Look For The New USB Thumb Drive Delivery Option Above! Aerosoft Airbus A318/A319 for FSX & P3D Includes version 1.31 The Aerosoft Airbus products have always been highly focused on simulating the task of the Captain. The aircraft is nothing more than a `tool` for that, but to do a serious simulation of the task you need a seriously simulated aircraft.

The Aerosoft A318/A319 contains all our latest developments and ideas. All the systems that are used in day to day flights are simulated with great attention to detail. This includes a Weather Radar that is a unique Aerosoft development and that is fully functional without the need for a specific weather add-on! The Aerosoft Airbus A318/A319 contains many modules that are normally costly add-ons. For example we include a 100% working copy of FS2Crew RAAS (limited to our aircraft), a highly advanced semi-automated audio checklist, a co-pilot that assist you and a very complex audio environment. Features • Simulation of the Airbus A318 and A319 focused on the day to day operation of the aircraft from the left seat • Late model cockpit (with LCD and updated ADIRS) • Sublime modeling/texturing based on the latest technologies. Very easy on frame-rates.

• All lights created with the best technology which actually lights objects up • Dozens of non-standard animations, all with sound effects (sun screens, windows, tables, tiller, jump seat, standby compass, drooping flight surfaces etc). All main doors and cargo hatches can be opened. • Extensive options to show ground objects (cones, ground power etc) and to actually provide ground power • Included web server that allows you to access (and use) the MCDU via any web browser; ideal for tablet computers • Many systems programmed in XML to allows users to change code • Extensive manuals, with highly detailed step-by-step document, Checklist and procedures also available in eBook format • Prepared for Airport Enhancement Services. Fully compatible with GSX. • SDK will be available, LINDA connectivity available • Add-in system that allows the aircraft to be extended with 3rd party applications (all using the right MCDU) • Add-in View system: adds many pre-defined views for easy use, emulates 2D panel views • Add-in Sound system: adds hundreds of background sounds to enhance the immersion • Add-in Checklist system: semi-automated audio checklists Systems • Fully custom Fly-by-Wire systems with flight envelope protection, stall protection, pitch and roll limiter, g-load limiter, over speed protection, Alpha Floor protection, auto trim. Very nice to manually fly • Fully custom autopilot systems, with full Cat III auto land, V/S, Managed CLB/DES, OP CLB/DES, heading and NAV modes.

Airbus A320 CBT (Computer Based Training). AviationKnowledge; 63 videos; 135,825 views; Last updated on Dec 18, 2016.

VNAV and LNAV included. FPA/TRK included. Steep Approach possible on A318 • Fully custom thrust computer systems (FADEC), throttle with detents, FLEX take-off • Full featured MCDU (can be controlled via web browser, for example on tablet computers), also, information can be inserted using the keyboard! • Flight plans supports SIDs, STARs, transitions, approaches, go-arounds, holds, Managed climbs and descent, constraints, and direct-to route editing • VOR tracking implemented, DME arcs supported • Comes with NavDataPro (LIDO) navigation database (AIRAC 1409) but backwards compatible with Navigraph.

Includes current AIRAC Data at the time of release and this can be updated by the user at any moment. • Complete FS2Crew Runway Awareness and Advisory System included (a €30 value!) • 14 ECAM pages included, showing relevant aircraft information. • Full featured Digital Flight Data Recorder (DFDR) with 25 hour storage capacity and external display program (data can be exchanged with FS Flight Keeper, and a visual display of your flight can be exported to view in Google Earth). • Full featured ADIR`s system. • Full featured TCAS system (including audio warnings) for AI Traffic, IVAO, VATSIM.

• Full custom electrical bus system, with realistic battery run down and voltages. • Navigation display with curved lines, de-cluttering, stopwatch, selected navaid, runway information, range change, mode change, stopwatch etc. Includes Terrain Display option • Fully functional Weather Radar with Manual and Multiscan. Works with ANY weather add-on (and even without weather add-on) and reads the actual weather that is inserted in FSX. This is a unique development!

• Full custom fuel flow, avoiding standard FSX limitations. • Full custom auto brakes with constant deceleration instead of constant brake pressure. • Full featured loading and refueling module (interfaced with FSX) with advanced and simple mode.

• A340-200: US$87 million (about 163.6 million or £53 million) (1989) • A340-300: US$238.0 million (£145.4 million or €164.1 million) (2011) • A340-500: US$261.8 million (£160 million or €180.6 million) (2011) • A340-600: US$275.4 million (£168.25 million or €190 million) (2011) The Airbus A340 is a, four-engine, commercial passenger developed and produced by the European aerospace company. The A340 was assembled in, France. It seats up to 375 passengers in the standard variants and 440 in the stretched -600 series. Depending on the model, it has a range of 6,700 to 9,000 (12,400 to 16,700; 7,700 to 10,400 ).

Its distinguishing features are four and three- main. The A340 was manufactured in four fuselage lengths. The initial variant, A340-300, which entered service in 1993, measured 63.69 metres (209.0 ft). The shorter -200 was developed next, and the A340-600 was a 15.96 metres (52.4 ft) stretch of the -200. The -600 was developed alongside the shorter A340-500, which would become the longest-range commercial airliner until the arrival of the.

The -200 and -300 models were powered by the 151 (34,000 lbf), while the 267- (60,000 lbf) was the exclusive for the extended-range -500 and -600 models. The initial A340-200 and -300 variants share the and of the twin-engine with which it was concurrently designed. The heavier A340-500 and -600 are longer and have larger wings. Launch customers and placed the A340 into service in March 1993. In September 2011, (not including private operators), of which 375 were delivered.

