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Aviation History
1988
1988 - 2905.PDF
of the world " "Z :.. .•:.... ., The maiden flight of the Airbus A340 is scheduled for early 1991 new programme launches or multi-billion-dollar orders, but is of considerable importance and helps explain the attention given to the re-engined 727 and plans to re-engine the One-Eleven, DC-9, and 737 (all with the Tay). The question may have been resolved by the next Flight Survey in October 1989. When this survey next appears, the 737-500 will have made its maiden flight, the 737-400 and 747-400 will have entered service, and the MD-11 will be undergoing flight-testing. •All the signs are that strong demand for new airliners will continue. Whether this means that the A320 stretch, the re-winged MD-91 or MD-92UHB, or an A330/MD-11 hybrid will be given full-scale go-ahead during the next 12 months remains to be seen. Although it is unwise to speculate, it might seem that manufacturers' preoccupation with satisfying current demand makes the launch of any new project before the next Survey rather unlikely. However, Airbus and several of its customers are anxious that the A320 stretch should receive an early go-ahead. The posi tion for McDonnell Douglas is that it would like an early launch of the MD-91 or MD-92, but no airline seems ready to step forward to help make it happen. Airbus Industrie 1 Rond Point Maurice Bellonte, 31707 Blagnac, France <& 33-61-93-33-33 ^^ AITO S30S26F Airbus Industrie has passed a number of important technical, marketing, industrial, and political milestones in the past year. The A320 was success fully certificated in February, and the A300-600R in March. The V.2500-powered A320 made its maiden flight in July, and the organisation progressively firmed up details of the powerplants to be available in the A330 and A340. Notable marketing successes included a large commitment from ILFC covering orders and options for the A300-600R (6), A310 (7), A320 (29), and A340 (4); a small but significant order from Interflug of East Germany for three A310-300s; and additional larger orders for the A320 from Iberia (15 plus 7 options), leasing company GATX CL Air (10), Air Canada (34 plus 20), and Canadian Airlines International (17 plus 34). The takeover of British Caledonian by British Airways added the latter to the A320 customer list. Two issues have dominated industrial matters. The first has been determining those packages of subcontract work on new programmes which should be placed with non-partner companies such as Canadair and Avco Aerostructures. This was largely a matter for individual partners. The second has been discussions on future projects, such as the stretched A320-300 and an MD-11/A330 hybrid, primarily with the US companies Lockheed (now LASC) and McDon nell Douglas. Key guidelines for these talks have been: (a) co-operation must be outside the existing products of both companies; (b) co-operation must be balanced and require real involvement on both sides; (c) any partnership must bring worthwhile benefits to both parties. Worries about the difficulty of competing with • the US giants, brought into relief by the weak US Dollar and recurring, unresolved arguments with the US Government about subsidies, ensured that Airbus Industrie continued to be the focus of polit ical attention. Airbus feels that the present exchange rate situation is unusual and that the longer-term European currency/US Dollar rate is acceptable. Nevertheless, both British Aerospace and MBB have been talking with their respective governments about the immediate problem. Concern about cost levels and financial disci pline led the four governments most directly involved in Airbus (French, German, British, and Spanish) to appoint a team of four "wise men" to review the organisation. Their report, presented in May, is believed to have made recommendations about streamlining the supervisory and executive boards, strengthening the authority of the financial director so that he has the right to exam ine the costs of partners, the greater use of competitive tendering, the ending of the practice of appointing senior officials on the basis of their nationalities, and the possibility of turning Airbus into a public company. Decisions on actions could well be taken shortly, with changes to the organisation being phased in from early 1989. The shareholding of the Groupement d'Interet Economique is currently Aerospatiale 37-9 per cent, Deutsche Airbus 37-9 per cent, British Aero space 20 per cent, and Casa 4-2 per cent. A300. Following its first flight in December last year, and certification in March, deliveries of the A300-600R began in April. This new model uses the e.g. management system and tailplane fuel tank pioneered on the A310-300. It was launched with an order for 25 from American Airlines in March 1987, and the customer list now includes Emirates (1), Thai International (2), Korean Air (4), Latur of Mexico (1), and two unannounced customers (for a total of 8). All the latter deals have been signed up since last year, except the Emirates aircraft, and are separate from the recent ILFC commitment for four aircraft with two options. The basic prototype A300B1 flew in October 1972 and was followed by the initial production B2 and the heavier, longer-range B4. The A300-600 was a further development using technology from the A310. It incorporates the A310 rear fuselage— increasing passenger capacity by 18 seats with very little increase in overall length—the new two-crew cockpit, and the lighter, smaller A310 tailplane. Empty weight and drag were cut from B4 levels despite an increase in payload and range. Airbus Industrie claims that a series of improvements to the wing—recambered trailing edge, deletion of the outer aileron, use of elec trically signalled spoilers in roll, deletion of the slat fence, reshaped pylon, and the use of A310 nacelles—bring it close to the aerodynamic stan dard of the A310. The A300-600, with its latest- technology GE CF6-80C2 or P&W JT9D-7R4H engines, was therefore a major advance over the early-model A300s. It is now available with the new PW4000. The -600s being delivered have drag-reducing wingtip fences, carbon brakes, and the so-called "New World" cockpit of the long- range A310-300. The recently launched A300-600R is the latest upgrade, although in the longer term it will give way to the A330. Programme status: Total orders, 321 including three -600Rs for China Airlines; delivered, 286. Production rate for A300-600/A310 will reach four a month by the end of 1988. A310. The Interflug order for three CF6-80C2-powered A310-300s in June generated particular interest because it came from a Comecon country and was hedged with conditions concerned with preventing the transfer of sensitive technology. Obviously Airbus (and, for that matter, Boeing, which is expected to conclude similar deals) hopes that the breakthrough will lead to more orders from East European airlines. The remaining A310 orders, with the exception of ILFC, have largely been top-ups for existing customers like Air Portugal and THY. Most orders are now for the -300 model. The A310-300 is the first production airliner with a tailplane trim-tank, and is also the first to use carbonfibre-reinforced plastic for a major structural element (in this case the fin) in series production. The tailplane is supplied by Casa and the composite fin by MBB. Airbus began flight- testing a new optional additional centre tank (ACT) on the -300 in August last year. It occupies the space of two LD-3 containers in the front of the rear cargo hold and increases range by some 400 n.m. (750km). Although this system is already in service on the A300-600, Wardair was the first A310-300 customer to specify the option. FLIGHT INTERNATIONAL, 8 October 1988 39
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