TrueValueMetrics ... Impact Accounting for the 21st Century

Date: 2025-08-21 Page is: DBtxt003.php txt00028862

AIRCRAFT THE NEW AIRBUS A390 Aviatrix: Airbus' NEW A390 Is Here & SHOCKS Everyone! PLAY YOUTUBE VIDEO Original article: https://www.youtube.com/watch?v=1hozyCvcc4w
Airbus' NEW A390 Is Here & SHOCKS Everyone! Aviatrix Jul 9, 2025 51.8K subscribers ... 75,946 views ... 773 likes Boeing’s been on the back foot for years. Supply chain issues, FAA pressure, and delayed jets have all piled up. Now Airbus is pressing the advantage. According to multiple reports, it’s preparing a brand-new aircraft called the A390. ⚠️ Disclaimer: Content Context: This video discusses unverified information and theories from the internet and various news outlets. It is for educational and informative purposes, not endorsed as facts. Intention: Aviatrix does not aim to defame or discredit any individuals, organizations, or groups mentioned. The goal is to stimulate thoughtful discussion and critical thinking. Educational Purpose: This content aims to foster understanding and discussion on complex and controversial aviation topics, encouraging viewers to seek additional authoritative sources. ✈️ Don't forget to LIKE and SUBSCRIBE for more aviation content! ✈️ Tags:Aviation,Boeing,Airbus,embraer,aviation,commercial,embraer e2,embraer 190,Planes,Plane,Airplane,Airplanes,planes,flying,avgeek,aviationnews,flight,flight review,story,flight story,embraer news,embraer 195 e2,embraer e195 e2,embraer c-390 millennium,boeing news,airbus news,boeing,airbus,aviation news,aircraft,new aircraft,new aircraft carrier,embraer e2 takeoff,embraer e2 cockpit,flight deck embraer 190-e2,embraer praetor,747,777,flight deck embraer 190 Peter Burgess COMMENTARY Airbus is a great corporate story, now several decades old. Years ago, Boeing emerged as the dominant aircraft manusfacturer in the world, but a number of serious missteps in the past decade have eroded that dominance It is big news that Airbus is now developing a new A390 widebody aircraft. This aircraft has design characteristics that reflect lessons learned from the A380. The new A390 has a lot that looks the same, but the underlying engineering and technology is substantially more cost effective and efficient. Peter Burgess Transcript 0:00 Boeing's been on the back foot for years. Supply chain issues, FAA pressure, and delayed jets have all piled up. Now, Airbus is pressing the advantage. According to multiple reports, it's preparing a brand new aircraft called the A390. This isn't a stretch version of the A350 or a reboot of the A380. It's a clean sheet wide body targeting the exact space Boeing was counting on, the long haul segment dominated by the 787 and 7X. That's a serious problem for Seattle. Airbus already has the momentum. A new jet could turn a lead into a lock. So, what is the A390? What makes it different? And why does it matter now? Let's dig in. The A380 was never short on ambition when Airbus launched the program in the early 2000s. It promised to redefine global air travel with a double-decker aircraft capable of seating more than 800 passengers. But what looked like a triumph on paper turned out to be a logistical headache in practice. Only 1:01 144 airports worldwide could handle the A380s sheer size. Most needed upgrades to runways, taxiways, and jet bridges just to accommodate it. Then there was the 4ine layout. At a time when the rest of the industry was moving toward twin engine efficiency, the A380 burned more fuel per seat and came with higher maintenance costs. Airlines were forced to make it work by volume, but consistently filling that many seats proved difficult outside of a few high density routes. More than anything, the timing was off. Airbus bet on a future built around mega hubs and longhaul bulk movement. Instead, the market shifted toward point-to-point service, where smaller, fuelefficient jets could reach new cities without relying on connecting flights through places like Heithro or Dubai. When the A380 launched, the plan was to serve massive hubs with massive capacity, moving thousands of passengers through a few central gateways. But while Airbus was building for congestion, airlines were pivoting to 2:00 flexibility. Instead of funneling traffic through major airports, carriers started flying smaller, more efficient planes directly between cities. The problem was profitability. Airlines couldn't fill the A380 often enough to justify its operating costs. Outside of Emirates, who made it work through sheer volume and unique route structure, most carriers struggled. Even prestige routes like London to New York didn't consistently fill all those seats. And without high seat loads, the economics collapsed. Add in the maintenance burden, the limited resale market, and the high infrastructure demands, and the A380 went