A380

In spite of their exceptional size, A380 remain an airplane with classical configuration: low wings and engines under flying surface.

In order to take airport compatibility into account, standart translation will have 79.80 meters to wingspan, 24.10 meters height, 73 meters lenght and this aircraft 'll can cover 14800 km.

Airbus has showing who existe a place for a long mail aircraft to 555 passengers.
Normaly he should be in service in 2006 for the time being ordered by few compagnies as ;
Singapore airlines, Quantas(Australian), Virgin (British), Air France, Emirate, ILFC(American), Qatar Airways, Fedex.

The main innovation in fuselage which have 3 level;
2 for passengers and one for merchandise.

The Boeing-beater

Jan 15th 2004
From The Economist print edition

Can Noël Forgeard keep Airbus flying high?

PHIL CONDIT was forced to quit as boss of Boeing in November. Meanwhile, his counterpart since 1998 at Airbus, Noël Forgeard, goes from strength to strength. True, profits at Airbus were flat last year, and may dip this year as deliveries of new aircraft slip below 300. The firm is spending heavily on the launch of the new Airbus A380 super-jumbo. Yet Mr Forgeard crows that he finished the year with a cash pile that had grown by hundreds of millions of euros. He thinks Airbus is perfectly positioned to benefit from what he expects to be a steady revival of travel, which will lead airlines to order more planes in the second half of this year.

Despite all the recent travails of the airline industry, that may not be an unrealistic hope. Last week British Airways (BA) reported its first growth in “premium traffic”—highly profitable business travellers—in three years. That was a thoroughly welcome announcement, coming as BA suffered delays and cancellations due to security fears about some of its flights. Air France, KLM and Lufthansa also announced stronger traffic recently. In the past year airline shares have nearly doubled on hopes that big carriers in America and Europe are about to recover financially. Shares of EADS (European Aeronautics, Defence and Space, the parent of Mr Forgeard's Airbus) have also nearly doubled in the past year, even while scandal-ridden Boeing has struggled.

Mr Forgeard took command of Airbus two years before it became a genuinely integrated company. Then, it was merely a consortium for product development and sales, with planes manufactured by a consortium of Aerospatiale, Dasa (part of DaimlerChrysler), British Aerospace and Spain's Casa.

Even with that loose structure, Airbus won 40% of the world market, under the controversial, ebullient leadership of Jean Pierson. Mr Forgeard, who came from France's Lagardère defence business, is quieter and more disciplined. Under his leadership, Airbus has focused on profit, while continuing to squeeze Boeing's market share. The rather traditional engineers at Airbus's base in Toulouse, more accustomed to spending than controlling costs, have come to respect his stress on the bottom line. He has used his new clout as boss of an integrated firm to slash costs and raise productivity by around 5% a year.

Boeing, too, has slashed costs, but has been forced to do so by plunging sales. The jumbo American firm has cut some 40,000 jobs from its commercial-airliner business, and barely remained profitable as orders dried up and its output fell by half. Airbus, by contrast, merely cancelled plans to ramp up production, and has managed to maintain profit margins at a healthy 7%.

In 2003, Airbus beat its American rival on orders for the fourth time in five years. As well as better marketing and efficiency gains, Mr Forgeard has also delivered better products—and called market trends more accurately.

Airbus's single-aisle planes offer a more comfortable cabin than Boeing's older 737s, and some of the later versions of its wide-bodied A300-A340 family are proving formidable competitors to Boeing's 777. Airbus delivered more planes than Boeing in 2003, 300 compared with 285, and is likely to do so again this year. In the past two years, it has broken into the low-cost airline market, loosening Boeing's grip on this fast-growing segment by winning big orders from easyJet in Europe and JetBlue in America. Most analysts expect it to dominate for the next five years.

Despite the fast-waning attractions of Boeing's ageing staple products, it has struggled to invent new aircraft that appeal to its customers. Two years ago, it unveiled plans for a sexy new near-supersonic aircraft—soon after its failure to sell a proposed new version of its venerable 747 jumbo. This could have forced Mr Forgeard into panic measures—but he confidently predicted that Boeing would not find enough buyers to launch the plane, and would be forced instead to use the same technology to make a plane that would be 20% cheaper to operate than existing planes of this size. In due course, Boeing shelved the Sonic Cruiser in December 2002, and is now trying to launch a 250-seater called the 7E7. So far there are no takers, not even in Japan, where Boeing is traditionally strong. Mr Forgeard is convinced that Boeing will go ahead, but that, if it brings a plane into production as planned in 2008, its technology will not be good enough to outperform existing Airbus A330s. His (self-serving) advice to Boeing is to wait a while for a leap in technology. Having correctly judged the mood of the market, it is no surprise that Mr Forgeard's newest offering, the 555-seater A380, has already won 129 orders—halfway to the break-even point.



