Editing Airbus A380 (section)

==Development==

===Background===
In mid-1988, Airbus engineers, led by Jean Roeder, began work in secret on the development of an ultra-high-capacity airliner (UHCA), both to complete its own range of products and to break the dominance that [[Boeing]] had enjoyed in this market segment since the early 1970s with its [[Boeing 747]].<ref name="norris_wagner_book"/>{{rp|7}} [[McDonnell Douglas]] unsuccessfully offered its double-deck [[McDonnell Douglas MD-12|MD-12]] concept for sale.<ref name="MDC_brochure">{{cite web|url=http://md-eleven.net/MD11-MD12-undeveloped-models|title=MDC brochures for undeveloped versions of the MD-11 and MD-12|publisher=md-eleven.net|access-date=30 December 2011|archive-url=https://web.archive.org/web/20080511211119/http://md-eleven.net/MD11-MD12-undeveloped-models|archive-date=11 May 2008|url-status=dead}}</ref><ref>{{cite web|url=http://www.boeing.com/news/releases/mdc/96-221.html|archive-url=https://web.archive.org/web/20111106191654/http://www.boeing.com/news/releases/mdc/96-221.html|archive-date=6 November 2011|title=McDonnell Douglas Unveils New MD-XX Trijet Design|publisher=McDonnell Douglas|date=4 September 1996|access-date=30 December 2011}}</ref> Lockheed was exploring the possibility for a Very Large Subsonic Transport.<ref>{{cite journal |url= https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19960023624.pdf |title= the future of very large subsonic transports |journal= NASA Transportation Beyond 2000 |author= Lockheed Martin |date= 1 February 1996}}</ref> Roeder was given approval for further evaluations of the UHCA after a formal presentation to the President and CEO in June 1990.

The [[megaproject]] was announced at the 1990 [[Farnborough Airshow]], with the stated goal of 15% lower operating costs than the Boeing 747-400.<ref name="norris_wagner_book"/>{{rp|16–17}} Airbus organised four teams of designers, one from each of its partners ([[Aérospatiale]], [[British Aerospace]], [[Deutsche Aerospace AG]], [[EADS CASA|CASA]]) to propose new technologies for its future aircraft designs. The designs were presented in 1992 and the most competitive designs were used.<ref name="norris_wagner_book"/>{{rp|17–18}} In January 1993, Boeing and several companies in the Airbus consortium started a joint feasibility study of a Very Large Commercial Transport (VLCT), aiming to form a partnership to share the limited market.<ref name="norris_wagner_book"/>{{rp|31}}<ref>{{Cite news|first=Guy|last=Norris|title=Creating A Titan|work=Flight International|date=14 June 2005|url=http://www.flightglobal.com/news/articles/creating-a-titan-199071/}}</ref>

In June 1994, Airbus announced its plan to develop its own very large airliner, designated as A3XX.<ref>{{Cite news|last=Bowen|first=David|title=Airbus will reveal plan for super-jumbo: Aircraft would seat at least 600 people and cost dollars 8bn to develop|work=The Independent|location=UK|date=4 June 1994|url=https://www.independent.co.uk/news/business/airbus-will-reveal-plan-for-superjumbo-aircraft-would-seat-at-least-600-people-and-cost-dollars-8bn-to-develop-1420367.html |archive-url=https://web.archive.org/web/20100928050035/http://www.independent.co.uk/news/business/airbus-will-reveal-plan-for-superjumbo-aircraft-would-seat-at-least-600-people-and-cost-dollars-8bn-to-develop-1420367.html |archive-date=2010-09-28 |url-access=limited |url-status=live|access-date=30 December 2011}}</ref><ref>{{Cite news|first=Bill|last=Sweetman|title=Airbus hits the road with A3XX|publisher=Interavia Business & Technology|date=1 October 1994|url=http://www.highbeam.com/doc/1G1-16444324.html|archive-url=https://web.archive.org/web/20121106060040/http://www.highbeam.com/doc/1G1-16444324.html|url-status=dead|archive-date=6 November 2012|access-date=30 December 2011}}</ref> Airbus considered several designs, including an unusual side-by-side combination of two fuselages from its [[Airbus A340|A340]], the largest Airbus jet at the time.<ref name="norris_wagner_book">{{Cite book |last1=Norris |first1=Guy |url=https://books.google.com/books?id=KcaYjPhRnWUC |title=Airbus A380: Superjumbo of the 21st Century |last2=Wagner |first2=Mark |publisher=Zenith Press |year=2005 |isbn=978-0-7603-2218-5}}</ref>{{rp|19}} The A3XX was pitted against the VLCT study and Boeing's own [[Boeing NLA|New Large Aircraft]] successor to the 747.<ref>{{Cite news|title=Aviation giants have Super-jumbo task|work=Orlando Sentinel|date=27 November 1994|url=https://pqasb.pqarchiver.com/orlandosentinel/access/77995305.html?dids=77995305:77995305&FMT=ABS&FMTS=ABS:FT&type=current&date=Nov+27%2C+1994&author=Karen+West+Seattle+Post-Intelligencer&pub=Orlando+Sentinel&desc=AVIATION+GIANTS+HAVE+SUPER-JUMBO+TASK+ENORMOUS+COMMERCIAL+JET+JUST+PAPER+AIRPLANE+FOR+NOW&pqatl=google|access-date=30 December 2011|archive-date=3 November 2012|archive-url=https://web.archive.org/web/20121103155803/http://pqasb.pqarchiver.com/orlandosentinel/access/77995305.html?dids=77995305:77995305&FMT=ABS&FMTS=ABS:FT&type=current&date=Nov+27,+1994&author=Karen+West+Seattle+Post-Intelligencer&pub=Orlando+Sentinel&desc=AVIATION+GIANTS+HAVE+SUPER-JUMBO+TASK+ENORMOUS+COMMERCIAL+JET+JUST+PAPER+AIRPLANE+FOR+NOW&pqatl=google|url-status=dead}}</ref><ref>{{Cite news|title=Boeing looks again at plans for NLA|work=Flight International|first=Guy|last=Norris|date=10 September 1997 |url=http://www.flightglobal.com/articles/1997/09/10/20640/boeing-looks-again-at-plans-for-nla.html |archive-url=https://web.archive.org/web/20110601074352/http://www.flightglobal.com/articles/1997/09/10/20640/boeing-looks-again-at-plans-for-nla.html |archive-date=1 June 2011 |access-date=6 March 2012}}</ref> In July 1995, the joint study with Boeing was abandoned, as Boeing's interest had declined due to analysis that such a product was unlikely to cover the projected $15&nbsp;billion development cost. Despite the fact that only two airlines had expressed public interest in purchasing such a plane, Airbus was already pursuing its own large-plane project. Analysts suggested that Boeing would instead pursue stretching its 747 design, and that air travel was already moving away from the [[Spoke-hub distribution paradigm|hub-and-spoke]] system that consolidated traffic into large planes, and toward more non-stop routes that could be served by smaller planes.<ref name=Reuters10jul1995>{{Cite news|title=Boeing, partners expected to scrap Super-Jet study|via=Los Angeles Times|date=10 July 1995|url=https://www.latimes.com/archives/la-xpm-1995-07-10-fi-22333-story.html|agency=Reuters}}</ref>

[[File:Airbus A380 cross section.svg|thumb|upright|The [[double-deck aircraft|double-deck]] cross-section]]
From 1997 to 2000, as the [[1997 Asian financial crisis]] darkened the market outlook, Airbus refined its design, targeting a 15–20% reduction in operating costs over the existing Boeing 747-400. The A3XX design converged on a double-decker layout that provided more passenger volume than a traditional single-deck design.<ref>{{Cite news|title=Superjumbo or white elephant?|work=Flight International|date=1 August 1995|url=http://www.flightglobal.com/news/articles/superjumbo-or-white-elephant-16420/|archive-url=https://web.archive.org/web/20121102135556/http://www.flightglobal.com/news/articles/superjumbo-or-white-elephant-16420/|archive-date=2 November 2012|access-date=30 December 2011}}</ref><ref>{{Cite news|title=Lehman puts $18bn price tag on Airbus float|work=The Independent|location=UK|first=Michael|last=Harrison|date=23 October 1996|url=https://www.independent.co.uk/news/business/lehman-puts-18bn-price-tag-on-airbus-float-1359754.html |archive-url=https://web.archive.org/web/20121108214732/http://www.independent.co.uk/news/business/lehman-puts-18bn-price-tag-on-airbus-float-1359754.html |archive-date=2012-11-08 |url-access=limited |url-status=live|access-date=30 December 2011}}</ref> Airbus did so in line with traditional hub-and-spoke theory, as opposed to the [[Point-to-point transit|point-to-point theory]] with the [[Boeing 777]],<ref name="Aerlines">{{cite web|last=Cannegieter|first=Roger|url=http://www.aerlines.nl/issue_31/31_Cannegieter_Ranging_Capabilities.pdf|archive-url=https://web.archive.org/web/20111124091229/http://www.aerlines.nl/issue_31/31_Cannegieter_Ranging_Capabilities.pdf|archive-date=24 November 2011|title=Long Range vs. Ultra High Capacity|publisher=aerlines.nl|access-date=30 December 2011}}</ref> after conducting an extensive [[market analysis]] with over 200 [[focus group]]s.<ref name="ms_a380_debate_20060905"/><ref name="LeehamLawler">{{cite web|last=Lawler|first=Anthony|url=http://www.leeham.net/filelib/A380_Lawler.pdf |archive-url=https://web.archive.org/web/20110723180709/http://www.leeham.net/filelib/A380_Lawler.pdf|archive-date=23 July 2011|title=Point-To-Point, Hub-To-Hub: the need for an A380 size aircraft|publisher=Leeham.net|date=4 April 2006|access-date=9 April 2010}}</ref> Although early marketing of the huge cross-section touted the possibility of duty-free shops, restaurant-like dining, gyms, casinos and beauty parlours on board, the realities of airline economics have kept such dreams grounded.

