Boeing 777 famille

Jeannot a écrit:Même information mais plus fouillée sur la Tribune

Air France réactive sa méga-commande d'avions

Le groupe relancera à l'automne ses négociations avec Airbus et Boeing pour l'achat de 100 à 150 long-courriers, d'une valeur pouvant atteindre 38 milliards de dollars au prix catalogue

Quel effet veut créer AF-KLM ? Faire du "suspense" ?

Les difficultés financières d'Air France -KLM et les incertitudes macroéconomiques ne poussent pas à la reprise des gros investissements à court terme. Elles n'empêchent pas, néanmoins, de préparer l'avenir. Passé au second plan ces derniers mois en raison des difficultés du groupe et, surtout, du manque de visibilité sur les nouveaux programmes Airbus A350 et Boeing 787, le projet de passer une méga-commande d'avions long-courriers commune à Air France et KLM, refait surface au sein du groupe. « Nous allons relancer les négociations avec Airbus et Boeing à l'automne. Une commande pourrait être passée en 2011, au plus tôt », indique à « La Tribune » un membre de la direction générale d'Air France. Et de préciser : « L'ordre de grandeur de nos besoins se situe entre 100 et 150 appareils », alors que, jusqu'ici, « une centaine d'unités » était plutôt évoquée.

Mais tout le monde avait compris qu'il s'agirait "jusqu'à 150 avions, .... options incluses" !
La récente précision signifie tout simplement que :
-- malgré la phrase assez futile sur "surtout, le manque de visibilité" (qui s'applique davantage au programme B787 qu'à celui de l'A350-XWB),
-- AF-KLM a la percption que la barre sera mise si haut, dans ces peogrammes, par rapport aux appareils actuels des flottes respectives et / ou collective d'AF & de KLM,
-- qu'il serait préférable d'accepter la réalité d'un manque naissant de compétitivité future, plus important qu'attendu, et, par conséquent, de prévoir plus tôt qu'initialement prévu, les retrait & "phase-out" de ces appareils, ...
-- afin de regagner au plus tôt le niveau général de modernité et de compétitivité des circonstances qui se préparent et s'annoncent déjà !

Il y a du rattrapage / du 'catch-up" en l'air ! Et mieux vaudrait le reconnaître ! Car Boeing & Airbus le savent ; et les concurrents, aussi !
Le prix au coeur du débat

Une commande énorme dont le montant serait compris entre une vingtaine et 38 milliards de dollars au prix catalogue (pour 150 A350-900, hypothèse haute). Celui-ci n'est quasiment jamais payé par les transporteurs. Mais il sert de référence pour les transactions, qui peuvent déboucher, dans le cas de commandes aussi stratégiques, sur des rabais de 50% environ. Une somme qui s'étend sur de nombreuses années et dont les paiements sont effectués au fil des livraisons.

Vrai, ... ou 'pas faux" ! Mais, relire le commentaire ci-dessus. Malgré la taille de la commande annoncée, ... esquissée ci-dessus, .... qui sera sans douté divisée entre Boeing & Airbus, la "donne actuelle" d'AF-KLM, & son positionnement en ce moment, ne vont pas lui obtenir une optimisation parfaite en terme de prix ! Etant donné que cette combiniason AF-KLM sera pressée, .... il y aura des primes de rapidité à consentir, dans les prix négociés / à négocier, si AF-KLM essaie de raccourcir les délais de livraison !

Les autres Cies. clientes, qui ont payé leurs acomptes, ... surtout celles qui l'ont fait, pour se trouver très mal servies par Boeing, notamment, ne vont pas rester les bras croisés, pour permettre à AF-KLM de les doubler !

La question du prix sera au coeur des débats « En 2009, nous avions lancé une consultation auprès des deux constructeurs afin qu'ils répondent à nos caractéristiques. Il n'y avait pas d'engagements sur les prix. Cette fois, nous irions plus vers un appel d'offres, qui peut être, ne serait pas définitif», explique t-on. Une chose est sûre. Parmi les différentes versions de B787 ou d'A350, Air France KLM a déjà arrêté ses choix. Seuls les B787-900 et A350-900 intéressent le groupe, dont les premiers besoins visent à remplacer les Airbus A330, 340, les Boeing 777-200 et les MD11 entrés dans les flottes d'Air France ou de KLM dans les années 90.

Ceci est une bonne indication de l'intention de Boeing de remplacer en priorité les B777-300ER,
-- avant les B737-NG, ...
-- et que Boeing & GE / Boring -GE ont, sans doute, envisagé de donner une position de client de lancement à AF-KLM (aucune possibilité de traiter avec les Cies. américaines ou japonaises, à cet égard, à ce stade ! ), ....
-- sur le futur Super-Bi de remplacement (410 à 420 sièges, config. cabine en 3 classes std. -- 4ème classe possible -- et selon les normes modernes de confort spacieux.

Le B787-900, d'une capacité comprise entre 250 er 290 sièges, est prévu par Boeing pour fin 2013, dans le même temps que l'A350-900 (314 sièges) disponible un peu plus tôt de la même année. De tels calendriers laissent d'ailleurs sceptiques chez Air France, où l'on s'interroge notamment sur la manière d'allonger le B787, un appareil composé en grande partie en composite.

AF-KLM veut reprendre les manies de Tim CLARK -Emirates ? Chercher toujours l'avion qui n'existe pas ?

Quant au remplacement des B777-300, dont les plus anciens ont une dizaine d'années, et des B747-400, la partie semble se jouer entre l'A350-1000 et la nouvelle version du B777-300 sur laquelle travaille Boeing, celle-ci ayant l'avantage de reposer sur un appareil dont les performances sont saluées par toutes les compagnies.
Ne figurera pas dans cette commande, la question des B747 combi (mi cargo-mi passagers), qui, pourraient être remplacés à terme par un mix de B777-200 et 300. Outre le renouvellement d'avions, ces projets ont également vocation à apporter de la croissance. Ce qui traduit un certain optimisme

A suivre...

