ACMS
Your 777 figures are inaccurate. The catering on the HKG/JFK trip is 4900 kg, you need to add that into account (note in the CX W&B manuals below the basic weight table says "These figures INCLUDE standard operating crew 2/14. These figures DO NOT INCLUDE the Weight & Index adjustment for catering or Unit Load Device (ULD)").
When you next operate a HKG/JFK flight with a crew of 2/14 and no catering please let me know and I will change my comment about your figures being inaccurate.
Your range numbers for the A380 are also out. The aircraft as part of the technical route proving flights flew JNB/SYD direct, and SYD/YVR direct at max weights. If you are suggesting that it did SYD/YVR in 12 hrs, the A380-800 must be by far the fastest civil airliner about. AC schedule their 777 over the SYD/YVR route in 14 hours.
CX has made no decision regarding a VLA, and has publicly stated it will not do so until around 2010. CX is still adding second hand 744s, and new 744ERFs to the fleet. The current push is to add capacity for the new freight terminal.
flybull
I understand QF is still talking to both sides of the pond, also discussing a follow on order/options for 16xA380s. SQ and EK are also apparently negotiated follow on A380 orders.
aulglarse
The limit is set by the number of people exited during the evacuation test, that is the physical number of seats and passengers they used in the certification. It is not a floor loading limit. The A380 is operating well below its maximum limits. It has flown and landed at over 600,000 kg as part of the certification work for the freighter version which will have a MTOW of 600 t at its highest option.
When the A380-900 is launched, it would be possible to extend the maximum number passengers by 110 people per deck. The rules normally allow an addition of 110 people per pair of Type A exits added without need for a retest.
B772
747-400F
OEW - 163,732 kg
Max structural payload - 112,627 kg
Cargo volume - 27,467 cubic feet
747-8F
OEW - 191,089 kg
Max structural payload - 134,173 kg
Cargo volume - 29,426 cubic feet
A380-800F
OEW - 250,607 kg
Max structural payload - 151,440 kg
Cargo volume - 33,139 cubic feet
Relative to the 747-8F, the A380-800F
OEW - 59,518 kg higher
Payload - 17,276 kg higher
Volume - 3,713 cubic feet more
The A380-800F will carry its maximum structural payload out to 5,600 nm, the 747-8F to 4,300 nm. At 5,600 nm the A380-800F lifts 38,000 kg more payload over the 747-8F. However as you would no doubt know, many operators cube out before they reach their payload limit. The A380-800F basically has the same fuel burn as the 747-400F, carries 35% more payload, and 20% more cargo volume.
Work continues with some aspects of the A380-800F. The A380-800F fuselage material is due to make its appearance around 2012, that will enable EK to fly DXB-LAX direct. Do not expect to see the A380-800F until the A350XWB is in service.
It is also expected that the Trent 900 and GP7200 will get engine tech insertions as a result of 787 engine development by RR & GE. RR has previously done similar with the Trent 700 and the RB-211, and the GE has done similar GE-90 to the CFM-56. This will bring the current A380 engines to the same level of efficiency as the GEnx on the 747-8.