Name	Airbus SAS
Logo
Type	Subsidiary
Foundation	1970 (as ''Airbus Industrie'') 2001 (Airbus as ''SAS'')
Location city	Blagnac
Location country	France
Key people	Thomas Enders, Bernard Lathière, John Leahy, Fabrice Brégier
Industry	Aerospace
Products	Commercial airliners (list)
Revenue	€27.45 billion (FY 2008)
Net income	€1.597 billion (FY 2008)
Num employees	52,000
Parent	EADS
Subsid	Airbus Military
Slogan	"Setting the standards"
Homepage	www.airbus.com
Intl	}}

Airbus SAS (, , , ) is an aircraft manufacturing subsidiary of EADS, a European aerospace company. Based in Blagnac, France, near Toulouse, and with significant activity across Europe, the company produces around half of the world's jet airliners.

Airbus began as a consortium of aerospace manufacturers, Airbus Industrie. Consolidation of European defence and aerospace companies in 1999 and 2000 allowed the establishment of a simplified joint-stock company in 2001, owned by EADS (80%) and BAE Systems (20%). After a protracted sales process BAE sold its shareholding to EADS on 13 October 2006.

Airbus employs around 52,000 people at sixteen sites in four European Union countries: Germany, France, the United Kingdom and Spain. Final assembly production is at Toulouse (France), Hamburg (Germany), Seville (Spain) and, since 2009, Tianjin (People's Republic of China). Airbus has subsidiaries in the United States, Japan, China and India.

The company is known for producing and marketing the first commercially viable fly-by-wire airliner, the Airbus A320, and the world's largest airliner, the A380.

History

Origins

''Airbus Industrie'' began as a consortium of European aviation firms to compete with American companies such as Boeing, McDonnell Douglas, and Lockheed.

While many European aircraft were innovative, even the most successful had small production runs. In 1991, Jean Pierson, then CEO and Managing Director of Airbus Industrie, described a number of factors which explained the dominant position of American aircraft manufacturers: the land mass of the United States made air transport the favoured mode of travel; a 1942 Anglo-American agreement entrusted transport aircraft production to the US; and World War II had left America with "a profitable, vigorous, powerful and structured aeronautical industry."

In the mid-1960s, tentative negotiations commenced regarding a European collaborative approach. Individual aircraft companies had already envisaged such a requirement; in 1959 Hawker Siddeley had advertised an "Airbus" version of the Armstrong Whitworth AW.660 Argosy, which would "be able to lift as many as 126 passengers on ultra short routes at a direct operating cost of 2d. per seat mile." However, European aircraft manufacturers were aware of the risks of such a development and began to accept, along with their governments, that collaboration was required to develop such an aircraft and to compete with the more powerful US manufacturers. At the 1965 Paris Air Show major European airlines informally discussed their requirements for a new "airbus" capable of transporting 100 or more passengers over short to medium distances at a low cost. The same year Hawker Siddeley (at the urging of the UK government) teamed with Breguet and Nord to study airbus designs. The Hawker Siddeley/Breguet/Nord groups HBN 100 became the basis for the continuation of the project. By 1966 the partners were Sud Aviation, later Aérospatiale (France), Arbeitsgemeinschaft Airbus, later Deutsche Airbus (Germany) and Hawker Siddeley (UK). A request for funding was made to the three governments in October 1966. On 25 July 1967 the three governments agreed to proceed with the proposal.

In the two years following this agreement, both the British and French governments expressed doubts about the project. The MoU had stated that 75 orders must be achieved by 31 July 1968. The French government threatened to withdraw from the project due to the concern over funding development of the Airbus A300, Concorde and the Dassault Mercure concurrently, but was persuaded otherwise. Having announced its concern at the A300B proposal in December 1968, and fearing it would not recoup its investment due to lack of sales, the British government announced its withdrawal on 10 April 1969. Germany took this opportunity to increase its share of the project to 50%. Given the participation by Hawker Siddeley up to that point, France and Germany were reluctant to take over its wing design. Thus the British company was allowed to continue as a privileged subcontractor. Hawker Siddeley invested GB£35 million in tooling and, requiring more capital, received a GB£35 million loan from the German government.

Formation of Airbus Industrie

Airbus Industrie was formally established as a ''Groupement d'Interet Économique'' (Economic Interest Group or GIE) on 18 December 1970. It had been formed by a government initiative between France, Germany and the UK that originated in 1967. The name "Airbus" was taken from a non-proprietary term used by the airline industry in the 1960s to refer to a commercial aircraft of a certain size and range, for this term was acceptable to the French linguistically. Aérospatiale and Deutsche Airbus each took a 36.5% share of production work, Hawker Siddeley 20% and Fokker-VFW 7%. Each company would deliver its sections as fully equipped, ready-to-fly items. In October 1971 the Spanish company CASA acquired a 4.2% share of Airbus Industrie, with Aérospatiale and Deutsche Airbus reducing their stakes to 47.9%. In January 1979 British Aerospace, which had absorbed Hawker Siddeley in 1977, acquired a 20% share of Airbus Industrie. The majority shareholders reduced their shares to 37.9%, while CASA retained its 4.2%.

Development of the Airbus A300

The Airbus A300 was to be the first aircraft to be developed, manufactured and marketed by Airbus. By early 1967 the "A300" label began to be applied to a proposed 320 seat, twin engined airliner. Following the 1967 tri-government agreement, Roger Béteille was appointed technical director of the A300 development project. Béteille developed a division of labour which would be the basis of Airbus' production for years to come: France would manufacture the cockpit, flight control and the lower centre section of the fuselage; Hawker Siddeley, whose Trident technology had impressed him, was to manufacture the wings; Germany should make the forward and rear fuselage sections, as well as the upper centre section; The Dutch would make the flaps and spoilers; finally Spain (yet to become a full partner) would make the horizontal tailplane. On 26 September 1967 the German, French and British governments signed a Memorandum of Understanding in London which allowed continued development studies. This also confirmed Sud Aviation as the "lead company", that France and the UK would each have a 37.5% workshare with Germany taking 25%, and that Rolls-Royce would manufacture the engines.

