minute on each before entering a grade.
Tackle busy work efficiently.
Busy work should take as much time to do as your teacher will spend grading it! If there is an article with questions, often the questions will be in order of the article. Read each question then skim the article for the answer. In opinion questions, you don't need to put thought into your answer. Just make something up that sounds good. Many students already have a knack for how to handle busywork, but for others it takes practice. It's a huge time saver once you get the hang of it.

Revamp your handwriting.
This step is optional, although it will dramatically reduce your workload. Try for a style that is legible, but quick. Your teacher isn't grading you on your penmanship, and neat handwriting takes valuable time, especially when doing busy work.

Know how to write papers. If your paper flows well, your teacher will be less attracted to what you're actually writing about.
Use a thesaurus to avoid redundancy and vary your sentence structure. Don't spend too much time thinking about what you are going to write and just start writing. Do any pre-writing work you have to turn in after you write the paper to save time. If you make your paper long enough chances are your teacher will only half-read it, so you have two options you could either make a really short and good, or really long with several mistakes. After the first few times you try, you'll realize how easy and quick it is to write perfect papers with half of the rewriting you used to do.

Pay attention in class.
Even though it's tempting to text or sleep during class, especially when there's a lecture, don't do it. There are two benefits to this: first, if you want a way to reduce the work you have to do at home, you have to eliminate most of your studying time, but you still have to do well on tests if you want straight A's. Most people think you can't have both, but you can! Paying attention is the key. Actively take notes. As you're writing, actually think about what your teacher is saying and put your notes in your own words. If you can, think of something funny to remember them (called a mnemonic). Secondly, teachers love students who participate, and will sometimes boost their grades by whole letters. Grades aren't rigid, teachers can manipulate an F to an A or the other way around, although their changes are rarely that drastic, everything helps.

Do your homework every night.
Homework will be the easiest points you will earn all year. That doesn't mean you need to spend hours every night, try utilizing the time at the end of classes. Organize your work in your mind into sections, and then tackle one section at a time. Your first section should be worksheets as they take the least amount of time. Then you should do any homework that is broken down into independent parts, such as math. That way you can work for a few minutes at the end of various classes without wasting time finding your place. Prioritize the remainder of your work based on how hard your teacher grades. Do the work that you know will be read in depth first and do a good job so you can build trust with that teacher. Then do all of the work that might not be checked so closely and don't worry so much about the quality, just make sure your writing is on topic and looks lengthy and detailed. Fill up the page with small writing to make it less likely to be read. If you begin to run out of time with just a few unimportant assignments to do, work quickly through them all making sure to complete them all. Teachers value effort greatly and will appreciate it if you do your homework and the easiest way to an A is to make your teacher happy.



Don't study until your homework is done.
As stressed as you may be about the test, think about the differences between studying and doing homework; when your teacher assigns homework, s/he also assigns a certain point value to the assignment. If you do the work, you get the points, if you don't those points are lost. Your teacher doesn't give you points for studying, just for the test. If the test is hard, no matter how much studying you do, you might still get a bad grade. Then you'll want the cushion homework points will give you. Also, studying in one subject then doing homework in the next will make you forget some of what you just studied requiring more work to learn the same amount of material.

Learn the material during class so your studying is more of a review.
You have nothing better to do during class, so rather than staring at the ceiling or texting, listen to what the teacher has to say. That way, your studying can be a brief review/cram session right before bed the night before the test. Also, if you have a final exam, any material you learned for the first time during a cram session will likely have to be learned again before the exam.

Relax before tests.
Even if you haven't studied at all, if you paid attention in class, chances are you will do fine. If you stress too much, you will blank out and end up with a worse grade.

Come in before school for help.
If your teacher offers to give help outside of school, accept. Even if you are struggling with the material in the class, if you show your teacher you are dedicated, s/he will be more likely to give you a good grade.

Understand your school's grading policies.
 Find out how your school calculates GPA's, if there are weighted grades for honors classes, which grades actually show up on your transcript, the cut-off percentages for each letter grade etc. Grades are a game that all students play and the more you familiarize yourself with the rules, the better you'll do.

Make a strategy.
One strategy is to get a solid foundation in all classes during the first week and not spend too much time in one class, keeping your grades around the B+ or A- range. Then begin working hard on the classes with the lowest grades, bringing all of them to a comfortable position at around 95%. Continue to take part in all extra credit activities where possible and increase your scores to the A+ range so the last few weeks you can focus mainly on projects and maybe even skip a few homework assignments if your scores are really high.

That’s all for this day! Hope you can be a great student! Aja Aja Fighting! (Words that I love to use to keep up my spirit!)

Love,
Skyline Izz