from flagship to liability. Airbus officially pulled the plug in 2019, writing off billions and ending production just 14 years after the first delivery. It wasn't a technical failure. The plane flew beautifully, but as a business, it never matched the new direction of global air travel. The A380s exit left Airbus without a true rival to Boeing's expanding long haul lineup. While the A350 picked up steam, 3:02 it didn't match the passenger capacity of Boeing's larger trip 7 variants or the range versatility of the Dreamliner. Boeing capitalized on that gap, especially with airlines that needed highdensity longrange jets for trans-Pacific and Middle East routes. As Airbus shifted focus to efficiency and smaller twin engine wide bodies, it slowly lost ground in the ultra long haul space. That market vacuum handed Boeing a strategic advantage in premium international travel that Airbus hasn't fully reclaimed until now. The A390 is Airbus's shot to change that. where the A380 overreached. This new model aims to strike a balance. High capacity without crippling infrastructure demands. Long range without fourthirsty engines. If the A390 can deliver even a portion of what airlines wanted from the A380 without the cost and limitations, it could give Airbus the upper hand again. And this time, they're not aiming to 4:00 impress airports. They're targeting the bottom line. Early chatter around the A390 stirred up a storm. Whispers of a triple deck jet built to dwarf even the A380. Aviation forums ran wild. But that idea was dead on arrival. Engineers, analysts, and even insiders dismissed it quickly. Too heavy, too inefficient, and impossible to certify under current fuel and thrust limits. The logistics alone would have made it a nightmare at every major airport. Airbus knows better than to repeat old mistakes. The A380 was bold, sure, but size without adaptability killed it. With the A390, they're steering clear of spectacle and aiming for something that actually fits the market. One deck, two aisles, and a leaner frame. No vanity superructure, no pipe dreams. The A390's layout won't turn heads like the A380s double-decker cabin did. But that's the point. This time, Airbus is going for utility over grandeur. Industry sources say the A390 5:00 will seat between 450 and 470 passengers depending on cabin layout. That puts it right in the sweet spot. Enough capacity to compete with Boeing's trip 7X and 78710, but without straining yield per seat. A denser layout lets airlines serve hightraic routes more profitably without resorting to 4ine fuel burners or flying cruise ships. Whether it's a two-class layout for international hubs or a highdensity setup for budget long haul, the A390 is designed to flex. Unlike the A380, this one is being tailored to market reality. That seat count only works if the jet has the range to back it up, and Airbus is planning exactly that. Early estimates put the A390's range at around 11,580 mi, which means it could handle ultra long haul routes like New York to Sydney or London to Auckland without needing a fuel stop. That kind of reach opens new markets for airlines chasing premium business travelers and expanding global 6:02 networks. The idea is to give carriers a 380 level reach without the operational baggage. With better fuel efficiency and less airport dependency, the A390 could finally make Ultralong Haul profitable at scale. That reach won't matter much if the plane can't land where it needs to. This is where Airbus seems to have learned from past mistakes. Unlike the A380, which required special infrastructure at only 144 compatible airports, the A390 is being designed with a standard widebody footprint. That means no special gates, no reinforced taxiways, no operational headaches for airlines. This is a major shift. They can now deploy high-capacity aircraft on routes that don't rely on mega hubs. It also gives them the flexibility to adapt to shifting demand without worrying about ground infrastructure. In short, the A390 keeps the seats but loses the red tape. Airbus isn't just recycling old ideas with the A390. It's aiming for 7:01 a serious leap in engine efficiency. The plan as of now involves collaboration with Rolls-Royce to equip the aircraft with the ultraan engine, a nextg power plant promising up to 25% more fuel efficiency compared to current widebody engines. That would be a major upgrade over the A380s older, thirstier 4 engine setup and a direct challenge to Boeing's use of the GE9X on the trip 7X. If the Ultra Fan delivers on fuel burn and reliability, the A390 becomes a much easier sell to airlines trying to squeeze profit from every seat mile. There's one more wild card in the A390 discussion. Hydrogen. Airbus has been pushing its zero program for years, and insiders suggest the A390 could serve as a partial test bed. That doesn't mean it'll be a full hydrogen-p powered jet out of the gate, but certain systems like auxiliary power units or hybrid propulsion might be built to accommodate hydrogen tech later. If that happens, the A390 won't just be a new widebody. 