The A380's most passionate advocate is urging Airbus to develop a new super jumbo aircraft

While the A380 has garnered support globally, none are as influential and vocal as Tim Clark, the president of Emirates, the airline operating the most A380s by far.

Based in Dubai, Emirates has acquired nearly half of all A380s ever built, with 118 currently in its fleet, around 80 of which are actively flying.

By spring next year, the full fleet will return to service, marking a resurgence of the super jumbo as many of its operators bring it back into operation, dispelling earlier fears it was on the verge of retirement after the pandemic.

Clark told Dinogo Travel in an exclusive interview, 'The idea that the A380 was finished was always a tough one for us to accept.'

I couldn't help but laugh to myself, thinking, 'Just wait and see.' Since October of last year, we've been flying the A380 into Heathrow six times a day, and there hasn't been a single empty seat on any of those flights.

Later this year, the airline will begin upgrading nearly 70 of its A380s, introducing a new premium economy class that will reduce seating capacity slightly, from 519 to 484.

Shower spa experience

One of the most iconic features of Emirates’ super jumbo is undoubtedly the renowned shower spa, providing first-class passengers with the luxury of a full shower at 35,000 feet.

There are two such suites, located at the front of the upper deck, and Emirates is the only airline in the world to offer them, a feature Clark specifically requested during the aircraft's final design phase in the early 2000s.

'Airbus had proposed a rather lackluster option of installing benches and small lounges, but the idea of having bathrooms with showers and all the other amenities was a much more appealing one,' he recalls.

'It was a bit of a gamble for us, but these were unused spaces that weren’t generating any revenue. I realized they would actually become very popular,' Clark explains.

However, convincing Airbus to incorporate these features wasn't an easy task.

'We designed the showers and then approached Airbus, who were initially very resistant,' Clark recalls.

'Before the A380 was even launched, the marketing materials featured spreads showcasing shopping avenues, lounges, and cafes. So, naturally, I told them, 'That shouldn't be an issue for you,'' he adds.

'It clearly was a challenge, but as a major customer, they eventually agreed. And getting water up two decks, maintaining pressure, and managing heating was no small feat,' he explains.

'But we made it work, they collaborated with us, and the rest is history. People have been talking about those showers for years, and they still do,' Clark says.

A new A380?

Clark has often expressed frustration that neither Airbus nor Boeing have plans to produce a new aircraft as large as the A380.

Currently, the largest aircraft from the two major manufacturers are the Airbus A350-1000 and the forthcoming 777-9, both of which seat just over 400 passengers in a standard layout.

However, with delays in deliveries, Clark argues that these models are too small to effectively replace the A380 in Emirates’ fleet.

'The numbers clearly show that we need a much larger aircraft than what we're currently getting,' he explains.

'The largest option will be the 777-9, whenever it eventually enters service. In our configuration, it will seat 364 passengers, compared to 484 on the A380s with our new premium economy, and it was 519 before. So you can see my point,' Clark adds.

The 'math' Clark refers to is based on the growing demand for air travel, which he notes was increasing by roughly 4.5% annually before the pandemic.

If that growth curve is regained, it would take only 10 to 15 years to see demand rise by 50%.

'Even with a fleet of 787s and A350s constantly in the air, I still don’t see how we can keep up with that growth curve,' Clark remarks.

'With supply constrained and demand continuing to rise, it's inevitable that prices will increase,' he states.

'If the A380s are phased out by the mid-2030s, how will we handle the demand? Will we see large-scale upgrades to existing airports or the construction of new ones?' he questions.

'At Heathrow, they can't even reach an agreement on a third runway. Schiphol in Amsterdam has recently reduced the number of allowed takeoffs and landings. So, one has to wonder—how will we accommodate this growing demand?'

'Open fan' engine

Clark’s solution is a new aircraft as large as the A380, if not larger, incorporating modern innovations such as lightweight composite materials and more fuel-efficient engines.

