Touchdown

But when the honeymoon is over, will the smiles still be there and at what cost and to whom? Australian Aviation was amongst the privileged media to be invited on the first flight and it was indeed a flight to remember. The boarding was like no other.

Almost every passenger had a camera and photographed every aspect of boarding, but despite the photographic “chaos” the A380 effortlessly slid back from its docking gate F31 at precisely 0800 Singapore time on Thursday October 25.

The ground crew handled the aircraft like veterans, while engine start up wentunnoticed from Australian Aviation’s seat 27K on the upper deck in the last row of business class.

Singapore Airlines has configured the aircraft with 12 first class suites on the main deck behind which is three zones of economy with 315 seats set at 3-4-3.

On the upper deck are 60 business class seats in two zones set at 1-2-1 and one zone of economy at the rear with 84 seats in a 2-4-2 configuration.

Maybe it was the buzz in the aircraft of the big event or maybe the fact that engine noise was masked by the giant wing but we were almost unaware that Flight SQ380 was underway taxiing effortlessly to takeoff on runway 20C (formerly 20L before the building of anew and third parallel runway used by the Republic of Singapore Air Force).

The sensation was like being on Star Ship Enterprise, with Captain Kirk replaced by Singapore Airlines’s CEO Chew Choon Seng, who gave a big thumbs-up to Australian Aviation from his seat 27D in business class as flight SQ380 slipped the bonds of earth at

But now it’s time for the public to vote and Chew is all smiles. “We have a winner in the A380, it ushers in a new era in aviation. ”

0815 – 55 seconds after brake release with 79 per cent power – and rose almost silently towards the heavens – well Sydney at least.

Aviation history was indeed in the making and the passengers cheered and applauded the lift-off.

And making even more history was Thomas Lee, director of business development at California based Monogram Systems, a systems supplier to the A380 program. Aged 17, Lee was on the first commercial flight of the 747 from New York to London on January 21 1970.

While Chew was relieved to have the first flight underway, Lee was lyrical about the quietness of the A380. Chew told Australian Aviation that he “could sit back and relax – for this flight anyway. ” Lee, who was accompanied by his wife Sally – who was one of the first flight attendants with Southwest Airlines in 1971 – and daughter Brianna, said he was “terribly impressed with the space and exceptionally smooth ride” of the A380.

And that’s the message that Chew is hoping will bring passengers to the A380, which up till now has had more than its fair share of bad publicity.

But now it’s time for the public to vote and Chew is all smiles. “We have a winner in the A380, it ushers in a new era in aviation. ” Seats on the first flights of the A380 from Singapore to Sydney and return were sold through eBay and raised almost S$2 million for charity, which was aided by Singapore Airlines suppliers donating products such as fuel from Exxon Mobil for the two flights.

The first flight was preceded 10 days earlier by the handover of the aircraft to Singapore Airlines in Toulouse on Monday October 15.

At that gala ceremony there was a guarded sigh of relief with Chew telling Australian Aviation “better late than never. ” Airbus president and CEO Tom Enders candidly admitted that it will be the manufacturer’s “greatest challenge” to meet the revised production schedule of 13 aircraft next year.

Ever upbeat COO-customers John Leahy told media that he is in discussions with ANA, Cathay Pacific Airways and Air India regarding future orders, although he conceded that none has issued an RFP.

On board the aircraft, Leahy added to Australian Aviation that he was “pleased” that SIA will be operating the A380 to the key CX market of San Francisco via Hong Kong and also to Tokyo.

At the handover, Singapore Airlines unveiled its A380 interior featuring 12 enclosed, truly opulent first class suites.

For couples travelling together, the beds in the middle two suites can be converted into an optional double bed, which the airline touted with red rose petals strewn over the setting along with a bottle of Dom.

That play for the romantic market was in stark contrast to the frowns from some Singapore Airlines executives at the unveiling of the airline’s new businessclass suites in 2006, where one journalist pointed out the seats were so wide they could easily accommodate “two people”.

The first class suites are the largest offered to passengers in the modern era and bristle with luxury features but come at a 25 per cent premium above first class fares, as do the business class seats.

The business class and economy seats are virtually identical to those unveiled in the 777-300ER last year, but those passengers looking for the duty free shop, lounges and McDonalds will be disappointed. There is only one standup self-serve bar, which is found in business class.

