AIRBUS A330 Civil (Passagers & Fret)

Saudi Arabian Airlines orders more Airbus A330-300s
Saudi Arabian Airlines, Saudi Arabia’s national airline, has placed a firm order for four additional A330-300 aircraft in addition to the eight ordered in July 2008, taking the total order for the type to 12.

Saudi Arabian Airlines placed its first order with Airbus in over 30 years in 2007 for 22 A320 Family aircraft and later placed an order for eight A330s. In 2009, Saudia upsized by converting 15 of the A320 orders into the larger A321. Airbus has so far delivered 17 aircraft (five A320s, four A321s and all eight A330s) from the order for 30 before today.

Jeannot a écrit:Saudi Arabian Airlines commande 4 Airbus A330-300s de plus

Saudi Arabian Airlines orders more Airbus A330-300s
Saudi Arabian Airlines, Saudi Arabia’s national airline, has placed a firm order for four additional A330-300 aircraft in addition to the eight ordered in July 2008, taking the total order for the type to 12.

Saudi Arabian Airlines placed its first order with Airbus in over 30 years in 2007 for 22 A320 Family aircraft and later placed an order for eight A330s. In 2009, Saudia upsized by converting 15 of the A320 orders into the larger A321. Airbus has so far delivered 17 aircraft (five A320s, four A321s and all eight A330s) from the order for 30 before today.

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Bonne nouvelle pour Airbus, et cet excellent avion !

Jeannot a écrit:Saudi Arabian Airlines commande 4 Airbus A330-300s de plus

Saudi Arabian Airlines orders more Airbus A330-300s
Saudi Arabian Airlines, Saudi Arabia’s national airline, has placed a firm order for four additional A330-300 aircraft in addition to the eight ordered in July 2008, taking the total order for the type to 12.

Saudi Arabian Airlines placed its first order with Airbus in over 30 years in 2007 for 22 A320 Family aircraft and later placed an order for eight A330s. In 2009, Saudia upsized by converting 15 of the A320 orders into the larger A321. Airbus has so far delivered 17 aircraft (five A320s, four A321s and all eight A330s) from the order for 30 before today.

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Excellente nouvelle pour Airbus et RR !

Singapore Airlines has reached an agreement with Airbus to lease another 15 A330-300s for its fleet.

These aircraft will both replace older Boeing 777s in the Star Alliance carrier's fleet and grow its capacity in the coming years. They will be delivered from the Airbus production line between 2013 and 2015, said SIA.

The A330s, which will be powered by Rolls-Royce Trent 700 engines, will be leased for a minimum of six years, with an option for an extension. They will be operated on regional and medium-range routes to Asia, Australia and the Middle East, said the carrier.
SIA's fleet already has another 19 A330-300s that it initially got on five year leases, and these could remain in service for even longer.

"There is an option to extend that lease, and there is flexibility on the length of the lease extension," said a spokesman.

The carrier also has 20 Boeing 787-9s and 20 Airbus A350-900s on firm order, according to information in Flightglobal's ACAS database. The 787s were initially due for delivery in 2011, but multiple delays in the programme means that this has now been pushed to 2013 at the earliest.
"We remain in discussions with Boeing on the delivery date for the 787s. The first delivery of the A350s is scheduled for the 2013/14 financial year," said SIA's spokesman.

SIA CEO Goh Choon Phong added: "Together with the additional [Airbus] A380s that we are taking delivery of this year, as well as A350s and 787s on order for the years ahead, the lease of the A330s is consistent with our longstanding policy of operating a young and modern fleet."

The spokesman said that SIA has not decided on the aircraft for its new long-haul low-cost subsidiary, which is due to begin operations within the next year. The airline has said that it would initially provide aircraft to the subsidiary, but the spokesman reiterated that these A330s are for the full service carrier's operations.

Receiving more A330s, however, would allow SIA to transfer some 777-200s in its fleet to the new subsidiary. These 777s could be upgraded to have an extended range and their cabin can be retrofitted for the low-cost operations, said industry sources.

