Boeing 777 famille

SAPIENS a écrit:Dans la foulée d'ANZ qui reçoit son premier B 777-300ER

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De l'annonce avec tambours et trompettes de l'augmentation de cadence de sorties mensuelles des 777-300ER et 200LR

Le ramp up de la prod correspond à peu près aux annulations et reports forcés du B 787.

On se rapproche du "worst case"...

L'avion de rêve appelle à la rescousse les 777-300ER et 200LR.

Il est vrai qu'il vaut mieux un T 7 pour un client 787 qu'un A 330, vu de chez Boeing.

Est-ce que tous les clients du 787 vont adopter la solution 777 ? :roll:

• les B777-300ER / -200LR sont 'trop gros', "overperforming", certes ;
  
• ont des moteurs qui manquent de fiabilité, et qui sont frappés des contraintes de "surveillance rapprochée" (même les "new build", comme mentionné ailleurs, sous d'autres topics), dès la réception ;
  
• le problème de manque de "top of climb thrust" est agaçant, et un point négatif, qui dure, ... et dure, .... .
  
• le B777-200ER, notamment avec une motorisation RR Trent 895, serait la préférence, puisque l'avion est mieux adapté comme 'substitut (temporaire)' ;
  
• l'idéal serait l'A330-300 ou -200, équipé de moteurs RR Trent 772B-EP." ;)
  

Transaero Airlines is planning to purchase four more Boeing 777s from Singapore Airlines in 2011 and is increasing its commitment from nine to 12 747-400s, a spokesperson confirmed to ATW.

The SIA 777-300ERs, which will become the first of the type to join UN's fleet, will accommodate up to 373 passengers in a four-class configuration. They will be used on domestic and international routes.
In April, the Russian airline signed contracts for the acquisition of five 777-200ERs previously operated by SIA and nine ex-Japan Airlines 747-400s as part of its ongoing fleet development and modernization program ([Vous devez être inscrit et connecté pour voir ce lien]). All five 777-200s have been delivered and the first ex-JAL 747-400 arrived this week. It is configured in two classes, with 12 seats in business and 509 in economy. The aircraft will be operated on high-capacity routes to leisure destinations.
UN will add 11 747-400s configured with 521 seats in 2011 and 2012. They will be integrated into its fleet on financial leasing contracts. “As we are phasing out our [four] -200s and we notice increasing demand on leisure destinations, we see the need for more 747-400s [compared to April] in this configuration,” the spokesperson said. Its other 747-400s offer a three-class configuration—first, business and economy—with a much lower seat density of 352 seats.
Transaero’s fleet now comprises 59 aircraft, including 14 747s, eight 777s, 12 767s, 22 737s and three Tupolev 214s. It is the only carrier in Russia and the CIS that operates 777 and 747 passenger aircraft.
The carrier is rapidly growing. Traffic for the first three quarters of 2010 increased 40.2% year-over-year to 21.54 billion RPKs while the number of passengers carried rose 32.2% to 5.6 million. It currently serves more than 100 routes in Russia, Europe, Asia, Africa and North and South America and added 18 new routes so far this winter schedule. It will launch a weekly Moscow Domodedovo-Rio de Janeiro flights in January......

• cela se sait depuis longtemps que SIA ne serait tout simplement pas content de cet appareil B777-300ER ; "Cost of Ownership" et DOC trop élevés ;
  
• manque de fiablité des moteurs GE90-115B ; trop d'IFSD "coûteux' et agaçants;
  
• en terme de rentabilité, les B777-200ER de SIA sont plus intéressants pour la Cie. que les B777-300ER ; mais SIA est en train de les vendre, pour renouveler sa flotte, selon le critère qu'est l'âge moyen des appareils de la flotte ;
  
• l'aspect "A330-300 : concurrent du B777-300ER là ou on ne l'attendait pas" ; et ceci a sa pertinence chez SIA, qui a pris 19 X Airbus A330-300, à moteurs RR Trent 772B-EP (très performants et fiables), en compensation des retards dans les livraisons des Airbus A380-800, ...... opération qui permet à SIA de bien connaître l'A330-300, et de pouvoir faire des comparaisons de rentabilité, entre certaines familles d'avions au sein de sa flotte ; SIA s'est rendu compte que, pour 95% à 97% des itlnéraires assurés par les B777-300ER, l'A330-300 suffirait, et offrirait l'avantage d'être plus rentables ;
  
• la valeur résiduelle de l'A330-300 par rapport à celle du B777-300ER ;
  
• aussi, il semblerait qu'une enquête parmi les "passagers / clients à haute contribution" de SIA ait indiqué une nette préférence pour cet avion, par rapport à leur appréciation subjective de l'avion B777-300ER.
  

