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AIRBUS IS PLANNING FURTHER 747 OPPONENTS

At the turn of the century, further new Airbus models will supposedly compete against the Boeing 747. "If our strategy with the new A340 versions proves successful and our customers signal their interest, the A3XX program may be postponed", said Airbus' vice head, Volker von Tein, at this year's technical briefing of the aircraft manufacturer in Toulouse.

Airbus plans to extend the A340 family ñ not only to attack the pole position of the Boeing 747 at the upper end of the airliner market, but probably also to secure its own position for the case that the required partners for the A3XX mega-airliner program are missing.

Also, it seems as though the airlines have not fully accepted Airbus' currently projected developments of the A340 model, such as the A340-8000. The basic models A340-200 and -300 had a good market entry and the -300E is counted as a step in the right direction. However, what's missing is the compensation of the 30 percent capacity lead of the 747-400.

This gap is to be closed before the end of the century with the A340-600: Stretching the fuselage of the A340-300 by 20 to 22 frames, the -600 and its 375-passenger capacity (three-class configuration) would push the A340 into the region of the 747-200 and -400. Powered by four engines in the 51000 lbs thrust class, the A340-600 should offer a 7000 NM range and a Mach 0.84 cruise speed. In mid-April, Airbus Industrie signed an exclusive contract with General Electric which is to develop engines especially cut to the needs of the new Airbus.

Fuselage and wings of the new Airbus flagship would need to be enforced to cope with the weight increase as compared with the basic A340. Furthermore, in order not to sacrifice the aircraft performance, the wings are to get a larger lift surface, which would also take care of the increased fuel capacity.

Installing the new wings on a fuselage which is only stretched by three or four frames, would create the A340-500 variant. With a seating capacity for up to 310 passengers, the -500 could possibly realize ranges up to 8500 NM, due to the higher fuel capacity. This would put the -500 rangewise into the region of the A340-8000, but, because of the higher number of seats (+50), would be a more attractive product to the airlines.

Keeping the wings of today's basic A340, but extending the fuselage by ten frames, would make up the -400 variant. According to Airbus, the -400 would be in a position to carry 340 passengers in a three-class configuration over distances up to 6100 NM. Integrating an additional lower deck cabin in the forward fuselage, would increase the -400's seating capacity to 380 seats. This set-up would offer more seats than the Boeing 747-200 which is due for replacement in many airlines.

This recent product offensive by the second largest aircraft manufacturer shows: Airbus Industrie is pushing into the high-end of the airliner category. Along with the new mega-liner A3XX, the new A340 versions are fine-tuned to attack the monopoly of Boeing's successful 747 model. However, Airbus Industrie's four-engine flagship should not be aiming at the competition with Boeing's 777 twin-engine airliner. It needs to compete in its class, at the upper scale of the airliner manufacture. The airlines will not accept anything else, at least not with the necessary number of orders.

If Airbus really plans to attack Boeing's leading market position, it needs to be able to offer the airlines the right tool, showing the airlines a clear option after almost 30 years of 747 kingdom in the airliner category. The market will decide whether the concept of a super-stretched A340 is this tool or if it is a rather approved minimal solution.

From page 22 of FLUG REVUE 9/96