Airlines & Aircraft Fleetsmag-umbraco-media-live.s3.amazonaws.com/2933392/... · over 65 airlines...
2
O u r S e r v i c e s Manchester Airport has regular scheduled, 'no frills', pure freight and charter flight services. Scheduled flights are regular services based upon repeat demand for travel. In order to serve these needs many long haul aircraft fly through the night, departing in the evening and arriving in the early morning. A large number of services to domestic and European airports are operated at times which allow business and leisure passengers to return within the same day. Charter and 'no frills' scheduled services provide low-cost travel to popular destinations (often as part of a package holiday). In order to bring the cost of a holiday within the reach of more people, charter and 'no frills' (airline scheduled operators) must operate in a different way to the traditional scheduled operators. To be cost-effective these airlines must fill as many seats as possible and must make two or more round trips from Manchester in a day. This high usage of aircraft often necessitates flying in the busy morning and evening periods and a limited number of aircraft operating within the night period. D e m a n d The unique mix of regular scheduled, 'no frills', pure freight and charter services operated at Manchester Airport requires a 24- hour operation. Manchester Airport has been operating in this way since 1st April 1952. The extra capacity afforded by the Second Runway helps us to meet the peak demand for travel in the morning and evening. Changes have been made to our airline fees and charges to smooth these peak demands to ensure better use of our runway capacity throughout the day. A i r c r a f t u s i n g M a n c h e s t e r A i r p o r t On the following pages there is an illustration of aircraft types that are, or, have been used at Manchester Airport. The selection of an aircraft for a particular service will be determined by many factors, the most obvious being range/capacity. Other considerations include the facilities available at the destination airport, any noise regulations and aircraft availability. A i r c r a f t D e s i g n Over the past 50 years, aircraft noise emissions have improved dramatically as a result of improvements in the design of aircraft engines/airframes. Aircraft today are 20-30dB quieter than the first generation of jet aircraft, such as the Boeing 707 and Comet. They now produce less than 1% of the sound of these early airliners, with less than a quarter of the annoyance. These improvements have taken time and investment. The high purchase price of an aircraft means that in the same way as a train, bus, ship, lorry or car the cost has to be offset over the life of the airframe. Due to a compulsory high standard of maintenance and rugged construction found in the public transport industry, individual aircraft are in service for many years. Manchester Airport is the UK's largest airport outside the South East and is the global gateway to the North of England. Every year we fly around 23 million passengers to more places than any other airport in the UK, with over 65 airlines flying direct to around 200 destinations. With around 20,000 people employed directly on-site, our city and the whole region share our growth. Manchester Airport hosts' airlines operating passenger and pure freight services, together these operations fulfil demand for business/leisure travel and the import/export of consumer goods. C o n t a c t C o m m u n i t y R e l a t i o n s M a n c h e s t e r A i r p o r t , M a n c h e s t e r , M 9 0 1 Q X F r e e p h o n e : 08000 967 967 E m a i l : [email protected] manchesterairport.co.uk/community Regular Outreach each Tuesday at Knutsford Library* between 09:30-12:30, 13:15-17:00hrs. On the first Tuesday of each month we operate a later session between 12:00-19:00hrs. * subject to scheduled library opening hours Community Information A i r l i n e s & A i r c r a f t F l e e t s m @MAComRels anchesterairport.co.uk/community T h e b e g i n n i n g The de Havilland Comet became the first passenger jet airliner to enter airline service on 2nd May 1952. These first generation jet aircraft such as the de Havilland Comet, Douglas DC-8 and the Boeing 707, brought about huge advances in terms of speed, range and passenger comfort, however they were extremely noisy. Further advances in jet aircraft technology revealed short-comings (particularly in noise abatement), therefore these first generation jet aircraft were later classified as Chapter 1. After 1984 Chapter 1 aircraft were no longer permitted to fly in commercial service. Of course not all aircraft are powered by jet engines. Many regional/short-haul services use propeller driven aircraft. The majority of aircraft powered by Turbo-prop engines have been classified as Chapter 5 aircraft. C h a p t e r 2 The maturing of the jet engine meant second generation aircraft, such as the Boeing 737-200 and Boeing 727 could be categorised into a quieter noise standard; Chapter 2. Though quieter then their predecessors they were still noisy by todays standards, Chapter 2 aircraft were phased out of regular commercial operations in Europe and North America in 2002. A small number of airlines have chosen to re-engine or fit hush kits to the engines of their Chapter 2 aircraft so that they