US aircraft maker Boeing has decided not to build a new jet to compete directly with the superjumbo A380, seen here, of rival Airbus, saying its tried and true 747 will satisfy limited worldwide demand for bigger planes



Boeing will let Airbus fly solo into superjumbo market -- for now

US aircraft maker Boeing has decided not to build a new jet to compete directly with the superjumbo A380 of arch-rival Airbus, saying its tried and true 747 will satisfy limited worldwide demand for bigger planes.

Airbus plans to unveil its A380 amid great pomp in Toulouse, France on Tuesday. But according to Boeing, Airbus's market projections are too optimistic.

The giant European manufacturer predicts that 1,500 A380s will sell over the next 20 years. It expects its new model to represent 25 to 30 percent of those sales starting in 2008 -- about 35 deliveries a year.

Boeing says the market can't absorb more than 320 500-plus-seat planes in the next two decades.

The A380 can seat 555 passengers in coach, and up to 840 charter, making it a very economical mode of transport.

But its size limits it to the largest airports, and even they must upgrade their facilities to enable the A380 to land.

Passengers "would have to take several small aircraft to get to the hubs," major airports where the A380 can land, said Leslie Nichols, a spokeswoman for Boeing.

"The 747 can access 210 airports in the world, whereas the A380 will be able to access 29 airports by 2009," Nichols said.

Boeing is also betting against a move towards bigger planes.

"Even though airplane travel has grown overall, the reliance on hubs has declined while non-stop service has increased. The demand for large aircraft has decreased," said Amanda Landers, another Beoing spokeswoman.

Boeing's largest aircraft, the 747-400, has 416 seats. The group could decide by June whether to develop a new version -- the 747 "Advanced" -- which would seat 450. Boeing says that size will satisfy the demand for superjumbo jets.

"After four years, Airbus has 139 commitments from 14 customers for the A380. Boeing had 165 orders from 21 customers for the 747-400 after its first four years," Landers said.

But many analysts are in line with Airbus's industry predictions.

"The A380 provides good economics in an environment where a growing number of airports in large cities are more and more congested," said John Ash, president of the consulting firm Intervistas-GA2.

In his view, expanding air travel will mean bigger planes, rather than more flights.

Roman Szuper, an analyst with Standard and Poor's, said that Airbus will find itself in a monopoly position and may be able to stay on top of the emerging market for superjumbo jets for a long time.

"It was similar with the 747. There was no competition for several decades," he said.

But Boeing is keeping a door open in case the future proves it wrong, Boeing CEO Harry Stonecipher has made clear.

Boeing might consider building a new jet to compete directly with the A380 if demand for such an aircraft is strong enough, Stonecipher said in a German newspaper interview in November.

"We estimate demand at around 400 aircraft. Airbus is forecasting 1,500 jets over the next 20 years. Time will tell who is right. If demand increases, we'll build a supersize aircraft," Stonecipher told the daily Die Welt in remarks reproduced in German.

http://us.news2.yimg.com/us.yimg.com/p/afp/20050116/capt.sge.bwz72.160105035157.photo00.photo.default-384x235.jpg
(AFP/File/Lionel Bonaventure)

Airbus are scheduling the first flight of the A380 this year aren't they?

yes in March if i'm not wrong.

Yep they are going to fly it soon but they haven't set a date they have only said early 2005 so the next 2 or 3 months.

yes in March if i'm not wrong.
Thanks.

I guess we will see who's right. If Airbus is right, then Boeing will be forced into building a all new competitor more advanced than the A380. If Boeing is right, Boeing does nothing.

i hope the a380 is very sucessful and boeing develop the 747 advance and then it fails

Jan. 17 (Bloomberg) -- Airbus SAS, the world's largest plane maker, tomorrow will unveil its 555-seat A380, a 12 billion-euro ($16 billion) wager that airlines will order giant aircraft to ferry passengers between major airports over the next 20 years.

The A380 will surpass Boeing Co.'s 35-year-old 747 as the world's largest passenger plane and is meant to help the Toulouse, France-based plane maker maintain its lead in sales and deliveries over Chicago-based Boeing, said Airbus Chief Executive Noel Forgeard on Jan. 12. Boeing has no plan for a competing aircraft.

Airbus said on Dec. 15 it expects to receive demand for 1,250 planes that can each seat at least 400 passengers and 398 freighters through 2024. It aims to get contracts for 700 of those aircraft and says the A380 will break even with 250 orders. Boeing, by contrast, estimates demand for about a third of the large planes.

``This is a plane for big airports, flying to other big airports,'' said Joseph Campbell, an analyst at Lehman Brothers in New York who has ``overweight/positive'' ratings on Airbus parent European Aeronautic, Defense & Space Co. and Boeing. ``Maybe there's not room for two planes, but now, there's only one.''

The double-decker A380 plane has a wingspan of 80 meters (262 feet), almost the length of an American football field. It's 73 meters long and weighs as much as 569 tons (1.2 million pounds) when fully loaded for takeoff. It will have a range of 8,000 nautical miles (14,820 kilometers) compared with 7,600 nautical miles for the Boeing 747-400.

Rising Shares

Shares of EADS have risen 28 percent over the last 12 months while those of Boeing are up 19 percent on expectations a recovery in airline passenger traffic will lead to increased demand for new planes. Traffic rose more than 10 percent in 2004 from a slump that began with the 2001 terrorist attacks on the U.S.

The European plane maker has invited about 5,000 people to attend the A380 inauguration at its Toulouse headquarters. Guests include French President Jacques Chirac, British Prime Minister Tony Blair and German Chancellor Gerhard Schroeder. France, Germany, Spain and the U.K. contributed 3.5 billion euros in loans to the 12 billion-euro development cost.

Airbus so far has firm orders for 139 of the planes and commitments for another 10. Customers include Singapore Airlines Ltd., Deutsche Lufthansa AG, Emirates, Air France-KLM Group, Virgin Atlantic Airways, and Korean Air Co. FedEx Corp. and United Parcel Service have ordered the freighter version.

Korean Air, the world's second-largest air cargo carrier, last year odered five A380 freighters. The A380 ``saves flying time,'' enabling the airline to ``move more goods on one flight and help save money,'' said Ken Choi, president of the Seoul- based airline's cargo division, when Korean Air placed its order in March last year.

Higher Sales

Forgeard, 58, said on Jan. 12 that the A380 will contribute as much as a third to the company's sales by 2008 and help revenue rise 50 percent by 2010 to about 30 billion euros. He said Airbus plans to build 35 of the planes annually from 2008. The plane has a list price of $280 million, compared with $198 million to $227 million for the 747-400. A380 test flights are scheduled to begin in March. The first plane is supposed to enter service in June 2006 with Singapore Airlines.

Boeing has received orders for 661 of the 747s since the plane was launched in the mid-1960s, of which 629 have already been delivered. Orders have slowed since Airbus started developing the A380. Over the last five years, it received orders for 81 of the 747s and delivered 120, according to information on its Web site. No passenger versions have been ordered since 2002.

The U.S. plane maker decided to develop a smaller plane, the 7E7, which would carry about 250 passengers on point-to-point trips such as between Chicago and Dusseldorf.

Connecting Hubs

The A380 will carry passengers between major hub airports, such as London's Heathrow to Tokyo, and then passengers would catch connecting flights. Boeing says there won't be enough demand for that type of travel to justify the investment expense in the A380.

``It's just a big airplane for a small market,'' Randy Bassler, Boeing's vice president of airline marketing, said in an interview on Jan. 12. ``We really believe in our forecast that there's a good market for about 400 of these.''

Some analysts agree.

``I suspect that use of this plane will be limited to major hubs, leaving a very significant market for planes such as Boeing's 7E7,'' said Paul Nisbet, an analyst at JSA Research Inc. in Newport, Rhode Island, who has a ``buy'' recommendation on Boeing shares.

Airbus has promised airlines that the A380 will be 15 percent less expensive to operate than Boeing's 747.

``The aircraft should be a 'game changer' in the long-haul market,'' wrote JP Morgan analysts Chris Avery in a Jan. 11 report to investors. ``Increasing congestion at major airports, such as London Heathrow, and an ever-greater focus on costs, means that the A380 will deliver valuable benefits to its operators.''

Break-Even Point

According to Avery, the 747, with 413 seats, needs 290 passengers to break even. The A380, with 555 seats, needs 323 people to break even, meaning it has another 227 seats available to sell at a profit--85 percent more than the 747-400.

The A380 may help it achieve operating margins that are consistently higher than the 10 percent targeted by its parent company, EADS. Forgeard said on Jan. 12 that profit margins on the new plane will be higher than on existing models.

Nine-month operating profit as a percentage of sales at Airbus was 9.6 percent compared with a 5.8 percent margin at Boeing, Forgeard said.

BAA Plc, the world's biggest operator of airports and the owner of Heathrow, expects the new plane to account for one in eight flights there by 2016. Heathrow, the world's third-largest airport by passenger count, has only two runways. Atlanta, the largest, has four with a fifth under construction.

``Eight carriers that fly to Heathrow have ordered it and intend to use it at Heathrow,'' said Eryl Smith, development director of BAA Heathrow in an interview. ``For the international hub airports of the world, many of whom are constrained by runways, the A380 is critical to their growth. It will have same step-change effect to air travel as the 747.''

Airbus poised to clinch key Chinese orders

BEIJING, Jan 16 (AFP) - High-flying European airliner builder Airbus has already logged dozens of orders for its new giant A380 aircraft, and signs emerged on Sunday it would seal its success by clinching orders from China, one of the world's biggest operators.

The Sunday Times reported that Airbus is close to clinching two key orders valued at USD 3 billion (EUR 2.28 billion) from China for its new plane, the biggest passenger airliner in the world which will roll out of its assembly hangar on Tuesday

Citing industry sources the newspaper said the Toulouse, France-based maker was in talks with the Chinese government and Cathay Pacific, the Hong Kong listed carrier.

Although orders have flooded in for the A380, Airbus's success is seen as depending on whether it can interest China, one of the world's biggest operators.

With the 2008 Beijing Olympics looming, there had been speculation that a Chinese order for the twin-deck, four-engine plane, which can carry some 550 passengers, would be announced at the A380's official roll-out on Tuesday, Hong Kong-based aviation analyst Peter Negline of bankers JPMorgan said earlier.

Such an announcement had already been expected when French President Jacques Chirac visited China in October, and again when German Chancellor Gerhard Schroeder was in Beijing in early December.

China's commercial air market is expected to be one of the world's largest in the coming years.

The Sunday Times report said that the Chinese government order, which is likely to be split between two airlines, Air China and China Southern, would be for five aircraft and a similar number of options to buy more.

The order of Cathay Pacific, it said, could be the same size, taking the value of the Chinese contracts, including options, to about USD 3 billion (EUR 2.28 billion).

The European group has so far received 139 firm orders for the A380 as well as 10 expressions of intent to purchase.

Airbus, which hopes the A380 will enable it to increase its global lead over US rival Boeing, did well last year on the Chinese front, recording firm orders for 58 of its smaller planes, including three from Hong Kong, and letters of intent for 23 more.

In the next two decades, Airbus sees potential sales to China of its products at some 1,600, while Boeing, which currently has a 62 percent market share, predicts more than 2,000 and the domestic Aviation Industries of China (AVIC) is looking at nearly 1,300.

While the Olympic Games are expected to attract tens of thousands of visitors to Beijing, relaxed restrictions by both China and foreign countries mean that many more Chinese are venturing abroad. All will need airline seats.

However, the number of orders for the A380 from Chinese airlines is not expected to be large, perhaps no more than 10 aircraft.

China is looking for a share in the latest aerospace technology, rather than the delivery of products fully finished.

Rainer Hertrich, the co-chief executive of Airbus' parent company, the European Aeronautic Defence and Space Company, said in Beijing last month he was confident China would place orders for the A380 soon.

He said an undisclosed number of what will be the world's biggest commercial airliner, which has a catalogue price of USD 275 million (EUR 209 million), had been reserved for China.

"The A380 will be rolled out in January and the first flight is scheduled for March. I believe in the end, if the Chinese want to see it flying, honestly the Chinese have to hurry up," Hertrich said.

China's Vice Foreign Minister Zhang Yesui strenuously denied a report in The Wall Street Journal that Beijing was holding up orders for at least five A380s because of the European Union's refusal to lift a 15-year-old ban on arms sales to China.

Airbus China president Lawrence Barron said in November the company will set up an engineering centre in China next year and hire 200 staff by the end of 2008.

The company was also discussing the possibility of setting up an operation that would assemble planes in the country, Airbus boss Noel Forgeard said at about the same time.

Airbus also wants to manufacture at least five percent of the parts for its proposed A350 model in China, the head of Airbus Germany, Gustav Humbert, said in December.

One in four of the 3,500-plus Airbus planes in operation around the world is equipped with parts made in China, according to the Xinhua news agency.

© AFP

Cathay Pacific and possibly Air China should choose the A380.

One of the key milestones in the Airbus A380 programme will take place later today (18th January). The world’s first full-length twin-deck aircraft will be officially revealed to the world for the first time at a ceremony to be held in the Jean-Luc Lagardere Final Assembly Line hall at Toulouse, France.

The President of the French Republic, Jacques Chirac, the Prime Minister of the United Kingdom, Great Britain and Northern Ireland, Tony Blair, the Federal Chancellor of the Federal Republic of Germany, Gerhard Schroeder, and the Prime Minister of the Spanish Kingdom, Jose Luis Rodriguez Zapatero will preside over the reveal ceremony. More than 4,500 guests will attend, including the CEOs of the 14 A380 customers, as well as eminent representatives from the airline community, the Airbus shareholders, suppliers and other stakeholders, as well as the media.

The A380 reveal will also mark the launch of Airbus’ new livery. The change in livery, the first since the A310, further materialises the entry of Airbus into a new era. The A380 is the first aircraft to display the company’s new colours that reflect its ambitions to pursue aviation excellence long into the future. The new design embodies Airbus' brand values of creative flair, technological prowess, relationship building and team spirit.

The 555-seat A380 passenger aircraft has a range of up to 8,000nm/15,000km, allowing it to fly non-stop between Europe and Asia, while the three-deck long-range freighter version, the A380F, will be able to carry up to 152 tonnes/ 335,000 lbs of cargo on standard pallets over distances of up to 5,600nm/10,400km. First passenger operations are scheduled to begin in 2006 when the A380 is due to enter service. In addition, the first A380F, the freighter version of the aircraft, is expected to begin operations in 2008.

The Reveal of the A380 is being streamed live on the Airbus website www.airbus.com which will also include other up-to-the-minute coverage of the day’s events. Coverage starts at around 11am France time.

TOULOUSE, France -(Dow Jones)- Virgin Atlantic Airways Chairman Sir Richard Branson predicted Tuesday that his airline will start phasing out its Boeing 747 jumbo jets around 2018 to make way for newer technology aircraft.

Branson, who is in Toulouse for a ceremony marking the rollout of the new Airbus A380 super-jumbo, told a news conference that "there will still be a market for the 747 for some years to come, but the technology of the 380 is much more modern than the 747."

"In time, the 747s will die out, but we're talking 10 years after we start taking our A380s," he said.

Virgin Atlantic has ordered six A380s with options for a further six. Deliveries will start in 2008 - two years after the 555-seat aircraft enters service - and will run through 2010.

Virgin operates a fleet of 17 Boeing 747s.

Branson said Virgin's A380s will offer innovative services, comfort and distractions for passengers on long flights. For instance, the airline's first- class passengers will enjoy private double beds, and there will be an area where customers can gamble. "I suppose you could say that there may be two ways of getting lucky on a Virgin flight," he quipped.

Branson predicted that because of its size the A380 will be popular with airlines that fly to capitals where it is extremely difficult to obtain landing slots.

He predicted that the A380 won't be affected if there's another downturn in the air travel industry. Because it's fuel-efficient and offers low operating costs, "it wouldn't be the first plane to be grounded if there were to be another global airline crisis," he said.

Virgin had initially planned to be one of the first airlines to use the A380 in 2006, but decided to push back its deliveries by two years. Singapore Airlines Ltd. (S55.SG) will take delivery of the first A380.

"Being a launch customer for an enormous plane like this involves a lot of extra cost," Branson said, "and not being as big as Singapore Airlines we felt that it would be better for an airline like Singapore to take the brunt of the introduction of plane."

He said Virgin also felt that after two years of operation with other airlines the main teething problems will have been sorted out.

Virgin Atlantic Airways is 51% owned by Virgin Group (VGN.YY) and 49% by Singapore Airlines.

A look at the 14 customers Airbus says have ordered 149 of its new A380s, as of January 18, 2005.

Airline Passenger /Freighter/ Options /Engine
Air France 10/ 0/ 4/ GP7200
Emirates 41/ 2 /None/ GP7200
Etihad Airways 4/ 0/ None/ TBC
Federal Express 0/ 10/ Undisclosed /GP7200
ILFC 5 /5 /None /GP7200
Korean Airlines 5/ 0 /3 /TBC
Lufthansa 15/ 0 /None /Trent 900
Malaysia Airlines 6/ 0 /None /Trent 900
Qantas 12/ 0 /None /Trent 900
UPS 0/ 10 /10 /TBC
Qatar Airways 2/ 0 /2 /TBC
Singapore Airlines 10 /0 /None /Trent 900
Thai INT'L 6/ 0 /None /Trent 900?
Virgin Atlantic 6/ 0 /6 /Trent 900
TOTALS 122/ 27/ 25

MODEL: Passenger carrier

A380-700- 481 in three classes, 608 in one class
A380-800- 555 in three classes, 840 in one class
A380-900- 656 in three classes, 840 in one class


DIMENSIONS:

Length
A380-700- 222.56 ft /67.9 m
A380-800- 239.50 ft /73.0 m
A380-900- 260.26 ft /79.4 m

Wingspan 261.83 ft /79.8 m
Height 79.00 ft /24.1 m)
Wing Area 8,920 ft2 /830.0 m2

Service Ceiling 43,000 ft /13,120 m


Range

A380-700- 8,750 nm /16,200 km
A380-800- 7,800 nm /14,450 km
A380-800F- 5,620 nm /10,410 km
A380-800R- 8,750 nm /16,200 km
A380-900- 7,800 nm /14,450 km)

I'm looking foward to the superb comfort.
http://gallery.colofinder.net/albums/a380/A380_4.thumb.jpg
http://www.spiegel.de/img/0,1020,123293,00.jpg

^^yeah, they'll be HUNDREDS of those seat-beds available! ;)

^ Bars, everything you would expect on a cruise liner besides a poorly trained magician or casino is what you could expect on the A380.

By Sebastian Steinke

Edwards Air Force Base in the Californian desert. The test aircraft, registration "N747ER", stands loaded right to the limits of its maximum permitted take-off weight at the start of the runway, engines running. The brakes are released and, with the engines at full thrust, the jumbo sets off down the runway as if for take-off. The giant four-engined jet races down the air strip at up to the maximum taxiing speed of 172kt (318km/h), but the nosewheel does not lift off. For instead of "Rotate", the command is now "Abort", and the dramatic "Maximum brake energy refused take-off test", the test of maximum braking power during an aborted take-off, now commences.

Without reverse thrust, but simply with spoilers and manual brakes, the two Boeing test pilots have to bring their mighty charge, the biggest passenger aircraft in the world, to a halt as rapidly as possible. And this is with brakes that are worn right to the very limits of what is permissible. You can tell that they are working overtime from the white heat they give off before the plane grinds to a halt. Despite all this, in a matter of seconds the heavily loaded jumbo is standing safely on the runway. In fact it has halted 300m sooner than was planned. But its smoking tyres are still heating up, until one after the other their "plugs” (safety valves) blow and release the dangerous excess pressure into the air before it can cause an explosion. Once all the plugs have blown, then the aircraft is deemed to have passed the test and the airport fire fighting service which is on standby is finally allowed to cool down the brakes with water. After a complete change of tyres and brakes, the jumbo is ready to fly again just one day later.

Normally manufacturers play their cards close to their chest during testing campaigns. But for readers of FLUG REVUE, 747-400ER Program Manager Kurt Kraft and Flight Test Manager Art Fanning of Boeing were prepared to make an exception. First of all Fanning ran through the flight test programme in outline. Starting with the maiden flight, first of all the basic aerodynamic properties are checked. "The ER is very similar to a normal -400 apart from small structural reinforcements in the wings,” he says. "There are no surprises here. The flight tests simply serve to provide rapid confirmation of data that is already known.”

The programme therefore quickly proceeds to flights in which the secondary control systems are switched off ("limited handling”). These are followed by structural static tests through to tests at two-and-a-half times the gravity of the earth at various altitudes, during which the engineers induce flow separations with special spiral turns.

Finally the flutter characteristics have to be examined. This requires that the aircraft is loaded in an extreme way, for example, so that the stern is extremely heavy, and then flown above what is normally the maximum operating speed ("Vmo”). "We always have a pretty accurate idea in advance of the range in which flutter will occur. We then take the aircraft to that range,” explains Fanning.

The violent oscillations which then set in must not have a destructive effect on the structural strength or intensify. Cameras, especially in the tail area, and a number of special test instruments that are linked up with special, orange-coloured marked cables ("test cables”) in the cabin register the structural damping characteristics of the aircraft. Even though such tests are never totally free of danger, the crew members do not have any parachutes with them. Nor are there any extra emergency exits or ejection hatches. The aim of the test is to demonstrate that the ER has the same flight and handling characteristics as the present 747-400, so that airline pilots currently rated for that model will find the new variant no different to fly.

"Normally the crew consists of the two test pilots, a test director and ground crew. Then on top of them there are the various specialists who have designed particular subassemblies plus additional observers,” explains Program Manager Kraft. Usually there are around 20 people on board, but if the flight is an extended series of tests, there could be as many as 90 passengers.

The majority of all certification flights are being carried out on the two first examples of the passenger version. They are referred to internally as "RF001” (currently in Boeing paintwork) and "RF002” (in Qantas colours). The extra tank in the forward cargo bay of the 747-400ER passenger version gives it 830km more range, although it has had to shed certain installations. For example, the fresh water tank and parts of the air-conditioning system.

The ER freighter version, by contrast, is relatively similar to its -400F cousins and does not have an extra tank. Its strengthened undercarriage can be tested on the passenger version. The first 747-400ERF (in Air France colours) is currently undergoing extended acceptance testing, in the course of which some special freighter options, for example an electronic system for determining the centre of gravity, will be tested.

After testing of its climb performance and flights in which one or more of the engines are shut down, the plane is then subjected to the braking test described above, which Fanning describes with relish as "two minutes of high drama”. The test team approaches the extreme braking test methodically, proceeding one small step at a time. First of all the brakes are precisely calibrated and tested on a series of trials at steadily increasing speeds, with the spoilers in operation. The ER engines do not have to be separately tested as their maximum thrust rating has already been certificated for the 747-400.

Both versions then have to undergo special fire protection tests. With the aid of smoke generators, the cabin bays are progressively filled with smoke until visibility is restricted to 45cm. On the one hand the smoke alarms, which have a new design, have to detect the slightest trace of smoke, while on the other hand the smoke, which is soon thick enough to cut, must not get into the cockpit or passenger cabin via the air-conditioning system. Fire fighting is actually impeded by the way the air-conditioning works impedes, as Program Manager Kurt Kraft explains. "Our fire extinguishing system requires a quite specific amount of halon to combat fires. So we try to achieve that volume of halon as a permanent concentration. However, the pressurised cabin is continuously vented via a valve at the rear so that fresh air can stream in. The trick lies in not blowing the halon out of the plane along with the extracted air.”

For certification, full fire fighting must be demonstrated to the Federal Aviation Administration, while in addition the aircraft executes an emergency descent manoeuvre from the cruise altitude to 15,000ft (approx. 4,600m). Because of the precise calibration of the pressure relief valve that is necessary in advance, Kurt Kraft, with the rationality of an experienced engineer, calls this part of the testing a "particularly demanding task”.

With all the tension around, are any of the trials actually boring? Art Fanning does not utter the word, but the painstaking measurement of the electromagnetic compatibility of avionics and electronic on-board entertainment system come the closest, in his view.

The second test aircraft "RF-002” with newly designed "Signature” cabin furnishings is primarily being used for these tests. This entails checking with the utmost precision with mobile antennae in the cabin whether the on-board electronics is producing any interference. A never-ending series of combinations of equipment from a wide range of manufacturers, some of which are only offered as an option, has to be considered here. "We have to be completely sure that it will not cause any interference later on,” explains the Flight Test Manager. However, the two experts are not prepared to disclose their trade secrets of how to improve equipment shielding if required.

Practical on board comfort is also tested. Does the air conditioning cause draughts, are all the announcements intelligible? Does the heating work as it is supposed to? How loud is it in the cabin at different stages of a flight? Finally, individual compartments of the cabin are occupied by test passengers in order to test the on-board entertainment systems, toilets and kitchens under realistic conditions.

During the interview with FLUG REVUE, at which point 70 out of 76 days of the testing programme have been completed, all that is left is to run through the full gamut of tests once more, this time in front of the official FAA inspectors – the final step before final certification of the Boeing 747-400ER and the 747-400ERF freighter. "We have stuck to the test schedule that we announced a year ago,” says Kurt Kraft proudly. "Our jumbo will be ready on time.”

12/2002

I'd say the A380 beats the Beoing 747-400ER, the Beoing needs to concentrate on higher capacity aircraft (I don't mean the 7E7).

Friday, January 21, 2005



On Tuesday, the world finally saw the elephant. The Airbus A380, the largest commercial airliner ever built, was trundled out of a massive hangar in Toulouse, France, for a gala public unveiling featuring the French, British, German and Spanish heads of government. Airbus's superjumbo, a double-decker that could carry almost 900 passengers, has been in the works since the early 1990s. The project is 1.5-billion euros over its original design budget, and its creation is still being mocked by some as an act of hubris. But now, at least, the creature is tangible. Customers have already ordered 149 of them, and Airbus professes confidence that it will easily sell 250, which is the purported break-even point.

Unlike Boeing's next-generation rival -- the sleek, still-incomplete 7E7 Dreamliner, which will trade passenger capacity for extreme fuel efficiency -- the A380 has a pretty traditional profile. It's just a little bit larger through all dimensions than the familiar jumbos of today. What's really traditional here, though, is the old-fashioned "bigger is better" approach to industrial development. The European leaders could barely contain their phallocratic, chauvinistic glee at having a plump new toy to show off; their delight was somehow ... very American. "When we look at this monument of human achievement, we see that Europe can't be stopped," said Spanish Prime Minister Jose Luis Rodriguez Zapatero, adding that "We're capable of being a leader in science and technology when we are highly determined."

One feels a little embarrassed at the "See? Europeans aren't entirely pathetic" part. And, after all, the A380 still does need to get off the ground. But in an age of exaggerated environmental and geopolitical anxieties, it is encouraging to see a feat of engineering and business flair celebrated without apology.

The advent of the superjumbo was a long time coming, much longer than anyone originally expected. The Boeing 747, currently the largest airliner in service, was first flown in 1969. It has, in other words, gone unchallenged since the year when man walked on the moon and wallowed in the mud at Woodstock. No one at Boeing, or anywhere else, ever expected the 747 to be the workhorse of the skies for half a century. The original design was created in an effort to win a U.S. military contract for high-capacity cargo lift, and was adapted to commercial aviation only after Boeing lost out. (Today -- this is one of history's wry little jokes, I suppose -- the U.S. military relies on modified 747s for airborne command-and-control, and there has been persistent talk of adapting the airframe for use as a cheap missile platform.)

For much of my own life, the aviation world seems to have been focused on finding new marginal vistas for air travel rather than devising grandiose new signature aircraft. Environmentalism and OPEC wiped out the dreams of supersonic air travel in the 1970s, and we have watched that glorious bird of prey, the Concorde, live out its entire life cycle as a frou-frou oddity. Now, at last, credible contenders to supplant the 747 are emerging. Freight carriers and passenger airlines with busy long-haul routes are lining up to buy the A380, and Boeing had already sold 122 Dreamliners as of the end of 2004. Air France says that its daily Paris-Montreal run is likely to use the new Airbus model beginning in 2007.

Unlike Boeing's next-generation rival -- the sleek, still-incomplete 7E7 Dreamliner, which will trade passenger capacity for extreme fuel efficiency -- the A380 has a pretty traditional profile. It's just a little bit larger through all dimensions than the familiar jumbos of today. What's really traditional here, though, is the old-fashioned "bigger is better" approach to industrial development. The European leaders could barely contain their phallocratic, chauvinistic glee at having a plump new toy to show off; their delight was somehow ... very American.


who wrote this article?? sounds like he/she knows nothing about A380 by saying it is a traditional profile. I sounds like he/she got no idea there is such thing as A350 from airbus.

Just two weeks after Boeing celebrated 35 years of its venerable 747 first taking to the air, it is set to reveal at the show its latest thoughts on how to develop the aircraft even further.

Boeing is particularly keen on taking advantage of 7E7 derivative engines and other 7E7 technologies to offer its 747 Advanced concept greater performance.

“It will be more Advanced than the Advanced we briefed the industry on at Paris last year,” says Larry Dickenson, senior vice-president of Asia/Pacific sales for Boeing Commercial Airplanes.

“The thing that drives it is you have to re-engine the aircraft with a new powerplant. If you look at the market a good portion of it can be satisfied with the 777-300ER. With this you can see ranges going out beyond that of today’s 747s with incredible economics.

“But there will always be a need for an aircraft of around 400 seats,” he says. “Now we can move the 747 out in range.”

Asia-Pacific carriers such as Cathay Pacific Airways have been pushing Boeing to develop a more advanced 747.

Airlines need the extra performance partly because of the “superb new interiors they are developing”, which add significant weight to the aircraft and therefore affect performance, says Dickenson. “With this aircraft we will give them the range back plus some.”

The 747 Advanced would seat 400-500 passengers and offer an 8,000nm (14,800km) range.

The revamped 747 does not necessarily have to come to market after the 7E7, says Dickenson. “If the engines are certified and available, we have a clear path for it. Many customers are telling us they want it, but we need to get a better understanding of the powerplants available for it.”

Boeing has been refining its 747 development concepts for several years, with enhancements such as the 747X, 747-400X Quiet Longer Range and 747-800X all proposed, but the potential use of 7E7 derivative engines seems to offer a major step-change in the performance of the aircraft.

