American freight - furniture mattress appliance
Scam Home Warranty
2020.10.18 18:28 themadkingnqueen Scam Home Warranty
Do you or someone you know currently have a home warranty or are considering getting one? Curious about getting more work for your company by becoming a technician with a home warranty? Have some questions about your home appliances and/or major systems? Been ripped off in the past by a home warranty company or technician of the same? Well you are in the right place. I'll tell you what I know, help in any way I can. For free.
2023.06.07 05:16 Upset-Expression7264 SUMMER LEASE TAKEOVER
1 Bed 1 Bath Apartment $950 • FULLY FURNISHED (JUNE PAID FOR) Looking for person to fill my spot in a triple ($950 a month, willing to negotiate price) at the Tahitian Apartments on El Colegio Rd. Original price for a month is $1,130
The lease would start at the mid June - end of September (2023) JUNE IS PAID FOR & 950 for July-Sept
My roommates are also looking for someone to takeover their lease as well & so far we have found one person out of three to takeover! The unit is a 1 bed / 1 bath downstairs apartment that comes fully furnished (bed frame + mattress, fridge, furniture, TV, dresser, kitchen table + chairs, etc) 4/20, alc, & LGBTQ friendly, and also looking for cleanliness.
Amenities include New study pods, meeting rooms, swimming pool, WiFi and Utilities (gas + water), laundry room, gated security entrances, building is next door to local bus line, 24/7 surveillance cameras etc.
Click the link below for more information on the Tahitian Apartments. Please message me on here or @jasnoorksidhu on IG if you are interested/ for more information! https://www.tahitianapts.com/amenities/
submitted by Upset-Expression7264 to UCSantaBarbara [link] [comments]
The lease would start at the mid June - end of September (2023) JUNE IS PAID FOR & 950 for July-Sept
My roommates are also looking for someone to takeover their lease as well & so far we have found one person out of three to takeover! The unit is a 1 bed / 1 bath downstairs apartment that comes fully furnished (bed frame + mattress, fridge, furniture, TV, dresser, kitchen table + chairs, etc) 4/20, alc, & LGBTQ friendly, and also looking for cleanliness.
Amenities include New study pods, meeting rooms, swimming pool, WiFi and Utilities (gas + water), laundry room, gated security entrances, building is next door to local bus line, 24/7 surveillance cameras etc.
Click the link below for more information on the Tahitian Apartments. Please message me on here or @jasnoorksidhu on IG if you are interested/ for more information! https://www.tahitianapts.com/amenities/
2023.06.06 20:34 JunkDawgsJunkRemoval How Much Does Junk Removal Cost In Ontario, California?
 | submitted by JunkDawgsJunkRemoval to u/JunkDawgsJunkRemoval [link] [comments] Junk Dawgs - Ensuring every project meets the budget in Ontario “How much does junk removal cost?” is a common question when we need this service. However, it is not always as simple as you may imagine. Read on to find out why. Of course, for an immediate overview of our costs you can call us at (909) 712-9525 or book now. The way many junk removal companies set their pricing is by the amount of junk they pick up and haul in their truck. For some clients, a quarter of a truckload is enough. Others may take up the whole truck or require various loads. Yet even this is insufficient to determine how many cubic feet your trash will take up, and it’s why we love to come to you to provide a free estimate. Yes, an old couch or refrigerator will take up a set amount of space. You can measure something like this by height, depth, and width, but for other junk items, it may be possible to compress them so that they take up little or almost no space. Sometimes we won’t know exactly how much space your trash will take up until we see it with our own eyes, but we always compact your trash when possible so that it takes up the least amount of room in our vehicles. Removing Single Junk Item You may need a single item removed like an old mattress, or a worn-out chair or desk. Even though it may take up less than a quarter of our truck we still have to charge a minimum amount. With Junk Dawgs, you know the price you’ll pay for a single item or a percentage of the truck we use. However, you should be aware that other junk removal companies in Ontario, California, may provide seemingly lower prices on their websites but if you read the fine print, you’ll see they increase their prices based on the distance driven from their office to your location. With us, the price you see is what you’ll pay for our junk removal services. Junk Dawgs - Spreading Paw-sitive vibes barking up all trees How Junk Hauling Costs Are Calculated Our pricing is set so that we can cover our costs such as labor, fuel, insurance, maintenance, etc., and make money to continue to serve our customers as well as expand our service areas over time and grow our business. If an old sofa is all that you’re disposing of you already know what the single item cost will be. However, if it’s just a part of your entire load of junk, we’ll take the dimensions of the couch into account when calculating the space used and ensure it uses the least amount of space in our trucks. Another factor to consider is weight. Hauling away heavier items takes more energy and resources, so it has to be taken into account. Imagine getting rid of an old safe or refrigerator. These types of belongings are extremely heavy, and it will take longer to remove them from your property. Just imagine negotiating a flight of stairs with something like this, then lifting it onto a vehicle. Something such as this will take extra effort than several boxes of unwanted clothes. Junk Removal Cost vs. Value For anything, even junk removal there is a price but there is also the value of that service, and we believe that we add additional value to the services we provide. One example is being on time for your junk removal appointment. We know you have better things to do than wait for a team to show up to do the work. It’s also in our best interest to do the work quickly, first so we can be in and out of your property in a reasonable amount of time to let you get back to your life and second so that we can schedule other junk pickup appointments efficiently which again helps us reduce our costs. We take the time to clean up your space once the trash has been removed from it. Our Junk Removal Service Area Whether it’s mattress removal in Ontario, appliance removal in Redlands, or a garage cleanout in Riverside, Junk Dawgs is only a few minutes away. We also service a wide area in Moreno Valley, Corona, Rancho Cucamonga, Fontana, Murrietta, San Bernardino, Temecula, Victorville, and Palm Springs. Junk Dawgs - Your top fleet for Junk Removal Call For Junk Pickup Costs For numerous things, we may be able to provide a price quote over the phone or through our website. Based on prior experience we know how much, for example, mattress removal will cost or how much space will be required for a standard-size oven or other appliance disposal. For some jobs, we may need to view the junk on-site to give you an accurate estimate. We’ll know what items can be condensed or compacted so that your trash takes up the least amount of space possible in our trucks. There are some items we cannot take such as hazardous materials so if you have any questions as to whether or not it’s an item we can handle, give us a call and we’ll let you know. For items such as those, we’ll let you know how and where you can safely dispose of them. We ensure to be very thorough so that you have sufficient information to make an informed decision as to which junk removal service you want to hire. If you’re one of our Ontario neighbors, we hope you’ll make the call to Junk Dawgs, but we want to hear from you in Redlands, Riverside, Moreno Valley, Corona, Rancho Cucamonga, Fontana, Murrietta, Ontario, San Bernardino, Temecula, Victorville, and Palm Springs, too! If you live in California, Junk Dawgs is the company you need to call! You can now request a free, no-obligation junk removal estimate for you. So, call us at (909) 712-9525, or fill out our contact form to learn more about our services or to get started! |
2023.06.06 18:01 Region-Formal The make-up of BBBY's Top 30 Unsecured Creditors list provides grounds for optimism for current shareholders
0. Preface
In my post a couple of weeks ago, assessing the likelihood of current shareholders coming away profitable in the end, I noted that Holly Etlin's Docket 10 filing to the bankruptcy court stated that the company has around $800 million in secured creditors (JP Morgan, Sixth Street etc.) and $1 billion in unsecured creditors (mainly bond holders) to pay off. That too is only the funded debt; the [aggregate debt situation] is even worse:The company estimated it had assets of $4.4 billion and total debt of $5.2 billion as of late November, and the number of creditors is between 25,001 and 50,000, with BNY Mellon having the biggest unsecured claim of $1.18 billion. BNY Mellon is a trustee on three senior debt issues, according to a spokesperson for the firm.
Before any value can be returned to the current shareholders by a successful exit from Chapter 11, secured and then unsecured creditors must first be satisfied. That is a very simple fact, and the notion that a sale of any kind of the company is bullish for current shareholders is simply incorrect and misguided. If current equity holders are to receive anything, and not have their investments wiped away, then a prospective buyer would need to cover BBBY's debt obligations to secured and unsecured creditors.
1. Who Are Unsecured Creditors?
The hierarchy of this is that it is firstly the secured creditors who must be paid out. In BBBY's case these are primarily the Wall Street financial institutions JP Morgan and Sixth Street, who have provided loans to basically keep the company operating. As these are fairly straightforward debt obligations, I think a buyer would simply need to pay them off in cash, as part of a successful Chapter 11 restructuring.But after that come the unsecured creditors, and I believe how a prospective buyer pays these entities off could have a greater impact on whether shareholders can receive anything. If the buyer can negotiate in a savvy fashion with the unsecured creditors, there could be an opportunity to reduce how much of their debts need to be paid off. Additionally the method of payment could become important, as some form of equities-for-debt could mean the launching of new securities, of which current shareholders could receive some portion.
Hence the negotiations with these unsecured creditors could become extremely important for a successful deal to be formulated. Meaning that who these unsecured creditors are, and what they might be satisfied with, is a potentially critical factor. Below are the typical types of unsecured creditors that most publicly traded companies have:
Bondholders: Bondholders are individuals or institutional investors who have purchased corporate bonds issued by the company. These bonds are unsecured and represent debt owed by the company.
Debenture Holders: Similar to bondholders, debenture holders hold unsecured debt instruments issued by the company known as debentures.
Noteholders: Noteholders hold unsecured promissory notes issued by the company, representing debt obligations.
Unsecured Loan Providers: Individuals or financial institutions that have provided unsecured loans to the company.
Trade Creditors: These are suppliers or vendors who have provided goods or services on credit to the company.
Employees: Unpaid wages, benefits, or pensions owed to employees can also make them unsecured creditors.
Leaseholders: Companies may have leased properties or equipment from landlords or lessors, making them unsecured creditors if rental payments are outstanding.
2. BBBY's Main Unsecured Creditors
Hence I was very much interested when Docket 607 came out last Friday 2nd June, as this contains a list of BBBY's top 30 Unsecured Creditors. Here they are in alphabetical order, including my short description of what they do:ARTSANA USA INC: Italian company in the parenting space, part owned by Baby Care International Development Sarl (Luxemburgish firm)
BLUE YONDER INC: Supply chain management software company, operating as an independent subsidiary of Panasonic (Japanese electronics giant)
BNY MELLON: American investment management and investment services provider; largest creditor of $1.18 billion
BRIDGETREE LLC: American marketing analytics and big data analytics company
CITRUS AD INTERNATIONAL INC: Publicis Groupe (French media firm) owned software as a service (SaaS) platform, optimizing brands marketing performances directly within retailer websites
COMMISSION JUNCTION INC: Another Publicis Groupe (French media firm) owned affiliate marketplace, in which eCommerce brands can browse a large selection of products that can be used for promoting and building their business
FACEBOOK INC (META PLATFORMS): American multinational technology conglomerate
F 3 METALWORX INC: American precision metal works provider specializing in Wire Weld Store Fixtures, Arvite Precision Sheet Metal Fabrication and Cost Effective Coatings
FEDERAL HEATH SIGN COMPANY LLC: American firm that manufactures interior marketing decor, external signs and digital signage
FEDEX: American express delivery services and solutions firm
GRANITE TELECOMMUNICATIONS LLC: American one-stop solutions for voice, data, Internet, wireless, video and secure network options provider
IDX CORPORATION: American company that develops and manufactures consumer displays and environments
INTERSOFT DATA LABS INC: Indian company thar specialises in IT outsourcing and business process solutions, especially digital transformations
KDM P.O.P. SOLUTIONS GROUP: American in-store retail marketing solutions provider
KEECO LLC: American home textile supplier, specializing bedding and curtains
KEPLER GROUP LLC: Digital marketing services company, part of the Japanese media giant Hakuhodo's kyu Collective
KEURIG GREEN MOUNTAIN INC: American beverage and coffeemaker conglomerate
LENOX CORPORATION: American manufacturing company that sells tableware, giftware, and collectible products under the Lenox, Dansk, Reed & Barton, and Gorham brands.
