Airbus A380 - Wikipedia, Th..

Airbus A380 - Wikipedia, the free encyclopedia http://en.wikipedia.
org/wiki/Airbus_A380
Airbus A380
From Wikipedia, the free encyclopedia
The Airbus A380 is a double-deck, wide-body, Airbus A380

four-engine airliner manufactured by the European
corporation Airbus, a subsidiary of EADS. The largest
passenger airliner in the world, the A380 made its maiden
flight on 27 April 2005 from Toulouse, France, and made
its first commercial flight on 25 October 2007 from
Singapore to Sydney with Singapore Airlines. The aircraft
was known as the Airbus A3XX during much of its
development phase, but the nickname Superjumbo has
since become associated with it.
The A380's upper deck extends along the entire length of

the fuselage, and its width is equivalent to that of a
A Qantas A380 takes off at London Heathrow
widebody aircraft. This allows for an A380-800's cabin
Role Airliner
with 5,146 square feet (478.1 m2) of floor space; 49%
National origin Multi-national
more floor space than the current next-largest airliner,
Manufacturer Airbus
the Boeing 747-400 with 3,453 square feet (320.8 m2),
and provides seating for 525 people in a typical First flight 27 April 2005
three-class configuration or up to 853 people in Introduced 25 October 2007 with Singapore
all-economy class configurations. The A380-800 has a Airlines
design range of 15,200 km (8,200 nmi; 9,400 mi), Status In production
sufficient to fly from New York to Hong Kong for Primary users Emirates
example, and a cruising speed of Mach 0.85 (about 900 Singapore Airlines
km/h or 560 mph at cruising altitude). Qantas
Air France
Produced 2004–present
Number built 59 (as of 13 January 2011)[1]
Contents Unit cost US$375.3 million[2]
1 Development
1.1 Background
1.2 Design phase
1.3 Production
1.4 Testing
1.5 Production and delivery delays
1.6 Entry into service
2 Design
2.1 Overview
2.2 Flight deck
2.3 Engines
2.4 Advanced materials
2.5 Avionics architecture
2.6 Systems
2.7 Passenger provisions
2.8 Integration with infrastructure and
regulations
2.8.1 Ground operations
2.8.2 Takeoff and landing
separation
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Airbus A380 - Wikipedia, the free encyclopedia http://en.wikipedia.org/wiki/Airbus_A380
3 Future variants
3.1 Improved A380-800
3.2 A380-900
3.3 A380-800 freighter
4 Market
5 Orders and deliveries
6 Commercial operators
7 Incidents and accidents
8 Specifications
9 See also
10 References
11 External links
Development
Background
In the summer of 1988, a group of Airbus engineers led by

Jean Roeder began working in secret on the development of a
ultra-high-capacity airliner (UHCA), both to complete its own
range of products and to break the dominance that Boeing
had enjoyed in this market segment since the early 1970s
with its 747.[3] McDonnell Douglas unsuccessfully offered its
smaller, double-deck MD-12 concept for sale.[4][5] Roeder
was given approval for further evaluations of the UHCA after
a formal presentation to the President and CEO in June 1990.
The megaproject was announced at the 1990 Farnborough
Air Show, with the stated goal of 15% lower operating costs
than the 747-400.[6] Airbus organised four teams of
designers, one from each of its partners (Aérospatiale,
Deutsche Aerospace AG, British Aerospace, CASA) to
propose new technologies for its future aircraft designs. The
designs would be presented in 1992 and the most competitive
designs would be used.[7]
In January 1993, Boeing and several companies in the Airbus consortium started a joint feasibility study of
an aircraft known as the Very Large Commercial Transport (VLCT), aiming to form a partnership to share
the limited market.[8][9] This joint study was abandoned two years later, Boeing's interest having decreased
because analysts thought that such a product would unlikely earn the $15-billion in development costs.
Despite the fact that only two airlines had expressed public interest in purchasing such a plane, Airbus was
already pursuing its own large plane project. Analysts suggested that Boeing instead would pursue stretching
their 747 design, and that air travel was already moving away from the hub and spoke system that
consolidated traffic into large planes, and toward more non-stop routes that could be served by smaller
planes.[10]
In June 1994, Airbus began developing its own very large airliner, designated the A3XX.[11][12] Airbus
considered several designs, including an odd side-by-side combination of two fuselages from the A340,
which was Airbus’s largest jet at the time.[13] The A3XX was pitted against the VLCT study and Boeing’s
own New Large Aircraft successor to the 747.[14][15] From 1997 to 2000, as the East Asian financial crisis
darkened the market outlook, Airbus refined its design, targeting a 15 to 20% reduction in operating costs
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over the existing Boeing 747-400. The A3XX design converged on a double-decker layout that provided
more passenger volume than a traditional single-deck design,[16][17] in line with traditional hub-and-spoke
theory as opposed to the point-to-point theory of the Boeing 777,[18] after conducting an extensive market
analysis with over 200 focus groups.[19][20] Still, since the 1995 forecasts to the present, others including a
former Airbus executive have disputed the hub-and-spoke justification, and continued to predict that the
market for very large aircraft such as the A380 is small.[21][22]
Design phase
On 19 December 2000, the supervisory board of newly restructured

Airbus voted to launch a €8.8-billion programme to build the A3XX,
re-christened as the A380,[23][24] with 50 firm orders from six launch
customers.[25][26] The A380 designation was a break from previous
Airbus families, which had progressed sequentially from A300 to
A340. It was chosen because the number 8 resembles the
double-deck cross section, and is a lucky number in some Asian
The first completed A380 at the countries where the aircraft was being marketed.[13] The aircraft’s
"A380 Reveal" event held in configuration was finalised in early 2001, and manufacturing of the
Toulouse, France, 18 January 2005
first A380 wing box component started on 23 January 2002. The
development cost of the A380 had grown to €11 billion when the first
aircraft was completed.[9]
Production
Major structural sections of the A380 are built in France, Germany,

