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It used to be SQ-11 (DAILY LA <->SG) and flight lost $$$$ like Lao Sai from half full to 5% full to nearly empty! Now to be dismantled since no buyer after more than a yr!
https://mil.news.sina.com.cn/jssd/2019-01-25/doc-ihrfqzka0820017.shtml
全球最大客机惨遭拆解：能载客800人 却几乎没人敢买
全球最大客机惨遭拆解：能载客800人 却几乎没人敢买
223
作为当下客机中独一无二的“巨无霸”，空中客车A380无疑在气势、技术和性能指标上都超越了它的竞争对手，也就是波音747系列客机。
但和它的先进同样无可辩驳的是，空客A380并没有为它的客户创造利润：在运营不到短短十年之后，被新加坡航空退租的两架空客A380迟迟找不到买主，不得不在近日飞回法国进行拆解，以回收机上仍有价值的材料和零件。
图为在法国封存的空客A380，该机状况尚新，但前途未卜。
对于设计合理的民航飞机来说，若使用得当，它们的使用寿命往往能超过40年，即便它们不再适合作为客机，那也能改装做货机“送快递”发挥余热。
换句话说，这两架服役十年的空客A380即便不是新机，也依旧还能执行上档次的客运任务——它现在的主人之所以将它投入拆解回收，不是因为它们的机况不行，而是因为空客A380在航空公司的手中实在难变成生金蛋的母鸡，以至于对它感兴趣的客户根本寥寥无几。
图为新加坡航空A380客机的头等舱房间内饰，奢华程度不亚于超级邮轮。
事实上，空客A380之所以挣不来钱，和它本身的体量庞大脱不开关系：该机之所以被设计成最大载员达到800人的空中巨无霸，就是因为空中客车公司认为今后的航空市场需求都会集中在特大城市和特大城市之间，机场跑道资源的稀缺将使得起降飞机的数量有限，所以增加飞机运载能力，推出空客A380这种史无前例的大型客机也就成为必然。
图为业务繁忙的伦敦希思罗机场航站楼，可见数量庞大的波音747等大型飞机。
但事实并不如空中客车公司高层所想那般发展。时至今日，全世界能满足空中客车公司规划中A380客机适宜建立航线的“枢纽机场”依旧寥寥无几，细细算来也不过北京首都、伦敦希思罗和芝加哥奥黑尔三大机场而已。
而这就意味着在其它航线上，能容纳800人的空客A380始终没有办法装满客舱。在无法提高经济舱票价的情况下，上座率不高也就意味着亏本，无论空客A380的头等舱再如何奢华也没有办法解决这个问题。
图为阿提哈德航空公司的波音787（上）和空客A380（下）等比例侧视图。
而外界很难想象的是，在空客A380的巨大光环之下“灰头土脸”的波音787客机，最终却是商业领域上无可辩驳的胜利者，而这并不是因为波音787的性能如何如何，很大程度上它的胜利要归功于波音高层对商业航空市场前景的准确预测：比起在大城市枢纽间乘坐大飞机然后再转机，乘客们显然更喜欢波音787的“一步到位”。
图为空客A350XWB飞机，该机在定位上对标波音787。
诚然，从航空技术的角度来说，空客A380是好飞机，但它订单数远不足盈亏平衡线的事实又无疑证明了空中客车公司的失败，也就是“造好飞机”和“回本”乃至“商业成功”并不能直接划等号，商业航空市场的凶险可见一斑。
而对于新生的中国大飞机产业而言，如何感知商业航空市场的需求在哪，继而开发适合规格的民航客机标准，也和“造飞机”一事同样重要，否则就不免再重演空客A380的覆辙。
以目前中国唯一投入运营的喷气式客机ARJ21为例，中国商飞要想在这个项目上取得盈利，就必须向用户交付至少250-300架客机，只有用户能挣钱，飞机制造商才能有机会回本，这毫无疑问是建设航空产业良性循环的关键。（作者署名：利刃军事 利刃/TO）
The world's largest passenger plane was dismantled: it can carry 800 people, but almost no one dares to buy
The world's largest passenger plane was dismantled: it can carry 800 people, but almost no one dares to buy
223
As the unique "Big Mac" in the current passenger aircraft, the Airbus A380 undoubtedly surpassed its competitors in terms of momentum, technology and performance indicators, namely the Boeing 747 series passenger aircraft.
