text:
Airbus A330
|Middle East Airlines Airbus A330-200 departs London Heathrow Airport, 2015
|Wide-body jet airliner
|National origin
|First flight
|2 November 1992
|17 January 1994 with Air Inter
|In service
|Primary users
|Turkish Airlines
Air China
China Eastern Airlines
Cathay Pacific
|Number built
|1,294 as of 31 August 2016[update][2]
|Unit cost
|Developed from
|Airbus A300
|Airbus A330 MRTT
EADS/Northrop Grumman KC-45
|Developed into
|Airbus A330neo
The Airbus A330 is a medium to long range wide-body twin-engine jet airliner made by Airbus, a division of Airbus Group. Versions of the A330 have a range of 5,600 to 13,430 kilometres (3,020 to 7,250 nmi; 3,480 to 8,350 mi) and can accommodate up to 335 passengers in a two-class layout or carry 70 tonnes (154,000 lb) of cargo.
The A330's origin dates to the mid-1970s as one of several conceived derivatives of Airbus's first airliner, the A300. The A330 was developed in parallel with the four-engine A340, which shared many common airframe components but differed in number of engines. Both airliners incorporated fly-by-wire flight control technology, first introduced on an Airbus aircraft with the A320, as well as the A320's six-display glass cockpit. In June 1987, after receiving orders from various customers, Airbus launched the A330 and A340. The A330 was Airbus's first airliner that offered a choice of three engines: General Electric CF6, Pratt & Whitney PW4000, and Rolls-Royce Trent 700.
The A330-300, the first variant, took its maiden flight in November 1992 and entered passenger service with Air Inter in January 1994. Airbus followed up with the slightly shorter A330-200 variant in 1998. Subsequently-developed A330 variants include a dedicated freighter, the A330-200F, and a military tanker, the A330 MRTT. The A330 MRTT formed the basis of the proposed KC-45, entered into the US Air Force's KC-X competition in conjunction with Northrop Grumman, where after an initial win, on appeal lost to Boeing's tanker.
Since its launch, the A330 has allowed Airbus to expand market share in wide-body airliners. Competing twinjets include the Boeing 767 and 777, along with the 787, which entered service in late 2011. The long-range Airbus A350 XWB was planned to succeed both the A330 and A340. The current A330 (referred to as the A330ceo (current engine option) since 2014) is to be replaced by the A330neo, which includes new engines and other improvements.[4][5][6] As of August 2016[update], A330ceo orders stand at 1,451, of which 1,294 have been delivered and 1,268 remain in operation. The largest operator is Turkish Airlines with 60 A330s in its fleet.[2]
- 1 Development
- 2 Design
- 3 Variants
- 4 Operators
- 5 Accidents and incidents
- 6 Specifications
- 7 See also
- 8 References
- 9 Further reading
- 10 External links
Airbus's first airliner, the A300, was envisioned as part of a diverse family of commercial aircraft. In pursuit of this goal, studies began in the early 1970s into derivatives of the A300.[7][8] Before introducing the A300, Airbus identified nine possible variations designated B1 through B9.[9] A tenth variant, the A300B10, was conceived in 1973 and developed into the longer range Airbus A310.[10] Airbus then focused its efforts on single-aisle (SA) studies, conceiving a family of airliners later known as the Airbus A320 family, the first commercial aircraft with digital fly-by-wire controls. During these studies Airbus turned its focus back to the wide-body aircraft market, simultaneously working on both projects.[10]
In the mid-1970s Airbus began development of the A300B9, a larger derivative of the A300, which would eventually become the A330. The B9 was essentially a lengthened A300 with the same wing, coupled with the most powerful turbofan engines available. It was targeted at the growing demand for high-capacity, medium-range, transcontinental trunk routes.[11] Offering the same range and payload as the McDonnell Douglas DC-10 but with 25 per cent more fuel efficiency,[11] the B9 was seen as a viable replacement for the DC-10 and the Lockheed L-1011 TriStar trijets.[12] It was also considered as a medium-ranged successor to the A300.[13]
At the same time, a 200-seat four-engine version, the B11 (which would eventually become the A340) was also under development.[14] The B11 was originally planned to take the place of narrow-body Boeing 707s and Douglas DC-8s then in commercial use, but would later evolve to target the long-range, wide-body trijet replacement market.[13] To differentiate from the SA series, the B9 and B11 were re-designated as the TA9 and TA11, with TA standing for "twin aisle".[14] Development costs were reduced by the two aircraft using the same fuselage and wing, with projected savings of US$500 million. Another factor was the split preference of those within Airbus and, more importantly, those of prospective customers; twinjets were favoured in North America, quad-jets desired in Asia, and operators had mixed views in Europe.[11] Airbus ultimately found that most potential customers favoured four engines due to their exemption from existing twinjet range restrictions and their ability to be ferried with one inactive engine.[15] As a result, development plans prioritised the four-engined TA11 ahead of the TA9.[15]
Design effort[edit]
The first specifications for the TA9 and TA11, aircraft that could accommodate 410 passengers in a one-class layout, emerged in 1982.[16] They showed a large underfloor cargo area that could hold five cargo pallets or sixteen LD3 cargo containers in the forward, and four pallets or fourteen LD3s in the aft hold—double the capacity of the Lockheed L-1011 TriStar or DC-10, and 8.46 metres (27.8 ft) longer than the Airbus A300.[17] By June 1985, the TA9 and TA11 had received more improvements, including the adoption of the A320 flight deck, digital fly-by-wire (FBW) control system, and side-stick control.[18] Airbus had developed a common cockpit for their aircraft models to allow quick transition by pilots. The flight crews could transition from one type to another after only one week's training, which reduces operator costs.[19] The two TAs would use the vertical stabiliser, rudder, and circular fuselage sections of the A300-600, extended by two barrel sections.[19]
Airbus briefly considered the variable camber wing, a concept that requires changing the wing profile for a given phase of flight. Studies were carried out by British Aerospace (BAe), now part of BAE Systems, at Hatfield and Bristol. Airbus estimated this would yield a two per cent improvement in aerodynamic efficiency,[20] but the feature was rejected because of cost and difficulty of development.[14] A true laminar flow wing (a low-drag shape that improves fuel efficiency) was also considered but rejected.[21]
From the beginning of the TA9's development, a choice of engines from the three major engine manufacturers, Rolls-Royce, Pratt & Whitney, and GE Aviation, was planned.[23] GE Aviation first offered the General Electric CF6-80C2. However, later studies indicated that more thrust was needed to increase the initial power capability from 267 to 289 kN (60,000 to 65,000 lbf).[24] GE enlarged the CF6-80C2 fan from 236 to 244 centimetres (92.9 to 96.1 in) to create the CF6-80E1, giving a new thrust output of 300–320 kN (67,000–72,000 lbf).[25] Rolls-Royce initially wanted to use the 267 kN (60,000 lbf) Trent 600 to power Airbus's newest twinjet and the upcoming McDonnell Douglas MD-11. However, the company later agreed to develop an engine solely for the A330, the Trent 700, with a larger diameter and 311 kN (69,900 lbf) of thrust.[26] Similarly, Pratt & Whitney signed an agreement that covered the development of the A330-only PW4168. The company increased the fan size to augment power,[27] enabling the engine to deliver 311 kN (69,900 lbf) of thrust.[28]
On 27 January 1986, the Airbus Industrie Supervisory Board held a meeting in Munich, West Germany. Afterwards, the board chairman, Franz Josef Strauß, released a statement that said, "Airbus Industrie is now in a position to finalise the detailed technical definition of the TA9, which is now officially designated the A330, and the TA11, now called the A340, with potential launch customer airlines, and to discuss with them the terms and conditions for launch commitments". The designations were originally reversed; they were switched so the quad-jet airliner would have a "4" in its name. Airbus hoped for five airlines to sign for both the A330 and A340, and on 12 May sent sale proposals to the most likely candidates, including Lufthansa and Swissair.[18]
Production and testing[edit]
In preparation for the production of the A330 and A340, Airbus's partners invested heavily in new facilities. In 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.[29] BAe also spent £5 million on a new production line at its Broughton wing production plant.[29] 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.[30] 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.[31] The assembly process featured increased automation, such as robots drilling holes and installing fasteners during the wing-to-fuselage mating process.[32]
On 12 March 1987, Airbus received the first orders for the twinjet. The 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.[15][33] 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.[33]
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.[34] 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.[35] With funding in place, Airbus launched the A330 and A340 programmes on 5 June 1987, just prior to the Paris Air Show.[34][36] 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.[34] In 1989, Asian carrier Cathay Pacific joined the list of purchasers, ordering nine A330s and later increasing this number to eleven.[37]
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.[38] At the 1992 Farnborough Airshow, Northwest deferred delivery of sixteen A330s to 1994, following the cancellation of its A340 orders.[39]
The first completed A330 was rolled out on 14 October 1992, with the maiden flight following on 2 November. Weighing 181,840 kg (401,000 lb), including 20,980 kg (46,300 lb) of test equipment,[38] the A330 became the biggest twinjet to have flown, until the later first flight of the Boeing 777. The flight lasted five hours and fifteen minutes during which speed, height, and other flight configurations were tested. Airbus intended the test flight programme to comprise six aircraft flying a total of 1,800 hours.[38] On 21 October 1993, the Airbus A330 received the European Joint Aviation Authorities (JAA) and US Federal Aviation Administration (FAA) certifications simultaneously after 1,114 cumulative airborne test hours and 426 test flights. At the same time, weight tests came in favourable, showing the plane was 500 kg (1,100 lb) under weight.[40]
On 30 June 1994, a fatal crash occurred during certification of the Pratt & Whitney engine when an A330 crashed near Toulouse.[41] Both pilots and the five passengers died.[42] The flight was designed to test autopilot response during a one-engine-off worst-case scenario with the centre of gravity near its aft limit. Shortly after takeoff, the pilots had difficulty setting the autopilot, and the aircraft lost speed and crashed.[43] An investigation by an internal branch of Direction Generale d'Aviation concluded that the accident resulted from slow response and incorrect actions by the crew during the recovery.[44] This led to a revision of A330 operating procedures.[45]
Entry into service[edit]
Air Inter became the first operator of the A330, putting the aircraft into service on 17 January 1994 between Orly Airport, Paris, and Marseille.[46] Deliveries to Malaysia Airlines (MAS) and Thai Airways International were postponed to address delamination of the composite materials in the PW4168 engine's thrust reverser assembly. Thai Airways received its first A330 during the second half of the year, operating it on routes from Bangkok to Taipei and Seoul.[47][48] Cathay Pacific received its Trent 700 A330s following the certification of that engine on 22 December 1994.[44] MAS received its A330 on 1 February 1995 and then rescheduled its other ten orders.[48]
