The A380-800 was built to accomidate an A380-900 without major complication, but it will be some time before Airbus offers such a variant. There is no projected launch timetable or customer, nor rumours that Airbus will begin offering the A389 in the immediate future.
EK and VS have both stated they will be interested when an A389 is offered, but Airbus has other priorities at the moment.
Kaitak From Ireland, joined Aug 1999, 12745 posts, RR: 34
Reply 5, posted (9 years 3 months 2 days 7 hours ago) and read 5940 times:
Yes, Airbus's main objective must now be to develop a midsize long hauler to take on the 777; the 350 will suit that up to a point, but Airbus will need to look beyond that. It must learn lessons from what is happening right now; the A320 family has undoubtedly been a success, so too the A330 and I'm sure the 380 will be, but the A340 ... oh, dear. Still, it's not a complete loss and the enhanced model may well sell more, but the 777 is clearly racing ahead.
The A350 will probably sell quite a few more, but it will be a stopgap aircraft, before the arrival of the new generation of long hauler; the A320 will over 20 years in production by the end of the decade and while the 737 soldiered on for forty and has done reasonably well ( ), Boeing is expected to launch a new short hauler in about 2012, so that means Airbus will have quite a challenge on its hands.
Some say the A380-800 is actually a shortened fuselage of what Airbus intends to be the core of the A380 family, the -900. Although EK has expressed an interest, as has VS, I don't think the market is quite ready yet; however, if oil prices rise considerably and if Airbus can offer this aircraft with a very significant economic advantage, then airlines may well look at it. Personally, I can't wait, but the industry certainly can.
Airbazar From United States of America, joined Sep 2003, 8842 posts, RR: 10
Reply 6, posted (9 years 3 months 2 days 7 hours ago) and read 5940 times:
Actually if I'm not mistaken, the A380-800 is a shortened version of the "real" A380. From what I heard, Airbus was afraid that the A380 as originally planned would be too much airplane and doom the project from the very begining so they opted to launch a shortened version first.
EK has already said that if the A380-900 was available today they'd exchange all their -8 orders for -9's. We'll have to wait and see what the future holds. My guess is that as soon as delivery spots open up, they'll start putting out the -9 for EK, if they still want it.
PM From Germany, joined Feb 2005, 7058 posts, RR: 63
Reply 10, posted (9 years 3 months 2 days 6 hours ago) and read 5789 times:
Quoting Zvezda (Reply 8): No, an A380-900 is not planned. It is only hypothesized. Someday, Airbus may plan and eventually produce one, but I doubt it.
Of course it's planned. It has been ever since it was the A3XX-200 (and what became the -800 was the -100). FedEx want it; EK want it and I suspect Airbus know that it's only with the -900 that they'll really have an aircraft that finally leaves the 747 behind. It'll be built. I have no doubt of that. Airbus won't make money with the -800 alone.
Lehpron From United States of America, joined Jul 2001, 7028 posts, RR: 20
Reply 12, posted (9 years 3 months 2 days 5 hours ago) and read 5637 times:
Put it everything above another way: The only reason A388's wing is so big because of the future stretch version, regardless of the supposed weight issues the future machine will face.:D What would it approach, 1.4 million lbs?
The meaning of life is curiosity; we were put on this planet to explore opportunities.
You don't, but then again, Boeing only launched the 767-400 to replace Delta's L1011s and Continental's DC-10s (which accumulated a combined order total of only 37 between the two). Why? R&D costs for a stretch and minor flight deck upgrades to the existing model, for all intents and purposes, was nil. Any additional orders would have just been icing on the cake.
If Airbus built the A380-800 to accomodate the 900 without major complication, then a launch specifically for EK should not be a stretch of the imagination (no pun intended), as the R&D costs should easily be consumed by an order conversion.
"About the only way to look at it, just a pity you are not POTUS KFLLCFII, seems as if we would all be better off."
A350 From Germany, joined Nov 2004, 1107 posts, RR: 22
Reply 19, posted (9 years 3 months 2 days ago) and read 5030 times:
Quoting Gigneil (Reply 18): The Trent 1000 is mostly based on the Trent 900's improvements. Engine Alliance has said that they will GEnx the GP7200 as the technology becomes available.