On 19 December 2000, the supervisory board of newly restructured Airbus voted to launch a €{{#expr:10.7/1.1222round1}} billion ($10.7 billion) project to build the A3XX, re-designated as A380, with 50 firm orders from six launch customers.<ref name=CNN19dec2000>{{Cite news |title= Airbus jumbo on runway |work= CNN |date= 19 December 2000 |url= https://money.cnn.com/2000/12/19/europe/airbus/}}</ref><ref>{{Cite news|url=https://www.latimes.com/archives/la-xpm-2000-dec-20-mn-2453-story.html|title=Airbus Giant-Jet Gamble OKd in Challenge to Boeing|last=Pae|first=Peter|date=20 December 2000|work=Los Angeles Times|access-date=30 December 2011|issn=0458-3035}}</ref><ref>{{Cite news|title=The Casino in the Sky|agency=Associated Press|date=19 December 2000|url=https://www.wired.com/science/discoveries/news/2000/12/40748|archive-url=https://web.archive.org/web/20121105114815/http://www.wired.com/science/discoveries/news/2000/12/40748|archive-date=5 November 2012|access-date=30 December 2011|magazine=Wired}}</ref><ref>{{Cite news|title=Virgin orders six A3XX aircraft, allowing Airbus to meet its goal|work=The Wall Street Journal|date=15 December 2000|url=https://www.wsj.com/articles/SB976882107200789994|access-date=30 December 2011}}</ref> The A380 designation was a break from previous Airbus families, which had progressed sequentially from A300 to A340. It was chosen because the number 8 resembles the double-deck cross section, and is a [[Numbers in Chinese culture#Eight|lucky number]] in many East Asian countries where the aircraft was being marketed.<ref name="norris_wagner_book"/> The aircraft configuration was finalised in early 2001, and manufacturing of the first A380 wing-box component started on 23 January 2002. The development cost of the A380 had grown to €11–14<ref name=esar>{{cite web|url=http://ukspaceagency.bis.gov.uk/assets/ukspaceagency/docs/skylon-assessment-report-pub.pdf |title=Skylon Assessment Report |page=18 |date=April 2011 |publisher=[[UK Space Agency]] |access-date=26 April 2015}} {{dead link|date=April 2017 |bot=InternetArchiveBot |fix-attempted=yes}}</ref>&nbsp;billion when the first aircraft was completed.

=== Total development cost ===
In 2000, the projected development cost was €9.5&nbsp;billion.<ref name="Libé120507">{{cite news |url= http://www.liberation.fr/futurs/2012/05/07/airbus-encaisse-les-couts-de-l-a380_817119 |title= Airbus encaisse les coûts de l'A380 |author= Yann Philippin |date= 7 May 2012 |work= [[Libération]] |language= fr}}</ref> In 2004, Airbus estimated that €1.5&nbsp;billion ($2&nbsp;billion) would need to be added, totalling the developmental costs to €{{#expr:8.8+1.5}} billion (${{#expr:10.7+2}} billion).<ref>{{cite news |url= https://www.nytimes.com/2004/12/13/business/airbus-says-its-a380-jet-is-over-budget.html |title= Airbus Says Its A380 Jet Is Over Budget |author= Bloomberg |work= The New York Times |date= 13 December 2004}}</ref> In 2006, Airbus stopped publishing its reported cost after reaching costs of €10.2&nbsp;billion and then it provisioned another €4.9&nbsp;billion, after the difficulties in electric cabling and two years delay for an estimated total of €18&nbsp;billion.<ref name="Libé120507"/>

<!-- in 2004: 1 USD= 0.754 EUR= 0.608 GBP - http://data.worldbank.org/indicator/PA.NUS.FCRF?locations=GB-XC -->
In 2014, the aircraft was estimated to have cost $25bn (£16bn, €{{#expr:25*0.754round1}}bn) to develop.<ref>{{cite news |url= http://www.businessinsider.com/airbuss-flagship-plane-may-be-too-big-to-be-profitable-2014-12 |title= Airbus's Flagship Plane May Be Too Big To Be Profitable |work= The Guardian |author= Karl West |date= 28 December 2014 |publisher= Business Insider}}</ref> In 2015, Airbus said development costs were €15&nbsp;billion (£11.4&nbsp;billion, ${{To USD|15|FRA|year=2015}} billion), though analysts believe the figure is likely to be at least €5bn (${{To USD|5|FRA|year=2015}} Bn) more for a €{{#expr:15+5}} Bn (${{To USD|{{#expr:15+5}}|FRA|year=2015}} Bn) total.<ref name=TG150118>{{cite news |url= https://www.telegraph.co.uk/finance/newsbysector/industry/engineering/11353508/Is-Airbuss-A380-a-superjumbo-with-a-future-or-an-aerospace-white-elephant.html |archive-url=https://ghostarchive.org/archive/20220111/https://www.telegraph.co.uk/finance/newsbysector/industry/engineering/11353508/Is-Airbuss-A380-a-superjumbo-with-a-future-or-an-aerospace-white-elephant.html |archive-date=11 January 2022 |url-access=subscription |url-status=live |title= Is Airbus's A380 a 'superjumbo' with a future or an aerospace white elephant? |author= Alan Tovey |date= 18 January 2015 |work= The Telegraph}}{{cbignore}}</ref> In 2016, The A380 development costs were estimated at $25&nbsp;billion for 15 years,<ref>{{cite web |url= https://money.cnn.com/2016/02/17/news/companies/airbus-ceo-a380-future/ |title= Airbus CEO upbeat on future of A380 after new orders |author= Andrew Stevens and Jethro Mullen |work= CNNMoney |date= 17 February 2016}}</ref> $25–30&nbsp;billion,<ref>{{cite news |url= https://www.forbes.com/sites/richardaboulafia/2016/06/06/airbus-a380-the-final-countdown/ |date= 6 June 2016 |title= Airbus A380: The Death Watch Begin |author= Richard Aboulafia |work= Forbes}}</ref> or €25&nbsp;billion ($28&nbsp;billion).<ref name=BB160712>{{cite news |url= https://www.bloomberg.com/news/articles/2016-07-12/airbus-plans-to-cut-annual-a380-deliveries-to-12-as-of-2018 |title= Airbus A380 Cut May Mark Beginning of End for Superjumbo |author= Christopher Jasper and Andrea Rothman |date= 12 July 2016 |work= Bloomberg}}</ref>

To start the programme in 2000, the governments of [[France]], [[Germany]] and the [[UK]] loaned Airbus 3.5&nbsp;billion euros and refundable advances reached 5.9&nbsp;billion euros ($7.3&nbsp;billion).<!--<ref name=Bloomberg23feb2018>-->
In February 2018, after an Emirates order secured production of the unprofitable programme for ten years, Airbus revised its deal with the three loan-giving governments to save $1.4&nbsp;billion (17%) and restructured terms to lower the production rate from eight per year in 2019 to six per year.<ref name=Bloomberg23feb2018>{{cite news |url= https://www.bloomberg.com/news/articles/2018-02-23/airbus-sheds-1-4-billion-owed-to-countries-in-new-a380-aid-deal |title= Airbus Super-Jumbo Sheds Financial Weight in New State Aid Deal |date= 23 February 2018 |author= Benjamin D Katz |agency= Bloomberg}}</ref>

On 15 May 2018, in its [[Competition between Airbus and Boeing#World Trade Organization litigation|EU appeal ruling]], a WTO ruling concluded that the A380 received improper subsidies through $9&nbsp;billion of launch aids, but Airbus acknowledged that the threat posed to Boeing by the A380 is so marginal with 330 orders since its 2000 launch that any U.S. sanctions should be minimal, as previous rulings showed Boeing's exposure could be as little as $377&nbsp;million.<ref>{{cite news |url= https://www.bloomberg.com/news/articles/2018-05-22/airbus-to-defend-wto-ruling-by-saying-a380-no-threat-to-boeing |title= Airbus to Defend WTO Ruling by Saying A380 No Threat to Boeing |author= Benjamin D Katz |date= 22 May 2018 |agency= Bloomberg}}</ref>
In 2018, unit cost was {{USD|445.6&nbsp;million|link=yes}}.<ref name="Airbus_prices">{{cite web |url= http://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Airbus-Commercial-Aircraft-list-prices-2018.pdf |title= AIRBUS AIRCRAFT 2018 AVERAGE LIST PRICES* (USD millions) |publisher= Airbus |date= 15 January 2018 |access-date= 15 January 2018 |archive-date= 15 January 2018 |archive-url= https://web.archive.org/web/20180115185203/http://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Airbus-Commercial-Aircraft-list-prices-2018.pdf |url-status= dead}}</ref>

In February 2019, the German government disclosed that it was conducting talks with Airbus regarding €600&nbsp;million in outstanding loans. Following the decision to wind down the A380 programme, Europe argues that the subsidies in effect no longer exist and that no sanctions are warranted.<ref>{{cite news |title=Germany in talks with Airbus on 600 million euros of A380 loans |url= https://www.reuters.com/article/us-airbus-germany/germany-in-talks-with-airbus-on-600-million-euros-of-a380-loans-idUSKCN1QL0YR |work= Reuters |date= 4 March 2019 |author1= Andreas Rinke |author2=Tassilo Hummel}}</ref>

===Production===
[[File:Transport A380 en.svg|thumb|upright=1.05|Geographical logistics sequence for the A380, with final assembly in [[Toulouse]]|alt=Diagram showing flow of aircraft part in western Europe. Land is white, sea is pale blue]]

