Singapore Airlines : SQ : SIA

GROUP FINANCIAL PERFORMANCE

Third Quarter 2010-11

The Group made an operating profit of $509 million in the third quarter of the 2010-11 financial year, an increase of $186 million (+58%) over the same quarter last year.

Group revenue at $3,841 million grew $423 million (+12%) year-on-year, supported by continued improvement in carriage and yields.

On the cost side, Group expenditure rose $237 million (+8%) to $3,332 million.

Expenditure on fuel before hedging increased $154 million owing to higher jet fuel prices.

Group net profit for the third quarter was $288 million, a decline of $116 million from the corresponding period a year earlier.

In the quarter, a $199 million provision was made in accordance with the Singapore Financial Reporting Standards
for fines imposed.

While SIA Cargo has accepted the plea offer made by the United States Department of Justice, it has filed appeals against fines imposed by the European Commission and the South Korean Fair Trade Commission, and intends to contest these fines .

Excluding the fines, Group net profit improved by 21%.


The Parent Airline Company earned an operating profit of $378 million in the third quarter, $147 million more than in the same three months of the previous year.

All the main companies in the Group were profitable, with improved operating performance.

„h SIA Cargo Operating profit of $48 million (+18%)

„h SilkAir Operating profit of $45 million (+93%)

„h SIA Engineering Operating profit of $34 million (+58%)

April to December 2010

For the nine months to December 2010, the Group recorded an operating profit of $1,105 million, a turnaround from the $178 million operating loss in the same period the previous year.

Group revenue improved 17% (+$1,567 million) to $10,938 million while Group expenditure rose at a slower rate of 3% (+$283 million) to $9,833 million.

The Group recorded a net profit of $921 million for the April-December period, a turnaround from the net loss of $62 million in the same nine months of the previous year.

FLEET AND ROUTE DEVELOPMENT

During the October-December quarter, Singapore Airlines took delivery of two Airbus A330-300s and reinstated one Boeing 747-400 and one Boeing 777.

As at 31 December 2010, the operating fleet comprised 109 passenger aircraft ¡V eight B747-400s, sixty-six B777s, nineteen A330-300s, eleven A380-800s and five A340-500s ¡V with an average age of six years and two months.


Additional capacity was added during the quarter to popular destinations

including Osaka, Seoul and Houston (via Moscow). Twice-daily services were also

inaugurated to Tokyo Haneda airport.

OUTLOOK

As airlines including SIA continue to inject capacity, advance passenger bookings for the final quarter of the 2010-11 financial year are levelling off.

For air cargo, regional differences will continue to be marked in 2011 with strength in Asia Pacific and uncertainties in Europe markets.

Growth for airfreight is expected to continue for the rest of the financial year, albeit at a slower rate.

On the cost side, jet fuel prices are at two year highs and trending up.

Fuel remains the biggest expense item for the Group.

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

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

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

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

Emirates ne l'exploite pas !

Nous n'avons pas besoin de nous laisser berner !

pascal83 a écrit:
[Vous devez être inscrit et connecté pour voir ce lien]

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

Publié le 28 juin 2010 à 08h00 par François Duclos dans [Vous devez être inscrit et connecté pour voir ce lien], [Vous devez être inscrit et connecté pour voir ce lien] -

La compagnie aérienne Vietnam Airlines, qui est intéressée par l’achat de quatre Airbus A380, devrait attendre la finalisation de la prochaine version de l’avion géant, l’A380-800, avant de passer commande.

La compagnie aérienne Vietnam Airlines, qui est intéressée par l’achat de quatre Airbus A380, devrait attendre la finalisation de la prochaine version de l’avion géant, l’A380-800, avant de passer commande.

Airbus doit en effet commencer dans quelques mois la production de la version « augmentée » de son A380, dont le premier exemplaire devrait être livré à British Airways en 2013.

Cette nouvelle version, A380-800, verra son poids au décollage augmenter de quatre tonnes à 573 tonnes et son rayon d’action gagner 190 kilomètres à 15 360. Surtout, ces changements lui permettront d’emporter une tonne et demie de cargaison supplémentaire. Une évolution qui aurait été réclamée au constructeur européen par des clients qui considéraient le Boeing 747-8I.

L’évolution de l’A380 passe par un renforcement des structures du fuselage et par des ailes ayant une plus grande souplesse pour améliorer leur aérodynamisme. Ces changements ne pourront être faits a posteriori, les appareils déjà livrés ou en construction ne pourront donc pas en bénéficier. En revanche les réacteurs restent les Rolls Royce Trent 900, qui ne nécessiteront pas d’augmentation de la poussée.

Vietnam Airlines a annoncé qu’elle attendra d’avoir tous les détails techniques de l’A380-800 avant de décider de passer commande ferme des quatre appareils. Airbus aurait déjà promis à la compagnie vietnamienne une livraison de l’A380-800 en 2014 ou 2015, à condition bien sûr qu’elle ne tarde pas trop à signer le contrat. Outre British Airways, Singapore Airlines a également commandé dix exemplaires de la nouvelle version.

Nils a écrit:Bonsoir

Réaction de Monsieur Cark à considérer : Si quelques B 777-200ER furent considérés, par principe, l'A 330-200 à 238 t et avec Trent EP, a été retenu.

La simulation pour Air Asia X sur les lignes européennes A 330-200 CF-6 80E1A et P&W 4100 donnait 264 pax standards avec CF-6 et 275 avec P&W

Reste le prix et la décision d'acheter plutôt que de louer, comme c'est le cas pour les 2 A 340-300 assurant la liaison vers l'Europe.

