Airbus A380
From Free net encyclopedia
The Airbus A380 is a double-decker, four-engined airliner manufactured by Airbus S.A.S. It first flew on April 27 2005 from Toulouse, France. Commercial flights should begin in late 2006 after 15 months of testing, with the delivery of the first aircraft to launch customer Singapore Airlines. During much of its development phase, the aircraft was known as the Airbus A3XX, and the nickname Superjumbo has become associated with the A380.
The A380 is the largest passenger airliner in the world, topping the Boeing 747, which was the largest for 35 years. The single Antonov An-225 in service retains the record of being the world's largest commercial aircraft, although it only takes about 80 passengers. Image:1er vol de l' A380.jpg
Contents |
Design
The new Airbus is currently sold in two versions. The A380-800 can carry 555 passengers in a three-class configuration or up to 853 passengers in a single-class economy configuration. Expected range for the -800 model is 15,000 km (8,000 nautical miles). The second model, the A380-800F freighter, will carry 150 tonnes of cargo 10,400 km (5,600 nautical miles). The A380-900 is a proposed stretch variant, for which the A380's wing was originally designed.
Cockpit
Image:A380.flightdeck.750pix.jpg Airbus made the cockpit layout, procedures and handling characteristics similar to those of other Airbus aircraft to reduce crew training costs. Accordingly, the A380 features an improved glass cockpit, and fly-by-wire flight controls linked to side-sticks.
The improved cockpit displays feature eight 15-by-20 cm (6-by-8-inch) liquid crystal displays, all of which are physically identical and interchangeable. These comprise two Primary Flight Displays, two navigation displays, one engine parameter display, one system display and two Multi-Function Displays. These MFDs are new with the A380, and provide an easy-to-use interface to the flight management system—replacing three multifunction control and display units. They include QWERTY keyboards and trackballs, interfacing with a graphical "point-and-click" display navigation system.
Engines
Either the Rolls-Royce Trent 900 or Engine Alliance GP7200 turbofans may power the A380. Both are derived from predecessors available on the 777. The Trent 900 is the scaled version of the Trent 800 but incorporating sweptback fan and counter-rotating spools of the stillborn Trent 8107. The GP7200 has GE90 derived core and PW4090 derived fan and low-pressure turbo-machinery. The Trent 900, the launch engine, initially gained most sales. However, the Engine Alliance GP7201 sales have grown, and now roughly match those of the Trent 900.
Technological features
When the 747 replaced the Douglas DC-8 as the biggest airliner, the technology used was essentially similar (similar flight controls, hydraulics, electrics and avionics) but scaled up for the size. The same however cannot be said about the A380 and the 747-400. As compared to the Boeing 747 the colossal size of the A380 requires novel approaches to application of technologies, especially for weight saving purposes, in order for it to meet its performance guarantees. Many of the technologies first used here may later be used by other jetliners as operational experience is accumulated.
Materials
The new material GLARE (GLAss-REinforced fibre metal laminate) is used in the upper fuselage and on the stabilizers' leading edges. This aluminium-glass-fibre laminate is lighter and has better corrosion and impact resistance than conventional aluminium alloys used in aviation. Unlike earlier composite materials, it can be repaired using conventional aluminium repair techniques.
Carbon-fibre reinforced plastics, glass-fibre reinforced plastic and quartz-fibre reinforced plastic are also used extensively in wings, fuselage sections and on doors. The A380 is the first time that carbon fibre has been used to make the central wing box of a commercial airliner. Thermoplastics are used in the slats’ leading edges. <P> Newer weldable aluminium alloys are also used. This enables the widespread use of laser welding manufacturing techniques - eliminating rows of rivets and resulting in a lighter, stronger structure. While Airbus intended to use GLARE across its future product line, Boeing's decision to go all-composite with its 787 has forced Airbus to choose a similar path with new materials on its A350.
