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{{Short description|Type of aircraft}}
{{Redirect-multi|2|A380|A388|the road|A388 road|other uses|A380 (disambiguation)}}
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{{Use British English|date=March 2025}}
{{Use dmy dates|date=September 2019}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for the recommended layout and guidelines. -->
{{Infobox aircraft
| name = Airbus A380
| logo = Logo Airbus A380.svg
| image = File:A6-EDY A380 Emirates 31 jan 2013 jfk (8442269364) (cropped).jpg<!-- Flight images are preferred. Do not change image without a talk page discussion first, thanks. -->
| image_caption = An Airbus A380 of [[Emirates (airline)|Emirates]], the largest operator {{as of|2025|8|7|lc=yes}}
| aircraft_role = [[Wide-body airliner]]
| national_origin = Multi-national{{efn|Final assembly in France}}<!-- Use the main nation, not constituent country; don't use "EU". List collaborative programmes of only 2 or 3 nations; for more than 3, use "Multi-national" per [[Template:Infobox aircraft type]] and [[WP:Air/PC]] guidelines. -->
| manufacturers = [[Airbus]]
| status = In service
| primary_user = [[Emirates (airline)|Emirates]]<!--Limit one (1) primary user. Top 4 users listed in 'primary user' and 'more users' fields based on number of their fleets. -->
| more_users = {{ubl|[[British Airways]]| [[Singapore Airlines]]| [[Qantas]]}}<!-- Limit is three (3) TOTAL in 'more users' field. See Operators section below for others. -->
| number_built = 254 (including 3 test aircraft)<ref name=A380_123rdEmirates/>
| construction_date = 2003<ref>{{cite web |title=Airbus unveils first A380 centre wingbox |url=https://www.airbus.com/newsroom/press-releases/en/2003/08/airbus-unveils-first-a380-centre-wingbox.html |website=Airbus |access-date=14 February 2019 |archive-date=11 October 2020 |archive-url=https://web.archive.org/web/20201011171618/https://www.airbus.com/newsroom/press-releases/en/2003/08/airbus-unveils-first-a380-centre-wingbox.html |url-status=dead}}</ref>{{ndash}}2021<ref name=A380_123rdEmirates/>
| introduction = 25 October 2007, with [[Singapore Airlines]]
| first_flight = {{start date and age|2005|04|27|df=y}}
}}
The '''Airbus A380''' is a very large [[wide-body airliner]], developed and produced by [[Airbus]] until 2021. It is the world's largest passenger airliner and the only full-length [[Double-deck aircraft|double-deck]] jet airliner.
<!--Development-->
Airbus studies started in 1988, and the project was announced in 1990 to challenge the dominance of the [[Boeing 747]] in the [[long-haul]] market.<!--<ref name="norris_wagner_book"/>p. 7--> The then-designated A3XX project was presented in 1994 and Airbus launched the €{{#expr:10.7/1.1222round1}}–billion ($10.7–billion) A380 programme on 19 December 2000.<!--ref name=CNN19dec2000--> The first prototype was unveiled in [[Toulouse]], France on 18 January 2005,<!--ref name=BBC18jan2005--> commencing its first flight on 27 April 2005.<!--ref name="first_flight"--> It then obtained its [[type certificate]] from the [[European Aviation Safety Agency]] (EASA) and the US [[Federal Aviation Administration]] (FAA) on 12 December 2006.<!--ref name="EASA A380"-->
Due to difficulties with the [[electrical wiring]], the initial production was delayed by two years and the [[New product development|development]] costs almost doubled.<!--ref name=Libé120507/--> It was first delivered to [[Singapore Airlines]] on 15 October 2007 and entered service on 25 October.<!--ref name="1st SIA flight"--> Production peaked at 30 per year in both 2012 and 2014, with manufacturing of the aircraft ending in 2021.<!--ref name=Airbus_O_D/--> The A380's estimated $25 billion development cost was not recouped by the time Airbus ended production.<!--ref name=Bloomberg27apr2015-->
<!--Design -->
The full-length double-deck aircraft has a typical seating for 525 passengers,<!--ref name="555_to_525"/--> with a maximum certified capacity for 853 passengers.<!--ref name="evacuation_test"--> The [[quadjet]] is powered by [[Engine Alliance GP7200]] or [[Rolls-Royce Trent 900]] turbofans<!--ref name=TCDS/--> providing a [[Range (aeronautics)|range]] of {{cvt|8000|nmi|-2}}.<!--ref name=FamilyFigures--> {{As of|2021|12}}, the global A380 fleet had completed more than 800,000 flights over 7.3 million [[wikt:block hour|block hours]] with no fatalities and no [[hull loss|hull losses]]. {{As of|2024|4}}, there were 189 aircraft in service with 10 operators worldwide. Of its fifteen total operating airlines, five have fully retired the A380 from their fleets.
==Development==
===Background===
In mid-1988, Airbus engineers, led by Jean Roeder, began work in secret on the development of an ultra-high-capacity airliner (UHCA), both to complete its own range of products and to break the dominance that [[Boeing]] had enjoyed in this market segment since the early 1970s with its [[Boeing 747]].<ref name="norris_wagner_book"/>{{rp|7}} [[McDonnell Douglas]] unsuccessfully offered its double-deck [[McDonnell Douglas MD-12|MD-12]] concept for sale.<ref name="MDC_brochure">{{cite web|url=http://md-eleven.net/MD11-MD12-undeveloped-models|title=MDC brochures for undeveloped versions of the MD-11 and MD-12|publisher=md-eleven.net|access-date=30 December 2011|archive-url=https://web.archive.org/web/20080511211119/http://md-eleven.net/MD11-MD12-undeveloped-models|archive-date=11 May 2008|url-status=dead}}</ref><ref>{{cite web|url=http://www.boeing.com/news/releases/mdc/96-221.html|archive-url=https://web.archive.org/web/20111106191654/http://www.boeing.com/news/releases/mdc/96-221.html|archive-date=6 November 2011|title=McDonnell Douglas Unveils New MD-XX Trijet Design|publisher=McDonnell Douglas|date=4 September 1996|access-date=30 December 2011}}</ref> Lockheed was exploring the possibility for a Very Large Subsonic Transport.<ref>{{cite journal |url= https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19960023624.pdf |title= the future of very large subsonic transports |journal= NASA Transportation Beyond 2000 |author= Lockheed Martin |date= 1 February 1996}}</ref> Roeder was given approval for further evaluations of the UHCA after a formal presentation to the President and CEO in June 1990.
The [[megaproject]] was announced at the 1990 [[Farnborough Airshow]], with the stated goal of 15% lower operating costs than the Boeing 747-400.<ref name="norris_wagner_book"/>{{rp|16–17}} Airbus organised four teams of designers, one from each of its partners ([[Aérospatiale]], [[British Aerospace]], [[Deutsche Aerospace AG]], [[EADS CASA|CASA]]) to propose new technologies for its future aircraft designs. The designs were presented in 1992 and the most competitive designs were used.<ref name="norris_wagner_book"/>{{rp|17–18}} In January 1993, Boeing and several companies in the Airbus consortium started a joint feasibility study of a Very Large Commercial Transport (VLCT), aiming to form a partnership to share the limited market.<ref name="norris_wagner_book"/>{{rp|31}}<ref>{{Cite news|first=Guy|last=Norris|title=Creating A Titan|work=Flight International|date=14 June 2005|url=http://www.flightglobal.com/news/articles/creating-a-titan-199071/}}</ref>
In June 1994, Airbus announced its plan to develop its own very large airliner, designated as A3XX.<ref>{{Cite news|last=Bowen|first=David|title=Airbus will reveal plan for super-jumbo: Aircraft would seat at least 600 people and cost dollars 8bn to develop|work=The Independent|___location=UK|date=4 June 1994|url=https://www.independent.co.uk/news/business/airbus-will-reveal-plan-for-superjumbo-aircraft-would-seat-at-least-600-people-and-cost-dollars-8bn-to-develop-1420367.html |archive-url=https://web.archive.org/web/20100928050035/http://www.independent.co.uk/news/business/airbus-will-reveal-plan-for-superjumbo-aircraft-would-seat-at-least-600-people-and-cost-dollars-8bn-to-develop-1420367.html |archive-date=2010-09-28 |url-access=limited |url-status=live|access-date=30 December 2011}}</ref><ref>{{Cite news|first=Bill|last=Sweetman|title=Airbus hits the road with A3XX|publisher=Interavia Business & Technology|date=1 October 1994|url=http://www.highbeam.com/doc/1G1-16444324.html|archive-url=https://web.archive.org/web/20121106060040/http://www.highbeam.com/doc/1G1-16444324.html|url-status=dead|archive-date=6 November 2012|access-date=30 December 2011}}</ref> Airbus considered several designs, including an unusual side-by-side combination of two fuselages from its [[Airbus A340|A340]], the largest Airbus jet at the time.<ref name="norris_wagner_book">{{Cite book |last1=Norris |first1=Guy |url=https://books.google.com/books?id=KcaYjPhRnWUC |title=Airbus A380: Superjumbo of the 21st Century |last2=Wagner |first2=Mark |publisher=Zenith Press |year=2005 |isbn=978-0-7603-2218-5}}</ref>{{rp|19}} The A3XX was pitted against the VLCT study and Boeing's own [[Boeing NLA|New Large Aircraft]] successor to the 747.<ref>{{Cite news|title=Aviation giants have Super-jumbo task|work=Orlando Sentinel|date=27 November 1994|url=https://pqasb.pqarchiver.com/orlandosentinel/access/77995305.html?dids=77995305:77995305&FMT=ABS&FMTS=ABS:FT&type=current&date=Nov+27%2C+1994&author=Karen+West+Seattle+Post-Intelligencer&pub=Orlando+Sentinel&desc=AVIATION+GIANTS+HAVE+SUPER-JUMBO+TASK+ENORMOUS+COMMERCIAL+JET+JUST+PAPER+AIRPLANE+FOR+NOW&pqatl=google|access-date=30 December 2011|archive-date=3 November 2012|archive-url=https://web.archive.org/web/20121103155803/http://pqasb.pqarchiver.com/orlandosentinel/access/77995305.html?dids=77995305:77995305&FMT=ABS&FMTS=ABS:FT&type=current&date=Nov+27,+1994&author=Karen+West+Seattle+Post-Intelligencer&pub=Orlando+Sentinel&desc=AVIATION+GIANTS+HAVE+SUPER-JUMBO+TASK+ENORMOUS+COMMERCIAL+JET+JUST+PAPER+AIRPLANE+FOR+NOW&pqatl=google|url-status=dead}}</ref><ref>{{Cite news|title=Boeing looks again at plans for NLA|work=Flight International|first=Guy|last=Norris|date=10 September 1997 |url=http://www.flightglobal.com/articles/1997/09/10/20640/boeing-looks-again-at-plans-for-nla.html |archive-url=https://web.archive.org/web/20110601074352/http://www.flightglobal.com/articles/1997/09/10/20640/boeing-looks-again-at-plans-for-nla.html |archive-date=1 June 2011 |access-date=6 March 2012}}</ref> In July 1995, the joint study with Boeing was abandoned, as Boeing's interest had declined due to analysis that such a product was unlikely to cover the projected $15 billion development cost. Despite the fact that only two airlines had expressed public interest in purchasing such a plane, Airbus was already pursuing its own large-plane project. Analysts suggested that Boeing would instead pursue stretching its 747 design, and that air travel was already moving away from the [[Spoke-hub distribution paradigm|hub-and-spoke]] system that consolidated traffic into large planes, and toward more non-stop routes that could be served by smaller planes.<ref name=Reuters10jul1995>{{Cite news|title=Boeing, partners expected to scrap Super-Jet study|via=Los Angeles Times|date=10 July 1995|url=https://www.latimes.com/archives/la-xpm-1995-07-10-fi-22333-story.html|agency=Reuters}}</ref>
[[File:Airbus A380 cross section.svg|thumb|upright|The [[double-deck aircraft|double-deck]] cross-section]]
From 1997 to 2000, as the [[1997 Asian financial crisis]] darkened the market outlook, Airbus refined its design, targeting a 15–20% reduction in operating costs over the existing Boeing 747-400. The A3XX design converged on a double-decker layout that provided more passenger volume than a traditional single-deck design.<ref>{{Cite news|title=Superjumbo or white elephant?|work=Flight International|date=1 August 1995|url=http://www.flightglobal.com/news/articles/superjumbo-or-white-elephant-16420/|archive-url=https://web.archive.org/web/20121102135556/http://www.flightglobal.com/news/articles/superjumbo-or-white-elephant-16420/|archive-date=2 November 2012|access-date=30 December 2011}}</ref><ref>{{Cite news|title=Lehman puts $18bn price tag on Airbus float|work=The Independent|___location=UK|first=Michael|last=Harrison|date=23 October 1996|url=https://www.independent.co.uk/news/business/lehman-puts-18bn-price-tag-on-airbus-float-1359754.html |archive-url=https://web.archive.org/web/20121108214732/http://www.independent.co.uk/news/business/lehman-puts-18bn-price-tag-on-airbus-float-1359754.html |archive-date=2012-11-08 |url-access=limited |url-status=live|access-date=30 December 2011}}</ref> Airbus did so in line with traditional hub-and-spoke theory, as opposed to the [[Point-to-point transit|point-to-point theory]] with the [[Boeing 777]],<ref name="Aerlines">{{cite web|last=Cannegieter|first=Roger|url=http://www.aerlines.nl/issue_31/31_Cannegieter_Ranging_Capabilities.pdf|archive-url=https://web.archive.org/web/20111124091229/http://www.aerlines.nl/issue_31/31_Cannegieter_Ranging_Capabilities.pdf|archive-date=24 November 2011|title=Long Range vs. Ultra High Capacity|publisher=aerlines.nl|access-date=30 December 2011}}</ref> after conducting an extensive [[market analysis]] with over 200 [[focus group]]s.<ref name="ms_a380_debate_20060905"/><ref name="LeehamLawler">{{cite web|last=Lawler|first=Anthony|url=http://www.leeham.net/filelib/A380_Lawler.pdf |archive-url=https://web.archive.org/web/20110723180709/http://www.leeham.net/filelib/A380_Lawler.pdf|archive-date=23 July 2011|title=Point-To-Point, Hub-To-Hub: the need for an A380 size aircraft|publisher=Leeham.net|date=4 April 2006|access-date=9 April 2010}}</ref> Although early marketing of the huge cross-section touted the possibility of duty-free shops, restaurant-like dining, gyms, casinos and beauty parlours on board, the realities of airline economics have kept such dreams grounded.
On 19 December 2000, the supervisory board of newly restructured Airbus voted to launch a €{{#expr:10.7/1.1222round1}} billion ($10.7 billion) project to build the A3XX, re-designated as A380, with 50 firm orders from six launch customers.<ref name=CNN19dec2000>{{Cite news |title= Airbus jumbo on runway |work= CNN |date= 19 December 2000 |url= https://money.cnn.com/2000/12/19/europe/airbus/}}</ref><ref>{{Cite news|url=https://www.latimes.com/archives/la-xpm-2000-dec-20-mn-2453-story.html|title=Airbus Giant-Jet Gamble OKd in Challenge to Boeing|last=Pae|first=Peter|date=20 December 2000|work=Los Angeles Times|access-date=30 December 2011|issn=0458-3035}}</ref><ref>{{Cite news|title=The Casino in the Sky|agency=Associated Press|date=19 December 2000|url=https://www.wired.com/science/discoveries/news/2000/12/40748|archive-url=https://web.archive.org/web/20121105114815/http://www.wired.com/science/discoveries/news/2000/12/40748|archive-date=5 November 2012|access-date=30 December 2011|magazine=Wired}}</ref><ref>{{Cite news|title=Virgin orders six A3XX aircraft, allowing Airbus to meet its goal|work=The Wall Street Journal|date=15 December 2000|url=https://www.wsj.com/articles/SB976882107200789994|access-date=30 December 2011}}</ref> The A380 designation was a break from previous Airbus families, which had progressed sequentially from A300 to A340. It was chosen because the number 8 resembles the double-deck cross section, and is a [[Numbers in Chinese culture#Eight|lucky number]] in many East Asian countries where the aircraft was being marketed.<ref name="norris_wagner_book"/> The aircraft configuration was finalised in early 2001, and manufacturing of the first A380 wing-box component started on 23 January 2002. The development cost of the A380 had grown to €11–14<ref name=esar>{{cite web|url=http://ukspaceagency.bis.gov.uk/assets/ukspaceagency/docs/skylon-assessment-report-pub.pdf |title=Skylon Assessment Report |page=18 |date=April 2011 |publisher=[[UK Space Agency]] |access-date=26 April 2015}} {{dead link|date=April 2017 |bot=InternetArchiveBot |fix-attempted=yes}}</ref> billion when the first aircraft was completed.
=== Total development cost ===
In 2000, the projected development cost was [[euro|€]]9.5 billion.<ref name="Libé120507">{{cite news |url= http://www.liberation.fr/futurs/2012/05/07/airbus-encaisse-les-couts-de-l-a380_817119 |title= Airbus encaisse les coûts de l'A380 |author= Yann Philippin |date= 7 May 2012 |work= [[Libération]] |language= fr}}</ref> In 2004, Airbus estimated that €1.5 billion (US$2 billion) would need to be added, totalling the developmental costs to €{{#expr:8.8+1.5}} billion (${{#expr:10.7+2}} billion).<ref>{{cite news |url= https://www.nytimes.com/2004/12/13/business/airbus-says-its-a380-jet-is-over-budget.html |title= Airbus Says Its A380 Jet Is Over Budget |author= Bloomberg |work= The New York Times |date= 13 December 2004}}</ref> In 2006, Airbus stopped publishing its reported cost after reaching costs of €10.2 billion and then it provisioned another €4.9 billion, after the difficulties in electric cabling and two years delay for an estimated total of €18 billion.<ref name="Libé120507"/>
<!-- in 2004: 1 USD= 0.754 EUR= 0.608 GBP - http://data.worldbank.org/indicator/PA.NUS.FCRF?locations=GB-XC -->
In 2014, the aircraft was estimated to have cost $25bn (£16bn, €{{#expr:25*0.754round1}}bn) to develop.<ref>{{cite news |url= http://www.businessinsider.com/airbuss-flagship-plane-may-be-too-big-to-be-profitable-2014-12 |title= Airbus's Flagship Plane May Be Too Big To Be Profitable |work= The Guardian |author= Karl West |date= 28 December 2014 |publisher= Business Insider}}</ref> In 2015, Airbus said development costs were €15 billion (£11.4 billion, ${{To USD|15|FRA|year=2015}} billion), though analysts believe the figure is likely to be at least €5bn (${{To USD|5|FRA|year=2015}} Bn) more for a €{{#expr:15+5}} Bn (${{To USD|{{#expr:15+5}}|FRA|year=2015}} Bn) total.<ref name=TG150118>{{cite news |url= https://www.telegraph.co.uk/finance/newsbysector/industry/engineering/11353508/Is-Airbuss-A380-a-superjumbo-with-a-future-or-an-aerospace-white-elephant.html |archive-url=https://ghostarchive.org/archive/20220111/https://www.telegraph.co.uk/finance/newsbysector/industry/engineering/11353508/Is-Airbuss-A380-a-superjumbo-with-a-future-or-an-aerospace-white-elephant.html |archive-date=11 January 2022 |url-access=subscription |url-status=live |title= Is Airbus's A380 a 'superjumbo' with a future or an aerospace white elephant? |author= Alan Tovey |date= 18 January 2015 |work= The Telegraph}}{{cbignore}}</ref> In 2016, The A380 development costs were estimated at $25 billion for 15 years,<ref>{{cite web |url= https://money.cnn.com/2016/02/17/news/companies/airbus-ceo-a380-future/ |title= Airbus CEO upbeat on future of A380 after new orders |author= Andrew Stevens and Jethro Mullen |work= CNNMoney |date= 17 February 2016}}</ref> $25–30 billion,<ref>{{cite news |url= https://www.forbes.com/sites/richardaboulafia/2016/06/06/airbus-a380-the-final-countdown/ |date= 6 June 2016 |title= Airbus A380: The Death Watch Begin |author= Richard Aboulafia |work= Forbes}}</ref> or €25 billion ($28 billion).<ref name=BB160712>{{cite news |url= https://www.bloomberg.com/news/articles/2016-07-12/airbus-plans-to-cut-annual-a380-deliveries-to-12-as-of-2018 |title= Airbus A380 Cut May Mark Beginning of End for Superjumbo |author= Christopher Jasper and Andrea Rothman |date= 12 July 2016 |work= Bloomberg}}</ref>
To start the programme in 2000, the governments of [[France]], [[Germany]] and the [[UK]] loaned Airbus €3.5 billion and refundable advances reached €5.9 billion ($7.3 billion).<!--<ref name=Bloomberg23feb2018>-->
In February 2018, after an Emirates order secured production of the unprofitable programme for ten years, Airbus revised its deal with the three loan-giving governments to save $1.4 billion (17%) and restructured terms to lower the production rate from eight per year in 2019 to six per year.<ref name=Bloomberg23feb2018>{{cite news |url= https://www.bloomberg.com/news/articles/2018-02-23/airbus-sheds-1-4-billion-owed-to-countries-in-new-a380-aid-deal |title= Airbus Super-Jumbo Sheds Financial Weight in New State Aid Deal |date= 23 February 2018 |author= Benjamin D Katz |agency= Bloomberg}}</ref>
On 15 May 2018, in its [[Competition between Airbus and Boeing#World Trade Organization litigation|EU appeal ruling]], a WTO ruling concluded that the A380 received improper subsidies through $9 billion of launch aids, but Airbus acknowledged that the threat posed to Boeing by the A380 is so marginal with 330 orders since its 2000 launch that any U.S. sanctions should be minimal, as previous rulings showed Boeing's exposure could be as little as $377 million.<ref>{{cite news |url= https://www.bloomberg.com/news/articles/2018-05-22/airbus-to-defend-wto-ruling-by-saying-a380-no-threat-to-boeing |title= Airbus to Defend WTO Ruling by Saying A380 No Threat to Boeing |author= Benjamin D Katz |date= 22 May 2018 |agency= Bloomberg}}</ref>
In 2018, unit cost was {{USD|445.6 million|link=yes}}.<ref name="Airbus_prices">{{cite web |url= http://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Airbus-Commercial-Aircraft-list-prices-2018.pdf |title= AIRBUS AIRCRAFT 2018 AVERAGE LIST PRICES* (USD millions) |publisher= Airbus |date= 15 January 2018 |access-date= 15 January 2018 |archive-date= 15 January 2018 |archive-url= https://web.archive.org/web/20180115185203/http://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Airbus-Commercial-Aircraft-list-prices-2018.pdf |url-status= dead}}</ref>
In February 2019, the German government disclosed that it was conducting talks with Airbus regarding €600 million in outstanding loans. Following the decision to wind down the A380 programme, Europe argues that the subsidies in effect no longer exist and that no sanctions are warranted.<ref>{{cite news |title=Germany in talks with Airbus on 600 million euros of A380 loans |url= https://www.reuters.com/article/us-airbus-germany/germany-in-talks-with-airbus-on-600-million-euros-of-a380-loans-idUSKCN1QL0YR |work= Reuters |date= 4 March 2019 |author1= Andreas Rinke |author2=Tassilo Hummel}}</ref>
===Production===
[[File:Transport A380 en.svg|thumb|upright=1.05|Geographical logistics sequence for the A380, with final assembly in [[Toulouse]]|alt=Diagram showing flow of aircraft part in western Europe. Land is white, sea is pale blue]]
Major structural sections of the A380 are built in France, Germany, Spain, and the United Kingdom. Due to the sections' large size, traditional transportation methods proved unfeasible,<ref name=moral>Morales, Jesus. {{cite web |url=http://www.akl.tu-darmstadt.de/media/arbeitskreis_luftverkehr/downloads_6/kolloquien/13kolloquium/05druckvorlage_morales.pdf |title=Archived copy |access-date=7 February 2016 |url-status=live |archive-url=https://web.archive.org/web/20131017005137/http://www.akl.tu-darmstadt.de/media/arbeitskreis_luftverkehr/downloads_6/kolloquien/13kolloquium/05druckvorlage_morales.pdf |archive-date=17 October 2013}} "The A380 Transport Project and Logistics – Assessment of alternatives", p. 19, ''Airbus'', 18 January 2006. Retrieved 15 April 2012.</ref> so they are taken to the ''Jean-Luc Lagardère Plant'' assembly hall in [[Toulouse]], France, by specialised road and water transportation, though some parts are moved by the [[Airbus Beluga|A300-600ST ''Beluga'']] transport aircraft.<ref>{{Cite news|title=Airbus delivers first A380 fuselage section from Spain|publisher=Airbus|date=6 November 2003|url=http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-delivers-first-a380-fuselage-section-from-spain/|access-date=1 July 2011|archive-date=4 October 2014|archive-url=https://web.archive.org/web/20141004135701/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-delivers-first-a380-fuselage-section-from-spain/|url-status=dead}}</ref><ref>[http://www.smithsonianchannel.com/shows/planes-that-changed-the-world/a380-superjumbo/1003707/3417629 "Planes that changed the World, Episode #3: A380 Superjumbo"] {{webarchive |url=https://web.archive.org/web/20161107021700/http://www.smithsonianchannel.com/shows/planes-that-changed-the-world/a380-superjumbo/1003707/3417629 |date=7 November 2016}}. Smithsonian Channel</ref> A380 components are provided by suppliers from around the world; the four largest contributors, by value, are [[Rolls-Royce plc|Rolls-Royce]], [[Safran]], [[United Technologies Corporation|United Technologies]] and [[General Electric]].<ref name="ms_a380_debate_20060905">{{Cite news |last= Scott Babka |title= EADS: the A380 Debate |publisher= [[Morgan Stanley]] |date= 5 September 2006 |url= https://www.researchgate.net/publication/283720958}}</ref>
For the surface movement of large A380 structural components, a complex route known as the [[Itinéraire à Grand Gabarit]] was developed. This involved the construction of a fleet of [[roll-on/roll-off]] (RORO) ships and barges, the construction of port facilities and the development of new and modified roads to accommodate oversized road convoys.<ref name="aw200905">{{Cite news|title=Convoi Exceptionnel|work=Airliner World|date=May 2009|publisher=Key Publishing Ltd}}</ref> The front and rear fuselage sections are shipped on one of three RORO ships from [[Hamburg]] in northern Germany to [[Saint-Nazaire]] in France. The ship travels via [[Mostyn]], [[Wales]], where the wings are loaded.<ref>{{cite web|url=https://www.airbus.com/newsroom/press-releases/en/2004/06/a380-special-transport-ship-in-hamburg-for-the-first-time.html|title=A380: Special Transport Ship in Hamburg for the First Time|publisher=Airbus Press Centre|date=9 June 2004|access-date=22 September 2020|archive-url=https://web.archive.org/web/20080312222417/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/10_jun_04_topping_out_ceremony.html|archive-date=12 March 2008}}</ref> The wings are manufactured at [[Broughton, Flintshire|Broughton]] in North Wales, then transported by [[barge]] to Mostyn docks for ship transport.<ref name="fi_20030520_production">{{Cite news|title=Towards Toulouse |work=Flight International |date=20 May 2003 |url=http://www.flightglobal.com/news/articles/towards+toulouse-165712/ |archive-url=https://web.archive.org/web/20121111134626/http://www.flightglobal.com/news/articles/towards%2Btoulouse-165712/ |archive-date=11 November 2012 |access-date=30 December 2011 |url-status=dead}}</ref>
[[File:Drone footage of Airbus A380 Wings moved from the factory in Broughton Deeside, Wales to Mostyn.webm|thumb|Drone footage of a wing being transported from its factory at [[Broughton, Flintshire|Broughton]], [[Wales]], down the [[River Dee, Wales|River Dee]] to Mostyn, and onwards to France, March 2020]]
[[File:A380 transport Port de Bordeaux.jpg|thumb|A380 components on a barge]]
In Saint-Nazaire, the ship exchanges the fuselage sections from Hamburg for larger, assembled sections, some of which include the nose. This ship unloads in [[Bordeaux]]. It then goes to pick up the belly and tail sections from [[Construcciones Aeronáuticas SA]] in [[Cádiz]], Spain, and delivers them to Bordeaux. From there, the A380 parts are transported by barge to [[Langon, Gironde|Langon]], and by oversize road convoys to the assembly hall in [[Toulouse]].<ref name="A380 convoys">{{Cite news|title=A380 convoys|publisher=IGG.FR|date=28 October 2007|url=http://www.igg.fr/|access-date=30 December 2011}}</ref> To avoid damage from direct handling, parts are secured in custom jigs carried on self-powered wheeled vehicles.<ref name=moral/>
After assembly, the aircraft are flown to the [[Airbus Hamburg-Finkenwerder]] plant to be furnished and painted. Airbus sized the production facilities and [[supply chain]] for a production rate of four A380s per month.<ref name="fi_20030520_production"/>
===Testing===
[[File:A380 Reveal 1.jpg|thumb|The first completed A380 at the "A380 Reveal" event in Toulouse, France, 18 January 2005]]
[[File:1er vol de l' A380.jpg|thumb|A380 prototype on its [[maiden flight]]]]
