AIRBUS A330 Civil (Passagers & Fret)

Hong Kong Airlines has agreed to take another six [Vous devez être inscrit et connecté pour voir ce lien]-200s, under a new memorandum of understanding with the airframer.
The airline originally agreed to take 20 A330s under a similar memorandum in early 2007, and this was firmed in September of the same year.
But [Vous devez être inscrit et connecté pour voir ce lien]' backlog figures for December 2008 show that the carrier subsequently cut this order by three aircraft to 17.

The new agreement for six A330-200s - which comes during the week of the Singapore Air Show - will take Hong Kong Airlines' overall commitment to 23 of the type.

Hong Kong Airlines plans to use the aircraft on routes across the Asia-Pacific region, and for flights to destinations in Europe and the Middle East.

No engine selection has been disclosed for the additional six aircraft but Hong Kong Airlines chose the Rolls-Royce Trent 700EP for its previous batch.

Hong Kong Airlines also has 30 Airbus A320s on order.

Hawaiian Airlines (NASDAQ:HA) announced today that it has purchased an additional Airbus A330-200 aircraft, which is scheduled to be delivered in the second quarter of 2011.
The carrier is now acquiring ten new A330s and has purchase rights for an additional five aircraft.
The first three A330s are scheduled for delivery in April, May and November 2010.
The new A330s will have 294 seats in a two-class configuration.

[Vous devez être inscrit et connecté pour voir ce lien] is in talks with [Vous devez être inscrit et connecté pour voir ce lien] about sanctioning a cargo conversion for the [Vous devez être inscrit et connecté pour voir ce lien] as the carrier looks to redeploy its older passenger widebodies to its freight division as they are replaced.
The airline, which flies three [Vous devez être inscrit et connecté pour voir ce lien]-600Fs, will in May and June introduce the first two of three [Vous devez être inscrit et connecté pour voir ce lien] it has on order. The third will arrive in 2011.
"The A300s will support the 777Fs, operating feeder services. We plan to replace the [Vous devez être inscrit et connecté pour voir ce lien]s with A330Fs, hopefully from 2013," says Qatar Airways chief executive Akbar Al Baker.

[Vous devez être inscrit et connecté pour voir ce lien] is a major [Vous devez être inscrit et connecté pour voir ce lien] operator, with 16 -200s and 13 -300s in service. Although the fleet is relatively young, the arrival of [Vous devez être inscrit et connecté pour voir ce lien] in around two years time and will free up some of the Airbus twinjets for a new role as freighters.
"We are speaking to Airbus about a cargo conversion for the -200," says Al Baker. "We hope to have the conversion centre in Qatar, at the new Doha airport."

Airbus is about to receive certification for its new-build A330-200F variant after a five-month flight-test effort that began last November. The 65-70t payload freighter will enter service in summer with launch customer [Vous devez être inscrit et connecté pour voir ce lien].
The airframer is working on an A330 cargo conversion programme, but the initial focus for this project will be the larger [Vous devez être inscrit et connecté pour voir ce lien] variant as aircraft availability and pricing is more suitable in the near term, says Airbus freighter marketing manager Jonathan Lesieur. "The [Qatar Airways -200 conversions] would be an isolated case," he says.

Lunger a écrit:Edelweiss Air aurait commandé ferme 1 A 330-300 en remplacement de son A 330-200 !

Source Penton Aviation :

Edelweiss Air, a Swiss International Air Lines subsidiary, ordered one A330-300 for delivery in March 2011 to replace its single A330-200.

The carrier operates three A320s and is evaluating the addition of a fourth. It will launch a weekly Zurich-Calgary-Vancouver service on May 31.

Edelweiss transported 703.000 passengers last year, nearly 25% more than in 2008.

[Vous devez être inscrit et connecté pour voir ce lien] has secured European certification for its [Vous devez être inscrit et connecté pour voir ce lien] freighter, with the twin-jet attaining a slightly higher payload capability than originally expected.

It has obtained European Aviation Safety Agency certification after putting the aircraft through a 200hr flight-test regime. The tests involved airframes equipped with both Rolls-Royce and [Vous devez être inscrit et connecté pour voir ce lien] engines.

Airbus says the aircraft has achieved a payload capability of 70t.
The airframer has previouslyspecified a 69t payload over 3,200nm (5,930km) or 64t over 4,000nm (7,400km).

It states that the higher payload follows "some design optimisation".

"With the freighter market already showing signs of recovery, rising by 20% so far this year, we now have a great new aircraft to offer customers," says Airbus' [Vous devez être inscrit et connecté pour voir ce lien] chief engineer Christian Favre.

EASA has certified the aircraft by amending the type certificate for the passenger version of the A330-200.

Airbus expects corresponding certification from the US FAA.

