TYPE: Wide-bodied airliner.

PROGRAMME: Launched 5 June 1987 as parallel programme with A330, uniquely offering twin- and four-engined variants of same basic design. First flight of four-engined A340-300 25 October 1991; A340-200 and -300 certified simultaneously by 18 European joint airworthiness authorities (JAA) on 22 December 1992; first deliveries to Lufthansa on 29 January 1993 (-200) and Air France on 26 February 1993 (-300); both versions entered service March 1993; both received FAA certification 27 May 1993. A340/A330 certified by JAA for GPS satellite navigation January 1994; successful trials conducted at Toulouse in October 1994 using differential global positioning (DGPS) for fully automatic landings, including roll-out. The 200th aircraft from A330/340 assembly line flew in November 1997; 100th A340 delivered to Singapore Airlines in February 1997; 180-minute ETOPS for Rolls-Royce Trent 700 engines awarded May 1996.
A340-500 and -600 were launched on 8 December 1997, at an estimated investment cost of US$2.9 billion. First flights took place on 11 February 2002 and 23 April 2001 respectively, followed by certifications on 3 December 2002 and 29 April 2002. A340-600 entered service with Virgin Atlantic 1 August 2002. 2,000th Airbus was A340-300 for Lufthansa, delivered 18 May 1999. 400th A330/A340 family member first flown 23 March 2001.
Cathay Pacific took delivery of an A340-300 covered with 700 m² (7,535 sq ft) of plastic film riblets in October 1996 in a trial intended to reduce fuel consumption (average ³/₄ tonne per medium- or long-range flight) by reducing drag.

CURRENT VERSIONS: Initial A340-300: Higher-capacity version, carrying up to 375 passengers (standard) or 440 (optional) and powered initially by CFM56-5C2 turbofans. Able to carry typical load of 295 passengers over distances of 7,300 n miles (13,519 km; 8,400 miles).

Current A340-300 (engineering designation -300X) powered by 151.2 kN (34,000 lb st) CFM56-5C4 turbofans; maximum T-O weight 271,000 kg (597.450 lb) with optional MTOW of 275,000 kg (606,275 lb); stronger landing gear, and aerodynamic and engine refinements, plus optional additional centre tank (ACT) for increased fuel capacity compared with basic A340-300. First flight (F-WWJH; CFM56-5C4 engines) 25 August 1995; first delivery, to Singapore Airlines, 17 April 1996.

A340-300E: Enhanced version with upgraded CFM56-5C4/P engines (trial engine first flew on an A340 on 19 November 2002); optional increased MTOW of 276,500 kg (609,575 lb); new-style cabin from A340-600. Initial customer. South African Airways, ordered six in 2002; first delivery due early 2004.

A340-300 Aviator: Company testbed for Aircraft Wing with Advanced Technology Operation (Aviator) R & D programme to explore ways of reducing aircraft wake, drag, noise and fuel consumption, and other technologies, which could be applied to future Airbus designs. Two-year programme (to mid-2005) will test such features as enlarged winglets, modified inboard spoilers/airbrakes, turbulence sensors and various vortex devices.

Initial A340-200: Short-fuselage, longer-range version of A340-300, with same initial power plant; seating capacity 420 passengers, but more typically 303 in a two-class or 263 in three-class configuration; first flight (F-WWBA) 1 April 1992; entered service January 1993 with Lufthansa.

Current A340-200; Advanced version (previously referred to as A340-8000) wifli additional fuel in two tanks in rear cargo hold, strengthened fuselage and wings. CFM56-5C4 engines and 275,000 kg (606,275 lb) maximum T-O weight; first order placed March 1996 by Prince Jefri of Brunei for one VVIP aircraft, which first flew 19 December 1997 and was retained by Airbus during 1998; stored at Schonefeld-Berlin in "green" condition, in 1999. Sold to Jordan for Royal Flight. New-build aircraft no longer marketed by Airbus.

A340-400: Series discontinued in favour of A340-600.

A340-500: Ultra-long-range variant of A340-600 able to carry (typically) 313 passengers in three classes across 8.650 n miles (16,020 km; 9,954 miles). Fuselage 3.20 m (10 ft 6 m) longer than A340-300, representing 14-frame shrink of A340-600, plus additional fuel in rear centre tank. Launched at 1997 Paris Air Show and received go-ahead December 1997. Commonality with existing A330/A340 variants allows cross-crewing and employment of common cargo containers and interiors to minimise training, staffing, provisioning and maintenance costs. Stated to be the world's longest-range airliner. Development time of A340-500/-600 series reduced by 25 per cent by use of Airbus Concurrent Engineering (ACE) shared CADD-CAD/CAM systems.