Spain, and the United Kingdom. Due to their size, they are brought to
the assembly hall (the Jean-Luc Lagardère Plant) in Toulouse in
France by surface transportation, though some parts are moved by
the A300-600ST Beluga aircraft used in the construction of other
Airbus models.[27] Components of the A380 are provided by
suppliers from around the world; the five largest contributors, by
value, are Rolls-Royce, Safran, United Technologies, General
Electric and Goodrich.[19]
For the surface movement of large A380 structural components, a

complex route known as the Itinéraire à Grand Gabarit was
developed. This involved the construction of a fleet of roll-on/roll-off
(RORO) ships and barges, the construction of port facilities and the
development of new and modified roads to accommodate oversized Geographical logistics sequence for
road convoys.[28][29] the A380, with final assembly in
Toulouse
The front and rear sections of the fuselage are loaded onto one of
three roll-on/roll-off (RORO) ships in Hamburg in northern Germany, from where they are shipped to the
United Kingdom.[29][30] The wings, which are manufactured at Filton in Bristol and Broughton in North
Wales, are transported by barge to Mostyn docks, where the ship adds them to its cargo.[31] In Saint-Nazaire
in western France, the ship trades the fuselage sections from Hamburg for larger, assembled sections, some
of which include the nose. The ship unloads in Bordeaux. Afterwards, the ship picks up the belly and tail
sections by Construcciones Aeronáuticas SA in Cádiz in southern Spain, and delivers them to Bordeaux.
From there, the A380 parts are transported by barge to Langon, and by oversize road convoys to the
assembly hall in Toulouse.[32]
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After assembly, the aircraft are flown to Hamburg Finkenwerder Airport (XFW) to be furnished and painted.
It takes 3,600 L (950 US gal) of paint to cover the 3,100 m2 (33,000 sq ft) exterior of an A380.[33] Airbus
sized the production facilities and supply chain for a production rate of four A380s per month.[31]
Testing
Five A380s were built for testing and demonstration purposes.[34]

The first A380, serial number MSN001 and registration F-WWOW,
was unveiled at a ceremony in Toulouse on 18 January 2005.[35] Its
maiden flight took place at 8:29 UTC (10:29 a.m. local time) 27 April
2005.[36] This plane, equipped with Trent 900 engines, flew from
Toulouse Blagnac International Airport with a flight crew of six
headed by chief test pilot Jacques Rosay. After successfully landing
three hours and 54 minutes later, Rosay said flying the A380 had
been “like handling a bicycle” .[37] A380 MSN001 about to land after
its maiden flight
On 1 December 2005 the A380 achieved its maximum design speed
of Mach 0.96 (versus normal cruising speed of Mach 0.85), in a
shallow dive, completing the opening of the flight envelope.[34] On 10 January 2006 the A380 made its first
transatlantic flight to Medellín in Colombia, to test engine performance at a high altitude airport.
[citation needed]
It arrived in North America on 6 February, landing in Iqaluit, Nunavut in Canada for
cold-weather testing.[38]
On 14 February 2006, during the destructive wing strength

certification test on MSN5000, the test wing of the A380 failed at
145% of the limit load, short of the required 150% to meet the
certification. Airbus announced modifications adding 30 kg to the
wing to provide the required strength.[39] On 26 March 2006 the
A380 underwent evacuation certification in Hamburg. With 8 of the
16 exits blocked, 853 passengers and 20 crew left the aircraft in 78
seconds, less than the 90 seconds required by certification
standards.[40] Three days later, the A380 received European Aviation
Flight test engineer's station on the Safety Agency (EASA) and United States Federal Aviation
lower deck of A380 F-WWOW Administration (FAA) approval to carry up to 853 passengers.[41]
The maiden flight of the first A380 using GP7200 engines—serial number MSN009 and registration
F-WWEA—took place on 25 August 2006.[42][43] On 4 September 2006, the first full passenger-carrying
flight test took place.[44] The aircraft flew from Toulouse with 474 Airbus employees on board, in the first of
a series of flights to test passenger facilities and comfort.[44] In November 2006 a further series of route
proving flights took place to demonstrate the aircraft's performance for 150 flight hours under typical airline
operating conditions.[45]
Airbus obtained type certificates for the A380-841 and A380-842 model from the EASA and FAA on 12
December 2006 in a joint ceremony at the company's French headquarters.[46][47] The A380-861 model
obtained the type certificate 14 December 2007.[47]
Production and delivery delays
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Initial production of the A380 was troubled by delays attributed to

the 530 km (330 mi) of wiring in each aircraft. Airbus cited as
underlying causes the complexity of the cabin wiring (100,000 wires
and 40,300 connectors), its concurrent design and production, the
high degree of customisation for each airline, and failures of
configuration management and change control.[48][49] Specifically, it
would appear that German and Spanish Airbus facilities continued to
use CATIA version 4, while British and French sites migrated to
version 5.[50] This caused overall configuration management
problems, at least in part because wiring harnesses manufactured
using aluminium rather than copper conductors necessitated special
design rules including non-standard dimensions and bend radii; these A380 flying a banked turn at the
were not easily transferred between versions of the software.[51] ILA 2006 in Berlin, Germany
Airbus announced the first delay in June 2005 and notified airlines
that deliveries would be delayed by six months.[50] This reduced the total number of planned deliveries by
the end of 2009 from about 120 to 90–100. On 13 June 2006, Airbus announced a second delay, with the
delivery schedule undergoing an additional shift of six to seven months.[52] Although the first delivery was
still planned before the end of 2006, deliveries in 2007 would drop to only 9 aircraft, and deliveries by the
end of 2009 would be cut to 70–80 aircraft. The announcement caused a 26% drop in the share price of
Airbus's parent, EADS,[53] and led to the departure of EADS CEO Noël Forgeard, Airbus CEO Gustav
Humbert, and A380 programme manager Charles Champion.[50][54] On 3 October 2006, upon completion of
a review of the A380 program, the CEO of Airbus, Christian Streiff, announced a third delay,[50] pushing the
first delivery to October 2007, to be followed by 13 deliveries in 2008, 25 in 2009, and the full production
rate of 45 aircraft per year in 2010.[55] The delay also increased the earnings shortfall projected by Airbus
through 2010 to €4.8 billion.[50][56]
As Airbus prioritised the work on the A380-800 over the

