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weight and performance calculations for the Airbus A380-800 WV008
Emirates A380-861 A6-EOU c/n 205 taking of Schiphol, Oktober 2023 © bvdz
Airbus A380-800 WV008
role : jumbo jet
importance : ****
first flight : 27 April 2005 (F-WWOW, piloted by Jacques Rosay ) operational : October
2007 (singapore Airlines)
country : EU-consortium
ICAO aircraft type designator : A388
Programme manager : Charles Champion
production : 254 aircraft (wings at Broughton, UK, rear and front fuselage at Hamburg,
tail & belly at Cadiz, Spain, final assembly at Toulouse, furnishing & painting at
Hamburg)
general information :
In 1992, Airbus, Boeing and MDD had plans for a super-jumbo. Boeing was working on a lengthened version of the 747-400, designated 74-500X and -600X and MDD was working on the MD-12 with two passenger decks. Airbus also designed the A3XX with two decks. In 1991, Airbus presented its first super-jumbo design, designated A-2000, at the Paris Air Show, with two decks and seating for no less than 800 passengers. A flying wing design was also being worked on, but since this cannot be docked at most airports, this project was put on hold.
The aircraft manufacturers were of the opinion that the megajet will become inevitable in the future due to the strong growth of aviation and thus the increasing congestion at airports and in the airspace.
The development cost of an entirely new megajet was estimated at 20 billion guilders in 1992. The biggest question was how big the new megajets should be, i.e. how many passengers should they be able to carry, 600 or 1000? Should it be possible to handle it at the existing airports or should there be special terminals for the new super-jumbo? Boeing had it the easiest, it could start with extended versions of the 747 and later a version with a double deck, which can be brought to market relatively quickly. However, Boeing was fully engaged in the development of the 777 in 1992, which cost a lot of money and it is questionable whether they also have money for the development of a megajet. But the same goes for Airbus, which was developing the A330/A340. In 1994, Airbus more or less laid down the design for the magajet and named it A3XX, with room for 530 to max. 800 passengers. The A3XX had been worked on since 1989.
The landing gear has 22 wheels to distribute the large weight sufficiently so that the tyres and runways are not overloaded. The A3XX won't be much bigger than the 747-400, it can fly 13000 km non-stop with 50% more cargo and passengers and it should be 15-20% cheaper per seat than the 747-400. In 1995, the major aircraft manufacturers were engaged in negotiations to jointly develop the megajet. There are also intensive consultations with the airports, which will have to handle the megajets. There are only a few airports that can receive the super-jumbo, including Schiphol (SPL/AMS), Charles-de-Gaulle (CDG), Frankfurt(FRA), Heathrow(LHR), Singapore(SIN), Tokyo (TYO) and New York (JFK).
The A3XX will be particularly suitable for the shorter routes in SE Asia, the transatlantic route, trans-pacific (LA – Tokyo) and the routes between Europe and SE Asia. In 2003 an A3XX will cost about 200 million USD, compared to 150 million USD for a 747-400 in 1995. In November 1996, Airbus estimated the development cost of the A3XX at 13.6 billion guilders.
At the end of January 1997, Boeing decided to discontinue its VLA (Very Large Aircraft) project, which includes the 747-500X, 747-600X and the NLA. This is beneficial for Airbus, which is now the only one with a megajet in development. But the development costs remain enormously high and it remains a huge gamble. Stork, owner of Fokker Aviation since 1996, also wants to participate in the A3XX. Airbus estimates the market at 1400 aircraft at the beginning of 1997, while Boeing only has a maximum of 500.
A380-800 is the basic version, in addition there was offered a cargo version, the A380F, but was not built in the end. There were also plans for an extended -900 and a shortened -700, but both were never realised. In June 1994, the study for the A3XX began.
Due to the crisis in Asia, the A3XX was still not finally launched in March 1999. The project was then launched on 19 December 2000. This later became the A380. At the beginning of June 2005 it was announced that the A380 would be delivered six months late. The first aircraft would now be delivered to Singapore Airlines by the end of 2006. Both Quantas and Singapore airlines plan to file a claim.
