briefing - marriott school of...

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AIRBUS INDUSTRIE

BRIEFING

1 Quarterst1 Quarterst

Market opportunities 11

A market-matched product 44

A3XX programme 1212

Technical appendix 1717

The next logical step 1

How the market behaves 2

Understanding the next 20 years 3

The Airbus response 4

Meeting your needs 6

Two wide-body decks 7

A family within a family 8

Best value 9

A green giant 10

Tailor made to fit 11

The world at work 12

Programme progress 13

A clear road map 14

A dedicated organisation 15

RR ee cc ee nn tt ee vvee nn tt ss 1166

Basic data 18

Performance 20

Range circles 21

Freighter & Combi 22

mar

ket

prod

uct

prog

ram

me

data

The next logical step

Agrowthindustry

✈ ✈

11

✈✈ There is consensus amongstanalysts world-wide that air trafficgrowth will average 5% per annum for theforeseeable future. World traffic will doublein 15 years and nearly triple in 20 years.

✈✈ Coping with such growth will be atremendous challenge for the wholeindustry: airlines, airports, ATC andmanufacturers.

✈✈ Nevertheless, the air transportindustry is no stranger to growth: it hasbeen growing for the last 50 years.

✈✈ This growth would not have beenpossible without parallel growth of aircraftproductivity, through developments inspeed, fuel efficiency and capacity.

✈✈ Productivity jumped in 1970 with thearrival of the Boeing 747 - more than twicethe size of its predecessors. Since then,productivity improvements have been minor.The time has now come for a new, largeraircraft to pick up the pace of progress.

HistorHistoryy ForForecastecast9

8

7

6

5

4

3

2

1

01968 1978 1988 1998 2008 2018

RPK (Trillions)*

5% p.a.

5% p.a.

8% p.a.8% p.a.

1950 1960 1970 1980 1990 2000 2010 2020

Britannia CometBritannia Comet

747-400747-400747-200747-200

DC8-63DC8-63707707DC8DC8

DC7DC7L1649L1649

ASK/hour (Thousands)**

DC10-L1011DC10-L1011

600

500

400

300

200

100

0

WORLDWORLDTRAFFICTRAFFIC

AIRCRAFTAIRCRAFTPRODUCTIVITYPRODUCTIVITY

*The accepted measure of demand (traffic) is the Revenue Passenger Kilometre (RPK).

**Productivity is the supply: the number of Available Seat Kilometres (ASK) an aircraft can generate.

Source: Airbus IndustrieGlobal Market Forecast 1999

How the market behaves

Potentialthe world

cannot ignore

✈ ✈

22

✈✈ Operating in a market with suchstrong underlying growth presents manychallenges, and forecasters must studymarket behaviour closely to translatetraffic growth into a demand for newaircraft. Some growth is absorbed byimprovements in utilisation and higher loadfactors of the existing fleet. But themajority of traffic growth is absorbed byboth “fragmentation” (increases in flightfrequencies, opening of new city pairs) andincreases in aircraft capacity.

✈✈ The traveller's ideal world providesdirect, non-stop air services between allpoints at convenient times - the ability togo where you want, when you want. Thispoints the way toward larger numbers ofsmaller aircraft, and is why Airbus Industrierecently launched the A330-200 andA340-500/-600, which will cater for theseneeds.

✈✈ But the vast majority ofpassengers are sensitive to the price oftheir ticket. This has led to the development of hub-and-spoke networkslinking more cities at lower fares. Theresulting consolidation has producedabove-average growth on trunk routes anddrives the need for larger aircraft like theA3XX.

✈✈ The major markets for largeraircraft will be Transatlantic, Trans-Pacific,Asia-Europe and within Asia. These are themarkets where the bulk of today's 747 fleetis gainfully employed. As such, the arrival ofa larger aircraft with lower cost ofoperation will have a profound effect on theworld's airlines.

