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The Airbus A318 Vs The A321 – What Are The Key Differences?





For nearly three decades, the Airbus A320 family has been a familiar sight at airports around the world. Today, we compare two of the aircraft in the family on either side of the spectrum – the A318 and A321.

The Airbus A320 family is massively popular across the globe, but we will be looking at the shortest and longest models of the four variants. Photo: Airbus

For this article, we will be comparing the A318-100 with the A321-200. There is no New Engine Option (NEO) version of the A318 and the A321-200 is the most prominent variant of the Current Engine Option (CEO) series.

All about size

Right off the bat, let’s address the most noticeable difference between the two narrowbodies – the length. According to Modern Airliners, the A318 measures at 103 ft 2 in. Meanwhile, the A321-200 is 146 ft long. This figure is just under 43 feet longer than the A318.

It’s not just the length that’s the only difference when it comes to size. The A318 has a tail height of 41ft 1in while the A321 is 38ft 7 in here However, there are similarities with the build. For instance, they both have the same fuselage width of 13 ft 0 in, fuselage height of 13 ft 7 in, and cabin width of 12 ft 2 in.

Nonetheless, the extra length of the A321 gives opportunities for more capacity. The A318 has a freight capacity of 749 cu ft while the A321’s amount is over double at 1,827 cu ft. Moreover, in the all-important passenger field, the A318 has a typical searing of 107 while the A321’s number is 185.

With the larger statute, the A321-200 is considerably heavier with a Maximum Take-off Weight (MTOW) of 206,000 lb compared with A318’s figure of 150,000 lb. Photo: Getty

A veteran in the industry

The A321-100 made its first flight on March 11th, 1993 before Lufthansa introduced it in 1994. After that, the A321-200 made its commercial debut with Monarch Airlines in December 1996. Airbus is proud of the plane’s stature, offering plenty of space for passengers.


Airbus shares the following about the A321ceo on its website:

“As the longest-fuselage member of Airbus’ best-selling, single-aisle A320 Family, the A321’s cabin offers passengers even more space in which to relax and enjoy the flight. Able to comfortably seat anywhere from a typical 170 to 200 passengers in a standard two-class cabin to 220 travellers in a more high-density layout, the A321 – with a wider cabin than any of its competitors – continues to define the meaning of single-aisle comfort in operations around the globe.”

A comparison of the four aircraft in the CEO series of the Airbus A320 family. Photo: EgyptAir

A new requirement

The A318 performed its first flight on January 15th, 2002 before being entered into service with Frontier Airlines in the following year. Notably, it was being introduced approximately a decade later than the original A321. Airbus highlights its high performance but small size as key factors to offer significant efficiency for carriers.


Airbus highlights the following when it comes to the A318:

“Typically seating between 90 and 110 passengers, the A318 brings all the advantages of the A320 Family to a variety of possible routes suitable for a slightly smaller aircraft. With one aircraft in four sizes the A318 offers unbeatable fuel-efficiency, exceptional operational reliability and superior passenger comfort – qualities which help make the A320 Family the most successful aircraft family ever. Its enduring quality highlights the brilliance and innovation at the heart of Airbus.”

British Airways shares that thanks to the plane’s steep approach compatibility, the airline can fly long-haul from London City Airport. Photo: Getty Images

The A318 also has less range than the longer variant. It has a range of 3,100 NM while the A321-200’s offering is 3,200 NM. The CFM56-5B and PW6000A series of engines are certified for the A318. Meanwhile, the CFM56-5B and IAE V2500-A5 series of engines are certified for the A321ceo. Nonetheless, when it comes to key differences between the twinjets, it is the size that matters.

What are your thoughts about the A318 and A321? How has your experience been when traveling on these two jets? Let us know what you think of the pair in the comment section.



