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Singapore Airlines A380 delivered in 2009 being scrapped at Singapore

A Singapore Airlines Airbus A380 delivered to the airline in 2009, was scrapped at Changi Airport, 10 years after service #A380 #SingaporeAirlines #SIA

Singapore Airlines Enhances Premium Economy Class In-Flight Experience

The Airbus A380, an engineering marvel, is being laid to rest in a cemetery. As you can see in the pictures, a Singapore Airlines A380 was just scrapped at Changi airport. The superjumbo aircraft’s sad finish

The first A380 registered F-WWOW made its first flight on April 27, 2005, after being unveiled in Toulouse in 2005. The Trent 900 engine was installed in the aircraft. The initial test flight crew compared it to riding a bicycle. The A380’s first customer was Singapore Airlines, which began flying planes in 2007.

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The airplane is the direct rival to the Boeing 747, which is no longer in production. However, the A380 was also discontinued due to a decline in market demand.

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Over 7.3 million block hours, the global A380 fleet had accomplished more than 800,000 flights without a single fatality or hull loss.

  • Lower seat availability.

The decreased passenger occupancy rate in the aircraft is likely to have an impact. Obviously, airlines must engage in extensive marketing to attract high-end travelers, and due to their size, must operate out of larger airports like London Heathrow, Dubai, and Singapore Changi, which has a direct impact on the cost of passengers’ tickets.

  • The cost of airplane maintenance is high.

Airworthiness authority regulations mandate certain regular checks from authorized aircraft tool shops as the A380 fleet ages. As a result of the larger size and greater number of parts on an aircraft, maintaining it takes more time, which has an adverse effect on the operations of airlines. In 2014, the Emirates conducted its first 3C-check in 55 days. Some airlines will take advantage of extended shop stays to install new interiors. However, a small number of airlines must incur high maintenance costs and operate with interruptions due to extended hanger stays.

  • Shorter life cycle.

As aircraft age, most airlines retire them after 12 to 14 years of service. After that, they can find a second lease on life as freighter versions, which can operate for an additional 15 years. It will eventually be recycled. However, the scenario in the A380 was different.

The only reason the Boeing 747 has survived longer is that its airframe can be used for both passenger and freighter versions of the aircraft, whereas Airbus has no plans for converting any of its aircraft into freighters.

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Since at least June 2005, Airbus has offered the A380F, a cargo variant with a maximum payload capacity of 150 t (330,000 lb) and a range of 5,600 nmi (10,400 km). Compared to the Boeing 747-8F, it would have had a 7% greater payload and a greater range, although it would have cost more to travel.

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There was no specific release date, and production was halted until the A380 production lines were stabilized.

Airbus realized their error, and the A350 is now available in a cargo form. The Freighter version of the aircraft was launched in 2022, and it will undoubtedly bring in more customers and expand the services offered by the airlines.

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  • COVID Issues

The biggest impact on airlines is Covid. The majority of airlines ceased operations and grounded numerous aircraft, although doing so for the A380 would be more costly for more airlines as the aircraft’s operating costs and age soared. Airlines’ business has increased over the past year for COVID purposes. Airlines struggle to run the A380, and the CEO of Qatar Airways stated that there are no plans to bring the A380 back. Many airlines have sent their planes to be stored in France and other locations that are only targeted at the lower end of the market.

  • No secondary market value

The airplane has no resale value; numerous airlines attempted to sell it to other carriers but were unsuccessful. who has a big market share but they did not want to operate it once again, just as Emirates did not want to purchase the second aircraft. As Singapore Airlines discontinued operating these four A380 aircraft in 2017, the Dr. Peter Lease Company, who provided Singapore with those aircraft, found it difficult to find a new customer for their A380. When they were unable to locate an operator, they ultimately made the decision to sell each individual part to another airline operator for a price between $30 and $50 million. thus in 2019, the airplane was disassembled.

The explanation cited by Air France for grounding the A380 was that the cabin modifications would cost close to $45 million, Lufthansa would declare them unprofitable, and other airlines with less market share would only fill 30% of the available seats.

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Since Emirates owns half of the A380 aircraft built to date, it is one of the few airlines that still have the courage to fly. Due to its strong brand recognition, Emirates has high passenger utilization rates on its A380 aircraft. They regularly upgrade the interior and business and first-class seating, maintaining the passengers’ sense of luxury and adding value to their status and reputation.