By JAMES WALLACE
SEATTLE POST-INTELLIGENCER AEROSPACE REPORTER

Much of Jet City will be asleep Tuesday when, nine time zones away, at the Jean-Luc Lagardere final assembly site near the airport in Toulouse, France, a new era will dawn in commercial aviation.

The world's biggest passenger jet, with wings that stretch nearly the length of a football field, will have a coming-out party, the likes of which Europe has not seen since the supersonic Concorde was rolled from a factory on a December day in 1967 at the same Toulouse-Blagnac airfield.

After more than a decade of development, the double-decker A380 represents the crowning achievement for the European airplane maker that as recently as 1995 had only about 20 percent of the market for commercial jetliners with more than 100 seats. Today, Airbus has more than 50 percent of the market, having pushed The Boeing Co. into second place.

But whether the A380 will be a latter-day Concorde -- the much hailed British-French supersonic jetliner now consigned to museums -- or the biggest jewel in the Airbus crown remains to be seen.

The plane represents a fundamental difference in vision and strategy that is shaping the future for Boeing and Airbus.

Boeing believes the 555- passenger A380 -- that's about 140 seats more than the 747-400 -- is too big and the market too small to justify such a huge investment. A380 development costs have risen to around $12 billion.

Instead, Boeing is developing the 7E7, a long-range, midsized jet with new fuel-efficient engines and a composite airframe. Its rollout at the Boeing Everett plant will come in 2007, with airlines taking delivery in 2008.

Airbus is calling its rollout party the "A380 Reveal."

More than 5,000 guests, including the president of France, the chancellor of Germany and the prime ministers of Britain and Spain, will be on hand for the event, which will start at 11 a.m. Tuesday -- 2 a.m. in Jet City, the name associated with Seattle during its decades-long history with Boeing and especially the 747.

The A380 will replace Boeing's flagship as the biggest passenger jetliner ever built. John Leahy, commercial boss of Airbus, predicted that Boeing will be forced to end production of the 747 passenger model next year once the A380 is in service.

In fact, Boeing's plane already is feeling competitive heat.

During the last four decades, Boeing has sold 1,385 jumbo jets, the latest version of which is the extended range 747-400. But Boeing has not sold a 747-400 passenger model since China Airlines ordered four in November 2002. The 747-400 freighter, however, continues to sell, and Boeing had as many orders for it last year as Airbus had for the A380 -- 10.

Leahy said Boeing will have no choice but to eventually commit to developing a rival to the A380 -- once top managers at Boeing retire or are forced out and the company can finally admit it made a mistake in reading the market for big jets.

"That's just bluster from a bluster expert," said Paul Nisbet, an analyst with JSA Research, who closely follows Boeing and believes the company's decision to develop the smaller 7E7 rather than a bigger plane will prove to be the right strategy.

But Nisbet, who does not hold Boeing or Airbus stock, admitted that Airbus has done better with the A380 than he initially thought.

Airbus has 149 orders from 14 customers, although the latest, the freight company UPS, has not yet signed a firm contract for its 10 freighters. The next big batch of A380 orders, however, could be harder to come by, Nisbet said.

"I suspect they have gotten the easy pickings, and from here on out it will be much more difficult," he said.

Michael Boyd, president of Boyd Group Aviation Systems Research in Evergreen, Colo., is not nearly as kind in assessing the A380.

"Boeing is on the right track with the 7E7," he said. "The A380 is a latter-day Concorde. They are building it for the glory of France, the glory of England and the glory of Europe. Why not build something like Boeing and sell more planes?"

But other analysts say Airbus needed to develop the A380 to have a full range of jetliners that can compete at both ends of the market. It's a product lineup good enough that Airbus has beaten Boeing in new orders in five of the last six years.

The A380 is expected to make its maiden flight in March. Singapore Airlines will get the first plane, probably next April, and operate it on the Singapore-London route.

The airline is likely to configure its A380s for 490 to 500 passengers; Singapore's 747-400s carry 378.

Singapore Airlines has three daily slots at Heathrow and putting the bigger A380 on that route "is one way for us to leverage those slots," Chew Choon Seng, the chief executive of Singapore Airlines, said in an interview last year.

In a nutshell, that's also the Airbus argument for why the A380 will be a winner with some of the world's major airlines that serve busy hubs.

But Chew also said Boeing's 7E7 would fit nicely on the carrier's routes that don't have the traffic to support the big Airbus jet.

"There is a place for both," he said of the A380 and 7E7.

Meanwhile, Boeing is laying the groundwork for what it calls the 747 Advanced. "We have been talking to customers pretty hard since October," said Jeff Peace, Boeing's vice president of 747 derivative programs.

Boeing could decide whether to move ahead with the 747 Advanced in the first half of this year, Peace said. It would enter service in 2009. That's 40 years after the 747-100 made its maiden flight, in February 1969. Airbus was born that May, when its original French and Germany partners signed an agreement creating the consortium.

The 747 Advanced would be the sixth major model of the 747 family, but the first with a longer fuselage -- 140 inches longer for the passenger plane and 207 inches longer for the freighter.

The passenger plane would carry up to 450 passengers, about 35 more than the 747-400, the current version of the jumbo. The range would be extended to about 8,000 nautical miles.

The advanced freighter and passenger 747s would have the fuel-efficient engines under development for the 7E7, although with a smaller diameter fan. Boeing would substantially rework the 747 wing to improve the aerodynamics. Some lighter aluminum alloys might be used in places to cut down on weight.

The various changes would improve fuel burn by about 15 percent per seat over the current 747-400 passenger plane, Peace said.

In addition, seat mile economics -- what it cost an airline to fly one passenger one mile -- would improve by about 6.5 percent. The 747 Advanced freighter would have an 11 percent improvement in ton-mile costs over the 747-400 freighter, he said.

This is not the first time Boeing has talked with customers about stretching the 747. The last such program, known as the 747X, died without one firm order in the late 1990s.

Peace said customers have consistently told Boeing during the last four or five years that they want a bigger 747, one with improved economics, more range and quieter engines to meet the tough new noise regulations at airports such as London's Heathrow.

The 747X had "costs associated with it that the industry could not afford," Peace said.

But the 747 Advanced, with new 7E7 engine technology and new wing technology, means Boeing "does not have to drive costs down as much to make this plane make sense from a business standpoint," Peace said.

But he stressed that Boeing does not view the 747 Advanced as its answer to the A380.

"We are not competing with the A380 passenger plane," he said. "We think that's too big."

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I wonder what Emirates is gonna do with the A380, that would be amazing.

TOULOUSE, France (Reuters) - Gyms, beauty parlors, private double beds and an in-flight casino will be featured on Virgin Atlantic's giant Airbus A380 planes when it starts flying them in three years' time, the airline's half-owner Richard Branson said.

"Since you have gaming and you have private double beds maybe there are two ways of getting lucky on a Virgin plane," entrepreneur Branson told reporters in France.

Announcing Virgin's plans for the double-decker jet being unveiled Tuesday in Toulouse, France, Branson said a gym and gambling area offering blackjack and roulette would be available to economy and business class passengers.

Virgin Atlantic, which already offers seats which convert into double beds on some of its existing aircraft, plans to install 35 private double beds on each A380.

Virgin Atlantic, which is 49 percent owned by Singapore Airlines, has ordered six A380s with options for a further six, worth a total of $3 billion. The first aircraft is scheduled for delivery in May 2008.

Virgin Atlantic was originally scheduled to take delivery of the A380 in 2006 but delayed the plans due to concerns that some major airports, particularly Los Angeles, would not be ready to accommodate the plane in time, as well as delays in sourcing components for some design innovations.

Branson said Virgin Atlantic was now confident that airports were prepared and suggested the company would take up its options for a further six planes sooner rather than later.

"The chances are we are going to want more than six," he said.

He also said that A380 parent Airbus had guaranteed Virgin the plane would deliver lower operating costs and had promised to compensate the airline if cost savings dropped below a certain level. Top of page

I wonder what Emirates is gonna do with the A380, that would be amazing.


If 747 Advanced is going to production under by 7E7 new development engine would be great

Sure more buyer for A380 customers would be envying :)

Boeing 747-Advanced stairway to the upper deck

http://www.phatnav.com/wiki/images/thumb/a/a5/180px-Boeing_747_Advanced_Interior.jpg


Specification Changes

The 747 Advanced will be stretched 3.6m compared to the baseline 747-400, allowing it to carry 34 more passengers and 2 more freight pallets, while the range will be extended by 1,370km, allowing city pairs such as Frankfurt-Buenos Aires, Hong Kong-New York or Sydney-Dallas.

The engines will be the same as used on the 7E7, however will likely be adapted to feature bled air so as to keep the development cost of the aircraft itself down. Some use of composites will be made so as to keep the aircraft lighter, however structural changes will mostly be evolutionary with respect to the 747-400, and not revolutionary. The wing will likely be the same as the current 747-400 (previous design studies of 747s with new wings have proven costly, and no customer interest has been shown), with the addition of raked wingtips such as those found on the 767-400 or the 777-300ER.
Interior Changes

For the 747 Advanced, Boeing has proposed some changes to the interior layout of the aircraft. Most noticeable will be the stairway to the upper deck. On present 747-300 and -400 models, the stairway is straight, narrow, and runs from the galley area located at door 2 (the second door from the front of the aircraft), to the back of the upper deck, on the left hand side. The Advanced model proposes a sweeping curved stairway which will open onto the door 2 entry lobby, and rise up to the right hand side of the back of the upper deck. The window line will be extended to where the stairway reaches the upper deck, and a further set of windows may be placed overhead.

Further down the aircraft, it has been proposed to put 'SkySuites' in the crown area (the space above the passenger cabin, currently used for airconditioning ducts and wiring). The wiring and ducts will be moved to the side to create space for these facilities - consequently they will not have windows. The SkySuites will be small individual compartments with sliding doors or curtains, and which may feature beds, seating, and entertainment or business equipment. A common lounge area would also likely be provided. Boeing has also proposed smaller, more modest SkyBunks. Access to the crown area would be via a separate stairway at the rear of the aircraft. Passengers using the SkySuites, which will be sold at a premium price, will sit in regular economy class seats for take off and landing, and move to the crown area during flight.

It is not known how many other 7E7 interior features, such as the larger windows and futuristic cabin architecture, will be used on the 747 Advanced.
Freight Model

The 747 has proven to be a very popular freighter, and Boeing is planing a freight variant of the 747 Advanced, which may even be the initial model launched. The freight version would be stretched a further 5.1m on the passenger model, with a 422 tonne maximum takeoff weight, which would allow it to carry 130 tonnes of cargo over 8,260km. Four extra pallet spaces would be created on the main deck, while the lower deck would be able to hold 2 extra containers and 2 extra pallets.

READERS opinion : Boeing has made a classic strategic error. Too much in love with their revolutionary all-winning 747 Jumbo concept and too risk averse, Boeing failed to see the need for the next level in super jumbo planes.

Link (http://www.yeald.com/Yeald/a/33491/boeing_747_advanced__too_little__too_late.html)

Boeing decided to make 747-Advanced already?

Boeing decided to make 747-Advanced already?

No it's still a "paper" idea.

By Dominic Gates

Seattle Times aerospace reporter

Boeing's iconic airplane, the 747 jumbo jet, is at a crucial turning point.

Beginning with a high-level review today in Seattle, company officials are weighing whether to offer a new, bigger version of the 35-year-old best-seller.

If Boeing Commercial Airplanes gets the thumbs up to begin offering the 747 Advanced for sale, as observers believe is likely, the plane could get a fresh lease on life despite the debut of Airbus' even bigger A380.

But if the company should decide to back away at the last moment from a new 747 derivative — as it has done on two previous occasions — then, according to an internal document obtained by The Seattle Times, 747 production in Everett could end as early as late summer 2006.

Boeing has for the past several months been gauging interest in the airplane from its airline customers. According to Boeing spokesman John Dern, Boeing Chief Executive Harry Stonecipher is personally involved.

Yet prospective customers are in turn awaiting a positive decision by Boeing — a sign that the jet-maker believes this airplane has a future.

"If Boeing commits to develop the 747 Advanced we'll be very, very, very interested," said Marc Schonckert, a spokesman for Luxembourg-based cargo airline Cargolux, a prospective customer. "It'll be the aircraft that comes closest to our wishes."

According to a Boeing insider, a program review of the 747 Advanced is scheduled for today in Seattle.

This week's issue of the authoritative trade magazine Flight International reports, without citing a source, that the Boeing board will "this week" decide if the commercial-airplane division can offer the 747 Advanced for sale. Cargolux's Schonckert also said that he had heard that a decision is imminent.

Boeing declined to provide details of the board schedule or its agenda. The board customarily meets Sunday through Monday.

Indications look good that Boeing will go forward, aiming for delivery by spring 2009. The Flight International report says that Stonecipher will personally back the 747 Advanced before the board.

The 747 Advanced will be a stretched version of the current 747-400 model. A lengthened fuselage will increase capacity to 450 passengers, from 416.

That would position the airplane half-way between the 350-seat 777 and 550-seat A380, a large hole in the market that Boeing is loathe to leave unfilled.

The proposed jet will have raked composite wing tips and other small aerodynamic changes to the wing to increase performance. It will carry four modified versions of the engines designed for the smaller 7E7, making it quieter, increasing fuel efficiency and extending the range to 8,000 nautical miles.

Boeing claims the 747 Advanced would have a cruising speed of 0.86 mach, a tad faster than Airbus' A380, which will cruise at about 0.85 mach.

After a meeting with about a dozen 747 operators in Hong Kong in October, Boeing marketing vice president Randy Baseler said the company was under pressure to commit to the new plane.

Cargolux is one airline eager for a decision. The 747 freighter is the workhorse of air freight today, and Cargolux has a fleet of 13 with two others on order.

Schonckert said that Cargolux will post record sales and profits for 2004, and "one of the major components of our success is the 747."

"An advanced freighter would be the ideal plane — a 747 with all the advantages we [already] know with added payload and with better performance," he said.

Schonckert said that after Boeing indicates its decision, the airline will likely order by year end.

But the fate of the jumbo jet will crucially depend on winning some 747 Advanced orders from passenger jet operators as well as cargo operators.

There hasn't been an order for the passenger version of the 747-400 since China Airlines ordered four in November 2002. Of the current backlog of just 32 jets, only nine are for the passenger version.

Jeff Peace, manager of the 747 Advanced program, said that Boeing probably cannot sell many more passenger versions of the 747-400. So if it does decide to keep the line alive, Boeing will need some more freighter sales to bridge the gap to the first delivery of the Advanced jet.

In an interview last summer, Baseler admitted that Boeing couldn't expect the 747 to survive if it did no development of the model. The jet already faces restrictions on night flying at London Heathrow because it doesn't meet the most stringent noise-reduction requirements.

"If we don't improve the 747, it goes away," Baseler said.

Yet Boeing has twice in recent years shelved plans to develop new 747s.

In the mid-1990s, it planned the 747-500 and 747-600, the latter almost as big as the Airbus superjumbo. These were nearly-new airplanes with 777 systems, expensive to develop. The offer was pulled when the Asian financial crisis temporarily depressed the market.

Meanwhile Airbus pushed ahead with the A380 and left Boeing behind.

In 1999, Boeing proposed the 747X family, a more derivative and cheaper option that included a stretch version again almost as big as the A380. But when Singapore Airlines chose the A380 over the 747X, Boeing decided that the market wasn't big enough for two superjumbos and backed out.

The 747 Advanced, Boeing's third and cheapest 747 fix yet, emerged from the idea of using the 7E7's engines to extend the model's life.

An internal document obtained by The Seattle Times indicates that the company will increase production rate on the current 747 from one a month to one and a half per month in mid-2005, and reduce the rate back down to one per month in 2006.

The same document shows a potential closure of the line in August 2006. That means the 747 could possibly close before the 767, which wouldn't shut down before the end of 2006 at the earliest, even if Boeing loses the Air Force tanker deal.

The Everett plant has thousands of engineers and manufacturing support staff and about 1,000 people working directly on day-to-day 747 production.

Just two weeks after Boeing celebrated 35 years of its venerable 747 first taking to the air, it is set to reveal at the show its latest thoughts on how to develop the aircraft even further.

Boeing is particularly keen on taking advantage of 7E7 derivative engines and other 7E7 technologies to offer its 747 Advanced concept greater performance.

“It will be more Advanced than the Advanced we briefed the industry on at Paris last year,” says Larry Dickenson, senior vice-president of Asia/Pacific sales for Boeing Commercial Airplanes.

“The thing that drives it is you have to re-engine the aircraft with a new powerplant. If you look at the market a good portion of it can be satisfied with the 777-300ER. With this you can see ranges going out beyond that of today’s 747s with incredible economics.

“But there will always be a need for an aircraft of around 400 seats,” he says. “Now we can move the 747 out in range.”

Asia-Pacific carriers such as Cathay Pacific Airways have been pushing Boeing to develop a more advanced 747.

Airlines need the extra performance partly because of the “superb new interiors they are developing”, which add significant weight to the aircraft and therefore affect performance, says Dickenson. “With this aircraft we will give them the range back plus some.”

The 747 Advanced would seat 400-500 passengers and offer an 8,000nm (14,800km) range.

The revamped 747 does not necessarily have to come to market after the 7E7, says Dickenson. “If the engines are certified and available, we have a clear path for it. Many customers are telling us they want it, but we need to get a better understanding of the powerplants available for it.”

Boeing has been refining its 747 development concepts for several years, with enhancements such as the 747X, 747-400X Quiet Longer Range and 747-800X all proposed, but the potential use of 7E7 derivative engines seems to offer a major step-change in the performance of the aircraft.

Air China could lease two A380 superjumbos: Airbus





BEIJING : Air China is negotiating the lease of two A380 superjumbos to serve the Beijing Olympics, Airbus China President Laurence Barron was quoted as saying.


"We expect a deal to be hammered out between the two sides so that at least two airliners can use the A380 to serve the 2008 Beijing Olympics," Barron told the China Daily.

The European aviation giant, locked in fierce competition with US rival Boeing, last week inked a deal to sell five of the double decker planes to China Southern Airlines in a deal worth some 1.4 billion dollars.

That contract marked the first A380s to be sold to China, which is expected to be one of the world's most important air transport markets in the decades to come.

The Air China lease was being negotiated through the International Lease Finance Corp., Barron, who could not be reached Friday, told the newspaper.

According to Barron, Airbus and Air China enjoy close business ties, evidenced by the Chinese flag carrier placing orders for 20 A330-200s in January and six A319s last year.

"These are all near-term transactions. We are also talking about other long-term deals with Air China, including the possible purchase of the A380 double-decker," he said.

Barron admitted such direct sales could be a long way off.

"It is still early to talk about the possibility. Our priority now is to wait and see whether the negotiations between ILFC and Air China can bear fruit," he said.

Air China refused to comment Friday although the China Daily cited an official from the airline as saying it was still hesitant about buying the A380. The official did not say why.

Airbus is also hoping China Eastern Airlines will purchase the A380.

"It may take some time for China Eastern to make a decision but we believe airlines such as China Eastern will be interested in the giant plane as their international business develops further in the future," Barron said.

Airbus last month officially unveiled the A380, the world's biggest civil aircraft, in a glitzy ceremony in Toulouse, France. - AFP



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^ Would only 2 A380s be enough for the Olympics?

Monday January 31, 03:38 PM Asia Pulse

Boeing Showcases B-787, B-747 Advanced Aircraft To Qantas


SYDNEY, Jan 31 Asia Pulse - US aircraft maker Boeing Co today said it was seeking feedback from Qantas Airways Ltd (ASX:QAN) on a stretched model of the well known 747 long haul aircraft - its answer to the double decker Airbus 380 superjumbo.

Even so, the company continued to showcase its new generation 300 seat 787 aircraft to Qantas and would be "thrilled" if the carrier signed up to the program, Boeing vice president of 787 sales John Feren said.


"Their fleet studies are beginning to consider what the alternatives are," said Mr Feren, who was meeting Qantas executives in Sydney today.

"They have (also) expressed an interest to us in the Boeing 777-300ER and we have just mentioned this airplane to them, 747 Advanced.

"It's fair to say that Qantas is collecting data and is analysing the situation."

The Boeing 747 Advanced can carry up to 500 passengers, uses the same engine and cockpit technology as the 787 and can fly more than 14,816 kilometres.

The Airbus A380 can carry up to 550 passengers and has a range of 14,800 kilometres.

"We're having conversations with airline customers, we're putting together what we think is a concept that we're going to take to the market place and we will see what feedback we get," Mr Feren told journalists here.

Qantas has ordered 12 A380s - the aircraft was launched a amid much fanfare last month in France - it intends to use on long haul routes from Australia to Los Angeles.

Boeing last week announced it now had a total of 186 orders for the new 787 Dreamliner, formerly known as the 7E7.

The name was finalised after the company received orders from the People's Republic of China for 60 of the planes.

In many Asian cultures the number eight represents good luck and prosperity.

Boeing will deliver the planes to six carriers - Air China, China Eastern Airlines, Hainan Airlines, Shanghai Airlines and Xiamen Airlines - in time for the 2008 Olympic Games in Beijing.

Mr Feren said while Boeing was behind on its order targets for the 787 - it had aimed to reach 200 planes by the end of 2004 - he expected more orders to be confirmed in the near future.

"Being behind a very ambitious target is not a great disappointment," he said.

"We are pleased with what we have got and we expect to have many more orders during the course of 2005."

Mr Feren said Boeing had not experienced any negative impact on sale of the 787 due to fanfare surrounding the A380.

"While it's a tremendous industrial accomplishment that can be viewed and acknowledged, it has not appreciably changed the fact that people want to fly point to point, people want to avoid major hubs where possible," he said.

"We have had debates with Airbus about what the size of the 550 seat market is.

"But I don't think anyone believes there are more 550 seat airplanes to be sold than 200-300 seat airplane."

Boeing is pitching the tri-class 787, its first new model in 15 years, as a breakthrough in leaner and lighter aircraft engineering.

It is counting on strong demand for aircraft in the Asia Pacific region to drive orders of the 787, followed by the Middle East, then Europe, Africa, South America and North America.

"It is our long term view that 70 per cent of sales will be for growth and 30 per cent for replacement," Mr Feren said.

ASIA PULSEhttp://www.diecastaircraftforum.com/attachment.php?attachmentid=28370

The goliath Airbus A380 takes a bow

By Joe Sharkey
THE New York Times
Posted February 13 2005

What a weird spectacle! No, I don't mean the new superjumbo Airbus A380, which was ceremoniously introduced in Toulouse, France, at what the French insisted on calling the Reveal, and what a fellow reporter persisted in calling "the Voila."

Actually, for something that hasn't flown yet, the huge double-decker airplane looked swell. The weird part was the hourlong extravaganza put on before the plane was unveiled inside a hangar the size of Pittsburgh at Airbus headquarters.

Airbus says the A380 will forever change the face of long-distance travel, making it easier and cheaper to fly 500 or more passengers to far-flung major airports where landing slots are already limited.

Is this thing going to live up to its advance notices?

That's hard to say, given the economic and political dynamics swirling around the A380, which France's president, Jacques Chirac, in his remarks at the Reveal, called a milestone on the "path of European integration."

Never mind that some industry skeptics are saying the A380, which has cost $16 billion to develop so far and has weighed in heavier than anticipated during manufacturing, won't have nearly the impact on aviation that its supporters claim. (On his Web site, www.aviationplanning.com, airline forecaster Michael Boyd dismissed the Reveal as "a coming-out party for a five-ton-overweight debutante.")

The only U.S. customers are Federal Express and United Parcel Service. Airbus refers to the A380 as a 555-seat plane, but it can actually hold 900 passengers, and perhaps more. How, then, are airlines going to configure their planes?

All of the carriers that have signed up to buy A380s, which have a list price of $280 million, depend on long-haul flights -- and all are also characterized by the high quality of the services and amenities they offer, even in coach cabins. Several said they were planning to promote the idea that their A380s will offer space and high-end comfort, not cattle-car misery.

Singapore Airlines has ordered 10 A380s and will be the first to start flying the plane next year, initially from Singapore to London and Sydney. Chairman Chew Choon Seng said his planes would hold "no more than 480" passengers in three classes.

Qantas Airways will start flying the first of its four A380s between Australia and Los Angeles in fall 2006, configured with 501 seats in three classes, said chief executive Geoff Dixon.

Air France, which has ordered 10 A380s, will start flying them in summer 2007 from Paris to New York and Montreal, said chairman Jean-Cyril Spinetta. The planes will have nine seats in first class, 18 in business and 449 in coach.

Virgin Atlantic has ordered six A380s, which it plans to start flying in spring 2008 on routes between London and New York, Hong Kong, Sydney, Los Angeles, San Francisco and Tokyo.

"At Virgin, we have to innovate, and while the A380 can take up to 900 passengers, we plan to only have around 500 passengers, so we can create a special product," said Sir Richard Branson, Virgin's chairman.

Several of the A380 customers are high-end airlines operating from the Middle East. Dubai-based United Arab Emirates, in fact, is the biggest single customer, with 45 orders. The chief executive officer of Qatar Airways, Akbar al-Baker, said his airline "will not be loading these airplanes with more than 490 passengers, because we believe in luxury for our passengers."

The Business Traveler alternates each Sunday with Traveling With Kids.

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I have to admit I like the new Airbus colors better than the old. Anyone else feel the same?

^ I think everybody does. ;)

Advancing the "Queen of the Skies"
9 February 2005

One of the big questions I hear on the street these days is: What's happening with the 747 program?

It's a fair question.

The 747 is an awesome flying machine. They don't call her the Queen of the Skies for nothing. And she is such a popular airplane, such an icon, that people are always asking what's happening with the original jumbo jet. I totally understand.
Boeing 747 photo

So, as you may have heard, yes, we have received interest from customers in an advanced version of the 747.

Indeed, the very large airplane segment has had a lot of attention in the news, too, recently, sparking an interest in what Boeing's plans are in this area. Obviously, the "reveal" of the A380 last month generated a good deal of this street talk.

Now, I've said it before, and I'm sure I'll say it again: the A380 is a very big airplane filling a very small need. We see a global market for only about 270 passenger airplanes the size of A380 (500 seats or more).

And what about 747-size airplanes (400-500 seats)? This too, is a relatively small market of about 270 passenger airplanes.

Fortunately, we already have a really terrific airplane platform with the 416-seat 747-400.

So, starting with that platform, the 747 Advanced would incorporate new technologies, and with a stretch of about 11.7 feet (about 3.5 meters) in the passenger version, it meets the needs of our airline customers for a 450-seat airplane.

[The 747 Advanced Freighter would add 17.3 feet (5.3 meters) in length and 16% additional cargo volume.]

What's advanced about it? Well, the breakthrough technology of the 787 engines for one thing. Seating capacity of 450 passengers (the only jetliner in the 400-500 seat market) is another. Then there is a range of 8,000 nautical miles (14,816 km). Cruising speed of 0.86 Mach. A modified wing. An upgraded flight deck. And some very nice interior enhancements.
The 747 Advanced passenger version: stretched in two bands for a total extension of 11feet 8inches

It's a 747 that's more fuel efficient, has lower operating costs, and that is more environmentally friendly than the A380. An airplane, incidentally, that meets future noise regulations -- specifically the QC2 noise standard at London Heathrow.

So, back to that question at hand. Is it going to happen?

Unfortunately, my crystal ball is offline today, but I can tell you this: We like the airplane. We have customers who like the airplane. And we're out talking with those customers right now.

The short answer then is, we expect to make a decision on the 747 Advanced by mid year or so. And to follow through on that, assuming the 747 Advanced program is launched sometime this year, that would allow for entry into service in 2009.

The market will decide the path of the 747. The fact is, we'll be building the 747 as long as we have customers who want to buy it. Last year we logged 10 new orders -- as many as the A380. It was a good year for the Queen of the Skies.

And here's to her having many more.

http://www.boeing.com/randy/images/rb_747_lg.jpg http://www.boeing.com/randy/images/rb_747a01_lg.jpg

I'd rather see the A380 than another 747. 747's are cool but it's time to see some cooler looking planes like the A380 flying around. Boeing should scrap the 747 and focus on the 787. On the other hand Airbus should scrap the A350 and focus on the A380.

It's all about the Airbus A380 and Boeing 787 in my opinion.

Airbus scrapping the A350 is quite possibly the worst decision they could make right now. The A350/B787 market is 10 times larger than the B747A/A380 markets combined. It would be assinine to refuse that much money.

A comparison between the Boeung 747-400ER, proposed Boeing 747 Advanced, and the Airbus A380. All diagrams are to scale. The 744ER and A388 disgrams are several years old, so they are not as detailed as the 747A, which I did earlier today, though I'm not quite done with the 747A.

http://img122.exs.cx/img122/3041/b747a1pn.jpg

Superjumbo A380 gives flight to insurance headaches

February 16, 2005

BY MARY WISNIEWSKI Business Reporter



The unveiling last month of the Airbus A380 -- a superjumbo jet plane with room for more than 500 passengers -- might force airlines to rethink the way they handle insurance coverage, according to an Aon aviation expert.

"Airlines will probably have to carry $3 billion in liability limits," said Wayne Wignes, president of the aviation group for Chicago-based Aon, an insurance services holding company. "That pushes the edge of the financial capabilities of the traditional aviation insurance market,'' which usually has limits between $1.5 billion to $1.75 billion.

The Airbus A380 jet weighs a maximum of 1.2 million pounds and has a 261-foot wingspan that is 50 feet wider than the Boeing 747. The new jet has an 80-foot-high tail assembly. French-based Airbus, the world's largest plane-maker, forecast that it would win as many as 700 contracts for the A380 in the next 20 years.

Orders for the carrier have come in from international passenger airlines like Singapore Airlines and Air France, as well as the U.S.-based freight handlers UPS and FedEx. Chicago-based United Airlines, which is bankrupt, has no plans to buy the $16 billion plane.

Wignes noted that the safety record of the airline business has always been "spectacular," and has been "astounding" in the last few years.

But as the Titanic proved, the best and biggest of anything can go down. If the A380 crashed, an airline would have to have coverage for passenger deaths, for the aircraft itself and for whatever it hits on the way down, Wignes said.

Wignes said one "logical possibility" for coverage is for airlines to pool together, though it might be difficult to convince them to do it, Wignes said.

Richard Aboulafia, an airline analyst with Virginia-based Teal Group, agreed that as a new, large carrier, the A380 will have "fairly large insurance costs in an unprecedented bracket."