In 2005, five A380s were built for testing and demonstration purposes.<ref name="flight_test_2005">{{Cite news|title=A380 powers on through flight-test|last=Kingsley-Jones|first=Max|url=http://www.flightglobal.com/articles/2005/12/20/203708/a380-powers-on-through-flight-test.html|archive-url=https://web.archive.org/web/20070930043200/http://www.flightglobal.com/articles/2005/12/20/203708/a380-powers-on-through-flight-test.html|archive-date=30 September 2007|work=Flight International|date=20 December 2005|access-date=30 December 2011}}</ref> The first A380, [[Aircraft registration|registered]] F-WWOW, was unveiled in [[Toulouse]] 18 January 2005.<ref name=BBC18jan2005>{{cite news|title=Giant plane a testimony to 'old Europe'|work=BBC News|date=18 January 2005|first=Jorn|last=Madslien|url=http://news.bbc.co.uk/1/hi/business/4184987.stm|access-date=30 December 2011}}</ref> It first flew on 27 April 2005.<ref name="first_flight">{{Cite news|title=A380, the 21st century flagship, successfully completes its first flight|publisher=Airbus|date=27 April 2005|url=http://www.airbus.com/newsevents/news-events-single/detail/a380-the-21st-century-flagship-successfully-completes-its-first-flight/|access-date=7 June 2011|archive-date=4 October 2014|archive-url=https://web.archive.org/web/20141004080800/http://www.airbus.com/newsevents/news-events-single/detail/a380-the-21st-century-flagship-successfully-completes-its-first-flight/|url-status=dead}}</ref> This plane, equipped with [[Rolls-Royce Trent 900]] engines, flew from [[Toulouse–Blagnac Airport]] with a crew of six headed by chief [[test pilot]] [[Jacques Rosay]].<ref>Sparaco, Pierre. "[http://aviationweek.com/site-files/aviationweek.com/files/uploads/2015/03/2005-%20A380%20First%20Flight.pdf A titan takes off] {{webarchive|url=https://web.archive.org/web/20160303192900/http://aviationweek.com/site-files/aviationweek.com/files/uploads/2015/03/2005-%20A380%20First%20Flight.pdf|date=3 March 2016}}" ''[[Aviation Week & Space Technology]]'', May 2005. [https://web.archive.org/web/20150424204429/http://aviationweek.com/site-files/aviationweek.com/files/uploads/2015/03/2005-%20A380%20First%20Flight.pdf] Archive</ref> Rosay said flying the A380 had been "like handling a bicycle".<ref name="First flight">{{cite news|title=It flies! But will it sell? Airbus A380 makes maiden flight, but commercial doubts remain|agency=Associated Press|date=27 April 2005|url=http://nl.newsbank.com/nl-search/we/Archives?p_product=NewsLibrary&p_multi=APAB&d_place=APAB&p_theme=newslibrary2&p_action=search&p_maxdocs=200&p_topdoc=1&p_text_direct-0=10A0DDB8B4BCA1FB&p_field_direct-0=document_id&p_perpage=10&p_sort=YMD_date:D|access-date=30 December 2011}}</ref>
On 1 December 2005, the A380 achieved its maximum design speed of Mach 0.96, (its design cruise speed is Mach 0.85) in a shallow dive.<ref name="flight_test_2005"/> In 2006, the A380 flew its first high-altitude test at [[Addis Ababa Bole International Airport]]. It conducted its second high-altitude test at the same airport in 2009.<ref>{{Cite news|title=Airbus 380 conducts test flights in Addis Ababa |publisher=[[Ethiopian Reporter]] |date=21 November 2009 |url=http://www.ethiopiainvestor.com/index.php?view=article&catid=69%3Aarchives&id=931%3Aairbus-380-conducts-test-flights-in-addis-ababa&tmpl=component&print=1&page=&option=com_content&Itemid=88 |archive-url=https://archive.today/20150227091118/http://www.ethiopiainvestor.com/index.php?view=article&catid=69:archives&id=931:airbus-380-conducts-test-flights-in-addis-ababa&tmpl=component&print=1&page=&option=com_content&Itemid=88 |url-status=dead |archive-date=27 February 2015 |access-date=30 December 2011}}</ref> On 10 January 2006, it flew to [[José María Córdova International Airport]] in Colombia, accomplishing the transatlantic testing, and then it went to [[El Dorado International Airport]] to test the engine operation in high-altitude airports. It arrived in North America on 6 February 2006, landing in [[Iqaluit]], Nunavut, in Canada for cold-weather testing.<ref name="Cold weather test">{{Cite news|title=Airbus tests A380 jet in extreme cold of Canada|work=NBC News|date=8 February 2006|url=https://www.nbcnews.com/id/wbna11236081|access-date=30 December 2011}}</ref>
[[File:a380 teststation fb06rs.jpg|thumb|[[Flight test engineer]]'s station on the lower deck of the first A380, F-WWOW]]
On 14 February 2006, during the destructive wing strength certification test on [[List of Airbus A380 orders and deliveries#Production List|MSN5000]], the test wing of the A380 failed at 145% of the limit load, short of the required 150% level. Airbus announced modifications adding 30 kg (66 lb) to the wing to provide the required strength.<ref name="A380 wing">{{Cite news|title=Airbus to reinforce part of A380 wing after March static test rupture|work=Flight International|date=23 May 2006|url=http://www.flightglobal.com/articles/2006/05/23/206797/airbus-to-reinforce-part-of-a380-wing-after-march-static-test.html|archive-url=https://web.archive.org/web/20080415145147/http://www.flightglobal.com/articles/2006/05/23/206797/airbus-to-reinforce-part-of-a380-wing-after-march-static-test.html|archive-date=15 April 2008|access-date=30 December 2011}}</ref> On 26 March 2006, the A380 underwent evacuation certification in [[Hamburg]]. With 8 of the 16 exits randomly blocked, 853 mixed passengers and 20 crew exited the darkened aircraft in 78 seconds, less than the 90 seconds required for certification.<ref name="evacuation_test">{{Cite news|last=Daly|first=Kieran|title=Airbus A380 evacuation trial full report: everyone off in time|work=Flight International|date=6 April 2006|url=http://www.flightglobal.com/Articles/2006/04/06/Navigation/177/205793/Airbus+A380+evacuation+trial+full+report+everyone+off+in.html|archive-url=https://web.archive.org/web/20080621142039/http://www.flightglobal.com/articles/2006/04/06/205793/airbus-a380-evacuation-trial-full-report-everyone-off-in.html|archive-date=21 June 2008|access-date=16 September 2006}}</ref><ref>{{YouTube|id=ZlhDochDWJ8|title=Airbus infrared video}}. {{Cite web |url=https://www.youtube.com/watch?v=ZlhDochDWJ8 |title=A rigorous test campaign culminates in A380 certification |website=[[YouTube]] |date=7 April 2011 |access-date=29 November 2016 |archive-date=30 September 2016 |archive-url=https://web.archive.org/web/20160930062848/https://www.youtube.com/watch?v=ZlhDochDWJ8 |url-status=dead}}. 7 April 2011.</ref> Three days later, the A380 received [[European Aviation Safety Agency]] (EASA) and United States [[Federal Aviation Administration]] (FAA) approval to carry up to 853 passengers.<ref name="evacuation_test_2">{{Cite news|title=Pictures: Airbus A380 clears European and US certification hurdles for evacuation trial|work=Flight International|date=29 March 2006|url=http://www.flightglobal.com/Articles/2006/03/29/Navigation/177/205739/Pictures+Airbus+A380+clears+European+and+US+certification+hurdles+for+evacuation.html|archive-url=https://web.archive.org/web/20071012015857/http://www.flightglobal.com/articles/2006/03/29/205739/pictures-airbus-a380-clears-european-and-us-certification-hurdles-for-evacuation.html|archive-date=12 October 2007|access-date=16 September 2006}}</ref>
The first A380 using [[Engine Alliance GP7200|GP7200]] engines—serial number [[List of Airbus A380 orders and deliveries#Production List|MSN009]] and flew on 25 August 2006.<ref>{{Cite news|title=GE joint venture engines tested on Airbus A380|publisher=Business Courier|date=25 August 2006|url=http://www.bizjournals.com/cincinnati/stories/2006/08/21/daily47.html|access-date=30 December 2011}}</ref><ref>{{Cite news|title=Airbus test flight with engine alliance engine a success|agency=PR Newswire|date=28 August 2006|url=http://aviation.bernama.com/news.php?id=216600&lang=en|access-date=1 November 2012|archive-date=21 June 2015|archive-url=https://web.archive.org/web/20150621221603/http://aviation.bernama.com/news.php?id=216600&lang=en|url-status=dead}}</ref> On 4 September 2006, the first full passenger-carrying flight test took place.<ref name="first_pax_flight">{{cite news|title=Airbus A380 completes test flight|work=BBC News|date=4 September 2006|url=http://news.bbc.co.uk/1/hi/business/5312020.stm|access-date=30 December 2011}}</ref> The aircraft flew from Toulouse with 474 Airbus employees on board, in a test of passenger facilities and comfort.<ref name="first_pax_flight"/> In November 2006, a further series of route-proving flights demonstrated the aircraft's performance for 150 flight hours under typical airline operating conditions.<ref name="A380testfly">{{Cite news|title=Airbus A380 jets off for tests in Asia from the eye of a storm|work=USA Today|date=11 November 2006|url=https://www.usatoday.com/travel/flights/2006-11-09-airbus-asia-test_x.htm|first1=Gilles|last1=Ramel|access-date=30 December 2011}}</ref> {{as of|2014}}, the A380 test aircraft continue to perform test procedures.<ref name=whe>Whelan, Ian. "[http://www.ainonline.com/aviation-news/air-transport/2014-08-21/long-serving-flight-test-aircraft-play-different-roles Long-serving Flight Test Aircraft Play Different Roles]{{cbignore|bot=medic}}" ''AINonline'', 21 August 2014. Retrieved 4 September 2014. {{YouTube|id=VkPVsToMG3s|title=Video}} {{Cite web |url=https://www.youtube.com/watch?v=VkPVsToMG3s |title=Behind the Scenes in Airbus A380 and Boeing 787-9 Test Aircraft – AINtv |website=[[YouTube]] |date=28 July 2014 |access-date=29 November 2016 |archive-date=9 August 2016 |archive-url=https://web.archive.org/web/20160809200236/https://www.youtube.com/watch?v=VkPVsToMG3s |url-status=bot: unknown}}</ref>
Airbus obtained [[type certificate]]s for the [[List of Airbus A380 orders and deliveries#Models|A380-841]] and [[List of Airbus A380 orders and deliveries#Models|A380-842]] model from the EASA and FAA on 12 December 2006 in a joint ceremony at the company's French headquarters,<ref name="EASA A380">{{cite web |url=http://www.easa.europa.eu/ws_prod/c/doc/Design_Appro/Aircrafts/TCDS%20EASA.A.110%20Airbus%20A380%20Iss%203%20(14%20Dec%2007).pdf |archive-url=https://web.archive.org/web/20091222052318/http://www.easa.europa.eu/ws_prod/c/doc/Design_Appro/Aircrafts/TCDS%20EASA.A.110%20Airbus%20A380%20Iss%203%20(14%20Dec%2007).pdf |archive-date=22 December 2009 |title=EASA Type-Certificate Data Sheet TCDS A.110 Issue 03 |publisher=EASA |date=14 December 2007 |access-date=30 December 2011 |url-status=dead}}</ref><ref name="FAA A380">{{cite web|url=http://rgl.faa.gov/Regulatory_and_Guidance_Library%5CrgMakeModel.nsf/0/159B44F68212A2FE862573B70056D374/$FILE/A58NM.pdf|title=FAA Type Certificate Data Sheet NO.A58NM Rev 2|publisher=FAA|date=14 December 2007|access-date=30 December 2011|archive-date=9 March 2012|archive-url=https://web.archive.org/web/20120309094506/http://rgl.faa.gov/Regulatory_and_Guidance_Library%5CrgMakeModel.nsf/0/159B44F68212A2FE862573B70056D374/$FILE/A58NM.pdf|url-status=dead}}</ref> receiving the [[International Civil Aviation Organization|ICAO]] [[List of ICAO aircraft type designators|code]] A388.<ref name=icaoCode>"[http://cfapp.icao.int/Doc8643/reports/Part1-By%20Manufacturer%20(Encode).pdf Doc 8643 – Edition 40, Part1-By Manufacturer] {{webarchive|url=https://web.archive.org/web/20160305024019/http://cfapp.icao.int/Doc8643/reports/Part1-By%20Manufacturer%20%28Encode%29.pdf |date= 5 March 2016}}" page 1–8. ''[[International Civil Aviation Organization]]'', 30 March 2012. Retrieved 29 September 2012.</ref> The [[List of Airbus A380 orders and deliveries#Models|A380-861]] model was added to the type certificate on 14 December 2007.<ref name="FAA A380"/>
===Production and delivery delays===
[[File:Second floor.A-380 (4020687953).jpg|thumb|Bare cabin for flight tests with water tanks as ballast]]
Initial production of the A380 was troubled by delays attributed to the {{convert|530|km|mi|abbr=on}} of wiring in each aircraft. Airbus cited as underlying causes the complexity of the cabin wiring (98,000 wires and 40,000 connectors), its concurrent design and production, the high degree of customisation for each airline, and failures of [[configuration management]] and [[change control]].<ref name="eads_airbus_forecast_20061019">{{cite web|title=The A380 programme|last=Heinen|first=Mario|publisher=EADS|url=http://www.eads.com/xml/content/OF00000000400004/0/74/41485740.pdf|date=19 October 2006|access-date=19 October 2006|archive-url=https://web.archive.org/web/20061103062416/http://www.eads.com/xml/content/OF00000000400004/0/74/41485740.pdf|archive-date=3 November 2006}}</ref><ref name="wiring">{{Cite news|last=Kingsley-Jones|first=Max|title=The race to rewire the Airbus A380|work=Flight International|date=18 July 2006|url=http://www.flightglobal.com/articles/2006/07/18/207894/farnborough-first-news-the-race-to-rewire-the-airbus.html|archive-url=https://web.archive.org/web/20071012015906/http://www.flightglobal.com/articles/2006/07/18/207894/farnborough-first-news-the-race-to-rewire-the-airbus.html|archive-date=12 October 2007|access-date=30 December 2011}}</ref> The German and Spanish Airbus facilities continued to use [[CATIA]] version 4, while British and French sites migrated to version 5.<ref name="wiringdetailed">{{Cite news|url=https://www.nytimes.com/2006/12/11/business/worldbusiness/11iht-airbus.3860198.html|title=The Airbus saga: Crossed wires and a multibillion-euro delay|work=International Herald Tribune|first=Nicola|last=Clark|date=6 November 2006|access-date=30 December 2011}}</ref> This caused overall configuration management problems, at least in part because wire harnesses manufactured using [[Aluminum wire|aluminium]] rather than copper conductors necessitated special design rules including non-standard dimensions and bend radii; these were not easily transferred between versions of the software.<ref>{{cite web|url=http://www.cadalyst.com/cad/product-design/what-grounded-airbus-a380-10903 |archive-url=https://web.archive.org/web/20090826172720/http://www.cadalyst.com/cad/product-design/what-grounded-airbus-a380-10903 |archive-date=26 August 2009 |url-status=dead |title=What Grounded the Airbus A380? |publisher=Cadalyst Manufacturing |author=Kenneth Wong |date=6 December 2006 |access-date=30 December 2011}}</ref> File conversion tools were initially developed by Airbus to help solve this problem; however, the digital mock-up was still unable to read the full technical design data.<ref name="Dörfler 197–214">{{Cite book |last=Dörfler |first=Isabel |title=Learning from a Drastic Failure: The Case of the Airbus A380 Program |publisher=ABINGDON: Routledge |pages=197–214}}</ref> Furthermore, organisational culture was also cited as a cause of the production delays. The communication and reporting culture at the time frowned upon delivery of bad news, meaning Airbus was unable to take early actions to mitigate technical and production issues.<ref name="Dörfler 197–214"/>
Airbus announced the first delay in June 2005 and notified airlines that deliveries would be delayed by six months.<ref name="wiringdetailed"/> This reduced the total number of planned deliveries by the end of 2009 from about 120 to 90–100. On 13 June 2006, Airbus announced a second delay, with the delivery schedule slipping an additional six to seven months.<ref>{{Cite news|last=Crane|first=Mary|title=Major turbulence for EADS on A380 delay|work=Forbes|date=6 June 2006|url=https://www.forbes.com/2006/06/14/airbus-eads-boeing-614markets12.html|archive-url=https://web.archive.org/web/20100812225215/http://www.forbes.com/2006/06/14/airbus-eads-boeing-614markets12.html|archive-date=12 August 2010|access-date=30 December 2011}}</ref> Although the first delivery was still planned before the end of 2006, deliveries in 2007 would drop to only 9 aircraft, and deliveries by the end of 2009 would be cut to 70–80 aircraft. The announcement caused a 26% drop in the share price of Airbus' parent, EADS,<ref>{{Cite news|last=Clark|first=Nicola|title=Airbus delay on giant jet sends shares plummeting|work=International Herald Tribune|date=5 June 2006|url=https://www.nytimes.com/2006/06/15/business/15airbus.html|access-date=30 December 2011}}</ref> and led to the departure of EADS CEO [[Paul Dupont]], Airbus CEO [[Gustav Humbert]], and A380 programme manager [[Charles Champion]].<ref name="wiringdetailed"/><ref name="management_shuffle">{{Cite news|last=Clark|first=Nicola|title=Airbus replaces chief of jumbo jet project|work=International Herald Tribune|date=4 September 2006|url=https://www.nytimes.com/2006/09/04/business/worldbusiness/04iht-airbus.2693593.html|access-date=30 December 2011}}</ref> On 3 October 2006, upon completion of a review of the A380 programme, Airbus CEO [[Christian Streiff]] announced a third delay,<ref name="wiringdetailed"/> pushing the first delivery to October 2007, to be followed by 13 deliveries in 2008, 25 in 2009, and the full production rate of 45 aircraft per year in 2010.<ref name="third_delay">{{cite web|title=Airbus confirms further A380 delay and launches company restructuring plan|publisher=Airbus|date=3 October 2006|url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/06_10_03_a380_delays_company_restructuring_plan.html|access-date=3 October 2006|archive-url=https://web.archive.org/web/20061014212600/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/06_10_03_a380_delays_company_restructuring_plan.html|archive-date=14 October 2006}}</ref> The delay also increased the earnings shortfall projected by Airbus through 2010 to €4.8 billion.<ref name="wiringdetailed"/><ref name="the_times_20061003">{{Cite news|last=Robertson|first=David|title=Airbus will lose €4.8bn because of A380 delays|work=The Times|___location=UK|date=3 October 2006|url=https://www.thetimes.com/article/airbus-will-lose-48bn-because-of-a380-delays-609q5rkswkp|access-date=30 December 2011}}</ref>
As Airbus prioritised the work on the A380-800 over the A380F,<ref name=Flight16May2006>{{Cite news|title=A380 Freighter delayed as Emirates switches orders|work=Flight International|date=16 May 2006|url=https://www.flightglobal.com/airbus-a380-freighter-delayed-as-emirates-switches-orders-to-passenger-variant/67429.article}}</ref> freighter orders were cancelled by [[FedEx]]<ref name=WaPo8Nov2006>{{Cite news|author=Del Quentin Wilber|title=Airbus bust, Boeing boost|newspaper=The Washington Post|date=8 November 2006|url=https://www.washingtonpost.com/archive/business/2006/11/08/airbus-bust-boeing-boost/a3ca18b8-de5f-489e-8f39-c115ec84a6fe/}}</ref><ref name=nytimes8Nov2006>{{cite news|url=https://www.nytimes.com/2006/11/08/business/worldbusiness/08airbus.html|title=FedEx Rescinds Order for Airbus A380s|date=8 November 2006|work=The New York Times|author=Carter Dougherty, Leslie Wayne|___location=Frankfurt}}</ref> and [[United Parcel Service]],<ref>{{Cite news|title=UPS cancels Airbus A380 order|work=The New York Times|date=2 March 2007|url=https://www.nytimes.com/2007/03/02/business/worldbusiness/02iht-web.0302-airbusclark.4776607.html|access-date=1 November 2012|first=Nicola|last=Clark}}</ref> or converted to A380-800 by Emirates and ILFC.<ref name="ILFC A380F">{{cite web|title=ILFC to defer its Airbus A380 order until at least 2013, ditching freighter variants for passenger configuration|work=Flight International|url=http://www.flightglobal.com/articles/2006/12/04/210965/ilfc-to-defer-its-airbus-a380-order-until-at-least-2013-ditching-freighter-variants-for-passenger.html|archive-url=https://web.archive.org/web/20071012135944/http://www.flightglobal.com/articles/2006/12/04/210965/ilfc-to-defer-its-airbus-a380-order-until-at-least-2013-ditching-freighter-variants-for-passenger.html|archive-date=12 October 2007|date=4 December 2006|access-date=30 December 2011}}</ref> Airbus suspended work on the freighter version, but said it remained on offer,<ref name="a380f_freighterinterrupted">{{cite web|title=Airbus says A380F development 'interrupted'|work=Flight International|url=http://www.flightglobal.com/articles/2007/03/05/212437/airbus-says-a380f-development-interrupted-by-ups-cancellation-but-still-on.html|archive-url=https://web.archive.org/web/20070930055358/http://www.flightglobal.com/articles/2007/03/05/212437/airbus-says-a380f-development-interrupted-by-ups-cancellation-but-still-on.html|archive-date=30 September 2007 |access-date=30 December 2011}}</ref> albeit without a service entry date.<ref name="no-timeline-on-the-a380-freighter">{{cite web|title=Airbus has no timeline on the A380 freighter|work=Flight International|url= http://www.flightglobal.com/articles/2008/03/11/222139/airbus-has-no-timeline-on-the-a380-freighter.html|archive-url= https://web.archive.org/web/20080314184554/http://www.flightglobal.com/articles/2008/03/11/222139/airbus-has-no-timeline-on-the-a380-freighter.html|archive-date=14 March 2008|access-date=30 December 2011}}</ref> For the passenger version Airbus negotiated a revised delivery schedule and compensation with the 13 customers, all of which retained their orders with some placing subsequent orders, including Emirates,<ref name="Emirates Airlines">{{cite web|title=Emirates Airlines reaffirms commitment to A380 and orders additional four|publisher=Airbus|url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_05_07_Emirates_additional_A380s.html|access-date=25 October 2009|archive-url=https://web.archive.org/web/20071223042521/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_05_07_Emirates_additional_A380s.html |archive-date=23 December 2007}}</ref> Singapore Airlines,<ref name="Singapore Airlines">{{cite web|title=Singapore Airlines boosts Airbus fleet with additional A380 orders|publisher=Airbus|url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/06_12_20_Singapore_additional_A380s.html|access-date=25 October 2009|archive-url=https://web.archive.org/web/20071228102408/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/06_12_20_Singapore_additional_A380s.html|archive-date=28 December 2007}}</ref> Qantas,<ref name="Qantas">{{cite web|title=Qantas signs firm order for eight additional A380s|publisher=Airbus|url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/06_12_21_qantas_8_more_a380.html|access-date=25 October 2009|archive-url=https://web.archive.org/web/20080420065300/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/06_12_21_qantas_8_more_a380.html|archive-date=20 April 2008}}</ref> Air France,<ref name="Air France">{{cite web|title=Air France to order two additional A380s and 18 A320 Family aircraft|publisher=Airbus|url=http://www.airbus.com/newsevents/news-events-single/detail/air-france-to-order-two-additional-a380s-and-18-a320-family-aircraft/|access-date=7 June 2011|archive-date=24 November 2011|archive-url=https://web.archive.org/web/20111124094647/http://www.airbus.com/newsevents/news-events-single/detail/air-france-to-order-two-additional-a380s-and-18-a320-family-aircraft/|url-status=dead}}</ref> Qatar Airways,<ref name="Qatar">{{cite web|title=Qatar Airways confirms order for 80 A350 XWBs and adds three A380s|publisher=Airbus|url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_06_18_qatar_A350_A380.html|access-date=25 October 2009|archive-url=https://web.archive.org/web/20080622022241/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_06_18_qatar_A350_A380.html|archive-date=22 June 2008}}</ref> and Korean Air.<ref name="Korean Air">{{cite web|title=Korean Air expands A380 aircraft order|publisher=Airbus|url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/08_02_19_a380_korean_air.html|access-date=25 October 2009|archive-url=https://web.archive.org/web/20080802172820/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/08_02_19_a380_korean_air.html|archive-date=2 August 2008}}</ref>
Beginning in 2007, the A380 was considered as a potential replacement for the existing [[Boeing VC-25]] serving as [[Air Force One]] presidential transport,<ref>{{cite news |title= Airbus could build next Air Force One; 747 due to be replaced |first= Peter |last= Pae |work=The Seattle Times |date= 18 January 2009 |url= http://seattletimes.nwsource.com/html/boeingaerospace/2008641936_airforceone18.html}}</ref><ref>{{cite web |url= https://www.flightglobal.com/news/articles/exclusive-us-considers-airbus-a380-as-air-force-one-and-potentially-a-c-5-replacement-218681/ |title= US considers Airbus A380 as Air Force One and potentially a C-5 replacement |work= Flight International |date= 17 October 2007}}</ref> but in January 2009 EADS declared that they were not going to bid for the contract, as assembling only three planes in the US would not make financial sense.<ref>{{cite web |url= http://flightglobal.com/articles/2009/01/28/321709/eads-waves-off-bid-for-air-force-one-replacement.html |title= EADS waves off bid for Air Force One replacement |date= 28 January 2009 |archive-url= https://web.archive.org/web/20090203072242/http://flightglobal.com/articles/2009/01/28/321709/eads-waves-off-bid-for-air-force-one-replacement.html |archive-date= 3 February 2009 |work= Flight International}}</ref>
On 13 May 2008, Airbus announced reduced deliveries for the years 2008 (12) and 2009 (21).<ref name="A380 production ramp-up">{{Cite news|title=A380 production ramp-up revisited|publisher=Airbus|date=13 May 2008|url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/08_05_13_A380_ramp_up_revisited.html|archive-url=https://web.archive.org/web/20080517010428/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/08_05_13_A380_ramp_up_revisited.html|archive-date=17 May 2008|access-date=30 December 2011}}</ref> After further manufacturing setbacks, Airbus announced its plan to deliver 14 A380s in 2009, down from the previously revised target of 18.<ref name="new schedule 18">{{cite web|url=http://aviationweek.com/awin/airbus-expects-sharp-order-drop-2009|title=Airbus Expects Sharp Order Drop in 2009|work=Aviation Week & Space Technology|date=15 January 2009 |access-date=30 December 2011}}</ref> A total of 10 A380s were delivered in 2009.<ref>{{Cite news|last=Rothman|first=Andrea|url=http://www.businessweek.com/globalbiz/content/dec2009/gb20091230_002813.htm|archive-url=https://web.archive.org/web/20110416030634/http://www.businessweek.com/globalbiz/content/dec2009/gb20091230_002813.htm|archive-date=16 April 2011|title=Airbus Fell Short with 10 A380s in 2009|work=Business Week|date=30 December 2009|access-date=30 December 2011}}</ref> In 2010, Airbus delivered 18 of the expected 20 A380s, due to Rolls-Royce engine availability problems.<ref name="Deliveries 2010">{{Cite news|last=Rothman|first=Andrea|title=Airbus Beats Boeing on 2010 Orders, Deliveries as Demand Recovery Kicks In|publisher=Bloomberg L.P.|date=17 January 2011|url=https://www.bloomberg.com/news/2011-01-17/airbus-topped-boeing-on-orders-deliveries-last-year-as-demand-rebounded.html|access-date=30 December 2011}}</ref> Airbus planned to deliver "between 20 and 25" A380s in 2011 before ramping up to three a month in 2012.<ref name="Deliveries 2010"/> In fact, Airbus delivered 26 units, thus outdoing its predicted output for the first time. {{As of|2012|7}}, production was 3 aircraft per month. Among the production problems are challenging interiors, interiors being installed sequentially rather than concurrently as in smaller planes, and union/government objections to streamlining.<ref name=wsjDMcc/>
===Entry into service===
[[File:Singapore Airlines A380-841 (9V-SKB) landing at Singapore Changi Airport (3).jpg|thumb|An A380 of launch operator [[Singapore Airlines]]]]
