airbus
Missile hit at Baghdad

In November 2003, Baghdad airport was the home to American troops in Iraq. The US Air force flew in daily to supply the troops and help at its best to help rebuild the country. Around and outside the airport are terrorists therefore Apache helicopters are deployed full time to check and eliminate any kind of threats.

Today, November 22, 2003. There is only one civilian cargo plane which is an Airbus A300 cargo aircraft flown by the company: DHL. The company started flights to Baghdad six months earlier as they had won a contract to deliver the military’s mail. Today, the plane is scheduled to fly from Baghdad to Bahrain. The plane is 24 years old and does business as DHL Express. The captain of today’s flight is Capt. Eric Gennotte, a 38-year-old Belgian pilot. He received his promotion to Captain of the A300 just a year ago and has 3300 flight hours with more than half on the A300. The co-pilot is FO. Steve Michielsen. He is also Belgian and is 29 years old with 1257 flight hours. In the jump seat is Flight Engineer Mario Rofail from Scotland and is 54 years old with 13400 flight hours.

Moments after clearance for take-off, the Captain who is the pilot flying sets the thrust to full power, and seconds later the plane starts rolling for takeoff. The flight crew is unaware that just a few kilometers from the airport, some terrorists have their own plan for their aircraft. Since the plane is taking off from a hostile environment, the crew performs a steep takeoff to reduce exposure of the plane to ground attacks or any threats but at reaching 8000ft, a surface-to-air missile is launched towards the plane. As they tried to reach a safe altitude, their efforts bare no fruits as the missile hits the rear of the left wing between the engine and the wing tip. It damages trailing surfaces of the wing and causes an immediate fire. Making matters worse, all hydraulic systems of the plane lost pressure.
Without hydraulics, it’s impossible to have controls of the plane since all flight controls are now disabled. The aircraft starts pitching up and down in a roller coaster sequence oscillating between a nose up and a nose down position. The plane begins to climb steeply and the climb is followed by a steep descent. The plane now keeps repeating the sequence. Since the pilots have no control of the plane, they decide to try to use the throttles to regain control. Increasing engine power should cause the plane to climb. Decreasing should cause the plane to lose altitude. Increasing power on one engine causes the plane to turn in the opposite direction. This flying method was never taught and the pilots must figure out how to regain controls and make an emergency landing

They must figure out the reactions of the plane to their actions and its limits. After 10 minutes of trying, the pilots figure out how to manage climbs, turns, and descents. After a meandering trajectory, they can execute a right turn and initiate a descent path to Baghdad Airport. The left wing was badly damaged and since most of it was getting consumed by fire it created a drag effect causing the plane to slowly bank to the left. Despite all the troubles, the pilots’ actions are successful and they can now see the airport in front of them. During the approach, the landing gear is extended manually since the plane lost its hydraulics. Lowering the landing gear creates more drag and destabilizes the entire balance of the plane. Everything that the flight crew managed to do was now a waste

The plane pitches upwards and starts losing speed fast. Even though the plane is nearly at stall speed, the captain idles the engines intending to level the nose but if he loses too much speed the plane will fall out of the air and crash. Luckily the nose lowers and the speed is under control but the plane is close enough to the runway and too high to successfully land. The crew must turn around, fly for 23 miles, and commence the approach. Another problem is time is running out and the left wing is getting consumed by the fire. After 15 minutes, the plane is back on its approach this time at the right altitude. At 400 feet, the plane is upset by turbulence, and the right wing dips. With thrust adjustments, the roll is controlled and the airplane touches down as the crew immediately deploys full reverses. It touches down off the center line and veers off the runway continuing on soft ground till it stops after 3000 feet.

