Boeing 777 famille

HONG KONG (Dow Jones)--Cathay Pacific Airways Ltd. (0293.HK) said Wednesday it plans to buy a total of 12 passenger aircraft and freighters from Boeing Co. (BA) at a total catalog price of US$3.28 billion, as part of the Hong Kong-based airline's expansion plans.
The blue-chip airline, which is controlled by conglomerate Swire Pacific Ltd. (0019.HK), said in a statement it agreed to buy 4 Boeing 777-300ER aircraft at a total catalog price of US$1.091 billion.

It will also buy 8 Boeing 777-200 freighters from the aircraft manufacturer for a total catalog price of US$2.191 billion.

The airline didn't disclose the actual cost of the purchases, but it said Boeing has granted "significant price concessions." Airlines usually receive discounts from manufacturers for large aircraft orders.

Cathay Pacific said it expects to take delivery of the Boeing aircraft between 2013 and 2016.

Emirates Airline President Tim Clark remains skeptical about the Airbus A350's operating performance, and is particularly leery about the A350-1000.

Clark has previously said that, according to the airline's calculations, the -1000 needs a 105,000 lb. thrust engine to truly leapfrog the Boeing 777-300ER, which means a new fan and significant wing pylon and undercarriage modifications ([Vous devez être inscrit et connecté pour voir ce lien]).

In an interview last week in Vienna, he told ATW that the A350-900, which will be deployed on 85% of the routes EK plans to utilize the A350, "will be a fine aircraft."

But he does not shy away from expressing his displeasure with the A350-1000 performance parameters outlined by Airbus at the Paris Air Show in June, when it was revealed that Rolls-Royce is developing a higher thrust variant of the Trent XWB engine that will power the aircraft ([Vous devez être inscrit et connecté pour voir ce lien]).

"In our view, the aircraft is heavy and to deal with the extra weight, you've got increase the thrust," he elaborated. "We believe that the specific fuel consumption gain Rolls-Royce says the [-1000 will] have will be lost because of the extra weight."

TC Emirates raconte des bobards (car il 'recrache', sans discernement, la propagande / les arguments que Boeing-GE lui avance !

EK has 50 A350-900s and 20 -1000s on order, but Clark is concerned that the -1000 won't meet the airline's needs.

EK has not decided if it will still take delivery of the aircraft or perhaps convert its A350-1000 orders to -900s—or, worse from Airbus's perspective, cancel the orders in favor of a potential next generation Boeing 777-300ER.

Though he is more satisfied with the A350-900, Clark noted the aircraft is heavy as well.

But he said, "I think it will be okay.

The aircraft will replace all of our A330s, 777-200s and A340s. The only [concern] on the -900 is that it gives us just 274 seats in a three-class configuration. It will be too small. We need 340 seats."

SEVRIEN a écrit:Il y a des Forumistes d'ailleurs (pauvres imbéciles), qui croient qu'Emirates peut refuser d'attendre 2017 et laisser tomber impunément ses A350-XWB-1000 !

Faux ! Totalement faux ! Ces pauvres guignols ne comprennent pas, ... n'ont pas encore compris que :

• compte tenu de l'historique des relations entre Tim CLARK / Emirates, Airbus et RR, sur l'affaire A340-XWB-HGW,
  
• Airbus & RR pourront faire appliquer, par la Justice, un "order of specific performance",
  
• et obliger Emirates à prendre livraison de la version "actuelle sur la table",
  
• dotée de moteurs RR Trent XWB 1000, à 93,000 lbs de poussée unitaire,
  
• et pour laquelle Emirates a "signé ferme" un contrat en bonne et due forme, avec l'Airframer Airbus, et le Motoriste RR.
  

Ces ignares devraient fermer leur clapet et faire leurs études, avant de raconter des bobards pareils ! Les avocats d'Emirates ont déjà conseillé la Cie. dans ce sens.

C'est une des raisons pour lesquelles Emirates a signé un contrat ferme de TotalCare, avec RR, pour les 70 appareils A350-XWB, dont 20 de la variante -1000, objet de la commande d'il y a plusieurs années, passée par Emirates auprès d'Airbus !

En outre, ..... Airbus a tout loisir d'attendre le 4ème trimestre, 2011 (en effet, le 31 décembre, 2011) avant de finaliser la définition dite "finale" de l'avion A350-XWB-1000 !

Et, à ce stade, selon le droit commercial international, seul applicable dans ce contexte, y compris les cas de jurisprudence y afférents (sous Equity Law), le seul contrat valable en vigueur est celui déjà signé par tous les acteurs !

Nous sommes dans le jeu des propositions & nouvelles offres potentielles et contres offres potentielles, qui ne valent rien, ne sont pas coulées dans le béton, et toutes celles-ci ne valent surtout pas contrat ferme !

Même Al BAKER ne peut pas s'en aller impunément, même si nous ne l'avons pas écrit de façon aussi claire ci-dessus !

Toutes ces propositions d'Airbus et de RR, en réponse à des soucis de certains clients, ne valent que "base de discussion" !

Les ignares précités nous confirment trop fréquemment qu'ils sont surtout des Adeptes de la discutaille au coin du Comptoir du Café de la Gare !

Chez nous, nous n'avons pas besoin de donner dans ces genres d'imbécilités ! Les "Usual Suspects" et ceux du même tonneau ont des tonnes d'âneries à mettre à la poubelle !

On est au stade de pouvoir reconnaître que le comportement d'Airbus vis-à-vis de ses grands clients peut, parfois, laisser à désirer ! Ni plus, ni moins ! :|

Aer Lingus CEO Christoph Mueller expects that the Irish carrier will take delivery of its first Airbus A350-900 in 2015, two years later than originally scheduled. The airline has nine A350-900s on firm order plus six options. Mueller declined to say how many A350s EI will ultimately order, but indicated that the aircraft's performance parameters may not be ideal. Those sentiments echo comments made by other airline heads, including Emirates Airline President Tim Clark ([Vous devez être inscrit et connecté pour voir ce lien]).

