Airbus A380 Guide, Meaning , Facts, Information and Description
| Airbus A380-800 | ||
|---|---|---|
| Airbus A380 in house colours | ||
| Role | Civil air transport | |
| Crew | 2 | |
| First Flight | 2005 (projected) | |
| First Commercial Flight | 2006 (projected) | |
| Manufacturer | Airbus | |
| Dimensions | ||
| Length | 293 ft 6 in | 73 m |
| Wingspan | 261 ft 10 in | 79.8 m |
| Height | 79 ft 1 in | 24.1 m |
| Wing area | 8,920 ft² | 830 m² |
| Weights | ||
| Empty | 606,000 lb | 275,000 kg |
| Maximum takeoff | 1,208,000 lb | 548,000 kg |
| Capacity | Up to 555 (3-class) Up to 840 (1-class) | |
| Freight cap. | 38 LD3s or 13 pallets | |
| Powerplant | ||
| Engines | Four Rolls-Royce Trent 900 or Engine Alliance GP7200 turbofans | |
| Thrust | 271,560 lbf | 1,208 kN |
| Performance | ||
| Cruising speed | 0.85 M (approx 561 mph) | approx 902 km/h |
| Maximum speed | 0.89 M (approx 587 mph) | approx 945 km/h |
| Operating range | 9,383 miles | 15,100 km |
| Service ceiling | 43,000 ft | 13,100 m |
| Rate of climb | ft/min | m/min |
| Wing loading | 135.4 lb/ft² | 660.2 kg/m² |
| Thrust/Weight | 0.22:1 | |
The Airbus A380, known for many years during its development phase as the Airbus A3XX, will be the largest airliner in the world by a substantial margin when it enters service. The aircraft, manufactured by Airbus Industrie, is currently under construction and the first flight of the double-decker aircraft is scheduled for 2005, with deliveries to start in 2006. Launch customers include Lufthansa, Emirates Airlines, Singapore Airlines, Air France, Qantas, Virgin Atlantic, Korean Air, Qatar Airways, and International Lease Finance Corporation (ILFC). In July 2004, Etihad Airways purchased four Airbus A380 for delivery in 2007, at the same time as the first A380 prototypes began to emerge from the Toulouse assembly plant.
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2 History 3 External links |
Configurations
The new Airbus will initially be sold in two versions: the A380-800, with the ability to carry 555 passengers in three-class configuration for 8,000 nautical miles (14,800 km), and the A380-800F dedicated freighter, to carry 150 tonnes for 5,600 miles (10,400 km). Power is provided by a choice of Rolls-Royce Trent 900 or Engine Alliance GP7200 engines. Airbus intend to continue their well-established policy of making cockpit layout, procedures and handling characteristics as similar to other Airbus aircraft as possible: This reduces crewing and training costs and increases safety (as crew only have to learn a single set of procedures for many different types). The passenger version will consist of a full double-decker configuration.
History
In the years prior to the decision to begin the project, both Airbus and arch-rival Boeing had spent a great deal of effort on considering the very-large-airliner market. Although both manufacturers issued varying statements from time to time, the unspoken but clear consensus was that there was probably room for one maker to be profitable in the 600 to 800 seat market segment, but not two. Both were conscious of the graphic illustration of the business risk involved in splitting a niche market provided by the simultaneous debut of the Douglas DC-10 and the Lockheed Tristar: similarly sized tri-jet widebody airliners, either one of which would have profitably filled the gap between the Douglas DC-8 and the Boeing 747 if only the other one had not taken half its market. Having seen first Lockheed and then Douglas run into financial difficulties and be forced out of the air transport industry, Airbus and Boeing were very conscious that the decision to build a 600 seat airliner could not be taken lightly. Airbus has initially approched Boeing with an offer to develop the plane together, but Boeing declined. Boeing may have feared that a larger plane may threaten Boeing 747 sales.
Neither manufacturer could afford the enormous capital cost of developing an all-new airliner, especially one of A380 size, unless there was a reasonable expectation of having exclusive access to the market segment - and yet neither could afford not to develop a 600 seater if the other did. To do nothing would be to cede market leadership to the competition.
The initial advantage was with Boeing. Boeing's 747, although designed in the 1960s, had been kept up-to-date and was larger than Airbus' largest jet, the A340. For many airlines, the extra size of the 747 made that type a "must buy" for their highest density routes, and the cost advantages of fleet commonality were an incentive to buy smaller Boeings as well. There was room to stretch the 747-400 and still retain reasonable seat-distance costs, while the A340, in its A340-600 version, has reached its upper limit.
