Airgenix, 20-22 Wenlock Road, London, London (2026)

06/09/2022

What is ADIRU

An Air Data Inertial Reference Unit (ADIRU) is a key component of the integrated Air Data Inertial Reference System (ADIRS), which supplies air data such as airspeed, angle of attack and altitude, and inertial reference (position and attitude) information to the pilots electronic flight instrument system displays as well as other systems on the aircraft such as the engines, autopilot, aircraft flight control system and landing gear systems. An ADIRU acts as a single, fault tolerant source of navigational data for both pilots of an aircraft.

The ADIRS provides critical flight control and navigation information to multiple aircraft systems by autonomously tracking aircraft motion. You will find three ADIRUS on the aircraft located in avionics bays. Each unit comprise three ring laser gyros and three quartz accelerometers to accurately sense aircraft position and attitude.

Each ADIRU combines an air data reference system with a laser gyro inertial reference system in a single unit. Air Data Reference provides barometric altitude, airspeed, Mach, angle of attack, temperature, and overspeed warnings. If either ADR 1 or 2 fails, ADR 3 can be manually selected.

On Airbus aircraft once pilot entered departure/arrival airport, he/she will go to the IRS INIT and hit align, and then confirm align. Once that is done, it should take about 7-10 mins for everything to align and then aircraft is ready to depart.

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26/08/2022

Safety is one of the most important aspects in aviation, numerous measures are in place to keep aircraft apart in mid-air. 1 such example is an independent collision avoidance system known as Traffic Alert and Collision Avoidance System (TCAS).

Vertical separation is an altitude between 2 aircraft at the moment that their paths cross. The required amount of vertical separation between aircraft is dictated by the International Civil Aviation Organization (ICAO). As per ICAO regulations under Instrument Flight Rules, airplane should maintain a vertical separation of no less than 1,000 ft of altitude. This applies to aircraft flying at 29,000 feet or below. Aircraft above this altitude generally require a vertical separation of 2,000 ft or greater – we have a separate post on RVSM areas. All aircraft with a capacity more than 19 passengers or MTOW more than 5700 kg must be fitted with safety measures. Air traffic controllers are usually responsible for ensuring that aircraft retain an adequate level of vertical separation. However, in instances where it appears that a mid-air collision may be possible, a system known as TCAS is used.

TCAS separately monitors the distance, altitude and detection parameters for each aircraft that installs a transponder capable of responding to system queries. TCAS monitors the airspace around an aircraft, regardless of ground air traffic control, and warns pilots of the presence of other aircraft that could present a collision threat in flight. It does so by constructing a 3 dimensional map of the airspace through which the aircraft is traveling. In detecting other aircraft's transponder signals, it can foresee potential collisions based on the speeds and altitudes of planes passing through the airspace in question. If TCAS detects a potential threat, it will automatically notify each of the affected aircraft. For example, it will automatically initiate a mutual avoidance manoeuvre. This involves the system informing the crews of the aircraft in question both audibly and visibly to either climb or descend in a manner that ensures that, when their paths cross, they do not meet.

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24/08/2022

Krueger flaps are high lift devices that are fitted to all or part of the leading edge of the wings of some aircraft types. The aerodynamic effect of Krueger flaps is similar to that of slats; however, they are deployed differently. Krueger flaps are mounted on the bottom surface of the wing and are hinged at their leading edges. Actuators extend the flap down and forwards from the under surface of the wing thus increasing the wing camber which, in turn, increases lift.

Early generation jet airliners such as the B707 Series utilized Krueger flaps as the only leading edge high lift devices. Current generation aircraft use either all slats or a combination of slats and Krueger flaps. Krüger flaps were invented by Werner Krüger in 1943 and evaluated in the wind tunnels in Göttingen - Germany. One of the earliest civil applications was the Boeing 707. The flap was added to prevent wing stall with an extreme attitude take-off with the tail dragging on the runway, a scenario that had caused two de Havilland Comet accidents. A preliminary flight test had been made on the Boeing 367-80 - known as the Dash 80 using a fixed flap and a skid on the after-body. After the Boeing test flight on the B-707 prototype on 15 July 1954, Krueger flaps were first used in production for the Boeing 727 which made its 1st flight on 9.02.1963.