LIFETIME BRANDS INC: American provider of kitchenware, tableware and other products used in the home
MADIX INC: American manufacturer of store fixtures, shelving, and display accessories
NATIONAL TREE COMPANY: Leading American importer and wholesaler of artificial Christmas trees, wreaths and garlands as well as holiday decorations and fiber optics products
NORTH AMERICAN CORPORATION: American packaging solutions and facility solutions firm
PERSONALIZATIONMALL: Amerixan provider of distinctive keepsake items featuring a broad assortment of customizable products
PINTEREST INC: American image sharing and social media service
SHARKNINJA SALES COMPANY: American manufacturer of small home appliances
TEMPUR‐PEDIC: American manufacturer and distributor of mattresses and pillows made from viscoelastic foam
TESTRITE PRODUCTS CORP.: American wholesale distributor of home furnishings and housewares
THE KNOT WORLDWIDE INC: American wedding planning and goods company
VERIZON BUSINESS NETWORK: American voice and data telecommunications campany
WILLIAM CARTER CO.: Major American designer and marketer of children's apparel
3. Unsecured Creditor Categories
Here I am putting these 30 firms into categories, based on my personal assessment of what type of firm they are and/or what kind of relationship they most likely have with BBBY:
Financal Services providers to BBBY
BNY MELLON
Business Services providers to BBBY
BLUE YONDER INC
BRIDGETREE LLC
CITRUS AD INTERNATIONAL INC
COMMISSION JUNCTION INC
FACEBOOK INC (META PLATFORMS)
F 3 METALWORX INC
FEDERAL HEATH SIGN COMPANY LLC
FEDEX
GRANITE TELECOMMUNICATIONS LLC
IDX CORPORATION
INTERSOFT DATA LABS INC
KDM P.O.P. SOLUTIONS GROUP
KEPLER GROUP LLC
MADIX INC
NORTH AMERICAN CORPORATION
PINTEREST INC
VERIZON BUSINESS NETWORK
Suppliers of products sold at BBBY stores
ARTSANA USA INC
KEECO LLC
KEURIG GREEN MOUNTAIN INC
LENOX CORPORATION
NATIONAL TREE COMPANY
PERSONALIZATIONMALL
SHARKNINJA SALES COMPANY
TEMPUR‐PEDIC
TESTRITE PRODUCTS CORP.
THE KNOT WORLDWIDE INC
WILLIAM CARTER CO.
What I was concerned about before carrying out this research was whether most of BBBY's unsecured creditors are financial services firms. We know for sure that BNY Mellon is the largest of the bond holder, being the trustee of the senior notes. However not a single one of the other 29 firms on this list are other financial services providers. Of course no guarantees, but I believe this significantly reduces the risk of bad Wall Street actors being able to "sabotage" potential negotiations between a prospective buyer of BBBY and the collective secured creditors.
In fact, the vast majority of these large secured creditors appear to be Trade Creditors, and I believe that is a very encouraging sign. For these companies, there is no advantage at all in BBBY winding down its operations, as that would mean a loss of longer term income for them. Looking at the products and services these companies provide, they either receive revenue from BBBY for business services, or have their products sold through BBBY's bricks-and-mortar and/or online stores. So for BBBY to wind down completely would not be in these secured creditors' best interests at all, as they would simply be losing a long-term revenue source.
4. The Ultimate Deal
As such, I believe there is a good chance that a prospective buyer can significantly reduce the secured debt obligations currently on BBBY's books, as part of a successful acquisition of the company. Except for BNY Mellon, all the other major unsecured creditors appear to be BBBY's suppliers and long-term business partners. I would think that the short-term gain of recovering their current debts is less beneficial to these companies, if compared to continuing to supply their products and services to BBBY and/or its successor entities.So what kind of deal could take place? This could take many forms, but an attractive one for these unsecured creditors could be a swapping of debt for newly issued securities. Those could be of a new ticker representing BBBY's post-Chapter 11 business, or of a spin-off such as BABY, or even more attractively, both. This third option would mean that far from their relationship with BBBY ending in disappointing fashion, they can instead recoup their unsecured credit, receive equity and part-ownership in one or more new companies, AND can provide products and services to these firms.
Such a scenario would also be extremely beneficial for current BBBY shareholders as well. If the buyer's requirements for paying off BBBY's debts are reduced, then a higher chance there is enough left over from their acquisition offer to return to us equity holders. I am also inclined to think that the type of offer is more likely to include their own stock, given such an equity-for-debt offer could be more attractive to Trade Creditors. As I have pointed out in numerous past DDs, I believe such an acquisition - either in the form of an All-Stock or Combined Stock/Cash deal - has the greatest likelihood of triggering a Short Squeeze.
So it is fair to say that I am really quite encouraged by the make-up of BBBY's top 30 unsecured creditors list...!
5. Summary
- Before current shareholders can receive any value from a successful exit from Chapter 11 bankruptcy, secured and unsecured creditors must be satisfied.
- Secured creditors have priority and must be paid off first. They are typically financial institutions that have provided loans to the company, such as JP Morgan and Sixth Street in the case of BBBY.
- Unsecured creditors come next, and how they are paid off can impact whether shareholders receive anything. Negotiating with unsecured creditors could potentially reduce the amount of debt that needs to be paid and the method of payment, such as equities-for-debt, could involve launching new securities.
- BBBY's top 30 unsecured creditors were listed in Docket 607. They include a mix of companies from various industries, such as financial services providers, business services providers, and suppliers of products sold at BBBY stores.
- However the fact that most of BBBY's unsecured creditors are Trade Creditors (suppliers and long-term business partners) rather than financial services firms reduces the risk of potential negative interference from Wall Street actors for a potential buyer.
- A prospective buyer may be able to reduce secured debt obligations by negotiating with trade creditors who have a long-term interest in maintaining a relationship with BBBY.
- An attractive deal for these unsecured creditors could involve swapping debt for newly issued securities, potentially representing BBBY's post-Chapter 11 business and/or a spun-off BABY.
- Such a deal could also be extremely beneficial to current shareholders, as this increases the likelihood of returning value from the acquisition offer and potentially triggering a Short Squeeze.
- The makeup of BBBY's top 30 unsecured creditors list is therefore very encouraging for potential acquisition negotiations, and an overall profitable outcome for shareholders.
2023.06.06 17:16 No_Competition4897 [HIRING] 25 Jobs in RI Hiring Now!
2023.06.06 17:01 Dangerous-Bag-7327 [HIRING] 20 Jobs in Jacksonville Hiring Now!
2023.06.06 16:29 Top-Total692 [HIRING] 20 Jobs in Detroit Hiring Now!
2023.06.06 11:49 cece_m New ALT - Finding a place to stay
Hi for all the new ALT coming to Japan and welcome ! I hope you will enjoy your time here ! One way to make it easier for you is to send a message to your predecessor or to find a way to reach them ! Maybe your predecessor is looking for you too who knows !
If possible, moving into your predecessor current apartment with all the furniture, appliances etc can be very helpful both for you and your predecessor! Especially if it’s not a LeoPalace !
I remember moving into my new place and having nothing but a futon, and having to work the next day ! It was very stressful and I don’t recommend !!
Either on FB ( find your Prefecture Jet page or on discord ) !
See ya in Japan !
submitted by cece_m to JETProgramme [link] [comments]
If possible, moving into your predecessor current apartment with all the furniture, appliances etc can be very helpful both for you and your predecessor! Especially if it’s not a LeoPalace !
I remember moving into my new place and having nothing but a futon, and having to work the next day ! It was very stressful and I don’t recommend !!
Either on FB ( find your Prefecture Jet page or on discord ) !
See ya in Japan !
2023.06.06 08:17 Limp-Living-8539 Delegating responsibilities options
The older I get, the more stuff it feels there is to do.
Like house related work. For direct or indirect family members, who are staying with me, or even for myself.
Example: taking some one to a place (like to a doctor, or relatives place), getting some items from shop (not all groceries related, buy somethings like furniture, appliances selection), Visits to (bank, lawyers, etc), Installation at home (as cant allways leave the service guys alone, need to monitor & check what done), Online work/Paper work (for claims, couriers etc)
Many becoming more & more online helps, but some require me or some other to be present, or some reading to do.
feels like a lot of energy & time goes in this, & thinking of options on how I can delegate this (well by paying ofcourse)
Or any of you have similar problem, or how you deal with house work overload
submitted by Limp-Living-8539 to mangalore [link] [comments]
Like house related work. For direct or indirect family members, who are staying with me, or even for myself.
Example: taking some one to a place (like to a doctor, or relatives place), getting some items from shop (not all groceries related, buy somethings like furniture, appliances selection), Visits to (bank, lawyers, etc), Installation at home (as cant allways leave the service guys alone, need to monitor & check what done), Online work/Paper work (for claims, couriers etc)
Many becoming more & more online helps, but some require me or some other to be present, or some reading to do.
feels like a lot of energy & time goes in this, & thinking of options on how I can delegate this (well by paying ofcourse)
- get a part time driver (post advertisement or ask around relatives/friends if they know anyone) - (but may not be usually that educated/knowledgeable in other areas than driving)
- get some student *college type who may have free time (but the risk of giving him my vehicle, also not sure if this would even work & how)
- get married (ask my woman to help with this stuff & share) - XXX just listing it here not recommending :)
- (edit another one) - find someone retired person (who can work part time type to help out)
Or any of you have similar problem, or how you deal with house work overload
2023.06.06 02:32 ColbyTheCarpenter How much should I charge to do 4 of these kitchens for a multi unit building? Im used to doing a trim and staring to do kitchens but struggle with pricing
 | submitted by ColbyTheCarpenter to Carpentry [link] [comments] |
2023.06.06 02:28 888hkl888 Dump Day and Shredding Event - Irvine June 17th
 | submitted by 888hkl888 to orangecounty [link] [comments] |
2023.06.05 08:06 giraffe824 Pengusir jin dari rumah
 | Was going house viewing. As I was looking through the house (it has been vacant for sometime), I saw this plastered on the wall submitted by giraffe824 to malaysia [link] [comments] The house was recently renovated (from the paint it looks renovated less than a year ago). Keep in mind, the house is entirely empty (no furniture, kitchen appliances, bed, wardrobe). The walls have been freshly painted white and parts of the house has been (nicely) renovated. No deco. No pictures. No fans. Nothing. Just renovated, now it is going to be auctioned off. The house is being sold cause the government is claiming back monies from an insolvent (bankrupt). Ironically, the person has been insolvent for over a decade yet the assets are only recently auctioned. My guess is that the insolvent family was going to stay there, then the pejabat insolvensi caught up with them and confiscated their assets. Then I saw this note, pasted on the wall - the note is a Google Image but the text and design were 100% the same. It feels a bit eerie. What do you folks think? FYI I am not a Muslim but I believe in ghosts. Haha. https://preview.redd.it/88r11ck0354b1.png?width=710&format=png&auto=webp&s=264526f69ebb22de464b164f9273fb5298286f6f |
2023.06.05 05:36 ColoHusker Moving/clear out sale, mostly tools, woodworking, remodeling items
If you are interested in something, lmk and I can send or upload pics and pull model numbers. If you are interested in a bunch, we can setup a time to come by.
Sometime the week of 6/12 whatever is left will be donated to the tool library/maker spaces/Habitat Restore.
Corded power tools in great shape with storage cases if they came with them.
submitted by ColoHusker to denverlist [link] [comments]
Sometime the week of 6/12 whatever is left will be donated to the tool library/maker spaces/Habitat Restore.
Corded power tools in great shape with storage cases if they came with them.
Makita 5007MG 7 1/4" circular saw + a variety of blades, several brand new- HPT corded 1/2 drill
- HPT grinder, brand new
- Dewalt sawzall
- B&D Jigsaw
- HF Belt Sander
- Bosch fixed & plunged base router kit, opened but never used. Includes a dozen or so router bits.
- 12 inch Hitachi c12rsh dual bevel sliding compound mitre saw + custom rolling base & cabinet with 4 foot foldable extensions (one for each side) & some blades (new/used)
- 12 inch harbor freight (chicago electric) dual bevel sliding compound mitre saw with blade, used for a few cuts.
- Tons of 12 inch blades, lightly used or brand new
- 1 rockwell oscillating saw
- 1 oscillating saw (forget brand, acquired at costco)
- Several dozen new oscillating saw blades
- 20 year old craftsman 1/2 inch drill, well used but very reliable
- Dewalt D24000S 10" wet saw with blade, clean water bucket, pump, slides, stand, power source, etc.
- Delta 10" contractor table saw model 34-444 with base. Original fence & rails as well as 50" biesemeyer clone fence & rails, blade guard, etc. Cast iron table is perfectly flat, unpitted, no rust. Includes original stamped wings in good shape. It's the last model made in USA before Delta closed the tupelo plant.
- Tons of blades including Forrest Woodworker II (needs manufacturer reconditioning which is like $75 + shipping), various others new & lightly used) & some Diable blades
- Also has mitre guide, stacked dado set, low insert plates for some of the blades, paste for the top, lube/grease for the mechanisms, other extras
- I may have some planejoint & other jigs that will be included if they can be located.
