Super Sonic Radio-Spectrum Airfoils

A combat fighter is tasked, given sufficient combat persistence, to: search, locate, target, interrogate (IFF), coordinate, maneuver and employ weapons - against other aerial objects.

This is a vastly different mission than that of bomber, strike, observation or reconnaissance, which are free to exploit ‘avoidance’ - at all costs.
If the primary targeting/engagement sensor uses the same radio electromagnetic spectrum that a fighter platform is designed to conceal/defeat - could this not incur inherent aerial object (target) detect issue(s) under some/all/specific operational conditions?

The mechanics of ones own radar return signals passing freely (being transmitted then being received) back and forth through the nose of a radio-spectrum-defeating barrier, (stealth) opposed to an aerodynamic defeating barrier, (a traditional conical nose shape) – is an engineering problem that should not be understated?

According to publicly available information, the F-117 did not possess or employ a radar. The B2 uses synthetic-aperture-class radar for ground detail. By the USAF Association own assertions, the AIM-120 engagement ranges seem to fall well within the detect range envelope, of modern (non radio spectrum) infrared search and track (IRST) systems?

Air-to-air missile ranges have historically been ‘extended’ by the launch aircraft accelerating into a supersonic ‘dash’ - to give launch weapons more energy at weapon release - in effect - to push.

Sustained supersonic flight generates aerodynamic airframe heating due to atmospheric friction (like NASA Space Shuttle during reentry). An aircraft must be designed to operate and function under very high temperatures. Lockheed’s SR-71 Blackbird could fly continuously at Mach 3.1 while portions of its airframe radiated temperatures of ~ 315°C (600°F) - at altitude.

Both the Lockheed F-117 and Northrop B2, are subsonic platforms with non-afterburning, (non-reheat) engines.
To date there has been no responses (built in any known quantities similar) to F-117, B2 or F-22? Wind of an F-117 Nighthawk program must have been known by international intelligence agencies by say - the end of the Ronald Reagan’s first term?

Fighter aircraft with internal weapons that cannot expose (articulate its missiles) to the airstream, to provide unobstructed fields-of-view for missile seeker heads – may have disadvantages in the modern-future: IRST/DRFM/helmet-sighting, air-combat arena?
Remember, even if they see you – they still have to hit you.

The use of plasma technologies have been discussed and possibly tested now for several years. The inherent problem here is, by inducing a high-energy plasma to control opponent radar mechanics; the plasma itself creates it own host of electromagnetic (EM) emissions.

Whether other nations can/will actually develop and deploy a F-22 class aircraft, time will tell.


for more about future weapon technology go to : http://www.futurefirepower.com/category/aircraft

CIVIL AVIATION AUTHORITY

Civil aviation is one of two major categories of flying, representing all non-military aviation, both private and commercial. Most of the countries in the world are members of the International Civil Aviation Organization (ICAO) and work together to establish common standards and recommended practices for civil aviation through that agency.

Civil aviation includes two major categories:

Scheduled air transport, including all passenger and cargo flights operating on regularly-scheduled routes; and
General aviation (GA), including all other civil flights, private or commercial
Although scheduled air transport is the larger operation in terms of passenger numbers, GA is larger in the number of flights (and flight hours, in the U.S.[1]) In the U.S., GA carries 166 million passengers each year,[2] more than any individual airline, though less than all the airlines combined.

Most countries also make a regulatory distinction based on whether aircraft are flown for hire:

Commercial aviation includes most or all flying done for hire, from sightseeing in a small plane to charter flights to a hunting lodge to scheduled service on airlines; and
Private aviation includes pilots flying for their own purposes (recreation, business meetings, etc.) without receiving any kind of remuneration.
All scheduled air transport is commercial, but general aviation can be either commercial or private. Normally, the pilot, aircraft, and operator must all be authorized to perform commercial operations through separate commercial licensing, registration, and operation certificates.


[edit] Civil aviation authorities
The Convention on International Civil Aviation (the Chicago Convention) was originally established in 1944: it states that signatories should collectively work to harmonize and standardize the use of airspace for safety, efficiency and regularity of air transport.[3] All the States signatory to the Chicago Convention, now 188, are obliged to implement the Standards and Recommended Practices (SARPs) of the Convention.

Each signatory country has a Civil Aviation Authority (CAA) (such as the FAA in the United States) to oversee the following areas of civil aviation:

Personnel Licensing — regulating the basic training and issuance of licenses and certificates.

Flight Operations — carrying out safety oversight of commercial operators.

Airworthiness — issuing certificates of registration and certificates of airworthiness to civil aircraft, and overseeing the safety of maintenance organizations.

Aerodromes — designing and constructing aerodrome facilities.

Air Traffic Services — managing the traffic inside of a country's airspace.

International Air Transport Association

The International Air Transport Association (IATA) is an international industry trade group of airlines headquartered in Montreal, Quebec, Canada, where the International Civil Aviation Organization is also headquartered. IATA's mission is to represent, lead and serve the airline industry. IATA represents some 230 airlines comprising 93% of scheduled international air traffic. The Director General and Chief Executive Officer is Giovanni Bisignani. Currently, IATA is present in over 150 countries covered through 101 offices around the globe.

History
IATA was formed in April 1945, in Havana, Cuba. It is the successor to the International Air Traffic Association, founded in The Hague in 1919, the year of the world's first international scheduled services. At its founding, IATA had 57 members from 31 nations, mostly in Europe and North America. Today it has over 240 members from more than 140 nations in every part of the world.

Activities
For fare calculations IATA has divided the world in three regions:

South, Central and North America.
Europe, Middle East and Africa. IATA Europe includes the geographical Europe and Turkey, Israel, Morocco, Algeria and Tunisia.
Asia, Australia, New Zealand and the islands of the Pacific Ocean.
To this end, airlines have been granted a special exemption by each of the main regulatory authorities in the world to consult prices with each other through this body. However, the organisation has been accused of acting as a cartel, and many low cost carriers are not full IATA members. The European Union's competition authorities are currently investigating the body. In 2005, Neelie Kroes, the European Commissioner for Competition, made a proposal to lift the exception to consult prices. In July 2006, the United States Department of Transportation also proposed to withdraw antitrust immunity. IATA teamed with SITA for an electronic ticketing solution.

IATA assigns 3-letter IATA Airport Codes and 2-letter IATA airline designators, which are commonly used worldwide. ICAO also assigns airport and airline codes. For Rail&Fly systems, IATA also assigns IATA train station codes. For delay codes, IATA assigns IATA Delay Codes.

IATA is pivotal in the worldwide accreditation of travel agents with exception of the U.S., where this is done by the Airlines Reporting Corporation. Permission to sell airline tickets from the participating carriers is achieved through national member organisations. Over 80% of airlines' sales come from IATA accredited agents.

IATA administrates worldwide the Billing and Settlement Plan (BSP) and Cargo Accounts Settlement Systems (CASS) that serve as a facilitator of the sales, reporting and remittance of accredited travel and cargo agencies. Both settlement programmes are ruled by standards and resolutions.

IATA regulates the shipping of dangerous goods and publishes the IATA Dangerous Goods Regulations manual, a globally accepted field source reference for airlines' shipping of hazardous materials.

IATA maintains the Timatic database containing cross border passenger documentation requirements. It is used by airlines to determine whether a passenger can be carried, as well as by airlines and travel agents to provide this information to travellers at the time of booking.

