Word: airbuses
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Dates: during 1960-1969
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...homes, the French have spilled out of their country in recent years to explore the world in greater numbers than have any other Europeans. Airline offices, with their posters showing faraway places, have taken over the Champs-Elysées, and last week the press announced that a new airbus treaty would be signed with Germany. It is no longer unusual to find a barber in Antibes or a salesgirl in Lyon who has visited the U.S. ?or anywhere else?as a tourist. Practically everyone, it seems, has made a summertime visit to the Spanish coast, where villas rent...
...more likely candidate for early cancellation is the subsonic A-300 Anglo-French-German airbus, a short-range craft (up to 1,500 miles) planned for such heavily traveled routes as London to Paris. Though the three countries have poured $12 million into its development, the plane scarcely matches the promised performance of U.S. airbuses. Lockheed's L-1011, for example, will fly almost twice as far, carry more passengers (345 v. 298), cost $15 million as against the A-300's $11 million. McDonnell Douglas' DC-10 holds a somewhat similar edge. And the U.S. models...
...heard in months: United Air Lines had decided to buy 30 DC-10s at a total price of $465 million, and had taken options to buy 30 more of the huge three-engine planes. The order put McDonnell Douglas back into the thick of the fight for the international airbus market which is expected to reach at least 1,000 aircraft worth $15 billion in the next decade...
...Uncommitted. Though no airbus has yet moved much beyond the drafting board, the prospective builders are steadily increasing their sales efforts. "The majority of airlines in the U.S., the Western Hemisphere and overseas requiring planes of this type are still uncommitted," said McDonnell Douglas Chairman James S. McDonnell. Thus even Boeing, which has yet to sell a single airbus, figures that it is still worthwhile to stay in the fight...
Despite Lockheed's quick start, McDonnell Douglas is grabbing the first-and possibly decisive-foothold in the 1,000-plane airbus market partly because U.S. airlines are still smarting over the performance of Lockheed's last commercial transport, the turboprop Electra. In 1959, Electras began coming apart in midair; Lockheed spent $25 million strengthening structural weaknesses, and the plane has performed splendidly ever since. With the American order in hand, Douglas may have a bargaining edge, too, with airlines such as United, Eastern and Delta, which are also shopping...