The most common type were the A340-300 model, with 218 aircraft delivered. Lufthansa is the biggest operator of the A340, having acquired 59 aircraft. The A340 is used on long-haul, trans-oceanic routes due to its immunity from restrictions; however, with reliability and fuel efficiency in engines improving, airlines have gradually phased out the type in favour of the more economical, while Airbus has positioned the larger variants of the as a successor. Airbus announced on 10 November 2011 that A340 production had been concluded. See also: Background [ ] When Airbus designed the during the 1970s it envisioned a broad family of airliners to compete against and, two established US aerospace manufacturers. From the moment of formation, Airbus had begun studies into derivatives of the Airbus A300B in support of this long-term goal.

Prior to the service introduction of the first Airbus airliners, Airbus had identified nine possible variations of the A300 known as A300B1 to B9. A 10th variation, conceived in 1973, later the first to be constructed, was designated the A300B10. It was a smaller aircraft that would be developed into the long-range. Airbus then focused its efforts on the single-aisle market, which resulted in the, which was the first digital commercial aircraft.

The decision to work on the A320, instead of a four-engine aircraft proposed by the Germans, created divisions within Airbus. As the SA or 'single aisle' studies (which later became the successful Airbus A320) underwent development to challenge the successful and in the single-aisle, market, Airbus turned its focus back to the market. The A300B11, a derivative of the A310, was designed upon the availability of 'ten ton' engines.

It would seat between 180 and 200 passengers, and have a range of 6,000 nautical miles (11,000 km). It was deemed the replacement for the less-efficient and still in service. The A300B11 was joined by another design, the A300B9, which was a larger derivative of the A300. The B9 was developed by Airbus from the early 1970s at a slow pace until the early 1980s. It was essentially a stretched A300 with the same wing, coupled with the most powerful at the time. It was targeted at the growing demand for high-capacity, medium-range, transcontinental trunk routes.

The B9 would offer the same and payload as the, but would use between 25% to 38% less fuel. The B9 was therefore considered the replacement for the DC-10 and the. To differentiate the programme from the SA studies, the B9 and B11 were redesignated the TA9 and TA11 (TA standing for 'twin aisle'), respectively. In an effort to save development costs, it was decided that the two would share the same and; the projected savings were estimated at US$500 million (about £490 million or €495 million). The adoption of a common wing structure also had one technical advantage: the TA11's outboard engines could counteract the weight of the longer-range model by providing bending relief. Another factor was the split preference of those within Airbus and, more importantly, prospective airliner customers. Airbus vice president for strategic planning, Adam Brown, recalled, North American operators were clearly in favour of a twin[jet], while Asians wanted a quad[jet].

In Europe, opinion was split between the two. The majority of potential customers were in favour of a quad despite the fact, in certain conditions, it is more costly to operate than a twin. They liked that it could be ferried with one engine out, and could fly 'anywhere'— ETOPS (extend-range twin-engine operations) hadn't begun then.

Design effort [ ] The first specifications of the TA9 and TA11 were released in 1982. While the TA9 had a range of 3,300 nautical miles (6,100 km), the TA11 range was up to 6,830 nautical miles (12,650 km). At the same time, Airbus also sketched the TA12, a twin-engine derivative of the TA11, which was optimised for flights of a 2,000 nautical miles (3,700 km) lesser range. By the time of the in June 1985, more refinements had been made to the TA9 and TA11, including the adoption of the A320, (FBW) and control. Adopting a common cockpit across the new Airbus series allowed operators to make significant cost savings; flight crews would be able to transition from one to another after one week of training.

The TA11 and TA12 would use the front and rear fuselage sections of the A310. Components were modular and also interchangeable with other Airbus aircraft where possible to reduce production, maintenance and operating costs. From the start, Airbus intended the A330/A340 to share a common flight deck with the A320. The of a A340-600 is shown Airbus briefly considered a; the concept was that the wing could change its profile to produce the optimum shape for a given phase of flight. Studies were carried out by (BAe) at and.

Airbus estimated this would yield a 2% improvement in aerodynamic efficiency. However, the plan was later abandoned on grounds of cost and difficulty of development. Airbus had held discussions with to jointly produce the aircraft, which would have been designated as the AM 300. This aeroplane would have combined the wing of the A330 with the fuselage of the. However, talks were terminated as McDonnell Douglas insisted on the continuation of its heritage. Although from the start it was intended for the A340 would be powered by four, each capable of 25,000 pounds-force (110 kN), Airbus had also considered developing the aircraft as a trijet due to the limited power of engines available at the time, namely the and Pratt & Whitney JT10D-232.

On 27 January 1986, the Airbus Industrie Supervisory Board held a meeting in,, after which board-chairman released a statement, 'Airbus Industrie is now in a position to finalise the detailed technical definition of the TA9, which is now officially designated the A330, and the TA11, now called the A340, with potential launch customer airlines, and to discuss with them the terms and conditions for launch commitments'. The designations were originally reversed because the airlines believed it illogical for a jet airliner to have a '4' in its name, whilst a quad-jet would not. On 12 May 1986, Airbus dispatched fresh sale proposals to five prospective airlines including and. Production and testing [ ] In preparations for production of the A330/A340, Airbus's partners invested heavily in new facilities. Was the site of BAE's 7 million investment in a three-storey technical centre with an extra 15,000 square metres (160,000 sq ft) of floor area. BAe also spent £5 million expanding the wing production plant by 14,000 m 2 (150,000 sq ft) to accommodate a new production line.