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

First British Airways 777-300ER in final assembly

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

A new 777 is making its way down the moving line inside Boeing's Everett factory. That aircraft, with a painted Union Jack rudder, will be the first -300ER (G-STB_) for British Airways. The aircraft, set for a July handover, will be the first new wide-body type (variant) in the carrier's fleet since they added their first 777-200ER ( [Vous devez être inscrit et connecté pour voir ce lien]) in July 1997. It will be the first of six the carrier has on order. [Vous devez être inscrit et connecté pour voir ce lien] directly purchased from Boeing, while the balance will be leased from GECAS. British Airways holds options for a further four more. A source at the airframer says that the aircraft left final body join earlier this week and is heading to the front door at a breakneck pace of 1.6 in/min

[Vous devez être inscrit et connecté pour voir ce lien] will shatter [Vous devez être inscrit et connecté pour voir ce lien]'s [Vous devez être inscrit et connecté pour voir ce lien] sales aspirations as it prepares for a widebody buying spree, with deals for long-range twinjets but no near-term plans to order the superjumbo.

The Hong Kong airline, which is a major [Vous devez être inscrit et connecté pour voir ce lien] operator, has long been a target for Airbus's A380 salesmen. However, according to industry sources a request for proposals issued by Cathay in November centred on [Vous devez être inscrit et connecté pour voir ce lien]/A350s and [Vous devez être inscrit et connecté pour voir ce lien]/787s.

The airline is expected to finalise these orders this year, with one source suggesting that a decision will be made in June, ahead of the northern summer holidays.

Cathay chief executive Tony Tyler declines to comment on the RFP, citing commercial and confidentiality reasons, but confirms the airline "is evaluating new-generation [Vous devez être inscrit et connecté pour voir ce lien] and Boeing 787 aircraft".

Cathay Pacific already operates 17 [Vous devez être inscrit et connecté pour voir ce lien] 777-300ERs.

The Oneworld carrier needs new widebodies to cater for market growth and allow it to phase out older aircraft, say the sources. The carrier has also said publicly it wants to retire its ageing 777-200s although Tyler says the phase-out will not begin this year.

Cathay operates 20 747-400s, some of which are more than 20 years old, and Airbus and Boeing have been trying hard to secure deals to replace them with A380s or 747-8Is.

The airline was involved in the A380 programme from the start, taking part in early A3XX customer focus group meetings 15 years ago. Airbus remains bullish about the role that Cathay's main base will play in the ultra-large aircraft sector, forecasting that Hong Kong will be the largest hub for such aircraft over the next 20 years.

The airline is already a customer for the cargo version of the [Vous devez être inscrit et connecté pour voir ce lien], with 10 on order, but industry sources say Cathay has no near-term interest in ordering ultra-large passenger widebodies. One option could be to streamline its fleet by adding more 777-300ERs to replace the 747-400s.

Cathay already has a large [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] fleet, with [Vous devez être inscrit et connecté pour voir ce lien] showing 32 and 17 aircraft, respectively. Orders for eight A330-300s and 13 777-300ERs (plus six options) are held. Deliveries of the A330s will start at year-end and conclude in 2013, says Cathay, when the last of the firm -300ER orders are also due.

[Vous devez être inscrit et connecté pour voir ce lien] CEO Jim McNerney says he still prefers to replace the 737 with a cleansheet design unless airline demand fails to mature before 2025.

Speaking at the Sanford Bernstein Strategic Decisions Conference on 3 June, McNerney says "the number one thing I want to know is...during what timeframe we can get an all-new airplane done that our customers will pay for."
While no final decision has been made on the future of the venerable narrowbody workhorse and company cash cow, McNerney's preference is to move directly to a cleansheet aircraft: "I'd rather not put the backlog at risk twice unless we have to."

McNerney says delivery positions for the 737 are sold out for "several years" beyond 2012.
However, McNerney balanced his position and underscores if the customer driven timing for a new narrowbody offering is pushed until 2025, then "the case for re-engining strengthens. If the answer is 2020, no matter what [Vous devez être inscrit et connecté pour voir ce lien] does, I think customers will wait for us."

McNerney says studies are looking at "how fast can we flow some technology from the [Vous devez être inscrit et connecté pour voir ce lien] into a new narrowbody".
Boeing's more-electric architecture designed for the 787 is intended to serve as a significant product differentiator and is likely to find its way into the airframer's next cleansheet design.
With scaled down 787 systems and a future engine offering, Boeing aims to offer between 15-20% direct operating cost savings over today's narrowbody aircraft.

Chief competitor Airbus is planning an end of year decision on re-engining the [Vous devez être inscrit et connecté pour voir ce lien] family for a mid-decade entry into service. Additionally, a 2013 entry into service by market newcomer [Vous devez être inscrit et connecté pour voir ce lien] with the 110-149-seat CSeries is weighing heavily on Boeing's decisions to re-engine or replace the 737.
A decision from Boeing is expected by year end as well. If the airframer opts to re-engine the 737 with powerplants from CFM and or [Vous devez être inscrit et connecté pour voir ce lien], a 2016 entry into service likely to be the target.

Jeannot a écrit:Air Canada accuse Boeing de freiner sa croissance.

Air Canada blames Boeing for stunting its growth

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

Air Canada says delays with Boeing's 787 Dreamliner are stunting the carrier's growth. Air Canada has been adding new routes to some international destinations in the USA and Europe, but the airline says it has to throttle back on some of the expansion it had hoped would be possible with the Dreamliner.
"It opens up all these route opportunities that normally wouldn't be viable for us," Ben Smith, Air Canada's chief commercial officer, says in an interview with CTV. He cites Mumbai as an example, saying that market probably would not generate enough demand for Air Canada to serve with its long-haul Boeing 777 jets. "But a 787 and all of a sudden it becomes interesting," Smith tells CTV.
CTV notes that "Air Canada has 37 Boeing 787s on order. They were originally supposed to be delivered in 2008, but manufacturing delays have pushed that back to 2013." Smith says high-yield international destinations -- especially those that it can service with its 787 -- will be a key part of the carrier's business plan.
"We only have 37% of the market share for Canada international [travel], and we think we can do a lot better than that, so you'll see from us a lot more focus and effort in that area," Smith says to CTV.

[url=http://travel.usatoday.com/flights/post/2010/06/air-canada-blames-boeing-for-stunting-its-growth/97215/1

E[Vous devez être inscrit et connecté pour voir ce lien] is continuing dialogue with [Vous devez être inscrit et connecté pour voir ce lien] about its plans to develop a [Vous devez être inscrit et connecté pour voir ce lien] replacement, as the airline hints that more [Vous devez être inscrit et connecté pour voir ce lien] is continuing dialogue with [Vous devez être inscrit et connecté pour voir ce lien] about its plans to develop a [Vous devez être inscrit et connecté pour voir ce lien] replacement, as the airline hints that more big twinjet orders could be in the offing.

