Boeing 777 famille

Qu'est-ce que cela nous dit ?!

Emirates is considering swapping its order for 50 Airbus A350-900s to A350-1000s as Airbus works on finalising design of the stretched variant.

In November 2007, the carrier ordered 70 A350 XWBs, initially specifying 50 of the baseline -900s and 20 -1000s. But Emirates president Tim Clark says over the last three years the carrier's network has matured to the point where it "can no longer tolerate anything under 300" seats.

Emirates is slated to take 290-seat A350-900s from April 2015. The A350-1000s would be a better fit, but the longer wait must also be considered.

"It [the -900] is now appearing too small," says Clark. "So we may slip the order to the -1000, but the -1000 hasn't been frozen yet. We haven't decided quite yet which one we'll take. We're actually playing around with how this order fits."
The A350-900 is scheduled to enter service in 2013, while Airbus has provided a 2015 entry into service date for -1000 stretch. Clark says the only option if Emirates wants to take A350s in 2015 is to stick with the -900.

Delivery dates for the A350-1000 are not likely to be firmed up until the design is frozen, which could take time as airlines continue to press Airbus for changes. Clark says with the current design the -1000 will not have a range or payload comparable to the Boeing 777-300ER.

"Airbus compares the -1000 to the 777-300ER. I've told them in no uncertain terms it does not. I see it as a 320-, 330-seater which will be very economical on missions up to 10 or 12 hours," he says. "The notion that it would fly from Singapore to European gateways in the winter months with 100 knots on the nose is a bit of an ask. We've suggested they need to come to grips with that, which means they need to increase the takeoff weight and they need to increase propulsion."

The aircraft is slated to be powered by Rolls-Royce Trent XWB engines but Clark is "not sure they will do the job".

If its -900s are delayed beyond 2015 or it elects to wait for the -1000, Emirates can avail of the "safety net" of 30 additional 777-300ERs ordered last year. The airline's original thinking was for the A350-900s to replace its 777-200s, A330-200s and A340-300s, but it has the flexibility to retain these aircraft for longer.
In 2007 the airline ordered 70 A350 XWBs: 50 -900s and 20 -1000s

"The Entertainer" cherche à ré-occuper le terrain, avant le Salon du Boutget, en fasant parler de lui et d'Emirates, pour n'importe quelle raison, et à n'importe quel sujet touchant les "gros porteurs !

"Ceux qui pensent que le A350-1000 ne se vendra pas ... se sont trompés !

Si airbus pense prendre son temps pour résoudre les problèmes de l'A350-XWB-1000,... il n'en reste plus.

Airbus a intérêt à s'occuper des PB du A350 -1000 d'urgence ...

Rolls Royce aussi , d'ailleurs !

Pour se dépêcher de geler le projet dans les meilleures conditions possibles, et assurer son EIS à temps !

La rigolade c'est fini !

Coup de sifflet de Tim Clark !

Vos projets sur mon bureau, d'urgence, Mrs de Airbus et RR !

Bon timing, la vache, alors que Boeing pense re-vamp pour son 777 !

INTERDIT

"......with the current design the -1000 will not have a range or payload comparable to the Boeing 777-300ER".

"Airbus compares the -1000 to the 777-300ER. I've told them in no uncertain terms it does not. I see it as a 320-, 330-seater which will be very economical on missions up to 10 or 12 hours," he says. "The notion that it would fly from Singapore to European gateways in the winter months with 100 knots on the nose is a bit of an ask. We've suggested they need to come to grips with that, which means they need to increase the takeoff weight and they need to increase propulsion."

Ceci est du "£+£+£+£" ! Fictions combinées par Boeing / Boeing-GE, et relayées par "hâbleur Tim", dans une des ses sempiternelles manifestations de sa "grande-gueulardise" ! Mieux vaut entendre ça que d'être sourd, ou le lire, plutôt que d'être aveugle ! :lol: Cela ne vaut rien.

