Consegne e notizie sugli A380
- Autore Discussione DusCgn
- Data d'inizio
Airbus presents the A380plus
· Further increasing A380 efficiency and economics
· maintaining A380 unique comfort level
· New large winglets to provide up to 4 % fuel burn savings
· 13% cost reduction per seat versus current A380
Toulouse, 19 June 2017 - Airbus is presenting a development study for an enhanced A380, the “A380plus”. The study includes aerodynamic improvements in particular new, large winglets and other wing refinements that allow for up to 4% fuel burn savings. Added to an optimised A380 maintenance programme and the enhanced cabin features first shown at Aircraft Interiors Expo (AIX) in April, the overall benefit is a 13% cost per seat reduction versus today’s A380.
John Leahy, Airbus COO Customers, explains: “The A380plus is an efficient way to offer even better economics and improved operational performance at the same time.” John adds: “It is a new step for our iconic aircraft to best serve worldwide fast-growing traffic and the evolving needs of the A380 customers. The A380 is well-proven as the solution to increasing congestion at large airports, and in offering a unique, passenger-preferred experience. ”
The new winglets measure approximately 4,7 metres in height (an uplet of 3.5m, and a downlet of 1,2m). It is designed to improve aerodynamics and reduce drag.
The optimised cabin layout based on the ‘cabin enablers’ presented at Aircraft Interiors Expo (AIX), allows up to 80 additional seats[1] with no compromise on comfort: redesigned stairs, a combined crew-rest compartment, sidewall stowage removal, a new 9-abreast seat configuration in premium economy and 11-abreast in economy.
The A380plus will have an increased maximum take-off weight (MTOW) of 578 tonnes providing the flexibility of carrying up to 80 more passengers over today’s range (8,200nm), or flying 300nm further.
The A380plus features longer maintenance check intervals, a reduced six-year check downtime, and systems improvements, which will reduce maintenance costs and increase aircraft availability.
The A380 is the world’s largest, most spacious airliner that offers passengers the smoothest, quietest and most comfortable ride. With two full widebody decks, offering widest seats, wide aisles and more floor space, the A380 has the unique capability to generate revenue, stimulate traffic and attract the flying public, who can now specifically select the A380 when booking a flight via the iflyA380.com web site. Over 170 million passengers have already enjoyed the experience of flying on board an A380 today. Every two minutes, an A380 takes off or lands somewhere in the world.
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· Further increasing A380 efficiency and economics
· maintaining A380 unique comfort level
· New large winglets to provide up to 4 % fuel burn savings
· 13% cost reduction per seat versus current A380
Toulouse, 19 June 2017 - Airbus is presenting a development study for an enhanced A380, the “A380plus”. The study includes aerodynamic improvements in particular new, large winglets and other wing refinements that allow for up to 4% fuel burn savings. Added to an optimised A380 maintenance programme and the enhanced cabin features first shown at Aircraft Interiors Expo (AIX) in April, the overall benefit is a 13% cost per seat reduction versus today’s A380.
John Leahy, Airbus COO Customers, explains: “The A380plus is an efficient way to offer even better economics and improved operational performance at the same time.” John adds: “It is a new step for our iconic aircraft to best serve worldwide fast-growing traffic and the evolving needs of the A380 customers. The A380 is well-proven as the solution to increasing congestion at large airports, and in offering a unique, passenger-preferred experience. ”
The new winglets measure approximately 4,7 metres in height (an uplet of 3.5m, and a downlet of 1,2m). It is designed to improve aerodynamics and reduce drag.
The optimised cabin layout based on the ‘cabin enablers’ presented at Aircraft Interiors Expo (AIX), allows up to 80 additional seats[1] with no compromise on comfort: redesigned stairs, a combined crew-rest compartment, sidewall stowage removal, a new 9-abreast seat configuration in premium economy and 11-abreast in economy.
The A380plus will have an increased maximum take-off weight (MTOW) of 578 tonnes providing the flexibility of carrying up to 80 more passengers over today’s range (8,200nm), or flying 300nm further.
The A380plus features longer maintenance check intervals, a reduced six-year check downtime, and systems improvements, which will reduce maintenance costs and increase aircraft availability.
