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Aviation History
1998
1998 - 2142.PDF
COMMERCIAL AIRCRAFT Model Engines Dimensions Landing Accomodation Max Fuel gear Span Track (m| (ml Length Wheelbase (ml (ml Height Turn radius (m) (m) Wing area (nfl notes A3XX-50 weights (kg) (ftresl Typical pax Take-off Standard Max pax Landing Optional Cabin Zero width fuel Operating empty FAR field lengths Speeds take-off landing (kt) (machl ISA ISA sea-level sea-level V,,,, M,,,, ISA+20JC ISA+20JC sea level sea level V^ M,,^ ISA ISA 5,000ft 5,000ft V^. M^ ISA + 20 C ISA + 20C 5,000ft 5,000ft 4 x 271-276kN Engine Alliance GP 7200 turbofan or 4 x 271-276kN Rolls-Royce Trent 900 turbofan 79.8 24.1 A3XX-50R 481 508.000 317,000 - 349.000 7.14 326.000 258.000 - 0.85 4 x 302-311kN Engine Alliance GP 7200 turbofan or 4 x 302-311kN Rolls-Royce Trent 900 turbofan 79.8 24.1 A3XX-100 481 550,000 317.000 - 353.000 7.14 330,000 262.000 - 0.85 4 x 294-298kN Engine Alliance GP 7200 turbofan or 4 x 294-298kN Rolls-Royce Trent 900 turbofan 79.8 -' 24.1 555 540,000 317,000 - 381,000 7.14 356.000 271,000 Range with a typical threeclass load of 555 passengers is A3XX-100C - 0.85 • 14,150km. 4 x 334kN Engine Alliance GP 7200 turbofan or 4 x 334kN Rolls Royce Trent 900 turbofan 79.8 24.1 421 583,000 411,000 473 407,000 7.14 382.000 276.000 - 0.85 Configurations of 421 passengers and 11 pallets or 4 73 passengers and 7 pallets. A3XX-100F 4 x 334kN Engine Alliance GP 7200 turbofan or 4 x 334kN Rolls-Royce Trent 900 turbofan 79.8 24.1 A3XX-100R - 583.000 411,000 - 425.000 7.14 396,000 246,000 0.85 4 x 333kN Engine Alliance GP 7200 turbofan or 4 x 333kN Rolls-Royce Trent 900 turbofan 79.8 24.1 A3XX-200 555 583.000 411,000 - 385.000 7.14 360.000 275.000 4 x 333kN Engine Alliance GP 7200 turbofan or 4 x 333kN RollsRoyce Trent 900 turbofan 79.8 24.1 656 583,000 354,000 - 408.000 7.14 381,000 286,000 Range with a typical three<lass load of 656 passengers is - 0.85 14,150krn. Cruise performance Max cruise speed (kt) Max aft (ft) Max cruise fuel cons (kg/hi Long range speed (Ml Atari (ft) Long range fuel cons (kg/h) Paytoad details Max (kg) Range with max p/1 (km) Paytoadwith max fuel (kg) Range with max fuel (km) 68.000 14.200 68.000 16.200 85,000 14,200 107.000 13,500 150,000 10.600 85,000 16.200 95,000 customers had been secured. The consortium is optimistic that it will cap ture at least half of die 1,500 sales in the catego ry forecast through to 2010. Key to the new family is the 20% larger wing, which incorporates a 1.6m wingbox insert to increase area and fuel capacity, along with 1.6m wingtip extensions. The MTOW will be increased to 365t, requiring a four-wheel centre main undercarriage unit to be adopted in place of the existing two-wheel unit. The larger -600 will be almost 11 m longer than die -300 and will be capable of carrying 378 passengers (three-class) over distances of 13,900km. This model has some 38% greater fuel capacity than that of the -300. The -500 combines the new wing, engines and weights of the -600, with a slightly stretched -300 airframe (to balance the enlarged wing), and some 48% more fuel capacity than diat of the -300, creating a 313-seater with a range of moredian 15,725km. The first A340-600 will be flown in January 2001, followed by the -500 in July 2001. Deliveries of the A340-600 will begin in early 2002, followed shortly after by the A340-500. Airbus is already examining weight and range growth developments to meet potential cus tomers' requirements. Increased weights and 10% more powerful engines could provide up to 1,000km more range. In late 1997 Pratt & Whitney renewed efforts to power the A340-500/600 models with a ver sion of the new 289-298kN engine now pro posed for the increased gross weight Boeing 747-400 and 767-400. Sextant Avionique has been awarded a con tract to be sole supplier of flat-panel LCD for the new A340-500/600. Sextant will also supply LCDs for the retrofit of in-service A3 30s and A340s. Production See A3 3 0 Ordered 230 Delivered 140 A3XX In the late 1980s, following the launch of the A330/A340, Airbus turned its attention to the high-capacity long-range-airliner market to enable it to break the monopoly held by Boeing's 747. In the early 1990s, the rival firms studied the joint development of a single, very- large commercial transport. This partnership dissolved in 1994 and the two companies are now set for a head-on fight - Airbus with its all- new 560/660-seat A3XX family and Boeing with derivatives of the 747. In April 1996, Airbus established its Large Aircraft division (AI/L), headed by Jurgen Thomas. The same year new engines were pro posed for both the A3XX and Boeing's now defunct 747-500/600X projects by Rolls-Royce (theTrent900)andthejointGE-P&Walliance (the CP7000). The A3XX will require engines in the 300-360kN range. Airbus plans to offer a choice of powerplants. In 1996 die consortium signed an MoU with R- R for the Trent 900 to be offered on the aircraft, and a similar agreement was reached with GE- P& W in May 1998 for a version of its GP7000, dubbed the GP7200. In early 1998 Airbus revealed that it had decided to delay the entry into service of the A3XX by at least nine months, to the third quar ter of 2004. Airbus says that part of the reason for the delay was that it had not achieved the engineer ing target "of producing a step change in oper ating economics" - Airbus is determined to offer direct operatingcosts some 15-20% below those of the rival Boeing 747-400, but this has "still not been resolved". Another issue has been a lack of engineering resources caused by the programme's clash with die build-up to the launch of the A340-500/600 at the end of 1997, which had originally been planned a year earlier, but was effectively delayed by die absence of an agreement for a powerplant. The double-deck A3XX project includes the baseline 5 5 5-seat (three-class)-100, which has a range of around 14,200km. Airbus is also proposing a stretched derivative of the A3XX, the 656-seat -200, with an increased weight and 44 FLIGHT INTERNATIONAL 19 - 25 August 1998
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