Et pourquoi µ+µ+µ+µ+ Tim mentionne-t-il l'itinéraire" Singapore to European gateways" ?

Emirates ne l'exploite pas !

Nous n'avons pas besoin de nous laisser berner !

"Airbus compares the -1000 to the 777-300ER.

Qu'est-ce qu'il raconte, "hâbleur Tim" ? ! :roll:

I've told them in no uncertain terms it does not.

I see it as a 320-, 330-seater which will be very economical on missions up to 10 or 12 hours," he says.

"The notion that it would fly from Singapore to European gateways in the winter months with 100 knots on the nose is a bit of an ask. We've suggested they need to come to grips with that, which means they need to increase the takeoff weight and they need to increase propulsion."

• dans une technologie GEnx, qui a quasiment une génération technologique de retard sur le RR Trent XWB 1000 (pas la peine de parler de la technologie GE90-115B, inadaptée, peu fiable, et larguée, même par celle du GEnx !), .....,
  
• et à un niveau de poussée de 83,000 lbs (paroles de David JOYCE), niveau à peine suffisant pour le B787-10, et "short" pour l'A350-XWB-900, .....
  

Et que "The Entertainer", s'il veut qu'on le prenne au sérieux, cesse de nous casser les oreilles et les pieds avec le "£+£+£+£" de Boeing-GE, en servant de courroie de transmission pour les rumeurs infondées et insultantes de ce(s) dernier(s) !

C'est indigne du milieu aéronautique, de l'aviation, et du transport aérien ! :lol:

Questar a écrit:Merci

Tim Clark voudrait donc plus d' A 350-1000 : à développer avant les autres versions ?

Une justification sur tant de B-777 d'EK et d'autres influant sur les choix d'EK...?

Personne ne peut affirmer un retard ( ni une avance ) du 350-1000

Et beaucoup pensent que le concurrent du 777-300ER...est le 777-300ER...pour ceux qui veulent s'en défaire ou qui en ont trop en flotte et/ou à recevoir.

Tout comme l'A 330-300 s'est révélé un concurrent du 777; -300ER compris.

Boeing sait que le 777-200ER pourrait "repartir"; GE ne semble pas vouloir entendre...

J'y reviendrai ! Il y a des choses à dire, ... et à écrire ! ;) :lol:

Jeannot a écrit:Qantas va mettre en ligne 28 nouveaux appareils (717s, F100s et A320s)

Qantas to boost fleet with 28 aircraft including F-100s, 717s and A320s

Qantas said it will acquire 28 aircraft and extend leases on others as it looks to boost its domestic, resources, charter and international fleets. It will also consider the Boeing 777 as a long-term option. QF said the new fleet will support growth and operational efficiencies across its flying businesses.
According to CEO Alan Joyce, the package of commitments will be made up of a combination of aircraft orders and leases, as well as lease extensions. The airline will acquire 10 used Fokker 100s for its new resource charter subsidiary, Perth-based Network Aviation and lease two more 717s for QantasLink as well as lease five additional 737-800s and extend leases on two more for Qantas mainline. For Jetstar, the group will lease 10 additional Airbus A320s and extend the leases on 11 more, plus lease one more A330-200.
“With the domestic market continuing its strong post-[global financial crisis] recovery and growth, the Qantas Group will need additional capacity to participate in this growth and maintain its profit maximizing 65% domestic market share,” said Joyce, who noted that many of the fleet additions “will be directed to this key part of our operations—across each of our premium and low-fare airlines, as well as Network Aviation operating fly-in-fly-out resource charter services in Western Australia.” QF’s intention “from day one has been to grow network, and today’s announcement will increase its F100 fleet fivefold,” said Joyce.
Going forward, Joyce told ATW the airline was “looking at what Boeing is doing with the 777-300ER” as an option for replacing some 747-400s. QF will eventually have a fleet of 20 A380s and nine 747-400s, which will need replacing from 2017.
“We are looking at the 787-9 to replace some 747-400s and also examining what improvements Boeing will offer on the 777 with 787 technology,” Joyce said. “If there is considerable 787 technology in the 777 it could be outstanding.”

