Sunday, 30 October 2011

Aircraft Maintenance Engineering and Aerospace Engineer Interview Questions

why aircraft body is made of aluminum and Why refrigeration is done inside aircraft?
Body of aircraft is made up of aluminum due to its good tensile strength & good conductor.This is the combined effect low pressure & speed of plane in sky. What is ram jet?
A ramjet, sometimes referred to as a stovepipe jet, or an athodyd, is a form of jet engine with no moving parts. Ramjets cannot produce thrust at zero airspeed and thus cannot move an aircraft from a standstill.
What is a liquid metal?
Mercury. “Liquid metal” is a type of alloy, a mix of three or more metals, with end results of similar properties and characteristics to plastic that cools faster and has more than twice the strength of titanium.
What kind of work is carried out in Line Maintenance?
Are thermal protection systems of space crafts commonly composed of one panel or a collection of smaller tiles?
Does not simplification of complex honeycomb designed for thermal protection system of are usable launch vehicles jeopardize the accuracy of results?
It jeopardize the accuracy but it also has some advantages but cannot be used due to its inaccuracy.
What is the highest temperature the space shuttle under surface experiences during its mission?
Under surface of the space shuttle will experience above 2300′c at the time of re-entering.
Explain how you overcame a major obstacle?
To overcome obstacle, one should have strong determination and self confidence on himself /herself. They have to face life as it comes.
What is SPICE? Where was it developed?
SPICE is Simulation Program with Integrated Circuit Emphasis. This is analog simulator which was developed at electronics research lab of California University.
Fueling and refueling Precautions?
In hydraulic system, what stands for red and blue colors?
What are the main areas in Aviation?
Artificial intelligence
Aircrafts and parts
Advanced materials, composites and specialty metals
Computers, electronic components and systems
Fighters and attack aircraft
Government defense policies and goals
Lasers
Navigation controls and guidance systems
Ordinance and Military vehicles
Computers, electronic components and systems
Aviation electronic/Avionics
Robotics
Satellites
Search and detection equipments
Strategic defensive initiative
Sensors and instrumentation
Ships
Space vehicles and commercialization of space
What made you choose aircraft maintenance engineering/aerospace engineer line as your career?
In aircraft maintenance/aerospace engineering there are lots of interesting topics which include rocketry, aeroplanes, Lego’s. As a school student I started sketching for future aircraft and space craft,military aircraft. I analyzed the importance of space travel, aviation history, and aerospace industry and hence decided to get into this field.
Explain the day to day responsibilities of Aerospace engineering?
Each job profile even in aerospace industry differs from others. To mainly speak about aerospace there are two branches or field. One is aeronautical and other is astronautics engineering.
Explain the differences between Aeronautical Engineering and Astronautical Engineering
Aeronautical engineering deals with vehicles which operates in the atmosphere
Aeronautical engineering deals with vehicles operating in space.
Aeronautical engineering works on tunnel tests, analyzing flight test data, manned space flights, planning future space missions, spacecraft operations, designing and testing robotic systems, developing new propulsion system, computing optimum flight trajectories,developing communication systems for distance space probes and designing new rockets.
Astronautical engineer includes designing power systems for spacecraft structure, developing communications systems for distant space probes, developing hardware skills for operations in spacecraft, designing and testing robotic systems, developing new propulsion systems and computing optimum flight.
Does the knowledge of mathematics of Science is required to get into maintenance engineering?
The basic understanding of Math is important as it is not used at all the time during the course of aerospace engineering. One should have a basic understanding of mathematical definitions and knowledge on computers is very important as the computer programs will help in doing simple calculations and verify the results are reasonable.
But on the science front it is very important to have a very good understanding on various subjects like dynamics and mechanics in physics, strong emphasis on chemistry,electromagnetism. For a good engineer one should know how law of forces makes things happen.
Also if you are good at physical sciences when opposed to life sciences like biology you will be a fit candidate for aerospace engineering.
Reasons for why patch work are in round in shape?
How would you handle if your co-worker is not co-operating with you?
Talk to your co-worker directly and explain him that you are having a problem working with him and make him understand the situation, if he is not willing to listen or not co-operating, then direct the issue to chief pilot.
What would you do if your Captain is not following the instructions properly?
Refer to your plane manual and discuss the same with your client and ensure you make him understand the procedures and rules. If he does not respond, you will call your concerned aircraft officer at the airport and escalate and make sure your voice frequency is recorded.
Without Air Traffic Control, what is the minimum descent rate of the plane?
A Pilot can descend up to 500” bare minimum, without informing the ATC (Air Traffic Controller) and this is only during an exceptional cases. However, it’s always better to be in regular touch with the Air Traffic Controller and to keep him informed about the descent rate. This will not have any traffic problems during landing in the runway.
What is Hard Landing? and Emergency Landing?
How would you handle the extreme pressure during emergency situation if you know that plane is not safe and it might crash anytime?
Few professions demand you to be selfless, and our respective clients would be the most important thing, that is why customer service differs completely in such fields compared to other streams. For example, Doctors, Lawyers, Pilots…these are the professions where employee saving your customer is the up most important thing.
So, as a engineer I fully understand my duties and responsibilities and will ensure that whatever panic situation I could be in, I will continue to deliver my duties till the end and ensure passengers are safe all times. Simultaneously I will own the full responsibility of maintenance of Air Craft safe and in the airworthy condition.
How many types of emergency landings are there and explain?
There are three types of emergency landings like:
Forced landing: This is a situation where Air Craft engine fails and Pilot is forced to land the plane in the nearest airport.
Precautionary landing: This is used when Pilot faces a problem due to severe weather conditions, or being lost in the air space traffic or due to lack of fuel or expecting an engine trouble.
Ditching: This is when where Pilot cannot avoid this situation but to just land on water, which is safer than air bound.
You are a Flight Engineer? How important is to get the passengers switch off the mobile phones and laptops during land off? What could be the consequences?
It is very important to check if laptop and mobile phones are switched off or not, as the consequences can be bad….because interference of air crafts communication devices and electronic devices interfere with each other and there could be chances of not proper landing.
So, it’s highly recommended that all electronic and communication devices should be
switched off during take off and landing.
What interests and abilities would help me as an Aircraft Maintenance Engineering/Aerospace engineer?
Successful aerospace engineers need lots of curiosity, problem solving skills,organizational skills, written and oral communication skills, people skills (as in leading and participating in teams) and computer skills. There are no physical requirements; in fact, we have many engineers with disabilities and it is not an issue for their job performance
What are the fringe benefits of aircraft engineer/aerospace engineering?
Good pay, good promotion potential, travel, respect from the community at large, and you get to say that you are a man with rocket science!
What are the disadvantages of being in aerospace industry?
The biggest disadvantage is that it is a relatively small field, and the number of companies in the field is getting smaller (lots of mergers between big companies in the news lately).