Advanced avionics architecture
Integrated Modular Avionics (IMA)<h5> IMA, first used in advanced military aircraft such as F-22 Raptor and Eurofighter Typhoon, is the main avionics architecture. It is based on commercial off-the-shelf (COTS) design. Many previous dedicated single-purpose avionics computers are replaced by dedicated software housed in onboard processor modules and servers. This cuts the number of parts as well as providing increased flexibility without resorting to customised avionics. This reduces costs, and benefits from the cheaply commercially available computing power. <h5>Avionics Full Duplex Switched Ethernet (AFDX)/ ARINC 664
The avionics data communication networks employed is switched-Ethernet based AFDX following the ARINC 664 specifications. Together with IMA, the A380 avionics is very highly networked. The data networks are switched full-duplexed star-topology and based on 100baseTX fast-Ethernet. This reduces wires required as well as eliminating latency. The standard is based on widely approved and adopted standards like Ethernet (IEEE 802.3) and IP/UDP (Internet Protocols). This architecture is significantly more advanced than the bus-topology based ARINC 629 used in Boeing 777.
Network Systems Server (NSS)
The NSS is the heart of A380 paperless cockpit. It eliminates the bulky manuals and charts traditionally carried by the pilots. The NSS has enough inbuilt robustness to do away with onboard backup paper documents. The A380's network and server system stores data and offers electronic documentation, providing a required equipment list, navigation charts, performance calculations, and an aircraft logbook. All will be accessible to the pilot from two additional 27 cm (11 inch) diagonal LCDs. Each is controlled by its own keyboard and control cursor device mounted in the foldable table in front of each pilot.
Power-by-wire flight controls
Power-by-wire flight controls actuators are used for the first time in civil service. They function as ultimate flight control backups for the A380. In some conditions they help the primary flight controls during certain manoeuvres. They have self-contained hydraulic and electrical power supplies. They are used as electro-hydrostatic actuators (EHA); used in the aileron and elevator and as electrical backup hydrostatic actuators (EBHA) for the rudder and some spoilers.
350 bar (35 MPa) hydraulic system
This is an improvement over the typical 207 bar (20.7 MPa or 3,000 psi) system found in other commercial aircraft since the DC4 Skymaster in 1942. First used in military aircraft like V-22 Osprey and F/A-18 Hornet, the use of a higher pressure reduces the size of pipelines, actuators and other components for overall weight reduction. The 350 bar (35 MPa or 5,080 psi) pressure is generated by 8 de-clutchable hydraulic pumps. Pipelines are typically made from titanium and the system features both fuel and air-cooled heat exchangers. The hydraulics system architecture also differs significantly from other airliners. Self-contained electrically-powered hydraulic power packs, instead of secondary hydraulic system, are the backups for the primary systems. This saves weight and reduces maintenance.
Electrical generation
The A380 uses four 150 kVA variable-frequency generators eliminating the constant speed drives for better reliability. The A380 uses aluminium power cables instead of copper for greater weight savings due to the number of cables used for aircraft of this size and complexity. The electrical power system is fully computerized and many contactors and breakers have been replaced by solid-state devices for better performance and increased reliability.
LED and High Intensity Discharge (HID) lighting
The A380 features a bulbless illumination system. LEDs are employed in the cabin, cockpit, cargo and other fuselage areas. The cabin lighting features programmable multi-spectral LEDs capable of simulating the cabin ambience illumination from daylight to night and various shades in between. HID lighting is used externally giving brighter, whiter and better quality lights. The two technologies used are far superior to the incandescent light bulb in terms of brightness and service life.
Electrical thrust reversers
Thrust reversers are one of the items that are often faulty in service. The A380 was initially planned to do away with thrust reversers as it has more than enough braking capacity. The FAA disagreed and Airbus elected to fit the 2 inboard engines with them. The A380 features electrical actuated thrust reversers. This gives better reliability than their pneumatic or hydraulic equivalents beside saving considerable weight.