Get the video footage :www.1001crash.com/telechvideo-video-dhl_A300_v-lg-2-descr-oui.html
airbus
Airbus Struggles in Q1 2023, Deliveries Fall 9% Compared to Last Year

Airbus is off to a challenging start in 2023, with its Q1 aircraft deliveries down 9% compared to the same period last year. Despite setting a goal of 720 aircraft deliveries for the year, Airbus managed to deliver only 127 in the first quarter. The European manufacturer released its March Orders and Deliveries Report, highlighting 20 orders and 61 deliveries in the month, distributed among 37 customers. The March deliveries included five A220-300s, 26 A320neos, 25 A321neos, three A330-900s, and two A350-900s.
Growing Monthly Production Rate

Airbus has seen a gradual increase in its monthly production rate, with January witnessing 20 aircraft deliveries, followed by 46 in February. In Q1, the company delivered 10 A220-300s, two A319neos, 45 A320neos, 59 A321neos, one A330-200, five A330-900s, and five A350-900s.
However, the widebody segment remains a concern, with only 11 aircraft delivered in Q1, shared between the A330 and A350 models. The sole A330-200 went to Airbus Defence and Space for the NATO fleet. A330neos went to airlines such as Virgin Atlantic (via Air Lease Corporation), Delta Air Lines, and Condor (one via CIT Leasing). A350-900s were received by Singapore Airlines, China Eastern Airlines, Turkish Airlines, and Starlux Airlines (one via Air Lease Corporation and another directly from Airbus).
Net Orders and the Road Ahead
Airbus secured net orders for 142 aircraft in Q1, with a total of 156 aircraft orders before accounting for 14 cancellations. In the Q1 book are orders from Qatar Airways for 50 A321neos and 23 A350-1000s, representing just over half of the net orders for the quarter. Lufthansa is another significant widebody customer this year, with orders for five A350-900s and 10 A350-1000s. There are also four A350F freighters on order from an undisclosed customer.

Before accounting for cancellations, Airbus received 114 single-aisle aircraft orders in Q1. Of those, 17 are listed as Private or Undisclosed customers, with the identified airlines including Delta Air Lines, Azerbaijan Airlines, Uzbekistan Airways, Qatar Airways, and British Airways.
Despite the backlog of 7,254 aircraft, Airbus will need to ramp up production capacity quickly to meet its 2023 delivery targets. With 6,604 single-aisle A220 and A320 Family aircraft, 209 A330s, and 441 A350s in backlog, the company has its work cut out for them. The backlog includes 2,293 A320neos, 3,682 A321neos, and 529 A220s.
To help meet this target, Airbus CEO Guillaume Faury recently signed a deal to establish a second A320 Final Assembly Line in Tianjin, China. Since the Tianjin line opened in 2008, more than 600 A320 family aircraft have been assembled there, including the first A321neo in March. Airbus aims to reach a monthly production rate of 75 aircraft by 2026 with four A320 final assembly locations in Hamburg (Germany), Mobile (USA), Toulouse (France), and Tianjin (China).

Challenges Ahead for Airbus
Despite the growing monthly production rate and the expansion of assembly lines in China, Airbus must overcome various challenges to achieve its ambitious 2023 delivery target of 720 aircraft. This includes addressing supply chain bottlenecks and managing disruptions caused by the ongoing global situation. In addition, Airbus must ensure that the quality of aircraft production is not compromised in the race to meet its delivery goals.
Overall, while the Q1 2023 figures indicate a slow start for Airbus, the company has shown its determination to ramp up production and meet its delivery targets. The coming months will be crucial in determining whether Airbus can overcome its current challenges and deliver on its promises to customers and stakeholders.
What are your thoughts on Airbus’s chances of meeting its delivery goals this year? Let us know in the comments below!
airbus
The Story of the A220, how it Came About and How it’s Becoming Popular

Aside from the fact that the Airbus A220 is the only airbus aircraft to not have a 3 in its name, the A220 is special from the fact that it isn’t fully made by Airbus, but instead a joint venture between them and Bombardier. This is all because of what some might call a mistake made by Boeing, causing Airbus to acquire a 50.01% stake in the company. In this article I explore its controversial creation, and why it’s needed.