IATA publishes standards for use in the airline industry. The Bar Coded Boarding Pass (BCBP) standard defines the 2-Dimensional (2D) bar code printed on paper boarding passes or sent to mobiles phones for electronic boarding passes.

IATA publishes the IATA Rates of Exchange (IROE) four times per year, used with the Neutral Unit of Construction (NUC) fare currency-neutral construction system that superseded the older Fare Construction Unit (FCU) system in 1989.

In 2004, IATA launched Simplifying the Business - a set of five initiatives which it says will save the industry US$6.5 billion every year. These projects are BCBP, IATA e-freight, CUSS (common use self-service), Baggage Improvement Programme (BIP) and the Fast Travel Programme.

In 2003, the IATA Safety Operational Audit (IOSA) was launched with the aim to serve as a standard and worldwide recognized certification of airlines' operational management. The IOSA certification has now become an mandatory requisite for all IATA member airlines

IATA is member of the Air Transport Action Group (ATAG).

JRM Mars

The Martin JRM Mars was the largest flying boat ever to enter production although only 6 were built. The U.S. Navy contracted the development of the XPB2M-1 Mars in 1938 as a flying dreadnought for ocean patrol.

In 1959, the remaining Mars were sold for scrap. Dan McIvor, who represented a consortium of British Columbia lumber companies, recognized their potential value as water bombers and had them converted. A company called Flying Tankers Inc. was formed, and purchased the "Big Four" for aerial firefighting. The Marianas Mars crashed near Northwest Bay, British Columbia on 23 June, 1961 during firefighting operations; all four crewmembers were lost. Just over a year later, on 12 October, 1962, the Caroline Mars was destroyed by Typhoon Freda while parked onshore. The remaining Hawaii Mars and Philippine Mars had their conversions to water bombers accelerated and entered service in 1963.

The two surviving tankers are now operated by the Coulson Group, based at Sproat Lake near Port Alberni, British Columbia. When converted, the original powerplants were replaced with four Wright R-3350-24WA Cyclone engines of 2,500 hp (1,860 kW) each. The aircraft can carry up to 7,200 US gal (27,250 litres) of water, enough to cover an area of 4 acres (16,000 m²).[3] They are used to fight fires along the coast of British Columbia, and even sometimes in the interior. They also make appearances at local airshows, demonstrating their water-dropping ability. Flying Tankers Inc. also flies the water bombers to other hotspots around the world if a need develops, such as in August 2003 when a large forest fire threatened the city of Kelowna, British Columbia. On 10 November 2006, TimberWest Forest Ltd. announced that they are looking for buyers of the Mars. A condition of this sale is that the purchasers will donate one back to Port Alberni when they are retired as a historical attraction.[4] The Maryland Aviation Museum and British Columbia Aviation Council have initiated a joint effort to preserve the aircraft, one in Maryland and the other at their current location in Canada. [5] On 13 April 2007, TimberWest has announced the sale of both Martin Mars aircraft to Coulson Forest Products, a local forestry company in Port Alberni. The Mars will remain in the Alberni Valley operating from their base at Sproat Lake. On 25 October 2007, Hawaii Mars ("Redtail") arrived at Lake Elsinore in Southern California, negotiated through a private contract, to assist with the firefighting efforts containing the California wildfires of October 2007.


Specifications (JRM-3 Mars)

Philippine Mars taking off from Alameda in 1946
Caroline Mars at NAS Jacksonville in 1949Data from Jane’s Fighting Aircraft of World War II[2]

General characteristics

Crew: four (with accommodations for a second relief crew)
Capacity: 133 troops, or 84 litter patients and 25 attendants
Payload: 32,000 lb (15,000 kg) of cargo, including up to seven jeeps
Length: 117 ft 3 in (35.74 m)
Wingspan: 200 ft 0 in (60.96 m)
Height: 38 ft 5 in (11.71 m)
Wing area: 3,686 ft² (342.4 m²)
Empty weight: 75,573 lb (34,279 kg)
Loaded weight: 90,000 lb (40,820 kg)
Max takeoff weight: 165,000 lb (74,800 kg)
Powerplant: 4× Wright R-3350-24WA Duplex Cyclone (JRM-1 aircraft were originally powered with this engine, but modified by the Navy with more powerful Pratt & Whitney R-4360 Wasp Major "corncob" radial engines and designated JRM-3; civilian operators converted them back to Wright R-3350s) 18-cylinder radial engines, 2,500 hp (1,865 kW) each
Performance

Maximum speed: 192 knots (221 mph, 356 km/h)
Range: 4,300 nautical miles (5,000 mi, 8,000 km)
Service ceiling: 14,600 ft (4,450 m)

Blohm & Voss BV 222

The Blohm & Voss BV 222 Wiking (Viking) was a large, six-engined German flying boat of World War II, and the largest flying boat to achieve operational status during the war.

Design and development
Prior to World War II, the German airline Deutsche Lufthansa had carried out many transatlantic mail flights. However, their main interest was passenger transport, and they initiated a program in 1936 that culminated in an order for three BV 222 flying boats designed by Richard Vogt.

Construction of the first prototype, V1, began in January 1938, with construction of the V2 and V3 following within weeks. V1 made its test flight on 7 September 1940, carrying the civil registration D-ANTE. During trials it demonstrated that it could carry up to 92 passengers, or 72 patients on stretchers over short distances at a maximum speed of 239 mph (385 km/h).[1] The flight characteristics were found to be satisfactory, but with some improvements required. Further trials lasted until December 1940, when the V1 passed into Luftwaffe service, receiving a military paint scheme and the registration CC+EQ (later X4+AH).

Specifications (BV 222C)

General characteristics

Crew: 11-14
Capacity: 92 troops [12]
Length: 37 m (121 ft 4⅔ in)
Wingspan: 46 m (150 ft 11 in)
Height: 10.9 m (35 ft 9⅛ in)
Wing area: 255 m² (2,744.8 ft²)
Empty weight: 30,715 kg (67,572 lb)
Loaded weight: 45,683 kg (100,503 lb)
Max takeoff weight: 49,100 kg (108,030 lb)
Powerplant: 6× Jumo 207C inline diesel engine, 745.7 kW (1,000 hp) each

Performance

Maximum speed: 390 km/h (242 mph, 210 knots) at 5,000 m (16,400 ft)
Cruise speed: 304 km/h (189 mph, 164 knots) at sea level
Range: 6,100 km (3,790 mi, 3,296 NM)
Service ceiling: 7,300 m[13] (23,950 ft)
Rate of climb: 2.4 m/s (473 ft/min)

Armament

Guns:

Three 20mm MG 151 cannons (one each in forward turret and two wing turrets).
Five 13mm MG 131 machine guns (One in nose and four in beam positions)

Ilyushin Il-96

The Ilyushin Il-96 (Russian: Ил-96) is a four-engined long-haul widebody airliner designed by Ilyushin in the Russian Federation and manufactured by the Voronezh Aircraft Production Association in Voronezh. It is powered by four Aviadvigatel PS-90 two-shaft turbofan engines

Design and development

The Ilyushin Il-96 is a shortened, long-range, and advanced technology development of Russia's first widebody airliner, the Ilyushin Il-86. It features supercritical wings fitted with winglets, a glass cockpit, and a fly-by-wire control system. It was first flown in 1988 and certified in 1992. The basic IL-96-300 is equipped with modern Russian avionics integrating six multi-function color LCD displays, inertial and satellite navigation systems, and a Traffic Collision Avoidance System (including mode "S"). It allows operating the airplane with two crew members. The avionics correspond to modern requirements on international routes in Europe and North America (RNP-1) and allow navigation and landing under ICAO CAT III/A conditions. The Il-96 is offered in three main variants: the Il-96-300, Il-96M/T and Il-96-400.