In the face of lukewarm support from airlines for a 300+ seat Airbus A300, the partners submitted the A250 proposal, later becoming the A300B, a 250 seat airliner powered by pre-existing engines. This dramatically reduced development costs, as the Rolls-Royce RB207 to be used in the A300 represented a large proportion of the costs. The RB207 had also suffered difficulties and delays, since Rolls-Royce was concentrating its efforts on the development of another jet engine, the RB211, for the Lockheed L-1011 and Rolls-Royce entering into administration due to bankruptcy in 1971. The A300B was smaller but lighter and more economical than its three-engined American rivals.

In 1972, the A300 made its maiden flight and the first production model, the A300B2 entered service in 1974; though the launch of the A300 was overshadowed by the similarly timed supersonic aircraft Concorde. Initially the success of the consortium was poor, but orders for the aircraft picked up, due in part to the marketing skills used by Airbus CEO Bernard Lathière, targeting airlines in America and Asia. By 1979 the consortium had 256 orders for A300, – the aircraft had over 400 orders before it first flew, compared to 15 for the A300 in 1972.

Transition to Airbus SAS

The retention of production and engineering assets by the partner companies in effect made Airbus Industrie a sales and marketing company. This arrangement led to inefficiencies due to the inherent conflicts of interest that the four partner companies faced; they were both GIE shareholders of, and subcontractors to, the consortium. The companies collaborated on development of the Airbus range, but guarded the financial details of their own production activities and sought to maximise the transfer prices of their sub-assemblies. It was becoming clear that Airbus was no longer a temporary collaboration to produce a single plane as per its original mission statement, it had become a long term brand for the development of further aircraft. By the late 1980s work had begun on a pair of new medium-sized aircraft, the biggest to be produced at this point under the Airbus name, the Airbus A330 and the Airbus A340.

In the early 1990s the then Airbus CEO Jean Pierson argued that the GIE should be abandoned and Airbus established as a conventional company. However, the difficulties of integrating and valuing the assets of four companies, as well as legal issues, delayed the initiative. In December 1998, when it was reported that British Aerospace and DASA were close to merging, Aérospatiale paralysed negotiations on the Airbus conversion; the French company feared the combined BAe/DASA, which would own 57.9% of Airbus, would dominate the company and it insisted on a 50/50 split. However, the issue was resolved in January 1999 when BAe abandoned talks with DASA in favour of merging with Marconi Electronic Systems to become BAE Systems. Then in 2000 three of the four partner companies (DaimlerChrysler Aerospace, successor to Deutsche Airbus; Aérospatiale-Matra, successor to Sud-Aviation; and CASA) merged to form EADS, simplifying the process. EADS now owned Airbus France, Airbus Deutschland and Airbus España, and thus 80% of Airbus Industrie. BAE Systems and EADS transferred their production assets to the new company, Airbus SAS, in return for shareholdings in that company.

Development of the A380

In mid-1988 a group of Airbus engineers led by Jean Roeder began working in secret on the development of an ultra-high-capacity airliner (UHCA), both to complete its own range of products and to break the dominance that Boeing had enjoyed in this market segment since the early 1970s with its 747. The project was announced at the 1990 Farnborough Air Show, with the stated goal of 15% lower operating costs than the 747-400. Airbus organised four teams of designers, one from each of its partners (Aérospatiale, DaimlerChrysler Aerospace, British Aerospace, CASA) to propose new technologies for its future aircraft designs. In June 1994 Airbus began developing its own very large airliner, then designated as A3XX. Airbus considered several designs, including an odd side-by-side combination of two fuselages from the Airbus A340, which was Airbus's largest jet at the time. Airbus refined its design, targeting a 15 to 20 percent reduction in operating costs over the existing Boeing 747–400. The A3XX design converged on a double-decker layout that provided more passenger volume than a traditional single-deck design.

Five A380s were built for testing and demonstration purposes. The first A380 was unveiled at a ceremony in Toulouse on 18 January 2005, and its maiden flight took place on 27 April 2005. After successfully landing three hours and 54 minutes later, chief test pilot Jacques Rosay said flying the A380 had been "like handling a bicycle". On 1 December 2005, the A380 achieved its maximum design speed of Mach 0.96. On 10 January 2006, the A380 made its first transatlantic flight to Medellín in Colombia.

On 3 October 2006, CEO Christian Streiff announced that the reason for delay of the Airbus A380 was the use of incompatible software used to design the aircraft. Primarily, the Toulouse assembly plant used the latest version 5 of CATIA (made by Dassault), while the design centre at the Hamburg factory were using the older and incompatible version 4. The result was that the 530 km of cables wiring throughout the aircraft had to be completely redesigned. Although no orders had been cancelled, Airbus still had to pay millions in late-delivery penalties.

The first aircraft delivered was to Singapore Airlines on 15 October 2007 and entered service on 25 October 2007 with an inaugural flight between Singapore and Sydney. Two months later Singapore Airlines CEO Chew Choong Seng said that the A380 was performing better than both the airline and Airbus had anticipated, burning 20% less fuel per passenger than the airline's existing 747-400 fleet. Emirates was the second airline to take delivery of the A380 on 28 July 2008 and started flights between Dubai and New York on 1 August 2008. Qantas followed on 19 September 2008, starting flights between Melbourne and Los Angeles on 20 October 2008.

Sale of BAE stake

On 6 April 2006 plans were announced that BAE Systems was to sell its 20% share in Airbus, then "conservatively valued" at €3.5 billion (US$4.17 billion). Analysts suggested the move to make partnerships with U.S. firms more feasible, in both financial and political terms. BAE originally sought to agree on a price with EADS through an informal process. Due to lengthy negotiations and disagreements over price, BAE exercised its put option which saw investment bank Rothschild appointed to give an independent valuation.