Nicknamed ''Superjumbo'',<ref name="BBC-SJ">{{cite news|url=http://www.bbc.co.uk/programmes/b017ld03|title=BBC Two: 'How to Build a Super Jumbo Wing'|date=23 November 2011|publisher=BBC|access-date=30 December 2011}}</ref> the first A380, MSN003, was delivered to [[Singapore Airlines]] on 15 October 2007 and entered service on 25 October 2007 with flight number SQ380 between [[Singapore Changi Airport|Singapore]] and [[Sydney Airport|Sydney]].<ref name="1st SIA flight">{{Cite news|title=Singapore Airlines – Our History |url=http://www.singaporeair.com/en_UK/about-us/sia-history/ |publisher=Singapore Airlines |date=1 November 2012 |access-date=1 November 2012 |url-status=dead |archive-url=https://web.archive.org/web/20130209040833/http://www.singaporeair.com/en_UK/about-us/sia-history/ |archive-date= 9 February 2013}}</ref> Passengers bought seats in a charity online auction paying between $560 and $100,380.<ref>{{Cite news|title=A380 superjumbo lands in Sydney|url=http://news.bbc.co.uk/2/hi/asia-pacific/7061164.stm|publisher=BBC|date=25 October 2007|access-date=30 December 2011}}</ref> Two months later, Singapore Airlines CEO [[Chew Choon Seng|Chew Choong Seng]] stated the A380 was performing better than either the airline or Airbus had anticipated, burning 20% less fuel per seat-mile than the airline's [[Boeing 747-400|747-400]] fleet.<ref name="SIA's Chew: A380 pleases">{{Cite news|title=SIA's Chew: A380 pleases, Virgin Atlantic disappoints |publisher=ATW Online |date=13 December 2007 |url=http://www.atwonline.com/news/story.html?storyID=11132 |access-date=13 December 2007 |archive-url=https://web.archive.org/web/20071215175343/http://www.atwonline.com/news/story.html?storyID=11132 |archive-date=15 December 2007 |url-status=dead}}</ref> Emirates' [[Tim Clark (airline executive)|Tim Clark]] claimed that the A380 has better fuel economy at Mach 0.86 than at 0.83,<ref>{{cite web|last=Flottau|first=Jens|title=Emirates A350-1000 Order 'In Limbo'|url=http://aviationweek.com/awin-featured-story/emirates-a350-1000-order-limbo|work=Aviation Week & Space Technology|access-date=22 November 2012|date=21 November 2012|quote=Clark points out that "the faster you fly [the A380], the more fuel-efficient she gets; when you fly at [Mach] 0.86 she is better than at 0.83."}}</ref> and that its technical dispatch reliability is at 97%, the same as Singapore Airlines. Airbus is committed to reach the industry standard of 98.5%.<ref name=techissu>"{{cite web|url=http://www.flightglobal.com/page/A380-In-Service-Report/Airbus-A380-In-Service-Technical-issues/ |title=Technical issues |access-date=19 June 2014 |url-status=live |archive-url=https://web.archive.org/web/20150706100612/http://www.flightglobal.com/page/A380-In-Service-Report/Airbus-A380-In-Service-Technical-issues/ |archive-date=6 July 2015}} Technical Issues", [[Flightglobal]], undated. Retrieved 20 June 2014.</ref>
[[Emirates (airline)|Emirates]] was the second airline to receive the A380 and commenced service between [[Dubai International Airport|Dubai]] and [[John F. Kennedy International Airport|New York]] in August 2008.<ref>{{Cite news|title=Emirates A380 arrives in New York!|date=3 August 2008|url=http://www.gadling.com/2008/08/03/emirates-a380-arrives-in-new-york/|access-date=30 December 2011}}</ref><ref name="1st UAE flight">{{Cite news|title=Emirates A380 Lands at New York's JFK|date=1 August 2008|url=http://news.airwise.com/story/view/1217629915.html|access-date=30 December 2011|archive-date=6 August 2008|archive-url=https://web.archive.org/web/20080806020526/http://news.airwise.com/story/view/1217629915.html|url-status=dead}}</ref> [[Qantas]] followed, with flights between [[Melbourne Airport|Melbourne]] and [[Los Angeles International Airport|Los Angeles]] in October 2008.<ref name="1st QFA flight">{{Cite news|title=Qantas A380 arrives in LA after maiden flight|url=http://www.theage.com.au/articles/2008/10/21/1224351190665.html|work=The Age|___location=Australia|date=21 October 2008|access-date=30 December 2011}}</ref> By the end of 2008, 890,000 passengers had flown on 2,200 flights.<ref>{{Cite news|title=Airbus narrowly meets delivery target of 12 A380s in 2008|work=Flight International|date=30 December 2008|url=http://www.flightglobal.com/articles/2008/12/30/320564/airbus-narrowly-meets-delivery-target-of-12-a380s-in.html|archive-url=https://web.archive.org/web/20090215030049/http://www.flightglobal.com/articles/2008/12/30/320564/airbus-narrowly-meets-delivery-target-of-12-a380s-in.html|archive-date=15 February 2009|access-date=30 December 2011}}</ref>
In February 2008, the A380 became the first airliner to fly using synthetic liquid fuel. The fuel is processed from gas to liquid form (GTL fuel). The flight was 3 hours long, taking off from Filton, UK, and landing in Toulouse, France, and was a significant step in evaluating the suitability of sustainable aviation fuels.<ref>{{cite journal | doi=10.1108/aeat.2008.12780caf.007 | title=Airbus A380 commences alternative fuel test flight programme | journal=Aircraft Engineering and Aerospace Technology | year=2008 | volume=80 | issue=3| issn = 0002-2667}}</ref>
===Improvements and upgrades===
In 2010, Airbus announced a new A380 build standard, incorporating a strengthened airframe structure and a 1.5° increase in [[wing twist]]. Airbus also offered, as an option, an improved maximum take-off weight, thus providing a better payload/range performance. Maximum take-off weight is increased by {{Convert|4|t|lb|abbr=on}}, to {{Convert|573|t|lb|abbr=on}} and the range is extended by {{convert|100|nmi}}; this is achieved by reducing flight loads, partly from optimising the fly-by-wire control laws.<ref>{{cite web |url=http://www.flightglobal.com/articles/2010/05/18/341926/airbus-poised-to-start-building-new-higher-weight-a380.html |title=Airbus poised to start building new higher-weight A380 variant |work=Flight International |date= 18 May 2010 |access-date=19 May 2010 |archive-url= https://web.archive.org/web/20100521195022/http://www.flightglobal.com/articles/2010/05/18/341926/airbus-poised-to-start-building-new-higher-weight-a380.html |archive-date= 21 May 2010 |url-status=live}}</ref> [[British Airways]] and [[Emirates (airline)|Emirates]] were the first two customers to have received this new option in 2013.<ref>{{cite web |url= http://www.flightglobal.com/news/articles/british-airways-and-emirates-will-be-first-for-new-longer-range-326544/ |title= British Airways and Emirates will be first for new longer-range A380 |work=Flight International |date= 14 May 2009 |access-date=14 December 2011}}</ref> Emirates asked for an update with new engines for the A380 to be competitive with the [[Boeing 777X]] around 2020, and Airbus was studying 11-abreast seating.<ref name=leeUp/>
In 2012, Airbus announced another increase in the A380's maximum take-off weight to {{Convert|575|t|lb|abbr=on}}, a 6 t increase from the initial A380 variant and 2 t higher than the increased-weight proposal of 2010. This increased the range by some {{convert|150|nmi}}, taking its capability to around {{convert|8350|nmi}} at current payloads. The higher-weight version was offered for introduction to service early in 2013.<ref>{{cite web |url=http://www.flightglobal.com/news/articles/airbus-to-offer-higher-weight-a380-from-2013-368483/ |title=Airbus to offer higher-weight A380 from 2013 |work=Flight International |date= 20 February 2012 |access-date=16 October 2013}}</ref>
===Post-delivery problems===
During repairs following the [[Qantas Flight 32]] engine failure incident, cracks were discovered in wing fittings. As a result, the [[European Aviation Safety Agency]] issued an [[Airworthiness Directive]] in January 2012 which affected 20 A380 aircraft that had accumulated over 1,300 flights.<ref name="EASA Wing">{{cite web|title=EASA mandates prompt detailed visual inspections of the wings of 20 A380s|publisher=EASA|url=http://www.easa.europa.eu/news.php|access-date=20 January 2012}}</ref> A380s with under 1,800 flight hours were to be inspected within 6 weeks or 84 flights; aircraft with over 1,800 flight hours were to be examined within four days or 14 flights.<ref name=AH44992a89>{{cite web|url=http://avherald.com/h?article=44992a89&opt=0|title=Airworthiness Directive regarding Airbus A380 wing cracks|first=Simon|last=Hradecky|work=The Aviation Herald|date=21 January 2012}}</ref><ref name=AD>{{cite web|url=http://ad.easa.europa.eu/blob/easa_ad_2012_0013.pdf/AD_2012-0013_1|title=EASA AD No.:2012-0013|publisher=EASA|date=20 January 2012|access-date=22 January 2012}}</ref> Fittings found to be cracked were replaced.<ref>{{cite web|url=http://aviationweek.com/awin/airbus-adjusts-a380-assembly-process|title=Airbus Adjusts A380 Assembly Process|work=Aviation Week & Space Technology|date=26 January 2012|access-date=29 January 2012}}</ref> On 8 February 2012, the checks were extended to cover all 68 A380 aircraft in operation. The problem is considered to be minor and is not expected to affect operations.<ref name=BBC16942361>{{cite news|url=https://www.bbc.co.uk/news/business-16942361|title=Airbus to inspect all A380 superjumbos for wing cracks|work=BBC News|access-date=8 February 2012|date=8 February 2012}}</ref> EADS acknowledged that the cost of repairs would be over $130 million, to be borne by Airbus. The company said the problem was traced to stress and material used for the fittings.<ref>{{cite web|url=http://atwonline.com/aircraft-engines-components/news/a380-repairs-cost-airbus-105-million-0313|title=A380 Repairs to cost Airbus 105 million pounds|publisher=Air Transport World|date=14 March 2012|access-date=5 May 2012}}</ref> Additionally, major airlines are seeking compensation from Airbus for revenue lost as a result of the cracks and subsequent grounding of fleets.<ref>{{cite web|url=http://www.defenceweb.co.za/index.php?option=com_content&view=article&id=28338:air-france-seeks-airbus-compensation-for-a380-glitches-report&catid=113:international-news&Itemid=248|title=Air France seeks Airbus compensation for A380 glitches: report|publisher=DefenceWeb|date=1 November 2012|access-date=2 June 2013}}</ref> Airbus has switched to a different type of aluminium alloy so aircraft delivered from 2014 onwards should not have this problem.<ref>{{cite news|url=https://www.bbc.co.uk/news/business-18397398|title=Airbus A380 wing repairs could take up to eight weeks|work=[[BBC News]]|date=11 June 2012|access-date=2 June 2013}}</ref>
Around 2014, Airbus changed about 10% of all A380 doors, as some leaked during flight. One occurrence resulted in dropped [[Emergency oxygen system|oxygen masks]] and an emergency landing. The switch was estimated to cost over €100 million. Airbus stated that safety was sufficient, as the air pressure pushed the door into the frame.<ref>{{Cite news|url=http://www.spiegel.de/wirtschaft/unternehmen/druckabfall-im-a380-airbus-muss-jede-zehnte-tuer-umruesten-a-976026.html|title=Druckabfall im A380: Airbus muss jede zehnte Tür umbauen|work=[[Der Spiegel]]|date=18 June 2014|access-date=24 April 2016}}</ref><ref>{{Cite news|url=http://www.ndr.de/der_ndr/presse/mitteilungen/Hamburg-Journal-erhebliche-Probleme-mit-Tueren-des-Airbus-A380,pressemeldungndr14366.html|title=Erhebliche Probleme mit Türen des Airbus A380|work=NDR Presse und Information|date=18 June 2014|access-date=24 April 2016}}</ref><ref>{{cite news|url=https://www.bbc.com/news/business-25618122|title=Singapore Airlines A380 plane in emergency landing|work=[[BBC News]]|date=6 January 2014|access-date=24 April 2016}}</ref>
===Further continuation of programme===
At the July 2016 [[Farnborough Airshow]], Airbus announced that in a "prudent, proactive step", starting in 2018, it expected to deliver 12 A380 aircraft per year, down from 27 deliveries in 2015. The firm also warned production might slip back into red ink (be unprofitable) on each aircraft produced at that time, though it anticipated production would remain in the black (profitable) for 2016 and 2017. "The company will continue to improve the efficiency of its industrial system to achieve breakeven at 20 aircraft in 2017 and targets additional cost reduction initiatives to lower breakeven further."<ref>{{cite web |url=http://www.ft.com/cms/s/0/5418e0ce-484f-11e6-8d68-72e9211e86ab.html |archive-url=https://ghostarchive.org/archive/20221210/http://www.ft.com/cms/s/0/5418e0ce-484f-11e6-8d68-72e9211e86ab.html |archive-date=10 December 2022 |url-access=subscription |title=Airbus slashes production of A380 superjumbo |date=12 July 2016 |work=Financial Times}}</ref><ref>{{cite web|title=Airbus A380 Cut May Mark Beginning of End for Superjumbo|website=[[Bloomberg News]]|url=https://www.bloomberg.com/news/articles/2016-07-12/airbus-plans-to-cut-annual-a380-deliveries-to-12-as-of-2018|date=12 July 2016}}</ref> Airbus expected that healthy demand for its other aircraft would allow it to avoid job losses from the cuts.<ref>{{Cite web|url=https://www.nytimes.com/2016/07/13/business/international/airbus-cuts-delivery-goal-for-a380-jumbo-jets.html|archive-url=https://web.archive.org/web/20160916103955/http://www.nytimes.com/2016/07/13/business/international/airbus-cuts-delivery-goal-for-a380-jumbo-jets.html|url-status=dead|title=Airbus to Sharply Cut Production of A380 Jumbo Jets|first=Nicola|last=Clark|date=12 July 2016|archive-date=16 September 2016|via=NYTimes.com}}</ref><ref>{{Cite web|url=https://www.wsj.com/articles/airbus-cuts-a380-production-plans-1468344670|archive-url=https://web.archive.org/web/20161010190611/http://www.wsj.com/articles/airbus-cuts-a380-production-plans-1468344670|url-status=dead|title=Airbus Cuts A380 Production Plans|first1=Robert|last1=Wall|first2=Jon|last2=Ostrower|date=12 July 2016|archive-date=10 October 2016|via= wsj.com}}</ref>
[[File:Airbus A380-841, Lufthansa AN1891305.jpg|thumb|A [[Lufthansa]] A380 at its then home base at [[Frankfurt Airport]] in 2011]]
As Airbus expected to build 15 airliners in 2017 and 12 in 2018, Airbus Commercial Aircraft president [[Fabrice Brégier]] said that, without orders in 2017, production would be reduced to below one per month while remaining profitable per unit and allowing the programme to continue for 20 to 30 years.<ref>{{cite news |url= http://atwonline.com/manufacturers/airbus-confirms-more-a380-production-cuts |title= Airbus confirms more A380 production cuts |date= 5 June 2017 |author= Jens Flottau |work= Aviation Week Network}}</ref><!-- also: https://leehamnews.com/2017/06/05/airbus-ponders-lowering-production-rate-a380/--> In its 2017 half-year report, Airbus adjusted 2019 deliveries to eight aircraft.<ref>{{cite press release |url= http://www.airbus.com/newsroom/press-releases/en/2017/07/H12017.html |date= 27 July 2017 |title= Airbus reports Half-Year (H1) 2017 results |publisher= Airbus}}</ref> In November 2017, its chief executive [[Tom Enders]] was confident Airbus would still produce A380s in 2027 with more sales to come, and further develop it to keep it competitive beyond 2030.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/we-will-still-produce-a380s-in-10-years-airbus-ch-442865/ |title= 'We will still produce A380s in 10 years': Airbus chief |date= 3 November 2017 |author= Michael Gubisch |work= Flightglobal}}</ref> Airbus was profitable at a rate of 15 per year and is trying to drive [[breakeven]] down further but will take losses at eight per year.<ref name=AvWeek14nov2017/>
An order from Emirates for 36 A380s would have ensured production beyond 2020, but the airline wanted guarantees that production would be maintained for 10 years, until 2028: reducing output to six a year would help to bridge that period and would support second-hand values while other buyers are approached, but the programme would still be unprofitable.<ref>{{cite news |url= https://uk.reuters.com/article/uk-airbus-a380/airbus-may-cut-a380-production-to-six-planes-a-year-sources-idUKKBN1E51VH |archive-url= https://web.archive.org/web/20171211170915/https://uk.reuters.com/article/uk-airbus-a380/airbus-may-cut-a380-production-to-six-planes-a-year-sources-idUKKBN1E51VH |url-status= dead |archive-date= 11 December 2017 |date= 11 December 2017 |title= Airbus may cut A380 production to six planes a year |author= Tim Hepher |work= Reuters}}</ref> If it had failed to win the Emirates order, Airbus claimed that it was ready to phase out its production gradually as it fulfilled remaining orders until the early 2020s.<ref name=Reuters27dec2017>{{cite news |url= https://www.reuters.com/article/us-airbus-a380/airbus-ready-to-phase-out-a380-if-fails-to-win-emirates-deal-sources-idUSKBN1EL11L |date= 27 December 2017 |title= Airbus ready to phase out A380 if fails to win Emirates deal: sources |author= Tim Hepher |work= Reuters}}</ref> In January 2018, Emirates confirmed the order for 36 A380s,<ref>{{Cite news|url=https://www.emirates.com/media-centre/emirates-orders-36-a380s-worth-us-16-billion|title=Emirates orders 36 A380s worth US$16 billion|access-date=2018-10-08|language=en-US}}</ref><ref>{{Cite news|url=https://www.forbes.com/sites/michaelgoldstein/2018/01/18/emirates-airlines-order-saves-airbus-a380-superjumbo-for-now/|title=Emirates Airlines Order Saves Airbus A380 Superjumbo -- For Now|last=Goldstein|first=Michael|work=Forbes|access-date=2018-10-08|language=en}}</ref> but the deal was thrown back into question in October 2018 over a disagreement regarding engine fuel burn.<ref>{{Cite news|url=https://www.bloomberg.com/news/articles/2018-10-08/airbus-a380-saving-emirates-deal-said-stalled-on-engine-impasse?srnd=premium-europe|title=Airbus A380-Saving Emirates Deal Is Stalled Due to Engine Impasse|newspaper=Bloomberg.com|date=8 October 2018 |access-date=2018-10-08}}</ref>
To extend the programme, Airbus offered China a production role in early 2018.<ref>{{cite news |url= https://www.bloomberg.com/news/articles/2018-01-08/airbus-is-said-to-offer-china-work-on-a380-to-attract-new-orders |title= Airbus Offers China Production Role on A380 to Attract New Order |author= Ania Nussbaum and Benjamin D Katz |date= 8 January 2018 |agency= Bloomberg}}</ref> While state-owned Chinese airlines could order A380s, it would not help their low yield, as it lowers frequency; they do not need more volume as [[widebody aircraft]] are already used on domestic routes and using the A380 on its intended long-haul missions would free only a few [[airport slot]]s.<ref>{{cite news |url= https://centreforaviation.com/insights/analysis/a380s-in-the-china-the-worlds-largest-market-is-there-a-place-for-the-worlds-largest-aircraft-392569 |date= 11 January 2018 |title= A380s in the China, the world's largest market. Is there a place for the world's largest aircraft? |work= CAPA – Centre for Aviation}}</ref>
After achieving efficiencies to sustain production at a lower level, in 2017, Airbus delivered 15 A380s and was "very close" to production breakeven, expecting to make additional savings as production was being further reduced: it planned to deliver 12 in 2018, eight in 2019 and six per year from 2020 with "digestible" losses.<!--<ref name=Flight16feb2018>--> {{As of|2018|02}}, Enders was confident the A380 would gain additional orders from existing or new operators, and saw opportunities in Asia and particularly in China where it is "under-represented".<ref name=Flight16feb2018>{{cite news |url= https://www.flightglobal.com/news/articles/a380-production-will-create-digestible-losses-air-445983/ |title= A380 production will create 'digestible' losses: Airbus |date= 16 February 2018 |author= Michael Gubisch |work= Flightglobal}}</ref>
In 2019, Lufthansa had retired 6 of its 14 A380s due to their unprofitability. Later that year, Qatar Airways announced a switch from the A380 to the Boeing 777X starting from 2024.<ref>{{Cite magazine|last=Epstein|first=Sophia|date=2019-09-04|title=The real reason Airbus is retiring its A380 superjumbo jet|language=en-GB|magazine=Wired UK|url=https://www.wired.co.uk/article/airbus-a380-retirement|access-date=2020-11-29|issn=1357-0978}}</ref>
===End of production===
[[File:Airbus A380 A6-EVS on final approach to Heathrow, 19 November 2022.jpg|thumb|A6-EVS, the last A380 to roll off the production line at Toulouse, photographed at [[Heathrow Airport]] on 19 November 2022. This aircraft, serial number 272, entered service with Emirates on 16 December 2021.{{Cn|date=August 2024}}]]
In February 2019, Airbus announced it would end A380 production by 2021, after its main customer, Emirates, agreed to drop an order for 39 of the aircraft, replacing it with 40 [[A330-900]]s and 30 [[A350-900]]s.<ref name=Airbus14feb2019/> At the time of the announcement, Airbus had 17 more A380s on its order book to complete before closing the production line{{snd}}14 for Emirates and three for [[All Nippon Airways]]{{snd}}taking the total number of expected deliveries of the aircraft type to 251.<ref name="cnn20190214">{{Cite web|url=https://www.cnn.com/2019/02/14/business/a380-airbus-news-emirates/index.html|title=End of the superjumbo: Airbus is giving up on the A380|author=Jethro Mullen and Charles Riley|website=CNN|date=14 February 2019|access-date=2019-02-14}}</ref><ref>{{cite web |author1=Gwyn Topham |title=Passengers love Airbus A380 but it never fully took off with buyers |url=https://www.theguardian.com/business/2019/feb/14/passengers-love-airbus-a380-but-it-never-fully-took-off-with-buyers |website=[[The Guardian]] |date=14 February 2019}}</ref><!-- Changes that do NOT match the official Airbus monthly orders and deliveries will be removed. Please see discussion, thanks! ----> Airbus would have needed more than $90 million profit from the sale of each aircraft to cover the estimated $25 billion development cost of the programme. However, the $445 million price tag of each aircraft was not sufficient to even cover the production cost. With orders decreasing, the decision was made to cease production.<ref>[https://www.forbes.com/sites/michaelgoldstein/2017/12/27/is-airbus-finally-ready-to-shut-down-a380-production/#23c0325b59c6 Is Airbus Finally Ready To Shut Down A380 Production?] (Forbes, by Michael Goldstein, 27 December 2017)<br />Quote:<br />"...the A380 has been a consistent money-loser for Airbus. "<br />"The estimated $20 to $25 billion in research and development costs of the A380 have long since been written off."</ref><ref>{{YouTube|id=Xb5PVumzFXw|t=1m23s|title=Airbus Considers Ditching A380 in 2018 as Buyers Lag}} (Bloomberg, posted to YouTube on 11 December 2014)<br />Quote:<br />"...the A380...might not survive beyond 2018."</ref> Enders stated on 14 February 2019, "If you have a product that nobody wants anymore, or you can sell only below production cost, you have to stop it."<ref>[https://www.youtube.com/watch?v=-i5AGAkZRdk Airbus CEO says stopping A380 production is the "right decision"] (AFP News, posted to YouTube on 14 February 2019)</ref>
One reason that the A380 did not achieve commercial viability for Airbus has been attributed to its extremely large capacity being optimised for a [[spoke–hub distribution paradigm|hub-and-spoke]] system, which was projected by Airbus to be thriving when the programme was conceived. However, airlines underwent a fundamental transition to a [[point-to-point transit|point-to-point]] system, which gets customers to their destination in one flight instead of two or three. The massive scale of the A380 design was able to achieve a very low cost for passenger seat-distance, but efficiency within the hub-and-spoke paradigm was not able to overcome the efficiency of fewer flights required in the point-to-point system. Specifically, US based carriers had been using a multihub strategy, which justified the need for only a handful of VLAs (''very large aircraft'' with more than 400 seats) such as the A380, and having too few VLAs meant that they could not achieve economy of scale to spread out the enormous fixed cost of the VLA support infrastructure.<ref>{{Cite web|url=https://www.businessinsider.com/american-airlines-exec-reveals-why-company-doesnt-use-airbus-a380-2019-4 |title= An American Airlines VP reveals why the Airbus A380 doesn't work for the world's biggest airline|website= [[Business Insider]]}}</ref> Consequently, orders for VLAs slowed in the mid 2010s, as widebody twin jets now offer similar range and greater fuel efficiency, giving airlines more flexibility at a lower upfront cost.<ref>"[http://centreforaviation.com/analysis/asian-airlines-changing-presence-at-london-heathrow-pt-1-cathay-and-sia-increase-capacity-96950 Asian Airlines' changing presence at London Heathrow]", Centre for Aviation, 13 February 2013.</ref><ref name=guangzhou>"[http://centreforaviation.com/analysis/china-southerns-a380-problems-may-not-be-solved-by-possible-air-china-partnership-103063 China Southern's A380 problems may not be solved by possible Air China partnership]", CAPA: Centre for Aviation, 2 April 2013.</ref><ref name=spar>Sparaco, Pierre. "[http://aviationweek.com/awin/opinion-mega-transports-hobbled-their-size Opinion: Mega-Transports Hobbled By Their Size] {{Webarchive|url=https://web.archive.org/web/20150710190249/http://aviationweek.com/awin/opinion-mega-transports-hobbled-their-size |date=10 July 2015 }}" ''[[Aviation Week & Space Technology]]'', 3 March 2014</ref><ref>{{Cite news |title= United Airlines does not see a fit for Airbus A380 |url= https://www.reuters.com/article/united-airlines-fleet-idUSL1N0YQ00Z20150604 |work= Reuters |date= 4 June 2015 |last= Dastin |first= Jeffrey |access-date= 30 June 2017 |archive-date= 17 October 2015 |archive-url= https://web.archive.org/web/20151017020432/http://www.reuters.com/article/2015/06/04/united-airlines-fleet-idUSL1N0YQ00Z20150604 |url-status= live}}</ref>
On 25 September 2020, Airbus completed assembly of the final A380 fuselage. Nine aircraft remained to be delivered (eight for Emirates, one for All Nippon Airways) and production operations continued to finish those aircraft. On 17 March 2021, the final Airbus A380 (manufacturing serial number 272) made its maiden flight from Toulouse to Hamburg for cabin outfitting,<ref name="CNN20210318">{{Cite news|last=O'Hare|first=Maureen|date=2021-03-18|title=The final Airbus A380 superjumbo makes its first flight|url=https://www.cnn.com/travel/article/final-airbus-a380-first-flight/index.html|access-date=2021-03-19|work=CNN}}</ref> before being delivered to Emirates on 16 December 2021.<ref>{{Cite web|author=Francesca Street|title=The last ever A380 superjumbo is delivered to Emirates|url=https://www.cnn.com/travel/article/last-a380-emirates/index.html|access-date=2021-12-28|website=CNN|date=16 December 2021}}</ref><ref name=BBCLastA380>{{cite news |title=A380: Last of the superjumbos handed to new owner |work=BBC News |date=16 December 2021 |url=https://www.bbc.com/news/business-59667835 |access-date=16 December 2021}}</ref>
==Design==
[[File:Airbus A380 on MAKS 2011.jpg|thumb|The characteristic [[ovoid]] fuselage]]
===Overview===
The A380 was initially offered in two models: the ''A380-800'' and the ''A380F''.
The A380-800's original configuration carried 555 passengers in a [[travel class|three-class]] configuration<ref>{{cite web|url=http://www.airbus.com/en/aircraftfamilies/passenger_comfort.html|archive-url=https://web.archive.org/web/20090825115419/http://www.airbus.com/en/aircraftfamilies/passenger_comfort.html|archive-date=25 August 2009|title=Airbus A380 Cabin|publisher=Airbus |access-date=30 December 2011}}</ref> or 853 passengers (538 on the main deck and 315 on the upper deck) in a single-class economy configuration. In May 2007, Airbus began marketing a configuration with 30 fewer passengers (525 total in three classes)—traded for {{convert|370|km|nmi mi|abbr=on|order=flip}} more range—to better reflect trends in premium-class accommodation.<ref name="555_to_525">{{Cite news|last=Martin|first=Mike|title=Honey, I shrunk the A380!|work=Flight International|date=18 June 2007|url=http://www.flightglobal.com/articles/2007/06/18/214759/honey-i-shrunk-the-a380.html|access-date=17 September 2007 |archive-url= https://web.archive.org/web/20071012155645/http://www.flightglobal.com/articles/2007/06/18/214759/honey-i-shrunk-the-a380.html |archive-date= 12 October 2007 |url-status=live}}</ref> The design range for the A380−800 model is {{convert|15700|km|nmi|abbr=on|order=flip}};<ref name="a380_specs">{{cite web|title=A380 Specifications|publisher=Airbus|url=http://www.airbus.com/aircraftfamilies/passengeraircraft/a380family/a380-800/specifications/|access-date=18 June 2009|archive-date=8 July 2012|archive-url=https://web.archive.org/web/20120708071501/http://www.airbus.com/aircraftfamilies/passengeraircraft/a380family/a380-800/specifications/|url-status=dead}}</ref> capable of flying from Hong Kong to New York or from Sydney to [[Istanbul]] non-stop. The A380 is designed for 19,000 cycles.<ref>{{cite web |last1=Thomas |first1=Geoffrey |title=Emirates' Tim Clark threatens cancellation of 777-9 |url=https://www.airlineratings.com/news/emirates-tim-clark-threatens-cancellation-of-777-9/ |website=Airline Ratings |access-date=4 April 2022 |language=en-AU |date=23 February 2022}}</ref>
The second model, the ''A380F'' freighter, would have carried {{cvt|150|t|lb}} of cargo over a range of {{cvt|5600|nmi}}.<ref name="a380_freighter">{{cite web|title=The triple-deck cargo hauler|publisher=Airbus|url=http://www.airbus.com/en/aircraftfamilies/a380/freight.html |archive-url=https://web.archive.org/web/20050603010238/http://www.airbus.com/en/aircraftfamilies/a380/freight.html|archive-date=2005-06-03}}</ref> Freighter development was put on hold as Airbus prioritised the passenger version, and all orders for freighters were cancelled.