Specifications
Measurement Il-96-300
Length 55.3 m (181 ft 7 in)
Span 60.11 m (197 ft 3 in)
Height 17.5 m (57 ft 7 in)
Zero Fuel Weight 183,000 kg (403,000 lb
Maximum take-off weight 250,000 kg (551,000 lb)
Takeoff Run at MTOW 2,600 m (8,530 ft)
Cruising speed .83 Mach (1,037.5 km/h)
Maximum speed .86 Mach (1075 km/h)
Range fully loaded 11,000 km (5,939 nmi
Max. fuel capacity 150,000 l (39,625 US gal)
Engines (example) Aviadvigatel PS-90A
Cockpit crew Three
3-class Seating 259

Boeing 777

The Boeing 777 is a long-range, wide-body twin-engine airliner manufactured by Boeing Commercial Airplanes. The world's largest twinjet and commonly referred to as the "Triple Seven", the aircraft can carry between 283 and 368 passengers in a three-class configuration, and has a range from 5,235 to 9,380 nautical miles (9,695 to 17,370 km). Distinguishing features of the 777 include the largest diameter turbofan engines of any aircraft, six wheels on each main landing gear, its circular fuselage cross-section,[4] and the blade-like end to the tail cone.

Designed to bridge the capacity difference between the 767 and 747, the Boeing 777 is produced in two fuselage lengths. The original 777-200 model first entered service in 1995, and the stretched 777-300, which is 33.3 ft (10.1 m) longer, was introduced in 1998. The longer-range 777-200LR and 777-300ER variants entered service in 2006 and 2004, respectively, while a freighter version, the 777F, first flew in 2008. Both long range 777 models and the 777F are equipped with General Electric GE90 engines, wingtip extensions of 12.8 ft (3.9 m), and raked wingtips. The 777-200LR is currently the world's longest-range airliner, and holds the record for longest distance flown by an unrefueled commercial airliner.

The Boeing 777 entered commercial airline service with United Airlines in 1995, and Singapore Airlines operates the largest 777 fleet of any airline as of 2008. The most common 777 variant used worldwide is the 777-200ER, an extended range version of the original 777-200, with 408 aircraft delivered as of February 2009. As of February 2009, 56 customers have placed orders for 1,101 777s, with 763 delivered.

Through the 2000s, the Boeing 777 has emerged as one of its manufacturer's best-selling models. Due to rising fuel costs, airlines have acquired the 777 as a comparatively fuel-efficient alternative to other wide-body jets, and have increasingly used the aircraft on long-haul, transoceanic routes. Direct market competitors to the 777 include the Airbus A330-300 and A340, with the upcoming A350 XWB and Boeing 787 programs currently in development

Specifications 777-200
Flightdeck crew 2
Seating capacity typical 305 (3-class) 400 (2-class)440 (maximum)
Length 209 ft 1 in (63.7 m)
Wingspan 199 ft 11 in (60.9 m)
Wing sweepback 31.64°
Tail height 60 ft 9 in (18.5 m)
Cabin width 19 ft 3 in (5.86 m)
Fuselage width 20 ft 4 in (6.19 m)
Cargo capacity 5,655 ft³ (160 m³)14 LD3
Empty weight 307,000 lb (139,225 kg)
Maximum take-off weight (MTOW) 545,000 lb (247,210 kg)
Cruising speed 0.84 Mach (560 mph, 905 km/h, 490 knots) at 35,000 ft (11,000 m) cruise altitude
Maximum cruise speed 0.89 Mach (587 mph, 945 km/h, 510 knots) at 35,000 ft (11,000 m) cruise altitude
Maximum payload range 3,250 nmi(6,020 km)
Maximum range 5,235 nmi (9,695 km)
Takeoff run at MTOW ISA+15 MSL 8,200 ft (2,500 m)
Maximum fuel capacity 31,000 US gal (117,000 L)
Service ceiling 43,100 ft (13,140 m)
Engine (x 2) PW 4077 RR 877 GE90-77B
Thrust (x 2) PW: 77,000 lbf (330 kN) RR: 77,000 lbf (330 kN)GE: 77,000 lbf (330 kN)

BOEING 747

The Boeing 747 is a widebody commercial airliner, often referred to by the nickname "Jumbo Jet". It is among the world's most recognizable aircraft, and was the first widebody ever produced. Manufactured by Boeing's Commercial Airplane unit in the US, the original version of the 747 was two and a half times the size of the Boeing 707, one of the common large commercial aircraft of the 1960s. First flown commercially in 1970, the 747 held the passenger capacity record for 37 years.

The four-engine 747 uses a double deck configuration for part of its length. It is available in passenger, freighter and other versions. Boeing designed the 747's hump-like upper deck to serve as a first class lounge or (as is the general rule today) extra seating, and to allow the aircraft to be easily converted to a cargo carrier by removing seats and installing a front cargo door. Boeing did so because the company expected supersonic airliners, whose development was announced in the early 1960s, to render the 747 and other subsonic airliners obsolete, but that the demand for subsonic cargo aircraft would be robust into the future.[9] The 747 in particular was expected to become obsolete after 400 were sold but it exceeded its critics' expectations with production passing the 1,000 mark in 1993. As of October 2008, 1,409 aircraft had been built, with 115 more in various configurations on order.

The 747-400, the latest version in service, is among the fastest airliners in service with a high-subsonic cruise speed of Mach 0.85 (567 mph or 913 km/h). It has an intercontinental range of 7,260 nautical miles (8,350 mi or 13,450 km). The 747-400 passenger version can accommodate 416 passengers in a typical three-class layout or 524 passengers in a typical two-class layout. The next version of the aircraft, the 747-8, is in development, and scheduled to enter service in 2010. The 747 is to be replaced by the Boeing Y3 (part of the Boeing Yellowstone Project) in the future

Design

The Boeing 747 is a large, wide-body (two-aisle) airliner with four wing-mounted engines. The wings have a high sweep angle of 37.5 degrees for a fast, efficient cruise of Mach 0.84 to 0.88, depending on the variant. The sweep also allows the 747 to use existing hangars. Seating capacity is more than 366 with a 3-4-3 seat arrangement (a cross section of 3 seats, an aisle, 4 seats, another aisle, and 3 seats) in economy class and a 2-3-2 arrangement in first class on the main deck. The upper deck has a 3-3 seat arrangement in economy class and a 2-2 arrangement in first class.

Cargolux 747-400F with the nose loading door openRaised above the main deck, the cockpit creates a hump. The raised cockpit is to allow front loading of cargo on freight variants. The upper deck behind the cockpit provides space for a lounge or extra seating. The "stretched upper deck" became available as an option on the 747-100B variant and later as standard on the 747-300.

The 747's maximum takeoff weight ranges from 735,000 pounds (333,400 kg) for the -100 to 970,000 lb (439,985 kg) for the -8. Its range has increased from 5,300 nautical miles (6,100 mi, 9,800 km) on the -100 to 8,000 nmi (9,200 mi, 14,815 km) on the -8I.