However, France saw the biggest changes with starting construction of a new 2.5 billion ($411 million) assembly plant, adjacent to, in. By November 1988, the first 21 m (69 ft) pillars were erected for the new assembly hall. The assembly process, meanwhile, would feature increased automation with holes for the wing-fuselage mating process drilled by eight robots. The use of automation for this particular process saved Airbus 20% on labour costs and 5% on time. The A340-600 was the longest passenger airliner until the 2010 In April 1996, obtained an exclusivity for the 13,000 km (7,000 nmi) 375-passenger -600 stretch with 226 kN (51,000 lbf) engines, above the 225.5 kN (50,700 lbf) limit of the partnership with and dropping the 191 kN (43,000 lbf) CFMXX.

The -600 would be stretched by 20–22 frames to 75 m (246 ft), unit thrust was raised from 227 kN (51,000 lbf) to 249 kN (56,000 lbf) and maximum takeoff weight would be increased to 330 t (730,000 lb). The wing area would increase by 56m² (600 ft²) to 420 m 2 (4,500 sq ft) through a larger chord needing a three-frame centre fuselage insert and retaining the existing front and rear spars, and a span increased by 3.5 to 63.8 m (11 to 209 ft), along a 25% increase in wing fuel capacity and four wheels replacing the centre twin. A -500 with the larger wing and engines and three extra frames for 310 passengers would cover 15,725 km (8,490 nmi) to replace the smaller, 14,800 km (8,000 nmi) range, A340-8000. At least $1 billion would be needed to develop the airframe, excluding $2 billion for the engine development supported by the its manufacturer. A 12 frame -400 simple stretch would cover 11,290 km (6,100 nmi) with 340 passengers in three-class.

It was enlarged by 40% to compete with the then in-development 777-300ER/200LR: the wing would be expanded with a tapered wing box insert along the span extension, it would have enlarged horizontal stabilizers and the larger A330-200 fin and it would need 222–267 kN (50–60,000 lbf) of unit thrust. The ultra-long-haul 1.53 m (5.0 ft) -500 stretch would seat 316 passengers, a little more than the -300, over 15,355 km (8,290 nmi), while the 10.07 m (33.0 ft) -600 stretch would offer a 25% larger cabin for 372 passengers over a range of 7,400 nmi (13,700 km). MTOW was increased to 356 t (785,000 lb).

Unwilling to commit to a $1 Billion development without a good prospects and a second application, in 1997 stopped exclusivity talks for a scaled down to 245–290 kN (55–65,000 lbf), leaving proposing a more cost-effective variant needing less development and: a advanced ducted propulsor, a derivative or a new. In June 1997, the 250 kN (56,000 lbf) was selected, with growth potential to 275 kN (62,000 lbf), derived from the A330 and the B777 with a reduced fan diameter and a new LP turbine, for a 7.7% lower than the 700. Airbus claims 10% lower operating costs per seat than the -300, 3% below those of the B777-3000ER. The $2.9 billion program was launched in December 1997 with 100 commitments from seven customers worth $3 billion, aiming to fly the first -600 in January 2001 and deliver it from early 2002 to capture at least half of the 1,500 sales forecast in the category through 2010. In 1998, the -600 stretch was stabilised at 20 frames for 10.6 m (35 ft), the MTOW rose to 365 t (805,000 lb) and the unit thrust to 52,000 to 60,000 lbf (230 to 270 kN), keeping the Trent 700 2.47 m (8.1 ft) fan diameter with its scaled IP and HP compressors and the high-speed, low-loading HP and IP turbines of the Trent 800. A340 stretch concepts Period 1991 1994 1995 1996 1998 Unit thrust 178 kN (40,000 lbf) 267 kN (60,000 lbf) 267 kN (60,000 lbf) Stretch 12 frames (40 pax) 50 pax 20–22 frames, 10.07 m (33.0 ft) 20 frames, 10.6 m (35 ft) Passengers 335 380 375 380 Range 5,900 nmi (10,900 km) same as -300 7,400 nmi (13,700 km) 13,900 km (7,500 nmi) MTOW 267.0 t (588,600 lb) 300 t (660,000 lb) 356 t (785,000 lb) 365 t (805,000 lb) Despite the -500/600 introduction, sales slowed in the as the Boeing 777-200LR/-300ER dominated the long-range 300-400 seats market. The A340-500IGW/600HGW high gross weight variants did not arouse much sales interest.

In January 2006, Airbus confirmed it studied an A340-600E ( Enhanced), more than earlier A340s, closing the 8–9% disparity with the Boeing 777 with new engines and technologies from the A350 initial design. End of production [ ] In 2005, 155 B777s were ordered against 15 A340s: twin engine restrictions were overcome by lower operating costs, compared to quad jets. In 2007, Airbus predicted that another 127 A340 aircraft would likely be produced through 2016, the projected end of production. On 10 November 2011, Airbus announced the end of the A340 program. At that time, the company indicated that all firm orders had been delivered.

The decision to terminate the program came as A340-500/600 orders came to a halt, with analyst Nick Cunningham pointing out that the A340 'was too heavy and there was a big fuel burn gap between the A340 and Boeing’s 777'. Bertrand Grabowski, managing director of aircraft financier DVB Bank SE, noted 'in an environment where the fuel price is high, the A340 has had no chance to compete against similar twin engines, and the current lease rates and values of this aircraft reflect the deep resistance of any airlines to continue operating it”. As a sales incentive amid low customer demand during the, Airbus had offered buy-back guarantees to airlines that chose to procure the A340. By 2013, the resale value of an A340 declined by 30% over ten years, and both Airbus and Rolls-Royce were incurring related charges amounting to hundreds of millions of euros. Some analysts have expected the price of a flight-worthy, CFM56-powered A340 to drop below $10 million by 2023.