Airbus intended the A330 to compete in the Extended-range Twin-engine Operation Performance Standards (ETOPS) market, specifically with the Boeing 767.[49] (ETOPS is a standard that allows longer range flights away from a diversion airport for aircraft that have met special design and testing standards.) Instead of the "ETOPS out of the box" or "Early ETOPS" approach taken by Boeing with its 777,[Nb 1] Airbus gradually increased ETOPS approval on the A330 using in-service experience. Airbus suggested that the A340 and A330 were essentially identical except for their engine number, and that the A340's experience could be applied to the A330's ETOPS approval.[50] The plans were for all three engine types to enter service with 90-minute approval, before increasing to 120 minutes after the total A330 fleet accumulated 25,000 flight hours, and then to 180 minutes after 50,000 flight hours, in 1995.[51][Nb 2] Aer Lingus and Cathay Pacific were two important airlines assisting Airbus in this endeavour by building up in-service flight hours on over-ocean flights.[52] In November 2009, the A330 became the first aircraft to receive ETOPS–240 approval, which has since been offered by Airbus as an option.[53]
Further developments[edit]
In response to a decline in A330-300 sales, increased market penetration by the Boeing 767-300ER, and airline requests for increased range and smaller aircraft, Airbus developed the Airbus A330-200.[54] Known as the A329 and A330M10 during development, the A330-200 would offer nine per cent lower operating costs than the Boeing 767-300ER.[55] The plane was aimed at the 11,900 km (6,430 nmi; 7,390 mi) sector, where Airbus predicted demand for 800 aircraft between 1995 and 2015.[55] The project, with US$450 million in expected development costs, was approved by the Airbus Industrie Supervisory Board on 24 November 1995.[55]
The A330-200 first flew on 13 August 1997.[56] The sixteen-month certification process involved logging 630 hours of test flights.[56] The A330-200's first customer was ILFC; these aircraft were leased by Canada 3000, who became the type's first operator.[57]
As Airbus worked on its A330-200, hydraulic pump problems were reported by both A330 and A340 operators. This issue was the suspected cause of a fire that destroyed an Air France A340-200 in January 1994.[58] On 4 January that year, a Malaysia Airlines A330-300, while undergoing regular maintenance at Singapore Changi Airport, was consumed by a fire that started in the right-hand main undercarriage well. The incident caused US$30 million in damage, and the aircraft took six months to repair.[58][59] Consequently, operators were advised to disable electrical pumps in January 1997.[58]
Several in-flight shutdowns of Trent 700–powered A330-300s occurred. On 11 November 1996, engine failure on a Cathay Pacific flight forced it back to Ho Chi Minh City.[60] On 17 April 1997, Cathay Pacific's subsidiary Dragonair experienced an engine shutdown on an A330, caused by carbon clogging the oil filter. As a result, Cathay Pacific self-suspended its 120-minute ETOPS clearance. Another engine failure occurred on 6 May during climbout with a Cathay Pacific A330, due to a bearing failure in a Hispano-Suiza-built gearbox. Three days later, a Cathay Pacific A330 on climbout during a Bangkok–Hong Kong flight experienced an oil pressure drop and a resultant engine spool down, forcing a return to Bangkok. The cause was traced to metal contamination in the engine's master chip.[61] Following a fifth engine failure on 23 May, Cathay Pacific and Dragonair voluntarily grounded their A330 fleets for two weeks, causing major disruption as Cathay's eleven A330s made up fifteen per cent of its passenger capacity.[62] Rolls-Royce and Hispano-Suiza developed a redesigned lubrication system to resolve the problem.[61]
Responding to lagging A300-600F and A310F sales, Airbus began marketing the Airbus A330-200F, a freighter derivative of the A330-200, around 2001.[64] The freighter has a range of 7,400 km (4,000 nmi; 4,600 mi) with a 65 tonnes (140,000 lb) payload, or 5,900 km (3,200 nmi; 3,700 mi) with 70 tonnes (150,000 lb).[65] The plane utilises the same nosegear as the passenger version, however it is attached lower in the fuselage and housed in a distinctive bulbous "blister fairing". This raises the aircraft's nose so that the cargo deck is level during loading, as the standard A330's landing gear results the plane having a nose-down attitude while on the ground.[66]
The A330-200F made its maiden flight on 5 November 2009.[67][68] This marked the start of a four-month, 180-hour certification programme. JAA and FAA certifications were expected by March the following year although approval by the JAA was delayed until April.[67][69] The first delivery was subsequently made to the Etihad Airways cargo division, Etihad Cargo, in July 2010.[70][71]
Airbus announced in February 2011 that it intended to raise production rates from seven-and-a-half to eight per month to nine per month in 2012, and ten per month in 2013.[72] Production increased to 10 aircraft per month in April 2013, the highest for an Airbus widebody aircraft.[73] In 2012, Airbus expected the A330 to continue selling until at least 2020,[74] with the A350-900 expected to replace the A330-300.[75]
On 19 July 2013, Airbus delivered the 1000th A330 to Cathay Pacific.[76] It is 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.[77] As of August 2016, a total of 1,451 A330ceos had been ordered, with 1,294 delivered.[2]
On 25 September 2013 at the Aviation Expo China (Beijing Airshow), Airbus announced a new lower weight A330-300 variant, optimised for use on domestic and regional routes in high growth markets with large populations and concentrated traffic flows; China and India were recognised as prime targets.[78] This variant could carry up to 400 passengers.[79] The increased efficiency, however, comes more from the installation of more seats than any weight reduction. On relatively short, yet congested routes, the A330 competes against single-aisle jetliners. While the A330's operating costs in those conditions is not far above those of the Boeing 737 or Airbus A321, the A320neo and 737 MAX promise more efficiency. Where the frequency of flights cannot be increased, using larger aircraft, such as the A330, is the only available option to increase capacity.[80] The first customer for the A330 regional was announced as Saudia at the 2015 Paris Air Show.[81]
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 further production cuts. The announcement led to an immediate drop in Airbus Group's stock price because the company derives a significant percentage of its cash flow and net profit from the A330 program; the A330's financial impact is magnified amid problems in the A350 and A380 programs.[82] In February 2015, Airbus announced another production rate cut to six aircraft per month beginning in the first quarter of 2016.[83] This extends A330ceo production to July 2017, allowing for a smooth transition to A330neo production, which is set to start in Spring 2017.[83][84] In February 2016 Airbus announced, that it will re-increase the production rate from 6 to 7 per month, as response to new A330 orders.[85]
Airbus' management has been studying whether to equip the A330 with newer, more efficient engines: "new engine option" or NEO. Airbus sales chief John Leahy's argument is that the lower purchase price of an A330 even without new engines make the economics of buying an A330 competitive at midrange routes with that of the Boeing 787.[86] Leahy stated that "we just reduced the capital costs by 25%" in July 2014.[87] Candidate engines include variants of Rolls-Royce's Trent 1000 and General Electric's GEnx-1B. Both engine makers are reportedly interested in winning an exclusive deal should a re-engined A330 be offered. The Trent 1000 TEN (Thrust, Efficiency, New Technology) engine is under development for the 787-10, but Rolls-Royce intends to offer it for a number of aircraft.[88] Both engines are heavier than the A330's existing engines, so Airbus will have to strengthen the wings to accept them.[89]
Airbus believes the A330neo derives much of its market advantage from being a less expensive widebody positioned to serve high density routes shorter than 4,000 nautical miles that otherwise would be served by aircraft primarily designed for routes of 8,000 miles. Ed Greenslet, editor of Airline Monitor, told Aviation Week that the A330neo could create a monopoly in that segment, because the 767 is "essentially out of production" and the only other aircraft suited for it is the Boeing 757; the largest 737 does not have the passenger capacity to compete effectively.[90] At the low end of the market, that is, the shortest of these routes, the Boeing 787-8 is at a disadvantage, notes one analyst, because its purchase price is higher than the A330neo's and its operating economics are tuned for longer flights.[91]
Airbus' recent customer, AirAsiaX, which ordered 25 A330 aircraft in December 2013, has pushed Airbus to develop a re-engined A330 that would boast a substantially lower fuel burn,[92] as has Delta Air Lines with its request for proposals to replace its 747-400s and 767-300ER fleets.[86] AirAsiaX believes that the A330neo will give the airline a second chance to establish a profitable flight schedule connecting Kuala Lumpur to London and Paris; in 2012, AirAsiaX's first attempt failed to make money because the Airbus A340 employed proved to be far too fuel inefficient.[93] CIT believes an A330neo service on short to medium haul routes, carrying 250–300 passengers, can produce higher profit margins than either the A350 or the 787, due to the latter two's higher purchase cost as a result of their optimisation for longer routes. It specifically cites the A350-800 as "not as efficient as they'd like." On the other hand, Steven Udvar-Hazy, chairman of Air Lease Corp. does not accept that reasoning, telling Aviation Week "We don't believe it is rational for us to take the A350-800 and the A330neo...I don't see the A350-800 surviving if (Airbus) does the A330neo."[89][94]
Prolonging the production run of the A330 with the neo may help Airbus maintain profitability as it transitions to the A350, the first model transition Airbus has had to manage.[95] A major upgrade program for the A330 could also cause problems for Airbus. The re-engined A330 would be launched into a twin-aisle market already crowded by the Boeing 787, 777X, and Airbus A350, and could take sales from other Airbus aircraft.[90] Starting the A330neo program would likely result in a short-term drop in A330 sales, Airbus' most profitable program, as customers wait for the new version. Airbus is also considering re-engining the A380, but running two costly upgrade programs at the same time could overwhelm the company's resources. Emirates' recent cancellation of a 70-plane order for the A350 may place more urgency on the decision.[96][97]
Airbus announced the A330-800neo and A330-900neo variants at the Farnborough Airshow on 14 July 2014.[98][99] Both variants are to have a maximum take-off weight of 242 t. The design is planned to be frozen for the type in 2015. Rolls Royce will be the exclusive engine supplier; when Airbus announced the A330neo project, both Rolls Royce and General Electric insisted on exclusivity as a condition of offering favorable terms. Rolls Royce offered better terms.[100] The A330-900neo is to be introduced in the fourth quarter of 2017, while the 252-seat A330-800neo is to be introduced in early 2018. Aerodynamic modifications are to include a re-twisted wing and optimised slats. A350-style wing-tips will increase the wingspan by 3.7 m to 64 m.[101] Airbus predicted a 14% fuel consumption reduction per seat. This is for the new −900neo compared to the previous 235-tonne −300 version, it is 8.5% more efficient per seat against the newer 242-tonne −300, and is also due to 10 additional seats from a new galley design: the block fuel burn is 5.1% lower. Compared to the 235-tonne version, the larger 112-inch Trent 7000 is 11% more efficient than the 97-inch previous engine, and the aerodynamic optimizations offers a 4% gain, countering a 2% loss due to increased weight and 1% due to additional drag from the larger engine.[102] Fuel consumption per seat is additionally improved by 2% due to the rearranged cabin (Space-Flex and Smart-Lav) with increased seating.[103]