Maintenance, Repair & Overhaul (MRO) Companies in the Middle East countries

The companies featured in this section provide third-party maintenance services (heavy and light maintenance) on airliners, helicopters, VIP and corporate aircraft in the Middle East . Where available, the company name is hyperlinked directly to its web page.
List of Aircraft and Engine MRO companies in the UAE
Aerospace Maintenance, Repair & Overhaul (MRO) companies and organizations in the UAE. Service offerings are:
Afr     Airframe maintenance
Eng    Engine & APU maintenance
Com Component / systems maintenance
Avi     Avionics maintenance
Rep    Repair services
Int      Aircraft interiors MRO
Mod   Aircraft modification; pax to freight conversion
Hel     Helicopter MRO
Bus    Business / corporate aircraft MRO / FBO

Company: Abu Dhabi Aircraft Technologies – ADAT
City: Abu Dhabi
Maintenance: Afr,Eng,Com,Rep,Int,Bus

Company: Abu Dhabi Aviation
City: Abu Dhabi

Company: Aerostar Asset Management
City: Sharjah

Company: Emirates Airline Engineering
City: Dubai
Maintenance: Afr,Eng,Avi,Int

Company: ExecuJet Middle East
City: Dubai
Maintenance:

Company: Gamco Thales Systems
City: Abu Dhabi
Maintenance: Com

Company: Goodrich Customer Services
City: Dubai
Maintenance: Com

Company: Goodrich Interiors
City: Dubai
Maintenance: Int

Company:Hawker Pacific Avionics
City: Dubai
Maintenance: Avi

Company: Jet Aviation – Dubai
City: Dubai
Maintenance: Afr,Hel

Maintenance, Repair & Overhaul (MRO) Companies in the Middle East countries

Company: Abu Dhabi Aircraft Technologies – ADAT
City: Abu Dhabi
Maintenance: Afr,Eng,Com,Rep,Int,Bus

Company: Abu Dhabi Aviation
City: Abu Dhabi

Company: Aerostar Asset Management
City: Sharjah

Company: Emirates Airline Engineering
City: Dubai
Maintenance: Afr,Eng,Avi,Int

Company: ExecuJet Middle East
City: Dubai
Maintenance:

Company: Gamco Thales Systems
City: Abu Dhabi
Maintenance: Com

Company: Goodrich Customer Services
City: Dubai
Maintenance: Com

Company: Goodrich Interiors
City: Dubai
Maintenance: Int

Company:Hawker Pacific Avionics
City: Dubai
Maintenance: Avi

Company: Jet Aviation – Dubai
City: Dubai
Maintenance: Afr,Hel

Maintenance, Repair & Overhaul (MRO) companies in Singapore

List of MRO companies in Singapore
Aircraft and Engine MRO companies in Singapore

Aerospace Maintenance, Repair & Overhaul (MRO) companies and organizations in Singapore. Nature of Work Service offerings are:
Aerospace Component Engineering Services
Nature of Work: Component / systems maintenance, Repair services
1. Airfoil Technologies International
Nature of Work: Repair services, Engine & APU maintenance
2. Asian Surface Technologies Pte Ltd
Nature of Work: Engine & APU maintenance, Component / systems maintenance, Repair services
3. Aviation & Electronics Support Pte Ltd
Nature of Work: Avionics maintenance
4. Avio Aviation (AsPac)
Nature of Work: Engine & APU maintenance
5. Composite Technology International (CTI)
Nature of Work: Repair services
6. Combustor Airmotive Services Pte Ltd
Nature of Work: Engine & APU maintenance, Component / systems maintenance