IN THE BATTLE FOR SUPREMACY TO SUPPLY THE LION'S SHARE OF twin-aisle aircraft, a market estimated at 7,925 planes over the next 20 years, 2010 will go down as a pivotal year that will set strategies and fortunes for decades to come. Overall, Airbus forecasts that the global market over the period is for 25,000 new passenger and freighter aircraft valued at $3.1 trillion made up of 1,700 very large types, 6,250 twin-aisles and almost 17,000 single-aisles.
The airline industry is watching and waiting for answers to a multitude of questions: Will Airbus solve the A380's production and nettlesome reliability issues? Will Boeing's 787 perform as promised and are its nightmare development problems behind it? Will its 747-8 meet its brochure performance? And how will it update its 777 to meet the promise of the A350-1000?
The stakes are sky high and the complexity of the aircraft being built is not for the fainthearted. Two giants are slugging it out with no fewer than three twin-aisle designs each. New factors in the mix are the financing ability of airlines in the post-economic-crisis environment overlaid with the emergence of long-haul low-cost carriers and the disturbing decline in high-yield travel that is driving airlines to reevaluate their product offerings and cabin layouts.
Quite possibly the biggest gamble belongs to Boeing, which has to decide the future strategy of its all-conquering 777, which essentially has eliminated the A340 from the market as it did the MD-11 more than a decade ago. The company has sold 1,117 777s and delivered 840, almost double the combined sales of the A340 series (378) and MD-11 (200). Production rate of the 777 is currently five a month, down from a peak of around seven, while the A340 backlog is just four aircraft over the next two years.
One airline that is very clear as to what it requires is Emirates, which has the world's largest fleet of 777s with more than 80 in service. It wants an all-new 777 by 2018. "Our first [and oldest] 777 will leave the fleet in 2017," President Tim Clark explains to ATW. "The 777-300ER is a stellar performer and passengers love it. By taking weight out we are even getting it to fly Dubai-San Francisco (16 hr.) with 35 tonnes outbound and 40 tonnes coming back. That is nearly a full payload."
He suggests that while the A350-1000 looks great and will cut fuel burn, it is a 10-12-hr. aircraft with full payload and "its performance falls away after that." However, Rolls-Royce and Airbus say they have the engine power available to develop the -1000 further.
"We have been patient waiting for Boeing to get the 787 into the air and I guess they are starting to get an idea of the performance, which would have some flow on to the 777 redevelopment," Clark notes. "It is great to see Lars Andersen back heading the 777 development." In January Boeing convinced the former VP and program manager of the 777, who retired in 2007, to return to consult to the Advanced 777 Product Development team. The manufacturer already is touting a 4%-5% improvement for the 777, which Clark describes as "meaningful but not enough."

New Models
In the shorter term he would like to see some significant variants of the 777: A 777-250 sized between the -200LR and -300ER and also a slight stretch to create a -400ER to seat 400 in three classes. In the longer term, a new wing and engines are needed, he maintains. "I expect to get more details in April and I hope GE comes up with the goods [more thrust]. The GE-90-115B is a superb engine with very few problems."
Boeing's line for some time has been that it is waiting to see what the A350-1000 really looks like before it responds. That ploy may have had more to do with its engineering talent being tied up with 787 issues, but now airlines such as Emirates, which was a major driving force behind the 777-300ER/-200LR models, have a clearer picture of what the A350 will do. Boeing needs to move on the 777 upgrade and successor this year if it is to remain the dominant player in that class, analysts suggest.
Airbus claims its A350 XWB is on track, with construction of the final assembly hall well underway and the first composite layup for the center wing box manufactured in Nantes in December. Teal Group VP-Analysis Richard Aboulafia sees the A350 as a "crucial plane" for Airbus and likes it more and more. "The composite panel approach is good and may give Airbus more flexibility," he notes. While he is upbeat on the -900 version, he is lukewarm on the -800 and -1000 models. Responding to the manufacturer's announcement that it had abandoned the -800 as a standalone design and would simply shrink the -900, he says, "Shrinks don't work. Essentially, Airbus has given up on [competing with] the 787."
COO-Customers John Leahy will have none of that, telling ATW at the Singapore Airshow last month that the A350-800 will play a role similar to that of the -200 in the A330 family and "enjoy the same success." The shortened version of the A330-300 is largely credited with driving the 767 out of the market, although Boeing's delays on the 787 ironically have breathed a bit of life into that program.
The changes to the A350-800 add 3 tonnes more payload and boost the range by 250 nm., Leahy claims, although he concedes they add a few percent to the fuel burn. Airbus has 182 orders for the -800, 248 for the -900 and 75 for the -1000 with deliveries set to start in late 2013. Production rate has been reported as reaching 13 a month by 2017.