Major structural sections of the A380 are built in France, Germany, Spain, and the United Kingdom. Due to the sections' large size, traditional transportation methods proved unfeasible,<ref name=moral>Morales, Jesus. {{cite web |url=http://www.akl.tu-darmstadt.de/media/arbeitskreis_luftverkehr/downloads_6/kolloquien/13kolloquium/05druckvorlage_morales.pdf |title=Archived copy |access-date=7 February 2016 |url-status=live |archive-url=https://web.archive.org/web/20131017005137/http://www.akl.tu-darmstadt.de/media/arbeitskreis_luftverkehr/downloads_6/kolloquien/13kolloquium/05druckvorlage_morales.pdf |archive-date=17 October 2013}} "The A380 Transport Project and Logistics – Assessment of alternatives", p. 19, ''Airbus'', 18 January 2006. Retrieved 15 April 2012.</ref> so they are taken to the ''Jean-Luc Lagardère Plant'' assembly hall in [[Toulouse]], France, by specialised road and water transportation, though some parts are moved by the [[Airbus Beluga|A300-600ST ''Beluga'']] transport aircraft.<ref>{{Cite news|title=Airbus delivers first A380 fuselage section from Spain|publisher=Airbus|date=6 November 2003|url=http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-delivers-first-a380-fuselage-section-from-spain/|access-date=1 July 2011|archive-date=4 October 2014|archive-url=https://web.archive.org/web/20141004135701/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-delivers-first-a380-fuselage-section-from-spain/|url-status=dead}}</ref><ref>[http://www.smithsonianchannel.com/shows/planes-that-changed-the-world/a380-superjumbo/1003707/3417629 "Planes that changed the World, Episode #3: A380 Superjumbo"] {{webarchive |url=https://web.archive.org/web/20161107021700/http://www.smithsonianchannel.com/shows/planes-that-changed-the-world/a380-superjumbo/1003707/3417629 |date=7 November 2016}}. Smithsonian Channel</ref> A380 components are provided by suppliers from around the world; the four largest contributors, by value, are [[Rolls-Royce plc|Rolls-Royce]], [[Safran]], [[United Technologies Corporation|United Technologies]] and [[General Electric]].<ref name="ms_a380_debate_20060905">{{Cite news |last= Scott Babka |title= EADS: the A380 Debate |publisher= [[Morgan Stanley]] |date= 5 September 2006 |url= https://www.researchgate.net/publication/283720958}}</ref>

For the surface movement of large A380 structural components, a complex route known as the [[Itinéraire à Grand Gabarit]] was developed. This involved the construction of a fleet of [[roll-on/roll-off]] (RORO) ships and barges, the construction of port facilities and the development of new and modified roads to accommodate oversized road convoys.<ref name="aw200905">{{Cite news|title=Convoi Exceptionnel|work=Airliner World|date=May 2009|publisher=Key Publishing Ltd}}</ref> The front and rear fuselage sections are shipped on one of three RORO ships from [[Hamburg]] in northern Germany to [[Saint-Nazaire]] in France. The ship travels via [[Mostyn]], [[Wales]], where the wings are loaded.<ref>{{cite web|url=https://www.airbus.com/newsroom/press-releases/en/2004/06/a380-special-transport-ship-in-hamburg-for-the-first-time.html|title=A380: Special Transport Ship in Hamburg for the First Time|publisher=Airbus Press Centre|date=9 June 2004|access-date=22 September 2020|archive-url=https://web.archive.org/web/20080312222417/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/10_jun_04_topping_out_ceremony.html|archive-date=12 March 2008}}</ref> The wings are manufactured at [[Broughton, Flintshire|Broughton]] in North Wales, then transported by [[barge]] to Mostyn docks for ship transport.<ref name="fi_20030520_production">{{Cite news|title=Towards Toulouse |work=Flight International |date=20 May 2003 |url=http://www.flightglobal.com/news/articles/towards+toulouse-165712/ |archive-url=https://web.archive.org/web/20121111134626/http://www.flightglobal.com/news/articles/towards%2Btoulouse-165712/ |archive-date=11 November 2012 |access-date=30 December 2011 |url-status=dead}}</ref>

[[File:Drone footage of Airbus A380 Wings moved from the factory in Broughton Deeside, Wales to Mostyn.webm|thumb|Drone footage of a wing being transported from its factory at [[Broughton, Flintshire|Broughton]], [[Wales]], down the [[River Dee, Wales|River Dee]] to Mostyn, and onwards to France, March 2020]]
[[File:A380 transport Port de Bordeaux.jpg|thumb|A380 components on a barge]]
In Saint-Nazaire, the ship exchanges the fuselage sections from Hamburg for larger, assembled sections, some of which include the nose. This ship unloads in [[Bordeaux]]. It then goes to pick up the belly and tail sections from [[Construcciones Aeronáuticas SA]] in [[Cádiz]], Spain, and delivers them to Bordeaux. From there, the A380 parts are transported by barge to [[Langon, Gironde|Langon]], and by oversize road convoys to the assembly hall in [[Toulouse]].<ref name="A380 convoys">{{Cite news|title=A380 convoys|publisher=IGG.FR|date=28 October 2007|url=http://www.igg.fr/|access-date=30 December 2011}}</ref> To avoid damage from direct handling, parts are secured in custom jigs carried on self-powered wheeled vehicles.<ref name=moral/>

After assembly, the aircraft are flown to the [[Airbus Hamburg-Finkenwerder]] plant to be furnished and painted. Airbus sized the production facilities and [[supply chain]] for a production rate of four A380s per month.<ref name="fi_20030520_production"/>

===Testing===
[[File:A380 Reveal 1.jpg|thumb|The first completed A380 at the "A380 Reveal" event in Toulouse, France, 18 January 2005]]
[[File:1er vol de l' A380.jpg|thumb|A380 prototype on its [[maiden flight]]]]

In 2005, five A380s were built for testing and demonstration purposes.<ref name="flight_test_2005">{{Cite news|title=A380 powers on through flight-test|last=Kingsley-Jones|first=Max|url=http://www.flightglobal.com/articles/2005/12/20/203708/a380-powers-on-through-flight-test.html|archive-url=https://web.archive.org/web/20070930043200/http://www.flightglobal.com/articles/2005/12/20/203708/a380-powers-on-through-flight-test.html|archive-date=30 September 2007|work=Flight International|date=20 December 2005|access-date=30 December 2011}}</ref> The first A380, [[Aircraft registration|registered]] F-WWOW, was unveiled in [[Toulouse]] 18 January 2005.<ref name=BBC18jan2005>{{cite news|title=Giant plane a testimony to 'old Europe'|work=BBC News|date=18 January 2005|first=Jorn|last=Madslien|url=http://news.bbc.co.uk/1/hi/business/4184987.stm|access-date=30 December 2011}}</ref> It first flew on 27 April 2005.<ref name="first_flight">{{Cite news|title=A380, the 21st century flagship, successfully completes its first flight|publisher=Airbus|date=27 April 2005|url=http://www.airbus.com/newsevents/news-events-single/detail/a380-the-21st-century-flagship-successfully-completes-its-first-flight/|access-date=7 June 2011|archive-date=4 October 2014|archive-url=https://web.archive.org/web/20141004080800/http://www.airbus.com/newsevents/news-events-single/detail/a380-the-21st-century-flagship-successfully-completes-its-first-flight/|url-status=dead}}</ref> This plane, equipped with [[Rolls-Royce Trent 900]] engines, flew from [[Toulouse–Blagnac Airport]] with a crew of six headed by chief [[test pilot]] [[Jacques Rosay]].<ref>Sparaco, Pierre. "[http://aviationweek.com/site-files/aviationweek.com/files/uploads/2015/03/2005-%20A380%20First%20Flight.pdf A titan takes off] {{webarchive|url=https://web.archive.org/web/20160303192900/http://aviationweek.com/site-files/aviationweek.com/files/uploads/2015/03/2005-%20A380%20First%20Flight.pdf|date=3 March 2016}}" ''[[Aviation Week & Space Technology]]'', May 2005. [https://web.archive.org/web/20150424204429/http://aviationweek.com/site-files/aviationweek.com/files/uploads/2015/03/2005-%20A380%20First%20Flight.pdf] Archive</ref> Rosay said flying the A380 had been "like handling a bicycle".<ref name="First flight">{{cite news|title=It flies! But will it sell? Airbus A380 makes maiden flight, but commercial doubts remain|agency=Associated Press|date=27 April 2005|url=http://nl.newsbank.com/nl-search/we/Archives?p_product=NewsLibrary&p_multi=APAB&d_place=APAB&p_theme=newslibrary2&p_action=search&p_maxdocs=200&p_topdoc=1&p_text_direct-0=10A0DDB8B4BCA1FB&p_field_direct-0=document_id&p_perpage=10&p_sort=YMD_date:D|access-date=30 December 2011}}</ref>

On 1 December 2005, the A380 achieved its maximum design speed of Mach&nbsp;0.96, (its design cruise speed is Mach&nbsp;0.85) in a shallow dive.<ref name="flight_test_2005"/> In 2006, the A380 flew its first high-altitude test at [[Addis Ababa Bole International Airport]]. It conducted its second high-altitude test at the same airport in 2009.<ref>{{Cite news|title=Airbus 380 conducts test flights in Addis Ababa |publisher=[[Ethiopian Reporter]] |date=21 November 2009 |url=http://www.ethiopiainvestor.com/index.php?view=article&catid=69%3Aarchives&id=931%3Aairbus-380-conducts-test-flights-in-addis-ababa&tmpl=component&print=1&page=&option=com_content&Itemid=88 |archive-url=https://archive.today/20150227091118/http://www.ethiopiainvestor.com/index.php?view=article&catid=69:archives&id=931:airbus-380-conducts-test-flights-in-addis-ababa&tmpl=component&print=1&page=&option=com_content&Itemid=88 |url-status=dead |archive-date=27 February 2015 |access-date=30 December 2011}}</ref> On 10 January 2006, it flew to [[José María Córdova International Airport]] in Colombia, accomplishing the transatlantic testing, and then it went to [[El Dorado International Airport]] to test the engine operation in high-altitude airports. It arrived in North America on 6 February 2006, landing in [[Iqaluit]], Nunavut, in Canada for cold-weather testing.<ref name="Cold weather test">{{Cite news|title=Airbus tests A380 jet in extreme cold of Canada|work=NBC News|date=8 February 2006|url=https://www.nbcnews.com/id/wbna11236081|access-date=30 December 2011}}</ref>

