2013-03-22 16:28:41 UTC
http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-delivers-100th-a380/Malaysia, upon getting its 6th A380, also got the 100th A380. (The press
release doesn't specify if this is the 100th "commercial" A380 being
delivered, of the 100 A380 that was built (including test articles)
So far, the A380 has carried 36 mlllion passengers in 100,000 flights.
It would have taken 140,000 flights for the 747 to carry same amount of pax.
An A380 takes off or lands every 6 minutes. 140 flights per day.
By my calculation with fleet size of 100, this means a 17 hour average
flight length including ground time. While there could be a number of
14-15 hour flights, I suspect most would be in the 10 hour range
(looking at Dubai's geographical position, it is about 10 hours to
europe and 10 hour to australia)
A380s serve 32 airports so far, about 50 more airports expect to get the
Asia-Pacific has 45% of demand, Middle East 23% and Europe 19%.
Since 2006, the A380 has registered repeat orders by satisfied customers
every year, bringing the total order book to date to 262 from 20 customers.
So, in the past 6 years, they got no new customers. And the order book,
while just above the original 250 aircraft break even point, is still
quite a ways to reach the assumed current break even of 400. Not the
commercial failure of Concorde, but not exactly a huge success either.
So Airbus has another 5 years before it needs to think about what to do
with the production line when they start to go from how many aircraft
per month they build to how many months per aircraft as the original
orders are all delivered and they just have to build "on demand" when
each small order trickles in.
With the airline consolidation that is happening in the USA where only
Delta, United and American will remain as international carriers, I
wonder if their fleet philosophy/religion might start to change and
allow 747/380 class aircraft for long hauls, now that each airline
combines traffic from 2 or more former airline.
Consider American/US-Air. If they are forced to let go of some LHR slots
to get their merger approved, they'll no longer be able to increase
capacity if they are already at max frequency and using their biggest 777s.
Similarly, United may have shed its old 747s during its bankrupcies, but
now that it is merged with Continental, wouldn't it have sufficient
traffic to Asia/Pacific to justify bigger metal than 777s ?
Or are the airlines happy to live in a market where demand is always
greater than supply since it allows for higher yields ?
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