Chronologie Airbus
July 1991
A VISION OF THE FUTURE…
Airbus unveils its vision of a future aircraft capable of carrying more than 600 people, much larger than any passenger airliner ever built.
The decision to develop an “ultra high capacity” aircraft at the turn of the 21st century came after Airbus completed a long term strategy review which revealed a strong need for very large airliners on the basis of steadily growing passenger traffic and limitations at airports.
Initial feedback from airlines suggests that these large airliners need to be compatible with existing airport facilities, given the high cost and environmental impact of building new ones.
1 February 1992
MARKET CONFIRMS NEED FOR “ULTRA” AIRCRAFT
Major airlines confirm their need for a new generation aircraft with between 50-100 per cent more seats than a 747 requiring only minimal changes to airports.
The findings, revealed in an Airbus survey of 10 major airlines in Asia, Europe and North America, support Airbus’ decision to explore developing an ultra high capacity aircraft.
As more seating means substantial changes to traditional internal layouts, Airbus discusses several possible fuselage cross-section designs with airlines, even some kind of double deck arrangement.
Airbus and its partners agree a comprehensive development plan to create a firm technological foundation for the new generation aircraft.
The survey also suggests that the Asia-Pacific region will be the first to need the new generation aircraft by the turn of the century.
1 July 1994
AIRBUS REVEALS TWIN DECK ORIGINALITY
Airbus refines its vision for an ultra high capacity aircraft to be called the A3XX while in development – with a ground-breaking twin deck design.
The new generation aircraft would carry up to 840 passengers in an all-economy layout and up to 570 passengers in a three class layout - first, business and economy.
It would be up to 40 per cent larger than today’s Boeing 747-400 with at least 15 per cent better direct operating costs per seat. The aircraft would be powered by four engines and would have a maximum take-off weight of about 471 tonnes/. 1,038,000lbs.
With air traffic expected to almost triple in the next 20 years, large aircraft such as the A3XX will be the only way to carry more passengers without building more airports.
Airline feedback from the discussions will play a vital role in shaping the size, range and overall design of the A3XX project.
1 June 1995
VIRTUAL A3XX AT PARIS AIR SHOW
Visitors to the Le Bourget Air Show got their first look at the A3XX with the help of a three-dimensional computer-generated virtual tour of the 500-plus seat aircraft.
In its demonstration, Airbus Industrie allowed visitors to take a walk through its proposed 500-plus seat A3XX – from boarding gate to their seat on board.
Airbus believes that such virtual reality techniques could help enhance the design of the cabin interior, crucial in terms of how an airline wins and retains customers.
Airbus was the first aircraft manufacturer to use computer-generated pictures of cabin interiors in 1986.
2 April 1996
AIRBUS CREATES DEDICATED DIVISION
Airbus has created a Large Aircraft Division especially for the new generation A3XX in a bid to accelerate development and design work.
The division – under the leadership of Senior Vice President Jürgen Thomas - will bring together experts from Airbus and its partner companies, including design and costing engineers and specialists in marketing, finance, production, product support and international cooperation.
The new division will also manage all detailed design work performed within the partners companies and new associated participants.
The priority task will be to examine both the market potential and the industrial and financial basis for the A3XX as well as to define the basic specifications of the new aircraft.
In line with Airbus Industrie’s tradition, the team will work throughout the pre-development phase in close liaison with a group of representatives from key potential customers.
1 August 1996
AIRPORT COMPATIBILITY ISSUES – A TWO-WAY EXCHANGE
Airbus is maintaining a permanent dialogue with airports, airlines and regulatory authorities to address the issue of airport compatibility. An airport data base initially with 35 key airports has been set up to simulate A3XX movements and identify operational limitations, critical airport areas and aircraft design parameters. This permanent dialogue will give airports enough time to receive the A3XX when it enters into service.
The A3XX, in spite of its large size, will be designed to present maximum compatibility with existing facilities such as runways, taxiways and gate accessibility. In particular, it will fit within the future standard 80 by 80 metre “box”, as few airports can accept aircraft of more than 80 metre in span or in length.
Most Asian and European airports are forecast to be ready by 2003 to accept such aircraft while US airports will require more time.
September 1996
80 METRE “BOX” CRITICAL TO SUCCESS
Airbus says it will limit the A3XX’s wingspan and length to less than 80m as well as develop innovative landing gear so it can use existing airport runways, taxiways and parking areas with minimal change needed.
A survey of more than 1,000 gates at 16 key airports shows that of the 134 able to accommodate an 80m wingspan, 128 can accept an 80m fuselage length. The A3XX programme also gives airports time to adapt to the larger aircraft and their greater passenger loads.
1 September 1996
FURTHER, QUIETER AND CHEAPER TO OPERATE
Airbus confirms that the A3XX-100 seating 555 passengers in three classes will have at least 15 per cent better direct operating costs per seat than the largest existing aircraft, keeping the cost of air travel falling in real terms.
The aircraft will also have 10 to 15 per cent more range, and, with the most spacious cabin, 35 per cent more seating and 49 per cent more available floor space.
