تويت
عـــــــملاق الأجـــــــواء ((A380))
Airbus
عـــــــمـــــلاق الأجــــــــواء
A380
Long-Range Jetliner
Long-Range Jetliner
عـــــــمـــــلاق الأجــــــــواء
DESCRIPTION:
The Airbus A380 was developed in response to the growing problems of airport congestion and air traffic control systems struggling to cope with the number of aircraft in operation. Originally known as the A3XX, the enormous design was re-christened as the A380 following the official launch of the program in late 2000. Upon entering service, the A380 will become the first full triple-decked super jumbo-jet as well as the first true competitor to the Boeing 747. Though many argue that the aviation industry is not ready for such a giant, Airbus believes that by committing to the A380 now, the company will be in excellent position to take advantage of such a need by 2020. By then, Airbus estimates a potential need for 1,200 passenger and 300 freighter models.
Despite its large size, the A380 adopts a conventional airliner design with a cylindrical fuselage slightly wider than that of the 747. The A380 also features a standard low-mounted swept-wing configuration with four padded engines along its span. The landing gear include 22 wheels so that the load per wheel is comparable to that of the Boeing 747 and 777. This design makes the A380 compatible with most existing runways at major airports. However, the large wingspan requires most airports to widen taxiways so that two A380 aircraft can pass each other. Many airports must also build additional jetway bridges to accommodate the large number of passengers, and baggage handling systems also need to be upgraded. A handful of airports at major international hubs are investing millions of dollars to complete these improvements by the time the A380 enters service. Even so, delays in funding these improvements at some key airports could be a significant problem for A380 operators.
The internal layout of the A380 is of typical configuration with passengers seated on the two upper decks and cargo located on the lower deck. Airbus has also proposed configuring some cargo compartments as shops, lounges, or even casinos, although economy-minded airlines are unlikely to adopt such gimics. The flight deck is very similar to that of the A330/A340 family to ease A380 pilot training and promote commonality across the Airbus production line. Furthermore, the cockpit is located in between the upper and main decks at a height comparable to that of smaller airliners for easier pilot familiarity.
Two basic models are currently being marketed, the A380-800 passenger model seating up to 555 in three classes and the A380-800F freighter version. Additional extended range, passenger/cargo, and stretched models are also under consideration. A total of 17 airlines had placed orders for 195 aircraft by February 2008, and a Saudi prince has also ordered a VIP model.
Unfortunately, difficulties in manufacturing have delayed A380 deliveries and pushed service entry back by at least two years to late 2007. The majority of these delays have been blamed on difficulties installing over 300 miles (500 km) of wiring throughout the aircraft. Initial A380 testing also uncovered a rupture in the wing that required minor redesign, and rumors have surfaced that flaws may exist in the landing gear as well as the cabin pressurization system. If true, these difficulties could delay the plane's service entry even further.
Several customers like Singapore Airlines, Qantas, Virgin Airways, Emirates, Malaysian Airlines, and Thai Airways have already expressed frustration over the program's pace and rising costs, forcing Airbus to pay millions of dollars in compensation to the airlines. Some customers have also threatened to reduce or cancel their A380 orders. The only cancellations so far were from cargo operators FedEx and UPS when both companies cancelled their orders for up to 20 A380-800F frieghters apiece. The move left no customers for the freighter model and further development of this variant has been postponed indefinitely.
Production delays have created a significant cost overrun of over $3 billion driving up A380 unit cost by at least 25%. These delays and cost increases may deter future orders, and Airbus must sell a total of at least 420 aircraft to break even on the program.
Data below for A380-800 and A380-800F
Last modified 15 January 2009
HISTORY:
First Flight
(A380-800) 27 April 2005
Service Entry
(A380-800) 25 October 2007 (with Singapore Airlines)
CREW:
two flight crew: pilot, co-pilot
PASSENGERS:
(A380-800) 555 in three classes, 840 in one class
ESTIMATED COST:
$327.4 million
Despite its large size, the A380 adopts a conventional airliner design with a cylindrical fuselage slightly wider than that of the 747. The A380 also features a standard low-mounted swept-wing configuration with four padded engines along its span. The landing gear include 22 wheels so that the load per wheel is comparable to that of the Boeing 747 and 777. This design makes the A380 compatible with most existing runways at major airports. However, the large wingspan requires most airports to widen taxiways so that two A380 aircraft can pass each other. Many airports must also build additional jetway bridges to accommodate the large number of passengers, and baggage handling systems also need to be upgraded. A handful of airports at major international hubs are investing millions of dollars to complete these improvements by the time the A380 enters service. Even so, delays in funding these improvements at some key airports could be a significant problem for A380 operators.
