Airbus A380

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

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 widebody aircraft. This allows for an A380-800's
cabin with 5,146 square feet (478.1 m2) of floor space; 49% more floor space
than the current next-largest airliner, the Boeing 747-400 with 3,453 square feet
(320.8 m2), and provides seating for 525 people in a typical three-class A Qantas A380 takes off at London Heathrow
configuration or up to 853 people in all-economy class configurations. The
A380-800 has a design range of 15,200 km (8,200 nmi; 9,400 mi), sufficient to Role Wide-body, double-deck jet
fly from New York to Hong Kong for example, and a cruising speed of Mach airliner
0.85 (about 900 km/h or 560 mph at cruising altitude). National origin Multi-national
Manufacturer Airbus
First flight 27 April 2005
Contents Introduced 25 October 2007 with Singapore
Airlines
1 Development
1.1 Background Status In production
1.2 Design phase Primary users Emirates
1.3 Production Singapore Airlines
1.4 Testing
Qantas
1.5 Production and delivery delays
Air France
1.6 Entry into service
Produced 2004–present
2 Design
2.1 Overview Number built 59 (as of 13 January 2011)[1]
2.2 Flight deck Unit cost US$375.3 million[2]
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
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
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Airbus A380 - Wikipedia, the free encyclopedia http://en.wikipedia.org/wiki/Airbus_A380
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 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]
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,[21][22] with 50 firm
orders from six launch customers.[23][24] 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 countries where the aircraft was being marketed.[13] The aircraft’s configuration
was finalised in early 2001, and manufacturing of the first A380 wing box component started
The first completed A380 at the "A380 on 23 January 2002. The development cost of the A380 had grown to €11 billion when the
Reveal" event held in Toulouse,
first aircraft was completed.[9]
France, 18 January 2005
Production
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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.[25]
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 road convoys.[26][27]
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 Geographical logistics sequence for
[27][28] the A380, with final assembly in
Kingdom. 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 Toulouse
[29]
cargo. 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.[30]
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.[31] Airbus sized the production facilities and supply
chain for a production rate of four A380s per month.[29]
Testing
Five A380s were built for testing and demonstration purposes.[32] The first A380, serial
number MSN001 and registration F-WWOW, was unveiled at a ceremony in Toulouse on 18
January 2005.[33] Its maiden flight took place at 8:29 UTC (10:29 a.m. local time) 27 April
2005.[34] 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” .[35]
On 1 December 2005 the A380 achieved its maximum design speed of Mach 0.96 (versus
A380 MSN001 about to land after its
normal cruising speed of Mach 0.85), in a shallow dive, completing the opening of the flight
maiden flight
envelope.[32] 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.[36]
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.[37] 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.[38] Three days later,
the A380 received European Aviation Safety Agency (EASA) and United States Federal
Aviation Administration (FAA) approval to carry up to 853 passengers.[39]
Flight test engineer's station on the The maiden flight of the first A380 using GP7200 engines—serial number MSN009 and
lower deck of A380 F-WWOW registration F-WWEA—took place on 25 August 2006.[40][41] On 4 September 2006, the
first full passenger-carrying flight test took place.[42] 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.[42] 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
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operating conditions.[43]
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.[44][45] The A380-861 model obtained the type certificate 14 December 2007.[45]
Production and delivery delays
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.[46][47] 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.[48] 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
were not easily transferred between versions of the software.[49]
Airbus announced the first delay in June 2005 and A380 flying a banked turn at the ILA
notified airlines that deliveries would be delayed by 2006 in Berlin, Germany
six months.[48] 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.[50] Although the first delivery was still
planned before the end of 2006, deliveries in 2007 would drop to only 9 aircraft, and
A380 in original Airbus livery 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,[51] and led to the departure of EADS
