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Aviation History
1982
1982 - 2408.PDF
Commercial aircraft of the world Air-India bought new A300s which had been destined for Laker Airbus Industrie Avenue Lucien Servanty, BP No 33, 31700 Blagnac, France « 033 61 71 11 11 >-" AITO 530526F Because of its diversified market base and the introduction of the A310, Airbus Industrie has been able to maintain the momentum of its growth and looks for ward to 1983 with a busy production schedule. Nevertheless, its lack of a broad product range makes its need to launch a 150-seater more urgent than Boeing's. Air bus cannot offer the 737/757/767/747 package deal which makes its principal competitor look attractive. Unfortunately for Airbus senior executives, they are not masters of their own destiny and they have to consult at length with the spon soring governments before any launch decision on the A320 can be taken. Although money is now flowing back to repay the $1,000 million launch (at 1970 prices) of the original A300B2/B4, there is a long way to go to repay the $250 million cost of the A300-600 and the $1,000 million of the A310. Airbus would like to compete across the whole spectrum of medium-to-large capacity airliners, and in the long-term it has its sights set on the 747 slot. Its greatest challenge at present, however, is to consolidate its success and make the transition from being a pro duction and selling organisation into a well-rounded aerospace giant. The present Airbus partners comprise Aerospatiale 37-9 per cent, British Aero space 20 per cent, Deutsche Airbus 37-9 per cent, and CASA 4-2 per cent. Fokker and Belairbus are associates and there is a strong possibility that DHC will take a 10 per cent share in the A320 and become a partner. Fokker may also take a more direct stake in the consortium if it negotiates a share of the A320. A300. Although most news during the year —and most of the controversy—has centred on the A310, the A300B2/B4 family has continued to make steady progress. Some 190 have now been delivered to 30 airlines and orders officially stand at 252. The -600 takes in some A310 technology as well as a stretch O^ tFyiKre" 1178 The sales battle with Boeing is likely *^o re-focus on the A300 as soon as air trans port demand picks up and Seattle commits itself firmly to a stretched 767. The basic A300 has effectively curbed sales of the DC-10-10 and TriStar 1, and in the process has grown up from the B2-100, which first flew in June 1973 with a maximum take off weight of 302,0001b (137,000kg), to the current heavyweight A300-600 with a maxi mum weight of 365,7501b (165,900kg). The first A300-600 should fly in late 1983 for deliveries to launch customer Saudia in spring 1984. Orders were received from Kuwait and Thailand, but the latter can celled recently in favour of the 767ER. Eastern will take -600s late in its deliveries —but will almost certainly stay with a three-crew cockpit for commonality reasons. The -600 is more than just a B4-200 fitted with the new, re-profiled rear fuselage of the A310. Although the passenger capacity has been increased by two seat rows, that is up to 18 additional seats, and underfloor volume raised sufficiently to house two additional LD3 containers, the accompany ing tables show that the claimed operating empty weight should be below that of the other B4 models. The more sharply tapered tail cone is combined with a 1ft 9in (0-52m) increase in the length of the parallel portion of the fuselage while the overall length of the aircraft has increased only marginally. The -600 will use the latest generation Pratt & Whitney JT9D- 7R4H, GE CF6-80C1, or Rolls-Royce RB.211- 524D4 engines and the new Garrett APU and advanced two-crew cockpit of the A310. The longer tail arm will allow the -600 to increase its commonality with the A310 by using the same smaller and lighter tailplane. Weight-saving features of the A300-600 include the use of composite materials as on the A310—chiefly in the rudder, spoiler- lift dumpers, fairings, and doors—and some significant aerodynamic changes derived from the design of the A310. Like the smaller aircraft, the A300-600 will have simple, single-slotted Fowler flaps, and will have no low-speed ailerons. These modifi cations have the additional effect of reduc ing drag through the elimination of gaps and hinges. Electrical signalling of the flaps and spoilers will account for a FLIGHT International, 23 October 1982
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