Fewer Models
Like Airbus with the A350, Boeing is simplifying its 787 model offering by scrapping the -3 version ordered by Japan Airlines and All Nippon Airways, both of which swapped those orders for earlier deliveries of the 787-8. With no outstanding orders, VP-Marketing Randy Tinseth told this magazine in Singapore that while the company hasn't made the decision to cancel the -3, "I can't imagine us building it."
Boeing is upbeat after getting the 787 into the air late last year, and the flight test program appears to be proceeding apace, with two aircraft having completed 44 flights and more than 141 hr. by Feb. 17. Two more 787s were due to join the flight test program in February, with the first (Ship 4) being used for aircraft performance. Ship 3 was being fitted out for the passenger environment and was due to fly late in the month. All four are powered by the Trent 1000. The final two flight test aircraft, powered by GEnx engines, will be used for aircraft performance and service readiness.
According to Bernstein Research, the positive news about the flight testing is that Boeing has not reported "any serious issues, with only minor problems similar to those typically found at this stage of a program." A negative, it adds, is the low number of hours achieved so far, "which represent a level of flight test intensity well below" its expectations. By contrast, the research group highlights that the 777 program averaged 70-80 hr. per aircraft per month. It is keenly awaiting the results of the flutter and stability control tests, which it expects this month, calling them "a critical point" in terms of risk reduction.
Aboulafia is cautious on the 787, saying it is difficult after all the missteps to regain the optimism that surrounded the program when the first aircraft rolled out on July 8, 2007. He notes that Delta Air Lines has chosen to refurbish its 767s despite having orders for 18 787s and options for 50 more, a clear sign that the 767s will be in the fleet for another decade. Still, Boeing has retained 56 customers for 851 aircraft with options for 313 and price rights for 121. It holds another 201 commitments from various customers.
Bernstein is leery of the production ramp-up, forecasting just three deliveries this year, 25 in 2011, 50 in 2012 and 92 in 2013. The second production line in Charleston is due to start rolling out 787s in 2014 and will help provide the capability to achieve a 10-per-month-plus rate by that year with an eventual target of 14 a month.
While Boeing faces enormous challenges certifying the Dreamliner on its aggressive schedule and ramping up production, Airbus continues to struggle with building the A380 more than three years after first delivery. President and CEO Tom Enders admitted in January that the build rate was not up to expectations, with only 10 handed over in 2009 although three more were delivered in January. This year the company plans to deliver 17 and achieve a rate of two per month by December.

Pleasing and Frustrating
Airlines, meanwhile, are finding that the A380 has both enormous passenger appeal and some frustrating quirks, with mechanical dispatch reliability averaging 97.5%--below where Airbus and customers want it to be.
"Some weeks we get 99% dispatch reliability, other weeks we get 90%. There are a few exasperating issues but we now understand the complexity of the aircraft. It's a challenge. We get stupid failures," Clark laments. However, he also notes that "passengers love the aircraft and it is very, very profitable for the airline." He cites the fact that EK flies to both London Gatwick and Heathrow and Gatwick passengers are driving on the normally heavily congested M25 to LHR to fly on the A380.
That experience is being replicated at both Qantas and Singapore Airlines, which are boasting load factors of 83% on their A380s. According to Airbus Director-Product Marketing-A380 Richard Carcaillet, SIA is delighted with the aircraft's performance on the mid-range Singapore-Hong Kong and Tokyo Narita routes. On the Narita route, SIA, the dominant carrier, lifted its passenger count by 8% after introducing the A380 while all other airlines have declined, according to Sabre Booking Data supplied to ATW by Airbus.
Addressing the aircraft's reliability record, Carcaillet says it achieved 97% on technical issues in the first year, which compares well with the 777 at around 98% and is well ahead of the 747-400, which swung between 89% and 93%. New software upgrades, introduced on the 33rd and first Air France A380, are addressing many of the reliability issues. The revisions are being installed on the 26 aircraft in service.
Relative fuel burn between the A380 and 747-8 has been a contentious subject of claim and counterclaim between the OEMs, but Carcaillet tells this magazine that SIA is achieving a 20% reduction in fuel burn compared to its 747-400s. It is understood that Qantas is getting approximately 17% improvement over the -400. These figures, he says, support Airbus's numbers that give the A380 with 525 seats an 8% fuel burn advantage over a 747-8 with 405 seats under Airbus rules. While Airbus has adjusted its seating figures to reflect new configurations, Boeing claims there is only a 100-seat difference between the two superjets, which would reduce the fuel burn advantage.
Boeing's first 747-8F took to the air on Feb. 8, launching a three-aircraft test program. At first flight, 93% of the engineering data had been released for the 747-8I"ahead of its [rescheduled] plan," according to Tinseth. The Seattle giant has been able to secure orders for 108 747-8s of all models, plus 46 options and 33 price rights, with key sales campaigns shaping up this year. Aboulafia sees "A380 pricing as a major obstacle" for Boeing. Tinseth suggests that the company will be "on stronger ground" with the 747-8 flying and producing "hard fuel data."
Leahy says he expects to secure 10 A380 sales this year, most likely from the Asia region, and it would appear from discussion in the display halls at the Singapore Airshow that Boeing and GE will have to be a little sportier if they are to secure more orders for the 747-8 passenger version. According to Aboulafia, the biggest competitor to the 747-8I is the 777-300ER and potential upgrades of the type, while with Airbus airlines will be looking critically at the profit potential of the A350-900 and -1000 when evaluating the A380.
The game of one-upsmanship between aircraft manufacturers has never been as sporty. Whereas Lockheed once pitted its TriStar against the McDonnell Douglas DC-10 and some years later Boeing squared up the 767 against the A300, today Boeing is lining up its 777, 787 and 747-8 against Airbus's A330, A350 and A380 for the dominant share of a 7,925-aircraft market over 20 years.