Singapore Airlines (SIA) has finalised an agreement with Airbus to expand its fleet with 15 more A330-300s. The aircraft will join an existing fleet of 19 A330-300s at the carrier, flying from Singapore to destinations across the Asia-Pacific region and to the Middle East. As with the carrier's existing A330 fleet, the new aircraft will be powered by Rolls-Royce Trent 700 engines.

"We are extremely pleased that Singapore Airlines will add further A330s to its fleet," said John Leahy, Chief Operating Officer, Customers, Airbus. "The news underscores the position of the A330 as the most popular aircraft in its class, offering levels of comfort, efficiency and reliability that continue to make it a winner with airlines worldwide."

The twin engine A330 is one of the most widely used widebody aircraft in service today. To date, Airbus has won more than 1,100 orders for the various versions of the aircraft and more than 750 A330s are currently flying with over 80 airlines worldwide. In addition to passenger and freighter models, the A330 is also offered in VIP and Military Transport/Tanker variants.

Jeannot a écrit:Voici le communiqué D'Airbus qui confirme la commande de 4 A330-300s par Garuda

Garuda Indonesia adds new A330s to fleet


Garuda Indonesia, the national carrier of Indonesia, has signed a new firm order for four A330-300s. The airline has chosen the latest 235 tonne maximum take-off weight variant for long-haul services to all destinations to the Middle East, Asia and Pacific from its hubs in Jakarta and Denpasar. The airline will furthermore convert three previously ordered A330-200s into -300 versions. The agreement was signed in the presence of French Prime Minister François Fillon and His Excellency Hatta Rajasa, Coordinating Minister for Economy of Indonesia.

The new aircraft will join a fleet of seven leased A330-200s and six A330-300s already in service with the airline. This purchase agreement follows an order for six A330-200s signed in July 2010 and will increase the total A330 fleet of Garuda to 23 aircraft. The airline has recently committed to 25 A320s both standard and NEO for its low cost subsidiary Citilink.

“Over the last 15 year, thanks to our A330 Family aircraft, we have benefited from the lowest seat mile cost, true long range capability and proven reliability while our passenger enjoyed very high level of comfort. It is a natural choice for us to continue our successful operations with the A330 Family of Airbus,” said Emirsyah Satar, President & CEO, Garuda Indonesia.

“We are delighted that our relationship with our long-lasting customer, Garuda Indonesia, has been reinforced so strongly in recent weeks. The airline has chosen to become a new operator of our benchmark single aisle A320 Family and will expand its operations with the world's most efficient widebody aircraft in service today, the A330. These new and repeated orders are a clear vote of confidence,” explained John Leahy, Chief Operating Officer, Customers, Airbus.

The twin engine A330 is one of the most widely used widebody aircraft in service today. To date, Airbus has won more than 1,100 orders for the various versions of the aircraft and more than 780 A330s are currently flying with close to 120 customers and operators worldwide. The fleet has accumulated over 17 million flight hours in over 4 million flights and shows a dispatch reliability of 99.6 percent.

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Garuda Indonesia has placed a firm order for four [Vous devez être inscrit et connecté pour voir ce lien]-300s, which will take the carrier's A330 fleet to 23 aircraft.
It will also convert three A330-200s, dating from a July 2010 order for six aircraft, to -300 variants, said [Vous devez être inscrit et connecté pour voir ce lien].

No engine choice was specified, but Garuda's existing A330s are powered by Rolls-Royce Trent 700s.

The airline will use the new -300s on Middle Eastern routes from its hubs in Denpasar and Jakarta.
Garuda also has seven A330-200s and six A330-300s on lease.

Garuda posted a net loss of Rp183.6 billion ($21.5 million) for its fiscal first quarter ended 31 March, down from a net profit of Rp18 billion a year earlier. The loss was caused by higher fuel costs and operating expenses.
As of 31 March, Garuda operated 85 aircraft, up from 73 a year earlier. It aims to retire seven [Vous devez être inscrit et connecté pour voir ce lien] Classic aircraft this year.

• malgré la "génération technologique" ( "mature", plutôt que jeune ou 'toute nouvelle'),
  
• ce "repeat business" (même sous forme de Leasing, ..... en attendant l'arrivée des A350-XWB-900 et B787-9), et les conditions qui le sous-tendent,
  

• "the airframe type (A330, et, plus précisément l'A330-300)" au sein de la flotte de SIA, et des flottes de nombreuses autres Cies, dans la région, toutes de véritables références de qualité, ....
  