Mais, pensez, donc, à ces aspects, et à d'autres, le jour ou l'A350-XWB fera son EIS !

The SIA 777-300ERs, which will become the first of the type to join UN's
fleet, will accommodate up to 373 passengers in a four-class
configuration.

• dans le but de garder un âge moyen faible / jeune de ses appareils, accélération des cessions des B777 (principalement les B777-200 / -200ER, et -300), et leur remplacement par des A330-300, notamment la version dite "HGW / IGW" ("Heavy Gross Weight" / "Increased Gross Weight") ou 'à masse accrue' ;
  
• organisation de la cession progressive, mais moins hâtive, de la flotte de B777-300ER, qui, bien que jeune, ne donne pas vraiment satisfaction, en raison de ses DOC et "Costs of Ownership" plutôt 'trop élevés', et le niveau élevé des coûts 'cachés" (dû au manque relatif de fiabilité des moteurs GE90-115B), et des "knock-on costs" des IFSD et déroutements, engendrés par ces derniers ; ici, l'A330-300, et même l'A330-200HGW (pour les itinéraires dites "long & thin"), pourraient, ensemble, dans un panachage bien dosé entre les deux, même remplacer la plupart des B777-300ER (aspect, déjà analysé par ailleurs de "A330-300 comme concurrent du B777-300ER, là où on ne l'attendait pas");
  
• annulation des commandes B787-9, et le remplacement de cet appareil par une acquisition progressive d'une combinaison d'avions d'Airbus (étalée sur une certaine durée) d'A330-300 et d'A330-200HGW, accompagné d'un mélange d'Airbus A350-XWB-800 et -900, qui viendraient compléter la flotte fes A350-XWB-900 déjà commandés;
  
• SIA jouit d'une position lui permettant d'exiger ce genre de combinaison d'opérations, dans un cadre d'opérations de compensations pour les annulations envisageables (ou, comme l'avait fait Qantas : avec des Airbus A330 comme "medium" de compensation, .... avec la différence que SIA prendrait ces avions avec des moteurs RR Trent 772B -EP et RR Trent XWB-900, ... et non pas des GE CF-6 pour toute la parte A330) :
  
• les coûts de formation des équipages (Pilotes et "Flight Attendants") pourraient être substantiellement et durablement rationnalisés & optimisés, bien au-delà de ce qui est possible quand il s'agit d'une flotte mixte !
  

Mais, quelles seraient vos réactions devant le contenu de ce post ?

The push to regain pricing power on the baseline 787-8, which aims to cut its fuel burn by 20% compared with today's 767, is evident in the aircraft's changing list price, which debuted in August 2005 on Boeing's website for $125-135 million. Boeing says that price was in reference to catalogue pricing messaged in the early launch days of the programme in comparison with the 767-300ER.

The price today, again boosted on 14 December, places the 787-8 average catalogue price tag at $185.2 million, more than 40% higher than first envisaged. That increase is compared to an average 19-22% jump in the price of the 777 and 767 over the same period, respectively.

Additionally, the price of the larger 787-9 first appeared in May 2006 when Boeing displayed a $178.5-188 million and has risen today to average of $219.1 million.

"The difference in price increase is to adjust the pricing relationship between the 787-8 and 787-9 to better reflect their relative size and capability. The increase is also a reflection of value the 787-8 will provide to customers," says Boeing.

The sales success Boeing enjoyed on the 787 may be a doubled-edged sword said Albaugh: "The fact that we're virtually sold out to the end of the decade - we can't supply this airplane to some of our premium customers, and quite frankly I'd like to sell these airplanes for what they're worth."

The schedule for the 787-9 remains in great doubt, and programme sources suggest the new plan will have a bigger impact on the -9 than it does on the -8.

Additionally, Boeing confirms that it is looking again "at the possibility" of the 787-10, a further stretch of the 787-9, to comfortably accommodate around 315 seats in three classes.

The 787-8 and -9 product development planners aim for those aircraft to be dominant on long and thin Pacific routes, while the 787-10 would be intended for the thicker routes. The aircraft, as conceived today, would be a simple fuselage stretch of the -9 while offering a 6,500nm (12,000km) range, nullifying the performance of the Airbus A330-300.*******

The goal, says those same sources, is to offer a higher priced 787, while adding a comparatively low-cost investment that grows the backlog with prices based on the revised -9 industrial cost assumptions.