The A380 is the world’s largest, most spacious airliner that offers passengers the smoothest, quietest and most comfortable ride. With two full widebody decks, offering widest seats, wide aisles and more floor space, the A380 has the unique capability to generate revenue, stimulate traffic and attract the flying public, who can now specifically select the A380 when booking a flight via the iflyA380.com web site. Over 170 million passengers have already enjoyed the experience of flying on board an A380 today. Every two minutes, an A380 takes off or lands somewhere in the world.
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LH243
Utente Registrato
Grazie rick@BCN,
Sai forse se è in progetto anche offrire una nuova motorizzazione per la macchina?
Sai forse se è in progetto anche offrire una nuova motorizzazione per la macchina?
LH243
Utente Registrato
Mi rispondo da solo. Rolls royce ha annunciato che non è previsto un nuovo motore a causa della bassa domanda. Quindi unicamente un miglioramento dell'attuale versione.
EI-MAW
Utente Registrato
- 25 Dicembre 2007
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antser
Utente Registrato
- 1 Ottobre 2016
- 620
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E allora benvenga il 350 che è pure bello. Purtroppo in Skyteam è ancora rarissimo, ancora non lo becco.
In generale trovo Airbus un paio di gradini sopra a Boeing per silenziosità, con il 380 letteralmente di un altro pianeta. Il 787, invece, è tale e quale ai suoi fratelli.
Peccato che il primo abbia sostanzialmente toppato le richieste di mercato mentre il secondo le ha centrate in pieno
In generale trovo Airbus un paio di gradini sopra a Boeing per silenziosità, con il 380 letteralmente di un altro pianeta. Il 787, invece, è tale e quale ai suoi fratelli.
Peccato che il primo abbia sostanzialmente toppato le richieste di mercato mentre il secondo le ha centrate in pieno
Atlantia
Utente Registrato
- 7 Gennaio 2010
- 67
- 0
Sempre con questo A380 plus le compagnie non optino per le file da 11 sedili stile scatola di sardine
LH243
Utente Registrato
Interessante articolo di Flight Global a riguardo:
"Airbus is in discussions with Emirates over installation of winglets on the A380, as the airframer shows off the installation concept on a test aircraft at the Paris air show.
The 4.7m winglet – comprising a 3.5m upper sweep and a 1.2m ventral strake beneath – has been unveiled on the MSN4 test airframe stationed at Le Bourget.
Airbus says it has taken advantage of MSN4 because the aircraft was transferred to Le Bourget as part of a heritage programme in mid-February and did not need to be flown to the show.
GET ALL THE COVERAGE FROM THE PARIS AIR SHOW
This enabled the airframer to quickly manufacture and install a non-flight version of the composite winglet, to illustrate the geometry and style of the proposed modification.
"It's exactly the design we'd want to have on the flying aircraft," says Airbus. It declines to disclose where the winglet has been manufactured or give full details of its structure – although it mentions the use of 3D printing – but intends to reveal more information during the Paris show.
Winglets improve fuel-burn performance by effectively increasing wing span. The A380 winglet has been designed to avoid compromising the crucial '80m box' restriction which enables the aircraft to fit within current airport infrastructure limits.
While the winglet is still formally a development study, Airbus chief executive Fabrice Bregier had previously told FlightGlobal, earlier in June, that the airframer could launch the winglet programme if it secured a substantial order.
FlightGlobal understands that Airbus is holding winglet discussions with Emirates, which has previously pressed the airframer for upgrades to the A380.
Emirates still has more than 40 A380s on order, and close to 100 in service, and the Dubai-based airline has been keen to secure commitments for engine upgrades or other features to enhance efficiency.
Airbus says the "new large winglet" design will not be a retrofit, and would only be installed on new-build aircraft.
"You can't pull out the wing fence and plug in the winglet," it states. It has not indicated how soon the winglet could be certified and put into production, and has also yet to reveal the extent of any changes to A380 wing to account for the modification.
But the winglet installation is intended to be weight neutral, in order to maximise the improvements in fuel-burn and aerodynamic efficiency.