Airbus could offer used A340s to airlines wishing to retire older aircraft such as the Boeing 747-400, claiming that the cost of purchasing and maintaining a second-hand A340 with increased seating and improved engine performance reportedly compared favourably to the procurement costs of a new. In 2013, as ultra-long range is a niche, the A340 was less attractive with best usage on long, thin routes, from airports or as interim. A 10 year old A340-300 had a base value of $35m and a market value of $24m, leading to $320,000/mo ($240,000-$350,000) lease rate, while a -500 is $425,000 and a -600 is leased $450,000 to $500,000 per month, versus $1.3m for a 777-300ER. The lighter A340-300 consumes 5% less fuel per trip with 300 passengers than the 312 passengers 777-200ER while the heavier A340-600 uses 12% more fuel than a 777-300ER. As an effort to support the A340's resale value, Airbus has proposed reconfiguring the aircraft's interior for a single class of 475 seats. As the Trent 500 engines are half the maintenance cost of the A340, Rolls-Royce proposed a cost-reducing maintenance plan similar to the company's existing program that reduced the cost of maintaining the engine powering Iberia's freighters. Key to these programs is the salvaging, repair and reuse of serviceable parts from retired older engines.

Airbus has positioned the larger versions of the, specifically the A350-900 and A350-1000, as the successors to the A340-500 and A340-600. The A340-200 and -300 are powered by four The Airbus A340 is a widebody twin-aisle passenger airliner which has the distinction of being the first truly long-range aircraft to be produced by Airbus. It is powered by four jet engines, optimized to perform long distance routes. The A340 had built upon developments made in the production of earlier Airbus aircraft and as such shares many features with those aircraft, such as a common cockpit design with the Airbus A320 and A330; as the aircraft was developed at the same time as the A330 the two aircraft employ many similar components and sections, such as identical fly-by-wire control systems and similar wings.

Both before and after the A340 entered revenue service, the features and improvements that were developed for the type were usually shared with the A330, a significant beneficial factor in performing such programs. The A340 is a low-wing; for the A340-200 and A340-300 variants the wing itself is virtually identical to that of the A330. On the A330-300 one engine is installed at the inboard pylon while the outboard pylon position is not used, while for the A340-300 both engine pylons are used. The A340's two engines at each wing provide a more equal force distribution (engine weight) over the wing, while also the total engine weight counteracting moment is located more outboard with more engine weight located further outboard on the wing, hence the wing root bending moment with equal TOW is less on the A340-300 than on the A330-300, which allows the A340-300 wing to able to sustain a higher (wing limited) MTOW to carry more fuel for greater range. The wings were designed and manufactured by BAe, which developed a long slender wing with a very high aspect ratio to provide high aerodynamic efficiency. The wing is swept back at 30 degrees and, along with other design features, allows a maximum operating of 0.86.

The wing has a very high thickness-to- ratio of 12.8 per cent, which means that a long span and high can be attained without a severe weight penalty. For comparison, the rival MD-11 has a thickness-to-chord ratio of 8–9 per cent. Each wing also has a 2.74 m (9.0 ft) tall instead of the wingtip fences found on earlier Airbus aircraft. The failure of ' radical V2500 'SuperFan', which had promised around 15 per cent for the A340, led to multiple enhancements including wing upgrades to compensate. Originally designed with a 56 m (184 ft), the wing was later extended to 58.6 m (192 ft) and finally to 60.3 m (198 ft). At 60.3 m (198 ft), the wingspan is similar to that of the larger, but with 35 percent less wing area. A A340-600 with the retracting The flight deck of the A340 is a, based upon the control systems first used on the smaller A320.

Instead of a conventional, the flight deck features side-stick controls. The main instrument panel is dominated by a total of six monitors which display information to the flight crew; on later aircraft these monitors have been replaced. Flight information is directed via the (EFIS) and systems information through the (ECAM).

The aircraft monitoring system is connected to various sensors throughout the aircraft and automatically alerts the crew to any parameters detected outside of their normal range; pilots can also manually inspect systems of their choosing at any time. The information display system is designed to be easily interpreted and give a clear picture of the aircraft's operational status. Instead of paper manuals, electronic -based manuals are used; Airbus offers web-based updates to electronic documentation as an option. Many measures were taken from the start of the A340's design process to reduce the difficulty and cost of maintenance, which was reportedly half of that of the earlier despite the increase in size. The aircraft's four engines featured improved controls and monitoring systems that enabled engine parameters to be more readily checked and avoid unnecessary early removals; the four-engine approach also avoided the stringent requirements such as more frequent inspections. The A340 also has a centralised maintenance computer which provides comprehensive easily understandable systems information, which can be transmitted in real-time to ground facilities via the onboard satellite-based datalink. Some aspects of the maintenance, such as structural changes, remained unchanged, while increased sophistication of technology in the passenger cabin, like the in-flight entertainment systems, were increased over preceding airliners.

Operational history [ ]. A340-200 near, 2010 The A340 has frequently been operated as a dedicated transport for. A pair of A340-300s were acquired from by the of the; they serve as VIP transports for the and other key members of the. The A340 is also operated by the air transport division of the, where it is used as a strategic transport for troop deployments and supply missions, as well as to transport government officials. A one-of-a-kind aircraft, the A340-8000, was originally built for Prince, brother of the Sultan of. The aircraft was unused and stored in until it was procured by Prince of the, and later sold to Colonel, then-; the aircraft was operated by and was often referred to as Afriqiyah One.