- Older Delta DC-380 15" four poster planer in good shape & working, dust extraction hookup & feed tables. Needs plug replaced as it was damaged when relocating. Will consider it a part out piece if I cannot replace plug before you come to look at it.
- Older craftsman radial arm saw on mobile base, + 7 or so blades
- Porter Cable 16, 18, finish nailer & pin nailer pneumatic nailers
- tons of unused nails
- Porter Cable 5 gallon oilless compressor, lightly used
- Sanborn Magna Force 25 gallon oil compressor, good shape. Needs the regulator knob replaced ($40 part online) but working otherwise
- Several air compressor cords, various lenghts 10 ft to 50 ft.
- HPT stapler & staples
- Freeman pneumatic flooring nailer, opened never used.
- Ramset w/ nails & powder cartridges
- 1400 - 1600 sq ft of 3/4 inch x 3.25 inch rustic white oak solid hardwood flooring, new in bundles. A couple bundles were opened. Includes a dozen packs or so of oak splines, possibly underlayment.
- A variety of stain-grade wood including red oak, white oak, maple, poplar, hickory, walnut. Mostly oaks & maple (some but not much tigeburled maple). It's all full dimension 1x1, 1x2, 1x3 in 8'-16' lengths for cabinet face frames. Stacked together, it would be 6-8' tall x 2.5' wide. Most of it is longer lengths.
- Can include a lumber storage shelf that is 16' l x 3' w x 12'.
- Large chemical resistant work table & base, 3'x7'
- 20 or so rough sawn 1x6 or 1x8 ~16' local blue stain pine boards.
- A dozen or so pairs of Bessey 3/4 inch pipe clamps, 4-8' long
- A few pairs of 1/2 pipe clamps, 4' long
- 8 pair folding saw horses
- Never installed 60" inch vanity, white with separate molded counter & sinks. Will include delta faucets new in box if I still have them
- Several vanity style mirrors 2x4
- Black granite single basin large & deep sink with American Standard garbage disposal & kohler commercial style pull down faucet (stainless). Installed then pulled. I think the sink is Frankie. Never caulked in & I believe we have the top mount & flush mount hardware & cut templates.
- Also have a matching black granite baprep sink. Opened, never used. Includes installation templates, etc. Frankie brand
- American standard garbage disposal new in box
- New door handles, hinges, hardware in aged bronze (color matched to Kwikset handles & Delta fixtures). Also matching curtain rods, other hardware, new. Also some matching 3 or 4 light wall mount light fixtures.
- Paper backed bat insulation for 2x4 & 2x6 exterior walls. Never opened.
- Never installed light grey large format tiles, enough for 1.5 5' tub surrounds (front, back, side)
- 1 gallon flexcolor CQ grout in light steel grey unopened
- 2 pieces 1/2" x 3' x 5' durock cement board
- 2 @ 1 gallon AquaDefense unopened
- 1 @ ~20 lb bag Easy Sand 90 joint compound unopened
- 1 @ 50 lb bag Planitop 330 Fast wall leveling compound unopened
- 1 @ 50 lb bag ultraflex LHT mortar unopened
- Several pieces of new 4'x8' 1/2 & 5/8 inch drywall
- 1 pack of drywall shims
- Bunch of 4" mdf trim 8' or 10' lengths. New
- 2 pair extendible/adjustable halogen work lights (2 lights each)
- Set of 2 year old LG stainless steel kitchen appliances. 25 cu ft fridge, gas range + gas convection oven, dishwasher. Verifying length left on extended warranty.
- 36 inch black range hood exhaust. Opened never installed.
- Whirlpool commercial standup garage freezer, 28 cu ft, white, approximately 12 years old. Great shape.
- Danby 20ish cu ft garage freezer, 2 years old.
- 20 year old whirlpool clothes washer & dryer. Well maintained, 3 year old heater core. Washer has a $4 coupling (still available on amazon) that has to be replaced every 7 years or so. $20 because nobody ever seems to take it when it's "free"
- Dozens of new work/old work outlet boxes
- New circuit breakers for GE panels including AFCI & 80-100W breakers
- 14 gauge romex rolls, 100' or 250'
- Heavy duty 25' electrical cords, used for 20 amp tools
- 2 spool of cat 6 ethernet. About 150' on each. Will include fishtape, pull rods, connectors & pull reiliefs, crimp tools, line testers, etc.
- A 2 post network rack, full sized
- Server cabinet, full-sized with fans.
- Rackmount power ports
- 2 24-port gigabit switches (Cisco). I believe they are POE. Will verify when I get the model #s
- 6' x 2' x 7' steel adjustable storage shelf. Great shape used for steel/metal storage, never been able to overload.
- Various other wood/basement storage shelving sized for 45 gallon storage tubs. 6-8 long, 8' tall
- T5 grow adjustable shelf with 3 @ 4'x8' T8 light fixtures. Can convert to LED by removing the ballasts. Built out of pine 1x4s.
- Folding 3'x6' Costco composite table
- Solid Oak child's low dressor & high dressor. Painted white.. Needs a bit of cleanup but built like a tank.
- 6-8 foot i-beam & box levels, like new
- Ridgid shop vac
- Husqvarna battery operated string trimmer with charger, string
- Worx corded blowevac
- Dozens of unopened caulk & sealent.
- 28' warner aluminum extension ladder
- several aluminum or fiberglass extension & step ladders 10-18 feet
- Plumbing tools
- Large variety of drywall knives
- Variety of cement/tile/mortar hand tools
- Oreck XL Gold stand up vacuum
- Several Cabela's rod with various bait casting or spin casting reals. Spooled & ready.
Pair of harbor freight loading ramps, 7.5' long- Heavy duty furniture dolly & wheeled furniture movers
- Variety of unopened SW paint. Also some opened containers of paints, stains, primers, cleanup materials, thinners, etc. It's all been set aside at the shop so no more of the unopened buckets will walk off
- Unopened:
- 1 @ 5 gal SW ellie grey super paint
- 1 @ 1 gal SW ellie grey super paint
- 5 @ 1 gal SW silver plate super paint
- 2 @ 1 gal SW pure white pro classic
- 2 @ 1 gal SW alabaster pro classic
- 1 @ 1 gal site white SW resilience exterior
- 2 @ 1 gal network grey SW resilience exterior
- 1 @ 1 gal sundried tomato SW resilience exterior
- Most of the above have a few to several 1 gal partially used if you want them.
- Opened:
- 1 @ 5 gal kilz original oil primer, ~3 gal left
- 1 @ 1 gal kilz original oil primer 80% left
- 1 @ 1 gal zinsser cover stain primer 90% left
- 1 @ 5 gal BM white ceiling paint, 4 gal left
- Several 1 gal containers of exterior stains, 50-80% left.
- Lacguer thinner, mineral spirits, paint thinner, wood conditioner (pre-stain), floetrol, penetrol.
- Tons of new roller covers/brushes purdey & wooster mostly
- Some heavy duty paint tarps
- 1 roll 12' x 100' 4 mil clear plastic sheeting
2023.06.05 03:18 autumnshelby Getting Ready to Sidecar - Furniture Riser Help!
My 14 month old has been bed sharing for almost a year now and while I love the snuggles, I’d like to start a slow transition to get him in his own sleep space over the next 10 months.
I’m planning on doing a crib sidecar so he can still be close to me, but start getting used to his own bed. However, our mattresses are a 13 inch (33 cm) difference and the tallest furniture risers I can find are 8 inches.
Has anyone had luck finding a taller furniture riser? Any DIY tips on building them?
submitted by autumnshelby to cosleeping [link] [comments]
I’m planning on doing a crib sidecar so he can still be close to me, but start getting used to his own bed. However, our mattresses are a 13 inch (33 cm) difference and the tallest furniture risers I can find are 8 inches.
Has anyone had luck finding a taller furniture riser? Any DIY tips on building them?
2023.06.05 00:18 Coolsacs_2 Movers/ Rental Drivers - HELP me move from NYC to Maryland
HI everyone. I am moving to Maryland at the end of this month ie June. I have lived in NYC for over 3 years. I don't have much stuffs or furniture or appliances. I lived in a furnished apartment. Most of my stuffs will fit in back of an SUV. I have few clothes and shoes and books to take along with me. That's it.
Although I do have a driving license, which I got recently, I have no experience driving in a freeway. That's why I am scared of driving all the way down to Maryland all my myself.
So I was wondering if there are any services which would just drive me along with my stuffs down here from NYC to maryland (~4hrs), by the end of 3rd week of June. I am open to suggestions
I know there are tons of moving services. I don't want a big van moving or movers that I have to wait a week to get my stuffs. I thought it wouldn't be prudent to book an entire mover for maybe 4 luggage worth of stuffs. Basically I just want a small van and a driver who will drive me down. Let me know if any such services exist. I appreciate your suggestions !
submitted by Coolsacs_2 to AskNYC [link] [comments]
Although I do have a driving license, which I got recently, I have no experience driving in a freeway. That's why I am scared of driving all the way down to Maryland all my myself.
So I was wondering if there are any services which would just drive me along with my stuffs down here from NYC to maryland (~4hrs), by the end of 3rd week of June. I am open to suggestions
I know there are tons of moving services. I don't want a big van moving or movers that I have to wait a week to get my stuffs. I thought it wouldn't be prudent to book an entire mover for maybe 4 luggage worth of stuffs. Basically I just want a small van and a driver who will drive me down. Let me know if any such services exist. I appreciate your suggestions !
2023.06.04 10:01 Connect_Trouble_164 Airbus wikipedia part one
The Airbus A300 is a wide-body airliner developed and manufactured by Airbus. In September 1967, aircraft manufacturers in the United Kingdom, France, and West Germany signed a memorandum of understanding to develop a large airliner. West Germany and France reached an agreement on 29 May 1969 after the British withdrew from the project on 10 April 1969. European collaborative aerospace manufacturer Airbus Industrie was formally created on 18 December 1970 to develop and produce it. The prototype first flew on 28 October 1972.
The first twin-engine widebody airliner, the A300 typically seats 247 passengers in two classes over a range of 5,375 to 7,500 km (2,900 to 4,050 nmi). Initial variants are powered by General Electric CF6-50 or Pratt & Whitney JT9D turbofans and have a three-crew flight deck. The improved A300-600 has a two-crew cockpit and updated CF6-80C2 or PW4000 engines; it made its first flight on 8 July 1983 and entered service later that year. The A300 is the basis of the smaller A310 (first flown in 1982) and was adapted in a freighter version. Its cross section was retained for the larger four-engined A340 (1991) and the larger twin-engined A330 (1992). It is also the basis for the oversize Beluga transport (1994).
Launch customer Air France introduced the type on 23 May 1974. After limited demand initially, sales took off as the type was proven in early service, beginning three decades of steady orders. It has a similar capacity to the Boeing 767-300, introduced in 1986, but lacked the 767-300ER range. During the 1990s, the A300 became popular with cargo aircraft operators, as both passenger airliner conversions and as original builds. Production ceased in July 2007 after 561 deliveries. As of March 2023, there were 228 A300 family aircraft in commercial service.