Trudeau’s new mandate letters to cabinet prioritize job creation, airline support and new fiscal targets




From The Globe and Mail – link to source story

Bill Curry and Kristy Kirkup Ottawa | January 15, 2021

Prime Minister Justin Trudeau listens to a question from a reporter during a news conference outside Rideau Cottage in Ottawa on Jan. 15, 2021. Adrian Wyld/The Canadian Press

Prime Minister Justin Trudeau released updated ministerial mandate letters on Friday that prioritize job creation, support for Canada’s struggling airline sector and a pledge to spend whatever is needed in the short term to get the country through the pandemic while also setting a longer-term fiscal target for federal finances.

The letters are described as “supplementary” to the ones the Prime Minister issued on Dec. 13, 2019, before the government’s policy plans were sidelined because of COVID-19.

They provide additional detail on the themes the Liberal government outlined in the September Speech from the Throne and Finance Minister Chrystia Freeland’s fall economic statement.

The letters also provide a sense of the priorities for this year’s budget, which will be the Liberals’ first since they were re-elected with a minority mandate in the fall of 2019.

“The government has significantly increased spending during the pandemic in order to achieve our most pressing priority: to help protect Canadians’ health and financial security,” Mr. Trudeau’s letters state. “… We must preserve Canada’s fiscal advantage and continue to be guided by values of sustainability and prudence.”

Before the pandemic, the projected deficit for the fiscal year that ends March 31, 2021, was $28.1-billion, with a debt-to-GDP ratio of 31 per cent. As a result of the pandemic and spending on related federal programs, the projected deficit is now $381.6-billion and the debt-to-GDP ratio will exceed 50 per cent.

Prolonged business shutdowns in Canada’s two largest provinces – Ontario and Quebec – will add further pressure on Ottawa’s bottom line as more workers turn to Employment Insurance and business owners access emergency programs such as rent support.

Some economists have expressed concern that Ottawa has not articulated a new fiscal anchor, which is a target level for federal deficits and the debt. Mr. Trudeau’s letter to Ms. Freeland addresses this point.

Mr. Trudeau asks his Finance Minister to present “a new fiscal anchor” while also stating that “you will use whatever fiscal firepower is needed in the short term to support people and businesses during the pandemic.” The Prime Minister later states that this should not create new permanent spending.

Ms. Freeland and other ministers are also being asked to “create over one million jobs, restoring employment to levels prior to the pandemic using a range of tools, including direct investments in the social sector and infrastructure, immediate training to quickly up-skill workers and incentives for employers to hire and retain workers.”

New Transport Minister Omar Alghabra, who was promoted to cabinet in Tuesday’s shuffle, is assigned to work with cabinet colleagues on measures for the air travel sector that will “ensure Canadians get refunds for air travel cancelled due to the pandemic,” while sustaining regional air infrastructure and supporting regional development and tourism.

Mr. Alghabra is asked to work with new Foreign Affairs Minister Marc Garneau on the government’s response to last January’s Ukraine International Airlines tragedy, in which Iran’s military shot down a passenger plane shortly after takeoff from Tehran, killing all 176 people on board, most of whom were Canadian or travelling to Canada.

Mr. Trudeau’s letter said the government’s response will include “commemorating the lives of the victims and supporting their families, pursuing truth and accountability from Iran, and preventing future disasters. …”

In his mandate letter to Health Minister Patty Hajdu, Mr. Trudeau noted that the country has been confronted with the most serious public health crisis it has ever faced. “The global pandemic has had devastating impacts on lives and livelihoods and exposed fundamental gaps in our society,” Mr. Trudeau wrote.

Among his requests, the Prime Minister called on Ms. Hajdu to work with the provinces and territories on setting new, national standards for long-term care.

In his letter to Indigenous Services Minister Marc Miller, the Prime Minister also flagged the need to follow through on commitments that include fulfilling the government’s pledge to end all long-term drinking water advisories on reserves.