Emirates makes shrewd operational decisions. When their Boeing 777 cannot handle the passenger capacity, they place A380 operations there and offer regular service to most major locations across the globe. Recently, it began flying to the most famous airport in south India, Bangalore. They also have an in-house maintenance facility for airplanes, and they manage and run the aircraft expertly. Other airlines are grateful to the Emirates for handling their aircraft maintenance.

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He is an aviation journalist and the founder of Jetline Marvel. Dawal gained a comprehensive understanding of the commercial aviation industry.  He has worked in a range of roles for more than 9 years in the aviation and aerospace industry. He has written more than 1700 articles in the aerospace industry. When he was 19 years old, he received a national award for his general innovations and holds the patent. He completed two postgraduate degrees simultaneously, one in Aerospace and the other in Management. Additionally, he authored nearly six textbooks on aviation and aerospace tailored for students in various educational institutions. jetlinem4(at)gmail.com

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Aerospace

China Developing Comac C939 Wide Body Aircraft to Compete with A350 and B777

China Developing Comac C939 Wide Body Aircraft to Compete with A350 and B777


China’s Comac aircraft company is currently underway with the development of its own wide-body aircraft, the C939, positioned to compete with industry stalwarts like the Boeing 787 and Airbus A350 in the future. This strategic move by Comac involves crafting the next iteration with enhanced capacity and extended range capabilities, marking a significant leap forward in technological advancement compared to the current C919 aircraft.

Air China has inked a substantial deal worth a staggering $10.8 billion, based on list prices, to acquire 100 Comac C919 jets, signaling a strong vote of confidence in the domestic challenger to aerospace giants Airbus and Boeing.

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China Comac C919 Total Order

With both China Southern and Air China combining orders for nearly 200 aircraft, the prospects for the new C919 aircraft appear increasingly promising for future fleet growth. To date, Comac has garnered orders for nearly 1,100 aircraft.

China is contemplating the development of another wide-body aircraft, the C939, poised to significantly bolster the aerospace industry in China.

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COMAC has initiated work on the C939, a new wide-body airliner. While design concepts have been formulated, it will still take several years before a prototype materializes, according to reports from the South China Morning Post, citing anonymous sources.

Initially intended to be a joint venture with Russia, plans were halted due to Russia’s decision to safeguard its copyrights and technological advancements within its borders. Consequently, collaboration between China and Russia on aircraft development was discontinued. Sources suggest that China is vigorously pursuing new avenues for the independent development of its own wide-body aircraft, crucial for accommodating larger passenger capacities and extended flight ranges.

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Comac C939 competes with Boeing 777 and A350

Information regarding the program remains limited. COMAC has refrained from commenting on the development of the new aircraft type, stating that official announcements will be made in due course. Nevertheless, the C939 could potentially accommodate up to 390 passengers, positioning it to compete with the largest Boeing 777 and Airbus A350 aircraft.

In addition to the prospective C939, COMAC is already advancing with the development of another widebody aircraft, known as the C929. This aircraft is poised to rival the Boeing 787 and Airbus A330, boasting 280 seats and a range approaching 6,500 nautical miles.

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Since obtaining certification in late 2022, the COMAC C919 has been operational, accumulating nearly 1,000 firm orders, predominantly from Chinese-owned airlines and leasing companies.

With multiple widebody aircraft in the pipeline, COMAC stands to achieve parity with the two leading international aircraft manufacturers. Boeing, with its 777 and 787 models, and Airbus, with the A330neo and A350, both have a comparable range of offerings. However, Boeing’s aircraft are encountering delays and production challenges despite substantial orders, while the A350 is performing commendably, though the A330neo’s order intake has not met initial projections.

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How much does C919 cost?

China is under pressure to fulfill the current orders for the C919 aircraft, prompting plans to expand production facilities across various regions within the country. The aim is to ramp up production capacity for C919 planes to 150 aircraft annually over the next five years. The latest reports indicate that the C919 is priced around $99 million, comparable to the price of Boeing 737 Max and Airbus A320 aircraft, with expectations for further price reductions in the future.