7. Derco Aerospace Pte Ltd
Nature of Work: Component / systems maintenance
8. Eagle Services Asia
Nature of Work: Engine & APU maintenance
9. Eurocopter South East Asia (ESEA)
Nature of Work: Airframe maintenance (incl. Line Maintenance)
10. GE Aviation Service Operation
Nature of Work: Engine & APU maintenance
11. GE Aviation Services ATI
Nature of Work: Engine & APU maintenance
12. Goodrich Aerostructures Singapore
Nature of Work: Component / systems maintenance
13. Goodrich Aircraft Wheels & Brakes
Nature of Work: Component / systems maintenance
14. Hamilton Sundstrand Pacific Aerospace
Nature of Work: Component / systems maintenance, Repair services
15. Honeywell Aerospace
Nature of Work: Component / systems maintenance, Avionics maintenance
16. IECO – International Engine Component Overhaul
Nature of Work: Component / systems maintenance, Engine & APU maintenance
17. Jet Aviation – Singapore
Nature of Work: Airframe maintenance (incl. Line Maintenance)
18. Meggitt Aerospace Asia Pacific
Nature of Work: Component / systems maintenance, Repair services, Aircraft interiors MRO
19. Messier Services Asia
Nature of Work: Component / systems maintenance, Repair services
20. NORDAM Singapore
Nature of Work: Component / systems maintenance, Repair service
21. PFS – Pacific Flight Services
Nature of Work: Airframe maintenance (incl. Line Maintenance)
22. Pratt & Whitney Canada (SEA) Pte Ltd
Nature of Work: Engine & APU maintenance
23. Rockwell Collins SEA
Nature of Work: Avionics maintenance
24. Sabena technics – Asia
Nature of Work: Engine & APU maintenance
25. SIA Engineering Company
Nature of Work:Airframe maintenance (incl. Line Maintenance), Engine & APU maintenance, Component / systems maintenance, Avionics maintenance, Repair services, Aircraft interiors MRO
26. Singapore Aero Engine Services – SAESL
Nature of Work: Engine & APU maintenance
27. Singapore JAMCO Pte Ltd
Nature of Work: Engine & APU maintenance
28. S-PRO – Singapore Precision Repair & Overhaul
Nature of Work: Aircraft modification; pax to freight conversion; winglet installation
29. ST Aerospace
Nature of Work: Airframe maintenance (incl. Line Maintenance), Engine & APU maintenance, Component / systems maintenance, Avionics maintenance, Repair services, Aircraft interiors MRO, Aircraft modification; pax to freight conversion; winglet installation, Helicopter MRO, Business / corporate aircraft MRO / FBO
30. STA Engineering – ST Aerospace Engineering
Nature of Work: Airframe maintenance (incl. Line Maintenance)
31. STA Engines – ST Aerospace Engines
Nature of Work: Engine & APU maintenance
32. STA Services – ST Aerospace Services
Nature of Work: Component / systems maintenance
33. STA Systems – ST Aerospace Systems
Nature of Work: Component / systems maintenance, Avionics maintenance
34. StandardAero PTE
Nature of Work: Engine & APU maintenance
35. Turbine Coating Services (TCS)
Nature of Work: Engine & APU maintenance
36. Turbine Overhaul Services (TOS)
Nature of Work: Engine & APU maintenance
37. Windsor Airmotive Asia Pte Ltd
Nature of Work: Engine & APU maintenance