Air France buys 10 A380s in June 2001 for USD 2.3 billion. ILFC buys 10 A380s and 5 A380 freighters in June 2001. Feb 2004 there were already 120 orders placed. Expected cost per seat mile 2.5 cents, 20% lower than 747 according to Airbus. In Jan 2005, China Southern Airlines buys 5 A380s, the first order from China.
Singapore Airlines and Korean Air also ordered the A380. In Jan 2005 the A380 was presented to the public. Number of orders at that time 154 pieces. 1 A380 costs EUR 185 million in 2005. Development costs EUR 12bn. 27 April 2005 first flight from Toulouse.
Korean Air Airbus A380-861 HL7615 C/N 075
Initial production was delayed due to the complex wiring; 98.000 wires, 40.000
connectors, 530km cables.
The A380 was offered with RR Trent 970B-84 or Engine Alliance GP7270 turbofan
Engines (chosen by Emirates).
In service the A380 performed better than expected, burning 20% less fuel per seat-mile than the 747-400. Emirates' Tim Clark claimed that the A380 has better fuel economy at Mach 0.86 than at 0.83, and that its technical dispatch reliability is at 97%.
The A380 is the world’s largest passenger airliner. In 2021 production was ended by
Airbus, the estimated 25 billion USD development was not earned back at that time
(break-even). List price in 2019 was 445 million USD, this was below the production cost !
The A380 was designed for the hub and spoke system but over the years airliners chose
more and more for the point-to-point system for which smaller aircraft are better suted.
By December 2021, the global A380 fleet had carried over 300 million passengers to more
than 70 destinations and completed more than 800,000 flights (375 pax/flight) over
7.3 million block hours (average 9.1 hr/flight) with 99 percent operational reliability and
no fatal accidents and no hull-losses.
December 2021 the final A380, c/n 272 was delivered to Emirates.
In December 2022 there were 237 A380’s in service, with 16 operators.
primary users : Emirates(123), Air France (10), Quantas(10), Singapore Airlines (12),
Lufthansa(4), British Airways (12), Korean Air(9), Quatar Airways(10), ILFC (15), China
Southern Airlines (5), Ethiad(4), All Nippon Airways (3), Asiana (6)
Accommodation:
flight crew : 3 cabin crew : 18
flight crew consist of pilot, co-pilot and relief pilot
passengers : seating for 555 in two class : 118 business class and 437 coach class seats
( 34 -in pitch) exit limit : 853 passengers, high density seating for 820 passengers
engine : 4 Rolls Royce Trent 970B-84 turbofan engines of 348.0 [KN] (78232 [lbf])
Tail angle measured : 11°, dihedral measured : 6°
For optimal aerodynamic efficient operation the A380 should have a bigger wingspan, about 90m, but then the aircraft would not fit to at airports, with wingspan restrictions of 80m. For this reason it has a suboptimal wing aspect ratio of 7.8, reducing fuel economics with ca. 10%.