CEO Noël Forgeard, Airbus CEO Gustav Humbert, and A380 programme manager Charles Champion.[48][52] On 3 October 2006,
upon completion of a review of the A380 program, the CEO of Airbus, Christian Streiff, announced a third delay,[48] 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.[53] The delay also increased the earnings shortfall projected by Airbus through 2010 to €4.8 billion.[48][54]
As Airbus prioritised the work on the A380-800 over the A380-800F,[55] freighter orders
were cancelled by FedEx[56][57] and UPS,[58] or converted to A380-800 by Emirates and
ILFC.[59] Airbus suspended work on the freighter version, but said it remained on offer,[60]
albeit without a service entry date.[61] 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,[62] Singapore Airlines,[63]
Qantas,[64] Air France,[65] Qatar Airways,[66] and Korean Air.[67] A380 during a short runway takeoff
On 13 May 2008 Airbus announced reduced deliveries for the years 2008 (12) and 2009
(21).[68] After further manufacturing setbacks, Airbus reduced plans to deliver 14 A380s in 2009, down from the previously revised
target of 18.[69] A total of 10 A380s were delivered in 2009.[70] In 2010 Airbus delivered 18 from the expected 20 A380s, due to
Rolls-Royce engine availability problems.[71] Airbus plans to deliver “between 20 and 25” A380s in 2011 before ramping up to
three a month in 2012.[71]
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][72] Passengers bought seats
in a charity online auction paying between $560 and $100,380.[73] Two months later,
Singapore Airlines CEO Chew Choong Seng said that the A380 was performing better than
both the airline and Airbus had anticipated, burning 20% less fuel per passenger than the
airline's existing 747-400 fleet.[74] Emirates was the second airline to take delivery of the
The first airline to operate the aircraft
A380 on 28 July 2008 and started flights between Dubai and New York[75] on 1 August
was Singapore Airlines.
2008.[76] Qantas followed on 19 September 2008, starting flights between Melbourne and
Los Angeles on 20 October 2008.[77] By the end of 2008, 890,000 passengers had flown on
2,200 A380 flights totalling 21,000 hours.[78]
In February 2009 the millionth A380 passenger flying with Singapore Airlines was recorded.[79] In May 2009 it was reported that
the A380 had carried 1.5 million passengers during 41 thousand flight hours and 4200 flights.[80] Air France received their first
A380 on 30 October 2009, arriving at Charles de Gaulle Airport.[81][82] Lufthansa received its first A380 on 19 May 2010.[83] 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.[84]
Design
Overview
The new Airbus was initially offered in two models. The A380-800 original configuration
carried 555 passengers in a three-class configuration[85] 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.[86] The design range for the -800 model is 15,400 km (8,300 nmi);[87]
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).[88] 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 passenger capacity as the
A380-800.[13]
The lack of engine noise — it's The A380's wing is sized for a Maximum
50% quieter than a 747-400 Take-Off Weight (MTOW) over 650 tonnes The A380 cabin cross section, showing
on takeoff — was downright in order to accommodate these future economy class seating
eerie. The A380 is so big it's versions, albeit with some strengthening
difficult to sense its speed, and required.[13][90] The stronger wing (and
its upper deck is so far away structure) will be used on the A380-800F freighter. This common design approach
from the engines the noise sacrifices some fuel efficiency on the A380-800 passenger model, but Airbus
dissipates. estimates that the size of the aircraft, coupled with the advances in technology
described below, will provide lower operating costs per passenger than the 747-400
—TIME[89] and older 747 variants. The A380 also features wingtip fences similar to those found
on the A310 and A320 to alleviate the effects of induced drag, increasing fuel
efficiency and performance.[91][92]
Flight deck
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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 side-sticks.[93][94] 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
A380 flight deck units.[95] They include QWERTY keyboards and trackballs, interfacing with a graphical
"point-and-click" display navigation system.[96][97]
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.[98] The GP7200 has a GE90-derived core and
PW4090-derived fan and low-pressure turbo-machinery.[99] Only two of the four engines
are fitted with thrust reversers.[100]
Noise reduction was an important requirement in the A380's design, and particularly affects
engine design.[101][102] Both engine types allow the aircraft to achieve QC/2 departure and A Rolls-Royce Trent 900 engine on the
QC/0.5 arrival noise limits under the Quota Count system set by London Heathrow wing of an Airbus A380
Airport,[103] 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.[104] 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.[105]
Advanced materials