Shinichiro Ito, All Nippon Airways – Interview

BIG IN JAPAN

Talk to almost any one of All Nippon Airways’ 33,000 employees and their pride in the airline’s independence is evident.
Their company does not follow government guidelines – or need its hand-outs – just like, whisper it softly, big domestic rival Japan Airlines. In a quirk of fate, however, it is the state that has given ANA the opportunity to surpass JAL and become Japan’s – and possibly even Asia’s – number-one carrier.
JAL, teetering on the verge of bankruptcy again in 2010, went begging to the government. It received a bailout, but only after an outcry that turned public opinion to the point where the government forced JAL to shrink its network and cut its fleet to lower costs and attempt to return to profitability.
That has allowed ANA, an early member of Star Alliance, to catch up and, as its chief executive Shinichiro Ito points out, continue to be profitable and grow without government help. ANA, say observers, finally has a realistic chance to hit that number-one spot. “I’m not sure if JAL is a great competitor to compare ourselves against any more,” Ito says pithily.
“After the bankruptcy and troubles, ANA’s network is almost as big as JAL’s. But I must stress this – size alone does not do any good. You really have to be an organisation that can make profit. If you are big and you can’t make profit, it does not make any sense. We are already one of the big airlines in Asia.” State help for JAL still rankles Ito. For the past two years, he has made no secret of his opposition, although he chooses his words carefully.
“We have been consistent in our message that everything should be equal. The support should be given in a fair, equitable manner to maintain the network that the Japanese people need. The support shall be given only for that purpose. Whether that is on an equal footing or not, I would refrain from making any comment,” he says.
After a pause, Ito shrugs and points out that little can be done about the situation. ANA, he adds, will just continue to do it all on its own to be successful. “Talking about someone else doesn’t really help us. All we need to do is stand firm on our feet and to do whatever we need to, surely and steadily.
“Ever since ANA was established, from our very first step into this existence, we have been a private-sector company.
“That is very unlike JAL. That is a very big difference between us – and that difference is a source of pride. On that, we are very proud of ourselves.”
ANA’s aim, he says, is to continue to be profitable and return value to shareholders. That will be a major challenge