With enormous costs sunk into the programme to rehabilitate its supply chain, as well as to rework, repair, reinforce and mature parts of the aircraft's design, Boeing hopes to use the 787-9 as a "do-over", says a company source, first getting manufacturing oversight of the design and global supply chain, incorporating the lessons accumulated with the early manufacturing tranche of 787-8s.

The stretched 787-9 is an opportunity to apply the hard-earned technical lessons learned on the 787-8. The aircraft reflects Boeing's ambition to incorporate widespread design changes to lighten and optimise the airframe and further refine the aircraft's systems.

Réactions ? :roll:

Plane Talking has an [Vous devez être inscrit et connecté pour voir ce lien] about the Rolls-Royce Trent 900 engine that powers the Qantas Airbus A380.
As readers know, a Trent 900 had an uncontained failure on QF32 that severely damaged the A380. Qantas still hasn’t returned the A380 fleet to full service while questions about the Trent 900 remain unresolved.

Rolls-Royce has been uncommunicative to Qantas, and to Airbus, according to both companies, adding difficulties to the recovery of the program.

This portends something that has greater implications.

As readers also know, the QF32 incident was preceded by an uncontained failure on a test stand of a Trent 1000. The Trent 1000 powers the 787. RR insists the incidents are unrelated, but both had to do with oil leaks, fires and explosions.

There may have been no systemic design failure connection, as RR claims,....

.... but by being less than forthright, one cannot help but wonder if there is.

We talked with an engineer a few months ago who isn’t involved in either incident but who knows RR. His view is that in looking at the Trent 1000 and Trent 900 incidents, focus on the design is actually looking in the wrong direction.

Rather, the system issues at RR, this engineer tells us, are in the culture that are leading to the performance failures.

This leads to the development of the Trent XWB for the A350 currently underway.

If there are indeed design issues common to the Trent 900 and Trent 1000–despite RR statements to the contrary....

......(and we don’t know if there are or aren’t, but remain skeptical given the absence of clarity from RR)..

–will these filter over to the Trent XWB?

Regardless of this question, the larger one of systemic cultural issues certainly puts risk into the Trent XWB development.

Additionally, we believe Boeing is right that the Trent XWB isn’t big enough to provide the promised performance for the A350-1000, and RR will likely have to do more than is currently planned.

Given the delays in the A380 and 787 programs, and the deferrals of huge cash flow to the supply chain–including, of course, RR–and the development of the Trent XWB, RB282/285 and the open rotor, RR’s cash flow is clearly under pressure, to put it mildly.

This frankly leads us to be concerned about the company’s ability to get the job done on these programs.

Rolls-Royce is major cause for concern these days on the A380, 787 and A350 programs. If we were Airbus, we’d be deeply concerned about the potential impact on the A350 and would strive for a second engine source.

GE’s GEnx is big enough for the A350-800/900,.....

.......and GE originally was going to power the A350′s original design.

But GE will not power the A350-1000 due to contractual obligations to Boeing to exclusively power the 777-300 in this class of airplane.

Pratt & Whitney’s Geared Turbo Fan has the ability to grow to 110,000 lbs thrust, but PW’s parent, United Technologies, says it will be a decade before such an engine will be available. Boeing is interested in this engine for a 777 replacement.

Whether PW could accelerate the development of a 110k is unknown but it is probably certain doing so by the promised 2015 EIS of the A350-1000 is unlikely.

Airbus has real cause for concern about RR and the Trent XWB. We simply are unable to gauge how deep this concern is or should be.

Boeing 777 orders on the cards

Boeing is likely to have a very good next few months for its 777 line.
CAO has learned that that company is probably going to announce several major orders for the airplane, predominately if not entirely for the 777-300ER. One order is said to be for 20 777-300ERs and could be announced within the next few weeks. As many as four major orders are anticipated in the next few months, CAO is told.
This is partly behind the decision announced late last year to increase production from the previously announced 7/mo to 8.3/mo. The current production rate is 5/mo; it goes to 7/mo this summer and 8.3/mo in the first quarter of 2013. CAO understands Boeing wanted to go to 9/mo but the supply chain wasn’t able to commit to the higher rate at this time.
Some Wall Street analysts worried that the 8.3/mo rate is unsustainable given the current backlog, which is 253, or slightly more than three years at the current and summer production rates. The orders in the pipeline would take the backlog well into 2014 and perhaps into 2015, according to our information.
Some analysts note the higher rate slightly precedes the promised entry-into-service of the Airbus A350XWB, now slated for the second half of 2013 and a slip from the first half. Increasing the production rate positions Boeing to potentially take advantage of anticipated EIS delays of the A350; some suppliers believe the delay is going to be one year while Richard Aboulafia, aerospace analyst for The Teal Group, has been predicting a two year delay for two years.
While the 777 demand reflects a recovering global economy and anticipation of an A350 delay, some orders are going to be placed to provide lift for customers affected by the delays in the Boeing 787 programme, now three years and counting.

