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Aviation History
2002
2002 - 2726.PDF
Cover story 650,000kg "on current design principles", although this weight would obviously require significant structural reinforce ments. Airbus says it is not yet planning growth versions beyond 600,000kg. The freighter's increased weight requires higher thrust ratings on the A380's General Electric Pratt & Whitney Engine Alliance GP7200 and Rolls-Royce Trent 900 power- plants. The engines will be rated at 76,5001b (340kN) on the freighter, 13% more than on the initial passenger model. Although the cargo door configurations are still being finalised, the current specifi cation incorporates a 4.27m wide x 2.87m high (168 x 103in) maindeck door aft of the wing, and a 3.68 x 2.24m upper deck door in the forward fuselage. "The posi tions enable loading at both doors simulta neously," says Plancq. The sill of the maindeck door is 5.1m above the ground and can be serviced by existing cargo loaders, says Plancq. However, the upper deck door, which is 8m above the ground, will need an all-new design of loader. "We are dis cussing the production of a new loader with various handling equipment manu facturers," says Plancq, who adds that the new design will be able to undertake main and upper deck loading of the A380 and will also be compatible with the 747 freighter. Greater height The A380's main and upper decks have been optimised for the cargo role, says Plancq. "The main deck vertical height is 100mm (4in) greater than on the passen ger version, to provide greater height for the pallets." This increase is achieved because the main deck floor will be slightly lower and the ceiling slightly higher than that of the passenger variant. This is achieved through the removal of the main deck floor's seat rails and their connectors, and a thinner upper deck ceil ing. The upper deck floor remains at the same level as that of the passenger variant - the stronger aluminium floor structure is thinner than the composite floor in the passenger aircraft. The main deck is com patible with 96in (2.4m) high pallets. The upper deck is designed to take 82in-high pallets. "These pallets will have a new contour to fit inside the shape of upper deck fuselage, but a standard 96 x 125in base," says Plancq. Plancq says that conversion of ex-passen ger aircraft to freighters in the latter stages of their operational lives has been taken into account during the design, but says that a converted freighter will not have the same capabilities as a new-build cargo aircraft. Various cargo configurations are avail able, but in a "maximised volume layout" the upper deck can accommodate 25 con toured 96 x 125 x 82in pallets; the main- deck has room for 33 pallets sized 96 x 125 x 9in and the belly hold can house 13 lower-deck pallets sized 96 x 125 x 64in. This gives the A380F a total volume of 1,134m' (40,048ft') - 54% greater than the 747-400F, says Plancq. In a general freighter layout, Plancq says that the A380F's capacity is 948m1 - 28% greater than the 747-400F. As well as its capacity and payload advantages over the 747, Plancq believes that operators will be attracted by the A380F's 10,360km range. "This will enable operators to fly non-stop with a full pay- load from Europe to Asia, for example from London to Hong Hong - the 747- 400F can't do this." Plancq says other key routes for the A380F will be Europe-USA and transpacific from the USA to Asia. The current plan calls for the first A380F to fly in mid-2007 and enter service around 12 months later with Emirates. Two of the three launch customers - Emirates and FedEx - have specified the GP7200 engine for their fleets, so initial A380s will be equipped with this powerplant. Noise compliance Although it has been a design aim of the passenger model to achieve QC2 (the strin gent London Heathrow noise measure ment) at take-offs at maximum weight, this will not be achieved with the A380F. "We are Chapter 4 compliant at all weights, and can achieve QC2 at departure with the reduced take-off weight of 540,000kg," says Plancq. In the battle of the brochures, the A380F seems to trump its rival in every depart ment. The daunting task that now lies ahead for Airbus is to deliver those promises to its customers, on time and on budget. • COMPARATIVE CARGO CAPACITY FOR AIRBUS A380F AND BOEING 747F (IN SIMILAR LAYOUTS) Airbus A380-800F (general freighter layout) Upper deck = 17 pallets Side door = 3.68m wide x 2.24m high Main deck = 29 pallets Side door = 4.27m wide x 2.87m high Main deck = 27 pallets Side door = 3.40m wide x 3.05m high Lower hold = 32 pallets FLIGHT gnowN ma Front door = 2.67m wide x 2.49m high Pallet key ~2 96 x 125 x 82in contoured pallet | 96 x 125x96in pallet | 96 x 125 x 64in pallet U 96 x 125 x 64in LD-1 container 38 10-16 SEPTEMBER 2002 FLIGHT INTERNATIONAL www.flightinternational.com
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