At the beginning of December, Mr. Miller said he was taking responsibility and acknowledged the federal government would not meet its March, 2021, target to end all of the water advisories, which was a key promise in the Liberals’ 2015 election campaign.


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Misinterpretation of air traffic control communication identified as a factor in August 2019 runway incursion at Toronto/Lester B. Pearson International Airport




From: Transportation Safety Board of Canada

News release

Richmond Hill, Ontario, 15 January 2021 — The Transportation Safety Board of Canada (TSB) today released its investigation report (A19O0117) into the August 2019 runway incursion between two aircraft at the Toronto/Lester B. Pearson International Airport, Ontario. There were no injuries.

On 9 August 2019 at 1240 local time, an Air Canada Boeing 777-300 landed on Runway 33L. Three minutes later, at 1243 local time, an Air Georgian Bombardier CRJ 200 was instructed to line up on parallel Runway 33R. In accordance with air traffic control (ATC) instructions, the Boeing 777 was crossing Runway 33R. Simultaneously, the flight crew of the CRJ 200 began its take-off roll on the same runway without a take-off clearance from ATC. When the CRJ 200 flight crew saw the Boeing 777 over the crest of the runway, they rejected the takeoff and exited via a taxiway.

The investigation found that while completing the pre-departure checks, the flight crew of the CRJ 200 was informed of a change in departure instructions. The first officer received and read back the line-up instruction with the departure amendment, but misinterpreted that ATC communication as a clearance for takeoff.

It was determined that the number of pre-departure tasks the flight crew was required to complete within a short amount of time increased their workload, and that the workload was further increased by the additional tasks brought by the change in instructions. Thus, it was found that the increased workload, the expectation to receive a take-off clearance without delay, and the misinterpretation of the line-up instructions led the CRJ 200 flight crew to initiate take-off roll without a take-off clearance. Also, because of the grade profile of Runway 33R, the fuselage of the Boeing 777 would not have been visible to the CRJ 200 flight crew at the start of the take-off roll, therefore they had no visual indication that it was unsafe to begin the takeoff.

Both flight crew members worked an early morning shift after working an evening shift, known as a backward-rotating shift schedule. Although the investigation did not determine that fatigue affected the performance of the flight crew in this occurrence, backward-rotating shift schedules cause circadian rhythm desynchronization, which increases the risk of fatigue in crew members who do not receive sufficient time off to adapt their sleep-wake pattern when working these schedules. Furthermore, if airlines do not inform crew members of the risk of fatigue due to the direction of shift schedule rotation, there is an increased risk that crew members will operate an aircraft while fatigued.

Following the occurrence, NAV CANADA issued a directive reminding air traffic controllers to cancel the take-off clearance or issue an instruction to abort takeoff when runway incursion monitoring and conflict alert system stage 2 alerts are activated by a departing aircraft.

Air Georgian Limited conducted an internal safety investigation as per the company’s safety management system. It amended its standard operating procedures to mandate an ATC query if one of the two crew members was unaware of the content of an ATC clearance or instruction.

See the investigation page for more information.


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De Havilland to pause production this year after backlog built




From Leeham New – link to source story

By Scott Hamilton

Jan. 12, 2021, © Leeham News: De Havilland Canada will pause production later this year when the current Dash 8-400 backlog is assembled.

According to data reviewed by LNA, there are 17 Dash 8s scheduled for delivery to customers this year. There are two more that don’t have identified customers. It is unclear if these will be built.

DHC notified suppliers to stop sending parts and components to avoid building whitetails.

De Havilland assembled the Dash 8s at the Toronto plant previously owned by Bombardier. The lease on the facility expires in 2023. There is no decision whether to move the final assembly line to Western Canada, where DHC is headquartered.

Uncertain future

With only 17-19 orders for the Dash 8-400, the future is uncertain. There are 325 Dash 8s in storage: 186 -400s, 51 -300s, 25 -200s and 63 -100s. Only the -400s are in production. DHC’s focus right now is to help airlines return the Dash 8 to service, says Philippe Poutissou, vice president of sales and marketing.