While most of the fuselage is aluminium, composite materials comprise more than 20% of
the A380's airframe.[106] 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.[107][108][109] The A380 is
the first commercial airliner to have a central wing box made of carbon fibre reinforced
plastic. It is also the first to have a smoothly contoured wing cross section. The wings of
A planform view of an Airbus A380 other commercial airliners are partitioned span-wise into sections. This flowing, continuous
belonging to Singapore Airlines cross section optimises aerodynamic efficiency. Thermoplastics are used in the leading edges
of the slats.[110] The new material GLARE (GLAss-REinforced fibre metal laminate) is used
in the upper fuselage and on the stabilisers' leading edges.[111] This aluminium-glass-fibre laminate is lighter and has better corrosion
and impact resistance than conventional aluminium alloys used in aviation.[112] Unlike earlier composite materials, it can be
repaired using conventional aluminium repair techniques.[113] 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.[114]
Avionics architecture
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The A380 employs an Integrated Modular Avionics (IMA) architecture, first used in
advanced military aircraft, such as the F-22 Raptor, F-35,[115] and Dassault Rafale.[116] The
main IMA systems on the A380 were developed by Thales Group.[117] 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.[117]
Together with IMA, the A380 avionics are highly networked. The data communication
networks use Avionics Full-Duplex Switched Ethernet, following the ARINC 664 standard. Front fuselage view of A380
The data networks are switched, full-duplex, star-topology and based on 100baseTX
fast-Ethernet.[118] This reduces the amount of wiring required and minimises latency.[119]
The Network Systems Server (NSS) is the heart of A380 paperless cockpit.[120][121] 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.[119]
Systems
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.[122] 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.[123]
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.[124][125] 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.[125][126] 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.[127]
The A380 uses four 150 kVA variable-frequency electrical generators,[128] eliminating
constant speed drives and improving reliability.[129] The A380 uses aluminium power cables
instead of copper for weight reduction. The electrical power system is fully computerised
and many contactors and breakers have been replaced by solid-state devices for better
performance and increased reliability.[123]
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.[130] 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.[131] However Airbus elected to fit the two
inboard engines with thrust reversers in a late stage of development.[100][132] 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
The A380-800 layout with 519 seats
reliability than their pneumatic or hydraulic equivalents, in addition to saving weight.[133]
displayed
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Passenger provisions
Main article: Seat configurations of the Airbus A380
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.[134][135] 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.[136]
In a 10-abreast configuration on the main deck, the A380's wider cabin allows for up to
48 cm (19 in) wide economy seats,[137][138] versus 44.5 cm (17.5 in) on the 747-400.[139] Business class on the first Singapore
The A380 can also accommodate up to 11-abreast configurations,[140] and its maximum Airlines A380
certified carrying capacity is 853 passengers in an all-economy-class layout.[38] According to
Airbus, a typical three-class layout on the A380 accommodates 525 passengers, with 10 first,
76 business, and 439 economy class seats.[86] Planned and announced configurations go
from 407 passengers, to be used by Korean Air, up to 840 passengers, to be used by Air
Austral.[141][142]
The A380's full-length upper and lower decks are connected by two 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 Economy Class on an Emirates Airbus
class tickets, such as spacious private cabins with separate beds, lounges, and fully reclining A380
seats. Airbus's initial publicity stressed the comfort and space of the A380's cabin,[143]
anticipating installations such as relaxation areas, bars, duty-free shops, and beauty salons.[94]
On its A380s, Air France has installed an electronic art gallery exclusively for first class and business class passengers.[144]
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.[145] 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.[146][147] Qantas Airways has shown a product for
a long flat-bed that converts from the seat but does not have privacy doors.[148] Emirates's fourteen first-class private suites have
shared access to two "shower spas".[149][150] 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.[151]
It has been suggested that the significantly high levels of customisation of the planes has slowed down production speeds and