In 2008, doubled compared to the year before; consequently, the A340's fuel consumption led airlines to reduce flight stages exceeding 15 hours. Cancelled its 17-hour, nonstop Bangkok–New York/JFK route on 1 July 2008, and placed its four A340-500s for sale. While short flights stress aircraft more than long flights and result in more frequent fuel-thirsty take-offs and landings, ultra-long flights require completely full fuel tanks. The higher weights in turn require a greater proportion of an aircraft's just to take off and to stay airborne. In 2008, SA's chief executive Pierre-Henri Gourgeon disparagingly referred to the A340 as a 'flying tanker with a few people on board'. While Thai Airways consistently filled 80% of the seats on its New York City–Bangkok flights, it estimated that, at 2008 fuel prices, it would need an impossible 120% of seats filled just to break even.

Other airlines also re-examined long-haul flights. In August 2008 stated that rising fuel costs were hurting its trans-Pacific long-haul routes disproportionately, and that it would cut the number of such flights and redeploy its aircraft to shorter routes such as between Hong Kong and Australia. Reshap[e] our network where necessary to ensure we fly aircraft to where we can cover our costs and also make some money.' Aviation Week noted that rapid performance increases of twin-engine aircraft has led to the detriment of four-engine types of comparable capacity such as the A340 and 747; at this point most 747s had accumulated significant flying hours before retirement in contrast to A340s which were relatively young when grounded. By 2014, Singapore Airlines had phased out the type, discontinuing, which had been the longest non-stop scheduled flights in the world. Decided to accelerate the retirement of its A340 fleet, writing down the value of the A340-500 type to zero despite the oldest -500 only being 10 years old, with president Tim Clark saying they 'designed in the late 1990s with fuel at $25-30.

Enrique Iglesias Ft Pitbull I Like Mp3. They fell over at $60 and at $120 they haven’t got a hope in hell'. Passenger cabin of a Lufthansa A340, 2003, the parent of (which is also the operator of the last production A340 built), is overhauling its A340-600s for continued service for the foreseeable future, while it is retiring its A340-300s. The IAG overhaul featured improved conditions and furnishings in the business and economy classes; the business-class capacity was raised slightly while not changing the type's overall operating cost., which operates both Airbus A340-300s and -600s, concluded that, while it is not possible to make the A340 more fuel efficient, it can respond to increased interest in business-class services by replacing first-class seats with more business-class seats to increase revenue. In 2013, announced that they planned to use the A340 as a flying testbed for the development of a new. This test aircraft is forecast to conduct its first flight in 2019. Open rotor engines are typically more fuel-efficient but noisier than conventional turbofan engines; introducing such an engine commercially has been reported as requiring significant legislative changes within engine approval authorities due to its differences from contemporary jet engines. The engine, partly based on the turbofan engine used on the, is being developed under the European Clean Sky research initiative.

A340-200 at The -200 is one of two initial versions of the A340; it has seating for 261 passengers in a three-class cabin layout with a of 13,800 kilometres (7,500 nmi) or seating for 240 passengers also in a three-class cabin layout for a range of 15,000 kilometres (8,100 nmi). This is the shortest version of the family and the only version with a wingspan measuring greater than its fuselage length. It is powered by four CFMI engines and uses the 331–350[A] (APU). It initially entered service with Air France in May 1993.

Due to its large wingspan, four engines, low capacity and improvements to the larger A340-300, the -200 proved heavy and unpopular with mainstream airlines. Only 28 A340-200s were produced. The closest Boeing competitor is the. One version of this type (referred to by Airbus as the A340-8000) was ordered by the prince requesting a non-stop range of 15,000 kilometres (8,100 nmi). This A340-8000, in the Royal Brunei Airlines livery had an increased fuel capacity, an of 275 tonnes (606,000 lb), similar to the A340-300, and minor reinforcements to the.

It is powered by the 150 (34,000 ) thrust similar to the -300E. Only one A340-8000 was produced. Besides the -8000, some A340-200s are used for or military use; users include,,,, and the. Following the -8000, other A340-200s were later given performance improvement packages (PIPs) that helped them achieve similar gains in capability as to the A340-8000. Those aircraft are labeled A340-213X. The range for this version is 15,000 kilometres (8,100 nmi).

The final airline example of the A340-200 was retired by in July 2017. All active remaining A340-200s still flying after July 2017 are VIP or government planes. A340-300 [ ]. Airbus A340-300 on final approach to runway 23 at (CYYZ) The A340-300 flies 295 passengers in a typical three-class cabin layout over 6,700 nautical miles (12,400 km). This is the initial version, having flown on 25 October 1991, and entered service with Lufthansa and Air France in March 1993. It is powered by four CFMI engines and uses the Honeywell 331–350[A] APU, similar to the -200. The A340-300 will be superseded by the.

Its closest competitor is the. A total of 218 -300s were delivered. The A340-300E, often mislabelled as A340-300 X, has an increased of up to 275 tonnes (606,000 lb) and is powered by the more powerful 34,000 lbf (150 kN) thrust CFMI engines.

Typical range with 295 passengers is between 7,200 to 7,400 nautical miles (13,300 to 13,700 km). The largest operator of this type is, who has operated a fleet of 30 aircraft. The A340-300 Enhanced is the latest version of this model and was first delivered to in 2003, with receiving the A340-300 Enhanced into its fleet in 2006. It received newer CFM56-5C4/P engines and improved and systems developed for the A340-500 and -600.

As of July 2017 there were 104 Airbus A340-300s in airline service. A340-500 [ ] When the A340-500 was introduced, it was the world's longest-range commercial airliner. It first flew on 11 February 2002, and was certified on 3 December 2002. Was supposed to be the launch customer, but filed for bankruptcy in January 2003, delaying delivery to March. This allowed early deliveries to the new launch customer,, allowing the carrier to launch nonstop service from Dubai to New York—its first route in the Americas. The A340-500 can fly 313 passengers in a three-class cabin layout over 16020 km (8650 nm).