Regard sur une évolution du 777 et sur le 787-9 pour le futur. La nuit de noce avec Airbus est-elle terminée ?

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Newly formed International Airlines Group (IAG) - parent of [Vous devez être inscrit et connecté pour voir ce lien] and Iberia - is making the replacement of the Spanish carrier's [Vous devez être inscrit et connecté pour voir ce lien] A340s a priority ahead of a broader long-haul fleet-renewal exercise that will also encompass the needs of BA.

IAG chief executive Willie Walsh says that there is the opportunity to replace Iberia's A340s with more efficient aircraft that are already available, ahead of the introduction of new-generation types that are being evaluated for the wider requirement.
Both airlines have been looking at fleet renewal and growth options for their long-haul aircraft, and Walsh says that this will be co-ordinated by IAG, making use of its stronger buying power resulting from the merger. "The two airlines were always relevant to Airbus, [Vous devez être inscrit et connecté pour voir ce lien] and the engine manufacturers, but we've become much more relevant through the merger," he says.

Between them BA and Iberia operate more than 160 widebodies, but there is no commonality between the two fleets. Iberia has 36 A340s (19 -300s and 17 -600s) while BA flies a mix of 127 Boeings - 57 747-400s (including seven parked), 21 767-300ERs and 49 777s (46 -200/200ERs and three -300ERs). Iberia's [Vous devez être inscrit et connecté pour voir ce lien]-300s are between nine and 19 years old, whereas the -600s are relatively young, having been delivered between 2003 and 2010.
Walsh told Flight International sister publication Airline Business that the Spanish arm's needs would be addressed first: "In the short term our focus will be on the Iberia fleet-replacement programme, because there's a clear opportunity with existing aircraft to get significant cost savings, particularly with oil heading towards $100 a barrel," he said.
"There are discussions going on with Airbus and Boeing. With Iberia we have the option of a transitional fleet arrangement while waiting for the new-generation aircraft - 787s or A350s."
BA finalised the first part of its long-haul fleet replacement plan in 2007, ordering 24 Boeing 787s and 12 Airbus A380s to replace its 767-300ERs and part of its [Vous devez être inscrit et connecté pour voir ce lien] fleet, respectively. At that time it deferred its selection of a "big twin" 300- to 350-seat widebody to allow Airbus and Boeing to better define their offerings.
This requirement could now extend to cover Iberia's longer-term needs beyond the more pressing need for a "transitional" fleet deal. As well as the [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien], IAG is also known to be interested in potential developments of the 777.

FedEx could take up to 55 777Fs

International logistics firm FedEx Express has unveiled its latest Boeing 777 Freighter, part of an order that could see the Memphis-based carrier operate as many as 55 of the type.
The aircraft, registration N854FD, was delivered to FedEx in February and made its first operational flight between London Stansted and Memphis on 28 February.
FedEx operates 12 777Fs, with another 18 on order from Boeing and 10 from airlines or lessors. In addition it has 15 options.
It is introducing the new aircraft to boost capacity on key routes, allowing it to introduce new routes and to enable it to redeploy its fleet of Boeing MD-11 freighters.
David Binks, senior vice-president operations, FedEx Express Europe, says that it has yet to decide on which routes the new 777s will operate, but they will be the "longer, higher demand routes".
He points to the recently introduced Paris-Hong Kong service, which FedEx had not operated before the arrival of two 777s at its Charles De Gaulle hub last year.
Its most recent quarterly accounts, filed on 17 December 2010, show financial commitments of $1.4 billion towards aircraft purchases. In addition to the 777s, FedEx is also replacing its fleet of ageing Boeing 727Fs with younger and larger 757 Freighters. The company has 55 on its fleet and it plans to take nine of the type this year, with another nine in 2012.
Binks says that this switch will help the company to meet its commitment to cutting CO₂ emissions from aircraft by 20% by 2020.