FRAGMENTFRAGMENTAATIONTION

CONSOLIDACONSOLIDATIONTION

Intra-AsiaIntra-Asia TTrans-Prans-Pacificacific

Asia-EurAsia-Europeope TTransatlanticransatlantic

APPLICAAPPLICATIONTION

Understanding the next 20 years

A clearmarketopportunity

✈ ✈

33

✈✈ The 1999 Airbus Industrie GlobalMarket Forecast (which can be downloadedfrom http://www.airbus.com) predicts thedemand for jet aircraft over the next 20years. Once existing aircraft orders havebeen deducted, we expect an open market ofmore than 14700 passenger aircraft overthis period. For the first time this year, the1999 GMF also includes a freighterforecast. Whislt passenger-to-freighterconversions are covered by the survey, some750 new freighters are forecast to bedelivered and 40% of these will be in the+ 80 t class, that is A3XX & B747category.

✈✈ The market for large passengeraircraft will be concentrated: bothgeographically, with over half the projecteddeliveries expected to go to airlinesdomiciled in the Asia-Pacific region, and interms of customers, with 20 airlines takingmore than 75% of the aircraft.

✈✈ Although the demand for largeaircraft, passenger and freighters, onlyrepresents 10% of the total, it accounts formore than 25% of the potential business;that is is nearly $ 320 billion.

✈✈ Considering its size and strategicimportance, Airbus is committed toentering this market segment.

11110000%%%%

22225555%%%%

19131913

64776477

2830283023402340

12081208

70 & 100 125 & 150& 175

210 & 250 300 & 350& 400

> 400

Source: Airbus IndustrieGlobal Market Forecast 1999

Genericseat category

Europe23%

North America

18%

restof world 4%

20airlines

77%

35 airlines23%

$ 319 billion$ 319 billion

CONCENTRACONCENTRATIONTION

Asia Pacific55%

OPEN MARKETOPEN MARKET

1510 air1510 aircraftcraft

VOLUMEVOLUME

302302

> 80 tonnes

Freightercapacity

Entrance arEntrance areaea

Rear stair studyRear stair study

The Airbus response: the A3XX concept44

Message

✈ ✈

55

Setting newstandards

✈ ✈

✈✈ Airbus Industrie, the company thatinvented the Twin-Aisle Twin, proudly brings you

the world's first Twin-Aisle, Twin-Deckaircraft: the A3XX.

✈ ✈ The A3XX has two wide-bodycabins running the full length ofthe aircraft with wide stairs bothforward and aft.

✈✈ The spacious entrance area isreminiscent of a cruise liner, with

a straight, dual-lane staircaseleading off it.

✈✈ Both cabins can be fitted with widerseats than those to be found in the largest

aircraft built to date, and the lower-deck area isdesigned to accommodate a wide variety of

passenger facilities as well as the full range ofindustry-standard cargo pallets and containers.

Meeting your needs

Fullflexibility

✈ ✈

66

✈✈ The A3XX design teams focus onfull flexibility: flexibility in terms of thevariety of models available, a flexible balancebetween passengers and cargo, flexibility tomodify cabins overnight.

✈✈ The upper deck is similar to anA330 or A340, whilst the main deck offersmore width than the 747, which translatesinto more comfort but does not give thetemptation to squeeze in an extra seat ineach row. Whatever the class of travel, youcan find space on one of the decks to giveunprecedented numbers of passengers theaisle or window seats they invariablyrequest. The cargo hold offers full standingheight and can accommodate a variety ofpassenger facilities.

✈✈ Among the airlines which have noearly need for a 550-seat aircraft, severalare already used to making profit out of theCombi concept, and are willing to operatethe Combi variant of the A3XX-100. Thelatter will typically carry a similarpassenger load to an all-passenger 747-400, plus a further 11 pallets of cargo whichwill generate significant extra revenue.

✈✈ Cargo carriers have shownconsiderable interest in a dedicatedFreighter variant. Air cargo is expected toshow continued strong growth, and 60% oftraffic is intercontinental hub-to-hub. Thisis where a 150t-payload A3XX-100Freighter will help accomodate growth, moreprofitably than ever.

Business

UnderfloorPassenger

Facilities

Freight

Economy

Economy

PPASSENGERSASSENGERS

COMBICOMBI

FREIGHTERFREIGHTER

First

Two wide-body decks

Biggerand Better

✈ ✈

✈✈ Fast turn-around between flightshas a major effect on productivity as wellas gate occupancy.