Jeannot a écrit:L'EASA n'impose plus de contrôles répétés et rapprochés de certains éléments des T900 en exploitation

Airlines can stop Trent 900 checks: EASA

Operators of Rolls-Royce Trent 900 engines will no longer be required to carry out repeated inspections of certain engine parts that were mandated by Europe's safety regulator after last November's uncontained engine failure on a Qantas Airways A380.
The European Aviation Safety Agency (EASA) has cancelled the most recent airworthiness directive it issued on 21 December 2010, which listed the requirements for operators to inspect the high pressure / intermediate pressure (HP/IP) structure of Trent 900s.

An uncontained failure of a Trent 900 on a Qantas A380 on 4 November had prompted the EASA to issue the airworthiness directives, which called on operators to carry out repeated inspections of their engines' low pressure turbine case drain, HP/IP structure air buffer cavity and oil service tubes to check for abnormal oil leakage.

Investigations into the Qantas incident have showed that the engine failure was a result of thinning in an oil feed tube, which led to an oil leak and fire. The thinning was introduced during the manufacturing process.

"Since the last airworthiness directive issued on 21 December, the EASA says "the latest progress of the ongoing investigation, further assessment of manufacturing data and additional stress analysis continue to support the above failure scenario".

"In addition, all HP/IP structures containing an oil feed tube with a wall section below a certain threshold, and therefore having a potential risk of fracture, have been removed from service," it adds.
Inspections so far have not identified other engines that are at risk to "develop a failure scenario similar to the uncontained engine failure event", says the EASA.
The safety regulator adds that the inspections are "intrusive" and "introduce some risk from possible maintenance errors".

"The root cause of the incident having been addressed through other adequate measures, it is considered prudent to cancel these inspections," says the EASA.

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

....Toi qui est doué pour les AD !
Tu peux le trouver ??
Savoir surtout si les PB de Butée et de splines bénéficient de cette levée d'écrou !
(Ce qui indiquerait qu'une vraie réforme du côté des boites à roulements et de la rigidité de l'ensemble à été apportée )

Tu as raison, le tuyau mal usiné à été le déclencheur final et brutal ... de la cata, et surtout de son intensité !
Mais pas la seule raison, sinon il n'y aurait pas eu de chasse à la boite à roulements !

• deux événements à conséquences regrettables et à fort potentiel dramatique, mais chacun totalement déconnecté ("totally unrelated to" ) de l'autre (verdict officiel que l'Agité de service / "Dead-horse Flogger" devrait apprendre à respecter, au lieu de couvrir des pages et des pages d'avis contraires, alignés n'importe comment, dans sa bave interminable).
  

• atténuer le danger généré par le "shrapnel" ('chauffé à blanc instantanément) que le fracassement, en raison de la violence de l'énergie (thermocinétique ? Demander à Monsisur Fû, par exemple), lors d'un incident de la soudaineté et de la puissance de celui qui a eu lieu dans un 'incendie d'huile' (en milieu clos, de dimension plutôt réduite), .... pour...
  
• réduire ou mitiger le potentiel des dégâts collatéraux ("collateral damage"), capables de compromettre la sécurité et l'intégrité de l'airframe.
  

Quelqu'un pourrait nous le prédire ?

Rupture de l'arbre IP suite à la sur-vitesse, causée par la surpression due à la combustion de l'huile !
C'est l'arbre qui à lâché, la partition du disc et les dégâts causés en sont la conséquence, le disc n'est pas la cause directe, ça on l'a toujours dit !

Airlines can stop Trent 900 checks: EASA

Operators of Rolls-Royce Trent 900 engines will no longer be required to carry out repeated inspections of certain engine parts that were mandated by Europe's safety regulator after last November's uncontained engine failure on a Qantas Airways A380.
The European Aviation Safety Agency (EASA) has cancelled the most recent airworthiness directive it issued on 21 December 2010, which listed the requirements for operators to inspect the high pressure / intermediate pressure (HP/IP) structure of Trent 900s.

An uncontained failure of a Trent 900 on a Qantas A380 on 4 November had prompted the EASA to issue the airworthiness directives, which called on operators to carry out repeated inspections of their engines' low pressure turbine case drain, HP/IP structure air buffer cavity and oil service tubes to check for abnormal oil leakage.

Investigations into the Qantas incident have showed that the engine failure was a result of thinning in an oil feed tube, which led to an oil leak and fire. The thinning was introduced during the manufacturing process.

"Since the last airworthiness directive issued on 21 December, the EASA says "the latest progress of the ongoing investigation, further assessment of manufacturing data and additional stress analysis continue to support the above failure scenario".

"In addition, all HP/IP structures containing an oil feed tube with a wall section below a certain threshold, and therefore having a potential risk of fracture, have been removed from service," it adds.
Inspections so far have not identified other engines that are at risk to "develop a failure scenario similar to the uncontained engine failure event", says the EASA.
The safety regulator adds that the inspections are "intrusive" and "introduce some risk from possible maintenance errors".

"The root cause of the incident having been addressed through other adequate measures, it is considered prudent to cancel these inspections," says the EASA.

emergency landing at Changi airport on November 4. The damaged engine of the Qantas A380 passenger plane QF32 after it made an emergency landing at Changi airport on November 4. Photo: Reuters

After months of saying little in the wake of the engine explosion on Qantas Airbus QF32 last November, Rolls-Royce faced questions at its stand at the Avalon air show.