Jeannot a écrit:Cathay Pacific pourrait comander 14 gros porteurs supplémentaires

Cathay Pacific May Order 14 More Widebody Jets After Boeing, Airbus Deals

Cathay Pacific Airways Ltd, with 91 widebody planes on order, may buy as many as 14 more similar aircraft to take advantage of China travel growth.
The possible orders are “pretty likely to be more of the same,” incoming Chief Executive Officer John Slosar said today in a Bloomberg TV interview in Hong Kong. “In a high-oil price environment, you want the most efficient aircraft.”
The Hong Kong-based carrier yesterday ordered 15 Airbus SAS A330-300s and 10 [Vous devez être inscrit et connecté pour voir ce lien] 777-300ERs, expanding a backlog that also includes A350-900s, to boost operations and replace older planes. The airline also said it almost tripled profit last year as economic growth boosts passenger and cargo traffic in [Vous devez être inscrit et connecté pour voir ce lien].
“Strong operating performance, access to China growth and protectiveness of home base are Cathay’s key competitive advantages,” Sam Lee and Hung Bin Toh, analysts at Credit Suisse Group AG, said in a note to clients. The record profit “demonstrated its efficiency and pricing power.”
The analysts raised their target price to HK$23.50 from HK$22.00 and reiterated an “outperform” rating.
The airline fell 1 percent to HK$18.76 at 9:52 a.m. in Hong Kong trading. The stock has jumped 23 percent in the past year, surpassing the benchmark [Vous devez être inscrit et connecté pour voir ce lien]’s 12 percent gain.
Cathay has no immediate plans to order Airbus’s A380, the world’s last passenger plane, Slosar said. In August, the carrier ordered 30 A350-900s and six 777-300ERs. It also yesterday announced plans to lease a further two A350-900s.

Toujours pas de 380.

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Bergame a écrit:Merci, Bonjour

Tony Tyler a dit la nuit dernière que le plan de flotte était bien le retrait de 11 Airbus A 340-300 et de 21 Boeing 747-400 dans les temps correspondant aux réceptions de B-777-300ER et A 330-300

Bergame a écrit:Une équipe Boeing avait fait le déplacement chez Cathay avec une offre B 747-8I, nous avions alors eu vent du résultat : niet !

Sevrien a écrit: ..... DLH et CATHAY sont les 2 Cies., plus que toutes autres (si, si, bien plus qu'Emirates, ou BA, par exemple) qui ont le plus aidé Boeing à définir cet avion (B747-8F) . Boeing a fait un travail remarquable en conciliant deux jeux de besoins & de conceptions très éloignées l'un de l'autre initialement. .......
..... DLH a une optique stratégique & tactique bien claire. DLH est prête à laisser la version -8I en exploitation d'avion de ligne (à passagers, donc) pour une période plus courte que d'habitude, pour ensuite convertir en -8F, en harmonie avec un timing souple et une "organisation modulaire" du renouvellement de sa flotte cargo.......

...... le B747-8 a été conçu comme une variante 'F', pour Lufthansa & Cathay Pacific ! .........
Le -8I est "an after-thought", visant, dans un premier temps, à jouer le rôle de "spoiler" pour contrecarrer la carrière de la version de l'A380 qui n'existera jamais : l'A380-700 "shrink", bien trop lourd pour les 480 passagers pour lesquels il était, brièvement, envisagé !

L'A380-700 ayant été vité abandonné comme 'mauvaise idée', le B747-8 est resté potentiellment en lice en version -8I avec le seul rival possible, l'A380-800.

Bergame a écrit: Qu'en est-il aujourd'hui.... Faire baisser les prix......?

Bergame a écrit:Le belly freight est le point faible, toute proportion gardée, de l'A 380 ( comparé à sa masse globale, espace total ).

Sevrien a écrit: Déjà orphelin, ce B747-8I ! Il n'ira que vers les Cies. "aux ordres" ! Même Cathay n'en veut pas ! Peut-être que cette Cie. prendra le -8F ! Mais, en terme de très gros porteur, .. c'est l'A380-900 qui l'intéresse !