Jeannot a écrit:Boeing s'attend à de grosses commandes (4) de 777 ce qui expliquerait l'augmentation récente des cadences de production.

Boeing 777 orders on the cards

Boeing is likely to have a very good next few months for its 777 line.
CAO has learned that that company is probably going to announce several major orders for the airplane, predominately if not entirely for the 777-300ER. One order is said to be for 20 777-300ERs and could be announced within the next few weeks. As many as four major orders are anticipated in the next few months, CAO is told.
This is partly behind the decision announced late last year to increase production from the previously announced 7/mo to 8.3/mo. The current production rate is 5/mo; it goes to 7/mo this summer and 8.3/mo in the first quarter of 2013. CAO understands Boeing wanted to go to 9/mo but the supply chain wasn’t able to commit to the higher rate at this time.
Some Wall Street analysts worried that the 8.3/mo rate is unsustainable given the current backlog, which is 253, or slightly more than three years at the current and summer production rates. The orders in the pipeline would take the backlog well into 2014 and perhaps into 2015, according to our information.
Some analysts note the higher rate slightly precedes the promised entry-into-service of the Airbus A350XWB, now slated for the second half of 2013 and a slip from the first half. Increasing the production rate positions Boeing to potentially take advantage of anticipated EIS delays of the A350; some suppliers believe the delay is going to be one year while Richard Aboulafia, aerospace analyst for The Teal Group, has been predicting a two year delay for two years.
While the 777 demand reflects a recovering global economy and anticipation of an A350 delay, some orders are going to be placed to provide lift for customers affected by the delays in the Boeing 787 programme, now three years and counting.

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Portuguese investigators suspect that the fuel injector system was the source of damage to a General Electric GE90 engine on a TAAG Angola Boeing 777-200 shortly after departure from Lisbon last month.

The aircraft shed parts on the region of Almada, as it climbed to 5,000ft on 6 December, damaging cars and buildings.

Its right-hand GE90 was shut down by the crew and the 777 returned to Lisbon where it landed without further incident.

Portugal's investigation agency, the GPIAA, says the high-pressure turbine area was in good shape but there was "substantial damage" to the last stage of the low-pressure turbine, with deformation and material loss in the turbine blades and guide vanes.
Impact marks were also found on the aircraft's fuselage and horizontal stabiliser leading edge.

Technical logs from the aircraft turned up previous flight crew remarks that the right-hand engine's exhaust gas temperatures had been running around 35-45° high.

GPIAA states that the evidence of an "excessive temperature build-up" in the turbine area and the failure of low-pressure turbine guide vanes could point to "abnormal behaviour" by one or more fuel injectors.

TAAG ordered an examination of the engines on its 777 fleet - comprising three aircraft - before reportedly suspending operations with the type after a second suffered an engine problem on take-off, on 23 December.

Last year TAAG signed an agreement with GE covering maintenance support for the engines on its three 777s. But GE Aviation points out that the engine in this event has not had its first shop visit, and its pact with the airline does not cover day-to-day line maintenance.

Jeannot a écrit:La Chine va commander 200 Boeing.

China to Buy 200 Boeing Aircraft, Administration Official Says


China will purchase 200 Boeing aircraft for $19 billion, according to an administration official. The announcement comes as Chinese President Hu Jintao visits the White House for an official state visit.

The purchase is likely is part of a larger commitment from Beijing to buy some $45 billion in increased exports from the U.S. which Obama officials estimate will support 235,000 American jobs.

As part of the $45 billion, the Chinese have agreed to expand their purchases of everything from auto parts to chemicals to agriculture. The increased purchases gives the White House something substantive to show for the Hu visit and, perhaps, takes some pressure off of China on its trade surplus and accusations of currency manipulation to make Chinese goods cheaper.

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Dossier à suivre, ... avec intérêt !

Boeing has received Chinese government approval for orders placed by Chinese airlines for 200 aircraft, worth $19 billion.
The aircraft comprise narrowbody 737s and widebody 777s and will be delivered between 2011 and 2013, says the US manufacturer.
Boeing was not immediately available to confirm whether the aircraft are included in previously announced commitments, or whether they are already included in the airframer's firm order backlog.