Meanwhile, Qantas A380 engines have experience two similar oil problems in recent weeks, with the Australian Transport Safety Bureau investigating the latest incident where a jet experienced a partial power loss on February 24.

Qantas said both leaks last month affected different parts of the engine than those involved in the November explosion.

The airline has raised the issue with Rolls-Royce and is awaiting feedback, it said .....

Mais, nous répétons, ... nous, .... que l'ATSB a bien raison d'ouvrir une enquête séparée !

The engine maker is working with Qantas, David Mair, a spokesman for London-based Rolls-Royce, said by phone.

Rolls-Royce Australia Services' chief executive Andrew Dudgeon spoke to Fairfax Media for the first time, defending how the British company handled the fallout from the November 4 mid-air engine explosion on a Qantas A380 carrying 469 people over Batam Island.
Mr Dudgeon, who is the company's local executive engaged in negotiations with Qantas over compensation, said reports that Rolls-Royce already knew it had a problem with the Trent 900 engine were incorrect.
"It's a fallacy to say we knew there was a problem with the engine," Mr Dudgeon said at the company's exhibitors' stand at the airshow. "There was no known problem with the A380 engine."

But when pressed about the details of the two subsequent modifications made to the original engine design certified by the European Aviation Safety Agency, and when or whether those modifications were sent for re-certification to assure their safety, Mr Dudgeon said these were engineering details he did not know.

Modifications were "continually" introduced as new ways of doing things were devised and were retrofitted back into engines, he said..

But the company had moved swiftly by dedicating 350 of its engineers to find the source of the engine explosion, he said.

"We had the [turbine] disc back at Derby (in the United Kingdom) for analysis within two days.
"We investigated, isolated and fixed the problem," he said. .

• il n'eût pas pu s'agir d'un simple "no-modification AD" ;
  
• les avions ne seraient pas en train de voler / de cotinuer à voler ! Il y aurait eu besoin d'un programme d'essais et de recertification !
  

The problem that caused the uncontained Trent 900 engine explosion on QF32 was unrelated to the oil problem on a Qantas A380 on February 15, en route to London that led to a partial power loss, he said.
"It was only a very small oil leak," he said. "It did not require an engine shutdown."
But Australia's air safety investigators have launched a further inquiry after another Qantas A380 suffered a similar partial power loss on February 24 over decreasing engine oil levels.

Australia's air safety investigators found a fire from leaking oil led to the QF32 engine explosion, traced to a badly manufactured oil stub pipe.
Qantas estimates the cost on its business at $80 million, excluding brand damage, and "at least" $100 million in damage to the aircraft and engine repairs (covered by insurance or Rolls-Royce).
Mr Dudgeon said the company was "close to settlement" with Qantas, but declined to indicate a ballpark compensation figure.

When asked about whether Rolls-Royce was prepared for compensation claims from the insurers for Airbus and Qantas, Mr Dudgeon said he was unaware that such claims might be made.
"I've not heard that at all," he said.

He defended the company remaining publicly tight-lipped about the QF32 engine explosion until the facts were known.

"We report to our customer, Qantas," he said.

The Trent family of engines had flown 38 million hours and the company had not had an uncontained disc failure since 1994, he said.
He branded some media reports about the QF32 incident as "scaremongering" that "doesn't help anyone".
with Bloomberg

[Vous devez être inscrit et connecté pour voir ce lien] is introducing a variable-weight capability for its [Vous devez être inscrit et connecté pour voir ce lien] freighter, to provide the type's customers with the ability to transport a greater payload over certain routes.

The dynamic payload-range mode is to be unveiled formally by the airframer this week after it obtained approval to offer the option.
It will enables the twinjet to increase revenue payload by up to 2.5t over a specific range, around 3,200-4,000nm (5,930-7,400km), by "tuning" the zero-fuel weight over a 5t range.

Airbus says the option effectively smooths the differential between the payload-range curves for the type over these distances.
Normally the aircraft would be available configured in "range mode" - known as weight variant WV00 - or in "payload mode", variant WV01.
The dynamic mode, designated WV02, provides for a variable zero-fuel weight of 173-178t.
This variable zero-fuel weight depends on the actual take-off weight required and translates into a variable structural payload of 65-70t, the extremes of the other two variants.
In this dynamic mode the [Vous devez être inscrit et connecté pour voir ce lien]-200F has a maximum take-off weight of 233t.
Airbus says the greatest payload improvement, 2.5t, is achieved on a sector of 3,650nm.
"It allows better flexibility and payload optimisation on transatlantic and route between Asia, India and the Middle East to Europe," it adds.

Operators could potentially achieve a 1.1t gain on Brussels-New York, the airframer claims, or 1.8t on services between Singapore and Sydney.

Bonjour, SIA, Qantas & Cathay Pacific ! Et d'autres, aussi. ;)
The decision to offer the optional feature follows European Aviation Safety Agency certification of the new capability in January.
Airbus says the dynamic payload-range mode will give carriers the opportunity to "utilise the aircraft's maximum payload potential over a wider range of routes than previously".

We finally have part of an answer to a big outstanding question from last November's uncontained Rolls-Royce Trent 900 engine failure on Qantas A380 flight QF32: what Rolls-Royce knew of the powerplant's weakness and why the C mod was introduced.