increased costs.[152] 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.[153] 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.[154][155]
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.[156]
Airbus designed the A380 according to these guidelines,[157][158] and to operate safely on
Group V runways and taxiways, and while the U.S. FAA opposed this at an early stage,
[159][160]
in July 2007, the FAA and EASA agreed to let the A380 operate on 45 m runways
without restrictions.[161] The A380-800 is approximately 30% larger in overall size than the
747-400,[162][163] and can land or take off on any runway that can accommodate a 747.
The A380's 20-wheel main landing
Runway lighting and signage may need changes to provide clearance to the wings and avoid
gear
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.[164]
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.[165] It
was determined that the pavement of most runways will not need to be reinforced despite
the higher weight,[164] as it is distributed on more wheels than in other passenger aircraft
with a total of 22 wheels.[166] 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 body gear.[166]
The A380 requires service vehicles with lifts capable of reaching the upper deck,[167] as well
A380 being serviced by three separate as tractors capable of handling the A380's maximum ramp weight.[168] Using two jetway
jetways at Frankfurt Airport: two for bridges the boarding time is 45 min, using an extra jetway to the upper deck it is reduced to
the main deck and one for the upper 34 min.[169] The A380 test aircraft have participated in a campaign of airport compatibility
deck. testing to verify the modifications already made at several large airports, visiting a number of
airports around the world.[170]
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.[171][172] 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.[173][174]
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 km), 8 nmi (15 km) and 10 nmi (19 km) respectively for non-A380
"Heavy", "Medium", and "Light" ICAO aircraft categories. These compared with the 4 nmi
(7.4 km), 5 nmi (9.3 km) and 6 nmi (11 km) spacing applicable to other "Heavy" aircraft. A video of an A380 taxiing
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.[175]
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.[176]
Future variants
Improved A380-800
9 of 25 3/5/2011 1:30 PM
From 2013, Airbus will offer, as an option, improved maximum take-off weight, thus
providing a better payload/range performance. 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.[177] British Airways and Emirates will be the first customers to receive this new
option.[178] Vietnam Airlines has shown interest in the higher-weight variant.[179]
A380-900
In November 2007, Airbus top sales executive and chief operating officer John Leahy Emirates, the largest A380 customer,
confirmed plans for an enlarged variant, the A380-900, which would be slightly longer than has ordered a higher weight A380-800
the A380-800 (79.4–73 m or 260–240 ft).[180] This version would have a seating capacity of variant.
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.[181] Airlines that have expressed interest in the model include Emirates,[182] Virgin Atlantic,[183] Cathay
Pacific,[184] Air France-KLM, Lufthansa,[185] Kingfisher Airlines,[186] as well as the leasing company ILFC.[187]
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.[188] However, production has been suspended until the A380 production lines have settled
with no firm availability date.[56][189][190]
Market
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 status, making such plans unjustified.[19] The
two analysts' market forecasts differed in the incorporation of spoke-hub and point-to-point
models.[19] Prototype at the 2005 Paris Air Show
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.[191] 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.[192]
At one time the A380 was considered as a potential replacement for the existing Boeing VC-25 serving as Air Force One,[193][194]
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.[195]
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.[46] 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.[196] As of March 2010, the average list price of an A380 was
US$ 375.3 million, depending on equipment installed.[197]
Orders and deliveries
10 of 25 3/5/2011 1:30 PM
Main article: List of Airbus A380 orders and deliveries Airbus A380 firm net orders and deliveries
(cumulative by year)
Nineteen customers have ordered the A380, including an order from
aircraft lessor ILFC and one VIP order by Airbus Executive and
Private Aviation.[198] Total orders for the A380 stand at 240 as of 31
January 2011.[199] In February 2011 Skymark Airlines ordered a
further 4.[200] 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.[201] 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 customers from the rest of the
world.[202]
11 of 25 3/5/2011 1:30 PM
A380 firm net orders, by year[203][204]

