Consolidated "Airbus 380 - problems and discontinuation" thread
#31
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The fact that no US carrier has signed on to the A380 - with their woebegone service and preference for Boeing - makes me more sure that the A380 is a success. It's a great plane. Quiet. Well kitted out by most airlines and above all new. I have only had great experiences on it and I'll tune my schedule to make sure I fly on it.
#32
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The fact that no US carrier has signed on to the A380 - with their woebegone service and preference for Boeing - makes me more sure that the A380 is a success. It's a great plane. Quiet. Well kitted out by most airlines and above all new. I have only had great experiences on it and I'll tune my schedule to make sure I fly on it.
#33
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What always seems to be missing from this conversation is the infrastructure costs associated with retrofitting existing facilities at airports. I haven't read or worked up a cost-benefit analysis of doing these types of airport improvements, so I'm not saying it's a bad investment. Still, the A380 comes with extra costs to the public entities that run airports here in the US.
I never understood the mindset of the A380 designers with regard to this issue. Standardization exists for a reason. A car maker would never design a vehicle that is wider than the generally accepted width of traffic lanes.
I never understood the mindset of the A380 designers with regard to this issue. Standardization exists for a reason. A car maker would never design a vehicle that is wider than the generally accepted width of traffic lanes.
Last edited by geminidreams; Aug 11, 2014 at 12:04 am
#34
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As I understand it the way Airbus' loans work, they really aren't on the hook financially; so financially no.
As marketing buzz, I do think so. Very expensive marketing but seems to be successful in terms of passengers/travelers noticing and Airbus orders--although that may be coincidence not correlation.
As marketing buzz, I do think so. Very expensive marketing but seems to be successful in terms of passengers/travelers noticing and Airbus orders--although that may be coincidence not correlation.
Last edited by rayikes; Aug 11, 2014 at 1:18 am Reason: error
#35
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The truth of the matter is that there is a small but crucial market for very large capacity aircrafts to fly some trunk routes, and the A380 is capturing the vast majority of that market. As noted by AddictedTraveller, the A380 is not competing with the 787 (that is the A350's job) and the likes but with the ex-744 and now 748, and is slowly ruining the Boeing market share in that small but important segment.
It is also an excellent plane, airlines are happy with it are as customers.
#36
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Also worth mentioning that the US/Canada is not a typical airline market as the domestic portion is so huge as to support multiple hubs. As most nations' airlines are based in a single city, the A380 will make more sense in a more concentrated hub rather than the spiderweb hub and spoke system that is the US market as a result of lots of geography in the domestic part.
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#39
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The fact that no US carrier has signed on to the A380 - with their woebegone service and preference for Boeing - makes me more sure that the A380 is a success. It's a great plane. Quiet. Well kitted out by most airlines and above all new. I have only had great experiences on it and I'll tune my schedule to make sure I fly on it.
#40
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Also worth mentioning that the US/Canada is not a typical airline market as the domestic portion is so huge as to support multiple hubs. As most nations' airlines are based in a single city, the A380 will make more sense in a more concentrated hub rather than the spiderweb hub and spoke system that is the US market as a result of lots of geography in the domestic part.
#41
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I would say that the A380 does fulfill it's niche well, but there are still many airlines that prefer frequency over capacity.
For HKG-LHR, BA flies an A380 and a 777 within minutes of each other, arriving at a prime AM slot at heathrow. On the return, the flights are staggered a few hours apart from each other. Partner CX flies 4-5x per day 77Ws but staggered throughout the day. CX has a higher unit cost compared with BA, but also gets to charge a premium for the more flexible schedule.
Although the A380 is a low CASM plane - the 77W is pretty efficient as well, which has likely hurt A380 sales.
For HKG-LHR, BA flies an A380 and a 777 within minutes of each other, arriving at a prime AM slot at heathrow. On the return, the flights are staggered a few hours apart from each other. Partner CX flies 4-5x per day 77Ws but staggered throughout the day. CX has a higher unit cost compared with BA, but also gets to charge a premium for the more flexible schedule.
Although the A380 is a low CASM plane - the 77W is pretty efficient as well, which has likely hurt A380 sales.
#42
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There will be a niche for the A380 especially on long haul premium routes where the likes of SQ can put suites etc.
#43
For those who have flown on the Dreamliner... one of its selling points was the pressurization and humidity control and how it makes passengers less fatigued after the trip. How does the pressurization and humidity compare to the A380? I flew on the A380 on two legs recently (one 12 hours, one 5 hours) and the 747 (13 hours) and I must say, the 747 air was very very dry...
#44
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You certainly wonder whether there are regrets in Europe over the A380 since it is driving the growth of EK in particular which is hurting the primary E.U. carriers. Maybe EK would still have grown at a similar rate but they would have been constrained a little more if the biggest plane they could fly was a 77W.
#45
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You certainly wonder whether there are regrets in Europe over the A380 since it is driving the growth of EK in particular which is hurting the primary E.U. carriers. Maybe EK would still have grown at a similar rate but they would have been constrained a little more if the biggest plane they could fly was a 77W.