What is the difference between a300 and a310

The last time any major American carrier had bought a European jetliner was in The turnaround persuaded the British government to jump back into the program through BAE. Boeing complained through the US government that Airbus was being unfairly subsidized by European governments, which amounted to an unfair trade practice. Airbus was in fact being supported by the governments of the company's member states, but Airbus replied that Boeing's original jetliner developments had been heavily subsidized by US military contracts.

Those were fighting words. The competition between Airbus and Boeing would never have any resemblance to a friendly rivalry, and Lathiere's comment was hardly the last time that officials of both companies would snipe at each other in front of the press. The dispute would be noisy, mean-spirited, often petty-minded, and always loaded down with politics.

It eventually went more or less quiet, but not because of any reconciliation: clients got sick of listening to the two sniping at and spreading nasty rumors about each other, saying they weren't interested in listening to it any more, and they should both kindly, shut, up.

It had swept flight surfaces, including a low-mounted wing with a sweep of 28 degrees at quarter-chord and fitted with twin GE CF series high-bypass turbofans, with versions in the thrust range of A Garrett auxiliary power unit APU turbine engine was fitted in the tail for ground power and engine starting. The inboard flaps had a single segment, with the outboard flaps having two segments, being separated by an inboard all-speed aileron, complementing a low-speed aileron near the wingtip.

There were five-section spoilers ahead of the outboard flaps, with two-section spoilers ahead of the inboard flap, these inboard spoilers being used strictly for lift dumping. The tailplane had elevators, but also was all-moving for pitch trimming. Flight controls were driven by a triple-redundant hydraulic system. A pop-out ram-air turbine RAT could provide hydraulic pressure in an emergency.

The nose gear retracted forward and featured two wheels, while the main gear retracted inward from the inboard wing towards the fuselage and had four wheels, in a 2x2 arrangement. There was a bumper under the rear fuselage to protect against tail scrapes. There were three flight crew. The fuselage had a diameter of 5. That gave seats in a three-class arrangement, to seats in an all-economy "cattle car" arrangement. Typically, there was a galley and toilets fore and aft of the passenger compartment.

There were two passenger doors forward, an emergency exit rear of the wing, and a passenger door in the rear near the tail, on both sides of the fuselage.

Of course, all accommodations were pressurized and climate-conditioned. Up to 23 standard LD3 containers could be hauled on the lower cargo holds -- one fore and one aft of the wing, with the doors on the right side of the fuselage.

The AB2 was available in "", "", and "" subvariants with increasing maximum take-off weight MTOW ratings. The AB2 was soon replaced in production with the "AB4", much the same except for addition of a fuel tank in the wing center section, and a flip-over leading-edge Krueger flap just outboard of the wing root to improve take-off performance. The AB4 was produced in "" and "" subvariants with increasing weight ratings, as well as in specialized configurations:. It performed its initial flight on 8 July and entered service that year, with an extended-range "AR" featuring a trim tank in the tail becoming standard production from The Super Guppies gave good service up to the late s, but they were getting elderly and expensive to keep flying.

The first "AST", better known as the "Beluga", performed its initial flight on 13 September , going into service a year later. It appears all five were new-build aircraft, not conversions as has been the case for most other bulky cargo freighters. They are all powered by CF series engines. Another unorthodox feature is that the nose doesn't hinge open along with the cockpit, which would have complicated hooking up the cockpit with the rest of the aircraft, and in particular lengthened turnaround time.

The cockpit was instead shifted down lower to the ground, with access to the cargo hold via an upward-hinged door. The cargo hold volume is 1, cubic meters 43, cubic feet , more than that of a Lockheed Martin C-5 Galaxy, but cargo load is a relatively modest 47 tonnes 52 tonnes , well less than half that of the C There is a forward fillet on the tailfin and finlets on the tips of the tailplane.

While they are generally used for hauling Airbus assemblies, they are also rented out on occasion to haul other loads. The last A, a freighter, was delivered in , total production having been airframes. At last notice, fair numbers of As remain in service, it seems primarily as air freighters; along with those built as air freighters, a number of A airliners having been converted by Airbus to freighter configuration -- designated "P2F" for "passenger to freight".