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Total
A380-800 78 0 34 10 10 24 33 9 4 32[205] 10[206] 244
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[207] 2 43[207]
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 total of 90 on order, itself the largest amount of any carrier. The shortest
route that the A380 flies regularly is from Dubai to Jeddah with Emirates having a flight time Lufthansa Airbus A380 being towed to
of only 3 hours, although Air France has also operated the A380 on the even shorter Paris to the hangar after testing, ready for its
London route during summer 2010.[208] first scheduled flight on 6 June 2010
from Frankfurt to Johannesburg.
Airline First commercial flight

Air France 20 November 2009[209]
Emirates 1 August 2008[76]
Lufthansa 6 June 2010[210]
Qantas 20 October 2008[77] Air France
Singapore Airlines 25 October 2007[72]
Incidents and accidents

The A380 has been involved in one aviation accident as of February 2011.[211][212]
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,[213][214] 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.[215][216]
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.[217][218]
Specifications
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Measurement A380-800 A380-800F External images

Cockpit crew Two Airbus A380-800 cutaway
[87] Airbus A380-800 cutaway from
525 (3-class)
Seating capacity 644 (2-class) 12 couriers (http://www.flightglobal.com/airspace/media
853 (1-class) /civilaviation1949-2006cutaways/images
Length overall [219] /5817/airbus-a380-800-cutaway.jpg)
72.73 m (238.6 ft)
Flightglobal.com
Wingspan 79.75 m (261.6 ft)[220]
Height 24.45 m (80.2 ft)[219]
33.58 m (110.2 ft) wing landing gear
Wheelbase
36.85 m (120.9 ft) body landing gear[219]
Wheel track 12.46 m (40.9 ft)[219]
Outside fuselage width 7.14 m (23.4 ft)
Outside fuselage height 8.41 m (27.6 ft)
6.58 m (21.6 ft) Main deck
Maximum cabin width
5.92 m (19.4 ft) Upper deck (floor level)
49.9 m (164 ft) Main deck
Cabin length
44.93 m (147.4 ft) Upper deck
Wing area 845 m2 (9,100 sq ft)
Aspect ratio 7.5
Wing sweep 33.5°
A size comparison between four of the
Maximum taxi/ramp 592,000 kg (1,310,000 largest aircraft, the Antonov An-225
571,000 kg (1,260,000 lb)
weight lb) (green), the Hughes H-4 Hercules
Maximum take-off 590,000 kg (1,300,000 (gold), the Boeing 747-8 (blue), and
569,000 kg (1,250,000 lb)
weight lb) the Airbus A380-800 (pink).
Maximum landing
391,000 kg (860,000 lb) 427,000 kg (940,000 lb)
weight
Maximum zero fuel
366,000 kg (810,000 lb) 402,000 kg (890,000 lb)
weight
Typical Operating
276,800 kg (610,000 lb) 252,200 kg (556,000 lb)
empty weight
Maximum structural
89,200 kg (197,000 lb) 149,800 kg (330,000 lb)
payload
1,134 m3 (40,000
Maximum cargo volume 176 m3 (6,200 cu ft)[221]
cu ft)[222]
Maximum operating
Mach 0.89[87]
speed
at cruise altitude (945 km/h, 587 mph, 510 knots)
Maximum design speed Mach 0.96[223]

in dive at cruise altitude (at cruise altitude: 1020 km/h, 634 mph, 551 knots)
Take off run at
MTOW/SL ISA 2,750 m (9,020 ft)[157] 2,900 m (9,500 ft)[157]
15,400 km (8,300 nmi, 10,400 km (5,600 nmi,

Range at design load
9,500 mi)[87] 6,400 mi)
Service ceiling 13,115 m (43,028 ft)[224]
13 of 25 3/5/2011 1:30 PM
310,000 L
323,546 L (81,893 US gal),
Maximum fuel capacity
(85,472 US gal) 323,546 L
(85,472 US gal) option
GP7270 (A380-861)
GP7277 (A380-863F)
Engines (4 x) Trent 970/B (A380-841)
Trent 977/B (A380-843F)
Trent 972/B (A380-842)
Thrust (4 x) 311 kN (70,000 lbf) - 355 kN (80,000 lbf)[225][226]
Sources: Airbus A380 specifications[87]
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
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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Pearman, Hugh (2004). Airports: a century of architecture (http://books.google.co.uk/books?id=O9q7gTpd-MoC&pg=PA18&
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External links
24 of 25 3/5/2011 1:30 PM
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 9 0123456 7 8 9 0 123 4 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"

Categories: Airbus A380 | Airbus aircraft | International airliners 2000-2009 | 2007 introductions
This page was last modified on 3 March 2011 at 19:04.

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

From Wikipedia, the free encyclopedia

The Airbus A380 is a double-deck, wide-body, four-engine airliner Airbus A380

Production and delivery delays

Entry into service

Main article: Seat configurations of the Airbus A380

Integration with infrastructure and regulations

Takeoff and landing separation

Orders and deliveries

A380 firm net orders, by year[203][204]

Airline First commercial flight

Incidents and accidents

Measurement A380-800 A380-800F External images

Maximum design speed Mach 0.96[223]

15,400 km (8,300 nmi, 10,400 km (5,600 nmi,

Sources: Airbus A380 specifications[87]

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

/20/203708/a380-powers-on-through-flight-test.html) . Flight International. http://www.flightglobal.com/articles/2005/12/20/203708/a380-

Retrieved 3 October 2006.

117. ^ a b "Thales technologies onboard the A380" (http://www.thalesgroup.com/Pages/PressRelease.aspx?id=10607) . Thales Group. 30

/story_generic.jsp?channel=awst&id=news/aw100206p1.xml) . Aviation Week. http://www.aviationweek.com/aw/generic

Official Airbus A380 page (http://www.airbus.com/en/aircraftfamilies/a380/)

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

This page was last modified on 3 March 2011 at 19:04.

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