Thursday, May 3, 2012

The day bin Laden died


It's not often that the White House holds a news conference late on a Sunday night. Especially an unscheduled one.

So when it was announced, around 9:45 p.m. ET on May 1, that President Obama would be addressing the nation within the hour, you knew it had to be important.

Had there been a major development in Libya? Things had been heating up since NATO started intervening against Moammar Gadhafi's forces.

Were U.S. troops going into another part of the Arab world?

Had there been another terrorist attack?

Or was it the news that many Americans had been waiting on for nearly a decade: that Osama bin Laden, leader of al Qaeda, had finally been brought to justice for the tragic events of September 11?

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The White House announcement provided no details, so it was up to everyone else to fill in the blank. Speculation was rampant, especially online and on social media. What was so important that it couldn't wait until morning?

By the time Obama finally spoke at 11:30 p.m., the world already knew the news: "The United States has conducted an operation that killed Osama bin Laden, the leader of al Qaeda and a terrorist who's responsible for the murder of thousands of innocent men, women and children."

The president never had a chance to avoid the mother of all spoilers -- not with how fast news travels today. An hour before his speech, the cat was out of the bag, thanks to Keith Urbahn, chief of staff for former Defense Secretary Donald Rumsfeld.

"So I'm told by a reputable person they have killed Osama Bin Laden. Hot damn," Urbahn tweeted.

It didn't take long after that for major news organizations to confirm that the news was indeed true: the most-wanted terrorist in the world was dead, eight years to the day after President Bush delivered his "Mission Accomplished" speech.

"It was an incredibly symbolic event," said William Keylor, a professor of history and international relations at Boston University. "It was closure to 9/11. ... Al Qaeda had been pretty much degraded, but (bin Laden) was still on the run."

As confirmation quickly spread of bin Laden's death, emotional celebrations began taking place across the country. Many were caught on camera.

People in the nation's capital flocked to the White House, carrying American flags, singing the national anthem and cheering the news in front of television cameras. At a baseball game in Philadelphia, fans of both teams stopped to chant "U-S-A, U-S-A!"

Celebrations also were held at New York's ground zero, the site of the former World Trade Center.

"I never thought this night would come, where we would actually capture or kill bin Laden. And, thank the Lord, he's been eliminated, to put it politely," said Bob Gibson, a retired New York City police officer. "A lot of us ... gave up. But it did come, and a lot of us are overjoyed that it happened."

'The most intense 38 minutes of my life'

By the next morning, the national conversation had started to change. The emotional impact of the announcement was subsiding, and the public wanted more detail, more explanation.

How did the United States find bin Laden? Why was he killed and not captured? Who exactly killed him?


It was soon learned that an elite team of Navy SEALs had flown two helicopters into Abbottabad, Pakistan, where bin Laden was living in a three-story compound with approximately two dozen people, including his relatives and one of his most trusted couriers. The United States had been tracking the courier for years, and the CIA informed the president in September 2010 that bin Laden might be living at the compound, a $1 million home surrounded by large privacy walls topped with barbed wire.

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On April 29, 2011, after several meetings with his National Security Council, Obama authorized an attack on the compound.

In an operation that lasted nearly 40 minutes, the SEALs breached the compound's walls and methodically went through the house, floor by floor. Bin Laden and his wife were found on the third floor, White House spokesman Jay Carney said in a news conference. Carney said a SEAL fatally shot bin Laden when bin Laden made a threatening move.

An iconic photo, released by the White House, shows Obama, Vice President Joe Biden, Secretary of State Hillary Clinton, Secretary of Defense Robert Gates and other officials in the White House Situation Room, following developments as the raid went down. Clinton later called it "the most intense 38 minutes of my life."

Today, there have already been several books written about the raid, and a movie is said to be in the works.

"I think the fact that it was such a tremendous success was the reason that the administration decided to publicize it: 'We're going to put out all the facts and let the chips fall where they may,' " Keylor said. "And, of course, the downside of that was that it really antagonized the Pakistanis."

The United States and Pakistan had been working together for years trying to track down bin Laden and fight extremists near the Afghanistan border. But the United States, fearing that a leak could jeopardize its mission and tip off bin Laden, kept its raid a complete secret from Pakistan.

The Pakistanis were outraged and humiliated by the blatant violation of their national sovereignty. U.S. officials questioned their ally's motivations, as bin Laden was "hiding in plain sight."

The CIA director at the time, Leon Panetta, told U.S. lawmakers in a closed-door session that Pakistani officials were either "involved or incompetent," adding that "neither is a good place to be."

From the raid, U.S. forces retrieved 10 hard drives, five computers and more than 100 storage devices containing intelligence from bin Laden's compound, according to a senior U.S. official.

They also found some homemade videos, including one that shows a graying bin Laden, wrapped in a blanket, watching himself on a small television.

"The fact that they killed (bin Laden) was significant, but they also demythologized him," said Thomas Mockaitis, author of "Osama bin Laden: A Biography." "They revealed him to be a megalomaniac, in many ways kind of a petty individual. Instead of this kind of great, powerful figure ... he looks like a bit of a narcissist. I think that, in some ways, was as important as actually killing him. It brought him down quite a bit it terms of his stature."

But perhaps the most talked about pieces of evidence from last year's raid have yet to see the light of day: photos of a dead bin Laden.

The administration decided to keep the photos classified, saying the graphic nature of the images would only incite further violence or be used for propaganda purposes. "We don't trot this stuff out as trophies," Obama told CBS News. "We don't need to spike the football."

However, many Americans, including prominent lawmakers, believe they have a right to see the images. And some people have another concern: How do they know bin Laden is dead if they can't see proof?

That isn't a concern of Sen. John McCain, one of several U.S. Congress members allowed to view the photos. The Arizona Republican, Obama's opponent in the 2008 presidential election, said there was no doubt that bin Laden is dead.

But the debate over the photos continues one year later. On Friday, a federal judge turned down a request for release of the photos, saying there were legitimate national security interests to deny disclosure.