Since then Boeing started a series of test flights in 2015 with a modified Boeing 757, where they incorporated new wing leading edge sections and an actively blown vertical tail.The left wing has been modified to include a 6.7 m-span glove section that was supporting a variable-camber Krueger flap which was deployed during landing and which protruded just ahead of the leading edge. Important to note that Krueger flaps were tried before as insect-mitigation screens, however, previous designs caused additional drag. The newer design was of variable-camber type and designed to retract as seamlessly as possible into the lower wing surface that helped to increase the use of natural laminar flow on an aircraft wing and reduce fuel burn by as much as 15%.

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17/08/2022

Aviation and Ground based transportation industries are growing year over year, introducing new technologies that significantly improve reliability, safety, affect on environment and energy consumptions. Unfortunately, current ground-based transportation systems are subjected to various challenges, including the high cost of infrastructure development, limited land space, growing urban population, increasing pollution and significant risks of global warming. Aviation is even much more complicated considering cost, time for certification and development of new products and education to operate the air transport. Therefore, the automotive and aviation industries are collaborating to develop flying cars, also known as electric, vertical, takeoff, and landing aircrafts (eVTOLs). These eVTOLs will allow for rapid and reliable urban and suburban transportation. The eVTOL sector looks set to be a new emerging trend over the next 5 years as it offers new opportunities and advancements in air mobility. According to Morgan Stanley, Urban Air Mobility can become a 1 trillion market by 2030 and 9 trillion by 2050 with global market grow from $162 million to $411 million from 2025 to 2030 with CAGR of approximately 20.42%. eVTOLs are 100 time quitter than helicopters, usually offer from 2 to 4 passenger spaces with up to 200 miles of range. Also most of the current projects are using electric power that produces 0 carbon with significant positive effect on our environment.

Aircraft manufacturers like Airbus are investing into the new trend of urban air mobility, American Airlines are putting orders for Archer eVTOLs, Irish based lessor Avolon invest significantly in Vertical Aerospace and non traditional rich investors and multinational corporations such as Google cofounder Larry Page, cofounder of LinkedIn Reid Hoffman, Zynga founder Mark Pincus, investor Adam Grosser, companies such as Uber, Mercedes-Benz, Airbus, Boeing, Toyota, Hyundai, Honda, JetBlue, American Airlines, Virgin Atlantic, and many more are showing growing interest and new opportunities in new market.

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16/08/2022

Overview of Urban Air Mobility

Aviation and Ground based transportation industries are growing year over year, introducing new technologies that significantly improve reliability, safety, affect on environment and energy consumptions. Unfortunately, current ground-based transportation systems are subjected to various challenges, including the high cost of infrastructure development, limited land space, growing urban population, increasing pollution and significant risks of global warming. Aviation is even much more complicated considering cost, time for certification and development of new products and education to operate the air transport. Therefore, the automotive and aviation industries are collaborating to develop flying cars, also known as electric, vertical, takeoff, and landing aircrafts (eVTOLs). These eVTOLs will allow for rapid and reliable urban and suburban transportation. Safe operation of eVTOLs will require well-developed wireless communication networks, that are more advance than Traffic Collision Avoidance Systems (TCAS) currently utilised in aviation. Possible systems to be implemented and certified by authorities can be three-dimensional cellular networks on-ground, tethered balloons, high-altitude platforms, and satellites.
The eVTOL sector looks set to be a new emerging trend over the next 5 years as it offers new opportunities and advancements in air mobility. According to Morgan Stanley, Urban Air Mobility can become a 1 trillion market by 2030 and 9 trillion by 2050 with global market grow from $162 million to $411 million from 2025 to 2030 with CAGR of approximately 20.42%. eVTOLs are 100 time quitter than helicopters, usually offer from 2 to 4 passenger spaces with up to 200 miles of range. Also most of the current projects are using electric power that produces 0 carbon with significant positive affect on our environment.

Aircraft manufacturers like Airbus are investing into the new trend of urban air mobility, American Airlines are putting orders for Archer eVTOLs, Irish based lessor Avolon invest significantly in Vertical Aerospace and non traditional rich investors and multinational corporations such as Google cofounder Larry Page, autonomy pioneer Sebastian Thrun, entrepreneur Martine Rothblatt, cofounder of LinkedIn Reid Hoffman, Zynga founder Mark Pincus, investor Adam Grosser, entrepreneur Marc Lore, companies such as Uber, Mercedes-Benz, Airbus, Boeing, Toyota, Hyundai, Honda, JetBlue, American Airlines, Virgin Atlantic, and many more are showing growing interest and new opportunities in new market.