With a large inventory of used aircraft and airlines awaiting recovery from the pandemic, there are few new sales opportunities.

DHC offers a firefighting version. Conair, which has two -400s scheduled for delivery this year, is one such customer. A maritime patrol version also is offered.

Rival ATR has a backlog of 46 ATR-42s, the competitor to the out-of-production Dash 8-300. The backlog for the ATR-72-600, the rival to the Dash 8-400, is 175. There are 286 ATR-72-500s/600s and 68 ATR-42-500s/600s in storage.


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Air Canada Outlines Route Cuts: Many Caribbean, Hawaii and Europe Flights Suspended




From TravelPulse Canada – link to source story


Spotlight on Paris

The pandemic and ongoing travel restrictions are forcing Air Canada to suspend some of their most popular flights, at least temporarily.

In a memo sent to TravelPulse Canada, Canada’s largest airline outlined the details of the 25% capacity reduction they mentioned in a Wednesday statement. The list contains 44 temporarily suspended flights, including 12 domestic, 10 trans-border (USA) and a full 22 international routes.

Popular flights that are being temporarily discontinued include Toronto-Quebec City, Montreal-Orlando, Toronto-Tampa, Vancouver-Puerto Vallarta, Montreal-Barbados, Calgary-Maui, Toronto-Paris and Toronto-Saint Lucia.

It’s a blow to Air Canada workers and to Canadians, as well as tourism workers in the Caribbean and around the world. It’s also a difficult pill to swallow for beleaguered travel agents, who now have a lot fewer destinations they can sell. But airline officials say they’ve been left with no choice.

Effective Jan 23, this is a list of the stations closed and routes suspended until further notice:

Additional airport stations closed in Canada:

  • Fredericton NB
  • Gander NL
  • Goose Bay NL
  • Yellowknife NWT
  • Kamloops BC
  • Prince Rupert BC

Additional domestic routes suspended

  • Fredericton–Montreal
  • Gander–Halifax
  • Goose Bay–Halifax
  • Kamloops-Vancouver
  • Ottawa-Calgary
  • Ottawa-Vancouver
  • Prince Rupert-Vancouver
  • Quebec City-Toronto
  • St. John’s-Toronto
  • Victoria-Calgary
  • Winnipeg-Calgary
  • Yellowknife-Edmonton

Transborder routes suspended

  • Calgary to: Maui
  • Montreal to: Denver, Houston, Orlando
  • Toronto to: Houston, Orlando, Tampa, Washington (Dulles)
  • Vancouver to: Honolulu (until April), Maui (until mid-February)

International flights suspended

  • Montreal to: Barbados, Casablanca, Cozumel, Samana, San Jose (Costa Rica), Santa Clara, Turks & Caicos, Nassau, Sao Paulo, Puerto Vallarta
  • Toronto to: Cozumel, Curacao, Ixtapa, Los Cabos, Paris, Saint Lucia, Santa Clara, St. Vincent, Zurich
  • Vancouver to: Los Cabos, Mexico City, Puerto Vallarta

Air Canada on Wednesday said it will have to reduce capacity by 25% and lay off 1,700 workers due to a lack of demand.

Since the implementation by the Federal and Provincial Governments of these increased travel restrictions and other measures, in addition to the existing quarantine requirements, we have seen an immediate impact to our close-in bookings and have made the difficult but necessary decision to further adjust our schedule and rationalize our transborder, Caribbean and domestic routes to better reflect expected demand and to reduce cash burn. We regret the impact these difficult decisions will have on our employees who have worked very hard during the pandemic looking after our customers, as well as on the affected communities,” said Lucie Guillemette, Executive Vice President and Chief Commercial Officer at Air Canada.

WestJet last week reduced capacity by 30% per cent and announced layoffs and furloughs for 1,000 workers.


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