The war on terror also continues. Bin Laden's death might have underlined the weakened state of al Qaeda, but affiliate groups, including the Taliban, al-Shabaab and al Qaeda in the Arabian Peninsula, "remain committed to the group's ideology," said a U.S. intelligence report released in January. "Lone wolf" terrorists are a threat as well, as we've seen recently in Norway and France.

The threats, however, should be no surprise to Obama, who warned that there was still work to be done when he announced bin Laden's death a year ago.

Bin Laden's death "does not mark the end of our effort," he said in his speech. "There's no doubt that al Qaeda will continue to pursue attacks against us.

"We must -- and we will -- remain vigilant at home and abroad."

Top 10 Magazines in The World


NO it’s not the bulky comic book, neither it’s the children’s bedtime catalogue; it’s an honest, knowledgeable, acid free twenty page magazine. We all read it almost every day, its colorful and filled with rich business men, celebrities and models etc. pasted on glossy pages thin as silk to keep us entertained. So why are they so popular? May be because they help decorate a superstore or lure senior citizens into the market or whatever. Read on and find out why are they so popular.

10. Newsweek


As the name suggests this weekly, high quality slick American paper stack contains articles, discussions and opinions of scored, all time wining writers and journalists. So then you might think, why it’s so popular, in fact it should be “boringly” very popular, but be alarmed that this magazine is not intended for fashion geeks and entertainment junkies, it’s not your page flipping entertainment; it’s a serious attempt at news and the world today. This magazine picks out the most negotiable issues and discusses it and stretches opinions, in other words it’s a special news bulletin on paper. It also provides a touch of latest news from the showbiz world. Average net circulation = 3183000

9. Playboy


Since 1953, this American magazine has stirred and shaped men in every way, it has bought sex fresh from the shelves of gorgeous ladies into the pockets of ordinary men and teenagers. This periodical features photos of nude women in the most pleasing and erotic takes, of course you need to control yourself, but the newer issues every month packs a meaty punch and you find yourself hard to resist. The magic is in how this magazine tackles the deep desires of men; it publishes content such as interviews of artists, actors and other famous figures that is suited to the public while keeping an eye on changing trends and fashion. Playboy certainly plays its game and enjoys its revenue. Average net circulation = 3215000

8. People


“People” the magazine wholly responsible for human interests or should I say the magazine that spies on people when they do something interesting? It’s an American weekly magazine that has made its name throughout the world by coming up with interesting rankings such as “the best dressed”, “the best chefs around the world” and “the sexiest man alive”. It focuses on the key interest areas and has done a good job because its average net circulation is 3625000.

7. BusinessWeek


Every library, every academic shelf, and every well-equipped office will have this magazine somewhere around. It’s surprising to note that so much research goes into writing this critical magazine because each boring event in the business world is studied in-depth, analyzed and then printed. This magazine is very bold and straightforward; it always tries to express its opinion just the way it is not sugar-coating it. Many companies rely on its research and credibility and most importantly its topic of a four page analytical review of how political pressures impact the business world. Publishes 57 issues per year! It’s not to be missed

6. Ladies’ Home Journal


My mother has a stack of kitchen magazines, “How to Cook the Microwave Way” and other detailed cooking periodicals all around the house and the last thing on the menu was this Home Journal. I mean I got bored just by looking at them let alone flipping the pages, what on earth is in it that is fooling young moms into buying them. Ladies’ Home Journal is a leading women’s magazine which contains everything from beauty, fashion, health, relationships, food, pets and games mothers love to play. Average net circulation = 4101000

5. Time


  The magazine of time, a periodical not to be missed, a compilation giving you exactly what you want for the news and what you want filtered out. This magazine is genius creation, because it has become a platform for the most talked about news in the world. Very few personalities and some serious debaters qualify to discuss in the magazine, so in short this magazine contains a high quality of opinionated matter. What more do you want from a flashy magazine that gives you a world summary in a bunch and provide shocking stories behind certain events. This is an American weekly magazine with an average net circulation of 4112000; after all it is an abbreviation of “The International Magazine of Events”

4. Woman’s Day


If your wife is giving you a hard time when you return from a hectic day at the office, just stop by the superstore and get one of these Women’s Day magazines for her and you will be rewarded with utter silence. This magazine contains home decor ideas, relationship advice, lifestyle tips and lots more. This is an experienced women magazine with every curiosity for the ladies covered in detail and style. It’s an Australian weekly magazine with an average net circulation of 4205000 copies

3. Family Circle


This is an American answer to the Australians, “if you can come up with a woman’s magazine we will bring in the whole family!”

Oh yeah and that’s what it’s all about, this periodical talks about food, holidays, teens, home decor, health, style, beauty, fashion, prom, pets, charity and so on. The magazine is endless, and it is read by young mothers and newlywed women. This magazine even launched another website called Momster.com for mothers and teenagers. Average net circulation = 4634000

2. Better Homes and Gardens


If you have dirty chaotic home and the swimming pool needs cleaning, then you don’t need to call the cleaning and the vacuuming swat team to do the job, because now YOU CAN, all you need is a fresh copy of Better Homes and Gardens and that’s it. This magazine is the fourth bestselling magazine in US and it features content under recipes and cooking, decorating and home ideas, gardening, entertaining, holidays, health and family, pets and so on. They have got the best editors around America to produce such a worthy content. Average net circulation = 7605000

1. Reader’s Digest


At last the winner on our list, this is a true companion, a must have around your table and it’s a common interest magazine. It’s so popular that according to one survey this magazine is bought by almost everybody than any other magazine of any nature. That’s because it’s an all in one magazine, it contains areas such as heath, vocabulary, cooking, general advice, true stories, jokes, word games and so on. This magazine also publishes a series of books as supplements under the name “Reader’s Digest Select Editions”. A magazine for the elderly and the educated with average net circulation of stunning 12078000 copies around the globe

Tuesday, May 1, 2012

Don’t Play These Games!