The Dubai carrier’s all-widebody fleet totals more than 140 aircraft, with a further 168 on order. Its backlog comprises 18 777-300ERs, which make the balance of its orders and leases for 71 aircraft, as well as 70 [Vous devez être inscrit et connecté pour voir ce lien] (50 -900s/20 -1000s) and 80 A380s.
A rollover will begin in February 2011 when Emirates starts phasing out 68 older widebodies – [Vous devez être inscrit et connecté pour voir ce lien]-200s, [Vous devez être inscrit et connecté pour voir ce lien]/500s and 777 “Classics”.

[Vous devez être inscrit et connecté pour voir ce lien] president Tim Clark says that the new [Vous devez être inscrit et connecté pour voir ce lien] deal has no impact on its current orders for smaller widebodies, adding: “There’s plenty more out there, I can tell you.”

This has fuelled speculation that more large-twinjet orders are being discussed,
and industry sources indicate that Emirates may be negotiating a big Boeing deal for Farnborough.
Phase-out of the airline’s 777-300ERs begins in 2017, and while its [Vous devez être inscrit et connecté pour voir ce lien]-1000s are potential replacements, Clark confirms solutions from Seattle are in the mix.

“We’ve told Boeing we need to look at something that has the legs, the lift and economics of today’s -300ER but with the A350-1000’s predicted fuel burn.”

Clark concedes there is no guarantee Boeing will decide to develop such a new big twin, but says that “if they do it somewhere between 2017 and 2020” the airline would consider it, “otherwise we’ll have to think again about the -300ER replacement”.

The airline aborted a planned deal for 30 [Vous devez être inscrit et connecté pour voir ce lien]and 30 more A350-1000s announced in July 2008 at the time of its first [Vous devez être inscrit et connecté pour voir ce lien] delivery.
Although Clark revealed last year that he was considering reviving the transaction, that may no longer be the case because of the new A380 contract.

Here is the deal regarding the B777-300ER on the DXB-SFO-DXB route.

Due to high passenger demand, the B777-300ER was placed on the route.
Only 4 B777-300ER's are used , A6-ECL-O. These 4 aircraft have been certified
with 2T more Take off weigh than the other in the fleet.
Only 328 passengers are allowed to be booked on the flight for payload restrictions.

Only these 4 are 351.5T the rest are all 349.2T. They don't need these weights on the other
routes. Only JFK and the future MEL/GRU route needs these weights.

Also limited cargo is carried on the [Vous devez être inscrit et connecté pour voir ce lien].
This flight can only accommodate about 42T of payload out of Dubai and 44T out of SFO.

Rgds
Haan

A few years ago Christopher Nolan, whose current film Inception is turning into one of this summer’s blockbusters, directed a thriller about two rival magicians. Set in London at the beginning of the 20th century, The Prestige tells the story of how two magicians obsessed with creating the very best stage illusion engage in fiercely competitive one-upmanship. It all ends tragically.

In the corporate sector, [Vous devez être inscrit et connecté pour voir ce lien] have been engaged in a ferocious game of one-upmanship for leadership in the global commercial aircraft market. Airbus came from nowhere, challenged its US rival, and ultimately overtook it. Boeing’s head of commercial aircraft, Jim Albaugh, now says he is “very confident about how we are positioned to regain – and retain – leadership in this business”.

Mr. Albaugh on Monday pulled a plump rabbit out of his hat on the opening day of the [Vous devez être inscrit et connecté pour voir ce lien]. He announced that [Vous devez être inscrit et connecté pour voir ce lien] had won an impressive order for 30 of its 777 widebody airliners from Emirates, the Dubai-based carrier that is already the 777’s single largest customer.

• en bradant les prix, et en ayant recours à des astuces commerciales (par exemple, sans accusation ni procès d'intention aucune : possibilité d'octroyer aux clients des indemnités pour couvrir le coût excédentaire du kérosène, dans l'exploitation de ces Boeing avec ses moteurs d'une génération vieillissante ...., par rapport à la facture du carburant relative aux A350-XWB correspondants... ; réduction du prix facturé de l'entretien etc. ; "buy-back" à un bon prix d'occasion, au moment où le nouveau "Superbi-" (NG) de Boeing arriverait sur le marché, comme remplacement des B777-300ER....., avec des prix de lancement agréablement réduits pour une liste longue de clients de lancement ..... ; et qu'Emirates semble adorer ce genre de chose, en sa faveur..... , et serait très flatté d'avoir un 'grand Boeing fait sur mesure pour lui) ;
  

Boeing’s European arch-rival Airbus pulled a similar rabbit out of its hat a month ago by announcing at the Berlin Air Show it had won an order for 32 of its A380 super jumbos from Emirates. Once again, the Dubai airline also happens to be the single largest customer for the A380.

All this of course is great news for the industry. It suggests, as both Boeing and Airbus have been saying at Farnborough, that the civil aircraft market is recovering and that airlines and indeed aircraft leasing companies are again placing orders.

Although the world economy is not yet out of the woods, especially in the case of Europe and the US, there are pockets of growth in Asia and the Middle East.

The problem is that these recent new blockbuster widebody aircraft orders from Emirates may not be all that they seem to be. For there is a widespread suspicion in the market that they are not so much brand new orders but a repackaging of earlier orders placed by DAE Capital, the leasing arm of the Dubai government backed aviation financing and engineering group Dubai Aerospace Enterprise (DAE).

Back in the salad days of 2006 and 2007, DAE Capital ordered nearly $29bn worth of aircraft roughly evenly split between Boeing and Airbus as part of its ambitious efforts to become a big player on the aircraft leasing market.

Then the global economic crisis came along, the Dubai property bubble burst and the emirate found itself with a [Vous devez être inscrit et connecté pour voir ce lien]. That by no means put an end to the country’s aviation ambitions, but it nonetheless forced it to focus on its priorities – continuing to develop Emirates into a leading global carrier and building the new Al-Maktoum international airport.

A senior Dubai government official recently confirmed that DAE was renegotiating its order for more than 200 Boeing and Airbus aircraft. The trouble was that the bulk of these orders appear to have been for narrowbody aircraft such as the Airbus A320 and the Boeing 737 and these are of little or no interest to Emirates.

