Airbus Industrie is aiming to have secured agreements on a powerplant for its stretched, longer-range, A340-500/600 programme by the time of the Paris air show in June, and has apparently not ruled out offering an engine selection on the aircraft.
The European manufacturer had been discussing an exclusive agreement with General Electric on the development of an all-new 250-267kN (56,000-60,000lb)-thrust engine. Talks broke down in February after GE concluded that it could not justify the $1 billion investment, given the lack of clear second-airframe application (Flight International, 19-25 February, P6).
Alain Garcia, Airbus Industrie senior vice-president of engineering, says that talks are being held with Rolls-Royce and Pratt & Whitney about derivative engines, "-which will offer lower development costs compared to the [all-new] GE engine".
Discussions are being held with both companies on the commercial and technical terms of an agreement and, while Garcia emphasises that "-an exclusive deal was what we were discussing with GE", he will not confirm or deny that the revised programme could have R-R and P&W on board.
"We are interested to hear what both parties have to offer-our preference would be for an exclusive agreement," he says, adding that he expects a decision "no later than [the Paris show at] Le Bourget". Some airline sources however, are sceptical that the manufacturer will be able to tie up an engine supplier by June.
Officials from Swissair, a potential launch customer and major P&W operator, are to meet the manufacturer this month to discuss an engine for the A340-600. Swisair, and another potential launch customer, Cathay Pacific, have a clear preference for a choice of engine suppliers on the aircraft.
Garcia is confident the adoption of a derivative engine will not affect the aircraft's original performance estimates, based on the all-new GE powerplant.
As proposed in 1996, assuming the use of the GE powerplant, the 356,000kg maximum take-off-weight A340-600, which features a modified wing incorporating increased chord, would be able to carry 382 passengers over 13,500km (7,300nm). The smaller, very-long-range, -500 would carry 310 passengers over 15,360km.
"We have just completed two weeks of [preliminary] windtunnel testing at Farnborough, and found that the 'new' wing's performance is much greater than expected, with better lift capability and speed flexibility," explains Garcia "We can compensate for the loss of an all-new engine with better aerodynamics," he adds.
Garcia says that the original entry-into-service target of late 2001 still stands, although approval from the Airbus supervisory board is required before the programme can be officially launched.
Source: Flight International