✈✈ The twin-aisle, twin-deck concept,together with the wide, dual-lane stairs,allows distinct passenger flows to bedirected to and from each cabin. Wehave conducted rigorous analyses and flowrate measurements, which indicate thatthe simultaneous use of two boardingbridges will allow the A3XX turn-aroundtimes to be within the time envelope oftoday's 747 operations.

✈✈ At some airlines' request, we arestudying the feasibility of direct catering tothe upper deck, totally segregated frompassenger flows, along with the possibilityto board and deplane passengers directlyto or from the upper deck. While this is nota pre-requisite for A3XX operations, thiswould speed up the process even further.

60’ 90’ 120’Minutes

650

600

550

500

450

400Seats

UpperUpperDecDeckk

MainMainDecDeckk

Door 1 Door 2

77

A3XX-200A3XX-200

A3XX-100A3XX-100

Door 2 congestion

B747-400B747-400

TURN AROUND TIMETURN AROUND TIME

TURNTURN AROUNDAROUND

A family within a family

Highdevelopment

potential

✈ ✈

88

✈✈ After studying the whole industry’sneeds, we have decided to first put a 550seater, the A3XX-100, onto the market.

✈✈ However, the versatility of a newdesign allows us to consider severalderivatives of this baseline aircraft in orderto cover all the market’s requirements:

- We will develop its range and itscapacity, offering the A3XX-100R andA3XX-200;

- The freighter market, growing at asteady rate twice that of the passengermarket, will require productivity and rangeimprovement, that the A3XX-100F will beable to offer.

- Some airlines have expressed theneed for a combi version and a short-range,high-cycle operations version as the mostlikely next step.

- A smaller variant, the A3XX-50R isalso under consideration should the marketrequire it.

The selection among these potentialderivatives, and their Entry Into Servicedates, will depend exclusively upon airline’sneeds.

✈✈ Faithful to Airbus Industrie’sphilosophy, we are designing the A3XXvariants so that they constitute aconsistent family. In that respect, thevarious A3XX models will benefit from fulloperational commonality with each other.

✈✈ The A3XX will also be part of thewider Airbus family, with many commonfeatures and operational characteristics:Cross Crew Qualification will be maintained, allowing considerable savings for theairlines.

2000 4000 6000 8000 10000

Seats

Range (nm)

StretcStretchh

BasicBasic

ShorShorterterrangrangee

LongLongererrangrange e

CombiCombiReducedReducedcapacitycapacity FreighterFreighter

A330-300

A330-200A300-600

A310A321A320

A319

A340-200

A340-300A340-500

A340-600

-200-200

-100R-100R-100-100

-50R-50R

AAAA3333XXXXXXXX

800

700

600

500

400

300

200

100A318

Launch variants

Best value

Greaterefficiency

✈ ✈

Highest productivity

✈✈ The A3XX appeals to some of themost demanding airlines in the world. Thesecustomers rightly expect improvementsacross the board, not least in terms ofproductivity.

✈✈ From the outset, we have planned theA3XX family so that it offers a quantumleap in productivity through:

- increased capacity and rangeenabling airlines to offer significantlymore seat-kilometres on each flight;- faster turn-arounds, meaningless time spent on the ground;- a real development potential, withthe Combi and Freighter variants whichwill multiply the number of ways tooperate the A3XX profitably.

Lowest costs

✈✈ The Boeing 747-400 is the naturalbenchmark against which the A3XX will bemeasured: the core group of A3XX airlineshave asked us to design the 747 successorwith considerably reduced operatingcosts, by some 15 to 20%. Simply put, thismeans a huge additional profit potential fora very moderate increase in the number ofpassengers required to break-even.

✈✈ Though very ambitious, their targetis achievable, given the tremendousprogress which has been made in the thirtyyears since the 747 was conceived.

✈✈ The technology flying in A330s andA340s today, combined with economies ofscale, will enable us to reach these targets.We will achieve further savings thanks tojudicious use of new technology, the fruit ofintensive research and rigorous testing.

✈✈ Together with our customers, we willselect and validate the new technology tobe used in the A3XX; the decisive criterionwill be cost-effectiveness, with theemphasis on reliability and servicereadiness.