[[File:a380 teststation fb06rs.jpg|thumb|[[Flight test engineer]]'s station on the lower deck of A380 [[List of Airbus A380 orders and deliveries#Production List|F-WWOW]]]]
On 14 February 2006, during the destructive wing strength certification test on [[List of Airbus A380 orders and deliveries#Production List|MSN5000]], the test wing of the A380 failed at 145% of the limit load, short of the required 150% level. Airbus announced modifications adding 30&nbsp;kg (66&nbsp;lb) to the wing to provide the required strength.<ref name="A380 wing">{{Cite news|title=Airbus to reinforce part of A380 wing after March static test rupture|work=Flight International|date=23 May 2006|url=http://www.flightglobal.com/articles/2006/05/23/206797/airbus-to-reinforce-part-of-a380-wing-after-march-static-test.html|archive-url=https://web.archive.org/web/20080415145147/http://www.flightglobal.com/articles/2006/05/23/206797/airbus-to-reinforce-part-of-a380-wing-after-march-static-test.html|archive-date=15 April 2008|access-date=30 December 2011}}</ref> On 26 March 2006, the A380 underwent evacuation certification in [[Hamburg]]. With 8 of the 16 exits randomly blocked, 853 mixed passengers and 20 crew exited the darkened aircraft in 78 seconds, less than the 90 seconds required for certification.<ref name="evacuation_test">{{Cite news|last=Daly|first=Kieran|title=Airbus A380 evacuation trial full report: everyone off in time|work=Flight International|date=6 April 2006|url=http://www.flightglobal.com/Articles/2006/04/06/Navigation/177/205793/Airbus+A380+evacuation+trial+full+report+everyone+off+in.html|archive-url=https://web.archive.org/web/20080621142039/http://www.flightglobal.com/articles/2006/04/06/205793/airbus-a380-evacuation-trial-full-report-everyone-off-in.html|archive-date=21 June 2008|access-date=16 September 2006}}</ref><ref>{{YouTube|id=ZlhDochDWJ8|title=Airbus infrared video}}. {{Cite web |url=https://www.youtube.com/watch?v=ZlhDochDWJ8 |title=A rigorous test campaign culminates in A380 certification |website=[[YouTube]] |date=7 April 2011 |access-date=29 November 2016 |archive-date=30 September 2016 |archive-url=https://web.archive.org/web/20160930062848/https://www.youtube.com/watch?v=ZlhDochDWJ8 |url-status=dead}}. 7 April 2011.</ref> Three days later, the A380 received [[European Aviation Safety Agency]] (EASA) and United States [[Federal Aviation Administration]] (FAA) approval to carry up to 853 passengers.<ref name="evacuation_test_2">{{Cite news|title=Pictures: Airbus A380 clears European and US certification hurdles for evacuation trial|work=Flight International|date=29 March 2006|url=http://www.flightglobal.com/Articles/2006/03/29/Navigation/177/205739/Pictures+Airbus+A380+clears+European+and+US+certification+hurdles+for+evacuation.html|archive-url=https://web.archive.org/web/20071012015857/http://www.flightglobal.com/articles/2006/03/29/205739/pictures-airbus-a380-clears-european-and-us-certification-hurdles-for-evacuation.html|archive-date=12 October 2007|access-date=16 September 2006}}</ref>

The first A380 using [[Engine Alliance GP7200|GP7200]] engines—serial number [[List of Airbus A380 orders and deliveries#Production List|MSN009]] and flew on 25 August 2006.<ref>{{Cite news|title=GE joint venture engines tested on Airbus A380|publisher=Business Courier|date=25 August 2006|url=http://www.bizjournals.com/cincinnati/stories/2006/08/21/daily47.html|access-date=30 December 2011}}</ref><ref>{{Cite news|title=Airbus test flight with engine alliance engine a success|agency=PR Newswire|date=28 August 2006|url=http://aviation.bernama.com/news.php?id=216600&lang=en|access-date=1 November 2012|archive-date=21 June 2015|archive-url=https://web.archive.org/web/20150621221603/http://aviation.bernama.com/news.php?id=216600&lang=en|url-status=dead}}</ref> On 4 September 2006, the first full passenger-carrying flight test took place.<ref name="first_pax_flight">{{cite news|title=Airbus A380 completes test flight|work=BBC News|date=4 September 2006|url=http://news.bbc.co.uk/1/hi/business/5312020.stm|access-date=30 December 2011}}</ref> The aircraft flew from Toulouse with 474 Airbus employees on board, in a test of passenger facilities and comfort.<ref name="first_pax_flight"/> In November 2006, a further series of route-proving flights demonstrated the aircraft's performance for 150 flight hours under typical airline operating conditions.<ref name="A380testfly">{{Cite news|title=Airbus A380 jets off for tests in Asia from the eye of a storm|work=USA Today|date=11 November 2006|url=https://www.usatoday.com/travel/flights/2006-11-09-airbus-asia-test_x.htm|first1=Gilles|last1=Ramel|access-date=30 December 2011}}</ref> {{as of|2014}}, the A380 test aircraft continue to perform test procedures.<ref name=whe>Whelan, Ian. "[http://www.ainonline.com/aviation-news/air-transport/2014-08-21/long-serving-flight-test-aircraft-play-different-roles Long-serving Flight Test Aircraft Play Different Roles]{{cbignore|bot=medic}}" ''AINonline'', 21 August 2014. Retrieved 4 September 2014. {{YouTube|id=VkPVsToMG3s|title=Video}} {{Cite web |url=https://www.youtube.com/watch?v=VkPVsToMG3s |title=Behind the Scenes in Airbus A380 and Boeing 787-9 Test Aircraft – AINtv |website=[[YouTube]] |date=28 July 2014 |access-date=29 November 2016 |archive-date=9 August 2016 |archive-url=https://web.archive.org/web/20160809200236/https://www.youtube.com/watch?v=VkPVsToMG3s |url-status=bot: unknown}}</ref>

Airbus obtained [[type certificate]]s for the [[List of Airbus A380 orders and deliveries#Models|A380-841]] and [[List of Airbus A380 orders and deliveries#Models|A380-842]] model from the EASA and FAA on 12 December 2006 in a joint ceremony at the company's French headquarters,<ref name="EASA A380">{{cite web |url=http://www.easa.europa.eu/ws_prod/c/doc/Design_Appro/Aircrafts/TCDS%20EASA.A.110%20Airbus%20A380%20Iss%203%20(14%20Dec%2007).pdf |archive-url=https://web.archive.org/web/20091222052318/http://www.easa.europa.eu/ws_prod/c/doc/Design_Appro/Aircrafts/TCDS%20EASA.A.110%20Airbus%20A380%20Iss%203%20(14%20Dec%2007).pdf |archive-date=22 December 2009 |title=EASA Type-Certificate Data Sheet TCDS A.110 Issue 03 |publisher=EASA |date=14 December 2007 |access-date=30 December 2011 |url-status=dead}}</ref><ref name="FAA A380">{{cite web|url=http://rgl.faa.gov/Regulatory_and_Guidance_Library%5CrgMakeModel.nsf/0/159B44F68212A2FE862573B70056D374/$FILE/A58NM.pdf|title=FAA Type Certificate Data Sheet NO.A58NM Rev 2|publisher=FAA|date=14 December 2007|access-date=30 December 2011|archive-date=9 March 2012|archive-url=https://web.archive.org/web/20120309094506/http://rgl.faa.gov/Regulatory_and_Guidance_Library%5CrgMakeModel.nsf/0/159B44F68212A2FE862573B70056D374/$FILE/A58NM.pdf|url-status=dead}}</ref> receiving the [[International Civil Aviation Organization|ICAO]] [[List of ICAO aircraft type designators|code]] A388.<ref name=icaoCode>"[http://cfapp.icao.int/Doc8643/reports/Part1-By%20Manufacturer%20(Encode).pdf Doc 8643 – Edition 40, Part1-By Manufacturer] {{webarchive|url=https://web.archive.org/web/20160305024019/http://cfapp.icao.int/Doc8643/reports/Part1-By%20Manufacturer%20%28Encode%29.pdf |date= 5 March 2016}}" page 1–8. ''[[International Civil Aviation Organization]]'', 30 March 2012. Retrieved 29 September 2012.</ref> The [[List of Airbus A380 orders and deliveries#Models|A380-861]] model was added to the type certificate on 14 December 2007.<ref name="FAA A380"/>

===Production and delivery delays===
[[File:Second floor.A-380 (4020687953).jpg|thumb|Bare cabin for flight tests with water tanks as ballast]]

Initial production of the A380 was troubled by delays attributed to the {{convert|530|km|mi|abbr=on}} of wiring in each aircraft. Airbus cited as underlying causes the complexity of the cabin wiring (98,000 wires and 40,000 connectors), its concurrent design and production, the high degree of customisation for each airline, and failures of [[configuration management]] and [[change control]].<ref name="eads_airbus_forecast_20061019">{{cite web|title=The A380 programme|last=Heinen|first=Mario|publisher=EADS|url=http://www.eads.com/xml/content/OF00000000400004/0/74/41485740.pdf|date=19 October 2006|access-date=19 October 2006|archive-url=https://web.archive.org/web/20061103062416/http://www.eads.com/xml/content/OF00000000400004/0/74/41485740.pdf|archive-date=3 November 2006}}</ref><ref name="wiring">{{Cite news|last=Kingsley-Jones|first=Max|title=The race to rewire the Airbus A380|work=Flight International|date=18 July 2006|url=http://www.flightglobal.com/articles/2006/07/18/207894/farnborough-first-news-the-race-to-rewire-the-airbus.html|archive-url=https://web.archive.org/web/20071012015906/http://www.flightglobal.com/articles/2006/07/18/207894/farnborough-first-news-the-race-to-rewire-the-airbus.html|archive-date=12 October 2007|access-date=30 December 2011}}</ref> The German and Spanish Airbus facilities continued to use [[CATIA]] version&nbsp;4, while British and French sites migrated to version&nbsp;5.<ref name="wiringdetailed">{{Cite news|url=https://www.nytimes.com/2006/12/11/business/worldbusiness/11iht-airbus.3860198.html|title=The Airbus saga: Crossed wires and a multibillion-euro delay|work=International Herald Tribune|first=Nicola|last=Clark|date=6 November 2006|access-date=30 December 2011}}</ref> This caused overall configuration management problems, at least in part because wire harnesses manufactured using [[Aluminum wire|aluminium]] rather than copper conductors necessitated special design rules including non-standard dimensions and bend radii; these were not easily transferred between versions of the software.<ref>{{cite web|url=http://www.cadalyst.com/cad/product-design/what-grounded-airbus-a380-10903 |archive-url=https://web.archive.org/web/20090826172720/http://www.cadalyst.com/cad/product-design/what-grounded-airbus-a380-10903 |archive-date=26 August 2009 |url-status=dead |title=What Grounded the Airbus A380? |publisher=Cadalyst Manufacturing |author=Kenneth Wong |date=6 December 2006 |access-date=30 December 2011}}</ref> File conversion tools were initially developed by Airbus to help solve this problem; however, the digital mock-up was still unable to read the full technical design data.<ref name="Dörfler 197–214">{{Cite book |last=Dörfler |first=Isabel |title=Learning from a Drastic Failure: The Case of the Airbus A380 Program |publisher=ABINGDON: Routledge |pages=197–214}}</ref> Furthermore, organisational culture was also cited as a cause of the production delays. The communication and reporting culture at the time frowned upon delivery of bad news, meaning Airbus was unable to take early actions to mitigate technical and production issues.<ref name="Dörfler 197–214"/>

