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Old April 30th, 2014, 06:59 PM   #6421
Le Male
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An additional glimpse of QR's A380 cabin.





The bathroom looks pretty nice...
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Old May 1st, 2014, 02:25 PM   #6422
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Emirates makes it clearer than ever: It wants an A380 NEO

It has been widely anticipated for a long time, but Emirates president Tim Clark has given an interview in which it is about as clearly stated as it could be that the giant global carrier wants an even better giant A380.

Late last year the Emirates message was that the engine technology upgrades that will provide much of the additional efficiencies for the forthcoming Boeing 777-X series (for which it indicated it would order 150) had to be applied to the A380, for which it has 47 in service and 93 on order or under commitment.

However it should also be made clear Airbus seems keen to please in its general commentary on the future of the A380, which entered service in 2007 with launch customer Singapore Airlines.

As the Wall Street Journal story confirms to those who have been following these matters, this is all about a very hi-tech engine offering from Rolls-Royce, which will substantially contribute to the cost of NEO or new engine option A380, just as engine making rival GE has been a massive participant in the current and X series Boeing 777s.

But one thing stands out in this interview through its absence. Emirates did not for once mention the obvious capacity of the A380 design to be stretched to offer many more seats within the performance capabilities of its overly generous wing.

The A380 was always intended to be stretched, hence the extraordinary size of its wing. However the word, since a media briefing in Toulouse early last June, has been that adding additional seats to the lower deck of the giant Airbus to make its also generously comfortable 10 across economy seating into 11 across economy seating might (read will) spare the European entity’s stakeholders money in terms of the investment needed to achieve some of the same outcomes.

(Airbus says the seats in the 11 abreast A380 will continue to be wide and comfortable but it does seem that bringing your elbows into this cabin could be a problem. The truth about new and current airliner design upgrades is that generosity and amenity is dead, the carriers have spoken, and you will get jammed into whatever the airlines choose to buy to the point where after a few hours you will drop into a coma.)

There is room for an interesting speculation that has already surfaced in some circles that the NEO A380 with 11 across main cabin seating will clear a space for a very high capacity giant twin engined double decker jet from Airbus for the middle of the next decade.

This is said to be intended to follow the 777-X by three or four years for its availability for carriers who would by then already be using terminal gates that efficiently handle 380s, 777-Xs and 747s. The operational target for this rumoured Airbus design would be services supporting 700 seats in two class formats but which would not require the endurance of 16 hours or more now flown by long range jets including the recently introduced 575 tonne version of the A380 that Emirates used to replace current version 777s between Dubai and Los Angeles.

Don’t expect to hear anything official about such a project straight away. Neither Airbus nor Boeing have the resources for more than one large all new jet at a time, but each company has a future vision into which their currently announced products fit into a bigger scheme of things that includes unannounced potential projects.

What an A380 NEO and a parallel 777-X tell us is that two high capacity airliner families are going to be around for quite some time, each leveraging new materials and engine technologies to the hilt, while the airlines stuff them to the proverbial ceilings with as many seats as can pass the emergency evacuation tests.

http://blogs.crikey.com.au/planetalk...s-an-a380-neo/
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Old May 1st, 2014, 03:20 PM   #6423
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People seem to ignore the fact that there is only one belly for cargo and luggage on the A380. Usually, if you stretch an aircraft you stretch the belly and therefore the cargo capacity. If you simply add more seats, where does the cargo and luggage go?
The A380 is restricted on cargo and luggage given its volume which is one of the reasons we have only seen relatively low density planes to date. The only way I can see 11 abreast seating is if airlines simply use it to make business and first bigger / more luxurious and without any significant increase in total seats on the aircraft.
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Old May 1st, 2014, 09:09 PM   #6424
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http://t.co/KUP4RXi2h3
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Old May 2nd, 2014, 12:07 AM   #6425
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Quote:
Originally Posted by EK413 View Post
Emirates makes it clearer than ever: It wants an A380 NEO

It has been widely anticipated for a long time, but Emirates president Tim Clark has given an interview in which it is about as clearly stated as it could be that the giant global carrier wants an even better giant A380.