• il a été décidé de vendre des A330, pour prendre des A350-900 supplémentaires ;
  
• Aer Lingus a choisi les A330 supplémentaires et les A350-900 , en écartant les B777 et B787,
  
• après un historique de première phase de motorisation assurée pour ses A330 par P&W et, ensuite, par GE, Aer Lingus a abandonné (pour l'avenir à long terme) ces deux motoristes , pour aller chez RR !
  
• (voir rappel de posts ci-après).
  

"We are very satisfied with our A330 operation, which [comprises] seven in service and we're expecting to have them operational for a long time," he told ATW. "The A350 has better performance data, but it will be over-specified for our long-haul routes." He noted that EI's transatlantic routes from Ireland to the US East Coast are in the 7-8 hr. flight time range. The A350, explained Mueller, is best suited for ultra-long haul routes. He would like to see Airbus move to increase the A350's fuel efficiency.

"We'll fill the aircraft [with passengers] on routes to Boston, Chicago and New York," he assured, but qualified that "for us it is not [exactly] the right aircraft." He added that EI will "stay with the A350 order but we cannot say if [the airline's future fleet] will be an [all-A350] long-haul fleet or a mix with A330s."

La consolation est qu'il "n'achète pas le bla-bla sur les éventuels B787-10 !

SEVRIEN a écrit:Merci, Jeannot !

Jeannot a écrit:Aer LIngus convertit 3 330s en 3 350-900

Aer Lingus swaps three A330s for A350s

Irish flag-carrier [Vous devez être inscrit et connecté pour voir ce lien] is switching an order for three [Vous devez être inscrit et connecté pour voir ce lien] A330s, due for delivery in 2013 and 2014, to three [Vous devez être inscrit et connecté pour voir ce lien] aircraft with arrival slated for "no earlier than 2018".
As a result, the firm now has nine A350s on order, with four scheduled for delivery in 2015, two the following year and the balance in 2018 or later.
In addition, the airline is to sell one of its eight A330s, describing its long-haul fleet as "larger than we currently require".
The firm had previously deferred orders for both A330s and A350s in August 2009 as it looked to cut capacity in its long-haul operation. At the time it hinted at the potential for a further deferral and a switch of order to the [Vous devez être inscrit et connecté pour voir ce lien].
On the short-haul operation, the first of four new leased A320s arrived in January with the remainder due in the first half of 2011. The carrier will raise €100 million ($138 million) of new debt to fund the aircraft, it says.
It will also return three currently leased Airbus A321s and sell an additional unspecified short-haul aircraft.
Aer Lingus says it expects to incur capital expenditure for aircraft leases of €103 million in 2011 with a further €639 million to be incurred between 2012 and 2016 or later.
The operator has posted an operating profit of €23.6 million ($32.5 million) for the year ended 31 December 2010, reversing the heavy losses of the previous year, as its restructuring efforts took hold.
But it warns that its operating profit for 2011 will be worse than its full-year figure for 2010, owing to the increasing price of fuel.

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

Oui ! C'est une tres bonne nouvelle ! Cela permettra de servir un autre client plus tôt en A330, et augmente le carnet de commandes pour l'A350-XWB, et, potentiellement pour le RR Trent XWB. Car, il me semble qu'Aer LINGUS n'a pas encore fixé sa commande de moteurs !

A suivre, donc, en ce qui concerne RR ! Air LINGUS a dû voir qi'il serait très peu probable que GE puisse offrir una motorisation pour sa commande !

SEVRIEN a écrit:Bonjour, aubla, et merci.

aubla a écrit:Bonjour,

Cette modification du plan de commandes d'Air Lingus est-elle vraiment une bonne nouvelle ?
Ne traduit-elle pas plutôt l'état de sur-capacité de sa flotte (elle vend un de sas A330-200) ?
Et la conversion de la commande d'A330 en A350 lui permet d'éviter d'avoir à payer d'éventuelles pénalités pour rupture de contrat et cela reporte les échéances d'au moins 5 ans (livraison pas avant 2018 au lieu de 2013).
La santé financière d'Air Lingus ne paraît pas au top.
Dans ce contexte, le choix de la motorisation me parait secondaire dans l'immédiat.

A suivre donc

Cordialement
aubla

Ce que vous dites est vrai, .... mais incomplet. Je me permets de compléter (mes remarque n'étant pas exhaustives, bien entendu).
Aer LINGUS n'est pas vraiment content de ses A330 à moteurs CF-6. Il y a une surcapacité, et un aspect de "Cost of Ownership" et de DOC trop élevés dans l'immédiat.

Aussi, son appartenance à l'Alliance "oneworld" lui permet de retrouver du PUC via les opérations avec cette alliance.

Mais, dans l'état actuel des choses, la perspective est que, jusqu'à nouvel ordre / nouvelle précision, Aer LINGUS quitte GE, pour aller chez RR.

Aussi, pour Airbus, cela permet à ce dernier de livrer plus tôt un ou plusieurs clients, qui ont commandé des A330 non encore livrés (le "cash" rentrera plus vite, chez Airbus, et, par les temps qui courent, cela est excellent, et prioritaire).

Pour ce qui est d'un client, qui semble avoir retrouvé quelques couleurs de sante, .... d'une santé qui s'améliore, .... mieux vaut ne pas l'étouffer.

Aussi, du point de vue égoïste d'Airbus, mieux vaut qu'Aer LINGUS reste chez Airbus, plutôt que de se laisser tenter par le B787 chez Boeing !

SEVRIEN a écrit:Bonjour, chers tous.
------------------------
Lien :
[Vous devez être inscrit et connecté pour voir ce lien]
DATE:29/03/11. SOURCE:Air Transport Intelligence news
Aer Lingus to sell one A330 and one short-haul aircraft
By [Vous devez être inscrit et connecté pour voir ce lien]

[Vous devez être inscrit et connecté pour voir ce lien] plans to sell an [Vous devez être inscrit et connecté pour voir ce lien] and one of its short-haul aircraft in the first half of this year.
The carrier says in its 2010 annual report that its fleet of eight A330s is "larger than we currently require and it is intended that one aircraft will be sold in 2011".