MSN4 is one of two A380 test aircraft moved to the airframer's heritage programme. The second, MSN2, will be transferred to the Aeroscopia museum in Toulouse at the end of next year."
Quindi anche un eventuale retrofit è escluso.
"Airbus is in discussions with Emirates over installation of winglets on the A380, as the airframer shows off the installation concept on a test aircraft at the Paris air show.
The 4.7m winglet – comprising a 3.5m upper sweep and a 1.2m ventral strake beneath – has been unveiled on the MSN4 test airframe stationed at Le Bourget.
Airbus says it has taken advantage of MSN4 because the aircraft was transferred to Le Bourget as part of a heritage programme in mid-February and did not need to be flown to the show.
GET ALL THE COVERAGE FROM THE PARIS AIR SHOW
This enabled the airframer to quickly manufacture and install a non-flight version of the composite winglet, to illustrate the geometry and style of the proposed modification.
"It's exactly the design we'd want to have on the flying aircraft," says Airbus. It declines to disclose where the winglet has been manufactured or give full details of its structure – although it mentions the use of 3D printing – but intends to reveal more information during the Paris show.
Winglets improve fuel-burn performance by effectively increasing wing span. The A380 winglet has been designed to avoid compromising the crucial '80m box' restriction which enables the aircraft to fit within current airport infrastructure limits.
While the winglet is still formally a development study, Airbus chief executive Fabrice Bregier had previously told FlightGlobal, earlier in June, that the airframer could launch the winglet programme if it secured a substantial order.
FlightGlobal understands that Airbus is holding winglet discussions with Emirates, which has previously pressed the airframer for upgrades to the A380.
Emirates still has more than 40 A380s on order, and close to 100 in service, and the Dubai-based airline has been keen to secure commitments for engine upgrades or other features to enhance efficiency.
Airbus says the "new large winglet" design will not be a retrofit, and would only be installed on new-build aircraft.
"You can't pull out the wing fence and plug in the winglet," it states. It has not indicated how soon the winglet could be certified and put into production, and has also yet to reveal the extent of any changes to A380 wing to account for the modification.
But the winglet installation is intended to be weight neutral, in order to maximise the improvements in fuel-burn and aerodynamic efficiency.
MSN4 is one of two A380 test aircraft moved to the airframer's heritage programme. The second, MSN2, will be transferred to the Aeroscopia museum in Toulouse at the end of next year."
Quindi anche un eventuale retrofit è escluso.
Certo che pure l'articolo... prima titola "Airbus is in discussions with Emirates over installation of winglets on the A380", ma poi "says the "new large winglet" design will not be a retrofit". :very_drunk:
Se davvero intendeva ciò che è stato scritto (e non è stato un espediente per incuriosire alla lettura), si tratta solo degli ulteriori 40 modelli da consegnare ad EK.
Se davvero intendeva ciò che è stato scritto (e non è stato un espediente per incuriosire alla lettura), si tratta solo degli ulteriori 40 modelli da consegnare ad EK.
Forse EK portebbe valutare gli effetti delle winglets sui 40 A380 ancora da consegnare per poi in caso di esito positivo valutarne l'applicazione al resto della flotta...
Sembra che il comfort "senza paragoni"... sarà presto equiparato a quello di un 777 qualsiasi.
Non esattamente: la nuova configurazione prevede un pavimento più alto di qualche centimetro per sfruttare al meglio la sezione della fusoliera e arrivare con l'altezza dei braccioli alla parte più larga della stessa: ciò consente di avere 10 sedili su 11 a 18" di larghezza come tutti gli Airbus e quello centrale della "cinquina" tra i due corridoi a 18"5 come oggi è l'A380 (come compensazione per essere in un "double excuse me seat" da entrambe le parti).Sembra che il comfort "senza paragoni"... sarà presto equiparato a quello di un 777 qualsiasi.
Nel 777 a 10 sedili ogni sedile è largo 17"2 mentre nel 787 a 9 sedili, 16"8. Ci sarà comunque sempre una differenza positiva con i concorrenti.
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- 10 Dicembre 2007
- 15,047
- 3,426
Però spostando i sedili laterali verso l'esterno, diminuirà ulteriormente lo spazio per i piedi nei posti-finestrino a causa della curvatura della fusoliera.