Amenities
Initial publicity stressed the A380's space and comfort, allowing for relaxation areas, bars, duty free shops and the like. The only A380 customer likely to use this configuration is Virgin Atlantic Airways, which has a bar in Business Class on most of its newer airliners and announced plans to include casinos on their A380s. Similar items were proposed in the past when large aircraft were announced, but airlines have always opted for more seats to lower ticket costs. Given the history of the airline industry, the A380 will significantly expand the improvements that the 747 made—more seats and lower seat-distance costs - while providing wider seats and better amenities. With 555 passengers, the A380 represents a 35% increase over the 747-400 in standard three-class configuration, along with a nearly 50% larger cabin volume - meaning much more space per passenger.
Some airports have planned terminal reconfigurations to facilitate loading and unloading from the A380's double-decker design.
Construction
Airbus operates 16 manufacturing sites all in Europe except for some wing component manufacture by IPTN an Indonesian aircraft manufacturer. The European manufacturer will produce most of parts for the new A380 airliner.
First, the front and rear sections of the fuselage are loaded on an Airbus RORO ship, Ville de Bordeaux, in Hamburg, northern Germany, whence they are shipped to the United Kingdom. There the huge wings, which are manufactured at Filton in Bristol and Broughton in north Wales, are transported by barge to Mostyn docks, where the ship adds them to its cargo. In Saint-Nazaire, western France, the ship trades the fuselage sections from Hamburg for larger, assembled sections, some of which include the nose. The ship unloads in Bordeaux. Afterwards, the ship picks up the belly and tail sections by Construcciones Aeronáuticas SA in Cadiz, southern Spain, and delivers them to Bordeaux. Doors were specially made by Hindustan Aeronautics Limited in Bangalore, India.
From there, the A380 parts are transported by barge to Langon, and by road to an assembly hall in Toulouse. New wider roads, extra canal systems and barges were developed to deliver the massive A380 parts. After assembly, the aircraft are flown to Hamburg to be furnished and painted. Final assembly began in 2004, with first aircraft (MSN001) displayed in January 2005.
History
Image:A380 Reveal 1.jpg Image:A380 Reveal 2.jpg Before starting the A380 project, both Airbus and Boeing had focused on cornering the very-large-airliner market. Airbus and Boeing had worked together on a study investigating a 600+ seat aircraft called the Very Large Commercial Transport. Although both manufacturers issued various statements, the unspoken consensus was that there was probably room for only one maker to be profitable in the 600 to 800 seat market segment. Both knew the risk of splitting a niche market; the simultaneous debut of the Lockheed L-1011 and the McDonnell Douglas DC-10 had demonstrated this: either aircraft could technically fill the gap between the Douglas DC-8 and the Boeing 747, but the market could only sustain one of the two and eventually Lockheed left the civil airliner market. However, Airbus and Boeing decided to enter the new 600 seat market each in their own ways.
Boeing had the upper hand. The 747, though designed in the 1960s, was popular and larger than Airbus' largest jet, the A340. For many airlines, the extra size of the 747 made it a "must buy" for their highest density routes, and the lower costs of a common fleet led carriers to buy additional Boeing aircraft. Boeing was considering a New Large Aircraft to replace the 747, and acquired McDonnell Douglas and their cancelled MD-12 design. Boeing also studied the concept of the 747X, a version of the 747 with the forebody "hump" extended towards the rear for more passenger room before dropping the concept in favour of the 747 Advanced, a similar design to the 747X that was announced as the 747-8 Intercontinental on November 14, 2005 with a seating capacity of around 450 passengers to compete with the A380.
Development of the "A3XX" began in June 1994. In 2001 it was re-christneed as the "A380," with the announcement of Singapore Airlines as the launch customer.
Development
After years of research, Airbus decided to proceed with the €8.8 billion A380 project in 1999, the final budget settling at about € 12 billion. The double-decker layout would provide higher seat capacities, and hence cost savings, than a traditional design.