Other proposed variants included an ''A380-900'' stretch{{snd}}seating about 656 passengers (or up to 960 passengers in an all-economy configuration){{snd}}and an extended-range version with the same passenger capacity as the A380-800.<ref name="norris_wagner_book"/>
===Engines===
[[File:Airbus Lagardère - GP7200 engine MSN108 (1).JPG|thumb|An [[Engine Alliance GP7000|Engine Alliance GP7200]] engine waiting to be installed]]
<!-- engine offer -->
The A380 is offered with the [[Rolls-Royce Trent 900]] (A380-841/-842) or the [[Engine Alliance GP7000]] (A380-861) [[turbofan]] engines.<ref name="TCDS">{{cite web |date=27 September 2017 |title=Type Certificate Data Sheet |url=https://www.easa.europa.eu/sites/default/files/dfu/TCDS_EASA%20A%20110_A380_Iss_12.pdf |url-status=dead |archive-url=https://web.archive.org/web/20180219151308/https://www.easa.europa.eu/sites/default/files/dfu/TCDS_EASA%20A%20110_A380_Iss_12.pdf |archive-date=19 February 2018 |access-date=20 December 2018 |publisher=EASA |df=dmy-all}}</ref>
The Trent 900 is a combination of the {{cvt|3|m|in|0}} fan and scaled {{abbr|IP|intermediate pressure}} compressor of the 777-200X/300X [[Trent 8104]] technology demonstrator derived from the Boeing 777's [[Rolls-Royce Trent 800|Trent 800]], and the Airbus A340-500/600's [[Rolls-Royce Trent 500|Trent 500]] core.<!--<ref name=Flight20may2003>-->
The GP7200 {{abbr|HP|high-pressure}} core technology is derived from GE's [[General Electric GE90|GE90]] and its {{abbr|LP|low-pressure}} sections are based on the [[Pratt & Whitney PW4000|PW4000]] expertise.<ref name=Flight20may2003>{{cite news |url= https://www.flightglobal.com/news/articles/thrust-advance-165711/ |title= Thrust advance |date= 20 May 2003 |work= Flightglobal}}</ref>
At its launch in 2000, engine makers assured Airbus it was getting the best level of technology and they would be state-of-the-art for the next decade, but three years later Boeing launched the [[Boeing 787 Dreamliner|787 Dreamliner]] with game-changing technology and 10% lower fuel burn than the previous generation, to the dismay of John Leahy.<ref>{{cite news |url= https://leehamnews.com/2018/02/16/leahy-remains-steadfast-a380-future/ |title= Leahy remains steadfast in A380 future |date= 16 February 2018 |work= Leeham}}</ref>
<!--Noise-->
Due to its modern engines and aerodynamic improvements, Lufthansa's A380s produce half the noise of the Boeing 747-200 while carrying 160 more passengers.<ref>{{cite web |title= Environment |publisher= Lufthansa A380 |url= http://a380.lufthansa.com/en/html/technik/umwelt/index.php |archive-url= https://web.archive.org/web/20080703093623/http://a380.lufthansa.com/en/html/technik/umwelt/index.php |archive-date= 3 July 2008}}</ref> In 2012, the A380 received an award from the [[Noise Abatement Society]].<ref>{{cite news |title= JC 2012 WINNERS FINAL 14 Nov 2012 |url= http://noiseabatementsociety.com/jc-2012-winners-final-14-nov-2012/ |publisher= [[Noise Abatement Society]] |date= 15 November 2012}}</ref>
<!--Heathrow noise-->
[[Heathrow Airport|London Heathrow]] is a key destination for the A380.<ref name="norris_wagner_book"/> The aircraft is below the QC/2 departure and QC/0.5 arrival noise limits under the [[Quota Count system]] set by the airport.<ref>{{Cite web |author=National Air Traffic Services |author-link=NATS Holdings |date=February 2003 |title=Review of the Quota Count (QC) System used for Administering the Night Noise Quotaa at Heathrow, Gatwick and Stansted Airports |url=http://www.dft.gov.uk/pgr/aviation/environmentalissues/coll_nightnoisequotasatheathrowg/nightnoisequotasprintversion |url-status=dead |archive-url=https://web.archive.org/web/20070717034806/http://www.dft.gov.uk/pgr/aviation/environmentalissues/coll_nightnoisequotasatheathrowg/nightnoisequotasprintversion |archive-date=17 July 2007 |df=dmy-all}}</ref> Field measurements suggest the approach quota allocation for the A380 may be excessively generous compared to the older Boeing 747, but still quieter.<ref>{{cite web |author=Rhodes |first=D. P. |date=10 February 2012 |title=Noise Data for the First Three Years of Scheduled Airbus A380 Operations at London Heathrow Airport ERCD REPORT 1106 |url=http://www.heathrowairport.com/static/Heathrow_Noise/Downloads/PDF/20120411-Final_ERCD_A380_Report_1106_2.pdf |url-status=dead|archive-url=https://web.archive.org/web/20141217012844/http://www.heathrowairport.com/static/Heathrow_Noise/Downloads/PDF/20120411-Final_ERCD_A380_Report_1106_2.pdf |archive-date=17 December 2014 |work=[[Civil Aviation Authority (United Kingdom)|CAA]] |df=dmy-all |quote=Arrival noise levels are also lower than for the Boeing 747-400, although by less than expected in the case of the Rolls-Royce powered A380 variant}}</ref><ref>{{cite web |title= Airbus A380 |publisher= [[Civil Aviation Authority (United Kingdom)|CAA]] |date= 14 May 2012 |url= http://www.caa.co.uk/docs/1357/E0001321ReplyLetter.pdf |url-status=dead |archive-url= https://web.archive.org/web/20140424093538/http://www.caa.co.uk/docs/1357/E0001321ReplyLetter.pdf |archive-date= 24 April 2014 |df= dmy-all}}</ref> Rolls-Royce is supporting the CAA in understanding the relatively high A380/Trent 900 monitored noise levels.<ref>{{cite web |url= https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/66837/consultation-document.pdf |title= Night Flying Restrictions at Heathrow, Gatwick and Stansted Stage 1 Consultation |page=28 |work= [[UK Department for Transport]] |date= January 2013 |quote= Some of these new aircraft types appear slightly noisier in operation than their QC classification (A380 with Rolls-Royce Trent 900 engines) .. Rolls-Royce is supporting CAA in understanding the relatively high A380/Trent 900 monitored noise levels}}</ref> Due to Heathrow's landing charges having a noise component, the A380 is cheaper to land there than a Boeing 777-200 and -300 and it saves $4,300 to $5,200 per landing, or $15.3M to $18.8M of [[present value]] over 15 years. [[Narita International Airport|Tokyo Narita]] has a similar noise charge.<ref>{{Cite news |author=Arvai |first=Ernest S. |date=24 November 2017 |title=Emirates and the A380 |url=https://www.airinsight.com/emirates-and-the-a380-2/ |work=AirInsight}}</ref>
<!--thrust reversers-->
The A380 has [[Thrust reversal|thrust reversers]] on the inboard engines only. The outboard engines lack them, reducing the amount of debris stirred up during landing.<ref name=HuberStop>{{cite news|author=Mark Huber |url=http://www.airspacemag.com/flight-today/how-things-work-stopping-the-a380-27549065/?no-ist |title=How Things Work: Stopping the A380 |work=Air & Space magazine |publisher=Smithsonian |date=August 2011 |url-status=dead |archive-url=https://web.archive.org/web/20140621141726/http://www.airspacemag.com/flight-today/how-things-work-stopping-the-a380-27549065/?no-ist |archive-date=21 June 2014}}</ref><ref>{{cite news |last1= |date=June 17, 2009 |title=Flying the Airbus A380 |url=https://www.ainonline.com/aviation-news/air-transport/2009-06-17/flying-airbus-a380 |access-date=3 January 2024 |publisher=Aviation International News}}</ref> The combination of wheel braking and large spoilers and flaps reduces the aircraft's reliance on thrust reversal.<ref name=HuberStop/> The reversers are electrically actuated to save weight, and for greater reliability than pneumatic or hydraulic equivalents.<ref>{{Cite news |title= Innovative Honeywell helps to curb A380 weight|work=Flight International |date= 15 June 2005 |url= https://www.flightglobal.com/news/articles/innovative-honeywell-helps-to-curb-a380-weight-199552/ |quote= Some systems, like the electromagnetic thrust reversers are a first for a commercial aircraft}}</ref> Having reversers on only two engines also saves a great deal of maintenance expense for operators as well as avoiding unnecessary weight to the outboard engines.<ref name=HuberStop/>
===Wings===
[[File:A380 01.jpg|thumb|Planform view showing moderate wing aspect ratio and the undercarriage]]
[[File:IABG Test Setup A380 Dresden bent wing.jpg|thumb|Composite photo of a structural loading test on the left wing box]]
The A380's wings are built for a [[maximum takeoff weight]] (MTOW) over 600 tonnes to accommodate larger variants—the A380F freighter would require added internal strengthening.<ref name="norris_wagner_book" /><ref>{{Cite journal|url=http://www.ingenia.org.uk/ingenia/articles.aspx?Index=436|title=Supersize Wings|first=Rob|last=Bray|publisher=Ingenia|date=June 2007|issue=31|access-date=8 December 2018|archive-url=https://web.archive.org/web/20120520141547/http://www.ingenia.org.uk/ingenia/articles.aspx?Index=436|archive-date=20 May 2012|url-status=dead|journal= Ingenia Online}}</ref> The optimal wingspan for such an MTOW is about {{convert|90|m|abbr=on}} but airport restrictions of {{convert|80|m|abbr=on}} force the A380 to compensate with a longer [[Chord (aeronautics)|chord]] for an [[Aspect ratio (aeronautics)|aspect ratio]] of 7.8.<ref name="leeUp" /><!--depends on method--> This suboptimal aspect ratio reduces [[fuel efficiency]]<ref name=leeUp>Hamilton, Scott. "[http://leehamnews.com/2014/02/03/updating-the-a380-the-prospect-of-a-neo-version-and-whats-involved/ Updating the A380: the prospect of a neo version and what's involved]" Leehamnews.com, 3 February 2014. Retrieved 21 June 2014. [https://web.archive.org/web/20140408075935/http://leehamnews.com/2014/02/03/updating-the-a380-the-prospect-of-a-neo-version-and-whats-involved/ Archived] on 8 April 2014.</ref> by about 10% and increases [[operating cost]]s several percent,<ref>Peter M. Burns & Marina Novelli. "[https://books.google.com/books?id=2z-qvBYAqoMC Tourism and Mobilities: Local-Global Connections]", p. 192. {{ISBN|978-1-84593-404-0}} <!--search words: a380 optimum wingspan--></ref> considering fuel costs constitute about 50% of the cost of long-haul aeroplane operation.<ref>Updating the A380: the prospect of a neo version and what's involved. Online: {{cite web|url=https://leehamnews.com/2014/02/03/updating-the-a380-the-prospect-of-a-neo-version-and-whats-involved/ |title=Updating the A380: The prospect of a neo version and what's involved |date=3 February 2014 |access-date=23 June 2016 |url-status=live |archive-url=https://web.archive.org/web/20160828203924/https://leehamnews.com/2014/02/03/updating-the-a380-the-prospect-of-a-neo-version-and-whats-involved/ |archive-date=28 August 2016}}</ref> The common wing design approach sacrifices fuel efficiency on the A380-800 passenger model in particular because its lower MTOW allows for a higher aspect ratio with a shorter chord or thinner wing.
Still, Airbus estimated that the A380's size and advanced technology would provide lower operating costs per passenger than the 747-400. The wings incorporate [[wingtip device|wingtip fences]] that extend above and below the wing surface, similar to those on the [[Airbus A310|A310]] and [[Airbus A320 family|A320]]. These increase fuel efficiency and range by reducing [[Lift-induced drag|induced drag]].<ref>{{cite web|url=http://www.thestandard.com.hk/news_detail.asp?pp_cat=11&art_id=52746&sid=15211541&con_type=3 |title=A380 superjumbo gives thrilling morning air show |first=Damon |last=Pang |work=The Standard |___location=Hong Kong |date=4 September 2007 |url-status=dead |archive-url=https://web.archive.org/web/20110629182915/http://www.thestandard.com.hk/news_detail.asp?pp_cat=11&art_id=52746&sid=15211541&con_type=3 |archive-date=29 June 2011}}</ref> The wingtip fences also reduce [[wake turbulence]], which endangers following aircraft.<ref>"A380 Superjumbo", A Documentary broadcast on the Smithsonian Channel in the series ''Planes that changed the world''</ref> The wings of the A380 were designed in Filton and manufactured in Broughton in the United Kingdom. The wings were then transported to the harbour of Mostyn, where they were transported by barge to Toulouse, France, for integration and final assembly with the rest of the aircraft and its components.<ref>{{Cite book |last=Lamiroux |first=F |title=Trailer truck trajectory optimization: the transportation of components for the Airbus A380 |publisher=IEEE Robotics and Automation Magazine |year=2005 |pages=14–21}}</ref>
Singapore Airlines describes the A380's landing speed of {{convert|130|-|135|kn|km/h|abbr=on|sigfig=2}} as "impressively slow".<ref name=fgPilotRep>"[http://www.flightglobal.com/page/A380-In-Service-Report/Airbus-A380-In-Service-Report-Pilots-perspective/ Pilot's perspective]" ''[[Flightglobal]]'', undated. Retrieved 20 June 2014. [https://web.archive.org/web/20130318054931/http://www.flightglobal.com/page/A380-In-Service-Report/Airbus-A380-In-Service-Report-Pilots-perspective/ Archived] on 18 March 2014.</ref>
===Materials===
While most of the fuselage is made of aluminium alloys, [[composite material]]s comprise more than 20% of the A380's [[airframe]].<ref>{{cite web|last=Marks|first=Paul|title=Aviation – The shape of wings to come|work=[[New Scientist]]|date=29 June 2005|url=https://www.newscientist.com/article/dn7552-aviation--the-shape-of-wings-to-come.html?full=true|quote=More than 20% of the A380 is made of lightweight-but-strong composite materials, mainly carbon-fibre-reinforced plastic}}</ref> [[Carbon fibre reinforced plastic|Carbon-fibre reinforced plastic]], [[Glass-reinforced plastic|glass-fibre reinforced plastic]] and [[quartz-fibre|quartz-fibre reinforced plastic]] are used extensively in wings, fuselage sections (such as the undercarriage and rear end of fuselage), tail surfaces, and doors.<ref>{{cite web|title=Rapid growth forecast for carbon fibre market|first=Tony|last=Roberts|publisher=Reinforced Plastics|date=1 February 2007|url=http://www.reinforcedplastics.com/view/1110/rapid-growth-forecast-for-carbon-fibre-market/|access-date=27 October 2009|archive-date=31 August 2010|archive-url=https://web.archive.org/web/20100831063503/http://www.reinforcedplastics.com/view/1110/rapid-growth-forecast-for-carbon-fibre-market/|url-status=dead}}</ref><ref>{{cite journal|title=Composites strengthen aerospace hold|journal=Reinforced Plastics|volume=46|issue=7–8|pages=40–43|first=George|last=Marsh|year=2002|doi=10.1016/S0034-3617(02)80149-7}}</ref><ref>{{cite web|title=How to make an elephant fly |publisher=Scenta |date=31 July 2007 |url=http://www.scenta.co.uk/travel/technology/cit/1700616/how-to-make-an-elephant-fly.htm |url-status=dead |archive-url=https://web.archive.org/web/20110720062209/http://www.scenta.co.uk/travel/technology/cit/1700616/how-to-make-an-elephant-fly.htm |archive-date=20 July 2011}}</ref> The A380 is the first commercial airliner to have a central wing box made of carbon–fibre reinforced plastic. It is also the first to have a smoothly contoured wing cross–section. The wings of other commercial airliners are partitioned span-wise into sections. This flowing continuous cross section reduces aerodynamic drag. [[Thermoplastic]]s are used in the leading edges of the [[Leading edge slats|slats]].<ref>{{cite web|title=Thermoplastic composites gain leading edge on the A380|publisher=Composites World|date=3 January 2006|url=http://www.compositesworld.com/articles/thermoplastic-composites-gain-leading-edge-on-the-a380|access-date=6 March 2012}}</ref>
The hybrid fibre metal laminate material [[GLARE]] (glass laminate aluminium reinforced epoxy) is used in the upper fuselage and on the stabilisers' leading edges.<ref>{{Cite news|title=Coming Soon: The Innovative Airbus A380|publisher=Aviation Today|date=1 April 2006|url=http://www.aviationtoday.com/am/categories/bga/Coming-Soon-The-Innovative-Airbus-A380_206.html|url-status=dead|archive-url=https://web.archive.org/web/20120614110458/http://www.aviationtoday.com/am/categories/bga/Coming-Soon-The-Innovative-Airbus-A380_206.html|archive-date=14 June 2012}}</ref> This aluminium-[[fibreglass|glass-fibre]] [[laminate]] is lighter and has better corrosion and impact resistance than conventional aluminium [[alloy]]s used in aviation.<ref>{{cite news|title=Airbus' 'big baby' is too big|work=Seattle Post-Intelligencer|first=Andrea|last=Rothman|date=17 July 2004|url=http://www.seattlepi.com/default/article/Airbus-big-baby-is-too-big-1149552.php|access-date=2 July 2011|archive-date=18 October 2012|archive-url=https://web.archive.org/web/20121018035804/http://www.seattlepi.com/default/article/Airbus-big-baby-is-too-big-1149552.php|url-status=dead}}</ref> Unlike earlier composite materials, GLARE can be repaired using conventional aluminium repair techniques.{{citation needed|date=May 2021}}
Newer [[welding|weldable]] aluminium alloys are used in the A380's airframe. This enabled the widespread use of [[laser beam welding]] manufacturing techniques, eliminating rows of [[rivet]]s and resulting in a lighter, stronger structure.<ref>{{cite web|last=Rötzer|first=Isolde|title=Laser Beam Welding|publisher=[[Fraunhofer Society]] Material and Beam Technology – IWS, [[Dresden]], Germany |date=1 January 2005 |url=http://www.fraunhofer.de/fhg/Images/magazine1-2005-36f_tcm6-14041.pdf |access-date=14 May 2007 |archive-url= https://web.archive.org/web/20060223050545/http://www.fraunhofer.de/fhg/Images/magazine1-2005-36f_tcm6-14041.pdf |archive-date=23 February 2006}}</ref> High-strength aluminium (type 7449)<ref>[http://www.keytometals.com/page.aspx?ID=CheckArticle&site=ktn&NM=227 Aluminum Alloy Development for the Airbus A380] {{webarchive |url=https://web.archive.org/web/20150317123838/http://www.keytometals.com/page.aspx?ID=CheckArticle&site=ktn&NM=227 |date=17 March 2015}}. ''Key to metals''</ref> reinforced with carbon fibre was used in the wing brackets of the first 120 A380s to reduce weight, but cracks were discovered and newer sets of the more critical brackets are made of standard [[Aluminium alloy#Wrought alloys|aluminium 7010]], increasing weight by 90 kg (198 lb).<ref>[http://www.tu.no/motor/2012/05/31/vingefeil-koster-to-milliarder Wing error costs 2B kroner] {{webarchive |url=https://web.archive.org/web/20130527115916/http://www.tu.no/motor/2012/05/31/vingefeil-koster-to-milliarder |date=27 May 2013}} (in Norwegian) ''[[Teknisk Ukeblad]]'' 31 May 2012. Retrieved 1 June 2012</ref> Repair costs for earlier aircraft were expected to be around €500 million (US$629 million).<ref>[http://news.airwise.com/story/view/1337912488.html Airbus A380 Wing Flaws May Cost USD$629 Mln] {{webarchive |url=https://web.archive.org/web/20160104221313/http://news.airwise.com/story/view/1337912488.html |date=4 January 2016}} [[Reuters]] 24 May 2012. Retrieved 1 June 2012</ref>
It takes {{convert|3600|L|USgal|abbr=on}} of paint to cover the {{convert|3100|m2|sqft|abbr=on}} exterior of an A380.<ref name="A380 Paint">{{Cite news|title=Airbus starts painting first A380|publisher=Airbus|date=11 April 2007|url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_04_11_A380_first_paint.html|archive-url= https://web.archive.org/web/20080610030512/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_04_11_A380_first_paint.html |archive-date= 10 June 2008 |access-date=30 December 2011}}</ref> The paint is five layers thick and weighs about 650 kg (1,433 lb) when dry.<ref>{{cite web|title=The Aviation Writer|url=http://www.theaviationwriter.com/2013/04/british-airways-airbus-a380-paint-job.html|access-date=15 June 2015|archive-url=https://web.archive.org/web/20150624013407/http://www.theaviationwriter.com/2013/04/british-airways-airbus-a380-paint-job.html|archive-date=24 June 2015|url-status=usurped}}</ref>
===Avionics===
The A380 employs an [[integrated modular avionics]] (IMA) architecture, first used in advanced military aircraft, such as the [[Lockheed Martin F-22 Raptor]], [[Lockheed Martin F-35 Lightning II]],<ref name="lessismore">{{cite web|url=http://www.aviationtoday.com/av/categories/commercial/8420.html|title=Integrated Modular Avionics: Less is More|quote=Some believe the IMA concept originated in the United States with the new F-22 and F-35 fighters and then migrated to the commercial jetliner arena. Others say the modular avionics concept, with less integration, has been used in business jets and regional airliners since the late 1980s or early 90s|publisher=Aviation Today|date=1 February 2007|access-date=26 October 2009|archive-date=24 November 2011|archive-url=https://web.archive.org/web/20111124083249/http://www.aviationtoday.com/av/categories/commercial/8420.html|url-status=dead}}</ref> and [[Dassault Rafale]].<ref>{{cite web|url=http://www.dassault-aviation.com/fileadmin/user_upload/redacteur/presse/Backgrounders/RAFALE_EN.doc|archive-url=https://web.archive.org/web/20090304035106/http://www.dassault-aviation.com/fileadmin/user_upload/redacteur/presse/Backgrounders/RAFALE_EN.doc|archive-date=4 March 2009|title=Rafale|publisher=Dassault Aviation|date=12 June 2005}}</ref> The main IMA systems on the A380 were developed by the [[Thales Group]].<ref name=Thales_tech_onboard/> Designed and developed by Airbus, [[Thales Group|Thales]] and [[Diehl Aerospace]], the IMA suite was first used on the A380. The suite is a technological innovation, with networked computing modules to support different applications.<ref name=Thales_tech_onboard>{{cite web|url=http://www.thalesgroup.com/Pages/PressRelease.aspx?id=10607|title=Thales technologies onboard the A380|quote=The A380 is the first aircraft ever to be fitted with the Integrated Modular Avionics (IMA) suite, a major technical evolution of global importance for airlines and operators. Designed by Airbus and co-developed with Thales and Diehl Aerospace, the IMA is a leap-ahead technological innovation, with all onboard computing modules networked and able to support different applications. The result is a substantial improvement in computing power, reliability, maintainability, volume, weight and scalability.|publisher=Thales Group|date=30 October 2009|url-status=dead|archive-url=https://web.archive.org/web/20120308162125/http://www.thalesgroup.com/Pages/PressRelease.aspx?id=10607|archive-date=8 March 2012}}</ref> The data networks use [[Avionics Full-Duplex Switched Ethernet]], an implementation of ARINC 664. These are switched, [[full-duplex]], [[Star network|star-topology]] and based on [[Ethernet over twisted pair|100baseTX]] [[Fast Ethernet|fast-Ethernet]].<ref>{{cite web|title=Networking|publisher=Lufthansa|url=http://a380.lufthansa.com/en/html/technik/rechenzentrum/index.php |access-date=25 October 2009 |archive-url= https://web.archive.org/web/20080612223003/http://a380.lufthansa.com/en/html/technik/rechenzentrum/index.php|archive-date=12 June 2008}}</ref> This reduces the amount of wiring required and minimises [[Latency (engineering)|latency]].<ref name="avionics_magazine">{{Cite news|last=Adams|first=Charlotte|title=Test cards for the Airbus A380|publisher=Aviation Today|date=1 July 2002|url=http://www.aviationtoday.com/av/categories/commercial/12760.html|access-date=16 October 2007 |archive-url= https://web.archive.org/web/20071017163646/http://aviationtoday.com/av/categories/commercial/12760.html |archive-date= 17 October 2007 |url-status=live}}</ref>
[[File:Airbus A380 cockpit.jpg|thumb|A380 flight deck]]
Airbus used similar cockpit layout, procedures and handling characteristics to other Airbus aircraft, reducing crew training costs. The A380 has an improved [[glass cockpit]], using [[fly-by-wire]] flight controls linked to [[joystick|side-sticks]].<ref>{{cite web|title=Cockpit |publisher=Lufthansa|url= http://a380.lufthansa.com/en/html/technik/piloten/index.php|access-date=25 October 2009|archive-url=https://web.archive.org/web/20080612232128/http://a380.lufthansa.com/en/html/technik/piloten/index.php|archive-date=12 June 2008}}</ref><ref name="Timesindepth">{{Cite news|title=Flying the Airbus giant of the skies|work=The Times|___location=UK|first=Dominic|last=O'Connell|url=http://business.timesonline.co.uk/tol/business/industry_sectors/engineering/article696340.ece|archive-url=https://web.archive.org/web/20110611225606/http://business.timesonline.co.uk/tol/business/industry_sectors/engineering/article696340.ece|url-status=dead|archive-date=11 June 2011|access-date=26 March 2006|date=26 March 2006}}</ref> The cockpit has eight {{convert|15|by|20|cm|in|abbr=on|adj=on}} [[liquid crystal display]]s, all physically identical and interchangeable; comprising two [[primary flight display]]s, two navigation displays, one engine parameter display, one system display and two [[multi-function display]]s. The MFDs were introduced on the A380 to provide an easy-to-use interface to the [[flight management system]]—replacing three multifunction control and display units.<ref>{{cite web|title=Barco extends its success in the civil avionics market with new Airbus deal |publisher=Barco |url=http://www.barco.com/en/pressrelease/1509/ |access-date=25 October 2009 |url-status=dead |archive-url=https://web.archive.org/web/20110716212733/http://www.barco.com/en/pressrelease/1509/ |archive-date=16 July 2011}}</ref> They include [[QWERTY]] keyboards and trackballs, interfacing with a [[graphical user interface|graphical]] "[[point-and-click]]" display system.<ref name="a380_flight_deck">{{cite web|title=A380 flight deck|publisher=Airbus|url=http://www.airbus.com/en/aircraftfamilies/a380/flight_deck.html|access-date=16 September 2006|archive-url=https://web.archive.org/web/20060825173400/http://www.airbus.com/en/aircraftfamilies/a380/flight_deck.html|archive-date=25 August 2006}}</ref><ref>{{cite web|title=Flash-based view of A380s cockpit|publisher=gillesvidal.com|url=http://www.gillesvidal.com/blogpano/cockpit1.htm|access-date=25 October 2009 |archive-url= https://web.archive.org/web/20091103040246/http://www.gillesvidal.com/blogpano/cockpit1.htm |archive-date= 3 November 2009 |url-status=live}}</ref>
The Network Systems Server (NSS) is the heart of A380s paperless cockpit; it eliminates bulky manuals and traditional charts.<ref>{{Cite news|title=A350 cockpit borrows A380 innovations|publisher=Air Transport Briefing|date=6 March 2006|url=http://www.alacrastore.com/storecontent/Business-and-Industry/144565420}}</ref><ref>{{Cite news|title=Lufthansa Systems database plots route to the paperless cockpit|work=Flight International|date=5 October 2004|url=http://www.flightglobal.com/news/articles/lufthansa-systems-database-plots-route-to-the-paperless-cockpit-188307/}}</ref> The NSS has enough inbuilt robustness to eliminate onboard backup paper documents. The A380s network and server system stores data and offers electronic documentation, providing a required equipment list, navigation charts, performance calculations, and an aircraft logbook. This is accessed through the MFDs and controlled via the keyboard interface.<ref name="avionics_magazine"/>
===Systems===
[[File:Airbus A380 Fahrwerk.jpg|thumb|A380 20-wheel main [[landing gear]]]]
[[Fly-by-wire#Power-by-wire|Power-by-wire]] flight control actuators have been used for the first time in civil aviation to back up primary [[hydraulic]] actuators. Also, during certain manoeuvres they augment the primary actuators.<ref>{{Cite journal|title=Advances in more-electric aircraft technologies|journal=Aircraft Engineering and Aerospace Technology|year=2001|volume=73|issue=3|publisher=Emerald Group}}</ref> They have self-contained hydraulic and electrical power supplies. [[Electro-hydrostatic actuator]]s (EHA) are used in the [[aileron]] and [[elevator (aeronautics)|elevator]], electric and hydraulic motors to drive the slats as well as electrical backup hydrostatic actuators (EBHA) for the rudder and some spoilers.<ref name="avionics_magazine2">{{Cite news|last=Adams |first=Charlotte|title= A380: 'more electric' aircraft|publisher=Aviation Today|date=1 October 2001|url=http://www.aviationtoday.com/cgi/av/show_mag.cgi?pub=av&mon=1001&file=1001a380.htm|archive-url=https://web.archive.org/web/20060317013602/http://www.aviationtoday.com/cgi/av/show_mag.cgi?pub=av&mon=1001&file=1001a380.htm|archive-date=17 March 2006|access-date=26 September 2006}}</ref>
The A380's 350 bar (35 MPa or 5,000 psi) hydraulic system is a significant difference from the typical 210 bar (21 MPa or 3,000 psi) hydraulics used on most commercial aircraft since the 1940s.<ref>{{Cite news|title=A380 pushes 5000 psi into realm of the common man|first=P.J.|last=Henry|publisher=Hydraulics & Pneumatics|access-date=1 November 2012|url=http://hydraulicspneumatics.com/200/TechZone/HydraulicPumpsM/Article/False/6497/TechZone-HydraulicPumpsM}}</ref><ref name="Highlowpress">{{Cite news|title=High pressure, low weight |publisher=Design News |first=Bruce |last=Wiebusch |date=8 September 2002 |url=http://www.designnews.com/article/65-High_pressure_low_weight.php |url-status=dead |archive-url=https://web.archive.org/web/20100714021856/http://www.designnews.com/article/65-High_pressure_low_weight.php |archive-date=14 July 2010}}</ref> First used in military aircraft, high-pressure hydraulics reduce the weight and size of pipelines, actuators and related components. The 350 bar pressure is generated by eight de-clutchable hydraulic pumps.<ref name="Highlowpress"/><ref>{{Cite news|title=Eaton wins hydraulic system contract for A380, $200 million potential for U.S. company|publisher=Business Wire|date=10 October 2001|url=http://www.defense-aerospace.com/articles-view/release/3/6918/eaton-hydraulic-power-systems-for-a380-%28oct.-12%29.html}}</ref> The hydraulic lines are typically made from [[titanium]]; the system features both fuel- and air-cooled [[heat exchanger]]s. Self-contained electrically powered hydraulic power packs serve as backups for the primary systems, instead of a secondary hydraulic system, saving weight and reducing maintenance.<ref>{{Cite journal|title=Hydraulic services contract for Airbus A380 wing jigs|journal=Aircraft Engineering and Aerospace Technology |year=2004|volume=76|issue=2|publisher=Emerald Group}}</ref>
The A380 uses four 150 [[Kilovolt-ampere|kVA]] variable-frequency electrical generators,<ref>{{Cite news|title=Innovative Variable Frequency Power |publisher=Goodrich |access-date=27 October 2009 |url=http://www.goodrich.com/portal/site/grcom?GUID=19187d816707b110VgnVCM10000068f57eaaRCRD}} {{Dead link|date=June 2016|bot=medic}}{{cbignore|bot=medic}}</ref> eliminating constant-speed drives and improving reliability.<ref>{{Cite news|title=A380: 'More Electric' Aircraft|first=Charlotte|last=Adams|work=Avionics Magazine|date=1 October 2001|url=http://www.aviationtoday.com/av/issue/feature/A380-More-Electric-Aircraft_12874.html|access-date=27 October 2009|archive-date=13 May 2009|archive-url=https://web.archive.org/web/20090513102313/http://www.aviationtoday.com/av/issue/feature/A380-More-Electric-Aircraft_12874.html|url-status=dead}}</ref> The A380 uses aluminium power cables instead of copper for weight reduction. The electrical power system is fully computerised and many [[Relay#Types|contactors]] and breakers have been replaced by solid-state devices for better performance and increased reliability.<ref name="avionics_magazine2"/>
<!--APU-->
The auxiliary power comprises the [[Auxiliary Power Unit]] (APU), the electronic control box (ECB), and mounting hardware. The APU in use on the A380 is the {{cvt|1800|hp|disp=out}} PW 980A APU. The APU primarily provides air to power the Analysis Ground Station (AGS) on the ground and to start the engines. The AGS is a semi-automatic analysis system of flight data that helps to optimise management of maintenance and reduce costs. The APU also powers two 120 kVA electric generators that provide auxiliary electric power to the aircraft. There is also a [[ram air turbine]] (RAT) with a 70 kVA generator.<ref>{{cite web|work=Hamilton and Sundstrand |title=Airbus A380 Fact sheet |url=http://www.hamiltonsundstrand.com/StaticFiles/HS/Communications/General/Documents/A380%20Fact%20Sheet_June%202011.pdf |access-date=24 April 2016 |url-status=dead |archive-url=https://web.archive.org/web/20130302205101/http://www.hamiltonsundstrand.com/StaticFiles/HS/Communications/General/Documents/A380%20Fact%20Sheet_June%202011.pdf |archive-date=2 March 2013}}</ref>
===Passenger provisions===
{{main|Seat configurations of Airbus A380}}
[[File:Airbus A380-861, Emirates AN1721793.jpg|thumb|Ten-abreast old [[economy class]] seating on the main deck on an Emirates A380]]
The A380-800's [[Aircraft cabin|cabin]] has {{convert|550|m2|sqft|0}} of usable floor space,<ref>{{cite web |title= Airbus A380 Facts & Figures |date= June 2018 |publisher= Airbus |url= https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Backgrounder-Airbus-Commercial-Aircraft-A380-Facts-and-Figures-EN.pdf |access-date= 25 June 2018 |archive-date= 25 June 2018 |archive-url= https://web.archive.org/web/20180625161050/https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Backgrounder-Airbus-Commercial-Aircraft-A380-Facts-and-Figures-EN.pdf |url-status= dead}}</ref> 40% more than the next largest airliner, the [[Boeing 747-8]].<ref>{{cite web|url= http://www.flightglobal.com/news/articles/boeings-747-8-vs-a380-a-titanic-tussle-205137/|title=Boeing's 747-8 vs. A380: A titanic tussle|first=Max|last=Kingsley-Jones|work=Flight International|date=17 February 2006|access-date=25 September 2013}}</ref>
The cabin has features to reduce traveller fatigue such as a quieter interior and higher [[Cabin pressurization|pressurisation]] than previous generations of aircraft; the A380 is pressurised to the equivalent altitude of {{convert|1520|m|ft|abbr=on|sigfig=2}} up to {{convert|12000|m|ft|abbr=on}}.<ref>{{cite web|title=Airbus A380 Brief|url=http://a380airbus.com/airbus-a380-cabins/|access-date=19 September 2013|archive-url=https://web.archive.org/web/20130422021427/http://a380airbus.com/airbus-a380-cabins/|archive-date=22 April 2013|url-status=usurped}}</ref><ref name="norris_wagner_book"/>{{rp|129}} It has 50% less cabin noise, 50% more cabin area and volume, larger windows, bigger overhead bins, and {{convert|60|cm|ft|abbr=on}} more headroom than the 747-400.<ref>{{cite web|title=Global Aircraft – Airbus A380|url=http://www.globalaircraft.org/planes/airbus_a380.pl |access-date=19 June 2009}}</ref><ref name="a380_figures">{{cite web|title=Fascinating figures about the A380 |publisher=Airbus |url=http://events.airbus.com/a380/seeing/learnandplay/figures1.asp |access-date=1 August 2008 |archive-url=https://web.archive.org/web/20080704190610/http://events.airbus.com/a380/seeing/learnandplay/figures1.asp |archive-date=4 July 2008 |url-status=dead}}</ref> Seating options range from 3-room {{convert|12|m2|sqft|abbr=on}} "residence" in first class to 11-across in economy.<ref>{{cite web|url=http://www.airbus.com/aircraftfamilies/passengeraircraft/a380family/own-the-sky/cabin/|title=Cabin of Airbus A380|work=airbus|access-date=24 April 2016|url-status=dead|archive-url=https://web.archive.org/web/20161231132208/http://www.airbus.com/aircraftfamilies/passengeraircraft/a380family/own-the-sky/cabin/|archive-date=31 December 2016}}</ref> A380 economy seats are up to {{convert|48|cm|in|abbr=on}} wide in a 10-abreast configuration,<ref>{{cite web|title=Onboard the Airbus A380|publisher=[[Fodors]]|url=http://fodors.com/news/story_2432.html|archive-url=https://web.archive.org/web/20071020004918/http://fodors.com/news/story_2432.html|archive-date=20 October 2007 |access-date=6 March 2012}}</ref> compared with the 10-abreast configuration on the 747-400 that typically has seats {{convert|44.5|cm|in|abbr=on}} wide.<ref>{{cite web|title=747-400 Cross Sections|publisher=Boeing|url=http://www.boeing.com/commercial/747family/pf/pf_cross_section.html|access-date=19 June 2008 |archive-url= https://web.archive.org/web/20080611225956/http://www.boeing.com/commercial/747family/pf/pf_cross_section.html |archive-date= 11 June 2008 |url-status=live}}</ref> On other aircraft, economy seats range from {{convert|41.5|to|52.3|cm|in|abbr=on}} in width.<ref>{{cite web|url=http://www.smarttravelasia.com/economy.htm|title=A survey of the best airline economy seats|last=Verghese|first=Vijay|year=2011|publisher=Smarttravelasia.com|archive-url=https://web.archive.org/web/20110520010120/http://smarttravelasia.com/economy.htm|archive-date=20 May 2011|url-status=live|access-date=17 May 2011}}</ref>
[[File:Airbus A380 seatmap.svg|thumb|upright=0.8|Layout of A380-800, 519 seat configuration (331 lower, 188 upper)]]
The A380's upper and lower decks are connected by two stairways, one [[Bow (ship)|fore]] and one [[aft]], both wide enough to accommodate two passengers side by side; this cabin arrangement allows multiple seat configurations. The maximum certified carrying capacity is 853 passengers in an all-economy-class layout,<ref name="evacuation_test" /> Airbus lists the "typical" three-class layout as accommodating 525 passengers, with 10 first, 76 business, and 439 economy class seats.<ref name="555_to_525" /> Airline configurations range from [[Korean Air]]'s 407 passengers to [[Emirates (airline)|Emirates]]' two-class 615 seats<ref name="cpA380">{{cite web |url=http://cphpost.dk/news/worlds-largest-passenger-plane-lands-at-copenhagen-airport.html |title=World's largest passenger plane lands at Copenhagen Airport |work=[[The Copenhagen Post]] |date=1 December 2015 |access-date=2 December 2015 |archive-date=2 December 2015 |archive-url=https://web.archive.org/web/20151202155422/http://cphpost.dk/news/worlds-largest-passenger-plane-lands-at-copenhagen-airport.html |url-status=dead}}</ref> and average around 480–490 seats.<ref>{{cite news |url=http://www.space.com/businesstechnology//070608_recordseatsa380.html |title=Emirates A380s to Establish New Airliner Seat Record |work=Aviation |date=8 June 2008 |access-date=13 September 2010 |archive-date=27 December 2010 |archive-url=https://web.archive.org/web/20101227044154/http://www.space.com/businesstechnology/070608_recordseatsa380.html |url-status=dead }}</ref><ref>{{cite news |title=Recession causes turbulence for Airbus A380 sales |work=Bristol 24-7 |url= http://www.bristol247.com/2009/10/23/recession-causes-turbulence-for-airbus-a380-sales/ |first=Rob |last=Buckland |date=23 October 2009 |archive-url= https://web.archive.org/web/20131211122201/http://www.bristol247.com/2009/10/23/recession-causes-turbulence-for-airbus-a380-sales/ |archive-date=11 December 2013}}</ref> [[Air Austral]]'s proposed 840 passenger layout has not come to fruition. The A380's interior illumination system uses bulbless [[light-emitting diode|LEDs]] in the cabin, cockpit, and cargo decks. The LEDs in the cabin can be altered to create an ambience simulating daylight, night, or intermediate levels.<ref>{{cite web |title=Cabin Interior, Mood Lighting|publisher=[[Diehl Aerospace]], Germany|url=http://www.diehl-aerospace.de/index.php?id=1402&L=1|access-date=14 May 2007|archive-url=https://web.archive.org/web/20070927225931/http://www.diehl-aerospace.de/index.php?id=1402&L=1|archive-date=27 September 2007}}</ref> On the outside of the aircraft, [[High-intensity discharge lamp|HID]] lighting is used for brighter illumination.