SEVRIEN a écrit:Et voila !
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Lien :
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DATE:19/01/11. SOURCE: Air Transport Intelligence news
--------------------------
Boeing gets Chinese approval for 200-aircraft deal
By ...........

Boeing has received Chinese government approval for orders placed by Chinese airlines for 200 aircraft, worth $19 billion.
The aircraft comprise narrowbody 737s and widebody 777s and will be delivered between 2011 and 2013, says the US manufacturer.
Boeing was not immediately available to confirm whether the aircraft are included in previously announced commitments, or whether they are already included in the airframer's firm order backlog.

"No comment", ... sauf, ... "Wait & See" !

Jan. 20--The claim: A White House fact sheet released Wednesday to coincide with the state visit of Chinese President Hu Jintao said: "In preparation for this visit, several large purchases have been approved including for 200 Boeing airplanes. ... The approval, the final step in a $19 billion package of aircraft, will help Boeing maintain and expand its market share in the world's fastest growing commercial aircraft market."

What we found:

"The deal President Hu signed does not include any new jet orders.
Delivering the formal approval during Hu's visit is designed to make the Chinese government appear responsive to U.S. concerns about the balance of trade.
However, all of the airplanes in the sale were announced and booked by Boeing as firm orders over the past four years. Chinese airlines had already paid non-refundable deposits and signed contracts for the jets, most of them as far back as 2007.
"The only thing new is (Chinese) government approval," said Boeing spokesman Miles Kotay.
Chinese airlines decide on orders somewhat independently, but the final deals must always be formally approved by the government.
Boeing vice president of communications Mary Foerster insisted this Chinese government sign-off is important.
"The deal isn't done until the approval is given," she said.

When Hu visited France in November, a similar announcement was issued about the final approval of 102 Airbus jets.
Boeing said the 200 jets -- 185 Renton-built 737s and 15 Everett-built 777s -- were all originally ordered between 2007 and 2010, and are set for delivery by 2013.

The total of 200 airplanes includes some sales to "unidentified customers," namely Chinese airlines that don't want their jet orders made public.
The White House announcement said the total value of the orders was $19 billion.
But that's the list price, which airline customers never pay.
Based on market data from aircraft-valuation consultancy Avitas, the actual price for those 200 planes is about $11 billion.

Voilà comment l'assèchement progressif et constant, depuis un certain temps (plusieurs années ; depuis 2006), du projet B777-300ER / -200LR, va produire des effets pervers, qui contribueront au prolongement de la vie de la production de ces B777. A son tour, ce fait pervers aura tendance à confirmer l'utilité et l'opportunité pour Boeing de viser plus tôt le remplacement des monocouloirs B737 NG, et par là, mettre la pression sur l'opération NEO d'Airbus, et donner seulment la deuxième priorité au remplacement des B777 dans son portefeuille d'offres ! Aussi, le bide qu'est le B747-8I, va inciter certzains clients, fidèles à Boeing, de faire des opérations de leasing, par exemple, ou d'acquisitions à vil prix (via compensations ou non), comme solution intermédaire, en attendant l'arrivée du vrai "Superbi-".

And does this "maintain and expand" Boeing's position in China, expected to be the world's largest airplane market over the next two decades?
President Obama's deal for 200 jets sure sounds better than French President Nicolas Sarkozy's deal for 102. Seems like the U.S. is on top when it comes to aviation in China. Right?

Certainly, China remains a vital Boeing customer.
The Boeing order website shows unfilled orders from China for 256 jets: 57 mid-size wide-body Dreamliners, 38 large wide-body 777s, 10 747-8 jumbo freighters and 151 single-aisle 737s.
Then there's the additional jets going to unidentified customers in China. But even with those, the tally is unlikely to climb much higher than about 300.

But while that's a handsome chunk of business that will help maintain jobs here in the Puget Sound region, Airbus appears even better positioned in China.

Airbus has courted China assiduously to displace Boeing's former dominance there, even setting up an assembly line in Tianjin that in 2010 built and delivered 26 single-aisle A320 jets.
China has unfilled orders for 416 Airbus airplanes: five A380 superjumbos, 55 new A350 mid-size wide-bodies, 81 current A330 mid-sized wide-bodies, and 275 single-aisle A320 family jets.

