Despite the fact that suppliers and risk-sharing partners rapidly were being selected, some key design decisions were still undecided. One of these, only recently finalized, was the decision to go to an allmetallic wing, rather than attempting to make the outer sections from composite materials. Although this had offered the tantalizing weight saving of up to 3,080 pounds per ship set, a fuller analysis showed that the final weight saving would have been eroded by the need for a massive structural join between the two sections where the inboard metal structure attached to the carbon-fiber–reinforced plastic (CFRP) outer third of the wing. Added weight would have also been incurred through the need to strengthen the wing to counter the loss of bending relief moment from the lighter structure. Added together, the “plastic” wing ended up bringing in a weight savings of less than 1,500 pounds, which Airbus decided was simply not worth the higher manufacturing costs.

Sales of the A380 meanwhile appeared to be on a roll during the first year and were forecast by John Leahy to break the 100 barrier by the end of 2001. In particular, talks with freight operators were well-advanced, he said, and it was a deal with parcel carrier FedEx for 10 A380-800Fs that took the tally to 97, along with 59 options, by the end of December 2001. In late February 2001, Qatar Airways became a surprise ninth firm customer for the giant jetliner, and the third freighter operator after FedEx and Emirates (which had ordered two) with an order for two plus two options. The order came as part of a bigger deal including A330s.

Others placing orders in 2001 included Lufthansa, which signed for 15. The aircraft “could be used for daily flights from Frankfurt to New Delhi, New York, Tokyo, and Singapore,” said Lufthansa, which, despite officially opting for the A380, still kept the door open for a later 747X buy. The official signing for the A380s could not be firmed up, however, until a wage dispute was settled with the Vereinigung Cockpit German pilots union. It was then further delayed by the airline’s decision to hold off from all major aircraft purchases following the September 11 terrorist attacks on the United States before finally being ratified in December.