These conversions feature a large upward-hinging cargo door on the front left fuselage; a reinforced cargo floor; cargo-handing kit; window plugs; most of the passenger doors sealed shut; plus other updates, such as an appropriate lighting system. Third parties offer comparable conversions.

Upgrades to modern "glass cockpits", with color flat-panel displays, have been performed, along with other updates of avionics such as weather radar. The updates have been driven by the difficulty of maintaining old technology, as well as the need to interface with modernized air traffic control systems, with greater reliability and lighter weight being significant factors as well.

End users claim the upgrades quickly pay for themselves in reduced operational costs. While other European collaborative aircraft development efforts, like the SEPECAT group that built the Jaguar and the Transall group that built the C transport, were one-shot alliances of companies to meet a specific government requirement, Airbus was in business for the long haul.

For such a business to make any sense at all, Airbus would have to be able to compete effectively with Boeing. That meant competing more directly with Boeing's product line. In , Beteille quietly circulated one iteration of his proposals around Airbus, envisioning a cut-down "AB10" with a capacity of passengers, a stretched "AB9", and a long-range four-jet "AB11". At that time, with the survival of the A very much in doubt, Beteille's notions were little more than speculative.

In , with the company on a much firmer footing, such plans were well more realistic, and Airbus publicly announced plans for the seat AB10, which presently became the "Airbus A".

Of course, Boeing hadn't been standing still, and was promoting two new twin-jet airliners -- the narrow body Boeing and the wide body Boeing pitched a scheme to the British government in which Rolls-Royce would build the fanjets for the ; British Aerospace BAE, which had absorbed Hawker Siddeley would build the wings; and British Airways would be one of the launch customers.

That offer exerted a lot of pull on the British, but Airbus wasn't lacking in pull of their own, and countered with a polite threat that if BAE didn't come on board Airbus Industries as a fully government-backed partner, Airbus would cut the British out of the group and other European nations would take up the slack.

Initial certifications and deliveries took place the next year. The A could be described, and certainly looked like, a "shortened" version of the A; the original concept for the A had indeed been minimum change from the A, but that notion didn't survive close analysis, since it would have resulted in a less efficient aircraft.

Along with the shorter fuselage, there were considerable tweaks to the A relative to the A There was two-aisle seating, with three-class configurations running typically to seats, two-class to passengers, and one-class to seats. Door arrangement was similar to the A, except there was only one passenger door forward of the wing on each side instead of two.

It was also available in "C" combi or "F" pure freighter configurations, with a maximum cargo load of 33 tonnes 36 tons. The A was followed by the "A", initial flight being on 8 July The A was externally difficult to distinguish from the and had the same passenger capacity, but featured:. Both "C" combi and "F" freighter variants were built as well. Military services operated the A in various roles, a matter discussed below.

The last A was delivered in , a total of having been built -- with many As still in service having been run through "P2F" conversions to freighter configuration by Airbus, and third parties offering similar freighter conversions. The stretched AB9 emerged, after considerable gyration, as the "A" and the four-engine AB11 became the "A". The initial "A" performed its maiden flight on 2 November , with six aircraft used in the trials program.

One crashed, with loss of all seven aboard, but the A was introduced to service in early The A looked much like its A ancestor -- same general configuration, same landing gear arrangement, with a fuselage derived from the A -- but stretched and of course heavier, with stronger landing gear to handle higher weights.

There were more composite assemblies than on the A, and the wings were of new configuration, designed by BAE and featuring proper winglets, not wing fences, from the outset. They had a steeper sweep than the A, of 30 degrees at quarter-chord.

Wing control surfaces were also rearranged: while the A wing still had full-span leading-edge slats plus a Krueger flap forward and dual double slotted flaps in the rear, both ailerons were outboard and there was only one spoiler ahead of the inboard flap, not two.

Another visible recognition feature that distinguished it from the A was that the wing center section in the fuselage was "bulged". Exactly why is unclear; possibly it was done to accommodate the heavier landing gear, possibly to add fuel stowage; maybe both? The A also featured a new, advanced "glass cockpit" with sidestick controls, an electronic flight information system EFIS , an electronic central aircraft monitor ECAM system, and a digital "fly-by-wire FBW " flight control system -- that technology being derived from the Airbus A single-aisle jetliner.