Non di meno trovo furba la mossa di Airbus, che con poca spesa potrà offrire il 380 con una redditività nettamente incrementata.
Peraltro se posso comprendere che la densificazione arrivi ora, seguendo una tendenza emersa negli ultimi anni, non mi spiego come mai le winglets non siano parte del progetto originale.
Il 4% di risparmio non mi sembrano affatto bruscolini, specie tenendo conto dei numeri imposti da un bestione come il 380.
Mi chiedo quali record infrangerebbe un 380-900 allungato a quasi 80m, con motori nuovi e le ottimizzazioni del "Plus". Oltre 700 posti con un risparmio per posto (suppongo) intorno al 30% rispetto ai costi del 380 attuale (che peraltro non dovrebbero essere affatto male).
antser
Utente Registrato
- 1 Ottobre 2016
- 620
- 53
Il comfort non è solo la larghezza dei sedili, per la quale, ahimè, è in atto una sardinificazione globale (grazie Ryan!): è la silenziosità il vero distinguo del 380. Nessuno nemmeno lontanamente come lui tranne, come sento dire, il 350 sul quale non ho mai avuto il piacere di volare.
Detto questo, a quanto leggo qua e sul thread del 777-X, sembra che la domanda globale per gli aerei da 400+ posti sia abbastanza ridotta: 787 e 350 si stanno rivelando dei game changer. D'altronde se Airbus non fa una nuova motorizzazione, che porterebbe ad economie sulla carta significative, un motivo ci sarà.
Spero proprio che il 350 sia allineato al fratellone, per il passeggero è un peccato privarsi di una macchina che ti fa volare in questo modo
- 10 Dicembre 2007
- 15,047
- 3,426
Approfondimento sulle modifiche introdotte nel 380 plus.
A380Plus: First analysis
By Bjorn Fehrm
July 05, 2017, ©. Leeham Co: Airbus launched the A380Plus development study at the Paris Air Show. The study packages several improvements to the A380, aimed at increasing the capacity and lowering the cost per passenger. The idea is to offer the advantages of an A380neo without changing the engines.
Does this work? We published a first reaction here. We now take a closer look at what was presented and analyze how the package will influence the economics of the A380.
The A380Plus package
The A380Plus acronym packages several improvements to the A380 that has been discussed over the last year’s. It also introduces new enhancements.
The total suite of improvements are summarized in Figure 1.
Figure 1. The improved areas in the A380Plus. Source: Airbus.
We will now go through these improvements one by one.
Improved fuel burn
The A380Plus program introduces a more effecient wing than the original A380 wing. The A380 has a wing of advanced design aerodynamically. The wing profile and high lift arrangements are state of the art, but the 80m maximum width box forced a relatively low wingspan compared to the aircraft’s size and weight.
This gave the A380 wing an aspect ratio of 7.5, a low value (A350 has 9.5). The typical Airbus wing fences raised this to an effective aspect ratio of 7.8. The low effective wingspan means the aircraft flies with a high induced drag. The induced drag at mid-cruise weight is 20% higher than the parasitic drag. Normal would be that the drag values would be similar, which they are for the A350-1000.
What saves the aerodynamics of the A380 is the effective packaging of the passenger payload for the aircraft. The fuselage wetted area per seat is 20% lower than the A350-1000.
The A380Plus split winglet improves the effective aspect ratio of the wing to 8.4. It changes the pressure distribution of the wing outwards.
To regain an optimal total pressure distribution (which shall be close to elliptical for the whole wing) adjustments are necessary to the wing’s surfaces. The sections outboard of the engines are retwisted and there is a 30mm recamber of the wingarea between the engines, Figure 2.
Figure 2. Aerodynamics changes to the A380 wings. Source: Airbus.
The Plus package also advertises the engine improvements that have been made by Rolls-Royce and Engine Alliance over the last year’s. The Plus program announces no specific new PIPs (Product Improvement Packages) for the engines.