A380-800F,[57] freighter orders were cancelled by FedEx[58][59] and
UPS,[60] or converted to A380-800 by Emirates and ILFC.[61] Airbus
suspended work on the freighter version, but said it remained on
offer,[62] albeit without a service entry date.[63] For the passenger
version Airbus negotiated a revised delivery schedule and
compensation with the 13 customers, all of which retained their
orders with some placing subsequent orders, including Emirates,[64] A380 in original Airbus livery
Singapore Airlines,[65] Qantas,[66] Air France,[67] Qatar Airways,[68]
and Korean Air.[69]
On 13 May 2008 Airbus announced reduced deliveries for the years 2008 (12) and 2009 (21).[70] After
further manufacturing setbacks, Airbus reduced plans to deliver 14 A380s in 2009, down from the previously
revised target of 18.[71] A total of 10 A380s were delivered in 2009.[72] In 2010 Airbus delivered 18 from
the expected 20 A380s, due to Rolls-Royce engine availability problems.[73] Airbus plans to deliver
“between 20 and 25” A380s in 2011 before ramping up to three a month in 2012.[73]
Entry into service
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The first aircraft delivered (MSN003, registered 9V-SKA) was

handed over to Singapore Airlines on 15 October 2007 and entered
into service on 25 October 2007 with an inaugural flight between
Singapore and Sydney (flight number SQ380).[9][74] Passengers
bought seats in a charity online auction paying between $560 and
$100,380.[75] Two months later, Singapore Airlines CEO Chew
Choong Seng said that the A380 was performing better than both the
The first airline to operate the airline and Airbus had anticipated, burning 20% less fuel per
aircraft was Singapore Airlines. passenger than the airline's existing 747-400 fleet.[76] Emirates was
the second airline to take delivery of the A380 on 28 July 2008 and
started flights between Dubai and New York[77] on 1 August 2008.[78] Qantas followed on 19 September
2008, starting flights between Melbourne and Los Angeles on 20 October 2008.[79] By the end of 2008,
890,000 passengers had flown on 2,200 A380 flights totalling 21,000 hours.[80]
In February 2009 the millionth A380 passenger flying with Singapore Airlines was recorded.[81] In May
2009 it was reported that the A380 had carried 1.5 million passengers during 41 thousand flight hours and
4200 flights.[82] Air France received their first A380 on 30 October 2009, arriving at Charles de Gaulle
Airport.[83][84] Lufthansa received its first A380 on 19 May 2010.[85] By July 2010 the 31 A380s then in
service had flown 156,000 hours with passengers in 17,000 flights, transporting 6,000,000 passengers
between 20 international destinations.[86]
Design
Overview
The new Airbus was initially offered in two models. The A380-800
original configuration carried 555 passengers in a three-class
configuration[87] or 853 passengers (538 on the main deck and 315
on the upper deck) in a single-class economy configuration. In May
2007 Airbus began marketing a configuration with 30 fewer
passengers, now 525 passengers in three classes, traded for 370 km
(200 nmi) more range, to better reflect trends in premium class
accommodation.[88] The design range for the -800 model is
15,400 km (8,300 nmi);[89] capable of flying for example from Hong
Kong to New York, or from Sydney to Istanbul non-stop. The second
model, the A380-800F freighter, would carry 150 tonnes of cargo
10,400 km (5,600 nmi).[90] The -800F development was put on hold
as Airbus prioritised the passenger version and all cargo orders were
cancelled. Future variants may include an A380-900 stretch seating
about 656 passengers (or up to 960 passengers in an all economy
configuration) and an extended range version with the same The A380 cabin cross section,
passenger capacity as the A380-800.[13] showing economy class seating
The A380's wing is sized for a Maximum Take-Off Weight (MTOW)

