Review of these design studies in June indicated the design of such a high-bypass engine as a single-rotation, geared fan configuration with variable blade pitch. The fan diameter was expected to range from 108 to 118 in while having a bypass ratio of 18:1 to 20:1. Availability of the engine was estimated between 1992 and 1994. In December 1986, the SuperFan was offered to Airbus as a powerplant for the Airbus A340 being developed at that time. In addition to the V2500 core engine, IAE claimed to be able to derive all further components from proven technology. The RB.211-sized fan was to be driven through a Tyne-technology gearbox. This configuration had a 20:1 bypass ratio and was expected to provide a thrust of 30,000 lbf. Due to the application of existing technology, the costs as well as the risks for the SuperFan development program were appraised lower than those of the competing CFM56-5 engine. Due to the lower specific fuel consumption and higher thrust rating, the design of the A340 was modified. Compared to the original design's range of 7,000 nautical miles, the revised version – designated the A340-200 – was projected to have a range up to 8,000 nautical miles with full passenger load. Airbus decided on 26 December 1986 to offer the SuperFan as a primary engine option for the A340. In late January, Boeing announced that it was studying the SuperFan as an option for the 150-seat 7J7 mid-range aircraft, with the SuperFan mounted under the wings instead of the aft fuselage mounting of the 7J7's baseline engine, the General Electric GE36 unducted fan. Airbus was also considering the SuperFan for a 175-seat stretched version of its upcoming Airbus A320 narrowbody aircraft. However, in a board meeting on 7 April 1987, the SuperFan program was officially announced as "indefinitely delayed". By 2003, IAE's 20th year of operation, the consortium's V2500 engine was reportedly in service with in excess of 80 airlines around the world, totalling nearly 900 aircraft; the worldwide fleet had also surpassed 24 million cumulative flying hours. Furthermore, IAE's customers had placed engine orders valued at a combined figure of $25 billion, while the order backlog stood at roughly 2,600 engines. During the following year, the consortium was reportedly seeking to boost the output rate of the V2500 to meet strong demand from the civil sector of the market. During the latter half of the