Creation
The Airbus A220 was first named the “CSeries” by Bombardier, and was meant to cater to the demand of small aircraft in between their current-sized fleet and those larger already made by Airbus and Boeing. The particular area where it was expected to boom were the US markets, given there is always demand to be flying from small airports as there is no lack of them in the large country. At first, things were running smoothly and it was expected to enter commercial service in 2014, just one year after its first flight. However, things turned out not to go as planned, and the CSeries encountered issues on one of its test flights, causing it to miss the Farnborough air show, the largest in the industry, and delay its release. This was not good for the aircraft, nearly causing the project and the company to go bust, until financial aid was provided by the Canadian government.

Boeing’s crucial mistake
Eventually, these problems were fixed, and the first CSeries was delivered to SWISS on June 26, 2016. Eventually, more orders began to come for the new aircraft, including the critical ones in the US. In fact, Bombardier was offering Delta 75 of the aircraft at $20 million a piece, a price which was even lower than the cost to build them, and a cost which was just too good to refuse. However, this was contested and was seen to be Dumping, when a manufacturer essentially gives away its aircraft as sort-of “Samples”, and is illegal in the US and other countries. Boeing was quick to take action, claiming that it was stealing the market from its 737s, despite the fact that Delta had explicitly said that they weren’t looking to purchase the variants that Boeing were claiming to be losing out. It was then decided that, given Bombardier was a foreign company, the US government would impose a 300% import tariff, something near-destructible for the company.

Airbus saves the day
However, Airbus decided to step in and acquire a 50% stake in the company, something beneficial for both parties concerned. This was good for Bombardier, as Airbus has its final assembly station situated in Alabama in the US, meaning that seen as the aircraft technically wasn’t foreign, the import tariff wouldn’t be imposed on it. This would also help Airbus, as it would mean that the company would now profit off of an aircraft which had no competitors at the time. This allowed the aircraft to be reintroduced to the US market, allowing it to thrive.

Where it is now
Now, the CSeries has been re-branded to be the Airbus A220, a move which has knocked it out of the park for the world’s largest aircraft manufacturer. This has allowed airbus to spend absolutely no money on development, and come away with an excellent aircraft, which is dominating its playing field. As of April 2023, 251 aircraft have been delivered, with another 785 firm orders. The airlines operating the aircraft include Delta, JetBlue, SWISS and airBaltic, who operate a fleet solely made up of the A220. When Aviation for Aviators asked their CEO, Martin Gauss, about the aircraft, he said that “The aircraft has performed beyond the company’s expectations, delivering better overall performance, fuel efficiency, and convenience for both passengers and the staff.”

Sources:
- Wendover Productions
- Simple Flying
- airBaltic
- Delta
airbus
Airbus Announces Plans to Develop Hybrid Electric Aircraft

Airbus and Boeing have been locked in a fierce competition in the aviation industry for many years. Recently, Airbus announced its plans to develop a new hybrid-electric aircraft that could potentially revolutionize the industry.

The new aircraft, called the Airbus E-Fan X, is a hybrid-electric plane that uses both electric and conventional engines. The plane is expected to be capable of carrying up to 100 passengers and will have a range of around 1,000 nautical miles.
The development of the E-Fan X is part of Airbus’ commitment to developing cleaner and more sustainable aviation technologies. By using electric engines, the plane will emit less carbon dioxide and other harmful pollutants, helping to reduce the environmental impact of air travel.
The E-Fan X is also expected to be quieter than conventional aircraft, which could reduce noise pollution around airports and in surrounding communities. This is an important consideration as many airports around the world are located in densely populated areas.
The development of the E-Fan X is still in its early stages, with the first flight expected to take place soon. However, Airbus has already secured partnerships with companies such as Rolls-Royce, Siemens, and Safran to work on the development of the hybrid-electric propulsion system.

The announcement of the E-Fan X is a significant development in the aviation industry and could potentially change the way we travel by air. By developing cleaner and more sustainable aviation technologies, Airbus is leading the way in addressing the environmental impact of air travel and ensuring that the industry remains sustainable for years to come.
Overall, the Airbus E-Fan X is an exciting development in the aviation industry, and it will be interesting to see how it evolves over the coming years.

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