The A380's wing has been designed to cope with a Maximum Take-Off Weight (MTOW) of 590 t, albeit with some strengthening required, allowing for a future stretch. The stronger wing (and structure) is used on today's freighter version, the A380-800F. This approach sacrifices some fuel efficiency on the initial passenger model but the sheer size of the aircraft coupled with the significant advances in technology over the years should provide lower operating costs per passenger than all currently produced 747 variants (Boeing claims the 747-8 has a lower CASM.)<ref name="fi_20050614">Supplemental. Flight International. June 14, 2005-June 20, 2005.</ref>
First flights
The first A380 prototype, serial number 001, was unveiled during a ceremony in Toulouse, on January 18, 2005. It has the French registration F-WWOW. The maiden flight took place at 8:29 UTC (10:29 a.m. local time), April 27 2005. The prototype departed runway 32L of Blagnac International Airport in Toulouse, France with a flight crew of six, carrying 22 short tons (20 metric tons) of flight test instrumentation and water ballasts.
The crew consisted of French test pilots Jacques Rosay (captain for the take-off and the initial part of the test flight) and Claude Lelaie (captain for the second part of the test flight including the landing). Engineers included three flight test engineers (Spanish, French, and German), and one French test flight engineer. With the recent Franco-German controversy over the leadership of EADS still fresh in mind, Airbus issued a statement to make it clear that the crew had been chosen based not on nationality but competence.
The take-off weight of the aircraft was 421 tonnes (464 short tons), or about 75 % of its maximum take-off weight for commercial flights. This was the heaviest take-off weight of any passenger airliner ever created.
After take-off, the jet headed west toward the Bay of Biscay, then south over the northern Pyrenees mountains and concluded with a low altitude fly-by over the town of Toulouse. The 233 minute flight involved conducting tests on its engines, hydraulics and electronics, while the on-board test equipment recorded measurements for 150,000 different parameters and sent data back to computers on the ground.
Airbus initially planned about 15 months of flight testing, but shortly after the first flight they acknowledged that the airplane would not be ready for formal certification and commercial use until near the end of 2006, resulting in delays of 6 months or more for initial contracted deliveries.
On October 18, 2005, the second A380 took to the skies. The flight, taking off and landing at Toulouse, was to test performance at cruising height and fuel consumption of the Rolls Royce Trent 900 engines.
In November, 2005 the third A380 took off for the first time in Toulouse.
In mid-November, 2005, the A380 embarked on a tour of South-east Asia and Australia, partly as a promotion, and partly as part of its long-haul flight testing. The aircraft flew from Singapore to Brisbane on the 12th, then on to Sydney on the 13th, performing a public flypast over the harbour on its arrival. The plane then flew to Melbourne on the 14th and returned to Brisbane for Qantas' 85th anniversary celebration on the 15th. John Travolta, who is Qantas' ambassador, was present at the celebration and managed to take the A380 on a joy ride from Brisbane Airport, flying over the Gold Coast and back. Following the celebrations, the A380 flew to Kuala Lumpur on the 16th before returning back to France on the 17th. On these flights, colours of various airlines were applied - Singapore Airlines, Qantas and Malaysia Airlines- in addition to the house colours.
On November 19, 2005 an A380 flew in full Emirates colors at the 2005 Dubai air show, giving 450 VIP passengers a ride as it flew low over the Dubai waterfront.
The A380 made its first transatlantic flight, to José María Córdova International Airport of Medellín Colombia, on 10 January 2006 to test engine performance at high airport altitude.
Image:AirbusA380SIA.JPG An Airbus A380 arrived in Iqaluit, Nunavut, in the Canadian Arctic, for cold-weather testing, February 6, 2006. This was its first arrival in North America and marked a major advance for Nunavut as a site for cold-weather aircraft testing. (CBC) Unfortunately, the weather did not cooperate and testing was not completed. The same Airbus A380 then flew to Singapore in Singapore Airlines livery to participate in the static and flying displays at the Asian Aerospace 2006 exhibition. It made a short refuelling stop at Airbus headquarters in Toulouse, France. In February 2006 the 4th aircraft (registration F-WWSD, joined F-WXXL, F-WWDD and F-WWOW) A380 flew for the first time.