At the Toulouse ceremony Chew told the 500 guests that “this delivery marks the beginning of a new chapter for the aviation industry and we feel honoured to be the ones opening this new chapter. ” A380 MSN003 then departed Toulouse on Tuesday October 16 and arrived in Singapore at 1842 local time on Wednesday the 17th.

The flight took 13 hours and the A380 docked at the essentially complete and spectacular S$1. 75 billion Terminal 3, which is due to go into full-scale commercial operation on January 9.

Singapore Prime Minister Lee Hsien Loong and more than 500 guests were in attendance.

At the arrival ceremony Chew told Australian Aviation in an aside that “reaction to the unveiling of the airline’s new suites on the A380 had been overwhelmingly positive with one prospective customer from Japan asking if he needed to show his marriage certificate to be able to book the double bed.

Leahy was also in fine form at the A380’s arrival in Singapore, stating that he hoped to have 30 firm orders for the A380 by year end. Airbus has firm orders for nine so far this year and announced commitments for a further 25. Total orders and commitments have reached 190 with 49 options.

Back on board SQ380 the seatbelt sign had been switched off which was a cue for the party of parties to kick off with most of the 455 passengers springing to their feat to go explore while 31 flight attendants battled blocked aisles trying to provide the famous ‘Singapore Girl’ service.

On the upper deck in business class ‘Commander’ Chew was holding court with an army of journalists from around the globe and he reiterated that the A380 represented the future, and the 747 the past. “The 747 has seen its better days,” and “that possibly includes the more efficient 747-8. The A380 has changed the game. ” The airline has no plans to refit its remaining 747-400s with the A380/777- 300ER passenger product and will phase out the type by 2011. Its once 42-strong 747-400 fleet has been reduced to 20 over the past three years and they will be replaced by 19 A380s and 19 777‑300ERs. SIA holds options for another five A380s and 13 777-300ERs.

But the rivalry between Boeing and Airbus was forgotten for a moment with Chew telling media that he had received congratulatory emails from both Airbus and Boeing sales executives on the first commercial service.

In the first class suites Tony and Julie Elwood, who paid US$50,000, relaxed together for the cameras and sealed their delight on the double bed with a kiss.

Julie told media that Singapore Airlines had “surpassed my expectations” and added “they [SIA] have outdone themselves. ” Tony added “How do we go back from this?” In seat – or should that be a cabin? – 1A, was Julian Hayward, a Briton who now resides in Sydney and who paid US$100,380 for two suites for himself and a colleague. Hayward (38) retired five years ago after selling his UK internet company Direct Connection and nowspends his time working – hands on – with charities around the globe.

Hayward was first to board the A380 and also received a VIP tour of the cockpit before takeoff from Captain Robert Ting, chief A380 pilot for Singapore Airlines.

The A380 experience for Hayward who has flown to Greenland on the Concorde, the edge of space in a supersonic MIG-25 and experienced zero gravity in a 737, was “sensational. ” As part of the prize, Hayward also attended the handover of the A380 in Toulouse. Hayward told Australian Aviation that “aviation has always fascinated me and the opportunity to help one of my favourite charities – Medecins Sans Frontieres – was just perfect. ” The A380 experience was certainly a stark contrast to his MiG flight. “The MiG-25 flight was extraordinary. I was in the front seat of the two-seater with the pilot behind and I was informed just before takeoff that my seat was not an ejection seat!” With his takeoff and initial cruise duties through Indonesian airspace out of the way Captain Ting (55) – a 36 year veteran of SIA – made his way around the cabin handing out a framed personalised first flight certificate signed by himself and Chew to all passengers in suites and in business class.

Other SIA staff handed out similar certificates to the economy passengers.

Ting – who also spent a great deal of time signing autographs – is one of 40 A380 pilots the airline has trained and by the time the sixth aircraft is delivered late next year there will be 140 pilots trained on the aircraft.

And also signing autographs were Singapore Airlines signature chefs – Sam Leong from Singapore’s Tung Lok Group, and Matthew Moran from Sydney’s Aria Restaurant. The two chefs were on board to supervise the preparation and service of meals in all cabins. And besieged by media was 747 first flighter Lee who recalled the problems with the Pratt & Whitney engines on the Pan Am 747’s first commercial flight The aircraft was Clipper Young America Lee recalled and “we were into our takeoff roll when we had a flame out. ” Pan Am de-planed the 324 passengers and took them to a restaurant in New Jersey for dinner before returning them

The Return Of The Flying Boat?