We finally have part of an answer to a big outstanding question from last November's uncontained Rolls-Royce Trent 900 engine failure on Qantas A380 flight QF32: what Rolls-Royce knew of the powerplant's weakness and why the C mod was introduced.

Following QF32 it became clear problems on the Trent 900 were [Vous devez être inscrit et connecté pour voir ce lien] to two of three versions of the powerplant: the A mod and B mod. The latest version, C mod, was not affected.

But don't hang Rolls yet. The manufacturer [Vous devez être inscrit et connecté pour voir ce lien] that although the problem did not exist on the C mod, Rolls was not aware of the problem and thus did not intentionally fix it. As the manufacturer's head of corporate affairs [Vous devez être inscrit et connecté pour voir ce lien]:

"It is not true that we knew about a problem in the A and B versions of the engine and went on to correct it in the C version. There has been no design change relevant to this failure between A, B and C versions of the engine."

So then why did Rolls-Royce introduce the C mod?

The problem, the ABC's Four Corners reports (preview [Vous devez être inscrit et connecté pour voir ce lien]), is that Qantas in April 2009 [Vous devez être inscrit et connecté pour voir ce lien] caused by a sub-surface void created in the welding process in Module 51, the same section that had a faulty stub pipe that produced a leak, caused a fire, and the uncontained failure on QF32.

In April 2009 Rolls-Royce also introduced the C mod, [Vous devez être inscrit et connecté pour voir ce lien]. The manufacturer began to upgrade early versions of the engine as aircraft came in for maintenance.

But on 4 November VH-OQA, operating QF32, had not had its engines changed. The no. 2 engine, which experienced the failure, was an A mod. (Qantas has since replaced 23 engines and only operates B mod and C mod versions, chief executive Alan Joyce says.)

• (présence d'huile, là où il n'aurait pas dû y en avoir ; non pas de métal dans l'huile, comme cela aurait pu être le cas, s'il y avait eu un problème de "bearing" / 'roulement' ; mais, comme nous le savons, il n'y avait pas de problème de "bearing" ! ),
  

ABC [Vous devez être inscrit et connecté pour voir ce lien] sources familiar with the investigation say, quite reasonably, the April 2009 crack "should have made [Rolls-Royce] extra vigilant about the manufacturing standards of the pipes in that part of the engine, the bearing support assembly."

Those standards slipped, the ABC says. The stub pipe on A mod and B mod versions was drilled out during assembly in order to install an extra oil filter. The drilling, however, was not straight and caused one side of the pipe to be thinner than the other (right).

QF32 pilot Richard de Crespigny gives the ABC a frank assessment of Rolls: "Rolls-Royce know how to design engines. That may be a personal error that got through. I think there was human error in the construction."

What does Rolls-Royce have to say? Unsurprisingly, nothing.

An ABC spokeswoman explains:

Four Corners approached Rolls Royce for an interview when they began making the program and requested access to the Rolls Royce facilities in Derby and Singapore. Those requests were declined. Four Corners repeated the interview request on numerous occasions during the making of the program. In addition once there had been some criticism of Rolls Royce in interviews, Four Corners went back to Rolls Royce again offering them the chance to respond. They declined on each occasion. Just before filming was completed Four Corners made a final request for an interview with Rolls Royce; it was also declined.

The Four Corners programme benefits from being a neutral party in the public's eye, unlike anytime Qantas makes a statement and thus Qantas had every incentive to cooperate on a documentary to be shown nation-wide as the carrier looks to re-build its brand from QF32, but also looks to defend its brand from the encroaching Virgin Blue.

Qantas made its staff available to be interviewed as well as for ABC to film on the carrier's premises, including an A380, but Qantas "had no access to the material before broadcast", the ABC spokeswoman says.

The programme may be pro-Qantas and anti-Rolls, but that is how the currently known facts are.

With the new insight, return to my December question and see--I don't know myself--if there is an answer yet to if Rolls-Royce neglected what its chief executive of Australasia, [Vous devez être inscrit et connecté pour voir ce lien]: "No aircraft will fly unless it is safe to do so."

Cette scribouillardise de blogger frustré ne fait que confirmé que "le papier ne refuse pas l'encre" !

Investigative TV journalism at its best.

TRANSCRIPT.....
Program Transcript....

Read the transcript of Sarah Ferguson's report "QF 32", first broadcast Monday 28 March 2011.
Reporter: Sarah Ferguson
Date: 28/03/2011

KERRY O'BRIEN: "One spark and we were cinders." QF32 from Singapore to Sydney - the story in which anyone who's ever flown or is ever likely to fly has an investment.

Welcome to Four Corners.

The familiar red and white kangaroo stamped across the Qantas fleet is much more than a clever business logo. It's become a symbol that stands for safety in the skies. But when that logo was blown off with the engine cowling of QF32 in a midair explosion and crashed onto an Indonesian island off Singapore one morning in November last year, the airline's unparalleled safety record nearly went with it.

The Australian Transport Safety Bureau investigation is not due to report until later this year, but already the finger of responsibility for the near calamitous mishap has been pointed at the door of another famously iconic brand – Rolls Royce. Qantas is now suing Rolls Royce.

There are two stories in play here tonight. One is the investigation of what went wrong; the other a tale of remarkable courage and cool under immense pressure, and of passengers who also kept their nerve. What you're about to see includes pictures filmed on board by passengers as the drama unfolded, as well as carefully constructed recreations with the cooperation of the flight crew, Qantas staff in Sydney, various teams at Singapore Airport and the passengers. Rolls Royce chose not to participate in any way.

