Skip to comments.Boeing 747-8 vs A380: A titanic tussle
Posted on 02/15/2006 3:43:53 PM PST by Paleo Conservative
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The 380 is going to cripple Airbus.
Nothing like handicapping American companies that have to compete against foreign companies which are subsidized by their governments.
However, there will be a day when China enters this market with their own designs, then it will be all over.
Sure there is... the passengers don't have to wear polyester.
The A380 can only operate at a handful of airports around the world because of its massive size. It is too heavy, even Airbus engineers admitted it was over target weight, and too large. The 747-8 will be able to operate at every airport the current 747-400 can. Plus, can you imagine trying to get off a plane with 550-600 other people? Talk about the long turn around times airlines will be faced with!
1. You need strengthened and widened runways and taxiways to handle a plane far wider than the 747 and also weighing around 1 million pounds!
2. You need a terminal gate with increased handling capacity for the plane.
3. You might even need to increase wake turbulence separation for the the A380.
Small wonder why airlines are finding the 777-200LR, 777-300LR, 787-8 and 787-9 vastly more attractive, since they don't need expensive revamping of most current international airports.
Boeing has more cash than France :)~
The Plane can't have an overly-wide body because they have to use airports that are designed for todays jets. Thats why Airbus will have a problem with the A380 it's wider than the 747 derivitive. Thats what I have heard.
If you want on or off my aerospace ping list, please contact me by Freep mail.
As designed and flown it doesn't have the structural strength or power to deliver as promised; once they factored in the extras (showers, clubs, stores, etc) it would be overweight, underpowered and structurally weak. That is why they immediately had to delay the intended rollout date...and the modifications are going to cut into cost/performance estimates.
It's a design dinosaur, taking 40 year old design and construction to an extreme.
It's inflexible for changing routes. Yes, an airline could condense two-three flights into one, however, it can't work backwards. If that route is suddenly less productive you can't leave one third of the plane at home. Also consider the fact that you now offer one flight time a day, not two or three like your competitors.
Lastly, look at the L1011. It was one of the best airliners ever built. Soon after it started operating one went down in the Florida everglades when a 5 cent light bulb burned out...and pilot error. Because of the high loss of life and media coverage orders for this new plane dried up over night, airlines already flying them sold them off and the company building them eventually went under. WHEN a 380 goes in it's going to be horrible.
You owe me a keyboard!
Lockheed? They're still around but of course, no longer in the commercial airline biz.
Never get in an argument with somebody who buys ink by the railroad car...
Never try to outspend somebody who can print his own money...
The L1011 was an excellent aircraft that's gone on to become a great air cargo carrier.
John Leahy is quick to make, and he is unconvinced that his rival will manage to break out from the freight market. Our competitor sold a few 747-8 freighters. Thisll be the first time in the history of aviation that anyone has made a successful programme out of just freighters, he says.
Airbus's arguments are like listening to islamics bitch about victimhood. Its always the same line of whining baseless crap.
The new passenger version of the 747-8 was only annouced a few months ago.
The A380 is Airbus's
A) éléphant blanc
C) All of the above
D) Same difference
Lockheed is still in business. They did however, get out of the commercial market. The reason L-1011 production stopped is because Lockheed lost market share to McDonnell Douglas with the DC-10, Boeing with the 767 and Airbus with the A300.
Because of the high loss of life and media coverage orders for this new plane dried up over night, airlines already flying them sold them off and the company building them eventually went under.
Baloney. The Eastern crash in the Everglades occurred in December of 1972, nearly 11 years prior to the cessation of production in October of 1983. 229 aircraft were delivered post crash. Even though they built 252 Tristars they never recouped their development costs, loosing $2.5 billion on the project. Competition is what killed the L-1011.
The L1011's were still used but mostly in the air freight market.
Lot of them in cargo, just like the MD-80s, Dc-10s.
How did they fix the landing gear problems?
Not more cash than the European union. Airbus is owned by a bunch of socialist countries.
They teach me something I know nothing about but care very much. Sometimes I have a hard time comparing the differences in the planes. Like, what is important and what is not.
All I know is, I will NOT fly on any of these large aircraft. It is getting insane. What next, an aircraft like a cruise ship with 4,000 people on it?
The next generation 747 shouldn't be an issue; it's built around a well established airframe.
As I recall, Boeing has an reputation of not exaggerating these types of comparisons. Does it seem to anyone else, however, that Airbus has been a little "cute" with the facts about such things as the final mass* of its A380-oppotamus?
*I use the term "mass" as all aircraft weigh nothing at the point of takeoff.
I found it funny how each airline gives the 747 its own personality. Pan Am was the best. Loved the Clippers.
South African Airlines was the second best, they trying to be propa like the English. Heathrow to Jo-Berg was always a hoot on SAA.
I am thinking the competition is good.
Retired, I hardly fly anymore. Such a shame. There is no greater experience in the world if you pay attention and don't go to sleep when there is daylight.
Pan Am will always remain my favorite. Juan Trippe was an amazing man. I never flew SAA but I've flown many, My favorite will remain "Red Tail" airlines though.
Not an AE but as a former private pilot I can say it is really difficult to tell the difference in stability between a high wing and low wing plane, if both aircraft are the same type (e.g. trainer). Switching between the two, it was really not a factor you needed to be aware of except for the difference in visibility.
In the realm of R/C models, other factors, such as wing dihedral, make much more difference.
They used to slow down on purpose around NY City and other cities to give you the full view.
Give me a window seat please.
I didn't find PanAm to be special at least not in economy. My favorite 747 was the Braniff 747-100 they flew to Hawaii. It had 9 abreast seating configured 2-4-3 in economy so it was very comfortable. They served 5 star restaurant quality meals in first class and their normal 727 first class meals in economy. They also had a an area in each cabin with club seating.
The giant flying pumpkin. LOL
The Red Tail airlines I was referring to is the U.S. Coast Guard. I flew them in and out of different locations in the Aleutians and Pribilof's often.
I've had the pleasure of flying with a lot of small carriers but the one I enjoyed the most was Reeve's Aleutian. After his death his wife still worked at the counter in Anchorage. She often took passengers into the office for coffee and a chat. Their planes were mostly old, but well maintained and super friendly.
Do you know who was responsible for causing the 747 to come into existence?
Juan Trippe. Do you know what plane killed PanAm?
Interesting. I didn't know that.
Oops. The 747.
N739PA, "Clipper Maid of the Seas"
My dream flight would have been on the Boeing Model 314. If you go to the Boeing Museum of flight they have very little on it. What a shame...it was one heck of a plane.
Besides there being none with Braniff or any other airline?
A great plane that should have done far better.