The internal layout of the A380 is of typical configuration with passengers seated on the two upper decks and cargo located on the lower deck. Airbus has also proposed configuring some cargo compartments as shops, lounges, or even casinos, although economy-minded airlines are unlikely to adopt such gimics. The flight deck is very similar to that of the A330/A340 family to ease A380 pilot training and promote commonality across the Airbus production line. Furthermore, the cockpit is located in between the upper and main decks at a height comparable to that of smaller airliners for easier pilot familiarity.
Two basic models are currently being marketed, the A380-800 passenger model seating up to 555 in three classes and the A380-800F freighter version. Additional extended range, passenger/cargo, and stretched models are also under consideration. A total of 17 airlines had placed orders for 195 aircraft by February 2008, and a Saudi prince has also ordered a VIP model.
Unfortunately, difficulties in manufacturing have delayed A380 deliveries and pushed service entry back by at least two years to late 2007. The majority of these delays have been blamed on difficulties installing over 300 miles (500 km) of wiring throughout the aircraft. Initial A380 testing also uncovered a rupture in the wing that required minor redesign, and rumors have surfaced that flaws may exist in the landing gear as well as the cabin pressurization system. If true, these difficulties could delay the plane's service entry even further.
Several customers like Singapore Airlines, Qantas, Virgin Airways, Emirates, Malaysian Airlines, and Thai Airways have already expressed frustration over the program's pace and rising costs, forcing Airbus to pay millions of dollars in compensation to the airlines. Some customers have also threatened to reduce or cancel their A380 orders. The only cancellations so far were from cargo operators FedEx and UPS when both companies cancelled their orders for up to 20 A380-800F frieghters apiece. The move left no customers for the freighter model and further development of this variant has been postponed indefinitely.
Production delays have created a significant cost overrun of over $3 billion driving up A380 unit cost by at least 25%. These delays and cost increases may deter future orders, and Airbus must sell a total of at least 420 aircraft to break even on the program.
Data below for A380-800 and A380-800F
Last modified 15 January 2009
HISTORY:
First Flight
(A380-800) 27 April 2005
Service Entry
(A380-800) 25 October 2007 (with Singapore Airlines)
CREW:
two flight crew: pilot, co-pilot
PASSENGERS:
(A380-800) 555 in three classes, 840 in one class
ESTIMATED COST:
$327.4 million
DIMENSIONS:
Length
(A380-800) 238.67 ft (72.75 m)
Wingspan
261.83 ft (79.80 m)
Height
79.00 ft (24.08 m)
Wing Area
9,095.5 ft² (845.0 m²)
Length
(A380-800) 238.67 ft (72.75 m)
Wingspan
261.83 ft (79.80 m)
Height
79.00 ft (24.08 m)
Wing Area
9,095.5 ft² (845.0 m²)
WEIGHTS:
Empty
(A380-800) 610,680 lb (277,000 kg)
(A380-800F) 555,565 lb (252,000 kg)
Empty
(A380-800) 610,680 lb (277,000 kg)
(A380-800F) 555,565 lb (252,000 kg)
Max Takeoff
(A380-800) 1,234,590 lb (560,000 kg)
(A380-800F) 1,300,725 lb (590,000 kg)
Fuel Capacity
internal:
(A380-800) 575,185 lb (260,900 kg)
(A380-800F) 575,185 lb (260,900 kg)
external: not applicable
Max Payload
(A380-800) 185,190 lb (84,000 kg)
(A380-800F) 330,695 lb (150,000 kg)
PROPULSION:
Powerplant
(A380-800) four Rolls-Royce Trent RB-967 turbofans
or four Engine Alliance GP-7267 turbofans
(A380-800F) four Rolls-Royce Trent RB-975 turbofans
or four Engine Alliance GP-7275 turbofans
Thrust
(A380-800 RB-967) 272,000 lb (1,210 kN)
(A380-800 GP-7267) 326,000 lb (1,450 kN)
(A380-800F RB-975) 299,435 lb (1,332 kN)
(A380-800) 1,234,590 lb (560,000 kg)
(A380-800F) 1,300,725 lb (590,000 kg)
Fuel Capacity
internal:
(A380-800) 575,185 lb (260,900 kg)
(A380-800F) 575,185 lb (260,900 kg)