Origins:
During the 1960s, European aircraft manufacturers such as Hawker Siddeley and the British Aircraft Corporation, based in the UK, and Sud Aviation of France, had ambitions to build a new 200-seat airliner for the growing civil aviation market. While studies were performed and considered, such as a stretched twin-engine variant of the Hawker Siddeley Trident and an expanded development of the British Aircraft Corporation (BAC) One-Eleven, designated the BAC Two-Eleven, it was recognized that if each of the European manufacturers were to launch similar aircraft into the market at the same time, neither would achieve sales volume needed to make them viable.[2] In 1965, a British government study, known as the Plowden Report, had found British aircraft production costs to be between 10% and 20% higher than American counterparts due to shorter production runs, which was in part due to the fractured European market. To overcome this factor, the report recommended the pursuit of multinational collaborative projects between the region's leading aircraft manufacturers.[3]: 49 [4][5]: 2–13
European manufacturers were keen to explore prospective programs; the proposed 260-seat wide-body HBN 100 between Hawker Siddeley, Nord Aviation, and Breguet Aviation being one such example.[2][6]: 37–38 National governments were also keen to support such efforts amid a belief that American manufacturers could dominate the European Economic Community;[7] in particular, Germany had ambitions for a multinational airliner project to invigorate its aircraft industry, which had declined considerably following the Second World War.[3]: 49–50 During the mid-1960s, both Air France and American Airlines had expressed interest in a short-haul twin-engine wide-body aircraft, indicating a market demand for such an aircraft to be produced.[3][8] In July 1967, during a high-profile meeting between French, German, and British ministers, an agreement was made for greater cooperation between European nations in the field of aviation technology, and "for the joint development and production of an airbus".[2][9]: 34 The word airbus at this point was a generic aviation term for a larger commercial aircraft, and was considered acceptable in multiple languages, including French.[9]: 34
Shortly after the July 1967 meeting, French engineer Roger Béteille was appointed as the technical director of what would become the A300 program, while Henri Ziegler, chief operating office of Sud Aviation, was appointed as the general manager of the organization and German politician Franz Josef Strauss became the chairman of the supervisory board.[2] Béteille drew up an initial work share plan for the project, under which French firms would produce the aircraft's cockpit, the control systems, and lower-center portion of the fuselage, Hawker Siddeley would manufacture the wings, while German companies would produce the forward, rear and upper part of the center fuselage sections. Addition work included moving elements of the wings being produced in the Netherlands, and Spain producing the horizontal tail plane.[2][6]: 38
An early design goal for the A300 that Béteille had stressed the importance of was the incorporation of a high level of technology, which would serve as a decisive advantage over prospective competitors. As such, the A300 would feature the first use of composite materials of any passenger aircraft, the leading and trailing edges of the tail fin being composed of glass fibre reinforced plastic.[5]: 2–16 [10] Béteille opted for English as the working language for the developing aircraft, as well against using Metric instrumentation and measurements, as most airlines already had US-built aircraft.[10] These decisions were partially influenced by feedback from various airlines, such as Air France and Lufthansa, as an emphasis had been placed on determining the specifics of what kind of aircraft that potential operators were seeking. According to Airbus, this cultural approach to market research had been crucial to the company's long-term success.[10]
Workshare and redefinition:
On 26 September 1967, the British, French, and West German governments signed a Memorandum of Understanding to start development of the 300-seat Airbus A300.[6]: 38 [11]: 43 [12]: 57 At this point, the A300 was only the second major joint aircraft programme in Europe, the first being the Anglo-French Concorde.[9] Under the terms of the memorandum, Britain and France were each to receive a 37.5 per cent work share on the project, while Germany received a 25 per cent share. Sud Aviation was recognized as the lead company for A300, with Hawker Siddeley being selected as the British partner company.[2] At the time, the news of the announcement had been clouded by the British Government's support for the Airbus, which coincided with its refusal to back BAC's proposed competitor, the BAC 2–11, despite a preference for the latter expressed by British European Airways (BEA).[9]: 34 Another parameter was the requirement for a new engine to be developed by Rolls-Royce to power the proposed airliner; a derivative of the in-development Rolls-Royce RB211, the triple-spool RB207, capable of producing of 47,500 lbf (211 kN).[13] The program cost was US$4.6 billion (in 1993 Dollars).[14]
In December 1968, the French and British partner companies (Sud Aviation and Hawker Siddeley) proposed a revised configuration, the 250-seat Airbus A250. It had been feared that the original 300-seat proposal was too large for the market, thus it had been scaled down to produce the A250.[5]: 2–14 [8][15] The dimensional changes involved in the shrink reduced the length of the fuselage by 5.62 metres (18.4 ft) and the diameter by 0.8 metres (31 in), reducing the overall weight by 25 tonnes (55,000 lb).[10][16]: 16 For increased flexibility, the cabin floor was raised so that standard LD3 freight containers could be accommodated side-by-side, allowing more cargo to be carried. Refinements made by Hawker Siddeley to the wing's design provided for greater lift and overall performance; this gave the aircraft the ability to climb faster and attain a level cruising altitude sooner than any other passenger aircraft.[10] It was later renamed the A300B.[9]: 34 [15]
Perhaps the most significant change of the A300B was that it would not require new engines to be developed, being of a suitable size to be powered by Rolls-Royce's RB211, or alternatively the American Pratt & Whitney JT9D and General Electric CF6 powerplants; this switch was recognized as considerably reducing the project's development costs.[11]: 45 [15][16]: 16–17 To attract potential customers in the US market, it was decided that General Electric CF6-50 engines would power the A300 in place of the British RB207; these engines would be produced in co-operation with French firm Snecma.[8][10] By this time, Rolls-Royce had been concentrating their efforts upon developing their RB211 turbofan engine instead and progress on the RB207's development had been slow for some time, the firm having suffered due to funding limitations, both of which had been factors in the engine switch decision.[5]: 2–13 [15][16]: 17–18
On 10 April 1969, a few months after the decision to drop the RB207 had been announced, the British government announced that they would withdraw from the Airbus venture.[6]: 38–39 [15] In response, West Germany proposed to France that they would be willing to contribute up to 50% of the project's costs if France was prepared to do the same.[15] Additionally, the managing director of Hawker Siddeley, Sir Arnold Alexander Hall, decided that his company would remain in the project as a favoured sub-contractor, developing and manufacturing the wings for the A300, which would later become pivotal in later versions' impressive performance from short domestic to long intercontinental flights.[5]: 2–13 [9]: 34 [16]: 18 Hawker Siddeley spent £35 million of its own funds, along with a further £35 million loan from the West German government, on the machine tooling to design and produce the wings.[6]: 39 [15]
Programme launch:
On 29 May 1969, during the Paris Air Show, French transport minister Jean Chamant and German economics minister Karl Schiller signed an agreement officially launching the Airbus A300, the world's first twin-engine widebody airliner.[2] The intention of the project was to produce an aircraft that was smaller, lighter, and more economical than its three-engine American rivals, the McDonnell Douglas DC-10 and the Lockheed L-1011 TriStar.[10] In order to meet Air France's demands for an aircraft larger than 250-seat A300B, it was decided to stretch the fuselage to create a new variant, designated as the A300B2, which would be offered alongside the original 250-seat A300B, henceforth referred to as the A300B1. On 3 September 1970, Air France signed a letter of intent for six A300s, marking the first order to be won for the new airliner.[6]: 39 [10][16]: 21
In the aftermath of the Paris Air Show agreement, it was decided that, in order to provide effective management of responsibilities, a Groupement d'intérêt économique would be established, allowing the various partners to work together on the project while remaining separate business entities.[2] On 18 December 1970, Airbus Industrie was formally established following an agreement between Aérospatiale (the newly merged Sud Aviation and Nord Aviation) of France and the antecedents to Deutsche Aerospace of Germany, each receiving a 50 per cent stake in the newly formed company.[3]: 50 [6]: 39 [10] In 1971, the consortium was joined by a third full partner, the Spanish firm CASA, who received a 4.2 per cent stake, the other two members reducing their stakes to 47.9 per cent each.[10][16]: 20 In 1979, Britain joined the Airbus consortium via British Aerospace, which Hawker Siddeley had merged into, which acquired a 20 per cent stake in Airbus Industrie with France and Germany each reducing their stakes to 37.9 per cent.[3]: 53 [5]: 2–14 [6]: 39
Prototype and flight testing:
Airbus Industrie was initially headquartered in Paris, which is where design, development, flight testing, sales, marketing, and customer support activities were centered; the headquarters was relocated to Toulouse in January 1974.[8][10] The final assembly line for the A300 was located adjacent to Toulouse Blagnac International Airport. The manufacturing process necessitated transporting each aircraft section being produced by the partner companies scattered across Europe to this one location. The combined use of ferries and roads were used for the assembly of the first A300, however this was time-consuming and not viewed as ideal by Felix Kracht, Airbus Industrie's production director.[10] Kracht's solution was to have the various A300 sections brought to Toulouse by a fleet of Boeing 377-derived Aero Spacelines Super Guppy aircraft, by which means none of the manufacturing sites were more than two hours away. Having the sections airlifted in this manner made the A300 the first airliner to use just-in-time manufacturing techniques, and allowed each company to manufacture its sections as fully equipped, ready-to-fly assemblies.[3]: 53 [10]
In September 1969, construction of the first prototype A300 began.[16]: 20 On 28 September 1972, this first prototype was unveiled to the public, it conducted its maiden flight from Toulouse–Blagnac International Airport on 28 October that year.[6]: 39 [9]: 34 [11]: 51–52 This maiden flight, which was performed a month ahead of schedule, lasted for one hour and 25 minutes; the captain was Max Fischl and the first officer was Bernard Ziegler, son of Henri Ziegler.[10] In 1972, unit cost was US$17.5M.[17] On 5 February 1973, the second prototype performed its maiden flight.[6]: 39 The flight test program, which involved a total of four aircraft, was relatively problem-free, accumulating 1,580 flight hours throughout.[16]: 22 In September 1973, as part of promotional efforts for the A300, the new aircraft was taken on a six-week tour around North America and South America, to demonstrate it to airline executives, pilots, and would-be customers.[10] Amongst the consequences of this expedition, it had allegedly brought the A300 to the attention of Frank Borman of Eastern Airlines, one of the "big four" U.S. airlines.[18]
Entry into service:
On 15 March 1974, type certificates were granted for the A300 from both German and French authorities, clearing the way for its entry into revenue service.[18] On 23 May 1974, Federal Aviation Administration (FAA) certification was received.[16]: 22 The first production model, the A300B2, entered service in 1974, followed by the A300B4 one year later.[8] Initially, the success of the consortium was poor, in part due to the economic consequences of the 1973 oil crisis,[6]: 40 [8][9]: 34 but by 1979 there were 81 A300 passenger liners in service with 14 airlines, alongside 133 firm orders and 88 options.[18] Ten years after the official launch of the A300, the company had achieved a 26 per cent market share in terms of dollar value, enabling Airbus Industries to proceed with the development of its second aircraft, the Airbus A310.[18]
Design:
The Airbus A300 is a wide-body medium-to-long range airliner; it has the distinction of being the first twin-engine wide-body aircraft in the world.[8][9]: 34 [12]: 57, 60 [19] In 1977, the A300 became the first Extended Range Twin Operations (ETOPS)-compliant aircraft, due to its high performance and safety standards.[6]: 40 Another world-first of the A300 is the use of composite materials on a commercial aircraft, which were used on both secondary and later primary airframe structures, decreasing overall weight and improving cost-effectiveness.[19] Other firsts included the pioneering use of center-of-gravity control, achieved by transferring fuel between various locations across the aircraft, and electrically signaled secondary flight controls.[20]
The A300 is powered by a pair of underwing turbofan engines, either General Electric CF6 or Pratt & Whitney JT9D engines; the sole use of underwing engine pods allowed for any suitable turbofan engine to be more readily used.[12]: 57 The lack of a third tail-mounted engine, as per the trijet configuration used by some competing airliners, allowed for the wings to be located further forwards and to reduce the size of the vertical stabilizer and elevator, which had the effect of increasing the aircraft's flight performance and fuel efficiency.[3]: 50 [16]: 21
Airbus partners had employed the latest technology, some of which having been derived from Concorde, on the A300. According to Airbus, new technologies adopted for the airliner were selected principally for increased safety, operational capability, and profitability.[19] Upon entry into service in 1974, the A300 was a very advanced plane, which went on to influence later airliner designs. The technological highlights include advanced wings by de Havilland (later BAE Systems) with supercritical airfoil sections for economical performance and advanced aerodynamically efficient flight control surfaces. The 5.64 m (222 in) diameter circular fuselage section allows an eight-abreast passenger seating and is wide enough for 2 LD3 cargo containers side by side. Structures are made from metal billets, reducing weight. It is the first airliner to be fitted with wind shear protection. Its advanced autopilots are capable of flying the aircraft from climb-out to landing, and it has an electrically controlled braking system.