Sergio Cecutta the founder of SMG Consulting has been ranking eVTOL startups in its Advanced Air Mobility Reality Index since December 2020. According to it the top 10 startups have secured more than 6 billion in funding with other few hundred companies secured combined funding of few hundred million. In coming years we will see the changes in the top 10 players due to manufacturing, certification issues and overcoming supply chain issue and component shortages due to rising competition in eVTOL space.

Overall number of companies that are involved in development of eVTOL and revolution in urban air transportation currently stands at 250. The most promising at the moment are:

Joby Aviation:
eVTOL: The S-4
Range: 150 miles
Cruise Speed: 200 mph
Power: Six electric motors
Seating: One pilot and four passengers.

Jaunt Air Mobility
eVTOL Program: Journey
Range: 80 miles
Cruise Speed: 175 mph
Seating Capacity: One pilot, four passengers

Archer Aviation
eVTOL Program: Unnamed
Range: 60 miles
Cruise Speed: 150 mph
Power: Battery-electric tilt rotor
Seating: One pilot, four passengers

Volocopter
eVTOL: VoloCity
Range: 22 miles
Cruise Speed: 68 mph
Power: Nine lithium-ion battery packs, brushless DC electric motor, 18 rotors
Seating: Two passengers, with room for hand luggage.

Lilium
eVTOL: The Lilium Jet
Range: 186 miles.
Cruise Speed: 186 mph
Power: 36 electric motors powered by a 1 MW lithium-ion battery.
Seating: One pilot, four passengers

Wisk
eVTOL: The Cora
Range: 25 miles
Cruise Speed: 100 mph
Power: 12 independent electric battery-powered lifting propellers.
Seating: Two passengers

Airbus
eVTOL: CityAirbus Demonstrator
Range: 60 miles
Cruise Speed: 75 mph
Power: Eight 100 kW electric motors, eight fixed-pitch propellers
Seating: Four passengers

Ehang
eVTOL: EH216
Range: 21 miles
Cruise Speed: 83 mph
Power: Electric batteries
Seating: Two passengers

Vertical Aerospace
eVTOL: VA-1X
Range: 100 miles
Cruise Speed: 150 mph
Power: Eight electric battery-powered propulsors.
Seating: One pilot, four passengers

And which one you like or follow and which company you would like to invest?

12/08/2022

What is NDB ?

NDB (Non-Directional Beacon, Non-Directional Radio Transmitter) is a radio broadcasting station located at a specific area, providing air or sea navigation support. Each NDB ground station is identified by a one, two or three letter morse code.

NDB – Ground stations are classified according to their power output and usage:

The L ground station-power of less than 50 watts.

The M ground station-power from 50 watts to 2000 watts.

The H ground station-power of 2000 watts or higher.

Navigation with radio waves is still widely used. It is generally used when specialized navigation equipment is not available on board or on the ground. Hence NDBs are often associated with Non-Precision Approach procedures.

The cost of installation and maintenance of ground stations is low. NDBs are also used as Locator Outer Markers (LOM) for Instrument Landing Systems (ILS). Outer Markers designate the starting area of an ILs approach or flight path to follow for a standard terminal arrival or STAR procedure.

Ground stations transmit between the 200 and 450 kHz frequency bands. The signal is not transmitted in the line of sight LOS of VHF or UHF. But on the earth, it curves, following the shape of the earth. This allows reception at great distances at low altitudes. The transmitter need not to be designed for navigation. It can be a radio, television or communication station, or any other broadcasting system.

NDB Ground Station Use

In aviation, an aircraft may follow an orientation towards a ground station or in the opposite direction from the ground station. Ground station orientations provide planned, reliable routes through which aircraft can fly. Aircraft complete the flight plan by following these predetermined routes.

A non-directional beacon (NDB) is a radio beacon operating in the MF or LF band-widths. NDBs transmit a signal of equal strength in all directions. The signal contains a coded element which is used for station identification (normally 1-3 letters in Morse Code).
Aircraft equipped with Automatic Direction Finding (ADF) on board use bearings from NDBs for navigation purposes.

Perfect description of NDB by

26/07/2022

The Farnborough International Airshow is one of the most anticipated aviation trade events in the world which is held every 2 years in Farnborough, England, it features a week of flying exhibitions and trade displays from every major company in defense and commercial aviation. Since its first show in 1948, in Farnboroughwere displayed many famous planes, including the Vickers VC10, Concorde, the Eurofighter, the Airbus A380, and the Lockheed Martin F-35 Lightning II. At the 1958 show, the RAF’s Black Arrows executed a 22-plane formation loop, setting a world record. The show was cancelled in 2020 due to Covid 19 and made a return on 18-22 July 2022.

