F R 7 - 9 7

Home | Update | Latest Issue | Gallery | FR Profile | Datafiles | FR 7/97 AIRBUS SEEKS TO CHALLENGE BOEING DOMINANCE by Norbert Burgner It is Airbus Industrie's goal to stop Boeing's market dominance. The European consortium is already aiming at a 50 percent market share for the year 2002. Closing the gap between the A340 and the Boeing 747, countering the so far dominating 747 with an even more efficient rival, putting pressure on the 737 family, not only with the A320 models, but also from the bottom of the market, while at the same time securing the bond with China: This is the ambitious five-year plan of the four-national European aircraft manufacturer. Unlike before, AI isn't speaking of possibilities any more but, is talking of real projects. The AE316/317 is AI's first card. The news came just shortly before the end of this year's Airbus technical briefing in Toulouse: At the occasion of a state visit of the French President Jacques Chirac in China, Airbus head Jean Pierson, Alenia/Finmeccanica President Giorgio Zappa and the chairmen of the Aviation Industries of China and Singapore Technologies (STPL) signed a basis agreement concerning the cooperation for the long expected aircraft program of a European-Asian 100-seater. The People's Republic of China is the main shareholder of the joint-venture (46 percent). The European side, joining Airbus Industrie and Finmeccanica daughter Alenia under the roof of Airbus Industrie Asia (AJA) since last year, holds 39 percent (24 percent AI, 15 percent Alenia) while STPL with its participation is keeping 15 percent of the profit and loss potential. The exact program division will reportedly be announced by the end of next year. For the beginning, the Eurasian 100-seater will be built in two versions, the AE316 and 317. The smaller 316 variant is supposed to seat 95 passengers in a two-class and 105 passengers in a single-class configuration. The AE317, which is extended by four frames forward of the wings and three frames aft of the wings, is about four meters longer and is being built to carry 115 to 125 passengers. According to AI, the range of the basic versions will be approximately 1800 nm while projected high gross weight versions will reportedly be able to cover distances up to 2750 nm. Engines in the 16000 to 22000 lbs thrust class are designated to power the new small airliners. Options include the German-English BMW Rolls-Royce BR715, the proven CFM International CFM56, or Pratt & Whitney's PW6000. In any case, the new Air-Busses will get a new fuselage: "We still want to built aircraft, no frogs", said AIA marketing head Juan de Uriarte concerning the possibility of shortening the A319 fuselage. The cabin (3,08 m wide and 2,10 m high) of the new family members will seat up to five passengers line abreast. Sizewise the new aircraft will range below AI's A320 standard fuselage family, but above the 70-seat AI(R)-Jet. The first flight of a AE316/317 is projected for mid-2002, a ten-months flight test program leading to European and US certification in the spring of 2003. AIA estimates a market potential of 30 percent of the market for 70 to 100-seaters which is forecasted to be around 5400 units over the next 20 years. According to Airbus vice head Volker von Tein, it will be vital to market the new airliners (price between 23 to 31 million dollars) as "Airbus": "Airbus is a well known brand name, standing for quality. It would be a big marketing mistake not to use this advantage." Also during this summer, maybe even on the occasion of this year's Aérosalon in Le Bourget, the jumbo versions of the A340 will reportedly be launched which have been projected for quite some time. As A340-600, the Airbus wide-body will carry 382 passengers in a typical three-class lay-out over distances up to 13500 km, while the smaller -500 will be limited to "only" 313 passengers, however reaching ranges up to 15400 km which is farther than any other of today's modern airliners. The changes of the current -300 version include a fuselage stretching by 20 frames (9,10 m) for the -600 and 1,60 m respectively for the -500. The wing area will be increased by 20 percent to 437 m2. While vertical stabilizer and ruder geometry will be taken from the A330-200, the horizontal stabilizer will be enlarged. The fuel capacity will be increased by 38 percent (-600) and 48 percent (-500) to a maximum of 194800 liters. The landing gear must be adapted to the higher take-off mass (MTOW: 356 t). The required thrust is supposed to be delivered by four engines in the 227 to 267 kN thrust class. Engine options include the Rolls-Royce Trent 500, the Pratt & Whitney PW4500 or a new version of the proven PW4000 which would be adapted to the new A340 models. The first flight of the aircraft, which are projected as a modern alternative to the aged 747-200, is scheduled for the third quarter of the year 2000 with certification and first deliveries following in the fall of 2001. At the latest in December of 1998, Airbus wants to have announced the program launch for the new mega-liner A3XX, its newest spearhead in the competition against Boeing. The European consortium holds on to its market forecast: "We are looking at a market potential of up to 1442 units in the class "more than 400 seats" over the next 20 years", said AI strategy head Adam Brown in an interview with FLUG REVUE. Why the world needs the A3XX, is explained by Paul Mason, Vice President Commercial Operations. According to him, half of the Jumbo-Jet fleet is operating on flights between twelve airports, two thirds are flying on routes between 20 major hubs. Only 17 airlines are operating 70 percent of the world's fleet. He continues, saying that it is obvious where this is leading, facing the growth forecasts and the already existing capacity problems. Furthermore, that the air traffic infrastructure will not be able to cope with this development without aircraft in a category above the 747. Toulouse is optimistic about finding interested parties for the program shares which are remaining from the original 40 percent that AI had made available. At the end of last year, AI had already joined with Alenia (15 percent) and in January the Belgian Belairbus and the Dutch Fokker Aviation (each two percent) also came aboard. In March, Saab from Sweden (five percent) and the Finnish Finavitec (one percent) joined the team. The remaining 13 percent are and have been negotiated with Lockheed Martin. Still, both companies decline any fusioning beyond this cooperation. "A cooperation in certain areas makes sense. Anything else would be advantagous to neither of the two", Volker von Tein explains. Both companies are striving to get their foot in the door in the respective "other market". Lockheed Martin, for example, is looking for an exchange deal for its A3XX participation. Having the European market potential in mind, the defence experts from Marietta, Georgia, are demanding an Airbus cooperation in projects such as the Starlifter successor and the replacement for the KC-135 tankers. Furthermore, the Americans are thinking of improving the sales potential for their C-130J transporter on the European market. Airbus itself is interested in the marketing of its own Multi-Role Tanker/Transport (MRTT), which is based on the A310, and, furthermore, in the realization of the European FLA program (Future Large Aircraft) which, however, is still a distant project. These plans may change fast if the European competition commission refuses the projected fusioning of Boeing and McDonnell Douglas. This might easily cause the doors to the US market to be shut before they are even open. Still, Airbus shows determination, with or without a US partner. The European aircraft manufacturer draws additional confidence from comments like the one from FedEx head Fred Smith who reportedly said at the end of January: "If Airbus builds the A3XX, it will be a success. Boeing's concept (of a stretched 747) was also interesting. Still, the A3XX seems to be the better aircraft for our needs." From page 36 of FLUG REVUE 7/97 Home | Update | Latest Issue | Gallery | FR Profile | Datafiles | FR 7/97 Copyright 1997 by Motor-Presse Stuttgart. All rights reserved. Last updated June 4, 1997