In total, the aerodynamic changes enables a slightly higher Max Take-Off Weight (MTOW +3t) and improve the fuel consumption on long flights by four percent. The improvement allows the higher capacity A380Plus to fly 80 passengers the same range as the standard A380, or fly the same passenger payload 300nm further, Figure 3.
Figure 3. Payload range of original A380 with reference cabin vs. A380Plus. Source: Airbus.
Cabin changes
Figure 4 details the cabin changes included in the Plus package. Many have been discussed before.
Figure 4. A380Plus cabin improvements. Source: Airbus.
New is the forward stair being moved aft and combined with the descending stair to the combined Flight and Cabin crew rest compartment.
New is also the option to replace the no. three doors on upper deck with plugs, holding two windows. This gives the correct cabin ambiance to the one row of business or two rows of economy seats that can be added when no door escape areas are needed.
We have been given example cabin configurations that details the gains. Figure 5 shows a reference layout with 497 seats, which is close to the delivered average of 494 seats.
Figure 5. A380 reference cabin with 497 seats. Source: Airbus.
The cabin has the typical four classes, common in recent A380 deliveries. Figure 6 shows a cabin where the Plus improvements have been applied. The seat count increase is 78 seats.
Figure 6. A380Plus cabin with 575 seats. Source: Airbus.
The option of blocking the third doors on the upper deck has not been used, but other enablers are in play. Example is the deletion of the upper sidewalls which allows reverse herringbone business seats at 42” pitch with equal bed lengths (seat angle is increased).
Improved systems and maintenance procedures
The Plus package introduces improvements that will increase dispatch reliability and decrease maintenance time. The present third generation IFE (In Flight Entertainment) system is replaced with a fourth-generation system which is lighter and more reliable.
The A380 fuel system is complex. Fuel is pumped to and from the horizontal tailplane to minimize cruise drag. The system has 13 fuel tanks and 41 fuel pumps. To improve the system’s reliability, the simpler and more reliable A350 fuel pumps replace the A380 pumps.
A simplification is also the reduction to two waste tanks in the aircraft. Operational experience has shown the original four tanks to be overkill. Operational experience has also allowed reduction of maintenance tasks during base checks and heavy checks. This increases the aircraft’s availability with 1.6%.
Finally, the software in the aircraft’s FMS (Flight Management System) allows the aircraft’s fuel efficiency to be individually tracked. This means each aircraft can be flown closer to its individual capacity, allowing higher payloads on long flights (flight planning is no longer dictated by worst individual).
Economical improvements
The aerodynamic changes and other improvements will decrease the cost per seat of an A380Plus. In the next article, we will examine if the changes make the A380Plus competitive with the seat mile cost of its main competitor, Boeing’s 777-9.
https://leehamnews.com/2017/07/05/a380plus-first-analysis/
A380Plus: First analysis
By Bjorn Fehrm
July 05, 2017, ©. Leeham Co: Airbus launched the A380Plus development study at the Paris Air Show. The study packages several improvements to the A380, aimed at increasing the capacity and lowering the cost per passenger. The idea is to offer the advantages of an A380neo without changing the engines.
Does this work? We published a first reaction here. We now take a closer look at what was presented and analyze how the package will influence the economics of the A380.
The A380Plus package
The A380Plus acronym packages several improvements to the A380 that has been discussed over the last year’s. It also introduces new enhancements.
The total suite of improvements are summarized in Figure 1.
Figure 1. The improved areas in the A380Plus. Source: Airbus.
Improved fuel burn
The A380Plus program introduces a more effecient wing than the original A380 wing. The A380 has a wing of advanced design aerodynamically. The wing profile and high lift arrangements are state of the art, but the 80m maximum width box forced a relatively low wingspan compared to the aircraft’s size and weight.
This gave the A380 wing an aspect ratio of 7.5, a low value (A350 has 9.5). The typical Airbus wing fences raised this to an effective aspect ratio of 7.8. The low effective wingspan means the aircraft flies with a high induced drag. The induced drag at mid-cruise weight is 20% higher than the parasitic drag. Normal would be that the drag values would be similar, which they are for the A350-1000.
What saves the aerodynamics of the A380 is the effective packaging of the passenger payload for the aircraft. The fuselage wetted area per seat is 20% lower than the A350-1000.
