Today marks the 10-year anniversary of the first A380 flight from Airbus’ base in Toulouse on April 27, 2005.
The A380
Since then, the superjumbo has amassed a total of 317 firm orders, with deliveries amounting to 156 aircraft. Gulf carrier Emirates remains the largest A380 operator with 59 superjumbos currently in service, and an additional 81 more on order.
Emirates – the largest A380 operator in the world
The development of the A380 was a turbulent one, with numerous delays stemming from wiring issues and manufacturing setbacks. Airbus was also forced to revise its delivery schedule and provide compensation to some 13 customers – all of whom decided to retain their orders.
A decade later, the company is only just about to break-even financially, and Airbus has struggled to attract new customers for the A380, leading chief executive Fabrice Bregier to suggest that the aircraft was introduced a decade too early.
The world watches on as the A380 takes flight
In many ways, the A380 is an aircraft of the future. With global travel ever increasing, many argue larger aircraft are neccessary to ease the strain on airports suffering from overcapacity.
Take British Airways for example. The carrier recently replaced three of its B747-400 daily flights from London to Los Angeles with two A380 services, without losing any overall capacity.
Business class cabin concept on the A380
However, when the very first passenger A380, nicknamed Superjumbo, finally entered service with Singapore Airlines in 2007, the world discovered the true benefits of the aircraft. Boasting a significantly quieter cabin, larger windows, bigger overhead bins, and of course the signature two-deck layout, the A380 is fast becoming a favourite for travellers.
British Airways A380
Yet, despite these benefits, the A380 has not been everyone’s cup of tea. Carriers such as Cathay Pacific and the big three US operators have decided against purchasing the superjumbo.
In an interview with the University of Pennsylvania, American Airlines (AA) chief executive William Douglas Parker gave his views on why the superjumbo has not been a success in North America: “The A380 is more suitable for the big-hub airports which are very tight on flying schedules. However, American airports are not that tight on flying schedules. For us, increasing aircraft use frequency is more effective than buying large planes”.
Douglas’ comments are illuminating, as flight frequency has proven to be an important factor for passengers. By offering multiple flight times, travellers benefit from increased flexibility and are thus able to schedule their travel conveniently.
One of the high-density routes here in Asia is Hong Kong to Singapore. Cathay Pacific (CX) and Singapore Airlines (SIA) alone operate 15 return daily nonstop services. While SIA flies the A380 once daily on the route, CX does boast more frequencies between the two cities. In particular, the Hong Kong-based carrier is the only one to offer a red-eye flight to Singapore – one that is attractive to business travellers who want to get a full day in the Lion City.
Ten reasons to love the A380
Another point of contention is the fuel efficiency of the A380, as the superjumbo only becomes a cost-saving aircraft at full capacity. Therefore, operators need to be careful about where and when it makes economic sense to deploy the A380.
Ultimately, many airlines have recognised the benefits of deploying smaller-sized aircraft on long-haul routes. The B787 and A350 aircraft are good examples of this – not only do they offer excellent fuel efficiency, but they also boast impressive range too. And of course, by operating smaller aircraft, carriers can also continue to offer attractive flight schedules to their customers too.
Ultimate luxury experience – The Residence on Etihad Airways' A380
So where does the future of the A380 lie? The world has already been wowed by the aircraft’s capabilities and the logical next step would be for Airbus to improve the economics of the superjumbo. The manufacturer is looking into the possibility of pursuing an A380neo (New Engine Option) project that would allow the A380 to be even more fuel-efficient and thus lower the number of seats airlines have to sell in order to break even.
11-across budget economy on the A380
Furthermore, Airbus made headlines at the Aircraft Interiors Expo 2015, when it showcased its mock-up for a proposed A380 11-abreast Budget Economy configuration. No A380 in service today has an 11-across configuration, and the company hopes to provide operates with the flexibility of stacking more seats together and thereby increasing the overall capacity of the aircraft.
Plotting down the next ten years of the superjumbo will be a daunting task, but if Airbus can generate new demand for the world’s largest passenger aircraft, the A380 could well become a more significant part of the aviation industry in the years to come.