8:01 It'll be Airbus, laying the groundwork for a decarbonized longhaul future. It's still speculative, but if even part of the zero road map lands here, it could force Boeing and every other manufacturer to speed up their sustainability timelines. One of the biggest leaps we're likely to see with the A390 is in how the aircraft is built. Starting with what it's made of. The A350 already uses around 53% composite materials in its airframe, but insiders expect the A390 to push that even further. More carbon fiber reinforced polymer or CFRP means less weight, more strength, and far better fuel efficiency over long distances. Traditional aluminum alloys still play a role, but the shift toward composits is all about economics. Less weight means less fuel burn. And with fuel making up the largest portion of an airline's operating costs, even singledigit improvements can mean millions saved over time. Boeing's next gen aircraft are also built around composite frames, 9:02 and Airbus knows it has to stay ahead. If the A390 delivers even a modest bump in efficiency from weight savings alone, that could be enough to lure major carriers who are watching every cent per seat. Composits give Airbus more freedom to shape the A390 for performance, not just strength. The airframe is smoother, cleaner, and more tightly sculpted than older wide bodies. Drag is reduced across the board at the nose, the fuselage seams, and especially around the wing route. This isn't about a single design breakthrough. It's the sum of dozens of aerodynamic adjustments. Most of them barely visible. Surface transitions are sharper. Wingto body joints are tighter. Everything flows better at cruising speed. Airbus has taken the refinements from the A350 and pushed them further. Even the tail cone has been reworked to reduce wake turbulence over a long haul route. That means lower fuel consumption and higher operating margins. It's not flashy, but it works. The A390's wing won't just be 10:00 bigger, it'll be smarter. Airbus is integrating active control surfaces that adjust dynamically during flight, responding to real-time conditions like load, turbulence, and speed. That means better stability, smoother ride quality, and improved fuel economy without adding structural weight. These technologies are already in testing on the wing of tomorrow project. By applying them at scale, Airbus can tailor each wing movement to squeeze out performance without pilot input. Instead of relying on fixed designs optimized for a narrow cruise band, the wing adapts constantly, shifting shape midair to stay efficient across different flight phases. It's not a revolution in shape, but in behavior. Turbulence is more than a passenger annoyance. It's a problem that affects the aircraft itself. To handle it better, the A390 is expected to use gust sensors integrated directly into the wing systems. These sensors track realtime air flow disruptions and automatically adjust control surfaces to counter sudden shifts. It's the same principle found in high performance 11:00 military jets, but adapted for a commercial flight. The benefit, a smoother ride and less structural fatigue over time by catching and responding to turbulence instantly. The aircraft can maintain optimal fuel efficiency and reduce stress on the wings and fuselage. doesn't make the A390 invincible, but it does make each flight a little more predictable. The A390 is wider than the A350. That's the main design shift inside the cabin. That extra width gives airlines more flexibility. Some will use it to keep nine ab breast seating with better shoulder room. Others will squeeze in 10 without going full sardine. Business class layouts can get more creative. Angled pods, staggered suites, even enclosed mini cabins. More width means more cabin configurations, more pricing tiers, more monetization options per flight. The A390 is being built for airlines that want choices, not just more seats. The A390 cabin introduces several upgrades aimed at improving passenger comfort on long haul flights. 