Airbus A380
Already in the early 1980s a “Super Jumbo” for 800 passengers was considered being of interest for Pan American under Edward Acker, but he proposed also a hypersonic for 300 pax. The Airbus Industry’s plan of 1990 envisaged an Ultra High Capacity Aircraft (UHCA). Unconventional designs, such as a horizontal “double-bubble” fuselage or even partial or true “flying wings” were examined, but Airbus stated that interest in a flying wing was low. Also a smaller conventional 350-550 seater P4XX had been in consideration. A joint study into the feasibility of a Very Large Commercial Transport (VLCT) by Boeing and Airbus partners brought no results. In 1994 Airbus presented its own A3XX project in a classic layout with the four engines in underwing position, intended to become the first jetliner with a full-length twin-deck fuselage. Airbus targeted a reduction in seatmile costs compared to the Boeing 747-400. Weight reduction was achieved by a partial use of composite materials, including glassfibre reinforced aluminum (Glare) for the upper fuselage. Juergen Thomas, the “father” of the A380, said: “We are pushing into territory where no one has gone before.” The baseline A380-800 with a range of 15,000 km was offered with 4 Rolls-Royce Trent 900 or GE/P&W GP7200 engines. The standard layout provided 525 seats. Economy class offered 10-abreast seating on the main-deck and 8-abreast on the upper deck. In 2005 the A380 had its maiden flight and during the Paris Air Show it appeared flying even at the roll-protection limit, reminding the Boeing 707 prototype half a century ago. The A380 represented the most efficient aircraft on selected high-density long-haul routes, reducing also the congestion of overcrowded hubs’ runways. After the first roll-outs, full production-standard wiring has replaced a hand-wiring process. Delivery of the A380-800 started in October 2007 to launch customer Singapore Airlines for its Sydney and London routes. Emirates took delivery of its first A380 in July 2008 and employed it first between Dubai and New York, then on many routes. Airbus’ order book has shown e.g. on Jan31, 2007 the record of 43 A380s ordered by Emirates, followed by Qantas’ orders, first intended for Los Angeles flights, and orders or options by Singapore Airlines, Lufthansa, Air France, Malaysia Airlines, Thai Airways, Virgin Atlantic, China Southern, Kingfisher, Korean Airlines, Etihad Airways and Qatar Airways (according to MUC Life). In 2013 the order book listed also Asiana and British Airways, while Virgin Atlantic retreated and others were doubtful. Skymark of Japan has ordered the A380, went bankrupt, but ANA ordered it. Kingfisher and Transaero of Russia, also greedy for the A380, went bankrupt. When Air France introduced its first A380 in November 2009 on the Paris – New York route, it changed two frequencies daily by one, announcing the same change for the Dubai and Johannesburg routes. Doubtful was the letter of intent by Air Austral of Reunion for the A380-800 with 840 economy seats. Aerolineas Argentinas’ intention ended when Grupo Marsans stepped out. The mega carriers of the USA and airlines of Latin America and Africa stayed cautious. When in 2015 Malaysia Airlines offered its A380s for sale, of course it was the result of the airline’s unlucky events. After in 2012 some metal fatigue occurred, British Airways got a heavier version with 575 tons takeoff weight, new wing components, and also Rolls-Royce developed slight modifications. Further contracts are not listed here. Compared to the competing “Jumbo” Boeing 747-800, the first A380-800 series had a maximum take-off weight of 560 tons against 448 tons and a range of 15,700km against 14,888km. Next variant announced was the freighter, but from the beginning there had been only a few orders. Its strengthened structure with increased use of aluminum-lithium was considered being the basis for the next growth model, either an A380-800R with more range or an A380-900. The renowned historian R.E.G. Davies praised the A380 in ‘Airlines of the Jet Age’, edited in 2011: “We may yet live to see a thousand-seat airliner in service.” In 2013 however, Flight Intl (Nov26) informed: “Development of an enlarged -900 variant for 650 passengers in standard configuration has been suspended …” Development costs of the A380 were estimated more than 20billion euro. Among all the 317 orders at that time, 142 had been by Emirates. In Feb 2019 came the shock (translated from Spiegel online) “…after Emirates has reduced its order, there is no longer any basis for continuing the production (…), declared Airbus boss Tom Enders. The last delivery is planned for 2021.” It must be the task for successor Guillaume Faury. Airbus A380, Emirates Airline (courtesy Emirates)
Emirates Airline, Airbus A380, Munich, 2015 (WS) |