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Aviation History
2001
2001 - 0051.PDF
focused on what the aircraft will do for its stand ing in the high-capacity long-range market, where competition with Boeing has become tougher after the launch of the 777-200LR/ 3 OOER last February. While only 13 passenger 747s were sold last year (including the launch order for six -400Xs from Qantas), orders for 777 variants have been strong, with a total of 107 for all types last year and 49 for the -200LR/-300ER. This increased pressure on the European manufacturer. Development activity at Toulouse is intense as the first of three flight-test A340-600s is undergoing systems testing before its scheduled May first flight, and assembly of the first -500 gathers momentum. The fourth Rolls-Royce Trent 500 turbofan, rated at 56,0001b-thrust (249kN), was mounted to the -600 wing on 15 November following completion of the first phase of flight testing on the inboard left pylon of an A340-300 testbed aircraft on 20 August. During the 47h, 34-flight programme, the engine's overall performance was found to be "very encouraging", says Pardoe. "The Trent has demonstrated excellent operability. The overall behaviour of engine and nacelle is much better than it has been for other powerplants at this stage." The Trent's arrival aboard the A3 40 signals the end of a long hunt for more powerful A3 40 engines that in 1986 led to International Aero Engines proposing the "SuperFan" - a geared fan development of the A320's IAE V2 500 - for a new version of the aircraft. The attempt proved over-ambitious, however, and the pro ject was abandoned. Although the 34,0001b-thrust CFM International CFM56-5C engines powering the original A340-300 have proven reliable and | adequate to the task, there is little doubt that the Trent will provide a huge power boost that will please pilots and air traffic controllers alike. The overriding aim throughout the A340-500/600 development programme is to achieve a mature product at entry into service, an example of which was seen in the completion of initial Trent 500 testing seven months ahead of the -600's first flight. Twelve "key maturity subjects" have been targeted, says Pardoe, "which take into account all airline experience to date, and which extend right down to equipment level". Beside the obvious mechanical areas such as powerplant, landing gear and fuel system, these include, for example, the onboard built-in test equipment (BITE) maintenance diagnostics system, which Pardoe says "must be fully oper ational from the first flight". A340-500/600 assembly is integrated with the A340-300 and A330family on the Toulouse line He adds: "We have in the past tended to leave this until last, which did not take into account the mechanics who need to trouble-shoot with BITE as they prepare the aircraft." Maturity preparation extends to cabin systems, testing of which will include passenger simulations during test flights to be carried out six months before certification, and route proving on long-range flights with a full passenger load: "We're even building a full-scale water and waste system mock-up," says Pardoe. Critical aircraft systems such as the hydraulics, air conditioning and fuel systems will be tested both for opera tional limits and to ascertain their breaking point. A digital mock- up of the aircraft will be used to define procedures well before service entry. Emirates will use its A340-500s to serve the USA direct from Dubai FHGHT OARETH BURGESS 01 FLIGHT INTERNATIONAL 2 - 8 January 2001 49
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