dimensions :
wingspan : 79.75 [m], length overall: 72.73 [m], length of fuselage : 70.40 [m]
height : 24.09 [m] wing area gross : 845.0 [m^2] fuselage exterior width : 7.14 [m]
weights :
operating empty weight : 285000 [kg] max. structural payload : 84000 [kg]
Zero Fuel weight (ZFW) : 369000 [kg] max. landing weight (MLW) : 394000 [kg]
max. take-off weight : 575000 [kg] weight usable fuel : 253984 [kg] (323546 [litres])
performance :
Max. operating Mach number (Mmo) : 0.89 [Mach] (945 [km/hr]) at 10500 [m]
critical Mach speed : 0.87 [Mach]
max. cruising speed : 903 [km/hr] (Mach 0.85 ) at 11200 [m] (36 [%] power)
economic cruising speed : 875 [km/hr] (Mach 0.83 ) at 11200 [m]
service ceiling : 13000 [m]
range with max fuel and MTOW : 16100 [km] (ATA domestic fuel reserves - 370.0 [km]
alternate)
description :
cantilever mid-wing monoplane with retractable landing gear with nose wheel
engines attached with pylons to the wing, main landing gear attached to the wings, fuel
tanks in the wings and tail
Wings : tapered multi-cellular fail safe wing made of weldable aluminium alloy with
stressed skin with trailing edge single-slotted Fowler flaps with full-span slotted LE
flaps (slats) ,with spoilers and sharklets at the wingtips
airfoil : Airbus. average thickness/chord ratio : 8.0 [%], sweep angle 3/4 chord: 33.5 [°]
incidence : 4.50 [°], dihedral : 6.0 [°]
Fuselage : Pressurized high-strength aluminium alloy semi-monocoque fail safe structure
of elleptical 0 section
20% of the A380 airframe is made from composite materials. It has as first commercial airliner a central wing box made of carbon-fibre reinforced plastic.
upper parts of fuselage are made of GLARE (Glass Laminate Aluminium Reinforced
Epoxy)
calculation : *1* (dimensions)
wing chord at root : 17.67 [m]
wing chord at tip : 3.98 [m]
taper ratio : 0.225 [ ]
mean wing chord : 10.60 [m]
wing aspect ratio : 7.53 []
Oswald factor (e): 0.704 []
seize (span*length*height) : 139727 [m^3]
calculation : *2* (fuel consumption)
oil consumption : 5.6 [kg/hr]
fuel consumption (econ. cruise speed) : 13493.4 [kg/hr] (17189.0 [litre/hr]) at 19 [%] power
distance flown for 1 kg fuel : 0.06 [km/kg] at 11200 [m] height, sfc : 50.0 [kg/KN/h]
total fuel capacity : 323546 [litre] (253984 [kg])
calculation : *3* (weight)
weight engine(s) dry : 24984.0 [kg] = 17.95 [kg/KN]
weight 169.3 litre oil tank : 14.39 [kg]
oil tank filled with 8.8 litre oil : 7.9 [kg]
oil in engine 17.1 litre oil : 15.3 [kg]
weight all fuel lines and pumps containing 167 litres fuel : 323.5 [kg]
weight engine cowling : 3619.2 [kg]
The A380 has only thrust reversers on its inner engines. 2 thrust reversers was considered as sufficient and saves 2x500 kg of weight and gives less strain on the outer wing. The A380 has a remarkable slow approach speed for such a big aircraft, touching down around 130 kts. The outer engines are also close to the runway edges and would give the risk of FOD (Foreign Object Damage) if they had thrust reversers operating at full power.
weight thrust reversers : 1044.0 [kg]
total weight propulsion system : 30008 [kg](5.2 [%])
***************************************************************
Accommodation cabin facilities:
typical 2-class cabin layout for 555 passengers : economy : pitch : 86.4 [cm] 34.0 [-in]
( 3+4+3 ) seating in 63.4 rows
weight passenger seats : 3941.8 [kg]
weight cabin crew seats : 90.0 [kg]
weight flight crew seats : 63.0 [kg]
weight 2 jump seats in the cockpit :14.0 [kg]
high density seating passengers : 820 [pax] at mainly 9 -abreast seating in 94.2 rows,
pitch 81.2 [cm] 32.0 [-in] (10 abreast at maindeck, 8 abreast at upperdeck)
pax density, normal seating : 0.98 [m2/pax], high density seating : 0.66 [m2/pax]
passenger cabin luxurious spaced for good service, enough space for galleys and toilets even
at HD seating
weight 17 lavatories : 516.2 [kg]
weight crew rest compartment at upper deck : 336.0 [kg]
In 2008 Emirates introduced a shower & spa in its first class, allowing each first passenger 5 minutes of hot water.