The Cycle is Dead, Long Live the Cycle
The 21st century's first aircraft re-equipment cycle came to an end last year--or began, depending on the starting line--as deliveries of large transports exceeded orders for the first time since 2003. Gross orders for Airbus and Boeing totaled 573 (413 net of cancellations) against 979 deliveries (see tables). That trend is expected to continue for at least another 2-3 years as airlines struggle to fund and digest a portion of the more than 9,000 jets ordered over the past five years.
Boeing Commercial Airplanes VP-Marketing Randy Tinseth told reporters at last month's Singapore Airshow that the airline recovery has begun "but will be slow and uneven," with industry profits expected to return in 2011 and aircraft demand in 2012.
After delivering 481 aircraft in 2009, Boeing expects to hand over 460-465 this year, with new orders forecast to be below that figure. It sold 263 aircraft last year but suffered 121 cancellations and 271 deferrals. It expects fewer of these in 2010, Tinseth said, adding that the number of cancellations trended downward throughout 2009. The build rate for the 737 remains at 31 per month while the 777 will drop from seven to five in June as previously announced. Plans to boost the production rate for the 767 and 747 have been put on hold.
Airbus COO-Customers John Leahy, meanwhile, said the manufacturer expects to book 250-300 orders in 2010, including 10 A380s, and deliver 483-498 aircraft, thereby out-producing Boeing for a sixth consecutive year. Airbus delivered 498 aircraft in 2009 and recorded gross orders for 310 (271 net). Its total backlog of 3,488 as of Dec. 31 was worth $437.1 billion and was equal to six years of full production. Tinseth put Boeing's commercial backlog at 3,375 aircraft valued at $250 billion.

Jeannot a écrit:Un long article retrouvé sur ATW sur la bataille des bi-couloirs.

IN THE BATTLE FOR SUPREMACY TO SUPPLY THE LION'S SHARE OF twin-aisle aircraft, a market estimated at 7,925 planes over the next 20 years, 2010 will go down as a pivotal year that will set strategies and fortunes for decades to come. Overall, Airbus forecasts that the global market over the period is for 25,000 new passenger and freighter aircraft valued at $3.1 trillion made up of 1,700 very large types, 6,250 twin-aisles and almost 17,000 single-aisles.
The airline industry is watching and waiting for answers to a multitude of questions: Will Airbus solve the A380's production and nettlesome reliability issues? Will Boeing's 787 perform as promised and are its nightmare development problems behind it?

Will its 747-8 meet its brochure performance?

And how will it update its 777 to meet the promise of the A350-1000?

Quite possibly the biggest gamble belongs to Boeing, which has to decide the future strategy of its all-conquering 777, ..... Production rate of the 777 is currently five a month, down from a peak of around seven,

One airline that is very clear as to what it requires is Emirates, which has the world's largest fleet of 777s with more than 80 in service.

It wants an all-new 777 by 2018. "Our first [and oldest] 777 will leave the fleet in 2017," President Tim Clark explains to ATW.

...He suggests that while the A350-1000 looks great and will cut fuel burn, it is a 10-12-hr. aircraft with full payload and "its performance falls away after that."

However, Rolls-Royce and Airbus say they have the engine power available to develop the -1000 further.

.... In January Boeing convinced the former VP and program manager of the 777, who retired in 2007, to return to consult to the Advanced 777 Product Development team. The manufacturer already is touting a 4%-5% improvement for the 777, which Clark describes as "meaningful but not enough."

New Models.

In the shorter term he would like to see some significant variants of the 777: A 777-250 sized between the -200LR and -300ER and also a slight stretch to create a -400ER to seat 400 in three classes.

In the longer term, a new wing and engines are needed, he maintains. "I expect to get more details in April and I hope GE comes up with the goods [more thrust]..."

".....The GE-90-115B is a superb engine with very few problems."

... Boeing needs to move on the 777 upgrade and successor this year if it is to remain the dominant player in that class, analysts suggest.

Airbus claims its A350 XWB is on track, ......Teal Group VP-Analysis Richard Aboulafia sees the A350 as a "crucial plane" for Airbus and likes it more and more. "The composite panel approach is good and may give Airbus more flexibility," he notes. While he is upbeat on the -900 version, he is lukewarm on the -800 and -1000 models. Responding to the manufacturer's announcement that it had abandoned the -800 as a standalone design and would simply shrink the -900, he says, "Shrinks don't work. Essentially, Airbus has given up on [competing with] the 787." .

COO-Customers John Leahy will have none of that, telling ATW at the Singapore Airshow last month that the A350-800 will play a role similar to that of the -200 in the A330 family and "enjoy the same success." The shortened version of the A330-300 is largely credited with driving the 767 out of the market, although Boeing's delays on the 787 ironically have breathed a bit of life into that program.

The changes to the A350-800 add 3 tonnes more payload and boost the range by 250 nm., Leahy claims, although he concedes they add a few percent to the fuel burn.

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

Sevrien a écrit:Bien entendu, l'affaire MAS confirme encore une fois nos dires, d'il y a longtemps, que, dans le cas de l'A330-300, le B777-300ER allait rencontrer de la concurrence là où Boeing-GE ne l'attendait pas !

Je m'explique.

(i) J'ai délibérément décroché par rapport aux "reportings" habituels. Il ne s'agit pas de modifier les règles. C'est que je me place sur une étude de l'impact de la seule annonce du programme A350-XWB.
J'y reviendrai ci-dessous.