Later A300s incorporated other advanced features such as the Forward-Facing Crew Cockpit (FFCC), which enabled a two-pilot flight crew to fly the aircraft alone without the need for a flight engineer, the functions of which were automated; this two-man cockpit concept was a world-first for a wide-body aircraft.[8][16]: 23–24 [20] Glass cockpit flight instrumentation, which used cathode ray tube (CRT) monitors to display flight, navigation, and warning information, along with fully digital dual autopilots and digital flight control computers for controlling the spoilers, flaps, and leading-edge slats, were also adopted upon later-built models.[19][21] Additional composites were also made use of, such as carbon-fiber-reinforced polymer (CFRP), as well as their presence in an increasing proportion of the aircraft's components, including the spoilers, rudder, air brakes, and landing gear doors.[22] Another feature of later aircraft was the addition of wingtip fences, which improved aerodynamic performance and thus reduced cruise fuel consumption by about 1.5% for the A300-600.[23]
In addition to passenger duties, the A300 became widely used by air freight operators; according to Airbus, it is the best selling freight aircraft of all time.[20] Various variants of the A300 were built to meet customer demands, often for diverse roles such as aerial refueling tankers, freighter models (new-build and conversions), combi aircraft, military airlifter, and VIP transport. Perhaps the most visually unique of the variants is the A300-600ST Beluga, an oversize cargo-carrying model operated by Airbus to carry aircraft sections between their manufacturing facilities.[20] The A300 was the basis for, and retained a high level of commonality with, the second airliner produced by Airbus, the smaller Airbus A310.[19]
Operational history:
On 23 May 1974, the first A300 to enter service performed the first commercial flight of the type, flying from Paris to London, for Air France.[6]: 39 [18]
Immediately after the launch, sales of the A300 were weak for some years, with most orders going to airlines that had an obligation to favor the domestically made product – notably Air France and Lufthansa, the first two airlines to place orders for the type.[3]: 50–52 [18] Following the appointment of Bernard Lathière as Henri Ziegler's replacement, an aggressive sales approach was adopted. Indian Airlines was the world's first domestic airline to purchase the A300, ordering three aircraft with three options. However, between December 1975 and May 1977, there were no sales for the type. During this period a number of "whitetail" A300s – completed but unsold aircraft – were completed and stored at Toulouse, and production fell to half an aircraft per month amid calls to pause production completely.[18]
During the flight testing of the A300B2, Airbus held a series of talks with Korean Air on the topic of developing a longer-range version of the A300, which would become the A300B4. In September 1974, Korean Air placed an order for four A300B4s with options for two further aircraft; this sale was viewed as significant as it was the first non-European international airline to order Airbus aircraft. Airbus had viewed South-East Asia as a vital market that was ready to be opened up and believed Korean Air to be the 'key'.[8][16]: 23 [18]
Airlines operating the A300 on short haul routes were forced to reduce frequencies to try and fill the aircraft. As a result, they lost passengers to airlines operating more frequent narrow body flights. Eventually, Airbus had to build its own narrowbody aircraft (the A320) to compete with the Boeing 737 and McDonnell Douglas DC-9/MD-80. The savior of the A300 was the advent of ETOPS, a revised FAA rule which allows twin-engine jets to fly long-distance routes that were previously off-limits to them. This enabled Airbus to develop the aircraft as a medium/long range airliner.
In 1977, US carrier Eastern Air Lines leased four A300s as an in-service trial.[18] CEO Frank Borman was impressed that the A300 consumed 30% less fuel, even less than expected, than his fleet of L-1011s. Borman proceeded to order 23 A300s, becoming the first U.S. customer for the type. This order is often cited as the point at which Airbus came to be seen as a serious competitor to the large American aircraft-manufacturers Boeing and McDonnell Douglas.[6]: 40 [8][18] Aviation author John Bowen alleged that various concessions, such as loan guarantees from European governments and compensation payments, were a factor in the decision as well.[3]: 52 The Eastern Air Lines breakthrough was shortly followed by an order from Pan Am. From then on, the A300 family sold well, eventually reaching a total of 561 delivered aircraft.[1]
In December 1977, Aerocondor Colombia became the first Airbus operator in Latin America, leasing one Airbus A300B4-2C, named Ciudad de Barranquilla.
During the late 1970s, Airbus adopted a so-called 'Silk Road' strategy, targeting airlines in the Far East.[3]: 52 [18] As a result, The aircraft found particular favor with Asian airlines, being bought by Japan Air System, Korean Air, China Eastern Airlines, Thai Airways International, Singapore Airlines, Malaysia Airlines, Philippine Airlines, Garuda Indonesia, China Airlines, Pakistan International Airlines, Indian Airlines, Trans Australia Airlines and many others. As Asia did not have restrictions similar to the FAA 60-minutes rule for twin-engine airliners which existed at the time, Asian airlines used A300s for routes across the Bay of Bengal and South China Sea.
In 1977, the A300B4 became the first ETOPS compliant aircraft,[24] qualifying for Extended Twin Engine Operations over water, providing operators with more versatility in routing. In 1982 Garuda Indonesia became the first airline to fly the A300B4-200FFCC.[25] By 1981, Airbus was growing rapidly, with over 400 aircraft sold to over forty airlines.[26]
In 1989, Chinese operator China Eastern Airlines received its first A300; by 2006, the airline operated around 18 A300s, making it the largest operator of both the A300 and the A310 at that time. On 31 May 2014, China Eastern officially retired the last A300-600 in its fleet, having begun drawing down the type in 2010.[27]
From 1997 to 2014, a single A300, designated A300 Zero-G, was operated by the European Space Agency (ESA), centre national d'études spatiales (CNES) and the German Aerospace Center (DLR) as a reduced-gravity aircraft for conducting research into microgravity; the A300 is the largest aircraft to ever have been used in this capacity. A typical flight would last for two and a half hours, enabling up to 30 parabolas to be performed per flight.[28][29]
By the 1990s, the A300 was being heavily promoted as a cargo freighter.[16]: 24 The largest freight operator of the A300 is FedEx Express, which has 65 A300 aircraft in service as of May 2022.[30] UPS Airlines also operates 52 freighter versions of the A300.[31]
The final version was the A300-600R and is rated for 180-minute ETOPS. The A300 has enjoyed renewed interest in the secondhand market for conversion to freighters; large numbers were being converted during the late 1990s.[16]: 24–25 The freighter versions – either new-build A300-600s or converted ex-passenger A300-600s, A300B2s and B4s – account for most of the world's freighter fleet after the Boeing 747 freighter.[32]
The A300 provided Airbus the experience of manufacturing and selling airliners competitively. The basic fuselage of the A300 was later stretched (A330 and A340), shortened (A310), or modified into derivatives (A300-600ST Beluga Super Transporter). In 2006, unit cost of an −600F was $105 million.[14] In March 2006, Airbus announced the impending closure of the A300/A310 final assembly line,[33] making them the first Airbus aircraft to be discontinued. The final production A300, an A300F freighter, performed its initial flight on 18 April 2007,[34] and was delivered to FedEx Express on 12 July 2007.[35] Airbus has announced a support package to keep A300s flying commercially. Airbus offers the A330-200F freighter as a replacement for the A300 cargo variants.[36]
The life of UPS's fleet of 52 A300s, delivered from 2000 to 2006, will be extended to 2035 by a flight deck upgrade based around Honeywell Primus Epic avionics; new displays and flight management system (FMS), improved weather radar, a central maintenance system, and a new version of the current enhanced ground proximity warning system. With a light usage of only two to three cycles per day, it will not reach the maximum number of cycles by then. The first modification will be made at Airbus Toulouse in 2019 and certified in 2020.[37] As of July 2017, there are 211 A300s in service with 22 operators, with the largest operator being FedEx Express with 68 A300-600F aircraft.[38]
Variants:
A300B1 - The A300B1 was the first variant to take flight. It had a maximum takeoff weight (MTOW) of 132 t (291,000 lb), was 51 m (167 ft) long and was powered by two General Electric CF6-50A engines.[16]: 21 [39]: 41 Only two prototypes of the variant were built before it was adapted into the A300B2, the first production variant of the airliner.[6]: 39 The second prototype was leased to Trans European Airways in 1974.[39]: 54
A300B2 -
A300B2-100:
Responding to a need for more seats from Air France, Airbus decided that the first production variant should be larger than the original prototype A300B1. The CF6-50A powered A300B2-100 was 2.6 m (8.5 ft) longer than the A300B1 and had an increased MTOW of 137 t (302,000 lb), allowing for 30 additional seats and bringing the typical passenger count up to 281, with capacity for 20 LD3 containers.[40]: 10 [41][39]: 17 Two prototypes were built and the variant made its maiden flight on 28 June 1973, became certified on 15 March 1974 and entered service with Air France on 23 May 1974.[39]: 27, 53 [40]: 10
A300B2-200:
For the A300B2-200, originally designated as the A300B2K, Krueger flaps were introduced at the leading-edge root, the slat angles were reduced from 20 degrees to 16 degrees, and other lift related changes were made in order to introduce a high-lift system. This was done to improve performance when operating at high-altitude airports, where the air is less dense and lift generation is reduced.[42]: 52, 53 [43] The variant had an increased MTOW of 142 t (313,000 lb) and was powered by CF6-50C engines, was certified on 23 June 1976, and entered service with South African Airways in November 1976.[39]: 40 [40]: 12 CF6-50C1 and CF6-50C2 models were also later fitted depending on customer requirements, these became certified on 22 February 1978 and 21 February 1980 respectively.[39]: 41 [40]: 12
A300B2-320:
The A300B2-320 introduced the Pratt & Whitney JT9D powerplant and was powered by JT9D-59A engines. It retained the 142 t (313,000 lb) MTOW of the B2-200, was certified on 4 January 1980, and entered service with Scandinavian Airlines on 18 February 1980, with only four being produced.[39]: 99, 112 [40]: 14
A300B4 -
A300B4-100:
The initial A300B4 variant, later named the A300B4-100, included a centre fuel tank for an increased fuel capacity of 47.5 tonnes (105,000 lb), and had an increased MTOW of 157.5 tonnes (347,000 lb).[44][42]: 38 It also featured Krueger flaps and had a similar high-lift system to what was later fitted to the A300B2-200.[42]: 74 The variant made its maiden flight on 26 December 1974, was certified on 26 March 1975, and entered service with Germanair in May 1975.[39]: 32, 54 [40]: 16
A300B4-200:
The A300B4-200 had an increased MTOW of 165 tonnes (364,000 lb) and featured an additional optional fuel tank in the rear cargo hold, which would reduce the cargo capacity by two LD3 containers.[40]: 19 [42]: 69 The variant was certified on 26 April 1979.[40]: 19
A300-600 - The A300-600, officially designated as the A300B4-600, was slightly longer than the A300B2 and A300B4 variants and had an increased interior space from using a similar rear fuselage to the Airbus A310, this allowed it to have two additional rows of seats.[42]: 79 It was initially powered by Pratt & Whitney JT9D-7R4H1 engines, but was later fitted with General Electric CF6-80C2 engines, with Pratt & Whitney PW4156 or PW4158 engines being introduced in 1986.[42]: 82 Other changes include an improved wing featuring a recambered trailing edge, the incorporation of simpler single-slotted Fowler flaps, the deletion of slat fences, and the removal of the outboard ailerons after they were deemed unnecessary on the A310.[45] The variant made its first flight on 8 July 1983, was certified on 9 March 1984, and entered service in June 1984 with Saudi Arabian Airlines.[40]: 42 [39]: 58 A total of 313 A300-600s (all versions) have been sold. The A300-600 uses the A310 cockpits, featuring digital technology and electronic displays, eliminating the need for a flight engineer. The FAA issues a single type rating which allows operation of both the A310 and A300-600. A300-600: (Official designation: A300B4-600) The baseline model of the −600 series. A300-620C: (Official designation: A300C4-620) A convertible-freighter version. Four delivered between 1984 and 1985. A300-600F: (Official designation: A300F4-600) The freighter version of the baseline −600. A300-600R: (Official designation: A300B4-600R) The increased-range −600, achieved by an additional trim fuel tank in the tail. First delivery in 1988 to American Airlines; all A300s built since 1989 (freighters included) are −600Rs. Japan Air System (later merged into Japan Airlines) took delivery of the last new-built passenger A300, an A300-622R, in November 2002. A300-600RC: (Official designation: A300C4-600R) The convertible-freighter version of the −600R. Two were delivered in 1999. A300-600RF: (Official designation: A300F4-600R) The freighter version of the −600R. All A300s delivered between November 2002 and 12 July 2007 (last ever A300 delivery) were A300-600RFs.
A310 (A300B10)-
Airbus had demand for an aircraft smaller than the A300. On 7 July 1978, the A310 (initially the A300B10) was launched with orders from Swissair and Lufthansa. On 3 April 1982, the first prototype conducted its maiden flight and it received its type certification on 11 March 1983.
Keeping the same eight-abreast cross-section, the A310 is 6.95 m (22.8 ft) shorter than the initial A300 variants, and has a smaller 219 m2 (2,360 sq ft) wing, down from 260 m2 (2,800 sq ft). The A310 introduced a two-crew glass cockpit, later adopted for the A300-600 with a common type rating. It was powered by the same GE CF6-80 or Pratt & Whitney JT9D then PW4000 turbofans. It can seat 220 passengers in two classes, or 240 in all-economy, and can fly up to 5,150 nmi (9,540 km). It has overwing exits between the two main front and rear door pairs.
In April 1983, the aircraft entered revenue service with Swissair and competed with the Boeing 767–200, introduced six months before. Its longer range and ETOPS regulations allowed it to be operated on transatlantic flights. Until the last delivery in June 1998, 255 aircraft were produced, as it was succeeded by the larger Airbus A330-200. It has cargo aircraft versions, and was derived into the Airbus A310 MRTT military tanketransport.