weight shower & spa : 125.0 [kg]
Emirates Onboard lounge & bar
weight onboard lounge & bar : 110.0 [kg]
weight 17 galleys : 2258.0 [kg]
weight 3 staircases from main to upperdeck : 420 [kg]
weight 2 lifts from main to upperdeck : 220 [kg]
weight overhead stowage for hand luggage (total : 71.0 [m3]) : 242.7 [kg]
weight 8 wardrobe closets : 55.5 [kg]
weight 555 entertainment LCD screens in back of seats : 277.5 [kg]
weight 129 windows (41 x 28 cm) made of acrylic glass : 351.7 [kg]
weight 16 (1.93 x 1.07 [m]) Type A main entry doors : 1802.7 [kg]
weight 3 (main door size : 1.70 x 2.70 [m]) freight doors (belly) : 990.8 [kg]*
total usable belly baggage/cargo hold volume : 256.1 [m3]
underfloor belly hold can accommodate : 36 LD3 containers, netto volume : 161.1 [m3]
and : 14.3 [m3] usable bulk cargo
Singapore airlines exclusive suite
cabin volume (usable), excluding flight deck : 1625 [m3]
passenger compartment volume : 1305 [m3]
Upper deck : width 5.3m trim to trim, max. width 5.92m
Main deck, width 6.30m trim to trim, max. width 6.58m
passenger cabin max width : 6.70 [m] cabin length : 54.67 [m] max cabin height : 2.54 [m]
floor area : 544.0 [m2]
weight cabin facilities : 11580.0 [kg]
safety facilities:
evacuation time with 820 passengers : 50 [sec]
weight 17 hand fire extinguisher : 51 [kg]
weight cockpit voice recorder (CVR) and flight data recorder (FDR): 20.0 [kg]
weight oxygen masks & oxygen generators (deploy cabin alt.>4267m): 360.8 [kg]
weight emergency flare installation : 10 [kg]
weight 16 emergency evacuation slides : 900.6 [kg]
weight safety equipment & facilities : 1342 [kg]
fuselage construction:
fuselage aluminium frame : 59336 [kg]
floor loading (payload/m2): 154 [kg/m2]
weight rear pressure bulkhead : 869.5 [kg]
fuselage covering ( 1250.7 [m2] duraluminium 4.15 [mm]) : 13836.6 [kg]
weight paint fuselage : 262.6 [kg]
weight floor beams : 20275.7 [kg]
weight cabin furbishing : 9851.7 [kg]
weight cabin floor : 8846.5 [kg]
weight (sound proof) isolation : 801.2 [kg] TO-noise level : 90.8 [EPNdB]
weight fuel lines to tail fueltank :65.5 [kg]
weight empty 2457 [litre] potable water tanks : 217.5 [kg]
weight empty waste tank : 123.7 [kg]
weight fuselage structure : 114486.0 [kg]
Avionics:
weight VHF radio and Selcal : 9.0 [kg]
weight flight and service attendants intercom : 5.0 [kg]
weight monochromatic weather X-band (3.2cm wavelength) radar system : 25.0 [kg]
weight VOR/ILS,RMI,DME,radio altimeter, ASI, time clock : 20.0 [kg]
weight Integrated Modular Avionics (IMA), with AFDSE, an implemanetation of ARINC
664 : 35 [kg]
weight Network Systems Server with digital manuals and chards (paperless cockpit):
7 [kg]
weight Cat IIIB auto-landing system : 10.0 [kg]
weight EFIS (4 LCD screens PFD+ND displays) : 16 [kg]
weight ground proximity warning system (GPWS) : 6 [kg]
weight engine monitoring system ECAM : 30 [kg]
weight reserve ADI, ASI, alti-meter, compass, engine temp. and rpm indicators : 15 [kg]
weight avionics : 169.0 [kg]
Systems:
Emirates A380-800 main deck tourist class. The A380 cabin has features to reduce traveller fatigue such as a quieter interior and higher pressurisation than previous jetliners. It has also bigger windows.