OK

Aer Lingus recently replaced orders for three A330-200s with [Vous devez être inscrit et connecté pour voir ce lien]-900s to be delivered after 2018, four years later than the planned arrival of the A330s.

A ce stade, la Cie. a, effectivement , un problème de "shape & size" !

The airline took delivery of a leased [Vous devez être inscrit et connecté pour voir ce lien] in January and will take three more of the type in the first half of this year. It plans to return three A321s to lessors and one short-haul aircraft "is planned to be sold".
Aer Lingus today reported a full-year operating profit of €57.6 million ($81 million) for 2010, compared with an operating loss of €81 million the previous year.

Les performances et situation bilantielle restent fragiles.

• vérifier les faits, pour rectifier le tir, sur les questions 'clé' de fond, et....
  
• se doter des moyens d'éviter des erreurs de présentation, susceptibles d'être trompeuses et d'induire concrètement en erreur, ....rayon d'action,
  

• dans le domaine de l'ensemble aéronautique, aviation & transport aérien,
  
• auquel s'entéressent beaucoup de passionnés amateurs sans discernement, ou insuffisamment dotés du discernement nécessaire,
  
• il faut que ceux, qui sont dans la position de tenir le 'pouvoir de la plume' & / ou celui du microphone, exercent lesdits pouvoirs avec responsabilité, sans aucune trace d'incohérence ou d'inconséquence, ....
  
• car les passionnés amateurs précités 'gobent', .. et ensuite, beaucoup se prennent pour des experts (et nous le sommes pas), comme soixante millions de Français (n'exagérons pas : 55 millions) ; , qui regardent les matches de Coupe du Monde de Football, .... sont des 'arbitres experts de Foot' ! En outre, ils citent le journalistr;, ... 'le mec à la télé', .... et disent: 'Ecoutez ! Les PDG d'Emirates et d'Aer Lingus l'ont dit !' Bien sûr, ... il n'y a pas que les Français ! ;)
  
• Eh, oui ! Ils gobent ! Flaubert le savait bien ! Ils les voyait venir, ... les "Usual Suspects" et Agités de Service, bourrés de mauvaise foi, et de parti pris, .... bien connus pour leurs mémoire et lecture sélective, et leur propension à écouter le dernier qui ait parlé !
  

• "Usual Suspects", Agités de Service et autres scribouillards manquant de discernement, bourrés de mauvaise foi et de parti-pris, et autres gobeurs d'idées reçues,......
  
• qui préfèrent les fausses affirmations, infondées et non étayées,...
  
• et suivre les dires, quels qu'ils soient, des 'marchands de soupe' ( ceux qui ont des thèses à vendre , avec des arguments sélectifs, alors que ces thèses sont déjà démenties par les faits .... )
  
• et, dans toute la splendeur de leur ignorance et superficialité, refusent de reconnaître les faits, et de gratter plus loin que le vernis !
  

• devraient faire des déclarations responsables, et non pas inconséquentes, truffées d'incohérences,
  
• avec, hélas, seulement quelques phrases inconséquentes, savamment distillées et diffusées,
  
• peuvent raconter des bobards qui se répandent, comme un incendie de forêt, tout en couvrant de nombreuses facettes de l'ensemble aéronautique, aviation & transport aérien ( "airframe", & "airframers", moteurs et motoristes, poussées des moteurs, consommation de carburant, rayon d'action, charge marchande, itinéraires, ..... etc. ), soit des sujets que, souvent, ils 'maîtrisent' bien moins qu'ils ne laissent entendre ( fréquemment ils les connaissent tout juste assez pour faire du "bar talk" ! Du "entertainment", quoi ) !
  

Le patron d'Aer Lingus : "L'A350 n'est pas l'appareil idéal pour les routes transatlantiques."

• du gobage et du véhiculage des idées reçues,
  
• de la discutaille au coin du comptoir du Café de la Gare,
  
• de la pensée unique des moutons de mode,
  
• de mauvaise foi et du parti pris,.....
  

• il y a des enthousiastes amateurs, qui n'ont aucune intention d'avaler les déclarations incohérentes, inconséquentes et irresponsables, avec leur contenu d'âneries que peuvent débiter ces soi-disant responsables ;
  
• il y a des enthousiastes, qui ont toutes les intentions de mettre en relief, et en pièces, les bobards et incohérences qu'ils débitent !
  

• signer une commande ferme, pour un avion avec sa motorisation,
  
• ensuite, s'acoquiner avec un autre tandem airframer et de motoriste, pour faire circuler des messages faux sur le produit / la combinaison d'airframe et de moteur, qu'il a commandée,
  
• en dénigrant ladite combinaison, et en jetant le doute et le discrédit sur "l'intégrité" de celle-ci,
  
• alors qju'il ne s'agit point de la combinaison, pour laquelle il a passé la commande ferme, dument signée,... mais ...
  
• .... d'un "moving of the goal-posts" , qui a pour but de mettre la pression sur Airbus, en définissant le souhait de "Entertainer Tim", soit, un Superbi- de 400 à 420 places, en config. cabine. 3 classes std., selon les normes modernes de confort spacieux (rien à voir avec l'A350-XWB-1000, pour lequel TC Emirates a 'signé ferme), ....
  
• ... et tout ça dans le but faire en sorte qu'Airbus réponde aux caprices de Tim CLARK (TCEmirates), et construise l'A350-XWB-1000 pour Emirates, ou, du moins d'annoncer que c'est ce que TCEmirates souhaite , ....
  
• sans prendre en compte , ...... et sans le moindre égard pour, .... la position du client de lancement, .... QATAR Airways, ......
  
• ... et tout en organisant son discours autour d'une fiction, comme si TCEmirates pouvait modifier ou annuler sa commande ferme et signée, .... impunément, vis-à-vis d'Airbus et de RR !
  