But as advanced as its advancement, the Airbus A380 did not make a profit for its customers: after two decades of operation, the two Airbus A380s that were retired by Singapore Airlines were unable to find a buyer. I had to fly back to France for dismantling in recent days to recover valuable materials and parts on the machine.
The picture shows the Airbus A380 sealed in France. The condition of the aircraft is still new, but the future is uncertain. The picture shows the Airbus A380 sealed in France. The condition of the aircraft is still new, but the future is uncertain.
For well-designed civil aircraft, if used properly, their service life can often exceed 40 years, even if they are no longer suitable as a passenger aircraft, then it can be modified to make the freighter "send express" to play the heat.
In other words, the two Airbus A380s, which have been in service for ten years, can still perform the superior passenger missions even if they are not new ones. The current owner has put it into dismantling and recycling, not because of their condition. No, but because the Airbus A380 is hard to turn into a golden hen in the hands of airlines, so that there are very few customers interested in it.
The picture shows the interior of the first class room of the Singapore Airlines A380, which is as luxurious as a super cruise. The picture shows the interior of the first class room of the Singapore Airlines A380, which is as luxurious as a super cruise.
In fact, the reason why the Airbus A380 can't make money is that it can't be separated from its own size: the reason why the aircraft is designed to be the largest aircraft carrier with a capacity of 800 people is because Airbus believes The future aviation market demand will be concentrated between megacities and megacities. The scarcity of airport runway resources will make the number of takeoff and landing aircraft limited, so increasing the aircraft carrying capacity, the introduction of the unprecedented passenger aircraft of the Airbus A380 will become inevitable. .
The picture shows the busy London Heathrow airport terminal, showing a large number of large aircraft such as Boeing 747. The picture shows the busy London Heathrow airport terminal, showing a large number of large aircraft such as Boeing 747.
But the facts are not as developed as the Airbus executives think. Today, the world's "hub airport" that can satisfy the Airbus plan to build a route for the A380 passenger aircraft is still very few, but it is only the three major airports of Beijing Capital, London Heathrow and Chicago O'Hare.
This means that on other routes, the Airbus A380, which can accommodate 800 people, has no way to fill the cabin. In the case that the economy class fare cannot be raised, the low attendance rate means a loss. No matter how luxurious the first class of the Airbus A380 is, there is no way to solve this problem.
The picture shows Etihad Airways' Boeing 787 (top) and Airbus A380 (bottom) side views. The picture shows Etihad Airways' Boeing 787 (top) and Airbus A380 (bottom) side views.
What is hard to imagine is that the Boeing 787, which is under the huge aura of the Airbus A380, is ultimately the undisputed winner in the commercial field, and this is not because of the performance of the Boeing 787. To a large extent, its victory is attributed to Boeing's high-level predictions of the commercial aviation market's prospects: passengers apparently prefer the Boeing 787's “one-step” compared to taking a large airplane between big city hubs and then turning around.
The picture shows the Airbus A350XWB aircraft, which is positioned to mark the Boeing 787. The picture shows the Airbus A350XWB aircraft, which is positioned to mark the Boeing 787.
It is true that from the perspective of aeronautical technology, the Airbus A380 is a good aircraft, but the fact that its orders are far below the break-even line proves the failure of Airbus, which is “making good aircraft” and “returning to the original”. Even "commercial success" can't be directly equated, and the dangers of the commercial aviation market can be seen.
For the new China's large aircraft industry, how to perceive the needs of the commercial aviation market, and then develop the standard for the passenger aircraft of the appropriate specifications, is also as important as the "building aircraft", otherwise it will inevitably repeat the review of the Airbus A380. .