A proposed stretched A3XX-200 seating 656 passengers in three classes could mean 20 per cent better operating costs.
With four engines in the 69,000-78,000lb/307-347kN thrust class, the A3XX will also be quieter than the largest long haul aircraft currently in operation. All of the big-three engine manufacturers - the Engine Alliance, Pratt & Whitney and Rolls-Royce are to work together on advanced engine designs for the new aircraft.
Latest Airbus forecasts indicate a market for 1,380 aircraft of 500-plus seats worth some $300bn before 2014.
4 November 1996
AIRBUS CHOOSES ROLLS-ROYCE
Rolls-Royce and Airbus Industrie have signed a Memorandum of Understanding to develop the Trent 900 as an engine for the A3XX.
The Trent 900 is the latest member of the Trent family, designed for the latest generation of high capacity, four-engine aircraft with a thrust of up to 80,000lbs. It was launched in September 1996 and is a close derivative of the successful Trent 800. As such it promises airlines the benefits of low risk design coupled with the latest advances in engine technology and materials.
5 November 1996
AIRBUS HOLDS FIRST A3XX FREIGHTER TALKS
Airbus organised its first ever meeting of the A3XX freighter and combi working group, created to allow potential airline customers to help design the air freight transportation version of the A3XX. The working group was created during previous A3XX discussions and comprises nine carriers.
The need for a larger freighter aircraft is based on the potential of air freight transportation, new standards of services pioneered by integrators and the spread of global production and distribution networks. Volume growth, slot constraints and falling yields point toward a requirement for a larger, more efficient long-range freighter.
Discussions at the Fed-Ex-hosted event focus on issues such as range, freight densities, floor design, structural capability and door positions as well as ground service equipment and turnaround time.
17 January 1997
A3XX PARTNERS SIGN UP
Airbus have signed agreements with European aerospace companies Belairbus of Belgium and Fokker Aviation (Stork) of The Netherlands to collaborate on the A3XX project with a view to becoming risk-sharing partners.
The Memorandum of Understanding is expected to lead to a business agreement which would represent around two billion US dollars in business volume for Belairbus and Fokker aviation. Both companies have been associated members of the European consortium on specific aircraft programmes since the late seventies.
7 April 1997
NORDIC COMPANIES JOIN A3XX STUDY
SAAB of Sweden and Finavitec of Finland have each signed a Memorandum of Understanding for the study phase of the A3XX project with a view to becoming risk-sharing partners in the programme.
The agreements could lead to business contracts worth more than $2bn for SAAB and Finavitec, two companies with great experience in aeronautics. Designers from the two companies will be integrated in the A3XX design team.
1 June 1997
DEVELOPMENT COSTS SET AT $8BN
Development costs for the A3XX have been estimated at $8bn. The investment will be raised from Airbus Industrie’ partners through repayable government loans and via equity participation from other aerospace companies aournd the world.
So far, agreements have been signed between Airbus and five European aerospace companies: Fokker, Belairbus, Alenia, Saab and Finavitec, identifying specific areas of participation.
Some 19 airlines are now committed to working with the company with the aim of launching the new aircraft in 2003.
1 December 1997
FREIGHTER VERSION OF A3XX UNVEILED
Airbus Industrie’s A3XX will be the solution to the huge increase in air cargo traffic in the 21st century. The world’s freighter’s fleet is set to double and cargo traffic is expected to more than triple 20 years from now.
The freighter variant of the A3XX will have three cargo decks. The upper deck will hold 18 pallets, 28 on the main deck and 11 pallets on the lower level, together representing a payload of up to 150 tonnes. There will be an upper deck cargo door in the forward fuselage in addition to the main deck door.
1 March 1998
FIRST VIRTUAL MOCK-UP OF A3XX WITH ACE
Airbus engineers have designed the first ever virtual computer mock-up of the A3XX using Airbus Concurrent Engineering (ACE), a constantly updated three-dimensional computer rendering of the 21st century aircraft.
The mock-up will allow all A3XX designers to simultaneously check the aircraft’s structure, systems, equipment and manufacturing techniques.
Customers will also be able to view simulations of the passenger cabin, crew environment, ground handling and maintenance before deciding to acquire the aircraft.
The new methods and computer systems are implemented simultaneously. An electronic network linking all the participants in the project supports the virtual mock-up, bringing together a European-wide virtual multi-disciplinary organisation, making geographical separation unimportant in the development process.
1 May 1998
FIRST WAKE-VORTEX TRIALS COMPLETED
The first trials to measure the wake vortex behind large aircraft such as the A3XX have been carried out using advanced ground-based laser technology.
The four-week trial conducted in Toulouse by the UK Defence Evaluation and Research Agency is the first in Europe to measure the relationship between the vortices created by the wings of an airliner and its weight, speed, and slat and flap settings.
Wake vortices are one of the factors that determine when aircraft can take off and land at busy airports. The goal is to ensure that aircraft avoid flying directly into the wake vortex produced by the previous aircraft.