• ainsi que la famille des RR Trent 700 et la marque ("the brand") RR en général et, en particulier, auprès des Cies. de référence évoquées !
  

Airbus confirmed at the Paris Air Show what we reported two weeks earlier, and that is the A350-1000 was going to be rescheduled to allow Rolls-Royce and Airbus to tweak the airplane for more power, longer range and higher payload.

At the same time, Airbus announced an 18 month rescheduling of the A350-800 to divert resources to the A350-900, the first of the three models planned to enter service, now promised for late 2013–a slide of at least a half year already.

In conjunction with the -800′s rescheduling, Airbus announced that 42 orders shifted from the -800 to the -900. While slightly more than 100 orders remain and Airbus denied market questions about whether the -800 will survive, one aerospace analyst would view cancellation of the -800 in a positive light.

• pour ces Cies. trop prudentes, qui ont un besoin imminent de PUC qui grimpe rapidement, il y a un intérêt à exercer l'option de convertir leurS a"(à6XWB-800 en variante -900 sans tarder !
  

Here is the story we did last week for Commercial Aviation Online.

Bernstein Research, in a 1 July report on EADS focusing on Airbus, sees a risk of cancellation of the A350-800 – a move that it views “positively”.

The conclusion comes following the announcement at the Paris Air Show that the -800 will be delayed two years and the A350-1000 by 18 months. Airbus rescheduled the -1000 in order to allow Rolls-Royce to provide a slightly larger engine to enable the aircraft to go another 400nm with an increased payload.

But, to Bernstein’s disappointment, the passenger capacity remains the same at 350.

Airbus delayed the -800, officials said, to concentrate resources on the A350-900....

Forty-two orders for the -800 in the first two years of the original 2014 entry-into-service have switched to the larger -900, but more than 100 orders remain.

Bernstein views the -800 “as the least attractive of the family and believe it is ultimately at risk of cancellation—which we would view positively,” the 1 July report says.

Airbus denies plans to cancel the -800, which competes with the Boeing 787-9.
“It appears that Airbus is willing to let Boeing have the lower end of the widebody market, while it concentrates on the high end. Boeing, however, is not willing to cede the high end to Airbus.”

The Boeing 787-8 and the morbid 767 compete with the A330-200 for the lower end. The A330-300 competes with the 777-200ER and the A350-900/1000 compete with the 777-200ER and 777-300ER respectively.
The 787-8 has sold more than 500 of the approximately 850 787s ordered to date. Airbus believes the 787 is generally sized too small and seems content to let the A330-200—which is slightly larger than the 787-8—defend this market segment.

While the A330-200 will cost more to operate than the 787-8, the larger passenger and cargo capacity will generate more revenue and make the aircraft more profitable, Airbus argues.

Ironically, the same may be said for the 777-300ER vs. the slightly smaller A350-1000. EIS of the -1000 is now slated for 2017. EIS for the -900 has slipped to late 2013 and many—including Bernstein—expect it to slide to 2014, with a mere eight predicted for delivery.

Qu'est-ce que c'est que ce raisonnement imbécile de Bernstein ? !

Bernstein projects Airbus and Boeing deliveries through 2015. Boeing dominates the upper middle-twin aisle deliveries with the 777 while Airbus holds a slight lead in the lower twin-aisle markets. The numbers are somewhat skewed because Bernstein doesn’t separate the A330-300 out into the 777 marketplace.
Airbus holds a slight lead in the single-aisle market and the Very Large Aircraft segment. Overall, Boeing regains the market leadership next year as 787 and 747 deliveries finally kick in in earnest, retaining it through 2015, the last year of Bernstein’s current projections.
The A320neo is scheduled to begin delivery in October 2015.

• doté de "excellent credentials",
  
• reconnu chez plus d'un des motoristes suivants : GE, P&W, SNECMA et RR, ......
  
• et qui parle d'AF, entre autres !
  