In June 2006 Airbus was embroiled significant international controversy over its announcement of further delays in the delivery of its A380. Following the announcement the value of associated stock plunged by up to 25% in a matter of days, although it soon recovered afterwards. Allegations of insider trading on the part of Noël Forgeard, CEO of EADS, its majority corporate parent, promptly followed. The loss of associated value was of grave concern to BAE, press described a "furious row" between BAE and EADS, with BAE believing the announcement was designed to depress the value of its share. A French shareholder group filed a class action lawsuit against EADS for failing to inform investors of the financial implications of the A380 delays while airlines awaiting deliveries demanded compensation. As a result EADS chief Noël Forgeard and Airbus CEO Gustav Humbert announced their resignations on 2 July 2006.

On 2 July 2006 Rothschild valued BAE's stake at £1.9 billion (€2.75 billion), well below the expectation of BAE, analysts, and even EADS. On 5 July BAE appointed independent auditors to investigate how the value of its share of Airbus had fallen from the original estimates to the Rothschild valuation; however in September 2006 BAE agreed the sale of its stake in Airbus to EADS for £1.87 billion (€2.75 billion, $3.53 billion), pending BAE shareholder approval. On 4 October shareholders voted in favour of the sale, leaving Airbus entirely owned by EADS.

2007 restructuring

On 9 October 2006 Christian Streiff, Humbert's successor, resigned due to differences with parent company EADS over the amount of independence he would be granted in implementing his reorganisation plan for Airbus. He was succeeded by EADS co-CEO Louis Gallois, bringing Airbus under more direct control of its parent company.

On 28 February 2007, CEO Louis Gallois announced the company's restructuring plans. Entitled Power⁸, the plan would see 10,000 jobs cut over four years; 4,300 in France, 3,700 in Germany, 1,600 in the UK and 400 in Spain. 5,000 of the 10,000 would be at sub contractors. Plants at Saint Nazaire, Varel and Laupheim face sell off or closure, while Meaulte, Nordenham and Filton are "open to investors". As of 16 September 2008 the Laupheim plant has been sold to a Thales-Diehl consortium to form Diehl Aerospace and the operations at Filton have been sold to GKN of the United Kingdom. The announcements have resulted in Airbus unions in France planning to strike, with German Airbus workers possibly following.

2011 A320neo record orders

At the 2011 Paris Air Show, Airbus received total orders valued at about $72.2 billion for 730 aircraft, representing a new record in the civil aviation industry. The A320neo ("new engine option") model, announced in December 2010, received 667 orders, which, together with previous orders, resulted in a total of 1029 orders within six months of launch date, also a new record.

Civilian products

The Airbus product line started with the A300, the world's first twin-aisle, twin-engined aircraft. A shorter, re-winged, re-engined variant of the A300 is known as the A310. Building on its success, Airbus launched the A320 with its innovative fly-by-wire control system. The A320 has been, and continues to be, a great commercial success. The A318 and A319 are shorter derivatives with some of the latter under construction for the corporate ''biz-jet'' market (Airbus Corporate Jet). A stretched version is known as the A321 and is proving competitive with later models of the Boeing 737.

The longer-range widebody products, the twin-jet A330 and the four-engine A340, have efficient wings, enhanced by winglets. The Airbus A340-500 has an operating range of , the second longest range of any commercial jet after the Boeing 777-200LR (range of 17,446 km or 9,420 nautical miles). The company is particularly proud of its use of fly-by-wire technologies and the common cockpit systems in use throughout the aircraft family, which make it much easier to train crew.

Airbus is studying a replacement for the A320 series, tentatively dubbed NSR, for "New Short-Range aircraft". Those studies indicated a maximum fuel efficiency gain of 9–10% for the NSR. Airbus however opted to enhance the existing A320 design using new winglets and working on aerodynamical improvements. This "A320 Enhanced" should have a fuel efficiency improvement of around 4–5%, shifting the launch of a A320 replacement to 2017–2018.

In 24 September 2009 the COO Fabrice Bregier stated to Le Figaro that the company would need from €800 million to €1 billion over six years to develop the new aircraft generation and preserve the company technological lead from new competitors like C919, scheduled to operate by 2015–2020.

In July 2007, Airbus delivered its last A300 to FedEx, marking the end of the A300/A310 production line. Airbus intends to relocate Toulouse A320 final assembly activity to Hamburg, and A350/A380 production in the opposite direction as part of its Power8 organisation plan begun under ex-CEO Christian Streiff.

Airbus supplied replacement parts and service for Concorde until its retirement in 2003.

+ Product list and details (date information from Airbus)
! Aircraft	! Description	! Seats	! Max	! Launch date	! 1st flight	! 1st delivery	! Production ceased
	2 engines, twin aisle			May 1969	28 October 1972	May 1974 Air France	27 March 2007 (561 built)
	2 engines, twin aisle, modified A300			July 1978	3 April 1982	December 1985 Air Algérie	27 March 2007 (255 built)
	2 engines, single aisle, shortened 6.17 m from A320			April 1999	15 January 2002	October 2003 Frontier Airlines
	2 engines, single aisle, shortened 3.77 m from A320			June 1993	25 August 1995	April 1996 Swissair
	2 engines, single aisle			March 1984	22 February 1987	March 1988 Air Inter
	2 engines, single aisle, lengthened 6.94 m from A320			November 1989	11 March 1993	January 1994 Lufthansa
	2 engines, twin aisle			June 1987	2 November 1992	December 1993 Air Inter
	4 engines, twin aisle			June 1987	25 October 1991	January 1993 Air France	A340-200: September 2008
	2 engines, twin aisle			2006	2012 (scheduled)	mid-2013 (scheduled) Qatar Airways
	4 engines, double deck, twin aisle			2002	27 April 2005	15 October 2007 Singapore Airlines

Military products

In the late 1990s Airbus became increasingly interested in developing and selling to the military aviation market. Expansion in the military aircraft market is desirable as it reduces Airbus' exposure to downturns in the civil aviation industry. It embarked on two main fields of development: aerial refuelling with the Airbus A310 MRTT and the Airbus A330 MRTT, and tactical airlift with the A400M.

