Will the Giant of the Skies Reach Iran?

With the agreement reached for the purchase of 12 Airbus A380 aircraft, the largest in the world, Iran Air and the government of Hassan Rouhani are now facing criticism for what some deem an unwise purchase. Critics argue that due to a lack of airport capacity, the high price of the aircraft, and the lack of passenger demand on various routes, this purchase is not justified. However, what is the Airbus A380 and can its use be technically and economically beneficial for Iran Air? The 118 Airbus aircraft purchased by Iran Air include 45 A320s, 45 A330s, 16 A350s, and 12 A380s. Among these purchases, only the A380 faces technical uncertainties, as currently only Imam Khomeini Airport in Tehran can accommodate this aircraft. While some Iranian airports are set to be developed for this aircraft, the A380's capacity to carry 800 passengers raises the question of how many routes to Iran can support such passenger volumes to justify the purchase of 12 units. In recent years, airlines have shown a decreasing interest in using giant double-decker aircraft for economic reasons, with fewer customers willing to buy large aircraft like the A380 and Boeing 747. Airlines now prefer to use more fuel-efficient, twin-engine long-haul aircraft such as the A330, A350, Boeing 787, and 777, which have lower maintenance costs and fuel consumption. Among the heavyweights of wide-body aircraft, the Boeing 747-800, priced at $357 million with a capacity of 600 passengers, stands in contrast to the Airbus A380, the largest passenger aircraft in the world, priced at $428 million with a capacity of 800 passengers. The A380 has two disadvantages for Iranian airlines compared to the Boeing 747: first, only one airport can host such an aircraft in Iran, and second, its maintenance costs are very high. Therefore, some argue that instead of 12 A380s, it would have been better to purchase another model like the 747-800. The Airbus A380, with a price of $428 million and a range of 14,350 kilometers, is compared to the 747-800, which has a range of 15,000 kilometers and a capacity of 600 passengers. The Boeing 747-800 has advantages in terms of power-to-weight ratio, safety, and fuel consumption over the A380. Despite these advantages, some experts argue that the main advantage of Airbus is its European origin, which provides a greater margin of safety against potential sanctions, even though many A380 parts are also made in the U.S. For example, if sanctions were imposed, Boeing's technical services might be cut off, but there is a possibility that Airbus's technical services would continue. Moreover, some state that at least ten airports in Iran can currently service the Boeing 747, while only one airport can currently service the A380. The ISNA news agency reported after the first landing of the A380 at Imam Airport that it has become the third airport in the Middle East capable of accommodating this aircraft. This has led to concerns that if the A380 needed an emergency landing and Imam Airport was unavailable, what would happen to the aircraft in Iranian airspace? In response to these criticisms, some experts say that globally, only a few major airports can accommodate the A380, but for emergency landings, airports capable of handling large aircraft can assist the A380. A well-known example is the emergency landing of an Emirates A380 at Ahvaz Airport. Iranian television reported on November 27, 2015, that an Emirates A380 made an emergency landing at Ahvaz Airport due to a technical failure. However, for Iran to make the best use of the A380, it must develop its airports. Regarding this issue, Mohammad Reza Khoshnavisan, the commercial deputy of Iran Air, told ILNA that the entire agreement for the entry of A380 aircraft is conditional on the readiness of the infrastructure to accommodate this aircraft at the country's airports. He stated that the concerns of some regarding the purchase of A380s have overshadowed the entire project of the Airbus contract. He said, "We have set preconditions for the purchase of Airbus that cover all the concerns raised." He explained that an 18-month process of thorough market study based on a developed strategy has been completed, stating, "It was not the case that the aircraft was chosen first and then we looked for the market for it." He elaborated that the purchase of 118 Airbus aircraft will occur in three phases, and in the third phase, if the necessary conditions are met, the A380 will enter Iran Air's fleet. The market and routes for the A380 have been identified, and the condition for purchasing wide-body Airbus aircraft is that the conditions for accepting flights to Atlantic Ocean destinations and North and South America must be fully established; in this case, the A380 could be a good option for these established routes. However, despite such statements, some still consider the purchase of this expensive aircraft unwise, viewing it as a service to the wealthy class in Iranian society that will create class disparities. Conversely, other experts believe that if various infrastructures in the fleet and airports are established, Iran could generate significant revenue through fleet modernization and transit flights with large passenger volumes, creating many job opportunities. In this regard, the website "Daily Beast" noted Iran's desire to modernize its air fleet following the nuclear agreement with world powers, stating, "Iran could become another Dubai, a superpower in air transport." According to Daily Beast, Tehran's geographical position is even better than Dubai's, as it is closer to traditional routes from Europe to Asia. If Iran's economic situation progresses to allow it to become another Dubai in air transport, the A380 could play a significant role in boosting this lucrative and job-creating trade in Iran. Otherwise, if Iran fails to compete successfully with Arab and Turkish airlines in passenger transport, the purchase of the A380 could lead to a costly failure for Iran Air.