Airbus's publicity has stressed the comfort and space of the A380 cabin,<ref>{{cite web|title=Airbus Cabin Showroom |publisher=Airbus |url=http://www.airbus.com/cabin-showroom/preview/index.jsp?article=0 |access-date=14 May 2007 |archive-url=https://web.archive.org/web/20070526122254/http://www.airbus.com/cabin-showroom/preview/index.jsp?article=0 |archive-date=26 May 2007 |url-status=dead}}</ref> and advertised onboard relaxation areas such as bars, beauty salons, [[duty-free shop]]s, and restaurants.<ref>{{cite news|url=http://www.seattlepi.com/default/article/Aerospace-Notebook-It-s-no-cruise-ship-of-the-1253995.php|title=Aerospace Notebook: It's no cruise ship of the sky, but A380 is raising the bar for comfort|work=Seattle Post-Intelligencer|access-date=17 May 2011|first1=James|last1=Wallace|date=30 October 2007}}</ref><ref name="wp" /> Proposed amenities resembled those installed on earlier airliners, particularly 1970s wide-body jets,<ref name="fancy">{{cite news|url= https://www.usatoday.com/travel/flights/2005-02-02-spa-380-usat_x.htm|title=Flights of fancy|work=USA Today|access-date=17 May 2011|first1=Gary|last1=Stoller|date=3 February 2005}}</ref> which largely gave way to regular seats for greater passenger capacity.<ref name="fancy" /> Airbus has acknowledged that some cabin proposals were unlikely to be installed,<ref name="wp">{{cite news|url= https://www.washingtonpost.com/wp-dyn/content/article/2007/02/07/AR2007020701386.html|title=Airbus Flight Shows Off Troubled A380|newspaper=The Washington Post|access-date=17 May 2011 |first=Laurence |last=Frost|date=7 February 2007}}</ref> and that it was ultimately the airlines' decision how to configure the interior.<ref name="fancy" /> Industry analysts suggested that implementing customisation has slowed the production speeds, and raised costs.<ref>{{cite news|url=https://www.bloomberg.com/apps/news?pid=newsarchive&sid=aSbA8LrQ5ndU |archive-url=https://web.archive.org/web/20120306023657/http://www.bloomberg.com/apps/news?pid=newsarchive&sid=aSbA8LrQ5ndU |archive-date=6 March 2012 |url-status=dead |title=Airbus A380's bar, flatbeds, showers irk Engineers |first=Andrea |last=Rothman |publisher=Bloomberg L.P. |date=30 October 2009}}</ref> Due to delivery delays, Singapore Airlines and Air France debuted their seat designs on different aircraft prior to the A380.<ref name="sqcabin">{{cite web |url= http://www.flightglobal.com/articles/2007/10/15/218492/sia-is-ready-at-last-to-start-flying-the-a380.html|archive-url= https://web.archive.org/web/20071017043933/http://www.flightglobal.com/articles/2007/10/15/218492/sia-is-ready-at-last-to-start-flying-the-a380.html |archive-date=17 October 2007|title=SIA is ready at last to start flying the A380 |work=Flight International |access-date=17 May 2011}}</ref><ref name="prem">{{cite web |url= http://www.flightglobal.com/articles/2010/09/22/347697/air-france-picks-business-seat-eyeing-premium-economy-for.html|archive-url= https://web.archive.org/web/20151228093941/https://www.flightglobal.com/news/articles/air-france-picks-business-seat-eyeing-premium-economy-for-347697/ |archive-date=28 December 2015 |title=Air France picks business seat; eyeing premium economy for A380|work=Flight International |access-date=17 May 2011}}</ref>
Initial operators typically configured their A380s for three-class service, while adding extra features for passengers in premium cabins. Launch customer Singapore Airlines introduced partly enclosed first-class suites on its A380s in 2007, each featuring a leather seat with a separate bed; center suites could be joined to create a double bed.<ref>{{cite web |title=Seat Map Singapore Airlines Airbus A380 |publisher=Seat Guru |url= http://www.seatguru.com/airlines/Singapore_Air/Singapore_Air_Airbus_A380.php |access-date=19 February 2009 |archive-url= https://web.archive.org/web/20090225000825/http://www.seatguru.com/airlines/Singapore_Air/Singapore_Air_Airbus_A380.php |archive-date= 25 February 2009 |url-status=live}}</ref><ref>{{cite web |title=Singapore Airlines A380 |publisher=Singapore Airlines |url= http://www.a380.singaporeair.com/content/news/newsrelease/20071015_suite/index.html |archive-url=https://web.archive.org/web/20071017050628/http://a380.singaporeair.com/content/news/newsrelease/20071015_suite/index.html |archive-date=17 October 2007 |access-date=28 October 2007}}</ref><ref name="SQsuite">"[http://www.singaporeair.com/en_UK/flying-with-us/suites/ Singapore Airlines Suites] {{webarchive |url=https://web.archive.org/web/20160204201735/http://www.singaporeair.com/en_UK/flying-with-us/suites/ |date=4 February 2016}}" ''[[Singapore Airlines]]''. Retrieved 29 September 2012.</ref> A year later, Qantas debuted a new first-class [[Airline seat#Lie flat/flat bed seating|seat-bed]] and a sofa lounge at the front of the upper deck on its A380s,<ref>{{cite web|title= Qantas and the A380 |publisher=Qantas |url= http://www.qantas.com.au/info/about/company/A380 |access-date=15 December 2007 |archive-url= https://web.archive.org/web/20071214005727/http://www.qantas.com.au/info/about/company/A380 |archive-date= 14 December 2007}}</ref><ref>{{Cite web|url=https://www.seatguru.com/airlines/Qantas_Airways/information.php|title=Qantas Flight Information|website= seatguru.com}}</ref> and in 2009, Air France unveiled an upper deck electronic art gallery.<ref name="comp">{{Cite news|url=https://latimes.com/travel/la-tr-a380-pg,0,4538781.photogallery |title=Comparing Airlines' Airbus A380s |work=Los Angeles Times |access-date=30 November 2009 |archive-url=https://web.archive.org/web/20091123171514/http://www.latimes.com/travel/la-tr-a380-pg%2C0%2C4538781.photogallery |archive-date=23 November 2009 |url-status=live}}</ref> In late 2008, Emirates introduced "shower spas" in first class on its A380s allowing each first class passenger five minutes of hot water,<ref>{{cite web|title=First class flight perks we envy slideshow|url=http://travel.yahoo.com/photos/first-class-flight-perks-we-envy-1392314234-slideshow/first-class-perks-showers-photo-1392314738052.html|archive-url=https://web.archive.org/web/20140318173906/http://travel.yahoo.com/photos/first-class-flight-perks-we-envy-1392314234-slideshow/first-class-perks-showers-photo-1392314738052.html|url-status=dead|archive-date=18 March 2014|publisher=Yahoo!}}</ref><ref name="timesonline_firstlook_emirates_a380">{{Cite news |url= https://www.thetimes.com/article/a-first-look-inside-emirates-a380s-gz3jdjlzgw8 |title= A first look inside Emirates' A380s |work=The Times |___location= London |first= Simon |last= Warburton |date= 30 July 2009}}</ref> drawing on 2.5 tonnes of water, although only 60% of it was used.<ref name="fgLook" />
Etihad Airways and [[Qatar Airways]] also have a bar lounge and seating area on the upper deck, while Etihad has enclosed areas for two people each.<ref>{{cite news |first=Nicholas |last= Painter-Bosworth |url= http://www.flightglobal.com/news/articles/interiors-middle-eastern-carriers-show-their-gulf-in-410195/ |title=Middle Eastern carriers show their Gulf in class |work=[[Flightglobal]] |date=7 April 2015 |access-date=8 April 2015}}</ref> In addition to lounge areas, some A380 operators have installed amenities consistent with other aircraft in their respective fleets, including self-serve snack bars,<ref>{{cite web|url=http://www.adelaidenow.com.au/news/national/qantas-unveils-self-serve-bar/story-e6frea8c-1111114027421|title=Qantas unveils self-serve bar|work=Adelaide Now|access-date=17 May 2011|archive-date=22 October 2013|archive-url=https://web.archive.org/web/20131022015400/http://www.adelaidenow.com.au/news/national/qantas-unveils-self-serve-bar/story-e6frea8c-1111114027421|url-status=dead}}</ref> [[premium economy]] sections,<ref name="prem" /> and redesigned business-class seating.<ref name="sqcabin" />
The Hamburg Aircraft Interiors Expo in April 2015 saw the presentation of an 11-seat row economy cabin for the A380. Airbus is reacting to a changing economy; the recession which began in 2008 saw a drop in market percentage of first class and business seats to six percent and an increase in budget economy travellers. Among other causes is the reluctance of employers to pay for executives to travel in First or Business Class. Airbus' chief of cabin marketing, Ingo Wuggestzer, told ''Aviation Week and Space Technology'' that the standard three-class cabin no longer reflected market conditions. The 11-seat row on the A380 is accompanied by similar options on other widebodies: nine across on the [[Airbus A330]] and ten across on the [[Airbus A350|A350]].<ref>{{cite news |last=Flottau |first=Jens |title=In a squeeze |work= Aviation Week & Space Technology |date=27 April – 10 May 2015 |page=64}}</ref>
<gallery mode="packed" heights="140">
File:Airbus A380-861, Emirates AN1385446.jpg|Emirates A380's old [[business class]]
File:Etihad Airways aircraft interiors demo ITB 2017 (08).JPG|[[Etihad Airways]] A380's The Residence suite
File:Emirates Airbus A380-861 onboard bar Iwelumo.jpg|Emirates A380's onboard lounge and bar
File:Emirates A380 Shower SPA ITB2014.jpg|Emirates A380's shower and spa
</gallery>
===Integration with infrastructure and regulations===
====Ground operations====
[[File:Qatar Airways Airbus A380-800 at Heathrow Airport Terminal 4 before Flying to Doha, 6 Jan 2015.jpg|thumb|[[Aircraft ground handling]] with separate [[jetway]]s for the main and upper decks, and [[ground support equipment]] on a [[Qatar Airways]] A380]]
In the 1990s, aircraft manufacturers were planning to introduce larger planes than the [[Boeing 747]]. In a common effort of the [[International Civil Aviation Organization]] (ICAO) with manufacturers, airports and its member agencies, the "80-metre box" was created, the [[Gate (airport)|airport gates]] allowing planes up to {{convert|80|m|ft|abbr=on}} wingspan and length to be accommodated.<ref>{{cite web |last= Milstein |first= Michael |title= Superduperjumbo Double the size of an Airbus A380? No problem, aerodynamicists say. |work= Air and Space magazine |publisher=Air & Space Magazine |url= http://www.airspacemag.com/flight-today/Superduperjumbo.html?c=y&page=2 |access-date=25 October 2008}}</ref> Airbus designed the A380 according to these guidelines,<ref name=ACAP>{{cite web |url= https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/techdata/aircraft_characteristics/Airbus-Commercial-Aircraft-AC-A380-Dec-2016.pdf |title= A380 aircraft characteristics airport and maintenance planning |date= 1 December 2016 |publisher= Airbus |access-date= 11 July 2018 |archive-url= https://web.archive.org/web/20180711235126/https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/techdata/aircraft_characteristics/Airbus-Commercial-Aircraft-AC-A380-Dec-2016.pdf |archive-date= 11 July 2018 |url-status=dead |df= dmy-all}}</ref><ref>{{Cite news |title= Airbus opens its books for the world's biggest jumbo. But is it a plane too far? |first= Michael |last= Harrison |work=The Independent |___location=UK |date= 24 June 2000 |url= http://www.independent.ie/business/airbus-opens-its-books-for-the-worlds-biggest-jumbo-but-is-it-a-plane-too-far-375339.html}}</ref> and to operate safely on Group V runways and taxiways with a {{convert|60|m}} loadbearing width.<ref name="ecac">"[https://web.archive.org/web/20050529102206/http://www.ecac-ceac.org/nla-forum/IMG/pdf/AACG_Common_Agreement_Document_V2.1.pdf Common Agreement Document of the A380 Airport Compatibility Group Version 2.1]" page 8, ''[[European Civil Aviation Conference]]'', December 2002. Retrieved 29 September 2012.</ref> The US FAA initially opposed this,<ref name="faa_eb65">{{cite web |title= Minimum Requirements to Widen Existing 150-Foot Wide Runways for Airbus A380 Operations |publisher=FAA |date= 13 February 2004 |url= http://www.faa.gov/airports/engineering/engineering_briefs/media/EB_65a.pdf |archive-url= https://web.archive.org/web/20091229081603/http://www.faa.gov/airports/engineering/engineering_briefs/media/EB_65a.pdf |archive-date= 29 December 2009 |access-date=18 September 2009}}</ref><ref name="faa_eb63a">{{cite web |title=Use of non-standard 75-foot-wide straight taxiway sections for Airbus 380 taxiing operations |publisher=FAA |date=April 2006 |url=http://www.faa.gov/airports/engineering/engineering_briefs/media/EB_63a.pdf |archive-url=https://www.webcitation.org/5l7zrmByy?url=http://www.faa.gov/airports/engineering/engineering_briefs/media/EB_63a.pdf |archive-date=8 November 2009 |access-date=24 September 2006 |url-status=dead}}</ref> then in July 2007, the FAA and EASA agreed to let the A380 operate on {{convert|45|m|abbr=on}} runways without restrictions.<ref>{{cite web |title=Operational Evaluation Board Report Airbus A380-800 Report of the FCL/OPS Subgroup Report, Revision 1 18 July 2011 |date=18 July 2011 |url=http://www.easa.europa.eu/certification/flight-standards/doc/oeb-final-report/airbus/Airbus-A380-FCL-OPS-OEB-Report-Rev_1-20110718.pdf |access-date=1 November 2012 |archive-url=https://web.archive.org/web/20131017231207/http://www.easa.europa.eu/certification/flight-standards/doc/oeb-final-report/airbus/Airbus-A380-FCL-OPS-OEB-Report-Rev_1-20110718.pdf |archive-date=17 October 2013 |url-status=live}}</ref> The A380-800 is approximately 30% larger in overall size than the 747-400.<ref name="usdebut">{{cite news|url=http://seattletimes.nwsource.com/html/boeingaerospace/2003624136_a380debut18.html|title=Airbus set for U.S. debut of world's largest passenger jet|work=Los Angeles Times|access-date=21 December 2010|last=Oldham|first=Jennifer|date=18 March 2007}}</ref><ref name="awpilot">{{cite web|url=http://aviationweek.com/awin/pilot-report-flying-airbus-a380|title=Pilot Report: Flying the Airbus A380|access-date=21 December 2010|last=North|first=David|date=2 October 2006|work=Aviation Week}}</ref> Runway lighting and signage may need changes to provide clearance to the wings and avoid blast damage from the engines. Runways, runway shoulders and taxiway shoulders may be required to be stabilised to reduce the likelihood of [[foreign object damage]] caused to (or by) the outboard engines, which are more than {{convert|25|m|ft|abbr=on}} from the centre line of the aircraft,<ref name="ACAP" /><ref name="ecac" /><ref name="Airports Prepare for the A380">{{cite web |last= Arnoult |first= Sandra |title= Airports Prepare for the A380 |publisher=Airport Equipment & Technology |url= https://aviationweek.com/airports-prepare-a380 |access-date=25 October 2008}}</ref> compared to {{convert|21|m|ft|abbr=on}} for the [[Boeing 747-400|747-400]],<ref name="747_airport">"[https://web.archive.org/web/20130124191736/http://www.boeing.com/commercial/airports/acaps/7474sec2.pdf 747-400 Airport Compatibility Report]", section 2.2.1. [[Boeing]], December 2002. Retrieved 29 September 2012.</ref> and [[Boeing 747-8|747-8]].<ref name="747-8_airport">"[https://web.archive.org/web/20121014235741/http://www.boeing.com/commercial/airports/acaps/7478sec2.pdf 747-8 Airport Compatibility Report]", section 2.2.1. [[Boeing]], December 2011. Retrieved 29 September 2012.</ref>
Airbus measured pavement loads using a 540-tonne (595 short tons) ballasted test rig, designed to replicate the [[landing gear]] of the A380. The rig was towed over a section of pavement at Airbus's facilities that had been instrumented with embedded load sensors.<ref>{{cite web |last= Dupont |first= Willy-Pierre |title= A380 – A solution for airports |publisher=Airbus |url= http://www.content.airbusworld.com/SITES/Customer_services/html/acrobat/fast_33_p7_16solution.pdf |archive-url= https://web.archive.org/web/20080910193055/http://www.content.airbusworld.com/SITES/Customer_services/html/acrobat/fast_33_p7_16solution.pdf |archive-date= 10 September 2008 |access-date=19 May 2007}}</ref> It was determined that the pavement of most runways will not need to be reinforced despite the higher weight,<ref name="Airports Prepare for the A380" /> as it is distributed on more wheels than in other passenger aircraft with a total of 22 wheels (that is, its [[ground pressure]] is lower).<ref name="test" /> The A380 undercarriage consists of four main landing gear legs and one noseleg (a layout similar to that of the 747), with the two inboard landing gear legs each supporting six wheels.<ref name="test">{{cite web|url=http://www.flightglobal.com/articles/2006/09/25/209189/flight-test-airbus-a380.html|archive-url=https://web.archive.org/web/20090412051939/http://www.flightglobal.com/articles/2006/09/25/209189/flight-test-airbus-a380.html|archive-date=12 April 2009|title=FLIGHT TEST: Airbus A380|work=Flight International|access-date=15 December 2010|last=Gerzanics|first=Mike|date=25 September 2006}}</ref><ref>{{cite web|url=http://www.fzt.haw-hamburg.de/pers/Scholz/dglr/hh/text_2008_06_05_LandingGear.pdf|archive-url=https://web.archive.org/web/20170326220823/http://www.fzt.haw-hamburg.de/pers/Scholz/dglr/hh/text_2008_06_05_LandingGear.pdf|archive-date=26 March 2017|title=A380 Landing Gear and Systems|work=Airbus|access-date=26 March 2017|last= Hebborn|first=Andy |date= June 2008}}</ref>
The A380 requires service vehicles with lifts capable of reaching the upper deck,<ref>{{cite web |title= Catering |publisher=Lufthansa |url= http://a380.lufthansa.com/en/html/logistik/catering/index.php |access-date=25 October 2008 |archive-url= https://web.archive.org/web/20080615013420/http://a380.lufthansa.com/en/html/logistik/catering/index.php |archive-date= 15 June 2008}}</ref> as well as [[pushback (aviation)|tractors]] capable of handling the A380's maximum ramp weight.<ref>{{cite web |title= Aircraft movements |publisher=Lufthansa |url= http://a380.lufthansa.com/en/html/logistik/pushback/index.php |access-date= 25 October 2008 |archive-url= https://web.archive.org/web/20080614210748/http://a380.lufthansa.com/en/html/logistik/pushback/index.php |archive-date= 14 June 2008}}</ref> 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.<ref>{{cite web|last=Helms |first=Ina |title=Boarding please – aber ein bisschen flott! |publisher=Innovate! |url=http://www.thyssenkrupp.com/documents/Publikationen/Sonderveroeffentl/innovate_02_05_Fluggastbruecke.pdf |access-date=25 October 2008 |url-status=dead |archive-url=https://web.archive.org/web/20081120005027/http://www.thyssenkrupp.com/documents/Publikationen/Sonderveroeffentl/innovate_02_05_Fluggastbruecke.pdf |archive-date=20 November 2008}}</ref> The A380 has an airport turnaround time of 90–110 minutes.<ref name="fgLook">"[http://www.flightglobal.com/page/A380-In-Service-Report/Airbus-A380-In-Service-Report-Looking-forward/ Looking forward] {{webarchive |url=https://web.archive.org/web/20141227031733/http://www.flightglobal.com/page/A380-In-Service-Report/Airbus-A380-In-Service-Report-Looking-forward/ |date=27 December 2014}}" ''[[Flightglobal]]'', undated. Retrieved 20 June 2014.</ref> In 2008, the A380 test aircraft were used to trial the modifications made to several airports to accommodate the type.<ref>{{Cite news |title= A380 first touchdown in the United States as part of commercial Route Proving |publisher=Airbus |date= 12 March 2007 |url= http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_03_12_A380_USA_route_proving.html |archive-url= https://web.archive.org/web/20081216110239/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_03_12_A380_USA_route_proving.html |archive-date= 16 December 2008}}</ref>
====Takeoff and landing separation====
As of 2023, the A380 is the only aircraft in [[wake turbulence category]] Super (J).<ref name="Doc 8643">{{cite web |title=Aircraft Type Designators |url=https://www.icao.int/publications/DOC8643/Pages/Search.aspx |website= icao.int |access-date=10 February 2023}}</ref>
==
As the A380 fleet grows older, [[National Airworthiness Authority|airworthiness authority]] rules require certain scheduled [[Aircraft maintenance|inspections]] from approved [[maintenance, repair, and operations|aircraft tool shops]]. The increasing fleet size (at the time projected to reach 286 aircraft in 2020) cause expected maintenance and modification to cost $6.8 billion for 2015–2020, of which $2.1 billion are for engines. Emirates performed its first [[3C check|3C-check]]<!--almost a D--> for 55 days in 2014. During lengthy shop stays, some airlines will use the opportunity to install new interiors.<ref name="aw2015-02-02">{{cite news |first=Henry |last=Canaday |url=http://aviationweek.com/mro/major-maintenance-due-airbus-a380s |title=Major Maintenance Due For Airbus A380s |work=[[Aviation Week & Space Technology]] |date=2 February 2015 |access-date=24 April 2015 |archive-url=https://web.archive.org/web/20150424212038/http://aviationweek.com/mro/major-maintenance-due-airbus-a380s |archive-date=24 April 2015 |url-status=live}}</ref>
{{Clear}}
==Operational history==
Singapore Airlines flew the inaugural commercial flight from Singapore to Sydney on October 25, 2007. In February 2009, the one millionth passenger was flown with Singapore Airlines<ref>{{cite web |url=http://www.webwire.com/ViewPressRel.asp?aId=87805 |title=Singapore Airlines celebrates its first millionth A380 passenger |publisher=WebWire |date=19 February 2009 |access-date=30 December 2011}}</ref> and by May of that year 1,500,000 passengers had flown on 4,200 flights.<ref>{{cite web |url=http://www.flugrevue.de/de/zivilluftfahrt/fluggeraete/airbus-a380-mehr-als-15-millionen-passagiere.10409.htm |title=Airbus A380: Mehr als 1,5 Millionen Passagiere |publisher=FlugRevue |date=11 May 2009 |access-date=7 February 2016 |archive-url= https://web.archive.org/web/20120902190617/http://www.flugrevue.de/de/zivilluftfahrt/fluggeraete/airbus-a380-mehr-als-15-millionen-passagiere.10409.htm |archive-date=2 September 2012 |url-status=dead}}</ref> [[Air France]] received its first A380 in October 2009.<ref>{{Cite news |title=Strong Euro Weighs on Airbus, Suppliers |work=The Wall Street Journal |date=30 October 2009 |url=https://www.wsj.com/articles/SB10001424052748704317704574503291415066898 |first=Daniel |last=Michaels |access-date=30 December 2011}}</ref><ref>{{Cite news |title=Air France set to get Europe's first A380 superjumbo |publisher=MSN News |date=30 October 2009 |url=http://news.ph.msn.com/business/article.aspx?cp-documentid=3678311 |access-date=30 October 2009 |archive-url=https://web.archive.org/web/20110714130008/http://news.ph.msn.com/business/article.aspx?cp-documentid=3678311 |archive-date=14 July 2011 |url-status=dead}}</ref> [[Lufthansa]] received its first A380 in May 2010.<ref>{{cite web |url=http://www.flugrevue.de/de/zivilluftfahrt/airlines-flugbetrieb/lufthansa-uebernimmt-a380-am-19-mai-trainingsfluege-in-ganz-deutschland.21022.htm |title=Lufthansa übernimmt A380 am 19. Mai – Trainingsflüge in ganz Deutschland |publisher=Flugrevue.de |access-date=3 April 2011 |archive-url=https://web.archive.org/web/20110513052533/http://www.flugrevue.de/de/zivilluftfahrt/airlines-flugbetrieb/lufthansa-uebernimmt-a380-am-19-mai-trainingsfluege-in-ganz-deutschland.21022.htm |archive-date=13 May 2011 |url-status=dead}}</ref> By July 2010, the 31 A380s then in service had transported 6 million passengers on 17,000 flights between 20 international destinations.<ref>{{cite press release |url=http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-delivers-tenth-a380-in-2010/ |title=Airbus delivers tenth A380 in 2010 |date=16 July 2011 |access-date=7 August 2011}}</ref>
Airbus delivered the 100th A380 on 14 March 2013 to [[Malaysia Airlines]].<ref>{{cite press release |url=http://www.airbus.com/newsroom/news/en/2013/03/the-a380-global-fleet-spreads-its-wings-as-deliveries-hit-the-century-mark.html |title=The A380 global fleet spreads its wings as deliveries hit the 'century mark' |work=Airbus |date=14 March 2013 |access-date=4 December 2017 |archive-date=5 December 2017 |archive-url=https://web.archive.org/web/20171205042137/http://www.airbus.com/newsroom/news/en/2013/03/the-a380-global-fleet-spreads-its-wings-as-deliveries-hit-the-century-mark.html |url-status=dead}}</ref> In June 2014, over 65 million passengers had flown the A380,<ref>{{cite web |url=http://www.airbus.com/aircraftfamilies/passengeraircraft/a380family/a380-routes/ |title=Where is the A380 flying? |publisher=airbus.com |access-date=1 April 2015 |archive-date=31 December 2016 |archive-url=https://web.archive.org/web/20161231132110/http://www.airbus.com/aircraftfamilies/passengeraircraft/a380family/a380-routes/ |url-status=dead}}</ref> and more than 100 million passengers (averaging 375 per flight) by September 2015, with an [[availability]] of 98.5%.<ref name="awFlot2015-10-29">{{cite web |url=http://aviationweek.com/airbus-a380/report-card-airbus-a380-after-eight-years-service |title=Airbus A380 After Eight Years in Service |author=Jens Flottau |work=Aviation Week & Space Technology |date=29 October 2015}}</ref> In 2014, Emirates stated that its A380 fleet had [[Passenger load factor |load factor]]s of 90–100%, and that the popularity of the aircraft with its passengers had not decreased in the past year.<ref name="fgLook" />
On 16 December 2021, their largest customer, Emirates, received its 123rd A380 in Hamburg, which was the 251st and the last Superjumbo delivered by Airbus. The airline's strategy has enabled A380 teams to develop new innovations on an ongoing basis and improve the aircraft's operational performance by up to 99.3%, a level never seen before on a quadjet airliner. Many of the innovations developed on the Emirates A380 cabin were a first for Airbus, such as the first class showers, lighting scenarios, and the recent premium economy cabin.<ref name="A380_123rdEmirates">{{cite press release |title=The A380, Emirates and flying public : A winning combination |url=https://www.airbus.com/en/newsroom/stories/2021-12-the-a380-emirates-and-flying-public-a-winning-combination |work=Airbus Commercial Aircraft |date=16 December 2021 |access-date=25 December 2021}}</ref>
{{As of|2021|12|lc=y|alt=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 over 7.3 million block hours with 99 percent operational reliability and no hull-loss accidents. Over 50% of A380 capacity is from/to/within the [[Asia-Pacific]] region, of which around 15% is on regional flights within Asia (OAG 2017).<ref name="A380_2021file">{{cite news |title=A380 |url=https://www.airbus.com/sites/g/files/jlcbta136/files/2022-01/EN-Airbus-A380-Facts-and-Figures-January-2022.pdf |date= 14 January 2022 |publisher= Airbus |access-date=}}</ref>
{{clear}}
==
While the A380-800 was the only model put into production, other variants were proposed that might have made the design more appealing in shifting market conditions.