• certes, il est sur le programme B787, avec son GEnx ; mais RR, aussi, avec son RR Trent 1000 ;
  
• les annulations des commandes B787 équivalent, aussi, à des annulations de GEnx, là où un choix de moteur a été effectué par les clients ;
  
• sur les 7 dernières 'campagnes' / "campaigns" (concours) de motorisation sur des commandes B787, ...... c'est RR qui en a remporté 6, avec son Trent 1000 ;
  
• à la date de référence, RR n'avait pas été touché par la moindre annulation de RR Trent 1000 ;
  
• à cette même date de référence, la famille RR Trent 700 (avec sa part du marché des moteurs sur les A330-300 et -200 allant vers les 60%, laissant 40% à GE & à P&W ensemble, ..... ce dernier arrivant à dépasser la part de GE ), avait, pendant une période de plus de 3 années consécutives, été sélectionnée sur > 75% -- voire près de 80% -- des commandes d'A330 (le malheureux CF-6 de GE n'ayant été sélectionné que pour la motorisation de 2 x A330);
  
• et, toujours à cette même date de référence, RR, avec son moteur HBPR à forte poussée le plus avancé de la planète, avait l'exclusivité 'de facto' de la motorisation sur tout le programme A350-XWB, ...... avec > 1,100 moteurs RR Trent XWB commandés (après prise en compte des annulations inéluctables du fiasco DAE) ;
  
• l'actuel GEnx, "bleed-air", et à "cropped fan" (sur les B747-8F / -8I) est à peine dans le coup ('idem' pour les les GE90-115B / -110B, à technologie-moteur déjà vieillissante), comme base du moteur de toute nouvelle génération qu'il faut pour l'A350-XWB, ou un éventuel "Superbi" destiné à remplacer (plus ou moins simultanément) les B777-300ER et le bide B747-8I, .......
  
• 
  
• ..... et GE commençait à se sentir exposé, compte tenu, aussi, du fait que les commandes de ses GE90-115B, sur les B777-300ER, offerts à des prix bradés, dans le jeu d'avions de compensation de Boeing vers les clients souffrant d'un manque de PUC, en raison des retards colossaux accumulés sur le B787, voyait, certes, s'augmenter la base installée de ce moteur, .... mais reconnaissait qu'il était en train de laisser filer RR, non seulement dans les prises de parts de marché, .. mais aussi dans les évolutions technologiques des moteurs modernes, tant et si bien que lui, GE, se voyait déjà condamné à être en mode de rattrapage ("catch-up") pendant de longues années.
  

Airbus liefert 800. Maschine des A330-Programms aus

Airbus hat das 800. Flugzeug seiner A330-Serie ausgeliefert. Die A330-200F sei am Mittwoch an das irische Leasingunternehmen Aircastle übergeben worden und werde bei der HNA Group in Betrieb gehen, teilte Airbus mit. Der chinesische Logistikdienstleister HNA verfüge jetzt über drei A330-200F in seiner Flotte. Airbus liegt im A330-Programm ein unbearbeiteter Auftragsbestand (Backlog) von 340 Flugzeugen vor.

In den vergangenen Woche gingen bei Airbus mehrere Neubestellungen für die A330 ein. Saudi Arabian Airlines und Garuda Indonesia erteilten Aufträge über je vier A330-300. Korean Air bestellte fünf A330-200 nach, Singapore Airlines kündigte an, von 2013 bis 2015 weitere 15 A330-300 in ihre Flotte zu nehmen.

Die monatliche A330-Produktion soll von gegenwärtig 8,5 Flugzeugen bis Anfang 2012 auf neun und bis zum zweiten Quartal 2013 auf zehn Maschinen steigen

• (a) allégation (fausse***), selon laquelle l'incident RR Trent 1000, sur banc d'essai à Derby (RU) fut dû à un "design flaw" inhérent au RR Trent 1000 ("Package A"), et non pas à un problème dit "inappropriate operating regime" (soit la vérité confirmée, bien sûr, et reconnue quasiment tout de suite par les vrais professionnels) ;
  