The planform of a JAL Cargo Boeing 747-400The 747 has multiple structural redundancy including four redundant hydraulic systems and four main landing gears with 16 wheels, which provide a good spread of support on the ground and safety in case of tire blow-outs. The redundant main gear allows for landing on two opposing landing gears if the others do not function properly. In addition, the 747 has split control surfaces and sophisticated triple-slotted flaps that minimize landing speeds and allow the plane to use standard-length runways. For transportation of spare engines, early 747s could accommodate a non-functioning fifth-pod engine under the port wing of the aircraft between the nearest functioning engine and the fuselage


Specifications of 747-100

Measurement 747-100
Cockpit Crew Three
Typical seating capacity 452 (2-class) 366 (3-class)
Length 231 ft 10 in (70.6 m)
Wingspan 195 ft 8 in (59.6 m)
Height 63 ft 5 in (19.3 m)
Weight empty 358,000 lb (162,400 kg)
Maximum takeoff weight 735,000 lb (333,390 kg)
Cruising speed (at 35,000 ft altitude) Mach 0.84 (555 mph, 893 km/h, 481 knots )
Maximum speed Mach 0.89 (587 mph, 945 km/h, 510 kt)
Required runway at MTOW* 10,466 ft (3,190 m)
Maximum range at MTOW 5,300 nmi (9,800 km)
Max. fuel capacity 48,445 U.S. gal (40,339 imp gal/183,380 L)
Engine models (x 4) PW JT9D-7A RR RB211-524B2
Engine thrust (per engine) PW 46,500 lbf (207 kN) RR 50,100 lbf (223 kN)

BOEING 377

The Boeing 377 Stratocruiser was a luxurious long-range postwar airliner with four piston-driven engines. It was a civilian version of the C-97 Stratofreighter.

Design and development
Like the C-97, the 377 was developed towards the end of World War II by adapting an enlarged upper fuselage onto the lower fuselage and wings which were essentially the same as the B-50 Superfortress, the high-performance evolution of the B-29 Superfortress bomber. The 377 was larger and longer ranged than the Lockheed Constellation and Douglas DC-6, with nonstop transatlantic range eastbound, but the P&W R-4360 Wasp Major engines proved uneconomical, with production ending in 1950.

6600 cubic feet of interior space was provided by the “inverted-figure-8” doubledeck fuselage design where the lower deck had a smaller diameter than the upper deck. It offered seating of over 100 passengers, or sleeping berths for up to 28 berthed and five seated passengers. It first flew on July 8, 1947. It had the speed and range to span ocean routes, enabling flying from New York to Hawaii in less than 24 hours. Pressurization (previously introduced on the previous Boeing Stratoliner and also designed into the B-29) allowed breathing sea-level while at an altitude of 15,500 feet (4,700 m). At 25,000 feet (7,600 m), passengers enjoyed a “cabin altitude” of only 5,500 feet (1,700 m).

Specifications

General characteristics

Capacity: Up to 100 passengers on main deck plus 14 in lower deck lounge; typical seating for 63 or 84 passengers or 28 berthed and five seated passengers.
Length: 110 ft 4 in (33.63 m)
Wingspan: 141 ft 3 in (43.05 m)
Height: 38 ft 3 in (11.66 m)
Wing area: 1769 ft² (164.3 m²)
Empty weight: 83,500 lb (37,876 kg)
Max takeoff weight: 148,000 lb (67,133 kg)
Powerplant: 4× Pratt & Whitney R-4360-B6 Wasp Major 28-cylinder radial engines four-bladed propellers, 3,500 hp (2,610 kW) each

Performance

Maximum speed: 375 mph (603 km/h)
Cruise speed: 301 mph (483 km/h)
Range: 3650 nm (6760 km, 4200 mi))
Service ceiling: 32,000 ft (9,800 m)
Max cruise: 340 mph (547 km/h)

Antonov An-22

Antonov An-22 Antei (Russian: Антей (Antaeus) (NATO reporting name "Cock") was the world's largest aircraft, until the advent of American C-5 Galaxy and later the Soviet An-124. Powered by 4 contra-rotating turboprops, the design remains the world's largest turboprop-powered aircraft. It first appeared outside the Soviet Union at the 1965 Paris Air Show.

Design features
The aircraft was design as a strategic airlifter, designed specifically to expand the capability of the airborne troops to land with their then-new BMD-1 armoured vehicles. The An-22 cargo hold can accommodate four of these as opposed to one in the An-12.

It also has the capability to takeoff from austere, unpaved and short airstrips, allowing airborne troops to perform air-landing operations. This is achieved by four pairs of contra-rotating propellers, similar to those on the Tupolev Tu-114. The engines generate significant thrust, and produce a slipstream over the wings and large double-slotted flaps. The landing gear is ruggedized for rough airstrips, and, in early versions, tire pressures could be adjusted in flight for optimum landing performance, although that feature was removed in later models.

The An-22 follows traditional cargo transport design with a high-mounted wing allowing a cavernous cargo space of 33m in length and a usable volume of 639m³. The forward fuselage is fully pressurized and provides space for 5 to 8 crew and up to 28passengers, but the cargo space is pressurized to only 3.55 PSI / 0.245 bar allowing for a lighter airframe. A door equipped pressure bulkhead is located at frame 14, separating the cargo attendant's compartment from the main cargo compartment. This allows the rear cargo doors to be opened during flight for paratroops and equipment drop. Like the An-12, the aircraft has a circular fuselage section. The An-22 has set a number of payload and payload-to-height world records[citation needed].

The An-22 has the general appearance of an enlarged version of the earlier Antonov An-12 except that it is fitted with a twin tail. This gives the An-22 better engine-out performance, and reduces height restrictions for hangars. Also of note are large anti-flutter masses on the top of each tail.

Only one production variant was built, the standard An-22. Prototypes, such as the one first featured at the 1965 Paris Air Show had fully-glazed noses that lacked the nose mounted radar of production models. Those aircraft had the radar mounted below the right wheel well fairing, forward of the wheels.

Specifications (An-22)

General characteristics

Crew: 5-6
Capacity: 29 passengers
Payload: 80,000 kg (180,000 lb)
Length: 57.9 m (190 ft 0 in)
Wingspan: 64.4 m (211 ft 3 in)
Height: 12.53 m (41 ft 1 in)
Wing area: 345 m² (3,713 ft²)
Empty weight: 114,000 kg (251,330 lb)
Max takeoff weight: 250,000 kg (551,000 lb)
Powerplant: 4× Kuznetsov NK-12MA turboprops driving contra-rotating propellers, 11,030 kW (15,000 shp) each

Performance

Maximum speed: 740 km/h (400 knots, 460 mph)
Range: 5,000 km (2,700 nm, 3,100 mi)
Service ceiling: 8,000 m (26,240 ft)

Antonov An-225

The An-225 Mriya (Russian: Антонов Ан-225 Мрия, Ukrainian: Антонов Ан-225 Мрія, NATO reporting name: Cossack) is a strategic airlift transport aircraft which was built by the Antonov Design Bureau, and is the largest airplane ever built. The design, built to transport the Buran orbiter, was an enlargement of the successful An-124 Ruslan. Mriya (Мрія) means "Dream" (Inspiration) in Ukrainian.