Airbus announced the first delay in June 2005 and notified airlines that deliveries would be delayed by six months.<ref name="wiringdetailed"/> This reduced the total number of planned deliveries by the end of 2009 from about 120 to 90–100. On 13 June 2006, Airbus announced a second delay, with the delivery schedule slipping an additional six to seven months.<ref>{{Cite news|last=Crane|first=Mary|title=Major turbulence for EADS on A380 delay|work=Forbes|date=6 June 2006|url=https://www.forbes.com/2006/06/14/airbus-eads-boeing-614markets12.html|archive-url=https://web.archive.org/web/20100812225215/http://www.forbes.com/2006/06/14/airbus-eads-boeing-614markets12.html|archive-date=12 August 2010|access-date=30 December 2011}}</ref> Although the first delivery was still planned before the end of 2006, deliveries in 2007 would drop to only 9 aircraft, and deliveries by the end of 2009 would be cut to 70–80 aircraft. The announcement caused a 26% drop in the share price of Airbus' parent, EADS,<ref>{{Cite news|last=Clark|first=Nicola|title=Airbus delay on giant jet sends shares plummeting|work=International Herald Tribune|date=5 June 2006|url=https://www.nytimes.com/2006/06/15/business/15airbus.html|access-date=30 December 2011}}</ref> and led to the departure of EADS CEO [[Paul Dupont]], Airbus CEO [[Gustav Humbert]], and A380 programme manager [[Charles Champion]].<ref name="wiringdetailed"/><ref name="management_shuffle">{{Cite news|last=Clark|first=Nicola|title=Airbus replaces chief of jumbo jet project|work=International Herald Tribune|date=4 September 2006|url=https://www.nytimes.com/2006/09/04/business/worldbusiness/04iht-airbus.2693593.html|access-date=30 December 2011}}</ref> On 3 October 2006, upon completion of a review of the A380 programme, Airbus CEO [[Christian Streiff]] announced a third delay,<ref name="wiringdetailed"/> pushing the first delivery to October 2007, to be followed by 13 deliveries in 2008, 25 in 2009, and the full production rate of 45 aircraft per year in 2010.<ref name="third_delay">{{cite web|title=Airbus confirms further A380 delay and launches company restructuring plan|publisher=Airbus|date=3 October 2006|url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/06_10_03_a380_delays_company_restructuring_plan.html|access-date=3 October 2006|archive-url=https://web.archive.org/web/20061014212600/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/06_10_03_a380_delays_company_restructuring_plan.html|archive-date=14 October 2006}}</ref> The delay also increased the earnings shortfall projected by Airbus through 2010 to €4.8&nbsp;billion.<ref name="wiringdetailed"/><ref name="the_times_20061003">{{Cite news|last=Robertson|first=David|title=Airbus will lose €4.8bn because of A380 delays|work=The Times|location=UK|date=3 October 2006|url=https://www.thetimes.com/article/airbus-will-lose-48bn-because-of-a380-delays-609q5rkswkp|access-date=30 December 2011}}</ref>

As Airbus prioritised the work on the A380-800 over the A380F,<ref name=Flight16May2006>{{Cite news|title=A380 Freighter delayed as Emirates switches orders|work=Flight International|date=16 May 2006|url=https://www.flightglobal.com/airbus-a380-freighter-delayed-as-emirates-switches-orders-to-passenger-variant/67429.article}}</ref> freighter orders were cancelled by [[FedEx]]<ref name=WaPo8Nov2006>{{Cite news|author=Del Quentin Wilber|title=Airbus bust, Boeing boost|newspaper=The Washington Post|date=8 November 2006|url=https://www.washingtonpost.com/archive/business/2006/11/08/airbus-bust-boeing-boost/a3ca18b8-de5f-489e-8f39-c115ec84a6fe/}}</ref><ref name=nytimes8Nov2006>{{cite news|url=https://www.nytimes.com/2006/11/08/business/worldbusiness/08airbus.html|title=FedEx Rescinds Order for Airbus A380s|date=8 November 2006|work=The New York Times|author=Carter Dougherty, Leslie Wayne|location=Frankfurt}}</ref> and [[United Parcel Service]],<ref>{{Cite news|title=UPS cancels Airbus A380 order|work=The New York Times|date=2 March 2007|url=https://www.nytimes.com/2007/03/02/business/worldbusiness/02iht-web.0302-airbusclark.4776607.html|access-date=1 November 2012|first=Nicola|last=Clark}}</ref> or converted to A380-800 by Emirates and ILFC.<ref name="ILFC A380F">{{cite web|title=ILFC to defer its Airbus A380 order until at least 2013, ditching freighter variants for passenger configuration|work=Flight International|url=http://www.flightglobal.com/articles/2006/12/04/210965/ilfc-to-defer-its-airbus-a380-order-until-at-least-2013-ditching-freighter-variants-for-passenger.html|archive-url=https://web.archive.org/web/20071012135944/http://www.flightglobal.com/articles/2006/12/04/210965/ilfc-to-defer-its-airbus-a380-order-until-at-least-2013-ditching-freighter-variants-for-passenger.html|archive-date=12 October 2007|date=4 December 2006|access-date=30 December 2011}}</ref> Airbus suspended work on the freighter version, but said it remained on offer,<ref name="a380f_freighterinterrupted">{{cite web|title=Airbus says A380F development 'interrupted'|work=Flight International|url=http://www.flightglobal.com/articles/2007/03/05/212437/airbus-says-a380f-development-interrupted-by-ups-cancellation-but-still-on.html|archive-url=https://web.archive.org/web/20070930055358/http://www.flightglobal.com/articles/2007/03/05/212437/airbus-says-a380f-development-interrupted-by-ups-cancellation-but-still-on.html|archive-date=30 September 2007 |access-date=30 December 2011}}</ref> albeit without a service entry date.<ref name="no-timeline-on-the-a380-freighter">{{cite web|title=Airbus has no timeline on the A380 freighter|work=Flight International|url= http://www.flightglobal.com/articles/2008/03/11/222139/airbus-has-no-timeline-on-the-a380-freighter.html|archive-url= https://web.archive.org/web/20080314184554/http://www.flightglobal.com/articles/2008/03/11/222139/airbus-has-no-timeline-on-the-a380-freighter.html|archive-date=14 March 2008|access-date=30 December 2011}}</ref> For the passenger version Airbus negotiated a revised delivery schedule and compensation with the 13 customers, all of which retained their orders with some placing subsequent orders, including Emirates,<ref name="Emirates Airlines">{{cite web|title=Emirates Airlines reaffirms commitment to A380 and orders additional four|publisher=Airbus|url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_05_07_Emirates_additional_A380s.html|access-date=25 October 2009|archive-url=https://web.archive.org/web/20071223042521/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_05_07_Emirates_additional_A380s.html |archive-date=23 December 2007}}</ref> Singapore Airlines,<ref name="Singapore Airlines">{{cite web|title=Singapore Airlines boosts Airbus fleet with additional A380 orders|publisher=Airbus|url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/06_12_20_Singapore_additional_A380s.html|access-date=25 October 2009|archive-url=https://web.archive.org/web/20071228102408/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/06_12_20_Singapore_additional_A380s.html|archive-date=28 December 2007}}</ref> Qantas,<ref name="Qantas">{{cite web|title=Qantas signs firm order for eight additional A380s|publisher=Airbus|url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/06_12_21_qantas_8_more_a380.html|access-date=25 October 2009|archive-url=https://web.archive.org/web/20080420065300/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/06_12_21_qantas_8_more_a380.html|archive-date=20 April 2008}}</ref> Air France,<ref name="Air France">{{cite web|title=Air France to order two additional A380s and 18 A320 Family aircraft|publisher=Airbus|url=http://www.airbus.com/newsevents/news-events-single/detail/air-france-to-order-two-additional-a380s-and-18-a320-family-aircraft/|access-date=7 June 2011|archive-date=24 November 2011|archive-url=https://web.archive.org/web/20111124094647/http://www.airbus.com/newsevents/news-events-single/detail/air-france-to-order-two-additional-a380s-and-18-a320-family-aircraft/|url-status=dead}}</ref> Qatar Airways,<ref name="Qatar">{{cite web|title=Qatar Airways confirms order for 80 A350 XWBs and adds three A380s|publisher=Airbus|url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_06_18_qatar_A350_A380.html|access-date=25 October 2009|archive-url=https://web.archive.org/web/20080622022241/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_06_18_qatar_A350_A380.html|archive-date=22 June 2008}}</ref> and Korean Air.<ref name="Korean Air">{{cite web|title=Korean Air expands A380 aircraft order|publisher=Airbus|url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/08_02_19_a380_korean_air.html|access-date=25 October 2009|archive-url=https://web.archive.org/web/20080802172820/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/08_02_19_a380_korean_air.html|archive-date=2 August 2008}}</ref>

Beginning in 2007, the A380 was considered as a potential replacement for the existing [[Boeing VC-25]] serving as [[Air Force One]] presidential transport,<ref>{{cite news |title= Airbus could build next Air Force One; 747 due to be replaced |first= Peter |last= Pae |work=The Seattle Times |date= 18 January 2009 |url= http://seattletimes.nwsource.com/html/boeingaerospace/2008641936_airforceone18.html}}</ref><ref>{{cite web |url= https://www.flightglobal.com/news/articles/exclusive-us-considers-airbus-a380-as-air-force-one-and-potentially-a-c-5-replacement-218681/ |title= US considers Airbus A380 as Air Force One and potentially a C-5 replacement |work= Flight International |date= 17 October 2007}}</ref> but in January 2009 EADS declared that they were not going to bid for the contract, as assembling only three planes in the US would not make financial sense.<ref>{{cite web |url= http://flightglobal.com/articles/2009/01/28/321709/eads-waves-off-bid-for-air-force-one-replacement.html |title= EADS waves off bid for Air Force One replacement |date= 28 January 2009 |archive-url= https://web.archive.org/web/20090203072242/http://flightglobal.com/articles/2009/01/28/321709/eads-waves-off-bid-for-air-force-one-replacement.html |archive-date= 3 February 2009 |work= Flight International}}</ref>