Boeing
The Boeing company performed very well at the airshow, receiving the greatest number of orders and commitments to purchase the aircraft despite the fact that the aircraft manufacturer had previously faced criticism for the Boeing 737 Max, but after the aircraft returned to commercial service, few airlines still consider the Boeing 737 Max for their airlines. Boeing has three significant airlines in the pipeline with production halts owing to clarification and certifications: the Boeing 737-10 max and the Boeing 787, as well as the Boeing 777x, which is in experimentation phase. With all of the challenges and successes, Boeing is poised to challenge the market with great confidence. The lengthy wait has finally come to an end. Since the Farnborough airshow, the company’s reputation has improved and demand has returned to pre-show levels.

Boeing received the following Order:
- Norwegian Air Shuttle ASA recommitment to purchase QTY 30 Boeing 737 MAX 8 aircraft.
- Aviation Capital Group Announce Order for QTY 12 - 737-8 Jets
- 777 Partners Announce Order for QTY 66 - 737 MAX jets
- Qatar Airways Finalize Order for QTY - 25 737 MAX aircraft
- Saltchuk Aviation Announce Order for QTY 4 - 767-300 Boeing Converted Freighters.
- Azerbaijan Airlines to Expand its Boeing 787 Dreamliner Fleet, Signs Memorandum of Understanding to Purchase Four More Airplanes
- BBAM Orders QTY 9 More 737-800 BCF
- AerCap - Adds Five Boeing 787 Dreamliner’s to Its Fleet
- Air company Armenia and Georgian Airlines increase capacity with QTY 4 - 737-800 Boeing Converted Freighters.
- All Nippon Airways (ANA), held a signing ceremony to formalize an order for QTY 20 - 737-8 airplanes, with 10 options in addition to the airline’s selection of the new 777-8 Freighter.
- Delta Orders QTY 100 - 737-10s with options for 30 more aircraft

Airbus
Airbus launched a number of technologies at airshows. Airbus displayed its best-selling aircraft, the A320 Neo and the A350, as well as other products. Airbus‘ recent legal dispute with Qatar Airways has had a negative influence on the aircraft market. Qatar Airlines has picked the Boeing 737 Max aircraft after cancelling an order for Airbus A320 aircraft. Aside from that, Airbus has received a good number of orders for A320 aircraft from regular clients. Airbus also showcased the Airbus A350 ITA airlines exceptional cabin interiors, which were the show’s highlight. Airbus is continuing to develop the Airbus A350 to the next level; as of today, it is the best and most successful aircraft, providing good competition to Boeing aircraft.

Airbus received the following Orders:
- LATAM Airlines Ordered QTY 17 - A321neo, endorses A321XLR
- easyJet confirms order for additional QTY 56 - A320neo Family jets
- Delta Air Lines Ordered QTY 12 - A220-300 aircraft

Boeing's succes at Farnborough was an important step in the right direction. However, Airbus recorded 259 net firm orders in the first half of the year, besting Boeing's 205. So even after signing up far more orders in Farnborough, Boeing only has a modest lead on a year-to-date basis. Moreover, Airbus received commitments for a total of 292 jets from several large Chinese airlines just a few weeks before the show. If those are firmed up later this year, Boeing will face an uphill battle to maintain its lead in the 2022 order race.

It is important to note that Airbus has thousands more orders in its backlog than Boeing, with narrow-body jets accounting for the full disparity. Boeing is nowhere close to parity with Airbus, and this won't change anytime soon.

25/07/2022

Boeing 737 MAX (fourth generation)

Built to replace the Boeing 737-700/800/900, the Boeing 737 MAX has more fuel-efficient LEAP-1B engines and aerodynamic improvements like split-tip winglets.

Boeing 737 MAX 7

Originally based on the Boeing 737-700, the 737 MAX 7 can fly 1,000 nautical miles further than the Boeing 737-700 and has two more rows of seats and 18% less fuel cost per seat. The empty weight of a Boeing 737 MAX 7 is 138,699 lbs, and its maximum takeoff weight is 177,000 lbs.

