Editing Airbus A340 (section)

===Stretch: -500/-600 variants===
[[File:Airbus A340-600 at the 2006 Farnborough Airshow.jpg|thumb|The A340-600 was the longest passenger airliner until the introduction of the [[Boeing 747-8]] in 2010.]]
Formulated in 1991, the A340-400X concept was a simple 12-frame, {{cvt|20|ft|10|in}} stretch of the −300 from 295 to 335 passengers with the MTOW increased to {{cvt|553,360|to|588,600|lb|t|0}} and the range decreased by {{cvt|750|to|5,900|nmi|km|order=flip}}.<ref name=AvWeek24sep2012>{{cite news |url= http://aviationweek.com/blog/a340-400x |title= The A340-400X? |date= 24 September 2012 |author= Brian Bostick |work= Aviation Week Network |access-date= 29 October 2017 |archive-date= 30 October 2017 |archive-url= https://web.archive.org/web/20171030093655/http://aviationweek.com/blog/a340-400x |url-status= dead }}</ref> CFM International was then set to develop a new engine for $1–1.5&nbsp;billion that generated a thrust rating between the 150&nbsp;kN (34,000&nbsp;lbf) CFM56 and the 315–400&nbsp;kN (70–90,000&nbsp;lbf) GE90.<ref>{{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1991/1991%20-%202859.html |title= New engine for stretched A340 |magazine= Flight International |date= 6 November 1991}}</ref> In 1994, Airbus was studying a heavier A340 Advanced with a reinforced wing and a selection of 178&nbsp;kN (40,000&nbsp;lbf) engines; these included the [[Pratt & Whitney]] advanced ducted propulsor, [[CFM International]] CFMXX or Rolls-Royce RB411, to a −300 stretch for 50 more passengers over the same range, a −300 with the −200 range and a −200 with more range. These models were slated to be introduced in 1996.<ref name=Flight15jun1994>{{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1994/1994%20-%201453.html |title= Airbus selects A3XX concept and works to fill gaps in product line |author= Kieran Daly |magazine= Flight International |date= 15 June 1994 }}</ref> In 1995, the A340-400 was slated for introduction in the year 2000, seating 380 passengers with a {{cvt|300|t|lb}} take-off weight.<ref name=Flight6dec1995>{{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1995/1995%20-%203565.html |title= Airliners of the world |magazine= Flight International |date= 6 December 1995 }}</ref>

<!-- 1996 -->
In April 1996, [[GE Aviation]] obtained an exclusivity for the {{cvt|13000|km|nmi mi}} 375-passenger −600 stretch with {{cvt|226|kN|lbf}} engines, above the {{cvt|225.5|kN|lbf}} limit of the [[CFM International]] engines made in partnership with [[SNECMA]] and dropping the {{cvt|191|kN|lbf}} CFMXX.<ref>{{cite magazine |magazine= Flight International |url= https://www.flightglobal.com/pdfarchive/view/1996/1996%20-%200985.html |title= GE/Airbus sign for A340-600 |author= Julian Moxon |date= 24 April 1996}}</ref>
The −600 would be stretched by 20–22 frames to {{cvt|75|m|ft}}, unit thrust was raised from {{cvt|227|kN|lbf}} to {{cvt|249|kN|lbf}} and maximum takeoff weight would be increased to {{cvt|330|t|lb}}.<!--<ref name=Flight28aug1996/>-->
The wing area would increase by {{cvt|56|m2}} to {{cvt|420|m2}} through a larger chord needing a three-frame centre fuselage insert and retaining the existing front and rear spars, and a span increased by {{cvt|3.5|to|63.8|m|ft}}, alongside a 25% increase in wing fuel capacity and four wheels replacing the centre twin-wheel [[bogie]].<!--<ref name=Flight28aug1996/>-->
A −500 with the larger wing and engines and three extra frames for 310 passengers would cover {{cvt|15,725|km|mi nmi|-1}} to replace the smaller {{cvt|14,800|km|mi nmi}} range A340-200.<!--<ref name=Flight28aug1996/>-->
At least $1&nbsp;billion would be needed to develop the airframe, excluding the $2&nbsp;billion required for engine development supported by the engine manufacturer.<!--<ref name=Flight28aug1996/>-->
A 12 frame −400 simple stretch would cover {{cvt|11,290|km|nmi mi}} with 340 passengers in a three-class configuration.<ref name=Flight28aug1996>{{cite magazine |url= https://www.flightglobal.com/x-tended-players/5957.article |title= X-tended players |author=Max Kingsley-Jones |author2=Guy Norris |date= 28 August 1996 |magazine=Flight Global}}</ref>

