[Starship]

Originally Posted by ANstar

Crikey seemed to imply that it is also now overweight and unable to fly Australia - USA non stop

Airbus had similar weight issue with the A380. Certified for 800+ passenger, was discounted to a 600 passenger (approx) aircraft, and now you are given 'more space' with 555 because the fuel / weight trade off means 600 could not be flown from Singapore to Europe non stop.

At least the machinists strike, while costing Boeing money, has given them some time to resolve the supply chain issues with the new aluminium rivets they need to secure the composite panels.

[ANstar]

Originally Posted by Starship

Airbus had similar weight issue with the A380. Certified for 800+ passenger, was discounted to a 600 passenger (approx) aircraft, and now you are given 'more space' with 555 because the fuel / weight trade off means 600 could not be flown from Singapore to Europe non stop.
.

I don't think anyone really planned to have 600 people in it flying from UK-Singapore.

Even 555 would mean a high economy load and small F/J section.

[Starship]

Originally Posted by ANstar

I don't think anyone really planned to have 600 people in it flying from UK-Singapore.

Even 555 would mean a high economy load and small F/J section.

If you look at the floor plan of the Qantas A380, there is a move for premium economy upstairs at the back.

The issue (and strategic intent of the aircraft) was to put more passengers on the ground in the same space [runway concrete occupancy time] more efficiently, and yes more luxuriously, than a 747 (including a 747-800).

Airbus went to great lengths to have the aircraft certified for 800+, even 'hiring' ex olympic athletes to be able to achieve the evacuation procedure standards of 90seconds from any seat.

The tightest constraint in aviation growth, particularly US and Europe, is runway availability! The A380 initially with a separation distance of 10NM [a 250% separation penalty] and now a 6NM [50% penalty] over the 747's 4NM spacing is a big issue. There are also major inflight separation spacing questions as well [horizontal and vertical].

With the model for airport slot pricing looking at changing away from one price fits all aircraft no matter the size [airports make money by passengers in the retail stores and carparks] then this is a major issue.

If the profitability of the flight for the airline is destroyed by the fact it takes up 2 slots [and pays twice as much, particularly in peak times], then 50 - 100 extra seats clearly makes the difference. On current measures, LHR is expected to see a -ve operational / throughput impact from the A380. Add extra taxi time / runway incursion issues- it becomes an interesting dynamic.

Customer market stratification / mix then receives a reduced priority.

This 'spacing' issue has a long way to run before being resolved. At the moment Airbus is still a long way from break even with the orders for the aircraft, and while there seem to be good fuel savings - potentially enhanced by the powerplant choice, whether you are able to economically land the aircraft (if at all) at the preferred destination is a real concern for any airline.

In the interim, it is up to the PR people to sell the benefits of more leg room / passenger mix, while the current economic climate does not help them attract full fare paying F/J passengers.

[ANstar]

ATW Daily News
The 5th delay should be confirmed next week, but looks like first flight is delayed now until Q2 next year with first delviries in April 2010 with JQ getting thiers in June 2010. (provided there are no mor edleays)