A3XX Briefing 3rd Quarter - Marriott School of...

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BRIEFINGBRIEFING

BRIEFING3 Quarter

BRIEFING

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AIRBUS INDUSTRIE

BRIEFING

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

Recent events 16

Basic data 18

Performance 20

Range circles 21

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 ForForecastecast7

6

5

4

3

2

1

01967 1977 1987 1997 2007 2017

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-L101DC10-L10111

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 Industrie:Global Market Forecast 1998

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-Pacificrans-Pacific

Asia-EuropeAsia-Europe TTransatlanticransatlantic

APPLICAAPPLICATIONTION

Understanding the next 20 years

A clearmarketopportunity

✈ ✈

33

✈✈ The Airbus Industrie Global MarketForecast (which can be downloaded fromhttp://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 14000 aircraft over this period.

✈✈ The market for large aircraft will beconcentrated: both geographically, withover half the projected deliveries expectedto go to airlines domiciled in the Asia-Pacific region, and in terms of customers,with 20 airlines taking more than 70% ofthe aircraft.

✈✈ Although the demand for largeaircraft only represents 10% of the total, itaccounts for more than 25% of thepotential business; that is over $ 300billion.

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

11110000%%%%

22225555%%%%

19119111

55855585

2945294522922292

13321332

70 & 100 125 & 150& 175

210 & 250 300 & 350& 400

> 400

Source Airbus Industrie:Global Market Forecast 1998

Genericseat category

Europe18%

North America19%

restof world 5%

20airlines

72%

42 airlines28%

$ 300 billion$ 300 billion

CONCENTRACONCENTRATIONTION

Asia Pacific58%

OPEN MARKETOPEN MARKET

1332 aircraft1332 aircraft

VOLUMEVOLUME

Entrance arEntrance areaea

Rear stair studyRear stair study

The Airbus response: the A3XX concept44

Message

✈ ✈

55

Setting newstandards

✈ ✈

✈✈ Airbus Industrie, the company that invented theTwin-Aisle Twin, proudly brings you the world's first

Twin-Aisle, Twin-Deck aircraft: the A3XX.

✈ ✈ The A3XX has two wide-bodycabins running the full length of theaircraft 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 thelower-deck area is designed to accommodate a

wide variety of passenger facilities as well as thefull range of industry-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. This, withoutbeing a pre-requisite for A3XX operations,would speed up the process even further.

60’ 90’ 120’Minutes

650

600

550

500

450

400Seats

UpperUpperDeckDeck

MainMainDeckDeck

Door 1

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;- a smaller variant, the A3XX-50,and a version aimed at short-range,high-cycle operations, are under study;- we also intend to enrich theproduct line with Combi and dedicatedFreighter aircraft.

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 kept, allowing considerable savings for theairlines.

800

700

600

500

400

300

200

1002000 4000 6000 8000 10000 12000

Seats

Range (nm)

StretchStretch

BasicBasic

ShorterShorterrangerange

LongerLongerrange range

CombiCombiReducedReducedcapacitycapacity FreighterFreighter

A330-300A330-200

A300-600A310A321

A320A319

A340-200

A340-300

A340-500

A340-600

-200-200

-100R-100R-100-100

-50-50 -50R-50R

AAAA3333XXXXXXXX

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. 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-50A3XX-50481 seats 7650 nm481 seats 7650 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 5725 nm150 tonnes 5725 nm

AIRLINE AIRLINE TTARGETARGET

DATUM747-400

99

RELARELATIVETIVESEASEAT MILE COSTT MILE COST

-5%

-10%

-15%

-20%

-25%

A3XXA3XX-100-100

A3XXA3XX-200-200

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 ofhonour 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 overfifty major airports including all those whichmight expect to see early A3XX operations.We exchange technical data on bothaircraft and infrastructure planning toensure effective integration of A3XXoperations at minimum cost, whilstrespecting all planned environmental regula-tions.

✈✈ We will award up to 40% of the A3XXprogramme to new risk-sharing partners.Our offers for industrial cooperation havemet considerable success, with agreementsalready signed with nine companies:Aerostructures, Alenia, Belairbus, Euroc-opter, Finavitec, Fokker (Stork), GKNWestland, Latécoère, and Saab. Most ofthem have already seconded staff to theLarge Aircraft Division, while discussionsare continuing with other potential part-ners in Asia, North America and Europe.

✈✈ 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.

FINAVITEC

FOKKERAEROSTRUCTURES

GKN WestlandAerospace

THEAEROSTRUCTURES

CORPORATION Alenia

AIRPORAIRPORTSTS

INDUSTRINDUSTRYY

AIRLINESAIRLINES

Programme progress

Gatheringmomentum

✈ ✈

1313

Ground Handling Cabin InteriorA3XX Environment Cabin Systems Cockpit SystemsMaintenance 2nd Freighter & Combi 3rd Programme Progress Review

Engines Aircraft configuration On-board Maintenance Systems Cockpit

✈ ✈ Airlines’ specialists meet and workwith their Airbus Industrie counterpartsduring the many workshops which play anintegral part in the overall A3XX designprocess.