12:00 Lighting is adjustable throughout the flight, allowing airlines to control brightness and color tone to help passengers adjust to new time zones. Airbus has improved the air filtration system as well, reducing cabin dryness and increasing overall air circulation. These are small changes, but they add up over 10 or 12 hours in the air. Noise insulation has been improved, too, especially around the engines and cabin walls. It's not silent, but it's noticeably quieter than older wide bodies. Combined, these upgrades are meant to reduce fatigue and improve the overall passenger experience without relying on gimmicks. The A390 is built to give airlines more room to work with. The cabin is wider than the A350 and 787, which means better seat width and economy and more layout options up front. Important for airlines pushing premium cabins. Interior features are modern but functional. Air filtration upgrades, lighting that adjusts for long haul fatigue, and systems borrowed from Airbus's airspace standard. It's not about luxury for its own sake. It's 13:01 about selling comfort on high yield routes. This matters most to carriers like Emirates, Qatar, and Singapore. They want wide bodies that can support first class suites, larger business cabins, and denser premium economy. The A390 gives them a more flexible platform to do it. The A390 isn't going to be cheap. Early estimates place its list price around $400 million, which puts it right in line with the biggest wide bodies on the market. Airbus has a long history of undercutting Boeing to win orders, and that's exactly what this looks like. Again, the Boeing 77X is listed at 442 million, but production delays and rising costs have made steep discounts harder to offer. Airbus, backed by more stable delivery timelines and broader customer trust right now, has room to move. Analysts expect launch customers to get A390s for well under the sticker price, maybe even in the 330 to 350 million range. The A390 was built with operational headaches in mind, 14:01 specifically avoiding them. One of the A380s biggest flaws was that airports charged a premium just to handle it. The new jet avoids that. Its footprint is closer to existing wide bodies like the A350 and trip 7, which means lower landing fees and no need for major infrastructure upgrades. Another big win is crew commonality. Airlines already flying the A350 won't need to overhaul training programs from scratch. Pilots and maintenance crews can transition with minimal retraining, which cuts costs and shortens ramp up time. That's a huge incentive for carriers trying to modernize without ballooning their ops budget. Add to that simpler turnaround logistics and more flexible gate compatibility, and the A390 becomes not just a long range tool, but a practical one. For airlines with tight margins and busy hubs, that matters more than some new cabin lighting gimmick. A big part of the A390s appeal comes down to what it doesn't burn and what it doesn't break. Rolls-Royce's ultraan engine, 15:02 still in development, but nearing flight testing, is designed to cut fuel consumption by up to 25% compared to current widebody engines. That's not a marketing stat. It's a potential gamecher on routes where fuel makes up the bulk of operating costs. Pair that with a lighter airframe that uses even more carbon composits than the A350, and the savings stack up. Less structural weight means less wear, which means fewer maintenance cycles and lower long-term costs. It's the kind of advantage that adds up fast across a fleet. For airlines still recovering from pandemic era losses or bracing for tighter environmental regulations, the A390 offers more than range or passenger capacity. It offers cost control in a market where every percent shaved matters. The A390 isn't starting from scratch when it comes to pilot training. Airbus is designing it with clear overlap from the A350 when we send cockpit layout, avionics, and system logic, all built to look and feel familiar to current crews. That's a 16:01 deliberate move. If regulators approve a shared type rating between the two models, airlines could switch pilots between aircraft with minimal retraining, fewer simulator hours, lower transition costs, faster deployment across long haul networks. This matters more than ever. Airlines are already stretched thin on crew resources. Anything that saves time and money on training gives them a clear operational advantage. And Airbus is betting that airlines will prioritize commonality over complexity. After years of uncertainty, global air travel is finally back on solid ground. According to IATA, passenger traffic in the first half of 2024 jumped 12.3% compared to the same period last year. That surge puts the industry within striking distance of full recovery to pre2020 levels. Longhaul international travel is driving much of the rebound. Routes between Asia and Europe and across the Pacific are seeing double-digit capacity growth as airlines rush to meet pent-up demand. Premium cabins once feared to be 17:02 obsolete in a postcoid world are seeing record yields, especially on ultra long haul routes where comfort still sells. That's where the A390 could hit its stride. The market is hungry for aircraft that balance capacity with fuel efficiency. And the widebody segment is moving again. Airlines looking to refresh aging fleets or expand international