It may be symbolic of Airbus confidence that in its first year of existence as a single multinational entity the company has launched its most ambitious project: the world’s largest passenger airliner, the 550-seat A380.

Not content with committing itself to the development and production of this new giant in the chronicles of aviation, Airbus is also preparing for the introduction of the world’s longest airliner: the A340-600; the world’s longest-range airliner: the A340-500, and its smallest passenger jet: the A318.

Developing even one of these programmes would represent a huge challenge for any world-class aerospace manufacturer, but for Airbus this is a logical extension of its best-selling product line and is part of the strategic plan to ensure that it remains the technological aerospace leader for decades.

Many years ago Airbus realised that in order to be fully competitive it would have to offer its own product in the ultra-large-aircraft market sector which for 30 years has been dominated by the Boeing 747.

After eight years of study and evaluation of future market needs and alternative technical solutions, Airbus arrived at the specification that has led to the launch of the double-deck A380.

In the final stages of product refinement, Airbus worked very closely with airline representatives so that the chosen design would comply with what was most wanted.

The A380 will in turn become a whole new family of ultra-large passenger and cargo aircraft with different combinations of capacity and range. The 20 year traffic forecasts that played a main role in confirming the market for the A380 indicated that more than 1,000 very large aircraft would be needed for use on the world’s busiest international routes.

In the cockpit the A380 will introduce new-generation liquid-crystal displays offering 60 per cent more display area than present displays and including new information, such as a vertical cross-section of the flight path, with terrain contours and altitude data.

Fused data displays will integrate crew information and add greatly to air safety, with data-link dialogues taking place between the aircraft and air traffic control centres worldwide.

Even on the ground the A380 crew will benefit from external video camera images that will ease taxing and parking, especially in poor weather conditions and at night.

A “mouse” designer will give the air crew an interactive facility for the first time, enabling a flight path to be modified by simply clicking on the navigation display.

The advanced, onboard information system will allow flight planning and the updating of documentation to be carried out at any time. For the passengers, live links with the Internet and TV stations will become standard features of the enhanced in-flight services. Many of these innovative features will cascade down to the other Airbus family aircraft.

Perhaps the most radical difference that passengers will notice aboard the A380 will be the sheer internal size of the aircraft, with two full-size, wide-body passenger decks, and access to lower-deck rest areas which might contain bedrooms, depending on individual airline requirements.

The initial passenger version of the A380, expected to enter service in 2006, will feature about 550 Seats in a spacious mixed-class layout, but other versions will offer greater range or more seats. Eventually, it is expected that stretched versions might be able to carry up to 900 passengers.

In addition to wing manufacturing, other UK companies, such as Messier-Dowty at Gloucester which supplies Airbus landing gear, Smiths Aerospace and TRW (Lucas) as well as several hundred smaller supplies are also involved in Airbus work. This includes essential components such as electronic control systems, fuel pumps, filters, communications system and aerials.

A main beneficiary of Airbus sales worldwide is Rolls-Royce, which supplies its advanced V2500 engines for use on the A320 family (as part of the IAE consortium) and a series of Trent large turbofan engines for the A330 and A340 airliners, and the forthcoming A380.The story of Airbus is an extraordinary tale of technical and commercial achievement, against great odds, in the most competitive marketplace in the world. In just three decades from the start of the first programme, it has sold more than 4,400 aircraft and consistently wins about half the globe’s orders for large airliners. In addition, it is undisputed master of technological innovation.

Confidence and ambition in the UK and European aircraft industry remains high. Sir Richard Branson’s airline Virgin Atlantic recently confirmed it would be ordering new aircraft worth £1.35 billion and taking 10 Airbus A340-600s.

“The order represents an endorsement of Airbus and Rolls-Royce who have produced a phenomenal new aircraft,” said Sir Richard, the chairman of Virgin, which is the launch customer for the new 319-seat long-haul aircraft.

The first of the planes will enter service with the company in June. Three more will be delivered by October and a further six will enter service by 2006. Virgin will fly the new four-engined planes on United States west-coast routes and to the Far East.

Airbus has come a very long way in 30 years but, with no fewer than 11 aircraft types and many more sub-variants in production or under development, it seems destined for an even greater share of global aerospace business in the 21st century.

— LPS special correspondent