(ii) Malgré les efforts de Boeing & d'Airbus de :
-- 'finaliser l'enregistrement de leurs commandes reçues chaque année', d'une manière qui permette une comparaison valable entre les deux, en terme de commandes reçues pendant la période (année) écoulée / les "orders received", ....et du solde des commandes en mains à la fin de ladite période / année, restant à livrer / "order backlog",
-- et de faire 'auditer' ces commandes reçues, brutes et nettes, ainsi que ce solde de fin d'exercice du registre extra-comptable qu'est le carnet de commandes, soit le "order back-log" / 'commandes en main', et,
-- dans le processus de cet 'audit', de faire constater par les auditeurs indépendants, comme cela se doit, que les bases et méthodes d'enregistrement (des commandes reçues, annulées, et, le cas échéant, 'ajustées'), ont bien été appliquées de manière constante, période par période, pour les périodes concernées (en général les années 'N' et 'N-1'),
-- on a observé souvent des 'litiges' liés aux resultats publiés, même après audit ! Pas trop grave.

(iii) Ayant connu ce problème maintenant sur des décennies d'expériences, dans l'industrie lourde, les télécommunications (dans 3 générations technologiques, nécessitant différents 'mètres de mesure' ), dans l'aviation civile et la Défense, et dans des industries de services, tels que la publicité ou l'expertise comptable, audit & conseil & services informatiques, et,
-- ayant vu, tant chez Boeing qu'Airbus, les zones d'ombre, via lesquelles on peut stocker des commandes qu'on aurait dû ou pu déclarer,
-- et qu'on avait 'cachées' (facile à faire ; je n'entre pas dans le détail),
-- pour les libérer l'année suivante,... , et, par là, améliorer l'image de la performance de ladite année suivante , mais sans vraiment améliorer la performance commerciale ou financière, toutes choses égales par ailleurs,
-- j'ai décidé que le regard usuel sur les données historiques ne m'aiderait pas beaucoup.

(iv) Aussi, je voyais qu'il y aurait, comme cela a été le cas, les périodes d'inertie, floues, sur le plan administratif & commercial, qui viendraient fausser les comparaisons, tout comme cela a été le cas pour Boeing, et comme cela a 'joué des tours' (désavantageux, au debut, à Boeing, dans les analyses concernant les prises de commandes des B777-300ER, alors que la seule présence, à l'esprit des gens qui hésitaient, de cet appareil, ralentissait indéniablement les progrès des A340-600 / -500 ! ).

(v) Enfin, pendant la période AVANT "l'autorisation d'offrir" de l'A350-XWB, il était clair que se ralentissaient les prises de commandes, des B787 (mais cela était inévitable, temporaire, et n'est pas notre sujet) & des B777-300ER (qui n'a pas été temporaire, qui est réel, et qui est notre sujet).

(vi) J'ai, donc, cherché le point de départ / mois à partir duquel, ce phénomène de ralentissement a commencé ! J'ai détecté que :
-- même les prises de commandes et d'options des A350 d'origine, jouaient un rôle, et avaient un impact ;
-- le seul fait d'avoir DIT que les A330-300 & -200 ne seraient pas abandonnés, a généré des ventes, soit des transformations d'options en commandes fermes.

(vii) Vous trouverez, Elmer & ...... -- mais contrôlez encore ; ne me croyez-pas 'aveuglément ; ce n'est pas ce que je cherche ! -- que, pour étudier ce phénomène de ralentissement des commandes du B777-300ER, il faut commencer à regarder vers la fin mars, 2006, quand Steve UDVAR-HAZY, CEO, ILFC, a 'engueulé' Airbus pour sa proposition A35O !

(viii) Depuis cette période-là, il y a eu beaucoup d'A330 de commandé, et très peu de B777-300ER. Et le phénomène s'est accentué quand l'A350-XWB a été seulement annoncé à Farnborough ! Regardez, donc, mes dires sur cette période, commençant en avril, 2006, .. disons.

Car le vrai problème "managérial" / "stratégique" pour les Cies. acquéreuses commence là ! On se moque des excuses d'Airbus ou de Boeing ! EUX ne SONT PAS le sujet !

Le sujet, c'est le marché ! Que peut / veut prendre le marché ! Quelle est l'offre ? Comment agissent les acteurs qui achètent ! Sans oublier que,
-- en période de croissance du marché des opérations, qui coïncide avec une période de pénurie, ou de risque de période anticipée de pénurie.... d'offre de PUC ("Passenger Uplift Capability"), celui qui n'a pas de stock à vendre & à livrer rapidement est mal placé !

(ix) La comparaison est valable, et même l'inclusion des avions A330 de compensations (LHA, SIA & THAI, par exemple ... ) est valable, car,
-- s'agissant non seulement de compensations dans les retards de l'A380, pour 'préjudice financier' / "consequential loss prévisible estimé & /ou réel", certains acteurs, clients A380 ou pas, et surtout les NON acquéreurs / 'commandeurs' de l'A380, se ruaient sur le marché pour avoir du PUC ;
-- Boeing & les lessors avaient très peu de B777-300ER à offrir (et ce fut l'avion recherché, .. à fort prix ! ) ;
-- et toutes les Cies. étaient touchées, ou anticipaient de l'être, par les ricochets des retards dans les livraisons des A380 !