Late last year the Emirates message was that the engine technology upgrades that will provide much of the additional efficiencies for the forthcoming Boeing 777-X series (for which it indicated it would order 150) had to be applied to the A380, for which it has 47 in service and 93 on order or under commitment.

However it should also be made clear Airbus seems keen to please in its general commentary on the future of the A380, which entered service in 2007 with launch customer Singapore Airlines.

As the Wall Street Journal story confirms to those who have been following these matters, this is all about a very hi-tech engine offering from Rolls-Royce, which will substantially contribute to the cost of NEO or new engine option A380, just as engine making rival GE has been a massive participant in the current and X series Boeing 777s.

But one thing stands out in this interview through its absence. Emirates did not for once mention the obvious capacity of the A380 design to be stretched to offer many more seats within the performance capabilities of its overly generous wing.

The A380 was always intended to be stretched, hence the extraordinary size of its wing. However the word, since a media briefing in Toulouse early last June, has been that adding additional seats to the lower deck of the giant Airbus to make its also generously comfortable 10 across economy seating into 11 across economy seating might (read will) spare the European entity’s stakeholders money in terms of the investment needed to achieve some of the same outcomes.

(Airbus says the seats in the 11 abreast A380 will continue to be wide and comfortable but it does seem that bringing your elbows into this cabin could be a problem. The truth about new and current airliner design upgrades is that generosity and amenity is dead, the carriers have spoken, and you will get jammed into whatever the airlines choose to buy to the point where after a few hours you will drop into a coma.)

There is room for an interesting speculation that has already surfaced in some circles that the NEO A380 with 11 across main cabin seating will clear a space for a very high capacity giant twin engined double decker jet from Airbus for the middle of the next decade.

This is said to be intended to follow the 777-X by three or four years for its availability for carriers who would by then already be using terminal gates that efficiently handle 380s, 777-Xs and 747s. The operational target for this rumoured Airbus design would be services supporting 700 seats in two class formats but which would not require the endurance of 16 hours or more now flown by long range jets including the recently introduced 575 tonne version of the A380 that Emirates used to replace current version 777s between Dubai and Los Angeles.

Don’t expect to hear anything official about such a project straight away. Neither Airbus nor Boeing have the resources for more than one large all new jet at a time, but each company has a future vision into which their currently announced products fit into a bigger scheme of things that includes unannounced potential projects.

What an A380 NEO and a parallel 777-X tell us is that two high capacity airliner families are going to be around for quite some time, each leveraging new materials and engine technologies to the hilt, while the airlines stuff them to the proverbial ceilings with as many seats as can pass the emergency evacuation tests.

http://blogs.crikey.com.au/planetalk...s-an-a380-neo/
Airbus always seems to be 5 - 10 years behind ..... the A380 is built with old technology in it and is a fat elephant that needs to get LEANED down and lightened up.

A350 is still trying to play catch up with the 787.

Then Boeing launches the 777x ....which has thrown a monkey wrench into Airbus's plans.
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Old May 2nd, 2014, 06:21 AM   #6426
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Airbus behind???? Thats a great joke.
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Old May 2nd, 2014, 07:53 AM   #6427
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^ my thought exactly
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Old May 2nd, 2014, 11:40 AM   #6428
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Quote:
Originally Posted by Tatanmr View Post
Airbus behind???? Thats a great joke.
Quote:
Originally Posted by nawa87 View Post
^ my thought exactly
I had to restrain myself from commenting #5151...
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Old May 2nd, 2014, 11:43 AM   #6429
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I like the potential NEO future option, but it would be even better if they offered a A380-800, and 900 NEO version. Just a huge EK order for the 900 version would be break even when it comes to funds invested.
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Old May 3rd, 2014, 04:37 AM   #6430
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Quote:
Originally Posted by EK413 View Post
I had to restrain myself from commenting #5151...
Read what Emirates is asking for ..... they want new engines and want the 380 to be more fuel efficient. I guarantee you that they could make some HUGE improvements to slim it down or lighten it up. Remember this plane was designed and planned 15- 20 years ago. The first commercial flight was in 2007!