The Antonov An-225 is commercially available for flying any over-sized payload due to the unique size of its cargo deck. Currently there is only one aircraft operating but a second mothballed airframe is being reconditioned and is scheduled for completion around 2010. (Airliner World January 2009)

Development

Space shuttle Buran being carried by the An-225The An-225 was designed for the Soviet space program as a replacement for the Myasishchev VM-T. Able to airlift the Energia rocket's boosters and the Buran space shuttle, its mission and objectives are almost identical to that of the Airbus Beluga and the United States' Shuttle Carrier Aircraft.

The An-225 first flew on 21 December 1988. The aircraft was on static display at the Paris Air Show in 1989. Two aircraft were ordered, but only one An-225 (tail number UR-82060) is currently in service. It is commercially available for carrying ultra-heavy and oversize freight, up to 250,000 kg (550,000 lb) internally or 200,000 kg (440,000 lb) on the upper fuselage. Cargo on the upper fuselage can be 70 m long. A second An-225 was partially built during the late 1980s for use by the Soviet space program. If the second AN 225 is completed, it will be built with a rear cargo door and the tail will be redesigned as a single tail. It would then be more effective for cargo transportation ("Big Wings" by Philip Kaplan). Following the collapse of the Soviet Union in 1990 and the cancellation of the Buran space program, the lone operational An-225 was placed in storage. The six Ivchenko Progress engines were removed for use on An-124s, and the second An-225 airframe (nearing completion and awaiting engines) was also mothballed.

Specifications (An-225)

General characteristics

Crew: 6
Payload: 250,000 kg (550,000 lb)
Door dimensions: 440 x 640 cm (14.4 x 21.0 ft)
Length: 84 m (275.6 ft)
Wingspan: 88.40 m (290 ft 2 in)
Height: 18.1 m (59.3 ft)
Wing area: 905.0 m² (9,743.7 ft²)
Cargo Volume: 1300 m³ (45913.8 ft³)
Empty weight: 175,000 kg (385,800 lb)
Max takeoff weight: 600,000 kg (1,323,000 lb)
Powerplant: 6× ZMKB Progress D-18 turbofans, 229.5 kN (51,600 lbf) each
Takeoff run: 3,500 m (11,500 ft) with maximum payload
Performance

Maximum speed: 850 km/h (460 knots, 530 mph)
Cruise speed: 800 km/h (430 knots, 500 mph)
Range:

With maximum fuel: 15,400 km (9,570 mi)
With maximum payload: 4,000 km (2,500 mi)
Service ceiling: 11,000 m (36,100 ft)
Wing loading: 662.9 kg/m² (135.5 lb/ft²)
Thrust/weight: 0.234

Antonov An-124

The Antonov An-124 Ruslan (Russian and Ukrainian: Антонов Ан-124 «Руслан») (NATO reporting name: Condor) was the largest airplane in production until the Antonov An-225 was built. During development it was known as the An-400 and An-40 in the West, and it flew for the first time in 1982. Civil certification was issued by the CIS Interstate Aviation Committee on 30 December 1992. Over forty are currently in service (26 civilian models with airlines and 10 firm orders as of August 2006) and 20 were in commercial use in 1998 in Russia, Ukraine, the United Arab Emirates and Libya.

Specifications

General characteristics

Crew: 6
Capacity: 88 passengers
Payload: 150,000 kg (330,000 lb)
Length: 68.96 m (226 ft 3 in)
Wingspan: 73.3 m (240 ft 5 in)
Height: 20.78 m (68 ft 2 in)
Wing area: 628 m² (6,760 sq ft)
Empty weight: 175,000 kg (385,000 lb)
Loaded weight: 405,000 kg (892,000 lb)
Useful load: 230,000 kg (508,000 lb)
Max takeoff weight: 405,000 kg (893,000 lb)
Powerplant: 4× Ivchenko Progress D-18T turbofans, 229.5 kN (51,600 lbf) each
Performance

Maximum speed: 865 km/h (467 kn (537 mph))
Cruise speed: 800-850 km/h (430 kn (490 mph))
Range: 5,400 km (2,900 nm, 3,360 mi (5,410 km))
Service ceiling: 12,000 m (35,000 ft)
Wing loading: 365 kg/m² (74.7 lb/sq ft)
Thrust/weight: 0.41

Antonov An-70

The Antonov An-70 is a next-generation four-engine medium-distance transport aircraft, and the first large aircraft to be powered by propfan engines. Developed by Ukraine's Antonov design bureau to replace the obsolete An-12 military transport, work on the An-70 began in Soviet Union in the early 1990s.

The maiden flight of the first prototype took place on December 16, 1994 in Kiev, Ukraine.


Technology
Fully fly-by-wire, the An-70 features a glass cockpit with all electronic instruments, and uses composite materials throughout. Powered by four propfans — Progress D-27 engines, each turning a pair of contra-rotating scimitar propellers — it can reach ninety percent efficiency in cruise at jet speeds.

Specifications (An-70)

General characteristics

Crew: 3-5
Capacity: 300 troops or 206 wounded
Payload: 47 tonnes (2.25g) (103,620 lb (2.25g)) of cargo
Length: 40.7 m (133 ft 6 in)
Wingspan: 44.06 m (144 ft 7 in)
Height: 16.38 m (53 ft 9 in)
Empty weight: 66,230 kg (146,000 lb)
Loaded weight: 108,860 kg (240,000 lb)
Max takeoff weight: 145,000 kg (2.25g) (319,725 lb (2.25g))
Powerplant: 4× Progress D-27 propfans, 10,350 kW (14,000 hp) each

Performance

Maximum speed: 780 km/h (420 knots, 485 mph)
Range: 6,600 km (3,600 nm, 4,100 mi) with 20 tonnes of cargo
Ferry range: 8,000 km (4,320 nm, 4,970 mi)
Service ceiling: 12,000 m (40,000 ft)
Rate of climb: 24.9 m/s (4,900 ft/min)

Airbus A330

The Airbus A330 is a large-capacity, wide-body, twin-engine, medium-to-long-range commercial passenger airliner. It was developed at the same time as the four-engined Airbus A340.








Specifications

Aircraft dimensions A330-300
Overall length 63.6 m (208 ft 10 in)
Height (to top of horizontal tail) 16.85 m (55 ft 3 in)
Fuselage diameter 5.64 m (18 ft 6 in)
Maximum cabin width 5.28 m (17 ft 4 in)
Cabin length 50.35 m (165 ft 2 in)
Wingspan (geometric) 60.3 m (197 ft 10 in)
Wing area (reference) 361.6 m² (3,892 sq ft)
Wing sweep (25% chord) 30 degrees
Wheelbase 25.6 m (84 ft)
Wheel track 10.69 m (35 ft 1 in)
Basic operating data
Engines two CF6-80E1 or PW4000 or RR Trent 772B
Engine thrust range 303-320 kN
Typical passenger seating 295 (3-class)335 (2-class)
Range (w/max. passengers) 5,669 NM(10,500 km)
Cruising Speed Mach 0.82 (871 km/h, 541 mph, 470 knots at 35,000 ft (10,7 km) cruise altitude)
Maximum Cruise Speed Mach 0.86 (913 km/h, 568 mph, 493 knots at 35,000 ft (10,7 km) cruise altitude)
Takeoff run at MTOW 2,500 metres (8,202 ft)
Bulk hold volume (Standard/option) 19.7 / 13.76 m³
Design weights
Maximum ramp weight 230.9 (233.9) t
Maximum takeoff weight 230 (233) t
Maximum landing weight 185 (187) t
Maximum zero fuel weight 173 (175) t
Maximum fuel capacity 97,170 L
Typical operating weight empty 122 (124) t
Typical volumetric payload 45.9 t

Aero Spacelines Super Guppy

The Super Guppy is a large, wide-bodied US cargo aircraft used for ferrying outsized cargo components. It was the successor to the Pregnant Guppy, the first of the Guppy aircraft produced by Aero Spacelines, Inc. Five were built in two variants, both of which were colloquially referred to as the "Super Guppy."