JAPANESE MARKET

After returning to profitability in 2010, with the global economic crisis resulting in the airline making a loss in 2009, there are plenty of headwinds once again to keep his management team busy.
Japan is only just recovering from the devastating earthquake and tsunami that hit the country in March. Outbound travel is returning, but inbound traffic is still slow. A rise in fuel prices and lower demand after the earthquake resulted in a fiscal first-quarter loss. Economic uncertainty in the USA and Europe continues to affect demand from two regions that account for a large chunk of ANA’s traffic.
These variables, Ito admits, could derail ANA’s plans. They do not, however, deter ANA from its strategies to create new revenue streams and restructure its operations. The airline, Ito says, cannot wait for a “positive environment”.
The airline will maintain focus on the premium brand and product to use as the basis of its growth in the international and domestic market. It hopes to use the opening up of Tokyo’s Haneda airport to international services to grow its network, particularly to the rest of Asia.
The liberalisation of Japan’s airline market will add new destinations in North America and Europe, where the Boeing 787s can be best utilised. It will also enable low-cost carriers to serve a new market segment. ANA appears to have a lot on its plate, but Ito says there is little choice.
“Honestly, the environment is not making us optimistic. JAL is starting to recover and the increased slot availability at Haneda and Narita means there is more competition. But we must have better service than our competitors so that Asian passengers will choose to fly with us. We must enhance our brand. We must keep doing many things.”
The government, Ito says, could help. Cumbersome partnership restrictions, aviation fuel taxes, and high airport, navigational and landing charges have all been obstacles for many years. Partnership regulations have been relaxed – partly because of the US-Japan Open Skies agreement – and some of the aviation fuel tax has been lowered.
However, the overall competitiveness of Japanese airlines remains much lower.
“ANA alone is paying 120 billion yen [$1.6 billion] in costs to the government. In fiscal 2009, we made a huge loss. If there was no such cost, we wouldn’t have been in red ink that year. Some of the newspapers calculated that if we were a Singaporean company, then we wouldn’t be suffering any loss over here. Our competitiveness, just because we are a Japanese airline company, has been hindered,” he points out. Political instability continues in Japan, with both ruling party and opposition unable to get the country out of an ongoing economic malaise – reflected in the moribund aviation policies. The government should understand the benefits of aviation and its contribution to economic growth, Ito says, adding that the Open Skies agreements, for example, should be made permanent and taxes reduced. “Civil aviation policy so far has been focused on building more airports. But the airports network has been completed, and therefore there is an environment now emerging to allow the ministry to reduce tax on airline companies.”

LAUNCHING THE 787

One frustration that cannot be attributed to the government is related to the Boeing 787, for which ANA is the launch customer. ANA knew Boeing was aiming to unveil a product that would transform the way aircraft are designed and manufactured, and was prepared for some hiccups along the way. However nobody, including Boeing, could have foretold the numerous challenges in the design and production phase that led to a three-year delay in its delivery schedules.
ANA had to get additional Boeing 767-300ERs as interim lift and cut back on some network growth while waiting for Boeing to sort out the troubles. It is now scheduled to receive its first 787 in September, after the aircraft underwent service-readiness operational validation tests in Japan in July.
ANA initially said it expected 12 787s by the end of the fiscal year ending on 31 March 2012, with 10 more in the following fiscal year. However, this has been cut to a total of 20 aircraft.
“There was a great deal of frustration as our fleet plan has been forced to change for three years. But there would have been a bigger impact if we did not do anything at all – we modified our fleet plan and did not let the delay distort our business,” Ito says. “As we say, a more difficult delivery can only make the baby more precious and adorable. We are now going to get the 787 and have more expectation than anything else, we can now do whatever we wanted to do three years ago.”

AIRCRAFT SELECTION

The American airframer has supplied 80% of the aircraft in ANA’s fleet, but it should not naturally expect to remain at the forefront in the future, Ito says.
“The selection of an aircraft is a very important decision. It depends on the market that we are going to serve and the environment that we are in at the time of the agreement. We look at the aircraft very seriously in terms of technology, profitability and everything else. It is not about Boeing or Airbus. We make decisions on the basis of the type of aircraft that we need at the time of purchase, not the supplier.”
In the coming years, ANA will need to start replacing some of its Boeing 777s – the backbone of its long-range fleet. While Ito says the Airbus A350 has some overlap with the 787 “in terms of range and performance”, he says ANA has not ruled it out. “We are studying the A350 very seriously and in detail,” he adds.
Both Boeing and Airbus have been pushing their super-jumbos, the 747-8 and A380, to ANA as well. With a laugh, Ito says: “Boeing and Airbus – they come to us frequently, constantly, and ask ‘why don’t you choose this or that?’. Honestly, we are looking at the aircraft but we don’t have any plans for the introduction of these big aircraft. We have to see how they fit into the Japanese market.”
ANA also aims to grow its domestic network and make it more profitable. While it will continue operating both widebodies and narrowbodies, Ito says it ordered the Mitsubishi MRJ regional jet to fill a niche within the domestic network on routes that do not require larger aircraft.
“We have high expectations for the MRJ. We looked at similar-sized aircraft made by some other companies, verified the comparison, and decided on MRJ. This is because even though the aircraft has yet to be built, we believe that the performance is going to be quite good – much better than the others. I think the MRJ is a type of aircraft that should receive more orders from other airlines around the world,” he adds.
The international network will grow in partnership with Star Alliance members. Since April, the airline has been operating transpacific flights in a joint venture with United and Continental, and it expects to start something similar with Lufthansa for flights to Europe this autumn. These would enable the airline to save operational and marketing costs, and benefit from the economies of scale.
“Although we saw a decline in demand post-earthquake, the international transpacific flights are doing rather well and this is probably due to the impact of the joint venture. We expect it to be similar with Lufthansa for flights to Europe,” Ito says.