(x) Ce que Boeing, et d......, et Randy BASELER, n'avaient pas réalisé, c'est que certaines personnes chez Airbus (il y tout de même des gens perspicaces chez Airbus ! ) avaient bien compris ce qui allait se passer, en raison de ces retards A380 ! Il fallait bien qu'Airbus trouve des parades, car Airbus allait être exposé à de graves risques, dont ceux à l'extérieur ne pouvaient mesurer l'ampleur. Leur seul "outil de travail" / "cheval de bataille" pour contrer Boeing dans les "wide-bodies" était la famille A330 ! L'A340-600HGW ne faisait pas recette (ajouté le 28/04 /2007, pour mettre les points sur les "i" et les barres sure les "t" , pour ceux qui n'ont pas compris tout de suite ! ).

Néanmoins, pour être tout a fait équitable, d......avait bien écrit, sous la rubrique A330 de 2007 à 2014, dans son post du 07/01/2007 à 10h43 :
-- "Dans la situation actuelle, seules les companies de leasing seraient intéressées par l'A330. Il est donc logique qu'il y aura beaucoup de commandes de leur part".-- d.....avait continué, le 07/01/2007 à 12h31:
-- "En fait il faut regarder en détail leur mode de financement. Je suis quasiment sur que extrémement peu sont achetés en achat direct (en tant que propriétaire). Il y a beaucoup de "financial lease" ou crédit bail.

"On a du mal à imaginer qu'une compagnie achète un avion qui la rend peu compétitive dans deux ou trois ans quand les 787 seront entrés en service"

J'avais décidé de le contredire, (voir mon post du 07/01/2007 à 12h34, même rubrique)

Je contestais son 'péremptoire' sempiternel. D..... avait bien compris le problème 'technique', et le 'positionnenement dans le contexte temporel' de l'A330. Sous cet angle-là, son analyses était bonne ! Mais D..... ne voulait absolument jamais voir l'enjeu pour Airbus, et le sérieux de cet enjeu ! Aussi, d....., comme les BCL, ne 'captait' pas la pertinence de cet avion, A330, comme concurrent du B777-300ER -c'est-à-dire, un avion capable de venir jouer de manière crédible dans ce que les BCL considéraiant comme le jardin exclusif du B777-300ER ! D..... et Boeing ont une définition assez étriquée de la notion de 'concurrent', surtout dans ses action et 'application'!

(xi) Airbus a travaillé avec les Société de leasing, aussi bien qu'en interne, pour développer les arguments que je vous ai exposés sur le Forum comme quoi :
-- le B777-300ER est absolument "over-performing" ;
-- les A330 peuvent être une meilleure affaire (je ne reprends pas tous les détails ; vous les avez compris)!

(xii) Les lessors "modernes & jeunes" voulaient leur place au soleil, et que les acteurs tels que GECAS & ILFC ne fassent plus la pluie et le beau-temps. A l'instar d'AerCap, ils ont :
-- développé des "deals" avec Airbus,
-- et fait une pédagogie auprès de leurs Cies. Clientes, pour prouver que :
-- dans 95% des cas, elles n'avaient pas besoin du rayon d'action de 14,300 kms,
-- et n'avaient vraiment pas besoin, simultanément,
de la capacité PAX & de la distance maximale franchissable, --
-- la distance franchissable la plus longue 'représentative' dans leur porte-feuille d'itinéraires "long-haul" allait 'plafonner' dans une fourchette allant de 9,000 kms à 12,000kms,
-- et ceci correspondait parfaitement aux performances respectives des A330-300 & -200, bien moins cher, en terme de "Cost of Acquisition / Leasing ", ... "Cost of Possession & / or Ownership", & de DOC !
--
(xiii) Airbus a dégagé des créneaux de production disponibles, et peut livrer assez rapidement les Cies. qui achètent en direct, et les Lessors, qui font les opérations de leasing, auprès de clients ayant des besoins de 4 à 8 ans maxi, avant de prendre livraison d'avions du genre A350-XWB, ou de B787, ou, comme nous l'avons vu, les clients d'A380 ayant de nouveaux besoins de PUC !

(xiv) De fait, Les B777-300ER en carnet de commandes à livrer, occupent Boeing jusqu'au 4ème trimestre de 2010 ; aucun B777-300ER "new-build" ne saurait être livré avant le 1er ou le 2ème trimestre 2011, bien trop près des dates de livraison des 1ers A350-XWB, et de leurs A380, le cas échéant ! Ces clients, qui cherchaient à avoir du PUC disponible rapidement, à acheter ou à louer, peuvent se servir chez Airbus, ou les "nouveaux lessors". Même ILFC & GECAS se trouvent "squeezed out" ! ILFC a annoncé que pour le B777-300ER, c'est trop tard, .. c'est terminé ! Faut envisager un nouveau B777, le B777-400ER !

(xv) Le livraisons à venir en B777-300ER ne répondent pas au besoin en PUC qui s'exprime en ce moment ! Ce sont des commandes engrangés il y a longtemps ! Quasiment personne ne passe de vraies nouvelles commandes en B777-300ER ! Les commandes s'assèchent ! Et, ne faites pas l'erreur de confondre des commandes passées par des lessors de B777-300ER, et les livraisons de ces commandes vers des clients qui ont déjà fait leurs commandes !