Il faut arrêter d'imprimer les âneries de "Entertainer Tim" , sans commentaire ou débat contradictoire, comme s'il s'agissait de l'évangile ! :lol:

Boeing is looking to finish flight tests for its much-awaited 787 Dreamliner this weekend, the company's chief of commercial planes said on Thursday.

The 787 is still set for delivery to All Nippon Airways in September and will see a production rate increase later this year, Jim Albaugh said at an industry conference.

Boeing is about three years behind schedule in delivering the first 787, largely because of snags in the unusually complex global supply chain.

Albaugh also said the company plans to go to its board of directors later this month for approval of its plan to make a version of its best-selling 737 narrow-body plane with a new, fuel-efficient engine.

The re-engined model is already seeing strong interest, Albaugh said.

Separately, Boeing said it took 19 new orders for 777s in the week ended August 10, including 12 orders from Cathay Pacific Airways, which were announced a day earlier.

The other seven orders were from an unidentified customer or customers, Boeing said in its weekly order update.

Nineteen 777 wide-bodies are valued near USD$5.4 billion at list prices. Cathay Pacific ordered eight 777 Freighters and four 777-300ERs.

Boeing has taken orders for a net total of 268 commercial planes so far in 2011.
(Reuters)

• (a) non seulement les 8 x B777-300ER constitue "commande de compensation", destinée à régler les impacts des retards colossaux sur le programme B787 (variantr -9, pour SIA), .. mais aussi,
  
• (b) SIA commence à perdre patience devant l'absence de communication fiable et sérieuse émanant du Groupe Boeing vers ses clients, .. dont SIA, qui a des conversations avec ANZ (on voit tout de suite la correspondance), ... et que,
  
• (c) compte tenu du nouveau planning, annoncé par Airbus pour la / les versions A350-XWB-800, et des progrès concrets que SIA constate sur l'A350-XWB-900, et le moteur RR Trent XWB-900 ("centre-line engine" en "commonality" totale avec le(s) RR Trent XWB-800),
  
• (d) SIA pourrait annuler ses B787-9, pour prendre l'Airbus A350-WXB-800, qui correspond parfaitement au B787-9, avec un rayon d'action et d'autres aspects de souplesse, bien supérieurs à celu du B787-9, et, qu'il semblerait être entendu que le -800, grâce à la date plus éloignée d'EIS, ne soit pas, mainternant, un simple "shrink" de la version XWB-900, mais (de nouveau), monté comme une variante jouissant d'une subnstantielle optimlisation.
  

US lessor Air Lease has firmed orders for 14 [Vous devez être inscrit et connecté pour voir ce lien]-800s and five [Vous devez être inscrit et connecté pour voir ce lien]-300ERs placed at the Paris air show in June.

The orders were previously listed on [Vous devez être inscrit et connecté pour voir ce lien]'s order tally as originating from an unidentified customer.

Air Lease has also taken options on four additional -800s.

Recently Air Lease chief executive Steven Udvar-Hazy offered a cool reception to plans by Boeing to re-engine the 737, questioning how competitive the aircraft would be against the [Vous devez être inscrit et connecté pour voir ce lien] A320neo.

Hawaiian Airlines has reiterated its commitment to the [Vous devez être inscrit et connecté pour voir ce lien] despite an increasing number of carriers switching to the larger -900 variant.

The airline's CEO Mark Dunkerley, while not ruling out the -900, said he believes the -800 better fits the carrier's needs.

"At the moment, that is certainly our belief," he said.
Hawaiian has six [Vous devez être inscrit et connecté pour voir ce lien]-800s on order, to be delivered from 2017.

Dunkerley noted that the question of switching to the -900s will be one that the airline will revisit from time to time but indicated that the matter is not a priority for the carrier right now.

"We are open to assessing the -900s," said Dunkerley, adding that the issue is ultimately not "pressing".

[Vous devez être inscrit et connecté pour voir ce lien] has pushed entry into service for the -800 to mid-2016 from the second half of 2014 to focus its resources on the -900, which will make its first flight by year-end 2012.

The airframer has insisted it will build the -800, despite having a number of customers switching to the -900s and not having won any new orders for the -800 in the last three years.

Jeannot a écrit:SUH et les évolutions du 777 selon Leeham News

Assessing the 777 upgrade

The “godfather of leasing,” Steven Udvar-Hazy, the CEO of Air Lease Corp., weighed in on the 737RE and the prospective improvements to the 777 during ALC’s earning’s call. And when Hazy speaks, the industry listens.

Hazy, who favored a new airplane in the 737 class, wasn’t too happy about the 737RE decision and thinks Boeing has a ways to go on developing this aircraft. We’ll have more about this in a separate post.

As for the prospective improvements of the 777, Hazy had this to say

We have been spending a lot of time with Boeing since the Paris Air Show. We have looked at different scenarios on an improved version of the 777. There are multiple variations. Some involve minor changes,.....

some involve completely new wings,

some involve aerodynamic improvements, some involve a brand new engine which GE would have to develop as a follow-on to the GE90.

Some of those options are extremely costly in terms of development cost and would involve significant redesign of the airplane.

Others are more what I call band aid solutions to be competitive with the A350-1000.

But everything is still on the table and I don’t think Boeing is going to come to any quick decisions on any of those programs because they involve tremendous amount of resources both financial and engineering design resources.....

....... and I think, first Boeing have to grips with getting 787 flying. I think that’s really the number one goal right now of the company. (Transcript excerpt via Aspire Aviation. See Aspire’s [Vous devez être inscrit et connecté pour voir ce lien].)

Although Hazy’s remarks quickly received press attention, these are possibilities [Vous devez être inscrit et connecté pour voir ce lien]

[Vous devez être inscrit et connecté pour voir ce lien] as part of Boeing’s Paris Air Show briefing this year, in which Nicole Piaskeci, VP of Business Development and Strategic Integration, said Boeing was looking at enhancements to the GE90-115B engine and to the wing span of the 777.