The decision to offer the aircraft with only one engine is somewhat controversial but not unique to Airbus; the Boeing 777X will come equipped exclusively with General Electric engines. On the one hand, airlines bemoan the loss of competition among engine makers; Steven Udvar-Hazy, CEO of Air Lease Corp., said that he wants a choice of engines. On the other hand, Airbus has pointed out that equipping a commercial aircraft to handle more than one type of engine adds millions of dollars to the purchase price. A Pratt and Whitney executive told the Wall Street Journal, "Engines are no longer commodities...the optimization of the engine and the aircraft becomes more relevant."[100]
On 16 January 2016, officials from Iran signed an agreement with Airbus for 118 new aircraft, including 27 A330ceo family and 18 A330neo (-900).[104][importance?] The Motley Fool noted on 9 July 2016, that this order still awaits export licenses. Airbus has 126 unfilled orders for the A330neo as of June 2016; 66 are from AirAsiaX, an unprofitable airline which has been forced to defer deliveries over ten years. The Fool noted the urgent need for Airbus to pick up additional customers, to save the A330 program.[105]
The A330 is a medium-size, wide-body airliner, with two engines suspended on pylons under the wings. A two-wheel nose undercarriage and two four-wheel bogie main legs built by Messier-Dowty support the airplane on the ground. Its maximum takeoff weight (MTOW) grew from 212 tonnes (467,000 lb) at introduction to 242 tonnes (534,000 lb) in 2015, enhancing its payload-range performance,[106] with a 0.9 tonnes (1,980 lb) heavier Maximum Ramp Weight (MRW).[107]
The airframe of the A330 features a low-wing cantilever monoplane with a wing virtually identical to that of the A340. The wings were designed and manufactured by BAe, which developed a long slender wing with a very high aspect ratio to provide high aerodynamic efficiency.[108][Nb 3] The wing is swept back at 30 degrees and, along with other design features, allows a maximum operating Mach number of 0.86.[110][111] The wing has a very high thickness-to-chord ratio of 12.8 per cent, which means that a long span and high aspect ratio can be attained without a severe weight penalty.[112] For comparison, the rival MD-11 has a thickness-to-chord ratio of 8–9 per cent.[112] Each wing also has a 2.74 m (8.99 ft) tall winglet instead of the wingtip fences found on earlier Airbus aircraft.[113]
The shared wing design with the A340 allowed the A330 to incorporate aerodynamic features developed for the former aircraft.[114] The failure of International Aero Engines' radical ultra-high-bypass V2500 "SuperFan", which had promised around 15 per cent fuel burn reduction for the A340, led to multiple enhancements including wing upgrades to compensate.[33][115] Originally designed with a 56 m (180 ft) span, the wing was later extended to 58.6 m (190 ft) and finally to 60.3 m (200 ft).[33] At 60.3 m (200 ft), the wingspan is similar to that of the larger Boeing 747–200, but with 35 percent less wing area.[110][111]
The A330 and A340 fuselage is based on that of the Airbus A300-600, with many common parts, and has the same external and cabin width: 5.64 m (19 ft) and 5.28 m (17 ft).[107][111] Typical seating arrangements are 2–2–2 six-abreast in business class and 2–4–2 eight-abreast in economy class.[116] The fin, rudder, elevators, horizontal tail plane used as fuel tank, flaps, ailerons and spoilers are made of composite materials, making 10% of the structure weight[117] When necessary, the A330 uses the Honeywell 331–350C auxiliary power unit (APU) to provide pneumatics and electrical power.[118]
The A330 shares the same glass cockpit flight deck layout as the A320 and A340, featuring electronic instrument displays rather than mechanical gauges.[119] Instead of a conventional control yoke, the flight deck features side-stick controls, six main displays, and the Electronic Flight Instrument System (EFIS), which covers navigation and flight displays, as well as the Electronic Centralised Aircraft Monitor (ECAM).[120][121] Apart from the flight deck, the A330 also has the fly-by-wire system common to the A320 family, the A340, the A350, and the A380. It also features three primary and two secondary flight control systems, as well as a flight envelope limit protection system which prevents manoeuvres from exceeding the aircraft's aerodynamic and structural limits.[120]
With launch of Airbus A330neo, the existing members of the Airbus A330 family (A330-200, 200F, 300, and MRTT) received the Airbus A330ceo ("current engine option") name.[citation needed]
The A330-200 is a shortened, longer-range variant, which entered service in 1998 with Korean Air. Typical range with 253 passengers in a three-class configuration is 13,400 km (7,240 nmi; 8,330 mi).[107] The A330-200 is ten fuselage frames shorter than the original −300, with a length of 58.82 m (193 ft 0 in).[107][122] To compensate for the smaller moment arm of the shorter fuselage, the vertical stabiliser height of the −200 was increased by 104 cm (40.9 in).[123] The −200's wing was also modified; structural strengthening of the wing allowed the maximum takeoff weight of the −200 to be increased to 229.8 tonnes (507,000 lb).[123] The −200 is offered with three engine types similar to those found on the −300, namely the General Electric CF6-80E, Pratt & Whitney PW4000, or Rolls-Royce Trent 700.[107] Airbus also boosted fuel capacity to 139,100 L (36,700 US gal) by adding the centre section fuel tank, standard in the A340.[56]
A new vertical stabilizer was introduced in 2004 beginning with MSN 555. This newer fin is shorter in height by 50 cm (20 in)[116] and was derived from the design of the vertical stabilizer of the A340-500 and -600, later becoming standard on all new A330-200.[124]
In 2008, Airbus released plans for a higher gross weight version of the A330-200 to more effectively compete against the Boeing 787 Dreamliner.[125] The new-build A330-200HGW had a 5 tonne increase in Maximum Takeoff Weight, allowing a 560 kilometres (302 nmi; 348 mi) range increase and a 3.4 tonnes (7,500 lb) payload increase.[125][126] Korean Air became the first customer on 27 February 2009 with an order for six −200HGWs. Deliveries of the first aircraft started in 2010.[127]
In mid-2012, Airbus proposed another version of the −200 with the maximum gross weight increased by 2 t to 240 t. This version will have its range extended by 270 nmi and will carry 2.5 t more payload. It will see engine and aerodynamic improvements reducing its fuel burn by about 2%. It is planned to enter the service by mid-2015.[128] In November 2012, it was announced that the gross weight is to be further increased to 242 t with the range extended by 350 nmi (over 238 t version).[129]
As of August 2016, 644 of the −200 had been ordered, 593 of which had been delivered, with 585 aircraft in operation.[2] The 2015 list price is $229 million.[3] The −200 competes with the Boeing 767-300ER and to a lesser extent the 767-400ER[130] as well as with new 787 Dreamliner.[131] The A330-200 is also available as an ultra-long-range corporate jet as the A330-200 Prestige.[132]
The A330-300 is based on a stretched A300 fuselage 63.69 m (208 ft 11 in) long but with new wings, stabilisers and fly-by-wire systems. The −300 carries 295 passengers in a three-class cabin layout, 335 in two-class, or up to 440 in an all-economy layout. It has a range of 10,500 km (5,670 nmi; 6,520 mi). It has a large cargo capacity, comparable to that of early Boeing 747s. It is powered by the choice of two General Electric CF6-80E, Pratt & Whitney PW4000, or Rolls-Royce Trent 700 engines, all of which are ETOPS-180 rated.[111] The −300 entered service in January 1994.[40]
In 2010 Airbus offered a new version of the −300 with the maximum gross weight increased by two tonnes to 235 t. This enabled 120 nmi extension of the range as well as 1.2 t increase in payload.[133] In mid-2012, Airbus proposed another increase of the maximum gross weight to 240 t. It is planned to be implemented by mid-2015. This −300 version will have the range extended by 400 nmi and will carry 5 t more payload. It will include engine and aerodynamic improvements reducing its fuel burn by about 2%.[128] In November 2012, it was further announced that the gross weight will increase from 235 t to 242 t, and the range will increase by 500 nmi or 926 km or 575 mi to 6,100 nmi (11,300 km; 7,020 mi). Airbus is also planning to activate the central fuel tank for the first time for the −300 model.[129]
In September 2013, Airbus announced a version of the A330-300, named A330 Regional. This version is to have seating for 400 passengers, with a reduced range of 3,000 nautical miles (5,560 km; 3,450 mi) and a gross weight of approximately 200 t (441,000 lb).[78][134][135]
As of August 2016, 765 -300s had been ordered, 666 of which had been delivered, with 648 in operation.[2] The 2015 list price is $253.7 million.[3] The closest competitors have been the Boeing 777-200/200ER, and the now out-of-production McDonnell Douglas MD-11.[136]
On August 18, 2016, Airbus delivered the first A330 Regional to Saudi Arabian Airlines. The variant has a range of 2,700 nmi (5,000 km), a reduced weight of 200 t (441,000 lb) and 20% lower operating costs when compared to the standard A330-300.[137]
The A330-200F is an all-cargo derivative of the A330-200 capable of carrying 65 t (140,000 lb) over 7,400 km (4,000 nmi; 4,600 mi) or 70 tonnes (150,000 lb) up to 5,900 km (3,200 nmi; 3,700 mi).[65] To overcome the standard A330's nose-down body angle on the ground, the A330F uses a revised nose undercarriage layout to provide a level deck during cargo loading. The normal A330-200 undercarriage is used, but its attachment points are lower in the fuselage, thus requiring a distinctive blister fairing on the nose to accommodate the retracted nose gear.[66] Power is provided by two Pratt & Whitney PW4000 or Rolls-Royce Trent 700 engines. General Electric does not plan to offer an engine for the A330-200F.[138]
As of August 2016, Airbus had delivered 35 aircraft with seven unfilled orders.[2] The list price is $203.6 million.[3] As well as new-build freighters, Airbus has proposed passenger-to-freighter conversions of existing −200 airliners.[139] The A330-200F is sized between the 767-300F and 777F,[140][141] but trails both Boeing models in orders and deliveries.[142][143]
A330 Converted Freighter[edit]
In 2012, Airbus announced plans for a passenger-to-freighter program with ST Aerospace. The A330-300 and −200 are to be part of the P2F program with the −300 to come first and the −200 to follow a year later. Conversion work will be done mainly in Dresden, Germany.[144] Qatar Airways has already showed interest in the program.[145] The aircraft is expected to enter service in 2016.
The A330-300P2F variant has a payload of 60 tonnes with the range of 2,200 nautical miles (4,000 km) or 61 tonnes with the range of 3,600 nautical miles (6,600 km) for the higher MTOW variants. The A330-200P2F will carry the payload of up to 59 tons on ranges up to 4,000 nautical miles (7,400 km).[146] Airbus estimates the market demand for the conversions at 900 units during the next 20 years.[146]
The Airbus A330neo is an update to the A330 family, with new Rolls-Royce Trent 7000 engines and other enhancements.