'Is it possible to redesign a new A380? Absolutely. Can we make the aircraft lighter? Yes, that's possible too. When this aircraft was first brought to market, composites weren't as widely used,' Clark explains.

'Picture a composite wing and a largely composite fuselage. Then, imagine engines that deliver a 20-25% improvement in efficiency compared to the current ones,' he suggests.

'That results in a lighter, far more fuel-efficient aircraft, which ticks all the boxes for environmental advocates,' Clark adds.

One of the major drawbacks of the A380 is its four engines, which are no longer efficient by today's standards, especially considering current fuel prices. A new version would require a completely new engine technology.

Clark mentions that there are 'very interesting studies' underway in this area, though he notes that most of the research over the past two decades has been focused on narrow-body aircraft.

An 'open fan' engine, which looks like a propeller but is actually a larger, unducted version of the fan used in modern jet engines, is one of the most promising new engine types. It could reduce fuel consumption and emissions by up to 20%.

It will be tested on an A380 prototype.

However, these engines are not intended for the A380. New aircraft will need to be designed to accommodate them, and initially, they will likely be single-aisle planes, similar to the 737 or A320.

'We’re working to get everyone focused on creating large fans for bigger aircraft as well,' he says.

'If they can achieve the fuel efficiency and power I believe they’re capable of, it could lead to a new type of aircraft that rivals or even surpasses the economic performance of today’s twin-engine planes by a significant margin,' he adds.

The issue with this plan is that, just as the A380 wasn't popular with airlines, a similarly sized successor would likely face the same fate.

'Do I believe airlines will commit to this project? At this point, I’m skeptical,' Clark admits.

'On one hand, I’m eager to closely examine this opportunity, but on the other, I’m not confident that the key players in the industry are ready for it,' he says.

Looking ahead

'The airline industry is, understandably, made up of people who are cautious by nature, especially after experiencing significant losses – it's been an incredibly tough period for air travel,' says Clark.

'But now, the situation is improving, demand is rebounding. So, airlines have the opportunity to seriously consider their future options,' he adds.

'Whether they have the appetite for it, I’m not sure. But I know we do,' Clark remarks.

Geoff Van Klaveren, an aviation analyst and managing director at independent aviation consultancy IBA, agrees with Clark on the need for a larger aircraft, but acknowledges that obtaining one will be a challenging task.

'There’s certainly a need for a replacement for the Boeing 747, but I don’t think the demand is sufficient to justify a program for a plane larger than the A380,' says Clark.

'A very large aircraft is central to Emirates’ business model, as 70% of their passengers connect to other flights. But I don’t believe either Airbus or Boeing will develop one just for them,' he explains, adding that the more likely scenario is the creation of larger, higher-capacity versions of the A350 and 777 instead.

Despite this, Clark remains resolute in his stance.

'I’ve had multiple conversations with Airbus,' he reveals. 'I think they’re starting to take it more seriously, but for now, their focus is on single-aisle planes and the A350 line.'

'I believe figures like [Airbus CEO] Guillaume Faury would love to see something like this and understand the commercial necessity of it,' Clark adds.

'But he is very much a technologist and will only act within the boundaries of what his engineers and the available technology permit,' Clark explains.

Reflecting on the post-pandemic travel turmoil—canceled flights, long security queues, and mountains of lost luggage—Clark is far from optimistic.

'I believe this situation will continue until at least next summer,' he predicts.

'We’re not even close to being in the clear. And as markets like China, Japan, and Korea begin to open up, the situation will only worsen unless airports like Heathrow, Frankfurt, and Amsterdam get their operations back on track and start getting people in place,' Clark warns.

The Emirates CEO expresses admiration for the resilience of travelers who have endured these challenges, but advises they’ll need to remain patient a while longer.

'I expect strong demand over the next year,' he adds. 'It’s going to be uneven, but my gut tells me the airline industry will recover within a year, and things will gradually improve as we return to equilibrium – likely by mid to late next year.'