Passenger capacity was seats in a three-class configuration; seats in a two-class configuration; and seats in a single-class configuration. The businessman explains that Abu Dhabi is a scalable market and has a growing economy. Overall, the firm sees growth in Abu Dhabi comparable to what it has been able to achieve in Europe. So, there are significant opportunities to expand through the stimulation of new markets, as opposed to attracting passengers who would have flown with other airlines.

We are talking about billions of people living in this catchment area. The evolution of our network design will be driven by our ability to access markets and routes based on air political developments. We will announce new routes as and when they happen. They question the presence of a European low-cost carrier in the Middle East.

He shares how the company has the right backing and approach to take on the market. Our expansion strategy focuses on stimulating travel demand with our low-cost offer, thereby bringing more traffic to Abu Dhabi, helping to ramp up tourism and ultimately boosting its economy. The firm is keen to maintain its position as the undisputed lowest-cost outfit in the industry and wants to quadruple passenger numbers in the next ten years. Moreover, its ultimate goal is to be the preferred airline of every country where it operates.

Wizz Air Abu Dhabi kicked off during a considerably difficult time in the aviation industry amid a severe downturn in passenger activity as a result of stringent ongoing travel restrictions. However, by planting the seeds in the market now, the airline will be well-positioned once demand picks up again, and it can reach its overall targets by the time the decade is over.

What do you expect from the airline throughout the decade? When I drive at top speed over a bridge, I am happy the engineer was paid for the outcome more than his process. Similarly, I judge a risotto solely from final form and texture. Tell me your pasta process, but only if it tastes good. Submarine and helicopter construction will ultimately be judged by whether the thing submerges safely or takes off and lands safely.

The processes of a Jim Furyk-undulating drive, a mammoth Bryson DeChambeau crush, or a lazy old school Ernie Els spank all look drastically different, but position A on the 18th at Augusta is just past the left bunker.

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Watches are often viewed as extensions of our personalities and the type of wristwatch that a person chooses to wear can often tell you a lot about them. Unless you know the person incredibly well and are also familiar with the other watches they have their collection , it is generally Children are loud, funny, passionate people.

This we know. And while none of us go into parenting hoping our kids will fight, some teasing, squabbling and competing is normal and expected. Still it isn't always easy to listen to upset children, and how we react in the moment can have a significant impact on how family life unfolds. Here at Hand in Hand, we know that when children are upset, getting that upset out of the way is a natural smart and healthy process. When a child has an upset, their feelings flood their brain's limbic system.

Their thinking system effectively shuts down as the feelings take over. A child can get back into balance naturally when they offload Want to read the rest of the recipe? Get The Full Recipe. The Movie: "F. Or perhaps you're old enough to remember old-school pamphlet disseminations and secret coffeehouses used for resistance planning. Either way, "F. Filmed with a bare-bones production and directed by Francine Parker, the film is a concert documentary following Here they are again: 1 Wear clothes that fits on your body.

Socks match your shoes or your pants. That means white socks go with sneakers, chief. But, as a woman, I know we aren't always that easy to figure out. And in fact, entire studies have been devoted to studying our behavior…it's that complicated. But a group of studies The A also introduced a smaller, re-designed wing, reducing weight and improving the efficiency of the smaller aircraft. How do the two aircraft compare to each other? With both being widebody twin-engine aircraft, the difference comes down to size and capacity, and the resulting lower operating cost of the A figures from Airbus :.

This shared the same commonality that the A and A pioneered. The A ended production in , and the A lasted until The A had only been in production for 15 years. There was demand for a smaller aircraft, but that much demand as many airlines at the time were focussed on hub operations.

Perhaps it came too early and may have lasted longer in an environment like today where point to point operations are increasing. The A is operating mainly with cargo airlines. In passenger service, the top operators are all Iranian airlines.

Several older aircraft have remained in use in Iran much longer than other countries, as sanctions placed on the country prevent airlines from ordering new aircraft and even replacement aircraft parts. Simple Flying looked previously at the main airlines still operating it. Air Transat was one of the last operators but dropped the A in early Would you like to share any further differences between the A and A? Have you flown on either aircraft?