Compared with -300, has 0.53 m (1 ft 9 m) fuselage plug ahead of wings and 1.07 m (3 ft 6 in) plug to the rear; wings of increased chord (incoiporating a third fiiselage plug of 1.60m; 5ft 3 in) with span sketched to 63.45 m (208ft 2 in); 31° 6' sweepback at quarter-chord; taller vertical stabiliser is married to a new horizontal stabiliser to give increased chord fin with 0.50 m (1ft 7 ³/₄in) height extension. Max TO weight 368,000 kg (811,300 lb). Landing gear adaptation involves replacement of central twin-wheel unit with forward-retracting brakeable doublebogie unit. Rolls-Royce Trent 553 of 236 kN (53,000 lb st) chosen as power plant; this combines fan diameter of Trent 700 with scaled IP and HP compressors and turbines of Trent 800, plus new high-lift LP turbine. Honeywell 331-600 APU chosen for A340-500/-600 in March 1999. A340-500 initial launch commitments received from Air Canada, Emirates, SIA and ILFC. Maiden flight (F-WWTE. c/n 394) took place 11 February 2002; certified 3 December 2002.

A340-600: Derivative of A340-300 with 20-frame fuselage stretch, 267 kN (60,000 1b st) class engines, increased horizontal tail area, full electrical control of rudder (replacing mechanical linkage between computer and actuator for both primary and secondary systems), additional fuel capacity, four-wheel central landing gear and 365,000 kg (804,690 1b) basic and 368,000 kg (811,300 1b) optional maximum T-O weights; can carry 380 three-class passengers or 475 in all-economy class up to 7,500 n miles (13,890 km; 8,630 miles) and designed as Boeing 747 replacement with significantly lower costs and full commonality with A330/A340 family. Compared with A340-300, has same wing chord/fuselage centre-section, wing span, tailplane and fin modifications as -500, but with further 5.87 m (19 ft 3 in) plug ahead of wing and 3.20 m (10 ft 6 m) to the rear. Airbus and GE Aircraft Engines agreed in April 1996 that latter should be sole power plant source for -600, but this accord dissolved in February 1997 and Rolls-Royce Trent 556 of 249 kN (56.000 lb st) chosen on non-exclusive basis. Ramair turbine fitted in underwing pod between engines on starboard wing. Launch commitments from Aerolineas Argentinas, Air Canada, Egyptair, Lufthansa, Swissair and Virgin Atlantic; initial firm order placed by Virgin on 15 December 1997 for eight, plus options. First metal cut 27 July 1998. Final assembly began June 2000; airframe completed September 2000 and engines fitted November 2000. Prototype (c/n 360) rolled out 23 March 2001 and first flew (F-WWCA) 23 April 2001; public debut at Paris Air Show, June 2001; second aircraft (c/n 371) handed to test department 8 June 2001 and first flown (F-WWCB) 18 June 2001; third test example, (c/n 376) flew 24 September 2001 (F-WWCC/G-VATL); three-aircraft 1,600 hour test programme completed. Programme of weight reduction and engine improvements implemented as a result of test data; weight optimisation to be achieved gradually by structural modifications; optimum configuration reached in 2003. Certification by JAA awarded 29 April 2002; first delivery (fourth aircraft, G-VSHY, to Virgin Atlantic) 22 July and entered service 1 August 2002.

A340-600F: Development study for freighter version; considered by UPS for order eventnally placed for MD-11 freighters; airline has option to convert some of its 60 A300-600Fs to A340-600FS if required.

CUSTOMERS: Sales at 1 January 2004 totalled 347, of which 261 delivered.

COSTS: Development cost of A340-500/-600 set at US$2.9 billion, 20 per cent lower than basic A340. Unit cost of A340-300 US$161.1 million; A340-500 US$177.8 million; A340-600 US$186.4 millon (2002 prices).