So what appears to have happened is a classic sleight of hand where what seems to disappear into thin air on one side reappears – hey presto – on the other. Except this time the magicians also seem to have transformed narrowbody aircraft into plumb widebodies.

And what, God forbid, should happen were such a valued customer as the Dubai flag-carrier itself disappear into thin air? No doubt the two great magicians of the civil aircraft industry would have to dig deep into their bag of tricks.

Thai Airways International (THAI) has signed a Memorandum of Understanding (MOU) with Airbus for the purchase of seven more A330-300s. The aircraft will be delivered from the end of 2011 and will join an existing fleet of 20 A330-300s flying to destinations across the Asia-Pacific region.


The MOU was finalised today at the Farnborough International Airshow in the UK by Captain Montree Jumrieng, THAI Managing Director of Technical Department and John Leahy, Airbus Chief Operating Officer, Customers.

"THAI has selected the A330-300 to meet our medium haul requirement. This will lead to improved efficiency as well as reducing the average age of our fleet. As our objective is to be a first choice airline, we would like to enhance our customer's experience with new aircraft and the best service available on board,” said Capt. Montree Jumrieng. “Our fleet strategy aims to improve efficiency and reduce carbon emissions by matching aircraft size to market demand, while working on fleet simplification in the long-term.”

"We are extremely pleased to sign this MOU with one of our longest-standing customers and most experienced A330 operators," said John Leahy. "THAI's latest commitment once again underscores the A330's status as the most efficient mid-size widebody aircraft in-service today and the right aircraft right now for airlines across the globe."

The modern and efficient A330 is one of the most widely used widebody aircraft in service today. To date, Airbus has won more than 1,000 firm orders for the various versions of the aircraft. More than 700 A330s have already been delivered and the aircraft is currently flying with over 80 operators worldwide.

• Compagnies asiatiques (Thai International Airways);
  
• Boeing : Famille 777 ;
  
• Airbus A330-300 : concurrent du B777-300ER :
  
• RR Trent 700....... (rubrique : "Propulsion").
  
  

• du penchant de plus en plus fort d'Emirates & d'Etihad pour les gros porteurs d'Airbus (A380, A350-XWB, y compris la variante -1000, ..... même la possibilité de voir Emirates, dans un cas de besoin urgent de PUC, exercer l'option de faire le "roll-over" de sa flotte de A330....) plutôt que pour les actuels gros porteurs offerts par Boeing (même les B777-300ER, ..... au grand chagrin du partenariat Boeing / GE, pour toutes les raisons que nous avons déjà approfondies, et sur lesquelles nous n'avons plus besoin de revenir) ;
  


• du fait que Qatar avait déjà créé une perspective économique équilibrée entre les USA et l'UE dans la région (rien à tirer de ce côté-là, donc, étant donné, surtout, les retards accumulés et promesses non tenues / quasiment intenables avant longtemps, sur le dossier des 30 x B787 en commande ferme --30 options en sus -- à moteurs GEnx) ;
  


• du besoin d'implémenter rapidement leur stratégie d'apporter des activités à forte valeur ajoutée dans cette zone du globe, sur laquelle ils avaient tant misé (par exemple, l'activité de MRO, au bénéfice des acteurs américains) ;
  


• de la nécessité de développer vite les bases (durables) d'exploitation, visées dans les UAE, afin d'assurer les volumes des flux commerciaux / économiques vers et depuis les USA ;
  

• anticipation de l'impossibilité de DAE Capital d'honorer "à date" ses obligations (liées à ses commandes massives antérieures d'avions, avec transformation des monocouloirs -- B737 NG & Airbus famille A320-- en gros porteurs, qu'Emirates commanderait ; voir notre message ci-dessus) ;
  


• reconnaissance par les Américains :
  
• --- du besoin de jouer "gagnant-gagnant" / "donnant -donnant" (il faut admettre qu'Airbus soit servi en A380, étant donné que les moteurs de ces derniers "seront" (que Tim CLARK et / ou les AL-MAKTOUM le "souhaitent" ou non ! ) des GP7200 de l'EA entre GE & P&W, ce qui est bon aux USA, pour la "balance commerciale"), ....
  
• --- et d'accepter que, de toutes façons, le B747-8I est le bide commercial par excellence, et commercialement 'mort-né' ;
  


• (sans prétendre qu'il y ait eu des contacts entre les Dirigeants des Pays ou des Entreprises à ce sujet ! ), ... mise au point des arguments, le cas échéant, pour convaincre Airbus (qui doit / devrait convaincre les "politiques" de l'UE et des pays membres de celle-ci), qu'il s'en sort bien, tout comme les USA, ses acteurs en MRO, ainsi que l'activité MRO de la région -- Dubai, et Abu DHABI / Etihad -- ce dernier ayant déjà réduit / ralenti ses plans pour cette activité, pour "jouer le jeu" de Dubai, dont le projet MRO était et demeure colossal, et accepté d'équiper ses A380 de moteurs GP7200 de l'EA pour soutenir ledit projet de Dubai ;
  


• la "négociation" (? : car, comme le dit ou implique CHEYENNE, ce n'est pas Tim CLARK (même avant 2012) qui a "négocié" cette affaire, ... quoique l'on dise ! ) de la commande de B777-300ER, ....
  
• --- qui ne correspond absolument pas aux besoins d'Emirates, "going forward", maintenant qu'Emirates a passé sa commande massive d'A350-XWB, .... mais qui, pendant un certain nombre d'années, bloquera les commandes futures d'Emirates en A350-XWB-1000, notamment (eh oui ; voilà le genre de saloperie qui vient polluer les eaux des affaires, dans ce genre de contexte) ;
  


• le besoin de reconnaître le fait (réel ou potentiel) que RR soit "lésé" dans ce genre de perspective, .... d'où le soutien remarquable pour RR, donné par GE (et je n'ironise pas !) et d'autres Américains de bonne facture , dans le "lobbying" aux USA, en faveur du 2ème moteur (F136) qui devrait équiper les F-35, et qui est d'une autre dimension d'activité et de "rentabilité" économique (au sens large), sur une autre planète économique que quelques dizaines de moteurs RR Trent XWB ;
  


• la commande de 35 x B787 supplémentaires , passée par Etihad, à être équipés de moteurs GEnx, .... qui favorise Boeing , GE et l'activité MRO des UAE !
  