A3XX-50RA3XX-50R481 seats 8750 nm481 seats 8750 nmA3XX-100A3XX-100555 seats 7650 nm555 seats 7650 nmA3XX-200A3XX-200656 seats 7650 nm656 seats 7650 nmA3XX-100RA3XX-100R555 seats 8750 nm555 seats 8750 nmA3XX-100 Combi A3XX-100 Combi 473 seats + 7 Pallets473 seats + 7 Pallets7270 nm7270 nm421 seats + 11 Pallets421 seats + 11 Pallets6970 nm6970 nmA3XX-100 FrA3XX-100 Freightereighter150 tonnes 5620 nm150 tonnes 5620 nm

AdAdditionalditionalprprofitofitpotentialpotential

A3XX-100

747-400

99

ECONOMICECONOMICSIZESIZE

0 100 200 300 400 500 600Passengers

PPassengassengererrequired torequired tobreak-ebreak-evenven

3333seatsseats

109 seats109 seats

323 pax 58%*

290 pax70%*

232pax

123pax

* Break-even load factor70% assumed for B747-400

A Green Giant

EfficiencyEconomy

Ecology

✈ ✈

1010

Noise

✈✈ The A3XX will comply with the moststringent proposal for future noisecertification limits envisaged in the latestICAO meeting. Our target is to make theA3XX both larger and quieter than itspredecessors: even though seating 30-50%more passengers, it will be quieter than the747-400 at each of the three standardnoise measurement points (flyover, sidelineand approach).

Emissions

✈✈ Despite its larger size, its emissionsin the Landing-Take-off cycle will be at thebottom end of the spectrum of 747emissions, and will be well below bothcurrent and expected CAEP regulationslimiting emissions of nitrous oxides.

✈✈ As usual, we make it a point ofprinciple to reconcile economy and ecology:by burning up to 20% less fuel perpassenger transported than the 747-400,the A3XX will also minimise gaseousemissions in the high atmosphere, eventhough they are not regulated.

NoiseNoiseEstimateEstimate(depar(departurture)e)

Fuel perFuel perpassengerpassenger-km-km

747747

-400 -200-400 -200

A3XXA3XX

-100-100

-200 -100-200 -100

A3XXA3XX

-400-400-200-200

747747 3db3db(half(halfsoundsoundpower)power)

EmissionsEmissions

COCO HCHC SmokeSmokeNOxNOx

100

90

80

70

60

50

40

30

20

10

0

CAEP 2

CAEP 4

% ICAO 1986 limit

100100109109

152152

126126

A3XXA3XX (predicted)

747747

Tailor-made to fit

Optimum use of space

✈ ✈

✈✈ The world’s major airports needlarger aircraft to cope with growth.Consequently, they are working with us tohelp design an aircraft which they canhandle with minimum modification to theinfrastructure.

✈✈ Runway length required for take-offor landing will be no more than that neededby the 747-400. Likewise, the weight of theA3XX will be distributed over its landinggear to ensure that it exerts a comparablepavement loading.

✈✈ A3XX ground maneuvering will bepossible on today’s airports. In a few cases,simple and established techniques (re-fil-leting taxiway intersections or oversteeringin turns) may have to be used. Most ofthese changes will be made for longeraircraft entering service before the A3XX.

✈✈ We have designed each member ofthe A3XX family so that, on the ground, itfits within an 80m by 80m box(corresponding to the span adopted by theICAO and the FAA for their Code F andGroup VI standards, and to the length recommended by ACI, Airports CouncilInternational).

✈✈ As the A3XX makes more efficientuse of space than any other aircraft, it willbe the cheapest solution to the recognisedground- and air- side challenges that futuregrowth will bring.

1111

TTaxiwayaxiwayturturnn

80mx80m80mx80m

A3XXA3XX

747747

-50-50-100-100-200-200

The world at work

Deciding together

✈ ✈

1212

✈✈ We keep regular contacts with oversixty major airports including all thosewhich might expect to see early A3XXoperations. We exchange technical data onboth aircraft and infrastructure planning toensure effective integration of A3XXoperations at minimum cost, whilstrespecting all planned environmental regula-tions.

✈✈ It is Airbus Industrie’s intention tomake up to 40 percent of the value of theprogramme available to new industrialpartners. Agreements to participate are inplace with nine of the industry’s leadingplayers, including AerostructuresCorporation, Belairbus, Eurocopter,Finavitec, GKN Westland Aerospace,Hurel-Dubois, Latecoère, Saab and StorkAerospace. Discussions are underwaywith a number of other aerospacemanufacturers including Alenia, and otherleading companies in Europe, North Americaand Asia.