===A380F===
[[File:Airbus A380F concept.jpg|thumb|The A380F, a cargo variant of the A380, was planned but postponed after 2005 and never built.]]
Airbus offered a [[cargo aircraft]] variant, called the ''A380F'', since at least June 2005, capable of transporting a {{cvt|150|t|lb}} maximum payload over a {{cvt|5,600|nmi}} range.<ref name="a380_freighter" /> It would have had 7% better payload and better range than the [[Boeing 747-8F]], but also higher trip costs.<ref name="and">{{cite web |author=Andriulaitis, Robert |date=December 2005 |title=B747-8F VS A380F |url=http://www.intervistas.com/downloads/CAIR/articles/12_dec2005_a.pdf |url-status=dead |archive-url=https://web.archive.org/web/20160303205307/http://www.intervistas.com/downloads/CAIR/articles/12_dec2005_a.pdf |archive-date=3 March 2016 |access-date=29 September 2012 |publisher=InterVISTAS Consulting Inc.}}</ref> It would have the largest payload capacity of any freighter aircraft except the [[Antonov An-225 Mriya]].
Production was suspended until the A380 production lines had settled, with no firm availability date.<ref name="Flight16May2006" /><ref name="WaPo8Nov2006" /><ref name="nytimes8Nov2006" /> The A380F was displayed on the Airbus website until at least January 2013,<ref>{{cite web |url= http://www.airbus.com/aircraftfamilies/freighter/ |archive-url= https://web.archive.org/web/20130116094611/http://www.airbus.com/aircraftfamilies/freighter/ |archive-date= 2013-01-16 |title= Airbus freighter aircraft |publisher= Airbus}}</ref>{{Primary source inline|date=September 2021}} but was not anymore in April.<ref>{{cite web |url= http://www.airbus.com/aircraftfamilies/freighter/ |archive-url= https://web.archive.org/web/20130426090916/http://www.airbus.com/aircraftfamilies/freighter/ |archive-date= 2013-04-26 |title= Airbus freighter aircraft |publisher= Airbus}}</ref>{{Primary source inline|date=September 2021}} A patent for a "combi" version was applied for. This version would offer the flexibility of carrying both passengers and cargo, along with being rapidly reconfigurable to expand or contract the cargo area and passenger area as needed for a given flight.<ref>{{cite web |author=Zhang, Benjamin |title=Airbus could solve a huge problem with jumbo jets |url=https://www.businessinsider.com/us/airbus-is-trying-to-patent-the-perfect-jumbo-jet-2015-7 |date=9 July 2015 |work=Business Insider |access-date=6 May 2020 |archive-date=16 September 2020 |archive-url=https://web.archive.org/web/20200916103048/https://www.businessinsider.com/us/airbus-is-trying-to-patent-the-perfect-jumbo-jet-2015-7 |url-status=dead}}</ref>
===A380 Stretch, A380-900===
At launch in December 2000, a 656-seat A380-200 was proposed as a derivative of the 555-seat baseline, called the ''A380 Stretch''.<ref>{{cite magazine |url= http://archive.aviationweek.com/issue/20010101#!&pid=22 |title= Europe Embarks On $11-Billion A380 Gamble |author= Pierre Sparaco |magazine= Aviation Week & Space Technology |date= 1 January 2001 |pages= 22–25 |url-access= subscription}}</ref>
In November 2007, Airbus top sales executive and chief operating officer [[John Leahy (executive)|John Leahy]] confirmed plans for another enlarged variant—the A380-900—with more seating space than the A380-800.<ref>{{cite web |url= http://www.topnews.de/airbus-plant-lesen-a380-31297 |title= Airbus plant Riesen A380 |publisher= Topnews.de |date= 22 November 2007 |language= de |access-date= 1 November 2012 |archive-date= 2 December 2013 |archive-url= https://web.archive.org/web/20131202221514/http://www.topnews.de/airbus-plant-lesen-a380-31297 |url-status= dead}}</ref> The A380-900 would have had a [[seating capacity]] for 650 passengers in standard configuration and for approximately 900 passengers in an economy-only configuration.<ref>{{cite web |url=http://www.ausbt.com.au/supersizing-the-superjumbo-1-000-seat-airbus-a380-due-by-2020 |title=Supersizing the superjumbo: Airbus says 1,000 seat A380 due 2020 |work=Australian Business Traveller |date= 26 September 2012 |access-date=7 July 2013}}</ref> Airlines that expressed an interest in the A380-900 included [[Emirates (airline)|Emirates]],<ref>{{cite news |url= https://www.bloomberg.com/apps/news?pid=20601085 |archive-url= https://web.archive.org/web/20121103124517/https://www.bloomberg.com/apps/news?pid=20601085 |url-status=dead |archive-date= 3 November 2012 |title= Europe – Airbus plans 900-Seat Superjumbo; Emirates would buy |work= Bloomberg |date= 15 November 2007 |first= Andrea |last= Rothman}}</ref> [[Virgin Atlantic]],<ref name="Sea_times-900">{{Cite news |url= http://seattletimes.nwsource.com/html/businesstechnology/2004022126_airbus19.html |title= Branson favors planned Airbus 900-seat A380 |work=The Seattle Times |date= 21 February 2004}}</ref> [[Cathay Pacific]],<ref>{{Cite news |url= https://www.reuters.com/article/idUSN3022007420071030?sp=true |title= Interview-Cathay Pacific to wait on next-generation planes |work= Reuters |date= 30 October 2007 |first= Bill |last= Rigby |access-date= 7 June 2011 |archive-date= 2 December 2013 |archive-url= https://web.archive.org/web/20131202234034/http://www.reuters.com/article/2007/10/30/idUSN3022007420071030?sp=true |url-status= live}}</ref> [[Air France]], [[KLM]], [[Lufthansa]],<ref>{{cite web |url= http://www.thaindian.com/newsportal/uncategorized/airbus-to-extend-a380-to-accommodate-1000-passengers_10089914.html |title= Airbus to extend A380 to accommodate 1,000 passengers |work= The Times of India |publisher= Thaindian.com |date= 29 August 2008 |access-date= 2 July 2011 |archive-url= https://web.archive.org/web/20120311210925/http://www.thaindian.com/newsportal/uncategorized/airbus-to-extend-a380-to-accommodate-1000-passengers_10089914.html |archive-date= 11 March 2012 |url-status=dead |df= dmy-all}}</ref> [[Kingfisher Airlines]],<ref>{{cite web|url=http://atwonline.com/news/other.html?issueDate=2/6/2009 |archive-url=https://web.archive.org/web/20100113043938/http://atwonline.com/news/other.html?issueDate=2%2F6%2F2009 |archive-date=13 January 2010 |title=Kingfisher defers delivery to wait for A380-900 |publisher=ATW Daily News |date=6 February 2009 |url-status=dead}}</ref> and leasing company [[ILFC]].<ref>{{cite news |url=http://www.seattlepi.com/default/article/A-stretch-version-of-the-A380-It-s-in-the-plans-1253438.php |title= A stretch version of the A380? It's in the plans |work=Seattle Post-Intelligencer |date= 25 October 2007 |access-date=7 June 2011 |first1=James |last1=Wallace |first2=P-I |last2=Aerospace}}</ref> In May 2010, Airbus announced that A380-900 development would be postponed until production of the A380-800 stabilised.<ref>{{cite web |url=http://www.flightglobal.com/articles/2010/05/20/342239/a380-900-and-freighter-both-on-back-burner-enders.html |archive-url=https://web.archive.org/web/20100524161647/http://www.flightglobal.com/articles/2010/05/20/342239/a380-900-and-freighter-both-on-back-burner-enders.html |archive-date=24 May 2010 |title=A380-900 and freighter both on 'back-burner': Enders |work=Flight International |date= 20 May 2010 |access-date=14 December 2011}}</ref>
On 11 December 2014, at the annual Airbus Investor Day forum, Airbus CEO [[Fabrice Brégier|Fabrice Bregier]] controversially announced, "We will one day launch an A380neo and one day launch a stretched A380".<ref>{{cite news |last1=Flynn |first1=David |title=Airbus to build A380neo and A380 'stretch'|url=http://www.ausbt.com.au/airbus-confirms-a380neo-and-a380-stretch|access-date=12 December 2014|work=Australian Business Traveller|date=11 December 2014}}</ref> This statement followed speculation sparked by Airbus [[chief financial officer|CFO]] Harald Wilhelm that Airbus could possibly axe the A380 ahead of its time due to softening demand.<ref name="orders-vanish">{{cite news|url=https://www.bloomberg.com/news/articles/2014-12-10/airbus-at-crossroads-as-a380-jumbo-faces-spendorfade-conundrum|title=Airbus Raises Prospect of Ditching A380 as Orders Vanish|last1=Rothman|first1=Andrea|date=10 December 2014|work=Bloomberg L.P.|access-date=12 December 2014}}</ref>
On 15 June 2015, [[John Leahy (executive)|John Leahy]], Airbus's chief operating officer for customers, stated that Airbus was again looking at the A380-900 programme. Airbus's newest concept would be a stretch of the A380-800 offering 50 seats more—not 100 seats as originally envisaged. This stretch would be tied to a potential re-engining of the A380-800. According to Flight Global, an A380-900 would make better use of the A380's existing wing.<ref name="FlightGlobalA380ModeStretch">{{cite news |url=http://www.flightglobal.com/news/articles/paris-airbus-in-early-talks-over-moderate-a380-stretch-413552/|title=Airbus in early talks over moderate A380 stretch |work=Flightglobal|access-date=24 April 2016}}</ref>
===A380neo===
On 15 June 2015, [[Reuters]] reported that Airbus was discussing an improved and stretched version of the A380 with at least six customers. The aircraft, called the ''A380neo'', featured new engines and would accommodate an additional fifty passengers. Deliveries to customers were planned for sometime in 2020 or 2021.<ref>{{cite news|title=Airbus in talks with airlines over stretched A380|url=https://finance.yahoo.com/news/airbus-talks-airlines-over-stretched-093657983.html|agency=Reuters|date=15 June 2015}}</ref> On 19 July 2015, Airbus CEO [[Fabrice Brégier]] stated that the company will build a new version of the A380 featuring new improved wings and new engines.<ref>{{cite news|url=http://www.thesundaytimes.co.uk/sto/business/article1582679.ece|archive-url=https://web.archive.org/web/20150815082941/http://www.thesundaytimes.co.uk/sto/business/article1582679.ece|url-status=dead|archive-date=15 August 2015|title=Airbus commits to new A380|work=The Sunday Times|___location= London |access-date=24 April 2016}}</ref> Speculation about the development of a so-called A380neo ("neo" for "new engine option") had been going on for a few months after earlier press releases in 2014,<ref>{{cite news|url=http://aviationweek.com/farnborough-2014/airbus-make-a380neo-decision-2015?NL=AW-13&Issue=AW-13_20140716_AW-13_679&YM_RID=%27email%27&YM_MID=%27mmid%27&sfvc4enews=42&cl=article_1_b|title=Airbus To Make A380neo Decision In 2015|work=Aviation Week |access-date=24 April 2016}}</ref> and in 2015, the company was considering whether to end production of the type prior to 2018<ref name="orders-vanish" /> or develop a new A380 variant. Later it was revealed that Airbus was looking at both the possibility of a longer A380 in line of the previously planned A380-900<ref>{{cite web|url=http://aviationweek.com/paris-air-show-2015/airbus-talking-airlines-about-slight-stretch-a380|title=Airbus Talking To Airlines About 'Slight Stretch' Of A380|work=Aviation Week|access-date=24 April 2016}}</ref> and a new engine version, i.e. A380neo. Brégier also revealed that the new variant would be ready to enter service by 2020.<ref>{{Cite news|url=https://www.cnbc.com/2015/06/16/paris-air-show-airbus-a380-faces-uncertain-future.html|title=Airbus A380 faces uncertain future|publisher=CNBC|date=16 June 2015|access-date=24 April 2016}}</ref> The engine would most likely be one of a variety of all-new options from [[Rolls-Royce Holdings|Rolls-Royce]], ranging from derivatives of the [[Airbus A350|A350]]'s XWB-84/97 to the future Advance project due at around 2020.<ref>{{cite news|url=http://aviationweek.com/commercial-aviation/rolls-royce-and-airbus-near-accord-over-a380neo|title=Rolls-Royce And Airbus Near Accord Over A380neo|work=Aviation week|access-date=24 April 2016}}</ref><ref>{{cite web|url=http://www.rolls-royce.com/customers/civil-aerospace/products/future-products/advance.aspx |title=Rolls-Royce Advance Products |work=Rolls-Royce |access-date=24 April 2016 |url-status=dead |archive-url=https://web.archive.org/web/20151219152100/http://www.rolls-royce.com/customers/civil-aerospace/products/future-products/advance.aspx |archive-date=19 December 2015}}</ref>
On 3 June 2016, Emirates President [[Tim Clark (airline executive)|Tim Clark]] stated that talks between Emirates and Airbus on the A380neo have "lapsed".<ref>{{cite web|url=http://aviationweek.com/commercial-aviation/emirates-airbus-talks-a380neo-lapsed|title=Emirates, Airbus Talks on A380neo 'Lapsed'|website=Aviation Week & Space Technology|access-date=4 June 2016}}</ref> On 12 June 2017, Fabrice Brégier confirmed that Airbus would not launch an A380neo, stating "...there is no business case to do that, this is absolutely clear." However, Brégier stated it would not stop Airbus from looking at what could be done to improve the performance of the aircraft. One such proposal is a {{convert|32|ft|m|abbr=on}} wingspan extension to reduce drag and increase fuel efficiency by 4%,<ref name="winglets-bigger-wing-span">{{cite news|url=https://www.telegraph.co.uk/travel/news/airbus-a380-winglets-bigger-wing-span/ |archive-url=https://ghostarchive.org/archive/20220111/https://www.telegraph.co.uk/travel/news/airbus-a380-winglets-bigger-wing-span/ |archive-date=11 January 2022 |url-access=subscription |url-status=live|title=The world's largest passenger plane may be about to get bigger|work=The Telegraph|access-date=8 November 2017}}{{cbignore}}</ref> though further increase is likely to be seen on the aircraft with new [[Wingtip device#Blended winglets|Sharklets]] like on the A380plus.<ref name="winglets-bigger-wing-span" />
Tim Clark stated the proposed re-engining would have offered a 12–14% fuel-burn reduction with an enhanced [[Trent XWB]].<ref>{{cite news |url= https://www.flightglobal.com/proposed-a380neo-would-have-offered-double-digit-fuel-reduction-clark/140099.article |title= Proposed A380neo would have offered double-digit fuel reduction: Clark |author= Max Kingsley-Jones |date= 9 September 2020 |work= FlightGlobal}}</ref>
In June 2023, despite A380 production having ceased, Clark renewed his plea for a re-engined A380neo, suggesting that a next-generation [[Rolls-Royce UltraFan]] could give a 25% reduction in fuel burn and emissions.<ref>{{cite news |last1=Perry |first1=Dominic |title=Clark reiterates plea for A380neo |url=https://www.flightglobal.com/airlines/clark-reiterates-plea-for-a380neo/153733.article |work=Flight Global |date=16 June 2023}}</ref>
=== A380plus ===
[[File:Paris Air Show 2017 Airbus A380plus winglet.jpg|thumb|The winglet (mockup) on the A380plus]]
At the June 2017 [[Paris Air Show]], Airbus proposed an enhanced variant, called the ''A380plus'', with 13% lower costs per seat, featuring up to 80 more seats through better use of cabin space, split scimitar [[winglet]]s and wing refinements allowing a 4% [[fuel economy in aircraft|fuel economy]] improvement, and longer [[aircraft maintenance]] intervals with less downtime.<ref>{{Cite press release |url= http://www.airbus.com/newsroom/press-releases/en/2017/06/airbus-presents-the-a380plus.html |title= Airbus presents the A380plus |publisher= Airbus |date= 19 June 2017}}</ref> The A380plus' [[maximum takeoff weight]] would have been increased by {{cvt|3|t|lb}} to {{cvt|578|t|lb}}, allowing it to carry more passengers over the same {{convert|8200|nmi|abbr=on}} range or increase the range by {{convert|300|nmi|abbr=on}}.
