SKYbrary Wiki

Aircraft

Name

A-380-800

Manufacturer

AIRBUS

Body

Wide

Wing

Fixed Wing

Position

Low wing

Tail

Regular tail, mid set

WTC

Heavy

APC

C

Type code

L4J

Aerodrome Reference Code

4F

RFF Category

10

Engine

Jet

Engine count

Multi

Position

Underwing mounted

Landing gear

Tricycle retractable

Mass group

5

Manufacturered as:

AIRBUS A-380-800

AIRBUS Prestige (A-380-800)

AIRBUS A-380-800 Prestige

AIRBUS A-380-800

Description

A380-800 is the first true double-deck passenger airliner for the long-range market, while the A380-800F cargo version is to be the first commercial freighter with three full cargo decks. Maximum cruising speed Mach 0.88 and can reach FL350 in 28 minutes as initial cruise altitude. The 555-seat aircraft uses the same cockpit layout and operating procedures as the Airbus A320 and A330/A340 Families, ensuring that pilots qualified on other Airbus fly-by-wire aircraft can step into the A380 with minimal additional training. First flight in April 2005.

Technical Data

Wing span	79.75 m261.647 ft <br />
Length	72.72 m238.583 ft <br />
Height	24.09 m79.035 ft <br />
Powerplant	4 x R-R Trent 900 (311kN) or GP7200.
Engine model	Engine Alliance GP7000, Rolls-Royce Trent 900

Performance Data

Take-Off		Initial Climb (to 5000 ft)		Initial Climb (to FL150)		Initial Climb (to FL240)		MACH Climb		Cruise		Initial Descent (to FL240)		Descent (to FL100)		Descent (FL100 & below)		Approach
V₂ (IAS)	150 kts	IAS	190 kts	IAS	240 kts	IAS	240 kts	MACH	0.83	TAS	520 kts	MACH	0.83	IAS	300 kts	IAS	250 kts	V_app (IAS)	138 kts
Distance	2950 m	ROC	1500 ft/min	ROC	2500 ft/min	ROC	1300 ft/min	ROC	1000 ft/min	MACH	0.85	ROD	1000 ft/min	ROD	2000 ft/min	MCS	230 kts	Distance	2010 m
MTOW	560000560,000 kg <br />560 tonnes <br /> kg									Ceiling	FL430					ROD	1000 ft/min	APC	C
WTC	H									Range	85008,500 nm <br />15,742,000 m <br />15,742 km <br />51,646,981.665 ft <br /> NM

Accidents & Serious Incidents involving A388

A388, Changi Singapore, 2008 (On 10 January 2008, an Airbus A380 was damaged during push back at Singapore Changi International airport when the aircraft right wing undercarriage became stuck in soft ground adjacent to the taxiway.)
A388, en-route Batam Island Indonesia, 2010 (On 4 November 2010, a Qantas Airbus A380 climbing out of Singapore experienced a sudden and uncontained failure of one of its Rolls Royce Trent 900 engines which caused considerable collateral damage to the airframe and some of the aircraft systems. A ‘PAN’ was declared and after appropriate crew responses including aircraft controllability checks, the aircraft returned to Singapore. The root cause of the failure was found to have been an undetected component manufacturing fault. The complex situation which resulted from the failure in flight was found to have exceeded the currently anticipated secondary damage from such an event.)
A388, en-route, north east of Singapore, 2011 (On 31 January 2011, a Singapore Airlines Airbus A380-800 was in the cruise when there was sudden loud noise and signs of associated electrical smoke and potential burning in a toilet compartment with a corresponding ECAM smoke alert. After a fire extinguisher had been discharged into the apparent source, there were no further signs of fire or smoke. Subsequent investigation found signs of burning below the toilet floor and it was concluded that excessive current caused by a short circuit which had resulted from a degraded cable had been the likely cause, with over current protection limiting the damage caused by overheating.)
A388, en-route, northern Afghanistan, 2014 (On 5 January 2014, an Airbus A380-800 en route to Singapore at night made an emergency descent and diversion to Baku after a loss of cabin pressure without further event. The Investigation attributed the pressure loss to a fatigue crack in a door skin which was initiated due to a design issue with door Cover Plates, which had not been detected when the Cover Plate was replaced with an improved one eighteen months earlier. Safety Issues related to cabin crew use of emergency oxygen and diversions to aerodromes with a fire category less than that normally required were also identified.)
A388, en-route, southeast of Mumbai India, 2014 (On 18 October 2014, an Airbus A380 descending at night over north east India unexpectedly encountered what was subsequently concluded as likely to have been Clear Air Turbulence after diverting around convective weather. Although seat belt signs were already on, a flight deck instruction to cabin crew to be seated because of the onset of intermittent light to moderate turbulence was completed only seconds before the sudden occurrence of a short period of severe turbulence. Two unrestrained passengers and two of the cabin crew sustained serious injuries. There were other minor injuries and also some cabin trim impact damage.)
A388, vicinity Moscow Domodedovo Russia, 2017 (On 10 September 2017, an Airbus A380-800 cleared for an ILS approach at Moscow Domodedovo in visual daylight conditions descended below its cleared altitude and reached 395 feet agl whilst still 7nm from the landing runway threshold with a resultant EGPWS ‘PULL UP’ warning. Recovery was followed by an inadequately prepared second approach which was discontinued and then a third approach to a landing. The Investigation attributed the crew’s difficulties primarily to failure to follow various routine operating procedures relating to use of automation but noted that there had been scope for better presentation of some of these procedures.)
A388/A320, vicinity Frankfurt Germany, 2011 (On 13 December 2011, an Airbus 320 was allowed to depart from runway 25C at Frankfurt on a left turning SID just prior to the touchdown of an A380 on runway 25L. The A380 had then initiated a low go around which put it above, ahead of and parallel to the A320 with a closest proximity of 1nm / 200 ft, in breach of the applicable wake vortex separation minima of 7nm / 1000ft. The Investigation found that there had been no actual encounter with the A380 wake vortices but that systemic ATC operational risk management was inadequate.)
B789 / A388, Singapore, 2017 (On 30 March 2017, a Boeing 787 taxiing for departure at night at Singapore was involved in a minor collision with a stationary Airbus A380 which had just been pushed back from its gate and was also due to depart. The Investigation found that the conflict occurred because of poor GND controlling by a supervised trainee and had occurred because the 787 crew had exercised insufficient prudence when faced with a potential conflict with the A380. Safety Recommendations made were predominantly related to ATC procedures where it was considered that there was room for improvement in risk management.)
CL60 / A388, en-route, Arabian Sea, 2017 (On 7 January 2017, the crew of a Bombardier Challenger en route at FL340 over international waters between India and the Arabian Peninsula temporarily lost control of their aircraft approximately one minute after an Airbus A380 had passed 1,000 feet above them tracking in the opposite direction. The Investigation is ongoing but has noted that both aircraft were in compliance with their air traffic clearances, that a major height loss occurred during loss of control with some occupants sustaining serious injuries and that after successfully diverting, the structure of the aircraft was found to have been damaged beyond economic repair.)

SKYbrary Wiki

AIRBUS A-380-800

From SKYbrary Wiki

A388

AIRBUS A-380-800

Description

Technical Data

Performance Data

Accidents & Serious Incidents involving A388

Further Reading