Airbus A300-ST (Beluga)
Commonly referred to as the Airbus Beluga or "Airbus Super Transporter," these five airframes are used by Airbus to ferry parts between the company's disparate manufacturing facilities, thus enabling workshare distribution. They replaced the four Aero Spacelines Super Guppys previously used by Airbus.
ICAO code: A3ST
Operators:
As of March 2023, there were 228 A300 family aircraft in commercial service. The five largest operators were FedEx Express (70), UPS Airlines (52), European Air Transport Leipzig (23), Iran Air (11), and Mahan Air (11).[46]
submitted by Connect_Trouble_164 to copypasta [link] [comments]
The first twin-engine widebody airliner, the A300 typically seats 247 passengers in two classes over a range of 5,375 to 7,500 km (2,900 to 4,050 nmi). Initial variants are powered by General Electric CF6-50 or Pratt & Whitney JT9D turbofans and have a three-crew flight deck. The improved A300-600 has a two-crew cockpit and updated CF6-80C2 or PW4000 engines; it made its first flight on 8 July 1983 and entered service later that year. The A300 is the basis of the smaller A310 (first flown in 1982) and was adapted in a freighter version. Its cross section was retained for the larger four-engined A340 (1991) and the larger twin-engined A330 (1992). It is also the basis for the oversize Beluga transport (1994).
Launch customer Air France introduced the type on 23 May 1974. After limited demand initially, sales took off as the type was proven in early service, beginning three decades of steady orders. It has a similar capacity to the Boeing 767-300, introduced in 1986, but lacked the 767-300ER range. During the 1990s, the A300 became popular with cargo aircraft operators, as both passenger airliner conversions and as original builds. Production ceased in July 2007 after 561 deliveries. As of March 2023, there were 228 A300 family aircraft in commercial service.
Origins:
During the 1960s, European aircraft manufacturers such as Hawker Siddeley and the British Aircraft Corporation, based in the UK, and Sud Aviation of France, had ambitions to build a new 200-seat airliner for the growing civil aviation market. While studies were performed and considered, such as a stretched twin-engine variant of the Hawker Siddeley Trident and an expanded development of the British Aircraft Corporation (BAC) One-Eleven, designated the BAC Two-Eleven, it was recognized that if each of the European manufacturers were to launch similar aircraft into the market at the same time, neither would achieve sales volume needed to make them viable.[2] In 1965, a British government study, known as the Plowden Report, had found British aircraft production costs to be between 10% and 20% higher than American counterparts due to shorter production runs, which was in part due to the fractured European market. To overcome this factor, the report recommended the pursuit of multinational collaborative projects between the region's leading aircraft manufacturers.[3]: 49 [4][5]: 2–13
European manufacturers were keen to explore prospective programs; the proposed 260-seat wide-body HBN 100 between Hawker Siddeley, Nord Aviation, and Breguet Aviation being one such example.[2][6]: 37–38 National governments were also keen to support such efforts amid a belief that American manufacturers could dominate the European Economic Community;[7] in particular, Germany had ambitions for a multinational airliner project to invigorate its aircraft industry, which had declined considerably following the Second World War.[3]: 49–50 During the mid-1960s, both Air France and American Airlines had expressed interest in a short-haul twin-engine wide-body aircraft, indicating a market demand for such an aircraft to be produced.[3][8] In July 1967, during a high-profile meeting between French, German, and British ministers, an agreement was made for greater cooperation between European nations in the field of aviation technology, and "for the joint development and production of an airbus".[2][9]: 34 The word airbus at this point was a generic aviation term for a larger commercial aircraft, and was considered acceptable in multiple languages, including French.[9]: 34
Shortly after the July 1967 meeting, French engineer Roger Béteille was appointed as the technical director of what would become the A300 program, while Henri Ziegler, chief operating office of Sud Aviation, was appointed as the general manager of the organization and German politician Franz Josef Strauss became the chairman of the supervisory board.[2] Béteille drew up an initial work share plan for the project, under which French firms would produce the aircraft's cockpit, the control systems, and lower-center portion of the fuselage, Hawker Siddeley would manufacture the wings, while German companies would produce the forward, rear and upper part of the center fuselage sections. Addition work included moving elements of the wings being produced in the Netherlands, and Spain producing the horizontal tail plane.[2][6]: 38
An early design goal for the A300 that Béteille had stressed the importance of was the incorporation of a high level of technology, which would serve as a decisive advantage over prospective competitors. As such, the A300 would feature the first use of composite materials of any passenger aircraft, the leading and trailing edges of the tail fin being composed of glass fibre reinforced plastic.[5]: 2–16 [10] Béteille opted for English as the working language for the developing aircraft, as well against using Metric instrumentation and measurements, as most airlines already had US-built aircraft.[10] These decisions were partially influenced by feedback from various airlines, such as Air France and Lufthansa, as an emphasis had been placed on determining the specifics of what kind of aircraft that potential operators were seeking. According to Airbus, this cultural approach to market research had been crucial to the company's long-term success.[10]
Workshare and redefinition:
On 26 September 1967, the British, French, and West German governments signed a Memorandum of Understanding to start development of the 300-seat Airbus A300.[6]: 38 [11]: 43 [12]: 57 At this point, the A300 was only the second major joint aircraft programme in Europe, the first being the Anglo-French Concorde.[9] Under the terms of the memorandum, Britain and France were each to receive a 37.5 per cent work share on the project, while Germany received a 25 per cent share. Sud Aviation was recognized as the lead company for A300, with Hawker Siddeley being selected as the British partner company.[2] At the time, the news of the announcement had been clouded by the British Government's support for the Airbus, which coincided with its refusal to back BAC's proposed competitor, the BAC 2–11, despite a preference for the latter expressed by British European Airways (BEA).[9]: 34 Another parameter was the requirement for a new engine to be developed by Rolls-Royce to power the proposed airliner; a derivative of the in-development Rolls-Royce RB211, the triple-spool RB207, capable of producing of 47,500 lbf (211 kN).[13] The program cost was US$4.6 billion (in 1993 Dollars).[14]
In December 1968, the French and British partner companies (Sud Aviation and Hawker Siddeley) proposed a revised configuration, the 250-seat Airbus A250. It had been feared that the original 300-seat proposal was too large for the market, thus it had been scaled down to produce the A250.[5]: 2–14 [8][15] The dimensional changes involved in the shrink reduced the length of the fuselage by 5.62 metres (18.4 ft) and the diameter by 0.8 metres (31 in), reducing the overall weight by 25 tonnes (55,000 lb).[10][16]: 16 For increased flexibility, the cabin floor was raised so that standard LD3 freight containers could be accommodated side-by-side, allowing more cargo to be carried. Refinements made by Hawker Siddeley to the wing's design provided for greater lift and overall performance; this gave the aircraft the ability to climb faster and attain a level cruising altitude sooner than any other passenger aircraft.[10] It was later renamed the A300B.[9]: 34 [15]
Perhaps the most significant change of the A300B was that it would not require new engines to be developed, being of a suitable size to be powered by Rolls-Royce's RB211, or alternatively the American Pratt & Whitney JT9D and General Electric CF6 powerplants; this switch was recognized as considerably reducing the project's development costs.[11]: 45 [15][16]: 16–17 To attract potential customers in the US market, it was decided that General Electric CF6-50 engines would power the A300 in place of the British RB207; these engines would be produced in co-operation with French firm Snecma.[8][10] By this time, Rolls-Royce had been concentrating their efforts upon developing their RB211 turbofan engine instead and progress on the RB207's development had been slow for some time, the firm having suffered due to funding limitations, both of which had been factors in the engine switch decision.[5]: 2–13 [15][16]: 17–18
On 10 April 1969, a few months after the decision to drop the RB207 had been announced, the British government announced that they would withdraw from the Airbus venture.[6]: 38–39 [15] In response, West Germany proposed to France that they would be willing to contribute up to 50% of the project's costs if France was prepared to do the same.[15] Additionally, the managing director of Hawker Siddeley, Sir Arnold Alexander Hall, decided that his company would remain in the project as a favoured sub-contractor, developing and manufacturing the wings for the A300, which would later become pivotal in later versions' impressive performance from short domestic to long intercontinental flights.[5]: 2–13 [9]: 34 [16]: 18 Hawker Siddeley spent £35 million of its own funds, along with a further £35 million loan from the West German government, on the machine tooling to design and produce the wings.[6]: 39 [15]
Programme launch:
On 29 May 1969, during the Paris Air Show, French transport minister Jean Chamant and German economics minister Karl Schiller signed an agreement officially launching the Airbus A300, the world's first twin-engine widebody airliner.[2] The intention of the project was to produce an aircraft that was smaller, lighter, and more economical than its three-engine American rivals, the McDonnell Douglas DC-10 and the Lockheed L-1011 TriStar.[10] In order to meet Air France's demands for an aircraft larger than 250-seat A300B, it was decided to stretch the fuselage to create a new variant, designated as the A300B2, which would be offered alongside the original 250-seat A300B, henceforth referred to as the A300B1. On 3 September 1970, Air France signed a letter of intent for six A300s, marking the first order to be won for the new airliner.[6]: 39 [10][16]: 21
In the aftermath of the Paris Air Show agreement, it was decided that, in order to provide effective management of responsibilities, a Groupement d'intérêt économique would be established, allowing the various partners to work together on the project while remaining separate business entities.[2] On 18 December 1970, Airbus Industrie was formally established following an agreement between Aérospatiale (the newly merged Sud Aviation and Nord Aviation) of France and the antecedents to Deutsche Aerospace of Germany, each receiving a 50 per cent stake in the newly formed company.[3]: 50 [6]: 39 [10] In 1971, the consortium was joined by a third full partner, the Spanish firm CASA, who received a 4.2 per cent stake, the other two members reducing their stakes to 47.9 per cent each.[10][16]: 20 In 1979, Britain joined the Airbus consortium via British Aerospace, which Hawker Siddeley had merged into, which acquired a 20 per cent stake in Airbus Industrie with France and Germany each reducing their stakes to 37.9 per cent.[3]: 53 [5]: 2–14 [6]: 39
Prototype and flight testing:
Airbus Industrie was initially headquartered in Paris, which is where design, development, flight testing, sales, marketing, and customer support activities were centered; the headquarters was relocated to Toulouse in January 1974.[8][10] The final assembly line for the A300 was located adjacent to Toulouse Blagnac International Airport. The manufacturing process necessitated transporting each aircraft section being produced by the partner companies scattered across Europe to this one location. The combined use of ferries and roads were used for the assembly of the first A300, however this was time-consuming and not viewed as ideal by Felix Kracht, Airbus Industrie's production director.[10] Kracht's solution was to have the various A300 sections brought to Toulouse by a fleet of Boeing 377-derived Aero Spacelines Super Guppy aircraft, by which means none of the manufacturing sites were more than two hours away. Having the sections airlifted in this manner made the A300 the first airliner to use just-in-time manufacturing techniques, and allowed each company to manufacture its sections as fully equipped, ready-to-fly assemblies.[3]: 53 [10]
In September 1969, construction of the first prototype A300 began.[16]: 20 On 28 September 1972, this first prototype was unveiled to the public, it conducted its maiden flight from Toulouse–Blagnac International Airport on 28 October that year.[6]: 39 [9]: 34 [11]: 51–52 This maiden flight, which was performed a month ahead of schedule, lasted for one hour and 25 minutes; the captain was Max Fischl and the first officer was Bernard Ziegler, son of Henri Ziegler.[10] In 1972, unit cost was US$17.5M.[17] On 5 February 1973, the second prototype performed its maiden flight.[6]: 39 The flight test program, which involved a total of four aircraft, was relatively problem-free, accumulating 1,580 flight hours throughout.[16]: 22 In September 1973, as part of promotional efforts for the A300, the new aircraft was taken on a six-week tour around North America and South America, to demonstrate it to airline executives, pilots, and would-be customers.[10] Amongst the consequences of this expedition, it had allegedly brought the A300 to the attention of Frank Borman of Eastern Airlines, one of the "big four" U.S. airlines.[18]
Entry into service:
On 15 March 1974, type certificates were granted for the A300 from both German and French authorities, clearing the way for its entry into revenue service.[18] On 23 May 1974, Federal Aviation Administration (FAA) certification was received.[16]: 22 The first production model, the A300B2, entered service in 1974, followed by the A300B4 one year later.[8] Initially, the success of the consortium was poor, in part due to the economic consequences of the 1973 oil crisis,[6]: 40 [8][9]: 34 but by 1979 there were 81 A300 passenger liners in service with 14 airlines, alongside 133 firm orders and 88 options.[18] Ten years after the official launch of the A300, the company had achieved a 26 per cent market share in terms of dollar value, enabling Airbus Industries to proceed with the development of its second aircraft, the Airbus A310.[18]
Design:
The Airbus A300 is a wide-body medium-to-long range airliner; it has the distinction of being the first twin-engine wide-body aircraft in the world.[8][9]: 34 [12]: 57, 60 [19] In 1977, the A300 became the first Extended Range Twin Operations (ETOPS)-compliant aircraft, due to its high performance and safety standards.[6]: 40 Another world-first of the A300 is the use of composite materials on a commercial aircraft, which were used on both secondary and later primary airframe structures, decreasing overall weight and improving cost-effectiveness.[19] Other firsts included the pioneering use of center-of-gravity control, achieved by transferring fuel between various locations across the aircraft, and electrically signaled secondary flight controls.[20]
The A300 is powered by a pair of underwing turbofan engines, either General Electric CF6 or Pratt & Whitney JT9D engines; the sole use of underwing engine pods allowed for any suitable turbofan engine to be more readily used.[12]: 57 The lack of a third tail-mounted engine, as per the trijet configuration used by some competing airliners, allowed for the wings to be located further forwards and to reduce the size of the vertical stabilizer and elevator, which had the effect of increasing the aircraft's flight performance and fuel efficiency.[3]: 50 [16]: 21
Airbus partners had employed the latest technology, some of which having been derived from Concorde, on the A300. According to Airbus, new technologies adopted for the airliner were selected principally for increased safety, operational capability, and profitability.[19] Upon entry into service in 1974, the A300 was a very advanced plane, which went on to influence later airliner designs. The technological highlights include advanced wings by de Havilland (later BAE Systems) with supercritical airfoil sections for economical performance and advanced aerodynamically efficient flight control surfaces. The 5.64 m (222 in) diameter circular fuselage section allows an eight-abreast passenger seating and is wide enough for 2 LD3 cargo containers side by side. Structures are made from metal billets, reducing weight. It is the first airliner to be fitted with wind shear protection. Its advanced autopilots are capable of flying the aircraft from climb-out to landing, and it has an electrically controlled braking system.