The lack of engine
over 650 tonnes in order to accommodate these future versions,
“ noise — it's 50%
quieter than a 747-400
on takeoff — was
albeit with some strengthening required.[13][92] The stronger wing
(and structure) will be used on the A380-800F freighter. This
downright eerie. The common design approach sacrifices some fuel efficiency on the
A380 is so big it's ” A380-800 passenger model, but Airbus estimates that the size of the
aircraft, coupled with the advances in technology described below,
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difficult to sense its will provide lower operating costs per passenger than the 747-400
speed, and its upper and older 747 variants. The A380 also features wingtip fences similar
deck is so far away to those found on the A310 and A320 to alleviate the effects of
from the engines the induced drag, increasing fuel efficiency and performance.[93][94]
noise dissipates.
Flight deck
[91]
—TIME
Airbus used similar cockpit
layout, procedures and
handling characteristics to
those of other Airbus aircraft,
to reduce crew training costs.
Accordingly, the A380
features an improved glass
cockpit, and fly-by-wire
flight controls linked to
A380 flight deck
side-sticks.[95][96] The
improved cockpit displays
feature eight 15-by-20 cm (5.9-by-7.9 in) liquid crystal displays, all of which are physically identical and
interchangeable; comprising two Primary Flight Displays, two navigation displays, one engine parameter
display, one system display and two Multi-Function Displays. These MFDs are new with the A380, and
provide an easy-to-use interface to the flight management system—replacing three multifunction control and
display units.[97] They include QWERTY keyboards and trackballs, interfacing with a graphical "point-
and-click" display navigation system.[98][99]
Engines
The A380 can be fitted with two types of engines: A380-841, -842
and -843F with Rolls-Royce Trent 900, and A380-861 and -863F
with Engine Alliance GP7000 turbofans. The Trent 900 is a
derivative of the Trent 800, and the GP7000 has roots from the GE90
and PW4000. The Trent 900 core is a scaled version of the Trent
500, but incorporates the swept fan technology of the stillborn Trent
8104.[100] The GP7200 has a GE90-derived core and PW4090-
derived fan and low-pressure turbo-machinery.[101] Only two of the
four engines are fitted with thrust reversers.[102]
A Rolls-Royce Trent 900 engine on
Noise reduction was an important requirement in the A380's design, the wing of an Airbus A380
[103][104]
and particularly affects engine design. Both engine types
allow the aircraft to achieve QC/2 departure and QC/0.5 arrival noise limits under the Quota Count system
set by London Heathrow Airport,[105] which is a key destination for the A380.[13]
The A380 was used to demonstrate the viability of a synthetic fuel comprising standard jet fuel with a
natural-gas-derived component. On 1 February 2008, a three hour test flight operated between Britain and
France, with one of the A380's four engines using a mix of 60% standard jet kerosene and 40% gas to liquids
(GTL) fuel supplied by Shell.[106] The aircraft needed no modification to use the GTL fuel, which was
designed to be mixed with normal jet fuel. Sebastien Remy, head of Airbus SAS's alternative fuel
programme, said the GTL used was no cleaner in CO2 terms than standard fuel but it had local air quality
benefits because it contains no sulphur.[107]
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Advanced materials
While most of the fuselage is aluminium, composite materials

comprise more than 20% of the A380's airframe.[108] Carbon-fibre
reinforced plastic, glass-fibre reinforced plastic and quartz-fibre
reinforced plastic are used extensively in wings, fuselage sections
(such as the undercarriage and rear end of fuselage), tail surfaces,
and doors.[109][110][111] The A380 is the first commercial airliner to
A planform view of an Airbus have a central wing box made of carbon fibre reinforced plastic. It is
A380 belonging to Singapore also the first to have a smoothly contoured wing cross section. The
Airlines wings of other commercial airliners are partitioned span-wise into
sections. This flowing, continuous cross section optimises
aerodynamic efficiency. Thermoplastics are used in the leading edges
[112]
of the slats. The new material GLARE (GLAss-REinforced fibre metal laminate) is used in the upper
fuselage and on the stabilisers' leading edges.[113] This aluminium-glass-fibre laminate is lighter and has
better corrosion and impact resistance than conventional aluminium alloys used in aviation.[114] Unlike
earlier composite materials, it can be repaired using conventional aluminium repair techniques.[115] Newer
weldable aluminium alloys are also used. This enables the widespread use of laser beam welding
manufacturing techniques — eliminating rows of rivets and resulting in a lighter, stronger structure.[116]
Avionics architecture
The A380 employs an Integrated Modular Avionics (IMA)

architecture, first used in advanced military aircraft, such as the F-22
Raptor, F-35,[117] and Dassault Rafale.[118] The main IMA systems
on the A380 were developed by Thales Group.[119] Designed and
developed by Airbus, Thales and Diehl Aerospace, the IMA suite is
first used on the A380. The suite is a technological innovation, with
networked computing modules to support different applications.[119]
Together with IMA, the A380 avionics are highly networked. The Front fuselage view of A380
data communication networks use Avionics Full-Duplex Switched
Ethernet, following the ARINC 664 standard. The data networks are switched, full-duplex, star-topology and
based on 100baseTX fast-Ethernet.[120] This reduces the amount of wiring required and minimises
latency.[121]
The Network Systems Server (NSS) is the heart of A380 paperless cockpit.[122][123] It eliminates the bulky
manuals and charts traditionally carried by pilots; the NSS has enough inbuilt robustness to eliminate
onboard backup paper documents. The A380's network and server system stores data and offers electronic
documentation, providing a required equipment list, navigation charts, performance calculations, and an
aircraft logbook. All are accessible to the pilot from two additional 27 cm (11 in) diagonal LCDs, each
controlled by its own keyboard and cursor control device mounted in the foldable table in front of each
pilot.[121]
Systems
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Power-by-wire flight control actuators are used for the first time in civil service to
back up the primary hydraulic flight control actuators. During certain
manoeuvres, they augment the primary actuators.[124] They have self-contained
hydraulic and electrical power supplies. They are used as electro-hydrostatic
actuators (EHA) in the aileron and elevator, electric and hydraulic motors to
drive the slats as well as electrical backup hydrostatic actuators (EBHA) for the
rudder and some spoilers.[125]
The aircraft's 350 bar (35 MPa or 5,000 psi) hydraulic system is an improvement
over the typical 210 bar (21 MPa or 3,000 psi) system found in other commercial
aircraft since the 1940s.[126][127] First used in military aircraft, higher pressure
hydraulics reduce the size of pipelines, actuators and other components for
overall weight reduction. The 350 bar pressure is generated by eight de-clutchable
hydraulic pumps.[127][128] Pipelines are typically made from titanium and the
system features both fuel and air-cooled heat exchangers. The hydraulics system
architecture also differs significantly from other airliners. Self-contained
electrically-powered hydraulic power packs serve as backups for the primary
systems, instead of a secondary hydraulic system, saving weight and reducing
maintenance.[129]
The A380 uses four 150 kVA variable-frequency electrical generators,[130]