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While the C919 has yet to be certified in major aviation markets outside of China, only four have been delivered thus far. In the long term, COMAC’s widebody aircraft will vie for global competitiveness. One potential benefit of COMAC aircraft could be in reducing China’s reliance on Western aircraft manufacturers. However, this shift won’t happen immediately; the current delivery rate of four aircraft in nearly 18 months is not sustainable, and both Airbus and Boeing have established manufacturing facilities in China to cater to its sizable market.

Nevertheless, assuming COMAC addresses the issues impeding deliveries, there’s a plausible scenario where the manufacturer assumes a significant role, particularly as China’s aviation market continues to expand.

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As the C939 progresses through its development stages, more details are expected to emerge. Comparisons between official specifications of the C929 and C939 will be noteworthy, as will the initial orders for each aircraft type. However, it’s anticipated that neither will undergo test flights or enter into service for several years.

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Aerospace

Airbus Reveals Innovative Hybrid Aircraft, Blending Plane and Copter Designs

Airbus Reveals Innovative Hybrid Aircraft, Blending Plane and Copter Designs

Airbus Helicopters has unveiled a groundbreaking innovation in rotorcraft technology with the introduction of an experimental hybrid aircraft, blending the features of a plane and a helicopter.

Named the Racer, this one-of-a-kind demonstrator model integrates traditional overhead rotor blades with two forward-facing propellers, aiming stability with speed. The primary objective behind this engineering marvel is to significantly reduce response times for critical missions such as search-and-rescue operations.

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Priced at 200 million euros ($217 million), the Racer represents a pioneering leap in rotorcraft design, poised to revolutionize the industry. Beyond its immediate applications, including search-and-rescue missions, the Racer’s potential extends to military endeavors, aligning with NATO’s ongoing exploration of next-generation helicraft. However, the realization of such prospects hinges upon the alignment of future operational requirements.

Designed to operate at a cruise speed exceeding 400 km/h, the Racer demonstrator is meticulously engineered to strike a delicate balance between speed, cost-efficiency, and mission performance.

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Notably, the aircraft targets a notable reduction in fuel consumption, aiming for a 20% decrease compared to contemporary helicopters of similar caliber. This feat is made possible through aerodynamic optimization and an innovative eco-mode propulsion system, developed in collaboration with Safran Helicopter Engines.

The hybrid-electrical eco-mode system allows for the temporary suspension of one of the two Aneto-1X engines during cruise flight, thereby contributing to a reduction in CO2 emissions. Moreover, the Racer seeks to address environmental concerns by focusing on lowering its operational acoustic footprint, showcasing its commitment to sustainability.

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Building upon the success of Airbus Helicopters‘ X3 technology demonstrator, which previously pushed the boundaries of helicopter speed by achieving a remarkable 472 km/h, the Racer represents a significant evolution in aerodynamic configuration and technological innovation.

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Aerospace

IndiGo to Order 100 Small Planes from Airbus, ATR, or Embraer

IndiGo to Order 100 Small Planes from Airbus, ATR, or Embraer


IndiGo, India’s leading airline, is in talks with three aircraft manufacturers to acquire a fleet of at least 100 smaller planes, aiming to bolster its regional operations, as per a report by the Economic Times.

The airline’s recent order of 30 A350 aircraft underscores its strategic focus on expanding its reach with wide-body and long-range planes, targeting increased traffic from various regions across the country.

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Now, the focus shifts to enhancing connectivity on shorter routes within India’s domestic network, tapping into the regional airline market. IndiGo is currently in discussions with ATR, Embraer, and Airbus for this purpose. With 45 ATR-72 aircraft already in operation, accommodating 78 passengers each, and five more expected this year, the airline is leaning towards ATR, although Airbus A220 and Embraer’s E-175 remain contenders.

Having established itself as a key operator of Airbus A320 aircraft, with over 450 on order for future delivery, IndiGo continues to strengthen its fleet.

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This move follows closely on the heels of the recent agreement to purchase 30 Airbus A350-900 aircraft, a significant step that will facilitate the airline’s expansion both domestically and internationally. This deal marks IndiGo’s entry into the wide-body aircraft segment, further solidifying its position in the market.

IndiGo’s strategy includes penetrating tier 1, 2, and 3 cities within India’s regional aviation market using smaller aircraft.

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As India maintains its status as the world’s fastest-growing aviation market, airlines are striving to meet the escalating demand amid challenges faced by aircraft manufacturers in meeting production targets.

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