Clouds on the horizon
Even so, there are problems ahead for Mr Forgeard. As fast as he cuts costs at Airbus, the fall in the dollar eats away at profits. Airliners are priced in dollars, whereas at least half of Airbus's costs are in euros or the equally strong British pound. Even hedging and purchasing more parts from America will not make that problem go away entirely. Mr Forgeard's dream of pricing planes in euros is unlikely to make much headway.

Nor has the A380 yet won a single order in Japan, whose airlines are the biggest users of today's big jets—and Mr Forgeard does not expect any until 2005. The worry for Airbus is that Japanese carriers, once they are in a financial position to upgrade their fleets, will stick with Boeing. Already Boeing has signed up Japanese manufacturers as partners on the 7E7 programme. Mr Forgeard wants the European Commission to oppose Japanese government aid that is going into Boeing's project, arguing that this breaks World Trade Organisation rules on such subsidies. Lastly, Airbus must also contend with the unquantifiable risk of another successful terrorist act—a risk about which, alas, Mr Forgeard, like most people, can probably do nothing.

Copyright © 2004 The Economist Newspaper and The Economist Group. All rights reserved.

SONIC CRUISER

The devellopement from B747 must cost to five at six Md$ when market for this machinery is estimate around only one hundred unity.
During march 2001, Boeing announced to project of extend B747 was put it off cause of now they wants to reflect at study a new double reactor with a small capacity between 150 to 300 passengers but he'll can go non-stop flight at 17000 km in flying about more 1000km/h (mach 0.95).

Constructor American think that in future airlines compagnies'll have need more high speed aircraft to connect town far away than big airplane proposed by airbus as A380.
The problem provide from fare who'll become very expensive cause of this airplane'll be use up kerosene.

Didn't they abandon the sonic cruiser to devellop the 7E7 ? I thought so.

Sonic Cruiser may have the same range than 7E7 therefore ~15000km.
But 7E7 is able to travel less (20%) kerosene than 767.
According to me the airlines compagnies put old mid series airplane in place of 7E7.
This plane go to fight with the old 757,A330 and 767.

Air show finds Boeing on rise
7E7 has company 'feeling confident'

By Melissa Allison
Tribune staff reporter
Published July 19, 2004

http://images.chicagotribune.com/media/photo/2003-06/8232415.jpg

Each summer, the world's largest commercial aircraft builders use the annual European air show to display their products and tout their popularity with airline customers.

In recent years, the shows have offered an ideal stage for Toulouse, France-based Airbus to hammer away at the inadequacies of Chicago-based Boeing Co.

Airbus had the orders, the new products and the acerbic comments.

"You may notice that the only 747 on display here belongs to a museum," Airbus Executive Vice President Philippe Delmas quipped last summer in Paris.

The show alternates each year between Paris and Farnborough, England, where it opens Monday.

Airbus is counting on its gigantic A380, due out in 2006, to become the jumbo jet of choice after decades of market domination by Boeing's 747, which first flew in 1969.

The French manufacturer's barbs last year were not baseless.

By mid-2003, it was clear that Airbus would beat Boeing in commercial aircraft deliveries for the first time. And it was unclear whether Boeing's latest jet offering, the 7E7 Dreamliner, could get off the ground.

Boeing's recent record with new planes had been dismal. At Farnborough International in 2000, it talked about making a superjumbo jet akin to the A380 but later nixed the idea, saying the market was not big enough.

At the 2001 Paris show, Boeing hyped its proposed Sonic Cruiser, which would fly near the speed of sound. That plan was pushed aside in December 2002 in favor of the fuel-efficient 7E7.

Having a different plan for an all-new plane at each air show gave Airbus and pundits plenty of room to make "paper airplane" jokes.

This year Boeing comes to Farnborough with agreements for 62 orders from four airlines for its 7E7, which would be its first all-new plane since the 777 debuted nearly a decade ago.

It expects 200 orders by the end of the year and has deposits from 24 carriers for more than 100 of the new aircraft, the first of which are due in 2008.

Boeing officials are "looking more confident than I've seen them in five years," said Ray Neidl, an analyst with Blaylock & Partners.

"They're feeling confident they went with the 7E7 rather than the superjumbo," Neidl said.

He listed a series of potential problems Airbus has run into with its A380, including whether the giant airplane will fit into airports and whether enough airlines will buy it.

Virgin Atlantic Airways recently delayed delivery of its six A380s by 18 months, citing concerns over airport readiness and trouble getting suppliers to guarantee cabin furnishings would be ready in mid-2006.