General characteristics

* Crew: Four
* Length: 143 ft 10 in (43.84 m)
* Wingspan: 156 ft 3 in (47.625 m)
* Height: 46 ft 5 in (14.148 m)
* Empty weight: 101,500 lb (46,039 kg)
* Useful load: 54,500 lb (24,720 kg)
* Max takeoff weight: 170,000 lb (77,110 kg)
* Powerplant: 4× Allison 501-D22C turboprops, 4,680 hp (3,491 kW) each
* Cargo bay dimensions: 111 ft x 25 ft x 25 ft (33.8 m x 7.62 m x 7.62 m)

Performance

* Cruise speed: 252 knots (288 mph, 467 km/h)
* Range: 1,734 nm (1,986 mi, 3,219 km)
* Service ceiling: 32,000 ft (9,753.6 m)

Airlines of Australia and Oceania

Airlines of Australia and Oceania
Aeropelican
Air New Zealand
Air Niugini
Air Pacific
Air Paradise
Air Rarotonga
Air Tahiti-Nui
Air Vanuatu
Macair Airlines
Norfolk Air
Polynesian Airlines and also here
Qantas
Skywest Airlines
Solomon Airlines
Vanair
Virgin Blue

Airlines of Asia

Adam Air Indonesia
Air China
Air Kazakhstan
All Nippon (ANA)
Asiana
Bouraq
Cathay Pacific
China Air
China Eastern
China Southern Airlines
Druk Air (Royal Bhutan Airlines)
EVA Air
Eznis Airways
Garuda Indonesia
Georgia National Airlines
Georgian Airways
GoAir
Indian Airlines
Japan Airlines
Jet Airways
Kingfisher Airlines
Korean Air
Lion Air
Malaysia
Oasis Hong Kong
Pacific Airlines (Vietnam)
Pakistan International Airlines (PIA)
Philippine Airlines
Phuket Air
Royal Air Cambodge
Royal Brunei
Sempati Air
Singapore Airlines
Skynet Asia Airlines
Sri Lankan
Thai Airways International

Airlines of the Middle East

Airlines of the Middle East

El Al
Emirates
Gryphon
Gulf Air
Kuwait Airways
MEA - Middle East Airlines
Palestinian Airlines
Qatar Airways
Royal Jordanian
Royal Wings
Saudi Arabian Airlines
Syrian Arab Airlines
Turkish Airlines
Yemenia (Yemen Airways)

Airlines of Europe

Airlines of Europe

AB Airlines
Adria Airways
AerArann
Aer Lingus
Aeroflot - Russian International Airlines
AeroSvit
Air France
Air Gozo
Air Malta
Air One
Air Polonia
Air Scotland
Air UK
Alitalia
Atlasjet
Aurigny
Austrian
Belavia
Braathens SAFE
British Airways
bmi British Midland
bmiBaby
Brussels Airlines
Cargolux
Centralwings
Corsair
Croatia Airlines
Crossair
easyJet
Eurofly
Finnair
Finncomm Airlines
Flybe
FlyGlobespan
FreshAer
Futura
German Wings
Hapag-Lloyd Express
Iberia
Icelandair
Iceland Express
Jet2
KLM
Lauda Air
LOT Polish Airlines
LTU
Lufthansa
Luxair
Macedonian Airlines
MK Airlines
MyTravel Lite
Olympic
OpenSkies
Portugália
Ryanair
Scandinavian Airlines System (SAS)
Sky Europe
SN Brussels Airlines
ScotAirways
Spanair
ScotAirways
Swiss
Swissair
Swiss Skies
Tatarstan Airlines
Thomsonfly
Transwede
Virgin Atlantic
Virgin Express
Vueling
Wizz Air
Zoom Airlines

Airlines of Africa

Airlines of Africa

ADC Airlines
Air Mauritius
Air Seychelles
EgyptAir
Ethiopian Airlines
Hewa Bora Airways
Kenya Airways
Kulula.com
Mango
MK Airlines
Nationwide Airlines
South African Airways
Suday Airways
Yemenia

Airlines of Central America and the Caribbean

ALM Antillean Airlines
Bahamasair
Caribbean Sun Airlines
Cape Air
Cayman Airways
COPA Panama
Cubana
Island Air (Cayman Islands)
TACA
Travelair (Costa Rica)

LatinPass
Airlines of Mexico

AIR LINES OF SOUTH AMERICA

Aeropostal de Venezuela
Arg (formerly LAPA)
Azul
Brasmex
Gol
LAN Chile
LAPA - see Arg
TAM Airlines
TAME
TransBrasil
TRIP Linhas Aereas
Varig
VASP
West Caribbean Airways

LatinPass
Airlines of Central America

AIR LINES OF NORTH AMERICA

Airlines of North America

Canada
México
United States - major, other passenger, cargo, misc, fallen

Airlines of Canada

Air Canada
en Français
Air Inuit
Air Labrador
Air Transat
CanJet
Harmony Airways
Provincial Airlines
Skyservice
Sunwing
Tango
West Coast Air
WestJet
Zip
Zoom Airlines

Airlines of México

Aerolitoral
AeroMexico
Alma de México
Avolar
Mexicana


Airlines of The United States of America

Major Airlines

Alaska
America West
Desert Sun
Mountain West
American Airlines
AMR Corp.
Continental Airlines
Delta Air Lines
Delta Connection
Atlantic Southeast Airlines,
Comair
Frontier
jetBlue
Northwest Airlines
Southwest Airlines
United Airlines
en Français, auf Deutsche
Air Wisconsin
Atlantic Coast Airlines
Great Lakes Aviation
Flight Center (training)
Star Alliance
USAir
Air Midwest
Florida Gulf
Liberty Express

Majors - Cargo

DHL
FedEx
United Parcel Service

Other Passenger Airlines
AirTran
Allegiant Air
Aloha
American Trans Air
Atlantic Southeast Airlines
Baltia Air Lines
BigSky Airlines
Comair
Eos
FlyHawaii
Go!
Great Lakes Airlines
Gulfstream International
Hawaiian
Hooters Air
Independence Air
Interstate Jet
MAXjet
Mesa Air
Midwest Express
Mokulele Airlines
North American Airlines
Pen Air (Peninsula Airways)
Primaris Airlines
Shoreline Aviation
Shuttle America
Skybus
SkyValue
Southeast Airlines
Spirit Airlines
Sun Country
Ted
TransMeridian Airlines
USA 3000 Airlines
US Helicopter
Virgin America
World Airways


Cargo Airlines

Air Transport International (ATI)
Airborne Express
Amerijet International
Associated Air Freight
ASTAR Air Cargo
DHL
Emery Worldwide
Evergreen International
FedEx
Gemini Air Cargo
Kalitta Air
United Parcel Service