A low-status game may be known to be terrible or perhaps it’s cutesy or it lets you disappear into another world. Whatever it is, this low-status game is enough to make your friends, your coworkers and your fellow gamers want to hit the reset button on knowing you. If anyone sees you dominating Madden, they’ll not only get you, they’ll respect you. Hell, they may even fear  of your skills. However, what if someone sees you playing one of those games that cause people to cringe, shudder and question our game choice? These are low-status games. This is my list of low-status games that you shouldn’t let others know you play. Or, just hide yourself well

10. Wii Fit

Sure, it’s a fun game on Nintendo’s Wii and it has been advertised as a great way to get some exercise, but… Seriously?  Lose hours playing Wii Fit and those who know you will run like hell – and not virtually either. You’re a man and you get your exercise with weight-lifting in a gym or beating the other team on the court. You risk losing your status by bragging in the locker room about how much body fat Wii Fit has told you you’ve lost.

9. Cabela’s Dangerous Hunts 2


This is how you get your gun off? If you want to really hunt, grab your gun (or, even better, a bow) and head out into the woods. Chasing digitized deer in the virtual woods is lame and you deserve the raised eyebrows you’re going to get for doing it – especially if you wear camouflage while playing this low-status video game.

8. Hasbro Family Game Night


Yes, when you were a kid you pulled up to the dining room table and played Battleship, Boggle and Connect Four. You were also still wetting the bed. Hasbro Family Night (and Family Game Night 2) are great video games for the family. See the word “family” in the title? But you don’t want to sit in front of the big screen playing with Mr. Potato Head on a Saturday night. Don’t risk your fellow gamers’ respect boasting about your achievements in Bop It against the Xbox 360.

7. Tales of Vesperia


There’s not enough that can be said about how annoying this game is. It is a blend of extremely terrible voice acting, anime and Final Fantasy/Pokémon/Monster Rancher. Players run around gathering up a band of heroes and chasing creatures all while your character constantly says what they’re going to use next in battle. There’s some plot about ancient technology and imperial knight… blah, blah, blah… You get swag rights in killing the Covenant or blasting the undead hordes, but powering up your big-haired pointed-ear Akira-knockoff while fighting a praying mantis is lame. Tales of Vesperia is cool if you’re 8, weak if you’re 20 or 38.

6. Rayman: Raving Rabbids


No arms, no legs and you still wonder why this game pulls your status down? Rayman was once considered a new and innovative hero, but that was, what, like 10 years ago? Now, no one knows what the hell he is (is it even a he?). Ubisoft’s Rayman: Raving Rabbids puts the titular hero against a race of giant, evil rabbits. So why does playing this cute game take your credits down? Because, once again, no arms and no legs and you’re fighting rabbits. These evil bunnies dress up like ninjas, pirates and French maids, and yell with red eyes when they attack. In today’s world of cyborg super-soldiers and ninja assassins, there’s no room for what little space freaky Rayman and his bunny enemies take up.

5. Superhero movie games


This category includes, but isn’t limited to, such titles as Spider-Man 3, Iron Man, Fantastic Four, etc. Truth is that every guy wanted to be a superhero growing up. So when a video game comes out, of course it’s a great chance to slip on tights and save the day. However, when you spend hours playing the crap video games that are pumped out in time for summer blockbusters, you quickly lose gamer cred. Be a weak-ass superhero behind closed doors.

4. Sims


Life is hard, yes it is. But is it really so hard that you need to hide in a make-believe version of the real world? You look extremely lame to your fellow gamers. You better not dare go into the office pumped up or saddened because your Sim has a problem. There’s no pride in your day being affected by how your virtual life is faring. Your friends and fellow gamers will realize you’re a huge loser as you play your “life-simulation computer game.” Want to build a family? Get off the damn game console and PC and go find a girl and have some kids. You’re losing status, man. There’s no practice for living life.

3. Leisure Suit Larry


Wow, a game in which you get to sleep with fake women. Dating back to the late ’80s, Leisure Suit Larry lets you play as Larry Laffer, a balding, pudgy bachelor, in his 40s always on the electronic prowl for pixilated poonanny. Even he has low status. The game series has the player trying to get laid all the time, and you usually fail. So you want to spend time trying to have sex only to get rejected by a game? This game makes you a loser because you’re wasting time virtually wasting time trying to get some. Go out there and at least try to pick up women in real life.

2. Pokémon


Any game with a Pokémon in it drags you far below the bottom of the barrel. You’re not an 8-year-old boy living in a world of anime animals. Keep your Poke-playing completely and absolutely to yourself. If your friends find out that you spent the weekend capturing yellow rabbit creatures that throw lightning and you did this willingly, you may have any Xbox Live and PS3 friendships revoked. Make damn sure you also get rid of your trading cards that you surely have hidden somewhere.

1. World of Warcraft


If your biggest achievement of the day is that you’re a Level 20 Undead Warlock, you may want to keep this to yourself. While Warcraft and WoW are impressive games, losing yourself in an imaginary world of gold, Lich Kings and orcs will drop your status with a quickness. Like the Sims – you spend so much time trying to build up your make-believe rank that you lose your real-life status. Sure, the Blood Elves may quake with your name, but spending hours playing World of Warcraft is like putting a giant “L” on your forehead and a “Kick Me” sign on your back, gamer.

NVIDIA GeForce GTX 690: Dual-Kepler GPUs


After teasing us for most of last week, NVIDIA has finally launched its GeForce GTX 690, a graphics card powered by two GPUs based on the “Kepler” architecture. The new card was announced at an odd hour in the USA, but that’s because Jen-Hsun Huang (NVIDIA’s CEO) presented it in Shanghai, China.

Now, you finally get to see the card in all its glory, and NVIDIA is rather proud of the reference design, which uses thixomolded magnesium alloy (instead of plastic) for the fan housing because this material provides better heat dissipation. Like previous designs, the heat sink uses vapor chambers, which is not too much to help cool the “beast”.