Larger aircraft such as the A3XX produce a larger wake vortex so the challenge is to ensure that the shape of the wing, and its slat and flap settings are designed to produce as little wake as possible.
Wake vortex studies will continue to ensure that the A3XX can operate with the same approach separation standards as current widebody jets.
28 May 1998
AIRBUS SECURES GP7200 FOR A3XX
Airbus Industrie has signed a Memorandum of Understanding with the Engine Alliance to develop its GP7200 engines series to meet the needs of the A3XX.
The GP7200 will cover the 67,000-80,000 lb thrust range and the A3XX is the first application for this new engine. The GP7200 offers higher levels of fuel efficiency and better noise characteristics than any engine in its class currently flying.
The Engine Alliance is a limited liability company owned by General Electric Aircraft Engines and Pratt & Whitney (a division of United Technologies), both of the US.
The new agreement will provide the A3XX with a choice of two engine suppliers: the Engine Alliance and Rolls-Royce with its Trent 900 engine.
1 April 1999
PAVEMENT FATIGUE TESTS CONTINUE
A 650-tonne machine with 22 wheels is being used to ensure that Airbus Industrie aircraft are designed within limits for normal airports operations. The tests simulate the wheel configuration and pavement loading of a variety of aircraft.
The first phase of the programme started six months ago and charted the loading effect of A3XX landing gears, generating comparative data for four types of airport pavements.
Preparations for the second campaign of tests on airport pavement fatigue have begun on the specially-built taxiway at Toulouse airport. Tests will start in June and will be conducted over a period of five months.
Test results will be shared with airports to ensure that future pavement designs are adapted to new generation of aircraft.
1 April 1999
SURVEY HELPS DEFINE A3XX CABIN
The largest ever survey conducted by Airbus gives passengers a big say in helping to define what the A3XX cabin will look like.
Some 1,200 frequent flyers were interviewed during the four-month worldwide market study and two specially-built cabin mock-ups were taken to eight cities across three continents.
The worldwide survey was followed by a smaller exercise based on 140 frequent travellers who work for Airbus Industrie.
Airbus was able to test ideas and understand passengers’ travelling experience right from the moment they see the aircraft to the moment they reclaim their luggage.
1 June 1999
RELAXED STABILITY RECEIVES GREEN LIGHT
Airbus Industrie has successfully completed a test flight using an A340 aircraft to endorse its planned use of relaxed stability for the A3XX.
By transferring fuel between tanks, Airbus was able to shift the A340’s centre of gravity to the rear of the aircraft, reducing trim drag and loads on the horizontal tail plane and wing. These reductions in loads and drag allow reductions in the size and weight of the tail plane.
On an aircraft such as the A3XX this would allow a 10 per cent reduction in the size of the horizontal tail plane with a corresponding weight saving of up to 700kg, improving range, and flight economics and reducing environmental impact.
1 September 1999
CERTIFICATION SCHEDULE DRAWN UP
Airbus Industrie and aviation authorities - the US Federal Aviation Administration and European Joint Aviation Authorities – have held a joint meeting to develop a timetable for type certification of the A3XX.
Airbus Industrie also made presentations to the authorities on the general aircraft characteristics, aircraft performance and details of the A3XX systems, structures, cabin and cockpit.
The initial certification programme is for the proposed 555-seat, 14,200km/7,650nm A3XX-100 version of the double deck aircraft. Higher capacity, longer range passenger and freighter versions are also under development and corresponding certification aspects are being considered.
1 October 1999
PILOTS CONTRIBUTE ON COCKPIT ISSUES
Pilots from major airlines across Europe, Asia and North America have participated in an A3XX Man-machine interface study and more are expected to contribute as development of the cockpit continues. Pilots spent up to two days examining the proposed A3XX cockpit and offering valuable advice on controls and instrumentation
Pilots were placed in an A3XX cockpit demonstrator where representations of cockpit instruments gave them interactive access to some functions such as flight management, and controls and displays allocation. New features planned for the A3XX such as vertical situational awareness, airline operation communication and on board information were also reviewed
1 October 1999
NEW A3XX MOCK UP CENTRE FINISHED
The new mock-up building in Toulouse that will house the A3XX is ready to receive the new generation aircraft.
By mid-November, the front section of the A3XX mock-up, the first to be installed, will be delivered. The mock-up will display not only complete cabins but also lower deck facilities and cargo areas.
The upper deck of the A3XX sections will be assembled on site because the height of the fuselage prohibits transportation. Completion of the full-size A3XX structure is planned for the end of February.
8 December 1999
A3XX PROGRAMME PROGRESSES TO NEXT STAGE
The Supervisory Board of Airbus Industrie has reviewed the A3XX programme and expressed deep satisfaction with the progress made, in particular the aircraft’s technical specifications having been achieved according to airline’s requirements.
Airbus’ board of directors therefore authorizes its management to approach airlines interested in the A3XX to gauge their commitment in terms of quantity and timing of delivery.
The choice of Airbus site for the Final Assembly Line between two highly qualified sites has yet to be finally worked out.