Air-conditioning and pressurisation system maintains sea level conditions up to 7875 [m]
and gives equivalent of 1520 [m] at 12000 [m]. pressure differential : 0.66 [bar] (kg/cm2)
pressurized fuselage volume : 2100 [m3] cabin air refreshment time : 3.5 [min]
weight air-conditioning and pressurization system : 1015 [kg]
weight APU / engine starter : 174.0 [kg]
weight lighting : 183.2 [kg]
weight four independent 350 bar high-pressure hydraulic systems : 582.2 [kg]
weight four 150 kVA variable-frequency electrical generators
weight ram air turbine for emergency electric power : 5.0 [kg]
weight one 24V 30Ah nickel-cadmium battery : 51.0 [kg]
weight controls (sidestick FBW): 20.1 [kg]
weight systems : 2164.5 [kg]
total weight fuselage : 129742 [kg](22.6 [%])
***************************************************************
total weight aluminium ribs (2527 ribs) : 18696 [kg]
weight engine mounts : 696 [kg]
(29340+46140+39460+27960+10520)*2 = 306840 litres fuel in the wing tanks + 23700 litre in the tail trim tank = total capacity 330540 litres fuel, usable fuel : 323546 litres > difference : 6994 litres
weight 10 wing fuel tanks empty for total 299848 [litre] fuel : 4498 [kg]
weight 1294 [litre] vent surge tanks : 155 [kg]
weight wing covering (painted aluminium 3.30 [mm]) : 15076 [kg]
total weight aluminium spars (multi-cellular wing structure) : 34835 [kg]
weight wings : 68608 [kg]
weight wing/square meter : 81.19 [kg]
weight thermal leading-edge anti-icing : 87.7 [kg]
weight ailerons made of carbon fiber reinforced plastic CFRP (25.84 [m2]) : 840.7 [kg]
weight fin (118.1 [m2]) : 4803.9 [kg]
weight rudder (32.8 [m2]) : 1279.3 [kg]
weight 23698 [litre] tail fuel trim tank empty : 592.4 [kg]
weight tailplane (stabilizer) (140.1 [m2]): 6267.7 [kg]
weight elevators (31.1 [m2]): 683.1 [kg]
weight paint wing & tail surfaces : 463.3 [kg]
weight flight control hydraulic servo actuators: 232.9 [kg]
weight trailing-edge single slotted Fowler flaps (135.03 [m2]) : 3567.1 [kg]
weight track-mounted light alloy construction leading edge slats (78.71 [m2]) : 1707.8 [kg]
weight spoilers made of CFRP (25.0 [m2]) : 440.4 [kg]
weight sharklets : 200 [kg]
total weight wing construction : 95123 [kg] (33.4 [%])
*******************************************************************
tire pressure main wheels : 15.00 [Bar] (nitrogen), ply rating : 40 PR
tire speed limit : 392 [km/hr]
total tyre footprint : 2.63 [m2]
Runway LCN at MTOW (0.76m radius of rigidity) : 64 [ ]
Aircraft Classification Number (ACN), MTOW on rigid runway and medium subgrade
strength (B) : 64 [ ] Can only operate from rigid paved runways.