Here now is Sarah Ferguson's account of what happened on QF32 that day.

SARAH FERGUSON, REPORTER: Singapore, November 4th, 2010. At 7:00am Changi Airport was gearing up for the busiest part of the day.

DAVE EVAN, CHECK CAPTAIN: It was a beautiful day. Sun was shining, pleasant temperatures, calm winds.

TONY TANG, AIR TRAFFIC CONTROL, CHANGI: Temperature was about 29 degrees Celsius. The wind was about southerly at five knots.

RICHARD DE CRESPIGNY, PILOT IN COMMAND: The conditions were perfect to go flying.

SARAH FERGUSON: QF32 had just touched down from London. It had a two hour turn round before take-off to Sydney. The A380 - the largest passenger aircraft in the world, powered by four Rolls Royce engines to lift 465 tonnes of machinery and people into the air.

RICHARD DE CRESPIGNY: It is the latest technology, it's the derivation of 100 years of aviation, and it is a superb machine to fly.

SARAH FERGUSON: Twenty-nine fresh crew members were heading in to man the flight to Sydney. Neither captain Richard de Crespigny nor first officer Matt Hicks was originally scheduled to fly that day.

MATT HICKS, FIRST OFFICER: Some first officer had gone sick or gone home and just the ensuing disruptions meant that I had to do that service.

SARAH FERGUSON: A small army of cleaners were hurried off the plane as the cabin crew prepared for the arrival of 440 passengers.

MICHAEL VON RETH, CUSTOMER SERVICE MANAGER: It was such a normal day. Our call time, the briefing, on the bus to the hotel, get the briefing from the airport staff and then get onto the aircraft, did our checks, there was no- there was no fluke, there was nothing missing.

SARAH FERGUSON: Downstairs in the terminal, the passengers were checking in. Rosemary and Larry Hegarty were on their way home to Sydney after two months with family in Ireland.

ROSEMARY HEGARTY, PASSANGER: I'm leaving family, I'm leaving my sisters there but then my family's here, my boys and my husband are here, so it's always a great pull for me as to where I want to be.

ULF WASCHBUSCH, PASSANGER: Check in was very quick. I headed through, had a coffee on the way. I was actually Tweeting to let my friends know that I'm, you know, I'm off to Australia.

SCREEN TEXT: "On my way to Australia for the first time and first time on A380!"

SARAH FERGUSON: This plane was particularly special, named after Australia's most famous female aviator, Nancy-Bird Walton.

ALAN JOYCE, QANTAS CEO: Well the Nancy-Bird Walton is a very special aircraft, the first aircraft we took delivery of. You had this iconic brand in Qantas, you had an iconic aircraft in the A380 and you had an iconic engine manufacturer in Rolls Royce.

SARAH FERGUSON: The plane had an extra significance for first officer Matt Hicks. Nancy-Bird Walton wrote his reference when he joined Qantas as a cadet. On the tarmac, QF32 took on 106 tonnes of jet fuel. Second officer Mark Johnson did the final physical check of the plane.

MARK JOHNSON, SECOND OFFICER: You start at the front of the aircraft around the nose area. You have a look at the tyres for damage, you look through, look through the engines, along the wings looking for damage.

SARAH FERGUSON: The four Trent 900 engines bolted under the wings looked brand new.

MARK JOHNSON: There was nothing, nothing unusual I saw on that day at all to warrant mention.

SARAH FERGUSON: There was something unusual about this flight - the number of pilots in the cockpit and their combined experience. In addition to the normal crew of three there were two extra captains in the rear seats, conducting routine checks on the pilots.

RICHARD DE CRESPIGNY: I had the three crew members, Harry checking us, and he'd be quiet. Dave was there to actually train Harry on how to be a check captain. So we had a check captain checking a check captain who was checking me.

MATT HICKS: They just sit in the back but, you know, it's like having a copper sitting in the back seat of your car. You, you know, you're crossing every t and dotting every i. I tried to make it a bit light-hearted as we went out and, it's a pity it's not on the cock-pit voice recorder actually, I said to Rich just before we took off, he said to me, happy? Everyone happy? I said, yep, just don't crash (Laughs).

SARAH FERGUSON: Just before 10:00am QF32 moved towards runway 2-0 centre.

TONY TANG: I was thinking that everything would be smooth, you know, and I think every air traffic controller hopes for that.

MIKE TOOKE, PASSANGER: There's a camera on the tailplane, so you can see the aircraft taxiing out, get to the end of the runway.

ROSEMARY HEGARTY: I just am totally relaxed because I loved flying.

SARAH FERGUSON: They had every reason to feel confident. An airline with a unique safety record, flying the most sophisticated civilian aircraft, powered by engines made by the world's most famous engine maker. Four Rolls Royce engines, each delivering 72,000lb of thrust to lift the massive aircraft almost noiselessly off the ground.

SARAH FERGUSON: At one minute past 10:00am, five minutes after takeoff, the plane was in a comfortable climb.

MIKE TOOKE: Sound travels slower than light, and you can actually see things before you hear them and I can remember seeing this flash of white go off the inner engine. And at first I thought it was just a puff of smoke, but then there was an incredibly loud bang and the whole plane started to vibrate.

RICHARD DE CRESPIGNY: There were two loud noises. It was like boom, boom.