• (b) allégation (fausse***) selon laquelle l'incident regrettable du RR Trent 900, sur l'A380 de QANTAS, fut dû à un "design flaw" dudit moteur (alors que les vrais professionnels avaient bien compris dès la confirmation, par les Enquêteurs Officiels, des premiers éléments, et même ceux qui "ne savaient pas spontanément", ont vite compris qu'il s'était agi d'un défaut dans un processus de fabrication -- "manufacturing process defect"-- vite résolu ) ;
  
• (c) allégation (fausse***), par amalgame, selon laquelle les deux incidents en (a) & (b) étaient "related", alors qu'il est bien établi et compris par les vrais professionnels, et le marché, et la lecture des écrits officiels des Enquêteurs Officiels, .... qu'ils étaient totalement "unrelated",.. qu'il n'y avait pas, et ne pouvait pas y avoir le moindre lien entre les deux incidents ;
  
• 
  
• (d) insinuation ridicule -- belle saloperie que celle-ci, et fausse, bien entendu -- d'un risque de contagion, susceptible de frapper le RR Trent XWB, moteur des A350-XWB.
  

• (i) le B787 soit commandé par AF / AF-KLM ;
  
• (ii) le produit du motoriste 'fétiche' (GE) de cette Cie. aérienne puisse être sélectionné, pour motoriser les B787 (vraisemblablement des variantes "-9"), plutôt que le RR Trent 1000, car, si ceci n'était pas le cas, les contrats de motorisation seraient entièrement pour RR, chose inacceptable pour AF / AF-KLM, puisqu'il en résulterait "zéro" chance d'assurer le développement de l'activité MRO d'AFI, sur des produits (moteurs) dits 'de toute nouvelle génération'.
  

J'espère que ce qui précède ne vous a pas ennuyés ! Que pensez-vous de tout ça ?

How about an A330neo?


When we published the post titled “Is It Time for a 767NG?”, we heard the idea was met with amusement in some quarters. Well, we can’t resist the idea of laying out another idea for our audience’s further amusement.

Looking at the middle segment, the big twins, one can see this market is attracting a lot of attention. The pending order from Air France/KLM is almost certainly going to focus on the 787 and A350. The talk of a large order from the Lufthansa Group is likely to also focus on this segment as it considers replacing its early A340s and other similar generation aircraft in its growing airline family. Between these companies, they could bottle up segment production slots for some time. Indeed, as we learned, the earliest A330 delivery slots available are in 2014, a date that quickly slides to the right.
The first A350 slots now available are from 2019.
So what do airlines that are not defined at Tier 1 do as they consider their own fleet updates? After all, these airlines pay the same high fuel prices and face the same MRO costs of older airplanes. The lack of near term delivery slots for 787s (also around 2019) and A350s may provide an opportunity for a magical interim step.
The big twin segment, between 225 and 325 seats, is a sweet spot. Boeing’s 767 cleaned up in its day. Then along came the A330 and took the business. The 787 remains essentially in this size category while Airbus’ A350 tends to a larger size. Airbus appears comfortable that it can hold the lower end with the A330. And they could have a point. The A330 has grown more effective with upgrades and remains a highly popular airplane among airlines. This interest provides evidence that the segment is the right size for many airlines.
Airbus has forfeited the lower end of the middle market to Boeing by choosing to offer the A350 as primarily a 777 competitor. The A350-800 competes with the still-to-be developed 787-9, but the 787-8 has the new technology market all to itself and has sold more than 500 aircraft. As good as the A330-200 is, it is older technology and despite the range/payload improvements, once you get past 787 Line 80, the “Lead Sled” 787 disappears and the airplane out-performs the A330-200 on efficiency and cost (though not on revenue, since the A332 is larger).
Airbus has demonstrated that by starting with essentially a current design, and adding the latest engines and other technology updates, it is able to offer customers a relatively low risk improved economic solution, sooner. Airlines are risk averse, and long lead times cause schedule upsets and these have trickle down impacts. Hence the public demands for delay compensation from 787 customers. And this is probably a good reason airlines are scrambling for A320neo – it is seen as a low risk solution to a current problem with EIS far sooner than a new design. Airlines have learned from the 787, 747-8, A380 programs – new planes are horribly complex. This almost guarantees delays, and delays of any sort mean bad news for airlines.
So in that light, why does Airbus not follow upon its current A320neo success? This could be an excellent time to propose an A330neo. It would serve to protect Airbus’ customer base from defecting to the 787. (There have already been public grumblings about an A350 delay – easily ignored for now, but still)

What does an A330neo need to offer, for example, how about a 15% better fuel burn? Well, for a start, we have seen something like this before, haven’t we? The image is a reminder. It is worth noting Air Asia has been talking about an A330neo. As the biggest A320neo customer, this is an opinion worthy of some attention.