In ideal conditions, the GeForce GTX 690 should perform close to 2X faster than the GeForce GTX 680, but in reality, performance does not scale linearly with the number of GPUs. If you have a specific game in mind, wait for the independent benchmarks, but most likely, you will be able to crank the resolution and image quality to the maximum settings. All in all, the GeForce GTX 690 embarks 3072 CUDA cores, which are basic processing building blocks. But that’s not it, you can pair two GeForce GTX 690 to achieve a -mind blowing- total of 6144 CUDA cores.


The card should be available “by May 7″, “in limited quantities”, says NVIDIA. You can expect NVIDIA’s closest partners to have those “bragging rights” cards, namely (but not limited to) ASUS, EVGA, Gainward, Galaxy, Gigabyte, Inno3D, MSI, Palit and Zotac. Finally, the card may be the fastest in the world, but it won’t come for cheap, the price is $999, which seems to be the price for the ultimate graphics experience of the moment.




Monday, April 30, 2012

Top 5 Greatest Strategy Games


5. Bridge


19th century developed from earlier games. This is the king of trick taking card games. Teams work together to try and make books after bidding on how many they expect to take and the suit to be considered trump. Not as popular as it once was, there are still a number of fans and newspaper columns devoted to the strategy of the game appear in many newspapers on a regular basis.

4. Civilization


The opposite of the conquer the world type games this is about developing societies through trade and cooperation with other players. You need to help your fellow players in order to advance your own societies and the game has a good moral lesson as well as being highly fun to play. An online version of the game has been remarkably successful as well.

3. Dungeons and Dragons


While this one barely qualifies on the physical pieces requirement it has to make the list based on originality and long lasting appeal. In 1974 Tactical Studies Rules (TSR) a small company that produced wargames produced this based on their chainmail game of wargame rules. The longest lasting and most popular of the RPG (Role playing game) genre has each player create a fantasy (typically middle ages style) character while a DM (Dungeon Master) creates a story scenario. The players then work as a team to solve the created problems such as battling monsters, negotiating with NPCs(Non player characters run by the DM), disarming traps, and rescuing damsels in distress. The role playing part can range from minor bad acting out of fantasies to seriously talented (I’ve seen a few people who could be on the stage with their skill) but the strategic part is what interests many players. There have been several editions over the years with different rules so be sure your group uses the same set that you do. The game suffered a bad reputation in 1982 when an exploitive TV movie was made about a teenage player using the game as a way to plan the murder of his stepfather.

2. Settlers of Catan


The game that established Germany as the most innovative game nation of the last decade has had tremendous worldwide popularity with many different versions (Seafarers of Catan/Starfarers of Catan). One of the cooperation/resource trading games genre it features gathering of the resources you have access to such as wood, grain, wool, and brick and trading extras to other players so that you can each build your areas. Played on a board of interconnecting hexagons, it can be rearranged for each new game creating different strategies each time.

1. Carcassonne


This German game won the 2001 game of the year award and has been extremely popular worldwide with a number of optional expansion sets. Square tiles are drawn and feature a puzzle like design. Placed together in different ways the game board is built as you play as you try to build cities, roads, fields, and cloisters scoring points both along the way and at the end. One of the fun aspects in multiplayer is that no one gets eliminated along the way and has to sit and watch the surviving players.

Sunday, April 29, 2012

Top 5 Deadliest Forces of the World


5. Kopassus


Formed in 1952, the Indonesian Army’s feared special forces group quickly established a bad name for themselves by spearheading government military campaigns.

Famous ops: In 1981, an Islamic extremist group hijacked Garuda Flight 206. After the aircraft landed, Kopassus commando executed a fast-paced operation, killing three hijackers and freeing 50 passengers.

4. Sayeret Matkal


The elite special forces of the Israeli defence force are experts in small arms, martial arts and gathering intelligence from deep behind enemy lines. These days they’re kept busy with counter-terrorism gigs and hostage rescue.

Famous ops: Best known for Operation Entebbe, a rescue mission to free hostages held on Air France flight 139 at Uganda’s Entebbe Airport in 1976. One Israeli soldier, 45 Ugandan soldiers, six hijackers and three hostages were killed in the operation, which at least managed to free 100 hostages.

3. The Kaibiles


Guatemala’s fearless counter revolutionary commando forces are experts in jungle warfare and counter insurgency ops. Established in 1975, their motto is, “If I advance, follow me. If I stop, urge me on. If I retreat, kill me.”

Famous ops: Eight Kaibiles were killed and five wounded in an ambush in Congo as part of a UN peacekeeping force. The dead soldiers were part of a botched operation to capture the deputy commander of Uganda’s Lord’s Resistance Army.

2. Alpha Group


Russia’s trigger-happy counter-terrorist squad of 700 hardcore dudes, formed in 1974 and survived despite the collapse of the Soviet Union.

Famous ops: The 2004 Beslan school hostage rescue crisis, where 1200 hostages were held by Chechen separatists ended with 31 dead terrorists. A good result except they also terminated more than 350 civilians.

1. U.S. Navy SEALs


The United States Navy SEa, Air and Land (SEAL) teams are renowned for their ability to work underwater and deal with special reconnaissance, counter terrorism, hostage rescue and unconventional warfare.

Famous Ops: A team authorised by Barack Obama killed Osama bin Laden in his compound in Pakistan. Three Navy SEALs also killed three Somalian pirates when they held a captain hostage.

Airbus A380


The Airbus A380 is a double-deck, wide-body, four-engine jet airliner manufactured by the European corporation Airbus, a subsidiary of EADS. It is the world's largest passenger airliner and due to its size, many airports have had to expand their facilities to properly accommodate it. Designed to challenge Boeing's monopoly in the large-aircraft market, the A380 made its maiden flight on 27 April 2005 and entered initial commercial service in October 2007 with Singapore Airlines. The aircraft was known as the Airbus A3XX during much of its development, before receiving the A380 designation.