✈✈ Major airlines world-wide have joinedus in designing the A3XX and haveparticipated in a series of workshops andregular programme reviews. It is the firsttime that an aircraft’s potentialcustomers have been so involved so early inthe programme.

FINAVITECGKN WestlandAerospace

HUREL-DUBOIS

AEROSPACE

AIRPORAIRPORTSTS

INDUSTRINDUSTRYY

AIRLINESAIRLINES

Programme progress

Gatheringmomentum

✈ ✈

1313

✈ ✈ Airlines’ specialists meet and work withtheir Airbus Industrie counterparts duringthe many workshops which play an integralpart in the overall A3XX design process.

Maintenance (Toulouse)Systems (Toulouse)Cabin (Hamburg)Combi Freighter (Taïpei)4th Programme Progress Review (Cannes)Ground Handling (Amsterdam)

On-Board Maintenance System (Toulouse)Engine Rolls-Royce (Derby)Cockpit (Toulouse)Engine Alliance (Washington D.C.)Evacuation Systems (U.S.)Materials Specialists meeting (Netherlands)Configuration Workshop (Toulouse)

5th Programme Progress Review (Singapore)Airport Compatibility (Heathrow)Maintenance & Materials (Madrid)Cockpit (Toulouse)Aircraft Systems (Toulouse)OnBoard Maintenance System (Toulouse)Engines (Toulouse)Combi/Freighter (Denver)Cabin Systems Operations (Toulouse)

6th Programme Progress Review (Paris)

✈ ✈ Along with these workshops,programme progress reviews and numerousbilateral meetings ensure the efficientairline involvement which will guarantee amarket-matched A3XX design.

JJulyuly AAugustugust SeptemberSeptember OctoberOctober NoNovvemberember DecemberDecember

1999 1999

JJananuaruaryy FFebrebruaruaryy MarchMarch AprApr ilil MaMayy JJuneune

1998 1998

✈✈✈✈

✈✈✈✈

✈✈✈✈

JJulyuly AAugustugust SeptemberSeptember OctoberOctober NoNovvemberember DecemberDecember

✈✈✈✈

✈✈✈✈

✈✈✈✈

✈✈

JJananuaruaryy

✈✈✈✈

✈✈✈✈

✈✈✈✈

✈✈✈✈

✈✈

FFeb 2000eb 2000

1414

✈✈ In 1990, in anticipation of marketneeds, we started feasibility studies for avery large aircraft. Since then we havecontinued this work, uninterrupted with anever increasing number of the world’sleading airlines.

✈✈ In April 1996 we progressed to theconcept definition phase. During 1998applications for type certification of theaircraft were made to both the JAA(January) and the FAA (August), allowingthese authorities to establish the teamsresponsible for large aircraft issues.

✈✈ Preliminary configuration freeze wasachieved in January 1998 and final freeze ofessential configuration characteristics wasreached in January 1999. As theconfiguration evolves into the final designdefinition, so the commercial phase begins.Preliminary discussions can start and weare working towards being able to makeformal offers to airlines during 2000.

✈✈ When suitable launch orders havebeen obtained from several airlines involvedin the A3XX definition, Airbus will be able tolaunch the programme during 2000. Thiswill allow work to continue on schedule anddelivery of aircraft for EIS in line with theneeds of the launch customers.

A clear road map

Takingshape

19961996 19971997 19981998 19991999 20012001 20022002 20032003

C o n c e p tC o n c e p t D e f i n i t i o nD e f i n i t i o n D eD e v e l o p m e n tv e l o p m e n t

❏ Overallconfiguration

❏ Concept

❏ Detaileddefinition

❏ Offers & Pogrammelaunch Window

❏ Detailed design, tooling,manufacturing

❏ Flight test

20042004

✈ ✈

Applications forType Certificates

Begin FinalAssembly

PreliminaryConfiguration Frozen

20052005

FirstFlight

ConfigurationFreeze

FinalDefinition Complete

Concept forProduct selected

20002000

Entry Into Service

Type CertificationAuthorizationto Offer

A dedicated organisation

Welcomeon-board

✈ ✈

1515

✈✈ We created the Large AircraftDivision in Spring 1996. Under the leader-ship of Jürgen Thomas, it reports directly tothe Executive Board of Airbus Industriethrough its Chairman, Noël Forgeard.