Bergame a écrit:Et le trafic cargo s'est complétement retourné en Asie depuis fin 2009

Bergame a écrit:L'écart, d'autre part, s'est resserré entre A 330-300 et B 777, y compris -300ER. En effet, A-330 là où on ne l'attendait pas

March 12--Add one more airplane to Boeing's lengthy to-do list.
Boeing is pitching airline customers a third, bigger version of its Dreamliner family that could be delivered in 2016: the 787-10.

"It's such an incredible airplane," senior Boeing executive Nicole Piasecki said. "The feedback from the airlines is very, very positive."

Boeing long has studied a 787-10, which would be the same size as the smallest member of the 777 family.
But as the company lately talked more about enhancing the 777 with a new wing, the possibility of a 787-10 launch seemed to recede.

Yet in an interview this week, Piasecki made clear a revamped 777 is some years out, the last in a long list of planned airplane developments.

She indicated the 787-10 could be first on that list.

The initial 230-seat version of the Dreamliner, the 787-8, should be delivered later this year. The second version, the stretched 270-seater 787-9, is in development and scheduled to enter service in late 2013.
The proposed double-stretch 787-10 sacrifices the long range of the first two models for extra seating and cargo capacity. However, analysts are skeptical the bigger version still will be as efficient.

Piasecki, vice president of business development and strategic integration, ....

.........said the 787-10, which would seat about 300 passengers, can outperform the initial version of Airbus's latest jet, the A350-900 that's set to debut in 2013.

She cited a range of about 7,900 miles, which is some 1,400 miles short of the range of the Airbus A350-900. [/

But she said Boeing estimates its lighter plane would be 12 percent cheaper to operate than the Airbus jet.
Airlines "will get incredible economics out of the (787)-10 if they don't need the range," Piasecki said.

Richard Aboulafia, an aviation analyst with Teal Group, is skeptical.
"These are highly theoretical numbers" based on assumptions about the plane's weight and aerodynamic characteristics, he said. "Everyone is eager to get a plane with these characteristics. Who wouldn't be? But it's a purely theoretical construct."

Aboulafia said the 787-10 economics Piasecki touted will depend heavily on engine makers delivering more powerful, yet efficient engines.

Another uncertainty is whether Boeing and its supplier partners can adjust their manufacturing systems and produce the plane on schedule.

The Dreamliner's global supply chain repeatedly ground to a halt in the past few years. Although it is now delivering better quality 787-8 sections to the final assembly site in Everett, it has yet to ramp up to a faster pace.
Boeing will "look at the reality of how the production system would handle it," Piasecki said. "There's lots of things we'd have to work on before we determine the timing."

Piasecki insisted the overlap with the 777 family is not an issue.
The 787-10 would be the same size as a 777-200ER. But the 777 has a much longer range, and she anticipates that plane would still sell to airlines that need to fly 8,900 miles.

The much larger 365-seat 777-300ER, Boeing's best-selling large airplane, is well-positioned in the market and won't be threatened by an Airbus rival until after 2015.

And if Airbus then produces, as expected, a version of the A350 that would be competitive with the 777-300ER, that's the airplane Boeing would revamp, likely with a new wing.

If the 787-10 moves from theory to reality, it will add to Boeing's already full plate.
Piasecki and Boeing Vice President Mike Bair talked of the possible launch of an all-new smaller jet family to replace the 737 and 757 single-aisle airplanes, to enter service around the end of this decade.

But if the 787-10 goes ahead, it would come first, she indicated.
Put it another way: Boeing may squeeze in the 787-10 after it finishes the 787-9, developing it concurrently with the 767 Air Force tanker.

The company would deliver the double-stretch 787-10 before the 737/757 replacement jet family,...

.....and follow that with the 777 enhancement with a new wing. All these projects are to be complete by around the end of this decade.