"It will be an added hurdle -- maybe a disincentive to start adding large numbers of A380s right away," Aboulafia said. "It's not for the faint of balance sheet."

He noted however, that the airlines that are buying the A380s, like Singapore Airlines and Virgin Atlantic, are in good financial shape and will find a way.

Airlines have met size challenges before. In 1969, a new financial model was developed to accommodate the liability demands posed by the 747, Wignes said.

Singapore Airlines will be the first to fly the A380 -- planning to take delivery of its first planes in mid-2006, according to spokesman James Boyd.

He said the airline is assessing insurance options.

"It's the subject of ongoing work between ourselves, our brokers and underwriters," Boyd said. The airline does not currently plan to pool coverage with other airlines, but the option can't be ruled out, he said.

Contributing: AP, Bloomberg News

Airbus preps A380 aeroplanes for mobile phone use

Laura Rohde, IDG News Service

17/02/2005 14:31:39

European aircraft manufacturer Airbus plans to include in its new Superjumbo A380 planes an optional voice and data system that can allow passengers to use their mobile devices in flight, the company announced Tuesday.

The service, including onboard mobile telephony and Internet access for passengers, will be offered through the OnAir joint venture to airline companies purchasing the A380. The system could be fitted on other models from Airbus as well as on planes from U.S. rival The Boeing Co., OnAir said.

OnAir was created last year by Airbus with Dutch airline IT services provider SITA and Tenzing Communications, which sells products to enable in-flight e-mail and SMS (short message service). The European Union's Directorate General for Competition approved the joint venture on Jan. 27 and the companies incorporated OnAir Feb. 1. OnAir has 50 employees, most of whom are based in Seattle, where Tenzig is also located.

Airbus last year successfully completed an in-flight trial of mobile phones and infrastructure equipment based on GSM (Global System for Mobile Communications) technology using an Airbus A320 flight-test plane. Tested services included GSM telephony, Web browsing, e-mail and connectivity to a VPN (virtual private network). The trial, announced last September, also tested several wireless computing services, such as 3G (third generation); WCDMA (Wideband Code Division Multiple Access) technology; WLAN (wireless LAN) using the Wi-Fi standard 802.11; and short-range Bluetooth.

As part of the agreement announced Tuesday between Airbus and OnAir, the companies have begun the development phase of the system and are in the process of selecting suppliers for the different service components. The service should become commercially available in 2006, Airbus and OnAir said.

Airbus is planning to launch the 555-passenger A380 plane in 2006. Australians will be one of the first to see the aeroplane when Singapore Airlines flies its A380 into Melbourne and Sydney. Qantas will follow in 2007 when the first of its orders arrive.

No airline has committed to installing the OnAir system, according to George Cooper, OnAir's chief executive officer, who spoke Tuesday on a webcast news conference. He added that airlines in Europe, the U.S. and Asia have already expressed interest in the OnAir services, though he declined to give any company names.

Cooper said that OnAir is committed to creating a system that allows airlines to offer an affordable service to its passengers while in the air. "The price you pay should be no more than standard roaming charge in Europe," he said.

Cooper also acknowledged the concern of some passengers that fights, particularly long-haul journeys, may be disrupted if other passengers are able to use their cell phones. "We continue to research these issues," Cooper said, "but, in anticipation of such a need, our system will give cabin crew complete control of the system, allowing them, for example, to switch to SMS-only mode when it is 'night' in the cabin."

But before passengers can begin using their mobile phones in the air, OnAir will need approval from European telecommunications regulators as well as the U.S. Federal Communications Commission (FCC). Airbus said it believes it is close to obtaining the green light in Europe.

Scale diagram of 747-400ER, and 747 Advanced passenger and freight models.

http://img205.exs.cx/img205/2429/74a74af0rc.jpg (http://www.imageshack.us)

Nice work STR.

There were "unexpected and significant difficulties" with the rear end of the plane when tests were carried out on it, the magazine quoted an insider as saying.

The landing gear is also causing engineers concern, the magazine reported, adding that the A380's first flight in March could be delayed by weeks.

An Airbus spokesman said however that the stress tests were heading in the right direction within the company's expectations, Der Spiegel said.

Qantas has ordered 12 of the giant planes, each of which is capable of carrying 555 passengers in comfort on long haul flights.

Singapore Airlines has already signalled its intention to be the first airline to introduce the A380, with Sydney-to-London the most likely route it will fly.

http://network.news.com.au/images/header_news_logo_bus.gif

^ Yep, not a surprise. It's a brand new aircraft, it's bound to have problems. Though I'm still holding my breath to see that thing fly, it'll be amazing. :)

Airbus official announcement on Feb 25 for its super jumbo 380 sales order, of clarifying any mis-presentation by press media earlier day :

10 / 00 Air France
41 / 02 Emirates
04 / 00 ETHIHAD
00/ 10 Federial Express
05/ 05 Int'l Resources and Rental Co. ( not as a official name just translated from Chinese Press )
05 / 00 Korea Air
15 / 00 Lufthansa
06 / 00 Malaysia Airlines
12 / 00 Qantas
02 / 00 Qatar
10 / 00 Singapore Airlines
06 / 00 Thai Internatioal
00 / 10 United Parcel
06 / 00 Virgin
05 / 00 Southern China Airlines

Total of 154 orders for 15 customers

As Boeing Hunts Orders, Future of Famed 747 in Doubt

By Sara Kehaulani Goo
Washington Post Staff Writer
Thursday, February 10, 2005; Page E05

Boeing Co. is assessing whether to prolong the life of the 747 -- in a modified, enlarged version -- to compete with Airbus SAS's new super-jumbo A380, a company executive said yesterday.

If the company fails to find one or two well-established customers for the new version by summer, it will begin plans to cease production of the signature aircraft.

The 747 Advanced, as the new model is called, would seat 400 to 500 passengers and would incorporate more fuel-efficient engines and redesigned wings constructed of lightweight materials, Randy Baseler, Boeing's vice president of marketing, told a group of reporters at the company's Rosslyn office yesterday.

Orders for the 747 have slipped since Airbus announced plans to build its 555-seat A380 -- the first large aircraft to compete with the 747 since its debut 35 years ago. Boeing had 15 orders last year and 19 in 2003, compared with 53 orders in 1998, according to Teal Group, an industry consulting firm.

The plane could be delivered by 2009, a year after another new Boeing aircraft, the twin-aisle 787 Dreamliner, comes off the line.

"Airlines have told us we have to make a decision" whether to build the new version or not, Baseler said. Boeing is asking, "Is it an airplane that airlines will continue to buy over the next 20 years?" he said.

If Boeing decides the answer is yes, then it will have to explain what appears to be a shift in strategy. For years, it has claimed that Airbus's ambitious sales projections for a giant plane were out of sync with the market and that the A380 could not be successful.

"Haven't they been asserting there's not a market for this plane?" said Airbus spokesman Clay McConnell.

Airbus has 139 orders for the A380, which was publicly unveiled last month at company headquarters in Toulouse, France, and is scheduled for delivery in 2006.

The two firms have been engaged in a cutthroat competition for aircraft sales in recent years. The rivalry reached a head last fall when the United States charged that Europe gave Airbus unfair subsidies, aiding the company's launch of a family of new aircraft, including the A380. The United States contended that Boeing does not receive such government aid.

Baseler said yesterday that the 747 Advanced would serve a slightly different market than Airbus's new plane. Its 450 seats would put the plane between the A380, with its 550-plus seats, and Boeing's own 777, with 365 seats. Boeing's existing 747-400 has room for 419 passengers.

Richard Aboulafia, an aviation analyst with Teal Group, said Boeing should move ahead with the 747 Advanced, if only to offer customers competitive aircraft. "It seems poorly thought out" to kill the 747, Aboulafia said. "There's no reason to not keep the line alive as pricing pressure on the A380. The 747 is a superb plane," he said.

I not so sure that the 380 will fl y. I hope I am wrong.

Seems funny why Boeing can't let go of the 747. I think they just got too comfortable.. something you must never be when in business.
The A380 looks beautiful. About time we has something new and improved. Boeing's designs are boring and look like they are just rehashing the old 747- but they have been leader for so long so lets see and wait. I almost certain boeing isn't as calm and collected behind the scenes.

You're more right than you know zulu69. Here's an opinion article that will appear in Business Week on March 21st:


Why Boeing's Culture Breeds Turmoil:
The sacking of Stonecipher won't fix a company marked by excess and infighting

It was at the "Palm Springs Fling," Boeing's annual executive retreat held two months ago, that CEO Harry Stonecipher, 68, initiated the relationship with Boeing exec Debra Peabody that would lead to his shocking ouster announced on Mar. 6. The conference epitomized much that is still wrong within Boeing, insiders say. Attendees describe heavy drinking and late-night revelries. It was an atmosphere at odds with the professionalism Stonecipher had tried to project after taking over the CEO spot in 2003 when Philip M. Condit resigned amid a string of scandals. Stonecipher could not be reached for comment.

From the outside, Stonecipher appeared to have made progress in returning Boeing to the straight and narrow. The aerospace giant's two most important units, Boeing Commercial Airplane and Integrated Defense Systems, had become solidly profitable. Just days before Stonecipher's resignation, the U.S. Air Force lifted a 20-month ban that prevented Boeing from bidding on rocket contracts. The company had been excluded after low-level managers admitted in 2003 to using internal Lockheed documents to shape Boeing's bids. With the February sentencing of Michael Sears, the former chief financial officer, on charges of illegal employment negotiations, Boeing was even putting its most serious scandal behind it. Indeed, its stock had regained altitude, rising to almost $60 from under $40 over the past year.

AN OBLIVIOUS BOARD
Boeing's board, led by Chairman Lewis Platt, presented the ouster as evidence of a company so committed to ethical purity that under current circumstances it wouldn't tolerate even a consensual sexual relationship between the CEO and a female exec. Insiders tell another story. They describe an ongoing culture of unrestrained excess that dates back to the Condit years. The lack of restraint also led to rampant political infighting among senior managers. As Stonecipher's tenure -- never envisioned as lasting more than a few years -- wore on, the battles among those angling to succeed him intensified. The board, meanwhile, seemed oblivious to the turmoil. Board members declined to comment for this story, but Platt told reporters and analysts in a phone conference announcing Stonecipher's resignation: "We are committed to strong ethical leadership, and we have fought hard to restore our reputation."

Executive-suite shenanigans and infighting are hardly unknown in Corporate America, but the degree to which they pervade Boeing is rare. For a company that must negotiate with governments and take responsibility for the safety of the flying public as well as sensitive military contracts, the distractions are particularly troubling.

Just days before the Stonecipher announcement, Boeing was awash in rumors that a major shakeup was imminent. A long-planned board meeting the previous weekend ran an extra day and a half, and executives scheduled to present to the board were told at the last minute to stay home. It was a distraction that Boeing, still negotiating hard-to-repair relationships at the Pentagon, didn't need. The all-important commercial division was embroiled in a cutthroat competition to win back the dominant share of the airline business from Europe's Airbus.

In the midst of this turmoil, commercial division head Alan R. Mulally held court at a party in Kirkland, Wash., attended by 100 managers and employees three days before the Stonecipher bombshell. According to several attendees, Mulally talked openly about who would replace Stonecipher, calling it a two-horse race between himself and James McNerney, who is the CEO of 3M (MMM ), a Boeing director, and a former top General Electric Co. (GE ) exec. These same people quote Mulally as saying: "It's now down to the GE guy or me. It's a fight to the death, and if it's him, I'm outta here." Mulally denies making the comment. McNerney has declined to comment on whether he is a candidate for Stonecipher's job.

Mulally wasn't the only exec plotting his ascent in recent years. In fact, one of his most serious rivals may have taken his machinations to such an extreme that they led him to unlawful conduct. Former CFO Michael Sears was sentenced to four months in prison in February for his role in the illegal job negotiations with Air Force procurement officer Darleen Druyun. Insiders say the controversy was part of his attempt to amass a power base at his rivals' expense.

In 2002, Druyun, an Air Force procurement czar looking to move to the private sector, was possibly the most sought-after executive-to-be in the aerospace industry. With her understanding of the Pentagon procurement process and her contacts, Boeing, and most of its rivals, tried hard to land her. James F. Albaugh, a front-runner in the Boeing CEO race and head of Boeing's Integrated Defense Systems, talked with her at least once under the assumption that she had recused herself from contract negotiations with Boeing, but he came up dry. It was only when Sears went back for one last try that Boeing had a deal, according to e-mail released as part of the criminal investigation of Sears and Druyun. That coup gave Sears a huge advantage over both Albaugh and Mulally. It also had the potential to expand his power base by making Druyun an ally. Sears previously declined to comment through an attorney and could not be reached for this story.

It took a lot more than persuasive skills to sign up Druyun. The clincher: Sears promised her a top job even though she was still negotiating contracts with Boeing.

Sears found other ways to advance his cause. In the summer of 2003 he waged all-out war with then-CEO Condit. Sears, according to several senior Boeing executives, took over all public-relations responsibilities and controlled access to the media and investors, an unusual role for a CFO. "It was clear to everybody [that] Sears was anxious to be the successor to Phil to the point that it got pretty disgusting," said a Boeing board member earlier this year. "You got tired of him acting like the heir apparent." Sears also took control of Boeing's famed in-house leadership center in St. Louis, according to several executives with knowledge of the matter. Banished from the sessions were Albaugh and Mulally. With almost every exec of any clout passing through the school, it gave Sears a huge profile throughout Boeing's far-flung empire.

Sears's stock rose in the summer of 2003. While he was still in charge of PR, there were leaks to the media implying that Albaugh withheld information about a $1.2 billion charge. Albaugh seemed to blame Sears. According to an internal Boeing memo written at the time, Albaugh said the "efforts to cast the write-down as the result of me withholding information -- surprising world headquarters -- is not supported by facts." He went on to write: "If Mike is intent on discrediting me, he does a disservice not only to me but to the company."

The back-stabbing was widespread among the top brass. "It was everybody in the suite gunning for Phil's job," said a former senior Boeing executive with direct knowledge of the situation. "It was pretty destructive."

An unhealthy focus on internal politics wasn't Boeing's only culture problem. In March, 2004, Boeing agreed to pay $70 million to settle a sprawling class action alleging widespread sexual discrimination. Sexual misconduct by executives was a frequent topic of conversation among employees. As BusinessWeek reported in December, 2003, Condit settled at least one wrongful termination lawsuit brought by a female employee with whom he had a relationship. Boeing has consistently opposed BusinessWeek's attempts to unseal documents dealing with these and other charges.

One of Stonecipher's top goals when he was brought out of retirement as CEO was to put ethics front and center. He created an internal governance office that reported to him and required every employee to sign an ethics statement. "Without integrity you cannot conduct business successfully," he wrote in the June, 2004, issue of Boeing's in-house magazine. "Firing people who lack integrity is good business." Words to live by.

By Stanley Holmes in Seattle

Boeing's coming up with the 7E7, I dont know why .. because its not even close to competition with the A380.

http://www.pacmin.com/news/images/7E7.jpg

They should either make the 747 a double decker plane (A380) or change the design of the plane or add something that Airbus doesnt/wont have!

The 7E7 isnt designed to compete with the same market as the A380. It is a long haul, mid sized plane. There isnt anything that will compete in that market since there really arent any long haul planes of that size.

Yes indeed

787 is the next generation aircraft for the 21st century apart from A330/340 :)

So, boeing re-pushing of 747-Advanced, one of the modle for capable of A380 to existing market


some article here as more detail 7e7 (http://skyscrapercity.com/showthread.php?t=142634)

Singapore Air May Delay A380 On Pacific Route
March 16, 2005

Singapore Airlines may agree to delay the introduction of the Airbus A380 on flights from Sydney to Los Angeles in return for access to the sought-after trans-Pacific route, it said on Wednesday.

State-controlled Singapore Airlines will be the first airline to take delivery of the A380 next year. It is the world's biggest civil aircraft and can seat between 555 and 850 passengers.

Singapore's government and the airline are lobbying the Australian government to allow the flag carrier access to the route, which is currently served by Qantas and United Airlines.

"We're looking into it. We may be prepared to delay the introduction, but we haven't made a decision on it," a Singapore Airlines spokesman said.

The airline's chief executive, Chew Choon Seng, is in Australia this week to meet parliamentarians and government ministers.

"We would take it that there's a degree of support (for access to the route). But it's for the governments (of Singapore and Australia) to discuss this," the spokesman said.

Singapore and Australia are in talks on an open skies pact for the route, which analysts describe as one of the world's strongest-performing and which is a major revenue stream for Qantas.

Singapore Transport Minister Yeo Cheow Tong and Australian counterpart John Anderson met in February, and Singapore Airlines' CEO Chew said last week he expected an agreement in 12 to 18 months.

Singapore Airlines has through rights to carry passengers from Australia only to New Zealand. It cannot pick up passengers in Australia and take them to other countries unless it stops over in Singapore first.

An open skies deal would radically change this. Singapore has open skies pacts with the United States, New Zealand, Brunei, Chile, Peru and the United Arab Emirates. It is also in talks with India and China to liberalize air travel between Singapore and those countries.

Last year, Singapore Airlines took some 560,000 passengers to Australia, equivalent to one out of eight overseas arrivals to the continent, the airline said.

(Reuters)

Boeing seeks feedback from Qantas on 747 Advanced

1/2/05:

US aircraft maker Boeing Co on Monday said it was seeking feedback from Qantas Airways Ltd on a stretched model of the well known 747 long haul aircraft - its answer to the double decker Airbus 380 superjumbo.

Even so, the company continued to showcase its new generation 300 seat 787 aircraft to Qantas and would be "thrilled" if the carrier signed up to the program, Boeing vice president of 787 sales John Feren said.

"Their fleet studies are beginning to consider what the alternatives are," said Feren, who was meeting Qantas executives in Sydney on Monday.

"They have (also) expressed an interest to us in the Boeing 777-300ER and we have just mentioned the 747 Advanced to them.

"It's fair to say that Qantas is collecting data and is analysing the situation."

The Boeing 747 Advanced can carry up to 500 passengers, uses the same engine and cockpit technology as the 787 and can fly more than 14,816 kilometres.

The Airbus A380 can carry up to 550 passengers and has a range of 14,800 kilometres.

"We're having conversations with airline customers, we're putting together what we think is a concept that we're going to take to the market place and we will see what feedback we get," Feren told journalists here.

Qantas has ordered 12 A380s - the aircraft was launched a amid much fanfare in January in France - it intends to use on long haul routes from Australia to Los Angeles.

Boeing last week announced it now had a total of 186 orders for the new 787 Dreamliner, formerly known as the 7E7.

The name was finalised after the company received orders from the People's Republic of China for 60 of the planes.

In many Asian cultures the number eight represents good luck and prosperity.

Boeing will deliver the planes to six carriers - Air China, China Eastern Airlines, Hainan Airlines, Shanghai Airlines and Xiamen Airlines - in time for the 2008 Olympic Games in Beijing.

Feren said while Boeing was behind on its order targets for the 787 - it had aimed to reach 200 planes by the end of 2004 - he expected more orders to be confirmed in the near future.

"Being behind a very ambitious target is not a great disappointment," he said.

"We are pleased with what we have got and we expect to have many more orders during the course of 2005."

Feren said Boeing had not experienced any negative impact on sale of the 787 due to fanfare surrounding the A380.

"While it's a tremendous industrial accomplishment that can be viewed and acknowledged, it has not appreciably changed the fact that people want to fly point to point, people want to avoid major hubs where possible," he said.

"We have had debates with Airbus about what the size of the 550 seat market is.

"But I don't think anyone believes there are more 550 seat airplanes to be sold than 200-300 seat airplane."

Boeing is pitching the tri-class 787, its first new model in 15 years, as a breakthrough in leaner and lighter aircraft engineering.

It is counting on strong demand for aircraft in the Asia Pacific region to drive orders of the 787, followed by the Middle East, then Europe, Africa, South America and North America.

"It is our long term view that 70 per cent of sales will be for growth and 30 per cent for replacement," Feren said.

FRANKFURT, March 2 (Reuters) - Planemaker Boeing said on Wednesday that potential customers had shown interest in new versions of its 747 jumbo jet and mid-sized 787 Dreamliner.

Randy Baseler, vice president for marketing at Boeing Commercial Airplanes, said the company's focus was to launch the new 747 Advanced stretched model of its largest jet this year.

"We are out talking to the airlines. We do have some interest," Baseler told journalists.

The interest comes from among a group of 12 carriers Boeing spoke to about the plane late last year, he added, without giving names.

But he said the interest was mostly in Asia, with a "little bit" also in Europe. He said he did not expect the U.S. carriers to do "anything in the near future".

Boeing will decide by mid-year whether to build the new plane, he reiterated.

A third version of Boeing's 787 Dreamliner mid-sized jetliner, called the 787-9 and which is yet to be launched, will not be abandoned, Baseler added.

"We have had a lot of interest in the 9. We are out talking about it," he said. "You will see a 9."

The 787-9 would carry more passengers than the 787-8 and would travel further than the 787-3.

Boeing is battling to regain dominance of the commercial airliner market from Europe's Airbus, which is 80 percent owned by EADS .

Airbus is building the world's biggest passenger airline, the A380, which will be able to carry more people than the Boeing 747 series. It is also planning a mid-sized A350 jet to compete with the Boeing 787 series.

Baseler said the technology developed for the 787 would more than likely be applied next "in the single-aisle area", for an overhauled version of the 737 short-haul aircraft.

"The market dictates timing. Probably it's somewhere in the next decade," he said, adding that the aircraft would probably have a different name.

Boeing names Stork Fokker to 747 Large Cargo Freighter Design Team
18 April 2005


Boeing has named Stork Fokker AESP of the Netherlands to its team designing the structure of the 747 Large Cargo Freighter, a specially modified 747-400 jet that will transport major assemblies for the all-new Boeing 787 Dreamliner.

Stork Fokker and Boeing will collaborate on the design of the Large Cargo Freighter's all-new pressure bulkhead. The bulkhead protects the cockpit area from cargo sliding forward and helps maintain the cockpit's cabin pressure. Stork Fokker joins Spain's Gamesa Aeronautica and Boeing engineers in Everett, Wash., Moscow and Canoga Park, Calif., in developing the unique freighter's structural design.

"Stork Fokker has a long and successful history with Boeing and they are a strong addition to our design team," said Boeing 787 Vice President of Airplane Production Scott Strode.

Henk Valk, Stork Fokker executive vice president – Marketing and Sales, said, "We are especially pleased to be part of the Large Cargo Freighter program because it provides the opportunity for Fokker's engineers and Boeing engineers to work parallel within the same disciplines. A fully integrated team is the result of this unique approach."

Boeing will use three Large Cargo Freighters as the primary means of transporting major 787 assemblies to its Everett, Wash., final assembly site from partners around the world.

The 787 is is expected to enter service in 2008.

SIA looks on bright side of A380 delay
Steve Creedy
May 06, 2005

SINGAPORE Airlines is hoping a decision by European plane maker Airbus to delay the delivery of the first A380 will not significantly affect the aircraft's entry into service.

Sydney will be among the first destinations to see the double-decker aircraft, which Singapore had been hoping to obtain in July.

However, sources have told The Australian the first delivery will be delayed by at least several weeks.

"It may be more than a month," one source said. "But we're not looking - as far as I know, at this point, anyway - at it being multiple months."

Airbus was not commenting yesterday on the extent of the delay or the reasons for it.

Airbus's Australian spokesman, Ted Porter, said: "This is a joint agreement between Singapore Airlines and Airbus, and we are jointly working towards the launch of the aircraft in the second half of this year."

But Singapore Airlines spokesman Stephen Forshaw said the carrier had been told of the delay by Airbus.

"We're working with Airbus to minimise that delay," he said.

"At this point we don't believe it will impact on our plans for entry into commercial service during the second half of 2006. Of course, as with any new aircraft, there are ongoing discussions between ourselves and Airbus on the delivery program."

Qantas, which has ordered 12 of the super jumbos, said it still expected the first to begin service in October.

The delay is likely to prove a boon for Qantas, because it reduces the period Singapore will be able to exclusively operate the plane to Australia.

Both will fly the aircraft below Airbus's recommended passenger load of 550 people in three classes and are planning to introduce upgraded facilities in all cabins.

News of the later delivery was not entirely unexpected.

The giant plane's first flight was delayed several times, with rumours of weight problems and other issues.

However, the four-hour flight ended last week with a textbook touchdown and the big plane's crew reported that all systems performed within expectations with no major malfunctions.

The aircraft took off on its second flight over southwest France yesterday, and a third is planned for later this week.

The flights are part of an intensive testing program expected to take more than 2500 flight hours.

Singapore Air A380 Delivery Now Q4 2006
May 11, 2005

Singapore Airlines, scheduled to be the first carrier to fly the Airbus A380 superjumbo, said on Wednesday it may only receive the new plane in the final quarter of 2006 due to a production delay.

"It looks more likely to go into the final quarter of 2006. But this is still subject to confirmation by Airbus," Singapore Airlines Chief Executive Officer Chew Choon Seng told a news conference.

He said the delay was the result of a prolonged testing and certification program.

The airline said earlier this month it expected to begin flying the double-decker plane in the second half of 2006 after European manufacturer Airbus had notified it of a delay.

The world's largest airliner, which is costing EUR12 billion (USD$15.4 billion) to develop, took its first flight last month and faces at least a year of further tests before certification and the start of deliveries.

The plane, which has a list price of USD$285 million, can seat more than 800 passengers, though most airlines which have ordered it say they plan to seat 500 to 650.

The plane has dominated development at Airbus as it looks set to displace the 747 jumbo built by US rival Boeing as the largest airliner flying.

(Reuters)

Boeing could kill 747, king of the jumbos

JOHN GILLIE; The News Tribune
Last updated: May 13th, 2005 09:49 AM
Photo1
Enlarge image
THE BOEING CO.
The concept plane called the 747 Advanced features reconfigured seating and more room. It could replace the aging 747-400.
The Boeing 747, the plane that made air travel a mass movement, jumped a notch higher on the endangered species list Wednesday.

Boeing’s top executive confirmed the company will make a live-or-die decision on the 35-year-old jetliner by late summer.

James Bell, Boeing president and CEO, said the production lines for Boeing’s two oldest jumbo jet series, the 747 and the 767, face closure decisions soon unless new business revives them.

Bell made the comments at a news conference at Boeing Field in Seattle following the company’s announcement of its first-quarter earnings.

Those earnings fell 14 percent to $535 million because of higher expenses for pension plan contributions and deferred compensation. The company’s revenue rose 1 percent to $12.98 billion.

Bell said keeping the 747 production line going will require two positive events:

• Approval by the Boeing board of a new version of the plane, called the 747 Advanced.

• Enough orders for the 747’s existing version to keep the production line open until 747 Advanced production begins.

Boeing’s books show 28 orders remaining for the jumbo jet. The company has sold 1,384 of the four-engine jumbos, far more than any other wide-bodied jet built by any manufacturer.

Boeing is now building about one 747 a month. If Boeing decides to close the production line at its Everett plant, the company might accelerate production slightly to finish the backlog of orders in as little as a year.

Boeing has been showing conceptual drawings of the 747 Advanced to airlines for more than a year. The new plane would be an updated and enlarged version of the 747-400, the latest variant of the 747. The 747-400 entered commercial service in 1989.

Boeing hopes the 747 Advanced will find a lucrative niche in the airline market between its own 777 with 350 seats and Airbus’ new ultra-jumbo A380 with 550 seats.

The new 747 would have improved range and fuel efficiency and would have a cruise speed slightly higher than the A380.

Bell’s remarks came on the same day the A380 flew for the first time. That plane has earned 154 orders. The aging 747 hasn’t had an order for a new passenger version of the plane since 2002.

Launching the 747 Advanced could bring years of additional job security for about 1,000 assembly line workers in Everett.

The Boeing board reportedly has been poised to launch the new jetliner several times, but delayed the decision to gather more airline feedback.

The 747 is a victim in part of old age and of competition from Airbus’ new jumbo and Boeing’s own 777 and its new 787 Dreamliner.

When the 747 was new, airline historians say, many airlines bought it either for the prestige value of owning a jumbo or for its range.

Now Airbus has stolen the prestige with the A380, and Boeing’s own 777 and 787 have the range to reach cities half a world away from one another.

As for the 767, its fate rests not so much with airlines, but with the federal government, which had proposed buying 100 of the jetliners and converting them to airborne tankers.

That deal is still mired in an investigation surrounding how Boeing and the Pentagon negotiated the $23.5 billion price for the initial batch of tankers.

A former Pentagon procurement official, Darleen Druyun, has pleaded guilty to federal charges alleging she talked with Boeing about a post-retirement job while negotiating the tanker contract.

Boeing chief financial officer Mike Sears was forced out of the company for his role in the deal.

Boeing reports it has just 20 767 orders remaining unfilled. The aerospace company has sold 946 of the twin jets since their debut in 1982.

the 747’s future?

Some of the features of Boeing’s proposed upgrade, called the 747 Advanced:

• Fuel-efficient engines developed for Boeing’s new 787.

• More seating, with a typical configuration stretched slightly from 426 to 450 seats.

• Updated entertainment and cockpit systems and larger overhead bins.

John Gillie: 253-597-8663

john.gillie@thenewstribune.com

Airbus needs 'several years' to hit A380 delivery schedule



LE BOURGET, France -- Airbus will take "several years" to meet the delivery schedule it originally laid out for its giant A380 airplane after delays resulting from wiring and weight issues, the company's chief operating officer said yesterday.

"The delays will run over a couple of years," Gustav Humbert, Airbus chief operating officer, said at a Paris Air Show briefing yesterday.

Humbert said there were three main causes: problems with wiring for passenger entertainment systems; complexities in designing different cabin interiors for each airline; and grappling with weight issues.

Airbus is still discussing the situation with customers, and he wouldn't provide a figure for penalties.

Airbus said earlier this month that it's facing a six-month delay in delivering the first A380s to customers such as Singapore Airlines Ltd., Qantas Airways Ltd. and Air France-KLM Group. The plane will be the world's largest airliner.

Ouch, a 6 months delay?!

Thats not much. When the 747 launched it was late and over budget, plus in the early 70's they went three years without a single sale.