Emirates President Tim Clark, seen last week, met with a Boeing official in April to outline what his airline wants.

Boeing gets earful of 777 advice from a customer with clout

By Dominic Gates

Seattle Times aerospace reporter

One Boeing customer may have more influence than any other outsider on the crucial decision facing the company this year concerning the future of its star wide-body, the 777.

Tim Clark, president of giant Dubai airline Emirates, wielded his clout 10 years ago to define the long-range 777-300ER that is flying today. The resulting plane is the largest and best-selling aircraft in the 777 family.

Now the 777's biggest buyer is exerting his influence again on the strategic choice ahead for Boeing: To head off a looming competitive threat from the fuel-efficient, mostly composite A350-1000 that Airbus has in development,

Boeing executives say they will either modify and improve the 777 or invest much more to go for an all-new plane.

In April, Clark met with Lars Andersen, the former head of the 777 program who came out of retirement late in 2009 to head the Boeing team that will make the decision by year-end.
"I said, 'Lars, you may run out of the room screaming, but this is what we want,' " Clark said in an interview this month at the Farnborough Air Show.

His prescription is an airplane the precise size of the 777-300ER but able to fly several hundred miles farther with a full 55-ton payload.

And should Boeing go for new or improved? He'll buy an improved version if it delivers that performance.

But in the interview he also laid out an alternative concept he has pitched to Andersen: a new, large twin-engined jet family.

He also delivered a surprising judgment: He thinks Boeing executives shouldn't see their key 777 model under serious threat from the slightly smaller Airbus A350-1000.

"They think it'll take out the 777-300ER," Clark said. "People like me are saying, 'It's not going to do that. And as your largest customer, don't worry about it.' "

Emirates is an airline completely off the industry charts.

est précisément pour cette raison qu'il ne peut pas servir de Standard, .......que ses besoins ne peuvent pas servir de standard !

Many air carriers parked jets and deferred orders last year. Yet, even as the Dubai economy wobbled in the global financial crisis, the extraordinary growth of Emirates has not slowed.

At the Berlin Air Show in June, Emirates stunned its competitors —, the big international airlines such as British Airways, Australia's Qantas and Germany's Lufthansa — when Clark ordered 32 Airbus A380s, bringing the carrier's total of superjumbo jet orders to 90.

Emirates already has 86 Boeing 777s — the largest 777 fleet in the world — and had 16 more scheduled for delivery before it announced a massive order for another 30 at Farnborough last week.

Analyst Richard Aboulafia of the Teal Group said Emirates' "fast growth rates make them a big player in any future 777 update or replacement decision."

Not only is it the biggest 777 customer, "they're also the second-biggest A350 customer. That makes this a one-airline horse race for the two manufacturers," he said.

Clark said that back in 2000, when Boeing's leadership gave the go-ahead to develop the 777-300ER, he told program chief Andersen that the original design of this new long-range version wasn't good enough.

He demanded that Boeing make changes to raise the allowed takeoff weight and boost the engine thrust.

GE duly developed a version of the GE-90 engine with 115,000 pounds of thrust — more than any engine in aviation history. That enabled Boeing to design a heavier, higher-capacity airframe with the required range.

En martière de "top of climb thrust", .... le B777-300ER et ses moteurs sont "short" !

"I said, 'Lars, if you want us to buy this airplane, this is what you have to do,' " said Clark. "He went away and pulled a rabbit out of a hat, and we bought a lot of them."

So what is Clark telling Boeing today?

To fly his ultralong range, high-capacity routes, Clark plans to simplify his fleet to just three wide-body types — in order of increasing size, the Airbus A350, the Boeing 777 and the Airbus A380.

In the three-class luxury-cabin layout Emirates wants, those planes respectively carry 320, 354 and 489 passengers.

Clark is not interested in the Dreamliner, which is too small for his routes.

He sees the 777-300ER as an ideal size for that middle slot in his fleet. In 2017 he'll start retiring his older 777s, he said, and he'll want more than 70 new ones of the same size over the following four or five years.
"We really, really like that aeroplane," said Clark, an Englishman. "Without a replacement for the (777-300)ER, we have one almighty hole. ... We have to have a solution."

Clark said his advice to Boeing is to develop a new family of twin-jets larger than the largest Dreamliner. He recommends the base size be that of the 777-300ER, and that Boeing develop a shrunk version and a stretch version that will offer him options at roughly 300 seats, 350 seats and 400 seats.

Today, Emirates flies the 777-300ER from Dubai over the North Pole to the West Coast of the U.S. to as far south as San Francisco. But to fly that distance, the jet cannot be fully loaded — Emirates has to take out 20 seats.
For the new model, Clark wants planes that can fly nonstop from Dubai to Los Angeles with a full load.

"I say to the guys, 'Listen, if we order $60 billion worth, don't worry about spending $15 billion to $20 billion on a new airframe (and) engine,' ." Clark said. "If you get it right, that line will last you 30 years."
Of course, that decision is not quite as easy for an airplane manufacturer as he makes it sound.

Wow ! A force d'écouter Tim CLARK, Dominic GATES s'est réveillé !

Boeing's board would have to sign off on a multibillion-dollar gamble, and hope to earn the money back over decades. And, said analyst Adam Pilarski of Avitas, it's possible that "the Emirates bubble will burst eventually and those hoping for all the deliveries will be bitterly disappointed."

Boeing Chief Executive Jim McNerney pointed out that Emirates' requirements are heavily skewed toward bigger airplanes, and its needs often differ from other airlines'.

"I'm pleased to hear his comments on the A350," said McNerney in an interview at Farnborough. "But there are those who don't have as long and thick routes as he does who see the A350-1000 in a more competitive light" against the 777.
"We are listening to (Clark). But we'll have to make the final decision on 777 in light of the entire market," McNerney said. "Satisfying Emirates, I am sure, is going to be part of that decision."

Adrian_P a écrit:Merci Sevrien

" Backbone of the future mid size wide bodies "

EIS toujours prévue 2013, réception Cathay 2016 : il y a du monde.

C'est donc le -900, baseline qui a été choisi au départ, voilà une logique de bon sens.

Cathay Pacific Airways has signed a letter of intent to purchase 30 Airbus A350-900 aircraft, and plans to exercise purchase rights for six Boeing 777-300ERs.