The Airbus A330-800neo will directly replace the Airbus A330-200. It will feature next-generation Rolls Royce Trent 7000 engines and A350-style winglets. The aircraft is scheduled to enter service in early 2018 or late 2017 with Hawaiian Airlines.[101][147]
The Airbus A330-900neo is to burn 14% less fuel than A330-300 on per seat basis (on a 4,000 nmi flight) and will have 10 more seats (310 seats overall) achieved with an interior reconfiguration to save space. Like the 800neo, it will be equipped with Trent 7000 engines with a 10:1 bypass delivering 320 kN (72,000 lbf). The −900neo is expected to enter service at the end of 2017.[101] On 19 November 2014, Delta Air Lines became the first airline to announce a firm order for the Airbus A330neo by ordering 25 A330-900neo aircraft.[148][149][150][151] This order made the airline the official launch customer for the Airbus A330-900neo.[152]
Beluga replacement[edit]
Airbus has started design of a replacement aircraft for the Beluga in November 2014 : the Beluga XL based on the Airbus A330.[153][154]
Military variants[edit]
Airbus A330 MRTT[edit]
The Airbus A330 MRTT is the Multi-Role Transport and Tanker (MRTT) version of the A330-200, designed for aerial refuelling and strategic transport.[155] As of November 2014[update], 46 total orders have been placed for the A330 MRTT by the air forces of Australia, France, Saudi Arabia, Singapore, the United Arab Emirates, and the United Kingdom.[156][157][158]
EADS/Northrop Grumman KC-45[edit]
The EADS/Northrop Grumman KC-45 was a proposed version of the A330 MRTT for the United States Air Force (USAF)'s KC-X aerial refuelling programme. In February 2008, the USAF selected the aircraft to replace the Boeing KC-135 Stratotanker.[159] The replacement process was mired in controversy, instances of corruption, and allegations of favouritism.[160][161] In July 2010, EADS submitted a tanker bid to the USAF without Northrop Grumman as a partner.[162][163] However, on 24 February 2011, the USAF picked the Boeing KC-767 proposal, later named KC-46, as the winner because of its lower cost.[164][165]
Undeveloped variants[edit]
To compete with Boeing's 7E7 (later 787), Airbus offered a minimum-change derivative called the A330-200Lite in 2004. As the name indicated, this proposed variant would have had a lower maximum takeoff weight of 202 tonnes (445,000 lb), coupled with de-rated engines, giving a range of 7,400 km (4,000 nmi; 4,600 mi).[166][167] It was aimed at Singapore Airlines, who had looked to replace its Airbus A310-300s.[168][169] The variant was also to be a replacement for Airbus A300-600Rs and early Boeing 767s.[167] Airlines, however, were not satisfied with the compromised aircraft; the company instead proceeded with an entirely new aircraft, the A350 XWB.[170]
In 2000, it was reported that Airbus was studying an A330-300 version with a higher gross weight. It was named A330-300HGW and had a takeoff weight of 240 tonnes (530,000 lb), 7 tonnes (15,000 lb) greater than the −300's weight. The version would have a strengthened wing and additional fuel capacity from a 41,600-litre (11,000 US gal) centre section fuel tank. The A330-300HGW's range was increased to over 11,000 km (5,940 nmi; 6,840 mi). Among those that showed interest was leasing company ILFC, which sought airliners that could fly from the US West Coast to Europe.[171]
Power was to be supplied by all three engines offered to the two other A330 passenger models. Airbus also considered using the new Engine Alliance GP7000 engine for the A330-300HGW, which would have been the engine's first twinjet application. The −300HGW was to enter airline service in 2004.[171] However, the programme was not launched and quietly disappeared. The 240-tonne A330 would reappear years later when Airbus announced at the 2012 Farnborough Airshow that it would be an available option for both the A330-300 and the A330-200.[128][172] In November 2012, the maximum take off weight was further increased to 242 tonnes; the first of these aircraft was to enter service with Delta Air Lines in Q2 2015.[173][174] The A330neo also uses this MTOW.[175]
Also known as the A330-100, the A330-500 was a proposed "shrink" of the A330-200 version launched in July 2000 at the Farnborough Airshow,[176][177] with eight fuselage frames removed – four ahead and four behind the wing. This would allow for the seating of 222 passengers. The −500's maximum takeoff weight was to be 228 tonnes (503,000 lb), a 5-tonne (11,000 lb) decrease from the A330-200, allowing a range of 12,970 km (7,000 nmi; 8,060 mi). A lighter version, at 195 tonnes (430,000 lb), would have flown up to 8,060 km (4,350 nmi; 5,010 mi).[178] The aircraft would have had 5 per cent better specific fuel consumption than the A300-600, powered by either the CF6-80G2, PW4000, or the Trent 500.[176]
Prospective customers included ILFC, CIT Aerospace, Lufthansa, and Hapag-Lloyd. The latter two, however, were unimpressed with the long-range variant, preferring a shorter-range aircraft, which was better suited to their route structure.[177] Singapore Airlines was also an expected customer because it was looking for a replacement for the A310.[176][177] Airbus intended to freeze the design in late 2001, with the first flight scheduled for the third quarter of 2003 and entry into service within a year.[178] The programme was later abandoned, as interest from customers was lacking.[179]
As of August 2016, there are 1,268 examples of all A330 variants in airline service, including 585 A330-200s, 35 -200Fs, and 648 -300s.[2] The airline operators are Turkish Airlines (60), Air China (53), China Eastern Airlines (51), Cathay Pacific (42), and other operators with fewer aircraft.[2]
Orders and deliveries[edit]
Data through end of August 2016[2][180]
Accidents and incidents[edit]
As of October 2015, the Airbus A330 had been involved in 22 major aviation occurrences,[181] including eight confirmed hull-loss accidents[182] and two hijackings, for a total of 339 fatalities.[183]
The type's first fatal accident occurred on 30 June 1994 near Toulouse on a test flight when an Airbus-owned A330-300 crashed while simulating an engine failure on climbout, killing all seven on board.[42] Airbus subsequently advised A330 operators to disconnect the autopilot and limit pitch attitude in the event of an engine failure at low speed.[184]
On 15 March 2000, a Malaysia Airlines A330-300 suffered fuselage damage from a leaked corrosive chemical that had been falsely labelled. The aircraft was written off.[185]
The type's second fatal accident, and first while in commercial service, occurred on 1 June 2009 when Air France Flight 447, an A330-200 en route from Rio de Janeiro to Paris with 228 people on board, crashed in the Atlantic Ocean 640–800 kilometres (346–432 nmi; 398–497 mi) northeast of the islands of Fernando de Noronha,[188] with no survivors. Malfunctioning pitot tubes provided an early focus for the investigation,[189] as the aircraft involved had Thales-built "–AA" models known to record faulty airspeed data during icing conditions.[187] In July 2009, Airbus advised A330 and A340 operators to replace Thales pitots with equivalents manufactured by Goodrich.[187] Investigators later determined that the inadequate response of the pilots to both a loss of airspeed data from malfunctioning pitot tubes and subsequent autopilot disengagement resulted in Flight 447 entering into an aerodynamic stall.[190]
On 12 May 2010, Afriqiyah Airways Flight 771, an A330-200, crashed on approach to Tripoli International Airport, Libya, on a flight from OR Tambo International Airport, Johannesburg, South Africa. Of the 104 people on board, all but one nine-year-old Dutch boy died.[191] The cause of the crash was determined to be pilot error.[192]
The two hijackings involving the A330 have resulted in one fatality,[181] namely the hijacker of Philippine Airlines Flight 812 on 25 May 2000, who jumped out of the aircraft to his death.[193] The hijacking of Sabena Flight 689 on 13 October 2000 ended with no casualties when Spanish police took control of the aircraft.[194] On 24 July 2001, two unoccupied SriLankan Airlines A330s were destroyed amid an attack on Bandaranaike International Airport, in Colombo, Sri Lanka, by the Liberation Tigers of Tamil Eelam.[195][196] On 25 December 2009, passengers and crew subdued a man who attempted to detonate explosives in his underwear on an A330-300 operating Northwest Airlines Flight 253.[197][198]
Two A330 incidents due to in-flight malfunctions were survived by all on board. On 24 August 2001, Air Transat Flight 236, an A330-200, developed a fuel leak over the Atlantic Ocean due to an incorrectly installed hydraulic part and was forced to glide for over 15 minutes to an emergency landing in the Azores.[199] On 7 October 2008, Qantas Flight 72, an A330-300, suffered a rapid loss of altitude in two sudden uncommanded pitch-down manoeuvres while 150 km (81 nmi; 93 mi) from the Learmonth air base in northwestern Australia. After declaring an emergency, the crew landed the aircraft safely at Learmonth.[200] It was later determined that the incident, which caused 106 injuries, 14 of them serious, was the result of a design flaw of the plane's Air Data Inertial Reference Unit and a limitation of the aircraft's flight computer software.[201]
On 13 April 2010, Cathay Pacific Flight 780 from Surabaya Juanda International Airport to Hong Kong landed safely after both engines failed due to contaminated fuel. 57 passengers were injured. Its two pilots received the Polaris Award from the International Federation of Air Line Pilots' Associations, for their heroism and airmanship.[202]
On 15 July 2014, a Libyan Airlines A330 was severely damaged in the fighting in Libya and sustained bullet holes in the fuselage. On 20 July 2014, two Afriqiyah Airways Airbus A330 were hit by an RPG at Tripoli International Airport. One was completely destroyed in the ensuing fire.[203][204]
|cockpit crew
|246 (36J @ 60 in + 210Y @ 32 in)
exit limit 375/406[206]
|Max Payload : 70 000 kg (154 324 lb)
|300 (36J @ 60 in + 264Y @ 32 in)
exit limit 375/440[206]
|58.82 m (192.98 ft)
|63.67 m (208.89 ft)
|60.3 m (197.83 ft)
|Wing area
|361.6 m² (3,892 ft²)[207]
|Aspect Ratio
|25% chord wingsweep
|Tail height
|17.39 m (57 ft 1 in)[107]
|16.88 m (55 ft 5 in)[208]
|16.83 m (55 ft 3 in)[111]
|Cabin width
|5.18 m (204 in)
|Seat width
|0.46 m (18 in) in 8 abreast economy
0.53 m (21 in) in 6 abreast business
|Fuselage width
|5.64 m (222 in)
|Fuselage height
|5.64 m (18.5 ft)
|Main Gear Wheel Span
|12.61 m (41.37 ft)
|Usable Cargo volume
|132.4 m³ (4673 ft³)
|469.2 m³ (16567 ft³)
|158.4 m³ (5591 ft³)
|Maximum Takeoff Weight
|242 000 kg (533 519 lb)
|233 000 kg (513 677 lb)
|242 000 kg (533 519 lb)
|Maximum Landing Weight
|182 000 kg (401 241 lb)
|187 000 kg (412 264 lb)
|Max zero fuel weight
|170 000 kg (374 786 lb)
|178 000 kg (392 423 lb)
|175 000 kg (385 809 lb)
|Usable Fuel Capacity
|139 090 l (36 744 US gal) - 109 185 kg (240 711 lb)
|Operating empty weight
|120,150-120,750 kg (264,875-266,200 lb)[209]
|108000 kg (238099 lb)
|121,870-122,780 kg (268,675-270,675 lb)[210]
|Cruising altitude
|12,500 m (41,100 ft)[211]
|Cruise speed
|Mach 0.82 (470 kn)[211]
|Mach 0.86 (493 kn)
|Final Approach Speed (MLW)
|136 kn (252 km/h)
|139 kn (257 km/h)
|137 kn (254 km/h)
|Maximum range, fully loaded
|13 450 km (7 250 nm) with 247 pax[107]
|7400 km (4 000 nm)[208]
|11 750 km (6 350 nm) with 277 pax[111]
|Takeoff run (SL, ISA, MTOW)
|2 770 m (9,110 ft)[212]
|Landing run (SL, ISA, MLW)
|1,730 m (5,680 ft)[212]
|Engines (×2)[206]
64,530–68,530 lbf (287–305 kN) General Electric CF6-80E1 (except -200F)
Aircraft model designations[edit]
|Certification Date
|31 October 2002
|General Electric CF6-80E1A2
|31 March 1998
|General Electric CF6-80E1A4
|20 November 2001
|General Electric CF6-80E1A3
|13 July 1998
|Pratt & Whitney PW4168A/4170
|9 April 2010
|Pratt & Whitney PW4170 (Freighter)
|11 January 1999
|Rolls-Royce Trent 772B/C-60
|9 April 2010
|Rolls-Royce Trent 772B-60 (Freighter)
|21 October 1993
|General Electric CF6-80E1A2
|17 May 2004
|General Electric CF6-80E1A4
|17 May 2004
|General Electric CF6-80E1A3
|2 June 1994
|Pratt & Whitney PW4164
|2 June 1994
|Pratt & Whitney PW4168
|22 April 1999
|Pratt & Whitney PW4168A/4170
|22 December 1994
|Rolls-Royce Trent 768-60
|22 December 1994
|Rolls-Royce Trent 772-60
|13 September 1999
|Rolls-Royce Trent 772B/C-60
ICAO Aircraft Type Designators[edit]
|Airbus A330-200, Airbus A330-200F
|Airbus A330-300
See also[edit]
- Related development
- Aircraft of comparable role, configuration and era
- Related lists
- Notes
- ^ This meant that the Boeing 777 was certified for 180-minutes ETOPS from the first day of service. As a result, the aircraft could be 180 minutes (3 hours) of flying time from a diversionary airport during transoceanic services.