For more information, visit airbus.com
Clement Huang
The A380
Since then, the superjumbo has amassed a total of 317 firm orders, with deliveries amounting to 156 aircraft. Gulf carrier Emirates remains the largest A380 operator with 59 superjumbos currently in service, and an additional 81 more on order.
Emirates – the largest A380 operator in the world
The development of the A380 was a turbulent one, with numerous delays stemming from wiring issues and manufacturing setbacks. Airbus was also forced to revise its delivery schedule and provide compensation to some 13 customers – all of whom decided to retain their orders.
A decade later, the company is only just about to break-even financially, and Airbus has struggled to attract new customers for the A380, leading chief executive Fabrice Bregier to suggest that the aircraft was introduced a decade too early.
The world watches on as the A380 takes flight
In many ways, the A380 is an aircraft of the future. With global travel ever increasing, many argue larger aircraft are neccessary to ease the strain on airports suffering from overcapacity.
Take British Airways for example. The carrier recently replaced three of its B747-400 daily flights from London to Los Angeles with two A380 services, without losing any overall capacity.
Business class cabin concept on the A380
However, when the very first passenger A380, nicknamed Superjumbo, finally entered service with Singapore Airlines in 2007, the world discovered the true benefits of the aircraft. Boasting a significantly quieter cabin, larger windows, bigger overhead bins, and of course the signature two-deck layout, the A380 is fast becoming a favourite for travellers.
British Airways A380
Yet, despite these benefits, the A380 has not been everyone’s cup of tea. Carriers such as Cathay Pacific and the big three US operators have decided against purchasing the superjumbo.
In an interview with the University of Pennsylvania, American Airlines (AA) chief executive William Douglas Parker gave his views on why the superjumbo has not been a success in North America: “The A380 is more suitable for the big-hub airports which are very tight on flying schedules. However, American airports are not that tight on flying schedules. For us, increasing aircraft use frequency is more effective than buying large planes”.
Douglas’ comments are illuminating, as flight frequency has proven to be an important factor for passengers. By offering multiple flight times, travellers benefit from increased flexibility and are thus able to schedule their travel conveniently.
One of the high-density routes here in Asia is Hong Kong to Singapore. Cathay Pacific (CX) and Singapore Airlines (SIA) alone operate 15 return daily nonstop services. While SIA flies the A380 once daily on the route, CX does boast more frequencies between the two cities. In particular, the Hong Kong-based carrier is the only one to offer a red-eye flight to Singapore – one that is attractive to business travellers who want to get a full day in the Lion City.
Ten reasons to love the A380
Another point of contention is the fuel efficiency of the A380, as the superjumbo only becomes a cost-saving aircraft at full capacity. Therefore, operators need to be careful about where and when it makes economic sense to deploy the A380.
Ultimately, many airlines have recognised the benefits of deploying smaller-sized aircraft on long-haul routes. The B787 and A350 aircraft are good examples of this – not only do they offer excellent fuel efficiency, but they also boast impressive range too. And of course, by operating smaller aircraft, carriers can also continue to offer attractive flight schedules to their customers too.
Ultimate luxury experience – The Residence on Etihad Airways' A380
So where does the future of the A380 lie? The world has already been wowed by the aircraft’s capabilities and the logical next step would be for Airbus to improve the economics of the superjumbo. The manufacturer is looking into the possibility of pursuing an A380neo (New Engine Option) project that would allow the A380 to be even more fuel-efficient and thus lower the number of seats airlines have to sell in order to break even.
11-across budget economy on the A380
Furthermore, Airbus made headlines at the Aircraft Interiors Expo 2015, when it showcased its mock-up for a proposed A380 11-abreast Budget Economy configuration. No A380 in service today has an 11-across configuration, and the company hopes to provide operates with the flexibility of stacking more seats together and thereby increasing the overall capacity of the aircraft.
Plotting down the next ten years of the superjumbo will be a daunting task, but if Airbus can generate new demand for the world’s largest passenger aircraft, the A380 could well become a more significant part of the aviation industry in the years to come.
For more information, visit airbus.com
Clement Huang 
