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The problematic demise of the A380 and Boeing 747

After 1574 copies, built in over 50 years, it's over.

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The problematic demise of the A380 and Boeing 747

After 1574 copies, built in over 50 years, it's over. What began in January 1970 with the delivery of Boeing's first 747 jumbo jet to the US airline PanAm now ends with a cargo version of what used to be the largest passenger aircraft to Atlas Air is put into service.

The end of an era, even if around 450 jumbos in various variants continue to fly worldwide. This includes the two new jumbo jets for the US President, known as "Air Force One", which have already been built.

The historic event at Boeing with the end of 747 production comes a good two years after Airbus stopped production of the A380 model. The European rival didn't last as long as Boeing did with its jumbos.

The Americans recently benefited from the cargo version that Airbus once planned for the A380 but never implemented. In September 2020, the last of 251 A380 examples rolled out of the factory in Toulouse, southern France, and was handed over to Emirates, the largest customer, in December 2021. After only 16 years, the A380 production ended.

Airbus had once hoped to use its A380 to quickly phase out the 747 jumbo at Boeing. But the Americans held out longer than expected.

Now the production era of the double-decker aviation dinosaurs ends. Boeing's jumbo jet is considered by many aviation enthusiasts to be the most beautiful aircraft in the world and the "Queen of the Skies". But the giant Airbus is also very popular with passengers thanks to its spacious cabin on two levels.

Large planes are less prone to turbulence anyway. The airlines, on the other hand, are primarily concerned with the costs and utilization of their fleet, and that meant the end of the Boeing Jumbo and the Airbus A380.

For the airlines, four-engine models consume too much fuel and the maintenance costs are too high. The original idea of ​​being able to transport as many passengers as possible with as few aircraft as possible on racetracks between large air traffic hubs no longer corresponds to the zeitgeist of the industry.

Instead, airlines rely on twin-engine and slightly smaller machines for as many direct flights as possible. During the corona pandemic with the slump in passenger numbers, many A380 and 747 jumbos were also mothballed, some of which are now being put back into service at great expense. For example, Lufthansa is reactivating A380s that have already been decommissioned.

However, this also shows that saying goodbye to the giants is still controversial. And so there are also weighty voices who want nothing to do with the end of the four-engine wide-bodied aircraft, because the global demand for flight connections will continue to rise. At the top is Emirates boss Tim Clark. He is adamant about re-launching the A380 model with new versions, new composite wings and new fuel-efficient engines.

If necessary, even as a windowless aircraft to save weight. Instead, passengers could enjoy the view of the outside on video screens. It's about an "aircraft in 2040," he told the industry service "Flight Global" in the fall.

For the Emirates boss, the current alternatives to wide-bodied aircraft from Boeing and Airbus are too small, come too late or have too little range if he wants to install seating according to his ideas. Ultimately, he predicts, low capacities will lead to higher ticket prices if demand increases again in the future. If you follow his logic, the end of the 747 and A380 is regrettable for passengers from a double point of view. You lose comfort and have to pay more.

Emirates CEO Clark has his eye on the Airbus models A350-900 and A350-1000 as well as the new Boeing model 777X as alternatives to the Boeing 787-9 model. Emirates not only operates Airbus' largest A380 fleet, but also the largest 777 fleet with 153 aircraft. 126 copies of the new, modern version 777X were ordered.

But the economically badly hit Boeing group with losses in the billions is currently unable to meet its delivery times for the somewhat smaller 787-9 model or for the 777X aircraft, which is marketed as the successor to the 747 jumbo jet. A dilemma with the 747 successor.

In January 2020, the first model in the 777X variant 777-9 had its maiden flight, designed for 426 passengers in two classes. What is unusual is the large wingspan of 72 meters, with the wing tips being folded in for parking at the airport. The aircraft is powered by two huge engines from the US manufacturer General Electric - which recently discovered a defect.

There are increasing delays and various problems with Boeing's 747 replacement. The first delivery is now expected in 2025 instead of early 2021. The aircraft is not yet finally certified.

Launch customers of the 777-9 are Emirates and Lufthansa with 20 examples. During the pandemic, some 777X customers were secretly happy about the delays - but this phase is over.

Airbus offers its A350 family as an alternative to the A380. The A350-900 version has been delivered since 2014 and the A350-1000 version for 410 passengers (three-class seating) and a maximum of 480 seats was launched in early 2018.

With its A350 series, Airbus may now be benefiting from Boeing's ongoing problems with the 777X model and the delays in 787 production. Actually, the Airbus model A350-1000 as an A380 alternative is too small for him, said Emirates boss Clark in June.

The airline Qatar Airways, which has been in court with Airbus for months over alleged paint damage, has very different problems with the A350.

None of the new large-capacity models from Airbus or Boeing is double-decker. Two instead of four engines now hang under the wings. In addition, attempts are made to transport as many passengers as possible.

Airbus is now able to fit up to ten seats in a row on an A350 by making changes to the inside of the cabin – as with Boeing's 777X. This gives Airbus roughly the same capacity for 426 passengers as the US competitor model. The 470 seats in the typical three-class seating of a 747 jumbo jet will not be reached.

"Everything on shares" is the daily stock exchange shot from the WELT business editorial team. Every morning from 7 a.m. with the financial journalists from WELT. For stock market experts and beginners. Subscribe to the podcast on Spotify, Apple Podcast, Amazon Music and Deezer. Or directly via RSS feed.

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