Compared with the A340-300, the -500 features a 4.3-metre (14.1 ft) fuselage stretch, an enlarged wing, significant increase in fuel capacity (around 50% over the -300), slightly higher, a larger and a larger. The centerline main landing gear was changed to a four-wheel bogie to support additional weight. The A340-500 is powered by four 240 kN (54,000 lbf) thrust turbofans and uses the Honeywell 331–600[A] APU. Airbus A340-500 taking off from Heathrow Airport Designed for routes, the -500 has a range 9,000 nautical miles, where the Boeing 777-200LR have a 8,555 nmi range, 445 fewer. Due to its range, the -500 is capable of travelling non-stop from London to, though a return flight requires a fuel stop due to. Used this model (initially in a two-class, 181-passenger layout, later in a 100-passenger business-only layout) between early 2004 and late 2013 for its –,: an 18-hour, 45-minute 'westbound' (really northbound to 130 km (70 nm) abeam the; then south from there across Russia, and ), 18-hour, 30-minute eastbound, 15,344 kilometres (8,285 nmi) journey that was the longest scheduled in the world, even added a special compartment for a corpse, if a passenger were to die during a flight, though it was reported there had not had such need. Singapore Airlines ceased the operation partly due to high fuel price then and returned its aircraft to Airbus in exchange for ordering new.

The A340-500IGW ( Increased Gross Weight) version has a range of 17,000 km (9,200 nmi) and a of 380 t (840,000 lb) and first flew on 13 October 2006. It uses the strengthened structure and enlarged fuel capacity of the A340-600. The certification aircraft, a de-rated A340-541 model, became the first delivery, to, on 11 April 2007. Nigerian airline received a pair of A340-542s in November 2008, using the type to immediately launch two new routes, –London Heathrow and Lagos–Johannesburg; a non-stop Lagos–New York route began in January 2010. The A340-500IGW is powered by four 250 kN (56,000 lbf) thrust turbofans. Like the A340-200, a shortened derivative of the -300, the -500 was unpopular. The -500 series was considered 'very inefficient for how few seats they have because they still carry most of the guts of the larger airplanes [the A340-600] from which they were shrunk'.

Also the market was a niche that was difficult to profit from, due to the amount of fuel that had to be carried. In addition, the -500 could not meet its maximum range without carrying a reduced load of passengers, so several operators reconfigured their -500s from a mix of business and premium economy to an all-business class with 100 seats. As of October 2017, there were 3 A340-500s in airline service, 2 with and 1 with. A340-600 [ ].

Lufthansa operates the largest number of A340-600s, which are based at Designed to replace early-generation airliners, the A340-600 is capable of carrying 379 passengers in a three-class cabin layout 13,900 km (7,500 nmi). It provides similar passenger capacity to a 747 but with 25 percent more cargo volume, and at lower trip and seat costs.

First flight of the A340-600 was made on 23 April 2001. Began commercial services in August 2002. The variant's main competitor is the.

The A340-600 will eventually be replaced by the. The A340-600 is 12 m (39 ft 4.4 in) longer than a -300, more than 4 m (13 ft 1.5 in) longer than the and 2.3 m (7 ft 6.6 in) longer than the. It held the record for the world's longest commercial aircraft until February 2010 until the first flight of the. The A340-600 is powered by four 250 kN (56,000 lbf) thrust and uses the 331–600[A] APU. As with the -500, it has a four-wheel bogie on the fuselage centre-line to cope with the increased along with the enlarged wing and rear empennage.

Upper deck space can be optionally increased by locating facilities such as crew rest areas,, and upon the aircraft's lower deck. In early 2007, Airbus reportedly advised carriers to reduce cargo in the forward section by 5.0 t (11,000 lb) to compensate for overweight first and business class sections; the additional weight caused the aircraft's centre of gravity to move forward thus reducing cruise efficiency.

Affected airlines considered filing compensation claims with Airbus. The A340-600HGW ( High Gross Weight) version first flew on 18 November 2005 and was certified on 14 April 2006. It has an of 380 t (840,000 lb) and a range of up to 14,630 km (7,900 nmi), made possible by strengthened structure, increased fuel capacity, more powerful engines and new manufacturing techniques like. The A340-600HGW is powered by four 61,900 lbf (275 kN) thrust turbofans.

Became the launch customer for the -600HGW when it ordered 18 at the 2003; but postponed its order indefinitely and later cancelled. Rival, which placed its order at the same airshow, took delivery of only four aircraft with the first aircraft on 11 September 2006. The airline has since let its purchase options expire in favour of orders for the Boeing 777-300ER. As of July 2016, there were 67 A340-600s in service with seven airlines worldwide.

Operators [ ]. Main article: A total of 286 aircraft (all A340 variants) were in service in July 2017, the largest fleet were with undisclosed operators (55 aircraft). Airline operators were (42), (23), (17), Air France (11), (11), (10), (9), and other airlines with fewer aircraft of the type. Deliveries [ ] Deliveries Type Total 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 A340-200 28 1 3 3 5 4 12 A340-300 218 3 2 2 4 5 10 8 22 19 20 23 30 25 14 21 10 A340-500 34 2 0 2 2 1 4 5 9 7 A340-600 97 2 8 8 8 18 15 14 16 8 Total 377 2 0 4 10 13 11 24 24 28 33 16 22 19 20 24 33 28 19 25 22 Data through end of July 2017. Updated on 6 August 2017. Accidents and incidents [ ]. This A340-600 was written off in a ground testing accident prior to delivery As of December 2016, the A340 has never been involved in a fatal incident, although there have been five: • 20 January 1994 – an A340-200 registered F-GNIA was burnt out after a fire started during servicing at Paris.

