Editing Airbus A330 (section)

===Design effort===
[[File:HL7552 Airbus A330-223 Korean Air, CS-TQM Airbus A340-313X Strategic Airlines (HiFly) and VH-ZPL 'Samba Blue' Embraer 190-100IGW Virgin Blue (Virgin Australia) (6600549415).jpg|thumb|Compared to the A330 twinjet (on ground), the heavier A340 (in flight) has four engines and a centre-line wheel [[Landing gear#Large aircraft|bogie]].]]<!-- alternates pics: "File:Swiss Airbus A340 and A330.jpg" or "File:Swiss Airbus A340-313X; HB-JMJ@ZRH;04.03.2011 592en (5501768255).jpg" -->

The first specifications for the TA9 and TA11, aircraft that could accommodate 410 passengers in a one-class layout, emerged in 1982.{{sfn|Norris|Wagner|2001|p=24}} They showed a large underfloor cargo area that could hold five cargo pallets or sixteen [[Unit load device|LD3]] cargo containers in the forward, and four pallets or fourteen LD3s in the aft hold—double the capacity of the Lockheed L-1011 TriStar or DC-10, and {{Convert|8.46|m|ft|sigfig=3}} longer than the Airbus A300.<ref name="Nor_Wagn_p24-5">{{harnvb|Norris|Wagner|2001|pp=24–25.}}</ref> By June 1985, the TA9 and TA11 had received more improvements, including the adoption of the A320 [[Cockpit|flight deck]], digital fly-by-wire (FBW) control system, and [[side-stick]] control.{{sfn|Norris|Wagner|2001|p=27}} Airbus had developed a common cockpit for their aircraft models to allow quick transition by pilots. The flight crews could transition from one type to another after only one week's training, which reduces operator costs.{{sfn|Lawrence|Thornton|2005|p=73}} The two TAs would use the [[Vertical stabilizer|vertical stabiliser]], [[rudder]], and circular fuselage sections of the A300-600, extended by two barrel sections.{{sfn|Lawrence|Thornton|2005|p=73}}

Airbus briefly considered the [[variable camber wing]], a concept that requires changing the wing profile for a given phase of flight. Studies were carried out by [[British Aerospace]] (BAe), now part of [[BAE Systems]], at [[Hatfield Aerodrome|Hatfield]] and [[Filton Aerodrome|Bristol]]. Airbus estimated this would yield a two per cent improvement in aerodynamic efficiency,{{sfn|Norris|Wagner|2001|pp=26, 31}} but the feature was rejected because of cost and difficulty of development.<ref name="Eden p.30" /> A true [[laminar flow]] wing (a low-drag shape that improves fuel efficiency) was also considered but rejected.{{sfn|Gunston|2009|p=196}}

With necessary funding available, the Airbus Supervisory Board approved the development of the A330 and A340 with potential customers on 27 January 1986.<ref>{{Cite press release |url=http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/supervisory-board-approves-strategy-for-future-product-range/ |title=Supervisory Board approves strategy for future product range |date=27 January 1986 |publisher=Airbus |url-status=dead |archive-url=https://web.archive.org/web/20170224052010/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/supervisory-board-approves-strategy-for-future-product-range/ |archive-date=24 February 2017}}</ref> Its chairman [[Franz Josef Strauss]] stated afterwards that <blockquote>Airbus Industrie is now in a position to finalise the detailed technical definition of the TA9, now officially designated as 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.</blockquote> The designations were originally reversed and were switched so the quad-jet airliner would have a "4" in its name. Airbus hoped for five airlines to sign for both the A330 and A340, and on 12 May sent sale proposals to the most likely candidates, including [[Lufthansa]] and [[Swissair]].{{sfn|Norris|Wagner|2001|p=27}}

====Engines====
From the beginning of the TA9's development, a choice of [[aircraft engine|engines]] from the three major engine manufacturers, [[Rolls-Royce Holdings|Rolls-Royce]], [[Pratt & Whitney]], and [[GE Aviation]], was planned.{{sfn|Norris|Wagner|2001|p=44}} GE Aviation first offered the [[General Electric CF6#CF6-80C2|CF6-80C2]]. However, later studies indicated that more thrust was needed to increase the initial power capability from {{cvt|267|to|289|kN|lbf|lk=on|sigfig=3}}.{{sfn|Norris|Wagner|2001|pp=44–45}} GE enlarged the CF6-80C2 fan from {{convert|236|to|244|cm|in|sigfig=3}} and reduced the number of fan blades from 38 to 34 to create the [[General Electric CF6#CF6-80E1|CF6-80E1]] with a thrust of {{cvt|300|-|320|kN|lbf|sigfig=2}}.<ref>{{cite web|title=Model CF6-80E1|publisher=GE Aviation |url=http://www.geae.com/engines/commercial/cf6/cf6-80e1.html |access-date=25 January 2011|url-status=dead|archive-url=https://web.archive.org/web/20100925171954/http://geae.com/engines/commercial/cf6/cf6-80e1.html|archive-date=25 September 2010}}</ref>

<gallery mode="packed" heights="160px">
File:Trent 700 - DSC 8123-F-WWCR - MSN 1462 (10513329855) (cropped).jpg|Rolls-Royce's [[Trent 700]] features a [[exhaust mixer|mixed exhaust]].
File:Airbus A330-200F(F-WWYE) (4337113707).jpg|Pratt & Whitney's [[PW4000]] has a more conventional unmixed exhaust.
File:Airbus A330-203, Qantas JP6991416.jpg|The [[GE CF6]] also has an unmixed exhaust, but adds a pointed exhaust cone.
</gallery>

Rolls-Royce initially wanted to use the {{cvt|267|kN|lbf|adj=on|sigfig=3}} [[Rolls-Royce Trent#Trent 600 – First proposal|Trent 600]] to power Airbus's newest twinjet and the upcoming [[McDonnell Douglas MD-11]]. However, the company later agreed to develop an engine solely for the A330, the [[Rolls-Royce Trent 700|Trent 700]], with a larger diameter and {{cvt|311|kN|lbf|sigfig=3}} of thrust.{{sfn|Norris|Wagner|2001|p=47}} The A330 became the first Airbus aircraft for which Rolls-Royce supplied engines.{{sfn|Norris|Wagner|2001|p=44}}

Similarly, Pratt & Whitney signed an agreement that covered the development of the A330-exclusive [[Pratt & Whitney PW4000|PW4168]]. The company increased the fan size from {{cvt|94|in|m|sigfig=3}} to {{cvt|100|in|m|sigfig=3}},{{sfn|Norris|Wagner|2001|pp=45–46}} enabling the engine to deliver {{cvt|311|kN|lbf|sigfig=3}} of thrust. Like the CF6-80E1, 34 blades were used instead of the 38 found on the smaller PW4000 engines.<ref>{{cite web|title=PW4000-100|publisher=Pratt & Whitney |url=http://www.pw.utc.com/PW4000100_Engine|access-date=2015-07-04}}</ref>