^You're from Slough!
Isn't that that the location of the office in the series "The Office"? :D

Yes and Slough is considered a pretty dreary subruban commuter town. The main route through the town the A4 was once dominated by light industry and warehouses. Thet have all been replaced by three storey office cubes with a varying combination of glass, reconstituted stone or gray annodised metal. All built to cater for the dot com boom and now one third empty. Though the town is prosperous with low unemployment, the town centre is mess of ill considered 60's and 70's Shopping Malls and office blocks. Consequently a lot ofpeople work in its many business parks and may visit its out of town retail parks. If you want a nice meal or culture you need to go either Maidenhead or Windsor.

Slough has always been considered dreary the Town is still trying to live down Sir John Betjmans poem in about Slough where he calls on the friendly bombs of Luftwaffe to cleanse the town of its trading estates and 30's suburbia that changed Slough from a pretty Market town to sprawl.

Thats not much. When the 747 launched it was late and over budget, plus in the early 70's they went three years without a single sale.

True, but that was during a time when technology wasnt as advanced as today. :)

So, that means there was less to go wrong. If you look at the history of project management there has been no improvement in the percentage of projects finishing on budget. The history of construction, computing and engineering is littered with projects that did not come in on time and budget.

December 2004/January 05
Staying in the game
Boeing briefs airlines on changing the B747 into a whole new creature

By Charles Anderson

As Airbus geared up for the maiden flight of the A380 expected in Spring 2005, rival manufacturer Boeing was actively gauging demand for a new version of the B747, the plane that has until now kept the long-range, jumbo market to itself.

Boeing held an executive forum in Hong Kong to update potential customers from the Asia-Pacific and Europe on the development of the B747 Advanced, which Boeing says will match the range of the 550-seat A380 and challenge it on economics, while staying in the 400-500 seat segment.

Boeing executive vice-president inter*national sales, Larry Dickenson , said the gathering was a great success and included British Airways, Lufthansa German Air*lines and Air France executives among the many Asian carriers present.


'The idea is to develop the most efficient aircraft we can, and the most elegant. Then, the ability of the plane to be quiet, to be fuel efficient and to be competitive in the marketplace'
Rob Faye
Director of product marketing at Boeing

Representatives of passenger and cargo airlines were present to talk about a plane that is still in development, but which could be offered some time in 2005 and enter service late this decade. Boeing has been talking with carriers worldwide about the B747’s future, particularly in the past two years when work started in earnest on the Advanced concept as sales of the B747-400 dried up in all but its freighter form.

“As an outcome of this meeting, many of these operators are evaluating how the B747 Advanced passenger and freighter airplanes could enhance their fleet plans,” said a Boeing spokesman.

The region is essential to the plane’s possible redevelopment. It is home to many of the biggest B747 operators. Japan Airlines, with 68 passenger B747s and 10 freighter versions, operates the world’s largest B747 fleet. Singapore Airlines (SIA) has 43 passenger and freighters, Korean Air 42, Qantas Airways 36, Cathay Pacific 31, China Airlines 28, Thai Airways International (THAI) 20 and EVA Airways 19.

The Asia-Pacific has also seen significant orders for the A380, led by launch customer SIA, Qantas, Korean Air, Malaysia Airlines and THAI.

The B747 has grown its range from the 4,600 nautical miles of the B747-100 introduced 35 years ago to the current 7,200 nm and 7,600 nm range of the B747-400 and B747-400 Extended Range respectively. That makes it of particular relevance on routes to and from the region across the Pacific or to Europe.

While Airbus claims 15% gains on direct operating costs per seat over the B747-400, Boeing says its B747 Advanced will have 3% lower seat mile costs and 19% lower trip costs than the A380.

The B747 Advanced, as envisioned now, will use engine and materials technology developed for the 7E7, as well as the “e-enabled” concept that connects the aircraft to flight operations and maintenance, allowing the airline to know exactly what is happening to it at any moment, said Rob Faye, director of product marketing at Boeing.

Advanced metals will be used in its construction in place of the composites used for the 7E7. There will be additional fuel capacity, a new wing and a slightly longer fuselage. “The idea is to develop the most efficient aircraft and the most elegant. Then, the ability of the plane to be quiet, to be fuel efficient and to be competitive in the market place. The quietest, most fuel efficient jumbo jet ever, that’s our goal,” Faye said.

Boeing stresses the commonality between the B747 Advanced and its B777 and 7E7 aircraft. “We are taking a lot of what we have developed for the B777, a lot of the strategies that we have put together with the flight deck commonality with the 7E7 and, again, a lot of development for the landing gear of the B777,” he said.

“We would cover a 200-300 seat market, a 300-400 seat market and a 400-500 seat market, all with a family of planes that would be able to fly together.”

With some cross-training, the same pilot will be able to handle all three. Existing customers want the B747 to be able to fly further, into the B777-200ER range, said Faye. That way aircraft can be moved around the fleet, servicing the same long-range routes, but being switched depending on seat demand. Similar engine technology to the 7E7 will be employed, with similar nacelles, common tools and common parts.

Boeing, like Airbus with the A380, wants to make better use of the space the B747 offers. It plans to provide the same kind of open concept for the entry area as with the 7E7 and to take on advances to the overhead architecture first deployed on the B777 and in improved form with the 7E7.

“This gives the airlines the ability to brand their products. When you walk on to an SIA airplane, it feels much different to when you walk on to a Cathay plane,” said Faye. Passenger bunks, state rooms, business suites and lounges are all envisaged in some form in the overhead space.

“What we have looked at before is taking the B747 and making it into a stretch. But just taking one step. With the B747 Advanced, we are taking the technology off the 7E7 and a lot of demands from our customers. It’s a leap. But we will have a much better aircraft.”

Boeing is confident of winning 200 confirmed orders for the 7E7 by the end of the year, John Feren, vice-president, sales and marketing, told a press conference called in Seattle to mark a “progress summit” with customers to review its development.
He said China had expressed interest in the 7E7-3, which has a 3,500 nautical miles’ range and will make up an unspecified portion of All Nippon Airways’ 50-strong launch order. This short-range version is well suited to the Asia-Pacific, he added, using as an example the Melbourne-Sydney route, the fifth-most heavily used globally in terms of seat miles.

Configuration of the 7E7 will be finalised in July 2005, with production starting in 2006, flight testing and certification the next year and entry into service in 2008.




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Published: Wednesday, June 15, 2005

747 Advanced gains ground

By Bryan Corliss
Herald Columnist

Boeing Co. executives are dropping jumbo jet-sized hints all over Europe that they plan to launch a 21st-century jumbo jet - the 747 Advanced - possibly as soon as July.

Executives also are hinting that there are enough 767 orders in the offing to keep that embattled assembly line going well into 2006 - presumably enough time for the U.S. Air Force to make a decision on the long-delayed 767 refueling tanker deal.

Combine that with a bunch of 777 orders and the sold-out 787 program, and that's a lot of good news for Boeing's Everett-based jet programs.

First, the 747 Advanced. It seems like a done deal. In fact, that's what Boeing chief of Italian operations Rinaldo Petrignani told Italian reporters in Paris this week.

"Boeing has decided on the re-launch, with a larger version, of this glorious airplane," he said in remarks reported by Reuters.

The official line, however is that the 747 Advanced is "gaining momentum" and that the Boeing board in Chicago could decide to proceed when it meets later this month.

Boeing has toyed with various 747 updates for a decade. Remember the 747-400XQLR and its cargo version, the 747-400XQLRF? So why is this one getting off the ground?

The big thing the 747 Advanced has going for it is the 787. The new jumbo jet would use the engines Rolls-Royce and General Electric are building for the new Dreamliner.

Analysts have said all along that the big stumbling block for a new 747 has been the cost of developing efficient new engines. This time around, that cost is being picked up by Mike Bair and his 787 development team.

Boeing also plans to capitalize on the development work the 787 team is putting into new electronics and avionics, plugging those new systems into the old Queen of the Skies.

The Advanced will be a bit bigger than the current 747-400 - 450 seats instead of 415. That won't put it head-to-head with Airbus' A380 superjumbo, but will position the new 747 right in the middle of the gap between the 555-seat colossus from Toulouse and Boeing's own 360-seat 777-300ER.

While it won't go head-to-head with the A380, it could cut the legs out from under it.

"The 747 Advanced is an opportunity to divide an already niche or marginal market and pressure Airbus in pricing," analyst Richard Aboulafia told Bloomberg News in Paris.

Airbus' A380 program is in trouble. The company has already notified launch customers that their first planes will be six months late. It could end up paying a million dollars a plane in late fees, although some pundits say Airbus is likely to pay that off by giving customers credits on spare parts rather than cash.

But on Tuesday, Bloomberg News reported that it will take Airbus years to get its delivery schedule back on track. Chief operating officer Gustav Humbert said there were three main causes: problems with wiring for passenger entertainment systems; complexities in designing different cabin interiors for each airline; and weight issues.

The problems have given Boeing an opening to position the 747 Advanced as the can-do alternative.

"People really appreciate that the A380 is really, really big - it's really big," Boeing Commercial Airplanes chief Alan Mulally told Reuters. The 747 Advanced "is so much lower-risk than an A380."

Meanwhile, Boeing is signaling there's still wind beneath the wings of the trusty old 767. In Paris on Tuesday, Mulally told a state trade delegation that there's enough customer interest to delay a decision on closing the 767 line until next year.

That's in line with what an executive told me last week. He said a number of small deals - he described them as "one-sies and two-sies" - are in the works. The orders could be enough to keep the line going for six to nine months - sufficient time for the Air Force to decide whether it wants KC-767 tankers after all.

The news about the Everett programs was welcome, said County Executive Aaron Reardon, who is traveling with the state trade group. "This has been a very good day for Boeing at the Paris air show, and by extension, it has been a good day for Snohomish County," he said.

Boeing selects GEnx engine for proposed 747 Advanced program
April 25, 2005 -- EVENDALE, Ohio - The Boeing Company has selected General Electric Company's GEnx engine to power the proposed 747 Advanced airplane.

"We believe GE would provide the best value for the 747 Advanced if we launch the program," said Boeing's Jeff Peace, vice president - program manager, 747/767 Derivatives. "This is primarily because the GEnx offers the best balanced solution optimized for the 747 Advanced requirements. We look forward to working together with GE in successfully launching and delivering a great new airplane."

The 747 Advanced is a 450-passenger airplane with an 8,000 nautical mile range. It will take advantage of breakthrough 787 technologies, including the GEnx engine, to provide even more payload and range than current 747s.

Boeing is forecasting a potential market for 250 to 300 airplanes. For the GEnx engine, that represents potential revenues exceeding $10 billion.

"We are thrilled by Boeing's confidence in the GEnx design," said Thomas Brisken, general manager of the GEnx program at GE Transportation. "Since 2000, GE has been engaged in the most aggressive jet engine development activities in its history. Utilizing our technology base, the GEnx will bring tremendous economic benefits to the 747 Advanced program."

The GEnx, which is launched on Boeing's 787 Dreamliner, is the next-generation engine to succeed GE's CF6 series, the best-selling engine family for widebody aircraft. The GEnx engine, currently under development, will produce 55,000 to 72,000 pounds of thrust. For the 747 Advanced application, the GEnx will be rated at 63,500 to 66,500 pounds of thrust.

While the GEnx engine is a new design, it is based extensively on technologies GE has invested in over several years. Based on the architecture of the GE90 engine, the GEnx is the only jet engine being developed with both the front fan case and fan blades made of composite materials to provide greater engine durability and dramatic weight reduction. The engine also features a new-generation combustor for efficient fuel mixing before ignition, which significantly lowers NOx levels.

The first full GEnx engine will go to test in 2006, with engine certification scheduled for 2007.

GE Transportation - Aircraft Engines, a part of General Electric Company (NYSE: GE), is one of the world's leading manufacturers of jet engines for civil and military aircraft.

Boeing to build new super jet to challenge Airbus A380
Dominic O’Connell


BOEING is to strike back at Airbus with the launch in a few months of a new version of the venerable Boeing 747 called the 747 Advanced. British Airways may become one of the first customers.

Revelations of Boeing’s plans will intensify its commercial rivalry with Airbus, which is due to stage the first flight of its new $13.5 billion (£7.2 billion) A380 within weeks. It will supersede the 747 as the largest passenger airliner.

The Boeing move will also add fuel to the trade battle between Europe and America over subsidies to aircraft makers. A breakdown in talks last week between Peter Mandelson, the European trade commissioner, and Robert Zoellick, his US counterpart, means the issue may now have to be resolved by lengthy litigation through the World Trade Organisation.

Boeing has flirted with new versions of the 747 for more than a decade, but to date has failed to win interest from airlines, leaving the way clear for Airbus to develop the A380.

The advent of the A380 has killed off sales of 747 passenger aircraft, although Boeing is still working through a small backlog of orders and continues to sell 747 freighters. If Boeing fails to back the new plans, 747 production could end next year.

Senior sources at British Airways said the airline had held talks with Boeing about the new aircraft. Japan Airlines and Cathay Pacific, which like BA have not ordered the A380, have also been in negotiations over the 747 Advanced.

The aircraft would use new engines from Rolls-Royce and General Electric that were developed for another new Boeing product, the mid-sized 787.

The 747 Advanced would have greater range, modified wings and carry 30 more passengers — 450 rather than 420 — than the existing 747. The rival A380 will carry about 550.

The BA source indicated an announcement could be made at the Paris Air Show, the biennial showcase of the world’s aerospace industry that starts on June 13.

An announcement in Paris would be doubly galling for Airbus, as the event was intended to be a showcase for the A380, which was unveiled to the public in January by Tony Blair, France’s Jacques Chirac, Germany’s Gerhard Schröder and Spain’s José Luis Rodríguez Zapatero. Airbus executives told journalists that the A380 — which had been expected to fly at the Paris show — would probably be only on static display.

The A380 has yet to make its first flight — originally this was forecast for the end of April.

Boeing declined to comment, but a senior company source confirmed that it was “almost certain” to launch the 747 Advanced within “the next few months”. There was no current plan to make the announcement at the Paris Air Show.

“We see the aircraft as filling a gap between the 777 (Boeing’s next-smallest aircraft that carries up to 380 people) and the A380. There are airlines that would love a more efficient aircraft, but cannot justify all the seats of the A380, or the price,” the source said.

If Boeing decides not to go ahead with the 747 Advanced, it will probably mean the end of an aircraft that has dominated long-haul aviation for more than 30 years. With- out approval for the 747 Advanced, production of the aircraft would probably end at Boeing’s Seattle commercial aircraft plants some time next year.

Boeing started an in-depth review of its plans for the future of the 747 at the start of this year. An insider said the company had concluded that it could not leave Airbus to exploit a large part of the commercial aviation market unchallenged.

747 Advanced gains ground

By Bryan Corliss
Herald Columnist

Boeing Co. executives are dropping jumbo jet-sized hints all over Europe that they plan to launch a 21st-century jumbo jet - the 747 Advanced - possibly as soon as July.

Executives also are hinting that there are enough 767 orders in the offing to keep that embattled assembly line going well into 2006 - presumably enough time for the U.S. Air Force to make a decision on the long-delayed 767 refueling tanker deal.

Combine that with a bunch of 777 orders and the sold-out 787 program, and that's a lot of good news for Boeing's Everett-based jet programs.

First, the 747 Advanced. It seems like a done deal. In fact, that's what Boeing chief of Italian operations Rinaldo Petrignani told Italian reporters in Paris this week.

"Boeing has decided on the re-launch, with a larger version, of this glorious airplane," he said in remarks reported by Reuters.

The official line, however is that the 747 Advanced is "gaining momentum" and that the Boeing board in Chicago could decide to proceed when it meets later this month.

Boeing has toyed with various 747 updates for a decade. Remember the 747-400XQLR and its cargo version, the 747-400XQLRF? So why is this one getting off the ground?

The big thing the 747 Advanced has going for it is the 787. The new jumbo jet would use the engines Rolls-Royce and General Electric are building for the new Dreamliner.

Analysts have said all along that the big stumbling block for a new 747 has been the cost of developing efficient new engines. This time around, that cost is being picked up by Mike Bair and his 787 development team.

Boeing also plans to capitalize on the development work the 787 team is putting into new electronics and avionics, plugging those new systems into the old Queen of the Skies.

The Advanced will be a bit bigger than the current 747-400 - 450 seats instead of 415. That won't put it head-to-head with Airbus' A380 superjumbo, but will position the new 747 right in the middle of the gap between the 555-seat colossus from Toulouse and Boeing's own 360-seat 777-300ER.

While it won't go head-to-head with the A380, it could cut the legs out from under it.

"The 747 Advanced is an opportunity to divide an already niche or marginal market and pressure Airbus in pricing," analyst Richard Aboulafia told Bloomberg News in Paris.

Airbus' A380 program is in trouble. The company has already notified launch customers that their first planes will be six months late. It could end up paying a million dollars a plane in late fees, although some pundits say Airbus is likely to pay that off by giving customers credits on spare parts rather than cash.

But on Tuesday, Bloomberg News reported that it will take Airbus years to get its delivery schedule back on track. Chief operating officer Gustav Humbert said there were three main causes: problems with wiring for passenger entertainment systems; complexities in designing different cabin interiors for each airline; and weight issues.

The problems have given Boeing an opening to position the 747 Advanced as the can-do alternative.

"People really appreciate that the A380 is really, really big - it's really big," Boeing Commercial Airplanes chief Alan Mulally told Reuters. The 747 Advanced "is so much lower-risk than an A380."

Meanwhile, Boeing is signaling there's still wind beneath the wings of the trusty old 767. In Paris on Tuesday, Mulally told a state trade delegation that there's enough customer interest to delay a decision on closing the 767 line until next year.

That's in line with what an executive told me last week. He said a number of small deals - he described them as "one-sies and two-sies" - are in the works. The orders could be enough to keep the line going for six to nine months - sufficient time for the Air Force to decide whether it wants KC-767 tankers after all.

The news about the Everett programs was welcome, said County Executive Aaron Reardon, who is traveling with the state trade group. "This has been a very good day for Boeing at the Paris air show, and by extension, it has been a good day for Snohomish County," he said.

A380 vs. 747 Advanced

Before the A380 project, both Airbus and Boeing had focused on cornering the very-large-airliner market. Airbus and Boeing had worked together on a study investigating a 600+ seat aircraft, but this cooperation did not last long. Both manufacturers came to the conclusion that there was probably room for only one maker to be profitable in the 600 to 800 seat market segment. Boeing and Airbus decided to enter the new 600 seat market separately.

Boeing initially had the upper-hand. The company decided to create a stretched version of the 747-400 called the 747X, which would have carried 525 passengers but it failed to sell the idea to airliners.

Airbus could not do the same with its A340-600, Airbus' largest jet, and so development of the A3XX began in the mid-90s. In 2001 it was re-branded the A380, with the announcement of Singapore Airlines as the launch customer.

While the A380 was being marketed, Boeing started work on the development of the 747 Advanced, an slightly enlarged version of the 747-400 that is capable of carrying up to 500 passengers.

http://www.airbusa380.com/html/airbus_vs_boeing/images/a380.jpg http://www.airbusa380.com/html/airbus_vs_boeing/images/747a.jpg

Background: The Airbus A380 is a plane that has superseded the Boeing’s 747 as the largest passenger airliner. In the early 90s, Airbus executives decided to challenge Boeing’s dominance in the large passenger jetliner market and so started the A380 program. The advent of the A380 has instantly killed off sales of the 747 and helped Airbus win orders in the jumbo market to become the world’s largest passenger plane producer.

In 2002, Boeing has lost the position as the world’s top passenger jet maker to Airbus and most importantly the company has lost its 30 years domination in the sales of the large passenger jetliner market to Airbus’s new superjumbo A380. Boeing vowed that it could not leave Airbus to exploit the large-jetliner market unchallenged and decided to strike back with a new, enlarged version of the 747-400 and called the new plane 747 Advanced that can fly further and be more fuel efficient than its predecessor. Boeing hopes the 747 Advanced will crawl back some of its large jetliner market taken by the A380. If not the company will be eliminated to concentrate on the cheaper mid-size airliner market.

Customers: 15 customers to date including the largest order from Emirates, Lufthansa and Qantas.

Rumoured to be in negotiation with British Airways, Cathay Pacific and Japan Airlines.

Service: late 2006 2009

Lenght: 73 m 74.3 m (3.6m longer than the 747-400)

Passenger: 500 to 840
- 555 in 3-class configuration

400 to 500 (34 more passengers than the 747-400)
- 450 in 3-class configuration

Range: 8,000 nm (can fly from New York to Hong Kong)

8,000 nm

Maximum speed: 0.89 Mach (652mph)
- New York to Hong Kong in 12h 21m
- New York to London in 5h 18m

0.86 Mach (630mph)
- New York to Hong Kong in 12h 47m
- New York to London in 5h 29m

Price: US$285 million US$240 million

What the manufacture is saying:

- Has about 13% lower fuel burn than the 747 and is first long-haul plane to consume less than 3 litres of fuel per passenger over 100km - as efficient as an average family car.
- Cabin can be configured to include cocktail bars, double beds and mini-casinos.
- a 35% increase in passenger capacity over the 747-400 in standard 3-class configuration, along with a nearly 50% larger cabin volume.


- More fuel efficient and has lower operating costs than the A380. Will beat A380 trip costs by 19% margin.
- Consuming 14% less fuel per passenger than the A380.
- Can use existing airport infrastructure and ground support equipment.
- Quieter, produce lower emissions, and achieve better fuel economy than any competing jetliner.

A couple of A380 pix that I made myself in this year's le Bourget:

http://mapage.noos.fr/HFMNN/bourget2005/CRW_5246.jpg

http://mapage.noos.fr/HFMNN/bourget2005/CRW_5268.jpg

huuuuuge, yet lovely!
http://mapage.noos.fr/HFMNN/bourget2005/CRW_5273.jpg

http://mapage.noos.fr/HFMNN/bourget2005/CRW_4874.jpg

http://mapage.noos.fr/HFMNN/bourget2005/CRW_4873.jpg

http://mapage.noos.fr/HFMNN/bourget2005/CRW_4886.jpg

http://mapage.noos.fr/HFMNN/bourget2005/CRW_5254.jpg
gosh, I can't wait to try this thing out myself! :)

It was the battle btw Big Bird to flying Whale in the 21 Century ;)

British Airways mapping out revamp plan
2005-07-20 17:34:41

　LONDON, July 20 (Xinhuanet) -- British Airways is reviewing its long-haul fleet for a possible billion-dollar-revamp plan to be expected in the next two to three years.

The announcement will fire the staring gun for a race between Boeing and Airbus, two rivals across the Atlantic, to become the world's major airliner's supplier, according to Financial Times on Wednesday.

Boeing now supplies all 110 aircraft BA's long-haul fleet, which comprised 57 747-400s, 43 777s and 10 767-300s.

Martin Broughton, BA's chairman, said that BA's options included Boeing's 787 Dreamliner, a long-range 250-seat mid-market aircraft due to enter service in 2008; the 747 Advanced, a stretched version of the 747-400 jumbo;and the 777-200LR, which will become the world's longest-range aircraft when it enters service early next year.

The 555-seat Airbus A380 superjumbo which is to be put into service for Singapore Airlines at the end of the year, will be one of the new generation aircraft on BA's examination list.

Airbus A350, which the European group is developing as a rival to the 787, was unlikely to be a principal long-haul aircraft at BA, Broughton said. Enditem

^ Well DUUUUUUUUUUUUUH, BA's always has always been a loyal Boeing customer (well... they've been around a lot longer than Airbus has.)

But if Airbus could get BA to sign onto the A380, that'd be a huge blow to Boeing. :)

but the a380 is the future aircraft. so i think they will take the 747A and a380

載 客 量 550 人 　 空 中 巨 無 霸
A380 客 機 可 開 檯 打 麻 將


【 記 者 翁 煜 雄 法 國 圖 盧 茲 報 道 】 若 能 在 萬 呎 高 空 攻 打 「 四 方 城 」 ， 相 信 乘 坐 長 途 客 機 也 可 樂 在 其 中 。 飛 機 製 造 商 空 中 巴 士 新 推 出 、 即 將 為 港 人 服 務 的 巨 無 霸 客 機 A380 ， 寬 敞 機 艙 不 但 可 容 納 酒 吧 及 賭 場 ， 更 可 讓 乘 客 「 開 幾 麻 將 」 。 國 泰 亦 在 全 新 A330-300 航 機 設 置 最 新 娛 樂 系 統 ， 經 濟 客 艙 設 施 也 漸 與 商 務 艙 看 齊 。


國 泰 設 新 系 統
國 泰 航 空 本 周 初 派 人 前 往 法 國 圖 魯 茲 空 中 巴 士 廠 接 收 全 新 A330-300 客 機 ， 並 安 排 記 者 隨 團 採 訪 ， 客 機 剛 於 本 周 四 飛 抵 本 港 。 此 航 機 將 會 配 上 最 新 娛 樂 系 統 ， 頭 等 及 商 務 客 艙 乘 客 可 從 一 百 張 音 樂 光 碟 選 取 並 輸 入 歌 曲 ； 經 濟 客 艙 乘 客 也 可 利 用 操 作 更 簡 單 的 新 系 統 ， 瀏 覽 電 影 、 音 樂 等 ， 並 可 收 發 電 郵 。
記 者 亦 被 安 排 到 圖 魯 茲 空 中 巴 士 廠 參 觀 ， 但 飛 機 裝 配 的 工 序 極 保 密 ， 部 份 如 艙 內 裝 配 ， 連 記 者 也 嚴 禁 拍 照 。 擺 放 在 裝 配 倉 的 A380 是 焦 點 所 在 ， 她 較 同 級 客 機 多 載 近 百 多 名 乘 客 至 五 百 五 十 五 人 ， 航 程 遠 達 一 萬 四 千 公 里 ， 噪 音 卻 減 半 及 慳 油 。
在 A380 模 擬 機 艙 內 ， 有 天 花 板 燈 光 會 變 色 的 購 物 店 及 酒 吧 ， 空 中 巴 士 廠 技 術 市 務 經 理 Emmanuelle Aygat 說 ， 不 同 型 號 的 空 中 巴 士 客 艙 都 盡 量 寬 敞 ， A380 機 艙 甚 至 可 容 納 十 個 壁 球 場 。 她 不 肯 透 露 航 空 公 司 會 否 在 機 內 設 賭 場 等 設 施 ， 但 她 指 就 算 設 麻 將 房 也 絕 非 問 題 ： 「 讓 愛 打 麻 將 的 乘 客 打 發 時 間 ， 但 座 椅 可 能 要 配 安 全 帶 呢 。 」


已 有 159 張 定 單
雖 未 有 本 地 航 空 公 司 稱 會 選 購 A380 ， 但 港 人 亦 有 機 會 體 驗 這 空 中 霸 王 。 A380 產 品 市 務 總 裁 Keith Stonestreet 說 ， 已 收 到 一 百 五 十 九 張 定 單 ， 包 括 明 年 底 將 首 推 此 航 班 服 務 的 新 加 坡 航 空 、 泰 航 及 中 國 南 方 航 空 等 ； 九 架 A380 亦 將 在 香 港 、 北 京 、 上 海 浦 東 等 中 國 城 市 接 載 乘 客 。

http://appledaily.atnext.com/images/apple-photos/640pix/20050730/Article_news/30la7p13.jpg
空 中 巴 士 A380 客 機 的 測 試 工 程 順 利 ， 明 年 底 投 入 服 務 後 ， 將 改 寫 航 空 歷 史 。

http://appledaily.atnext.com/images/apple-photos/640pix/20050730/Article_news/30la7p14.jpg
空 中 巴 士 A380 客 機 機 艙 偌 大 ， 可 容 納 寬 敞 的 酒 吧 ， 讓 客 人 在 長 途 航 程 中 把 酒 談 心 。

http://appledaily.atnext.com/images/apple-photos/640pix/20050730/Article_news/30la7p34.jpg
A380 機 艙 偌 大 ， 航 空 公 司 可 設 置 商 舖 讓 乘 客 購 物 。 　 國 泰 提 供 圖 片

空 中 巴 士 志 在 中 國 市 場


【 本 報 訊 】 總 部 設 於 法 國 南 部 最 大 古 城 圖 盧 茲 （ Toulouse ） 的 空 中 巴 士 中 國 部 總 裁 Laurence Barron 表 示 ， 中 國 是 發 展 潛 力 極 大 的 國 家 ， 因 「 全 民 對 旅 遊 熱 愛 幾 近 瘋 狂 」 ， 內 地 不 少 航 空 公 司 如 東 方 海 外 航 空 均 屬 「 大 客 仔 」 。 他 又 說 ， A350 百 分 之 五 零 件 等 或 會 由 中 國 製 造 ， 數 年 內 可 增 至 一 成 ， 至 於 能 否 百 分 百 「 made in China 」 則 因 涉 及 政 治 、 文 化 及 技 術 等 因 素 ， 故 仍 為 未 知 之 數 。


內 陸 航 班 勁 增
空 中 巴 士 技 術 市 務 經 理 Emmanuelle Aygat 補 充 稱 ， 中 國 在 八 ○ 至 九 八 年 內 ， 內 陸 航 班 增 長 二 十 倍 ， 估 計 到 了 二 ○ 二 ○ 年 ， 每 年 出 外 旅 遊 旅 客 將 高 達 一 億 人 次 ， 但 現 時 中 國 擁 有 的 航 機 卻 只 等 於 歐 洲 一 個 小 國 的 數 量 ， 故 其 發 展 潛 力 驚 人 。
她 又 說 ， 中 國 現 雖 無 空 中 巴 士 生 產 線 ， 但 實 際 上 運 輸 A380 組 件 的 大 型 貨 船 ， 便 是 由 中 國 南 京 造 船 廠 製 造 。

I still dont like the design of the A380, looks like a flying warehouse.

@HKT, can you typ this in english, please?

Monday August 8, 10:21 AM
GERMAN PRESS:Singapore Airlines Wants Damages From Airbus
DOW JONES NEWSWIRES

Singapore Airlines chief Choon Seng Chew wants Airbus to compensate his company for the aircraft maker's delay in delivery of the A380 super jumbo airliner, according to Focus magazine.

He said his airline's contract with Airbus provides for compensation. The longer the delay, the more expensive it becomes for Airbus.

Newspaper Web site: http://www.focus.de

CARGOLUX TO NEGOTIATE WITH BOEING FOR THE PROCUREMENT OF NEXT GENERATION AIRCRAFT

http://www.airlinernews.com/aircraft/logos/cargolux.gif


Luxembourg, 20th July 2005. - The Board of Directors of Cargolux has authorized Management to enter into negotiations with Boeing for the procurement of a minimum of 10 Boeing B747 Advanced Freighters (ADV F) for delivery beginning as of 2009.