Ceci ne se fera pas comme une priorité !
C'est la manière qu'adopte Boeing pour minimiser la menace représentée par l'A350-XWB-1000 ! C'est de l'intox ! Le "plat technologiquement réchauffé" ne prendra pas !

That's "a desirable, but theoretical, and extremely ambitious road map," Aboulafia said. "You have to wonder where the cash is going to come from."

Piasecki said the resources needed for a derivative airplane would not be so great, and Boeing would need only part of its Dreamliner design team to develop the 787-10.

Dominic Gates: 206-464-2963 or [Vous devez être inscrit et connecté pour voir ce lien]

Boeing and GE Capital Aviation Services finalized an order for 10 GE90-115B-powered 777-300ERs valued at approximately $2.8 billion at list prices. The aircraft "will help GECAS meet growing airline demand for long-haul passenger airplanes," said Boeing in a statement.

"This order adds to our existing portfolio of 777 aircraft," said GECAS President and CEO Norman Liu. "A key part of our strategy is to expand our long-haul product offerings to satisfy customer demand."
With today's announcement, GECAS has ordered 53 777s, including 41 777-300ERs, Boeing said.

Jeannot a écrit:Le taux de croissance de SIA est bine inférieur à celui de ses concurrents.

SIA Growth Rate Lags Competitors

Singapore Airlines is struggling to keep up with its competitors when it comes to passenger traffic growth.
Singapore Changi Airport’s traffic grew 13% last year to 42 million, but SIA’s passenger numbers grew at a slower rate – 1.8% to 16.6 million from 16.3 million. By comparison, Singapore low-cost carrier Jetstar Asia posted a 44% increase in passenger numbers to 2.6 million from 1.8 million. Jetstar Asia added capacity in 2010, while SIA cut capacity 0.3%.

In terms of capacity coming into its network in the immediate future, SIA has eight Airbus A380s on order. But these are to replace the seven Boeing 747-400s that are due to leave the fleet by end of March 2012. The eight A380s are due to arrive in that time-frame.

The carrier also has 20 Boeing 787-9s and 20 Airbus Airbus A350-900XWBs on order, with first deliveries originally set for 2011 and 2012 respectively. But first deliveries of the A350s have slipped to the fiscal year ending 31 March 2014.

Also, SIA plans to phase out its A330s, on lease, once it gets the A350s.

As for the 787s, an SIA spokesman was unable to say which year SIA’s first 787 will come, as “we remain in discussion with Boeing on delivery dates.” But “first delivery will certainly not be in 2011,” he adds.
The 787s were ordered as replacements for its older 777s, mostly the 777-200ERs, and to develop new long-haul routes, but the delay in the 787 program has adversely affected those plans. SIA is continuing to phase out the 777-200ERs although at a slower pace than originally scheduled. However, phasing out some 777-200ERs, with no 787s coming in, means there is a danger SIA may reduce capacity further.

It has no new 777s on order, because it let its options on Boeing 777-300ERs lapse in 2009. This may have been seen as a prudent move at the time, because it was the height of the global financial economic crisis. But the market rebounded strongly in 2010.

Boeing assigned the slots to other carriers, some of which are SIA’s competitors. Cathay Pacific Airways, Etihad Airways and Garuda Indonesia have 18, nine and 10 777-300ERs on order respectively, says Ascend data.
“SIA in some ways is at a crossroads as to where it wants to position itself in the coming years,” says Standard and Poor’s (S&P) Singapore-based aviation analyst, Shukor Yusof. S&P, like Aviation Week, is part of the McGraw Hill Group of Companies. Cathay Pacific has been outperforming SIA in terms of share price, Shukor adds.
SIA also has smaller competitors tapping the growth in the market. Malaysia Airlines’ low-cost carrier Firefly has no competition on the four routes it serves between Singapore and Malaysia. Firefly managing director, Eddy Leong, says Firefly’s turboprop operation has profit margins higher than the industry average. Its most successful route is Singapore-Kuala Lumpur Subang. Subang Airport is closer to the city than Kuala Lumpur International Airport, so the service has proven popular with business travelers. Firefly started July 2009 with a thrice-daily service and has since increased it to seven-times daily. There is a strong possibility Firefly will add more capacity on routes to Singapore, in light of the fact it plans to add two more ATR 72s this year and three next year.