The total value of the aircraft purchases is about HK$75 billion ($9.7 billion) at list price, says the Oneworld carrier. The A350s, to be powered by Rolls-Royce Trent XWB engines, have a catalogue price of about $7.8 billion. The General Electric-powered 777s have a list price of $1.6 billion.

Cathay expects the A350s to be delivered between 2016 and 2019. The A350-900, which will enter service in 2013, will "form the backbone of Cathay Pacific's future mid-sized wide-body fleet", says the carrier.

It will operate the aircraft across its route network, including on non-stop flights to Europe and North America.
"The A350-900 is a perfect fit for the development of our fleet - a mid-size long-haul aircraft that is fuel efficient, environmentally friendly, and provides the kind of capacity, range and operating economics that we need to complement and enhance our existing fleet," says Cathay's CEO Tony Tyler.

"The delivery schedule fits our requirements very neatly. The 30 new aircraft will be deployed to replace older aircraft and grow our fleet to meet the challenges of the future."

Under the letter of intent with Airbus, Cathay will pay a non-refundable commitment fee of $4.5 billion for the A350s, says the airline.

It plans to make a further announcement once it enters into a formal purchase agreement with the airframer.

Separately, the airline agreed to exercise purchase rights for six 777-300ERs, on top of 30 777s already on firm order.
Cathay has received 18 of the 30 777s and expects the remaining 12 to arrive by 2013.
The aircraft will be operated on routes to North America and Europe, says the airline, which has a fleet of 128 wide-body aircraft currently.

[Vous devez être inscrit et connecté pour voir ce lien] has received cancellations for 25 widebody aircraft, widely believed to be from financially shaky UAE-based Dubai Aerospace Enterprise (DAE).
The cancellations include 10 777 and 15 [Vous devez être inscrit et connecté pour voir ce lien] aircraft.

Boeing declined comment on the identity of the customer, however the company's orders and deliveries website no longer lists DAE as a customer for 10 [Vous devez être inscrit et connecté pour voir ce lien] and 15 787-8 aircraft ordered in 2007.
DAE was unreachable for comment.

The global financial crisis had taken its toll on the government-owned company, resulting in severe cutbacks of its ambitious expansion plans into the rapidly growing Middle Eastern market.

The order, which was placed at the 2007 [Vous devez être inscrit et connecté pour voir ce lien], was part of a $13.7 billion aircraft buying binge to support the Emirate's expansion into the aircraft leasing market. DAE also placed $13.5 billion worth of aircraft orders with [Vous devez être inscrit et connecté pour voir ce lien], including 70 A320s and 30 [Vous devez être inscrit et connecté pour voir ce lien] XWBs.

DAE's order for 200 aircraft lifted Airbus and Boeing to record sales in 2007.

DAE's remaining firm orders for Boeing aircraft include 66 737-700s and 4 737-800s, 15 747-8Fs and 8 777F aircraft.

Emirates Sky Cargo and DAE entered into a [Vous devez être inscrit et connecté pour voir ce lien] for four of eight 777F and five 747-8F aircraft in July 2008, halving the cargo carrier's freighter orders. Additionally, the remaining four 777F aicraft held by Emirates Sky Cargo, which are no longer listed on Boeing's website, appear to have shifted to DAE as well.

After a summer dominated by talk of re-engining or replacing its narrowbody workhorse, [Vous devez être inscrit et connecté pour voir ce lien]'s 777 widebody could move to the front of the clean-sheet queue, but blue chip customer Cathay Pacific's order for 30 300-seat [Vous devez être inscrit et connecté pour voir ce lien]-900s could shape the manner of the airframer's response.
Since the A350 XWB was launched in July 2006 after false starts for nearly two years in answer to the [Vous devez être inscrit et connecté pour voir ce lien], [Vous devez être inscrit et connecté pour voir ce lien] has earned 535 firm orders for the A350, including 290 for the 314-seat -900 variant. By comparison, Boeing during the same period has added just 16 301-seat 777-200ERs. That number climbs to 37 with the inclusion of its ultra-long-range sister, the [Vous devez être inscrit et connecté pour voir ce lien].

"Airbus clearly has the [Vous devez être inscrit et connecté pour voir ce lien] replacement market locked up, at least for now," says Richard Aboulafia, vice-president of analysis for the Teal Group.

According to its 10Q US Securities and Exchange Commission filing as of 30 June, Boeing holds 270 777s in backlog, or about three and a half years of production, versus nearly five years for the 2,007 737s yet to be built.

Boeing has largely discussed its 777 plans in terms of its future 365-seat [Vous devez être inscrit et connecté pour voir ce lien], which earned an order from Cathay for six on top of its existing orders for 30. The -300ER is the largest, highest selling - and most expensive - version of the family, matched against Airbus's not fully defined A350-1000.

"There are few doubts that the -900 will be a very good plane, but for the A350-1000 Rolls-Royce needs to pull off a remarkable feat on Trent XWB execution. Yet even though we don't know much about the A350-1000's performance, Boeing needs to get going on something that matches it. The 777-300ER segment is enormously important to Boeing for volume and profit," says Aboulafia.

Although Boeing is hardly slowing down on its 777, with a boost in production to seven aircraft a month by mid-2011, the question remains about how to address the flagging -200ER sales.

Boeing has avoided pushing the 250- to 290-seat 787-9 into the 300-seat market, leaving Airbus to match its 270-seat [Vous devez être inscrit et connecté pour voir ce lien] against the largest member of the 787 family, rather than take on the 314-seat [Vous devez être inscrit et connecté pour voir ce lien].

However, the 787-9 could hold more potential to fill the role the 777-200ER holds, says the managing director of a lessor who has reviewed detailed dimensions of both aircraft. The leasing company says that the cabin lengths of both aircraft are nearly identical at around 49m (161ft), placing the 787-9 with nine-abreast seating and a range of 8,000-8,500nm (14,800-15,800km), nearly on par with the larger -200ER.

However, with firm configuration achieved in early July and 787-8 flight-testing still under way, "we'll have to wait and see about the 787-9's performance, but it might not quite match the A350-900", says Aboulafia.
Boeing plans a year-end decision on the future of the 777, and is studying a host of new features for its long-range twinjet, including new engines and a composite wing and fuselage, or even an all-new aircraft.

Although depending on the scope of the upgrades planned for 777, new logistical challenges could transform the supply chain, which in comparison to the smaller 787 today, is significantly less complex.