ULF WASCHBUSCH: I saw something flying out of the aircraft wing. It's hard to tell what it was 'cause it was very fast.

MICHAEL VON RETH: The wing all of a sudden, the surface opened up and debris flying forward and sparks forward, and, but it went with such a speed, you can't follow with your eyes.

ROSEMARY HEGARTY: All you could see was the smoke and little bits of black debris coming flying out. And I just looked at Larry and I said, do you think it was birds that we hit? Do you think we're going to be alright?

LARRY HEGARTY, PASSANGER: The next thing I did was just say a couple of quick prayers.

MIKE TOOKE: And then within about five seconds it felt as if we were plunging out of the sky.

SARAH FERGUSON: Were you scared?

MIKE TOOKE: Very scared indeed.

RICHARD DE CRESPIGNY: I immediately went to level the aircraft, which would serve to bring the thrust off the engines and to make everything less severe.

SARAH FERGUSON: Emergency warnings were sounding in the cockpit.

MATT HICKS: I had my thumb up most of the time just cancelling the bells. You can't think with a bell ringing on top of your head.

DAVE EVANS: I stood up and looked over Matt's, the first officer's seat, to discover that we'd had an engine failure which is what I was expecting to see but what I wasn't expecting to see was two other engines in less than normal condition.

RICHARD DE CRESPIGNY: We pulled up a screen to show us all the sensors on engine two and they were all crossed. When I saw that, I thought something has blown all the sensors off that engine.

MATT HICKS: We just turned left and went up towards the north, back towards the field because, you know, in that scenario, I mean I thought we could end up in the water.

ROSEMARY HEGARTY: There was a girl sitting on the aisle seat opposite me and she had a little baby, and she looked at me and she said, what's wrong? And I said, I think something's happened to one of the engines, but it's alright, we've got three other engines and I'm sure we can land on one engine.

SARAH FERGUSON: Is that what you were thinking?

ROSEMARY HEGARTY: No, not at all. I'm thinking if that's black debris that's coming out of the plane, if it hits the fuselage we're gone, so we are.

MICHAEL VON RETH: What shot through my head straightaway is you have one choice only and there's no way back. Either you get an uncontrollable cabin with panic, fear and aggression, or they sit back and just trust you and follow your instructions and go with you.

SARAH FERGUSON: Senior check captain Dave Evans made the first of a series of announcements from the flight deck.

DAVE EVANS: I do apologise, I'm sure you are aware we have a technical issue with our number two engine. We have dealt with the situation. At this stage everything is secure, aircraft is flying safely.

LARRY HEGARTY: They just kept emphasising that they've trained for all this, they train for it every three months, they spend hours and hours in the simulator. Yeah, that helped. That helped tremendously.

SARAH FERGUSON: It may have been reassuring but it wasn't completely true. No one trains for the comprehensive shut down of systems the crew were now experiencing in the cockpit. First officer Matt Hicks watched a series of alert messages – known as ECAM – appear on the screens in front of him, each listing damage to a different aircraft system and each demanding a response.

MATT HICKS: The system prioritises the messages as best it can. We had 50 something, 58 messages or something individual ECAMs and there was way more subsystem faults that weren't displayed. It just felt like it wouldn't end you know, you know, it just kept going and going and going.

RICHARD DE CRESPIGNY: Checklist after checklist, so we had engine and then we had fuel system and flight controls and electrics, hydraulics, pneumatics, landing gear, breaks, auto-thrust, air-conditioning.

MARK JOHNSON: Matt Hicks is a, you know, a very competent operator with 15 or so years in Qantas having flown a 767, 747, A330 and A380 and he was working I would say close to his limit. And I would not have liked to have seen someone with very low hours trying to do that job on that day.

SARAH FERGUSON: The same messages had flashed up at the Qantas Operations Centre in Sydney where the fleet is monitored 24 hours a day.

Rien a voir avec le "best in investigative journalism" !

(Dramatic recreation)
QANTAS MAINTENANCE OPERATIONS WORKER: They all appear to have popped up at the same time.
ALAN MILNE, QANTAS HEAD OF MAINTENANCE OPERATIONS: Okay so that's about 10 minutes ago.
QANTAS MAINTENANCE OPERATIONS WORKER: Yeah, exactly right.
(End of recreation)

ALAN MILNE: Amazing messages, messages like we'd never seen before, both quantity and severity.

(Dramatic recreation)
ALAN MILNE: Spoken to the crew yet?
QANTAS MAINTENANCE OPERATIONS WORKER: No the aircraft hasn't called yet.
(End of recreation)

SARAH FERGUSON: But they couldn't talk to the crew. After the explosion, satellite voice communication had been cut. Only a VHF signal relayed from Singapore told them the plane's location.

TONY TANG (Recreation): Station one, Changi manager, Qantas 32, airborne 0153 reported call, engine number two problem.

SARAH FERGUSON: The pilots' only direct contact with the ground was with Air Traffic Control in Singapore.

TONY TANG: The pilot wanted to remain within 30 miles of Changi Airport in case he needed to land quickly.

RICHARD DE CRESPIGNY: As a gut instinctive reaction, I thought in the worst case we might lose all the systems and I just have to safeguard this aircraft in the most simplest way, and the way to do that is to get within gliding range of Singapore.

SARAH FERGUSON: The operations team, crowded around their computers, could see the situation was more dangerous than an engine failure.