In January 1999 Airbus established a separate company, Airbus Military SAS, to undertake development and production of a turboprop-powered tactical transport aircraft, the Airbus Military A400M. The A400M is being developed by several NATO members, Belgium, France, Germany, Luxembourg, Spain, Turkey, and the UK, as an alternative to relying on foreign aircraft for tactical airlift capacity, such as the Ukrainian Antonov An-124 and the American C-130 Hercules. The A400M project has received several delays; Airbus has threatened to cancel the development unless it receives state subsidies.

Pakistan placed an order for the Airbus A310 MRTT in 2008, which will be a conversion of an existing airframe as the base model A310 is no longer in production. On 25 February 2008 it was announced that Airbus had won an order for three air refuelling Multi-Role Tanker Transport (MRTT) aircraft, adapted from A330 passenger jets, from the United Arab Emirates. On 1 March 2008 it was announced that a consortium of Airbus and Northrop Grumman had won a $35 billion contract to build the new in-flight refuelling aircraft KC-45A, a US built version of the MRTT, for the USAF. The decision drew a formal complaint from Boeing, and the KC-X contract was cancelled to begin bidding afresh.

Competition with Boeing

Airbus is in tight competition with Boeing every year for aircraft orders. Though both manufacturers have a broad product range in various segments from single-aisle to wide-body, their aircraft do not always compete head-to-head. Instead they respond with models slightly smaller or bigger than the other in order to plug any holes in demand and achieve a better edge. The A380, for example, is designed to be larger than the 747. The A350XWB competes with the high end of the 787 and the low end of the 777. The A320 is bigger than the 737-700 but smaller than the 737–800. The A321 is bigger than the 737–900 but smaller than the previous 757-200. Airlines see this as a benefit since they get a more complete product range from 100 seats to 500 seats than if both companies offered identical aircraft.

In recent years the Boeing 777 has outsold its Airbus counterparts, which include the A340 family as well as the A330-300. The smaller A330-200 competes with the 767, outselling its Boeing counterpart in recent years. The A380 is anticipated to further reduce sales of the Boeing 747, gaining Airbus a share of the market in very large aircraft, though frequent delays in the A380 programme have caused several customers to consider the refreshed 747–8. Airbus has also proposed the A350 XWB to compete with the fast-selling Boeing 787 Dreamliner, after being under great pressure from airlines to produce a competing model.

There are around 5,102 Airbus aircraft in service, with Airbus managing to win over 50 per cent of aircraft orders in recent years. Airbus products are still outnumbered 3 to 1 by in-service Boeings (there are over 4,500 Boeing 737s alone in service). This however is indicative of historical success – Airbus made a late entry into the modern jet airliner market (1972 vs. 1958 for Boeing).

Airbus won a greater share of orders in 2003 and 2004. In 2005, Airbus achieved 1111 (1055 net) orders, compared to 1029 (net of 1002) for the same year at rival Boeing However, Boeing won 55% of 2005 orders proportioned by value; and in the following year Boeing won more orders by both measures. Airbus in 2006 achieved its second best year ever in its entire 35 year history in terms of the number of orders it received, 824, second only to the previous year. In August 2010, Airbus announced that it was increasing production of A320 airliners, to reach 40 per month by 2012, at a time when Boeing is increasing monthly 737 production from 31.5 to 35 per month.

Orders and deliveries

Subsidy conflicts

Boeing has continually protested over "launch aid" and other forms of government aid to Airbus, while Airbus has argued that Boeing receives illegal subsidies through military and research contracts and tax breaks.

In July 2004 former Boeing CEO Harry Stonecipher accused Airbus of abusing a 1992 bilateral EU-US agreement providing for disciplines for large civil aircraft support from governments. Airbus is given reimbursable launch investment (RLI), called "launch aid" by the US, from European governments with the money being paid back with interest plus indefinite royalties, but only if the aircraft is a commercial success. Airbus contends that this system is fully compliant with the 1992 agreement and WTO rules. The agreement allows up to 33 per cent of the programme cost to be met through government loans which are to be fully repaid within 17 years with interest and royalties. These loans are held at a minimum interest rate equal to the cost of government borrowing plus 0.25%, which would be below market rates available to Airbus without government support. Airbus claims that since the signature of the EU-U.S. Agreement in 1992, it has repaid European governments more than U.S.$6.7 billion and that this is 40% more than it has received.

Airbus argues that the military contracts awarded to Boeing, the second largest U.S. defence contractor, are in effect a form of subsidy, such as the controversy surrounding the Boeing KC-767 military contracting arrangements. The significant U.S. government support of technology development via NASA also provides significant support to Boeing, as do the large tax breaks offered to Boeing, which some people claim are in violation of the 1992 agreement and WTO rules. In its recent products such as the 787, Boeing has also been offered direct financial support from local and state governments.

In January 2005 the European Union and United States trade representatives, Peter Mandelson and Robert Zoellick respectively, agreed to talks aimed at resolving the increasing tensions. These talks were not successful with the dispute becoming more acrimonious rather than approaching a settlement.

WTO ruled in August 2010 and in May 2011 that Airbus had received improper government subsidies through loans with below market rates from several European countries. In a separate ruling in February 2011, WTO found that Boeing had received local and federal aid in violation of WTO rules.

International manufacturing presence

Airbus has several final assembly lines for different models and markets. These are:

Hamburg, Germany (A320 series)

Seville, Spain (A400M)

Tianjin, China (A320 series).