On 13 May 2008, Airbus announced reduced deliveries for the years 2008 (12) and 2009 (21).<ref name="A380 production ramp-up">{{Cite news|title=A380 production ramp-up revisited|publisher=Airbus|date=13 May 2008|url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/08_05_13_A380_ramp_up_revisited.html|archive-url=https://web.archive.org/web/20080517010428/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/08_05_13_A380_ramp_up_revisited.html|archive-date=17 May 2008|access-date=30 December 2011}}</ref> After further manufacturing setbacks, Airbus announced its plan to deliver 14 A380s in 2009, down from the previously revised target of 18.<ref name="new schedule 18">{{cite web|url=http://aviationweek.com/awin/airbus-expects-sharp-order-drop-2009|title=Airbus Expects Sharp Order Drop in 2009|work=Aviation Week & Space Technology|date=15 January 2009 |access-date=30 December 2011}}</ref> A total of 10 A380s were delivered in 2009.<ref>{{Cite news|last=Rothman|first=Andrea|url=http://www.businessweek.com/globalbiz/content/dec2009/gb20091230_002813.htm|archive-url=https://web.archive.org/web/20110416030634/http://www.businessweek.com/globalbiz/content/dec2009/gb20091230_002813.htm|archive-date=16 April 2011|title=Airbus Fell Short with 10 A380s in 2009|work=Business Week|date=30 December 2009|access-date=30 December 2011}}</ref> In 2010, Airbus delivered 18 of the expected 20 A380s, due to Rolls-Royce engine availability problems.<ref name="Deliveries 2010">{{Cite news|last=Rothman|first=Andrea|title=Airbus Beats Boeing on 2010 Orders, Deliveries as Demand Recovery Kicks In|publisher=Bloomberg L.P.|date=17 January 2011|url=https://www.bloomberg.com/news/2011-01-17/airbus-topped-boeing-on-orders-deliveries-last-year-as-demand-rebounded.html|access-date=30 December 2011}}</ref> Airbus planned to deliver "between 20 and 25" A380s in 2011 before ramping up to three a month in 2012.<ref name="Deliveries 2010"/> In fact, Airbus delivered 26 units, thus outdoing its predicted output for the first time. {{As of|2012|7}}, production was 3 aircraft per month. Among the production problems are challenging interiors, interiors being installed sequentially rather than concurrently as in smaller planes, and union/government objections to streamlining.<ref name=wsjDMcc/>

===Entry into service===
[[File:Singapore Airlines A380-841 (9V-SKB) landing at Singapore Changi Airport (3).jpg|thumb|An A380 of launch operator [[Singapore Airlines]]]]

Nicknamed ''Superjumbo'',<ref name="BBC-SJ">{{cite news|url=http://www.bbc.co.uk/programmes/b017ld03|title=BBC Two: 'How to Build a Super Jumbo Wing'|date=23 November 2011|publisher=BBC|access-date=30 December 2011}}</ref> the first A380, MSN003, was delivered to [[Singapore Airlines]] on 15 October 2007 and entered service on 25 October 2007 with flight number SQ380 between [[Singapore Changi Airport|Singapore]] and [[Sydney Airport|Sydney]].<ref name="1st SIA flight">{{Cite news|title=Singapore Airlines – Our History |url=http://www.singaporeair.com/en_UK/about-us/sia-history/ |publisher=Singapore Airlines |date=1 November 2012 |access-date=1 November 2012 |url-status=dead |archive-url=https://web.archive.org/web/20130209040833/http://www.singaporeair.com/en_UK/about-us/sia-history/ |archive-date= 9 February 2013}}</ref> Passengers bought seats in a charity online auction paying between $560 and $100,380.<ref>{{Cite news|title=A380 superjumbo lands in Sydney|url=http://news.bbc.co.uk/2/hi/asia-pacific/7061164.stm|publisher=BBC|date=25 October 2007|access-date=30 December 2011}}</ref> Two months later, Singapore Airlines CEO [[Chew Choon Seng|Chew Choong Seng]] stated the A380 was performing better than either the airline or Airbus had anticipated, burning 20% less fuel per seat-mile than the airline's [[Boeing 747-400|747-400]] fleet.<ref name="SIA's Chew: A380 pleases">{{Cite news|title=SIA's Chew: A380 pleases, Virgin Atlantic disappoints |publisher=ATW Online |date=13 December 2007 |url=http://www.atwonline.com/news/story.html?storyID=11132 |access-date=13 December 2007 |archive-url=https://web.archive.org/web/20071215175343/http://www.atwonline.com/news/story.html?storyID=11132 |archive-date=15 December 2007 |url-status=dead}}</ref> Emirates' [[Tim Clark (airline executive)|Tim Clark]] claimed that the A380 has better fuel economy at Mach 0.86 than at 0.83,<ref>{{cite web|last=Flottau|first=Jens|title=Emirates A350-1000 Order 'In Limbo'|url=http://aviationweek.com/awin-featured-story/emirates-a350-1000-order-limbo|work=Aviation Week & Space Technology|access-date=22 November 2012|date=21 November 2012|quote=Clark points out that "the faster you fly [the A380], the more fuel-efficient she gets; when you fly at [Mach] 0.86 she is better than at 0.83."}}</ref> and that its technical dispatch reliability is at 97%, the same as Singapore Airlines. Airbus is committed to reach the industry standard of 98.5%.<ref name=techissu>"{{cite web|url=http://www.flightglobal.com/page/A380-In-Service-Report/Airbus-A380-In-Service-Technical-issues/ |title=Technical issues |access-date=19 June 2014 |url-status=live |archive-url=https://web.archive.org/web/20150706100612/http://www.flightglobal.com/page/A380-In-Service-Report/Airbus-A380-In-Service-Technical-issues/ |archive-date=6 July 2015}} Technical Issues", [[Flightglobal]], undated. Retrieved 20 June 2014.</ref>

[[Emirates (airline)|Emirates]] was the second airline to receive the A380 and commenced service between [[Dubai International Airport|Dubai]] and [[John F. Kennedy International Airport|New York]] in August 2008.<ref>{{Cite news|title=Emirates A380 arrives in New York!|date=3 August 2008|url=http://www.gadling.com/2008/08/03/emirates-a380-arrives-in-new-york/|access-date=30 December 2011}}</ref><ref name="1st UAE flight">{{Cite news|title=Emirates A380 Lands at New York's JFK|date=1 August 2008|url=http://news.airwise.com/story/view/1217629915.html|access-date=30 December 2011|archive-date=6 August 2008|archive-url=https://web.archive.org/web/20080806020526/http://news.airwise.com/story/view/1217629915.html|url-status=dead}}</ref> [[Qantas]] followed, with flights between [[Melbourne Airport|Melbourne]] and [[Los Angeles International Airport|Los Angeles]] in October 2008.<ref name="1st QFA flight">{{Cite news|title=Qantas A380 arrives in LA after maiden flight|url=http://www.theage.com.au/articles/2008/10/21/1224351190665.html|work=The Age|location=Australia|date=21 October 2008|access-date=30 December 2011}}</ref> By the end of 2008, 890,000 passengers had flown on 2,200 flights.<ref>{{Cite news|title=Airbus narrowly meets delivery target of 12 A380s in 2008|work=Flight International|date=30 December 2008|url=http://www.flightglobal.com/articles/2008/12/30/320564/airbus-narrowly-meets-delivery-target-of-12-a380s-in.html|archive-url=https://web.archive.org/web/20090215030049/http://www.flightglobal.com/articles/2008/12/30/320564/airbus-narrowly-meets-delivery-target-of-12-a380s-in.html|archive-date=15 February 2009|access-date=30 December 2011}}</ref>

In February 2008, the A380 became the first airliner to fly using synthetic liquid fuel. The fuel is processed from gas to liquid form (GTL fuel). The flight was 3 hours long, taking off from Filton, UK, and landing in Toulouse, France, and was a significant step in evaluating the suitability of sustainable aviation fuels.<ref>{{cite journal | doi=10.1108/aeat.2008.12780caf.007 | title=Airbus A380 commences alternative fuel test flight programme | journal=Aircraft Engineering and Aerospace Technology | year=2008 | volume=80 | issue=3| issn = 0002-2667}}</ref>

===Improvements and upgrades===
In 2010, Airbus announced a new A380 build standard, incorporating a strengthened airframe structure and a 1.5° increase in [[wing twist]]. Airbus also offered, as an option, an improved maximum take-off weight, thus providing a better payload/range performance. Maximum take-off weight is increased by {{Convert|4|t|lb|abbr=on}}, to {{Convert|573|t|lb|abbr=on}} and the range is extended by {{convert|100|nmi}}; this is achieved by reducing flight loads, partly from optimising the fly-by-wire control laws.<ref>{{cite web |url=http://www.flightglobal.com/articles/2010/05/18/341926/airbus-poised-to-start-building-new-higher-weight-a380.html |title=Airbus poised to start building new higher-weight A380 variant |work=Flight International |date= 18 May 2010 |access-date=19 May 2010 |archive-url= https://web.archive.org/web/20100521195022/http://www.flightglobal.com/articles/2010/05/18/341926/airbus-poised-to-start-building-new-higher-weight-a380.html |archive-date= 21 May 2010 |url-status=live}}</ref> [[British Airways]] and [[Emirates (airline)|Emirates]] were the first two customers to have received this new option in 2013.<ref>{{cite web |url= http://www.flightglobal.com/news/articles/british-airways-and-emirates-will-be-first-for-new-longer-range-326544/ |title= British Airways and Emirates will be first for new longer-range A380 |work=Flight International |date= 14 May 2009 |access-date=14 December 2011}}</ref> Emirates asked for an update with new engines for the A380 to be competitive with the [[Boeing 777X]] around 2020, and Airbus was studying 11-abreast seating.<ref name=leeUp/>