ALAN MILNE: It's tense. There's no two ways about it. We knew there must have been some sort of mechanical damage and therefore debris had been released from that engine so it's the mechanical damage to the rest of the aeroplane that we start getting concerned about.

SARAH FERGUSON: Passengers and crew with a view of the wing could see where the debris had ripped through

ULF WASCHBUSCH: I saw from my seat two relatively large holes. One hole looked like a human body could fit through it, actually, in size, and you could see, you know parts of that wing being bent outside.

SARAH FERGUSON: Mark Johnson went back to the cabin to take a look

MARK JOHNSON: One was more like a gash mark and the other one was quite a largish hole where you know, clearly a projectile had just been punched up through the wing.

MICHAEL VON RETH: The cowling was gone and the rear of the engine was all smashed and damaged, and the wing was damaged and we could see we were losing fuel. And then when my colleague had a look, the kangaroo has gone. I knew that was an uncontained engine failure.

SARAH FERGUSON: Pieces of the engine rained down on the main city of Batam Island in Indonesia.

SARAH FERGUSON: While the plane was still in the air, pictures of large pieces of the aircraft on the ground began appearing on television. xxxxx messages spread claiming that a Qantas plane had crashed. The mistaken tweets were quickly reported as news. Qantas CEO Alan Joyce was in his car in Sydney.

ALAN JOYCE: Our investor relations people who were with me at the time said our share price is collapsing. We then did a ring around to find out why. Some of the shareholders had picked up from social media, and that was being reported, that a Qantas aircraft had crashed in Indonesia.

SARAH FERGUSON, QANTAS REGIONAL GENERAL MANAGER, SE ASIA: Nick McGlynn - the Asian regional manager for Qantas - got a call in Singapore.

NICK MCGLYNN: I had a call from our manager in Indonesia. He'd had a phone call from Batam saying there were parts of an aircraft falling from the sky and they looked like Qantas parts and there was suggestions that it possibly had crashed. When you do get that phone call though, your heart stops and you think, my god, what has happened here?

SARAH FERGUSON: In the operations centre Alan Milne knew the plane hadn't crashed but he'd had reports that children may have been killed by falling debris.

ALAN MILNE (Recreation): Yeah, they're saying wreckage with the kangaroo tail.

The delay until we confirmed that there was no fatalities was an enormous period of time in my life, yeah.

SARAH FERGUSON: At the Elisadai primary school, a piece of the engine had crashed through the roof.

JOSEPH, TEACHER, ELISADAI PRIMARY SCHOOL: Suddenly I heard something very hard explosion, like that boom! Something like that. I still not realise what is it I just try to catch and so hot and at that time I know that that's from the aeroplane.

SARAH FERGUSON: It fell only centimetres from a 5-year-old boy at his desk.

TONY TANG: Batam Air Traffic Control informed us that some aircraft parts were found by residents of Batam Island. We immediately conveyed this information to the pilot.

SARAH FERGUSON: Circling above the water, the captain had no time to think about what had happened on the ground.

RICHARD DE CRESPIGNY: I was aware that it was there, but I can't affect that. There's nothing I can do. So you just face the enemy in front of you.

SARAH FERGUSON: He was trying work out if he could land the plane safely.

RICHARD DE CRESPIGNY: You must be stressing I know down the back, there was a bit of a noise, but we have the most modern aircraft, commercial aircraft ever built. To guide us through the check list we need to configure the aircraft to land.

SARAH FERGUSON: Matt Hicks took a brief pause to prepare.

MATT HICKS: I actually had a swig of water 'cause I was getting bit dry in the throat. Thought about my wife and kids for a while; thought I better do a decent job here otherwise I'm not coming home.

SARAH FERGUSON: The pieces of disc that blew out of the engine severed two separate bundles of wiring responsible for many of the landing controls.

RICHARD DE CRESPIGNY: We have lost some spoilers and we've lost the leading edge slats and we have 50 tonnes over our max landing weight, half the brakes, anti-skids inoperative on some of the brakes.

SARAH FERGUSON: Fuel was still pouring from a puncture in one of tanks

MATT HICKS: The fuel system, you know, it was a mess.

RICHARD DE CRESPIGNY: We had lost fuel on the left hand wing. The left hand wing ended up being up to 10 tonnes lighter than the right hand wing.

SARAH FERGUSON: When Dave Evans made the calculations for the landing, the computer told him it wasn't possible.

DAVE EVANS: With the amount of failures that I'd entered, which was around 10 from memory, it was unable to make a calculation. It couldn't calculate if we could stop basically on the runway.

SARAH FERGUSON: Changing parameters, he tried again and came up with the slimmest of margins.

RICHARD DE CRESPIGNY: Out of a four kilometre runway, we had 3,900 metres that we would need. We had a 100 metres surplus.

SARAH FERGUSON: At 4,000 ft the Captain checked his control of the plane for the last time.

MATT HICKS: The hard thing for Rich was managing the speed. We couldn't be fast, if we came in fast we'd overrun. We couldn't be slow otherwise we'd just drop out of the sky.

HARRY WUBBEN, TRAINING CHECK CAPTAIN: I told him the speed was critical, that he had to maintain the speed, which he knew.

RICHARD DE CRESPIGNY: And I thought, well thanks, Harry, that's, you know, that's an understatement.

SARAH FERGUSON: The cabin crew were briefed for landing.

MARK JOHNSON: I explained pretty, pretty frankly the state of the aircraft and that we, we had sufficient runway, albeit with a slim margin, but they should prepare themselves of a potential overrun.

