Delft University of Technology
Faculty Mechanical, Maritime and Materials Engineering Transport Technology
T.J. Mastenbroek Consequences of the introduction of the Airbus A380-800F for air cargo traffic and airports Literature survey, Report 2006.TL.7051, Transport Engineering and Logistics.
In 2007 the cargo version of the Airbus A380 will be introduced. The main research questions for this study are which role the Airbus A380-800F could get in the air cargo traffic and which consequences will the A380-800Fs introduction have on the already existing facilities of airports.
To answer these questions, the following subjects will get attention and will be discussed in this report:
It is necessary to study some important global aviation facts and the forecasts related to this market. In chapter 2 first the past of the cargo traffic is discussed and after that the general forecast is presented.
To get reliable conclusions about what position the A380 could have in the air cargo market, the technical specification of this aircraft must be known. This, together with a comparison of this information with these specifications of its closest rivals, the Boeing 747-400F and the 747-8F is presented in chapter 3. Important differences between the airplanes are: The capability of the A380-800F to fly more than 2000 km further than the 747-400F and the 747-8F at maximum payload. This range enables the A380-800F to fly most major cargo routes non-stop. And with clear market trends towards lower densities (hi-tech and consumer goods with more packaging), the payload volume is a key A380F advantage. With its three decks for cargo, the A380F freighter version is able to carry respectively 50% and 28% more freight than the 747-400F and the 747-8F. The introduction of the Airbus A380 into existing older airports poses a range of dimensional clearance issues, primarily related to wingspan and landing gear width. A minimum 45m of runway pavement of full load bearing strength must be provided together with inner shoulders of at least 7.5m of pavement of a load bearing strength that will permit occasional A380 aircraft incursion. An additional minimum 7.5m of outer shoulder area that will provide protection from engine jet-blast is needed. Straight portions of a taxiway recommended to have a minimal width of 25 m with shoulders each side so that the overall width of the taxiway and its shoulders on straight portions is not less than 60m.
The costs to make these modifications at airports are the biggest disadvantage of the A380s introduction. But all the other facts presented in this report must lead to a bright future of the Airbus A380-800F.
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