Take the ARJ21, the only jet airliner currently operating in China. For example, if COMAC wants to make a profit on this project, it must deliver at least 250-300 passenger planes to users. Only when users can make money, aircraft manufacturers can have opportunities. Back to this, this is undoubtedly the key to building a virtuous circle of aviation industry. (Author's signature: sharp blade military blade / TO)
https://mil.news.sina.com.cn/jssd/2019-01-25/doc-ihrfqzka0820017.shtml
全球最大客机惨遭拆解：能载客800人 却几乎没人敢买
全球最大客机惨遭拆解：能载客800人 却几乎没人敢买
223
作为当下客机中独一无二的“巨无霸”，空中客车A380无疑在气势、技术和性能指标上都超越了它的竞争对手，也就是波音747系列客机。
但和它的先进同样无可辩驳的是，空客A380并没有为它的客户创造利润：在运营不到短短十年之后，被新加坡航空退租的两架空客A380迟迟找不到买主，不得不在近日飞回法国进行拆解，以回收机上仍有价值的材料和零件。
对于设计合理的民航飞机来说，若使用得当，它们的使用寿命往往能超过40年，即便它们不再适合作为客机，那也能改装做货机“送快递”发挥余热。
换句话说，这两架服役十年的空客A380即便不是新机，也依旧还能执行上档次的客运任务——它现在的主人之所以将它投入拆解回收，不是因为它们的机况不行，而是因为空客A380在航空公司的手中实在难变成生金蛋的母鸡，以至于对它感兴趣的客户根本寥寥无几。
事实上，空客A380之所以挣不来钱，和它本身的体量庞大脱不开关系：该机之所以被设计成最大载员达到800人的空中巨无霸，就是因为空中客车公司认为今后的航空市场需求都会集中在特大城市和特大城市之间，机场跑道资源的稀缺将使得起降飞机的数量有限，所以增加飞机运载能力，推出空客A380这种史无前例的大型客机也就成为必然。
但事实并不如空中客车公司高层所想那般发展。时至今日，全世界能满足空中客车公司规划中A380客机适宜建立航线的“枢纽机场”依旧寥寥无几，细细算来也不过北京首都、伦敦希思罗和芝加哥奥黑尔三大机场而已。
而这就意味着在其它航线上，能容纳800人的空客A380始终没有办法装满客舱。在无法提高经济舱票价的情况下，上座率不高也就意味着亏本，无论空客A380的头等舱再如何奢华也没有办法解决这个问题。
而外界很难想象的是，在空客A380的巨大光环之下“灰头土脸”的波音787客机，最终却是商业领域上无可辩驳的胜利者，而这并不是因为波音787的性能如何如何，很大程度上它的胜利要归功于波音高层对商业航空市场前景的准确预测：比起在大城市枢纽间乘坐大飞机然后再转机，乘客们显然更喜欢波音787的“一步到位”。
诚然，从航空技术的角度来说，空客A380是好飞机，但它订单数远不足盈亏平衡线的事实又无疑证明了空中客车公司的失败，也就是“造好飞机”和“回本”乃至“商业成功”并不能直接划等号，商业航空市场的凶险可见一斑。
而对于新生的中国大飞机产业而言，如何感知商业航空市场的需求在哪，继而开发适合规格的民航客机标准，也和“造飞机”一事同样重要，否则就不免再重演空客A380的覆辙。
以目前中国唯一投入运营的喷气式客机ARJ21为例，中国商飞要想在这个项目上取得盈利，就必须向用户交付至少250-300架客机，只有用户能挣钱，飞机制造商才能有机会回本，这毫无疑问是建设航空产业良性循环的关键。（作者署名：利刃军事 利刃/TO）
The world's largest passenger plane was dismantled: it can carry 800 people, but almost no one dares to buy
The world's largest passenger plane was dismantled: it can carry 800 people, but almost no one dares to buy
223
As the unique "Big Mac" in the current passenger aircraft, the Airbus A380 undoubtedly surpassed its competitors in terms of momentum, technology and performance indicators, namely the Boeing 747 series passenger aircraft.