operations are suddenly placing big orders. And Airbus sees that window opening just wide enough to slip something new into the mix. Emerging markets are no longer emerging. They're reshaping global aviation. In countries like India, China, and across Southeast Asia, the rise of the middle class is fueling a surge in air travel demand that's outpacing airport infrastructure. India, in particular, is expected to become the third largest aviation market within this decade. Domestic carriers like Indigo and international players operating in the region are scrambling for capacity, especially on routes connecting major cities to overseas business and tourism hubs. China's 18:01 rebound has also been aggressive with state-owned and private airlines rapidly expanding their long haul networks. This is where a highcapacity aircraft like the A390 could come into play, not necessarily for prestige routes, but for volume. These markets need to move large numbers of passengers efficiently, and they're already facing fleet constraints. If Airbus offers a faster production timeline and better operating economics than Boeing's delayed wide bodies, it could win big in these fast growing corridors. Airlines are shifting away from the old hub and spoke model. Travelers increasingly prefer direct flights between secondary cities, skipping long layovers in global hubs. This point-to-point demand has reshaped route planning across Asia, Europe, and even parts of the US. The A390 with its long range and high seat count fits this new model better than its predecessor. It doesn't need mega hubs to be viable. Instead, it allows carriers to connect high demand city pairs directly while keeping per seat costs low. For airlines 19:00 looking to grow without overrelying on congested hubs, this aircraft could land at the right time. The trip 7X was supposed to close the gap. Instead, it's dragging Boeing deeper into it. The aircraft is over 5 years behind schedule and certification is still dragging. Some airlines have waited so long they're now pouring money into keeping their older jets flying just to cover the holes in their schedules. Emirates, Lufansza, and others haven't been shy about their frustration. The problem isn't just delays. It's the absence of a reliable timeline. Fleet planning requires certainty, and right now, Boeing can't offer it. That's opened the door. The A390 isn't even out yet, but the mere threat of it is enough to make airlines think twice, and Airbus knows it. The smaller end of Boeing's catalog isn't fairing much better. The Max 7 and Max 10 are still stuck in certification limbo years after their intended launch. Every delay adds fuel to the argument that Boeing's production system isn't stable and that its regulatory 20:00 relationships are still fractured. The Federal Aviation Administration hasn't exactly rushed to move things forward either. After two fatal crashes and global scrutiny, no one's cutting corners. The longer this drags out, the more customers start looking at Airbus or now even Comarmac as lower risk bets. Trust matters and Boeing hasn't earned much back. Boeing's problems go deeper than delayed aircraft. Inside the company, morale has taken a hit. Engineers and executives are still under pressure from ongoing safety reforms pushed by the Federal Aviation Administration. Every project is being double-cheed, reertified, or stalled. The backlog is real and so is the stress. That environment leaves little room for vision. Boeing isn't in a position to greenlight a brand new widebody that could counter something like the A390. They're still trying to fix what's already broken. Between political heat, internal restructuring, and trust deficits across the industry, Boeing is playing defense. And while 21:02 they regroup, Airbus is pushing forward. If the A390 lands with real airline interest, Boeing might find itself reacting yet again, just like it did after the A320 Neo, just like it did with the A350. Only this time, the stakes might be even higher. Airbus doesn't forget. The A380 was a misstep. Huge, expensive, and out of sync with where the industry was going. But they've clearly learned the A390 looks like the correction. Smaller footprint, better fuel burn, more flexibility, and it's showing up right when Boeing is stuck in the mud. If this thing delivers on range, on cabin upgrades, on cost per seat, then Airbus doesn't just recover lost ground. They own the high end of the market outright. Boeing's 7X is still delayed. The 787 is aging, and there's nothing new in the pipeline. Airlines are watching. So are passengers. If Airbus pulls this off, the longhaul space could tilt hard in 22:01 their favor for years. Will the A390 finally bury the trip 7? Drop your take in the comments. Like and subscribe for more deep dive aviation stories.

SITE COUNT