wheel pressure : 25300.0 [kg]
wheel track : 12.46 [m] wheelbase : 36.85 [m]
weight 20 Dunlop 55 x 21 main wheels (1400 [mm] by 530 [mm]) : 5606.9 [kg]
weight 2 nose wheels : 280.3 [kg]
weight carbon wheel-brakes : 369.0 [kg]
weight Duplex anti-skid units : 19.8 [kg]
weight oleo-pneumatic shock absorbers : 492.0 [kg]
weight wheel hydraulic operated retraction system : 4706.8 [kg]
weight undertail bumper : 20 [kg]
weight undercarriage struts with axle 11804.0 [kg]
total weight landing gear : 23298.8 [kg] (4.1 [%]
*******************************************************************
********************************************************************
calculated empty weight : 278172 [kg](48.4 [%])
weight oil for 21.4 hours flying : 125.8 [kg]
unusable fuel in engine and tanks 595.3 litre fuel : 467.3 [kg]
weight lifejackets : 249.8 [kg]
weight 10 life rafts : 346.9 [kg]
weight catering : 1480.5 [kg]
weight water : 2174.7 [kg]
weight crew : 1701 [kg]
weight crew luggage, flight docs (NOTOC), miscellaneous items : 282 [kg]
operational weight empty : 285000 [kg] (49.6 [%])
********************************************************************
weight 555 passengers : 42735 [kg]
weight luggage : 8880 [kg]
weight cargo : 32385 [kg] (cargo + luggage/m3 belly : 152 [kg/m3])
zero fuel weight (ZFW): 369000 [kg](64.2 [%])
weight fuel for landing (1.9 hours flying) : 25000 [kg]
max. landing weight (MLW): 394000 [kg](68.5 [%])
max. fuel weight : 538984 [kg] (93.7 [%])
payload with max fuel : 387 passengers + luggage 36016 [kg]
published maximum take-off weight : 575000 [kg] (100.0 [%])
calculation : * 4 * (engine power)
power loading (Take-off) : 413 [kg/KN]
power loading (Take-off) 1 PUF: 551 [kg/KN]
max. total take-off power : 1392.0 [KN]
Emirates Airbus A380-861 A6-EOY c/n 209
calculation : *5* (loads)
manoeuvre load : 1.1 [g] at 9000 [m]
limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 1.0 [g]
design flight time : 6.75 [hours]
design cycles : 10785 sorties, design hours : 72799 [hours]
max. wing loading (MTOW & flaps retracted) : 680 [kg/m2]
wing stress (2 g) during operation : 138 [N/kg] at 2g emergency manoeuvre
calculation : *6* (angles of attack)
angle of attack zero lift : -1.78 ["]
max. angle of attack (stalling angle, clean) : 13.42 ["]
max. angle of attack (full flaps) : 17.37 ["]
angle of attack at economic cruise speed : 4.11 ["]
calculation : *7* (lift & drag ratios
lift coefficient at angle of attack 0° : 0.15 [ ]
lift coefficient at max. speed : 0.42 [ ]
lift coefficient at max. angle of attack (clean): 1.28 [ ]
max. lift coefficient full flaps : 2.14 [ ]
drag coefficient at max. speed : 0.0281 [ ]
drag coefficient at econ. cruise speed : 0.0305 [ ]
induced drag coefficient at econ. cruise speed : 0.0148 [ ]
drag coefficient (zero lift) : 0.0157 [ ]
lift/drag ratio at econ. speed : 14.98 [ ]
calculation : *8* (speeds
take-off decision speed (V1) : 268 [km/u] (145 [kt])
take-off rotation speed (VR) : 282 [km/u] (152 [kt])
minimum unstick speed (Vmu) at TO angle 15.5 ° : 287 [km/u] (155 [kt])
lift-off speed (VLOF) : 310 [km/u] (168 [kt]) at pitch angle : 13.4 [°]
take-off safety speed (V2) : 313 [km/u] (169 [kt])
flap retraction speed (V3) at 500m (OW loaded : 561507 [kg]): 350 [km/u] (189 [kt])
steady initial climb speed (V4) : 339 [km/u] (183 [kt])
climb speed (to FL150 with 56 [%] power) : 672 [km/hr] (363 [kt])
max. endurance speed (Vbe): 625 [km/u] min. fuel/hr : 13488 [kg/hr] at height : 5791 [m]
max. range speed (Vbr) = 900 [km/u] min.fuel cons. : 15.0 [kg/km] at cruise height : 11200
[m]
max. cruising speed : 903 [km/hr] (488 [kt]) at 11200 [m] (power:19 [%])
max. operational speed (Mmo) : 945 [km/hr] (Mach 0.89 ) at 10500 [m] (power:21 [%])