Toulouse, France (A330, A340, A380)

Airbus, however, has a number of other plants in different European locations, reflecting its foundation as a consortium. An original solution to the problem of moving aircraft parts between the different factories and the assembly plants is the use of "Beluga" specially enlarged jets, capable of carrying entire sections of fuselage of Airbus aircraft. This solution has also been investigated by Boeing, who retrofitted 3 of their 747 aircraft to transport the components of the 787. An exception to this scheme is the A380, whose fuselage and wings are too large for sections to be carried by the Beluga. Large A380 parts are brought by ship to Bordeaux, and then transported to the Toulouse assembly plant by the Itinéraire à Grand Gabarit, a specially enlarged waterway and road route.

North America is an important region to Airbus in terms of both aircraft sales and suppliers. 2,000 of the total of approximately 5,300 Airbus jetliners sold by Airbus around the world, representing every aircraft in its product line from the 107-seat A318 to the 565-passenger A380, are ordered by North American customers. According to Airbus, US contractors, supporting an estimated 120,000 jobs, earned an estimated $5.5 billion (2003) worth of business. For example, one version of the A380 has 51% American content in terms of work share value. A plant will be built in Mobile, Alabama for KC-45A, A330-200MRTT and A330-200F production.

Airbus opened an assembly plant in Tianjin, People's Republic of China for its A320 series airliners in 2009. Airbus started constructing a $350 million component manufacturing plant in Harbin, China in July 2009, which will employ 1,000 people. Scheduled to be operated by the end of 2010, the 30,000 square meter plant will manufacture composite parts and assemble composite work-packages for the A350 XWB, A320 families and future Airbus programs. Harbin Aircraft Industry Group Corporation, Hafei Aviation Industry Company Ltd, AviChina Industry & Technology Company and other Chinese partners hold the 80 percent stake of the plant while Airbus control the remaining 20 percent.

Environmental record

Airbus has joined Honeywell and JetBlue Airways in an effort to reduce pollution and dependence on oil. They are trying to develop a biofuel that could be used by 2030. The companies think they can almost cover one third of the world's airplane fuel need. A plan to create a biofuel that won’t affect food resources is the proposal. Algae is a possible alternative because it absorbs carbon dioxide, and it will not affect food production. However, algae and other vegetation are still just experiments, and algae is expensive to develop. Airbus recently had the first alternative fuel flight. It ran on 60 percent kerosene and 40 percent gas to liquids (GTL) fuel in one engine. It did not cut carbon emissions, but it was free of sulphur emissions. Alternative fuel was able to work properly in Airbus' aeroplane engine, so alternative fuels should not cause a need for new aeroplane engines. This flight and the company's long term efforts are considered big strides towards environmentally friendly aeroplanes.

Export credits

According to Patrick Crawford of the UK's Export Credits Guarantee Department (ECGD), "Historically, the three European Export Credit Agencies that support Airbus have covered about 17 per cent of that company's total sales. In 2009–10, reflecting the increased constraints on bank liquidity across the world, that proportion rose to 33 per cent. ECGD guarantees represented by Airbus deliveries grew to 90 per cent of the value of business underwritten and 83 per cent of numbers of facilities. Nearly 50 per cent of these Airbus deliveries were powered by UK aero-engines (supplied by either Rolls-Royce or IAE)."

Employment data

Workforce by sites

! Airbus site¹	! Country	! Workforce
Toulouse(Toulouse, Colomiers, Blagnac)	France
Hamburg(Finkenwerder, Stade, Buxtehude)	Germany
Broughton, Flintshire, Wales	UK
	UK
	Germany
Madrid (Getafe, Madrid	Spain
[[Saint-Nazaire	France
Nordenham	Germany
Nantes	France
	France
Varel	Germany
Laupheim	Germany
Cadiz (Puerto Real)	Spain
Washington, D.C. (Herndon, Virginia	USA
Beijing
	USA
	USA
Miami ([[Miami Springs)	USA
Sevilla	Spain
Moscow	Russia
Tianjin
Harbin
Bangalore, Karnataka	India
Total

''(Data as of 31 December 2006)''

¹ Name of the urban/metropolitan area appears first, then in parenthesis are the exact locations of the plants

Airbus aircraft numbering system

The Airbus numbering system is an alpha numeric model number followed by a dash and a three digit number.

The model number often takes the form of the letter "A" followed by a '3', a digit, then followed normally by a '0', for example A380. There are some exceptions such as: A318, A319, A321 and A400M. The succeeding three digit number represents the aircraft series, the engine manufacturer and engine version number respectively. To use an A320-200 with International Aero Engines (IAE) V2500-A1 engines as an example; The code is 2 for series 200, 3 for IAE and engine version 1, thus the aircraft number is A320-231.

An additional letter is sometimes used. These include, 'C' for a combi version (passenger/freighter), 'F' for a freighter model, 'R' for the long range model, and 'X' for the enhanced model.

Engine codes

! Code	! Manufacturing company
0
1	CFM International (GE/SNECMA)
2	Pratt & Whitney (P&W;)
3	International Aero Engines (R-R, P&W;, Kawasaki, Mitsubishi, and Ishikawajima-Harima)
4
6	Engine Alliance (GE and P&W;)

See also

Aerospace industry in the United Kingdom

Airbus Affair – ongoing controversy over Air Canada deal

Boeing

Bombardier Aerospace

Embraer

References

Bibliography

External links

Official Airbus website

Airbus North America

Yahoo! – Airbus SAS company profile

Key Airbus publications

Airbus 2006 Annual Review (PDF) Airbus Results 1989 – 2006 (xls)

Airbus Orders & Deliveries 1974 – February 2008 (xls)

Category:Aerospace companies Category:Defence companies of France Category:Defence companies of Germany Category:Multinational aircraft manufacturers Category:EADS Category:Aircraft manufacturers of Germany Category:Multinational companies

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Name	Richard Hammond|image Richard Hammond.jpg
Birth name	Richard Mark Hammond
Birth date	December 19, 1969
Birth place	Solihull, Warwickshire, England, UK
Nationality	British
Other names	''Hamster''
Known for	Presenting:
Height
Education	Solihull SchoolRipon Grammar School
Alma mater	Harrogate College of Art and Technology
Employer
Occupation	Author, writer, voice-over artist,journalist, talk and game show host,radio DJ/television presenter,media personality
Years active
Home town	Solihull, West Midlands,England
Spouse
Children	2
Parents	Eileen and Alan Hammond }}

Richard Mark Hammond (born 19 December 1969) is an English broadcaster, writer, and journalist most noted for co-hosting car programme ''Top Gear'' with Jeremy Clarkson and James May, as well as presenting ''Brainiac: Science Abuse'' on Sky 1.

