Airbus managed to win firm commitments from three operators, succeeding in the process in backing Boeing into a corner.
The US manufacturer had previously dismissed the economic viability of an aircraft the size of the A3XX, but came to the show with a more bullish market forecast for an increased number of ultra-large aircraft. It was also forced to hastily revive Boeing 747 stretch developments, but the lack of enthusiasm from the airline community contrasted sharply with the apparently upbeat mood surrounding attitude about the A3XX.
With a three-class configuration for 555 passengers, the A3XX represents a substantial step-up from an equivalent 747, which typically carries 350 passengers. It is not surprising, therefore, that airlines are reluctant to reveal on which routes the A3XX may replace the 747. Service entry is also at least five years away, and early interest has perhaps more to do with airlines jockying for position, viewing the A3XX as the vehicle that enables them to stay ahead of the competition.
There are also differing opinions on the passenger amenity innovations that are being proposed for the lowest deck of the aircraft, such as lounges, shops and casinos, designed to raise the travel experience on long-haul flights to a new level.
Emirates Airlines, which effectively launched the A3XX at Farnborough in a blaze of publicity, suggests that such features are "pie in the sky". It prefers to focus on spacious seating and comfort, planning a total of 575 passengers in three classes. It will put the A3XX on the London-Dubai route, and to as yet unspecified destinations in the Far East.
Virgin Atlantic is the only airline associated with the A3XX - it has indicated an initial requirement for five aircraft - which has said that it may also acquire the 747X Stretch to provide "fleet flexibility and versatility".
Political pressure may have pushed Air France into an early commitment for the aircraft. It has signed a Letter of Intent (LoI) for 10 A3XXs, indicating that they will be used to serve key destinations from its Charles de Gaulle hub, including New York, Miami, Montreal, Los Angeles and Tokyo.
The third LoI signed at the show, for five aircraft, was placed by International Lease Finance (ILFC). The leasing giant's president, Steve Udvar-Hazy, says the company carefully examined high density intercontinental markets for widebody aircraft. By 2005 between 30 and 40 city pairs will have reached saturation point, and the ability of present 400-450 seat aircraft to serve these markets will be diminished.
Source: Airline Business