Later A300s incorporated other advanced features such as the Forward-Facing Crew Cockpit (FFCC), which enabled a two-pilot flight crew to fly the aircraft alone without the need for a flight engineer, the functions of which were automated; this two-man cockpit concept was a world-first for a wide-body aircraft.[8][16]: 23–24 [20] Glass cockpit flight instrumentation, which used cathode ray tube (CRT) monitors to display flight, navigation, and warning information, along with fully digital dual autopilots and digital flight control computers for controlling the spoilers, flaps, and leading-edge slats, were also adopted upon later-built models.[19][21] Additional composites were also made use of, such as carbon-fiber-reinforced polymer (CFRP), as well as their presence in an increasing proportion of the aircraft's components, including the spoilers, rudder, air brakes, and landing gear doors.[22] Another feature of later aircraft was the addition of wingtip fences, which improved aerodynamic performance and thus reduced cruise fuel consumption by about 1.5% for the A300-600.[23]
In addition to passenger duties, the A300 became widely used by air freight operators; according to Airbus, it is the best selling freight aircraft of all time.[20] Various variants of the A300 were built to meet customer demands, often for diverse roles such as aerial refueling tankers, freighter models (new-build and conversions), combi aircraft, military airlifter, and VIP transport. Perhaps the most visually unique of the variants is the A300-600ST Beluga, an oversize cargo-carrying model operated by Airbus to carry aircraft sections between their manufacturing facilities.[20] The A300 was the basis for, and retained a high level of commonality with, the second airliner produced by Airbus, the smaller Airbus A310.[19]
Operational history:
On 23 May 1974, the first A300 to enter service performed the first commercial flight of the type, flying from Paris to London, for Air France.[6]: 39 [18]
Immediately after the launch, sales of the A300 were weak for some years, with most orders going to airlines that had an obligation to favor the domestically made product – notably Air France and Lufthansa, the first two airlines to place orders for the type.[3]: 50–52 [18] Following the appointment of Bernard Lathière as Henri Ziegler's replacement, an aggressive sales approach was adopted. Indian Airlines was the world's first domestic airline to purchase the A300, ordering three aircraft with three options. However, between December 1975 and May 1977, there were no sales for the type. During this period a number of "whitetail" A300s – completed but unsold aircraft – were completed and stored at Toulouse, and production fell to half an aircraft per month amid calls to pause production completely.[18]
During the flight testing of the A300B2, Airbus held a series of talks with Korean Air on the topic of developing a longer-range version of the A300, which would become the A300B4. In September 1974, Korean Air placed an order for four A300B4s with options for two further aircraft; this sale was viewed as significant as it was the first non-European international airline to order Airbus aircraft. Airbus had viewed South-East Asia as a vital market that was ready to be opened up and believed Korean Air to be the 'key'.[8][16]: 23 [18]
Airlines operating the A300 on short haul routes were forced to reduce frequencies to try and fill the aircraft. As a result, they lost passengers to airlines operating more frequent narrow body flights. Eventually, Airbus had to build its own narrowbody aircraft (the A320) to compete with the Boeing 737 and McDonnell Douglas DC-9/MD-80. The savior of the A300 was the advent of ETOPS, a revised FAA rule which allows twin-engine jets to fly long-distance routes that were previously off-limits to them. This enabled Airbus to develop the aircraft as a medium/long range airliner.
In 1977, US carrier Eastern Air Lines leased four A300s as an in-service trial.[18] CEO Frank Borman was impressed that the A300 consumed 30% less fuel, even less than expected, than his fleet of L-1011s. Borman proceeded to order 23 A300s, becoming the first U.S. customer for the type. This order is often cited as the point at which Airbus came to be seen as a serious competitor to the large American aircraft-manufacturers Boeing and McDonnell Douglas.[6]: 40 [8][18] Aviation author John Bowen alleged that various concessions, such as loan guarantees from European governments and compensation payments, were a factor in the decision as well.[3]: 52 The Eastern Air Lines breakthrough was shortly followed by an order from Pan Am. From then on, the A300 family sold well, eventually reaching a total of 561 delivered aircraft.[1]
In December 1977, Aerocondor Colombia became the first Airbus operator in Latin America, leasing one Airbus A300B4-2C, named Ciudad de Barranquilla.
During the late 1970s, Airbus adopted a so-called 'Silk Road' strategy, targeting airlines in the Far East.[3]: 52 [18] As a result, The aircraft found particular favor with Asian airlines, being bought by Japan Air System, Korean Air, China Eastern Airlines, Thai Airways International, Singapore Airlines, Malaysia Airlines, Philippine Airlines, Garuda Indonesia, China Airlines, Pakistan International Airlines, Indian Airlines, Trans Australia Airlines and many others. As Asia did not have restrictions similar to the FAA 60-minutes rule for twin-engine airliners which existed at the time, Asian airlines used A300s for routes across the Bay of Bengal and South China Sea.
In 1977, the A300B4 became the first ETOPS compliant aircraft,[24] qualifying for Extended Twin Engine Operations over water, providing operators with more versatility in routing. In 1982 Garuda Indonesia became the first airline to fly the A300B4-200FFCC.[25] By 1981, Airbus was growing rapidly, with over 400 aircraft sold to over forty airlines.[26]
In 1989, Chinese operator China Eastern Airlines received its first A300; by 2006, the airline operated around 18 A300s, making it the largest operator of both the A300 and the A310 at that time. On 31 May 2014, China Eastern officially retired the last A300-600 in its fleet, having begun drawing down the type in 2010.[27]
From 1997 to 2014, a single A300, designated A300 Zero-G, was operated by the European Space Agency (ESA), centre national d'études spatiales (CNES) and the German Aerospace Center (DLR) as a reduced-gravity aircraft for conducting research into microgravity; the A300 is the largest aircraft to ever have been used in this capacity. A typical flight would last for two and a half hours, enabling up to 30 parabolas to be performed per flight.[28][29]
By the 1990s, the A300 was being heavily promoted as a cargo freighter.[16]: 24 The largest freight operator of the A300 is FedEx Express, which has 65 A300 aircraft in service as of May 2022.[30] UPS Airlines also operates 52 freighter versions of the A300.[31]
The final version was the A300-600R and is rated for 180-minute ETOPS. The A300 has enjoyed renewed interest in the secondhand market for conversion to freighters; large numbers were being converted during the late 1990s.[16]: 24–25 The freighter versions – either new-build A300-600s or converted ex-passenger A300-600s, A300B2s and B4s – account for most of the world's freighter fleet after the Boeing 747 freighter.[32]
The A300 provided Airbus the experience of manufacturing and selling airliners competitively. The basic fuselage of the A300 was later stretched (A330 and A340), shortened (A310), or modified into derivatives (A300-600ST Beluga Super Transporter). In 2006, unit cost of an −600F was $105 million.[14] In March 2006, Airbus announced the impending closure of the A300/A310 final assembly line,[33] making them the first Airbus aircraft to be discontinued. The final production A300, an A300F freighter, performed its initial flight on 18 April 2007,[34] and was delivered to FedEx Express on 12 July 2007.[35] Airbus has announced a support package to keep A300s flying commercially. Airbus offers the A330-200F freighter as a replacement for the A300 cargo variants.[36]
The life of UPS's fleet of 52 A300s, delivered from 2000 to 2006, will be extended to 2035 by a flight deck upgrade based around Honeywell Primus Epic avionics; new displays and flight management system (FMS), improved weather radar, a central maintenance system, and a new version of the current enhanced ground proximity warning system. With a light usage of only two to three cycles per day, it will not reach the maximum number of cycles by then. The first modification will be made at Airbus Toulouse in 2019 and certified in 2020.[37] As of July 2017, there are 211 A300s in service with 22 operators, with the largest operator being FedEx Express with 68 A300-600F aircraft.[38]
Variants:
A300B1 - The A300B1 was the first variant to take flight. It had a maximum takeoff weight (MTOW) of 132 t (291,000 lb), was 51 m (167 ft) long and was powered by two General Electric CF6-50A engines.[16]: 21 [39]: 41 Only two prototypes of the variant were built before it was adapted into the A300B2, the first production variant of the airliner.[6]: 39 The second prototype was leased to Trans European Airways in 1974.[39]: 54
A300B2 -
A300B2-100:
Responding to a need for more seats from Air France, Airbus decided that the first production variant should be larger than the original prototype A300B1. The CF6-50A powered A300B2-100 was 2.6 m (8.5 ft) longer than the A300B1 and had an increased MTOW of 137 t (302,000 lb), allowing for 30 additional seats and bringing the typical passenger count up to 281, with capacity for 20 LD3 containers.[40]: 10 [41][39]: 17 Two prototypes were built and the variant made its maiden flight on 28 June 1973, became certified on 15 March 1974 and entered service with Air France on 23 May 1974.[39]: 27, 53 [40]: 10
A300B2-200:
For the A300B2-200, originally designated as the A300B2K, Krueger flaps were introduced at the leading-edge root, the slat angles were reduced from 20 degrees to 16 degrees, and other lift related changes were made in order to introduce a high-lift system. This was done to improve performance when operating at high-altitude airports, where the air is less dense and lift generation is reduced.[42]: 52, 53 [43] The variant had an increased MTOW of 142 t (313,000 lb) and was powered by CF6-50C engines, was certified on 23 June 1976, and entered service with South African Airways in November 1976.[39]: 40 [40]: 12 CF6-50C1 and CF6-50C2 models were also later fitted depending on customer requirements, these became certified on 22 February 1978 and 21 February 1980 respectively.[39]: 41 [40]: 12
A300B2-320:
The A300B2-320 introduced the Pratt & Whitney JT9D powerplant and was powered by JT9D-59A engines. It retained the 142 t (313,000 lb) MTOW of the B2-200, was certified on 4 January 1980, and entered service with Scandinavian Airlines on 18 February 1980, with only four being produced.[39]: 99, 112 [40]: 14
A300B4 -
A300B4-100:
The initial A300B4 variant, later named the A300B4-100, included a centre fuel tank for an increased fuel capacity of 47.5 tonnes (105,000 lb), and had an increased MTOW of 157.5 tonnes (347,000 lb).[44][42]: 38 It also featured Krueger flaps and had a similar high-lift system to what was later fitted to the A300B2-200.[42]: 74 The variant made its maiden flight on 26 December 1974, was certified on 26 March 1975, and entered service with Germanair in May 1975.[39]: 32, 54 [40]: 16
A300B4-200:
The A300B4-200 had an increased MTOW of 165 tonnes (364,000 lb) and featured an additional optional fuel tank in the rear cargo hold, which would reduce the cargo capacity by two LD3 containers.[40]: 19 [42]: 69 The variant was certified on 26 April 1979.[40]: 19
A300-600 - The A300-600, officially designated as the A300B4-600, was slightly longer than the A300B2 and A300B4 variants and had an increased interior space from using a similar rear fuselage to the Airbus A310, this allowed it to have two additional rows of seats.[42]: 79 It was initially powered by Pratt & Whitney JT9D-7R4H1 engines, but was later fitted with General Electric CF6-80C2 engines, with Pratt & Whitney PW4156 or PW4158 engines being introduced in 1986.[42]: 82 Other changes include an improved wing featuring a recambered trailing edge, the incorporation of simpler single-slotted Fowler flaps, the deletion of slat fences, and the removal of the outboard ailerons after they were deemed unnecessary on the A310.[45] The variant made its first flight on 8 July 1983, was certified on 9 March 1984, and entered service in June 1984 with Saudi Arabian Airlines.[40]: 42 [39]: 58 A total of 313 A300-600s (all versions) have been sold. The A300-600 uses the A310 cockpits, featuring digital technology and electronic displays, eliminating the need for a flight engineer. The FAA issues a single type rating which allows operation of both the A310 and A300-600. A300-600: (Official designation: A300B4-600) The baseline model of the −600 series. A300-620C: (Official designation: A300C4-620) A convertible-freighter version. Four delivered between 1984 and 1985. A300-600F: (Official designation: A300F4-600) The freighter version of the baseline −600. A300-600R: (Official designation: A300B4-600R) The increased-range −600, achieved by an additional trim fuel tank in the tail. First delivery in 1988 to American Airlines; all A300s built since 1989 (freighters included) are −600Rs. Japan Air System (later merged into Japan Airlines) took delivery of the last new-built passenger A300, an A300-622R, in November 2002. A300-600RC: (Official designation: A300C4-600R) The convertible-freighter version of the −600R. Two were delivered in 1999. A300-600RF: (Official designation: A300F4-600R) The freighter version of the −600R. All A300s delivered between November 2002 and 12 July 2007 (last ever A300 delivery) were A300-600RFs.