The Board decision is the culmination of a thorough and lengthy selection process. For some time, Cargolux had encouraged aircraft and engine manufacturers to build a new generation aircraft offering better economics and environmental protection.

More recently, Cargolux had launched an in-depth analysis of all factors relevant to the decision, leading to the selection of a successor aircraft to the B747-400F currently operated by the company.

The B747-ADV freighter will combine state-of-the-art airframe and engine technology. Environmentally, this aircraft will meet all future noise limitations and assure lowest emissions and allow Cargolux to maintain its profitability in an environment marked by very high fuel prices.

Cargolux President and CEO Uli Ogiermann stated: “ Management’s recommendation to the Board is the result of a very thorough analysis during which we assessed which aircraft was best suited to our fleet renewal in the next decade. The fact that we enter into negotiations with the Boeing company is based purely on commercial considerations, supported by the environmental benefits the B747-ADV F offers.”



Cargolux, based in Luxembourg, is Europe’s largest all-cargo airline, operating a modern fleet of 13 freighters B747-400F on a worldwide network, covering 90 destinations, 57 of which are served on scheduled all-cargo flights. The company has more than 85 offices in over 50 countries and also offers an extensive trucking network to more than 50 destinations in Europe and the US as well as charter and aircraft maintenance services. Cargolux employs more than 1300 staff worldwide.

Airbus faces massive lawsuit over delays Business Staff

Aug 17 2005

By David Jones, Daily Post


ONE of the world's leading airlines is reported to be seeking millions of pounds in compensation from Airbus because of a delay in the delivery of the carrier's first A380 superjumbo.

Singapore Airlines is talking to the aircraft manufacturer about possible compensation but has not ruled out bringing a lawsuit.

Wings for the A380 - with 555 seats the largest commercial aircraft ever built - are being made by aerospace workers at Airbus's Deeside plant.

The airline has ordered 10 of the massive jets for delivery by 2008 and has taken an option on another 15. The aircraft will be used between Singapore, Sydney and London.

Reports from Singapore suggest the airline, the first A380 customer, is facing a delivery delay of eight months on its first aircraft. Airbus has previously said that first A380 customers could face delivery delays of between two and six months.

Australian airline Qantas, another carrier which had ordered the superjumbo, is also angry about the delays and is considering the compensation issue.

Singapore Airlines has not released details of its negotiations but some reports suggest it could be asking for more than £3m in compensation for the delay.

SIA's vice-president for public affairs, Stephen Forshaw, said one issue the airline will have to deal with is will be how to deal with high passenger loads during the affected period.

He said: "The delay of the aircraft of about eight months causes a capacity crunch for us during next year."

Mr Forshaw said the airline may have to extend the leases on some Boeing 747 aircraft to provide cover.

Singapore's Changi Airport has embarked on a £35m facelift in readiness for the A380's arrival

there in 2008. The airport's runways can take the weight of the new plane but adjustments have to be made to allow pilots to manoeuvre safely. New double-deck aerobridges will be needed to get passengers on and off the jets quickly. Waiting rooms are being enlarged to cater for the larger number of passengers and baggage carousels are being lengthened.

State media sources in China say Airbus is considering setting up a manufacturing plant there.

Airbus has sold more than 200 planes in China over the past two decades and so far this year has received orders for 59 aircraft from five Chinese airlines, accounting for 20% of its total orders.

The European consortium has existing industrial cooperation and technology transfer agreements with China where parts for many Airbus jets are made.

It has forecast potential sales into the rapidly-growing Chinese market of some 1,600 aircraft over the next 20 years.

載 客 量 550 人 　 空 中 巨 無 霸
A380 客 機 可 開 檯 打 麻 將


【 記 者 翁 煜 雄 法 國 圖 盧 茲 報 道 】 若 能 在 萬 呎 高 空 攻 打 「 四 方 城 」 ， 相 信 乘 坐 長 途 客 機 也 可 樂 在 其 中 。 飛 機 製 造 商 空 中 巴 士 新 推 出 、 即 將 為 港 人 服 務 的 巨 無 霸 客 機 A380 ， 寬 敞 機 艙 不 但 可 容 納 酒 吧 及 賭 場 ， 更 可 讓 乘 客 「 開 幾 麻 將 」 。 國 泰 亦 在 全 新 A330-300 航 機 設 置 最 新 娛 樂 系 統 ， 經 濟 客 艙 設 施 也 漸 與 商 務 艙 看 齊 。


國 泰 設 新 系 統
國 泰 航 空 本 周 初 派 人 前 往 法 國 圖 魯 茲 空 中 巴 士 廠 接 收 全 新 A330-300 客 機 ， 並 安 排 記 者 隨 團 採 訪 ， 客 機 剛 於 本 周 四 飛 抵 本 港 。 此 航 機 將 會 配 上 最 新 娛 樂 系 統 ， 頭 等 及 商 務 客 艙 乘 客 可 從 一 百 張 音 樂 光 碟 選 取 並 輸 入 歌 曲 ； 經 濟 客 艙 乘 客 也 可 利 用 操 作 更 簡 單 的 新 系 統 ， 瀏 覽 電 影 、 音 樂 等 ， 並 可 收 發 電 郵 。
記 者 亦 被 安 排 到 圖 魯 茲 空 中 巴 士 廠 參 觀 ， 但 飛 機 裝 配 的 工 序 極 保 密 ， 部 份 如 艙 內 裝 配 ， 連 記 者 也 嚴 禁 拍 照 。 擺 放 在 裝 配 倉 的 A380 是 焦 點 所 在 ， 她 較 同 級 客 機 多 載 近 百 多 名 乘 客 至 五 百 五 十 五 人 ， 航 程 遠 達 一 萬 四 千 公 里 ， 噪 音 卻 減 半 及 慳 油 。
在 A380 模 擬 機 艙 內 ， 有 天 花 板 燈 光 會 變 色 的 購 物 店 及 酒 吧 ， 空 中 巴 士 廠 技 術 市 務 經 理 Emmanuelle Aygat 說 ， 不 同 型 號 的 空 中 巴 士 客 艙 都 盡 量 寬 敞 ， A380 機 艙 甚 至 可 容 納 十 個 壁 球 場 。 她 不 肯 透 露 航 空 公 司 會 否 在 機 內 設 賭 場 等 設 施 ， 但 她 指 就 算 設 麻 將 房 也 絕 非 問 題 ： 「 讓 愛 打 麻 將 的 乘 客 打 發 時 間 ， 但 座 椅 可 能 要 配 安 全 帶 呢 。 」


已 有 159 張 定 單
雖 未 有 本 地 航 空 公 司 稱 會 選 購 A380 ， 但 港 人 亦 有 機 會 體 驗 這 空 中 霸 王 。 A380 產 品 市 務 總 裁 Keith Stonestreet 說 ， 已 收 到 一 百 五 十 九 張 定 單 ， 包 括 明 年 底 將 首 推 此 航 班 服 務 的 新 加 坡 航 空 、 泰 航 及 中 國 南 方 航 空 等 ； 九 架 A380 亦 將 在 香 港 、 北 京 、 上 海 浦 東 等 中 國 城 市 接 載 乘 客 。

http://appledaily.atnext.com/images/apple-photos/640pix/20050730/Article_news/30la7p13.jpg
空 中 巴 士 A380 客 機 的 測 試 工 程 順 利 ， 明 年 底 投 入 服 務 後 ， 將 改 寫 航 空 歷 史 。

http://appledaily.atnext.com/images/apple-photos/640pix/20050730/Article_news/30la7p14.jpg
空 中 巴 士 A380 客 機 機 艙 偌 大 ， 可 容 納 寬 敞 的 酒 吧 ， 讓 客 人 在 長 途 航 程 中 把 酒 談 心 。

http://appledaily.atnext.com/images/apple-photos/640pix/20050730/Article_news/30la7p34.jpg
A380 機 艙 偌 大 ， 航 空 公 司 可 設 置 商 舖 讓 乘 客 購 物 。 　 國 泰 提 供 圖 片

空 中 巴 士 志 在 中 國 市 場


【 本 報 訊 】 總 部 設 於 法 國 南 部 最 大 古 城 圖 盧 茲 （ Toulouse ） 的 空 中 巴 士 中 國 部 總 裁 Laurence Barron 表 示 ， 中 國 是 發 展 潛 力 極 大 的 國 家 ， 因 「 全 民 對 旅 遊 熱 愛 幾 近 瘋 狂 」 ， 內 地 不 少 航 空 公 司 如 東 方 海 外 航 空 均 屬 「 大 客 仔 」 。 他 又 說 ， A350 百 分 之 五 零 件 等 或 會 由 中 國 製 造 ， 數 年 內 可 增 至 一 成 ， 至 於 能 否 百 分 百 「 made in China 」 則 因 涉 及 政 治 、 文 化 及 技 術 等 因 素 ， 故 仍 為 未 知 之 數 。


內 陸 航 班 勁 增
空 中 巴 士 技 術 市 務 經 理 Emmanuelle Aygat 補 充 稱 ， 中 國 在 八 ○ 至 九 八 年 內 ， 內 陸 航 班 增 長 二 十 倍 ， 估 計 到 了 二 ○ 二 ○ 年 ， 每 年 出 外 旅 遊 旅 客 將 高 達 一 億 人 次 ， 但 現 時 中 國 擁 有 的 航 機 卻 只 等 於 歐 洲 一 個 小 國 的 數 量 ， 故 其 發 展 潛 力 驚 人 。
她 又 說 ， 中 國 現 雖 無 空 中 巴 士 生 產 線 ， 但 實 際 上 運 輸 A380 組 件 的 大 型 貨 船 ， 便 是 由 中 國 南 京 造 船 廠 製 造 。

Basically translates to:

CX went to tolouse along with reporters to recieve their new A330's and it includes the new entertainment system. Then it says that in the hanger, the A380 is HUGE compared with other planes and stuff. After that they say that the A380 has 159 orders so far, but none of HK's carriers have ordered any, but HKIA(Hong Kong Int'l Airport) will have around 9 A380 next year that will regularily arrive and lift off. And they will be operated by Thai, Singapore Airlines, China Eastern, etc...

And that was what the article was about!!!


GOD, can CX buy some A380's for Canada-HK!!! I hate the 747's!!!

Singapore Airlines' big plans. In addition to the 787, Singapore Airlines has also asked Boeing for proposals on its 777-200LR as well as the 747 Advanced. It has requested proposals from Airbus for the A350, the A340-500 and more A380s.

Singapore Airlines will get the first A380 delivered by Airbus, in late 2006. But the plane will be at least six months late. That has upset Singapore executives, and Boeing sees an opportunity with its 747 Advanced. It would use the fuel-efficient engines being developed for the 787.

Boeing is expected to seek approval from its board later this year to develop the 747 Advanced as a freighter and passenger plane, once it has received sufficient customer commitments. The passenger version would have about 35 more seats than the 416-seat 747-400 now in service.

If Boeing could turn trend-setting Singapore Airlines into a customer for the passenger version of its 747 Advanced, it would send message throughout the industry that Boeing's flagship jumbo is far from dead, despite the arrival of the bigger and newer A380.

Singapore Airlines is expected to make a decision on the Boeing or Airbus planes late this year or in early 2006.

Guys there is also starched version of A380, an 85m long aircraft is planed for 2010, I know it cose I got Airbus press release with future plans, the aircraft is basically longer by 12 meters, but it has shorter range...

I think eventually A380 might end up being 100m long, lol...

ow! maybe they would order the 747Advanced!!!

Look who’s doing the interiors on the Big Bird

FLYING HIGH: City software firm Sutra Systems designing galleys, video console and more for A380, the world’s largest passenger airline
Sudipta Datta

Pune, August 27: WHEN the ‘Big Bird’, the super-jumbo, double-decker A380 and the world’s largest passenger airline, takes to the skies sometime in 2006, chances are you will find yourself reclining on a seat and watching a movie and won’t care to find out who designed them. We’ll tell you now...

Through Japanese and European aircraft interior integrators, Pune-based software development firm Sutra Systems is designing the interiors of A380s of Singapore Airlines, Qantas, Air France and Malaysian Air on the computer. Between the four, they have placed orders for 38 aircraft.

Currently, Sutra is working on a nine-month project contract for Singapore Airlines. Each airline has different demands — fancier ones even want a bar and video game parlour on board — ‘‘and that’s where the challenge lies.’’

This is how it works. Sutra engineers — of the 150 on board, 30 are working on the aerospace project — design and analyse various interiors components like galleys, stowages, video control centre, first aid units, closets, class dividers and so forth according to airline specifications. ‘‘Interior integrators send us a rough sketch, we make the model analysing various aspects such as the load factor, size etc and send it back to them. The design is finalised once the aviation authorities clear it,’’ explains Atul Nagras, COO, Sutra.

‘‘It’s a long process, but we have worked on several Airbus models like A330 and A340 and on the Boeing 737, 747, 777 for the past seven years and we have deep domain experience,’’ points out Abhiram Modak, childhood friend and head, business development.

So, how did Sutra get into aircraft interiors designing? The story goes back to Japan, says Modak. ‘‘When we launched the company in 1995 to do computer-aided engineering design, we had a strong Japan focus. We were doing computer-aided design for a company who asked us to do the analysis part as well.’’

Over the past decade, Sutra has worked for Honda R&D (simulation for its F1 car), Mitsubishi Heavy Industries, Toyota Motors, Toshiba, Hitachi etc.

As it turns out, the Japan experience — the firm’s MD Rajiv Nagras operates from Japan; 30 per cent of Sutra’s Pune-based engineers speak Japanese — has worked wonders. After cracking the world’s ‘‘toughest market,’’ doors are opening for Sutra. ‘‘We have just tied up with another aircraft interior integrator firm Albert MullenbergGmbh based in Germany. They were clearly impressed with the work we had done with Jamco of Japan.’’

And though Nagras is unwilling to reveal how much the A380 contract is worth, he tells us other financial details — ‘‘we are investing $2 million in a 800-seat tech centre, the money will come from internal accruals.’’

Eight-jet order boosts 747 line
News may help Boeing decide on 747 Advanced

By Bryan Corliss
Herald Writer

EVERETT - Package carrier UPS has ordered eight 747-400 freighters from the Boeing Co., a deal that further solidifies the future of the 747 line in Everett.

It's the largest 747 order for Boeing since China Airlines of Tawian ordered 13 jumbo jets in August 1999.

The UPS deal, combined with a six-jet deal announced in July, "pretty much seals the deal for the 747 Advanced, I'd think," said Teal Group analyst Richard Aboulafia.

Boeing's 747 program has been in flux in recent years. With orders dwindling, the company has considered shutting down production of its signature jumbo jet, the plane that brought Boeing to Everett in the 1960s.

However, Boeing also is studying bringing to market an updated version of the plane, the 747 Advanced, which would utilize engines, electronics and other technology being developed for the 787 to create a larger, more fuel-efficient jumbo jet.

If enough customers are interested, Boeing says it could bring the new 747 to market around 2010. The only issue, executives say, is whether they can sell enough current-model 747-400s to justify keeping the assembly line open until then.

Last month, Boeing announced it had landed a six-plane order from jet leasing company Guggenheim Aviation Partners. That deal, coupled with Wednesday's UPS order, gives Boeing enough firm orders to keep building one 747 a month until almost the end of 2008.

The order "provides a perfect bridge to the 747 Advanced," Aboulafia said. "There should be no serious gaps in the production line. The only question is, will they commit the resources?"

Wednesday's order was also noteworthy in that UPS was also a launch customer for Airbus' competing A380 cargo jet, Aboulafia said.

"This is validation of Boeing's point that the 747 remains a competitive cargo airplane," he said.

The deal would be worth more than $1.6 billion at list prices, although airlines have been getting discounts of 25 percent or more, analysts say.

UPS will take delivery of the new jets in 2007 and 2008. It said it plans to use the 747s to replace smaller MD-11 freighters it now uses on major trunk routes connecting Asia, Europe and North America.

PARIS – Boeing could start delivering a stretch version of its jumbo 747 in 2008, the planemaker’s head of commercial aircraft said on Sunday in the latest sign the company will approve the new plane model.

”We’re getting very good interest in the Advanced (7)47,“ Alan Mulally said at an upbeat press briefing a day before the opening of the Paris Air Show, the aerospace industry’s top showcase.

The 747 Advanced would be Boeing’s closest competitor to archrival Airbus’s flagship double-decker A380 plane – a star debutante at the display of civilian and military planes at Le Bourget airport on the outskirts of the French capital.
”We would probably deliver around 2008,“ he said. ”It’s really paced by the engine on the (7)87.“

Mulally also said he agreed with comments made by Boeing Chairman Lew Platt in an interview with the Independent on Sunday newspaper that the program is gaining ”momentum.“

Platt was quoted as saying a decision could be made on producing the modified 747 at an upcoming board meeting, which Mulally confirmed was scheduled for late June.

Chicago-based Boeing has declined to take on the superjumbo head-on, claiming that the potential market for the 555-seat plane would not justify the amount of investment needed to build a plane that big.

Instead, it will redesign the 30-year-old jet to run on the quieter, more economical engines under development for its smaller 787 Dreamliner, a change that would require little capital expenditure, he said.

”It’s so much more modest compared with making a new, bigger airplane,“ he said, adding that the plane would carry about 50 more passengers than the current largest 747, and another 15 tons of cargo. ”It’s mainly engine change and some work on the wing.

Boeing expects the latest version of its venerable 747 – still the largest passenger jet in service – to capture 400 to 500 orders over a 20-year period, Mulally said, taking a swipe at the A380.

“People really appreciate that the A380 is really, really big, it’s really big,’’ he said. The 747 Advanced “is so much lower risk than an A380.’’

“It’s going really, really well. You can see an interest in orders across all the airplane models.’’

The top US planemaker last week forecast that the world passenger jet market would amount to $2.1 trillion over the next 20 years, led by mid-sized planes like the 787.

In addition to 266 orders and commitments for the plane, which aims to cut fuel and other operating costs by about one-fifth over similar models by using composite materials, Boeing has 427 sale proposals active with 27 different airlines, he said.

http://www.techno-science.net/illustration/Aero/A380/mini-A380_2.jpg http://img.web.de/c/00/59/5D/B5.420

Guys there is also starched version of A380, an 85m long aircraft is planed for 2010, I know it cose I got Airbus press release with future plans, the aircraft is basically longer by 12 meters, but it has shorter range...

I think eventually A380 might end up being 100m long, lol...


The Airbus A380 - new highflying comfort

http://www.didyouknow.cd/whatsnew/graphics/A3XXinterior.jpg

Airbus will introduce a family of A380 aircraft, each with twin aisles and 2 levels, providing more room than any previous aircraft. Passengership-style stairs lead between the levels. The cargo compartments can be used for shops, exercise areas and sleeping rooms.

The baseline A380-100, with a capacity of 555 passengers in three classes, will have a range of up to 14,200km (7,650nm). The stretched A380–200 will be capable of transporting 656 passengers, also up to 14,200km (7,650nm). The A380–100R variant will retain the same 555 seat capacity, but with a range of 16,200km (8,750nm). Also under consideration is a smaller version, the A380-50R, to carry 481 passengers up to the same 16,200km (8,750nm) range as the 100R.

The freighter market, currently growing at twice the rate of the passenger market, will see the introduction of the Airbus A380-100F with a payload of 150 tonnes (330,000lbs) and a range of 10,630km (5,725nm). Further developments include Combi versions with either seven main deck pallets providing 473 seats and 37.9 tonnes (83,380lbs) of cargo with a range of 13,500km (7,270nm) or an 11-pallet layout, 421 seats, 51.3 tonnes (112,860lbs) of cargo and a range of 12,940km (6,970nm).

At the request of airlines and airport authorities, the A380 fits within an 80 x 80m (262 x 262 ft) horizontal box, to make best use of current runways, taxiways and gates. The A380 will use the same runway length as the Boeing 747, even though its fuselage is 25cm (10 in) wider. Airbus also developed a new light material called Glare, made of fibreglass and aluminium alloy, which would shave several tonnes off the weight.

Boeing selects GEnx engine for proposed 747 Advanced program


April 25, 2005 -- EVENDALE, Ohio - The Boeing Company has selected General Electric Company's GEnx engine to power the proposed 747 Advanced airplane.

"We believe GE would provide the best value for the 747 Advanced if we launch the program," said Boeing's Jeff Peace, vice president - program manager, 747/767 Derivatives. "This is primarily because the GEnx offers the best balanced solution optimized for the 747 Advanced requirements. We look forward to working together with GE in successfully launching and delivering a great new airplane."

The 747 Advanced is a 450-passenger airplane with an 8,000 nautical mile range. It will take advantage of breakthrough 787 technologies, including the GEnx engine, to provide even more payload and range than current 747s.

Boeing is forecasting a potential market for 250 to 300 airplanes. For the GEnx engine, that represents potential revenues exceeding $10 billion.

"We are thrilled by Boeing's confidence in the GEnx design," said Thomas Brisken, general manager of the GEnx program at GE Transportation. "Since 2000, GE has been engaged in the most aggressive jet engine development activities in its history. Utilizing our technology base, the GEnx will bring tremendous economic benefits to the 747 Advanced program."

The GEnx, which is launched on Boeing's 787 Dreamliner, is the next-generation engine to succeed GE's CF6 series, the best-selling engine family for widebody aircraft. The GEnx engine, currently under development, will produce 55,000 to 72,000 pounds of thrust. For the 747 Advanced application, the GEnx will be rated at 63,500 to 66,500 pounds of thrust.

While the GEnx engine is a new design, it is based extensively on technologies GE has invested in over several years. Based on the architecture of the GE90 engine, the GEnx is the only jet engine being developed with both the front fan case and fan blades made of composite materials to provide greater engine durability and dramatic weight reduction. The engine also features a new-generation combustor for efficient fuel mixing before ignition, which significantly lowers NOx levels.

The first full GEnx engine will go to test in 2006, with engine certification scheduled for 2007.

GE Transportation - Aircraft Engines, a part of General Electric Company (NYSE: GE), is one of the world's leading manufacturers of jet engines for civil and military aircraft.

so, what is new about this?

Before the A380 project, both Airbus and Boeing had focused on cornering the very-large-airliner market. Airbus and Boeing had worked together on a study investigating a 600+ seat aircraft, but this cooperation did not last long. Both manufacturers came to the conclusion that there was probably room for only one maker to be profitable in the 600 to 800 seat market segment. Boeing and Airbus decided to enter the new 600 seat market separately.

Boeing initially had the upper-hand. The company decided to create a stretched version of the 747-400 called the 747X, which would have carried 525 passengers but it failed to sell the idea to airliners.

Airbus could not do the same with its A340-600, Airbus' largest jet, and so development of the A3XX began in the mid-90s. In 2001 it was re-branded the A380, with the announcement of Singapore Airlines as the launch customer.

While the A380 was being marketed, Boeing started work on the development of the 747 Advanced, an slightly enlarged version of the 747-400 that is capable of carrying up to 500 passengers.



http://www.airbusa380.com/html/airbus_vs_boeing/images/a380.jpg

Background: The Airbus A380 is a plane that has superseded the Boeing’s 747 as the largest passenger airliner. In the early 90s, Airbus executives decided to challenge Boeing’s dominance in the large passenger jetliner market and so started the A380 program. The advent of the A380 has instantly killed off sales of the 747 and helped Airbus win orders in the jumbo market to become the world’s largest passenger plane producer.

Customers: 15 customers to date including the largest order from Emirates, Lufthansa and Qantas.

Service: late 2006

Lenght: 73 m

Passenger: 500 to 840
- 555 in 3-class configuration

Range: 8,000 nm (can fly from New York to Hong Kong)

Maximum speed: 0.89 Mach (652mph)
- New York to Hong Kong in 12h 21m
- New York to London in 5h 18m

Price: US$285 million

What the manufacture is saying: - Has about 13% lower fuel burn than the 747 and is first long-haul plane to consume less than 3 litres of fuel per passenger over 100km - as efficient as an average family car.
- Cabin can be configured to include cocktail bars, double beds and mini-casinos.
- a 35% increase in passenger capacity over the 747-400 in standard 3-class configuration, along with a nearly 50% larger cabin volume


http://www.airbusa380.com/html/airbus_vs_boeing/images/747a.jpg
The 747 Advanced passenger version: stretched in two bands for a total extension of 11.7 feet.


Background:
In 2002, Boeing has lost the position as the world’s top passenger jet maker to Airbus and most importantly the company has lost its 30 years domination in the sales of the large passenger jetliner market to Airbus’s new superjumbo A380. Boeing vowed that it could not leave Airbus to exploit the large-jetliner market unchallenged and decided to strike back with a new, enlarged version of the 747-400 and called the new plane 747 Advanced that can fly further and be more fuel efficient than its predecessor. Boeing hopes the 747 Advanced will crawl back some of its large jetliner market taken by the A380. If not the company will be eliminated to concentrate on the cheaper mid-size airliner market.

Customers:
Rumoured to be in negotiation with British Airways, Cathay Pacific and Japan Airlines.

Service: 2009

Lenght: 74.3 m (3.6m longer than the 747-400)

Passenger:
400 to 500 (34 more passengers than the 747-400)
- 450 in 3-class configuration

Range: 8,000 nm

Maximum speed:
0.86 Mach (630mph)
- New York to Hong Kong in 12h 47m
- New York to London in 5h 29m

Price: US$240 million

What the manufacture is saying:
- More fuel efficient and has lower operating costs than the A380. Will beat A380 trip costs by 19% margin.


source: Airbus/Boeing/CNN/Reuters/Wikipedia
last updated: June 1, 2005

Airbus A380 Navigator



COOL ~~~~~~~~~ (http://events.airbus.com/A380/default1.aspx)

Airbus vs Boeing: as the transatlantic spat escalates, the body count grows and so do the recriminations.

by Vijay Verghese

ONE IS BIG AND FAT with all the polish of a portly dowager. Critics describe her as a “dinosaur”. The other is sleek and quick, and capable of long outings, but derided as incontrovertibly “plastic”. Who would you pick for a snog or, in this case, a transpacific flight? With the successful rollout of the Airbus A-380 behemoth, the gloves have come off as Boeing cries foul and prepares for the arrival of its very own B-787 “Dreamliner”.

What’s the fuss? Airbus has opted for a super aeroplane that will render the stalwart B-747 all but obsolete, transporting a vast scrum of bodies in one neat package. While offering 49 percent more room than a Boeing 747, the Airbus 380’s operating costs are cited at around 15 to 20 percent lower per seat. Add to this fewer emissions, less noise, and a seat capacity stretching from the median 555 to a staggering 800 (double the heaving bottoms on a B747), and it’s small wonder airline accountants are beaming. Airbus claims its plane is more fuel efficient than a car. A BBC estimate puts this at 90.6 miles per gallon, per passenger.


The new, and larger, wing design ensures future versions of the aircraft can handle a total weight of up to 750 tons. This means the US$280m A380 will achieve optimum cost-efficiency carrying closer to 800 passengers. That’s a lot of beers and queues for the toilets – on two floors.

The A380 is a space guzzler - it needs more runway, more apron for its giant wing span, and redesigned boarding gates

The A380 commences service in 2006 with Singapore Airlines on the London Heathrow and Sydney routes. Airports everywhere are quailing at the prospect. Heathrow’s Terminal Three will need to undergo expensive redesign to accommodate the Airbus A380 and Emirates has already begun using oversized ground equipment in Dubai to be in readiness for its own delivery. The new Airbus is a space guzzler. It needs more runway to clear the ground, more taxiway for the sweep of its enormous 79m wingspan, and boarding gates need rejigging to deal with the logistics of deplaning 800 people from a towering double-decker.

Boeing believes large capacity aircraft flying to big, overcrowded, dispersal “hubs” are passé. Travellers want speed and direct connections. The B787 Dreamliner (formerly the B7E7) is the result of Boeing’s new preoccupation. The aircraft is swift and fuel efficient, with a cruising speed of Mach 0.85. It is smaller and can access regional airports without fuss. It also has a range that can extend to 16,000km carrying about 280 passengers. The catch is, the plane will not be certified and delivered until 2008 and its test flights commence only in 2007. While Boeing’s Small Wet Dream proceeds, rival Airbus (now the top aircraft seller) is busy gobbling up orders. And, keenly aware that Boeing may be onto something, it is also working on a smaller A350 to compete head-to-head with the B787.

The B787 has opted for a sweeping archways design and light diodes in the ceiling that mimic the changing sky colours

But do you need to fly a football field halfway across the world? Virgin Atlantic, Air France, Lufthansa, Thai Airways International, Malaysia Airlines, Korean, Etihad, China Southern and Qantas, among others, believe so. Some will put in gyms, bars, casinos, shops, offices and even play areas – but not for the Mile High Club, whose members will have to fend for themselves in vast open spaces. The coliseum has failed to materialise, disappointing those who would love to toss all airline chefs to the lions, Christian or not. And while a lot of seats can be crammed into an A380, not all airlines plan to do so. Qantas, sensibly, will start with just 500 seats.

The Boeing 787 cabin will offer a visually relaxing “sweeping archways” design, window shades whose opacity can be altered at the flick of a button, greater humidification of cabin air, and a sky simulation effect through the use of colour changing light-emitting diodes in the aircraft ceiling. Aisles will be wider as will the seats.

It is more than likely that there is a market for both products. But the transatlantic diatribe continues to escalate. Boeing asserts Airbus has competed, unfairly, through backdoor European subsidies. Yet, Boeing itself has been a major beneficiary of state and federal aid with Washington State bending over backwards to ensure the B-787 plant stays with them. Much of Boeing’s aircraft design has been a spin-off from US military-sponsored research.


By 1949, Boeing 377 Stratocruisers were plying the North Atlantic with opulent digs, and living rooms, for first class guests

Was big always beautiful? The prodigious and spectacularly ill-starred 12-engine Dornier Do-X was the world’s biggest aircraft in 1929, its hull accommodating a full three floors. The Wall Street crash ended its career despite a problem-plagued round-the-world PR stunt that took ten months to accomplish, achieving little in the end. By 1949, double-decker Boeing 377 Stratocruisers were plying the North Atlantic with opulent digs, and even living rooms, for first class passengers. No flat seat hype then. The B377 used real beds. And there was the memorable Howard Hughes “Spruce Goose” (H4 Hercules) that took to the skies, briefly, in 1947. This extraordinary flying boat arrived too late to aid in the war effort – its prime purpose – and was relegated to museum attraction.