eliminating constant speed drives and improving reliability.[131] The A380 uses
aluminium power cables instead of copper for weight reduction. The electrical The A380-800 layout
power system is fully computerised and many contactors and breakers have been with 519 seats
replaced by solid-state devices for better performance and increased displayed
reliability.[125]
The A380 features a bulbless illumination system. LEDs are employed in the cabin, cockpit, cargo and other
fuselage areas. The cabin lighting features programmable multi-spectral LEDs capable of creating a cabin
ambience simulating daylight, night, or levels in between.[132] On the outside of the aircraft, HID lighting is
used for brighter, whiter illumination.
The A380 was initially planned without thrust reversers, as Airbus designed the aircraft with ample braking
capacity to not require their use.[133] However Airbus elected to fit the two inboard engines with thrust
reversers in a late stage of development.[102][134] The two outboard engines do not have reversers, reducing
the amount of debris stirred up during landing. The A380 features electrically actuated thrust reversers,
giving them better reliability than their pneumatic or hydraulic equivalents, in addition to saving weight.[135]
Passenger provisions
Main article: Seat configurations of the Airbus A380
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Onboard features expected to reduce travel fatigue include a quieter

interior and greater cabin air pressure than prior aircraft; the A380
produces 50% less cabin noise than the 747-400 and is pressurised to
the equivalent of 1,520 m (5,000 ft) altitude versus 2,440 m (8,000
ft) on the 747-400.[136][137] The A380 has 50% more cabin area and
volume, larger windows, bigger overhead bins, and 60 cm (2.0 ft)
extra headroom versus the 747-400.[138]
In a 10-abreast configuration on the main deck, the A380's wider Business class on the first
cabin allows for up to 48 cm (19 in) wide economy seats,[139][140] Singapore Airlines A380
versus 44.5 cm (17.5 in) on the 747-400.[141] The A380 can also
accommodate up to 11-abreast configurations,[142] and its maximum
certified carrying capacity is 853 passengers in an all-economy-class
layout.[40] According to Airbus, a typical three-class layout on the
A380 accommodates 525 passengers, with 10 first, 76 business, and
439 economy class seats.[88] Planned and announced configurations
go from 407 passengers, to be used by Korean Air, up to 840
passengers, to be used by Air Austral.[143][144]
Economy Class on an Emirates
The A380's full-length upper and lower decks are connected by two Airbus A380
stairways, fore and aft, wide enough to accommodate two passengers
side-by-side; this cabin arrangement allows multiple seat configurations. Some operators configured their
aircraft for three-class service and developed special amenities for a number of passengers paying for first
class or business class tickets, such as spacious private cabins with separate beds, lounges, and fully reclining
seats. Airbus's initial publicity stressed the comfort and space of the A380's cabin,[145] anticipating
installations such as relaxation areas, bars, duty-free shops, and beauty salons.[96]
On its A380s, Air France has installed an electronic art gallery exclusively for first class and business class
passengers.[146] Singapore Airlines offers twelve partly-enclosed first-class suites on its A380s, each
featuring one full and one secondary seat, a full-sized bed, desk, and personal storage.[147] Four of these
suites, C and D on rows 3 and 4, have dividing walls that can be removed to create two double suites with
two beds modified into one double bed.[148][149] Qantas Airways has shown a product for a long flat-bed
that converts from the seat but does not have privacy doors.[150] Emirates's fourteen first-class private suites
have shared access to two "shower spas".[151][152] First and business class passengers have shared access to
a snack bar and lounge with two sofas, in addition to a first-class-only private lounge.[153]
It has been suggested that the significantly high levels of customisation of the planes has slowed down
production speeds and increased costs.[154] On Qantas' A380s there are 6 self serve snack bars (4 on the
lower deck for First Class and economy, 2 on the upper deck for Business and premium economy) and there
is an on-board lounge for First and Business class passengers at the front of the upper deck.[155] Virgin
Atlantic Airways already offers a bar as part of its "Upper Class" service on its A340 and 747 aircraft, and
has announced plans to include casinos, double beds, and gymnasiums on its A380s.[156][157]
Integration with infrastructure and regulations
Ground operations
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In the 1990s, aircraft manufacturers were planning to introduce

larger planes than the Boeing 747. In a common effort of the
International Civil Aviation Organization, ICAO, with manufacturers,
airports and its member agencies, the "80-metre box" was created,
the airport gates allowing planes up to 80 m (260 ft) wingspan and
length to be accommodated.[158] Airbus designed the A380
according to these guidelines,[159][160] and to operate safely on
Group V runways and taxiways, and while the U.S. FAA opposed this
at an early stage,[161][162] in July 2007, the FAA and EASA agreed to
let the A380 operate on 45 m runways without restrictions.[163] The The A380's 20-wheel main landing
A380-800 is approximately 30% larger in overall size than the gear
747-400,[164][165] and can land or take off on any runway that can
accommodate a 747. Runway lighting and signage may need changes to provide clearance to the wings and
avoid blast damage from the engines and taxiway shoulders may be required to be stabilised to reduce the
likelihood of foreign object damage caused to (or by) the outboard engines, which overhang more than 25 m
(82 ft) from the centre line of the aircraft.[166]
Airbus measured pavement loads using a 540-tonne (595 short tons)

ballasted test rig, designed to replicate the landing gear of the A380.
The rig was towed over a section of pavement at Airbus' facilities
that had been instrumented with embedded load sensors.[167] It was
determined that the pavement of most runways will not need to be
reinforced despite the higher weight,[166] as it is distributed on more
wheels than in other passenger aircraft with a total of 22 wheels.[168]
The A380 landing gear is in a similar layout as the 747, except for
four more wheels via the incorporation of six wheels on each main
A380 being serviced by three body gear.[168]
separate jetways at Frankfurt
Airport: two for the main deck and The A380 requires service vehicles with lifts capable of reaching the
one for the upper deck. upper deck,[169] as well as tractors capable of handling the A380's
maximum ramp weight.[170] Using two jetway bridges the boarding
time is 45 min, using an extra jetway to the upper deck it is reduced to 34 min.[171] The A380 test aircraft
have participated in a campaign of airport compatibility testing to verify the modifications already made at
several large airports, visiting a number of airports around the world.[172]
Takeoff and landing separation
In 2005, the ICAO recommended that provisional separation criteria