737 MAX 8

With a longer fuselage than the Boeing 737 MAX 7, the MAX 8 entered service with Malindo Air on May 22, 2017. A high-density version of the MAX 8 could seat up to 200 passengers when using slimline seats, making it 29% more cost-effective per seat. The empty weight of a Boeing 737-8 MAX is 145,400 lbs, and the maximum takeoff weight is 181,200 lbs.

737 MAX 9

Designed to compete with the Airbus A321neo and replace the Boeing 737-900, the MAX 9 is a stretched version of the MAX 8. When empty, the Boeing MAX 9 weighs 156,500 lbs and has a maximum takeoff weight of 194,700 lbs.

737 MAX 10

The Boeing MAX 10 can seat 230 passengers in a single class configuration or 189 in a two-class layout, basically the same as a MAX 9. The downside while competing with the Airbus A321neo is that the MAX10 has a 3,300 nautical miles range while the A321neo has a range of 4,000 nautical miles. When empty, a Boeing MAX 10 weighs 156,500 lbs and has a maximum takeoff weight of 197,900 lbs.

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19/07/2022

With the RISE Program, CFM is driving a step change in aviation propulsion. Achieving ambitious sustainability goals will require uncompromising technologies capable of achieving levels of efficiencies beyond anything we have done before. The ultimate solution must not only build upon the safety, reliability, and operating economics of today’s benchmark CFM56 and LEAP engines, but lay a solid foundation for the generation beyond.

Today Airbus and CFM International will use an Airbus A380 aircraft to test CFM’s open fan engine architecture. The Airbus A380 flight demonstrator with open fan engine architecture is expected to fly in the second half of this decade. Ahead of the A380 demonstrator flights, CFM will conduct engine ground tests at GE Aviation’s Flight Test Operations center in Victorville, the United States.

“New propulsion technologies will play an important role in achieving aviation's net-zero objectives, along with new aircraft designs and sustainable energy sources,” said Sabine Klauke, Airbus Chief Technical Officer.

The manufacturer believes that this technology could be a game changer for commercial aviation, with the industry seeking ways to make flying carbon emissions-free by 2050.
The flight demonstrator aims to contribute to future engine and aircraft efficiency improvements, including enhanced understanding of engine/wing integration and aerodynamic performance as well as propulsive system efficiency gains, validating performance benefits, including better fuel efficiency that would provide a 20%, and ensuring compatibility with 100% Sustainable Aviation Fuels (SAF)

Klauke added: “By evaluating, maturing and validating open fan engine architecture using a dedicated flight test demonstrator, we are collaboratively making yet another significant contribution to the advancement of technology bricks that will enable us to reach our industry-wide decarbonization targets.

This collaboration with CFM highlights the diversity of Airbus technology demonstrator portfolio and complements the work being carried out to evaluate concepts and mature technologies for Airbus’ zero-emission ambition. In February 2022, the two companies announced a joint flight test program to validate hydrogen propulsion capability. Airbus and CFM, along with parent companies GE and Safran, share the ambition of fulfilling the promise they made in signing the Air Transport Action Group goal in October 2021 to achieve aviation industry net zero carbon emissions by 2050 by developing and testing the technology necessary to make zero emissions aircraft a reality within the ambitious timeline defined. Airbus has a long-standing relationship with CFM and its parent companies, GE Aviation and Safran and, together, the partners have established a great track record of delivering high-performance products that meet the needs of airline customers.

A bit about actual Open Fan Architecture

The pursuit of ever-increasing propulsive efficiency has driven the growth of engine fan diameter in commercial jet engines over the past five decades. This progression is ultimately leading to open fan concepts. Although high bypass architectures can be seen in the form of turboprops on slower flying and shorter-range regional aircraft today, the open fan architecture to be demonstrated as part of the RISE Program is nothing like a turboprop engine. This advanced, new generation open fan architecture will be able to fly at the same speed as current singleaisle aircraft (up to Mach 0.8, or 80 percent the speed of sound) with a noise signature that will meet anticipated future regulations. An open fan architecture is the most efficient and sustainable option that offers step change in propulsive efficiency, improvements in thermal efficiency and integration of advanced systems.

18/07/2022

Boeing 737-400

To fill the gap between the 737-300 and the 757-200, Boeing stretched the Boeing 737-300s fuselage by ten feet, increasing its capacity to 188 passengers. With its extended length, Boeing added a tail bumper to prevent tail strikes during takeoff.