There are new engines from GE (GEnx). P&W has openly spoken of its GTF technology being able to go as high as 100K thrust. In addition, Rolls-Royce has a revised Trent coming for the A350 – no doubt there are tech inserts that can be put into the current A330-sized Trents. So around the 70K thrust category already offers good choices. An A330-200 with the Pratt & Whitney GTF could reasonably reduce SFC by 12%-15% (assuming similar performance for the smaller GTF) and DOC by half of this, exclusive of ownership costs. A 6%-7.5% DOC improvement coupled with the greater revenue potential of the A330-200 would make the A330-200neo highly competitive and protect Airbus’ presence in the lower middle market.
Airbus is in a very good situation here – it could offer three engine choices and it is worth noting the A330 has always offered engines from all three engine OEMs. Moreover, as Airbus builds its own engine pylons, it could readily standardize the pylon (a la 787) and save itself and engine OEMs development costs. Not to over simplify the development, but it certainly appears less expensive than any new design and could follow the current A320neo learning curve.
Besides engines, we could see sharklets. We have seen how winglets give the 757 a new lease of life and now many 767s now also sport them. That will almost certainly save 2% in fuel burn. There are new flight deck enhancements from the A380 and some ideas can be borrowed from the A350. There are also newer materials that can be deployed – and Airbus has a very clever modular galley that is much lighter which can be made standard.
Besides the attraction of the A330neo for Airbus, this interim step serves to allow the firm to develop its A350 under less pressure. Although the A350 program now seems to be running a bit later – note the lesson learned from the A380, A400M and, yes, even the 787. Airbus is being open and transparent about the delays early. The irritation comes and goes – no more drip-drip-drip water torture as with the earlier programs.
If an A330neo were offered for sale promising 15% better fuel burn (as well as lower emissions and noise) we believe many airlines would jump at it. There are numerous airlines for which the high tech 787 and A350 may be simply too much technology to cope with. We also think lessors would feel the same way because it is their asset in the hands of airlines that may not have the capital to buy new planes even though they need them and leasing is the better option.
The A330 is “right sized” for many markets. It would offer the newest technologies without the risk of totally new programs. Airbus could probably also earn more per sale as it plans to do with A320neos. For the first time in a while, Airbus is priced higher than Boeing. And the A320neo is outselling Boeing in its segment by an eye popping margin. Airbus has found a formula that promises much and apparently comes with less risk in the eyes of the market. It could be a formula to try again.
An interim solution is not a silly idea. Look at the roaring success of the A320neo. It would be fair to say the demand has taken even Airbus by surprise . (“When I went to the board last year to have approval for the A320neo, I promised strong sales for many years forward with the family,” said Tom Enders, Airbus President and CEO. “But at this point of time, I have to admit, I didn’t think it would be such a best-seller in only six months after the launch.” PAS 2011) Even if no big customer switch has taken place, the signal the OEMs have received is that airlines want a single aisle solution sooner rather than later. Some customers want a completely new design from Boeing. Given that its core 737 design dates form 1967, that is understandable. The A320 is younger by some two decades and therefore neo has proven to be a runaway success. The chart below illustrates what we call the “neo effect”. The chart shows that the neo is trumping not only regular A320 sales, but it is also massively outselling the 737. This can only serve to demonstrate that airlines are, dare we say desperate, or at least very keen, on a lower fuel burn solution.

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Le groupe aérien hispano-britannique International Airlines Group (IAG) a annoncé mardi qu'il allait faire appel au motoriste américain General Electric (GE) pour équiper les 8 A330 commandés en début d'année à Airbus par sa filiale espagnole Iberia.