The A380's upper deck extends along the entire length of the fuselage, with a width equivalent to a wide-body aircraft. This allows for an A380-800's cabin with 478 square metres (5,145.1 sq ft) of floor space; 49% more floor space than the next-largest airliner, the Boeing 747-400 with 321 square metres (3,455.2 sq ft), and provides seating for 525 people in a typical three-class configuration or up to 853 people in all-economy class configurations. The A380-800 has a design range of 15,400 kilometres (8,300 nmi; 9,600 mi), sufficient to fly from New York to Hong Kong, and a cruising speed of Mach 0.85 (about 900 km/h or 560 mph at cruising altitude).

As of February 2012 there had been 253 firm orders for the A380, of which 72 have been delivered.The largest order, for 90 aircraft, was from Emirates.

Development

Background

In the summer of 1988, a group of 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 747. McDonnell Douglas unsuccessfully offered its smaller, double-deck MD-12 concept for sale.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 Air Show, with the stated goal of 15% lower operating costs than the 747-400.Airbus organised four teams of designers, one from each of its partners (Aérospatiale, Deutsche Aerospace AG, British Aerospace, CASA) to propose new technologies for its future aircraft designs. The designs would be presented in 1992 and the most competitive designs would be used.

In January 1993, Boeing and several companies in the Airbus consortium started a joint feasibility study of an aircraft known as the Very Large Commercial Transport (VLCT), aiming to form a partnership to share the limited market.This joint study was abandoned two years later, Boeing's interest having declined because analysts thought 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 instead would pursue stretching its 747 design, and that air travel was already moving away from the hub and spoke system that consolidated traffic into large planes, and toward more non-stop routes that could be served by smaller planes.

In June 1994 Airbus announced its plan to develop its own very large airliner, designated the A3XX.Airbus considered several designs, including an odd side-by-side combination of two fuselages from the A340, which was Airbus’ largest jet at the time.The A3XX was pitted against the VLCT study and Boeing’s own New Large Aircraft successor to the 747.From 1997 to 2000, as the East 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, in line with traditional hub-and-spoke theory as opposed to the point-to-point theory of the Boeing 777,after conducting an extensive market analysis with over 200 focus groups.

On 19 December 2000, the supervisory board of newly restructured Airbus voted to launch an €8.8-billion programme to build the A3XX, re-christened as the A380,with 50 firm orders from six launch customers.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 lucky number in some Asian countries where the aircraft was being marketed. 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 billion when the first aircraft was completed.

Production

Major structural sections of the A380 are built in France, Germany, Spain, and the United Kingdom. Due to their size, traditional transportation methods proved unfeasible,so they are brought to the assembly hall (the Jean-Luc Lagardère Plant) in Toulouse in France by specialized surface transportation, though some parts are moved by the A300-600ST Beluga aircraft used in the construction of other Airbus models.[27] A380 components are provided by suppliers from around the world; the five largest contributors, by value, are Rolls-Royce, Safran, United Technologies, General Electric and Goodrich.

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.The front and rear fuselage sections are shipped on one of three RORO ships from Hamburg in northern Germany to the United Kingdom.

The wings are manufactured at Filton in Bristol and Broughton in North Wales, then transported by barge to Mostyn docks, where the ship adds them to its cargo.In Saint-Nazaire in western France, the ship trades the fuselage sections from Hamburg for larger, assembled sections, some of which include the nose. The ship unloads in Bordeaux. The ship then picks up the belly and tail sections from Construcciones Aeronáuticas SA in Cádiz in southern Spain, and delivers them to Bordeaux. From there, the A380 parts are transported by barge to Langon, and by oversize road convoys to the assembly hall in Toulouse.The parts are not handled directly.

After assembly, the aircraft are flown to Hamburg Finkenwerder Airport (XFW) to be furnished and painted. It takes 3,600 L (950 US gal) of paint to cover the 3,100 m2 (33,000 sq ft) exterior of an A380.Airbus sized the production facilities and supply chain for a production rate of four A380s per month.

Testing

Five A380s were built for testing and demonstration purposes.The first A380, serial number MSN001 and registration F-WWOW, was unveiled in Toulouse 18 January 2005.[34] Its maiden flight took place at 8:29 UTC (10:29 am local time) 27 April 2005.This plane, equipped with Trent 900 engines, flew from Toulouse Blagnac International Airport with a crew of six headed by chief test pilot Jacques Rosay. After landing 3:54 hrs later, Rosay said flying the A380 had been “like handling a bicycle”.

On 1 December 2005 the A380 achieved its maximum design speed of Mach 0.96, over its design cruise speed of Mach 0.85, in a shallow dive, completing the opening of the flight envelope.In 2006 the A380 flew its first high-altitude test at Bole International Airport, Addis Ababa. It conducted its second high-altitude test at the same airport in 2009.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.

On 14 February 2006, during the destructive wing strength certification test on 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 to the wing to provide the required strength.On 26 March 2006 the A380 underwent evacuation certification in Hamburg. With 8 of the 16 exits blocked, 853 passengers and 20 crew left the aircraft in 78 seconds, less than the 90 seconds required for certification.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.

The first A380 using GP7200 engines—serial number MSN009 and registration F-WWEA—flew on 25 August 2006. On 4 September 2006 the first full passenger-carrying flight test took place.[44] The aircraft flew from Toulouse with 474 Airbus employees on board, in the first of a series of flights to test passenger facilities and comfort.In November 2006 a further series of route-proving flights demonstrated the aircraft's performance for 150 flight hours under typical airline operating conditions.

Airbus obtained type certificates for the A380-841 and A380-842 model from the EASA and FAA on 12 December 2006 in a joint ceremony at the company's French headquarters.The A380-861 model obtained its type certificate on 14 December 2007.

Production and delivery delays

Initial production of the A380 was troubled by delays attributed to the 530 km (330 mi) of wiring in each aircraft. Airbus cited as underlying causes the complexity of the cabin wiring (100,000 wires and 40,300 connectors), its concurrent design and production, the high degree of customisation for each airline, and failures of configuration management and change control.The German and Spanish Airbus facilities continued to use CATIA version 4, while British and French sites migrated to version 5.This caused overall configuration management problems, at least in part because wiring harnesses manufactured using 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.