• 5 November 1997 – a Airbus A340-311 conducted an emergency landing on Runway 27L at London (England) with the aircraft’s left-main landing gear partially extended. • 29 August 1998 - a Sabena A340-200 (OO-SCW) has been severely damaged while landing on Runway 25L in Brussels Zaventem Airport. The right main gear collapsed; the right engines and wingtip hit the runway and slid to the right in soft ground. The 255 passengers and 10 crew were safely evacuated. The cause of the gear failure was found to be a fatigue crack.

• 24 July 2001 – an A340-300 of was destroyed on the ground at; being one of 26 aircraft which were damaged or destroyed during a major by militants. • 2 August 2005 –, a crash and fire after A340-300 F-GLZQ overran runway 24L at while landing in a. The aircraft slid into and caught fire. All 297 passengers and 12 crew survived; 43 people were injured, 12 seriously. • 9 November 2007 – an A340-600 was badly damaged after sliding off the runway at Ecuador's.

The landing gear collapsed and two engines broke off. All 333 passengers and crew were evacuated via inflatable slides, and there were no serious injuries. The aircraft was scrapped.

• 15 November 2007 – an A340-600 was damaged beyond repair during ground testing at Airbus' facilities. During a pre-delivery engine test, multiple safety checks had been disabled, leading to the non-chocked aircraft accelerating to 31 knots (57 km/h) and colliding with a concrete blast deflection wall.

The right wing, tail, and left engines made contact with the ground or wall, leaving the forward section elevated several metres and the cockpit broken off; nine people on board were injured, four of them seriously. The aircraft was and was later used at Virgin Atlantic's cabin crew training facility in Crawley.

It was due to be delivered to. • 20 March 2009 – was an flight flying from Melbourne to Dubai-International using an A340-500. The flight failed to take off properly from Melbourne Airport, hitting several structures at the end of the runway before eventually climbing enough to return to the airport for a safe landing. The occurrence was severe enough to be classified an accident by the Australian Transport Safety Bureau. The plane was subsequently repaired, and returned to service for five years before it was scrapped.

[ ] • 14 July 2017 - A7-AGC was taxiing in by Q7 to position n°270 on parking platform when there was a collision with a ground vehicle of Iberia handling which was circulating by VS405. The aircraft suffered damage in engine cowling n°1 and the vehicle suffered deformation on the roof and windshield. 31 July 2017. Retrieved 6 August 2017. Flight International. 12 June 2001. Retrieved 1 February 2011.

Archived from on 3 February 2014. Retrieved 6 July 2016. Retrieved 2016-07-06. Archived from on 4 March 2008. • ^ Broderick, Sean.

14 May 2016 at the. Aviation Week, 23 September 2013.

'.Technology, particularly in twinjet airframe and engine design, simply got better. And it doomed almost all quad jets—and certainly those battling twins of comparable capacity—in the process.' •, p. 63 • • ^, p. 18 • ^, p. 30 • ^, p. 23 •, p. 59 • Maynard, Micheline (11 June 2008).. The New York Times. Flight International. 17 October 1981. Retrieved 23 January 2011.

•, p. 22 • Kingsley-Jones, Max (4 November 1997).. Flight International. Retrieved 26 January 2011. •, pp. 22–23 • ^, p. 24 • ^, p. 27 • ^, p. 73 •, p. 24 •, p. 26 • ^, p. 28 • ^, p. 67 •, p. 201 •, p. 36 • ^, p. 51 • ^, p. 52 • ^, p. 53 • ^, p. 32 •, p. 55 • (PDF). (PDF) from the original on 27 May 2011. Retrieved 8 June 2011.

• ^, p. 66 •, p. 59 •, p. 67 •, p. 65 •, p. 67 • ^, p. 71 • ^, p. 35 •, p. 72 • (Press release). 16 June 1993. • ^, pp. 73–74 •, pp. 29, 37 • (Press release). 29 July 1997. • Brian Bostick (Sep 24, 2012)..

Aviation Week Network. Flight International. • Kieran Daly (15 June 1994).. Flight International.

Flight International. 6 December 1995. • Julian Moxon (24 April 1996).. Flight International.

• Max Kingsley-Jones, Guy Norris (28 August 1996).. • David Learmount (9 Oct 1996).. Flight International. Flight International. 4 December 1996.

• Andrew Doyle (25 February 1997).. Flight International. • Julian Moxon (18 June 1997).. Flight International. • Max Kingsley-Jones and Kevin O'Toole (17 December 1997).. Flight International. • Max Kingsley-Jones (2 Sep 1998)..

Flight International. Flight International.

29 November 2005. • ^ Flottau, Jens. 14 May 2016 at the. Aviation Week & Space Technology, 14 November 2011.

• ^ Andrea Rothman (2011-11-10).. Aviation Today. January 23, 2006.

29 October 2007. • 21 January 2016 at the.

Aviation Week, 10 November 2011. 'The company also announced that it is terminating the A340 program, which has not seen any sales recently. All of the 246 Airbus A340-200s and -300s are delivered. Airbus lists 133 orders and 129 deliveries for the A340-500/600 program.' • Compart, Andrew. 'Young at Part'. Aviation Week and Space Technology, 15 April 2013.

5 December 2013. Retrieved 15 December 2013. 9 December 2013. • 'Weight in waiting.' Aviation Week and Space Technology, 14 April 2014. • Obert 2009, p. • ^ de Montalk, J.P.

31 March 2016 at the. CRC Press LLC, 2001. • Obert 2009, pp. •, pp. 50–51 •.

Retrieved 17 March 2011. A higher aspect ratio wing has a lower drag and a slightly higher lift than a lower aspect ratio wing. Airbus S.A.S.

Retrieved 20 November 2012. Retrieved 31 January 2011. Airbus S.A.S. Archived from (PDF) on 2009-12-28. Retrieved 31 January 2011.