for the A380 on takeoff and landing be substantially greater than for
the 747 because preliminary flight test data suggested a stronger
wake turbulence.[173][174] These criteria were in effect while the
ICAO's wake vortex steering group, with representatives from the
JAA, Eurocontrol, the FAA, and Airbus, refined its 3-year study of
the issue with additional flight testing. In September 2006, the
working group presented its first conclusions to the ICAO.[175][176]
In November 2006, the ICAO issued new interim recommendations.

Replacing a blanket 10 nautical miles (19 km) separation for aircraft
trailing an A380 during approach, the new distances were 6 nmi (11 A video of an A380 taxiing
km), 8 nmi (15 km) and 10 nmi (19 km) respectively for non-A380
"Heavy", "Medium", and "Light" ICAO aircraft categories. These
11 of 31 2/4/2011 1:09 PM
compared with the 4 nmi (7.4 km), 5 nmi (9.3 km) and 6 nmi (11 km) spacing applicable to other "Heavy"
aircraft. Another A380 following an A380 should maintain a separation of 4 nmi (7.4 km). On departure
behind an A380, non-A380 "Heavy" aircraft are required to wait two minutes, and "Medium"/"Light"
aircraft three minutes for time based operations. The ICAO also recommends that pilots append the term
"Super" to the aircraft's callsign when initiating communication with air traffic control, in order to distinguish
the A380 from "Heavy" aircraft.[177]
In August 2008, the ICAO issued revised approach separations of 4 nmi (7.4 km) for Super (another A380),
6 nmi (11 km) for Heavy, 7 nmi (13 km) for medium/small, and 8 nmi (15 km) for light.[178]
Future variants
Improved A380-800
From 2013, Airbus will offer, as an option, improved maximum

take-off weight, thus providing a better payload/range performance.
The option was introduced in order to counter a perceived strength of
the 747-8I, the latest revision of the Boeing 747.[179] Maximum
take-off weight is increased by 4t, to 573t. The increases are made
possible by optimising the fly-by-wire control laws to reduce flight
loads.[180] British Airways and Emirates will be the first customers to
receive this new option.[181] Vietnam Airlines has shown interest in
the higher-weight variant.[182] Emirates, the largest A380
customer, has ordered a higher
weight A380-800 variant.
A380-900
In November 2007, Airbus top sales executive and chief operating officer John Leahy confirmed plans for
an enlarged variant, the A380-900, which would be slightly longer than the A380-800 (79.4–73 m or
260–240 ft).[183] This version would have a seating capacity of 650 passengers in standard configuration,
and approximately 900 passengers in economy-only configuration. In May 2010, Airbus announced that
A380-900 development was postponed, until production of the A380-800 has stabilised.[184] Airlines that
have expressed interest in the model include Emirates,[185] Virgin Atlantic,[186] Cathay Pacific,[187] Air
France-KLM, Lufthansa,[188] Kingfisher Airlines,[189] as well as the leasing company ILFC.[190]
A380-800 freighter
Airbus originally accepted orders for the freighter version, offering the second largest payload capacity of
any cargo aircraft, exceeded only by the Antonov An-225.[191] However, production has been suspended
until the A380 production lines have settled with no firm availability date.[58][192][193]
Market
12 of 31 2/4/2011 1:09 PM
In 2006, industry analysts Philip Lawrence of the Aerospace

Research Centre in Bristol and Richard Aboulafia of the consulting
Teal Group in Fairfax anticipated 880 and 400 A380 sales
respectively by 2025.[19] According to Lawrence, parallel to the
design of the A380, Airbus conducted the most extensive and
thorough market analysis of commercial aviation ever undertaken,
justifying its VLA (very large aircraft, those with more than 400
seats) plans,[19] while according to Aboulafia, the rise of mid-size
aircraft and market fragmentation reduced VLAs to niche market Prototype at the 2005 Paris Air
status, making such plans unjustified.[19] The two analysts' market Show
forecasts differed in the incorporation of spoke-hub and point-
to-point models.[19]
In 2007, Airbus estimated a demand for 1,283 passenger planes in the VLA category for the next 20 years if
airport congestion remains at the current level. According to this estimate, demand could reach up to 1,771
VLAs if congestion increases. Most of this demand will be due to the urbanisation and rapid economic
growth in Asia.[194] The A380 will be used on relatively few routes, between the most saturated airports.
Airbus also estimates a demand for 415 freighters in the category 120-tonne plus. Boeing, which offers the
only competition in that class, the 747-8, estimates the demand for passenger VLAs at 590 and that for
freighter VLAs at 370 for the period 2007–2026.[195]
At one time the A380 was considered as a potential replacement for the existing Boeing VC-25 serving as
Air Force One,[196][197] but in January 2009 EADS declared that they were not going to bid for the contract,
as assembling only three planes in the US would not make financial sense.[198]
As of June 2010, there were 234 orders for the A380-800. The break-even for the A380 was initially
supposed to be reached at 270 units, but due to the delays and the falling exchange rate of the US dollar, it
increased to 420 units.[48] In 2010, EADS CFO Hans Peter Ring said that break-even (on the aircraft that
are delivered) could be achieved as early as 2015, despite the delays; there should be around 200 deliveries
by that time, on current projections.[199] As of March 2010, the average list price of an A380 was
US$ 375.3 million, depending on equipment installed.[200]
Orders and deliveries