airflow at cruise speed per engine : 608.1 [kg/s]
speed of thrust jet : 1304 [km/hr]
initial descent speed 10000 - 7315 [m]: Mach 0.72
descent speed 7315 - 3048 [m]: 550 [km/u] (297 [kt])
approach speed 3048 - 500 [m] (clean): 463 [km/u] (250 [kt])
minimum control speed (MCS) Vmca (clean): 310 [km/u] (167 [kt])
stalling speed clean at 500 [m] height at Max.Landing Weight : 394000 [kg]): 281 [km/u]
(152 [kt])
final approach speed (landing speed) at sea-level with full flaps VREF (max. landing
weight): 255 [km/u] (138 [kt])
ICAO Aircraft Approach Category (APC) : C
stalling speed at sea-level with full flaps VSO (max. landing weight): 196 [km/u] (106 [kt]
rate of climb at sea-level ROC (loaded, 56 % power) : 980 [m/min]
rate of climb at sea-level ROC (loaded, 75 % power) : 1662 [m/min]
rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 100 % power on remaining
engines) : 1361 [m/min]
rate of climb at 1000 [m] with 2 engines out (2xPUF / MTOW) : 567 [m/min]
rate of descent from FL240 to FL100 (7315m > 3048m): 914 [m/min] (2999 [ft/min])
rate of descent during approach with landing gear extended, with use of spoilers: 457
[m/min] (8 [m/s])
calculation : *9* (regarding various performances)
high wheel pressure, can only take off from paved runways
ICAO Aerodrome Reference Code : 4F
Brake kinetic energy capacity : 4018 [KW]
Take-off runway length, at sea level, standard day, mtow 575000kg : 3000m
FAR TO balanced runway length (TOFL) requirement at TOW 575000 [kg] standard day
at SL (distance to 10.7m height x 1.15): 3004 [m]
+++ FAA certification landing distance : +++
landing weight : 394000 [kg], TE flap setting : 25 [°]
runway condition : dry , landing over 50ft (15m) at threshold at sea-level
without use of thrust reversers
Landing field length at MLW (394t) , sea level, dry runway : 6400ft (1950m)
FAA approved landing field length at SL, dry runway : 1948 [m] (6391 [ft])
landing distance (C.A.R.) from 15 [m] at SL, wet runway: 2239 [m] (7344 [ft])
max. lift/drag ratio : 16.29 [ ]
climb to 5000 [m] with max payload : 4.72 [min]
climb to 10000 [m] with max payload : 14.52 [min]
descent time from 10000 [m] to 250 [m] : 24.33 [min]
China Southern Airlines A380-841 B-6139 at Guangzhou (CAN), China, September 2022
max. ceiling fully loaded (mtow- 60 min.fuel): 561507 [kg] ) : 15200 [m]
ceiling limited by max. pressure differential 19300 [m]
max. theoretical ceiling (OWE + 60 min.fuel) : 18500 [m] with flying weight :298493 [kg]
calculation *10* (action radius & endurance)
range with max. payload: 12682 [km] with 84000.0 [kg] max. useful load (81.1 [%] fuel)*
range with high density pax: 13272 [km] with 820 passengers (84.2 [%] fuel)*
range with typical two-class pax: 15199 [km] with 555 passengers (93.9 [%] fuel)*
Range with max. payload (84t) : 6550nm (12130km)
Range with max. fuel : 8800nm (16295km)
Feryy range with no payload : 9550nm (17685km)
range with max.fuel : 16470 [km] with 21 crew and 387 passengers and 100.0 [%] fuel*
ferry range (calculated): 18001 [km] with 3 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 375940 [litre] fuel : 20008 [km]*
* calculated ranges without fuel reserves
Available Seat Kilometres (ASK) : 10891754 [paskm]
useful load with range 1000km : 84000 [kg]
useful load with range 1000km : 820 passengers
production (theor.max load): 75852 [tonkm/hour]
production (useful load): 75852 [tonkm/hour]
production (passengers): 711895 [paskm/hour]
oil and fuel consumption per tonkm : 0.178 [kg]
calculation *11* (operating cost)
fuel cost per hour (17189 [litre]):10313 [eur] (41 [pax-km/litre fuel])
fuel cost per seat 1000km flight (788 [pax] 2-class seating): 14.49 [eur/1000PK]
oil cost per hour: 23 [eur]
Emirates is the biggest customer of the A380 with 123 in its inventory.