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 (US)

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

JanuaryJanuary FebruaryFebruary MarchMarch AprilApril MayMay JuneJune

JulyJuly AugustAugust SeptemberSeptember OctoberOctober NovemberNovember DecemberDecember

1997 1997

✈✈✈✈

✈✈✈✈

✈✈✈✈

✈✈✈✈

✈✈✈✈

✈✈✈✈

JanuaryJanuary FebruaryFebruary MarchMarch AprilApril MayMay JuneJune

1998 1998

✈✈✈✈

✈✈✈✈

✈✈✈✈

JulyJuly AugustAugust SeptemberSeptember OctoberOctober NovemberNovember DecemberDecember

✈✈✈✈

✈✈✈✈

1414

✈✈ In 1990, as a response to expectedmarket needs, we started feasibilitystudies for a very large aircraft. Since then,we have continued our work uninterruptedwith a growing number of the world’s majorairlines.

✈✈ In April 1996 we moved to the con-cept phase of the A3XX programme, anddetailed definition is due to begin next year.We achieved Preliminary ConfigurationFreeze on schedule (22nd January 1998),and plan the Final Freeze for year-end.

✈✈ We reached a significant milestonewith Airworthiness Authorities whenwe submitted an application for TypeCertificate for the A3XX to the JAA on 16thJanuary 1998.

A clear road map

Takingshape

19961996 19971997 19981998 19991999 20002000 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 e v e l o p m e n tD e v e l o p m e n t

❏ Overallconfiguration

❏ Concept

❏ Detaileddefinition

❏ Programmelaunch

❏ Detailed design, tooling,manufacturing

❏ Flight test

20042004

✈ ✈

CommercialOffers

Application forType Certificate

Entry Into Service

Type Certification

Programme LaunchCommitment

FinalDefinition

PreliminaryConfiguration Frozen

FinalConfiguration Freeze

SubstantialProgramme Decision

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

WWind-tunnel testingind-tunnel testing

Development ofDevelopment ofnew manufacturing techniquesnew manufacturing techniques

Laser measurLaser measurementementof wake vorof wake vortextex

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nnnniiii cccc

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AAAApppp

ppppeeee

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A3XX basic data (status 10)1818

UPPER UPPER DECKDECK

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

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

555 656

85 t

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

SPSPANAN

LENGTHLENGTH

HEIGHTHEIGHT

79.8 m

73 m 79,4 m

24.1m

540 t381 t356 t271 t

317 000 l294/298 kN

16 200 km

385 t360 t275 t

411 000 l333 kN

14 200 km

408 t381 t286 t95 t

354 000 l333 kN

583 t

102 Business 103 Economy

481

508 t349 t326 t258 t

68 t317 000 l

271/276 kN

70,5 m

A3XX-100 A3XX-100

METRIC UNITSMETRIC UNITS

TTrrent 900 dataent 900 data

14 200 km550 t

14 200 km 16 200 km

353 t330 t262 t

302/311 kN

P R E L I M I N A RP R E L I M I N A R YY

1919

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

SEASEATING CAPTING CAPACITY ACITY 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

83 700 USg

66/67 klb

8 750 nm

849 000 lb794 000 lb606 000 lb

108 500 USg

75 klb

7 650 nm

899 000 lb840 000 lb631 000 lb209 000 lb93 500 USg

75 klb

1 285 000 lb

22 First 328 Economy

MAIN MAIN DECKDECK

4817650 nm

222 ft 10 in

1 120 000 lb 769 000 lb719 000 lb569 000 lb

150 000 lb83 700 USg

61/62 klb

A3XX-100 A3XX-100

IMPERIAL UNITSIMPERIAL UNITS

TTrrent 900 dataent 900 data

7650 nm

P R E L I M I N A RP R E L I M I N A R YY

8750 nm1 212 000 lb

778 000 lb 727 000 lb 577 000 lb

68/70 klb

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 payload-range diagram of theA3XX does not show a fuel capacitylimitation.

✈ ✈ 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 12 000

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

Payload1000lb / tonnes

95 t95 t

70Sea Level Static Thrust (x1000lbf)

A3XXA3XX-100R -200-100R -200

75 8065

Rolls-RoyceRolls-Royce

Engine Engine AllianceAlliance

TTrrent 900ent 900

0 2 000 4 000 6 000 8 000 10 000 12 000Range (nm)

GP 7GP 7200200

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

A3XX-200A3XX-200

60

A3XXA3XX-50 -100-50 -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. volumetric 66tMax. volumetric 66t

Max. volumetric 78tMax. volumetric 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, A3XX-200 and A3XX-50 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 all destina-tions in Asia, which will make them trueTrans-Pacific machines.

araroundoundLONDONLONDON

araroundoundNEWNEW YORKYORK

araroundoundTOKYOTOKYO

LHRLHR

NRNRTT

JFKJFK

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



Range circles take account of 85% annual maximum headwind

The statements made herein do not constitute an offer. They are based on theassumptions shown and are expressed in good faith. Where the supporting grounds forthese statements are not shown the Company will be pleased to explain the basisthereof.

Reproduction permitted with acknowledgement.

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A3XX Briefing 3rd Quarter - Marriott School of...

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