Industry executives say SIA group has taken note of Firefly’s success and is evaluating whether it too should move into turboprop operations, rather than leave this growing market entirely to Firefly.
Embraer is also speaking to SilkAir to persuade it that the Embraer 170/190 is the best solution for boosting frequency on existing routes and developing new routes.

Manque de PUC... Non ?
[Vous devez être inscrit et connecté pour voir ce lien] Growth Rate Lags Competitors

Ceci est un Forum aéronautique et d'aviation !

[Vous devez être inscrit et connecté pour voir ce lien] is not intending to change the size of the [Vous devez être inscrit et connecté pour voir ce lien]-1000 as it heads towards definition freeze for the twinjet by the end of this year, although it has yet to confirm the extent to which it might adapt the aircraft to better compete with the [Vous devez être inscrit et connecté pour voir ce lien].

Overall configuration of the A350-1000 was validated in November 2010, including the type's fuselage size. Sources close to the programme indicate that there are no plans to change the aircraft's basic dimensions. The A350 will typically seat 350 passengers against the 777-300ER's 370.

But there is still a lack of clarity as to whether Airbus is to tweak the thrust requirement for the type.
Industry sources familiar with the situation say that Airbus insists it is "not changing the size of the aircraft", but "recognises that an increased thrust may result in slightly higher fuel burn".

If Airbus changes the thrust, and this leads to a larger fan size on the powerplant, says the source, the aircraft would also "probably" need a re-optimised pylon.
Rolls-Royce, which is supplying the Trent XWB engine for the A350 family, has declined to comment beyond supporting a statement in March, by Airbus vice-president of marketing Andrew Shankland, that the Trent was sufficient to power the twinjet.
Airbus's efforts to keep definition freeze on schedule come as Emirates is looking at a possible switch of A350-900s to the -1000, although the Dubai-based carrier says that the type - as it stands - does not compare to the 777-300ER, and that Airbus should be considering a higher take-off weight and greater thrust.

Last year's validation of the A350-1000 airframe, says Airbus, means the aircraft "has the capability to meet the performance targets and guarantees".
Airbus adds that it is "progressing well" with the A350, with a technology insertion programme for the -1000, which was created with "the objective of further optimising the airframe and performance while keeping a high level of commonality".

[Vous devez être inscrit et connecté pour voir ce lien] is the launch customer for the A350-1000, with service entry intended in 2015. The carrier has 20 on order, as does Emirates. Another 35 have been ordered by [Vous devez être inscrit et connecté pour voir ce lien] and Asiana.

Et, à ce stade, GE et P&W n'ont rien à offrir !

Jeannot a écrit:American aurait commandé 5 777-300ETs au premier trimestre

American Airlines ordered five Boeing 777s in Q1

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American Airlines exercised rights to buy five Boeing 777s in the first quarter, the company reported Wednesday.
“During the first quarter of 2011, the Company amended Purchase Agreement No. 1980 with Boeing and exercised rights to acquire four Boeing 777-300ER aircraft, including two scheduled for delivery in 2012 and two scheduled for delivery in 2013,” the company said in its [Vous devez être inscrit et connecté pour voir ce lien]. “In April 2011, the Company exercised rights to acquire a fifth Boeing 777-300ER aircraft, which is scheduled for delivery in 2013.”
[Vous devez être inscrit et connecté pour voir ce lien] in January, noting that American was the first U.S. airline to order the 777-300ER. Boeing has not yet reported the other orders on its [Vous devez être inscrit et connecté pour voir ce lien].

Jeannot a écrit:Certaines commandes étaient connues, d'autres non. Diificile de savoir. Attendons le tableau hebdomadaire de Boeing.