Boeing 737-500

Boeing offered customers the Boeing 737-500 as a modern and direct replacement for the Boeing 737-200. Able to accommodate up to 140 passengers, the plane's new CFM56-3 engines gave it a 25% increase in fuel efficiency over the older 737-200s P&W engines.

Boeing 737-600

The Boeing 737-600 is the smallest of the Boeing next-generation models and was intended to replace the Boeing 737-500. The empty weight of a Boeing 737-600 is 80,200 lbs, and its maximum takeoff weight is 144,500 lbs.

Boeing 737-700

Southwest Airlines was the launch customer for the Boeing 737-700, using it to replace its Boeing 737-300s. The Boeing 737-700 can seat 126 passengers when configured in two classes or 149 passengers when given a single-class layout.

Boeing 737-800

Launched on September 25, 1994, the Boeing 737-800 is a stretched version of the Boeing 737-700. When given a two-class layout, the 800 can seat 162 passengers and 189 passengers in a high-density single-class configuration. The plane was designed to fill the gap between the MD-80 and MD-90 after Boeing merged with McDonnell Douglas in 1997.

737-900

Launched in 1997, the Boeing 737-900 can seat 177 in a two-class and 189 in a high-density, one-class layout. Alaska Airlines took delivery of the first Boeing 737-900 on May 15, 2001. The empty weight of the Boeing 737-900 is 93,680 lbs, and its maximum takeoff weight is 187,679 lbs. The newest and largest variant of the Boeing NG is the Boeing 737-900ER. When building the 900-ER (extended range), Boeing added two more doors to the cabin allowing for 180 passengers in a two-class and up to 220 passengers in a one-class layout. The 900ER was intended to replace the Boeing 757-200 and compete with the Airbus A321.

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03/06/2022

The Difference In Weight Between The B737 Family Aircraft

Since Boeing delivered the first 737-100 to German national flag carrier Lufthansa in 1967, it has created 13 variations of its best-selling plane.

When setting out to design and build the plane, Boeing was already behind its competitors with the BAC One-Eleven, Douglas DC-9, and Fokker F28 already undergoing flight certification. To speed up the process, Boeing decided to use 60% of the structure and systems it already had in the Boeing 727. With a shorter version of the same fuselage and the engines under the wings, It introduced six abreast seating rather than the 3+2 used on the 727.

Boeing 737-100

When the first B737-100 entered service with Lufthansa in 1968, the German carrier became the first non-American airline to launch a Boeing aircraft. Lufthansa was biggest customer for the B737-100 ordering 22 aircraft. Of the 30 B737-100s built, 5 went to Malaysia-Singapore Airlines and 2 to Avianca. The remaining aircraft, the original prototype, was sold to NASA in 1973. The empty weight of the 737-100 was 61,994 lbs and the maximum takeoff weight was 110,000 lbs.

Boeing 737-200

In 1965 United Airlines placed an order for a larger version of the 737-100, which was designated as the B737-200. After producing 135 B737-200s, Boeing introduced an advanced version of the plane that had improved aerodynamics, automatic wheel brakes, more powerful engines, more fuel capacity, and a more extended range than the original 200. The empty weight of a B737-200 is 65,300 lbs and its maximum takeoff weight is 128,100 lbs.

Boeing 737-300

The development of the B737-300 was intended to be an upgrade to the B737-200 with an increase in range and capacity. The aircraft was designed to compete with the MD-80 and its later derivative, MD-90. It also faced a newcomer in the marketplace, the Airbus A320. By selecting the CFM56-3B-1 engine to power the planes, Boeing increased fuel efficiency and lowered noise. The passenger capacity increased to 149. The empty weight of the B737-300 is 72,532 lbs, and the maximum takeoff weight is 139,500 lbs.

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17/05/2022

According to stats, European airports start to recover after Covid pandemic. As per comments back in 2020 and 2021, airlines were planning fully recover by 2023, looking into figures we might be very close to achieve it.

With 86% of 2019 traffic across the aviation network, unsurprisingly most of the top 10 European airports are around that level - but with 2 airports riding well above 100%, and one lagging at 70%.

Strong traffic at Palma de Mallorca and 2nd-placed Istanbul iGA, both at 106% of 2019 (the latter was this time in 2019 just a month into full operations), while Munich stays still 30% down on 2019 pre-pandemic volumes. Top of the table remains Amsterdam-Schiphol, 1,304 average daily flights over the last week, 88% of 2019 levels.

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