- ^ After a total of 25,000 airborne hours, the A330 would be allowed a maximum of 120 minutes (2 hours) of flight time from a diversionary airport. After 50,000 hours, the limit would be raised to 180 minutes (3 hours).
- ^ The higher the aspect ratio, the greater the aerodynamic efficiency.[109]
- Citations
- ^ Final assembly in France
- ^ a b c d e f g h i "Airbus orders and deliveries" (XLS). Airbus S.A.S. 31 August 2016. Retrieved 7 September 2016.
- ^ a b c d e f "New Airbus aircraft list prices for 2016". 12 January 2016. Retrieved 12 January 2016.
- ^ "Airbus launches the A330neo". Airbus.com.
- ^ "Living up to its billing: Airbus officially launches the A330neo programme". Airbus.com.
- ^ "A330neo: Powering into the next decade". Airbus.com.
- ^ Norris & Wagner 2001, pp. 9–18
- ^ Wensveen 2007, p. 63
- ^ Gunston 2009, p. 183
- ^ a b Norris & Wagner 2001, pp. 18–19
- ^ a b c Norris & Wagner 2001, pp. 22–23
- ^ Flight International 1981, p. 1155.
- ^ a b Norris & Wagner 2001, p. 23
- ^ a b c Eden 2008, p. 30
- ^ a b c Kingsley-Jones 1997, p. 29.
- ^ Norris & Wagner 2001, p. 24.
- ^ Norris & Wagner 2001, pp. 24–25.
- ^ a b Norris & Wagner 2001, p. 27.
- ^ a b Lawrence & Thornton 2005, p. 73.
- ^ Norris & Wagner 2001, pp. 26, 31.
- ^ Gunston 2009, p. 196.
- ^ Norris & Wagner 2001, p. 44.
- ^ Norris & Wagner 2001
- ^ Norris & Wagner 2001, pp. 44–45.
- ^ "Model CF6-80E1". GE Aviation. Retrieved 25 January 2011.
- ^ Norris & Wagner 2001, p. 47.
- ^ Norris & Wagner 2001, pp. 45–46.
- ^ "PW4000-100". Pratt & Whitney. Retrieved 2015-07-04.
- ^ a b Norris & Wagner 2001, p. 51.
- ^ Norris & Wagner 2001, pp. 53–54.
- ^ Norris & Wagner 2001, p. 52.
- ^ Norris & Wagner 2001, p. 53.
- ^ a b c d Norris & Wagner 2001, p. 31.
- ^ a b c Norris & Wagner 2001, p. 32.
- ^ Norris & Wagner 2001, pp. 32, 55.
- ^ "Timeline 40 Years of Innovation" (PDF). Airbus S.A.S. p. 2. Retrieved 2 March 2011.
- ^ Eden 2008, p. 32.
- ^ a b c Norris & Wagner 2001, pp. 78–79.
- ^ Norris & Wagner 2001, pp. 71, 78.
- ^ a b Norris & Wagner 2001, p. 85.
- ^ "Accident description". Aviation-Safety.net. 24 January 2011. Retrieved 25 January 2011.
- ^ a b Norris & Wagner 2001, pp. 86–87.
- ^ Learmount 1994, p. 6.
- ^ a b Norris & Wagner 2001, p. 89.
- ^ Eden 2008, p. 31.
- ^ Norris & Wagner 2001, pp. 84–85.
- ^ Norris & Wagner 2001, pp. 86, 89.
- ^ a b Eden 2008, p. 32.
- ^ Wensveen 2007, p. 65
- ^ Pandey, Mohan. How Boeing Defied the Airbus Challenge. North Charleston, South Carolina: CreateSpace, 2010. pp. 71–72. ISBN 978-1-4505-0113-2.
- ^ Norris & Wagner 2001, p. 81.
- ^ Cole 2000, pp. 37, 41
- ^ "A330 is first airliner to be certified for ETOPS 'beyond 180 minutes'" (Press release). Airbus S.A.S. 12 November 2009. Retrieved 2 July 2011.
- ^ Norris & Wagner 2001, p. 91.
- ^ a b c Norris & Wagner 2001, pp. 92–93.
- ^ a b c Norris & Wagner 2001, p. 95.
- ^ Norris & Wagner 2001, p. 99.
- ^ a b c Norris & Wagner 2001, p. 96.
- ^ Flight International 1997, p. 5.
- ^ Lewis 1996, p. 9.
- ^ a b Norris & Wagner 2001, pp. 96–97.
- ^ Creedy, Steve (16 April 2010). "Cathay Pacific pilots hailed as heroes". The Australian. Retrieved 5 February 2011.
- ^ Airbus A330-200F Freight Makes Public Debut. Airbus S.A.S. 10 February 2010. Retrieved 21 May 2011.
- ^ "Airbus aims to fill freighter void with A330 derivative". Flightglobal. 14 March 2006. Retrieved 7 October 2013.
- ^ a b "A330-200F / Range". Airbus S.A.S. Retrieved 28 January 2011.
- ^ a b c Kingsley-Jones, Max (4 August 2009). "PICTURES: First Airbus A330-200F shows off nose-gear blister fairing". Flightglobal. Retrieved 7 October 2013.
- ^ a b Kingsley-Jones, Max (5 November 2009). "A330-200F touches down after successful maiden flight". Flightglobal. Retrieved 7 October 2013.
- ^ "Airbus flies new freighter it hopes to build in U.S.". Reuters India. 6 November 2009. Retrieved 28 January 2011.
- ^ Buyck, Cathy (12 April 2010). "A330-200F receives EASA Type Certification". ATW Online. Retrieved 30 January 2011.
- ^ Reals, Kerry (20 July 2010). "Farnborough: Etihad takes delivery of first A330-200F". Flightglobal. Retrieved 7 October 2013.
- ^ "Airbus Hands Over Etihad's First A330-200F Freighter at Farnborough". Airlinesanddestinations.com. 20 July 2010. Retrieved 25 May 2011.
- ^ Karp, Aaron (4 February 2011). "Airbus to boost A330 production to 10 monthly in 2013". ATW Online. Retrieved 5 March 2011.
- ^ "A330 production at 10 per month". Airbus. 4 April 2013. Retrieved 17 May 2013.
- ^ Polek, Gregory (16 July 2012). "Airbus eyes year end horizon to solve ets row with China". AIONLINE. Retrieved 7 November 2012.
- ^ Kingsley-Jones, Max (27 March 2014). "ANALYSIS: What does Boeing's 777X mean for airlines and Airbus?". Flightglobal.com. Airline Business. Retrieved 1 September 2014.
- ^ Hofmann, Kurt (19 July 2013). "Airbus delivers 1,000th A330 to Cathay Pacific". Air Transport World. Penton. Retrieved 23 July 2013.
- ^ Dunlop, Michelle (19 July 2013). "Airbus jabs at Boeing's 787, celebrates 1,000th A330 delivery". HeraldNet. Retrieved 23 July 2013.
- ^ a b "Airbus announces lower weight A330 for regional & domestic operations". Airbus. Retrieved 25 September 2013.
- ^ "Airbus beats Boeing with record sales in 2013". AFP. 13 January 2014. Archived from the original on 2014-01-14. Retrieved 2015-07-04.
- ^ Perrett, Bradley. "Not Tailor Made". Aviation Week and Space Technology, 14/21 October 2013, p. 26.
- ^ LeBeau, Phil; Ranasinghe, Dhara (15 Jun 2015). "Airbus names first customer of A330 regional jet". CNBC. Retrieved 28 June 2015.
- ^ Wall, Robert, "Airbus plans to cut A330 output", Wall Street Journal, 11 December 2014, p. B3.
- ^ a b "Airbus to cut A330 production rate as ramps up A320". Reuters. Retrieved 4 August 2015.
- ^ "Airbus Says Adjusted A330 Rate Is Sustainable Even Without China Order". aviationweek.com. Retrieved 31 August 2016.
- ^ "The A330's continued commercial success leads to a new production rate increase". airbus.com. Retrieved 31 August 2016.
- ^ a b Jens Flottau (11 March 2014). "Delta To Issue Major Widebody RFP For 747/767 Replacements". Aviation week. Archived from the original on 2014-03-14. Retrieved 2015-07-04.
- ^ Wall, Robert, and Jon Ostrower. "From big jet makers, smaller changes". Wall Street Journal, 15 July 2014, p. B3.
- ^ Jens Flottau; Guy Norris (31 Jan 2014). "Reengining Airbus A330 Could Take 2–3 Years". Aviation Week and Space Technology.
- ^ a b Norris, Guy (24 March 2014). "CIT Pushes Case For A330neo". Aviation Week and Space Technology.
- ^ a b Flottau, Jens, "Defining priorities", Aviation Week and Space Technology, 14 July 2014, p. 70.
- ^ Aboulafia, Richard, Single or Twin Isle? Aviation Week & Space Technology, April 11–24, 2016, p.14
- ^ Weber, Tim (10 January 2014). "Airbus studies engine revamp of A330 jet: sources". Reuters.
- ^ Jones, Rory; Robert Wall (29 May 2014). "Déjà Vu? Budget Jets Take On Long Hauls". Wall Street Journal.
- ^ "Airbus: More Than 1,000 Orders Coming For A330neo". aviationweek.com. Retrieved 1 April 2015.
- ^ Tim Hepher (10 June 2014). "Battle over Airbus A330 revamp may pressure jet prices". Reuters. Retrieved 2015-07-04.
- ^ "Emirates cancels 70-plane A350 order in blow to Airbus, Rolls". Reuters. 11 June 2014.
- ^ Flottau, Jens, and Guy Norris. "Sea change". Aviation Week and Space Technology, 17 February 2014, pp. 24–25.
- ^ "Airbus launches the A330neo". Airbus. 14 July 2014.
- ^ "Airbus Unveils New Jet To Battle Boeing's 787 Dreamliner". Business Insider. 14 July 2014. Retrieved 1 April 2015.
- ^ a b Wall, Robert, Jon Ostrower and Rory Jones, Aircraft makers curb engine choices, Wall Street Journal, 16 July 2014, p.B3
- ^ a b c David Kaminski-Morrow. "Farnborough: Airbus lays out A330neo specifications". www.flightglobal.com/. Flightglobal.
- ^ Daniel Tsang (15 July 2014). "Dissecting the A330neo from a weight perspective". Aspire Aviation.
- ^ A330neo Launch Presentation Airbus
- ^ "Iran selects Airbus for its civil aviation renewal". Airbus.com, 28 January 2016.