LOW-COST LAUNCH

Moving away from its comfort zone, ANA announced the formation of Peach Aviation, a joint venture with Hong Kong-based partners that will begin low-cost flights out of Osaka’s Kansai airport next year. After this interview was conducted, ANA concluded a partnership with Malaysia’s AirAsia to start LCC services out of Narita airport.
“The Japanese government is promoting more LCCs to Japan, and the environment is getting better. Kansai airport and other airports are building budget terminals, and there are more and more LCCs from other countries flying into Japanese cities.
A Japan-based LCC should be able to compete against other modes of transportation such as railway and bus. There is huge demand from travellers who use those,” he adds.
The biggest obstacle remains Japan’s high cost-structure, which a low-cost carrier must overcome if it wants to compete more effectively. Ito says there is enough demand to overcome the barrier, pointing out that Kansai itself has a population base of about 20 million. “There are challenges, but the possibilities are not small,” he says. ANA, however, will retain its focus on the full-service market, Ito reiterates. It will use the 787 for point-to-point connections on routes to North America, Europe and India, and also leverage on the joint ventures to grow its European and American network. The focus, increasingly, will also be on Asia.
“Here, the joint ventures also come into play. North American customers can connect to our Asian destinations in Narita, which will be the focus of our hub-and-spoke network. Haneda will be used for the time-restricted long-haul slots that are not available from Narita. We can also attract business travel market from growing neighbours, especially China. We call this the dual-hub strategy,” Ito says.
ANA is also focusing on the softer side of the industry – improving service all round, marketing the brand more aggressively in Japan and regionally, and making the airline a “household name”. The airline, he says, should not only have efficient operations but be able to notch up top marks in “customer satisfaction”.
“We would like to make sure our 33,000 employees firmly share these values. Yes, there are obstacles and the environment is quite tough. But once we get over these, we will continue to grow and become the number one airline in Asia,” he says.

BIG IN JAPAN

JAPANESE MARKET

LAUNCHING THE 787

AIRCRAFT SELECTION

LOW-COST LAUNCH

Turkish Airline fleet technical info

Fleet

A340-300

Number of aircraft:	9	Passenger capacity:	270
Maximum take off weight:	(A340-311) 257.000 kg (A340-312) 260.000 kg (A340-313) 275.000 kg	Maximum cargo capacity:	44.836 kg / 152,80 m³
Wing span:	60,304 m	Length:	63.689 m
Height:	16.99 m	Max. Range	13,700 km
Cruise speed	871 km/h	Service Ceiling	12,500 m/ 41,100 ft

A330-300

Number of aircraft:	7	Passenger capacity:	289
Maximum take off weight:	233.000 Kg	Maximum cargo capacity:	37.578 Kg / 105,95 m³
Wing span:	60.3 m	Length:	58.8 m
Height:	17,40 m.	Max. Range	10,800 km
Cruise speed	871 km/h	Service Ceiling	12,500 m / 41,100 ft

A330-200

Number of aircraft:	7	Passenger capacity:	250
Maximum take off weight:	233.000 Kg	Maximum cargo capacity:	37.578 Kg / 105,95 m³
Wing span:	60.3 m	Length:	58.8 m
Height:	17,40 m.	Max. Range	13,400 km
Cruise speed	871 km/h	Service Ceiling	12,500 m / 41,100 ft