"So what" ! LeehamNews n'a toujours pas compris le problème de l'exclusivité-moteur ! Il lui faut se réveiller !

One of the reasons Boeing began to lean toward a re-engined 737, even before the Paris Air Show, and by July 18 the odds had shifted from a New Small Airplane to the 737RE. [Vous devez être inscrit et connecté pour voir ce lien], we detailed one of the reasons was a shifting emphasis to twin-aisle development of the 787-10 and enhancements to the 777. Although Boeing made a last-ditch effort to launch the NSA with American Airlines, instead Boeing decided to offer the 737RE to American.

With this as background, we recap the prospective 777 upgrades :

• The less expensive route is tweaking the GE90-115B engine and reworking the wingspan, as Piasecki noted during the Paris Air Show press briefings;
  
• Routine aerodynamic improvements and weight reduction, with increasing use of composites throughout the airplane;
  
• More expensive is the prospect of an entirely new engine based on the GEnx (which itself is based on GE90 architecture); and an entirely new wing. We;re talking billions of dollars here in R&B (though far less than a new airplane), going down the path of the 747-8;
  
• The prospect of reskinning the airplane seems less likely;
  
• Development of a 777-8 (dubbed the 8X at this stage) to replace the 777-200 and of the 777-9 (dubbed the 9X) for the 777-300 replacement; both are merely derivatives; and

Ces solutions sont des "non-starters", pour les raisons exposées ci-dessus ! Ceci est du "Hogwash & BS" !

The prospect of an entirely new airplane also seems unlikely, given the program overhangs of the 787 and 747-8 relating to the production issues still to come for the 787 ramp up and the negative cash flow of both programs.

With Airbus putting off the A350-1000 for two years, and a challenge remaining for the timely entry-into-service for the launch -900 model, Boeing feels it has more time to decide what to do on the 777.

At the Farnborough Air Show, Boeing indicated an answer for the 777 by the end of 2010 (as it had with the 737 future). As with the 737, the answer for the 777 keeps sliding to the right. Given the rescheduling of the -1000, we don’t expect Boeing to decide the 777′s future this year.

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

Boeing and Thai Airways have agreed an order for six 777s valued at USD$1.7 billion at list prices, the plane maker said on Thursday.
[Vous devez être inscrit et connecté pour voir ce lien]

Boeing and Thai Airways have agreed an order for six 777s valued at USD$1.7 billion at list prices, the plane maker said on Thursday.

The order was first announced at the Paris Air Show in June, Boeing said.

(Reuters)

SEVRIEN a écrit:Bonsoir, chers tous.
-----------------
Qu'est-ce qu'on peut raconter comme bobards sur les Forums en ce qui concerne les moteurs.

Le fameux Lightsaber (A.net) est une source vraiment inintéressante ! On se demande comment il arrive à convaincre son monde ! Remarquez, il n'y a que les ignares qui gobent.

Voici un échantillon d'âneries qui valent leur pesant de moutarde (en tant qu'âneries, s'entend ! )

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

EK buys an incredible quantity of new aircraft, partially due to their
young fleet turn-over strategy. IIRC, the first 77Ws leave the fleet in
2014! So Clark isn't just talking... .

OK.

EK have still not decided whether to take the -1000 orders or convert them to -900s or cancel in favour of a 777NG

"Hogwash & B.S." ! C'est du 'n'importe quoi' ! Nous n'élaborons pas. Lightsaber, et ceux qui gobent ses bobards, sont illettrés sur le sujet. Nous avons déjà expliqué la position juridique d'Entertainer Tim, et d'Emirates. . Il faut qu'Emirates exécute. Tous les vrais professionnels du milieu le savent !

The GE-90 needs:

1. Contra rotation
2. New case for higher pressure ratio
3. Low turbine improvements to help acheive the pressure ratio
4. Integrated blade rotor low compressor to use that improved low turbine

Ce serait de l'argent jeté par la fenêtre. Le GE90è115B est obsiolète, et sa version actuelle ne peut en rien servir de base d'un revamping technique ou technologique ! C'est du "old hat".

De toutes façons, ....... les types de modifications proposés ici mettent l'exclusivité 'de iure" de GE "dans le lac" !

5. Larger diameter fan for better propulsion efficiency

Quelle remarque sotte ! Déjà, cela ne ferait que renforcer les arguments pour mettre automatiquement l'exclusivité 'de iure" de GE "dans le lac" !

Lightsaber et ses 'gobeurs'ne comprennent pas cela ouvrirait la voie à la certitiude d'augmenter le bruit (sauf investissement colossal, qui militerait immédiatement en faveur f'un tout nouveau moteiur, de toute nouvelle génération, ce qui, à son tour, militerait en faveur d'un tout nouvel "airframe" )! Et le risque de "'Foreign Object Ingestion" serait inévitablement accru.

6. Newer design fan blades (higher blade tip mach #) so that the low
turbine has a higher mach # (overall, the low turbine's improvements in
efficiency will out-weigh the decreased fan efficiency).

Si ce genre de détail peut avoir sa place ici, un véritable ingénieur moteur sait que tout ceci n'a aucun sens, dans le cas précis d'un éventuel "revamping" du GE90-115B, qui, en tout état de cause, n'en mérite pas pour toutes les raisons que nous avons déjà developpées à plusieurs reprises ailleurs sur ce Forum. Nous ne les répétons pas (ce serait une perte totale de temps et d'effort).

7. CMC high turbine blades? This is a game changer GE is promising for the LEAP-X. HUGE drop in fuel burn if adapted to the GE-90.

Balivernes, ... dans le contexte ! Dans le contexte ! :|

Advantage RR unless GE designs a new engine.

Précision ! "A totally new engine" ! Mais RR a déjà bien trop d'avance technique & technologique ! GE serait dans des eaux inconnues /"uncharted territory" !

If GE puts in CMC high turbine blades, the advantage shifts to GE.