conform to the quieter Chapter 3 standards. C h a p t e r 3 Most aircraft in use now conform to the far stricter noise standards required for Chapter 3. There are many aircraft types that meet Chapter 3 requirements. Those at the noisier end of the Chapter 3 spectrum have become known as marginally compliant and although this is not an official sub category, the term is well recognised within the aviation industry. Examples of 'marginally compliant' Chapter 3 aircraft include the McDonnell Douglas MD-80 Series and the Boeing 747-300. C h a p t e r 4 In 2001, ICAO (International Civil Aviation Organisation) agreed a new certification standard to be introduced for all new jet aircraft entering service from 1 January 2006 (known as Chapter 4). The new standard improves on the existing Chapter 3 standards by at least 10 dBA. Many aircraft in service today improve upon Chapter 3 standards by more than 20 dBA. Around 75% of the current in- production aircraft are capable of meeting an improvement of at least 14 dBA. The marginally compliant Chapter 3 types mentioned above contribute disproportionately to the noise climate and are frequently responsible for a large number of noise complaints. Our fees and charges discourage the use of these marginally compliant aircraft in favour of more modern types. N e w e r A i r c r a f t A i r b u s 3 8 0 The Airbus A380-800 is now in daily service with Emirates flying from Manchester to Dubai. The aircraft operating from Manchester are configured with 517 seats. Future versions can be configured for up to 960 passengers on this double deck aircraft. In comparative terms the A380 generates half as much noise energy as the 747-400 on departure and arrival. The combined effects of the low fuel consumption of its engines and light weight materials and systems result in the A380 achieving a fuel burn of 12% less per seat than the 747-400. B o e i n g 7 8 7 D r e a m l i n e r The Boeing 787-800 Dreamliner is now in regular operation across the world; Thomson Airways and some of our other carriers (such as Qatar Airways) fly them from Manchester. The Thomson Airways Dreamliners can carry 291 passengers on routes of up to 8,500 nautical miles (10,000 miles). The power for the Boeing 787 -800 is provided by a new generation General Electric GEnx or Rolls-Royce Trent 1000 engines. Much more of the aircraft, than others in service, is constructed of new lightweight materials. The aircraft can fly for 15 hours and burns fuel in a way that makes it 20% more carbon friendly then older aircraft types. The airliner is designed to offer increased efficiency and reduced operating costs. A i r b u s 3 5 0 X t r a W i d e B o d y , T with Qatar Airways. he aircraft was designed to complement the A380 with a smaller capacity airframe and to compete with the Boeing 787. The A350 is the first Airbus with both fuselage and wing structures made primarily of carbon fibre-reinforced polymer. This new aircraft also benefits from versions of the General Electric GEnx and Rolls-Royce Trent 1000 engines used to power the Boeing 787. A d v a n c e s i n E n g i n e s The engine manufacturers General Electric are looking at ways to build engines differently. Reducing the number of blades in the fan to 18 compared with 22, giving better efficiency, lower weight and reduced noise. Rolls-Royce have reduced jet noise and inlet fan noise through a combination of chevron designs incorporated in the modified engine cowling, and extensions to the acoustically treated inlet liner. Rolls-Royce noise research and development is now focused on component design, acoustic linings and nozzle design, three-shaft turbofans and the development of technology and noise reduction that allows a further increase in bypass ratio. T h e f u t u r e The Advisory Council for Aeronautics Research in Europe (ACARE) has set Contributions to noise and CO 2 reduction technology goals; to achieve by 2020: • 50% reduction in CO 2 per passenger kilometre; • 80% reduction in NOx emissions and; • 50% reduction in noise Visit: @MAComRels In 2015 Airbus has launched its' own super efficient twinjet the Airbus A350XWB; when it entered service
Transcript of Airlines & Aircraft Fleetsmag-umbraco-media-live.s3.amazonaws.com/2933392/... · over 65 airlines...
Our ServicesManchester Airport has regular scheduled, 'no frills', pure freightand charter flight services. Scheduled flights are regular servicesbased upon repeat demand for travel. In order to serve theseneeds many long haul aircraft fly through the night, departing inthe evening and arriving in the early morning. A large number ofservices to domestic and European airports are operated at timeswhich allow business and leisure passengers to return within thesame day.
Charter and 'no frills' scheduled services provide low-cost travelto popular destinations (often as part of a package holiday). Inorder to bring the cost of a holiday within the reach of morepeople, charter and 'no frills' (airline scheduled operators) mustoperate in a different way to the traditional scheduled operators.To be cost-effective these airlines must fill as many seats aspossible and must make two or more round trips fromManchester in a day. This high usage of aircraft oftennecessitates flying in the busy morning and evening periods anda limited number of aircraft operating within the night period.