as for the A350 ..... they are definitely behind. The 787 is already testing the -9 (the next model up) while the 350 is just in its testing phase.
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Old May 3rd, 2014, 05:06 AM   #6431
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Quote:
Originally Posted by Buffalomatt1027 View Post
Read what Emirates is asking for ..... they want new engines and want the 380 to be more fuel efficient. I guarantee you that they could make some HUGE improvements to slim it down or lighten it up. Remember this plane was designed and planned 15- 20 years ago. The first commercial flight was in 2007! as for the A350 ..... they are definitely behind. The 787 is already testing the -9 (the next model up) while the 350 is just in its testing phase.
& how many A350's / A380's have Airbus sold?
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Old May 3rd, 2014, 09:53 AM   #6432
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Quote:
Originally Posted by Buffalomatt1027 View Post
Airbus always seems to be 5 - 10 years behind ..... the A380 is built with old technology in it and is a fat elephant that needs to get LEANED down and lightened up.

A350 is still trying to play catch up with the 787.

Then Boeing launches the 777x ....which has thrown a monkey wrench into Airbus's plans.
except materials wise A350 is in front of 787
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Old May 3rd, 2014, 03:04 PM   #6433
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[IMG]http://i59.************/2v15auo.jpg[/IMG]
http://www.airliners.net/photo/Singa...5c1c7bd25d7270
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Old May 3rd, 2014, 03:31 PM   #6434
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Quote:
Originally Posted by Buffalomatt1027 View Post
Airbus always seems to be 5 - 10 years behind ..... the A380 is built with old technology in it and is a fat elephant that needs to get LEANED down and lightened up.

A350 is still trying to play catch up with the 787.

Then Boeing launches the 777x ....which has thrown a monkey wrench into Airbus's plans.
Funny, I made this post in another thread in reply to that article:

Quote:
380 really is old-tech. Terribly inefficient old-generation needlessly large metal wings with old engines in a non-optimally sized metal fuselage.

A stretched -900 NEO with new composite wings and new-generation aluminum fuselage would be insanely more efficient than this dinosaur and would be able to hold its own against newer jets (-X). However, just how many would they be able to sell anyway?

And a double-decker twin in the future? Now I'd love to see that monster's engines up close.
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Old May 3rd, 2014, 03:35 PM   #6435
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Quote:
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except materials wise A350 is in front of 787
And it's behind when it comes to making an all-electric plane.

For all practical purposes, both these companies are at the same place. They may arrive there differently, but there's not much in it. Kinda like engines. A GE and a RR engine would both follow very different philosohpies and weigh much different, but in the end the efficiency would be almost about the same.
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Old May 3rd, 2014, 09:43 PM   #6436
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Quote:
Originally Posted by siamu maharaj View Post
Funny, I made this post in another thread in reply to that article:
Yeah .... I agree with what you said. They could easily lighten up that big elephant (A380) and make it way more efficient.

As for the 787 vs A350- My point was that Boeing was ahead of the game by building the 787 vs attempting to build a large double deck plane. They knew what the market was dictating ....efficiency vs capacity. Right now it seems that more efficient planes are where the market is going.
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Old May 4th, 2014, 12:48 AM   #6437
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It's hilarious how some of us criticise the A380 for its so called 'old tech' design and how Airbus is always behind.
The A380 is 20% more efficient to operate than her predecessor B747 and flys further, quieter and carriers far more passengers.
Regarding the B787 vs A380 they both serve 2 totally different markets and there will always be demand for VLAs with our airspace becoming congested especially airports which are slot restrained.
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Old May 4th, 2014, 01:19 AM   #6438
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[IMG]http://i58.************/2yplw6d.jpg[/IMG]
http://www.airliners.net/photo/Emira...335948692568a3
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Old May 4th, 2014, 03:05 AM   #6439
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I also think A380 and B787 serve different markets. A350 is more like a competitor for B787
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Old May 4th, 2014, 04:35 AM   #6440
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Quote:
Originally Posted by Suburbanist View Post
I also think A380 and B787 serve different markets. A350 is more like a competitor for B787
The A350 has a larger cabin than the B787 & smaller than the B77X so I'd say Airbus have a neat addition which slots in between the A330 & A380.
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