747-200 and A380-800 capacity

How much usable floor area does a Boeing 747-200 (VC-25/E-4B) have? And how does A380-800 compare against this?

Roughly how are the usable spaces of VC-25 and E-4B divided? I mean, the basic layout of both is public domain, and there should be a rough idea of the numbers.

E-4B layout:
http://www.flightglobal.com/airspace/photos/militaryaviation1946-2006cutaways/images/10904/boeing-e-4b-cutaway.jpg

Parts of the interior are similar. Both VC-25 and E-4B have principal´s bedroom in the nosecone and office/council rooms nearby. However, other parts are different. E-4B-s have large communications and command rooms taking up most of the rear of the main deck; VC-25s have a small communication room on the upper deck, and most of the rear main deck is given to guests/press/publicity.

An Airbus 380-800 is not the size of two 747-s. But seeing how a large part of VC-25 and E-4B interior and functionality matches, would it be feasible to furnish an A380-800 with the entire functionality of both VC-25 and E-4B?

Trying to list just Boeing´s engineering projects alone:

747-800 is delayed behind 787. It is understood that 787 is delaying 747-800, not vice versa.

777-200LRF is delayed, too.

Boeing recently delayed the (already far future) 737 replacement further. However, Boeing also announced that they would build a smaller 737 improvement before 737 replacement. So, they have to find the engineers for this.

And then Boeing is trying to set aside the choice of Airbus 330 tanker, and build a 767 tanker.

Are there any other ongoing Boeing engineering projects, that could divert engineering resources from 787 completion?

Let´s consider the history of A380 EIS date.

EIS was October 2007, as promised since… when?

This was after year´s delay. The EIS before that was November 2006.

EIS before this was May 2006 till… when?

And there was March 2006 EIS date some time.

Thus, the date for EIS has been delayed by at least 19 months.

As for A380 first flight, that was supposed to be in March 2005, so just about one month delay.

Regarding 787, the first flight date was August 2007, and May 2009 represents a delay of 21 months. Already more than the whole A380 delay.

A380 is, as of now, recovering. Airbus has kept their promise about 12 frames (when did they give it?). As for B787, what could prove their recovery before 787 flies? Seeing how it was weeks before first flight in August 2007?

11 have been delivered. One more to be delivered and then enter regular service… when?

Now, 13 A380-s have been delivered, including the third QF and fourth EK frame. Is either of them in regular service?

Let’s say it this way: all airlines that believe in the A380 have already bought a number their current outlook justifies. There are on the one hand hand options for follow-on orders, and some airlines still don’t know if they want A380. That is nothing strange.

There are 4 explicit customers of A380-900 that I know of – that is, airlines who have publicly declared they want A380-900. 3 of them are existing A380-800 customers, namely Emirates, Air France and Virgin. And there is one existing A380-800 customer who is an explicit A380-1000 customer, namely ILFC.

But CX has publicly declared that they do not want A380-800, and would buy A380-800R or A380-900 if offered. And since A380-800R and A380-900 are rather different niches, it follows that if Airbus offers both, CX would buy subfleets of both.

That is the good thing with the B787: you never walk alone. It fits basically in any network that operates widebody aircraft.

But only 787-3 fits any such airport.

And 787-3 will not match the ranges of Tristar 500, DC-10-30, MD-11, A310 or B767-200ER.