![]() Contents • • • • • • • • • • • Development [ ] Background [ ] Several major are multinational, and it is not unusual for them to have plants in widely separated locations. Is unique in that although it is today a standalone multinational corporation, it was originally a consortium formed by the major British, French, German, and Spanish aerospace companies. The geographic location of Airbus manufacturing is not only influenced by cost and convenience; it is also a matter of aviation history and national interest. Historically, each of the Airbus partners makes an entire aircraft section, which would then be transported to a central location for final assembly; even after the integration of Airbus into a single firm, the arrangement remained largely the same, with Airbus partners becoming subsidiaries or contractors of the multinational pan-European company. The details vary from one model to another, but the general arrangement is for the wings and landing gear to be made in the UK, the tail and doors in Spain, the fuselage in Germany, and the nose and centre-section in France, with final assembly in either, France;, Germany; or, Spain. Side view, climbing with gear retracting In September 1992, construction work begun on the first aircraft, the of which took place in September 1994. Following a total of 335 flight hours being performed during the test program, restricted certification of the type was awarded by the (EASA) in October 1995, enabling the A300-600ST 'Beluga' to enter service shortly thereafter. In addition to the first aircraft, four more Belugas were constructed at a rate of roughly one per year; from start to finish, each airframe reportedly took roughly three years to complete. Modification work was performed at Toulouse using components provided by the Airbus assembly line. Originally a total of four aircraft were to be built along with an option for a fifth aircraft being available, which was later firmed up. The fleet's primary task is to carry Airbus components ready for final assembly across Europe between Toulouse, Hamburg and nine other sites, and they do so 60 times per week. Airbus Beluga Cockpit![]() Download FSX Platinum Airways Airbus A300-600 Beluga. Thomas Ruth A300-600ST Beluga. Full aircraft, repainted in Platinum Airways' new liveDownload. Airbus Beluga CrashThe Beluga fleet is owned by Airbus Transport International (ATI), a wholly owned subsidiary of Airbus Group that was established specifically to operate the type; through this organisation, the fleet is made available for hire by third parties for flight. In May 1998, ATI reportedly had an annual revenue target of $15 million to be achieved via leasing spare capacity. Over time, the Beluga has been used to carry a variety of special loads, including space station components, large and delicate artwork, industrial machinery, and intact helicopters. The A300-600ST's freight compartment is 7. Xperia neo v games. 4 m (24 ft) in diameter and 37.7 m (124 ft) long; maximum payload is 47 tonnes. The cargo space of Beluga, F-GSTC; AirExpo 2008, Toulouse Francazal Airport, France The A300-600ST Beluga shares many design similarities, although substantially differing in appearance, to the it was based upon. The wings, engines, landing gear, and the lower part of the fuselage remain identical to those used on the conventional A300, while the upper part of the fuselage forms an enormous horseshoe-shaped structure 7.7 m (25 ft) in diameter. In comparison with the Super Guppy, the payload was more than doubled and the volume increased by more than 30 per cent. Airbus A300The engines used are slightly uprated from those used on the standard A300 as well. The uses a modified fin with a 1.12 m (3 ft 8 in) base extension while the was strengthened and fitted with auxiliary fins to maintain directional stability. The tailplane trim tank was also deleted. To provide access to the cargo area from the front without having to disconnect all electrical, hydraulic and flight control connections (and also avoiding the lengthy recalibrations before each flight that reconnection entailed), the standard A300 cockpit was relocated down below the cargo-floor level. By relocating the cockpit in this manner, loading times were reportedly halved from those encountered using the Super Guppy, which had needed to disconnect and reconnect such systems. Another reason for faster loading times was the adoption of a loading system, as well as the ability to unload the aircraft in winds of up to 40 knots.
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