Is there a future for A380?
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I don't know whether it is still the case but, a couple of years ago when I needed to change an EK flight from DXB to LHR I changed from a 777 to an A380 - not because of the aircraft type but because of the schedule. I was on a fully flexible ticket but I had to pay a bit extra defined as an A380 surcharge so that would imply that, at least then, pax were prepared to pay more to fly on an A380.
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Problem with the A380 is the belly space is to small. On a full flight with 450 plus passengers leaves very little space for any cargo. Should any carrier ever decide to max out capacity with 700-800 passengers doubt you would even be able to carry all their hold luggage.
Wake separation for A380 following A380 is 4nm, 747 following 747 (or any heavy following a heavy) is also 4
Paxing All Over The World
Una Due Tfc
As i understand it - it's not to do with physical size - it's about the wake vortex they leave behind. A 757 is classed 'heavy' for this reason. An expert will be along shortly to give more accurate information.
I've always wondered why the AN225 and even the 124 are heavies given they are both larger and heavier aircraft. Another fudge
Indeed, but given it's wing design I would be very surprised if it generates less vortices than the lighter, faster (therefore less draggy) A380. B757 is a medium when following an aircraft, heavy when being followed, so it's the worst of both worlds for us in ATC. The best looking airliner still in service imo, much better looking than the flying forehead that is the A380 anyways.
The economic crisis may have killed the A380, or just delayed it's success. Only time will tell
The economic crisis may have killed the A380, or just delayed it's success. Only time will tell
Join Date: Dec 2011
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Airbus is faced with a difficult question. The A380 has (so far) failed to sell at rate that will even begin to make it a profitable aircraft for the manufacturer. In fact, in addition to the ~15 - 20 billion Euro that it cost to put it into production, Airbus has pretty much admitted that it's been costing more to build each aircraft than the actual sales price (BTW this isn't exactly uncommon for early production aircraft, but not so much 7 years after EIS
Not only have sales been disappointing, they've pretty much dried up. No orders for a over a year, no new customers for over 3 years, and the most recent order is from a lease company who haven't found any customers for it. There have even been cancellations. That should tell it's own story. That and the fact that sales of the 787 panicked Airbus into developing the A350.
As to it's popularity, I don't doubt that the A380 is popular with passengers. I've certainly enjoyed flying on it. But to suggest that passengers will almost demand to fly on it in preference to other aircraft types is rather misplaced. And airlines aren't particularly interested in what's popular with passengers, only in what's most economically efficient.
Bear Behind
You have to think of it in terms a bit more than just the pure VLA market size though. It's also the very top of the 'Marketing Funnel' for Airbus.
Before the A380, who in the public had heard of Airbus? And who had heard of Boeing? Boeing was much more of a household name. Love it or loathe it, (and I love it from a pax pov) the A380 has brought Airbus equivalence.
Does that lead to additional sales of other products in Airbus' portfolio? Hard to say for sure but there'll be some sort of impact. Because it's there, and it's a flagship, the Airbus brand is more at the forefront of airline CEO and CFO's minds.
Don't look at the machine in isolation... look at the psychology linked to the nature of the machine.
Before the A380, who in the public had heard of Airbus? And who had heard of Boeing? Boeing was much more of a household name. Love it or loathe it, (and I love it from a pax pov) the A380 has brought Airbus equivalence.
Does that lead to additional sales of other products in Airbus' portfolio? Hard to say for sure but there'll be some sort of impact. Because it's there, and it's a flagship, the Airbus brand is more at the forefront of airline CEO and CFO's minds.
Don't look at the machine in isolation... look at the psychology linked to the nature of the machine.
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The A380's biggest problem is that it is purely a people mover, great if you can fill a 3 class version but it starts to hurt if you have space in F or C class. Cargo gets limited to around 5 tonnes, so if you move large volumes of cargo you have a problem.
The B77W must be an accountants dream. It can move 80% of the passenger load but 400% more cargo burning around 30% less fuel. Cargo is big business on long haul and makes the difference between surviving and making a profit.
The B77W must be an accountants dream. It can move 80% of the passenger load but 400% more cargo burning around 30% less fuel. Cargo is big business on long haul and makes the difference between surviving and making a profit.