Barring the hugely successful B747, aviation history has not been kind to passenger aircraft behemoths. Now, once again, we shall have to wait and see.

A380
http://www.smarttravelasia.com/images/A380bed.jpg
B787
http://www.smarttravelasia.com/images/B787Interior3.jpg

The Airbus A380 - new highflying comfort

http://www.didyouknow.cd/whatsnew/graphics/A3XXinterior.jpg



http://www.airbus.com/events/a380_reveal/event/img/pressroom/024.jpg

Airports Prepare for the A380
By Sandra Arnoult
Airport Equipment & Technology, Spring 2005, p.6


Ready or not, the A380 is coming in 2006. "Airports will be ready," Dick Marchi, senior VP at ACI-NA, tells AE&T. "Most will be fine."

The double-decker A380, which was rolled out in January, will carry up to 555 passengers more than 9,000 nm, while the freighter version will be able to haul up to 150 tonnes for more than 5,600 nm.

The giant aircraft boasts a wingspan of 261 ft.-some 48 ft. longer than the 747-and a maximum takeoff weight of 1.2 million lb. The first passenger operation is scheduled for 2006 while the freighter version is slated to enter service in 2008. Airbus holds 149 firm A380 orders and options for another 70.

For nearly a decade, airport officials have been keeping an eye on the large aircraft development programs of both Airbus and Boeing. Several years ago they asked FAA to set up a group to coordinate information, says Marchi. "They did and it's called the large aircraft facilitation group. It's been meeting once every two months for at least three or four hours."

Though no US airlines have ordered the A380, a number of foreign carriers will operate passenger service with it into major US airports such as New York JFK, San Francisco and Los Angeles. FedEx and UPS have ordered freighter versions, which will be operated at their respective hubs in Memphis and Louisville. In Europe, hubs such as Frankfurt (Lufthansa), London Heathrow (Virgin Atlantic) and Paris Charles de Gaulle (Air France) are preparing to receive the aircraft. Singapore Airlines, Qantas, Qatar Airways and Emirates also have orders in for the behemoth.

The A380's size will not require dramatic modifications to existing airport facilities, according to some airport officials. Airbus last year concluded a six-year study, "Experimental Pavement Programme," designed to determine the airplane's effect on runways. Tests confirmed it would have no greater impact than other large aircraft such as the A340-600.

Marchi says the pavement of most runways will not need to be reinforced. Some airports will need to make changes to runway lighting to provide clearance for the wings and reconfigure some sign- age to avoid blast damage from the engines, which are located farther out on the wings than those on a 747. Some erosion control procedures will be required to prevent the aircraft from blowing dirt and rocks around, he says.

Preparing the way for the jumbo is not without cost. For example, Heathrow operator BAA estimates it is spending some $772 million to reposition taxiways and rebuild Pier 6 to accommodate the A380 and its passengers, according to CEO Mike Clasper. The Port Authority of New York and New Jersey expects to spend in excess of $179 million on airside improvements at JFK, a figure that does not include terminal costs.

Early on, Airbus made a decision to strive for "airport compatibility," which made the job somewhat easier, says Dan Cohen-nir, program manager for Airbus North America. "Before the 2000 launch of the A380 program, we had worked with the airports to better define the aircraft and to minimize the impact on existing airports," he tells AE&T. The goal was to integrate the design to "fit in a box"-to have a footprint that was not significantly larger than that of the 747.

For a number of airports, wingspan was a major consideration, says Cohen-nir, but there was no single issue that all airports had in common. "Some had compatible airside [with] minor upgrades on the terminal. For others it was quite the opposite. They wanted to make sure the overall accommodations to landing and service at the gate met the requirements of the airlines." "I give Airbus a lot of credit," says Marchi. "They've done a really great job in getting information about the airplane out to people and meeting with airport staff to help them devise solutions."

Each airport has been responsible for its own plan for accommodation. Some have worked the changes into existing plans. "A classic example is JFK," he says. "They've figured out how to meet the dimensional criteria for the airplane but it requires they relocate a taxiway that runs around the entire central terminal area at Kennedy. It has 58 intersections on it." Runway changes that were approved by FAA six months ago are currently under construction. Marchi says JFK took the lead in developing a plan for the A380 and has shared its knowledge with other US airports. "They did a very good job of putting together a package for different issues-taxiway width, separation, bridges that need to be strengthened, and they were good about sharing it with other people."

Other airports, such as Frankfurt, can accommodate the aircraft at an existing terminal. Terminal 2, built in 1994, was designed with five positions for larger aircraft. Terminal 1, which is used by Lufthansa and its Star Alliance partners, requires some modifications that will be coordinated with a modernization project. Frankfurt also is building a separate maintenance hangar for the A380.

There is some question as to whether an airport must have a 200-ft.-wide runway rather than the standard 150 ft. "The track is only about seven or eight feet wider than a 747," Marchi points out. "The runway has to accommodate the wheels. The wings of a 747 hang over the edge of a runway anyway. This is not a particularly damaging aircraft in terms of wheel loading. But you do have to widen the pavement, the shoulders, so if the airplane veered off the runway it would have a wider piece of pavement to accommodate it without breaking."

FAA has not yet decided whether to certify the A380 to operate on a 150-ft.-wide runway. Because of that, Marchi says, a number of US airports are taking a wait-and-see attitude until they are certain of the agency's requirements. "They are taking the position universally, 'well thank you very much but we can't justify spending that money.'"

He notes that there are published procedures that allow large aircraft to land on narrower runways, which require specialized crew training as well as limits on crosswinds and weight. "So if they get to the end of certification and the airplane doesn't get certified for a 150-ft. runway, then they will operate the airplanes [under] narrow runway procedures. They don't like it and don't want to do it as a matter of course, but it will allow that airplane to go into service. Then they would go back and do the modifications to the runway. But you just can't justify spending that kind of money it if turns out it's not going to be needed."

Cohen-nir says there continues to be "a lot of activity" regarding baggage and passenger handling for the A380. One wrinkle is the need for upper-deck catering capabilities. Though most existing ground service equipment should accommodate the aircraft, some new towbarless tugs are being developed similar to those currently in use with the A340 and 747. "All other vehicles are comparable to what is available today," he says.

Another item for consideration is passenger boarding bridges, with a number of airlines looking at dual bridges. "Most airports will provide service to the upper deck," Cohen-nir says. "The only thing that will be needed is an area within the terminal for vertical access, such as stairs or an escalator, to the second level." Airlines that operate the A380 want to ensure that the turnaround time at the gate is similar to that of other aircraft.

I wonder when they'll start building these?
http://www.airbusa380.com/html/airbus_vs_boeing/images/747a.jpg



I hope the 747 doesn't go obsolete, it's the best plane out there!

If order is going to sufficient for cost to profit, though CargoLux placed in 10 ealier, will be started to build by 2006 and launching by 2009 :)

Singapore Changi Airport will be the first airport in the world to receive the A380. Singapore Airlines will operate the inaugural commercial service of this aircraft soon after it arrives in Singapore at the end of 2006.

CAAS is spending S$60 million to get Singapore Changi Airport’s Terminal 1 and Terminal 2 ready to accommodate the A380 aircraft operations in 2006. Modifications works, which started in early 2004, include the installation of a third Passenger Loading Bridge which will allow passengers direct access to the upper deck of the A380.

Other works include the modification of gate holdrooms, widening of runway shoulders as well as runway-taxiway and taxiway-taxiway intersections. In addition, two A380-compatible freighter aircraft stands and remote aircraft parking stands have been constructed.

Singapore Airlines has 10 A380 aircraft on firm order and 15 on option. The aircraft will first be used on the Kangaroo route between Singapore, Sydney and London. The aircraft will seat less than 480 passengers in a three-class configuration, although it has been designed to accommodate 555 passengers in the same layout.

A380 flight test update

http://www.flightinternational.com/assets/getAsset.aspx?ItemID=9674

Flight International A380 flight test update Part 1:
Airbus tackles glitches to keep A380 on schedule


Airbus is claiming better-than-expected early results from the A380 flight test programme, providing some comfort for managers battling to keep the project on schedule after production setbacks forced a six-month delay to initial deliveries (Flight International, 26 July–1 August).

A380 - BIG

Meanwhile, the manufacturer is studying a modest increase in the A380 production rate in an attempt to minimise the impact of delivery delays on customers.

“Honestly, I was expecting surprises,” says Airbus chief operating officer and head of A380 programme Charles Champion, expressing relief that the first phase of flight testing has uncovered only minor glitches.

The single issue preventing the aircraft’s aerodynamic configuration being frozen is the discovery that the wakes from wing spoilers can cause “very significant buffeting” of the horizontal stabiliser at certain deflections, although this is expected to prove straightforward to resolve, says Airbus vice-president flight test Fernando Alonso.

It has also been determined that some reinforcement of Rib 1 in the horizontal stabiliser is required, along with very minor structural modifications in the forward fuselage, which Champion describes as “usual business” for a new aircraft programme.

The pivotal milestones now facing the A380 test programme are the full-scale passenger evacuation trial – rescheduled for early next year – the start of long-range test flights with aircraft MSN002 and route proving with MSN007, says Champion.

He admits the manufacturer was caught off guard by the amount of customisation demanded by airlines, which caused bottlenecks in production because each fuselage specification incorporates unique wiring harnesses and hardpoints for mounting cabin monuments.

“We underestimated the volume of customisation,” says Champion. “Where we were taken by surprise is the amount of engineering hours required to deliver the technical verification sheets. We were not able to provide design inputs to the subcontractors to do the harnesses.”

This resulted in fuselage sections being delivered to the final assembly line before cabin interfaces and wiring harnesses had been installed, requiring out-of-sequence rectification work.

“The airlines are not happy – we apologised, of course, and we are not happy either,” says Champion.

In an effort to catch up with the original delivery schedule over the next few years, Airbus is investigating whether output can be increased beyond the initial four a month.

“Some customers would like to have aircraft earlier than we have announced to them,” says Champion. “What we want to do is see what we can do within our existing means, without significant extra infrastructure.”

Champion says Airbus is preparing to “test some airports pretty soon” with the prototype A380, MSN001, and reveals there is a “very high probability” that the aircraft will visit Sydney, Australia, in November – coinciding with Qantas’s 85th anniversary celebrations – before heading to the Dubai air show. “We will probably take the opportunity to check out a couple more airports for Qantas,” says Champion.

Launch operator Singapore Airlines is due to take delivery of its first A380 before the end of 2006.

Part 2: Waking up to the problems of vortex

http://www.flightinternational.com/assets/getAsset.aspx?ItemID=9677


Flight International A380 flight test update Part 2: Airbus has been forced to modify its plans for determining the A380’s wake vortex on approach after atmospheric conditions at Toulouse proved unsuitable for the pulsed Lidar (laser radar)-based monitoring equipment.

A380 No2 - BIG

“After two months of flying, we recognised that we were not accumulating data at the rate we wanted,” says Airbus vice-president flight test Fernando Alonso.

“Therefore, in mid-July we moved the Lidar to Istres. We have done three designated flights to measure the wake vortex. The FAA witnessed those tests,” he says.

Head of A380 programme Charles Champion says it is too early to say whether Airbus has achieved its goal of producing a vortex that necessitates no greater separation between aircraft on approach than that required for the Boeing 747-400. “We need to crunch the data to see what it gives,” he says.

Meanwhile, the US Federal Aviation Administration has expressed some concern about the A380’s ability to land on 45m-wide runways.

To address this, Airbus is monitoring the accuracy of every landing in the A380 test programme using differential global positioning system data.

The aim is to demonstrate that the ultra-large airliner’s average deviation from the runway centreline is no greater than that achieved by the smaller A330/A340 family.

Part 3: Early flight testing yields encouraging results

http://www.flightinternational.com/assets/getAsset.aspx?ItemID=9676


Flight International A380 flight test update Part 3: By 25 August, the first Airbus A380, MSN001, had completed 72 flights and logged 247h since its first flight on 27 April, although including touch-and-gos, the actual number of approaches is closer to 100, says Airbus vice-president flight test Fernando Alonso.

A total of 20 Airbus and two European Aviation Safety Agency (EASA) test pilots have flown the aircraft, performing at least one take-off and landing, leaving only “three or four very young pilots” from the Airbus flight test department yet to get behind the controls, says chief test pilot Jacques Rosay. So far 31 flight test engineers – again including two from EASA – have also been airborne. The first non-test pilots could get the chance to fly the aircraft later this month.

Jacques Rosay - BIG

“For the first two to three weeks we had a quick look around the aircraft in terms of flight control,” says Alonso. “If the handling is not good, that’s the first thing you need to fix.” However, no significant handling problems were encountered and the scope of the test effort was quickly expanded.

The aircraft was stalled for the first time on its third flight, and has been stalled more than 250 times since. “The wing root stalls first – the stall is very conventional, with a nice nose-down effect,” says Rosay.

The team were initially alarmed when strain-gauge data suggested aerodynamic forces on the horizontal stabiliser had exceeded limits during stall recovery. It was eventually determined that the gauges had been calibrated wrongly, resulting in their readings being 40% too high, but not before the flight test team had needlessly developed a technique to unload the stall more gently.

Alonso says the early dispatch reliability of the aircraft has impressed the team.

“We did not ground the aircraft for any maintenance or ground test activities until 11 weeks after first flight,” he says. The fact that the prototype has been logging 60-70 flight hours a month “says a lot about the readiness and availability of the aircraft”, Alonso adds. “Since the Paris air show we have routinely been flying twice a day.”

Some changes, for example to the aircraft’s angle-of-attack protection system, have been needed, although this was “just a question of adjustment”, he says.

A major early focus was on the optimisation of flap and slat configurations for take-off, approach and landing. A “Configuration 3” set-up was identified to boost take-off performance under certain conditions, but it could not be determined whether the optimum flap setting was 26° or 29° without performing the VMU (minimum unstick) tests (Flight International, 26 July–1 August). As a result, the VMU tests were brought forward by six months, and led to the 26° setting being selected.

The VMU tests – performed at Istres air base – were not incident-free. During the first roll, the aircraft rotated around the specially designed tailskid and the rear fuselage struck the runway. “Within two to three runs we got smarter and it was better,” says Alonso.

The A380’s approach speed is about 4kt (7.4km/h) lower than anticipated, with the reference speed at maximum landing weight coming in at 138kt. By comparison, the A340-300’s VREF is 137kt and the A340-600’s 151kt.

During MSN001’s downtime in week 11, 800 “flow cones”, each 6cm (2.4in) long, were installed on the starboard wing and engine nacelles to enable Airbus aerodynamicists to visualise the airflow.

Various engine nacelle strake designs – intended to improve airflow over the wing at high angles of attack – were test-flown, but “the best configuration was the initial one determined in the windtunnel”, says Alonso.

Rapid progress in the test programme has meant some of the systems tests originally planned for aircraft MSN004 – due to be the second A380 to fly – are now being done using MSN001.

Two cruise performance evaluation flights have been flown so far, although the aircraft is far from representative of the final configuration, mainly because the engines are “not up to the good standard” and the aircraft has many drag-inducing probes and other protuberances required for flight testing, says Alonso. With these factors taken into account, “we found the performance of the aircraft to be where we expected it to be”.

Late last month the aircraft was flown at Mach 0.95 *– just below the maximum operating Mach number. “We explored the high-Mach area in the transonic regime,” says Alonso. “The build-up in the level of buffet was very gradual and mild.”

Rosay says the buffet at high Mach numbers is “very similar to what it is in the normal flight envelope. We expected a slight decrease in roll efficiency – in fact that’s not the case”.

The A380 has still to be tested at its MMO of 0.96 – a speed that Rosay admits the team do not wish to attempt “more times than we need to” because it involves a tricky dive manoeuvre. “You have to reach the [Mach number] target, but you don’t want to exceed it,” he says. The A380 will typically cruise at M0.85-0.87.

The heaviest take-off achieved to date is 555t – 14t below the planned initial maximum take-off weight (MTOW). However, Alonso says it is planned to perform a take-off with MSN001 at the higher, 600t MTOW of the A380 Freighter in an effort to truncate the test programme for the cargo variant.

Other approaching test milestones are water-ingestion trials, due at the end of this month, and the maximum-energy rejected take-off test in February.

MSN004, which Champion says will be “much closer to the entry-into-service standard”, is due to be handed over to flight test this month and fly in October. It will be equipped with upgraded Rolls-Royce Trent 900 turbofans providing lower fuel consumption and noise and improved exhaust gas temperature margin.

“The stall is very conventional, with a nice nose-down effect”

ANDREW DOYLE/TOULOUSE

Giant A380 falling short of big billing
By Raquib Siddiqi
Sat, 10 Sep 2005, 11:39:00


The A380, the superjumbo jet from Airbus SAS, was billed as "The Queen of the Paris Air Show" in June by the public address announcer as it promenaded down the tarmac en route to its slow-moving flyover of the Le Bourget airfield.

But on the sales floor, the A380 was the prom queen that couldn't get a date.

The only taker for the A380, a double-decked giant that seats at least 550 passsengers, was start-up carrier Kingfisher Airlines of India. Kingfisher joined the stampede of Indian carriers ordering airplanes in Paris. Its flamboyant chief executive, Vijay Mallya, inked an order for five A380s.

The Kingfisher sale was the only A380 order by a passenger carrier since China Southern ordered five in April. It brought Airbus to 145 planes sold--far below the rosy expectations Airbus had encouraged when it launched the new airplane nearly four years ago.

The slight showing in Paris was the latest discouraging news for an airplane that represents Airbus' biggest gamble in its battle with Chicago-based Boeing Co. over the future of aviation.

Just before the air show, Airbus admitted what many aviation experts had long suspected: It will deliver its first A380 at least six months behind schedule, no sooner than April. The company can't get the A380 down to the weight promised to customers. And customization of the passenger cabin to meet airlines' demands has proven more costly and time consuming than expected.

The delay has angered Airbus customers. The chief executive of Qantas Airlines is threatening to extract severe financial penalties from Airbus. Other carriers say they expect compensation too.

A sign of success

Such troubles might prompt an air of contrition to most aerospace executives. But to John Leahy, the flashy sales executive who is Airbus' chief commercial officer, they're merely a somewhat difficult-to-interpret sign of success.

Customer unhappiness over the delays, even their threats of financial penalties, are merely an indication of the industry's need for the plane, Leahy said.

"It's comforting to hear them say how important this airplane is to them," Leahy said. "It's a game-changing airplane, and it's going to be difficult for them to make money without it."

Leahy paused for effect--or perhaps for creative thought--and added, "We're delighted at the reconfirmation of this airplane."

Salesmanship like that helped Airbus surprise industry observers with the strength of its performance at the air show: Orders for 280 airplanes, enough to overcome Boeing's early edge in the race to sell the most planes in 2005.

But the lack of orders for the A380 seemed to confirm a growing sense in the aerospace industry that the 380 isn't just a big, white airplane--it might be a big white elephant too.

"The A380 has become a tar baby for Airbus," said Aaron Gellman, a professor at Northwestern University's transportation center. "They can't get it off their hands, and they're going to lose money on every one they sell."

The A380 is the product of Airbus' $16 billion-plus program to build a superjumbo jet that can carry more than 800 passengers. The Airbus effort represents the polar opposite of Boeing's view of the future: the smaller, superefficient 787 Dreamliner.

But as the 787 began building orders last fall, Airbus switched gears and now offers a 787-style midrange jet, dubbed the A350. The A350 will carry slightly fewer passengers, and the two manufacturers debate which can be operated more inexpensively.

The A350 emerged as the surprise star of the air show, racking up 95 orders by five airlines. As a result, the A380 fell to the background, fueling intense debate over whether the plane can succeed.

While people at the air show marveled at seeing such a huge plane fly, they also picked at some of its apparent shortcomings. It was noted that a breakthrough material Airbus is using on the plane, called Glare, a lightweight sandwich of aluminum and fiberglass, is not being used on the A350. This indicates to some observers that Glare has fallen short of Airbus' initially high expectations.

And the fact that Airbus flew the A380 with its landing gear down stirred suspicions that the aircraftmaker may be having a hard time perfecting the plane's landing gear. Airbus officials denied any problems, saying simply that the landing gear takes nearly a half-minute to retract--too much time to retract and open the gear during the plane's five-minute time in the air at the show.

Still, the carping seemed to reflect a mood of skepticism that has hung like a rain cloud over the A380 since Airbus started the program in August 2001.

Airbus at one point indicated it could sell as many as 2,000 of the superjumbo jets over 20 years. Lately, the figure has dropped to around 1,200. Airbus once had pegged breaking even on the plane at 250 copies, but that since has been increased to around 300 copies.

Boeing's market researchers see a much different future for the A380: roughly 300 of the planes in service in its first two decades.

Leahy doesn't see it that way.

"We've got four new orders the year before delivery, when you expect to have just about nothing," Leahy said.

Japanese and North American carriers for the first time are starting to seriously consider the plane, he added. United Airlines, which is not expected to buy any planes until it emerges from bankruptcy, has begun scheduling meetings with Airbus salespeople, Leahy said. Leahy suggested that the best comparison for the A380 might be with Boeing's 747, the first jumbo jet and as big an innovation in 1969 as the A380 is today.

Boeing's sales force booked orders with 12 airlines for 28 of the 747s the year before Boeing delivered its first jumbo jet to launch customer Pan Am World Airways. Those sales brought the 747 to 175 orders before first delivery.

To reach the 747's sales pace in the year before delivery, Airbus would have to sell 30 planes before April. That would double the number sold since the beginning of the year, 10 of which were freighters sold to UPS.

The industry has changed substantially since the era when Pan Am and TWA ruled the international airways. Today, carriers in China, India and the Middle East are the main source of orders, and those carriers have shown a clear interest in the 787 and A350.

But to Scott Hamilton, managing director of the consulting firm Leeham Co., the 747 precedent is worth considering.

"Everything said about the A380 today was said about the 747," Hamilton said. "The 747 was a market mismatch, but the market grew into the airplane. We're in a world market that cannot support an 800-passenger airplane. But that doesn't mean the market can't grow into the A380."

Vijay Mallya is one person who believes he might grow into the A380. The leader of India's Kingfisher Airlines left the Paris Air Show after ordering five A380s worth $1.5 billion at list prices.

Mallya's main business is UB Group, one of the world's largest liquor makers. He plans to use the A380s to build the brand name of Kingfisher, an airline named after UB's popular beer. Mallya envisions gambling tables and bars on the plane's upper decks.

Hamilton clearly wasn't impressed with the Kingfisher order. Mallya, flashy as he is, is unproven despite his family wealth and success in the liquor business.

What's more, Hamilton said that the A380 order from Mallya paled compared with Leahy's total sales in Paris of 280 aircraft worth $33 billion to 12 carriers. "It's certainly not an order I would have cared to showcase," he said. "It doesn't have the cachet of, say, a British Airways."

I have a question about the A380...

Is the fuselage made up of enough composite material to bump cabin humidity up to "bearable" levels? I remember reading about the 787 and how they could attain 60% humidity, that sounds INVALUBLE in a plane, to not have to suffer through an extremely dry and uncomfortable cabin.

:cheers:

Just find it

More detail can see at here (http://skyscrapercity.com/showthread.php?p=5358131#post5358131)

Airbus -- Boeing's chief rival in the passenger airplane industry -- is certain to begin using all-composite material in the fuselages of its planes too, perhaps in the A350, which the European manufacturer is proposing as an answer to the 7E7. But Airbus' latest model, the double-deck A380, will use Fiberglass-reinforced aluminum for much of its fuselage, which would still be susceptible to corrosion problems.

http://www.flightinternational.com/assets/getAsset.aspx?ItemID=9674
I'm not sure how it looks on other planes, but that fuselage looks scary close to the ground.

Just find it.

LOL... I don't think so, I'm too lazy to search through all those posts.

Airbus -- Boeing's chief rival in the passenger airplane industry -- is certain to begin using all-composite material in the fuselages of its planes too, perhaps in the A350, which the European manufacturer is proposing as an answer to the 7E7. But Airbus' latest model, the double-deck A380, will use Fiberglass-reinforced aluminum for much of its fuselage, which would still be susceptible to corrosion problems.

Wow, that's extremely disapponting. I would hope that Airbus launches an updated version of the A380 in 2010 or so with a composite fuselage, to match the A350's design and the Boeing 787.

:cheers:

http://www.flightinternational.com/assets/getAsset.aspx?ItemID=9674
I'm not sure how it looks on other planes, but that fuselage looks scary close to the ground.


The pilot knows what he's doing, The plane then goes right back of to normal after the back wheels touch the ground.

Malaysia Airlines may seek compensation over Airbus delay

http://www.channelnewsasia.com/imagegallery/store/AFP/SGE_GRP68_110905065054_00_quicklook_245x163.jpg


KUALA LUMPUR : Malaysia Airlines said it was "disappointed" with Airbus over a six-month delay in delivering its new super-jumbo A380 aircraft and may demand compensation.

"We are naturally disappointed with this delay," Azmil Zahruddin, executive director of the national carrier said in a statement.

Malaysia Airlines said it was informed by Airbus recently that its first A380-800 aircraft would be delivered in July 2007 instead of January that year, with the last of the six aircraft being handed over in May 2009.

The carrier said that together with its holding company Penerbangan Malaysia Berhad (PMB), "it will discuss with Airbus on the compensation for the delayed delivery".

In December 2003, PMB signed a deal with the European consortium for the supply of six A380-800s.

The A380 is a giant double-decker aircraft that holds between 555 and 840 passengers. - AFP/de

I highly doubt the A380 will sell again until it enters service... whenever that is. No one wants to buy an aircraft that hasn't flown and people are already angry at.

But once these launch customers start flying them and boast to other airlines how big of improvment they are over the others' 747s, orders will pour in.

:cheers:

A380 plans quick visit in November
Steve Creedy, Aviation writer
September 16, 2005

QANTAS and Airbus are optimistic one of the new A380 superjumbos will visit Australia in November.

An Airbus source confirmed yesterday planning had begun for the double-decker aircraft to visit Singapore, Sydney and Brisbane. While the trip was still subject to final approval, the source said the French manufacturer was keen to show off its new plane.

Qantas has ordered 12 of the aircraft, which can carry up to 555 people in three classes and more than 800 in an all-economy configuration, and wants one to visit Brisbane as part of its 85th birthday celebrations on November 16.

The flying kangaroo's request gained significant leverage after manufacturing problems that delayed deliveries of its first planes by six months.

Sydney and Singapore are among the cities destined to see the first commercial A380 services. Singapore Airlines will start using the A380 on the kangaroo route to London at the end of next year. The plane visiting Australia would be a test aircraft, the source said, without the luxurious fit-outs airlines are promising in the commercial versions.


However, it would give Australians their first look at the giant plane and a still rare opportunity to see it in flight.

Brisbane Airport's Jim Carden said the airport's runway could handle the plane, but it would have to get dispensation from the Civil Aviation Safety Authority because the A380's 80m wingspan was wider than its taxiways.

Mr Carden said the airport expected interest in the A380 to be high enough to warrant building grandstands.

Sydney Airport also confirmed yesterday that it would be ready to handle the giant plane by November.

Airlines flying the A380 are promising a new era in comfort and facilities.

Qantas will fly the A380 with about 500 passengers in three classes, Emirates with 489 and Singapore Airlines with fewer than 480.

Qantas passengers in all classes will get special lounge areas as well as more personal space, video on demand, internet access and bigger screens.

http://news.nationalgeographic.com/news/2005/01/photogalleries/airbus/images/primary/airbus4.jpg http://news.nationalgeographic.com/news/2005/01/photogalleries/airbus/images/primary/airbus2.jpg http://news.nationalgeographic.com/news/2005/01/photogalleries/airbus/images/primary/airbus3.jpghttp://www.linternaute.com/savoir/diaporama/airbus_a380/images/cockpit.jpghttp://www.linternaute.com/savoir/diaporama/airbus_a380/images/escalier.jpg

http://www.dw-world.de/dw/image/0,1587,1458691_10,00.jpg http://www.dw-world.de/dw/image/0,1587,1458707_10,00.jpg

Boeing Airbus mega freighter battle


Airbus has rebutted a stinging attack on the freighter version of its A380 by Boeing, which claims that an advanced version of its 747 will be a much more efficient freighter. Payload Asia's John Spiers reports.

Airbus has rebutted a stinging attack on the freighter version of its A380 by Boeing, which claims that an advanced version of its 747 will be a much more efficient freighter.

Boeing vice president Randy Baseler said the proposed 747 Advanced F would carry a 139 tonne payload about 8100 km (about 4400 nmi) compared to the 112-tonne payload capability of the existing 747-400F.

It would use 787 all new technology engines and be stretched by 5.3 m (17.3 ft) providing 16 percent more revenue cargo volume including four additional main deck pallets, two additional lower hold pallets and two additional lower hold containers.

Notes from a recent briefing on various programmes by Baseler in Sydney contain the following statement:

“The A380 Makes A Poor Freighter. “Why does the A380 make a poor freighter? Let’s start with poor structural efficiency. Compared to 747-400ERF, for an additional 32 tonnes of payload, the A380 requires 92 tonnes of additional structure (operating empty weight), every day, for every trip.

“Compare it to the 747 Advanced Freighter and for an additional 10 tonnes payload, the A380 requires 74 tonnes of additional operating empty weight.

“The A380 freighter also has poor density capability as it is designed for lower density (7.9 lbs/cu. ft.) cargo versus the 747F average design density of 9.9 lbs/cu. ft.

“This might not sound like much except that a recent study of a dozen of the largest 747F operators representing over 200 flights revealed a market density of 9.5 lbs/cu. ft. worldwide.

“This means the A380 will hit its weight carrying capability limit at an 80 percent volume load factor. This can have a very limiting effect on revenue generation, particularly in this very directional market.”

The Boeing document said loading the A380 would be difficult and inefficient because of single doors for main/upper decks and incompatibility with industry standard, three-meter high pallets (747F/777F)

It said the A380 had three decks/three different load heights with extremely high loading of the upper deck, 8-meters above the ground and no oversize load capability “in addition to the multiple infrastructure challenges and costs an airplane of this size creates.”

“At market-density loads (9.5 lbs/cu. ft.), the A380F has no tonne-mile cost advantage over the 747-400F/ERF, but it will have 20 percent higher trip costs.