Boeing was left rather embarrassed Wednesday as its public-relations team faced skeptical press questioning of an announcement the company had little to do with, one that was merely political window dressing for President Hu's state visit.

Alan Tonelson, a research analyst with a foundation attached to the U.S. Business & Industry Council, which represents small to medium-sized U.S. manufacturers critical of Chinese trade policies, called the announcement political "fakery."
"The president should get out of the business of trumpeting phony export deals that won't create a single new job, and get serious about combating the Chinese predatory trade policies," said Tonelson.

Our verdict: The Chinese orders are real and will help keep Boeing workers busy here through 2013. Still, the White House announcement, while technically true, left a completely false impression.
The orders weren't new. They weren't really worth $19 billion. And Boeing isn't soaring ahead of its big global rival with this deal.
An accurate headline for the news might have said: Hu finally signs off on old orders for U.S. jets, but Boeing still lags Airbus in China

• "Puisque, pour ce qui est de ses B777-200ER, AA a encore des options & "purchase rights" / 'droits d'achat', voire même (peut-être) des 'engagements d'achat' / "purchase commitments", ou des commandes fermes non encore livrés, ...... pourquoi n'a-t-il pas fait une simple opération d'annulation / substitution (2 x B777-200ER à remplacer par 2 x B777-300ER), au lieu de passer une commande nouvelle (directe, ou en exerçant des options) de 2 x B777-300ER ?"
  

• les B777-200ER déjà livrés à AA, & / ou encore 'sous contrat', ... soit en option / 'droits d'achat' / 'engagements d'achat',..... sont à moteurs RR Trent 892 / 895 ;
  
• les B777-300ER sont à moteurs GE90-115B (exclusivité oblige) ;
  
• si AA avait effectué, ou essayé d'effectuer une opération d'annulation-substitution, ......
  
• cela aurait fait naître l'obligation d'indemniser RR pour la partie moteur ! ;)
  

Cela s'appelle un "no-brainer" !

Jeannot a écrit:Lu sur Airliners cette eptite rumeur. Lufhtansa Cargo aurait commandé 5 777F

[color=black]From a friend who is working for a big aircraft manufacturer in Everett I've just got the information that Lufthansa Cargo recently ordered 5 777F and made options on 30 more.
They are supposed to be delivered from spring 2013 and shall replace all MD-11F until late 2018.
Some other rumors said that the price for the first five planes will be around 900 Mio. $
[/color

In this issue of Odds and Ends, we talk about the 777, a CNN interview with Jim Albaugh and a variety of other things.
The future of the 777 may slip to the next decade, according to information. .

• (i) surtout celui qui s'accumule et risque de s'aggraver sur le B787-9 (si tous les B787-8 sont construits selon la chronologie initiialement prévue ; c'st pour cela que Boeing veut bien qu'il y ait un maximum de conversions depuis le B787-8 au B787-9 ; car le B787-8 est trop petit et sera toujours trop loud pour le marché ; Boeing leur 'vend' l'idée qu'il vaut mieux avoir, dans ce genre de contexte, un avion plutôt trop gros que trop petit ) ;
  

• la combinaison de la 'menace' potentielle de l'EIS (theoriquement) en 2013 / 2014 des CSeries, et se la perspective de l'opération NEO d'Airbus, ..... à une date / une époque future, considérée d'une part comme indument optimiste, et, en tout état de cause, avec trop peu de marge calendaire avant la date à laquelle Boeing pourrait envisager la mise en ligne d'un monocouloir, de toute nouvelle génération, 'hyper-efficiace', et propulsé, par exemple, par des moteurs du type RR Advance2, sans oublier la possibilité d'offrir un choix avec une version 'évoluée' du LeapX, ces deux motorisations étant en mesure d'être bien plus avancées que celle offerte par le P&W GTF / PurePower !
  

Boeing seems increasingly likely to go with a replacement for the 737 with a 2019 EIS.

Boeing Commercial Airplanes CEO Jim Albaugh gives a [Vous devez être inscrit et connecté pour voir ce lien] with CNN in which he returns to his recurring theme that Boeing “over-stretched” on the 787. He talks about some of the reasons, and he is candid about the shortfalls over its pushing technology, the shortage of engineers and other issues.

The final ruling on the European case against Boeing’s illegal subsidies was due to be issued Jan. 31, but it has to be translated and won’t be made public for several months. This hasn’t stopped Airbus and Boeing from spinning already. [Vous devez être inscrit et connecté pour voir ce lien]. We’re as sick of this topic as we are of the KC-X saga

“While new entrants are building today’s airplanes, we’re building tomorrow’s airplanes.” This is from Albaugh in the same CNN interview.