Evacuation certification
On March 26, 2006, the A380 underwent evacuation certification in Hamburg, Germany. The test, which was done to meet regulatory requirements, involved evacuating 853 passengers and 20 crew from the aircraft with 8 of the 16 exits blocked within 90 seconds. A spokesman for Airbus described the evacuation test as "a very great success". One man suffered a broken leg and 30 others received minor injuries, although such injuries are usually expected during aircraft evacuation tests.<ref name=""guardian_20060327">"Panicky scramble to evacuate A380 'a great success'." Clark, A. and Gow, D. The Guardian. March 27, 2006</ref>
On March 29 2006, the A380 received the European Aviation Safety Agency (EASA) and the United States Federal Aviation Administration (FAA) approval to carry 853 passengers, indicating that the evacuation trial had met their certification standards.<ref name="evac-flight">"Pictures: Airbus A380 clears European and US certification hurdles for evacuation trial." Flight International. March 29, 2006</ref>
Orders
Sixteen airlines have ordered the A380 as of April 6, 2006, including an order from AIG's aircraft leasing unit, ILFC. Currently, A380 orders stand at 159, including 27 freighter versions. Break-even is estimated to be at 250 to 300 units. Former Airbus CEO Noël Forgeard stated he expects to sell 750 of the aircraft. Official list price stands at US$295 million per unit. Carriers often receive large discounts for volume or early purchases.
Delivery
Airbus has not publicly announced delivery dates, though they notified airlines in June 2005 that delivery would be delayed by up to six months, which means Singapore Airlines will receive the first A380 in the fourth quarter of 2006, with Qantas getting its first delivery in April 2007 and Emirates receiving aircraft before 2008.<ref name="gulfnews_20060504" /> The new plane's entry into service, first with Singapore Airlines, will take place between London Heathrow and Sydney via Singapore from late 2006. Subsequent routes by Singapore Airlines may include the Singapore - San Francisco route via Hong Kong, as well as direct flights to Paris and Frankfurt. Qantas Airways has also announced it will use the A380 on its Los Angeles to Sydney to Melbourne route.
Airbus says it eventually will deliver four planes a month.
Criticism
Several technical concerns about the A380 have arisen, fueling criticism of the aircraft and its safety. As type certificate requirements for A380 are laid down by both EASA and FAA, Airbus has said that it will address these concerns as required.
Cabin pressurization
Joseph Mangan, a former employee of TTTech, has claimed the company's contribution to the A380 is severely flawed.<ref name="st_20051002">"A380 jet flawed, fired worker alleges." Pae, P. The Seattle Times. October 2, 2005.</ref> TTTech supplies components for the A380's cabin-pressurization system; Mangan has stated that the combination of TTTech's microprocessor and a new architecture of valves could cause the A380 to undergo rapid decompression. This sudden drop in cabin pressure could cause the flight crew to lose consciousness and pose a major hurdle to safe flight.
This allegation has been strongly rejected by both TTTech<ref name="ttech_denial">"TTTech defends against false allegations. These allegations were made by a dismissed former employee one year ago and have been proved to be wrong." Official TTTech press release. October 6, 2005.</ref> and EADS. Additionally, Boeing has said they are unaware of any problems with TTTech's chips.<ref name="lat_20050927">"A Skeptic Under Pressure." Pae, P. The Los Angeles Times. September 27, 2005.</ref> An Austrian court has fined Mr. Mangan for violating the court's preliminary injunction regarding discussion of his allegation pending court cases.
Ground operations
Early critics claimed that the A380 would damage taxiways and other airport surfaces. However, the pressure exerted by its wheels was lower than that of a 747 because the A380 has more wheels than the 747 (22 wheels in the A380 compared to 18 wheels in the 747). Airbus tested this using a special ballasted rig which included as many wheels as the A380 would use, in the same position as those from the landing gear. The rig, weighing 540,000 kg (540 metric tons), was towed up and down of Airbus' facilities at Toulouse and after each pass the ground was carefully inspected.
