A 10-15 inch higher landing gear should allow for a higher BPR CFM56-5 version and the right angles during take-off and landing.
The question is, can the CFM56 or V2500 reach the necessary thrust?
Regarding Keesje and Gigneil's comments on the CFM engine, I don't suppose the current CFM56-5C4 would be of much use as it is still a far cry from the lowest
powerplant available on the 757. Re-engining the A32X family for the RB211 or PW2000 would be a serious headache unless a cantilevered engine pylon was used... oh wait that happens to be a Boeing patent.
10-15 inches of landing gear for a larger engine would be a necessity. The CFM website touts that 36k of sustained thrust has been achieved by the CFM56-5, but does the A322 have the market to justify a new engine derivative? And a lack of market is the reason the 757 line is closing
in the first place,
Regarding the fuel efficiency: why not put some 7E7 engines underneath? If the 7E7 engines are really that much more economical, it might be interesting to offer existing aircraft types with the new engines
As of now, the 7E7 engines are incompatible with just about every airplane in current service. Refer to the many "bleedless engine" discussions in Tech/Ops
Will Airbus push through the 220 seat A322?
To the real question.. I hope
the answer is a resounding NO
Airbus has just completed a major aircraft development (the A345 and A346) which are now seriously threatened by the 777LR family. This drama isn't over, the A346HGW and Boeing's counter have yet to debut. Airbus is still working on the A380, which itself has had its share of headaches. I'm sure Airbus will heave a sigh of relief when it takes to the skies, but it too will require follow-up.... maybe an oversized wing wasn't a good idea. Now we come to the 7E7, an aircraft which has (arguably) already dug into A330 sales. Then there is the issue of both the A320 and A330/340 reaching the golden years in the next decade.
Sorry Airbus, but your resources are not that
infinite. Ration your RD
dollars, keep design teams efficiently moving from one project to another, don't worry about catering to every demand of every airline (cough cough SQ
), and don't start frivolous developments. There is little market for aircraft the size of a 757, that is why the 757 is leaving.. it still has many excellent merits, but zero demand. An Airbus copy would have the same fate I suspect.
I have a three post per topic limit. You're welcome to have the last word.