The A380Plus split winglet improves the effective aspect ratio of the wing to 8.4. It changes the pressure distribution of the wing outwards.
To regain an optimal total pressure distribution (which shall be close to elliptical for the whole wing) adjustments are necessary to the wing’s surfaces. The sections outboard of the engines are retwisted and there is a 30mm recamber of the wingarea between the engines, Figure 2.
Figure 2. Aerodynamics changes to the A380 wings. Source: Airbus.The Plus package also advertises the engine improvements that have been made by Rolls-Royce and Engine Alliance over the last year’s. The Plus program announces no specific new PIPs (Product Improvement Packages) for the engines.
In total, the aerodynamic changes enables a slightly higher Max Take-Off Weight (MTOW +3t) and improve the fuel consumption on long flights by four percent. The improvement allows the higher capacity A380Plus to fly 80 passengers the same range as the standard A380, or fly the same passenger payload 300nm further, Figure 3.
Figure 3. Payload range of original A380 with reference cabin vs. A380Plus. Source: Airbus.
Figure 4 details the cabin changes included in the Plus package. Many have been discussed before.
Figure 4. A380Plus cabin improvements. Source: Airbus.
New is also the option to replace the no. three doors on upper deck with plugs, holding two windows. This gives the correct cabin ambiance to the one row of business or two rows of economy seats that can be added when no door escape areas are needed.
We have been given example cabin configurations that details the gains. Figure 5 shows a reference layout with 497 seats, which is close to the delivered average of 494 seats.
Figure 5. A380 reference cabin with 497 seats. Source: Airbus.
Figure 6. A380Plus cabin with 575 seats. Source: Airbus.
Improved systems and maintenance procedures
The Plus package introduces improvements that will increase dispatch reliability and decrease maintenance time. The present third generation IFE (In Flight Entertainment) system is replaced with a fourth-generation system which is lighter and more reliable.
The A380 fuel system is complex. Fuel is pumped to and from the horizontal tailplane to minimize cruise drag. The system has 13 fuel tanks and 41 fuel pumps. To improve the system’s reliability, the simpler and more reliable A350 fuel pumps replace the A380 pumps.
A simplification is also the reduction to two waste tanks in the aircraft. Operational experience has shown the original four tanks to be overkill. Operational experience has also allowed reduction of maintenance tasks during base checks and heavy checks. This increases the aircraft’s availability with 1.6%.
Finally, the software in the aircraft’s FMS (Flight Management System) allows the aircraft’s fuel efficiency to be individually tracked. This means each aircraft can be flown closer to its individual capacity, allowing higher payloads on long flights (flight planning is no longer dictated by worst individual).
Economical improvements
The aerodynamic changes and other improvements will decrease the cost per seat of an A380Plus. In the next article, we will examine if the changes make the A380Plus competitive with the seat mile cost of its main competitor, Boeing’s 777-9.
https://leehamnews.com/2017/07/05/a380plus-first-analysis/
- 10 Dicembre 2007
- 15,047
- 3,426
Secondo la solita production list, gli aerei EK che dopo aver volato sono stati messi in storage rimandando la consegna al 2018 sarebbero saliti a 7. Già quest'anno il rateo di produzione sarà più basso di quello del 2016, ma il prossimo si annuncia ancora peggiore.
Al momento nel 2017 sono state consegnate solo 6 macchine: 3 EK, 2 EY, 1 QR.
Suppongo inoltre che tutte le rimanenti opzioni (1 di SQ, 2 di QR e 5 di EY) siano state lasciate scadere, in quanto è sparita la relativa colonna nella tabella con il riepilogo.
http://www.abcdlist.nl/a380f/a380f.html
Al momento nel 2017 sono state consegnate solo 6 macchine: 3 EK, 2 EY, 1 QR.
Suppongo inoltre che tutte le rimanenti opzioni (1 di SQ, 2 di QR e 5 di EY) siano state lasciate scadere, in quanto è sparita la relativa colonna nella tabella con il riepilogo.
http://www.abcdlist.nl/a380f/a380f.html
- 10 Dicembre 2007
- 15,047
- 3,426
Ulteriore riduzione del rateo di produzione a 8 esemplari annui a partire dal 2019.