In 2012, Airbus announced another increase in the A380's maximum take-off weight to {{Convert|575|t|lb|abbr=on}}, a 6&nbsp;t increase from the initial A380 variant and 2&nbsp;t higher than the increased-weight proposal of 2010. This increased the range by some {{convert|150|nmi}}, taking its capability to around {{convert|8350|nmi}} at current payloads. The higher-weight version was offered for introduction to service early in 2013.<ref>{{cite web |url=http://www.flightglobal.com/news/articles/airbus-to-offer-higher-weight-a380-from-2013-368483/ |title=Airbus to offer higher-weight A380 from 2013 |work=Flight International |date= 20 February 2012 |access-date=16 October 2013}}</ref>

===Post-delivery problems===
During repairs following the [[Qantas Flight 32]] engine failure incident, cracks were discovered in wing fittings. As a result, the [[European Aviation Safety Agency]] issued an [[Airworthiness Directive]] in January 2012 which affected 20 A380 aircraft that had accumulated over 1,300 flights.<ref name="EASA Wing">{{cite web|title=EASA mandates prompt detailed visual inspections of the wings of 20 A380s|publisher=EASA|url=http://www.easa.europa.eu/news.php|access-date=20 January 2012}}</ref> A380s with under 1,800 flight hours were to be inspected within 6 weeks or 84 flights; aircraft with over 1,800 flight hours were to be examined within four days or 14 flights.<ref name=AH44992a89>{{cite web|url=http://avherald.com/h?article=44992a89&opt=0|title=Airworthiness Directive regarding Airbus A380 wing cracks|first=Simon|last=Hradecky|work=The Aviation Herald|date=21 January 2012}}</ref><ref name=AD>{{cite web|url=http://ad.easa.europa.eu/blob/easa_ad_2012_0013.pdf/AD_2012-0013_1|title=EASA AD No.:2012-0013|publisher=EASA|date=20 January 2012|access-date=22 January 2012}}</ref> Fittings found to be cracked were replaced.<ref>{{cite web|url=http://aviationweek.com/awin/airbus-adjusts-a380-assembly-process|title=Airbus Adjusts A380 Assembly Process|work=Aviation Week & Space Technology|date=26 January 2012|access-date=29 January 2012}}</ref> On 8 February 2012, the checks were extended to cover all 68 A380 aircraft in operation. The problem is considered to be minor and is not expected to affect operations.<ref name=BBC16942361>{{cite news|url=https://www.bbc.co.uk/news/business-16942361|title=Airbus to inspect all A380 superjumbos for wing cracks|work=BBC News|access-date=8 February 2012|date=8 February 2012}}</ref> EADS acknowledged that the cost of repairs would be over $130&nbsp;million, to be borne by Airbus. The company said the problem was traced to stress and material used for the fittings.<ref>{{cite web|url=http://atwonline.com/aircraft-engines-components/news/a380-repairs-cost-airbus-105-million-0313|title=A380 Repairs to cost Airbus 105 million pounds|publisher=Air Transport World|date=14 March 2012|access-date=5 May 2012}}</ref> Additionally, major airlines are seeking compensation from Airbus for revenue lost as a result of the cracks and subsequent grounding of fleets.<ref>{{cite web|url=http://www.defenceweb.co.za/index.php?option=com_content&view=article&id=28338:air-france-seeks-airbus-compensation-for-a380-glitches-report&catid=113:international-news&Itemid=248|title=Air France seeks Airbus compensation for A380 glitches: report|publisher=DefenceWeb|date=1 November 2012|access-date=2 June 2013}}</ref> Airbus has switched to a different type of aluminium alloy so aircraft delivered from 2014 onwards should not have this problem.<ref>{{cite news|url=https://www.bbc.co.uk/news/business-18397398|title=Airbus A380 wing repairs could take up to eight weeks|work=[[BBC News]]|date=11 June 2012|access-date=2 June 2013}}</ref>

Around 2014, Airbus changed about 10% of all A380 doors, as some leaked during flight. One occurrence resulted in dropped [[Emergency oxygen system|oxygen masks]] and an emergency landing. The switch was estimated to cost over €100&nbsp;million. Airbus stated that safety was sufficient, as the air pressure pushed the door into the frame.<ref>{{Cite news|url=http://www.spiegel.de/wirtschaft/unternehmen/druckabfall-im-a380-airbus-muss-jede-zehnte-tuer-umruesten-a-976026.html|title=Druckabfall im A380: Airbus muss jede zehnte Tür umbauen|work=[[Der Spiegel]]|date=18 June 2014|access-date=24 April 2016}}</ref><ref>{{Cite news|url=http://www.ndr.de/der_ndr/presse/mitteilungen/Hamburg-Journal-erhebliche-Probleme-mit-Tueren-des-Airbus-A380,pressemeldungndr14366.html|title=Erhebliche Probleme mit Türen des Airbus A380|work=NDR Presse und Information|date=18 June 2014|access-date=24 April 2016}}</ref><ref>{{cite news|url=https://www.bbc.com/news/business-25618122|title=Singapore Airlines A380 plane in emergency landing|work=[[BBC News]]|date=6 January 2014|access-date=24 April 2016}}</ref>

===Further continuation of programme===
At the July 2016 [[Farnborough Airshow]], Airbus announced that in a "prudent, proactive step", starting in 2018, it expected to deliver 12 A380 aircraft per year, down from 27 deliveries in 2015. The firm also warned production might slip back into red ink (be unprofitable) on each aircraft produced at that time, though it anticipated production would remain in the black (profitable) for 2016 and 2017. "The company will continue to improve the efficiency of its industrial system to achieve breakeven at 20 aircraft in 2017 and targets additional cost reduction initiatives to lower breakeven further."<ref>{{cite web |url=http://www.ft.com/cms/s/0/5418e0ce-484f-11e6-8d68-72e9211e86ab.html |archive-url=https://ghostarchive.org/archive/20221210/http://www.ft.com/cms/s/0/5418e0ce-484f-11e6-8d68-72e9211e86ab.html |archive-date=10 December 2022 |url-access=subscription |title=Airbus slashes production of A380 superjumbo |date=12 July 2016 |work=Financial Times}}</ref><ref>{{cite web|title=Airbus A380 Cut May Mark Beginning of End for Superjumbo|website=[[Bloomberg News]]|url=https://www.bloomberg.com/news/articles/2016-07-12/airbus-plans-to-cut-annual-a380-deliveries-to-12-as-of-2018|date=12 July 2016}}</ref> Airbus expected that healthy demand for its other aircraft would allow it to avoid job losses from the cuts.<ref>{{Cite web|url=https://www.nytimes.com/2016/07/13/business/international/airbus-cuts-delivery-goal-for-a380-jumbo-jets.html|archive-url=https://web.archive.org/web/20160916103955/http://www.nytimes.com/2016/07/13/business/international/airbus-cuts-delivery-goal-for-a380-jumbo-jets.html|url-status=dead|title=Airbus to Sharply Cut Production of A380 Jumbo Jets|first=Nicola|last=Clark|date=12 July 2016|archive-date=16 September 2016|via=NYTimes.com}}</ref><ref>{{Cite web|url=https://www.wsj.com/articles/airbus-cuts-a380-production-plans-1468344670|archive-url=https://web.archive.org/web/20161010190611/http://www.wsj.com/articles/airbus-cuts-a380-production-plans-1468344670|url-status=dead|title=Airbus Cuts A380 Production Plans|first1=Robert|last1=Wall|first2=Jon|last2=Ostrower|date=12 July 2016|archive-date=10 October 2016|via= wsj.com}}</ref>

[[File:Airbus A380-841, Lufthansa AN1891305.jpg|thumb|A [[Lufthansa]] A380 at its then home base at [[Frankfurt Airport]] in 2011]]
As Airbus expected to build 15 airliners in 2017 and 12 in 2018, Airbus Commercial Aircraft president [[Fabrice Brégier]] said that, without orders in 2017, production would be reduced to below one per month while remaining profitable per unit and allowing the programme to continue for 20 to 30 years.<ref>{{cite news |url= http://atwonline.com/manufacturers/airbus-confirms-more-a380-production-cuts |title= Airbus confirms more A380 production cuts |date= 5 June 2017 |author= Jens Flottau |work= Aviation Week Network}}</ref><!-- also: https://leehamnews.com/2017/06/05/airbus-ponders-lowering-production-rate-a380/--> In its 2017 half-year report, Airbus adjusted 2019 deliveries to eight aircraft.<ref>{{cite press release |url= http://www.airbus.com/newsroom/press-releases/en/2017/07/H12017.html |date= 27 July 2017 |title= Airbus reports Half-Year (H1) 2017 results |publisher= Airbus}}</ref> In November 2017, its chief executive [[Tom Enders]] was confident Airbus would still produce A380s in 2027 with more sales to come, and further develop it to keep it competitive beyond 2030.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/we-will-still-produce-a380s-in-10-years-airbus-ch-442865/ |title= 'We will still produce A380s in 10 years': Airbus chief |date= 3 November 2017 |author= Michael Gubisch |work= Flightglobal}}</ref> Airbus was profitable at a rate of 15 per year and is trying to drive [[breakeven]] down further but will take losses at eight per year.<ref name=AvWeek14nov2017/>

An order from Emirates for 36 A380s would have ensured production beyond 2020, but the airline wanted guarantees that production would be maintained for 10 years, until 2028: reducing output to six a year would help to bridge that period and would support second-hand values while other buyers are approached, but the programme would still be unprofitable.<ref>{{cite news |url= https://uk.reuters.com/article/uk-airbus-a380/airbus-may-cut-a380-production-to-six-planes-a-year-sources-idUKKBN1E51VH |archive-url= https://web.archive.org/web/20171211170915/https://uk.reuters.com/article/uk-airbus-a380/airbus-may-cut-a380-production-to-six-planes-a-year-sources-idUKKBN1E51VH |url-status= dead |archive-date= 11 December 2017 |date= 11 December 2017 |title= Airbus may cut A380 production to six planes a year |author= Tim Hepher |work= Reuters}}</ref> If it had failed to win the Emirates order, Airbus claimed that it was ready to phase out its production gradually as it fulfilled remaining orders until the early 2020s.<ref name=Reuters27dec2017>{{cite news |url= https://www.reuters.com/article/us-airbus-a380/airbus-ready-to-phase-out-a380-if-fails-to-win-emirates-deal-sources-idUSKBN1EL11L |date= 27 December 2017 |title= Airbus ready to phase out A380 if fails to win Emirates deal: sources |author= Tim Hepher |work= Reuters}}</ref> In January 2018, Emirates confirmed the order for 36 A380s,<ref>{{Cite news|url=https://www.emirates.com/media-centre/emirates-orders-36-a380s-worth-us-16-billion|title=Emirates orders 36 A380s worth US$16 billion|access-date=2018-10-08|language=en-US}}</ref><ref>{{Cite news|url=https://www.forbes.com/sites/michaelgoldstein/2018/01/18/emirates-airlines-order-saves-airbus-a380-superjumbo-for-now/|title=Emirates Airlines Order Saves Airbus A380 Superjumbo -- For Now|last=Goldstein|first=Michael|work=Forbes|access-date=2018-10-08|language=en}}</ref> but the deal was thrown back into question in October 2018 over a disagreement regarding engine fuel burn.<ref>{{Cite news|url=https://www.bloomberg.com/news/articles/2018-10-08/airbus-a380-saving-emirates-deal-said-stalled-on-engine-impasse?srnd=premium-europe|title=Airbus A380-Saving Emirates Deal Is Stalled Due to Engine Impasse|newspaper=Bloomberg.com|date=8 October 2018 |access-date=2018-10-08}}</ref>