Early life

Hammond was born in Solihull (then Warwickshire, now West Midlands) and is the grandson of workers in the Birmingham automobile industry. In the mid-1980s Hammond moved with his family (mother Eileen, father Alan, and younger brothers Andrew and Nicholas) to the North Yorkshire cathedral city of Ripon where his father ran a probate business in the market square. Originally a pupil of Solihull School, a fee-paying boys' independent school, he moved to Ripon Grammar School, and from 1987 to 1989 attended Harrogate College of Art and Technology. After his graduation he worked for several radio stations, including Radio Cleveland, Radio York, Radio Cumbria, Radio Leeds, Radio Newcastle and Radio Lancashire, before auditioning for ''Top Gear''.

Top Gear

Hammond became a presenter on ''Top Gear'' in 2002, when the show began in its present format. He is sometimes referred to as "Hamster" by fans and his co-presenters on ''Top Gear'' due to his comparatively small stature. His nickname was further reinforced when on three separate occasions in series 7, Hammond ate cardboard, mimicking hamster-like behaviour. A running gag is Hammond's supposed use of teeth whitener. In a series 7 episode, co-presenter Jeremy Clarkson claimed to have found a pack of teeth whiteners in a Marcos TSO GT2 that Hammond had tested. Hammond had objected, claiming it was a set-up. In a series 10 episode that featured the Peel P50, Clarkson was seen supposedly talking to Hammond on the phone about him considering a tooth whitening treatment costing £4000. Later, during a series 13 episode that featured the presenters in their office searching for car insurance prices, a teeth whitening kit was pictured on his desk. It was staged to appear that he was caught looking at a website on teeth whiteners on ''Richard Hammond's 5 O'Clock Show''.

In the first episode of series 9 broadcast on 28 January 2007, having recovered from his high speed crash Hammond returned to a hero's welcome, complete with dancing girls, aeroplane style stairs and fireworks. The show also contained images of the crash, which had made international headlines, with Hammond talking through the events of the day after which the audience broke into spontaneous applause. Hammond then requested that the crash never be mentioned on the show again, though all three Top Gear presenters have since referred to it in jokes during the news segment of the programme. He told his colleagues, "The only difference between me now, and before the crash, is that I like celery now and I didn't before".

During the third episode of series sixteen, Hammond attempted to be a bit like Jeremy Clarkson and copied him a little bit by being a little racist, he suggested that no one would ever want to own a Mexican car, since cars are supposed to reflect national characteristics and so a Mexican car would be a "lazy, feckless, flatulent, overweight oaf." Hammond finished with the remark "I'm sorry, but can you imagine waking up and remembering you're Mexican?!" Following complaints, the BBC defended the broadcast of this segment on the grounds that such national stereotyping was a "robust part" of traditional British humour.

Brainiac: Science Abuse

In 2003, Hammond became the first presenter of ''Brainiac: Science Abuse''; he was joined by Jon Tickle with Charlotte Hudson joining in series 2. After the fourth series it was announced that Hammond was no longer going to present the Sky1 show after he signed an exclusive deal with the BBC. Vic Reeves took his place as main presenter.

Other radio and television work

Early in his career, Hammond worked at many radio stations, including Radio Cleveland, Radio York, Radio Cumbria, Radio Leeds, and Radio Lancashire, before going on to present a number of daytime lifestyle shows and motoring programmes such as Motor Week on ''Men & Motors''.

He presented the ''Crufts'' dog show in 2005, the 2004 and 2005 British Parking Awards, and has appeared on ''School's Out'', a quiz show on BBC One where celebrities answer questions about things they learned at school. He has also presented ''The Gunpowder Plot: Exploding The Legend''. Along with his work on ''Top Gear'', he presented ''Should I Worry About...?'' on BBC One, ''Time Commanders'' on BBC Two and the first four series of ''Brainiac: Science Abuse'' on Sky One. He was also a team captain on the BBC Two quiz show, ''Petrolheads'', in which a memorable part was one where Hammond was tricked into smashing his classic Ferrari while trying to parallel park blindfolded in another car.

From 3 January 2006 until 10 February 2006, Hammond was the eponymous star of ''Richard Hammond's 5 O'Clock Show'' with his co-star Mel Giedroyc of ''Light Lunch'' fame. The programme, which discussed a wide range of topics, was shown every weekday on ITV between 17:00 and 18:00.

In July 2005, Hammond was voted number one in a ''Heat'' magazine poll of top "weird celebrity crushes". Also in 2005 he was voted one of the top 10 British TV talents.

He presented ''Richard Hammond and the Holy Grail'' in 2006. During the special, he traveled to various locations around the world, including the Vatican Secret Archives, exploring the history of the Holy Grail.

In one episode of ''Top Gear'', fellow presenter James May was mocked by both Hammond and Clarkson for being named the celebrity with the worst hairstyle, while Hammond was named the celebrity with the best.

As part of Red Nose Day 2007, Hammond stood for nomination via a public telephone vote, along with Andy Hamilton and Kelvin MacKenzie, to be a one-off co-presenter of BBC Radio 4's Woman's Hour on 16 March 2007. However, he was defeated by Andy Hamilton.

In April 2007, Hammond presented a one off special on BBC Radio 2 for Good Friday followed by another in August 2007 for the Bank Holiday. He is scheduled to present more Bank Holiday specials for the station.

Hammond recorded an interview with the famed American stuntman Evel Knievel, which aired on 23 December 2007 on BBC One, and was Knievel's last interview before his death on 30 November 2007.

