Interesting. This reminds me a lot of Lockheed's proposed "BiStar", the L-1011-600.Caravellarella said:here is a photograph of a manufacturer's model of the second Airbus Industrie A-300 (preliminary) design of February 1968; with the 6.4 metre (21') diameter fuselage & 2 x 50,000 lb thrust Rolls-Royce RB-207-03 engines. This was the largest of the preliminary projects
yes, but I had one thread each on French precursors (like the Sud Galion), one on International precursors (like the HBN-100), one on premilinary designs (the various A-300 designs) & one on unbuilt A300B derivatives (like the A300B9, TA11 etc)as far as I can see it's all A300, unbuilt A300 derivatives and A300 precursors.
With the Caravelle’s chance spent, by the mid-1960s Beteille’s passion to ensure Europe had a seat at the table in civil manufacturing focused on embryonic plans among British, French and German companies to jointly produce a short-haul widebody twin.
By early 1968 work was gathering pace on what would become the 250-seat Airbus A300B. But a crucial decision was around the width of the fuselage. Perhaps with the Caravelle experience fresh in his mind, Beteille identified the need to establish a diameter able to accommodate standard LD3 containers while still providing plenty of width for passengers.
“The problem was that, for a given size of aircraft, there is always a technically optimum fuselage diameter,” Beteille told Flight in 1997. “In the end, we settled on the minimum diameter compatible with the lightest aircraft possible."
With some slight tweaks to ensure that LD3s fitted under the cabin floor, Beteille created Airbus’s trademark “222in” cross-section which was ultimately adopted for all the manufacturer’s (single-deck) widebodies up until the A350, and continues into the future with the A330neo.
Question: has anyone had a greater impact on the modern commercial aircraft industry than Roger Beteille?
- He instigated and led the campaign, not officially approved by the sponsoring governments, to right-size the A300 as a 250-seater powered by the CF6-50, rather than a 300-seater with the doomed RB.207, after he realized that RR was in trouble and spending UKG's RB.207 money on the RB.211. Had they stayed with the RB.207, Airbus would have sunk without trace in the RR bankruptcy.
- He quietly created and advocated for the vision that unlike Concorde or Transall or Panavia, Airbus needed to be a multi-product company and that it needed a 30% market share to be self-sustaining. Beteille sketched the concept that became the A330/340, and the vision also headed off the idea of a separate single-aisle company.
- Beteille's last assignment before Airbus was a supersonic, ramjet-powered, low-level GLCM, and he once explained that he wasn't afraid of automation. Seeing that a "me-too" response to the 737-300 wouldn't be enough, Beteille pushed for fly-by-wire in the A320 - which also enabled a common cockpit for the A330/340. Today, every bigger-then-regional jet in production is FBW, except the... errm... you know.
A true gent, too, and a great interview...
Found in FlugRevue 6/1981,three designs of the german "Airbus Team", then consisting of
Bölkow, Siebel, Dornier, HFB, Messerschmitt, Flugzeugunion Süd and VFW.
Especially interesting the T-30-004 with its side extensions and paired engines above the wing.