crew cost per hour : 3000 [eur]
list price 2024 : 320 [mln USD]
average flying hours in 1 year : 3865 [hours] technical life : 19 [year]
real average service life : 20 [years]
depreciation : 22 [years] to 10% residual value
economic hours (expected total flying hours) : 85030 [hours]
financing interest per flying hour : 1862 [EUR]
write off per flying hour : 3438 [EUR]
Quantas VH-OQA, in November 2010 this aircraft suffered an engine failure of its no.2 RR Trent engine and had to make an emergency landing at Changi
time between engine failure : 6310 [hr]
can continue fly on 3 engines, low risk for emergency landing for PUF
The A380 requires service vehicles with lifts capable of reaching the upper deck, as well as tractors capable of handling the A380's maximum ramp weight. When using two jetway bridges the boarding time is 45 min, and when using an extra jetway to the upper deck it is reduced to 34 min. The A380 has an airport turnaround time of 90–110 minutes.
workhours per day : 11.77 [hr]
no fatalities during service life > 100%% safe
average flight hours till crash : 15.61 [mln hr] (4039 service years)
safe flight hours till fatality : 15609189 [hr] (4038.6 service years)
reservation pax liability/flying hour : 0.01 [SDR*] (0.01 [eur])
insurance cost per hour : 94 [eur] insurance rate : 0.3 [%]
engine maintenance cost per hour : 3835.1 [eur]
wing maintenance cost per hour : 275.4 [eur]
fuselage maintenance cost per hour : 54.90 [eur]
tire life (time till worn out) : 102 [cycles]
maintenance cost per hour (excluding engines): 6647 [eur]
direct operating cost per hour: 29212 [eur], DOC per km : 33.39 [eur]
DOC per seat 1000km flight (788 [pax] 2-class seating): 41.03 [eur/1000PK]
DOC per seat 1000km flight (high density seating): 39.47 [eur/1000PK]
DOC per kg cargo for a 1000km flight : 0.39 [eur/kg] (= DOC/tonkm)
passenger service charge (depart at Schiphol): 11.34 [eur]
security service charge (depart at Schiphol): 10.08 [eur]
airport take-off fee / passenger : 4.51 [eur/pax]
airport landing fee / passenger : 4.51 [eur/pax]
retour ticket price 1000km trip : 157.26 [eur/pax]
price retour ticket Schiphol-Barcelona : 179.83 [eur/pax]
Air France A380-861 F-HPJE c/n 052 at CDG, sep.2013, in September 2017 it suffered an engine failure of one of its GP7270 turbofans over Greenland.
accidents with fatalities > there have been no fatal accidents with an A380.
Literature :
Air International apr’99 page 199,jan’99 page 51,okt’96 page 205,
jan’98 page 61
Why The Airbus A380 Is Only Equipped With Reverse Thrust On Its Inside Engines (simpleflying.com)
Volkskrant 07 juni 2005
Luchtvaart mrt’92 page 70, okt’94 page 338, sep’95 page 26
www.airbus.com
https://contentzone.eurocontrol.int/aircraftperformance/default.aspx?
https://www.airbus.com/en/airport-operations-and-technical-data/aircraft-characteristics
text_2008-01-30_A380.pdf (haw-hamburg.de)
How Things Work: Stopping the A380 | Smithsonian (smithsonianmag.com)
confidence rating regarding source data : medium - all information is only available from news, social media or unofficial sources
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
(c) B van der Zalm 30 October 2024 contact : info.aircraftinvestigation@gmail.com ac jetpax 2020.py python 3.7.4
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