But as advanced as its advancement, the Airbus A380 did not make a profit for its customers: after two decades of operation, the two Airbus A380s that were retired by Singapore Airlines were unable to find a buyer. I had to fly back to France for dismantling in recent days to recover valuable materials and parts on the machine.
The picture shows the Airbus A380 sealed in France. The condition of the aircraft is still new, but the future is uncertain. The picture shows the Airbus A380 sealed in France. The condition of the aircraft is still new, but the future is uncertain.
For well-designed civil aircraft, if used properly, their service life can often exceed 40 years, even if they are no longer suitable as a passenger aircraft, then it can be modified to make the freighter "send express" to play the heat.
In other words, the two Airbus A380s, which have been in service for ten years, can still perform the superior passenger missions even if they are not new ones. The current owner has put it into dismantling and recycling, not because of their condition. No, but because the Airbus A380 is hard to turn into a golden hen in the hands of airlines, so that there are very few customers interested in it.
The picture shows the interior of the first class room of the Singapore Airlines A380, which is as luxurious as a super cruise. The picture shows the interior of the first class room of the Singapore Airlines A380, which is as luxurious as a super cruise.
In fact, the reason why the Airbus A380 can't make money is that it can't be separated from its own size: the reason why the aircraft is designed to be the largest aircraft carrier with a capacity of 800 people is because Airbus believes The future aviation market demand will be concentrated between megacities and megacities. The scarcity of airport runway resources will make the number of takeoff and landing aircraft limited, so increasing the aircraft carrying capacity, the introduction of the unprecedented passenger aircraft of the Airbus A380 will become inevitable. .
The picture shows the busy London Heathrow airport terminal, showing a large number of large aircraft such as Boeing 747. The picture shows the busy London Heathrow airport terminal, showing a large number of large aircraft such as Boeing 747.
But the facts are not as developed as the Airbus executives think. Today, the world's "hub airport" that can satisfy the Airbus plan to build a route for the A380 passenger aircraft is still very few, but it is only the three major airports of Beijing Capital, London Heathrow and Chicago O'Hare.
This means that on other routes, the Airbus A380, which can accommodate 800 people, has no way to fill the cabin. In the case that the economy class fare cannot be raised, the low attendance rate means a loss. No matter how luxurious the first class of the Airbus A380 is, there is no way to solve this problem.
The picture shows Etihad Airways' Boeing 787 (top) and Airbus A380 (bottom) side views. The picture shows Etihad Airways' Boeing 787 (top) and Airbus A380 (bottom) side views.
What is hard to imagine is that the Boeing 787, which is under the huge aura of the Airbus A380, is ultimately the undisputed winner in the commercial field, and this is not because of the performance of the Boeing 787. To a large extent, its victory is attributed to Boeing's high-level predictions of the commercial aviation market's prospects: passengers apparently prefer the Boeing 787's “one-step” compared to taking a large airplane between big city hubs and then turning around.
The picture shows the Airbus A350XWB aircraft, which is positioned to mark the Boeing 787. The picture shows the Airbus A350XWB aircraft, which is positioned to mark the Boeing 787.
It is true that from the perspective of aeronautical technology, the Airbus A380 is a good aircraft, but the fact that its orders are far below the break-even line proves the failure of Airbus, which is “making good aircraft” and “returning to the original”. Even "commercial success" can't be directly equated, and the dangers of the commercial aviation market can be seen.
For the new China's large aircraft industry, how to perceive the needs of the commercial aviation market, and then develop the standard for the passenger aircraft of the appropriate specifications, is also as important as the "building aircraft", otherwise it will inevitably repeat the review of the Airbus A380. .
Take the ARJ21, the only jet airliner currently operating in China. For example, if COMAC wants to make a profit on this project, it must deliver at least 250-300 passenger planes to users. Only when users can make money, aircraft manufacturers can have opportunities. Back to this, this is undoubtedly the key to building a virtuous circle of aviation industry. (Author's signature: sharp blade military blade / TO)