A321-200

Number of aircraft:	29	Passenger capacity:	178/181/194/
Maximum take off weight:	89.000 kg.	Maximum cargo capacity:	12.837 kg/ 42.70 m3
Wing span:	34,09 m	Length:	44,51 m
Height:	11,76 m.	Max. Range	5,950 km
Cruise speed	828 km/h	Service Ceiling	12,100 m / 39,800 ft

A320-200

Number of aircraft:	27	Passenger capacity:	150/159
Maximum take off weight:	73.500 / 77.000 kg	Maximum cargo capacity:	9.435 kg /31.64 m3
Wing span:	33.91 m	Length:	37,57 m
Height:	11,91 m	Max. Range	6,150 km
Cruise speed	828 km/h	Service Ceiling	12,100 m / 39,800 ft

A319 – 132/100

Number of aircraft:	10	Passenger capacity:	132/
Maximum take off weight:	70.000 kg	Maximum cargo capacity:	27,62 m³
Wing span:	34,10 m	Length:	33,84 m
Height:	11,76 m	Max. Range	6,850 km
Cruise speed	828 km/h	Service Ceiling	12,100 m / 39,800 ft

B777-300 ER

Number of aircraft:	13	Passenger capacity:	337
Maximum take off weight:	351,534 kg	Maximum cargo capacity:	57.784 kg / 3.85 m3
Wing span:	64,80 m	Length:	73,90 m
Height:	18,60 m	Max. Range	14,690 km
Cruise speed	950 km/h	Service Ceiling	13,140 m / 43,100 ft

B737 – 800

Number of aircraft:	52	Passenger capacity:	155/165/177/189
Maximum take off weight:	79.015/ 70.987/ 76.883 kg	Maximum cargo capacity:	8.408 kg / 45,05 m³
Wing span:	34.315 m	Length:	39.472 m
Height:	12.548 m	Max. Range	5,765 km
Cruise speed	823 km/h	Service Ceiling	12,500 m /41,100 ft

B737 – 700

Number of aircraft:	14	Passenger capacity:	124/149
Maximum take off weight:	61.998 kg	Maximum cargo capacity:	5.178 kg
Wing span:	35,8 m	Length:	33,6 m
Height:	12,57 m	Max. Range	6,370 km
Cruise speed	823 km/h	Service Ceiling	12,500 m /41,100 ft

B737 – 400

Number of aircraft:	3	Passenger capacity:	150
Maximum take off weight:	68.038 kg	Maximum cargo capacity:	7.491 kg / 39,22 m³
Wing span:	28,88 m	Length:	36,449 m
Height:	11,125 m	Max. Range	4,400 km
Cruise speed	780 km/h	Service Ceiling	11,300 m / 37,000 ft

A310 CARGO

Number of aircraft:	4
Maximum take off weight:	157.000 153.000 Kg	Hold capabilities:	Heated, pressurized and ventilated.
Maximum cargo capacity:	38.610 kg/ 203.00m3	Max. Range	7,300 km
Cruise speed	850 km/h	Service Ceiling	12,500 m / 41,100 ft

A 330-200F CARGO

Number of aircraft:	2
Maximum take off weight:	233.000 Kg	Cargo capacity:	64.000 kg.
Wing span:	60.3 m	Length:	58.8 m
Height:	17,40 m.	Max. Range	7,400 km
Cruise speed	871 km/h	Service Ceiling	12,500 m / 41,100 ft

Fleet

A340-300

Number of aircraft:	9	Passenger capacity:	270
Maximum take off weight:	(A340-311) 257.000 kg (A340-312) 260.000 kg (A340-313) 275.000 kg	Maximum cargo capacity:	44.836 kg / 152,80 m³
Wing span:	60,304 m	Length:	63.689 m
Height:	16.99 m	Max. Range	13,700 km
Cruise speed	871 km/h	Service Ceiling	12,500 m/ 41,100 ft

A330-300

Number of aircraft:	7	Passenger capacity:	289
Maximum take off weight:	233.000 Kg	Maximum cargo capacity:	37.578 Kg / 105,95 m³
Wing span:	60.3 m	Length:	58.8 m
Height:	17,40 m.	Max. Range	10,800 km
Cruise speed	871 km/h	Service Ceiling	12,500 m / 41,100 ft