The A380 also is heavier than initially expected, forcing carriers to keep their interiors light.

Airbus officials say that airports will be ready for the A380 in time and that the plane will meet fuel-efficiency requirements.

Given Boeing's increasing strength in the market, some experts predict the company will reverse a decision made three years ago to stop hoarding order announcements for the annual air show, where participants used to keep daily tallies of which manufacturer was ahead.

Boeing announced its new policy of announcing orders as they arrive after being trounced by Airbus in new orders at the 2001 Paris Air Show.

So far, it has stuck by that strategy.

"You won't see a big pile of orders at Farnborough," Boeing Senior Vice President Michael Bair, who heads the 7E7 program, told reporters recently after announcing 10 more orders for the new aircraft.

Still, Bair did not rule out the possibility that some customers might want to wait until the air show to make the announcement.

Paul Nisbet, an aerospace analyst at JSA Research, thinks Boeing will change its mind if its orders begin to outpace Airbus' again.

"They're not doing it until they can beat Airbus up," Nisbet said.

Copyright © 2004, Chicago Tribune

I'm still waiting for the new Concorde.
It's a shame they stopped flying those beauties just because of one crash. Look at Boeings, they fell like flies and are still operational. :D
anyway, IMO, the 7E7 will be a bigger success than the A380 because airlines now are seeking for lowcosts jets, and this one uses less oil, which is a big part of the costs of airliners.

Stopping concorde flight after 30 year is not a shame: that's normal for a transport aircraft. The shame is to have no aircraft to replace him.

Stratospheric aircrafts are on the way...still a long way to go before boarding on them though. They will boast a Paris/London - Tokyo trip in a mere 2h for instance.

well I guess you're way of putting this is better than mine.

http://www.aerospace-technology.com/projects/a380/images/A380_airfrance1.jpg

http://www.aerospace-technology.com/projects/a380/images/a300_virgin3.jpg

http://www.aerospace-technology.com/projects/a380/images/A380_singapore5.jpg

U.S. pressures EU on Airbus subsidies
Sat 24 July, 2004 03:14

By Doug Palmer

WASHINGTON (Reuters) - The United States wants the European Union to negotiate a new civil aircraft agreement that would bar future government subsidies for European aerospace giant Airbus, a U.S. trade official says.

"It's got to a point where we believe it's time to put to an end any new subsidies for Airbus," John Veroneau, general counsel for the U.S. Trade Representative's office, said.

U.S. jet maker Boeing has complained that a 1992 U.S.-EU civilian aircraft pact allows too much European government support for Airbus, helping it sell more jetliners than Boeing, which boasted an 80 percent share a decade ago.

Last week, Senator Patty Murray, a Democrat from Washington state, where Boeing builds most of its aircraft, urged the United States to give a one-year notice that it was withdrawing from the 1992 agreement, warning European subsidies "gravely threatened" the U.S. aerospace industry.

U.S. and EU trade officials met in Brussels on Thursday to discuss the aircraft issue.

"What I made clear to (senior EU trade official) Peter Carl was that the 1992 agreement has outlived its usefulness," Veroneau said in an interview. "Today, Boeing and Airbus have basically split the market ... So, if there ever was a justification in 1992, it certainly isn't there today."

The United States will not challenge existing European government support for Airbus, which is owned by European aerospace company EADS and Britain's BAE Systems.

"We're not looking to turn the clock back. We recognise that any government support that's been announced is going to follow through," Veroneau said.

But once current European government assistance "has moved through the pipeline, it's at that point that no new subsidies would be introduced" under proposed U.S. terms for a new civil aircraft pact, he said.

Boeing and Airbus each get government aid and each has accused the other of violating trade rules.

Boeing secured state tax breaks worth an estimated $3.2 billion over 20 years to assemble a new mid-sized jet, the 7E7, in Washington. Japan, where major 7E7 parts will be built, reportedly plans to help fund development.

Airbus gets repayable government loans to fund up to a third of the cost of new jet launches, including about $3.7 billion for the massive 555-seat A380 slated to debut in 2006.

Boeing claims the loans come at interest rates well below the commercial market, a claim Airbus has disputed. The loans do not have to be repaid if the program is not profitable.

"That has allowed Airbus to avoid the commercial risk that we take when we launch a new aeroplane," Boeing spokesman Russ Young said.

Airbus spokeswoman Mary Anne Greczyn said the loans strictly adhere to the 1992 agreement and do not constitute subsidies. "Airbus has paid and continues to pay back those loans, with interest. Airbus aircraft programs are one of the most profitable investments of European taxpayers," Greczyn said.