DESIGN FEATURES: A340 capitalises on commonality with A330 (identical wing/cockpit/tail unit and same basic fuselage) to create aircraft for different markets, and also has much in common (for example, existing Airbus widebody fuselage cross-sections, A310/A300-600 fin (except on -500/-600), advanced versions of A320 cockpit and systems) with rest of Airbus range; FAA has approved cross-crew qualification for A320 series, A330 and A340.

New design wing (by BAE Systems), approximately 40 per cent larger than that of A300-600, has 30° sweepback at quarter-chord and winglets raked at 29° 42'; thickness/ chord ratios 15.25 per cent at root, 11.27 per cent at inner kink, 9.86 per cent at outer kink and 10.60 per cent at tip. A340-500/600 wing 20 per cent larger than basic A340, has increased sweepback of 30° 6' and 1.60 m (5 ft 3 in) (removable) extension to each wingtip, rake angle 31° 30'.

FLYING CONTROLS: In A330/A340 electronic flight control system (EFCS), roll axis is controlled by two individual outboard ailerons and five outboard spoiler panels on each wing; pitch axis control is by trimmable tailplane and separate left and right elevators; tailplane can also be mechanically controlled from flight deck, but fly-by-wire computer inputs are superimposed; single rudder is directly linked to rudder pedals, with dual yaw damping inputs superimposed. High-lift devices consist of full-span slats, flaps and aileron droop; speed braking and lift dumping by raising all six spoilers on each wing and raising all ailerons. Slats and flaps controlled outside main fly-by-wire complex by duplicated slat and flap control computers (SFCC).

Control surface maximum deflections (A340-500 and 600 in parentheses, where different): ailerons ±25° (inner +20°/-30°; outer +25°); aileron droop 10°; elevator +15°/-30° (+17°/-30°); rudder ±31° 35' (±35°); flaps 32° (33° 40'); No 1. spoiler, speed brake 25°, lift dumper 25°; Nos. 2 and 3 spoilers, roll 35°, speed brake 30° (35°), lift dumper 50°; Nos. 4 and 5 spoilers (and No. 6), roll 35° (40°), speed brake 30° (40°), lift dumper 50°; slat No. 1 (21°); Nos. 2 to 7 slats 24°; stabilisers +2°/-14°.

Control surface actuation by three hydraulic systems (green, yellow, blue); two powered control units (PCU) at each aileron and elevator are controlled either by primary or secondary flight control computers; single actuators at spoiler panels controlled by primary or secondary flight control computers; dual PCUs for fly-by-wire tailplane trimming, and for centrally located flap and slat actuators; three PCUs at rudder.

Fly-by-wire computers include three flight control primary computers (FCPC) and two flight control secondary computers (FCSC); each computer has two processors with different software; primary and secondary computers have different architecture and hardware; power supplies and signalling lanes are segregated; system provides stall protection, overspeed protection and manoeuvre protection as in the A320, but the A330/340 computer arrangement maintains the protections for longer in the face of failures of sensors and inputs; FCPC and FCSC all operate continuously and provide comparator function to active channels, but only one in active control at any one control surface; reconfiguration logic can provide alternative control after failures; different normal and alternative control laws apply fly-by-wire basically as a g demand in pitch and rate demand in roll, plus complex manoeuvre limitations; if all three inertial systems fail (removing attitude information), system reverts to direct mode in which control surface angle is directly related to sidestick position; ultimate control mode is direct control of rudder and tailplane angle from rudder pedals and manual trim wheel, which is sufficient for accurate basic instrument flight.

Pilots have sidestick controllers and normal rudder pedals; EFIS instrumentation consists of duplicated primary flight displays (PFD), navigafion displays (ND) and electronic centralised aircraft monitors (ECAM); three display management computers, with separate EFIS and ECAM channels, can each control all six displays in their four possible formats; flight path control by duplicated flight management and guidance and envelope computers (FMGEC); they control every phase of flight including course, attitude, engine thrust and flight planning using information from GPS and inertial systems; point of no return calculations made automatically for long-range flights in A340/A330. Control system data are collected for maintenance purposes by two flight control data concentrator (FCDC) computers. Honeywell Pegasus flight management system evaluated 1999, before January 2000 certification.