After years of design studies and airline surveys, Airbus finally made the decision to go ahead with the € 8.2 billion A380 project in 1999. The design strategy was carefully crafted. Merely by being very large, the A380 could achieve much better seat-distance costs than any other aircraft (just as the 747 had done in 1969). Because the A340 wing was too small to be efficient at the sort of gross weights required for a 600 seater, an all-new design was needed. Given that the cost of starting from scratch was necessary in any case, Airbus chose not to select a wing that would be optimally efficient at around the 600 tonne maximum gross weight of the A380, but to aim it at the 750 tonne class instead. In doing this they sacrificed some fuel efficiency (because the A380 wing is too big for it) but the sheer size of the design coupled with the incremental advances in technology over the years still allows Airbus to claim 15% better economics than a 747 or an A340. The payoff for Airbus is that it will be a relatively easy task to make still bigger versions of the A380 which will reach their optimum cost-efficiency somewhere around the 700 to 800 passenger mark - close to twice the size of a 747-400.
For Boeing, the announcement of the A380 was a major blow: already faced with heavy expenditure to replace the aging mid-sized 767 line, Boeing were then placed in the awkward position of having to replace their flagship 747 as well, or else cede market leadership to Europe. Boeing's first action was to announce the Sonic Cruiser concept - a 767-sized near-sonic aircraft that would compete on speed instead of size and economics, but a general lack of market interest has seen this project cancelled. Boeing has announced a plan to replace the 767 with the 7E7 Dreamliner but their intentions in the over 400 seat market remain unknown.
colours]]Despite the cyclical downturn that first gripped the airline industry in 2001, the A380 has been ordered by nine airlines so far. Perhaps more significantly, Airbus holds a substantial order from AIG's aircraft leasing unit, ILFC, which indicates that industry analysts expect airline demand for aircraft in this size class to be strong in the later years of the decade. Current firm A380 orders stand at 129, including 17 freighter versions. Break-even is estimated to be around 250 to 300 units. Emirates have ordered over 42 of these airframes.
Japanese market
Significantly, the A380 has not received a single order from Japanese airlines All Nippon Airways and Japan Airlines, despite being specifically kept in mind by Airbus during the A380 initial specification process. Both insist that their 747-400 fleets are sufficient for their purposes, especially given the constraints of gate size at Japanese airports.
Indeed, the two airlines appear to have embraced the Boeing philosophy of smaller aircraft, flying point-to-point, rather than the Airbus philosophy of hub-to-hub flying with superjumbos. The fact that these airlines are among the top five 747 users worldwide (with more on order), and thus have a substantial investment to protect, may also play a role. The two airlines have further distanced themselves by beginning to divest themselves of any Airbus aircraft they have, such as the A320, which has a similar cockpit to the A380, thus further shutting Airbus out. This fact has caused considerable consternation within Airbus.
- "They bought those planes without looking at us. They didn't even ask for a brochure."
- John Leahy, Airbus Sales Director
This may be attributed to Japanese desires for furthering their industry, rather than Boeing's view of fragmentation. The Japanese companies are perhaps aiming for a bigger chunk of the aerospace pie. As Airbus' complicated shareholding structure is dominant by France and Germany, whatever industrial offset offered is likely to be small. The Japanese watched as Boeing struggled to retain its marketshare and waited. Their gamble paid off with the 7E7 by taking a 35% industrial stake, something not possible with Airbus. However, there is no formal relationship between MHI, Kawasaki, ANA and JAL, nor are they members of cooperating keiretsu.
Initial publicity, particularly from the airlines which have ordered it, has stressed the ability of the A380 to provide increased room and comfort, with open space areas to be used as relaxation space, bars, duty free shops, and the like. Historically, the same type of prediction has always been made when a new, larger aircraft is announced - the 747 is an obvious example - but the economics of airline operation are such that the extra space is nearly always used for additional seating. (One exception to this rule is Virgin Atlantic, which has a bar in first class on some of its newer airliners.) Given the history of the air transport industry to date, the key change that the A380 will bring to travellers is not extra comfort or lavish in-flight facilities, but more of the same difference that the 747 made - more seats and lower seat-distance costs.
Price:$330 MillionOn-Board Ammenities
| Related content | |
|---|---|
| Related Development | Boeing 7E7 |
| Similar Aircraft | Boeing 747 |
| Designation Series | A300 - A310 - A318 - A319 - A320 - A321 - A330 - A340 - A380 |
| Related Lists | List of airliners - List of civil aircraft |
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