We can tell you that from conversations, relations with Boeing’s main labor unions, IAM and SPEEA, are improving from their low points from the IAM strike in 2008 and the selection in 2009 of Charleston (SC) as the site for the second 787 assembly line. This is not to say either side is yet satisfied–the contract negotiations in 2012 will be the real test–but relations are better. In this we give a lot of the credit to Albaugh, an engineer himself, who understands the needs of the labor force much better than we believe his predecessor Scott Carson did (he being a salesman and a financial expert) or Jim McNerney does (he being an MBA). Albaugh “speaks the language” and this helps.

Momentum is building for the Pratt & Whitney Geared Turbo Fan; look for orders soon.

Lori Ranson at FlightGobal has [Vous devez être inscrit et connecté pour voir ce lien] about the CSeries vs the NEO. Very thought-provoking.

Addison Schonland has [Vous devez être inscrit et connecté pour voir ce lien]with Lufthansa’s Nico Buchholz about the CSeries, the thoughts behind the LH order for Swiss Airlines, capabilities and competitiveness with the NEO. This thoroughly debunks the loads of [stuff] promulgated by some who obviously have never talked with Buchholz about why Lufthansa ordered the plane, its evaluation process and why LH looks for a 2014 EIS.

Jeannot a écrit:Lors d'une réunion "Excellence Hour" Jim Albaugh lève un peu le voile sur les plans de la compagnie.

Boeing's future product developments

Details are quickly emerging regarding a meeting held between Boeing Commercial Airplanes CEO Jim Albaugh and company employees about the future of company product development, according to those present at the meeting. The meetings, which are held periodically are known inside the company as an "Excellence Hour" connects senior leadership with employees in a large auditorium setting.

12:31 PM ET: Those at the meeting say that Boeing aims to begin design additional upgrades on the existing 737 starting in 2012 and continues to see re-engining as hit to the value of the existing 737 fleet. No specific timeline for introduction was given, though Albaugh says he sees updates to the cockpit more in line with the 787, as well as further improvements to engine fuel efficiency.

12:37 PM ET: Albaugh says he sees a tanker decision from the Department of Defense in February, though adds (speculates) that political scrutiny on whatever the final decision is will push a final award in 2012. Update: Albaugh [Vous devez être inscrit et connecté pour voir ce lien] Wednesday he anticipated an award announcement in March.

1:04 PM ET: Boeing 777 will be around for at least 15 years more, according to those at the meeting,....

.... signaling a medium term investment to improve the big twin.

Additionally, Albaugh says he likes the idea of a blended wing body aircraft for a future Boeing jet, though he says the FAA is not keen to the idea and the funds required to make a major research and development investment aren't really there to answer the unknowns on issues such as pressurization.

2:53 PM ET: Albaugh said future orders for the 747-8 are on hold as customers wait to see the outcome of the rework related to the inboard aileron and modal suppression.

While Boeing declined to discuss a formal timeline for starting development on further updates for the 737, the airframer says "incremental improvements are going to happen to the 737 no matter what" not withstanding a decision to re-engining or a build a new airplane. Further, Boeing says the expectation is that technology will be shared across all its airplanes.

Though company did say that yesterday's RBC report saying "most" of the top 25 737s do not want Boeing to re-engine the narrowbody, was "consistent with what we're hearing from customers."

[Vous devez être inscrit et connecté pour voir ce lien]

• sans compter le B777-200F, Boeing & GE n'arriveront peut-être pas au chiffre plancher des livraisons de leur projet B777-300ER / -200LR initial, malgré l'inclusion de celles, à des prix bradés, représentant les compensations pour les clients frappés par les retards dans les livraisons sur le programme du B787, et ils ont décidé ensemble de laisser le programme A350-XWB, ou, du moins, la composante -1000, sans choix de motorisation, dans l'espoir de saboter ce programme d'Airbus,
  
• Boeing ne voulait pas que la concurrence GE-RR soit fructueuse et joue au bénéfice de l'A350-XWB-1000, au désavantage encore plus marqué du B777-300ER, qu, aux yeux du marché, serait obsolescent et obsolète encore plus tôt.
  

L'exclusivité 'de facto' de RR n'a rien à voir avec la concoction ridicule 'de iure' de Boeing, octroyée à GE sur le programme B777-300ER / -200LR !

• conclure pour EMIRATES une commande ferme pour un nombre substantiel d'avions, soit l'A350-XWB-1000 (20 exemplaires), pour (par media interposés ! ) ensuite, peu de temps après,.......
  