Winglet mockups, {{convert|4.7|m|ftin|abbr=on}} high, were displayed on the MSN04 test aircraft at Le Bourget.<!--<ref name=AvWeek19June2017/>--> [[Wing twist]] would have been modified and [[Camber (aerodynamics)|camber]] changed by increasing its height by {{convert|33|mm|in|frac=8}} between Rib 10 and Rib 30, along with upper-belly fairing improvements.<!--<ref name=AvWeek19June2017/>--> The [[in-flight entertainment]], the [[flight management system]] and the fuel pumps would be from the [[A350]] to reduce weight and improve reliability and fuel economy.<!--<ref name=AvWeek19June2017/>--> Light checks for the A380plus would be required after 1,000 h instead of 750 h and heavy check [[downtime]] would be reduced to keep the aircraft flying for six days more per year.<ref name="AvWeek19June2017">{{cite news |url= http://aviationweek.com/paris-air-show-2017/airbus-details-a380-plus-modifications |title= Airbus Details A380-plus Modifications |date= 19 June 2017 |author= Jens Flottau |work= Aviation Week Network}}</ref>
==Market==
[[File:A380 tails at Heathrow.jpg|thumb|[[Singapore Airlines]], [[Qantas]], and [[Emirates (airline)|Emirates]] A380 tails at [[Heathrow Airport]]]]
===Size===
In its 2000 Global Market Forecast, Airbus estimated a demand for 1,235 passenger Very Large Aircraft (VLA) with more than 400 seats: 360 up to 2009 and 875 by 2019.<ref name="Flight19sep2017">{{cite news |url= https://www.flightglobal.com/news/articles/analysis-the-a380s-rollercoaster-ride-in-10-years-440832/ |title= The A380's rollercoaster ride in 10 years of service |date= 19 September 2017 |work= Flight International |author= Max Kingsley-Jones}}</ref>
In late 2003, Boeing forecast 320 "Boeing 747 and larger" passenger aircraft over 20 years, close to the 298 orders actually placed for the A380 and 747-8 passenger airliners as of March 2020.<ref>{{cite news |url= https://www.flightglobal.com/programmes/how-the-a380-ran-out-of-runway-after-just-two-decades/137480.article |title= How the A380 ran out of runway after just two decades |author= Max Kingsley-Jones |date= 25 March 2020 |work= Flightglobal}}</ref>
In 2007, Airbus estimated a demand for 1,283 VLAs in the following 20 years if airport congestion remains constant, up to 1,771 VLAs if congestion increases, with most deliveries (56%) in Asia-Pacific, and 415 very large, 120-tonne plus freighters.<ref>{{cite web |title= Flying by Nature Airbus Global Market Forecast 2007–2026 |publisher=[[Airbus S.A.S.]] |date=31 January 2008 |pages=78–79 |url=http://www.airbus.com/fileadmin/documents/gmf/PDF_dl/00-all-gmf_2007.pdf |archive-url=https://web.archive.org/web/20080409133337/http://www.airbus.com/fileadmin/documents/gmf/PDF_dl/00-all-gmf_2007.pdf |archive-date=9 April 2008}}</ref> For the same period, Boeing was estimating the demand for 590 large (747 or A380) passenger airliners and 630 freighters.<ref>{{cite web |title= Boeing Current Market Outlook 2007 |publisher=[[Boeing Commercial Airplanes]] |date=20 November 2007 |page=43 |url=http://www.boeing.com/commercial/cmo/pdf/Boeing_Current_Market_Outlook_2007.pdf |archive-url=https://web.archive.org/web/20080409133335/http://www.boeing.com/commercial/cmo/pdf/Boeing_Current_Market_Outlook_2007.pdf |archive-date=9 April 2008}}</ref>
Estimates for the total over a twenty-year period have varied from 400 to over 1,700.<ref name="ms_a380_debate_20060905" /><ref>{{cite news |url= http://aviationweek.com/commercial-aviation/opinion-mega-transports-hobbled-their-size |title= Opinion: Mega-Transports Hobbled By Their Size |author= Pierre Sparaco |work= [[Aviation Week & Space Technology]] |date= 3 March 2014 |url-access= subscription}}</ref>
===Frequency and capacity===
In 2013, [[Cathay Pacific]] and [[Singapore Airlines]] needed to balance frequency and capacity.<ref>{{cite news |url= http://centreforaviation.com/analysis/asian-airlines-changing-presence-at-london-heathrow-pt-1-cathay-and-sia-increase-capacity-96950 |title= Asian Airlines' changing presence at London Heathrow |work= Center for Aviation |date= 13 February 2013}}</ref> [[China Southern]] struggled for two years to use its A380s from Beijing, and finally received Boeing 787s in its base in [[Guangzhou]], but where it cannot command a premium, unlike Beijing or Shanghai.<ref>{{cite news |url= http://centreforaviation.com/analysis/china-southerns-a380-problems-may-not-be-solved-by-possible-air-china-partnership-103063 |title= China Southern's A380 problems may not be solved by possible Air China partnership |work= CAPA: Centre for Aviation |date= 2 April 2013}}</ref><ref>{{cite news|url=https://www.bloomberg.com/news/2013-06-02/china-southern-gets-first-dreamliner-after-failed-a380-strategy.html |author=Jasmine Wang |title=China Southern Gets First Dreamliner After Failed A380 Strategy |date=1 June 2013 |publisher=Bloomberg |url-status=dead |archive-url=https://web.archive.org/web/20130602205556/http://www.bloomberg.com/news/2013-06-02/china-southern-gets-first-dreamliner-after-failed-a380-strategy.html |archive-date=2 June 2013}}</ref> In 2013, [[Air France]] withdrew A380 services to Singapore and Montreal and switched to smaller aircraft.<ref>{{cite news |author= Kurt Hofman |url= http://atwonline.com/airframes/air-france-airbus-a380-not-good-fit-network |title= Air France: Airbus A380 not a good fit for network |work= Air Transport World |date= 30 September 2013 |url-access= subscription}}</ref>
In 2014, [[British Airways]] replaced three 777 flights between London and Los Angeles with two A380 per day.<ref>{{cite news |author= Ian Goold |url= http://www.ainonline.com/aviation-news/farnborough-air-show/2014-07-13/airbus-airlines-happy-a380 |title= Airbus, Airlines Happy With A380 |date= 13 July 2014 |work= Aviation International News |access-date= 20 July 2014 |archive-date= 29 November 2014 |archive-url= https://web.archive.org/web/20141129034118/http://www.ainonline.com/aviation-news/farnborough-air-show/2014-07-13/airbus-airlines-happy-a380 |url-status= dead}}</ref> Emirates' [[Tim Clark (airline executive)|Tim Clark]] saw a large potential for East Asian A380-users, and criticised Airbus' marketing efforts.<ref>{{cite news |url= http://aviationweek.com/commercial-aviation/new-breed-managers-needed-a380-success-tim-clark-believes |title= 'New Breed of Managers' Needed For A380 Success, Tim Clark Believes |author= Jens Flottau |work= [[Aviation Week & Space Technology]] |date= 17 November 2014}}</ref> As many business travellers prefer more choices offered by greater flight frequency achieved by flying any given route multiple times on smaller aircraft, rather than fewer flights on larger planes, United Airlines observed the A380 "just doesn't really work for us"<!--<ref name=reuters4jun2015/>--> with a much higher trip cost than the [[Boeing 787]].<ref name="reuters4jun2015">{{Cite news |url= https://www.reuters.com/article/united-airlines-fleet-idUSL1N0YQ00Z20150604 |title= United Airlines does not see a fit for Airbus A380 |work= Reuters |date= 4 June 2015 |author= Jeffrey Dastin |access-date= 30 June 2017 |archive-date= 17 October 2015 |archive-url= https://web.archive.org/web/20151017020432/http://www.reuters.com/article/2015/06/04/united-airlines-fleet-idUSL1N0YQ00Z20150604 |url-status= live}}</ref>
At the A380 launch, most Europe-Asia and transpacific routes used [[Boeing 747-400]]s at fairly low frequencies but, since then, routes proliferated with [[open skies]], and most airlines downsized, offering higher frequencies and more routes.<!--<ref name=Flight19sep2017/>-->
The huge capacity offered by each flight eroded the yield: North America was viewed as 17% of the market but the A380 never materialised as a 747 replacement, with only 15 747s remaining in passenger service in November 2017 for transpacific routes, where time zones restrict potential frequency.<!--<ref name=Flight19sep2017/>--> Consolidation changed the networks, and US majors constrained capacity and emphasised daily frequencies for business traffic with midsize widebodies like the 787, to extract higher yields; the focus being on profits, with market share ceded to Asian carriers.<ref name="Flight19sep2017" />
The 747 was largely replaced on [[transatlantic flight]]s by the 767, and on the transpacific flights by the 777{{Citation needed|date=July 2022}}; newer, smaller aircraft with similar [[Available seat miles|seat-mile]] costs have lower trip costs and allow more direct routes.<!--<ref name=Flight19sep2017/>-->
Cabin 'densification', to lower unit costs, could aggravate this overcapacity.<ref name="Flight19sep2017" />
===Production===
In 2005, 270 sales were necessary to attain [[break-even]] and with 751 expected deliveries its [[internal rate of return]] outlook was at 19%, but due to disruptions in the [[ramp-up]] leading to overcosts and delayed deliveries, it increased to 420 in 2006.<ref>{{cite web|url=http://www.eads.com/xml/content/OF00000000400004/0/74/41485740.pdf |title=A380 financial update |author=Andreas Sperl |publisher=EADS |date=19 October 2006 |url-status=dead |archive-url=https://web.archive.org/web/20061103062416/http://www.eads.com/xml/content/OF00000000400004/0/74/41485740.pdf |archive-date=3 November 2006}}</ref> In 2010, EADS CFO Hans Peter Ring said that break-even could be achieved by 2015 when 200 deliveries were projected.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/eads-hopeful-a380-could-break-even-in-2015-342126/ |title= EADS hopeful A380 could break even in 2015 |work= Flight International |date= 19 May 2010}}</ref> In 2012, Airbus clarified that the aircraft production costs would be less than its sales price.<ref name="wsjDMcc">{{cite news |url= https://www.wsj.com/articles/SB10001424052702303644004577522643299354320 |title= Airbus Wants A380 Cost Cuts |work= The Wall Street Journal |author= Daniel Michaels |date= 13 July 2012 |url-access= subscription}}</ref>
On 11 December 2014, Airbus [[chief financial officer]] Harald Wilhelm hinted the possibility of ending the programme in 2018, disappointing Emirates president Tim Clark.<ref>{{cite news |url= https://www.reuters.com/article/us-emirates-airbus-group-idUSKBN0JP0W020141211 |author= Tim Hepher |title= Fury at Airbus after it hints the super-jumbo may be mothballed |work= Reuters |date= 11 December 2014}}</ref> Airbus shares fell down consequently.<ref>{{cite news |title= Airbus shares fall over A380 threat |work= BBC News |url= https://www.bbc.co.uk/news/business-30427116 |date= 11 December 2014}}</ref> Airbus responded to the protests by playing down the possibility the A380 would be abandoned, instead emphasising that enhancing the aeroplane was a likelier scenario.<ref>{{cite news |url= http://www.ft.com/intl/cms/s/0/19274cca-8155-11e4-a493-00144feabdc0.html |archive-url=https://ghostarchive.org/archive/20221210/http://www.ft.com/intl/cms/s/0/19274cca-8155-11e4-a493-00144feabdc0.html |archive-date=10 December 2022 |url-access=subscription |url-status=live |title= Airbus plays down fears over A380 future |work= Financial Times |date= 11 December 2014 |author= Michael Stothard}}</ref> On 22 December 2014, as the jet was about to break even, Airbus CEO [[Fabrice Brégier]] ruled out cancelling it.<ref>{{cite news |url= https://www.reuters.com/article/airbus-a350-delivery-idUSL6N0U61HS20141222 |title= UPDATE 1-Airbus delivers first A350, rules out cancelling A380 project |work=Reuters |date=22 December 2014 |author= Tim Hepher}}</ref>
Ten years after its first flight, Brégier said it was "almost certainly introduced ten years too early".<ref>{{cite news |url= http://aviationweek.com/blog/airbus-a380-makes-maiden-flight-2005 |title= Airbus A380 Makes Maiden Flight (2005) |work= [[Aviation Week & Space Technology]] |author= Jens Flottau |date= 24 April 2015}}</ref> While no longer losing money on each plane sold, Airbus admits that the company will never recoup the $25 billion investment it made in the project.<ref name="Bloomberg27apr2015">{{cite news |url= https://skift.com/2015/04/27/airbus-a380-is-the-plane-airlines-arent-ordering-anymore/ |title= Airbus A380 Is the Plane Airlines Aren't Ordering Anymore |author= Andrea Rothman |work= Skift |agency= Bloomberg |date= 27 April 2015 }}</ref>
Airbus consistently forecast 1,400 VLA demand over 20-year, still in 2017, and aimed to secure a 50% share, up to 700 units, but delivered 215 aircraft in 10 years, achieving three produced per month but not the four per month target after the ramp-up to achieve more than 350 and is now declining to 0.5 a month.<!--<ref name=Flight19sep2017/>-->
As Boeing see the VLA market as too small to retain in its 2017 forecast, its VP marketing Randy Tinseth does not believe Airbus will deliver the rest of the backlog.<ref name="Flight19sep2017" />
[[Richard Aboulafia]] predicted a 2020 final delivery, with unpleasant losses due to "hubris, shoddy [[market analysis]], nationalism and simple wishful thinking".<!--<ref name=Flight19sep2017/>-->
In 2017, the A380 fleet exceeded the number of remaining passenger B747s, which had declined from 740 aircraft when the A380 was launched in 2000 to 550 units when the A380 was introduced in 2007, and around 200 ten years later.<!--<ref name=Flight19sep2017/>--> However, the market-share battle has shifted to large single-aisles and 300-seat twin-aisles.<ref name="Flight19sep2017" />
===Cost===
{{As of|2016}}, the list price of an A380 was US$432.6 million.<ref name="Airbus_prices_first">{{cite press release |url= http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/new-airbus-aircraft-list-prices-for-2016/ |title= New Airbus aircraft list prices for 2016 |publisher= Airbus |date= 12 January 2016 |url-status=dead |archive-url= https://web.archive.org/web/20161116213741/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/new-airbus-aircraft-list-prices-for-2016/ |archive-date= 16 November 2016 |df= dmy-all}}</ref> Negotiated discounts made the actual prices much lower, and industry experts questioned whether the A380 project would ever pay for itself.<ref name="wsjDMcc" /> The first aircraft was sold and leased back by [[Singapore Airlines]] in 2007 to [[Dr. Peters]] for $197 million.<ref>{{cite news |url= http://aviationweek.com/commercial-aviation/singapore-airlines-won-t-extend-first-airbus-a380-lease |title= Singapore Airlines Won't Extend First Airbus A380 Lease |date= 14 September 2016 |author= Jens Flottau |work= Aviation Daily |publisher= Aviation Week Network}}</ref> In 2016, [[International Airlines Group|IAG]]'s [[Willie Walsh (Irish businessman)|Willie Walsh]] said he could add a few, but also that he found the price of new aircraft "outrageous" and would source them from the second-hand market.<ref name="Flight19sep2017" />
AirInsight estimates its hourly cost at $26,000, or around $50 per seat hour (when configured for only {{#expr:26000/50round0}} seats), which compares to $44 per seat hour for a [[Boeing 777-300ER]], and $90 per seat hour for a [[Boeing 747-400]] {{as of|2015|November|lc=y}}.<ref>{{cite web |url= https://www.airinsight.com/the-a380s-future/ |title= The A380s future |date= 20 November 2015 |publisher= AirInsight}}</ref> The A380 was designed with large wing and tail surfaces to accommodate a planned stretch; this resulted in a high empty weight per seat.<ref name="Flight19sep2017" /> The stretch never occurred to take advantage of this, and the A380's cost-per-seat is expected to be matched by the [[A350-1000]] and [[777-9]].<ref name="Flight19sep2017" />
===Economic aspects===
With a theoretical maximum seating capacity of 853 seats, which is not used by any airline, the Airbus A380 consumes 2.4 liters of kerosene per 100 passenger kilometers. This increases with a reduced seating capacity from 555 to 3.5 l/100 pkm and is 5.2 liters of kerosene per 100 passenger kilometers in the smallest possible variant with only 362 seats.<ref>{{cite web |publisher=HAW Hamburg, Prof. Dr. Dieter Scholz, MSME |url=https://www.haw-hamburg.de/detail/news/news/show/tschuess-airbus-a380-ein-nachruf0/ |title=Tschüss Airbus A380 – Ein Nachruf |language=de}}</ref>
===Secondary===
[[File:Airbus A380 9H-MIP, HiFly, at Paris Airshow, June 2019 (6).jpg|thumb|The sole [[Hi Fly (airline)|Hi Fly]] A380 at the 2019 [[Paris Air Show]]]]
As of 2015, several airlines expressed their interest in selling their aircraft, partially coinciding with expiring lease contracts for the aircraft. Several in-service A380s were offered for lease to other airlines. The suggestion prompted concerns on the potential for new sales for Airbus, although these were dismissed by Airbus COO John Leahy who stated that "Used A380s do not compete with new A380s", noting that the second-hand market is more interesting for parties otherwise looking to buy smaller aircraft such as the Boeing 777.<ref>{{cite news|last1=Rothman|first1=Andrea|last2=Weiss|first2=Richard|title=Used A380 superjumbos pose fresh threat to Airbus' sales drive|url=http://www.seattletimes.com/business/used-a380-superjumbos-pose-fresh-threat-to-airbus-sales-drive/|date=8 June 2015|work=The Seattle Times|access-date=13 June 2015}}</ref>
After [[Malaysia Airlines]] was unable to sell or lease its six A380s, it decided to refurbish the aircraft with seating for 700 and transfer them to a subsidiary carrier for religious [[pilgrimage]] flights.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/mas-to-use-a380s-for-pilgrimages-up-seats-to-700-430606/ |title= MAS to use A380s for pilgrimages, up seats to 700 |date= 21 October 2016 |work= Flightglobal}}</ref> As it started receiving its six [[A350]]s to replace its A380s in December 2017, the new subsidiary will serve the [[Hajj]] and [[Umrah]] market with them, starting in the third quarter of 2018 and could be expanded above six beyond 2020 to 2022.<!--<ref name=ATW5Jun2017A>--> The cabin will have 36 business seats and 600 economy seats, with a 712-seat reconfiguration possible within five days.<!--<ref name=ATW5Jun2017B>--> The fleet could be [[Air charter|charter]]ed half the year for the [[tourism industry]] like [[cruise ship]]ping and will be able to operate for the next 40 years if [[oil price]]s stay low.<ref name="ATW5Jun2017C">{{cite news |url= http://atwonline.com/airlines/malaysia-airlines-targets-3q-2018-a380-charter-carrier |title= Malaysia Airlines targets 3Q 2018 for A380 charter carrier |date= 5 June 2017 |author= Kurt Hofmann |work= Aviation Week Network}}</ref>
As they should be parked by June 2018 before reconfiguration, MAS confirmed the plans and will also use them for peak periods to high traffic markets like London{{update-inline|date=July 2025}}.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/malaysia-airlines-dismisses-report-of-plans-to-scrap-444084/ |title= Malaysia Airlines dismisses report of plans to scrap A380 unit |date= 13 December 2017 |author= Aaron Chang |work= Flightglobal}}</ref>
In August 2017, it was announced that [[Hi Fly (airline)|Hi Fly]] would lease two used aircraft. The Portuguese [[Aircraft, Crew, Maintenance and Insurance|ACMI]]/charter airline will use the aircraft for markets where high capacity is needed and airports where slots are scarce. The first aircraft was scheduled to begin commercial operations during the first quarter of 2018<ref>{{cite news |url= http://www.aerotelegraph.com/portugiesische-fluglinie-uebernimmt-zwei-a380 |title= Portuguese airline takes over two A380s |date= 26 August 2017 |publisher= aerotelegraph.com}}</ref><ref>{{cite news |url= https://www.ch-aviation.com/portal/news/58948-portuguese-acmi-specialist-hi-fly-to-add-a380s |title= Portuguese ACMI specialist Hi Fly to add A380s |date= 26 August 2017 |publisher= ch-aviation.com}}</ref> Hi Fly was to receive its A380s from mid 2018 in a 471-seat configuration: 399 on the main deck, 60 business-class and 12 first-class seats on the upper deck, the [[Singapore Airlines]] layout.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/hi-fly-to-introduce-471-seat-a380-by-mid-year-447342/ |title= Hi Fly to introduce 471-seat A380 by mid-year |date= 5 April 2018 |author= David Kaminski-Morrow |work= Flightglobal}}</ref> Hi Fly first used one of their A380s on 1 August 2018 for a one-off flight to enable [[Thomas Cook Airlines]] to repatriate passengers from [[Rhodes International Airport|Rhodes]] to [[Copenhagen Airport|Copenhagen]] following IT problems in the Greek airport.<ref>{{cite news |title=Thomas Cook revealed as Hi Fly's first A380 customer |url=https://www.flightglobal.com/news/articles/thomas-cook-revealed-as-hi-flys-first-a380-customer-450833/ |access-date=1 August 2018 |work=Flight Global |date=1 August 2018}}</ref> The same aircraft was then [[Aircraft lease#Wet lease|wet-leased]] to [[Norwegian Air Shuttle|Norwegian]] to operate its evening London-New York service for several weeks in August 2018, to alleviate availability issues on its [[Boeing 787]]s affected by [[Rolls-Royce Trent 1000|Trent 1000]] engine problems;<ref>{{cite news |last1=O'Keeffe |first1=Niall |title=Norwegian to deploy Hi Fly's A380 as 787 cover |url=https://www.flightglobal.com/news/articles/norwegian-to-deploy-hi-flys-a380-as-787-cover-450896/ |access-date=3 August 2018 |work=FlightGlobal |date=3 August 2018}}</ref> Air Austral also signed a deal to wet-lease an A380 from Hi Fly while one of its 787s is grounded for three months of Trent 1000 inspections.<ref>{{cite news |last1=Massy-Beresford |first1=Helen |title=Air Austral To Ground Boeing 787, Replace With Airbus A380 |url=https://aviationweek.com/awincommercial/air-austral-ground-boeing-787-replace-airbus-a380 |access-date=4 August 2018 |work=Aviationweek.com |date=3 August 2018 |language=en}}</ref> As of December 2019, Hi Fly has leased one used A380{{update-inline|date=July 2025}}.{{citation needed|date=July 2025}}
Amedeo, mainly an A380 [[aircraft lessor|lessor]] and the largest with 22, mostly leased to Emirates, wants to find a use for them after their lease expires from 2022, and study if there is a demand to [[wet lease]] them.<ref>{{cite news |url=https://www.airinsight.com/amedeos-a380-net-jets-share-idea/ |title=Amedeo's A380 "Net Jets" Share Idea |last=Schonland |first=Addison |date=27 November 2017 |work= AirInsight}}</ref> Swiss aircraft broker Sparfell & Partners plans to convert for [[Air transports of heads of state and government|head-of-state]] or [[Business jet|VVIP transport]] some of Dr. Peters' four ex-SIA A380s for under $300 million apiece, less than a new [[Boeing Business Jet|Boeing 777]] or [[Airbus Corporate Jet|Airbus A330]].<ref>{{cite news |author= John Morris |title= First A380 'Royal Yacht' May be Launched Soon |url= http://aviationweek.com/ebace-2018/first-a380-royal-yacht-may-be-launched-soon |work= Aviation Week |date= 28 May 2018}}</ref>
As of November 2018, [[Air France]] was planning to return five of its A380s to lessors by the end of 2019 and refurbish its other five with new interiors by 2020 for $51 million per aircraft.<ref>{{cite news |url= https://airwaysmag.com/airlines/airfrance-reduce-a380-fleet/ |title= Air France To Return Five A380 Back To Lessors |date= 23 November 2018 |work= Airways International |author1= Enrique Perrella |author2= James Field |access-date= 24 November 2018 |archive-date= 24 November 2018 |archive-url= https://web.archive.org/web/20181124163834/https://airwaysmag.com/airlines/airfrance-reduce-a380-fleet/ |url-status= dead}}</ref> By July 2019, Air France revised this plan and intended to phase out all ten of its A380s by 2022 as part of an "accelerated" retirement plan, replacing them with no more than nine twin-engined wide-body aircraft. The A330-900, A350-900 and 787-9 were being evaluated as potential replacements.<ref>{{cite news |last1=Gubisch |first1=Michael |title=Air France evaluates A330neo as A380 replacement |url=https://www.flightglobal.com/news/articles/air-france-evaluates-a330neo-as-a380-replacement-460025/ |work=Flightglobal.com |date=31 July 2019}}</ref>
Following the cancellation of the programme in February 2019, the residual value of existing aircraft is in doubt. While Amedeo argued that cancellation should benefit the value, this will depend on whether any new airlines are prepared to adopt second-hand A380s, and how many existing users continue to operate the aircraft. Even the teardown value is questionable, in that the engines, usually the most valuable part of a scrap aircraft, are not used by any other models{{update-inline|date=July 2025}}.<ref>{{cite news |last1=Derber |first1=Alex |title=A380 Dumped on Valentine's Day |url=https://www.mro-network.com/manufacturing-distribution/airbus-calls-time-a380-program |work=MRO Network |date=15 February 2019}}</ref>
===Teardown and second-hand market===
With four A380s leased to Singapore Airlines having been returned between October 2017 and March 2018, [[Dr. Peters]] feared a weak [[Aftermarket (merchandise)|aftermarket]] and is considering [[Aircraft boneyard|scrapping]] them, although they are on sale for a [[business jet]] conversion, but on the other hand Airbus sees a potential for [[African airlines]] and [[Chinese airlines]], [[Hajj]] charters and its large Gulf operators.<ref>{{cite web |url= https://www.flightglobal.com/news/articles/dr-peters-considering-a380-teardown-sources-437799/ |title= Dr Peters considering A380 teardown |date=1 June 2017 |author=Jamie Bullen |website=Flight Global}}</ref> An A380 parted out may be worth $30 million to $50 million if it is at half-life.<ref>{{cite web|url= https://www.flightglobal.com/news/articles/hi-fly-eyes-dr-peters-a380s-441077/ |title=Hi Fly eyes Dr Peters' A380s |date=13 September 2017 |author= Jamie Bullen |website= Flight Global}}</ref> Teardown specialists have declined offers for several aircraft at [[aircraft recycling|part-out]] prices due to high risk as a [[Second-hand|secondary market]] is uncertain with $30 to $40 million for the [[Remanufacturing|refurbishment]], but should be between $20 and $30 million to be viable.<ref>{{cite news |url= http://www.mro-network.com/airlines/part-out-specialists-lukewarm-second-hand-a380s |title= Part-Out Specialists Lukewarm on Second Hand A380s |author= James Pozzi |date=30 May 2018 |website= Aviation Week Network}}</ref>
When the aircraft were proposed to [[British Airways]], [[Hi Fly Malta|Hi Fly]] and [[Iran Air]], BA did not want to replace its [[Boeing 747]]s until 2021, while Iran Air faced [[Iran deal|political uncertainty]] and Hi Fly did not have a convincing [[business case]].<!--<ref name=Bloomberg5jun2018>--> Consequently, Dr. Peters recommended to its investors on 28 June 2018 to sell the [[aircraft part]]s with [[Volvo Aero|VA]]S Aero Services within two years for US$45 million, quickly for components like the [[landing gear]] or the [[Auxiliary power unit|APU]].<!--<ref name=Dr.Peters5jun2018>-->
[[Rolls-Royce Trent 900]] leasing beyond March 2019 should generate US$480,000 monthly for each aircraft before selling the turbofans by 2020.<!--<ref name=Dr.Peters5jun2018>--> With a total revenue of US$80 million per aircraft, the overall [[Return on capital|return]] expected is 145–155% while 72% and 81% of their [[debt]] had already been repaid.<ref>{{cite press release |url= https://www.dr-peters.de/en/press/press-releases/2018/2018-06-05.html |title= Positive overall result for two A380 funds |date= 5 June 2018 |publisher= Dr. Peters Group |access-date= 23 July 2018 |archive-url= https://web.archive.org/web/20180723122713/https://www.dr-peters.de/en/press/press-releases/2018/2018-06-05.html |archive-date= 23 July 2018 |url-status= dead}}</ref>
The fifth plane coming back from SIA, owned by Doric, has been leased by [[Hi Fly Malta]] with a lease period of "nearly 6 years".<ref>{{cite press release |author=<!--Not stated--> |title=Doric: First A380 Secondary Market Deal |url=https://www.doric.com/fileadmin/Doric_Asset_Finance/Press_Releases/2018_07_19_Doric_press_release_Hi_Fly_A380.pdf |___location= |publisher=Doric Group |date=19 July 2018 |access-date=2022-01-10}}</ref> Hi Fly Malta became the first operator of second-hand A380 (MSN006).<ref>{{cite web |url=https://airwaysmag.com/airlines/hi-fly-becomes-the-worlds-first-airbus-a380-second-hand-operator-photos/ |title=Hi Fly Becomes the World's First Airbus A380 Second-Hand Operator |author=Airways |website=Airways News |date=5 July 2018 |access-date=15 May 2019 |archive-date=15 May 2019 |archive-url=https://web.archive.org/web/20190515090440/https://airwaysmag.com/airlines/hi-fly-becomes-the-worlds-first-airbus-a380-second-hand-operator-photos/ |url-status=dead}}</ref> [[Norwegian Long Haul]] briefly leased Hi Fly Malta A380 in August 2018, which operated the aircraft following engine problems with their Dreamliner fleet.<ref>{{cite web |last1=Morris |first1=Hugh |title=Budget fliers to New York could be upgraded to luxurious first class after Norwegian forced to lease A380 |url=https://www.telegraph.co.uk/travel/news/norwegian-a380-london-new-york/ |archive-url= https://ghostarchive.org/archive/20220111/https://www.telegraph.co.uk/travel/news/norwegian-a380-london-new-york/ |archive-date=11 January 2022 |url-access=subscription |url-status=live |website=The Telegraph Online |date=5 November 2018}}{{cbignore}}</ref> Norwegian leased the A380 again in late 2018 to help deal with the passenger backlog as a result of the [[Gatwick Airport drone incident]].
Two others returned from Singapore Airlines in the coming weeks (June 2018) but they could stay with an existing Asian A380 flag carrier.<ref name="Bloomberg5jun2018">{{cite news |url= https://www.bloomberg.com/news/articles/2018-06-05/first-a380s-poised-for-scrapheap-as-second-hand-interest-fades |title= Two Unwanted A380s Are Moving Closer to the Scrapheap |author= Tom Lavell and Benedikt Kammel |date= 5 June 2018 |agency= Bloomberg}}</ref><ref>
{{cite news |url= https://www.flightglobal.com/news/articles/dr-peters-to-part-out-two-a380s-after-airline-talks-449224/ |title= Dr Peters to part out two A380s after airline talks yield no deal |date= 5 June 2018 |author= Michael Gubisch |website=Flight Global}}</ref>
The teardown value includes $32–$33 million from the engines in 2020 and $4 million from leasing them until then, while the value of a 2008 A380 would be $78.4 million in 2020 and its monthly [[aircraft lease|lease]] in 2018 would be $929,000.<!--<ref name=Flight7jun2018>-->
The two aircraft have [[rate of return|return]]ed 3.8–4.2% per year since 2008 but the 145–155% return is lower than the 220% originally [[Forecasting|forecast]].<!--<ref name=Flight7jun2018>-->
Of the nearly 500 made, 50 [[747-400]]s were sold in the secondary market, including only 25 to new customers.<ref name="Flight7jun2018">{{cite news |url= https://www.flightglobal.com/news/articles/analysis-dr-peters-seeks-to-salvage-a380s-with-part-449268/ |title=Dr Peters seeks to salvage A380s with part-out plan |date=7 June 2018 |author=Sophie Segal |website= Flight Global}}</ref>
These are among the first A380s delivered, lacking the improvements and weight savings of later ones.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/opinion-the-fading-dream-of-an-a380-secondary-marke-449287/ |title= The fading dream of an A380 secondary market |date=8 June 2018 |website=Flight Global}}</ref>
The first two A380s delivered to Singapore Airlines (MSN003 and MSN005) flew to [[Tarbes]], France, to be scrapped. Their engines and some components had been dismantled and removed while the livery was painted over in white.<ref>{{cite web |url=https://airwaysmag.com/industry/sad-sight-first-two-airbus-a380-in-the-scrapyards/ |title=Sad Sight: First Two Airbus A380 in the Scrapyards |website=Airways News |date=8 May 2019 |author=Daniel Sander |access-date=15 May 2019 |archive-date=14 May 2019 |archive-url=https://web.archive.org/web/20190514195854/https://airwaysmag.com/industry/sad-sight-first-two-airbus-a380-in-the-scrapyards/ |url-status=dead}}</ref>
As of September 2019, Emirates initiated its A380 retirement plan{{snd}}which will see the type remain in service until at least 2035{{snd}}by retiring two aircraft that were due for a major overhaul, and using them as parts donors for the rest of the fleet. Emirates does not see any demand in the second-hand market, but is indifferent in that the retired aircraft have already been fully [[Writedown|written down]] and thus have no residual [[book value|value]]. As further aircraft are retired, Emirates-owned airframes will continue to be used for parts, while leased airframes will be returned to the lessors.<ref>{{cite news |last1=Kingsley-Jones |first1=Max |title=Emirates begins A380 retirements to support in-service fleet |url=https://www.flightglobal.com/news/articles/emirates-begins-a380-retirements-to-support-in-serv-460661/ |work=Flightglobal.com |date=4 September 2019}}</ref> One such return to lessor Doric was <!-- re- -->purchased by Emirates for £25.3 million in late 2022, as spare parts.<ref>{{cite web |title=Doric's Nimrod One sells A380 ahead of liquidation {{!}} News {{!}} Airfinance Journal |url=https://www.airfinancejournal.com/articles/3589160/dorics-nimrod-one-sells-a380-ahead-of-liquidation |website= airfinancejournal.com |date=21 December 2022}}</ref>
==Orders and deliveries==
{{main|List of Airbus A380 orders and deliveries}}
[[File:Airbus A-380 Cockpit.jpg|thumb|[[Co-branding]] with Airbus branding along with customer airlines' logos on an A380 fuselage during the 2011 [[w:en:MAKS (air show)|MAKS]] air show]]
[[File:All Nippon Airways A380 (JA381A) @ NRT, April 2019.jpg|thumb|One of the three different A380 ANA "Flying Honu" liveries (Honu: [[sea turtle]])]]
Fourteen customers have ordered and taken delivery of the A380 as of April 2019. Total orders for the A380 stand at <!--Notice to editors-->251<!-- please see talk page discussion about number built before changing this – Talk:Airbus_A380/Archive_5#Number_built --> {{as of|2019|11|lc=on|since=}}.<ref name="Airbus_O_D" /> The biggest customer is Emirates, which has committed to order a total of 123 A380s as of 14 February 2019.<ref name="Airbus_O_D" /><ref>{{cite web |url=http://www.airbus.com/newsevents/news-events-single/detail/emirates-orders-50-additional-a380s-boosting-fleet-to-140/ |title=Emirates orders 50 additional A380s, boosting fleet to 140 |publisher=Airbus |date=17 November 2013 |access-date=17 November 2013 |archive-url=https://web.archive.org/web/20131120061439/http://www.airbus.com/newsevents/news-events-single/detail/emirates-orders-50-additional-a380s-boosting-fleet-to-140/ |archive-date=20 November 2013 |url-status=dead}}</ref> One [[Very Important Person|VIP]] order was made in 2007<ref>{{Cite news |title= Luxury living at 35,000 ft |publisher=CNN |date= 6 January 2009 |url= http://edition.cnn.com/2007/TECH/07/06/luxury.a380/ |first= James |last= Snodgrass}}</ref> but later cancelled by Airbus.<ref>Dubois, Thierry. "[http://www.ainonline.com/aviation-news/business-aviation/2015-02-05/airbus-cancels-only-vvip-a380-order Airbus Cancels Only VVIP A380 Order] {{webarchive |url=https://web.archive.org/web/20160427075245/http://www.ainonline.com/aviation-news/business-aviation/2015-02-05/airbus-cancels-only-vvip-a380-order |date=27 April 2016}}" ''AINonline'', 5 February 2015. Retrieved 16 February 2015.</ref> The A380F version attracted 27 orders, before they were either cancelled (20) or converted to A380-800 (7) following the production delay and the subsequent suspension of the freighter programme.