To extend the programme, Airbus offered China a production role in early 2018.<ref>{{cite news |url= https://www.bloomberg.com/news/articles/2018-01-08/airbus-is-said-to-offer-china-work-on-a380-to-attract-new-orders |title= Airbus Offers China Production Role on A380 to Attract New Order |author= Ania Nussbaum and Benjamin D Katz |date= 8 January 2018 |agency= Bloomberg}}</ref> While state-owned Chinese airlines could order A380s, it would not help their low yield, as it lowers frequency; they do not need more volume as [[widebody aircraft]] are already used on domestic routes and using the A380 on its intended long-haul missions would free only a few [[airport slot]]s.<ref>{{cite news |url= https://centreforaviation.com/insights/analysis/a380s-in-the-china-the-worlds-largest-market-is-there-a-place-for-the-worlds-largest-aircraft-392569 |date= 11 January 2018 |title= A380s in the China, the world's largest market. Is there a place for the world's largest aircraft? |work= CAPA – Centre for Aviation}}</ref>

After achieving efficiencies to sustain production at a lower level, in 2017, Airbus delivered 15 A380s and was "very close" to production breakeven, expecting to make additional savings as production was being further reduced: it planned to deliver 12 in 2018, eight in 2019 and six per year from 2020 with "digestible" losses.<!--<ref name=Flight16feb2018>--> {{As of|2018|02}}, Enders was confident the A380 would gain additional orders from existing or new operators, and saw opportunities in Asia and particularly in China where it is "under-represented".<ref name=Flight16feb2018>{{cite news |url= https://www.flightglobal.com/news/articles/a380-production-will-create-digestible-losses-air-445983/ |title= A380 production will create 'digestible' losses: Airbus |date= 16 February 2018 |author= Michael Gubisch |work= Flightglobal}}</ref>

In 2019, Lufthansa had retired 6 of its 14 A380s due to their unprofitability. Later that year, Qatar Airways announced a switch from the A380 to the Boeing 777X starting from 2024.<ref>{{Cite magazine|last=Epstein|first=Sophia|date=2019-09-04|title=The real reason Airbus is retiring its A380 superjumbo jet|language=en-GB|magazine=Wired UK|url=https://www.wired.co.uk/article/airbus-a380-retirement|access-date=2020-11-29|issn=1357-0978}}</ref>

===End of production===
[[File:Airbus A380 A6-EVS on final approach to Heathrow, 19 November 2022.jpg|thumb|A6-EVS, the last A380 to roll off the production line at Toulouse, photographed at [[Heathrow Airport]] on 19 November 2022. This aircraft, serial number 272, entered service with Emirates on 16 December 2021.{{Cn|date=August 2024}}]]

In February 2019, Airbus announced it would end A380 production by 2021, after its main customer, Emirates, agreed to drop an order for 39 of the aircraft, replacing it with 40 [[A330-900]]s and 30 [[A350-900]]s.<ref name=Airbus14feb2019/> At the time of the announcement, Airbus had 17 more A380s on its order book to complete before closing the production line{{snd}}14 for Emirates and three for [[All Nippon Airways]]{{snd}}taking the total number of expected deliveries of the aircraft type to 251.<ref name="cnn20190214">{{Cite web|url=https://www.cnn.com/2019/02/14/business/a380-airbus-news-emirates/index.html|title=End of the superjumbo: Airbus is giving up on the A380|author=Jethro Mullen and Charles Riley|website=CNN|date=14 February 2019|access-date=2019-02-14}}</ref><ref>{{cite web |author1=Gwyn Topham |title=Passengers love Airbus A380 but it never fully took off with buyers |url=https://www.theguardian.com/business/2019/feb/14/passengers-love-airbus-a380-but-it-never-fully-took-off-with-buyers |website=[[The Guardian]] |date=14 February 2019}}</ref><!-- Changes that do NOT match the official Airbus monthly orders and deliveries will be removed. Please see discussion, thanks! ----> Airbus would have needed more than $90&nbsp;million profit from the sale of each aircraft to cover the estimated $25&nbsp;billion development cost of the programme. However, the $445&nbsp;million price tag of each aircraft was not sufficient to even cover the production cost. With orders decreasing, the decision was made to cease production.<ref>[https://www.forbes.com/sites/michaelgoldstein/2017/12/27/is-airbus-finally-ready-to-shut-down-a380-production/#23c0325b59c6 Is Airbus Finally Ready To Shut Down A380 Production?] (Forbes, by Michael Goldstein, 27 December 2017)<br />Quote:<br />"...the A380 has been a consistent money-loser for Airbus. "<br />"The estimated $20 to $25 billion in research and development costs of the A380 have long since been written off."</ref><ref>{{YouTube|id=Xb5PVumzFXw|t=1m23s|title=Airbus Considers Ditching A380 in 2018 as Buyers Lag}} (Bloomberg, posted to YouTube on 11 December 2014)<br />Quote:<br />"...the A380...might not survive beyond 2018."</ref> Enders stated on 14 February 2019, "If you have a product that nobody wants anymore, or you can sell only below production cost, you have to stop it."<ref>[https://www.youtube.com/watch?v=-i5AGAkZRdk Airbus CEO says stopping A380 production is the "right decision"] (AFP News, posted to YouTube on 14 February 2019)</ref>

One reason that the A380 did not achieve commercial viability for Airbus has been attributed to its extremely large capacity being optimised for a [[spoke–hub distribution paradigm|hub-and-spoke]] system, which was projected by Airbus to be thriving when the programme was conceived. However, airlines underwent a fundamental transition to a [[point-to-point transit|point-to-point]] system, which gets customers to their destination in one flight instead of two or three. The massive scale of the A380 design was able to achieve a very low cost for passenger seat-distance, but efficiency within the hub-and-spoke paradigm was not able to overcome the efficiency of fewer flights required in the point-to-point system. Specifically, US based carriers had been using a multihub strategy, which justified the need for only a handful of VLAs (''very large aircraft'' with more than 400 seats) such as the A380, and having too few VLAs meant that they could not achieve economy of scale to spread out the enormous fixed cost of the VLA support infrastructure.<ref>{{Cite web|url=https://www.businessinsider.com/american-airlines-exec-reveals-why-company-doesnt-use-airbus-a380-2019-4 |title= An American Airlines VP reveals why the Airbus A380 doesn't work for the world's biggest airline|website= [[Business Insider]]}}</ref> Consequently, orders for VLAs slowed in the mid 2010s, as widebody twin jets now offer similar range and greater fuel efficiency, giving airlines more flexibility at a lower upfront cost.<ref>"[http://centreforaviation.com/analysis/asian-airlines-changing-presence-at-london-heathrow-pt-1-cathay-and-sia-increase-capacity-96950 Asian Airlines' changing presence at London Heathrow]", Centre for Aviation, 13 February 2013.</ref><ref name=guangzhou>"[http://centreforaviation.com/analysis/china-southerns-a380-problems-may-not-be-solved-by-possible-air-china-partnership-103063 China Southern's A380 problems may not be solved by possible Air China partnership]", CAPA: Centre for Aviation, 2 April 2013.</ref><ref name=spar>Sparaco, Pierre. "[http://aviationweek.com/awin/opinion-mega-transports-hobbled-their-size Opinion: Mega-Transports Hobbled By Their Size] {{Webarchive|url=https://web.archive.org/web/20150710190249/http://aviationweek.com/awin/opinion-mega-transports-hobbled-their-size |date=10 July 2015 }}" ''[[Aviation Week & Space Technology]]'', 3 March 2014</ref><ref>{{Cite news |title= United Airlines does not see a fit for Airbus A380 |url= https://www.reuters.com/article/united-airlines-fleet-idUSL1N0YQ00Z20150604 |work= Reuters |date= 4 June 2015 |last= Dastin |first= Jeffrey |access-date= 30 June 2017 |archive-date= 17 October 2015 |archive-url= https://web.archive.org/web/20151017020432/http://www.reuters.com/article/2015/06/04/united-airlines-fleet-idUSL1N0YQ00Z20150604 |url-status= live}}</ref>

On 25 September 2020, Airbus completed assembly of the final A380 fuselage. Nine aircraft remained to be delivered (eight for Emirates, one for All Nippon Airways) and production operations continued to finish those aircraft. On 17 March 2021, the final Airbus A380 (manufacturing serial number 272) made its maiden flight from Toulouse to Hamburg for cabin outfitting,<ref name="CNN20210318">{{Cite news|last=O'Hare|first=Maureen|date=2021-03-18|title=The final Airbus A380 superjumbo makes its first flight|url=https://www.cnn.com/travel/article/final-airbus-a380-first-flight/index.html|access-date=2021-03-19|work=CNN}}</ref> before being delivered to Emirates on 16 December 2021.<ref>{{Cite web|author=Francesca Street|title=The last ever A380 superjumbo is delivered to Emirates|url=https://www.cnn.com/travel/article/last-a380-emirates/index.html|access-date=2021-12-28|website=CNN|date=16 December 2021}}</ref><ref name=BBCLastA380>{{cite news |title=A380: Last of the superjumbos handed to new owner |work=BBC News |date=16 December 2021 |url=https://www.bbc.com/news/business-59667835 |access-date=16 December 2021}}</ref>