"Hogwash & BS"! Une telle adjonction ne suffirait pas ! Lightsaber n'y est pas ! Il est à côté de ses pompes, .... et les gobeurs sont trop ignorants pour pouvoir le voir !

RR will *not* be able to adapt CMC blades to an existing engine.

RR n'en a aucun besoin (ma source : RR, bien entendu ).

Ok, more precisely, instead of the adapted blades giving ~6% drop in fuel burn it would be closer to 2%.

"Rubbish" ! / Balivernes !

Some technologies may be retrofitted with almost the same fuel burn reduction as a new engine design. Some technologies, such as CMC turbine blades, require the engine to be designed for that technology (specifically, lower turbine cooling air flow only helps if the engine is designed for it from day 1).

RR n'a aucun besoin de tout ça ! Ce n'est même pas dans les tablettes ! Le revamping du GE90 -115B n'a aucun sens, et est un "non -starter" !

GE n'a aucune chance de prendre le pas sur RR ! RR est loin devant !

Ici, comme si souvent ailleurs, aussi,....... Lightsaber et ses gobeurs ne sont absolument pas à prendre au sérieux !

Jeannot a écrit:Ethiopian Airlines va prendre 4 B777 freighters

Ethiopian Airlines set to buy four B777 freighters

The Ethiopian Airlines is concluding a deal with the US aircraft manufacturer, Boeing, for the purchase of four state-of-the art Boeing 777 freighter aircraft.
A senior official of Ethiopian told The Reporter that the management of Ethiopian and executives of Boeing have been negotiating for almost a year for the purchase of the new aircraft. The official said the two parties will announce the deal soon.
A representative of Boeing has confirmed the new deal. The representative said the agreement will be signed in the coming few weeks. The growing demand for cargo flight services prompted Ethiopian to place orders for the new B777 jetliners. Recently Ethiopian signed a lease agreement with GECAS for two B777 aircraft to be delivered in September 2012. The lease agreement for the two B777 is ten years.

The B777 freighter aircraft has the capacity to haul 100 tons of cargo at a time. The catalogue price of the aircraft is 260 million dollars. Boeing will deliver the four aircraft after three years.
With six freighter aircraft (two B757-200F, two B747s and two MD 11s) Ethiopian has the largest cargo fleet in Africa. When the two leased B777 arrive, Ethiopian will sell one of the MD 11 it owns and return the other leased MD11. And when the first two B777 are delivered after three years Ethiopian will return the two leased B747s to Southern Air, the American leasing company.
In the 2010-2011 fiscal year, Ethiopian cargo traffic has grown by 20 percent to 160,000 tons when compared to the previous fiscal year. The growing horticulture and meat exports have significantly contributed to the surge in cargo traffic.

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

SEVRIEN a écrit:Bonjour, chers tous. Merci, Jeannot.

C'est un excellent "freighter", sur le plan de "l'airframe".

Ce sont les moteurs qui laissent à désirer (GE90-110B).

• L'A330-200F va marquer le pas jusqu'à ce que les clients, qui le souhaitent, auront pu exercer la possibilité de convertir leurs A330-300 en version "F", ou ceux de leur flotte qu'ils souhaitent convertir ;
  
• l'A330-200F est un "freighter" bien plus souple à l'exploitation que ne le sera l'A330-300F (avion convertis ; pas de "new-build" en perspective), et aura toute sa place dans une flotte de "freighter" A330 mixte (-200F / -300F) ;
  
• le -200F apporte des combinaisons 'distances franchissables / poids emportés' , susceptibles d'apporter, en supplément, une efficacité et une souplesse accrues, aux honnêtes performances que la version -300F pourra offrir ;
  
• 
  
• "Ethiopian Airlines" a besoin de modules de fret de dimension intrinsèquement plus importante à ce stade ; la Cie. n'est pa convaincue par sa propre capacité à tirer la quintessence des freighters B747, et juge le B747-8F trop gros pour ses besoins prévisionnels ;
  
• tout comme Martinair et Lufthansa, la Cie. "Ethiopian" a apprécié la "rationalité" du fuselage des versions 'fret' DC-10 et MD-11, et regrette que Boeing ne les fasse plus ; tant pis ; mais, les B777-200F offrent une excellente solution de remplacement ;
  
• son fuselage est très rationnel, et permet un emport en fret avec un bon ratio de "densité" (ratio poids-volume, pour 'vulgariser', facile à optimiser) , rivalisant avec ce ratio chez le B747-8F (très peu de place / volume perdu, pour des poids emportés frôlant le maximum).
  

C'est tout simplement que le tandem Boeing & GE met le paquet, pour placer des Boeing à moteurs GE, grâce aux ressources et 'chantage' de GE, via GECAS , même si, par exemple, GECAS se cache derrière la façade de l'Eximbank !

Et les combinaisons Boeing-GE et GECAS ont largement les ressources pour brader les prix, et faire une opération de "remarketing" ou de "mise aux rebuts" des DC-10 et B747 plus qu'amortis !

Jeannot a écrit:Notre "ami" TC réagit à la modification du 350-1000

Emirates chief hits out over A350-1000 revamp

Emirates president Tim Clark has reacted angrily to [Vous devez être inscrit et connecté pour voir ce lien]'s plan to revamp the [Vous devez être inscrit et connecté pour voir ce lien]-1000.

The airframer revealed a revised specification for its largest A350 variant at the Paris air show, which will result in a two-year delay.

It centres on a modified, more powerful variant of the Trent XWB engine, along with increased weights.

The move sparked an angry response from A350-1000 launch customer [Vous devez être inscrit et connecté pour voir ce lien], with chief executive Akbar Al Baker expressing his displeasure during the show.

While Airbus's official line was the revisions had been introduced to boost payload and range, ­industry sources have speculated there may also have been a need to address weight or performance issues that had emerged with the original design.

Clark said the revisions were implemented without any dialogue: "If they had talked to me, I would have said: '[The improvement is] not good enough'," he added.