<!-- details -->
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&nbsp;kN (50–60,000&nbsp;lbf) of unit thrust.
The ultra-long-haul {{cvt|1.53|m|ft}} -500 stretch would seat 316 passengers, a little more than the −300, over {{cvt|15,355|km|nmi mi|-1}}, while the {{cvt|10.07|m}} -600 stretch would offer a 25% larger cabin for 372 passengers over a range of {{cvt|7400|nmi|km|disp=output only}} (7,400&nbsp;nmi; {{cvt|7400|nmi|mi|disp=output only}}).<ref name=Flight9oct1996>{{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1996/1996%20-%202680.html |title= Airbus pushes on with new versions of A340 |date= 9 October 1996 |author= David Learmount |magazine= Flight International}}</ref>
MTOW was increased to {{cvt|356|t|lb}}.<ref>{{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1996/1996%20-%203216.html |title= Airliners of the world |magazine= Flight International |date= 4 December 1996 }}</ref>

<!-- engines selection -->
Unwilling to commit to a $1 billion development without good [[return on investment]] prospects and a second application, in 1997 [[GE Aviation]] stopped exclusivity talks for [[GE90]] scaled down to 245–290&nbsp;kN (55–65,000&nbsp;lbf), leaving [[Rolls-Royce Holdings|Rolls-Royce]] proposing a more cost-effective [[Rolls-Royce Trent]] variant needing less development and [[Pratt & Whitney]] suggesting a [[PW2000]] advanced ducted propulsor, a [[PW4000]] derivative or a new [[geared turbofan]].<ref>{{cite news |url= http://www.flightglobal.com/pdfarchive/view/1997/1997%20-%200352.html |title= Airbus suffers setback as GE walks away from A340-600 |author= Andrew Doyle |work= Flight International |date= 25 February 1997}}</ref>
In June 1997, the 250&nbsp;kN (56,000&nbsp;lbf) [[Rolls-Royce Trent 500]] was selected, with growth potential to {{cvt|275|kN|lbf}}, derived from the A330 [[Rolls-Royce Trent 700]] and the B777 [[Rolls-Royce Trent 800]] with a reduced fan diameter and a new LP turbine, for a 7.7% lower [[Thrust specific fuel consumption|TSFC]] than the 700.<!--<ref name=Flight18jun1997/>-->
Airbus claims 10% lower operating costs per seat than the −300, 3% below those of what Boeing was then advertising for the 777-300X.<ref name=Flight18jun1997>{{cite magazine |magazine= Flight International |author= Julian Moxon |url= https://www.flightglobal.com/pdfarchive/view/1997/1997%20-%201520.html |title= Airbus makes Trent 500 deal with Rolls-Royce |date= 18 June 1997 }}</ref>
The $2.9&nbsp;billion program was launched in December 1997 with 100 commitments from seven customers worth $3&nbsp;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.<ref>{{cite magazine |magazine= Flight International |url= https://www.flightglobal.com/pdfarchive/view/1997/1997%20-%203414.html |title= Airbus board gives the goahead for A340 offspring |author= Max Kingsley-Jones and Kevin O'Toole |date= 17 December 1997}}</ref>

In 1998, the −600 stretch was stabilised at 20 frames for {{cvt|10.6|m|ft}}, the MTOW rose to {{cvt|365|t|lb}} and the unit thrust to {{cvt|52,000|to|60,000|lbf|kN}}, keeping the Trent 700 {{cvt|2.47|m|ft}} fan diameter with its scaled {{abbr|IP|intermediate pressure}} and {{abbr|HP| high pressure}} compressors and the high-speed, low-loading HP and IP turbines of the Trent 800.<ref name=Flight2sep1998>{{cite magazine |magazine= Flight International |url= https://www.flightglobal.com/pdfarchive/view/1998/1998%20-%202365.html |title= Have four engines, will travel far |author= Max Kingsley-Jones |date= 2 September 1998}}</ref>