✈✈ The Large Aircraft Division is anintegrated, multi-disciplinary team, whosemembers are drawn from Airbus Industrie,its partners and other potential risksharing partners. The team has a clearmission: to prepare the launch of the A3XX.

THE A3XXTHE A3XXMANAGEMENTMANAGEMENTTEAMTEAM

R o b e rR o b e r ttL A F O N TL A F O N T A NA N

E N G I N E E R I N GE N G I N E E R I N G

P h i l i p p eP h i l i p p eJ A R RJ A R R YY

M A R K E T I N GM A R K E T I N G

J e fJ e f ffP O O L EP O O L E

B U S I N E S SB U S I N E S S

J ü rJ ü r g e ng e nT H O M A ST H O M A S

LARGE AIRCRAFTLARGE AIRCRAFTDIVISIONDIVISION

J e s u sJ e s u sM O R A L E SM O R A L E S

I N D U S T R I A LI N D U S T R I A L

Recent events1616

Belairbus takes 4% of A3XX prBelairbus takes 4% of A3XX projectoject

✈ ✈ On January 17th Belairbus and Airbus Industrie signed anagreement for the participation of the companies SONACA, ASCO,EURAIR and SABCA jointly known as Belairbus to participate up to4% of the value of the development of the Airbus A3XX project.

Belairbus already supplies the parts for existing Airbus aircraft but accord bringsthe working relationship closer than ever before. This is an important step forBelairbus towards the deeper involvement of Belgian industry in Airbus’s future andthis flagship programme in particular. For its part, Airbus announced that Belairbuswas selected as the sole candidate supplier for the wing leading edge slat systemsfor the A3XX. This agreement will be confirmed at the conclusion of commercial nego-tiations in the course of this year.

A3XX takes shape in TA3XX takes shape in Toulouseoulouse

✈ ✈ Airbus has built a new sales mock-up centre wherecustomers will be able to view the interiors of the wholeAirbus range. In this specially constructed building, thelatest exhibit gives a glimpse of what the future holds.The forward portion of a full scale A3XX is already inplace.. and it is big! The fuselage will be completed for cus-tomers to see in April 2000 with the new air-liner’s inte-rior to be installed in early 2001.

Airbus boarAirbus board authorises apprd authorises approach to airlinesoach to airlines

✈ ✈ “……..the technical specifications of the A3XX family havebeen achieved according to airline requirements.“

✈ ✈ “..the technical specifications of the A3XX family have beenachieved according to airline requirements.”

✈ ✈ “The economical viability has also been confirmed.”

✈ ✈ “The Supervisory Board of Airbus Industrie has therefore decidedto authorize the Airbus management to approach airlines...”

✈ ✈ “…Entry Into Service in 2005”

A3XX in the newA3XX in the newAirbus Mock-UpAirbus Mock-Up

CenterCenter

News frNews fromomAirbus IndustrieAirbus Industrie

PrPress Ofess Officefice

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nnnniiii cccc

aaaallll

AAAApppp

ppppeeee

nnnndddd

iiii xxxx

A3XX basic data 1818

A3XX-50R A3XX-100 A3XX-100R A3XX-200 A3XX-50R A3XX-100 A3XX-100R A3XX-200

SEASEATING CAPTING CAPACITYACITYLD3s / PLD3s / PALLETSALLETSRANGERANGEMTOWMTOWMLMLWWMZFWMZFWOWEOWEMAX PMAX PAAYLOADYLOADFUEL CAPFUEL CAPACITYACITYENGINE THRUST (slst)ENGINE THRUST (slst)