RR and GE have promised SFCs of 0,50 for the Trent 1000 and GeNX. Is the Trent 900 already so near to that? And what about the GP7200? There must be a reason that EA is speaking about GeNXing them, but I can't imagine they are inferior to the Trents.
Quoting Bomber996 (Reply 16): What Airbus should do is offer the GEnx and Trent 1000 on the A380.
I'm thinking the same, however with the Trent 1700s because they have bleed air. The A388 should become a few percent more efficient. And these engines should even allow for a shrink with comparable seat capacity and trips cost than the 748, but more floor area and range.
A388 From Netherlands Antilles, joined May 2001, 10144 posts, RR: 15
Reply 21, posted (9 years 3 months 1 day 22 hours ago) and read 4291 times:
I never thaught of that but it sounds like a nice idea to use GENx engines on the A380. It would make the aircraft more competitive I guess we'll just have to wait and see. As for the A320 replacement or new generation, Airbus can be an important step ahead if they would come with an all-new A320 based aircraft before Boeing comes with a new replacement for the 737. Boeing has the advantage that they already have the technology available (787 technology) but this technology needs to prove itself as well. This might give Airbus a bit more time to design a new aircraft as well. The A350 will not sell that much as I still see it as a A330 upgrade, nothing more, nothing less. If Airbus can pull off a true new generation of aircraft to compete with the 777 and 787 this would give Airbus more potential as well.
Quoting AviationNow: Airbus is now giving more hints about the next A380 variant, the extended-range A380-800R. The A380F freighter is following about two years behind the basic aircraft: major assembly will start in the third quarter of next year, the first of two development aircraft is due to fly in mid-2007, and certification is set for April 2008. New A380 versions will follow every two to three years, says Champion.
Improvements for the freighter - including more advanced materials to increase payload and a higher gross weight - will form the basis of the A380-800R extended-range version, to appear in 2010-2011. This in turn could pave the way for the A380-900 stretched version by 2014.
A360 From Portugal, joined Jun 2005, 434 posts, RR: 8
Reply 24, posted (9 years 3 months 1 day 19 hours ago) and read 3636 times:
Quoting A388 (Reply 21): The A350 will not sell that much as I still see it as a A330 upgrade, nothing more, nothing less.
We shall see that.
Nothing more than an A330 upgrade? Like the 737NG was nothing more than a 737classic upgrade? Well, I must say the 737NG (30+ years old design) sold/is selling very well, even in pair with a much more modern designs aircraft: the A320.
the A350 may or may not sell very well.... but the warmed up 330 excuse is not what is going to make the diference... if it's a warmed up 330 with a great efficiency, then airlines will love it.
Quoting Abba (Reply 22): Improvements for the freighter - including more advanced materials to increase payload and a higher gross weight - will form the basis of the A380-800R extended-range version, to appear in 2010-2011. This in turn could pave the way for the A380-900 stretched version by 2014.
Will the A380-800RF be a good freighter aircraft for the mainline freighter carriers?
: A360, yes, I refer to the 2nd cargo version not the 1st one.
: You are really quick with your thoughts. Nobody knows really how air traffic will grow in the future. Nobody can tell us if a A389 will be successful
: You're right, DFW, on all counts. The capability for the A389 is definitely designed into the A380 baseline - always has been, right from the start.
: We can't neglect the requirements for doing the airco for 800 passengers & heating some food around dinner time, while watching the latest blockbuste
: That seems to be an odd way of doing business. You're right that research and development costs would be nil, but I'm hard pressed to understand why
: This has been discussed here ad nauseam. It's a myth that Boeing designed and built the 764 for just two customers. The archives contain lots of stat
: The robust sales were supposed to come from Continental & Delta, *gasp*, the two airlines that pushed Boeing into producing the 767-400. When they di
: Well, yeah, the 737NG is a 737 upgrade, that is why the 737 name was kept. Nothing wrong with calling the A350, a A330 upgrade, that would be conside