Delivery takes place in [[Hamburg]] for customers from [[Europe]] and the [[Middle East]] and in [[Toulouse]] for customers from the rest of the world.<ref name="A380 delivery">{{Cite news |title= Airbus names A380 delivery centre in Hamburg after Jürgen Thomas |publisher=Airbus |date= 4 July 2008 |url= http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/08_07_04_a380_delivery_centre_hamburg.html |access-date= 13 October 2009 |archive-url= https://web.archive.org/web/20080822142413/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/08_07_04_a380_delivery_centre_hamburg.html |archive-date= 22 August 2008}}</ref> EADS explained that deliveries in 2013 were to be slowed temporarily to accommodate replacement of the wing rib brackets where cracks were detected earlier in the existing fleet.<ref>{{cite news |url= https://www.reuters.com/article/us-eads-a-idUSBRE86Q08Y20120727 |title= EADS Sees One-Off Drop in A380 Deliveries Next Year |author= Tim Hepher, Cyril Altmeyer |work= Reuters |date= 27 July 2012}}</ref>
In 2013, in expectation of raising the number of orders placed, [[Airbus]] announced "attractable discounts" to airlines who placed large orders for the A380.{{failed verification|date=June 2017}} Soon after, at the November 2013 [[Dubai Air Show]], [[Emirates (airline)|Emirates]] ordered 150 777X and Etihad Airways ordered 50 aircraft, totalling $20 billion.<ref>{{cite web|url=http://www.ibtimes.com/10-biggest-aircraft-deals-2013-1515402|title=The 10 Biggest Aircraft Deals Of 2013|date=19 December 2013|work=International Business Times|access-date=1 April 2015}}</ref>
In late July 2014, Airbus announced that it had terminated five A380 firm orders from the Japanese low-cost carrier, [[Skymark Airlines]], citing concerns over the airline's financial performance.<ref name="A380Skymark">{{cite news |title=Deal called off for delivery of Airbus A380 to Japanese airliner |url=http://www.thejapannews.net/index.php/sid/224243581/scat/c4f2dd8ca8c78044/ht/Deal-called-off-for-delivery-of-Airbus-A380-to-Japanese-airliner |access-date=29 July 2014 |publisher=The Japan News.Net |archive-date=8 August 2014 |archive-url=https://web.archive.org/web/20140808052329/http://www.thejapannews.net/index.php/sid/224243581/scat/c4f2dd8ca8c78044/ht/Deal-called-off-for-delivery-of-Airbus-A380-to-Japanese-airliner |url-status=dead}}</ref> In 2016, the largest Japanese carrier, [[All Nippon Airways]] (ANA), took over three of the orders and the remaining two that were already produced and put into long-term storage were taken up later by the main customer, Emirates.<ref>{{cite web|url=https://www.japantimes.co.jp/news/2016/04/14/business/corporate-business/emirates-boost-superjumbo-fleet-acquiring-two-orphaned-skymark-a380s/ |title=Emirates to acquire two orphaned Skymark superjumbos |date=14 April 2016 |publisher=The Japan Times |access-date=17 February 2019}}</ref> [[Qantas]] planned to order eight more aircraft but froze its order while the airline restructured its operations.<ref>{{Cite news |url= https://www.bloomberg.com/news/articles/2016-08-05/airbus-a380-customer-qantas-doesn-t-want-the-last-eight-on-order |title= Airbus A380 Customer Qantas Doesn't Want the Last Eight on Order |agency= Bloomberg |date= 5 August 2016}}</ref> Qantas eventually cancelled its order in February 2019 amid doubts over the A380's future.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/qantas-formally-cancels-remaining-a380-orders-455581/ |title= Qantas formally cancels remaining A380 orders |date= 7 February 2019 |author= Ellis Taylor |work= Flightglobal}}</ref>
Amedeo, an aircraft lessor that ordered 20 A380s, had not found a client for the airliner and eventually cancelled their order in 2019.<ref>{{cite web |url=https://www.bloomberg.com/news/2014-07-30/airbus-profit-rises-10-as-aircraft-deliveries-increase.html |title=Airbus Says Some A380s on Order May Not Be Delivered |author=Andrea Rothman |date=30 July 2014 |publisher=Bloomberg L.P.}}</ref><ref>{{Cite web|url=https://www.flightglobal.com/news/articles/amedeo-cancels-dormant-a380-order-455780/|title=Amedeo cancels dormant A380 order|last=Kaminski-Morrow|first=David|date=14 February 2019|website=Flightglobal.com|language=en-GB|access-date=2019-02-14}}</ref>
[[Virgin Atlantic]] ordered six A380s in 2001 but never took delivery and later cancelled them in 2018.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/virgin-cancels-long-dormant-a380-order-446556/ |title= Virgin cancels long-dormant A380 order |date= 7 March 2018 |author= David Kaminski-Morrow |work= Flightglobal}}</ref>
In June 2017, Emirates had 48 orders outstanding, but due to lack of space in [[Dubai International Airport|Dubai Airport]], it deferred 12 deliveries by one year and would not take any in 2019–20 before replacing its early airliners from 2021. There were open production slots in 2019, and Airbus reduced its production rate in 2017–2018 at 12 per year.<!--<ref name=AvWeek9Jun2017/>--> The real backlog is much smaller than the official 107 with 47 uncertain orders: 20 commitments for the A380-specialized lessor Amedeo which commits to production only once aircraft are placed, eight for Qantas which wants to keep its fleet at 12, six for Virgin Atlantic which does not want them any more and three ex [[Transaero]] for finance vehicle Air Accord.<ref name="AvWeek9Jun2017">{{cite news |url= http://aviationweek.com/paris-air-show-2017/civil-aviation-programs-watch#slide-8-field_images-1639711 |title= Civil Aviation Programs To Watch |date= 9 June 2017 |work= Aviation Week & Space Technology}}</ref>
At its 100th delivery ceremony, Emirates CEO [[Ahmed bin Saeed Al Maktoum]] was hoping to order new A380s at the November 2017 [[Dubai Air Show]].<ref>{{cite news |url= https://leehamnews.com/2017/11/03/emirates-likely-order-new-a380s-dubai-air-show/ |title= Emirates likely to order new A380s at Dubai Air Show |author= Bjorn Fehrm |date= 3 November 2017 |work= Leeham}}</ref> Emirates does not need the small front staircase and eleven-abreast economy of the A380plus concept, but wants Airbus to commit to continue production for at least 10 years.<ref name="AvWeek14nov2017">{{cite news |url= http://aviationweek.com/commercial-aviation/emirates-dismisses-a380plus-concept-negotiations-continue |title= Emirates Dismisses A380plus Concept As Negotiations Continue |date= 14 November 2017 |author= Jens Flottau |work= Aviation Week}}</ref>
On 18 January 2018, Airbus secured a preliminary agreement from Emirates for up to 36 A380s, to be delivered from 2020, valued at $16 billion at list prices.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/emirates-tentatively-signs-for-up-to-36-a380s-445004/ |title= Emirates tentatively signs for up to 36 A380s |date= 18 January 2018 |author= David Kaminski Morrow |work= Flightglobal}}</ref> The contract was signed in February 2018, comprising a firm order for 20 A380s and options on 16 more.<ref>{{Cite news|url=https://uk.reuters.com/article/uk-airbus-emirates-idUKKBN1FV0WG|archive-url=https://web.archive.org/web/20181210212641/https://uk.reuters.com/article/uk-airbus-emirates-idUKKBN1FV0WG|url-status=dead|archive-date=10 December 2018|title=Emirates firms up $16 billion order for A380 superjumbos|newspaper=Reuters|date=11 February 2018|via=uk.reuters.com}}</ref>
In early 2019, Airbus confirmed it was in discussions with Emirates over its A380 contract.<ref>{{cite press release |url= https://www.airbus.com/newsroom/press-releases/en/2019/01/airbus-statement-on-commercial-discussions-with-emirates-airline.html |date= 31 January 2019 |title= Airbus statement on commercial discussions with Emirates Airline |publisher= Airbus}}</ref> If the A380's only stable client were to drop the type, Airbus could cease production of the superjumbo.<ref>{{cite news |url= https://apnews.com/7cb118349ba34b00891bf3a911488e70 |title= Airbus in discussions with Emirates over superjumbo's future |work= AP News |date= 31 January 2019}}</ref> Emirates was at odds with Rolls-Royce over shortfalls in fuel savings from the [[Trent 900]]s, and could switch its order for 36 A380s to the smaller [[A350]].<ref>{{cite news |url= https://uk.reuters.com/article/us-airbus-emirates-a380-exclusive/exclusive-airbus-a380-under-threat-as-emirates-weighs-rejigged-order-sources-idUKKCN1PP2C7 |archive-url= https://web.archive.org/web/20200916073947/https://uk.reuters.com/article/us-airbus-emirates-a380-exclusive/exclusive-airbus-a380-under-threat-as-emirates-weighs-rejigged-order-sources-idUKKCN1PP2C7 |url-status= dead |archive-date= 16 September 2020 |title= Airbus A380 under threat as Emirates weighs rejigged order: sources |author1= Tim Hepher |author2=Alexander Cornwell |work= Reuters |date= 31 January 2019}}</ref> The A350 could also replace its provisional order for 40 [[Boeing 787-10]]s, placed in 2017, as engine margins on the 787 are insufficient for the hot Dubai weather.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/airbus-confirms-talks-with-emirates-over-a380-contra-455446/ |title= Airbus confirms talks with Emirates over A380 contract |date= 31 January 2019 |work= Flightglobal}}</ref><ref>{{cite news |url= https://leehamnews.com/2019/02/04/pontifications-787-10-engines-too-small-for-emirates/ |title= 787-10 engines too small for Emirates |author= Scott Hamilton |date= 4 February 2019 |work= Leeham News}}</ref>
On 14 February 2019, Emirates decided to cancel its order for 39 planes, opting to replace them with [[Airbus A350 XWB|A350s]] and [[Airbus A330neo|A330neos]].<ref name="Airbus14feb2019" /><!--ref name=Emirates14feb2019--> Airbus stated that this cancellation would bring the A380's production to an end when the last unfilled orders are delivered in 2021.<ref name="Airbus14feb2019">{{cite press release |url= https://www.airbus.com/newsroom/press-releases/en/2019/02/airbus-and-emirates-reach-agreement-on-a380-fleet--sign-new-widebody-orders.html |date= 14 February 2019 |title= Commercial Aircraft Airbus and Emirates reach agreement on A380 fleet, sign new widebody orders |publisher= Airbus}}</ref><ref name="Emirates14feb2019">{{cite press release |url= https://www.emirates.com/media-centre/emirates-signs-deal-for-40-a330-900s-30-a350-900s |title= Emirates signs deal for 40 A330-900s, 30 A350-900s |date= 14 February 2019 |publisher= Emirates}}</ref>
On 21 March 2019, [[All Nippon Airways]] received its first of three A380s painted with the [[Sea turtle|Sea Turtle]] livery.<ref>{{Cite web|url=https://www.aerotime.aero/aerotime.team/22483-all-nippon-airways-takes-delivery-of-its-first-a380|title=All Nippon Airways becomes the last new operator of the A380|website= aerotime.aero|language=en|access-date=2019-03-22|archive-date=16 September 2020|archive-url=https://web.archive.org/web/20200916115051/https://www.aerotime.aero/aerotime.team/22483-all-nippon-airways-takes-delivery-of-its-first-a380|url-status=dead}}</ref> Called the ANA Blue, this A380 will be used for 3 flights a week, going from [[Tokyo]] to [[Honolulu]] and back.<ref>{{Cite web|url=https://www.ana.co.jp/en/us/hawaii24/airbus380/|title=The all-new A380: Transforming ANA travel to Hawaii|website=ANA Official|language=en |access-date=2019-03-22}}</ref>
In October 2021, Emirates announced it would receive its final three A380s to be delivered with the last aircraft in December 2021, thus ending production of the A380.
===Timeline===
{| class="wikitable" style="text-align:center;"
|+ Airbus A380 firm net orders and deliveries
|-
! ||
! 2001||2002||2003||2004||2005||2006||2007||2008||2009||2010||2011||2012||2013||2014||2015||2016||2017||2018||2019||2020||2021||Total
|-
! rowspan="2" |Net orders
|A380-800||78||–||34||10||10||24||33||9||4||32||19||9||42||13||2||–||–2||4||–70||–||–||'''251'''<!-- Do NOT change without providing a reference!-->
|-
|A380F||7||10||–||–||10||−17||−10||–||–||–||–||–||–||–||–||–||–||–||–||–||–||'''0'''
|-
! Deliveries
|A380-800||–||–||–||–||–||–||1||12||10||18||26||30||25||30||27|||28||15||12||8||4||5||'''251'''<!-- Do NOT change without providing a reference! -->
|-
|}
'''Cumulative orders and deliveries'''<br />
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:* Data as of December 2021.<ref name="A380_123rdEmirates" /><ref name="Airbus_O_D">{{cite web |title=Orders & Deliveries |url=https://www.airbus.com/aircraft/market/orders-deliveries.html |work=[[Airbus]] |date=31 October 2021 |access-date=5 November 2021 |archive-date=10 February 2019 |archive-url=https://web.archive.org/web/20190210065631/https://www.airbus.com/aircraft/market/orders-deliveries.html |url-status=live}}</ref><ref name="Airbus_Hist_OD">{{Cite web |url=http://www.airbus.com/fileadmin/media_gallery/files/reports_results_reviews/Summary_Historial_Orders_Deliveries_1974-2009.xls |archive-url=https://web.archive.org/web/20101223223239/http://www.airbus.com/fileadmin/media_gallery/files/reports_results_reviews/Summary_Historial_Orders_Deliveries_1974-2009.xls |archive-date=23 December 2010 |title= Historical Orders and Deliveries 1974–2009 |work=[[Airbus|Airbus S.A.S.]] |date=January 2010 |format= Microsoft Excel |access-date= 10 December 2012}}</ref>
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<noinclude>
==Operators==
{{See also|List of Airbus A380 operators}}
There were 189 aircraft (of 251 delivered) in service with 12 operators {{as of|2025|5|lc=y}}, with [[Emirates (airline)|Emirates]] being the largest operator with 116 A380s in its fleet.<ref name="Airbus_O_D_2">{{cite web |date=30 November 2024 |title=Orders and deliveries {{!}} Commercial Aircraft |url=https://www.airbus.com/en/products-services/commercial-aircraft/market/orders-and-deliveries |url-status=live |access-date=1 January 2024 |work=Airbus |archive-url=https://web.archive.org/web/20211106090638/https://www.airbus.com/en/products-services/commercial-aircraft/market/orders-and-deliveries |archive-date=6 November 2021}}</ref><!-- please see talk page discussion about number built before changing this - Talk:Airbus_A380/Archive_5#Number_built -->
==Aircraft on display==
* The fourth test A380 (MSN4) was donated to the [[Musée de l'air et de l'espace]] at Le Bourget in 2017.<ref>{{cite news |last1=Hephers |first1=Tim |title=Paris museum gets an Airbus A380 superjumbo |url=https://uk.reuters.com/article/us-airbus-a380/paris-museum-gets-an-airbus-a380-superjumbo-idUKKBN15T1XE |archive-url=https://web.archive.org/web/20181206213320/https://uk.reuters.com/article/us-airbus-a380/paris-museum-gets-an-airbus-a380-superjumbo-idUKKBN15T1XE |url-status=dead |archive-date=6 December 2018 |website=[[Reuters UK]] |date=14 February 2017 |agency=[[Reuters]] |access-date=15 February 2019}}</ref> After several months of restoration, it was put on display on the apron in 2018, near the museum's [[Boeing 747-100]], making the museum the first in the world where both large airliners can be seen together.
* Donated by Airbus at the same time as A380 MSN4, the second test A380 (MSN2), was donated to the [[Aeroscopia]] museum at [[Toulouse-Blagnac Airport]], [[Toulouse]], along with the first [[Airbus A320]] and an [[Airbus A340]], that had also previously been used by the company for test flights.<ref>{{cite web |title=Transfer of A380 MSN4 to the Le Bourget aerospace museum |url=https://www.airbus.com/newsroom/press-releases/en/2017/02/transfer-of-a380-msn4-to-the-le-bourget-aerospace-museum.html |website=[[Airbus]] |access-date=15 February 2019}}</ref>
==Incidents==
<!-- Only accidents or notable aviation incidents. See [[WP:WikiProject Aircraft/page content#Accidents and incidents]] for project guidelines for inclusion, and also [[WP:AIRCRASH]], [[WP:NOTNEWS]] and [[WP:RECENT]]. Minor incidents may be candidates for removal.
-->
The A380 has never been involved in a [[hull-loss accidents|hull-loss accident]] {{as of|2025|1|lc=yes}},<ref name="A380_Safety">{{Cite web |url=https://aviation-safety.net/database/types/Airbus-A380/index |title=Airbus A380 Safety Index |access-date=23 December 2021}}</ref> but was involved in two notable aviation accidents without any injuries, both of which were caused by [[uncontained engine failure]]s:<ref name="A380_Safety" /><ref name="aviation-safety A380 incidents">{{cite web |url=http://aviation-safety.net/database/dblist.php?Type=028 |title= Airbus A380 occurrences |publisher=aviation-safety.net |date= 2 October 2017 |access-date=9 June 2017}}</ref><ref name="Aviation-safety A380 hull-losses">{{cite web |url=http://aviation-safety.net/database/dblist.php?field=typecode&var=028%&cat=%1&sorteer=datekey&page=1 |title= Airbus A380 hull-losses |publisher=aviation-safety.net |date= 7 June 2017 |access-date=9 June 2017}}</ref><!-- This is a summary of the incidents in A380's service history to date. Further details belong in entry below or the separate flight article. -->
* On 4 November 2010, [[Qantas Flight 32]], en route from [[Singapore Changi Airport]] to [[Sydney Airport]], suffered an uncontained engine failure, resulting in a series of related problems, and forcing the flight to make an [[emergency landing]]. The plane safely returned to Singapore. There were no injuries to the passengers, the crew, or people on the ground despite debris falling onto the Indonesian island of [[Batam]].<ref name="abc3057573 updated">{{cite web|url=http://www.abc.net.au/news/stories/2010/11/04/3057573.htm |archive-url=https://web.archive.org/web/20101109024957/http://www.abc.net.au/news/stories/2010/11/04/3057573.htm |url-status=dead |archive-date=9 November 2010 |title=Indonesians collect debris from Qantas plane engine |publisher=Australian Broadcasting Corporation |date=4 November 2010 |access-date=3 April 2011}}</ref> The damage to the aircraft was sufficient for the event to be classified as an accident.<ref>[https://www.atsb.gov.au/publications/investigation_reports/2010/AAIR/AO-2010-089.aspx "Inflight engine failure – Qantas, Airbus A380, VH-OQA, overhead Batam Island, Indonesia, 4 November 2010"] {{webarchive |url=https://web.archive.org/web/20161106144826/https://www.atsb.gov.au/publications/investigation_reports/2010/AAIR/AO-2010-089.aspx |date=6 November 2016}}. Australian Transport Safety Bureau, 18 May 2011.</ref> Qantas subsequently grounded all of its A380s that day subject to an internal investigation taken in conjunction with the engine manufacturer [[Rolls-Royce plc]]. A380s powered by the [[Rolls-Royce Trent 900]] engines were affected, while those powered by the [[Engine Alliance]] GP7000 were not. Investigators determined that an oil leak, caused by a defective oil supply pipe, led to an engine fire and subsequent uncontained engine failure.<ref>{{cite web |last=Walker |first=Peter |url=http://www.airportwatch.org.uk/?p=3203 |archive-url=https://web.archive.org/web/20131021164700/http://www.airportwatch.org.uk/?p=3203 |archive-date=21 October 2013 |title=Qantas A380 landing: Airlines were warned in August over engine safety |publisher=Airportwatch.org.uk |date=5 November 2010 |access-date=3 April 2011}}</ref> Repairs cost an estimated {{AUD}}139 million (~US$145M).<ref name="back-in-the-air">{{cite news |url=https://www.heraldsun.com.au/travel/news/qantas-a380-back-in-the-air-as-good-as-new/story-fn32891l-1226334769849 |archive-url=https://archive.today/20121230100706/http://www.heraldsun.com.au/travel/news/qantas-a380-back-in-the-air-as-good-as-new/story-fn32891l-1226334769849 |url-status=dead |archive-date=30 December 2012 |title=Qantas A380 back in the air, 'as good as new' |first=Jordan |last=Chong |work=[[Herald-Sun]] |date=20 April 2012 |access-date=21 April 2012}}</ref> As other Rolls-Royce Trent 900 engines also showed problems with the same oil leak, Rolls-Royce ordered many engines to be changed, including about half of the engines in the Qantas A380 fleet.<ref>[https://www.theguardian.com/business/2010/nov/18/qantas-replaces-rolls-royce-engines "Qantas replaces RR engines"] {{webarchive |url=https://web.archive.org/web/20130323023201/https://www.guardian.co.uk/business/2010/nov/18/qantas-replaces-rolls-royce-engines |date=23 March 2013}}. ''The Guardian'', 18 November 2010. Retrieved 25 June 2012.</ref> During the aeroplane's repair, cracks were discovered in wing structural fittings, which also resulted in mandatory inspections of all A380s and subsequent design changes.<ref name="EASA Wing" />
* On 30 September 2017, [[Air France Flight 66]], an [[Engine Alliance GP7000#Variants|Engine Alliance GP7270]] powered Airbus A380, suffered an apparent uncontained engine failure while operating from [[Paris Charles de Gaulle Airport]] to [[Los Angeles International Airport]].<ref>{{cite web |url=https://avherald.com/h?article=4af15205&opt=0 |title=Incident: France A388 over Greenland on Sep 30th 2017, uncontained engine failure, fan and engine inlet separated |publisher=avherald.com |access-date=8 November 2017}}</ref> The aircraft safely diverted to [[CFB Goose Bay]], Canada.<ref>{{cite web |url=https://www.reuters.com/article/us-air-france-canada/air-france-says-flight-af-066-suffered-serious-engine-damage-idUSKCN1C50PV |title=Air France flight with engine damage makes emergency landing in Canada |date=30 September 2017 |access-date=8 November 2017 |work=Reuters}}</ref>
<!-- Only accidents or notable aviation incidents. See [[WP:WikiProject Aircraft/page content#Accidents and incidents]] for project guidelines for inclusion, read also [[WP:AIRCRASH]], [[WP:NOTNEWS]] and [[WP:RECENT]]. Minor incidents may be removed if sources do not show they are significant or notable events. These may be discussed on the talk page. -->
==
{| class="wikitable sticky-header" style="text-align:center"
|+A380-800 specifications<ref name="ACAP2">{{cite web |date=1 December 2016 |title=A380 aircraft characteristics airport and maintenance planning |url=https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/techdata/aircraft_characteristics/Airbus-Commercial-Aircraft-AC-A380-Dec-2016.pdf |url-status=dead |archive-url=https://web.archive.org/web/20180711235126/https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/techdata/aircraft_characteristics/Airbus-Commercial-Aircraft-AC-A380-Dec-2016.pdf |archive-date=11 July 2018 |access-date=11 July 2018 |publisher=Airbus |df=dmy-all}}</ref>
!Model
!A380-841
!A380-842
!A380-861
|-
![[Cockpit]] crew
| colspan="3" |Two
|-
!Typical [[Airline seat|seating]]
| colspan="3" |525 seats
|-
!Main deck max.<ref name="TCDS2">{{Cite web |date=4 January 2022 |title=type-certificate data sheet No. EASA.A.151 Issue 25 |url=https://www.easa.europa.eu/downloads/17736/en |url-status=live |archive-url=https://web.archive.org/web/20220106080520/https://www.easa.europa.eu/downloads/17736/en |archive-date=6 January 2022 |access-date=6 January 2022 |publisher=European Union Aviation Safety Authority}}</ref>
| colspan="3" |853 seats
|-
!Overall length
| colspan="3" |{{Convert|72.72|m|ft|0|abbr=on}}
|-
![[Wing]]
| colspan="3" |79.75 m (261.8 ft) span, 33.5° [[Swept wing|sweep]]
|-
!Wing area
| colspan="3" |{{cvt|845|m2|sqft}}
|-
!Overall height
| colspan="3" |{{Convert|24.09|m|ft|0|abbr=on}}
|-
![[MTOW]]
| colspan="3" |{{cvt|575|t|lb}}
|-
![[Fuel tank|Fuel capacity]]<ref name="TCDS2" />
| colspan="3" |{{cvt|253983|kg|lb}}
|-
![[OEW]]<!--MZFW-max payload-->
| colspan="3" |{{cvt|285|t|lb}}
|-
![[Jet engine|Engines]] (4×)
|[[Rolls-Royce Trent 900|Rolls-Royce Trent 970-84]]<br/>[[Rolls-Royce Trent 900|Rolls-Royce Trent 970B-84]]
|[[Rolls-Royce Trent 900|Rolls-Royce Trent 972-84]]<br/>[[Rolls-Royce Trent 900|Rolls-Royce Trent 972B-84]]<br/>[[Rolls-Royce Trent 900|Rolls-Royce Trent 972E-84]]
|[[Engine Alliance GP7000|Engine Alliance GP7270]]<br/>[[Engine Alliance GP7000|Engine Alliance GP7270E]]
|-
!Max. [[thrust]] (4x)<ref name="TCDS2" />
|{{Convert|75152|lbf|kN|0|abbr=on}}
|{{Convert|76752|lbf|kN|0|abbr=on}}
|{{Convert|74735|lbf|kN|0|abbr=on}}
|-
!Cruise [[speed]]
| colspan="3" |{{cvt|0.85|Mach|knots km/h mph|0|altitude_ft=43000}} typical<br/>{{cvt|0.89|Mach|knots km/h mph|0|altitude_ft=34000}} {{Abbr|max.|maximum}}
|-
![[Range (aeronautics)|Range]]
| colspan="3" |{{Convert|14800|km|nmi|0|abbr=on}}
|-
![[Takeoff]] (MTOW, SL, ISA)
| colspan="3" |{{cvt|3000|m|ft}}
|-
!Service [[Ceiling (aeronautics)|ceiling]]<ref name="TCDS2" />
| colspan="3" |{{cvt|43,100|ft}}
|}
=== Aircraft Type Designations ===
{| class="wikitable sortable"
! Variant !! Certification !! Engine
|-
! A380-841
| 12 December 2006
| Trent 970-84/970B-84
|-
! A380-842
| 12 December 2006
| Trent 972-84/972B-84/972E-84
|-
! A380-861
| 14 December 2007
| Engine Alliance GP7270/GP7270E
|}
==See also==
{{Portal|Aviation|European Union}}
{{Aircontent
|see also=
|related=
* [[Airbus A330]]
* [[Airbus A340]]
* [[Airbus A350]]
|similar aircraft=<!-- aircraft that are of similar role, era, and capability this design: -->
* [[Boeing 747-8]]
* [[Boeing 777X]]
* [[Boeing New Large Airplane]] (proposal)
* [[McDonnell Douglas MD-12]] (proposal)
* [[
<!-- See [[WP:Air/PC]] for more explanation of these fields. -->
<!-- related lists -->
|lists=
* [[List of
* [[List of
* [[List of large aircraft]]
* [[List of megaprojects#Aerospace projects|List of aerospace megaprojects]]
}}
==Notes==
{{notelist}}
==References==
{{Reflist}}
==Further reading==
{{refbegin|30em}}
* {{Cite news |work=Popular Mechanics |title=Hotels in the Sky |date=March 2001 |url=https://books.google.com/books?id=5dIDAAAAMBAJ&pg=PA68 |volume=178 |publisher=Hearst Magazines}}
* {{Cite book |first1=Ian |last1=Moir |last2=Seabridge |first2=Allan G. |last3=Jukes |first3=Malcolm |title=Civil avionics systems |publisher=Professional Engineering |year=2003 |url=https://books.google.com/books?id=eoBTAAAAMAAJ |isbn=978-1-86058-342-1}}
* {{Cite book |last=Pearman |first=Hugh |title=Airports: a century of architecture |publisher=Laurence King |year=2004 |url=https://books.google.com/books?id=O9q7gTpd-MoC |isbn=978-1-85669-356-1 |ref={{harvid|}}}}
* {{Cite book |author=Alfonso-Gil |first=Javier |title=European aeronautics: the Southwestern axis |publisher=Springer |year=2007 |url=https://books.google.com/books?id=bIUDsVmVYd0C |isbn=978-3-540-35646-2}}
* {{Cite book |last=Maxwell |first=David |title=Airbus A380: Superjumbo on World Tour |publisher=Zenith Press |year=2007 |url=https://books.google.com/books?id=O3tGAAAAYAAJ |isbn=978-0-7603-3279-5}}
* {{cite book |last=Simons |first=Graham M. |title=The Airbus A380: A History |date=2014 |publisher=Pen & Sword Aviation |___location=Barnsley, UK |isbn=978-1-78303-041-5}}
{{refend}}
== External links ==
{{subject bar|auto=y|d=y}}
<!--{{External media |topic=Airbus A380|align=right|image1=[http://www.flightglobal.com/assets/getasset.aspx?itemid=9140 Cutaway], [[Flightglobal]]}}-->
<!--Please try to keep this a best-of list, short and high quality-->
* {{official website|https://www.airbus.com/en/products-services/commercial-aircraft/passenger-aircraft/a380}}
* {{cite web |url= http://www.flightglobal.com/assets/getasset.aspx?itemid=9139 |title= A380 Special Report |work= Flight International |date= June 2005}}
* {{cite web |url=http://www.markpower.co.uk/projects/A-380 |title=Project " A380: Photographs / Audio Visual |author=Power |date=2003–2006 |first=Mark |author-link=Mark Power}}
* {{cite web |url= https://www.flightglobal.com/news/articles/everything-about-the-airbus-a380-205274/ |title= Airbus A380 Aircraft Profile |work= FlightGlobal |date= 27 February 2007}}
* {{cite news |url=https://www.flightglobal.com/news/articles/dubai-the-path-to-an-a380-century-at-emirates-442910/ |title=The path to an A380 century at Emirates |date=9 November 2017 |author=Kingsley-Jones |first=Max |work=Flightglobal}}
* {{cite news |url=https://www.flightglobal.com/news/articles/analysis-a380-scrapes-along-in-hope-of-revival-448993/ |title=Analysis: A380 scrapes along in hope of revival |date=9 July 2018 |author=Kaminski-Morrow |first=David |work=Flightglobal}}
* {{cite web |url=http://aviationweek.com/a380 |title=End of the Mega-Transport: Highs and Lows of the Airbus A380 |last1=Flottau |first1=Jens |last2=Haria |first2=Rupa |work=Aviation Week Network}}
{{Airbus A3xx timeline}}
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