external: not applicable
Max Payload
(A380-800) 185,190 lb (84,000 kg)
(A380-800F) 330,695 lb (150,000 kg)
PROPULSION:
Powerplant
(A380-800) four Rolls-Royce Trent RB-967 turbofans
or four Engine Alliance GP-7267 turbofans
(A380-800F) four Rolls-Royce Trent RB-975 turbofans
or four Engine Alliance GP-7275 turbofans
Thrust
(A380-800 RB-967) 272,000 lb (1,210 kN)
(A380-800 GP-7267) 326,000 lb (1,450 kN)
(A380-800F RB-975) 299,435 lb (1,332 kN)
PERFORMANCE:
Max Level Speed
at altitude: 595 mph (955 km/h) at 35,000 ft (10,675 m), Mach 0.89
at sea level: 390 mph (630 km/h)
cruise speed: 560 mph (900 km/h) at 35,000 ft (10,675 m), Mach 0.85
Max Level Speed
at altitude: 595 mph (955 km/h) at 35,000 ft (10,675 m), Mach 0.89
at sea level: 390 mph (630 km/h)
cruise speed: 560 mph (900 km/h) at 35,000 ft (10,675 m), Mach 0.85
Service Ceiling
42,980 ft (13,100 m)
Range
(A380-800) 8,000 nm (14,815 km)
(A380-800F) 5,600 nm (10,370 km)
42,980 ft (13,100 m)
Range
(A380-800) 8,000 nm (14,815 km)
(A380-800F) 5,600 nm (10,370 km)
KNOWN VARIANTS:
A380-700
Originally known as the A3XX-50 or A3XX-50R, proposed extended range model with a shortened fuselage for 481 passengers
A380-800
Originally known as the A3XX-100, first production model seating 555 passengers
A380-800C7
Proposed combination passenger/cargo model based on the A380-800 with space for 7 cargo pallets
A380-800C11
Proposed combination passenger/cargo model with space for 11 cargo pallets
A380-800F
Originally known as the A3XX-100F, dedicated freighter based on the A380-800 model with a capacity of 25 pallets on the upper deck, 33 pallets on the main deck, and 13 pallets on the lower deck; development had been underway but was postponed in March 2006 after both launch customers cancelled their orders
A380-800R
Proposed extended range model based on the A380-800 for 555 passengers
A380-800S
Proposed reduced range version of the A380-800
A380-900
Originally known as the A3XX-200, proposed stretch model with a longer fuselage for 656 passengers
A380-900S
Proposed reduced range version of the A380-900
KNOWN OPERATORS:
Aerolineas Argentinas
Air Austral
Air Comet
Air France
British Airways
China Southern Airlines
Doric Asset Finance
Emirates Airlines
Etihad Airways
International Lease Finance Corporation (ILFC)
Kingfisher Airlines
Korean Air Lines
Lufthansa
Malaysian Airline System (MAS)
Qantas
Qatar Airways
Singapore Airlines
Thai Airways
Virgin Atlantic Airways
3-VIEW SCHEMATIC:
A380-700
Originally known as the A3XX-50 or A3XX-50R, proposed extended range model with a shortened fuselage for 481 passengers
A380-800
Originally known as the A3XX-100, first production model seating 555 passengers
A380-800C7
Proposed combination passenger/cargo model based on the A380-800 with space for 7 cargo pallets
A380-800C11
Proposed combination passenger/cargo model with space for 11 cargo pallets
A380-800F
Originally known as the A3XX-100F, dedicated freighter based on the A380-800 model with a capacity of 25 pallets on the upper deck, 33 pallets on the main deck, and 13 pallets on the lower deck; development had been underway but was postponed in March 2006 after both launch customers cancelled their orders
A380-800R
Proposed extended range model based on the A380-800 for 555 passengers
A380-800S
Proposed reduced range version of the A380-800
A380-900
Originally known as the A3XX-200, proposed stretch model with a longer fuselage for 656 passengers
A380-900S
Proposed reduced range version of the A380-900
KNOWN OPERATORS:
Aerolineas Argentinas
Air Austral
Air Comet
Air France
British Airways
China Southern Airlines
Doric Asset Finance
Emirates Airlines
Etihad Airways
International Lease Finance Corporation (ILFC)
Kingfisher Airlines
Korean Air Lines
Lufthansa
Malaysian Airline System (MAS)
Qantas
Qatar Airways
Singapore Airlines
Thai Airways
Virgin Atlantic Airways
3-VIEW SCHEMATIC:
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