How do you feel about Boeing 747 and A380? If compared, which is better in mechanical fields?

Question

How do you feel about Boeing 747 and A380? If compared, which is better in mechanical fields?

Answer 1

for the B747-400

Powerplants

Four 252.4kN (56,750lb) Pratt & Whitney PW-4056 turbofans or 266.9kN (60,000lb) PW-4060s, or 275.8kN (62,000lb) PW-4062s, 252.4kN (56,750lb) General Electric CF6-80-C2B1Fs or 273.6kN (61,500lb) CF6-80-C2B1F1s or -80-C2B7Fs, or 258.0kN (58,000lb) RollsRoyce RB-211-524G or -524Hs, or 262.4 to 266.9kN (59 to 60,000lb) RB-211-524G/H-Ts.

Performance

747-400 - Max cruising speed 939km/h (507kt), long range cruising speed 907km/h (490kt). Design range with 420 three class pax at 396,895kg (875,000lb) MTOW 13,491km (7284nm) with PW-4000s, 13,444km (7259nm) with GEs, 13,214km (7135nm) with RB-211s.

747-400ER - Range at MTOW 14,205km (7670nm).

747-400ERF - Range at MTOW 9200km (4970nm).

Weights

747-400 - Standard operating empty with PW-4056s 180,985kg (399,000lb), with CF6-80-C2B1Fs 180,755kg (398,500lb), with RB-211s 181,755kg (400,700lb); operating weights at optional MTOW with PW-4056s 181,485kg (400,100lb), with CF6-80-C2B1Fs 181,255kg (399,600lb), with RB-211s 182,255kg (401,800lb). Max takeoff 362,875kg (800,000lb), or optionally 377,845kg (833,000lb), or 385,555kg (850,000lb), or 396,895kg (875,000lb).

747-400ER/ERF - MTOW 412,770kg (910,000lb).

Dimensions

Wing span 64.44m (211ft 5in), length 70.67m (231ft 10in), height 19.41m (63ft 8in). Wing area 541.2m2 (5825sq ft).

Capacity

747-400 - Flightcrew of two. Typical three class seating for 416 (23 first, 78 business and 315 economy class pax). Cargo hold 170.5m3 (6025cuft) or 151m3 (5332cuft).

747-400 Domestic - Two class seating for 568 (24 first and 544 economy).

747-400 Combi - Typical arrangement for six or seven pallets and 266 three class passengers.

747-400ER - Same as -400, but cargo hold 158.6m3 (5599cuft) or 137m3 (4837cuft).

747-400F - 30 pallets on the main deck and 32 LD1 containers in the lower hold.

Production

Orders for the 747-400 as of August 2002 stood at 632 (of which 17 ER/ERF), of which 585 had been delivered. Total 747 sales stood at 1356.

and for the A380,

Powerplants

A380-800 - Four 311kN (70,000lb), initially derated to 302kN (68,000lb), later growing to 374kN (84,000lb) thrust Rolls-Royce Trent 900 or 363kN (81,500lb) thrust Engine Alliance (General Electric-Pratt & Whitney) GP-7200 turbofans.

Performance

A380-800 - Max cruising speed M 0.88. Long range cruising speed M 0.85. Range 14,800km (8,000nm). Service ceiling 43.000ft (13,100m).

A380-800F - Range 10,370km (5,600nm).

Weights

A380-800 - Operating empty 277,000kg (610,700lb), max takeoff 560,000kg (1,234,600lb).

A380-800F - Operating empty 252,000kg (555,600lb), max takeoff 590,000kg (1,300,700lb).

Dimensions

A380-800 - Wing span 79.8m (261ft 10in), length 72,75m (238ft 8in). Height 24,08 m (79ft)

Capacity

A380-800 - Flightcrew of two. Standard seating for 555 passengers on two decks in a three class arrangement. Qantas plans to fit its aircraft with 523 seats (in three classes). A380 has 49% more floor area but only 35% more seats (in 555 seat configuration) than the 747-400, allowing room for passenger amenities such as bars, gymnasiums and duty free shops. Cargo capacity 38 LD3s or 13 pallets.

Production

149 firm orders (including 27 freighters) by January 2005. Airbus has forecast a market for approx 1235 airliners of 400 seats and above through to 2020. First deliveries in early 2006.

( I think the A380 is better in mechenical field.)

Answer 2

both r cool

Answer 3

Technically, A380 is a wonder (so as the latest B747).  Both are fine plane.  But A380 incorporated the a number of new features that are "considered" new - such as weilded mechnical joints to lighten up weights.  However, these technologies are not "New" - they were just not implemented in manufacturing of passenger aircraft before.

Anyways, although A380 is wonder in manufacturing design, its fit in the current airline industry market may be flawed.  When B747 was first introduced, the world market was just embracing global travel - major airlines were ususally national company (government owned), and airports and travels were centralized.  There were far less travellers back then.  

Now is a different story - there are hundreds of airlines with different sizes and markets, and most of all, more travellers.  We now have millions and millions of travellers demanding different levels of services and thus, flexible services and routes becomes KSF (key success factor) in the survival of airlines (as tonnes of them go under each year).  

In these market, A380 will have a share, but not as much as B747 once did.  Those jumbo jet dominated era is now drawn to close, as smaller, more flexible airplanes such as B787 and A350 will be more active.  

And it will come down to operating cost and implementation cost - airplane that will save company money will win at the end.  Though initial operating cost of A380 is predicted to be lower - airlines already have infrastructures set up in servicing and maintaining B747.  And to re-capitalize just to have B747 replaced doesn't make whole lot of sense for many major airlines.  

But only time will tell the whole story - but I guess there will be room for both B747 and A380.  And the world will always remember that it was the "Jumbo Jet" that changed the world...not the super jumbo.

Answer 4

It was 1975 when Boeing made & test flew the prototype 747 Jumbo. Not many companies were interested. In fact people laughed saying that Boeing will go bankrupt if this big aircraft (which was not even on the drawing boards) doesn't flies. Boeing went to many airlines and PANAM was one who said, " Well, If you can make it we will buy it". And Boeing made it and proved to the world that its capable of making such a big aircraft. Its almost 37 years and Boeing 747 is undoubtedly is the king of the sky. Airbus 380 no doubt is the biggest but is a result of the data from older generation aircrafts like Boeing 747. And this is year 2008, the same doubt is there in the minds of people whether this huge aircraft will prove its worth, just like people did in the year 1975. In those days, computers took a lots of time to calculate the stress values of the airframe most of the calculations were done manually by the technical people and now everything is done only thru computers. You may be aware that Boeing 777 is designed totally on the computers. No draughtman and no drawing board! You may also be aware that deHaviland made by the British Aerospace was considered the best passenger aircraft of its time but it met with disasterous crashes due to airframe failures. It was later discontinued. My point is that both 747 & 380 have their own identity, however, in case of Airbus 380 only time will tell its worth. Mechanically, 747 has proved its worth (some aircrafts are still in operation for more than 30 years) while in case of 380 we will have to wait for some time to see its performance.