555 656

85 t

A3XX-50R A3XX-100 A3XX-200A3XX-50R A3XX-100 A3XX-200

SPSPANAN

LENGTHLENGTH

HEIGHTHEIGHT

79.8 m

73 m 79,4 m

24.1m

540 t381 t356 t267 t

325 000 l298 kN

16 200 km

390 t365 t275 t

372 000 l333 kN

14 200 km

412 t385 t286 t

95 t372 000 l333 kN

590 t

102 Business 103 Economy

481

73 t325 000 l

67,9 m

METRIC UNITSMETRIC UNITS

TTrrent 900 dataent 900 data

14 200 km540 t

16 200 km

357 t334 t261 t

298 kN

36/12 44/1430/10

LOWER LOWER DECKDECK

UPPER UPPER DECKDECK A3XX-100 A3XX-100

1919

A3XX-50RA3XX-50R A3XX-100A3XX-100 A3XX-200A3XX-200

SPSPANAN

LENGTHLENGTH

HEIGHTHEIGHT

261 ft 10 in

239 ft 6 in 260 ft 4 in

79 ft 1 in

A3XX-50R A3XX-100 A3XX-100R A3XX-200 A3XX-50R A3XX-100 A3XX-100R A3XX-200

SEASEATING CAPTING CAPACITYACITYLD3s / PLD3s / PALLETS ALLETS

RANGERANGEMTOWMTOW

MLMLWWMZFWMZFW

OWEOWEMAX PMAX PAAYLOADYLOAD

FUEL CAPFUEL CAPACITYACITYENGINE THRUST (slst)ENGINE THRUST (slst)

555 656

187 000 lb

1 190 000 lb840 000 lb785 000 lb597 000 lb

85 900 USg

67 klb

8 750 nm

849 000 lb794 000 lb606 000 lb

98 200 USg

75 klb

7 650 nm

908 000 lb847 000 lb630 000 lb209 000 lb98 200 USg

75 klb

1300 000 lb

22 First 328 Economy

48130/10

8750 nm1 190 000 lb

787 000 lb736 000 lb 575 000 lb 161 000 lb

85 900 USg

67 klb

222 ft 10 in

IMPERIAL UNITSIMPERIAL UNITS


7650 nm36/12 44/14

OptionalOptionalCrCrew Rest Arew Rest Areaea

LOWER LOWER DECKDECKwith optional underwith optional underfloor amenities floor amenities

OptionalOptionalPassenger AmenitiesPassenger Amenities

A3XX-100 A3XX-100 MAIN MAIN DECKDECK

Performance2020

✈ ✈ Committed to giving airlines a choicebetween two distinct powerplants, wealready signed Memoranda ofUnderstanding with Rolls-Royce and theEngine Alliance*, who will offer respectivelythe Trent 900 and the GP 7200.

✈ ✈ These engines, due to enter servicesome 10 years later than current engines,will incorporate the latest advances inweight reduction and fuel consumption.

* The Engine Alliance is a Limited Liability Company owned 50/50by General Electric Aircraft Engines and Pratt & Whitney (adivision of United Technologies Corporation), both of the USA.

✈ ✈ Both the A3XX-100 and -100R willhave a maximum payload of 85 tonnes. Thiscorresponds to a full load of 555 passen-gers in a typical 3-class configuration, plusover 30 tonnes of cargo.

✈ ✈ The A3XX-100 will carry its fullcomplement of passengers over 7650nm,and the A3XX-100R some 1100nm further.Thanks to a large wing with ample fuelvolume, the A3XX does not suffer from afuel capacity limitation.

✈ ✈ The A3XX-200 will carry over 100more passengers than the A3XX-100 in a3-class arrangement, accounting for itsmaximum payload of 95 tonnes. It isdesigned for the same route applicationsas the -100 and so has the same range.

100

80

60

40

20

00 2 000 4 000 6 000 8 000 10 000

200

150

100

50

85 t85 t

555 pax @ 210 lb (95kg)555 pax @ 210 lb (95kg)

7650 nm

8750 nm

Payload1000lb / tonnes

Range (nm)

100

80

60

40

20

0

200

150

100

50

656 pax @ 210 lb (95kg)656 pax @ 210 lb (95kg)

7650 nm


95 t95 t

70Sea Level Static Thrust (x1000lbf)

A3XXA3XX-100R-100R-200-200

75 8065

Rolls-RoRolls-Royceyce

Engine AllianceEngine Alliance

TTrrent 900ent 900

0 2 000 4 000 6 000 8 000 10 000 Range (nm)