{| class="wikitable"
|+ A340 stretch concepts
! Period !! 1991<ref name=AvWeek24sep2012/> !! 1994<ref name=Flight15jun1994/> !! 1995<ref name=Flight6dec1995/> !! 1996<ref name=Flight9oct1996/> !! 1998<ref name=Flight2sep1998/>
|-
| Unit thrust ||  || 178&nbsp;kN (40,000&nbsp;lbf) ||  || 267&nbsp;kN (60,000&nbsp;lbf) || 267&nbsp;kN (60,000&nbsp;lbf)
|-
| Stretch || 12 frames (40 pax) || 50 pax ||  || 20–22 frames, {{cvt|10.07|m}} || 20 frames, {{cvt|10.6|m|ft}}
|-
| Passengers || 335 ||  || 380 || 375 || 380
|-
| Range || {{cvt|5900|nmi|km|disp=output only}} (5,900&nbsp;nmi; {{cvt|5900|nmi|mi|disp=output only}}) || same as −300 ||  || {{cvt|7400|nmi|km|disp=output only}} (7,400&nbsp;nmi; {{cvt|7400|nmi|mi|disp=output only}}) || {{cvt|13900|km|nmi mi}}
|-
| MTOW || {{cvt|588,600|lb|t|order=flip}} ||  || {{cvt|300|t|lb}} || {{cvt|356|t|lb}} || {{cvt|365|t|lb}}
|}

Despite the −500/600 introduction, sales slowed in the 2000s as the Boeing 777-200LR/-300ER dominated the long-range 300–400 seat market.
The A340-500IGW/600HGW high gross weight variants did not arouse much sales interest.<ref name=Flight29Nov2005/><ref name=AvWeek14nov2011>Flottau, Jens. [http://aviationweek.com/awin/airbus-bids-adieu-a340-postpones-a350-delivery "Airbus Bids Adieu to A340, Postpones A350 Delivery."] {{webarchive |url=https://web.archive.org/web/20160514001920/http://aviationweek.com/awin/airbus-bids-adieu-a340-postpones-a350-delivery |date=14 May 2016 }} ''Aviation Week & Space Technology'', 14 November 2011.</ref><ref name=Bloomberg10nov2011>{{cite news |url= https://www.bloomberg.com/news/articles/2011-11-10/airbus-s-longest-plane-proves-short-lived-as-a340-orders-dry-up |title= Airbus's Longest Plane Proves Short-Lived as A340 Orders Dry Up |author =Andrea Rothman |agency= Bloomberg |date= 10 November 2011 |url-access=subscription}}</ref>
In January 2006, Airbus confirmed it had studied an A340-600E (''Enhanced'') that was more [[Fuel economy in aircraft|fuel-efficient]] than earlier A340s, reducing the per-seat fuel consumption by 8–9% compared to the −600. This model would become more competitive with the Boeing 777-300ER by utilizing new [[Rolls-Royce Trent#Trent 1500|Trent 1500]] engines and technologies from the A350 initial design.<ref name=Flight29Nov2005>{{cite magazine |url= https://www.flightglobal.com/news/articles/exclusive-enhanced-a340-to-take-on-777-203391/ |title= Enhanced A340 to take on 777 |magazine= Flight International |date= 29 November 2005}}</ref>

At 380 passengers, the advertised three-class [[seating capacity|seating]] of the −600 was well above the real world average of 323 seats, while the B777-300ER is advertised for 365 and offers 332, impacting [[seat cost]]s.<!--<ref name=AVN20aug2018>-->
By 2018, a 2006 -600 was worth $18M and a 2003 one $10M, projected to fall to $7M in 2021 with a $200,000/month lease rate falling to $180,000 in 2021; its [[D check]] cost $4.5M and its [[Aircraft maintenance#Engines|engine overhaul]] $3–6M.<ref name=AVN20aug2018>{{cite news |url= http://www.aircraftvaluenews.com/a340-600-values-represent-disaster-for-owners/ <!--saved: https://web.archive.org/web/20180821085441/http://www.aircraftvaluenews.com/a340-600-values-represent-disaster-for-owners/-->|title= A340-600 Values Represent Disaster for Owners |work= Aircraft Value News |date= 20 August 2018}}</ref>