In normal flight, bank angle limited to 33° hands-off (autopilot control) and 67° with full stick displacement; airspeeds limited to 305 kt (565 km/h; 350 mph) and M0.82 under automatic flight control; if stick is held fully forward, the nose is automatically raised when airspeed reaches V_MO +15 kt (28 km/h; 17 mph); if nose is raised, equivalent protections apply; 'alpha max' (13° clean and 19° with flap), slightly below maximum lift coefficient, is the greatest achievable with sidestick; 'alpha floor' is the angle of attack beyond which throttles progressively open to go-around power and airspeed is finally held steady just above stall, even if stick is continuously held back; alpha protection applied at 'normal' and 'hard' modes according to alpha rate; below protection speed (V_PROT) of 142 kt (263 km/h; 163 mph) automatic and manual trimming stops; outer ailerons remain centred at over 200 kt (371 km/h; 230 mph); if a spoiler panel fails, the symmetrical opposite panel stops operating; if rudder yaw damping fails, pairs of spoiler panels are used instead; minimum-speed marker on PFD adjusts to changing aircraft configuration, airbrake and pitch rate; fuel automatically hansferred between wing and tailplane tanks to minimise trim drag when cruising above 7,620 m (25,000 ft).

Engines controlled by setting throttle levers to marks on quadrant, such as climb (CLB), maximum continuous and flexible take-off (Flex T-O); digital engine control makes detailed settings appropriate to altitude and temperature.

During landing and take-off, nosewheel steering, by rudder pedals, automatically disengages above 100 kt (185 km/h; 115 mph); demands for more than 4°/s nose-up pitch restrained near ground; maximum airspeeds for flaps and slats signalled on airspeed scale; trim automatically cancels effect of flaps, landing gear and airspeed; ailerons droop with full flap selection and deflect 25° up with spoilers in lift dump after touchdown; thrust reverser failure automatically countered by cancelling symmetrical opposite reverser; voice warning demands throttle closure at 6 m (20 ft) during landing flare; autothrottle disengaged when throttles closed at touchdown; on touch-and-go landing, trim automatically reset for take-off when Flex T-O power selected; engine failure in flight compensated automatically, with wings held level, slight heading drift and sproiler panels sucked down to avoid unnecessary drag. A340-600 has forward-facing taxi-aid cameras mounted in fin and belly fairing to assist pilots during ground manoeuvres.

STRUCTURE: A330 and A340 wings almost identical except latter strengthened in area of outboard engine pylon with appropriate modification of leading-edge slats 4 and 5; main three-spar wing box and leading/trailing-edge ribs and fittings of aluminium alloy, with Al-Li for some secondary structures; steel or titanium slat supports; approximately 13 per cent (by weight) of wings is of CFRP, GFRP or QFRP, including outer flaps and flap track fairings, ailerons, spoilers, leading/trailing-edge fixed surface panels and winglets; common fuselage for all initial versions, except in overall length (A340-300 same size as A33O-3O0; A340-200 and A33O-200 respectively eight and ten frames shorter; A340-500 and A340-600 described above; see also dimensions, below); construction generally similar to that of A310 and A300-600 except centre-section to accept new wing; tail unit (common to all versions except A330-200 and A340-500/ 600, which have larger tailplane, fin and rudder) utilises same CFRP fin as A300-600 and A310; new tailplane incorporates trim fuel tank and has CFRP outer main boxes bridged by aluminium alloy centre-section. A340-500/600 have Aircelle nacelles constructed from carbon composites.

Work-sharing along lines similar to those for A310 and A300-600, with percentages similar to those held in the original consortium. Airbus France thus responsible for flight deck, engine pylons, part of centre-fuselage, centre-section cabin doors wing-to-body fairings and final assembly and outfitting at Toulouse; Airbus UK for wings and landing gear; Airbus Deutschland for most of fuselage, tailcone, fin, wing moving surfaces, cabin doors and interior; Airbus Espana for tailplane and forward starboard cabin doors; Belgian consortium Belairbus for leadingedge slats and slat tracks. Aircelle for engine nacelles. Before final assembly at Toulouse, Saint Nazaire (Airbus France) pre-assembles flight deck and three forward fuselage sections; and two (of three) rear fuselage sections.

LANDING GEAR; Main (four-wheel bogie) and twin-wheel nose units identical on all A330/340 versions. Main tyres size 54x21.0-23 or 46xl7.0R20 or 1400x530R23 (32/36 ply): nose tyres 40.5x15.5-6 or 30x8.8R15 or 1050x395R16(28 ply). A340-200/300 have additional twin-wheel auxiliary unit on fuselage centreline amidships, retracting rearward: A340-500 and -600 have four-wheel centre bogie, retracting forward. Goodyear tyres available on all units; Michelin tyres also available for A340-500/600.

