Because of the size of all of the U.S. companies there was no manufacture in Europe that had the resources to compete alone, so European aircraft manufactures had to co-operate to compete. By overcoming national divides, sharing development costs, collaborating in the interests of a greater market share, and even agreeing on a common set of measurements and a common language, Airbus changed it's face and now became a big player in the market.

The pioneers who started Airbus had an image of

Strauss, Bavarian prime minister and president of Deutsche Airbur and Felix Kracht, senior vice president of sales and production of Deutsche Airbus.

The A380 is going to be the largest and most impressive of any Airbus plane yet but it's not the physical size that's going to be so impressive. It's that the A380 is going to be a symbol of Europe's economic unification showing how partner nations can develop world-class products in critical industry segments, however the executives say the business plan allows no room for national pride.

One of the weight saving techniques used on the A380 is going to be from a newly developed material that's finding it way into production for the first time. It's been in the laboratory for 25 years with testing and modifying it for production. It's called Glare, it's made from alternating layers of aluminum and fiberglass bonded together (GLAss fiber Reinforced aluminum). It can with stand 20-25% higher loads than conventional aluminum and is estimated to save 15-20% on the upper fuselage skin areas. It has a better fire resistance than both aluminum and composites and can also be handled and repaired like aluminum, unlike most composites that take much more attention. They' re not going to use it in the center sections of the upper fuselage where stress is highest yet. It may work its way back there on some of the stretch versions in the future once it proves it self after some service experience.

The reductions of the operating costs are to come from a variety of places however none really come from weight saving techniques or technology. 38% of the reductions in costs are from lower crew costs, the same number of pilots flying a larger number of passengers. 30% is to be saved on the maintenance end but it comes from having more passengers to absorb relatively fixed costs, and the rest is to be some new technology but none weight savers mostly avionic related items. The third major cost saver is fuel Airbus believes the fuel burn per person will be reduced by 11.9%; this is dependent on the engine and the aerodynamic efficiency of the aircraft. The lift to drag is to be an estimated 10% better than the 747.

Now for the latest and greatest, the A380 is in prediction as a next generation jumbo with all the features. It's going to have two decks and a large cabin, and will provide passengers with more space and comfort than they've know in the past. It's to be used on long heavily flown routes between major hubs. The cash operating costs are to be cut 15-20 percent as compared to the Boeing 747, it's also supposed to be quieter, much more fuel-efficient and carry 555- 686 passengers (Boeings 747 carries 412 passengers). The power to move this monstrosity could be the Trent 900 engines by Rolls Royce or the GP7200 engines from The Engi

Some common words found in the essay are:
Whitney A380, A320 A319, France Europe, Boeing Europeans, Aerospace Airbus, Airlines Airbus, , It's A380, Air France, A310 July, european aircraft, operating costs, eastern airlines, weight saving techniques, sonic cruiser, setting standards, airline industry, aircraft airbus, family aircraft, weight saving, upper fuselage,
Approximate Word count = 1918
Approximate Pages = 8 (250 words per page double spaced)