Airbus stalks 7E7 with A330 study

Manufacturer evaluates airframe changes and possible use of 7E7 engines as Boeing sales drive gathers momentum

Airbus is studying a longer-range, increased-efficiency, lower-empty-weight variant of the A330 twinjet potentially powered by derivatives of engines being developed for the Boeing 7E7.

The studies, which emerged in the wake of the A330-200's recent loss to the 7E7 in the Air New Zealand competition, are thought to indicate a growing acknowledgement of the market threat posed by the newly launched Boeing twinjet. Officially, however, Airbus remains tight-lipped on the subject, saying only: "We are offering the A330 in two versions, the -200 and -300, with a maximum take-off weight (MTOW) of 230t or 233t. That is everything we have to offer right now." It adds it has "no comment on possible versions that might emerge in the future".

The study is focusing on a performance "box" bracketed by the projected range and operating costs claimed for the 7E7 family, extending all the way to the stretched -9. Based on the availability of highly efficient, bleed-adapted versions of 7E7-based technology powerplants, Airbus is thought to be aiming at reducing the operating empty weight of the A330-200/300 by at least 3t, while increasing MTOW from the current 233t to around 240t. The result would be increased range for both variants, with the A330-300 flying out to current -200 limits, and the A330-200 approaching 7E7-9 ranges.

Pratt & Whitney, which was not selected for the 7E7, says: "We have had discussions with Airbus about the various A330 derivatives they have been looking at, and we have been looking at technical solutions to serve them." The engine manufacturer, which says both upgraded PW4168 and PW-EXX technology are being considered, adds that the discussions are "very early and preliminary".

General Electric is meanwhile taking an aggressive tack, pushing a bleed-adapted GEN-X engine rated at up to 75,000lb thrust (334kN). Rolls-Royce is also evaluating follow-on derivatives of its Trent 1000 for the 7E7, as well as potentially updated Trent 700 versions.

R-R says: "We talk to Airbus on a regular basis about this sort of issue." However, it is understood the company is tailoring a specific Trent 1000-based proposal for the study. The GE and R-R bleedless engines would require extensive low or intermediate pressure compressor modifications.

Weight reduction options under study include a carbonfibre-reinforced plastic (CFRP) centre wing box, plus a possible variety of A340-500/600-based features including CFRP keel beams, rear pressure bulkhead, monolithic CFRP elevators and possibly floor beams. Data from external studies by an engine maker indicates that, even with advanced engines, significant airframe weight reductions will be needed to match the 7E7 direct operating costs.

GUY NORRIS / LOS ANGELES & ANDREW DOYLE / LONDON

Source: Flight International