GP 7GP 7200200

A3XX-100A3XX-100A3XX-100RA3XX-100R

A3XX-200A3XX-200

A3XXA3XX-50R-50R-100-100

Trent 900 dataNominal performance / ISA / No Wind / Fuel Density 0.803 kg/l.Reserves: 5% trip fuel / 200 NM diversion / 30 mn hold at1500 ft / 3% allowance for airways distances

Max.Max. vvolumetrolumetr ic 66tic 66t

Max.Max. vvolumetrolumetr ic 78tic 78t

ENGINE CHOICEENGINE CHOICE

PPAAYLOAD RANGEYLOAD RANGE

Range circles 2121

✈✈ The range targets for the A3XXfamily correspond to explicit airlinerequirements, themselves dictated by thedevelopment of the world’s largest airtravel markets.

✈✈ Consequently, the A3XX-100 andA3XX-200 will have the same rangecapability and will carry a full passengerload between Asia and Europe, from Europeto the East Coast, and on mostTrans-Pacific routes.

✈✈ The longer range A3XX-100R andA3XX-50R will be able to fly non-stop fromthe US East Coast to almost alldestinations in Asia, which will make themtrue Trans-Pacific machines.

araroundoundLONDONLONDON

araroundoundNEWNEW YORKYORK

araroundoundTOKYOTOKYO

LHRLHR

NRNRTT

JFKJFK

A3XX-100/-200A3XX-100/-200A3XX-50R/-100RA3XX-50R/-100R



Range circles take account of 85% annual maximum headwind

Freighter & Combi2222

A3XX-100R C7 A3XX-100R C11 A3XX-100F A3XX-100R C7 A3XX-100R C11 A3XX-100F

SEASEATING CAPTING CAPACITYACITYRANGERANGEMTOWMTOWMLMLWWMZFWMZFWOWEOWEMAX PMAX PAAYLOADYLOADFUEL CAPFUEL CAPACITYACITYENGINE THRUST (slst)ENGINE THRUST (slst)

421 N.A.

407 t / 897 klb382 t / 842 klb275 t / 605 klb107 t / 237 klb

10 410 km / 5 620 nm

427 t / 971 klb398 t / 877 klb248 t / 546 klb150 t / 331 klb

473

96 t / 212 klb370 000 l / 97 000 USG

12 940 km / 6970 nm583 t / 1 285 klb

13 500 km / 7 270 nm

397 t / 875 klb372 t / 820 klb276 t / 608 klb

334 kN / 75 klb

7 - p a l l e t C o m b i7 - p a l l e t C o m b i 1 1 - p a l l e t C o m b i1 1 - p a l l e t C o m b i F r e i g h t e rF r e i g h t e r

150

100

50

00 2 000 4 000 6 000 8 000 10 000

300

200

100

107 t107 t


Range (nm)


150 t150 t

0 2 000 4 000 6 000 8 000 10 000 Range (nm)

A3XX-100R C7A3XX-100R C7A3XX-100R C11A3XX-100R C11 A3XX-100 FA3XX-100 F

PPAAYLOAD RANGEYLOAD RANGE

96 t96 t

150

100

50

0

A3XX-100 FrA3XX-100 Freighter eighter (F)(F)

A3XX-100 11-pallet Combi A3XX-100 11-pallet Combi (C11)(C11)

A3XX-100 7-pallet Combi A3XX-100 7-pallet Combi (C7)(C7)

PassengersFreightPassenger bags

300

200

100

421 pax & bags+ 51.3 t car421 pax & bags+ 51.3 t cargogo

7270 nm6970 nm

473 pax & bags+ 37.9 t car473 pax & bags+ 37.9 t cargogo

5620 nm

325 000 l / 85 900 USG

7 Main Deck Pallets6 Lower Deck Pallets

11 Main Deck Pallets6 Lower Deck Pallets

17 Upper Deck Pallets28 Main Deck Pallets12 Lower Deck Pallets


590 t / 1 300 klb

AIRBUS INDUSTRIELARGE AIRCRAFT DIVISION

31707 BLAGNAC CEDEXFRANCE

Telephone: 05 61 93 42 03Telex: AIRBU 530526FFax: 05 61 93 28 20

© Airbus Industrie 2000All rights reserved

Printed in France

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