In contrast, the 747 Advanced F offers 10-15 percent ton-mile cost improvement over the A380 carrying an equivalent payload.”

When invited to respond to Boeing’s claims, an Airbus spokesman said they were based on exaggerated and incorrect weights for the A380.

“The A380 actually carries 34 tonnes more than the 747-400 Freighter, and it carries them 1400 nm further. In other words, A380 does not just carry more weight, it also carries it a lot further,” he said. Overall, A380 beats 747 Freighter in payload, range, volume and costs. A380 Freighter’s key benefit is 20 percent lower DOC/tonne than 747-400F.”

He said the A380 offered a range of design-densities (8.2 to 9.9), making it suitable for the carriage of many different kinds of freight, thanks to pallet layout flexibility.

“The 747F and 747AdvF have a high design density ONLY, which is NOT in line with market trends.
“Market trend is actually toward lower cargo densities, as more and more shipments include highvalue low-density items - such as computer chips and toys from China, where elaborate packaging drives density down.

“With low-density items, an airline becomes limited by the volume of the cargo that can be loaded, rather than its weight. With a greater volume - main-deck of the A380 is 12 in wider than 747 - the A380 beats the 747 easily).”

The Airbus spokesman said 10 ft high X 8 ft wide pallets could ONLY be carried by the 747 (and then NOT in all of its cargo hold positions), which means that they cannot be interlined with other aircraft. And 10ft height cannot be reached if you have really dense cargo!





“The 747F is unique in having the problem that, when using standard 8 ft pallets/containers, its tonne-mile cost shoots up (what counts on freighter economics is volume x density and not just structural payload. In this case the 747F flies a lot of air, at a cost but for no revenue).

“DC-10F, MD-11F, A300/A310F, 767F, and of course A380F, do not have the problem. Built-up pallets are thus widely used instead of 10 ft high ones and, where containers are used, they tend to be 8 ftX 8 ft ones - there are no 10 ft tall containers - both of which are easily and efficiently handled by the A380.”

The Airbus spokesman said there were not many outsize cargoes that could not be loaded into the A380, which had an extra-wide main-deck cargo door (34" wider than 747F main-deck cargo door).
“The nose-door of the 747 Freighter is of limited utility, as proven by success of converted 747s (- 100/-200/-300, and now -400, which are “selling” faster than new build ones).

“The nose door of 747 is costly in terms of extra space needed at airports, extra weight and additional maintenance. About a half of the world’s 747 Freighters do NOT have nose-doors - these are the converted ones, since if you buy a new factory-built 747 Freighter, it comes with a nose-door, whether you want it or not.

“The 747 was originally conceived as a freighter for the USAF and that when Boeing lost, to the Lockheed C-5A Galaxy, it took the losing design and turned it into a passenger airliner - which is why the 747 has a nose-door, and why the cockpit is perched on the top of the fuselage, where drag, cockpit-noise and visibility are at their worst.

“Lack of need for nose cargo-door was confirmed by dialogue with potential customers before launching the A380 Freighter.”

The Airbus spokesman said the value of the A380 Freighter was confirmed by the strong interest and orders that it had for it - entry into service was still three years away, in 2008.

“We have orders for 27 aircraft - 5 ILFC, 2 for Emirates, and 10 each for FedEx and UPS.”http://www.airsider.net/files/2005/0805/001/focus1.jpg http://www.airsider.net/files/2005/0805/001/focus2.jpg

Is the fuselage made up of enough composite material to bump cabin humidity up to "bearable" levels?

What does composite material has to do with humidity levels? Isn't even old style aluminium extremely resistant to corrosion by humidity?

What does composite material has to do with humidity levels? Isn't even old style aluminium extremely resistant to corrosion by humidity?

The exact opposite is true. All aluminum-based skins are corrosion prone, which is why humidity levels in cabins average 10%, and thus why we're always dry and thirsty on long flights. The Boeing 787 for example, utilizing an all-composite fuselage, will enable cabin humidity to increase so something around 60%, making flying a LOT more comfortable.

I was hoping the same materials would be utilized on the A380 and new 747, seeing as they're being built and designed around the same time as the 787. And I have a feeling once people feel the difference, it'll hurt A380 popularity if it amounts to a very dry tin can. :(

The exact opposite is true. All aluminum-based skins are corrosion prone, which is why humidity levels in cabins average 10%, and thus why we're always dry and thirsty on long flights. The Boeing 787 for example, utilizing an all-composite fuselage, will enable cabin humidity to increase so something around 60%, making flying a LOT more comfortable.

:) :) :)
It's incredible! Boeing-fans just don't know how to find something in which Boeing beats Airbus. Keep looking on, maybe you find that light intensity in Boeing aircrafts is 10% more relaxing than Airbus, or that WC's have more loo paper in Boeing than in Airbus, or maybe that average temperature in Boeing is 0.5 ºC warmer, which makes flights a LOT more confortable... Sorry, but I just can't help laughing.

The exact opposite is true. All aluminum-based skins are corrosion prone, which is why humidity levels in cabins average 10%

After reading a little bit about it, I don't think it is the Aluminium which is prone to corrosion, but rather electronics and other material in the fuselage. Upon contact with water Aluminium is immidiately developing a dense oxyde surface which protects it from further corrosion. If you put aluminium into water it will take many many decades before any corrosion will be visible. The problem with aluminium rather seems to be that it is a bad thermic insulator which means the inside of the fuselage is very cold during flights at high altitudes causing humidity within the cabin to condense into water on the aluminium surface which would require the installment of drainage lines (some lear jets seem to have that). Without drainage the water would be flowing into all kinds of places which are indeed corrosion prone (like electronics, not the aluminium itself). Composite material is a better insulator and won't cause that much condensing of water making higher humidity levels possible.

I'm sorry but I find the look of B747 a bit old-fashioned when I see B777 or A330.
It will be worst when A350, A380 and B787 will arrive.

I'm sorry but I find the look of B747 a bit old-fashioned when I see B777 or A330.
It will be worst when A350, A380 and B787 will arrive.

http://www.boeing.com/randy/images/rb_747a01_lg.jpg

B-747 is being lunched to service more than 35 years since of it's first begining version but "advanced" seems to be more vigorous feature that ever see then before :cheers:

And A350 is definitely out to shape to 747-Avanced even 787 ;)

b787 vs a350 (http://skyscrapercity.com/showthread.php?t=142634)

:) :) :)
It's incredible! Boeing-fans just don't know how to find something in which Boeing beats Airbus. Keep looking on, maybe you find that light intensity in Boeing aircrafts is 10% more relaxing than Airbus, or that WC's have more loo paper in Boeing than in Airbus, or maybe that average temperature in Boeing is 0.5 ºC warmer, which makes flights a LOT more confortable... Sorry, but I just can't help laughing.

LOL... Don't get me wrong, I'm actually an Airbus fan. For a few reasons, one, the sidestick makes Boeing's control columns look really really old, and because Airbus is by far superior in noise levels in the cabin. And Boeing's efforts to compete against Airbus have been laughable, with stuff like this pathetic 747 "Advanced" concept. ;)

After reading a little bit about it, I don't think it is the Aluminium which is prone to corrosion, but rather electronics and other material in the fuselage. Upon contact with water Aluminium is immidiately developing a dense oxyde surface which protects it from further corrosion. If you put aluminium into water it will take many many decades before any corrosion will be visible. The problem with aluminium rather seems to be that it is a bad thermic insulator which means the inside of the fuselage is very cold during flights at high altitudes causing humidity within the cabin to condense into water on the aluminium surface which would require the installment of drainage lines (some lear jets seem to have that). Without drainage the water would be flowing into all kinds of places which are indeed corrosion prone (like electronics, not the aluminium itself). Composite material is a better insulator and won't cause that much condensing of water making higher humidity levels possible.

Very interesting stuff. Thanks Mike! :cheers:

B-747 is being lunched to service more than 35 years since of it's first begining version but "advanced" seems to be more vigorous feature that ever see then before

And A350 is definitely out to shape to 747-Avanced even 787 ;)

The "Advanced" still needs a passenger version buyer before the board will give it approval, and no one's rushing to buy these. This'll sadly end up another failed 747 derivative from Boeing. :(

Boeing Hopes To "Have Something Soon" On New 747

Reuters
October 6, 2005


NEW YORK -- Boeing Co.'s proposal for a stretch version of its 747 jumbo jet has attracted interest from several airlines and the planemaker may soon announce its launch, a Boeing executive said on Thursday.

"We've got a number of airlines that are very interested and we hope to have something soon on that (the official launch)," Randy Baseler, vice president of marketing for Boeing commercial airplanes, said in a conference call.

During the same call with reporters, Boeing spokesman Charles Miller said the company was "still digesting" archrival Airbus' decision to launch its twin-aisle A350 without immediately using state loans. He said Boeing expected to issue a statement within the hour.

Boeing shares were up 96 cents, or 1.4 percent, at $68.01 in late-morning trading, outperforming the Amex Airlines index , which was up 0.4 percent.

Baseler also said Boeing had no immediate plans to start offering a larger version of its 787, now under development in response to the A350, saying Airbus was "exaggerating the seat count" on its newest jet.

The largest A350 model would seat 300 passengers, compared with 296 on the largest 787 Dreamliner.

Boeing’s advanced 747 a step closer to take-off
By : Tracey Boles - Chief Reporter October 09, 2005


BOEING is gearing up to launch an advanced version of the 747, signalling its unwillingness to relinquish the market in larger passenger planes to archrival Airbus as competiton between the two manufacturers reaches fever pitch. The new 747 will be widely seen as a spoiler for the Airbus A380 superjumbo which is currently undergoing flight tests.

Last week, Airbus shareholders gave the go ahead to produce a new long-range mid-sized jet, the A350, definining another battleground between the archrivals. The plane, which has sparked a trade dispute between Europe and America over state aid, is a direct response to Boeing’s 250-seater 787 Dreamliner.

In an industry finely balanced between two suppliers, neither can afford to give ground in the main market segments.

Boeing’s proposal for a stretched version of its venerable 747 jumbo jet has attracted interest from several airlines and the US aerospace giant hopes to officially launch the programme soon, a senior Boeing executive said on Thursday. “We’ve got a number of airlines that are very interested and we hope to have something soon on that (the official launch),” Randy Baseler, vice president of marketing for Boeing commercial airplanes, said.

The aircraft’s likely customers are current 747 users. BA has said it will evaluate the plane as part of a mooted fleet expansion programme. The other potential users are Singapore, JAL, ANA, Qantas and Lufthansa.

The new Boeing jet will be a stretched version of the 747-400. Its lengthened fuselage will increase capacity to 450 seats from 416 in the current 747-400. Boeing sees the plane as plugging a gap in the market for larger aircraft halfway between the 350-seater 777 and the 550-seater A380. It will have state-of-the-art engines modified from those being developed for the 787 and will be lighter per seat than the A380.

Last week’s launch of the A350 was a U-turn by Airbus, which previously saw the future of air transport defined by large planes travelling hub-to-hub. Mid-sized, long-range jets allow point-to-point travel. The Business was first to reveal that the UK would provide hundreds of millions of pounds to launch the A350. The move has provoked the ire of the Americans who have lodged a complaint with the World Trade Organisation about the alleged state aid.

Airbus A380 to visit Singapore in November 2005
13 October 2005


Singapore will be the first city outside Europe to welcome the new Airbus A380, the world’s first fully double-decker aircraft, when it arrives at Singapore Changi Airport next month.

As part of the A380 flight test campaign, the aircraft will test its long-range flight capability in its non-stop journey to Singapore. While on the ground, it will participate in a wide range of tests with launch customer Singapore Airlines and inaugural airport, Singapore Changi Airport, to ensure that ground-handling equipment and airport enhancements being developed for the aircraft adequately meet its needs.

The A380 flight test campaign involves over 2,500 hours of flight tests conducted across three continents on five A380 development aircraft. This should culminate in certification by the European and American airworthiness authorities, after which the world's largest commercial airliner will be delivered to Singapore Airlines.

As first in the world to operate the A380 at the end of 2006, Singapore Airlines will pioneer a new era in global commercial aviation. Customers on the Singapore Airlines A380, particularly those in the premium classes, will be able to enjoy the greater luxury and comfort that the increased space on this aircraft affords. There will be less than 480 seats in a three-class configuration on the Singapore Airlines A380, although the aircraft was designed to accommodate 555 passengers in the same layout. The cabin products on the Singapore Airlines A380 will also be noticeably different from what is on offer today. The Airline has ten A380s on firm order, and fifteen on option.

As the inaugural airport for the A380, Singapore Changi Airport has spent over S$60 million to get Changi Airport’s Terminal 1 and Terminal 2 ready to accommodate the A380 aircraft operations in 2006. Modifications works, which started in early 2004, include the installation of a third Passenger Loading Bridge (PLB) which will allow passengers direct access to the upper deck of the A380. These additional PLBs are being installed at the 11 gate holdrooms being modified in Terminal 1 and Terminal 2 to handle the A380. Other modification works include the widening of runway shoulders as well as widening of runway-taxiway and taxiway-taxiway intersections. In future, Terminal 3 will also have eight A380-compatible gate holdrooms, each with three PLBs. In addition, two A380-compatible freighter aircraft stands and remote aircraft parking stands have been constructed.

Airbus A380 To Visit Cities In Europe And Asia
October 13, 2005 19:40 PM

KUALA LUMPUR, Oct 13 (Bernama) -- The world's largest airliner, the Airbus A380, is to visit Frankfurt, Germany, for airport compatibility verification tests at the end of this month.

Airbus in a statement, Thursday that the A380 would later fly to Singapore, Kuala Lumpur, Sydney, Melbourne and Brisbane in the first half of November and be displayed at the Dubai airshow in the second half of November.

The visits, which mark the first time that the Airbus A380 would be seen outside Europe, would give customers a chance to see the aircraft at first hand, and airports an early opportunity to check their preparedness to handle it in commercial service, it added.

The tests at Frankfurt would include taxiing around the airport, docking at terminal, and checking passenger boarding bridge position, Airbus said.

They would also demonstrate ease of access for servicing vehicles, such as catering trucks, cargo-loaders, fuel bowsers and water servicing, both individually, and together as they would be positioned during an aircraft turnaround, it said.

The A380 on this tour is MSN001, the first aircraft to fly and one of five taking part in the flight-test campaign. Its cabin is fitted with extensive flight test instrumentation, measuring equipment and ballast tanks that can be filled with water to simulate the weight of a full load of passengers and cargo.

Airbus said with more than 100 flights and some 350 flight hours performed to date in an extensive flight-test programme that already shows a sound and mature design, the A380 is on track to deliver on its promises.

These, it added, include between 15 and 20 percent lower operating cost per seat, wider seats for all passengers in economy class, and less environmental impact through the generation of lower emissions and half the noise of the largest aircraft in commercial service today.

Airbus said its A380 family (A380 and A380F) has already won a strong following among many of the world's most prestigious airlines with 16 customers having placed orders for 159 aircraft so far.

These include Singapore Airlines, which will be the first to take delivery of an A380, at the end of 2006, followed by Qantas Airways, and Emirates in the second quarter of 2007.

Designed to use existing airports, the Airbus A380 takes off and lands in less distance than today's largest airliner, according to Airbus.

While it is heavier because it carries more passengers, the Airbus A380 has more wheels to spread its weight, and thus has less impact on runways, it said.

In response to airport recommendations, the length and wingspan of the A380 have been limited to less than 80 metres, making it easier to integrate the world's largest airliner into their existing facility, it added.

Airbus is an EADS joint company with BAE Systems.

-- BERNAMA

What happened to winglets in the picture of the 747 Advanced? Are those raked, like on 777s?

Here's a pretty cool graphic I found of the A380.

http://seattletimes.nwsource.com/art/news/business/links/airbusa380.jpg

What happened to winglets in the picture of the 747 Advanced? Are those raked, like on 777s?

Yes, I understand the new 747-ADV will have not winglets. According to Boeing can be more interesting a wing extesion like you can see on that picture ...instead having winglets.

Please, note yourself the A-380 winglets are on the same A-320 family aircrafy style

GOD, can CX buy some A380's for Canada-HK!!! I hate the 747's!!!

CX, like BA, is waiting to see how A-380 performs once that this aircraft can be in service flying with the first customers.

By the way, why do you hate the 747's?? :?

What happened to winglets in the picture of the 747 Advanced? Are those raked, like on 777s?
yes, raked.

Saturday October 22, 12:59 AM
Boeing to launch bigger 747 by year-end

PARIS (AFP) - Boeing will launch a larger version of its 747 jumbo jet by the end of the year to compete with Airbus's new super-jumbo A380, a top executive from the US aerospace giant revealed.

"We are confident we will launch the 747 Advanced this year," Randy Baseler -- vice-president marketing of Boeing's commercial airplanes division -- told reporters on Friday.

Boeing said in June it was mulling the launch of an aircraft larger than the 747, which has dominated the market segment since the 1970s, but had not given a launch deadline.

Airbus's A380, which will have between 555 and 840 seats depending on the configuration, is due to enter service in late 2006.

The Advanced 747 would have 450 seats, compared with the current 416-seat 747 and Airbus' 555-seat A380.

"The most interest is for the freight version (of the Advanced 747) right now," said Boeing's Baseler, adding however that "we hope to have a passenger version customer when we launch the plane."

"We are in talks with more than one launch customer," he said.

The United States and the European Union have asked the World Trade Organisation to resolve a dispute over billions of dollars in public aid for Boeing and its European arch-rival Airbus.

Each side argues that government aid accorded to the other has provided an unfair advantage in the aircraft market, breaching rules of global commerce that are set by the 148-nation WTO.

Korean Air Displays A380 Interior Design
19 October 2005


Korean Air is displaying a mockup interior of an actual sized Airbus 380, the world’s largest passenger aircraft capable of carrying 550 passengers, at the Seoul Air Show being held between 18-23 October.

The A380 mockup is being displayed for the public at the Korean Air booth at the Seoul Air Show, which is taking place at Seoul Airport.

Korean Air Displays A380 Interior Design

The interior of the A380 mockup displays the interior of the middle part of the fuselage 11.3 meters in length with a height of 6 meters and 7 meters in width. The first floor of the aircraft mockup is all economy class and the upper deck is all business class. The interior also displays a mini-bar and other convenient facilities such as a computer work area for cabin crew.

Korean Air Displays A380 Interior Design

Technological developments make the A380 more cost efficient by reducing the cost per seat by approximately 15%. In a mono-class configuration, the aircraft is capable of carrying up to 800 passengers.

To date, Korean Air and fifteen other carriers have ordered a total of 159 passenger and cargo A380s.

Korean Air signed a contract for five firm orders of the A380s’ in October 2003. The airline plans to configure its First and Prestige (business) classes with enhanced service options while also ensuring that Economy class is more spacious and convenient to meet the growing needs of today’s customers.

The 380’s will be added to Korean Air’s fleet in early 2008 and used on high traffic, long-haul routes.

http://www.asiatraveltips.com/newspics/0510/A380Interior2.jpg http://www.asiatraveltips.com/newspics/0510/A380Interior1.jpg

Second A380 takes to the Skies
18 October 2005

http://www.asiatraveltips.com/newspics/0510/AirbusA380TakeOff.jpg


The second Airbus A380 (MSN004) successfully took off today, joining the first A380 (MSN001) in the flight test campaign which started on 27th April. Since its first flight, MSN001 has successfully completed more than 100 flights and over 350 flight hours.

The maiden flight of the second aircraft, equipped with four Rolls Royce Trent 900 engine, took place above the region west of Toulouse and over the South West of France. The flight crew comprised experiment test pilots Peter Chandler, and Richard Monnoyer, as well as the test flight engineer Pascal Verneau, and flight test engineers Didier Ronceray and Robert Lignee.
Second Airbus A380 (MSN004) takes to the sky
Picture Copyright Airbus - photographer Jean Jodar

MSN004 is equipped with heavy test instrumentation and is joining the first A380 in the flight test campaign, which includes environmental trials, where it will prove full functionality of engines, systems and materials under extreme weather conditions and altitude. The hot and high campaigns and cold weather trials will take place in the first half of next year. During these latter trials, the aircraft will be exposed to up to minus 40 degrees, while assuring full functionality. electromagnetic interference (EMI) tests will also be undertaken in the first half of next year, to ascertain the resistance of the aircraft to electromagnetic fields.

Charles Champion, Chief Operating Officer and Head of the A380 Programme, said, “The tests are going better than we expected and we can already say with certitude that we will deliver a great aircraft, which will live up to the expectations of the airlines and bring a step change to air transport. I am certain that the second test aircraft will continue to show that the A380 combines technological innovation with extraordinary quality and reliability.”

With 105 flights and 366 flight hours, the first A380 (MSN001) is ahead of the test programme schedule. Already accomplished tests, including aerodynamics, low speed and flight vibration tests, show very good conformity with the data collected on flight simulators in preparation of the test flights. Airbus stated that thanks to the precision of test results, early autoland tests could start on the 17th flight, only one month after first flight.

A380 number one is now scheduled to visit Frankfurt for a first airport compatibility test at the end of this month.

In total five A380 aircraft will be involved in the flight test programme. MSN001 is mainly used for loads identification and development of flight control. MSN004 will be flying performance tests. Two additional aircraft will be equipped with full cabin installations and will undergo cabin and noise tests, as well as performing the Early Long Flights and later the Route Proving, together with further airport compatibility checks. A fifth aircraft will be used for the trials linked to the Engine Alliance GP7200 engine. The full A380 test programme represents more than 2500 flight hours.

Upon completion of the certification process the world’s largest commercial airliner will be delivered to the first operator Singapore Airlines in late 2006.

Etihad Airways' A380 Aircraft takes to the Skies for Test Flight
2 November 2005

http://www.asiatraveltips.com/newspics/0511/EtihadA380.jpg


Etihad Airways’ first A380 aircraft has taken to the air for its maiden flight as part of the Airbus A380 flight test programme.

Equipped with four Rolls-Royce Trent 900 engines, the Airbus A380 (MSN004) flew over the South West of France, manned by experienced test-pilots Peter Chandler, and Richard Monnoyer, as well as the test flight engineer Pascal Verneau, and flight test engineers Didier Ronceray and Robert Lignee.

Etihad Airways signed a memorandum of understanding with Airbus in June 2004 to purchase 24 aircraft, for around $7 billion.
Etihad Airways' first A380 takes off on Maiden Test Flight

Etihad Airways is the national airline of the UAE, and to ensure that Etihad receives its A380 aircraft at the earliest possible opportunity, it was agreed with Airbus that it will take delivery of four development aircraft (MSN002, MSN004, MSN007 and MSN009) that are currently taking part in the comprehensive A380 flight test campaign.

“The A380 meets the most stringent international certification requirements. It can carry 35% more passengers than its closest rival and, with nearly 50% more floor space, the A380 will enable Etihad to deliver unparalleled comfort to our guests in every class,” said Robert Strodel CEO Etihad Airways.

The flight test campaign started on 27 April 2005, when the first A380 (MSN001) took to the skies to test loads identification and development of flight control. Since then it has yielded very good results, successfully completing 105 flights and 366 flight hours.

Following its maiden flight on 18 October, MSN004 will now be flying performance tests – and two additional aircraft will be equipped with full cabin installations and will undergo cabin and noise tests, performing the Early Long Flights and later the Route Proving, together with further airport compatibility checks.

A fifth aircraft will be used for the trials linked to the Engine Alliance GP7200 engine.

“The tests are going better than we expected and we can already say with certitude that we will deliver a great aircraft, which will live up to the expectations of the airlines and bring a step change to air transport. I am certain that the second test aircraft will continue to show that the A380 combines technological innovation with extraordinary quality and reliability,” said Charles Champion, Chief Operating Officer and Head of the A380 Programme.

Etihad Airways is scheduled to receive its first A380 aircraft in January 2008.

Airbus changes dates of A380's tour of Asia
4 November 2005


At the request of Rolls-Royce, as a precautionary measure, two Trent 900 engines are being replaced on A380 number one. This follows a thorough review by the engine manufacturer of an earlier engine change, and leads to a slight shift in the A380 tour to Asia and Australia.

The A380 is now due to arrive in Singapore on Friday 11th November, instead of Tuesday 8th, however the subsequent tour to Australia remains unchanged. The aircraft will then visit Kuala Lumpur on Thursday 17th November.

The first A380 made its first flight on 27th April and the second on 18th October. In total, both aircraft have performed some 440 flight hours in over 120 flights. The third A380, MSN 2, had a successful maiden flight yesterday, 3rd November and conequently joins the flight test programme.

Certification of the A380 is planned for the last quarter of 2006 in time for first delivery to the first operator Singapore Airlines before the end of the year.

Emirates mulls discount A380 offshoot
November 6, 2005

SYDNEY -- Dubai-based airline Emirates on Sunday said that it was considering a long haul, discount offshoot using super-jumbo A380 aircraft and revealed that it had asked Canberra to double its flights to Australia.

Emirates president Tim Clark said that the Airbus A380, the world's largest airliner, could open up a market for a low-cost carrier on long-distance flights.

"Introduce the low-cost, long-haul carrier, operating something like a 380 with 800 seats in it and you can start flying very long distances for very low unit costs and you pass those low unit costs through to the fares," Clark told Channel Nine in an interview screened on Sunday.

Clark said that Emirates had carried out modeling on the practicality of a discount A380 airline and even had a possible name for the offshoot, "Emirates Express".

He said that while the project appeared attractive, Emirates had decided against launching such a venture in the short-term because it was too busy elsewhere and wanted to remain a full-service airline.

"I wouldn't rule it out, I'm actually quite attracted to it myself, I think we would do a very good job," Clark said.

He confirmed reports last week that Emirates had asked the Australian government to double its flights from Dubai to Australia to 84 a week.

"We are out to get some more if the Australian Government will let us have them," he said.

Australia is already Emirates' third most profitable market after Dubai and Britain. The airline's request comes as the government's reviews the international aviation regulations that offer Australian airlines lose market protection.

Australian flag carrier Qantas came out preemptively last week to oppose any concessions to Emirates.

Qantas chairwoman Margaret Jackson said that the rival airline already had an unfair advantage over the Australian airline because it was 100 percent government owned and its chairman is a member of Dubai's ruling family and head of the emirate's civil aviation authority.

"Viewed in this light, Emirates' request to secure rights for 84 services per week between Australia and Dubai - double the number currently operated - is not only extravagant, but flies in the face of fair competition," she said in a statement.

Qantas prepares for visit of Airbus A380
11 November 2005


As the mammoth Airbus A380 lands in Singapore today, Australia is preparing for the visit of the eagerly anticipated Super Jumbo. The schedule for the visit to Australia of the Airbus A380 between 12 and 16 November will also coincide with Qantas' 85th anniversary celebrations.

The aircraft is expected to arrive in Brisbane on the morning of Saturday 12 November.

The Executive General Manager of Qantas, Mr John Borghetti, said "We are continuing to work closely with Airbus on making this historic event a reality."

While times are subject to change, the current schedule (local times) for the A380's Australian visit is:

Saturday 12 November - 8:00am Arrive Brisbane

Sunday 13 November
6:00am Depart Brisbane
8:30am Flyover Sydney Harbour for Qantas aerial photography (weather permitting)
9:10am (approx) Arrive Sydney

Monday 14 November
11:15am Depart Sydney
12:30pm (approx) Arrive Melbourne

Tuesday 15 November
9:00am Depart Melbourne
10:00am (approx) Arrive Brisbane

Wednesday 16 November
2:00pm Depart Brisbane

"While both Qantas and Airbus are pleased that there is so much interest in the A380, opportunities for members of the public to view the aircraft will unfortunately be limited to arrival and departure times.

"We are asking Qantas, Australian Airlines, QantasLink and Jetstar customers to allow extra time for travel to their departure airport, in case of congestion," Mr Borghetti said.

People who were not travelling are being advised to avoid the airport vicinity to minimise congestion during the A380's visit to each port.

In Sydney, the aircraft will fly over the harbour on Sunday 15 November, with local vantage points providing excellent opportunities to view the aircraft inflight. The aircraft will pass over Sydney Harbour from north to south and east of the Sydney Harbour Bridge at 2100 feet and be accompanied by a small jet that will be undertaking aerial filming. This will take place as many as three times.

Qantas will take delivery of the first of its 12 A380 aircraft in April 2007.

http://tinypic.com/fmuaup.jpg

http://www.telegraaf.nl/multimedia/archive/01124/airbus_jpg_1124021b.jpg

The 747 is such a better looking aircraft....

Agreed, the a380 looks so ungainly large. 747 is much more graceful
On another note, i think boeing should stay away from the 747 advanced and keep pushing the smaller and more efficient 777/787s. the 787 appeals to a large growing market and boeing can get a large stake in that market before the 350 is even able to compete.

A380 seems and looks better. :)

A380 seems and looks better. :)

It's like the 747's embarrassing obese younger brother.

lol. I think the a380 would look a lot better if like the 747 they put the cockpit on the top level instead of somewhere in the middle, which really takes away from the aircraft, especially from photos looking at the front such as the one in the newspaper article above.

It's like the 747's embarrassing obese younger brother.

agree... i think 747 is better looking than A380... 747 looks unique and A380 looks plainer(physically)

http://seattletimes.nwsource.com/html/businesstechnology/2002624320_747advanced15.html

Tuesday, November 15, 2005
New 747 version could save jobs in Everett
By Dominic Gates
Seattle Times aerospace reporter

In a decision sure to be greeted with relief at Boeing's Everett plant, the company announced late Monday it would move ahead with plans for a new version of its iconic 747 jumbo jet, the 747 Advanced, now renamed the 747-8.

Boeing got its second launch customer for a cargo version of the new 747 derivative Monday, assuring an extended life for the plane that entered service in 1970.

Without a go-ahead for the 747-8 version, the production line in Everett faced closure within a few years because Boeing had a 747 backlog of only 42 jets.

Both launch customers are cargo airlines. Boeing had hoped to get an order for the passenger version of the jet to launch the program, so beginning with only cargo customers is something of a surprise. Plans for the passenger version will proceed.

Nippon Cargo Airlines (NCA) will take eight of the new jets with options for six more. NCA, with a fleet of 13 older 747s, is owned by Nippon Yusen KK, Japan's largest marine shipping line. Boeing already had one announced customer, Cargolux, an air-freight company based in Luxembourg that ordered 10 of the new jets plus options for 10 more. The 18 firm orders together are valued at approximately $5 billion.