Main article: List of Airbus A380 orders Airbus A380 firm net orders and deliveries
and deliveries (cumulative by year)
Seventeen customers have ordered the A380,
including an order from aircraft lessor ILFC
and one VIP order by Airbus Executive and
Private Aviation.[201] Total orders for the A380
stand at 234 as of 8 June 2010,[202][203][204]
plus a further 6 ordered by Asiana Airlines in
January 2011.[205] The biggest customer is
Emirates, which in June 2010 increased its
order by 32 aircraft to 90 total, or nearly 40%
of all A380 orders at the time.[206] A total of 27 orders originally placed for the freighter version,
A380-800F, were either cancelled (20) or converted to A380-800 (7), following the production delay and the
subsequent suspension of the freighter programme.
Delivery takes place in Hamburg for customers from Europe and the Middle East and in Toulouse for
13 of 31 2/4/2011 1:09 PM
customers from the rest of the world.[207]
A380 firm net orders, by year[208][209]

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Total
A380-800 78 0 34 10 10 24 33 9 4 32[210] 6[211] 240
Orders
A380-800F 7 10 0 0 10 -17 -10 0 0 0 0 0
Deliveries A380-800 0 0 0 0 0 0 1 12 10 18[212] 2 43[212]
Commercial operators
The following table lists airlines whose A380 aircraft have
commenced commercial passenger flights. It does not include
operators that have ordered A380s or taken delivery of or announced
details of inaugural flights but not yet commenced commercial
passenger flights. For further information, including non-commercial
operators, see List of Airbus A380 orders and deliveries. Emirates is
currently the largest operator of the A380 with 15 in service out of its Lufthansa Airbus A380 being
total of 90 on order, itself the largest amount of any carrier. The towed to the hangar after testing,
shortest route that the A380 flies regularly is from Dubai to Jeddah ready for its first scheduled flight
with Emirates having a flight time of only 3 hours, although Air on 6 June 2010 from Frankfurt to
France has also operated the A380 on the even shorter Paris to Johannesburg.
London route during summer 2010.[213]
Airline First commercial flight

Air France 20 November 2009[214]
Emirates 1 August 2008[78]
Air France
Lufthansa 6 June 2010[215]
Qantas 20 October 2008[79]
Singapore Airlines 25 October 2007[74]
Incidents and accidents

The A380 has been involved in one aviation accident as of January 2011.[216][217]
On 4 November 2010, Qantas Flight 32, en route from Singapore Changi Airport to Sydney Airport,
suffered an uncontained engine failure, resulting in a series of related problems,[218][219] and forcing
the flight to return to Singapore. There were no injuries to the passengers, crew or people on the
ground despite debris falling onto the Indonesian island of Batam.[220][221] Qantas subsequently
grounded all of their A380s that day subject to an internal investigation taken in conjunction with the
engine manufacturer Rolls-Royce plc. Other operators of Rolls-Royce-powered A380s were also
affected. Investigators later determined the cause of the explosion to be an oil leak in the Trent 900
engine.[222][223]
Specifications
14 of 31 2/4/2011 1:09 PM
Measurement A380-800 A380-800F

External images
Cockpit crew Two Airbus A380-800 cutaway
[89] Airbus A380-800 cutaway from
525 (3-class)
Seating capacity 644 (2-class) 12 couriers (http://www.flightglobal.com/airspace/media
/civilaviation1949-2006cutaways/images
853 (1-class) /6661/airbus-a340-300-cutaway.jpg)
Flightglobal.com
Length overall 72.73 m (238.6 ft)[224]
Wingspan 79.75 m (261.6 ft)[225]
Height 24.45 m (80.2 ft)[224]
33.58 m (110.2 ft) wing landing gear
Wheelbase 36.85 m (120.9 ft) body landing
gear[224]
Wheel track 12.46 m (40.9 ft)[224]
Outside fuselage
7.14 m (23.4 ft)
width
Outside fuselage
8.41 m (27.6 ft)
height
6.58 m (21.6 ft) Main deck
Maximum cabin
5.92 m (19.4 ft) Upper deck (floor
width
level)
49.9 m (164 ft) Main deck
Cabin length A size comparison between four of
44.93 m (147.4 ft) Upper deck
the largest aircraft, the Antonov
Wing area 845 m2 (9,100 sq ft) An-225 (green), the Hughes H-4
Aspect ratio 7.5 Hercules (gold), the Boeing 747-8
(blue), and the Airbus A380-800
Wing sweep 33.5° (pink).
Maximum 571,000 kg 592,000 kg
taxi/ramp weight (1,260,000 lb) (1,310,000 lb)
Maximum 569,000 kg 590,000 kg
take-off weight (1,250,000 lb) (1,300,000 lb)
Maximum 391,000 kg 427,000 kg
landing weight (860,000 lb) (940,000 lb)
Maximum zero 366,000 kg 402,000 kg
fuel weight (810,000 lb) (890,000 lb)
Typical
276,800 kg 252,200 kg
Operating empty
(610,000 lb) (556,000 lb)
weight
Maximum
89,200 kg 149,800 kg
structural
(197,000 lb) (330,000 lb)
payload
Maximum cargo 176 m3 (6,200 1,134 m3 (40,000
volume cu ft)[226] cu ft)[227]
15 of 31 2/4/2011 1:09 PM
Maximum
Mach 0.89[89]
operating speed
at cruise altitude (945 km/h, 587 mph, 510 knots)
Maximum design Mach 0.96[228]
speed (at cruise altitude: 1020 km/h,
in dive at cruise
altitude 634 mph, 551 knots)
Take off run at 2,750 m (9,020 2,900 m (9,500