(xvi) En attendant, les nouvelles commandes sont prises par Airbus, pour des A330, pour pouvoir répondre aux besoins en PUC se faisant sentir en ce moment, et pour lesquels il n'y a pas, & n'y aura pas de B777-300ER !

(xvii) Regardez les flux (vraies nouvelles commandes prises depuis avril 2006 !). Vous trouverez bien ce que je veux dire !

(xviii) B777-300ER : pour ainsi dire, il n'y a plus que des commandes anciennes à livrer.
-- Pour les A330, il y de cela, bien sûr, mais, il y a des commandes qui ont été prises, qui seront prises encore, et qui seront livrées, dans un cadre de temps, où ceci n'est plus possible pour B777-300ER!
-- Et le B777-300ER ne sera plus compétitif face à l'A350-XWB-1000 .... loin s'en faut ! Et, en attendant les A350-XWB, les A330 sont plus faciles à exploiter rentablement, voyage par voyage, que les B777-300ER, et les clients (Lessors, lessees, et / ou acquéreuers directs) le savent !

(XiX) La seule perspective de l'arrivée de l'A350-XWB-1000 n'empêche pas les B777-300ER déjà commandés d'être livrés ; mais elle empêche de nouvelles commandes d'ètre prises ! En attendant l'A350-XWB, les besoins à court terme sont satisfaits par des A330 ! Regardez le cas d'USAirways ! Je vous signale que cette Cie. a encore 10 options d'A330-300 non encore exercées, qui peuvent lui permettre d'attendre les A350-XWB!

(xx) De fait, les vraies nouvelles commandes de B777-300ER s'assèchent, tendance qui va se renforcer, et Steve UDVAR-HAZY est en train de 'pleurer' cette situation, en demandant un nouvel avion !

L'association des victimes de l'Airbus A330 d'Air France qui s'est abîmé en mer en juin 2009 entre Rio et Paris, a envoyé mercredi ses "profondes condoléances" aux familles des victimes du crash à Tripoli d'un Airbus A330-200 d'une compagnie libyenne, soulignant que ces appareils ont de "sérieux problèmes".

2010 AFP

Investigators examIning the Afriqiyah Airways A330-200 crash are expected to focus on faulty landing aids and the pilots being blinded by the sun as possible causes.

Flight 8U771, en route from Johannesburg, was attempting to land at Tripoli International at about 6 a.m. local time Wednesday when it crashed about 900 m. short of the runway, killing all but one of the 104 passengers and crew aboard ([Vous devez être inscrit et connecté pour voir ce lien]). The only survivor was an 8-year-old Dutch boy. The Netherlands announced yesterday that 70 of the passengers were Dutch citizens.

ATWOnline has learned that Runway 09, to which the aircraft was headed, does not have an ILS and the VOR navigational aid was suffering from interference.

Pilots were warned in a NOTAM that "interference from signal being experienced during current airport development work. VOR should be used with caution."

The aircraft was landing to the east and crashed just as the sun was rising, leading to suspicions that the pilots may have been blinded by sunlight to possible errors in their approach and height caused by problems with the landing aids.
The aircraft's flight data and cockpit voice recorders both have been recovered.
Libyan Transport Minister Mohammed Ali Zidan told media that the A330-200 was acquired by the airline last September and first flew on Aug. 12. Its latest maintenance check was done under contract by Lufthansa Technik in Milan on March 5. It had flown only 1,600 hr. and performed 420 landings.

New evidence suggests that the pilots of the Afriqiyah Airways A330-200 that crashed last week on approach to Tripoli International may have mistaken a major road that runs toward and then veers to the right of the airport for the runway. The aircraft crashed 900 m. short of the threshold of Runway 09 and 200 m. to the right, just beside the road. ATWOnline reported last week that Runway 09 does not have an ILS and the VOR navigational aid was suffering from interference ([Vous devez être inscrit et connecté pour voir ce lien]). The pilots also may have had their vision impaired by a combination of the rising sun and ground haze.

Airbus will hand its A330-200F flight test aircraft to Turkish Airlines later this year.
Turkish Airlines, last November, placed an order for two A330-200Fs to be delivered in late 2011. The carrier's CEO, Temel Kotil, reveals to ATI that "one of them is the testing aircraft".

Airbus certified the A330-200F in April following a 200hr flight test programme which began last November. ATI reported after first flight that Airbus was planning to rework the A330-200F test aircraft - MSN 1004 - for a customer after the testing programme was complete.

The first production A330-200F is scheduled to be delivered in August to Etihad Airways.
Kotil says Turkish expects to receive its two A330-200Fs in September and October. He says that when Airbus offered the test aircraft, at a discount, the carrier accepted because it believed it was equivalent to the production aircraft.
"It's cheaper. It's a good machine. The A330 is an established aircraft," Kotil told ATI during a Star Alliance event in Sao Paulo.
He adds that, for cargo operations in particular, taking a test aircraft "is not a big deal".

Kotil says Turkish plans to operate its A330-200F on cargo services to Asia, in particular China. According to Flightglobal's ACAS database, Turkish's freighter fleet currently consists of four Airbus A310-300Fs.
Kotil says Turkish will also take delivery in October of the first of 10 new A330-300 passenger aircraft the carrier ordered last year. He says the carrier will receive four A330-300s in the fourth quarter alone and subsequently additional aircraft will be delivered at a rate of about one per month.

