Air International 2002-07
R.Hewson - Airbus A380. Europe's giant giant-killer /Commercial/
As part of the A380 development programme, Airbus Industrie conducted loading tests with a 640 ton machine that simulates the undercarriage configuration of a variety of aircraft. The tests were conducted on a specially constructed length of runway embedded with sensors at Toulouse-Blagnac International Airport. Actual aircraft, including competitor’s models have also been tested to verify data.
Although considerably larger than the earlier generation of Airbus aircraft, the A380 will retain cockpit commonality, whilst making full use of the latest technology. Airbus is working with airline pilots to refine the cockpit design, which will feature eight identical display screens.
Место для отдыха в салоне первого класса
A cabin interior mock-up illustrates how airlines could take advantage of the additional space to add comfort for passengers on long-distance flights. Whether such a configuration will actually be realised, with airlines being faced with increasing economic pressures calling for greater seating densities, remains to be seen.
Wind tunnel testing was carried out at a number of facilities. A 1/32nd scale model, with its flaps deflected, is seen here undergoing low-speed testing in a Daimler Benz Aerospace wind-tunnel at Bremen.
Air France was the first airline to choose the Engine Alliance GP7200, when it ordered ten A380s.
Перспективный аэробус A-380-800
Dubai-based airline Emirates became the launch customer for the A380 when it announced on April 30, 2000, that as soon as the launch decision was made, the airline would order up to ten A3XXs. This would comprise firm orders for five A3XX-100s, with options for a further five, which could include two A3XX-100F freighters. The revised Emirates order now stands at 20 A380-800s and two A380-800Fs.
Ties between Qantas and British Airways led many to believe that an A380 order from BA was also only a matter of time. Even though BA was (and still is) struggling with low morale, bad press and all-round poor performance, the airline has always been a key player in the A380 game.
Because of its major shareholding in Virgin Atlantic Airways, once Singapore Airlines had opted for the A380 it was inevitable that Virgin would soon follow - and Richard Branson’s order for 12 aircraft was the final piece in the A3XX jigsaw prior to a full launch.
Airbus A380
A new generation of engines is under development for the A380. In November 1996, an MoU was signed specifying the Rolls-Royce Trent 900 as the 'engine of preference' for the A3XX (left). The Trent 900 is in the 76,000lb to 83,000lb thrust class, as required for the A380-800R and A380-900. This would be downrated to 67,000lb (298kN) for the A380-700 or A380-800. A second engine option is the Engine Alliance GP 7200 (right), a new turbofan under development as a joint venture between General Electric and Pratt & Whitney. The GP7200 is offered in two versions: the GP7267 rated at 67,000lb and the GP7275, rated at 75,000lb.