DemandThe unique mix of regular scheduled, 'no frills', pure freight andcharter services operated at Manchester Airport requires a 24-hour operation. Manchester Airport has been operating in thisway since 1st April 1952.
The extra capacity afforded by the Second Runway helps us tomeet the peak demand for travel in the morning and evening.Changes have been made to our airline fees and charges tosmooth these peak demands to ensure better use of our runwaycapacity throughout the day.
Aircraft using Manchester AirportOn the following pages there is an illustration of aircraft typesthat are, or, have been used at Manchester Airport. The selectionof an aircraft for a particular service will be determined by manyfactors, the most obvious being range/capacity. Otherconsiderations include the facilities available at the destinationairport, any noise regulations and aircraft availability.
Aircraf t DesignOver the past 50 years, aircraft noise emissions have improveddramatically as a result of improvements in the design of aircraftengines/airframes. Aircraft today are 20-30dB quieter than thefirst generation of jet aircraft, such as the Boeing 707 andComet. They now produce less than 1% of the sound of theseearly airliners, with less than a quarter of the annoyance. Theseimprovements have taken time and investment. The highpurchase price of an aircraft means that in the same way as atrain, bus, ship, lorry or car the cost has to be offset over the lifeof the airframe. Due to a compulsory high standard ofmaintenance and rugged construction found in the publictransport industry, individual aircraft are in service for manyyears.
Manchester Airport is the UK's largest airport outside the South East and is the global gateway to the North ofEngland. Every year we fly around 23 million passengers to more places than any other airport in the UK, withover 65 airlines flying direct to around 200 destinations. With around 20,000 people employed directly on-site,our city and the whole region share our growth. Manchester Airport hosts' airlines operating passenger andpure freight services, together these operations fulfil demand for business/leisure travel and the import/exportof consumer goods.
Contact Community RelationsManchester Airport, Manchester, M90 1QX
Freephone: 08000 967 967 Email: [email protected]
manchesterairport.co.uk/community
Regular Outreach each Tuesday at Knutsford Library*between 09:30-12:30, 13:15-17:00hrs.
On the first Tuesday of each month we operate a later session between 12:00-19:00hrs.
* subject to scheduled library opening hours
Community InformationAirlines &Aircraft Fleets
m@MAComRels
anchesterairport.co.uk/community
The beginningThe de Havilland Comet became the first passenger jet airlinerto enter airline service on 2nd May 1952. These first generationjet aircraft such as the de Havilland Comet, Douglas DC-8 andthe Boeing 707, brought about huge advances in terms ofspeed, range and passenger comfort, however they wereextremely noisy. Further advances in jet aircraft technologyrevealed short-comings (particularly in noise abatement),therefore these first generation jet aircraft were later classified as Chapter 1. After 1984 Chapter 1 aircraft were no longerpermitted to fly in commercial service.
Of course not all aircraft are powered by jet engines. Manyregional/short-haul services use propeller driven aircraft. Themajority of aircraft powered by Turbo-prop engines have beenclassified as Chapter 5 aircraft.
Chapter 2The maturing of the jet engine meant second generation aircraft,such as the Boeing 737-200 and Boeing 727 could becategorised into a quieter noise standard; Chapter 2. Thoughquieter then their predecessors they were still noisy by todaysstandards, Chapter 2 aircraft were phased out of regularcommercial operations in Europe and North America in 2002. Asmall number of airlines have chosen to re-engine or fit hush kitsto the engines of their Chapter 2 aircraft so that they conform tothe quieter Chapter 3 standards.
Chapter 3Most aircraft in use now conform to the far stricter noisestandards required for Chapter 3. There are many aircraft typesthat meet Chapter 3 requirements. Those at the noisier end ofthe Chapter 3 spectrum have become known as marginallycompliant and although this is not an official sub category, theterm is well recognised within the aviation industry. Examples of'marginally compliant' Chapter 3 aircraft include the McDonnellDouglas MD-80 Series and the Boeing 747-300.
Chapter 4 In 2001, ICAO (International Civil Aviation Organisation) agreeda new certification standard to be introduced for all new jetaircraft entering service from 1 January 2006 (known as Chapter4). The new standard improves on the existing Chapter 3standards by at least 10 dBA.
Many aircraft in service today improve upon Chapter 3standards by more than 20 dBA. Around 75% of the current in-production aircraft are capable of meeting an improvement of atleast 14 dBA.