Turkish plans to use new A330-300s to open new services to Dhaka in Bangladesh and Ho Chi Minh City in Vietnam. Turkish first indicated late last year that Dhaka and Ho Chi Minh were among several new destinations it was planning to launch in 2010.

Kotil says some of the four new A330-300s to be delivered in the fourth quarter of this year will also be used to increase frequencies in several Asian markets including Osaka and Seoul.

Anicet23 a écrit:Bonjour [Vous devez être inscrit et connecté pour voir cette image]

Le MSN 1004, A 330-200F proto a volé le 5 novembre 2009

Moteurs P&W série 4000

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

Turkish Airlines confirms that one of the two [Vous devez être inscrit et connecté pour voir ce lien]-200Fs it ordered last November will be the [Vous devez être inscrit et connecté pour voir ce lien] development aircraft that undertook the bulk of the type's 200h flight-test programme.

Chief executive Temel Kotil says Turkish expects to receive its two A330-200Fs in September and October, and reveals that "one of them is the testing aircraft", which made it "cheaper".

The aircraft is MSN1004, which first flew last November as a Pratt & Whitney [Vous devez être inscrit et connecté pour voir ce lien]-powered aircraft, but is being re-engined with Rolls-Royce Trent 700s for Turkish as part of its rework before delivery...............

A330-200F’s prospects as DC-10 replacement boosted as fuel prices rise: Airbus
[Vous devez être inscrit et connecté pour voir ce lien] believes that the increasing cost of fuel will help draw demand for its [Vous devez être inscrit et connecté pour voir ce lien] Freighter from operators of [Vous devez être inscrit et connecté pour voir ce lien] DC-10Fs, a target replacement market for the new cargo widebody.
The airframer's freighter marketing manager Jonathan Lesieur concedes that in a low fuel-cost environment the $190 million, 70t payload [Vous devez être inscrit et connecté pour voir ce lien]-200F was a hard sell as a DC-10F replacement, but the picture is changing as oil prices rise and cargo yields become more challenging.
"When fuel was at $1 a US gallon, it wasn't that easy for A330-200F's lower operating costs to compensate its higher acquisition costs compared with a DC-10F, which is approximately the same size in terms of payload," he says.
However, Lesieur says as fuel prices rise with no clear idea where they will end up, the A330's lower fuel burn and associated operating cost savings over the three-crew, [Vous devez être inscrit et connecté pour voir ce lien] trijet are making it a much more attractive proposition.
"When fuel was at $1 per US gallon [26¢/litre] it required an annual utilisation of 4,000h for the A330-200F's higher capital costs to be offset by its lower operating costs over a DC-10F," he says. "But now when fuel is at around $2.50/$3 per US gallon, this utilisation is halved to 2,000h."
Flightglobal's ACAS database lists around 90 DC-10Fs in service, with eight operators. The largest of these is US express package carrier FedEx Express with 66 aircraft, but Airbus is pitching the A330-200F more at general cargo operators, says Lesieur. "A lot of these DC-10 operators easily do 2,000h a year," he adds.
The express package carriers, which generally have lower cargo densities and a greater focus on volume rather than payload/range capability, are a target of the proposed passenger-to-freighter conversion of the larger [Vous devez être inscrit et connecté pour voir ce lien]. "This could carry 26 containers on the maindeck," says Lesieur.

[Vous devez être inscrit et connecté pour voir ce lien] Freighters for two of the initial operators are undergoing flight-testing in Toulouse.

Etihad's Crystal Cargo division will be the first customer to receive the newly certificated freighter variant, later this summer.

Before delivery, this [Vous devez être inscrit et connecté pour voir ce lien]-200F is expected to be displayed at the [Vous devez être inscrit et connecté pour voir ce lien].

Meanwhile, the first of three A330-200Fs that Hong Kong Airlines is leasing from US lessor Aircastle is undergoing testing and is due for delivery later this year. Both of the new 70t payload freighters are powered by [Vous devez être inscrit et connecté pour voir ce lien] engines.

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").
  
  

• Ils rêvent.
  

• Qu'ils se posent quelques questions, ... par exemple.
  
• 
  
• Depuis la création d'Airbus, quand y a-t-il eu un programme de remotorisation d'une quelconque variante d'Airbus, surtout en gros porteur ("wide-body"/"twin-aisle : carlingue large / bicouloir... ) ?
  
• 
  
• Pourquoi est-ce que l'A330 devrait être choisi pour une remotorisation ?
  
• 
  
• Et pourquoi retenir le GEnx comme choix de moteur ? Le Trent 1000 est bien mieux adapté (surtout bien plus léger ! ), même si, à l'heure actuelle, le RR Trent 1000 est "bleedless" !
  
• 
  
• Pourquoi choisir GE comme motoriste, quand il a à peine 20% de la base installée ?
  
• 
  
• Après les coups de GE a faits / tenté de faire à Airbus (sur l'A350-XWB-1000, notamment), pourquoi Airbus devrait-il être fisposé, le cas échéant, à proposer une telle opération de remotorisation àGE, et à son GEnx ?
  
• 
  
• Qui payerait l'adaptation des avions, et une nouvelle nacelle (peut-être) spécifique aux A330 ?