Another criticism is that the A380, with a longer wingspan than a 747, will require the repositioning of taxiways so as to allow two of these aircraft to maintain safety distances when passing each other on, for example, a runway and an adjacent taxiway.
Current FAA regulations for Group 6 aircraft (including the A380) require 60 meter (200 foot) wide runways while the large majority of the airports they are expected to operate from have 45 meter (150 foot) wide runways. Airbus expects that this requirement will be waived prior to the entry of the A380 into service.
As of late 2005 there are concerns that the jet blast from the A380's engines could be dangerous to ground vehicles and airport terminal buildings, as more thrust is required to move its substantial bulk. The American FAA has established a commission<ref name="forbes_20051005">"Airbus A380 faces dispute with US aviation officials - report." Kjetland, R. Forbes. October 5, 2005.</ref> to determine if new safety regulations seem necessary, and will make appropriate recommendations to the ICAO. According to The Wall Street Journal 'The debate is supposed to be entirely about safety, but industry officials and even some participants acknowledge that, at the very least, an overlay of diplomatic and trade tensions complicates matters.' The FAA commission has stated they will not enact unilateral safeguards for the A380, only those imposed by the ICAO.<ref name="aeronews_20051007">"FAA: Wake Turbulence Rules May Have To Be Rewritten." Aero-News.net. October 7, 2005.</ref>
Wake turbulence
All aircraft produce wingtip vortices during flight, contributing to wake turbulence, which are strongest during flight envelopes involving high thrust, high angles of attack, and under-clean configurations, such as departures. Many airliners already in service produce extremely large and powerful wakes, which are dangerous to lighter following aircraft. Airspeed, weight, wingspan, and flap and gear deployment all affect the strength of these vortices, which is "proportional to aircraft weight and inversely to aircraft speed and wing span".<ref name="mit_wake_study">"Proceedings of the 11th Conference on Aviation, Range and Aerospace Meteorology, Hyannis, MA 2004." Cole, R. E. and Winkler, S. MIT Lincoln Laboratory.</ref> Aircraft operating below 10,000 feet are limited to 460 km/h (250 knots), and until just before landing are in a clean configuration (flaps and gear retracted). Weight and wingspan are therefore the primary factors affecting vortex strength. The A380, at 560,000 kg, is 36% heavier than the 747-400ER's 412,000 kg<ref name="bca_744_specs">747 specifications." Boeing Commercial Airplanes.</ref>, but its 79.8 m span is 24% wider than the 747ER's 64.4 m. At weights equal to the 747, the A380 will therefore produce weaker vortices. However, at Maximum Take-Off Weight, notwithstanding other aerodynamic improvements (which Airbus claims to have implemented<ref name="eu_wake_study">"Wake Vortices of the Airbus A380 and its effect on buildings in Neuenfelde and the vicinity of the Hamburg-Finkenwerder factory airfield." Die Arp-Schnitger-Orgel.</ref>), the turbulence will be stronger.
Modern aerodynamics can potentially reduce the effect. Research in the 1970s demonstrated that some wingtip vortex control concepts (winglets, for example), while reducing cruise vortices and drag, did not have a significant effect on vortex strength during the landing phase. Though it is not clear whether wingtip fences were ever tested, this research (and more recent studies) did identify several promising alternatives.<ref name="nasa_wake_study">"Concept to Reality: Wake-Vortex Hazard." Langevin, G. S. National Aeronautics & Space Administration. October 17, 2003.</ref>
In 2005 ICAO recommended that operational separation criteria for the A380 be substantially greater than for the 747 because “Flight test data has raised concerns about horizontal and vertical wake turbulence spacing criteria for approach, landing, departure and en route A380 operations.” and “Analysis indicates that A380 wake vortices will descend further and be significantly stronger at 1,000 feet below the generation altitude than for other aircraft in the heavy wake turbulence category.” Greater aircraft separation on approach would reduce the frequency of aircraft landings, which would reduce the efficiency of the aircraft. Further flight testing will show how powerful the vortices created by the A380 really are; if they are larger than existing aircraft vortices (notably by the Boeing 747).