Sono molto dubbioso anche sulle 12 macchine previste per il prossimo anno, visti i 7 esemplari EK attualmente in storage.
https://www.flightglobal.com/news/articles/airbus-cuts-a380-production-to-eight-in-2019-439712/
Sono molto dubbioso anche sulle 12 macchine previste per il prossimo anno, visti i 7 esemplari EK attualmente in storage.
https://www.flightglobal.com/news/articles/airbus-cuts-a380-production-to-eight-in-2019-439712/
SIA to refurbish cabins of 14 A380s
Singapore Airlines (SIA) plans to retrofit 14 of its Airbus A380 aircraft.
In an email response to FlightGlobal, the Star Alliance carrier says it expects to announce the timeline for the retrofit work by the end of the year.
While it did not give further details of the retrofit work, a local media report says that SIA will install new seats across all classes, as well as upgrade the in-flight entertainment system.
Meanwhile, first-class suites, which are currently located on the lower deck could be moved to the upper deck. The number of suites will be halved to six from 12.
The media report indicates that the new cabin configuration will also be used in five new A380s. Flight Fleets Analyzer shows that they will arrive between October 2017 and May 2018.
These five aircraft will help SIA keep the size of its A380 fleet at 19 aircraft following the departure of SIA's first five A380s, which will be returned to lessors.
Fleets Analyzer also indicates that MSNs 010, 008,005 and 003 are leased from the Dr Peters Group, while 051 is leased from Hannover Leasing.
https://www.flightglobal.com/news/articles/sia-to-refurbish-cabins-of-14-a380s-439812/
Singapore Airlines (SIA) plans to retrofit 14 of its Airbus A380 aircraft.
In an email response to FlightGlobal, the Star Alliance carrier says it expects to announce the timeline for the retrofit work by the end of the year.
While it did not give further details of the retrofit work, a local media report says that SIA will install new seats across all classes, as well as upgrade the in-flight entertainment system.
Meanwhile, first-class suites, which are currently located on the lower deck could be moved to the upper deck. The number of suites will be halved to six from 12.
The media report indicates that the new cabin configuration will also be used in five new A380s. Flight Fleets Analyzer shows that they will arrive between October 2017 and May 2018.
These five aircraft will help SIA keep the size of its A380 fleet at 19 aircraft following the departure of SIA's first five A380s, which will be returned to lessors.
Fleets Analyzer also indicates that MSNs 010, 008,005 and 003 are leased from the Dr Peters Group, while 051 is leased from Hannover Leasing.
https://www.flightglobal.com/news/articles/sia-to-refurbish-cabins-of-14-a380s-439812/
Batavia
Utente Registrato
- 13 Aprile 2010
- 521
- 32
Il problema è che vanno poi riempiti questi giganti. Pure io sono ben contento di volare sul 380 e quando con EK posso scegliere un volo della giornata con o senza, cerco di adeguarmi! Anche perché in economy un volo di 10-12 ore se fatto su 380 è una cosa, su 777 tutt'altro!Però spostando i sedili laterali verso l'esterno, diminuirà ulteriormente lo spazio per i piedi nei posti-finestrino a causa della curvatura della fusoliera.
Non di meno trovo furba la mossa di Airbus, che con poca spesa potrà offrire il 380 con una redditività nettamente incrementata.
Peraltro se posso comprendere che la densificazione arrivi ora, seguendo una tendenza emersa negli ultimi anni, non mi spiego come mai le winglets non siano parte del progetto originale.
Il 4% di risparmio non mi sembrano affatto bruscolini, specie tenendo conto dei numeri imposti da un bestione come il 380.
Mi chiedo quali record infrangerebbe un 380-900 allungato a quasi 80m, con motori nuovi e le ottimizzazioni del "Plus". Oltre 700 posti con un risparmio per posto (suppongo) intorno al 30% rispetto ai costi del 380 attuale (che peraltro non dovrebbero essere affatto male).
Se però non riesce a sfruttarli EK, non penso ci possa riuscire nessuno