A310 (A300B10)-
Airbus had demand for an aircraft smaller than the A300. On 7 July 1978, the A310 (initially the A300B10) was launched with orders from Swissair and Lufthansa. On 3 April 1982, the first prototype conducted its maiden flight and it received its type certification on 11 March 1983.
Keeping the same eight-abreast cross-section, the A310 is 6.95 m (22.8 ft) shorter than the initial A300 variants, and has a smaller 219 m2 (2,360 sq ft) wing, down from 260 m2 (2,800 sq ft). The A310 introduced a two-crew glass cockpit, later adopted for the A300-600 with a common type rating. It was powered by the same GE CF6-80 or Pratt & Whitney JT9D then PW4000 turbofans. It can seat 220 passengers in two classes, or 240 in all-economy, and can fly up to 5,150 nmi (9,540 km). It has overwing exits between the two main front and rear door pairs.
In April 1983, the aircraft entered revenue service with Swissair and competed with the Boeing 767–200, introduced six months before. Its longer range and ETOPS regulations allowed it to be operated on transatlantic flights. Until the last delivery in June 1998, 255 aircraft were produced, as it was succeeded by the larger Airbus A330-200. It has cargo aircraft versions, and was derived into the Airbus A310 MRTT military tanketransport.
Airbus A300-ST (Beluga)
Commonly referred to as the Airbus Beluga or "Airbus Super Transporter," these five airframes are used by Airbus to ferry parts between the company's disparate manufacturing facilities, thus enabling workshare distribution. They replaced the four Aero Spacelines Super Guppys previously used by Airbus.
ICAO code: A3ST
Operators:
As of March 2023, there were 228 A300 family aircraft in commercial service. The five largest operators were FedEx Express (70), UPS Airlines (52), European Air Transport Leipzig (23), Iran Air (11), and Mahan Air (11).[46]
2023.06.04 09:13 Brave_Bobcat_1203 Summer sublease at ACC community Vista Del Camp Arroyo Dr
Hi! 📷I have a 3 Bed - 2 Bath premium private bedroom shared bathroom in VDC📷 available for relet/sublease to a male from June 18th to September 2th, 2023. 📷This fully furnished apartment features all carpet flooring, a washer and dryer in-unit, a full-sized bed with a mattress, a study desk and chair, 2 dressers, air conditioning, and a full-sized kitchen with all the necessary appliances. 📷Best location out of all apartments - as it is along the VDC road - Anteater Bus stop is right outside the door - path to ARC fields is right across. You will also have access to a shared bathroom, a covered patio, on-site laundry, and recreational facilities such as a gym, hot tub, private study rooms, etc. 📷The apartment includes all the necessary utilities such as gas, water, trash, and high-speed internet up to 1Gbps per bed. Don't worry about parking either, as it offers parking available for purchase. Other housemate is also moving out…probably…. Rent can be negotiated. I am very generous lol
submitted by Brave_Bobcat_1203 to orangecounty [link] [comments]
2023.06.04 09:10 Brave_Bobcat_1203 Summer sublease in ACC community!!!
Hi! 📷I have a 3 Bed - 2 Bath premium private bedroom shared bathroom in VDC📷 available for relet/sublease to a male from June 18th to September 2th, 2023. 📷This fully furnished apartment features all carpet flooring, a washer and dryer in-unit, a full-sized bed with a mattress, a study desk and chair, 2 dressers, air conditioning, and a full-sized kitchen with all the necessary appliances. 📷Best location out of all apartments - as it is along the VDC road - Anteater Bus stop is right outside the door - path to ARC fields is right across. You will also have access to a shared bathroom, a covered patio, on-site laundry, and recreational facilities such as a gym, hot tub, private study rooms, etc. 📷The apartment includes all the necessary utilities such as gas, water, trash, and high-speed internet up to 1Gbps per bed. Don't worry about parking either, as it offers parking available for purchase. Other housemate is also moving out…probably…. Rent can be negotiated. I am very generous lol
submitted by Brave_Bobcat_1203 to UCI [link] [comments]
2023.06.04 06:47 moshpitrocker Disposal sites
 | submitted by moshpitrocker to guam [link] [comments] |
2023.06.03 22:43 Classic_Growth Finally becoming a couple after she reject him once XD
 | submitted by Classic_Growth to MonthlyIdol [link] [comments] |
2023.06.03 19:16 jvc72 Costco Wholesale Corp[NASDAQ:COST] Financials Q3/2023
Filling Date: 2023-06-01
REVENUE:
Revenue: $53.65B
Gross Profit: $6.47B (12.07%)
Result: $1.81B (ebitda)
EPS: $2.94
Outstanding Shares: 443.81M
BALANCE:
Cash: 10.20B
Debt: 9.04B
FINANCIAL EVALUATION/SCORE:
Financial Score - Altman: 7.41
Financial Score - Piotroski: 8.00
Company Description:
Costco Wholesale Corporation, together with its subsidiaries, engages in the operation of membership warehouses in the United States, Puerto Rico, Canada, the United Kingdom, Mexico, Japan, Korea, Australia, Spain, France, Iceland, China, and Taiwan. It offers branded and private-label products in a range of merchandise categories. The company offers sundries, dry groceries, candies, coolers, freezers, liquor, and tobacco and deli products; appliances, electronics, health and beauty aids, hardware, garden and patio products, sporting goods, tires, toys and seasonal products, office supplies, automotive care products, postages, tickets, apparel, small appliances, furniture, domestics, housewares, special order kiosks, and jewelry; and meat, produce, service deli, and bakery products. It also operates pharmacies, optical, food courts, hearing aids, and tire installation centers, as well as 668 gas stations; and offers online business delivery, travel, same-day grocery, and various other services. As of August 28, 2022, the company operated 838 membership warehouses, including 578 in the United States and Puerto Rico, 107 in Canada, 40 in Mexico, 31 in Japan, 29 in the United Kingdom, 17 in Korea, 14 in Taiwan, 13 in Australia, 4 in Spain, 1 in Iceland, 2 in France, and 2 in China. It also operates e-commerce websites in the United States, Canada, the United Kingdom, Mexico, Korea, Taiwan, Japan, and Australia. The company was formerly known as Costco Companies, Inc. and changed its name to Costco Wholesale Corporation in August 1999. Costco Wholesale Corporation was founded in 1976 and is based in Issaquah, Washington.
submitted by jvc72 to getagraph [link] [comments]
FINANCIALS
Period: Q3/2023Filling Date: 2023-06-01
REVENUE:
Revenue: $53.65B
Gross Profit: $6.47B (12.07%)
Result: $1.81B (ebitda)
EPS: $2.94
Outstanding Shares: 443.81M
BALANCE:
Cash: 10.20B
Debt: 9.04B
FINANCIAL EVALUATION/SCORE:
Financial Score - Altman: 7.41
Financial Score - Piotroski: 8.00
Company Description:
Costco Wholesale Corporation, together with its subsidiaries, engages in the operation of membership warehouses in the United States, Puerto Rico, Canada, the United Kingdom, Mexico, Japan, Korea, Australia, Spain, France, Iceland, China, and Taiwan. It offers branded and private-label products in a range of merchandise categories. The company offers sundries, dry groceries, candies, coolers, freezers, liquor, and tobacco and deli products; appliances, electronics, health and beauty aids, hardware, garden and patio products, sporting goods, tires, toys and seasonal products, office supplies, automotive care products, postages, tickets, apparel, small appliances, furniture, domestics, housewares, special order kiosks, and jewelry; and meat, produce, service deli, and bakery products. It also operates pharmacies, optical, food courts, hearing aids, and tire installation centers, as well as 668 gas stations; and offers online business delivery, travel, same-day grocery, and various other services. As of August 28, 2022, the company operated 838 membership warehouses, including 578 in the United States and Puerto Rico, 107 in Canada, 40 in Mexico, 31 in Japan, 29 in the United Kingdom, 17 in Korea, 14 in Taiwan, 13 in Australia, 4 in Spain, 1 in Iceland, 2 in France, and 2 in China. It also operates e-commerce websites in the United States, Canada, the United Kingdom, Mexico, Korea, Taiwan, Japan, and Australia. The company was formerly known as Costco Companies, Inc. and changed its name to Costco Wholesale Corporation in August 1999. Costco Wholesale Corporation was founded in 1976 and is based in Issaquah, Washington.
2023.06.03 16:31 NotifyMyMom Employer Didn’t Pay
I recently departed from a job as a sales consultant for a furniture and mattress company. I left to take another position at another mattress company.
When informing them, I let them know I’d work out my 2-weeks and then move on. I did it as professionally as I could as to avoid issues. I thought if it didn’t work out I could go back, which they offered me as well.
My last working day was the last day of the pay period. We were paid weekly and they told me I’d be paid for 2-weeks after my last day for delivered product. We were commission only - no hourly, the hourly was draw and owed back if you didn’t sell enough.
I did not get paid for my deliveries for the week after I left. I did over $25,000 of merchandise which is about a $1,300 check before tax. I contacted them and they told me they would call me on Monday to discuss the matter.
I was so upset I filed a complaint with my state Labor Board - I filed a wage complaint. Do I have a chance of getting my commissions paid to me?
submitted by NotifyMyMom to antiwork [link] [comments]
When informing them, I let them know I’d work out my 2-weeks and then move on. I did it as professionally as I could as to avoid issues. I thought if it didn’t work out I could go back, which they offered me as well.
My last working day was the last day of the pay period. We were paid weekly and they told me I’d be paid for 2-weeks after my last day for delivered product. We were commission only - no hourly, the hourly was draw and owed back if you didn’t sell enough.
I did not get paid for my deliveries for the week after I left. I did over $25,000 of merchandise which is about a $1,300 check before tax. I contacted them and they told me they would call me on Monday to discuss the matter.
I was so upset I filed a complaint with my state Labor Board - I filed a wage complaint. Do I have a chance of getting my commissions paid to me?
2023.06.03 05:00 mikachu08 EastWest Visa Platinum - Department store?
 | Hi. Kasama kaya ang Uniqlo sa “Department Store” ni EastWest? Or Strictly inside lang talaga ng department store yung 8.58%? 🤔 Sorry first CC ko po kasi kaya I want to make sure and make the best out of the cashback promo. submitted by mikachu08 to PHCreditCards [link] [comments] |