- ^ "This Week at Farnborough: Boeing and Airbus Need Widebody Orders". The Motley Fool. July 9, 2016.
- ^ "The A330 Family". Airbus. May 2016.
- ^ a b c d e f g "A330-200 Dimensions & key data". Airbus S.A.S. Retrieved 20 November 2012.
- ^ Norris & Wagner 2001, pp. 50–51
- ^ "Wing Geometry Definitions". NASA. Retrieved 17 March 2011.
A higher aspect ratio wing has a lower drag and a slightly higher lift than a lower aspect ratio wing.
- ^ a b Norris & Wagner 2001, p. 50.
- ^ a b c d e f "A330-300 Dimensions & key data". Airbus S.A.S. Retrieved 20 November 2012.
- ^ a b Gunston 2009, p. 195.
- ^ Norris & Wagner 2001, p. 31.
- ^ Gunston 2009, p. 188.
- ^ Gunston 2009, p. 197.
- ^ a b "A330: Airplane characteristics for airport planning" (PDF). Airbus S.A.S. 1 January 2014. Retrieved 20 September 2015.
- ^ "Composites in Airbus" (PDF). Global Investor Forum. Airbus. 2008.
- ^ "Product Catalog". Honeywell. Retrieved 18 November 2010.[dead link]
- ^ "A330 Family / cockpit". Airbus S.A.S. Retrieved 2 March 2011.
- ^ a b "Airbus A330 Wide-Bodied Medium/Long-Range Twin-Engine Airliner, Europe". Aerospace-technology.com. Retrieved 31 January 2011.[unreliable source?]
- ^ "A330 Flight deck and systems briefing for pilots" (PDF). Airbus S.A.S. March 1999. p. 173. Retrieved 2015-07-04.[dead link]
- ^ Henley 1998, p. 36.
- ^ a b Norris & Wagner 2001, p. 94.
- ^ "A330 Various Tail Heights". Airliners.net. Retrieved 20 September 2015.
- ^ a b "Airbus to offer heavier A330 against delayed 787". Flightglobal. 10 September 2008. Archived from the original on 2008-09-15. Retrieved 10 February 2011.
- ^ "A330 Family: Technology". Airbus S.A.S. Retrieved 6 July 2011.
- ^ "Korean Air orders six more A330-200s" (Press release). Airbus S.A.S. 27 February 2009. Retrieved 21 May 2011.
- ^ a b c Daniel Tsang (10 July 2012). "Airbus is right on A330 improvement strategy". aspireaviatio. Retrieved 5 November 2012.
- ^ a b David Kaminski-Morrow (29 November 2012). "Airbus to raise A330 take-off weight and fuel capacity". Flightglobal. Retrieved 4 January 2012.
- ^ Norris, Guy and Mark Wagner (1999). "767: Stretching and Growing". Modern Boeing Jetliners. St. Paul, Minnesota: MBI Publishing. p. 117. ISBN 0-7603-0717-2.
The results of the Airbus studies produced...ultimately the A330-200. Airbus outlined an aircraft capable of carrying 256 passengers over a range of 6,400 nautical miles with, it claimed, up to 9% lower operating costs than the 767-300ER...The new A330-200 caused Boeing to take another look at its 767 plans...
- ^ Regan, James and Tim Hepher (3 February 2011). "Airbus ups A330 output, revokes freighter order". Reuters India. Retrieved 16 March 2011.
European planemaker Airbus confirmed plans on Thursday for a 25 percent increase in production of its A330 long-range aircraft as it cashes in on delays to the Boeing 787 Dreamliner.
- ^ "A330-200 Prestige specifications" (PDF). Airbus S.A.S. Retrieved 21 May 2011.
- ^ Bonnassies, Olivier (25 November 2010). "Airbus poised to launch higher-weight A330-300". Flightglobal. Retrieved 7 October 2013.
- ^ "Airbus Secures Saudi Arabian as A330-300 Regional Launch Customer". Aviation Week. 16 June 2015. Retrieved 16 July 2015.
- ^ "Airbus A330 Family". Airbus. Retrieved 16 July 2015.
- ^ Learmount 1990, p. 115.
- ^ "Airbus delivers world's first A330-300 Regional to Saudi Arabian Airlines". airbus.com. Retrieved 31 August 2016.
- ^ "GE drops A330-200F plan and opens door to P&W". Flightglobal. 15 June 2007. Archived from the original on 2007-10-23. Retrieved 10 November 2010.
- ^ Kingsley-Jones, Max (21 July 2010). "Farnborough: Qatar fires warning shot at Airbus over A330 conversions". Flight Daily News. Archived from the original on 2010-07-24. Retrieved 21 July 2010.
- ^ Kingsley-Jones, Max (20 May 2010). "Airbus's general freight hauler: A330-200F technical description". Flightglobal. Retrieved 7 October 2013.
- ^ Baciu, Julia (4 June 2010). "1995–2010 Boeing 767-300F". topspeed.com. Retrieved 11 December 2011.
- ^ "777 Model Orders and Deliveries summary". Boeing. September 2014. Retrieved 6 October 2014.
- ^ "767 Model Orders and Deliveries summary". Boeing. September 2014. Retrieved 4 October 2013.
- ^ "EADS, ST Aerospace To Develop A330 Cargo Conversion Program". The Wall Street Journal. 14 February 2012. Archived from the original on 2012-02-16. Retrieved 2015-07-04.
- ^ "Airbus Launches A330P2F With ST Aerospace". Aviation week. Retrieved 14 February 2012.[dead link]
- ^ a b "A330P2F passenger-to-freighter conversion | Airbus, a leading aircraft manufacturer". Airbus.com. 2 August 2012. Retrieved 15 August 2012.
- ^ "Airbus launches the A330neo". airbus.com. Airbus. 2014. Retrieved 14 July 2014.
- ^ Delphine Touitou (21 November 2014). "Airbus signs mega-deal with Delta for 50 planes". news.yahoo.com. Yahoo.
- ^ Dominic Gates (19 November 2014). "Boeing loses $6B Delta order; gives a big boost to Airbus". The Seattle Times.
- ^ "Airbus wins Delta wide-body order". Leeham. 19 November 2014.
- ^ "Delta orders 50 Airbus widebody aircraft". Airbus. 20 November 2014.
- ^ "First 242 tonne take-off weight A330 successfully completes first flight". Airbus.com. 12 January 2015.
- ^ David Kaminski-Morrow (4 Nov 2013). "Airbus wing station plan hints at A330 Beluga". flightglobal.
- ^ Gubisch, Michael (17 November 2014). "Airbus Airbus starts A330 Beluga development". Flightglobal. Reed Business Information.
- ^ "A330 MRTT". Airbus S.A.S. Retrieved 17 February 2011.
- ^ Hoyle, Craig (6 October 2010). "A330 tanker gains military certification". Flightglobal. Retrieved 7 October 2013.
- ^ "A330 MRTT: Multi Role Tanker Transport". Airbusmilitary.com. Archived from the original on 26 May 2011. Retrieved 29 June 2011.
- ^ "France announces order for Airbus A330 MRTT air-to-air refuelling aircraft". Airbus Defence and Space. Archived from the original on 2014-11-23. Retrieved 20 November 2014.
- ^ Gilmore, Gerry J. (29 January 2008). "Air Force Awards Tanker Contract to Northrop Grumman". defense.gov. Archived from the original on 2010-03-01. Retrieved 10 November 2010.
- ^ Shalal-Esa, Andrea (2 March 2008). "Northrop, EADS tanker win sparks controversy in U.S". Reuters. Retrieved 12 February 2011.
- ^ "Boeing Protests U.S. Air Force Tanker Contract Award" (Press release). Boeing. 11 March 2008. Archived from the original on 2008-03-14. Retrieved 12 March 2011.
- ^ "EADS North America intends to submit proposal for U.S. Air Force tanker" (Press release). Airbus S.A.S. 20 April 2010. Retrieved 8 March 2011.
- ^ Trimble, Stephen (9 July 2010). "USAF receives three proposals for KC-X, but Antonov team admits concerns". Flightglobal. Retrieved 7 October 2013.
- ^ Trimble, Stephen (4 March 2011). "EADS concedes KC-X contract award to Boeing". Flightglobal. Retrieved 7 October 2013.
- ^ Trimble, Stephen (24 February 2011). "UPDATED: USAF selects Boeing for KC-X contract". Flightglobal. Archived from the original on 2011-02-26. Retrieved 29 June 2011.
- ^ Ionides & Kingsley-Jones 2004, p. 10.
- ^ a b Rothman, Andrea (29 May 2004). "Airbus Looks at Offering Lite A330 To Rival B7E7". Bloomberg News. Seattle Times. Retrieved 29 June 2011.
- ^ "Emergence of 'A330-200 Lite' Unlikely to Impact Existing Values". Aviationtoday.com. 28 June 2004. Retrieved 21 February 2011.
- ^ Wallace, James (26 August 2004). "Singapore not ready to buy 7E7". Seattle Post-Intelligencer. Retrieved 23 February 2011.
- ^ Gunston 2009, p. 253.
- ^ a b Flight International 2000, p. 11.
- ^ "Airbus to tweak A330 design – sources". Reuters. 9 July 2012. Retrieved 9 July 2012.
- ^ "Airbus offers new 242 tonne A330 takeoff-weight capability to extend market coverage". Airbus. 29 November 2012. Retrieved 29 November 2012.
- ^ "First 242 tonne take-off weight A330 starts final assembly". Airbus. 6 November 2014. Retrieved 6 November 2014.
- ^ Flottau, Jens (14 July 2014). "Airbus Formally Launches A330neo With ALC As First Customer". Aviation Week. Retrieved 27 June 2015.
- ^ a b c Norris & Wagner 2001, p. 103.
- ^ a b c Kingsley-Jones & Lewis 2001, p. 6.
- ^ a b Frawley, Gerald (2003). "Airbus A330-200", "Airbus A330-300". The International Directory of Civil Aircraft, 2003/2004. Aerospace Publications. Fyshwick, Australia. ISBN 1-875671-58-7.
- ^ Kingsley-Jones 2001, p. 51.
- ^ "Historical Orders and Deliveries 1974–2009". Airbus S.A.S. January 2010. Archived from the original (XLS) on 23 December 2010. Retrieved 10 December 2012.
- ^ a b "Airbus A330 incidents". Aviation-Safety.net. 2 August 2014. Retrieved 6 August 2014.
- ^ "Airbus A330 hull-losses". Aviation-Safety.net. 2 August 2014. Retrieved 6 August 2014.
- ^ "Airbus A330 Accident Statistics". Aviation-Safety.net. 2 August 2014. Retrieved 6 August 2014.
- ^ Learmount 1994, p. 4.
- ^ "Aircraft accident Airbus A330-322 9M-MKB Kuala Lumpur International Airport (KUL)". Aviation-Safety.net. 19 February 2012. Retrieved 19 February 2012.
- ^ Daly, Kieran (11 June 2009). "Air Caraibes Atlantique memo details pitot icing incidents". Flightglobal. Retrieved 19 February 2012.
- ^ a b c Flottau, Jens (9 August 2009). "Response to Airbus Pitot Tube Incidents Under Scrutiny". Aviation Week & Space Technology. Retrieved 19 February 2012.[dead link]
- ^ Kaminski-Morrow, David (1 June 2009). "Air France: No success in contacting missing A330". Air Transport Intelligence news. Archived from the original on 5 June 2009. Retrieved 1 June 2009.