MTOW/SL ISA ft)[159] ft)[159]
15,400 km 10,400 km
Range at design (8,300 nmi, (5,600 nmi,
load
9,500 mi)[89] 6,400 mi)
Service ceiling 13,115 m (43,028 ft)[229]
310,000 L
(81,893 US gal),
Maximum fuel 323,546 L
323,546 L
capacity (85,472 US gal)
(85,472 US gal)
option
GP7270
(A380-861) GP7277
Trent 970/B (A380-863F)
Engines (4 x)
(A380-841) Trent 977/B
Trent 972/B (A380-843F)
(A380-842)
311 kN (70,000 lbf) - 355 kN (80,000
Thrust (4 x)
lbf)[230][231]
Sources: Airbus A380 specifications[89]
See also
Competition between Airbus and Boeing
List of megaprojects
Related development
Airbus A350
Comparable aircraft
Boeing 747-8
Lockheed C-5 Galaxy
Antonov An-225
Antonov An-124
Related lists
List of Aerospace megaprojects
List of Airbus A380 orders and deliveries
16 of 31 2/4/2011 1:09 PM
Seat configurations of the Airbus A380
References
Notes
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7. ^ Norris, 2005. p. 17-18.
8. ^ Norris, 2005. p. 31.
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24. ^ "The Casino in the Sky" (http://www.wired.com/science/discoveries/news/2000/12/40748) . Associated
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/ProductDetails_32796.ncm.
Pearman, Hugh (2004). Airports: a century of architecture (http://books.google.co.uk/books?id=O9q7gTpd-
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Popular Mechanics (March 2001). Hotels in the Sky (http://books.google.co.uk/books?id=5dIDAAAAMBAJ&
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External links
Official Airbus A380 page (http://www.airbus.com/en/aircraftfamilies/a380/)
Airbus A380 Navigator (http://events.airbus.com/A380/Default1.aspx)
A380 Airplane Characteristics (http://www.content.airbusworld.com/SITES/Technical_Data
/docs/AC/DATA_CONSULT/AC_A380.pdf) PDF (5.96 MB) and A380 Prestige Specifications
(http://www.airbus.com/store/mm_repository/pdf/att00008394
/media_object_file_A380_specifications.pdf) PDF (43.5 KB)
Everything about the A380 at FlightGlobal.com (http://www.flightglobal.com/Articles/2006/04
/20/Navigation/177/205274/Everything+about+A380.html)
Special Report on the A380 (http://www.flightglobal.com/assets/getasset.aspx?itemid=9139)
PDF (1.58 MB)
A380 cutaway diagram (http://www.flightglobal.com/assets/getasset.aspx?itemid=9140)
A380 Facts on flightcentre.com.au (http://www.flightcentre.com.au/travel-news/travel-destinations
/airbus-a380-amazing-facts)
Airbus A3xx aircraft production timeline, 1970s-present
1970s 1980s 1990s 2000s 2010s
0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 90123456 7 8 9 0 1234 5 6 7 8 9
Airbus A300
Airbus A310
Airbus A320 family
Airbus A330
Airbus A340
Airbus
A350
Airbus
A380
= Out of production = In production = Future production
Retrieved from "http://en.wikipedia.org/wiki/Airbus_A380"

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Airbus A380 - Wikipedia, the free encyclopedia http://en.wikipedia.

The Airbus A380 is a double-deck, wide-body, Airbus A380

The A380's upper deck extends along the entire length of

In the summer of 1988, a group of Airbus engineers led by

On 19 December 2000, the supervisory board of newly restructured

Major structural sections of the A380 are built in France, Germany,

For the surface movement of large A380 structural components, a

Five A380s were built for testing and demonstration purposes.[34]

On 14 February 2006, during the destructive wing strength

Production and delivery delays

Initial production of the A380 was troubled by delays attributed to

As Airbus prioritised the work on the A380-800 over the

Entry into service

The first aircraft delivered (MSN003, registered 9V-SKA) was

The A380's wing is sized for a Maximum Take-Off Weight (MTOW)

While most of the fuselage is aluminium, composite materials

The A380 employs an Integrated Modular Avionics (IMA)

The A380 uses four 150 kVA variable-frequency electrical generators,[130]

Main article: Seat configurations of the Airbus A380

Onboard features expected to reduce travel fatigue include a quieter

Integration with infrastructure and regulations

In the 1990s, aircraft manufacturers were planning to introduce

Airbus measured pavement loads using a 540-tonne (595 short tons)

Takeoff and landing separation

In 2005, the ICAO recommended that provisional separation criteria

In November 2006, the ICAO issued new interim recommendations.

From 2013, Airbus will offer, as an option, improved maximum

In 2006, industry analysts Philip Lawrence of the Aerospace

Orders and deliveries

customers from the rest of the world.[207]

A380 firm net orders, by year[208][209]

Airline First commercial flight

Incidents and accidents

Measurement A380-800 A380-800F

Take off run at 2,750 m (9,020 2,900 m (9,500

Sources: Airbus A380 specifications[89]

Seat configurations of the Airbus A380

1. ^ "A380 production list" (http://plane.spottingworld.com/A380_production_list) . January 2011.

york/) . 3 August 2008. http://www.gadling.com/2008/08/03/emirates-a380-arrives-in-new-york/. Retrieved 3

Retrieved 26 March 2006.

(Emerald Group) 76 (2). 2004.

(http://www.a380.singaporeair.com/content/news/newsrelease/20071015_suite/index.html) on 17 October 2007.

/28/321709/eads-waves-off-bid-for-air-force-one-replacement.html) . Flight International. 28 January 2009.

217. ^ "Airbus A380 hull-losses" (http://aviation-safety.net/database/dblist.php?field=typecode&var=028%&

Retrieved from "http://en.wikipedia.org/wiki/Airbus_A380"

This page was last modified on 4 February 2011 at 07:24.

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