© 2011 AFP

• les CF-6 (version que GE allègue avoir améliorée) devrait encore démontrer qu'ils peuvent 'faire le job' (rien de moins sûr) ;
  
• les moteurs n'ont pas de valeur significative sur le marché, même en 'new-build', et doivent absolument offrir des garanties OEM substantielles ;
  
• les actuels Accords en MRO (du genre "TotalCare", mais façon GE), couvrant, notamment les A340-300, pourraient être retouchés / prolongés 'à minima' avec les plafonds serrés, pour héberger les moteurs des 8 x A330 en question.
  

BlanBer a écrit:Bonjour Sevrien, et tous

Les CF-6 ne valent pas grand chose à l'achat et en residual value, nous sommes d'accord.

L'histoire du troc d'un de nos amis membre est parfaitement authentique...

Une simple question : qui sera chargé du suivi, puis de l'entretien de ces GE CF-6 pour Iberia ?

• il ne s'agit pas d'une nouvelle version, mais d'une version existante, "fixée", ... c'est-à-dire, incorporant des "fixes" voulu sérieux et efficaces, .... et avec quelques bons arguments, et possibilités d'être efficaces, puisque ce serait SNECMA qui les aurait assurées ;
  
• cette "version fixée" du CF-6 n'a pas encore fait ses preuves, aux yeux de ceux qui l'acquièrent, et qu'une Cie. telle qu'Iberia, au sein de l'ensemble IAG, et dans le cadre du trio du "Codeshare Operation" AA-BA-Iberia pourra exiger, les sacrifices se font chez GE !
  

BlanBer a écrit:L'expression d'intérêt pour les A 330-300 supplémentaires devrait être aussi pour IB
( puisqu'il sagit du remplacement de 14 A 340-300 ).

Ou de 14 x A340-600 ?

Snecma Services a fait des efforts substantiels pour fixer les fixes de la version 80 E1...et GE en a quelque peu profité.

BlanBer a écrit:Il n'est pas étonnant que plusieurs A 330 trouvent une opportunité relative ( un peu malsaine...) dans les GE CF-6.
Je ne pense pas que ces 8 A 330-300 restent beaucoup plus de sept ans en exploitation chez IB

• Commande à prix bradés de 8 x B777-300ER, en compensation pour les retards persistants (et qui s'aggravent) dans le planning des livraisons des B787-9 commandés il y a des lustres par SIA.
  

Singapore Airlines (SIA) will order eight more [Vous devez être inscrit et connecté pour voir ce lien]-300ERs to support growth plans for the coming year.
The carrier will operate the aircraft on medium and long-haul routes. The order is valued at $2.3 billion at list prices, said SIA.

Deliveries of the aircraft are scheduled to begin in the 2013/14 financial year.

The aircraft will be powered by General Electric [Vous devez être inscrit et connecté pour voir ce lien] engines and will join 19 [Vous devez être inscrit et connecté pour voir ce lien]-300ERs already in service. They will be configured in a three-class layout featuring the airline's latest cabin product and service offerings.

Currently, SIA's fleet comprises 106 widebody aircraft from [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien]. With this deal for eight additional 777-300ERs, the airline will have firm purchase or lease orders with the two manufacturers for another 70 aircraft. These include Boeing 787s and Airbus A350s and A330s.

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.

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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 :
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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 §§§§§§§§§§ et ££££££, 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 !
  

• §§§§§§§§§§, ££££££ et autres £°£°£°£°£° 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 £°£°£°£°£ 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 £°£°£°£°£ Tim" , sans commentaire ou débat contradictoire, comme s'il s'agissait de l'évangile ! :lol:

Airbus’ A330s head for conversion

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Airbus is poised to launch a conversion program for A330 freighters, although it is not clear yet if the new offerings will include both the -200 and -300 variants of the aircraft.

It was widely believed that the new conversion program would be launched at June’s Paris Air Show. But sources have suggested that Airbus may have wished to delay the announcement over concerns that sales of the new A330-200F would be impacted.

