In 1991, Airbus made waves with the first flight of its long-range, widebody quadjet, the Airbus A340. Over the next few years, the manufacturer launched improved variants of the aircraft, namely, the A340-200 and A340-300. Then, in 1997, the A340-500 was introduced. The larger variant first flew on February 11, 2002, and was the world’s longest-range commercial airliner at the time.

Bigger, better, and more powerful

The 313-passenger (in a three-class seating layout) aircraft has a range of up to 9,000 N< (16,668 km) and a Maximum Take-Off Weight of 419 tons (380 tonnes). Its fuselage, stretching close to 223 feet (68 meters), is a 14.1-feet (4.3-meter) extension of the earlier variant, the -300. It also has an enlarged wing, which allows for a significant fuel capacity increase of around 50%.

Photo:  Markus Eigenheer via Wikimedia Commons

The aircraft is powered by four Rolls-Royce Trent 500 turbofans that generate 54,000 lbf (240 kN) of thrust each. These are larger than its predecessor’s CFMI CFM56-5C engines, which offer 34,000 lbf (150 kN) of thrust.

Breaking records

Thanks to its impressive technical capabilities – designed especially for ultra-long-haul flights – the -500’s launch customer, Emirates, was able to introduce non-stop services from Dubai to New York. This was the airline’s first route in the Americas.

Photo:  Laurent ERRERA  via Wikimedia Commons

In another world-first, Singapore Airlines began operating the -500 on its route between Singapore and Los Angeles in early 2004. At the time, it made the world record as the longest scheduled non-stop commercial flight. This feat was then topped by another Singapore Airlines route, also using the -500, between Singapore and Newark.

Bigger is not always better

Unfortunately, it isn’t record-breaking milestones that keep airlines (and aircraft) going – it’s jet fuel. Due to the sheer volume of fuel that was needed, the ultra-long-haul market proved to be a niche that was difficult to profit from.

Photo: Aero Icarus via flickr

So, in 2008, when jet fuel prices doubled compared to the year prior, airlines sought only to operate flights that were under 15 hours. Consequently, Emirates and Singapore Airlines, along with other airlines, prematurely phased out the -500. Thai Airways, too, canceled its 17-hour service from Bangkok to New York and placed its four -500s for sale. Despite consistently securing at least an 80% load factor on its flights, the 2008 fuel prices meant that the airline would require an impossible 120% load factor.

A more efficient successor

In 2005, only 15 A340s were ordered, compared to the 155 orders for its close competitor aircraft, Boeing’s B777. In response to the competition and lackluster demand for A340s, the program to develop the A350 was launched. Airbus positioned its larger variant, the A350-900, as a successor to the A340-500. By 2012, production for A340s ceased.

Photo: Aero Icarus via flickr

Despite having a slightly shorter fuselage than the A340-500, the A350-900 is wider by 1 foot (0.33 meters) and can carry up to 37 more passengers. And while it has a shorter range of 8,300 nautical miles (15,372 km), the newer type has already had 452 deliveries and 750 total orders. In comparison, out of the 377 A340 family deliveries, only 34 were -500s. As of January 2023, none of these are in commercial service.