The marginally compliant Chapter 3 types mentioned abovecontribute disproportionately to the noise climate and arefrequently responsible for a large number of noise complaints.Our fees and charges discourage the use of these marginallycompliant aircraft in favour of more modern types.
Newer Aircraft
Airbus 380The Airbus A380-800 is now in daily service with Emirates flyingfrom Manchester to Dubai. The aircraft operating fromManchester are configured with 517 seats. Future versions canbe configured for up to 960 passengers on this double deckaircraft. In comparative terms the A380 generates half as much noiseenergy as the 747-400 on departure and arrival. The combinedeffects of the low fuel consumption of its engines and lightweight materials and systems result in the A380 achieving a fuelburn of 12% less per seat than the 747-400.
Boeing 787 DreamlinerThe Boeing 787-800 Dreamliner is now in regular operationacross the world; Thomson Airways and some of our othercarriers (such as Qatar Airways) fly them from Manchester. The Thomson Airways Dreamliners can carry 291 passengers onroutes of up to 8,500 nautical miles (10,000 miles).
The power for the Boeing 787 -800 is provided by a newgeneration General Electric GEnx or Rolls-Royce Trent 1000engines. Much more of the aircraft, than others in service, isconstructed of new lightweight materials. The aircraft can fly for15 hours and burns fuel in a way that makes it 20% morecarbon friendly then older aircraft types. The airliner is designedto offer increased efficiency and reduced operating costs.
Airbus 350Xtra Wide Body,
Twith Qatar Airways. he aircraft was designed to complement theA380 with a smaller capacity airframe and to compete with theBoeing 787. The A350 is the first Airbus with both fuselageand wing structures made primarily of carbon fibre-reinforcedpolymer. This new aircraft also benefits from versions of the General
Electric GEnx and Rolls-Royce Trent 1000 engines used to power the Boeing 787.
Advances in EnginesThe engine manufacturers General Electric are looking at waysto build engines differently. Reducing the number of blades inthe fan to 18 compared with 22, giving better efficiency, lowerweight and reduced noise.
Rolls-Royce have reduced jet noise and inlet fan noise through acombination of chevron designs incorporated in the modifiedengine cowling, and extensions to the acoustically treated inletliner. Rolls-Royce noise research and development is nowfocused on component design, acoustic linings and nozzledesign, three-shaft turbofans and the development of technologyand noise reduction that allows a further increase in bypassratio.
The futureThe Advisory Council for Aeronautics Research in Europe(ACARE) has set Contributions to noise and CO2 reductiontechnology goals; to achieve by 2020:
• 50% reduction in CO2 per passenger kilometre;• 80% reduction in NOx emissions and;• 50% reduction in noise
Visit:
@MAComRels
In 2015 Airbus has launched its' own super efficient twinjet the Airbus A350XWB; when it entered service
Boeing 732x130
Antonov 124 Boeing 743x383
Boeing 744x383
Boeing 777x283
Airbus 320x149
Airbus 320x149
Jetstream 41x66
Embraer 120x30
Boeing 788x250
BAE 146x95
Embraer 145x50
Embraer 175x78
MD80x110
Airbus 300x317
Boeing 733x130
Fokker 100x99
Airbus 330x380
DC10x362Trident
x139
Boeing 707x219
VC10x151
Boeing 742x270
DC9x105
Airbus 343x439
Caravellex140
BAC1-11x104
Jetstream 141x29
+ -Please note: the plan above is relevant to Manchester
Airport for illustration purposes only and does notnecessarily correlate with industry certification
Noise
x Typical number of seats Freight Aircraft
Key:
Earlier Jet Aircraft Chapter 1 & 2
Aircraft conforming to Chapter 4 requirements
Chapter 3 Chapter 5
Airlines and Aircraft Fleets
Ryanair
Jet2.com
ThomsonAirways
Emirates
EasyJet
Thomas CookAirlines
MonarchAirlines
Aer Lingus
EtihadAirways
Air France
AmericanAirlines
BritishAirways
KLM
UnitedAirlines
Delta AirLines
QatarAirways
Lufthansa
Flybe
PakistanInternational
Airlines
ScandinavianAir System
SingaporeAirlines
Swiss InternationalAir Lines
VirginAtlantic
Boeing 762x270
Dash -8x50
Boeing 738x189
Shorts 360x35
Boeing 727x130
Airbus A358x270
Boeing 752x233
Airbus 388x517
Hercules
Illyushin-76