If there is one overriding impression of the A380 it is of being on a cruise liner.

Perhaps it is the small porthole style windows with a turret effect, but the outside world of clouds and blue sky seems remote although light streams into the cabin – thanks to significantly larger inside window cut outs.

The appointments of the Singapore Airlines A380 also add to the effect with the First Class suites designed by French yachting designer Jean-Jacques Coste.

The quietness of the aircraft on the ground at startup, taxiing and takeoff add to the impression of slipping anchor and gliding off onto a balmy sea.

It is not till you reach altitude and cruise speed that the familiar –although more muffled – aerodynamic noise reminds you that you are indeed cruising somewhat above the waves.

While the A380 is indeed another commercial aircraft the cabin is divided into smaller sections thanks to the exit door requirements and has a cozy feel.

In fact the largest zone is upstairs business class, but because of the extra room is not that crowded.

Best place if you’re flying economy is the rear of the upper deck, where there are nine rows of 2-4-2 seating then a gap for exit doors.

The section starts at row 71 and row 72 for the centre four seats.

Behind that block of seats which ends at row 79 at an exit door there is a set of four in the centre at row 80, row 81 is a 2-4-2 but has no window, and then row 82 is a 2-2-2 and 83 just a centre double.

Quite a cozy spot with lots of leg room.

Main deck leg room abounds at rows 31, 44 and 54.

to JFK and Clipper Victor which had been prepared to take over from Clipper Young America. “Takeoff was seven hours later,” Lee recalls. Clipper Victor (N736PA) would later be involved in the world’s worst aviation disaster at Los Rodeos airport at Tenerife in the Canary Islands on March 27 1977.

Back on the A380 the aircraft was rock steady in cruise but did have the usual aerodynamic noise which was similar in volume to that of a 747-300, in which this writer flew back to Perth the next day. The A380 flight was like a time machine as time just flew by and Captain Ting was advising passengers that landing was only 45 minutes way. A low level pass to 1500ft was attempted over Sydney Harbour but the cloud base atjust 1000ft spoilt what would have been a stunning finale.

However the heavy cloud did give us a chance to see how the A380 handled turbulence and the result was another thumbs up. Touch down was 5. 24pm – again to a round of applause.

Flight time was 7. 09hrs.

The deplaning was a non-event and customs laid on 22 staff to speed the process in a virtually empty terminal, so hardly a real test for regular service.

Baggage was available to this writer just 25 minutes after the A380 had arrived.

For the record the A380 had zero faults in the tech report.

The A380 is now operating daily Singapore-Sydney returns through the rest of the year until the delivery of the second and third aircraft scheduled for the first quarter of next year, which will allow Singapore Airlines to extend the service to London. Delivery of the fourth in April will see Tokyo Narita services commence and the fifth and sixth later in the year will be dedicated to the San Francisco service via Hong Kong.

Chew told Australian Aviation that the carrier has no immediate plans to add to its order backlog and quipped, “It is up to (Airbus CEO) Tom (Enders) and Jon (Rose, CEO of Rolls-Royce) to offer a package!” And perhaps, after the euphoria of the first flight dies down, it will be the package that Airbus is prepared to offer airlines that will chart the course for success for the A380, for while passengers certainly enjoy the ride and there is significant novelty value the question remains: Will passengers pass up a non-stop to go through a hub to pick up an A380, when they will be able to go nonstop on a 777, A350 or 787 in the years to come? And in a twist the A350-1000 may end up being a major threat to the A380 as Airbus strives to develop an economic thrift machine to best Boeing’s 777‑300ER, which has fuel burn per seat to rival the A380. The 787 and A350 promise to be the ultimate lean machines in seat costs with range capability to over-fly most hubs.

Airbus also faces challenges in getting healthier margins for its A380 as Boeing touts its 747-8, which Boeing argues is as fuel efficient and has slightly longer range capability.

Figures vary considerably on the amount that has been invested in the A380 with a recent figure in The Economist magazine putting it as high as €20 billion (A$33 billion). EADS CEO Louis Gallois has also conceded that the break-even is above the earlier stated 420 which is also well above the original 270 number that was publicised.

With fuel prices soaring it may well transpire that airline customers will put even more price pressure on Airbus to buy the four engine giant, while Airbus also struggles against the very weak US dollar that appears to favour Boeing. But at the end of the day it will all depend on who is “more sporty. ”