Orders connected to non-aviation business
Airbus gained an order from Thai Airways International to buy 6 A380s, reportedly as part of a trade deal in exchange for Thailand avoiding EU fishing tariffs. This was following the tsunami disaster in December 2004. The unconfirmed story brought outrage and embarrassed the European Trade Commissioner.<ref name="scotsman_20050119">"Tsunami-hit Thais told: Buy six planes or face EU tariffs." Nelson, F. The Scotsman. January 19, 2005.</ref>
Specifications
Image:Giant Plane Comparison.png
General characteristics
(800F Freighter in brown)<ref name="a380_specs">A380 specifications. Airbus.</ref>
- Flight crew: 2
- Capacity: 555 in 3 classes or 850 passengers in 1 class, with up to 66.4 tonnes (146,400 lb) of cargo in 38 LD3s or 13 pallets
- 152.4 tonnes (336,000 lb) of cargo (158 t option)
- Powerplant: 4×311 kN (70,000 lbf) turbofans. Either Rolls-Royce Trent 900 or Engine Alliance GP7200
- 4×340 kN (76,500 lbf)
Dimensions
- Length: 73 m (239 ft 6 in)
- Wingspan: 79.8 m (261 ft 10 in)
- Height: 24.1 m (79 ft 1 in)
- Wing area: 845 m² (9,100 ft²)
Weights and fuel capacity
- Typical Operating Empty Weight: 276,800 kg (610,200 lb)
- 252,200 kg (556,000 lb)
- Maximum takeoff: 560,000 kg (1,235,000 lb)
- 590,000 kg (1,300,000 lb)
- Maximum fuel: 310,000 litres (81,890 US gal)
- 310,000 l (352,000 l option)
Performance<h3>
- Normal cruise speed: 0.85 M (approx 902 km/h, 560 mph or 487 kt)
- Maximum cruise speed: 0.89 M
- Range: 15,000 km (8,000 nautical miles)
- 10,400 km (5,600 nmi)
- Service ceiling: 13,100 m (43,000 ft)
[edit]References
<references/>
[edit] Media
- 10,400 km (5,600 nmi)
<references/>
External links
- Official A380 site
- Airbusa380.com - Airbus A380
- Airliners.net - Airbus A380
- Aircraft-Info.net - Airbus A380
- Airbus and WTO
- How the Airbus A380 Works
- An article on the A380 at Aerospaceweb.org
- An article on A380 at Aerospace-Techonology.com
- A380 Pictures on Airliners.net
- Photo Gallery of the A380 in flight
- Photo Gallery of the A380 adventure (In French)
- The A380 at the Paris Air Show
Videos
- A 380 video on flight
- The development of the A380
- The A380 first flight
- The A380 being assembled in seven minutes
- First flight video (GFDL CC-BY-SA)
- RTÉ News report on the A380 reveal (REAL video)
Related content
Template:Giant aircraft Template:Commons Template:Wikinews
Template:Aircontent Template:Airbus aircraftTemplate:Link FA
ar:إيرباص آي380 be:Аэробус A380 bs:Airbus A380 cs:Airbus A380 da:Airbus A380 de:Airbus A380 eo:Airbus A380 es:Airbus A380 et:Airbus A380 fi:Airbus A380 fr:Airbus A380 gl:Airbus A380 he:איירבוס A380 hr:Airbus A380 hu:Airbus A380 id:Airbus A380 it:Airbus A380 ja:エアバスA380 ms:Airbus A380 nl:Airbus A380 nn:Airbus A380 no:Airbus A380 pl:Airbus A380 pt:Airbus A380 ru:Airbus A380 sr:Ербас А380 sv:Airbus A380-800 th:แอร์บัส เอ 380 tr:Airbus A380 uk:Аеробус A-380 zh:空中客车A380