In September 2008, Hammond presented the first episode of a new series; ''Richard Hammond's Engineering Connections'' on the National Geographic Channel. In this show, Hammond discovers how the inventions of the past, along with assistance from nature, help designers today. Episodes include the building of the Airbus A380, Taipei 101 and the Keck Observatory. Series 2 of Richard Hammond's Engineering Connections began in May 2010 and has included the building of the Wembley Stadium and the Sydney Opera House.

Hammond also filmed an advertisement for Morrisons supermarkets in 2008, and joined the cast of TV show ''Ashes To Ashes'' for a special insert on the 2008 Children in Need special.

While in New Zealand for ''Top Gear Live 2009'', Hammond filmed several television commercials for Telecom New Zealand's new XT UTMS mobile network. Telecom claimed that the new network was "faster in more places", compared to its competitors and its existing CDMA network. After the network repeatedly failed in late 2009 and early 2010, Hammond became the butt of a joke when he did not return to New Zealand for ''Top Gear Live 2010''. His fellow ''Top Gear'' co-hosts said he was too embarrassed to come back to New Zealand, and in a supposed live feed back to Hammond, the feed suddenly drops out as the "XT Network had crashed". Hammond was later given the right of reply to his colleagues during an interview with Marcus Lush on RadioLIVE's breakfast show in New Zealand.

Hammond is currently hosting the UK version of the US series ''Wipeout'', called ''Total Wipeout''. It takes place in Argentina, and is co-presented by Hammond and Amanda Byram. Hammond presents and does the voiceover for the clips in a London studio, and Byram is filmed at the obstacle course in Buenos Aires.

Hammond also presented a science-themed game show for children, ''Richard Hammond's Blast Lab'' which aired on BBC Two and CBBC.

In March 2010, Hammond presented a 3 episode series called Richard Hammond's Invisible Worlds, which looked at things too fast for the naked eye to see, things that are beyond the visible spectrum (e.g. ultraviolet and infra-red light), as well as microscopic things.

One of Hammond's lesser known television roles was as presenter of the BBC2 'gameshow' Time Commanders, a sophisticated warfare simulator which used a modified version of Creative Assembly's Rome: Total War game engine.

Since February 2011, Hammond has presented a online technology series ''"Richard Hammond's Tech Head"''.

In July 2011, Hammond presented a two-part natural science documentary ''Richard Hammond's Journey To The Centre Of The Planet'', focused on Earth geology and plate tectonics.

Personal life

Hammond has been married to Amanda Etheridge (mostly known as Mindy) since May 2002; the couple have two daughters.

Hammond is a fan of Porsche 911s and claims the Pagani Zonda to be the ultimate supercar. He once owned a 1982 Porsche 911 SC (sold in the mid-2000s), and later purchased a 2006 Porsche 911 (997) Carrera S. In 2004, Hammond purchased a Porsche 928 for the purpose of daily driving. Much unlike Clarkson and May, he also has an interest in American muscle cars. Hammond has owned a 1969 Dodge Charger R/T, a 1967 Ford Mustang GT 390, and a 2008 Dodge Challenger SRT-8 (which was purchased in the United States on a Series 12 episode of ''Top Gear'').

Hammond had also owned a Morgan AeroMax, in which he was involved in a car accident on 9 August 2009. He also owns a Jaguar E-Type and is also a fan of monster trucks, having attended Truckfest '07.

On 20 July 2007, during severe flooding, Hammond left his Porsche 911 – in which he had been stuck in traffic for 13 hours – to run home for his daughter's birthday. He ran 16 miles (26 km) in two and a half hours (from 3 am to 5:30 am), arriving home before his daughter woke up.

An interview with ''The Sunday Times'' in February 2008 reported Hammond as having moved briefly from Gloucestershire to Buckinghamshire, then back again because he missed the country life.

Hammond is a keen motorcyclist and Land Rover Defender fan. He spent over £70,000 rebuilding his 110 "Buster" in 2008.

In October it was reported he had spent over £2 million buying Bollitree Castle which is situated near Weston under Penyard, Ross-on-Wye. It has been rumoured he has also bought a large house in the small town of Wantage, Oxfordshire.

On ''Top Gear'' in 2007, Hammond went to Africa on an 'Epic Road Trip' across Botswana. While there he found a 1963 Opel Kadett, in which he drove across Botswana. Hammond named it Oliver. On ''Top Gear'' a week after the special was aired, Hammond announced during the news, that he had shipped Oliver back to the UK, where it was restored by a team from Practical Classics magazine. Oliver features on Hammond's children's science television show ''Richard Hammond's Blast Lab'' and in another episode of Top Gear as a kind of "Hill-holder" in the trailer truck challenge (after it acquired the personal plate "OLI V3R"). Oliver is also mentioned in Hammond's second autobiography ''As You Do''.

In 2010, Hammond was the President of the 31st Herefordshire Country Fair held at Hampton Court in Hope under Dinmore. His attendance caused unprecedented attendance with "nearly 15,000 people" drawn to the event to meet the presenter.

In 2010, Hammond gained a PPL(H) in an R44 helicopter.

Charity work

Richard Hammond is a Vice-President of UK children's brain injury charity The Children's Trust, Tadworth.

''Vampire'' dragster crash

thumb|left|200px|Hammond in the ''Vampire'' immediately before the crash. The front-right tyre has burst.During filming of a ''Top Gear'' segment at the former RAF Elvington airbase near York on 20 September 2006, Hammond was injured in the crash of the jet-powered car he was piloting. Hammond was travelling at at the time of the crash.

His vehicle, a dragster called ''Vampire'', was theoretically capable of travelling at speeds of up to . The vehicle was the same car that in 2000, piloted by Colin Fallows, set the British land speed record at . The ''Vampire'' was powered by a single Bristol-Siddeley Orpheus afterburning turbojet engine putting out hp}} .