The first 747-8 is scheduled for delivery in October 2008, according to internal company documents.

Though Boeing doesn't disclose the number of employees working on specific programs, company documents indicate the Everett plant has thousands of engineers and manufacturing support staff in addition to about 1,000 people working directly on day-to-day 747 production.

The launch decision was expected, though Boeing had repeatedly retreated from previous plans to update the airplane.

In the mid-1990s, Boeing planned two 747 derivatives that would have been nearly-new airplanes with 777 systems, expensive to develop. The idea was scrapped when the Asian financial crisis temporarily depressed the market.

Meanwhile, Airbus pushed ahead with the A380 superjumbo, which eclipsed the 747 as the largest airliner in the world.

In 1999, Boeing proposed the 747X family, a cheaper option that included a stretch version almost as big as the A380. But when Singapore Airlines chose the A380 over the 747X, Boeing decided that the market wasn't big enough for two superjumbos and again backed away.

After being criticized for years for lack of investment in the future, Boeing has a full plate of major development programs, with the 787 in detailed design phase, the new ultra-long-range 777-200LR in flight test and now a new version of the 747 to work on.

The 747-8, the third and cheapest 747 fix yet, uses the super-efficient 787 engines to extend the jumbo's life. It will be powered by four modified versions of the General Electric 787 engines, making it quieter, increasing its fuel efficiency and extending its range to 8,000 nautical miles.

The new derivative will have raked composite wing tips and other small aerodynamic changes to the wing to increase performance.

The fuselage on the cargo version will be lengthened with inserts of 160 inches just in front of the wing and 60 inches just behind it, a total stretch of 18 feet, 4 inches. The freighter version will carry a payload of 147 tons, with a range of 4,470 nautical miles.

The passenger version of the new jet will also attempt to update the dowdy image of the jumbo jet's interior and rival the appeal of the Airbus A380 with a spacious entryway and new interior design, including mood lighting and luxury "sky suites" with sleeping bunks for first-class passengers. It will be slightly shorter than the cargo version, a 10-foot stretch.

The 747-8 is aimed at a market slot halfway between the Boeing 777-300ER size, with 365 seats, and the Airbus A380 superjumbo, with 550 seats.

The passenger version of the 747-8 will seat 450 passengers, 34 more than the current 747-400.

There hasn't been an order for the passenger version of the existing 747 since China Airlines ordered four in November 2002.

However, Boeing is negotiating with several Asian airlines to take the new 747-8 passenger model.

Singapore Airlines is considering buying nine, Cathay Pacific of Hong Kong may take six, China Airlines of Taiwan may buy six more, and Qantas of Australia is looking at an order of as many as 20.

Those airlines are weighing the new 747 against the A380 superjumbo, and Airbus' six-month delay in delivering that plane has undoubtedly helped Boeing. Every 747-8 that is sold probably means one less superjumbo sale for Airbus.

http://tinypic.com/fu0vhz.jpg

Boeing launches new 747-8 Family
15 November 2005


Boeing has officially launched the new Boeing 747-8 program, which includes the 747-8 Intercontinental passenger airplane and the 747-8 Freighter airplane.

Cargolux, based in Luxembourg, has ordered 10 747-8 Freighters and will take delivery of the first 747-8F in third-quarter 2009. It also holds purchase rights for 10 additional airplanes. Cargolux currently operates an all-Boeing fleet of 13 747-400 freighters.

Nippon Cargo Airlines, based in Japan, has ordered eight 747-8 Freighters and will receive its first airplane in fourth-quarter 2009. The airline also acquired options for six additional airplanes. Nippon Cargo currently operates 13 747 freighters and has six more 747-400Fs on order.

Firm orders from the two launch customers are valued at approximately $5 billion at list prices.

"We are thrilled to have Cargolux and Nippon Cargo choose the new 747-8 and become the launch customers for this next generation of the proud and valuable 747 airplane family," said Alan Mulally, president and chief executive officer, Boeing Commercial Airplanes. "The 747-8 will use the technologies of the 787 Dreamliner to significantly increase the passenger and freighter capabilities of the 747 and offer greater fuel efficiency, improved operating economics, and be more friendly to the environment with reduced noise and emissions."

Both versions of the new 747 will feature GE's 787-technology GEnx engines, meet Stage 4 and QC2 noise requirements, have reduced emissions, offer lower trip costs and have an upgraded flight deck and an improved wing.

"The 747-8 Freighter will be very important in allowing Nippon Cargo to take advantage of the high expected cargo market growth in Asia," said Takuro Uchiyama, president and CEO, Nippon Cargo Airlines.

Ulrich Ogiermann, president and CEO, Cargolux Airlines, said, "The Boeing 747-400 Freighter has been a cornerstone of our success, and I have high expectations that the 747-8 Freighter will build on that success and expand our capabilities worldwide. The increased payload capacity and much improved efficiency will allow us to continue our expansion and maximize our profitability. Equally important to us and the communities where we operate is the new standard the 747-8 Freighter will set in noise reduction."

The 747-8 Intercontinental passenger airplane will be stretched 3.6 m (11.7 ft) compared to the 747-400 to accommodate 34 additional seats in a typical three-class configuration. It will have a range of 14,815 km (8,000 nmi) and will feature the new Boeing Signature Interior. It will offer 21% more lower-hold revenue cargo volume than the 747-400 and cost about 8% less per seat mile to operate.

The 747-8 Freighter will be 5.6 m (18.3 ft) longer than the 747-400 freighter. With a total payload capacity of 140 metric tonnes (154 tons), including tare weight, the 747-8F provides 16% more cargo revenue volume than the -400. The additional 117m³ (4,124 ft³) from the longer fuselage offers space for four additional main-deck pallets, two additional lower-hold pallets and two additional lower-hold containers. Cargo can be loaded and unloaded on the 747-8F using both the nose and side doors for maximum speed and efficiency.

Boeing forecasts the need for about 900 airplanes -- passengers and freighters -- in the 400-plus-seat segment over the next 20 years. Boeing also forecasts that large widebody freighters (65 metric tons and above in capacity) will comprise 34% of the freighter market by 2024.

Airbus Says A380 Compensation to Be Millions for Each Aircraft

Nov. 13 (Bloomberg) -- Airbus SAS, the world's biggest maker of commercial aircraft, will pay airlines millions of dollars in compensation for late deliveries of its A380 jetliners.

Singapore Airlines, Qantas Airways Ltd. and Malaysian Airline System Bhd. are seeking compensation from Airbus because deliveries of A380 planes they ordered may delayed as long as a half-year.

``Remember, the airplane costs about $285 million a copy, so I think it is safe to say we are talking about a couple of million dollars,'' Airbus Chief Commercial Officer John Leahy told Nine Network's Business Sunday program today.

``But let's not get into detail that's confidential between us and the customer,'' he said.

An A380, the world's largest passenger plane, landed in Sydney today as part of a test flight. Qantas has ordered 12 of the planes, which can carry as many as 555 passengers in a standard configuration. Singapore Air has orders for 10 A380s and options for 15 more.

Singapore Air will be the first customer to operate the aircraft, which will top Boeing Co.'s 747 as the biggest passenger plane when it enters service in about November 2006.

Airbus said on March 9 that the breakeven point on the A380 program had risen to sales of 300 planes from 250 because projected development costs of 12 billion euros ($14 billion) had increased as much as 15 percent on delays and technical issues, such as cutting the plane's weight.

The A380, which weighs as much as 569 metric tons, compared with a maximum weight of 397 tons for Boeing's 747, made its first test flight April 27.

Airbus has 159 orders for the A380, with ``about 100 options that are blocking delivery slots,'' Leahy said.

Here is the full coloured A380 for Emirates!

http://www.airliners.net/open.file/961362/M/

TORONTO

Here is the full coloured A380 for Emirates!

http://www.airliners.net/open.file/961362/M/

TORONTO
Such a simple colour scheme but it does wonders for the aircraft. Stunning.

Airbus A380 to fly in Emirates livery at Dubai Air Show
18 November 2005


The Airbus A380 will be one of the main highlights at the Dubai Air Show where, wearing Emirates colours, it will fly each day. This is the first time that the Airbus A380 has displayed at an Air Show outside Europe, the first time that it is wearing a full airline livery, and the first time that it has visited Dubai.

Emirates was the first airline to select the A380 and is the largest customer for it, with plans to fly 45, including two on lease. The double-deck 21st Century flagship has been chosen by 16 airlines that have already ordered 159 aircraft, including Etihad Airways and Qatar Airways, with four and two, respectively.

The Airbus A380 being displayed at Dubai is one of five aircraft in a flight test programme that began in April this year and will total some 2,500 hours. Its cabin is full of heavy test-instrumentation - including recorders and barrels of water to simulate the weight of passengers and cargo.

The three aircraft currently in the flight-test programme have now flown more than 520 hours in over 140 flights, and continue to make excellent progress according to Airbus. Milestones include an early demonstration of an automatic landing, minimum unstick-speed trials, and a thorough check of aircraft behaviour throughout a wide range of speeds and heights.

Airbus also began A380 airport compatibility checks in October, with a visit to Frankfurt.

Airbus is present at the Dubai Air Show with a chalet A45-46 and on stand 206 in Hall C, at which it will highlight the whole of its product line.

Airbus forecasts that airlines in the Middle East and North Africa will need a total of more than 1,000 airliners, of all different sizes, worth $124 billion, up to the year 2023.

The Dubai Air Show takes place between 20 and 24 November 2005, at the Airport Expo in Dubai.

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Green light for bigger, faster 747
New lease on life as advanced version gets go-ahead

By JAMES WALLACE
SEATTLE POST-INTELLIGENCER AEROSPACE REPORTER

After years of starts and stops about what to do next with its flagship 747, The Boeing Co. has finally given the go-ahead to develop an advanced version that will be bigger, faster and more quiet than the current model, Boeing announced Monday night.

The move represents a fresh lease on life for the 747, which is assembled at the company's Everett plant along with the 777, 767 and eventually the 787.

Just two years ago, it appeared that Boeing might have to end production of the 747 by 2007 because of slowing sales. But orders have picked up the last couple of years, and Boeing this year already has 21 orders for the 747-400, the current version of the jet.

The 747-8, also known as the 747 Advanced, would use the fuel-efficient engines under development for the 787 and would enter service in 2009, a year after the 787.

Boeing said it has won orders and options for as many as 34 of the 747-8 freighters from two launch customers -- Nippon Cargo Airlines of Japan and Luxembourg-based Cargolux. The 18 firm orders from the two cargo operator are worth about $5 billion, Boeing said.

"It's a good move," said Richard Aboulafia of the Teal Group, an industry consulting firm. "The business case for the A380 was already shaky, and this just makes it a little more shaky."

If nothing else, Aboulafia said, development of the 747-8 will keep pricing pressure on the A380 and will chip away at its market, especially for freighters.

The A380 is the superjumbo jetliner developed by Airbus that will enter service in December 2006 and will supplant the 747 as the world's biggest commercial jetliner. It can seat about 555 passengers, though most of the airlines that have ordered it will configure the double-decker for about 480 to 500 passengers. Airbus has 159 firm orders for its new big jet.

The 747-8 will be considerably smaller than the A380. Boeing has said before that it believes the A380 is too big, and the 747 Advanced would not compete against it.

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"We think it (the 747-8) will be a big seller, but Boeing probably will sell more freighters than passenger planes," said Ned Laird, managing director of the Air Cargo Management Group, an aviation consulting and research firm in Seattle.

"It's a wonderful fit between a 380 and 747-400," he said.

As a freighter, the 747-8 may prove superior to the bigger A380, Laird said. The A380 has a lot of cargo volume, which is why it has been ordered by FedEx and UPS. They need the space for bulk cargo. But the 747 Advanced will be better for hauling heavyweight freight, Laird said.

The 747-8 would be able to carry 154 tons of cargo. The decision to go ahead with development of the 747-8 does not come as a surprise. Boeing has been saying for months that it has received strong interest in such a plane, especially as a freighter. James McNerney, Boeing's chairman and chief executive, had said last month that he expected the board to give the OK for the plane before the end of the year.

Cargolux said it would place firm orders for 10 747-8 freighters with 10 options, and Nippon Cargo Airlines for eight freighters and six options.

The chief executive of Nippon Cargo Airlines had told the Seattle Post-Intelligencer in an interview in Japan in late May that he was "very interested" in the 747 Advanced freighter. Nippon Cargo operates 11 older 747-200s but recently took delivery of two 747-400 freighters. It is scheduled to receive one more in 2006 and another in 2007.

Executives with Cargolux have said for months the all-cargo carrier would order at least 10 747 Advanced freighters if Boeing developed the plane.

Boeing has said the 747 Advanced would also be developed as a passenger plane, although the company apparently does not yet have any firm order for that version. Singapore and Qantas airlines are among international carriers that Boeing has made proposals to for the 747 Advanced passenger plane. Both airlines have already ordered the Airbus A380 superjumbo.

Another potential customer for the passenger version is British Airways. Willie Welsh, the airline's chief executive, has said the A380 is too big and there are "question marks" surrounding its future. He has said the airline might be interested in the 747 Advanced.

The 747 Advanced would be the sixth major model of the 747 family, but the first with a longer fuselage -- 140 inches longer for the passenger plane and 220 inches longer for the freighter.

It has been 40 years since the 747-100 made its maiden flight, in February 1969. Airbus was born that May, when its original French and German partners signed an agreement creating the consortium.

During the last four decades, Boeing has sold 1,406 jumbo jets, the latest version of which is the extended range 747-400. But Boeing has not sold a 747-400 passenger model since China Airlines ordered four in November 2002. The 747-400 freighter, however, continues to sell, and Boeing had as many orders for it last year as Airbus had for the A380 -- 10.

Sales of the 747-400 freighter have been even stronger in 2005 after Boeing had said early in the year that it needed more order as a "bridge" to development of the 747 Advanced. Boeing has 21 747-400 freighter orders so far this year.

Boeing has been saying for some time that customers want a bigger 747 with improved economics, more range and quieter engines to meet the tough new noise regulations at airports such as London's Heathrow.

As a passenger plane, the 747 Advanced would carry up to 450 passengers, about 35 more than the 747-400, the current version of the jumbo. The range would be extended to about 8,000 nautical miles.

Both the advanced freighter and passenger 747s would have the fuel-efficient engines under development for the 787, although with a smaller-diameter fan. Boeing would substantially rework the 747 wing to improve the aerodynamics. Some lighter aluminum alloys might be used in places to cut down on weight.

"The 747-8 will use the technologies of the 787 Dreamliner to significantly increase the passenger and freighter capabilities of the 747 and offer greater fuel efficiency, improved operating economics, and be more friendly to the environment with reduced noise and emissions," said Boeing commercial airplanes boss Alan Mulally.

Both versions of the new 747 will feature GE's 787-technology GEnx engines.

Ulrich Ogiermann, president and CEO, Cargolux Airlines, said: "The Boeing 747-400 Freighter has been a cornerstone of our success, and I have high expectations that the 747-8 Freighter will build on that success and expand our capabilities worldwide.

"The increased payload capacity and much improved efficiency will allow us to continue our expansion and maximize our profitability. Equally important to us and the communities where we operate is the new standard the 747-8 Freighter will set in noise reduction."

Boeing forecasts the need for about 900 airplanes -- passengers and freighters -- in the 400-plus-seat segment over the next 20 years.

@ Isan, Why do you post sooo old news?

Boeing close to Singapore air deal
Tuesday, January 03, 2006


Branded NewsletterBoeing may be close to beating European rival Airbus in a deal with Singapore Airlines worth more than USD$10 billion, according to a newspaper report.

"The indication is (for) an order made up mostly of the 777-200LRs and a significant number of the 787 Dreamliners. A few -- five or six -- of the 747-Advance freighters may also be part of the order," the Wall Street Journal report quoted an unnamed source as saying.

A Boeing spokesman said the company did not comment on negotiations that were ongoing and a Singapore Airlines spokesperson said that the airline had not made a decision yet and that an announcement was not imminent.

"The evaluation of the proposals submitted by Airbus and Boeing is ongoing and has not led to a conclusion or leaning in any direction," the airline said in a statement. "Nor has there been any final determination on the numbers of aircraft by category."

Industry sources have said that Singapore Airlines is considering adding as many as 70 wide-bodied planes to its fleet.

Five of Singapore Airlines' 90 aircraft, excluding cargo and SilkAir, are Airbus planes. The airline has orders for 19 Boeing 777-300ERs, with an option to buy 13 more, and 10 Airbus A380s, with 15 more under option.

Boeing recently won a USD$10 billion order for 65 787 Dreamliner jets from Qantas Airways, with an option to sell the Australian carrier another 50 planes.

Qantas and SR Technics to Examine Joint Venture for A380 Component Supply
18 January 2006


Qantas has signed a non-binding Memorandum of Understanding with European aircraft Maintenance Repair and Overhaul organisation SR Technics to establish a joint venture company to provide aircraft component management services for the Airbus A380.

The Executive General Manager of Qantas Engineering, Mr David Cox, said that with the A380 entering service in the next 12 months, Qantas had identified a need for the service, particularly in the Asia Pacific region.

"As deliveries of the A380 begin from late 2006, all airlines operating the aircraft will need to prepare their support options for the aircraft which includes their component management needs," Mr Cox said.

"While airlines will determine their own maintenance needs for the aircraft, Qantas Engineering has identified an opportunity to create an independent business to provide a cost effective component inventory service for all A380 customer airlines.

"We have been in discussions with a number of industry players over the past year with a view to establishing an A380 component inventory management and supply business, and have now signed a non-binding Memorandum of Understanding (MoU) with SR Technics, an industry leader in aircraft component solutions.

"This MoU will allow Qantas and SR Technics to move beyond informal discussions to look at establishing a joint venture business, examine options for an operational base and begin talking formally to potential customers."

SR Technics is a leading independent total solutions provider of aircraft, component, engine and technical services. With operations in Europe, the UK and Ireland, the group offers technical solutions and services to over 500 customers around the world, handling more than 750 aircraft, 300 powerplants and 78,000 components every year.

Spirit Aerosystems wins Boeing contract for 747-8 parts
THE ASSOCIATED PRESS

WICHITA, Kan. -- Spirit Aerosystems Inc. will design and build engine pylons and nacelle components for the Boeing Co.'s 747-8 - the bigger, more fuel-efficient version of the four-engine wide-body plane, the companies announced Wednesday.

The deal was hailed as Spirit Aerosystem's first contract since Canadian firm Onex Corp. bought Boeing's commercial aircraft operations in Kansas and Oklahoma in June and formed the Wichita-based subsidiary. Spirit builds parts for every Boeing commercial aircraft now in production, except the 717.

"This work package is not only a great addition to the work we currently perform for Boeing, but it also helps Spirit Aerosystems expand its product portfolio while providing new work for the future," Mike King, vice president and general manager of propulsion structures, said in a news release.

Boeing announced last year that it was launching the 747-8. It will compete with rival Airbus SAS' A380 superjumbo, which will overtake the 747 as the world's largest commercial jet. The line includes the 747-8 Intercontinental passenger airplane and the 747-8 freighter.

Besides Spirit Aerosystems, other outside suppliers Boeing announced Wednesday for their new airplane include General Electric Co. in Evandale, Ohio, for the engines and Middle River Aircraft Systems of Baltimore, Md., for the thrust reverser system.

Within the company, Boeing is parceling work on the new plane to its Winnipeg, Canada, plant to build the aft pylon fairing; its Portland, Ore., plant for the engine mounts; and its Propulsion Systems Division for the engine build up and strut build up.

Is Bloated Airbus Too Fat to Fly?
The Mammoth Airbus A380 May Be Too Heavy to Fly as Far as First Specified

SINGAPORE, Jan. 23, 2006 — As the Airbus A380 flies across the world, spectators have focused on its massive size — wings wider than a small apartment building, a tail eight stories tall and an interior that can hold 800 people.

A year after the plane made its debut in Toulouse, France, it has completed 500 hours of flight tests.

Yet the A380 is still months away from carrying paying passengers.

Industry analysts said delays came because early models of the plane were too heavy — so overweight that they exceeded the plane's million-pound original design.

Initial customers for the A380 — including Singapore Airlines, Qantas and Emirates Airlines — have been paid compensation because the overweight plane could not be delivered on time.

The extra weight also meant the airlines could not fly the plane as far as specified, and the cost — measured in terms of super-expensive jet fuel — would be much higher.

"You've got to get it right," said Chris Partridge, an analyst. "You get it to the customers as promised. And if you fail in doing that, then people will vote against you with their feet and their checkbooks. And they will buy elsewhere."

The promise, of course, is that the super-jumbo A380 will provide extra legroom and wider seats. But will it happen?

The plan for the A380, which can accommodate 843 passengers, is to carry far fewer, according to Singapore Airlines and other carriers.

Singapore plans to carry 500 passengers aboard the A380. In a planned three-class configuration, legroom could average 34 inches.

But Airbus is in a dogfight with Boeing, one that will continue for years. Airbus may have outsold Boeing again last year, but the U.S. company's fortunes suddenly look very bright: Boeing's 787 Dreamliner is the hottest-selling plane in the world, meaning Airbus cannot afford any more turbulence.

what is the purpose of such a flat article ? to ask whether the A380 can reach the specifications ? such a question applies also for B787 too.

SR Technics in A380 talks

Third player set to enter MRO market as Swiss firm discusses link with Qantas

SR Technics is likely to seek to extend its innovative asset-based financing after the maintenance, repair and overhaul specialist revealed that it was discussing a possible joint venture with Qantas to provide Airbus A380 customers with component support.

The decision by Swiss-based SR Technics to investigate partnering Qantas signals the emergence of a third player in the A380 component support marketplace, joining Air France Industries/Lufthansa Technik joint venture Spairliners and OEM Services, an effort by French equipment suppliers Thales Avionics, Liebherr Aerospace, Zodiac In-Services and Diehl Avionik System to pool maintenance, support and logistics.

Mike Humphreys, chief executive of SR Technics UK, declines to specify how the two partners would seek to fund the heavy investment in A380 component stocks should the venture go ahead, but is confident this is not a concern. “We’ll be talking to Qantas exactly about those issues, but we believe the funds are available,” he says.

SR Technics last year struck a $325 million asset-based finance deal with General Electric Commercial Aviation Services – essentially a loan facility used in part to fund $1 billion-worth of rotable assets. “This supports SR’s existing and new customers, but only within our current product range,” says Humphreys.

SR Technics chairman Frank Turner last year said SR’s move into asset-based finance, which allows moveable assets to be valued as collateral, could be applied in a joint venture for the component support of a minimum 25 A380s.

Humphreys says the venture will target an A380 Asia-Pacific customer base, where six airlines have 49 A380s on firm order.

Qantas, which has ordered 12 A380s for delivery from April 2007, says it has been in talks with industry players about an A380 component inventory management and supply business and that, after the signing of the non-binding memorandum of understanding with SR, issues such as an operational base and investment will be discussed.

The airline adds that it has discussed the possibility of joint A380 heavy maintenance with other A380 customers, including Air France, Lufthansa and Singapore Airlines. Qantas adopted a similar approach when it introduced the Boeing 747, forming a support partnership with United Airlines.

SR Technics is also setting up a maintenance and technical training and consulting joint venture, Shanghai SR Aircraft Technics, with Shanghai Foreign Aviation Service. Operations will begin at Shanghai airport in April, and more locations and products could follow.

EMMA KELLY / PERTH & AIMEE TURNER / LONDON

http://www.flightinternational.com/assets/getAsset.aspx?ItemID=11155

Airbus A380 to don Singapore Airlines colours for Asian Aerospace 2006
25 January 2006


An Airbus A380 test aircraft, decked in full Singapore Airlines colours, will grace the skies of Singapore, home of A380 launch customer Singapore Airlines, next month. The aircraft will be participating in Asian Aerospace 2006, the region’s premier air show that will take place from 21-26 February.

The A380, the world’s largest ever commercial airliner, will be on static display throughout the duration of the air show at the Singapore Changi Exhibition Centre. In addition, Singaporeans and visitors to the air show will be able to catch the double-decker in flight as Airbus test pilots conduct daily flying demonstrations.

Meanwhile, work on the Singapore Airlines A380 is well underway at Airbus headquarters in Toulouse, France. Eight Singapore Airlines A380s are in various stages of production, four of which are in the advanced stages.

SIA has 10 A380s on firm order and 15 on option. The order was placed in September 2000 and is worth US$8.6 billion, including the cost of spares and installed engines (but not including the cost of spare engines).

Singapore Airlines will be the first in the world to operate the A380 at the end of 2006. Customers on the Singapore Airlines A380, particularly in the premium classes, will notice a distinctly different cabin product and will be able to enjoy the greater luxury and comfort that the increased space on this aircraft affords. There will be less than 480 seats in a three-class configuration on the Singapore Airlines A380, although the aircraft was designed to accommodate 555 passengers in the same layout.

The aircraft that will be used for this upcoming visit is one of the five A380 development aircraft that Airbus uses for the A380 flight test campaign. The campaign involves over 2,500 hours of flight tests conducted across three continents. This will culminate in certification by the European and American airworthiness authorities, after which the first A380 will be delivered to Singapore Airlines in November this year.

what is the purpose of such a flat article ? to ask whether the A380 can reach the specifications ? such a question applies also for B787 too.



Is The A380 Too Fat To Fly?
And you thought couch-potatoes in America were overweight. Well, they are... but it turns out they may have something in common with the Airbus A380.



ABC News quotes industry experts who say the big delays Airbus announced last year in deliveries of the super-jumbos to its launch customers were centered on the plane's weight -- far in excess of the company's one-million pound goal. Not only would that create big problems at the few airports where the A380 can operate -- runways might buckle under that kind of weight -- but carriers wouldn't get as much mileage out of the aircraft.

Fuel costs , of course, would go up as well -- not what engineers or the airlines want to hear right now.



"You've got to get it right," said industry analyst Chris Partridge. "You get it to the customers as promised. And if you fail in doing that, then people will vote against you with their feet and their checkbooks. And they will buy elsewhere."

Airbus has already compensated A380 launch customers -- including Singapore Airlines, Qantas and Emirates -- for missed delivery times.



To date, the A380 has passed 500 hours in flight tests at the Airbus plant in Toulouse, France. More testing (exercise?) is expected before the first A380 is delivered to customers.

If passengers who are too fat to fly have to buy two seats... does this mean A380 operators will have to buy two gates?

.

Airbus A380 to Visit Iqaluit
Josh Pringle
Saturday, February 04, 2006 8:43 PM

The world's largest passenger jet will fly to Canada's Arctic on Monday.

The Airbus A380 will undergo cold-weather testing in Nunavut.

The Airbus A380 is scheduled to fly from France to the Nunavut capital Iqaluit

The 273-tonne jumbo jet, with a wingspan of 80 metres and a seating capacity of 555, is expected to go into service late this year.


--------------------------------------------------------------------------------

Airbus superjumbo to fly to Canada for cold-weather testing

IQALUIT, Canada (AP) _ The world's largest passenger jet is set to make its first trip to North America on Monday where it will undergo cold-weather testing in the barren northern Canadian territory of Nunavut.

The Airbus A380 is scheduled to fly from France to the Nunavut capital of Iqaluit _ about 2,400 kilometers (1,500 miles) north of Toronto _ where officials were busy making preparations Saturday.

"We're pretty honored to be hosting the first arrival of the newest plane of the 21st century here at Iqaluit,'' said John Graham, who manages the airport.

The 300-ton (273-metric ton) jumbo jet, with a wingspan of 80 meters (260 feet) and a seating capacity of 555, is expected to go into service late this year.

Until then it will undergo full functionality tests under extreme weather conditions of up to minus 40 degrees Celsius (minus 104 degrees Fahrenheit). It has already undergone high altitude tests in Colombia this year and hot weather tests are due to begin in the summer.

In recent days, the temperature in Iqaluit has been around minus 18 degrees Celsius (minus 64 Fahrenheit), but for the test to be conducted, the temperature should be at least minus 25 degrees Celsius (minus 77 Fahrenheit).

"With the wind chill, its forecast to be that way Monday, so we kind of got our fingers crossed,'' Graham said.

About 50 engineers will arrive with the A380. Tests will include how the engines work in freezing conditions and how the cabin holds up.

Graham was part of a delegation that went to the Paris Air show last summer to pitch the airport to aircraft manufacturers. Airbus and other companies such as Boeing Co. have used the site before because of its 2,745-meter (9,000 feet) runaway and cold temperatures.

The Airbus A380 _ with a list price of $282 million (euro233 million) _ began test flights in April. There have been at least 159 orders already in for the superjumbos capable of 14,000 kilometer (9,000 mile), 18-hour flights.

http://www.cardatabase.net/modifiedairlinerphotos/photos/big/00006134.jpg

http://www.cardatabase.net/modifiedairlinerphotos/photos/big/00005656.jpg

is northwest interested in the 747-8?

Here are some 747 Advanced Pics (I personally like the A380 better :) )

http://avionsdeligne.info/images/747advf.jpg
http://www.boeing.com/randy/images/747_advanced_sm.jpg
http://www.dn.no/multimedia/archive/00077/Boeing_747_Advanced_77264e.jpg


http://techno-science.net/illustration/Aero/B747/advanced/plan747A.gif

Here is a pic of the first evacuation cards for the A380:

http://i17.photobucket.com/albums/b61/cladiv/yourfile.jpg

Here are some 747 Advanced Pics (I personally like the A380 better :) )

http://avionsdeligne.info/images/747advf.jpg
http://www.boeing.com/randy/images/747_advanced_sm.jpg
http://www.dn.no/multimedia/archive/00077/Boeing_747_Advanced_77264e.jpg


http://techno-science.net/illustration/Aero/B747/advanced/plan747A.gif
All hail the king of the sky!
747 lives forever!

it looks similar to B747-400, but the upper deck is longer for sure.

Question though regarding the A380....

http://www.flightinternational.com/assets/getAsset.aspx?ItemID=11155

Apprently, the Airbus A380 is on its world tour even at the moment.

My question would be : "Is Airbus already releasing the planes to the airline companies who ordered?

Or is there only one A380 plane making the world tour and they are just repainting just for whenever they stop in each country??? (ie. when in Singapore, it bares the SIA logo, in Malaysia, it uses Malaysia Airlines and for Aussie, it has Quantas)

Thanks in advance.

I think those are temporary "paints".

wing-mounted lovers-again! hehehe