The United States views a second meeting with the EU in September as critical to determining whether the two sides can reach a new agreement, Veroneau said.

Washington has not decided what to do if the EU balks at negotiating a new pact, he said.

However, the 1992 agreement would not "in any way, shape or form" shield the EU from a potential U.S. challenge at the World Trade Organisation, he said.

EU officials have said Brussels is open to talks about the 1992 agreement, but has not received a formal U.S. request to negotiate a new civil aircraft agreement.

Aides at the European Commission's office in Washington characterised Thursday's meeting as "an exchange of information," rather than discussions about a new pact.

Though new jet models are increasingly making even the most distant cities reachable by direct flights, foreign airlines like Qantas and Virgin Atlantic still see Hong Kong as a profitable place to route through extended services, such as London-Sydney and Singapore-San Francisco. For this reason, Hong Kong stands to be one of the first airports to be served by the new Airbus A380 superjumbo.

The newest pictures from Toulouse

http://www.airbus.com/A380/Images/MME/1047.JPG
http://www.airbus.com/A380/Images/MME/1045.JPG
http://www.airbus.com/A380/Images/MME/1049.JPG

I was expecting something even bigger than that!

I'm a bit disappointed... I need to see a A380 for real

September 3, 2004
Boeing Urges Europe to End Airbus Aid
By REUTERS

Filed at 11:04 a.m. ET

PARIS (Reuters) - Boeing does not want a trade war over subsidies, but Europe must stop giving state aid to rival Airbus, which is destroying competition in the aerospace industry, a senior Boeing official said on Friday.

Boeing Senior Vice President Tom Pickering said he did not have absolute confidence that talks later this month between the United States and the European Union (EU) would settle a dispute over launch aid, a subsidy used to fund new airplane models.

``We are looking for a negotiated solution. Our interest is not in starting a trade war, and not necessarily going to the WTO unless we have to,'' Pickering told Reuters.

President Bush threatened to bring a World Trade Organization (WTO) case against the European Union last month over the subsidies it pays to Airbus if Brussels does not agree to stop them voluntarily. Pickering said the amount of aid Airbus receives is destroying competition and has contributed to Boeing's dramatic loss of market share at the hands of its European rival. Airbus is owned by European aerospace company EADS and Britain's BAE Systems.

``The subsidies extended to Airbus give it an outstanding advantage in competition, in making and selling large commercial aircraft,'' he said. ``Boeing has already suffered significant damage as a result. We are concerned that the subsidies have permitted Airbus to buy a large amount of market share,'' he added.

In less than a decade Boeing's share of the market for large commercial aircraft has shrunk from 80 percent to less than half, with Airbus outselling Boeing for the first time in three decades last year.

Boeing estimates that Airbus has received some $15 billion in government launch aid since 1967, including some $3.7 billion for its new 555-seat A380.

Boeing wants the EU and the United States to make a new pact, replacing a 1992 treaty that capped launch aid at a third of the cost of a new project, Pickering said.

``The fundamental principles would have to be no more launch aid, clear discipline in all other areas of subsidy and transparency with respect to the activities of both companies,'' he said.

INDIRECT SUBSIDIES

If negotiations fail and the 1992 treaty is terminated, the United States could go to the WTO and press for the implementation of a 1994 agreement prohibiting all subsidies for large commercial aircraft. ``That's the kind of level playing field we could live with,'' Pickering said.

``We would still prefer a negotiated solution, but if it didn't work, we would make some effort to rid ourselves of the '92 arrangement and live under the admittedly tougher regime of the '94 arrangement.''

EU officials have said they will discuss Airbus's launch aid if the United States will discuss the indirect subsidies Boeing gets through U.S. government-funded research for military and space projects.

But Pickering said the indirect subsidies enjoyed by both firms balance each other out, whereas only Airbus receives launch aid to get new projects off the ground, giving it an advantage when developing new models.

``Airbus might have needed launch aid to get started, but it doesn't any longer and there is a truly unfair competitive advantage, he said, adding that the prospect of Airbus using government aid to develop a competitor to Boeing's new 7E7 aircraft was extremely worrying. ``It would seriously concern us if Airbus was subsidized to develop a competitor to a new airplane that it has taken us 10 years to get in a financial position to develop,'' he said.

``We would welcome a competitor for the new airplane, but from the resources of a mature, grown-up, successful, technologically capable Airbus company,'' he added. ``We find it very hard competing with the combined treasuries of France, Germany, the United Kingdom and Spain.''

Copyright 2004 Reuters Ltd.

Stratospheric aircrafts are on the way...still a long way to go before boarding on them though. They will boast a Paris/London - Tokyo trip in a mere 2h for instance.

Sounds great! :) But will those flights be affordable?