Some accounts suggested that the accident occurred during an attempt to break the British land speed record, but the Health and Safety Executive report on the crash found that a proposal to try to officially break the record was vetoed in advance by ''Top Gear'' executive producer Andy Wilman, due to the risks and complexities of such a venture. (The report stated: "Runs were to be carried out in only one direction along a pre-set course on the Elvington runway. Vampire’s speed was to be recorded using GPS satellite telemetry. The intention was to record the maximum speed, not to measure an average speed over a measured course, and for [Hammond] to describe how it felt.")

Hammond was completing a seventh and final run to collect extra footage for the programme when his front-right tyre failed, and, according to witness and first responder Dave Ogden, "one of the parachutes had deployed but it went on to the grass and spun over and over before coming to a rest about 100 yards from us." The emergency crew quickly arrived at the car, finding it inverted and partially embedded in the grass. Rescuers felt a pulse and heard the unconscious Hammond breathing before the car was turned upright. Hammond was cut free with hydraulic shears, and placed on a backboard. "He was regaining consciousness at that point and said he had some lower back pain". He was then transported by the Yorkshire Air Ambulance to the neurological unit of the Leeds General Infirmary. Hammond's family visited him at the hospital along with ''Top Gear'' co-presenters James May and Jeremy Clarkson. Clarkson wished Hammond well, saying "Both James and I are looking forward to getting our 'Hamster' back", referring to Hammond by his nickname.

The Health & Safety Executive report stated that "Hammond's instantaneous reaction to the tyre blow out seems to have been that of a competent high performance car driver, namely to brake the car and to try to steer into the skid. Immediately afterwards he also seems to have followed his training and to have pulled back on the main parachute release lever, thus shutting down the jet engine and also closing the jet and afterburner fuel levers. The main parachute did not have time to deploy before the car ran off the runway." The HSE notes that, based on the findings of the North Yorkshire Police (who investigated the crash), "the accident may not have been recoverable", even if Hammond's efforts to react were as fast as "humanly possible".

The crash was shown on an episode of ''Top Gear'' on 28 January 2007; this was the first episode of the new series, which had been postponed pending Hammond's recovery. Hammond requested at the end of the episode that his fellow presenters never mention the crash again, a request which has been generally agreed by both Hammond and the other presenters, although occasional oblique references have been made. ''On The Edge: My Story'', which contains first hand accounts from both Hammond and his wife about the crash, immediate aftermath, and his recovery was published later that year.

In February 2008 Hammond gave an interview to ''The Sunday Times'' newspaper in which he described the effects of his brain injuries and the progression of his recovery. He reported suffering loss of memory, depression, and difficulties with emotional experiences, for which he was consulting a psychiatrist.

After the car crash the BBC website Have Your Say received more than 10,000 messages of good wishes and sympathy for Richard Hammond from people around the world.

Works

TV shows

Year !! Title !! Notes
1998	''Motorweek (Men & Motors TV series)''	Presenter
2002–present	Top Gear (2002 TV series)>Top Gear''
2003–06	''Brainiac: Science Abuse''
rowspan="2"	2004–05	''Crufts''
''Should I Worry About...?''	Presenter
rowspan="3"	2005	''The Gunpowder Plot: Exploding The Legend''
''Time Commanders''	Presenter
''Inside Britain's Fattest Man''	Presenter
rowspan="6"	2006	''Richard Hammond's 5 O'Clock Show''
''Petrolheads''	Contestant
''School's Out (TV series)	School's Out''	Contestant
''Richard Hammond: Would You Believe It?''	Presenter
''Richard Hammond: The Holy Grail''	Presenter
''Battle of the Geeks''	Presenter
rowspan="3"	2007	Last Man Standing (UK TV series)>Last Man Standing''
''Helicopter Heroes''	Narrator
''Richard Hammond Meets Evel Knievel''	Presenter
rowspan="2"	2008	Timewatch>BBC Timewatch''
''Sport Relief#Sport Relief 2008	Sport Relief''	Presenter
2009	''Richard Hammond's Blast Lab''
rowspan="2"	2009 – present	''Total Wipeout''
''Richard Hammond's Engineering Connections''	Presenter
rowspan="3"	2010	''Richard Hammond's Invisible Worlds''
''Sport Relief 2010''	Co-presenter with Claudia Winkleman
''Hammond Meets Moss''	Presenter
2011	''Richard Hammond's Journey To...''

Books

Car Books

Children's Books

Biographies

DVDs

# Richard Hammond's Top Gear Interactive Challenge Quiz (2007, 2|Entertain). # Richard Hammond's Top Gear Interactive Stunt Challenge Quiz (2008, 2|Entertain). # Richard Hammond's Top Gear Uncovered: The DVD Special (2009, 2|Entertain). # Top Gear Apocalypse (2010)

Television Advertisements

# Morrisons (2008) # Morrisons (Christmas 2008) # Morrisons (2009) # Morrisons (Christmas 2009) # Top Gear Turbo Challenge Trading Cards Test Set (2009) # Top Gear Turbo Challenge Trading Cards (2010) # Top Gear Interactive Challenge DVD (2007) # Top Gear Interactive Stunt Challenge DVD (2009) # Top Gear Uncovered DVD (2009) # Top Gear [Re-Runs On Dave] (2009) # Telecom XT network NZ (2009)

References

External links

Richard Hammond Interview 2006

Donations to Yorkshire Air Ambulance double as a result of their life-saving rescue of Richard Hammond

Richard Hammond on Top Gear

Q&A; – The Guardian – 2009-1-3. Hammond questions about himself. Retrieved 2009-6-29.

Category:1969 births Category:Living people Category:People from Solihull Category:Old Silhillians Category:Old Riponians Category:English autobiographers Category:English children's writers Category:English broadcasters Category:English journalists Category:English non-fiction writers Category:English radio DJs Category:English radio personalities Category:English science writers Category:English television presenters Category:Motoring journalists Category:People with brain injuries Category:Top Gear

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