- ^ "Bodies found from missing plane". BBC News. 6 June 2009. Retrieved 6 June 2009.
- ^ Wise, Jeff (2011). "What Really Happened Aboard Air France 447". Popular Mechanics. Retrieved 4 January 2011.
- ^ "Plane crash in Libya 'kills more than 100 on board'". BBC News. 12 May 2010. Retrieved 12 March 2011.
- ^ "Illusion and ambiguous control led to Afriqiyah A330 crash". flightglobal.com. Flight Globai. Retrieved 30 August 2014.
- ^ "Philippines hijacker bails out". BBC News. 25 May 2000. Retrieved 25 November 2010.
- ^ "2000 hijacking at the Aviation Safety Network". Aviation-Safety.net. Retrieved 19 February 2012.
- ^ Fullbrook 2001, p. 10.
- ^ "ASN Aircraft accident description Airbus A.330–243 4R-ALF – Colombo-Bandaranayake International Airport". ASN Aviation Safety Database. Flight Safety Foundation. Retrieved 3 August 2006.
- ^ Shane, Scott and Eric Lipton (26 December 2009). "Passengers Took Plane's Survival into Own Hands". The New York Times. Retrieved 26 December 2009.
- ^ Boudette, E. Neal; Andy Pasztor & Peter Spiegel (26 December 2009). "Bomb Attempt Made on U.S.-Bound Flight". Dow Jones & Company, Inc. Retrieved 26 December 2009.
- ^ "Air Transat Flight 236 emergency landing". Aviation-Safety.net. Retrieved 19 February 2012.
- ^ "2008/40 – Qantas Airbus Incident Media Conference" (Press release). Australian Transport Safety Bureau. 8 October 2008. Retrieved 8 October 2008.
- ^ "Australian Transport Safety Bureau – final report and materials". Australian Transport Safety Bureau. 19 December 2011. Retrieved 19 February 2012.
- ^ "Pilots reveal death-defying ordeal as engines failed on approach to Chek Lap Kok". South China Morning Post. 20 April 2014. Retrieved 21 April 2014.
- ^ "Database". aviation-safety.net. Aviation Safety Network.
- ^ "Database". aviation-safety.net. Aviation Safety Network.
- ^ "Airplane Characteristics - Airport and Maintenance Planning" (PDF). Airbus. October 1, 2015.
- ^ a b c d "Type Certificate Data Sheet" (PDF). European Aviation Safety Agency. 14 December 2015.
- ^ a b "A330-200 Prestige specifications" (PDF). Airbus.
- ^ a b "A330-200F Dimensions & key data". Airbus S.A.S. Retrieved 20 November 2012.
- ^ "Airbus A330-200". airliners.net.
- ^ "Airbus A330-300". airliners.net.
- ^ a b "Airbus A330-200". Emirates.
- ^ a b "ACJ330". Airbus Corporate Jets.
- ^ "DOC 8643 – Aircraft Type Designators". icao.int.
- Bibliography
- "Commercial Aircraft of the World part 2". Flight International. London: Reed Business Information. 120 (3780): 1,152–1199. 11–17 October 1981. ISSN 0161-7370. Retrieved 23 January 2011.
- "Airbus issues hydraulic pump warning after A330/340 fires". Flight International. London: Reed Business Information. 151 (4557): 5. 15 January 1997. ISSN 0161-7370. Retrieved 6 October 2013.
- "Longer-range A330-300 studied". Flight International. London: Reed Business Information. 159 (4740): 11. 1–7 August 2000. ISSN 0161-7370. Retrieved 31 January 2011.
- Cole, Lance (2000). Giant Airliners. London: Zenith Imprint, 2000. ISBN 978-0-7603-0945-2.
- Eden, Paul E. (ed.). Civil Aircraft Today. London: Amber Books, 2008. ISBN 978-1-905704-86-6.
- Fullbrook, David (31 July – 6 August 2001). "SriLankan turns to Emirates for help after raid". Flight International. London: Reed Business Information. 160 (4791): 10. ISSN 0161-7370. Retrieved 7 October 2013.
- Gunston, Bill. Airbus: The Complete Story. Sparkford, Yeovil, Somerset, UK: Haynes Publishing, 2009. ISBN 978-1-84425-585-6.
- Henley, Peter (25 February – 3 March 1998). "One of the family". Flight International. London: Reed Business Information. 153 (4614): 36–40. ISSN 0161-7370. Retrieved 25 January 2011.
- Ionides, Nicholas; Kingsley-Jones, Max (15–21 June 2004). "SIA widebody decision expected soon". Flight International. London: Reed Business Information. 165 (4938): 10. ISSN 0161-7370. Retrieved 7 October 2013.
- Kingsley-Jones, Max (4 November 1997). "Airbus A330/A340". Flight International: 28–30. ISSN 0161-7370. Retrieved 26 January 2011.
- Kingsley-Jones, Max; Lewis, Peter (17–23 April 2001). "Airline rejections threaten A330-500 launch". Flight International. London: Reed Business Information. 158 (4759): 6. ISSN 0161-7370. Retrieved 31 January 2011.
- Kingsley-Jones, Max (4–10 September 2001). "Size or speed". Flight International. London: Reed Business Information. 160 (4796): 51. ISSN 0161-7370. Retrieved 7 October 2013.
- Lawrence, Phillip K. and David Weldon Thornton (2005). Deep Stall: The Turbulent Story of Boeing Commercial Airplanes. London: Ashgate Publishing, 2005. ISBN 978-0-7546-4626-6.
- Learmount, David (5–11 September 1990). "Mass Market". Flight International. pp. 111–116. ISSN 0161-7370. Retrieved 1 September 2015.
- Learmount, David (13–19 July 1994). "Airbus defends A330 but warns on autopilot". Flight International. 146 (4429): 4. ISSN 0161-7370. Retrieved 19 February 2012.
- Learmount, David (10–16 August 1994). "A330 crash caused by series of small errors". Flight International. 146 (4433): 6. ISSN 0161-7370. Retrieved 19 February 2012.
- Lewis, Paul (20–26 November 1996). "In-flight Trent 700 failure forces Cathay A330 back to Saigon". Flight International. London: Reed Business Information. 150 (4550): 9. ISSN 0161-7370. Retrieved 7 October 2013.
- Miravete, Antonio (1999-01-01). 3-D Textile Reinforcements in Composite Materials. Sawston, Cambridge, UK: Woodland Publishing, 1999. ISBN 978-0-8493-1795-8.
- Norris, Guy and Mark Wagner. Airbus A340 and A330. St. Paul, Minnesota: MBI Publishing, 2001. ISBN 0-7603-0889-6.
- Wensveen, J.G. (2007-01-01). Air Transportation: A Management Perspective. Burlington, Vermont: Ashgate Publishing, 2007. ISBN 978-0-7546-7171-8.
Further reading[edit]
- Jackson, Paul (ed.). Jane's All the World's Aircraft 2008–2009. Coulsdon, Surrey, UK: Jane's Information Group, 2008. ISBN 978-0-7106-2837-4.
- Recent developments with Airbus: ninth report of session 2006–07, Vol. 2: Oral and written evidence. London, UK: The Stationery Office (Parliament: House of Commons: Trade and Industry Committee), 2007. 2007-07-25. ISBN 978-0-215-03551-6.
- Reed, Arthur. Airbus: Europe's High Flyer. Zürich, Switzerland: Norden Publishing House, 1992. ISBN 3-907150-10-4.
External links[edit]
|Wikimedia Commons has media related to:
|Airbus A3xx aircraft production timeline, 1970s–present
|Airbus A300
|Airbus A310
|Airbus A320 family
|Airbus A320neo family
|Airbus A330
|Airbus A330neo
|Airbus A340
|Airbus A350 XWB
|Airbus A380
|= Narrow-body
|= Wide-body


text:
On the way to a horse dream
When it comes to having horses in our lives, we often start with one dream or agenda, then end up telling horse stories about the muses, teachers, healers, friends and partners the horses become for us on a deeper level—on the way to our dream. These are the stories that help others along their paths of connecting with horses, so if you have one of those stories you can share:
- Please leave your name and email (email won't be visible to public) in a comment below with a short description of your story to let me know you're interested.
- If you haven't already gotten on our email list, please enter your name and email in the sign-up box in the sidebar on the right (to see it on mobile device, scroll down to bottom of page and choose "Desktop" version). This will keep you in the story loop and will give me your email to follow up with you to get your story and art on the site!
And don't worry, if writing's not your thing, I'm happy to set up a short call and interview you. Or, you can record your story here for free. Add a photo if you want and I'll follow up to get the link to your recording. If you write, just write like you talk. I will edit and add supporting imagery as needed. Talk or write about what inspires you most about your horse or what you had to learn or overcome to make your connection better. If you have art or images that you've created that support your story, that's fantastic!
10 ideas for a horse story
Here are some questions to help reveal your best horse stories that just might help someone else deepen his or her connection to a very special horse:
- What inspired you to bring a horse into your life?
- In what unexpected ways did your life change as a result of spending time with a horse?
- How do horses inspire you in your art?
- What horse-human relationship do you hold out as an ideal and how have you gotten closer to it?
- What secrets to developing eager engagement (more than compliance) can you share?
- What has your horse taught you about your own strengths and weaknesses that has benefited you in some way?
- In what way was spending time with a horse healing for you?
- How does viewing horses as mirrors translate to your experience?
- What type of horse personality works best with your personality?
- How did you maintain or improve your relationship after riding was no longer possible for one or both of you?
Your story could make the difference!
If enough people share enough stories with enough other people about how horses have enriched their lives, more people and their horses will benefit, and society will eventually raise the intrinsic value it places on horses. Imagine if all legislators who are confronted with making decisions affecting the lives of horses throughout the world read were directed to this site to read your story, they might begin to understand the depth and breadth of benefits horses bring society. What if your story made that difference?
One day, the terms "unwanted" and "slaughter" will never again be associated with a horse. If growing an awareness in society about the intelligence of dolphins succeeded in raising their value from acceptable collateral damage in the fishing industry to protected species with their own dolphin free label on tuna cans, horse lovers can figure out a way to keep horses out of slaughterhouses.
This site is my contribution to such an awareness campaign.
When you submit your story to ArtofEquus.com, please know the intention is for the whole world to see it and share it. So please include a byline about yourself with links to where someone can buy your art online. Watermarks across the bottom are fine, please don't use names of others in your stories and be sure you have model releases for anyone in your photos. There's a horse and his/her person who could benefit by your story, so please be a hero today!

subset: commoncrawl


text:
From Wikidweb
Are you interested in sponsoring this category?We happily accept sponsorships (somewhere between advertisement and donation). Read all about it on the Wikidweb Sponsorship page.
If you want to solve your query that how to repair MDF database file? Then use MDF Repair Software which is one of the finest software that helps SQL users to repair damaged MDF database files with all its items like tables, triggers etc.
(previous 200) (next 200)


text:
SAN ANTONIO, Texas — After goalie changes for both teams, three different tiebreakers, and a second-straight shootout, the San Antonio Rampage (15-20-1-3) defeated the Milwaukee Admirals (18-11-5-2) 5-4 tonight in front of 3,294 at the AT&T Center.