Spirit AeroSystems chief executive Jeff Turner says his company, which supplies the 777's aluminium forward fuselage, is evaluating different response scenarios that "depend on the material choices" Boeing selects for the 777.

If Boeing opts for a composite fuselage on the 777, Turner says Spirit does not have the manufacturing capacity and would "require a facilitisation plan" to support fabrication of seven composite 777 forward fuselages a month.
A single piece fuselage barrel with the 777's 6.2m width would require a new logistics system in a distributed supply chain, as Boeing's fleet of [Vous devez être inscrit et connecté pour voir ce lien] Dreamlifter transports can only accommodate a fuselage no wider than that of a 787, at 5.8m.

"If they change material the supply chain has to adapt. Right now it's set up for the 787. If you get a second larger composite airplane in the supply chain, no- one has the capacity," says Ron Epstein, aerospace analyst for Bank of America Merrill Lynch, who adds: "There's all kinds of things [Boeing] can do." With its new South Carolina facility, for example, "they can start from scratch".

After a summer dominated by talk of re-engining or replacing its narrowbody workhorse, [Vous devez être inscrit et connecté pour voir ce lien]'s 777 widebody could move to the front of the clean-sheet queue....

• le sujet du moment, à la mode, soit les opérations de remotorisation (Boeing B737-NG) et de NEO (Airbus A319, A320 & A321) ;
  
• 
  
• les moutons de mode suivent dans un gigantesque déferlement de "drivel", .... tant les les media et autres scribouillards & forumistes précités semblent avoir horreur du vide !
  
  

but blue chip customer Cathay Pacific's order for 30 300-seat [Vous devez être inscrit et connecté pour voir ce lien]-900s could shape the manner of the airframer's response.

Since the A350 XWB was launched in July 2006 after false starts for nearly two years in answer to the [Vous devez être inscrit et connecté pour voir ce lien], [Vous devez être inscrit et connecté pour voir ce lien] has earned 535 firm orders for the A350, including 290 for the 314-seat -900 variant.

By comparison, Boeing during the same period has added just 16 301-seat 777-200ERs. That number climbs to 37 with the inclusion of its ultra-long-range sister, the [Vous devez être inscrit et connecté pour voir ce lien].

"Airbus clearly has the [Vous devez être inscrit et connecté pour voir ce lien] replacement market locked up, at least for now," says Richard Aboulafia, vice-president of analysis for the Teal Group.

According to its 10Q US Securities and Exchange Commission filing as of 30 June, Boeing holds 270 777s in backlog, or about three and a half years of production, versus nearly five years for the 2,007 737s yet to be built.

Boeing has largely discussed its 777 plans in terms of its future 365-seat [Vous devez être inscrit et connecté pour voir ce lien], which earned an order from Cathay for six on top of its existing orders for 30. The -300ER is the largest, highest selling - and most expensive - version of the family, matched against Airbus's not fully defined A350-1000.

.....but for the A350-1000 Rolls-Royce needs to pull off a remarkable feat on Trent XWB execution.

.....Yet even though we don't know much about the A350-1000's performance, Boeing needs to get going on something that matches it. The 777-300ER segment is enormously important to Boeing for volume and profit," says Aboulafia.

Although Boeing is hardly slowing down on its 777, with a boost in production to seven aircraft a month by mid-2011, the question remains about how to address the flagging -200ER sales.

Boeing has avoided pushing the 250- to 290-seat 787-9 into the 300-seat market, leaving Airbus to match its 270-seat [Vous devez être inscrit et connecté pour voir ce lien] against the largest member of the 787 family, rather than take on the 314-seat [Vous devez être inscrit et connecté pour voir ce lien].

However, the 787-9 could hold more potential to fill the role the 777-200ER holds, says the managing director or of a lessor who has reviewed detailed dimensions of both aircraft. The leasing company says that the cabin lengths of both aircraft are nearly identical at around 49m (161ft), placing the 787-9 with nine-abreast seating and a range of 8,000-8,500nm (14,800-15,800km), nearly on par with the larger -200ER.

However, with firm configuration achieved in early July and 787-8 flight-testing still under way, "we'll have to wait and see about the 787-9's performance, but it might not quite match the A350-900", says Aboulafia.

Boeing plans a year-end decision on the future of the 777, and is studying a host of new features for its long-range twinjet, including new engines and a composite wing and fuselage, or even an all-new aircraft.

Although depending on the scope of the upgrades planned for 777, new logistical challenges could transform the supply chain, which in comparison to the smaller 787 today, is significantly less complex.

Spirit AeroSystems chief executive Jeff Turner says his company, which supplies the 777's aluminium forward fuselage, is evaluating different response scenarios that "depend on the material choices" Boeing selects for the 777.

If Boeing opts for a composite fuselage on the 777, Turner says Spirit does not have the manufacturing capacity and would "require a facilitisation plan" to support fabrication of seven composite 777 forward fuselages a month.
A single piece fuselage barrel with the 777's 6.2m width would require a new logistics system in a distributed supply chain, as Boeing's fleet of [Vous devez être inscrit et connecté pour voir ce lien] Dreamlifter transports can only accommodate a fuselage no wider than that of a 787, at 5.8m.

"If they change material the supply chain has to adapt. Right now it's set up for the 787. If you get a second larger composite airplane in the supply chain, no- one has the capacity," says Ron Epstein, aerospace analyst for Bank of America Merrill Lynch, who adds: "There's all kinds of things [Boeing] can do." With its new South Carolina facility, for example, "they can start from scratch".

Mumbai: Faced with rising maintenance costs and a delay in delivery of aircraft (B787), state-run Air India is looking to lease out six of its large Boeing 777 aircraft as well as hire at least 10 midsize Airbus A330 planes. A final decision will be taken in a month after a government committee finishes studying the proposal.

Chairman and managing director Arvind Jadhav confirmed there is a proposal from the airline’s engineering department asking for midsize aircraft, given delays in the delivery of Boeing 787s, which were supposed to replace old Airbus A310 aircraft that are being phased out.

“This proposal is referred to a committee headed by additional secretary and financial adviser in the ministry of civil aviation… It is expected to give its report in a month’s time,” Jadhav said.
“At present, the maintenance cost of old A330s is high. Since we cannot buy the planes, we could look at short-term leases for new planes that will lower the maintenance cost as well as retain the market (value),” said Jadhav, adding that Air India has asked US aircraft maker Boeing Co. for compensation for the delays, without disclosing details.