Airbus announced the first delay in June 2005 and notified airlines that deliveries would be delayed by six months. 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. 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,and led to the departure of EADS CEO Noël Forgeard, Airbus CEO Gustav Humbert, and A380 programme manager Charles Champion.On 3 October 2006, upon completion of a review of the A380 program, Airbus CEO Christian Streiff announced a third delay,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.The delay also increased the earnings shortfall projected by Airbus through 2010 to €4.8 billion.

As Airbus prioritised the work on the A380-800 over the A380-800F,freighter orders were cancelled by FedEx and UPS,or converted to A380-800 by Emirates and ILFC.Airbus suspended work on the freighter version, but said it remained on offer,albeit without a service entry date.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, Singapore Airlines,Qantas,Air France,Qatar Airways, and Korean Air.

On 13 May 2008 Airbus announced reduced deliveries for the years 2008 (12) and 2009 (21).After further manufacturing setbacks, Airbus announced its plan to deliver 14 A380s in 2009, down from the previously revised target of 18.A total of 10 A380s were delivered in 2009.In 2010 Airbus delivered only 18 of the expected 20 A380s, due to Rolls-Royce engine availability problems.Airbus planned to deliver "between 20 and 25" A380s in 2011 before ramping up to three a month in 2012.In the event, Airbus delivered 26 units, thus outdoing its predicted output for the first time.

Entry into service

Dubbed the Superjumbo by the media the first aircraft, MSN003, (registered as 9V-SKA) was delivered to Singapore Airlines on 15 October 2007 and entered service on 25 October 2007 with flight number SQ380 between Singapore and Sydney.Passengers bought seats in a charity online auction paying between $560 and $100,380.Two months later, Singapore Airlines CEO Chew Choong Seng stated the A380 was performing better than both the airline and Airbus had anticipated, burning 20% less fuel per passenger than the airline's 747–400 fleet.
Emirates was the second airline to receive the A380 and commenced services between Dubai and New York in August 2008.Qantas followed on 19 September 2008, starting flights between Melbourne and Los Angeles in October 2008.By the end of 2008, 890,000 passengers had flown on 2,200 flights totalling 21,000 hours.

In February 2009 the one millionth passenger was flown with Singapore Airlinesand by May of that year 1,500,000 passengers had flown on 4,200 flights totalling 41,000 hours.Air France received its first A380 in October 2009.Lufthansa received its first A380 in May 2010.By July 2010, the 31 A380s then in service had transported 6 million passengers on 17,000 flights totalling over 156,000 hours between 20 international destinations.

Korean Air was the sixth airline to receive the A380, initiating services in June 2011.By June 2011 over 12 million passengers had flown on 33,000 flights totalling almost 300,000 hours.China Southern Airlines was the seventh to operate the aircraft, and the first to use it on scheduled routes in China, commencing operation between Beijing, Guangzhou and Shanghai on 17 October 2011.[90] By late October 2011, A380s had flown some 16 million passengers.As of 8 February 2012, 68 aircraft were in service.

During repairs following the Qantas Flight 32 engine failure incident, cracks were discovered in fittings within the wings. As a result of the discovery, EASA issued an Airworthiness Directive in January 2011 affecting 20 A380 aircraft that had accumulated over 1,300 hours flight. 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.Fittings found to be cracked are being replaced following the inspections to maintain structural integrity.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.

Design


Overview


The A380 was initially offered in two models. The A380-800 original configuration carried 555 passengers in a three-class configurationor 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 370 km (200 nmi) more range, to better reflect trends in premium class accommodation. The design range for the −800 model is 15,400 km (8,300 nmi); capable of flying from Hong Kong to New York or from Sydney to Istanbul non-stop. The second model, the A380-800F freighter, would carry 150 tonnes of cargo 10,400 km (5,600 nmi).The −800F development was put on hold as Airbus prioritised the passenger version and all cargo orders were cancelled. Future variants may include an A380-900 stretch seating about 656 passengers (or up to 960 passengers in an all economy configuration) and an extended-range version with the same passenger capacity as the A380-800.
According to TIME magazine:

The lack of engine noise—it's 50% quieter than a 747–400 on takeoff—was downright eerie. The A380 is so big it's difficult to sense its speed, and its upper deck is so far away from the engines the noise dissipates.

The A380's wing is sized for a maximum take-off weight (MTOW) over 650 tonnes in order to accommodate these future versions, albeit with some strengthening required.The stronger wing (and structure) would be used on the A380-800F freighter. This common design approach sacrifices some fuel efficiency (due to a weight penalty) on the A380-800 passenger model, but Airbus estimates that the size of the aircraft, coupled with the advances in technology described below, will provide lower operating costs per passenger than the 747-400 and older 747 variants. The A380 also features wingtip fences similar to those found on the A310 and A320 to reduce induced drag, increasing fuel efficiency and performance.

Engines


The A380 is available with two types of turbofan engines, the Rolls-Royce Trent 900 (variants A380-841, −842 and −843F) or the Engine Alliance GP7000 (A380-861 and −863F). The Trent 900 is a derivative of the Trent 800, and the GP7000 has roots from the GE90 and PW4000. The Trent 900 core is a scaled version of the Trent 500, but incorporates the swept fan technology of the stillborn Trent 8104.The GP7200 has a GE90-derived core and PW4090-derived fan and low-pressure turbo-machinery.Noise reduction was an important requirement in the A380 design, and particularly affects engine design.Both engine types allow the aircraft to achieve QC/2 departure and QC/0.5 arrival noise limits under the Quota Count system set by London Heathrow Airport,which is a key destination for the A380.

The A380 was initially planned without thrust reversers, incorporating sufficient braking capacity to do without them.However Airbus elected to equip the two inboard engines with thrust reversers in a late stage of development.The two outboard engines do not have reversers, reducing the amount of debris stirred up during landing. The A380 has electrically actuated thrust reversers, giving them better reliability than their pneumatic or hydraulic equivalents, in addition to saving weight.

