The Boeing 747-8 was produced up to just recently, given an airframe life of 25 years, we still be able to spot them for a good while still.
The A380 is still in production with something like 2/3rds of the 317 firm orders supplied, so these will be around for a while also.
The A380 is also a "niche" market aircraft, its primary purpose is on ultra busy routes, such as between London and New York, where there is no longer any more time slots availible for more aircraft, so if there is increasng passenger numbers, there must be more larger aircraft, so there is some chance we will see more of these.
A problem exists in designing a 2 engined aircraft of A380 size, the inner engine comes to within a metre or so of the ground any lower than that and it will be able to pick up rubbish on the ground into the engine at full throttle, this is NOT good news (this is a problem with higher power propeller aircraft, like the Piper Commanche), so any new engine cannot be much larger in Diameter.
Roughly half of the outstanding 95 orders are expected to be cancelled, ie AMENDO, QANTAS etc
Airbus has slowed production to a crawl to match the order dates, but these all expire in 2019 and the yet to be cancelled orders leaves a few gaps in the even crawl speed assembly timetable. So expect planes to be made in a advance and wait, thus we should expect an annoucement by Airbus towards the end of this year.
Without the A380NEO going ahead, the A380 program is dead in the water. Emirates (the only reason the A380 got this far) is now looking at retaining its fleet of A380's for longer as are other airlines they may have considered replacements, but they are just buying new old design planes for which the likes of 777-X s smothering in operating cost.
The bulk of the A380PLUS upgrade can be mostly retrofitted on any model, so no need for a new one.
The second market for A380's looks worse than the new plane market with the early production planes off-lease parked up waiting for a customer. Scrapping of at least one plane for parts is expected by some. Note Emirates scrapped one of its former A340 planes because their resale price was scrap only, it was barely 10 years old when removed from service. They pulled it apart and then the parts sat there as there are scrapped A340's across the world looking for buyers of Airbus's other 4 engine failure. (Note: I love the A340 lines).
After the A340/A380, no one at Airbus will ever again be allowed to mutter the words, 4 engine plane! Thats twice they got it wrong and they should fire their forecasters and now their largest viable twin engine plane is too small to fully take on the 777.
The 777 is currently as big as you can probably get with 2 engines, and it holds around 400 people. The A380 is around 500-550, which for me is not a big enough gap to justify the cost of 4 engines. The airlines led by Alan Joyce are saying for the economics, I'd rather buy 2 x 787/350's, at least I can use them on other legs and their per seat mile costs are the same. I think the A380 was simply made too small to survive on economics alone. It was designed with intention to stretch and this should have been pushed further.
As for the few crowded corridors. The likes of the A350/B787 were designed to open up 2ndry airports for long haul and drag away some of that market. Meanwhile the world has enough A380's and B747's to take us through to 2030's.
The public like the A380 for now, but thats only because the 777 is a 20 year old design and EK lead the charge in going 10 across (was originally 9 across and many still are) and no one yet has had the balls to fit out the A380 with 11 across. Once this takes place, the A380 will sink from the hearts of many wanting a bit more bum room. This will surely happen if older A380's end up in discount airlines.