Leahy said the Airbus 350-seat A350-1000 may need a more powerful engine to go further or carry more weight but that he opposed increasing its size. Emirates president Tim Clark has said he wants both more range and more seats.

Airbus ponders slight larger A350-1000

AirInsight a écrit: The A350-1000 – we hear consideration of growing the airplane to 380 seats and pushing the range to handle DXB-LAX year round to better compete with the 777-300ER.

LEAHY a écrit: “The idea of making a bigger A350 doesn’t appeal to me at all. Right now it depends on layout and layout is very important. The 777-300 has 15 more seats or they’re equal; it depends on 3 class, 4 class, 2 class configuration, etc.
So I’m not unhappy with the size. It’s the range payload that we want to be at least equal to or better than the 777-300ER. We want to have the same or better range, we want to have the same or better payload, and essentially the seat count where we are today.

Although Emirates has only 20 A350-1000s on order, it had been considering switching its 50 -900 orders to the -1000. However, this is unlikely following the revisions.

"On paper, the old -1000 was hugely economical - it was a [Vous devez être inscrit et connecté pour voir ce lien] classic replacement," Clark said. "That's why I talked about ­converting my -900 orders." He added the decision to revamp the A350-1000's engine by incorporating a new core****** has had an impact on commonality. "I had 70 aircraft with the same engine. I don't have that any more," he said.

Normal... Le Salon de Dubaï n'est pas si loin que cela...
[Vous devez être inscrit et connecté pour voir ce lien]

Et le diamètre de la soufflante ne change pas ! Et vous remarquerez que TC Emirates n'a rien contre le développement et la réalisation de plusieurs moteurs à partir d'un "same bill of material" !

PARIS, 21 septembre (Reuters) - Le directeur commercial d'Airbus John Leahy a répondu mercredi aux critiques dont le futur A350-1000 fait l'objet, en assurant que l'appareil recevrait un accueil "massif" en terme de commandes d'ici un an. Le match entre l'A350-1000 et le Boeing 777-300ER, ou son successeur, est considéré comme la prochaine grande bataille qui animera le secteur, après celle qui a porté sur la prochaine génération remotorisée des A320 et B737.

"Nous sommes ravis de la performance de l'A350-1000 qui affichera un rayon d'action et une capacité de chargement supérieurs au 777-300ER, avec 25% de carburant en moins", a déclaré John Leahy dans une interview à Reuters.

• pour faire mieux, pour être bien plus 'productif' en volant plus loin et avec plus de charge marchande ("payload") que le B777-300ER,
  
• et / ou que son éventuel successeur, ... surtout s'il s'agit d'un "revamping" ("re-winged, re-engined tin-tube stretch with reinforced undercarriage, and weight-creeping strengtheners......")
  
• et que la vaste majorité du marché ne voudra pas,......
  

• "Engranger des sommes non négligeables en terme de "deposits" pour les commandes fermes, afin d'éliminer le besoin d'avoir recours à des financements 'particuliers' et spécifiques pour le programme A350-XWB" !
  

"Je prévois que d'ici l'an prochain à la même époque, nous aurons eu une réponse massive en terme de commandes", a-t-il ajouté.

L'avionneur européen prévoit de livrer l'A350-1000 à partir de la mi-2017. A ce jour, il a enregistré 75 ventes, contre 533 pour le 777-300ER du grand concurrent américain. (Tim Hepher, Gilles Guillaume pour le srevice français, édité par Jean Décotte)

Emirates, Dubai's fast-growing state airline, will likely place more orders at the Dubai air show in November, its chairman said on Tuesday.

The carrier, the biggest customer for the Airbus A380 superjumbo with 90 orders, has previously said it planned to expand its fleet to eventually include 120 of the jets.

"It is more positive that we might sign something," chairman Sheikh Ahmed bin Saeed al-Maktoum said when asked about the likelihood of aircraft purchases at the air show.

The airline's president said this week Emirates had seen no drop in demand despite a weakening global economy.
(Reuters)

Dubai-based Emirates Airline plans a big push into the U.S. over the next five years that could see all of its flights operated with the ultralarge Airbus A380, a move that may rile rivals.

The Americas remains the airline's smallest market by revenue, but Emirates rapid expansion in Canada and parts of Europe and Asia has provoked criticism from governments and other carriers who allege it enjoys unfair state subsidies, a charge it vehemently denies.

Tim Clark, Emirates' president, said it was starting a new growth spurt after a six-month pause that will see dozens of new wide-body jets delivered from Airbus and [Vous devez être inscrit et connecté pour voir ce lien] Co., including more A380s carrying between 489 and 517 passengers.

The airline plans to add flights from its Dubai hub to Dallas and Seattle early next year, with another unidentified route taking its U.S. total to seven in 2012. It already flies to New York, Los Angeles and San Francisco, while one of its existing twice-daily Houston services will be switched to Dallas.

He said another four or five U.S. destinations were being considered, with the region likely blanketed over the next three to five years by A380 service. The plane is currently only flown to the U.S. by Emirates on one of its twice-daily New York flights, with the rest operated by Boeing 777s.

"My own view is that the A380 would do most of the U.S. operations," said Mr. Clark in an interview.

Airbus, owned by European Aeronautics Defence & Space Co., will launch a new version of the plane next year offering more range.

Mr. Clark said the company's overall business was holding up despite the softening global economy.

Emirates is looking to cut costs in response to rising fuel costs and the impact of the weak euro and sterling, which has depressed revenue for a company that reports in dollars.

"We are suffering," Mr. Clark said, though passenger and cargo bookings remain robust .

Emirates and regional rivals such as Abu Dhabi-based Etihad Airways and Qatar Airways have capitalized on their geographical location to use new long-range aircraft to funnel business through their hubs.

U.S. carriers, with the exception of [Vous devez être inscrit et connecté pour voir ce lien] Inc., have so far stopped short of voicing criticism as the Middle East carriers' operations remained relatively small.

