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The weight of passengers is normally a small part of the total weight of any transport vehicle, so increasing the number of passengers changes the emissions and fuel consumption to only a small degree. As a vehicle is more highly loaded, the fuel consumed per passenger drops, and fully loaded transport vehicles can be very fuel efficient.
The A380 was designed with large wing and tail surfaces to accommodate a planned stretch; this resulted in a high empty weight per seat. [308] The stretch never occurred to take advantage of this, and the A380's cost-per-seat is expected to be matched by the A350-1000 and 777-9. [308]
The design was a "shrink", with its origins in the 130- to 140-seat SA1, part of the Single-Aisle studies, which had been shelved as the consortium focused on its bigger siblings. [9] After healthy sales of the A320/A321, Airbus focused once more on what was then known as the A320M-7, meaning A320 minus seven fuselage frames. [14]
Swiss International Air Lines' new first-class seats make its Airbus A330s too nose-heavy. The problem stems from opposing design trends for modern premium cabins versus economy seats.
The airline anticipates 85% of revenue growth in 2025 will come from the additional premium seats, which may help the business meet or exceed its pre-pandemic average operating margin of 14%.
The A340-500IGW/600HGW high gross weight variants did not arouse much sales interest. [ 54 ] [ 55 ] [ 56 ] In January 2006, Airbus confirmed it had studied an A340-600E ( Enhanced ) that was more fuel-efficient than earlier A340s, reducing the per-seat fuel consumption by 8–9% compared to the −600.
Compared to the competing 787-8 with similar engines, the A330-800 has a 1% fuel-per-trip disadvantage (−5% for being heavier but +4% for the longer wingspan) but consumes 4% less fuel per seat with 13 more seats in an eight-abreast configuration, and 8% less with 27 more seats at nine-abreast with 17 in (43 cm) wide seats and aisles: the ...
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