The A380 was used to demonstrate the viability of a synthetic fuel comprising standard jet fuel with a natural-gas-derived component. On 1 February 2008, a three-hour test flight operated between Britain and France, with one of the A380's four engines using a mix of 60% standard jet kerosene and 40% gas to liquids (GTL) fuel supplied by Shell.The aircraft needed no modification to use the GTL fuel, which was designed to be mixed with normal jet fuel. Sebastien Remy, head of Airbus SAS's alternative fuel programme, said the GTL used was no cleaner in CO2 terms than standard fuel but it had local air quality benefits because the GTL portion contains no sulphur.

Advanced materials

While most of the fuselage is aluminium, composite materials comprise more than 20% of the A380's airframe.Carbon-fibre reinforced plastic, glass-fibre reinforced plastic and quartz-fibre reinforced plastic are used extensively in wings, fuselage sections (such as the undercarriage and rear end of fuselage), tail surfaces, and doors. 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 optimises aerodynamic efficiency. Thermoplastics are used in the leading edges of the slats.The composite material GLARE (GLAss-REinforced fibre metal laminate) is used in the upper fuselage and on the stabilisers' leading edges.This aluminium-glass-fibre laminate is lighter and has better corrosion and impact resistance than conventional aluminium alloys used in aviation.Unlike earlier composite materials, GLARE can be repaired using conventional aluminium repair techniques.Newer weldable aluminium alloys are also used. This enables the widespread use of laser beam welding manufacturing techniques, eliminating rows of rivets and resulting in a lighter, stronger structure.

Avionics

The A380 employs an Integrated Modular Avionics (IMA) architecture, first used in advanced military aircraft, such as the F-22 Raptor, F-35 Lightning II,and Dassault Rafale.The main IMA systems on the A380 were developed by the Thales Group.Designed and developed by Airbus, 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.The data communication networks use Avionics Full-Duplex Switched Ethernet, an implementation of ARINC 664. The data networks are switched, full-duplex, star-topology and based on 100baseTX fast-Ethernet.This reduces the amount of wiring required and minimises latency.

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 side-sticks.The cockpit displays feature eight 15-by-20 cm (5.9-by-7.9 in) liquid crystal displays, all physically identical and interchangeable; comprising two Primary Flight Displays, two navigation displays, one engine parameter display, one system display and two Multi-Function Displays. 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. They include QWERTY keyboards and trackballs, interfacing with a graphical "point-and-click" display system.

The Network Systems Server (NSS) is the heart of A380's paperless cockpit; it eliminates bulky manuals and charts traditionally used.The NSS has enough inbuilt robustness to eliminate onboard backup paper documents. The A380's 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.

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.They have self-contained hydraulic and electrical power supplies. Electro-hydrostatic actuators (EHA) are used in the aileron and elevator, electric and hydraulic motors to drive the slats as well as electrical backup hydrostatic actuators (EBHA) for the rudder and some spoilers.

The A-380'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. 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.The hydraulic lines are typically made from titanium; the system features both fuel- and air-cooled heat exchangers. 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.

The A380 uses four 150 kVA variable-frequency electrical generators,eliminating constant-speed drives and improving reliability.The A380 uses aluminium power cables instead of copper for weight reduction. The electrical power system is fully computerised and many contactors and breakers have been replaced by solid-state devices for better performance and increased reliability.

Passenger provisions

The cabin has features to reduce traveller fatigue such as a quieter interior and higher pressurisation than previous aircraft; the A380 has 50% less cabin noise than the 747-400 and is pressurised to the equivalent of 1,520 m (5,000 ft) altitude versus 2,440 m (8,000 ft) on the 747-400.The A380 has 50% more cabin area and volume, larger windows, bigger overhead bins, and 60 cm (2.0 ft) extra headroom versus the 747-400.Seating options range from 4-abreast in first class to 11-across in economy.On other aircraft, economy seats range from 41.5 cm (16.3 in) to 52.3 cm (20.6 in) in width,A380 economy seats are up to 48 cm (19 in) wide in a 10-abreast configuration; compared with the 10-abreast configuration on the 747-400 which typically has seats 44.5 cm (17.5 in) wide.

The A380's upper and lower decks are connected by two stairways, fore and aft, 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,Airbus lists the typical three-class layout as accommodating 525 passengers, with 10 first, 76 business, and 439 economy class seats.Airline configurations range from Korean Air's 407 passengers to Air Austral's 840 passengers.The A380's interior illumination system uses bulbless 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.On the outside of the aircraft, HID lighting is used for brighter illumination.

Airbus' publicity has stressed the comfort and space of the A380 cabin,and advertised onboard relaxation areas such as bars, beauty salons, duty-free shops, and restaurants.Proposed amenities resembled those installed on earlier airliners, particularly 1970s wide-body jets,which largely gave way to regular seats for more passenger capacity.Airbus has acknowledged that some cabin proposals were unlikely to be installed,and that it was ultimately the airlines' decision how to configure the interior.Industry analysts suggested that implementing customisation has slowed the production speeds, and raised costs.Due to delivery delays, Singapore Airlines and Air France debuted their seat designs on different aircraft prior to the A380.

Initial operators typically configured their A380s for three-class service, while adding extra features for passengers in premium cabins. Launch customer Singapore Airlines debuted 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.A year later, Qantas debuted a new first class seat-bed and a sofa lounge at the front of the upper deck on its A380s. In late 2008, Emirates introduced "shower spas" in first class on its A380s,along with a bar lounge and seating area on the upper deck,and in 2009 Air France unveiled an upper deck electronic art gallery.In addition to lounge areas, some A380 operators have installed amenities consistent with other aircraft in their respective fleets, including self-serve snack bars,premium economy sections,and redesigned business class seating.