• plus ou moins demander d'être libéré de ce contrat, en le faisant glisser vers un tout autre appareil qu'on pourrait appeler "Superbi-", et, ........ (tout en ayant le toupet de dire que c'est Airbus qui a besoin d'aide)
  
• en faisant que l'annulation (unilatérale, la dernière fois .... avant mise-au point 'à temps') porte sur un appareil Airbus (A340-600 HGW) à moteurs Rolls-Royce (Trent 556 / 560, très fiables) et résulte en l'acquisition d'appareils Boeing à moteurs GE (GE90-115B, peu fiables), et......
  
• recommencer tout le cirque de £°£°£°£°£ Tim", .... cirque qui est devenu la commande massive d'EMIRATES pour l'A350-XWB, .. dont la variante -1000, comme tout le monde le sait, fut quasiment conçu à l'époque pour Emirates, selon les souhaits de £°£°£°£°£ Tim", .... tout en offrant l'avantage stratégique à Airbus, de rendre obsolescent, dès la seule annonce de ladite variante, .....le B777-300ER, ..... et de propulser celui-ci dans un état de mort commeerciale lente, .......
  
• ce qui fut fait, surtout avec la commande de QATAR, y compris 20 x A350-XWB-1000, et les autres commandes, y inclus celle d'EMIRATES, qui annonça la composante ferme de 20 x A350-XWB-1000, aussi !
  

• £°£°£°£°£ Tim" ne pourra rééditer impunément sa bêtise précédente ; EMIRATES non plus ; si DUBAI cherche à 'faire le forcing', dans le sens de la question ci-dessus, c'est Abu Dhabi qui se manifestera ;
  
• la planète a bien compris l'intox qui émane de leur quartier ;
  
• Boeing ferait mieux de réaliser le programme B787, au lieu d'émettre des rumeurs stupides, et de raconter des bobards aux £°£°£°£°£° des media, et aux "bloggers" qu'ils instrumentalisent ;
  


• le monde de l'Aéronautique n'a pas besoin d'âneries pareilles ;
  
• si le marché avait des doutes sur l'A350-XWB-1000, .... il écouterait QATAR (client de lancement), ou Steve UDVAR HAZY (qui sait de quoi il parle en matière de "design" & de définition d'airframe et de moteurs), et ....... non pas " Entertainer", qui a toujours envie des appareils de niche, que les "airframers" ne veulent pas construire ! :lol:
  

Rolls-Royce wins $2.2bn TotalCare deal from Emirates

Rolls-Royce, the global power systems company, has won a $2.2bn TotalCare long term services contract from Emirates, covering Trent engines for 70 Airbus A350XWB aircraft. The agreement will bring the airline’s Rolls-Royce powered fleet of 128 aircraft, in service and on order, under TotalCare arrangements.

Tim Clark, President - Emirates Airline, said: “Em (irates’ 70 A350XWB aircraft on order will play an important role in our growth when they come online in the next few years. This TotalCare contract with Rolls-Royce is an important step in ensuring our A350XWB engine life cycle costs are managed effectively and maintained to the highest standards. Already current users of TotalCare, we look forward to maintaining this relationship with Rolls-Royce to drive additional operational improvements.”

Mark King, Rolls-Royce, President – Civil Aerospace, said: “We are delighted to sign this contract with Emirates, a valued customer with three Trent engine family members already in service (******). With this contract all of Emirates’ Rolls-Royce powered fleet are, or will be, supported by TotalCare packages that add significant value and allow customers to optimise their operations.”

TotalCare long term service agreements, in place on 90 per cent of all Trent engines, are designed to minimise customer financial risk and enhance operational performance and reliability, allowing operators to concentrate on their core business.

The new TotalCare contract for Trent XWB engines comes two months after Rolls-Royce won a $1.2bn TotalCare contract for Trent 700 engines powering 27 Airbus A330s and Trent 800 engines powering 21 Boeing 777s.

On imagine bien que cette nouvelle affaire couvre, donc, les moteurs Trent XWB-1000 des 20 x A350-XWB-1000 ? Cela ne signiferait-il pas que, peut-être, µ+µ+µ+µ+ Tim est revenu à la réalité, en reconnaissant ses obligations contractuelles fermes vis-à-vis d'Airbus et de RR, et qu'il faudra bien distinguer entre la motorisation des A350-XWB-1000, et celle du remplaçant (éventuel, .... le cas échéant ..... ) du B777-300ER ?