Miscellaneous Airlines

Air Cruise America
Eagle Canyon Airlines
Fat Albert Airlines
Ryan International
Swiss Skies

Regulatory considerations

National
Many countries have national airlines that the government owns and operates. Fully private airlines are subject to a great deal of government regulation for economic, political, and safety concerns. For instance, the government often intervenes to halt airline labor actions in order to protect the free flow of people, communications, and goods between different regions without compromising safety.
The United States, Australia, and to a lesser extent Brazil, Mexico, the United Kingdom and Japan have "deregulated" their airlines. In the past, these governments dictated airfares, route networks, and other operational requirements for each airline. Since deregulation, airlines have been largely free to negotiate their own operating arrangements with different airports, enter and exit routes easily, and to levy airfares and supply flights according to market demand.
The entry barriers for new airlines are lower in a deregulated market, and so the U.S. has seen hundreds of airlines start up (sometimes for only a brief operating period). This has produced far greater competition than before deregulation in most markets, and average fares tend to drop 20% or more. The added competition, together with pricing freedom, means that new entrants often take market share with highly reduced rates that, to a limited degree, full service airlines must match. This is a major constraint on profitability for established carriers, which tend to have a higher cost base.
As a result, profitability in a deregulated market is uneven for most airlines. These forces have caused some major airlines to go out of business, in addition to most of the poorly established new entrants.

International
Singapore Airlines Boeing 747-412 taking off from London Heathrow Airport. The Boeing 747-412 was the flagship of the SIA fleet since its first delivery on March 18, 1989 until the delivery of the Airbus A380 in 2008.
Groups such as the International Civil Aviation Organization establish worldwide standards for safety and other vital concerns. Most international air traffic is regulated by bilateral agreements between countries, which designate specific carriers to operate on specific routes. The model of such an agreement was the Bermuda Agreement between the US and UK following World War II, which designated airports to be used for transatlantic flights and gave each government the authority to nominate carriers to operate routes.
Bilateral agreements are based on the "freedoms of the air," a group of generalized traffic rights ranging from the freedom to overfly a country to the freedom to provide domestic flights within a country (a very rarely granted right known as cabotage). Most agreements permit airlines to fly from their home country to designated airports in the other country: some also extend the freedom to provide continuing service to a third country, or to another destination in the other country while carrying passengers from overseas.
In the 1990s, "open skies" agreements became more common. These agreements take many of these regulatory powers from state governments and open up international routes to further competition. Open skies agreements have met some criticism, particularly within the European Union, whose airlines would be at a comparative disadvantage with the United States' because of cabotage restrictions.

History of Asian Airline Industry

Some of the first countries in Asia to embrace air transport were India, Hong Kong, Indonesia, Malaysia , Pakistan and the Philippines.

One of the first countries in Asia to embrace air transport was the Philippines. Philippine Airlines was founded on February 26, 1941, making it Asia's oldest carrier and the oldest operating under its current name. The airline was started by a group of businessmen led by Andres Soriano, hailed as one of the Philippines' leading industrialists at the time. The airline’s first flight was made on March 15, 1941 with a single Beech Model 18 NPC-54 aircraft, which started its daily services between Manila (from Nielson Field) and Baguio, later to expand with larger aircraft such as the DC-3 and Vickers Viscount. Notably Philippine Airlines leased Japan Airlines their first aircraft, a DC-3 named "Kinsei". On July 31, 1946, a chartered Philippine Airlines DC-4 ferried 40 American servicemen to Oakland,California from Nielson Airport in Makati City with stops in Guam, Wake Island, Johnston Atoll and Honolulu, Hawaii, making PAL the first Asian airline to cross the Pacific Ocean. A regular service between Manila and San Francisco was started in December. It was during this year that the airline was designated as the Philippines flag carrier.

Another airline company to begin early operations was Air India, which had its beginning as Tata Airlines in 1932, a division of Tata Sons Ltd. (now Tata Group) by India's leading industrialist JRD Tata. On October 15, 1932, J. R. D. Tata himself flew a single engined De Havilland Puss Moth carrying air mail (postal mail of Imperial Airways) from Karachi to Bombay via Ahmedabad. The aircraft continued to Madras via Bellary piloted by Royal Air Force pilot Nevill Vincent.

With the outbreak of World War Two, the airline presence in Asia came to a relative halt, with many new flag carriers donating their aircraft for military aid and other uses.

Following the end of World War II, regular commercial service was restored in India and Tata Airlines became a public limited company on July 29, 1946 under the name Air India. After the Independence of India, 49% of the airline was acquired by the Government of India. In return, the airline was granted status to operate international services from India as the designated flag carrier under the name Air India International.

Neighboring countries also soon embraced air transport, notably with the beginning of a new nation, Pakistan began Orient Airways Ltd (Pakistan International Airlines), Cathay Pacific founded in 1946, Singapore Airlines and Malaysian Airlines in 1947 (as Malayan Airways), Garuda Indonesia in 1949, Japan Airlines in 1951, and Korean Air in 1962.

History of Latin American Airline Industry

Along the first countries to have regular airlines in Latin America were Colombia with Avianca, Chile with LAN Chile (today LAN Airlines), Mexico with Mexicana de Aviación, Brazil with Varig, and TACA as a bound of several airlines of Central American countries (Honduras, El Salvador, Costa Rica, Guatemala and Nicaragua). All the previous airlines started regular operations before World War II.

Aeromexico is also in service since 1934, but was initially called Aeronaves de México. The same situation happened with other regional airlines, such as Aerolineas Argentinas. All of these airlines are still in service.

The air travel market has evolved rapidly over recent years in Latin America. Some industry estimations over 2000 new aircraft will begin service over the next five years in this region.

These airlines serve domestic flights within their countries, as well as connections within Latin America and also overseas flights to North America, Europe, Australia, Africa and Asia.
Just one airline, LAN (Latin American Networks) has international subsidiaries: Chile as the central operation along with Peru, Ecuador, Argentina and some operations in the Dominican Republic.

The main hubs in Latin America are Sao Paulo in Brazil, Bogota in Colombia,Caracas in Venezuela, Guayaquil in Ecuador, Lima in Peru, Mexico City in Mexico, Buenos Aires in Argentina, and Santiago in Chile.

History of European Airline Industry

The first countries in Europe to embrace air transport were Finland, France, Germany, the Netherlands and the United Kingdom.

KLM, the oldest carrier still operating under its original name, was founded in 1919. The first flight (operated on behalf of KLM by Aircraft Transport and Travel) transported two English passengers to Schiphol, Amsterdam from London in 1920. Like other major European airlines of the time (see France and the UK below), KLM's early growth depended heavily on the needs to service links with far-flung colonial possessions (Dutch Indies). It is only after the loss of the Dutch Empire that KLM found itself based at a small country with few potential passengers, depending heavily on transfer traffic, and was one of the first to introduce the hub-system to facilitate easy connections.

France began an air mail service to Morocco in 1919 that was bought out in 1927, renamed Aéropostale, and injected with capital to become a major international carrier. In 1933, Aéropostale went bankrupt, was nationalized and merged with several other airlines into what became Air France.

In Finland, the charter establishing Aero O/Y (now Finnair, one of the oldest still-operating airlines in the world) was signed in the city of Helsinki on September 12, 1923. Junkers F 13 D-335 became the first aircraft of the company, when Aero took delivery of it on March 14, 1924. The first flight was between Helsinki and Tallinn, capital of Estonia, and it took place on March 20, 1924, one week later.