Wolfgang Schmid serves as vice president, freighter conversions, at EADS EFW, Airbus’s own conversion facility in Dresden, Germany. He’s convinced that the A330F conversion program will have a strong future when the first orders are accepted.

“We know that the market is very keen on this extraordinary, next-generation freighter conversion program, with pre-studies looking very positive,” he said.

According to Schmid, there is an immediate feedstock of about 800 A330 passenger aircraft in operation, with a backlog of more than 300 aircraft on order. “This means that we expect that a strong demand will be covered by a strong feedstock base for many years,” he said, “although the decision regarding timing and choice of variants is not completely finished.”

Some carriers have been pressing hard for the early startup of the A330F conversion program. A spokesman from Qatar Airways has stated that they want to convert up to 15 of their A330 fleet into freighters as soon as possible. That might have been spurred by Qatar’s recent investment in European all-cargo carrier Cargolux, but it is also thought that the Gulf carrier may look to lease some of its conversions. Schmid says he is also expecting strong demand from the integrators for the A330 freighter conversion.

In the meantime, the EADS EFW plant in Dresden is busy with an extended order book for A300F conversion work. The first of two A300-600R converted freighters has recently been delivered to RUS Aviation, which is based at Sharjah in the United Arab Emirates. At the same time, three A300-600 freighters for Maximus Air Cargo, which is based at neighboring Abu Dhabi in the UAE, are also being completed. Earlier this year, DHL Express placed an order for the conversion of 13 A300-600 aircraft, making it the largest single conversion order ever received by EADS EFW. Conversions on the integrator’s first five freighters are already underway.

It typically takes four months to convert an A300 into its new freighter configuration. After passenger seating and interiors have been removed, the main-deck cargo door is fitted to the aircraft. Next, a stronger cabin floor is installed, which is then fitted with ball mats and roller tracks, before final adjustments are made to the aircraft’s operating systems. Further customization includes a courier stowage unit for A300 and A310 conversions — a recent development.

But the feedstock for the A300-600 is not infinite. “The A300-600R conversion program has been available in the market for 10 years now, and during that time, it has remained the prime solution in this freighter segment,” Schmid said. “There are still quite a few candidates in the market which are suitable for conversion, but adequate feedstock supply is expected to limit the conversion output from 2015.”

Similarly, feedstock is rapidly running out for the A310F conversion program, the first of the Airbus wide-bodied family to be offered up for conversion by EADS EFW. The company increasingly plays a broker role in trying to pair up potential A310F conversion customers with aircraft sellers and vice versa. “We still take orders for the A310-300P2F. The smaller-size wide-body is still an attractive niche player, but is currently limited by feedstock constraints,” he said.

The EADS EFW plant in Dresden received something of a setback this summer when it was confirmed that the A320/A321 passenger-to-freighter conversion program would not continue. A separate joint venture company, Airbus Freighter Conversion GmbH, had been established with two Russian partners, United Aircraft Corporation and IRKUT, to market the program.

Early orders for the program included 30 A320 and A321 conversions on behalf of AeroCap Holdings, with West Atlantic pitching in for a further three conversions. According to Airbus, the official reason cited for the cancellation of the program was that “strongly growing passenger traffic result[ed] in high demand for used A320s, thus reducing the amount of aircraft available for conversion.”

Schmid said gearing up for the A320F program has not delayed launch of the A330F schedule. “The co-existence of the A320P2F program and the A330P2F study had no timely connection with each other, and the decisions taken did not influence the conversion programs,” he said. “But this now enables us to fully concentrate on the development of the A330P2F program.”

Future conversion prospects for EADS EFW include the A340, although some argue that its extended fuselage length will make it an unsuitable conversion candidate. For Schmid, it is a more distant thought right now. “At this stage, we have decided to concentrate on the A330P2F program,” he said, “but given a reasonably strong demand, we could consider including the A340-300 long-range passenger aircraft into our conversion family.”

EADS EFW has carried out more than 170 freighter conversions of Airbus aircraft on behalf of nearly 40 customers. According to its own studies, more than 3,000 freighters will be needed to accommodate growth in the air cargo market; three-quarters of that demand will have to be met by the conversion of mid-life passenger aircraft.