POWER PLANT: Four 138.8 kN (31,200 1b st) CFM56-5C2 turbofans initially; 144.6 kN (32,500 lb st) CFM56-5C3 and 151.2 kN (34,000 1b st) CFM56-5C4/P; CFM56 upgrade announced in July 2000. combining CFM56-5C with core of CFM56-5B/P. Rolls-Royce Trent 553-61 of 248 kN (55,780 1b st) in A340-500; Trent 556-61 of 260 kN (58,460 lb st) in A340-600.

A340-200/300: Maximum fuel capacity: (-200 and -300 until 1996) 138.600 litres (36,614 US gallons; 30.488 Imp gallons); (-200/300 1996-97) 140.640 litres (37,154 US gallons; 30,937 Imp gallons); (-200, 300, 1997 and subsequent deliveries) 141.500 litres (37,381 US gallons; 31.126 Imp gallons); (-200/300, 1997 and subsequent deliveries, including optional ACT) 148.700 lities (39,283 US gallons; 32.710 Imp gallons). Totals include 6,230 litres (1.646 US gallons: 1.370 Imp gallons) in tailplane trim tank.

A340-500: Total capacity 214.405 litres (56,641 US gallons: 47,164 Imp gallons) total, including 771 litres (204 US gallons; 170 Imp gallons) unusable. Centre and wing group tanks as for A340-600; plus Rear Centre tank of 19,883 litres (52,500 US gallons: 43,716 Imp gallons) and Trim tank of 8.011 litres (2.116 US gallons; 1,762 Imp gallons.

A340-600: Total capacity 194.897 litres (51,511 US gallons; 42,892 Imp gallons) total, including 761 litres (201 US gallons; 167 Imp gallons) unusable. Centre tank of 55.373 litres (14.732 US gallons; 12,181 Imp gallons). Trim tank of 8,386 litres (2,215 US gallons; 1,845 Imp gallons) and six wing tanks: Tank 1/4 of 49,070 litres (12,963 US gallons: 10,794 Imp gallons). Tank 2/3 of 69,744 litres (18,425 US gallons: 15,342 Imp gallons) and Outer tanks with combined 12.324 litres (3.256 US gallons; 2,711 Imp gallons).

ACCOMMODATION: Crew of two on flight deck (all versions); flight deck can be supplied with humidifier system. Passenger seating typically six-abreast in first class, sixabreast in business class and eight-abreast in economy (nine-abreast optional), all with twin aisles. A typical three-class layout seats 295 in A340-300, 239 in the A340-200, 313 in A340-500 and 380 in A340-600. Single-class seating capacities for A340-300/200/500/600 are 440, 420, 375 and 475 respectively. A340-300 is available with optional, removable, lower deck crew rest module, replacing pallet in rear cargo hold with a sleeper cabin for seven or eight cabin crew. Optional lower deck facilities in rear cargo hold of -600 include an area with stand-up headroom and lavatories plus up to eight crew rest bunks and galleys. A further facility is under study for -500 and -600 that could offer up to 10 full-length beds for passengers or a lower-deck lounge. A340-600 (except prototype) has two overwing Type III emergency exits in addition to standard eight Type A doors. Underfloor cargo holds house up to 32 LD3 containers or 11 standard 2.24 X 3.17 m (88 x 125 in) pallets in A340-300, 26 LD3s or nine pallets in A340-200, 30 LD3s or 10 pallets in A340-500, and 42 LD3s or 14 pallets in A340-600; front and rear cargo holds have doors wide enough to accept 2.44 X 3.17 m (96 x 125 in) pallets; all versions have a 19.7 m³ (695 cu ft) bulk cargo hold aft of the rear cargo hold.

SYSTEMS: Hamilton Sundstrand GTCP 331-350C APU.

AVIONICS: Airbus Future Air Navigation System (FANS-A), comprising Smith's Industries digital control and display system married to Honeywell FMS, underwent testing end 1999 and was certified July 2000; can be retrofitted to all A330/A340s. Tenzing Communications in-flight e-mail/ Internet access system was successfully tested on an A340-600 during flight testing with a full passenger load.