Airbus A310

Development

Background

On 26 September 1967, the governments of France, West Germany and the United Kingdom signed a memorandum of understanding to commence the joint development of the 300-seat Airbus A300. The French and West Germans reached a firm agreement on 29 May 1969, after the British withdrew from the project on 10 April 1969. This collaborative effort between the two states resulted in the production of the consortium's first airliner, known as the Airbus A300. The A300 was a wide-body medium-to-long range passenger airliner; it holds the distinction of being the first twin-engine wide-body aircraft in the world. The design was relatively revolutionary for its time, and featured a number of industry firsts, making the first use of composite materials on a commercial aircraft; during 1977, the A300 became the first ETOPS-compliant aircraft, which was made possible due to its high performance and safety standards. The A300 would be produced in a range of models, and sold relatively well to airlines across the world, eventually reaching a total of 561 delivered aircraft during its production life.

During the development of the earlier A300, a range of different aircraft size and capacity were studied by the consortium; the resulting Airbus A300B proposal was one of the smaller options. When the A300B1 prototypes emerged, a number of airlines issued requests for an aircraft with greater capacity, which resulted in the initial production A300B2 version. As the A300 entered service, it became increasingly apparent that there was also a sizeable market for a smaller aircraft; some operators did not have enough traffic to justify the relatively large A300, while others wanted more frequency or lower aircraft-distance costs at the expense of higher seat-distance cost (specifically Swissair and Lufthansa). At the same time, there was great pressure for Airbus to validate itself beyond the design and manufacture of a single airliner. In response to these desires, Airbus explored the options for producing a smaller derivative of the A300B2.

Design effort

In order to minimise the associated research and development costs for the tentative project, Airbus chose to examine several early design studies performed during the A300 programme. The company ultimately chose to prioritise its focus on one option, which became known as the A300B10MC (standing for Minimum Change). As envisioned, the airliner's capacity was reduced to a maximum of 220 passengers, which was viewed at the time as being a desired capacity amongst many airlines. However, such a design would have resulted in a relatively small fuselage being mated to a comparatively large wing and oversized undercarriage; such an arrangement would have, amongst other things, made the aircraft consume an unnecessarily larger amount of fuel as it carried heavier weight than what was otherwise required.

Another problem for the programme was presented in the form of inflation, the rate of which in the United Kingdom (one of the early members of the Airbus consortium) was around 35 per cent during 1979–80. This factor was responsible for significantly raising the program's development costs and, as a knock-on effect, increase the per-unit cost of the resulting airliner. During the development of the A300, British manufacturer Hawker Siddeley Aviation (HSA) had been appointed as the subcontractor to perform the manufacturing of the wing of the aircraft; shortly afterwards, the British government chose to withdraw from the newly formed venture during 1969. In 1977, HSA subsequently merged with three other British aircraft companies, resulting in the formation of British Aerospace (BAe). By this point in time, the British government had publicly indicated its intentions to rejoin the Airbus programme. In May 1976, the French government entered into a series of discussions on cooperation, during which its representatives stated that the placing of an order by British Airways (BA) was a condition for the re-admission of the United Kingdom into Airbus Industrie as a full partner.

However, both BA and Rolls-Royce had not relinquished their will to collaborate with the Americans in future aircraft endeavours and, in BA's case, procure American aircraft. During the late 1970s, BA sought to purchase two separate types of aircraft in development by American company Boeing, initially known as the 7N7 and 7X7, which would develop into the 757 and 767, the latter of which being an intended rival to the upcoming A310, as well as the existing Boeing 747. Independent of the British government, BAe commenced its own dialogue between itself and American aircraft manufacturers Boeing and McDonnell Douglas, for the purpose of assessing if BAe could participate in any of their future programmes, although the company's chairman, Lord Beswick, publicly stated that the overall aim of the firm was to pursue collaboration in Europe. At the 1978 Farnborough Air Show, Eric Varley, the British Secretary of State for Industry, announced that BAe was to rejoin Airbus Industrie and participate as a full partner from 1 January 1979 onwards.