The A380 and the Business Traveler

The opening of the London Business Travel Show this week should have been dominated by the introduction of the Airbus A380 in airline service.

Singapore Airlines would have been the focus of attention. Singapore will be at the show, in the VIP lounge, as part of Star Alliance, the business venture made up of more than a dozeon airlines including Air Canada, Air New Zealand, ANA All Nippon Airways and United Airlines to name a few. The airline has introduced its 30" wide business class seats, to be used on the A380s, on its most recently introduced Boeing 777s.

In fact the Toulouse-built Airbus A380 will still be a major subject of conversation for two reasons. First, the 12-month delay (from the previous delay) of its introduction, and second, some proper hands-on critique that followed the super jumbo's maiden flight last week with actual airline customers, albeit it was only for the press.

This followed the aircraft's certification by European (EASA) and US (FAA) air safety authorities. We were privileged to take part in the demo flight and we've found that what everyone really wants to hear is what the aircraft is like to fly in and how it will fit into the business travel scene.

With regard to passenger comfort it is extremely quiet on take-off, both inside and outside, a full load and maximum fuel not expected to make much difference. In terms of accommodation it will be much the status quo with regard to premium classes, although the extreme width compared with the rather cramped front end of a Boeing 747, will give opportunities for imaginative airlines to be perhaps a trifle flamboyant with their offerings. The big winners are those traveling in what is traditionally called "the back-end" which in this case could be on the main deck, or upstairs according to the cabin layout decided upon by the airline.

No carrier has yet unveiled its plans, but it is thought that some of the 13 airlines who have ordered the aircraft will put first and business class passengers only on the upper deck, whilst others will split the different cabin grades over both floors. The aircraft will be offered with two sets of stairs, a wide 'grand staircase' at the front, and a neat curved effort at the back, a quantum leap from the spiral stair on the first 747s. On the main deck 'Y' class customers will be seated 3+4+3 with 18.5" wide so called space saver seats for a typical 500-seat three-class layout, with generous 32" (81cm) legroom. Compare that with 17.5" (44.5cm) and 29" (73.7cm) layout on most current Jumbos. However it is those upstairs that benefit with the steep curvature of the cabin wall not really allowing for the seats to the extremities.

The net result is the introduction of floor level window storage boxes, also offering extra table top space. The outcome is a very comfortable 2+4+2 layout, easily the most relaxing cabin fit yet devised for economy long haul air travel.

For the business traveller, given a choice, do you take the A380, without doubt the most relaxing aircraft yet devised once in the air.? The alternatives are taking a  smaller aircraft, definitely more noisy, but probably with less hassle on the ground, fewer others trying to get through security, customs and immigration;  a single class service, possibly from another airport;  or the ultimate, an executive jet. We believe that the battle will be won not in the air but on the ground.

Virgin Atlantic (an A380 customer who has not shown its hand yet) has set the standard with its Heathrow Clubhouse and Revivals lounges. But that airline has its problems due to T3 access, "Slowtrack" security and the inevitable long walk to the gate. Qatar has built its own premium class dedicated terminal at Doha. In fact it is Luton Airport, of all places, which now has the easiest and best departure facility for normal fare paying business travel passengers--the Silverjet lounge.

Is the future going to be a battle between David and Goliath?  That the Airbus A380 is a technical success there is no doubt. It's going to be around for at least 50 years and will clearly work well in terms of high density air travel. The question at the Business Travel Show is will it succeed in the world of the business traveler?