Joey Crabb scored two power-play goals, and Wade Megan and Bobby Butler each added a goal in regulation. Butler's goal was his 12th of the year and his 50th career AHL goal. Vince Trocheck and Logan Shaw netted shootout markers, with Shaw's coming as the winner. Garrett Wilson and Matt Gilroy had two assists on the night, while Megan added an assist as well to be the fourth Rampage player with a two-point effort on the night.
Jacob Markstrom made 17-of-19 saves, while Rob Madore came on in relief at the beginning of the third, stopping 16-of-18 in regulation and overtime, followed by five-of-six in the shootout.
For the third game in a row and fifth time in their last six outings, the Rampage struck first. Just under seven minutes into the first, Gilroy rifled in a shot from the half boards while the Rampage were on the power play, catching Crabb's stick and deflecting it in past Admirals net-minder Magnus Hellberg. The goal was Crabb's fifth of the year, with the secondary assist going to Doug Janik.
Picking up the puck off the boards at the 14-minute mark, Megan broke into the zone and rifled one over the right shoulder of Hellberg to widen the Rampage's lead to 2-0. Wilson recorded his ninth assist of the year on Megan's fourth goal this season.
Milwaukee would not go quietly, and cut the Rampage lead in half 2:31 later as Mathieu Tousignant tipped a rebound past Markstrom with 3:28 remaining in the opening frame to carry the two teams into the first intermission.
The Ads knotted the game at two 5:50 into the second, as Kevin Henderson was there to cash in on an Austin Watson shot, beating Markstrom to make it 2-2.
Less than three minutes later, the Rampage would kick their power play into high gear yet again. For his second of the night, Crabb caught a pass from Trocheck and bombed one in from the slot for the go-ahead goal. Gilroy collected the secondary assist on the tally for his second point on the night.
The Ads tied it up at three 1:20 into the third, as Taylor Beck tapped in a backdoor feed on the power play for his 11th of the year.
After a goalie change in favor of Rob Madore for San Antonio, Simon Moser gave Milwaukee their first lead of the night at the 8:07 mark, going high on Madore to make it 4-3.
Just 41 seconds later, Butler found his way through a big scrum in front of Hellberg, sneaking it past the Ads net-minder to even it up at four. The goal, Butler's 12th of the year and 50th career AHL goal, was assisted by Wilson and Megan, and sent the game into overtime for the second-straight night.
Once again, the extra time wasn't enough, and the game headed to the shootout. The Ads experienced a goalie change as well, as Hannu Toivonen came on in relief of Hellberg. Trocheck was the first to score, followed by Milwaukee's Miikka Salomaki, but Shaw came up big, beating Toivonen and giving the Rampage the 5-4 win.
The Rampage went 2-for-6 with the extra man, and Milwaukee cashed in once, going 1-for-4. Rampage owned the shot battle, 40-37.


text:
|Chambers Design Inc.
Project Type
Master Planning
Urban Design
Habitat Restoration
Product Design
Educational Programs
Langtree Eco-Master Plan - Ecosystem Design
Langtree Eco-Master Plan aimed to identify ecological solutions as well as green building answers to conserving energy, water and costs while maximizing the site and architecture. The results redefines how sustainability can enhance the landscape and humanscape for a highly livable and desirable mixed-use development.
Grassy Sprain Reservoir (Yonkers, NY - 2002)
During the design process, we found that we could use phytoremdiation plants to restore habitat for endangered species. Covering 160 acres, the Grassy Sprain Reservoir is the largest lake in southern Westchester County. Some of these unparalleled opportunities at Grassy Sprain Reservoir are listed below:
• Fresh water recreational activities such as fishing, non-powered boating, walking in a natural setting, painting, picnicking, and bird-watching;
• Remediation of the water quality of a eutrophying lake and restoration of the ecosystem along its shore to a condition resembling a virgin state;
• Encouraging a resurgence of endangered species;
• Building notable public structures;
• Showing leadership in the creation of an environmentally friendly urban park;
• Creating an educational facility that would be an asset to students of natural history
See Images
Governors Island Eco-Master Plan (New York, NY - 2006)
Governors Island, in the heart of New York Harbor, is only 800 yards from Lower Manhattan. The island consists of 150 acres with the 22-acre Governors Island National Monument which includes two 1812-era forts, a 92 acres historic district opened to the public for picnics, tours, concerts, car-free biking, and more, a 80-acre non-historic area on the southern part of the island. Acting as the Sustainability Strategist to create a state-of-the-art eco-village and infuse the project with unique clean technology, adaptive reuse processes and ecologically-rich ideas. The difference between the historic district and the southern parts of the island meant finding ways to implement green solutions that maintained the aesthetic of the past, optimizing patterns of natural ecologies and maximizing sustainable methods with new construction. The design looked to provide habitat for waterfowl and migratory birds, incorporating green guidelines for all future structures, evaluated reliability of renewable energy options, suggest both advanced & conventional energy efficiency measures, devise a master plan for water usage throughout the island, how to best manage maintenance of existing buildings and inspire visitors with interactive educational activities. The green guidelines were based on Sustainable Design Guidelines Reference Manual for World Trade Center Redevelopment Projects – and took into consideration the many aspects of the existing and proposed conditions of Governors Island as well as infrastructure and operations. See Images


text:
The aim of the conference is to bring together scholars and students of all areas of economics and other related disciplines. Sessions will be organized along the lines of the Journal of Economic Literature Classification Index (Please link to AEA webpage for subtopics):
A - General Economics and Teaching
B - History of Economic Thought, Methodology, and Heterodox Approaches
C - Mathematical and Quantitative Methods
D - Microeconomics
E - Macroeconomics and Monetary Economics
F - International Economics
G - Financial Economics
H - Public Economics
I - Health, Education, and Welfare
J - Labor and Demographic Economics
K - Law and Economics
L - Industrial Organization
M - Business Administration and Business Economics; Marketing; Accounting
N - Economic History
O - Economic Development, Technological Change, and Growth
P - Economic Systems
Q - Agricultural and Natural Resource Economics; Environmental and Ecological Economics
R - Urban, Rural, and Regional Economics
Y - Miscellaneous Categories
Z - Other Special Topics
Please submit a 300-word abstract by email, email@example.com, by 24 December 2012 to: Dr. John Roufagalas, Head, Economics Research Unit, ATINER & Professor, Troy University, USA. Please include: Title of Paper, Full Name (s), Current Position, Institutional Affiliation, an email address and at least 3 keywords that best describe the subject of your submission. Please use the abstract submitting form available at http://www.atiner.gr/2013/FORM-ECO.doc. Decisions are reached within 4 weeks.
If you want to participate without presenting a paper, i.e. organize a mini conference or a panel (session), chair a session, review papers to be included in the conference proceedings or books, contribute to the editing of a book, or any other contribution, please send an email to Dr. Gregory T. Papanikos, (email@example.com), President, ATINER.
The Athens Institute for Education and Research (ATINER) was established in 1995 as an independent academic association with the mission to become a forum, where academics and researchers - from all over the world - could meet in Athens to exchange ideas on their research and to discuss future developments in their disciplines. Since 1995, ATINER has organized more than 200 international conferences, symposiums and events. It has also published approximately 150 books. Academically, the Institute consists of five Research Divisions and twenty-two Research Units. Each Research Unit organizes an annual conference and undertakes various small and large research projects. Academics and researchers are more than welcome to become members and contribute to ATINER's objectives. The members of the Institute can undertake a number of academic activities. If you want to become a member, please download the form (membership form). For more information or suggestions, please send an email to: firstname.lastname@example.com.


text:
Richard J. "Dick" Junk, 64, of Honey Grove, died at 4:45 a.m. Tuesday, Aug. 12, 2014, at his home.
Born on June 26, 1950, Derry Township, Mifflin County, he was a son of the late James M. and Beatrice I. (Jacobs) Junk. On June 1, 1974, he married his surviving wife, Karen C. (Himes) Junk, with whom he shared 40 years of marriage.
In addition to his wife, he is survived by: his children, Traci Fowler and husband, Shawn, and Michael Junk and wife, Buffie, all of Honey Grove; a brother, Donald J. Junk and his wife, Linda, a sister, Gayle A. Foltz and husband, Robert, all of Carlisle; four grandchildren, Rachael Fowler, Carl Fowler, Luke Fowler and Adalynn Junk; and his dog and faithful companion, Jack.
Article Photos
Mr. Junk was a member of the South Juniata Baptist Church, Honey Grove, and a former member of the Central PA Logger and Lumberman's Association. Richard also served on the advisory board of the Port Royal branch of the Juniata Valley Bank and in the Pennsylvania National Guard.
He was a 1968 graduate of Tuscarora Valley High School, Port Royal, and later, owned and operated R.J. Junk Lumber, East Waterford.
Richard's hobbies included hunting and fishing.
A funeral service will be held at 1 p.m. Saturday, Aug. 16, 2014, at the South Juniata Baptist Church, Honey Grove, with the Rev. Dennis Thompson officiating. After the service, interment will take place in the McCoysville Cemetery.
Viewing will be held from 11 a.m. to 1 p.m. Saturday, at the church.
For those that wish, memorial contributions may be made in Mr. Junk's memory to Lewistown Home Health and Hospice: The Bridge, 305 Fourth St., Lewistown, PA 17044 or to the South Juniata Baptist Church, 3647 Smokey Hollow Road, Honey Grove, PA 17035.
Arrangements have been entrusted to Brown Funeral Homes Inc., 100 Bridge St., Mifflintown, PA.
Online tributes and condolences may be sent to the family by visiting www.brownfuneralhomesinc.com.


text:
Breakout Girls Volleyball Player of the Week: Abby Rose, Fort LeBoeuf
Abby Rose Fort LeBoeuf
The Fort LeBoeuf girls volleyball team is loaded with talented hitters, but a main part of the offense is setter Abby Rose. She continues to orchestrate the Bison attack with big assist totals each match. The senior is averaging 8.3 assists per set and ended the regular season with 31 assists in a sweep of Fairview. She then started the District 10 Class AA playoffs with a big performance by recording 27 assists and seven kills in a sweep of Hickory in the quarterfinals and added 22 assists in a semifinal sweep against Corry on Thursday.
Abby Rose, Fort LeBoeuf (20 percent, 196 votes)
Leah Vensel McDowell (13 percent, 130 votes)
Meghan Uht, Harbor Creek (13 percent, 128 votes)
Taylor Reed, Lakeview (9 percent, 89 votes)
Heather D'Andrea, Mercyhurst Prep (9 percent, 84 votes)
Julia Hatton, Girard (8 percent, 76 votes)
Alexa Snarski, Seneca (4 percent, 41 votes)
Rayna Hollarn, North East (4 percent, 36 votes)
Hannah Rossman, Fairview (4 percent, 35 votes)
Megan Hazlett, West Middlesex (3 percent, 31 votes)
Molly Regan, General McLane (3 percent, 29 votes)
Arianna Sprando, Grove City (3 percent, 25 votes)
Challen Litwiler, Conneaut (2 percent, 24 votes)
Teah Bines, Warren (2 percent, 23 votes)
Sabrina Nirmaier, Union City (2 percent, 17 votes)
Brooklyn Goodsel, Corry (2 percent, 16 votes)
Katie Newman, Meadville (0 percent, 8 votes)
Total voters: 988