Germany's Lufthansa began in 1926. Lufthansa, unlike most other airlines at the time, became a major investor in airlines outside of Europe, providing capital to Varig and Avianca. German airliners built by Junkers, Dornier, and Fokker were the most advanced in the world at the time. The peak of German air travel came in the mid-1930s, when Nazi propaganda ministers approved the start of commercial zeppelin service: the big airships were a symbol of industrial might, but the fact that they used flammable hydrogen gas raised safety concerns that culminated with the Hindenburg disaster of 1937. The reason they used hydrogen instead of the not-flammable helium gas was a United States military embargo on helium.

The British company Aircraft Transport and Travel commenced a London to Paris service on August 25, 1919, this was the world's first regular international flight. The United Kingdom's flag carrier during this period was Imperial Airways, which became BOAC (British Overseas Airways Co.) in 1939. Imperial Airways used huge Handley-Page biplanes for routes between London, the Middle East, and India: images of Imperial aircraft in the middle of the Rub'al Khali, being maintained by Bedouins, are among the most famous pictures from the heyday of the British Empire.

Deregulation
Deregulation of the European Union airspace in the early 1990s has had substantial effect on structure of the industry there. The shift towards 'budget' airlines on shorter routes has been significant. Airlines such as Easyjet and Ryanair have grown at the expense of the traditional national airlines.

There has also been a trend for these national airlines themselves to be privatised such as has occurred for Aer Lingus (Ireland) and British Airways. Other national airlines, including Italy's Alitalia, have suffered - particularly with the rapid increase of oil prices in early 2008.

HISTORY OF U.S. AIRLINE INDUSTRY

Early Development
Tony Jannus conducted the United States' scheduled commercial airline flight on 1 January 1914 for the Saint Petersburg-routes, Braniff Airways, American Airlines, Delta Air Lines, United Airlines (originally a division of Boeing), Trans World Airlines, Northwest Airlines, and Eastern Air Lines, to name a few.

Passenger service during the early 1920s was sporadic: most airlines at the time were focused on carrying bags of mail. In 1925, however, the Ford Motor Company bought out the Stout Aircraft Company and began construction of the all-metal Ford Trimotor, which became the first successful American airliner. With a 12-passenger capacity, the Trimotor made passenger service potentially profitable. Air service was seen as a supplement to rail service in the American transportation network.

At the same time, Juan Trippe began a crusade to create an air network that would link America to the world, and he achieved this goal through his airline, Pan American World Airways, with a fleet of flying boats that linked Los Angeles to Shanghai and Boston to London. Pan Am and Northwest Airways (which began flights to Canada in the 1920s) were the only U.S. airlines to go international before the 1940s.

With the introduction of the Boeing 247 and Douglas DC-3 in the 1930s, the U.S. airline industry was generally profitable, even during the Great Depression. This trend continued until the beginning of World War II.

Development since 1945

As governments met to set the standards and scope for an emergent civil air industry toward the end of the war, it was no surprise that the U.S. took a position of maximum operating freedom. After all, U.S. airline companies were not as hard-hit as European and the few Asian ones had been. This preference for "open skies" operating regimes continues, within limitations, to this day.

World War II, like World War I, brought new life to the airline industry. Many airlines in the Allied countries were flush from lease contracts to the military, and foresaw a future explosive demand for civil air transport, for both passengers and cargo. They were eager to invest in the newly emerging flagships of air travel such as the Boeing Stratocruiser, Lockheed Constellation, and Douglas DC-6. Most of these new aircraft were based on American bombers such as the B-29, which had spearheaded research into new technologies such as pressurization. Most offered increased efficiency from both added speed and greater payload.

In the 1950s, the De Havilland Comet, Boeing 707, Douglas DC-8, and Sud Aviation Caravelle became the first flagships of the Jet Age in the West, while the Soviet Union bloc had Tupolev Tu-104 and Tupolev Tu-124 in the fleets of state-owned carriers such as Aeroflot and Interflug. The Vickers Viscount and Lockheed L-188 Electra inaugurated turboprop transport.

The next big boost for the airlines would come in the 1970s, when the Boeing 747, McDonnell Douglas DC-10, and Lockheed L-1011 inaugurated widebody ("jumbo jet") service, which is still the standard in international travel. The Tupolev Tu-144 and its Western counterpart, Concorde, made supersonic travel a reality. Concorde first flew in 1969 and operated through 2003. In 1972, Airbus began producing Europe's most commercially successful line of airliners to date. The added efficiencies for these aircraft were often not in speed, but in passenger capacity, payload, and range. Airbus also features modern electronic cockpits that were common across their aircraft to enable pilots to fly multiple models with minimal cross-training.

1978's U.S. airline industry deregulation lowered barriers for new airlines. In this period, new start-ups entered during downturns in the normal 8-10 year business cycle. At that time, they find aircraft and funding, contract hangar and maintenance services, train new employees, and recruit laid off staff from other airlines.

As the business cycle returned to normalcy, major airlines dominated their routes through aggressive pricing and additional capacity offerings, often swamping new startups. Only America West Airlines (which has since merged with US Airways) remained a significant survivor from this new entrant era, as dozens, even hundreds, have gone under.

In many ways, the biggest winner in the deregulated environment was the air passenger. Indeed, the U.S. witnessed an explosive growth in demand for air travel, as many millions who had never or rarely flown before became regular fliers, even joining frequent flyer loyalty programs and receiving free flights and other benefits from their flying. New services and higher frequencies meant that business fliers could fly to another city, do business, and return the same day, for almost any point in the country. Air travel's advantages put intercity bus lines under pressure, and most have withered away.

By the 1980s, almost half of the total flying in the world took place in the U.S., and today the domestic industry operates over 10,000 daily departures nationwide.

Toward the end of the century, a new style of low cost airline emerged, offering a no-frills product at a lower price. Southwest Airlines, JetBlue, AirTran Airways, Skybus Airlines and other low-cost carriers began to represent a serious challenge to the so-called "legacy airlines", as did their low-cost counterparts in many other countries. Their commercial viability represented a serious competitive threat to the legacy carriers. However, of these, ATA and Skybus have since ceased operations.

Thus the last 50 years of the airline industry have varied from reasonably profitable, to devastatingly depressed. As the first major market to deregulate the industry in 1978, U.S. airlines have experienced more turbulence than almost any other country or region. Today, American Airlines is the only U.S. legacy carrier to survive bankruptcy-free

HISTORY OF AIRLINES

The first airlines

DELAG, Deutsche Luftschiffahrts-Aktiengesellschaft was the world's first airline.[citation needed] It was founded on November 16, 1909 with government assistance, and operated airships manufactured by The Zeppelin Corporation. Its headquarters were in Frankfurt. (Note: Americans, such as Rufus Porter and Frederick Marriott, attempted to start airlines in the mid-19th century, focusing on the New York-California route. Those attempts foundered due to such mishaps as the aircraft catching fire and the aircraft being ripped apart by spectators.) The five oldest non-dirigible airlines that still exist are Australia's Qantas, Netherland's KLM, Colombia's Avianca, Czech Republic's Czech Airlines and Mexico's Mexicana. KLM first flew in May 1920 while Qantas (for the Queensland and Northern Territory Aerial Services Limited) was founded in Queensland, Australia in late 1920.