A civil aviation ministry official, speaking on condition of anonymity, also confirmed the development, adding that “the same committee that was set up in 2004 for fleet acquisitions will look into the proposals”. Both Jadhav and the ministry official declined to divulge details of the new orders.

Dinesh A. Keskar, president of Boeing India and vice-president of Boeing International, declined to comment on Air India’s leasing plans, or on the compensation demands.

The airline’s move stems largely from a delay in delivery of Boeing 787, leading to difficulties in Air India retaining its current market in the large carrier space. Also, the decision to replace old aircraft such as A310s and (Sevrien : "older") A330s is to lower maintenance costs.

A Boeing 777 (-300ER) can seat up to 365 people, while the Dreamliners have a capacity of 250 passengers. The A330 can seat up to 290 people.

Air India was scheduled to get its first of 27 Boeing 787s, popularly known as Dreamliners, in September 2008, but delivery has been pushed back to the second quarter of calendar year 2011.
The government official quoted earlier said the carrier will only take a final decision on the leasing moves after it works out the cost, availability, internal rate of return and other operating terms of an alternative aircraft in the event that the Dreamliner is delayed further, or even to serve the current markets.

An Air India executive said on condition of anonymity that there was no harm in preparing a Plan B since the airline has already lost almost two years.

Some analysts say leasing more planes will add to Air India’s current debt of Rs18,000 crore. In 2007, the flag carrier had embarked on an ambitious fleet acquisition, buying 111 aircraft—43 from Airbus SAS and 68 from Boeing—worth $11 billion (Rs50,710 crore today).
Others, however, say that the carrier needs midsize wide-body aircraft to fly to destinations such as Singapore, Tokyo and Hong Kong, pointing out that the Boeing 777s are too large for those routes and would be under-utilized on seat occupancy, while adding to jet fuel costs.

Given that the Dreamliners are delayed and A310s are getting older, the carrier needs a better aircraft in the interim period, said V. Thulasidas, former chairman and managing director of Air India.
“Dreamliners are ideal to replace A310s since it is midsize in the category of wide-body planes. If Air India uses Boeing 777s instead of A310s, the performance will be suboptimal,” said Thulasidas, now a consultant to various aviation projects of the Kerala government, adding that even A330s would be a good interim arrangement until delivery of the Dreamliners starts.
pr.sanjai

In a much-anticipated move, Dubai lessor [Vous devez être inscrit et connecté pour voir ce lien] has slashed $8 billion worth of [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] orders from its backlog. The leasing company has dropped 50 orders, split equally between Airbus and Boeing, although the latter is the worst affected by value, having shed over $5 billion worth of business at list prices.

The Boeing cancellations include 10 [Vous devez être inscrit et connecté pour voir ce lien] and 15 [Vous devez être inscrit et connecté pour voir ce lien]s, while Airbus has lost 18 [Vous devez être inscrit et connecté pour voir ce lien] and seven [Vous devez être inscrit et connecté pour voir ce lien].
Despite the move, DAE retains a firm backlog of more than 160 Airbus and Boeing aircraft, which includes up to 16 Boeing widebody freighters already placed with local airline Emirates.

In 2007 DAE ordered 100 aircraft each from Airbus and Boeing. It subsequently added a further 10 [Vous devez être inscrit et connecté pour voir ce lien]and eight 777Fs (two now delivered) through a sale/leaseback of existing Emirates orders.

DAE has completed various sale/lease back deals of in-service aircraft, the biggest of which was a 21-aircraft deal with GECAS in 2007.

[Vous devez être inscrit et connecté pour voir ce lien] lists 37 aircraft in DAE's lease portfolio, a mix of Airbus and Boeing single-aisles and [Vous devez être inscrit et connecté pour voir ce lien] and 777Fs in service with operator such as EasyJet, Emirates, Garuda and Kingfisher.

Dubai government-backed DAE, which has not commented about the cancellations, has been the subject of much speculation recently. At July's [Vous devez être inscrit et connecté pour voir ce lien], Airbus's chief salesman John Leahy admitted that it was "no secret" that DAE was "in financial difficulty" and that it looked likely to struggle to accept all of the aircraft it had on order.

"DAE is imploding because of Dubai's credit problems and a government that is massively overstretched, not necessarily because there aren't market opportunities for jet lessors," says Teal Group analyst Richard Aboulafia.

Given the company's close ties to Emirates - both are state owned and headed by Sheikh Ahmed bin Saeed Al-Maktoum - there has been speculation that the airline's recent big orders for [Vous devez être inscrit et connecté pour voir ce lien]s (32) and 777-300ERs (30) were connected to the expected cancellations.

However, the airline says that its only arrangement with DAE is its commitment to lease freighters for its cargo arm.

Bernstein Research forecast that A350 deliveries will slip into 2014 and that Airbus will deliver only eight of the next-generation aircraft that year, flagging a significant slippage in the program.

Asked to comment, an Airbus spokesperson told ATW, “We don’t have any basis to confirm the data in the Bernstein report.”

Airbus has reassured the market in the past that the program is on track for a 2013 first delivery.
The New York-based research group predicted only two months ago that Airbus would be able to deliver four A350s in 2013 and 18 in 2014. Airbus plans to deliver the first A350-900 in 2013 and the A350-800 in 2014.
In the same report, Bernstein’s modeling shows twin-aisle aircraft making up more than 50% of Boeing’s deliveries from 2014, with the company regaining the mantle of top commercial aircraft supplier in 2011 and retaining it through 2014. That surge in twin-aisle deliveries reflects Boeing finally getting a handle on the 787 program with 107 Dreamliners to be delivered in 2014, Bernstein said.

The report is based on the latest figures released by Airbus and Boeing. Analysis from Bernstein shows that A320 family aircraft will continue to have the highest build rate at 440 a year from 2012 onward, up from 386 this year. Boeing’s 737NG series is a close second at 404 per year by 2012.

The highest production rate twin-aisle in 2014 will be the 787, Bernstein forecast.

A330s will be built at a rate of 90 per year and the 777 at 81 annually, the report said.

In the super-heavyweight class, Bernstein sees the A380 reaching a rate of 27 a year in 2012 and continuing at that level through 2014.

It sees Boeing delivering 35 747-8s next year, then settling back to a rate of 24 a year.