Integration with infrastructure and regulations

Ground operations

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 airport gates allowing planes up to 80 m (260 ft) wingspan and length to be accommodated.Airbus designed the A380 according to these guidelines,and to operate safely on Group V runways and taxiways, and while the U.S. FAA opposed this at an early stage, in July 2007, the FAA and EASA agreed to let the A380 operate on 45 m runways without restrictions.The A380-800 is approximately 30% larger in overall size than the 747-400,and can land or take off on any runway that can accommodate a 747. Runway lighting and signage may need changes to provide clearance to the wings and avoid blast damage from the engines 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 overhang more than 25 m (82 ft) from the centre line of the aircraft.

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' facilities that had been instrumented with embedded load sensors. It was determined that the pavement of most runways will not need to be reinforced despite the higher weight,as it is distributed on more wheels than in other passenger aircraft with a total of 22 wheels.The A380 undercarriage consists of four main landing gear legs and one noseleg (a similar layout to the 747), with the two inboard landing gear legs each supporting six wheels.

The A380 requires service vehicles with lifts capable of reaching the upper deck,as well as tractors capable of handling the A380's maximum ramp weight.Using two jetway bridges the boarding time is 45 min, using an extra jetway to the upper deck it is reduced to 34 min.The A380 test aircraft have participated in a campaign of airport compatibility testing to verify the modifications already made at several large airports, visiting a number of airports around the world.

Takeoff and landing separation

In 2005, the ICAO recommended that provisional separation criteria for the A380 on takeoff and landing be substantially greater than for the 747 because preliminary flight test data suggested a stronger wake turbulence.These criteria were in effect while the ICAO's wake vortex steering group, with representatives from the JAA, Eurocontrol, the FAA, and Airbus, refined its 3-year study of the issue with additional flight testing. In September 2006, the working group presented its first conclusions to the ICAO.

In November 2006, the ICAO issued new interim recommendations. Replacing a blanket 10 nautical miles (19 km) separation for aircraft trailing an A380 during approach, the new distances were 6 nmi (11 km), 8 nmi (15 km) and 10 nmi (19 km) respectively for non-A380 "Heavy", "Medium", and "Light" ICAO aircraft categories. These compared with the 4 nmi (7.4 km), 5 nmi (9.3 km) and 6 nmi (11 km) spacing applicable to other "Heavy" aircraft. Another A380 following an A380 should maintain a separation of 4 nmi (7.4 km). On departure behind an A380, non-A380 "Heavy" aircraft are required to wait two minutes, and "Medium"/"Light" aircraft three minutes for time based operations. The ICAO also recommends that pilots append the term "Super" to the aircraft's callsign when initiating communication with air traffic control, in order to distinguish the A380 from "Heavy" aircraft.
In August 2008, the ICAO issued revised approach separations of 4 nmi (7.4 km) for Super (another A380), 6 nmi (11 km) for Heavy, 7 nmi (13 km) for medium/small, and 8 nmi (15 km) for light.

Future variants

Improved A380-800

From 2013, Airbus will introduce a new A380 build standard incorporating a strengthened airframe structure and a 1.5° increase in wing twist. Airbus will also offer, as an option, an improved maximum take-off weight, thus providing a better payload/range performance. Maximum take-off weight is increased by 4 t (8,800 lb), to 573 t (1,260,000 lb) and an additional 190 km (100 nmi) in range. This is achieved by reducing flight loads, partly from optimising the fly-by-wire control laws.British Airways and Emirates will be the first customers to receive this new option.Vietnam Airlines has shown interest in the higher-weight variant.


A380-900


In November 2007, Airbus top sales executive and chief operating officer John Leahy confirmed plans for an enlarged variant, the A380-900, which would be slightly longer than the A380-800 (79.4–73 m or 260–240 ft).This version would have a seating capacity of 650 passengers in standard configuration, and approximately 900 passengers in economy-only configuration. In May 2010, Airbus announced that A380-900 development was postponed, until production of the A380-800 has stabilised.Airlines that have expressed interest in the model include Emirates, Virgin Atlantic,Cathay Pacific,Air France-KLM, Lufthansa, Kingfisher Airlines,as well as the leasing company ILFC.

A380-800 freighter

Airbus originally accepted orders for the freighter version, offering the second largest payload capacity of any cargo aircraft, exceeded only by the Antonov An-225.However, production has been suspended until the A380 production lines have settled with no firm availability date.

Market

In 2006, industry analysts Philip Lawrence of the Aerospace Research Centre in Bristol and Richard Aboulafia of the consulting Teal Group in Fairfax anticipated 880 and 400 A380 sales respectively by 2025.According to Lawrence, parallel to the design of the A380, Airbus conducted the most extensive and thorough market analysis of commercial aviation ever undertaken, justifying its VLA (very large aircraft, those with more than 400 seats) plans,while according to Aboulafia, the rise of mid-size aircraft and market fragmentation reduced VLAs to niche market status, making such plans unjustified.The two analysts' market forecasts differed in the incorporation of spoke-hub and point-to-point models.

In 2007, Airbus estimated a demand for 1,283 passenger planes in the VLA category for the next 20 years if airport congestion remains at the current level. According to this estimate, demand could reach up to 1,771 VLAs if congestion increases. Most of this demand will be due to the urbanisation and rapid economic growth in Asia. The A380 will be used on relatively few routes, between the most saturated airports. Airbus also estimates a demand for 415 freighters in the category 120-tonne plus. Boeing, which offers the only competition in that class, the 747-8, estimates the demand for passenger VLAs at 590 and that for freighter VLAs at 370 for the period 2007–2026.

At one time the A380 was considered as a potential replacement for the existing Boeing VC-25 serving as Air Force One,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.

The break-even for the A380 was initially supposed to be reached by selling 270 units, but due to the delays and the falling exchange rate of the US dollar, it increased to 420 units.In 2010, EADS CFO Hans Peter Ring said that break-even (on the aircraft that are delivered) could be achieved by 2015, despite the delays; there should be around 200 deliveries by that time, on current projections.As of March 2010 the average list price of an A380 was US$ 375.3 million (about €261 million or £229 million), depending on equipment installed.

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