A380-800

art_way a écrit:Merci Poncho,

Est-ce que cela suffira pour la liaison Dubai-LA d'Emirates ?

Airbus is to offer a higher-weight version of the A380, which will be available for delivery to customers early next year.

The airframer will raise the maximum take-off weight to 575t, corresponding to a 6t increase on the current heaviest variant and 15t above the basic specification.

It will stretch the range of the double-deck aircraft by some 150nm, said Airbus, taking its capability to around 15,500km (8,350nm) at current payloads.

Airbus said the higher-weight version would be offered for introduction to service early in 2013.

The airframer's most recent aircraft characteristics document, from November last year, listed six weight variants for the passenger type.

These had maximum take-off weights ranging up to 569t for the WV002 variant.

Airbus said the heavier version would include a 3t increase in maximum zero-fuel weight as well as maximum landing weight, with a resulting 3t increase in payload.

Before the type entered service with Singapore Airlines in 2007, Airbus performed rejected take-off tests with the aircraft at a weight of 575t. The proposed freighter would have had a take-off weight of 590t.

Engine Alliance is to have a higher-thrust version of its GP7200 powerplant ready for service entry by early 2013, to support the higher-weight version.

The engine, designated the GP7272, will be rated at 72,000lbs (320kN), said Mary Ellen Jones, president of the General Electric-Pratt & Whitney joint venture.

With 2,000lb of extra thrust over the current version of the GP7200, this engine will enable services such as Dubai-Los Angeles.

Engine Alliance is offering the GP7272 to customers, although none has selected it so far.

The powerplant manufacturer has confirmed, however, that Middle Eastern operator Qatar Airways has selected the GP7200 for its 10 A380s.

"We have nearly 600 orders to date, giving us a 56% market share of total engine orders for the A380 so far," said Jones.

Qatar Airways joins Emirates, Air France and Korean Air, which between them have 31 A380s in operation, as well as Air Austral and Etihad Airways, as GP7200 customers. A further 14 A380s powered by GP7200s will be delivered by Airbus this year, said Jones.

She said Engine Alliance is focused on campaigns to place GP7200s with Hong Kong Airlines and Russia's Transaero, and is presenting the engine to China Eastern Airlines, which has expressed an interest in the aircraft.

The former largest aircraft, the Boeing 747-400, burns 20 percent more fuel per seat than the A380, allowing operators to increase capacity by around 20 percent at no overall extra cost, or maintain the same capacity but fly it at 15 to 20 percent lower cost per trip and per seat, over a week’s schedule. The latest 747 derivative, the 747-8, burns eight percent more fuel per seat than the A380, while the twin-engined 777-300ER burns 12 percent more fuel per seat than the A380. On a per-seat basis (using same-comfort standards and comparable cabin layouts) the 777-300ER costs 22 percent more to operate than the A380.

The A380 excels in performance too. Compared with the 747-400, the A380 offers 1,100nm more range, requires 17 percent less runway to take-off and uses 11 percent less runway to land. In addition, the A380 not only offers a 4,000ft higher initial cruise altitude capability than the 747 (35,000ft versus 31,000ft), but also demonstrates a 20kt lower approach speed. Moreover, compared with the 747-8i derivative, the A380 offers 500nm more range and similar improvements in take-off, landing and climb capability.

-1.5 t sur le poids à vide "green par Airbus" et -2.5 t à très court terme par rapport aux premiers avions
-2.0 t sur les équipements cabine chez EK également