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[/quote]

Roberto a écrit:Bonjour,

Mes yeux ne sont pas superbes, mais :

Le 19 de janvier 2011, AA a exercé deux options sur B 777-300ER

- Annonce AA même date. Livraison prévue fin 2012 ( "earning conference" Wednesday January 19, 2011. )

Le 1 de mars 2011, AA annonce la levée d'une option supplémentaire sur 1 B 777-300ER, même date de livraison

La confirmation finale d'AA sur l'exercice d'une option supplémentaire portant à 5 B 777-300ER n'est pas encore arrivée.

NB : La flotte actuelle de 47 B 777 ( 200ER ) AA est équipé de RR Trent 800, tous livrés entre 1999 et 2001

Qu'en pensent nos Forumistes ?

Jeannot a écrit:Thai pourrait partager sa commande entre Airbus et Boeing (350-900 et 787-777)

Thai Airways may split aircraft order

Airways THAI.BK may split its order for the wide-body aircraft it plans to add to its fleet by 2017 between Airbus and Boeing, the airline's president said.
"The wide-bodies could be A350s and/or 787s, and they could also be supplemented with some 777s," Piyasvasti Amranand told Reuters in an interview on Tuesday.
Thai Airways, 51 percent owned by the Thai Finance Ministry, has said it plans to add 37 aircraft -- 11 narrow-bodies and 26 wide-bodies -- worth about 216 billion Thai baht by 2017 to replace some of its older planes and expand its fleet.
If the carrier decided on some Airbus A350s, it would probably choose the A350-900 as the A350-800 is "too small".
No final decision has been made yet on what types of aircraft the carrier will order as the government first needs to sign off on its plans to acquire more planes.

"The timeframe (for a decision) is probably going to be the middle of this year. The contract signing could come shortly after that," Amranand said.

He said he was happy for Airbus and Boeing to compete for the planned orders, which could be for delivery from 2013.
"Playing one manufacturer off the other can often be a good thing," he said.

The planned narrow-body orders will not be for latest-generation aircraft, he said.
"We need them as soon as possible," Amranand said, adding these aircraft may be added to the fleet by the end of this year.
"These could be A320s, Boeing 737s, something along those lines."

He said the company had not yet decided whether to order more A380 aircraft, in addition to six it has already ordered. "It's very large. It's hard to fill up in the off season."
The orders will boost Thai Airways' fleet to 105 planes from 85 now and reduce the average age of its aircraft to about 8.5 years from 11.5 years.

COPING MECHANISM

Airlines around the world have used a number of strategies to cope with the rising cost of jet fuel, including hedging, dropping less profitable routes and replacing old gas-guzzling aircraft with newer, more efficient ones.
Thai Airways has said soaring oil prices may cause it to review its target for 2011 revenue of about 200 billion baht. Amranand said there was no new target yet.

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Jeannot a écrit:Thai Airways autorisée à lancer son plan de renouvellement de sa flotte (qui se fera en 2 phases (37 avions sur 2011-2017 et 38 sur 2018-2022))

Thai Airways cleared to pursue $15 billion fleet renewal plan

The Thai government gave Thai Airways the right to decide how it acquires aircraft, clearing the way for the carrier to move forward with a plan to buy or lease up to 75 aircraft over a 12-year period. Thai previously could only acquire aircraft under the direction of Thailand's Transport Ministry, which had pushed for all new acquisitions to be purchases rather than leases. Thai Airways President Piyasvasti Amranand believes the carrier should acquire aircraft through a mix of purchases and leases.

According to the Bangkok Post, the government's decision allows Thai to move forward with a plan to purchase or lease up to 75 aircraft over a 12-year period under a THB457.12 billion ($15.3 billion) budget. Piyasvasti said the airline will acquire new aircraft through a variety of means depending on its cash flow and debt.

In a related development, the Thai board endorsed the leasing of two Boeing 777-300ERs from India's Jet Airways for two years with deliveries scheduled in October and November. The airline said it will also convert two 747-400s to freighters.

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