• ^ Dubois, Thierry. 13 August 2016 at the.

Aviation Today, 1 June 2003. •, p. 36 • ^ 3 March 2016 at the. Virgin Atlantic, Retrieved: 11 May 2014. • Zuckerman, Laurence (1 July 1999).. New York Times. Retrieved 19 July 2016.

• 22 June 2016 at the. Airbus S.A.S, 4 February 2004. Archived from on 25 December 2007.

• Peterson, Barbara. 12 May 2014 at the. The Daily Traveler, 24 October 2012. • Doganis 2002, pp. • Lombardo, David A. 14 May 2016 at the.

Aviation International News, 27 May 2008. 7 March 2008.

Retrieved 12 March 2008. • Osborne, Tony.

14 May 2016 at the. Aviation Week, 17 January 2013. • 14 May 2016 at the. Flight International, 7 March 2007. • Whyte, Alasdair. 16 April 2016 at the. Corporatejetinvestor.com, 16 August 2013.

• Michaels, Daniel. 28 December 2011 at the. Wall Street Journal, 8 July 2008. • Airlines curb Long Flights to Save on Fuel, Wall Street Journal, 8 July 2008, pp. • Cathay Pacific CEO Tony Tyler, quoted in The Wall Street Journal, 12 August 2008, p. D3 Cathay Pacific to Cut Flights to Los Angeles • Carol Matlack.. Retrieved 1 April 2015.

• Carol Matlack.. Archived from on 24 September 2015. Retrieved 1 April 2015. • ^ Kingsley-Jones, Max.. Retrieved 19 July 2016.

• Haria, Rupa. 'Weight in Waiting.' Aviation Week and Space Technology, 14 April 2014. • Gubisch, Michael. 14 May 2016 at the. Flight International, 2 January 2014. • Warwick, Graham.

14 May 2016 at the. Aviation Week, 19 June 2013. Retrieved 9 February 2011.

Archived from on 19 November 2010. Retrieved 1 November 2010. Archived from on 12 July 2011.

Retrieved 18 November 2010. •, ch-aviation, 18 Jul 2017 • 29 September 2011 at the. Forecast International, July 2011. 8 December 2010. 15 August 2017. Archived from on 12 July 2011.

Retrieved 18 November 2010. • Clark, Andrew (29 June 2004).. The Guardian.

Retrieved 3 February 2010. • ^ Bachman, Justin (21 Oct 2013).. Retrieved 6 April 2017. • Andrew Clark (11 May 2004)..

The Guardian. Retrieved 11 May 2012.

• 19 September 2016 at the. JetPhotos.net • 12 October 2014 at the. • (Press release). 24 April 2006. From the original on 3 December 2010. Retrieved 10 November 2010. 8 December 2013.

Cranky Flier. Oct 25, 2012. Retrieved October 8, 2017. • Norris, Guy and Mark Wagner (2001). Airbus A340 and A330.

Paul, Minnesota: MBI Publishing Ship World File Starbound Free more. .. 1 August 2002. Retrieved 3 December 2010. 5 August 2002.

From the original on 27 November 2010. Retrieved 3 December 2010. • Robertson, David (7 April 2007).. Archived from on 8 April 2007. Retrieved 7 April 2007. 18 November 2005. Archived from on 19 May 2006.

Retrieved 6 August 2006. 14 April 2006.

Archived from on 16 June 2006. Retrieved 6 August 2006. 16 June 2003.

Archived from on 19 May 2006. Retrieved 6 August 2006. Www.qatarairways.com • Wallace, James; Aerospace, P-I (29 November 2007).. Seattle Post-Intelligencer. Retrieved 2 July 2011. Retrieved 10 April 2014. Retrieved on 10 April 2014.

• FSF Editorial Staff. Retrieved 15 December 2017. Retrieved 2017-07-23. Retrieved on 10 April 2014. Jane's Intelligence Review.

Archived from on 25 February 2008. Retrieved on 10 April 2014. • 13 December 2007 at the. CBC News, 12 December 2007. Retrieved on 10 April 2014. • ^ (PDF) (in French).

(PDF) from the original on 16 November 2009. Retrieved 4 November 2009. • Kaminski-Morrow, David (10 December 2008)... Reed Business Information. From the original on 4 January 2013. Flight International.com.

From the original on 11 December 2008. Retrieved 17 November 2008. • Stewart, Cameron (12 September 2009).. The Australian. Retrieved 26 January 2011. • Ellen Whinnett Herald Sun 12 July 2009 •. Archived from on 3 February 2014.

January 2016. January 2016. 21 October 2010. Retrieved 28 January 2011. Retrieved 2017-08-21. Civil Jet Aircraft Design. Aircraft Technical Data & Specifications.

Aircraft Technical Data & Specifications. • Doganis, Rigas (2002). Flying Off Course: The Economics of International Airlines.

Psychology Press. • Eden, Paul E. (general editor) (2008). Civil Aircraft Today. London: Amber Books.. • Gunston, Bill (2009).

Airbus: The Complete Story. Sparkford, Yeovil, Somerset, UK: Haynes Publishing.. • Lawrence, Phillip K. And David Weldon Thornton (2005).. London: Ashgate Publishing.. • Norris, Guy and Mark Wagner (2001).

Airbus A340 and A330. Paul, Minnesota: MBI Publishing.. • Norris, Guy and Mark Wagner (1999). Paul, Minnesota: MBI Publishing.. • Obert, Ed (2009).

Aerodynamic Design of Transport Aircraft. • Wensveen, J.G. Burlington, Vermont: Ashgate Publishing.. External links [ ] Wikimedia Commons has media related to.