[Vous devez être inscrit et connecté pour voir ce lien] Inc. CEO [Vous devez être inscrit et connecté pour voir ce lien] last month even praised Emirates and Dubai's aviation policy, drawing comparison with the perceived absence of support for the industry from the U.S. administration.

Mr. Smisek's remarks were notable because of the fierce stand taken against Emirates' expansion by [Vous devez être inscrit et connecté pour voir ce lien] AG, United's partner in the Star alliance.

Mr. Clark said he expected sniping from some rivals as Emirates continues its growth.

Emirates' huge fleet and network make Mr. Clark one of the industry's most influential figures, and he said a paradigm shift in fuel prices could force international airlines to follow the U.S. example of boosting revenue by charging for checked bags and seat assignments.

"The temptations are enormous…but that's not in our business model," he said. "[But] I can see some other carriers doing it."

Middle Eastern airline giant Emirates is demanding a 777 that will carry more passengers, fly farther and be 10 to 15 percent cheaper to operate. President Tim Clark announces Seattle to Dubai service starting March 1.

Tim Clark, president of Middle Eastern airline giant Emirates, has lavish expansion plans that should help both Boeing and the Pacific Northwest region to grow.

With Emirates already the largest operator of big 777 widebodies in the world,

...he'll visit Seattle on Monday to meet with Lars AnderseIl n, Boeing's head of 777 advanced development. Clark is working closely with Andersen on Boeing's key project to design an updated 777.

Although Boeing has its hands full right now, Clark is pushing the company for a 777 revamp no later than 2018. He's demanding a 777 that will carry more passengers, fly farther and be 10 to 15 percent cheaper to operate.

• sur les B747-8 ;
  
• dans les sables mouvants de son programme B787 ;
  
• liés au lancement ou non des B787-10 / -10X ;
  
• réussir l'opération B737-MAX ;
  

"That's the task we set them," Clark said "And my goodness, they are moving on this."

As for the region, Emirates will soon fly 777s in and out of Seattle daily. In a phone interview Wednesday, Clark said the newly announced service from SeaTac to Dubai, starting March 1, will open up the city to the Middle East, Africa, India and other parts of Asia.

"We'll open the door," Clark said. "People will see what we are doing and move with us."

Boeing intends to bump up production of the 777, its most lucrative widebody program, to an unprecedented 100 jets per year by early 2013.

Airbus has no rival to the 777 but is preparing one — the mostly composite A350-1000. At the Paris Air Show in June, Airbus announced a two-year delay in that program until 2017 to give Rolls-Royce time to develop a new, bigger engine to power its jet.

C'est Airbus qui a fait le "moving of the goal posts", .... non pas RR !

That gives Boeing a little more time, too. But Clark said his older 777s will be retired in 2017 and he wants Boeing's upgraded version to replace them.

The 777 revamp will likely include a new 787-style carbon fiber-reinforced plastic composite wing that will save weight, Clark said.

"If they can get a ton or two out of the wing by going with composites, this is something they really ought to be getting on with," he said. "The industry is very, very hungry for technological advances to improve the cost of operation, particularly in fuel."

Happily for Boeing, Clark wasn't happy with Airbus' A350-1000 announcement in Paris, which he said was done without consulting him in advance.

He said Rolls is making a presentation on its proposed new engine for the Airbus jet to his engineers in Dubai on Thursday. But he's doubtful the latest design will be powerful enough for such a big airplane in the very hot temperatures and low-pressure conditions of Dubai in the summer.

Clark said both Boeing and Airbus will emerge from all their current struggles with new airplanes with technology that greatly advances aviation.

Clark won't be ordering Boeing's newest widebody jet, the freshly delivered 787 Dreamliner, which is too small for his needs.

But because its new technologies will transfer to the 777, he's paying close attention to its introduction into service.

Clark said the Japanese domestic routes will be a tough test, with short, full flights into busy airports where luggage carts and food carts will bang into the airplane. How will the composite skin and all the new airplane systems hold up?

"Everybody, including Boeing, is watching that with a magnifying glass," he said. "They'll learn from all of that. Everything will be plowed back into design and development at Boeing."

In the end, he said, the Dreamliner will be a great airplane. Looking back in 10 years, Boeing will conclude that, "Yes, it took a lot of pain; but now we have the platforms of technology on which we can do other things," Clark said.

And by then, Emirates could be much bigger than it is now, dominating the airlines of the world.

The U.S. expansion announced Wednesday, with new flights from Dubai to both Seattle and Dallas, comes as the world economy teeters on the brink of recession.

"It's not a good time," Clark admitted, "but when is?"

He said Emirates will take delivery of 52 widebody jets in the next 20 months — 777s from Boeing and A380 double-decker, superjumbos from Airbus — and "come hell or high water, nothing is going to stop us bringing those airplanes in."

London-based veteran airline consultant John Strickland said Seattle's gain is Vancouver's loss.

Emirates was keenly interested in expanding into Vancouver, B.C., but was blocked by the Canadian aviation authorities to protect Air Canada.

As a result, Seattle may see a boost in both business and tourist travel.

Strickland said Emirates has tended to expand business at all the airports it has gone into, generating new traffic.

When Emirates started flying to Shanghai, he said, unexpected traffic growth arose from Chinese businessmen and engineers traveling to Africa. When it opened its flights to São Paulo, Brazil, Japanese travelers filled planes en route to the thriving Japanese community there.

In India, said Strickland, Emirates has become the de facto national airline. "They are where Air India would have been if it had been better managed," he said.

Clark said he expects a healthy traffic between Seattle-area software companies and the "silicon areas" of India where software is a big export.

And of course, jet-setting Boeing executives will likely also be big users of the Emirates business-class cabins out of Seattle.

"They ought to be," said Clark. "I'll be telling them in no uncertain terms."

Oui ! "In, no uncertain terms" ! Tout comme il a parlé "in no uncertain terls" à Airbus, ... là où il a dit qu'Airbus ne l'a pas consulté ! Balivernes ! Entertainer Tim est un producteur de fictions !