MIKE TOOKE: And I can remember overhearing him say, it's going to be a very fast landing... and the air stewardess's eyes bulged at that comment.

SARAH FERGUSON: Just after 11:40 Air Traffic Control cleared QF32 for final approach.

TONY TANG (Recreation): Ops commander, Singapore tower. Qantas 32 eight miles final, runway 2-0 centre.

SARAH FERGUSON: And alerted emergency services.

DUTY MANAGER, CHANGI FIRE DEPARTMENT (Recreation): Qantas 32... Engine on fire, engine on number 2 is on fire? Okay let me contact the air commander.

SARAH FERGUSON: Fire commander Huang Weikang scrambled his team. They had less than 60 seconds to get into their trucks out to the runway.

HUANG WEIKANG, FIRE COMMANDER, CHANGI: I saw the aircraft coming to land, and the more fuel was gushing out. It's pretty- it's a very bad situation, I would say.

TONY TANG: Aircraft on the final and fuel streaming from the wing, I think I've not seen that in my last 26 years.

ROSEMARY HEGARTY: We were coming very, very fast, very fast. And the cabin shuddered, was shuddering the whole time, because I just kept saying to Larry, Oh Larry we're just, we're coming too fast, we're coming too fast.

SARAH FERGUSON: At 11:47 the wheels touched down.

MATT HICKS: The nose bucked up, which we were anticipating.

LARRY HEGGARTY: As soon as we hit the ground, as soon as we landed, the plane just veered slightly to the right and then... and I thought this is not... this is not good.

RICHARD DE CRESPIGNY: I had to get the nose wheel down as quickly as possible, because if I put the brakes on with the aircraft nose up, the wheels that didn't have anti-skid would explode in about half a second.

MATT HICKS: The auto-brake system had malfunctioned. So he had his feet on the brakes manually breaking the aeroplane.

ROSEMARY HEGGARTY: Just didn't seem as if we were slowing down, we were just going such a high speed the whole time. You would never have thought we were going to be stopped at all.

MATT HICKS: I was actually hassling Rich, telling him to brake. You know, I called it a couple of times, I said brakes, you know brakes, and he said, I am, and I said no, get into it and he said, I am and I put my foot up, feet up on the pedals to make sure he did have his feet flat to the floor and they were, there was nothing left there.

HUANG WEIKANG: It looked like it wasn't going to stop. And they only had about 100 metres left of the runway.

RICHARD DE CRESPIGNY: I wanted to get to those fire crews as quickly as possible. The fire engines were all waiting just off the runway, I could see them all, and I wanted to be right next to them. They were my friends.

MATT HICKS: There's an enormous sense of relief when it when it pulled up and we parked the brake.

ROSEMARY HEGARTY: Everybody just clapped. It was just sheer, sheer relief even though as I say, it was a bumpy landing, but it was just sheer relief.

ULF WASCHBUSCH: People were calling their loved ones, texting their loved ones to say that they're alive, that we made it.

MATT HICKS: I remember thinking okay, we made it, good, you know job done. But it wasn't. It just changed.

SARAH FERGUSON: The passengers and crew were no safer on the ground than they had been in the air.

HUANG WEIKANG: En route to the aircraft we saw the fuel and we could see a lot of grey smoke coming from the undercarriage wheels. At that stage it was very dangerous. You have fuel, you have hot brakes and they were in very close proximity.

RICHARD DE CRESPIGNY: Those brakes when we stopped are indicating going up through 900 degrees Celsius. To see 900 degrees when we've stopped means these brakes are beyond white hot.

MICHAEL VON RETH: I got a bit tense, seeing the enormous amount of fuel falling, not flowing, falling out of that wing onto the runway, and within less than a minute we were covered. So I was trying desperately over the phone to get the captain. It just didn't work. It didn't work. All bells and whistles went off, but I couldn't get the captain.

SARAH FERGUSON: The flight crew was on the radio to the fire commander.

DAVE EVANS: Matt urgently asked him to start laying foam and he advised us at that point that we still had an engine running.

RICHARD DE CRESPIGNY: They said, you must shut down the engines. And we said, we have. And they said, no you haven't. So in frustration I slammed open the left hand window, and put my head out the window, and I think I expressed an expletive, and said, engine number one is still running.

SARAH FERGUSON: The captain sent a coded message via the public address to the cabin crew to stand by for evacuation. If there was fire all 440 passengers would have to be off the plane in 90 seconds.

MICHAEL VON RETH: When you get a message like that, you know that the emergency is still not over.

HUANG WEIKANG: There's a lot fuel leaking out, we were worried that the engine was a possible ignition source.

CAROLYN JONES, PASSENGER: It didn't take much imagination at all to work out that one spark and we were cinders.

SARAH FERGUSON: Carolyn Jones reached over and held her husband's hand.

CAROLYN JONES: We both thought we've had a great life together, we've got a fantastic family and if this is how it's going to end, then so be it.

HUANG WEIKANG: We tried using water but that didn't work.

ROSEMARY HEGARTY: There were just absolutely buckets of water, just hosing the water, humungous amounts of water. And it would stop and then it'd start again.

ALAN MILNE: Unfortunately these engines are designed to fly through extreme rain conditions and no amount of water that we put down the front of that engine would actually shut it down.

SARAH FERGUSON: It was an hour before the situation was stabilized enough to take the passengers off the plane.

ULF WASCHBUSCH: It was one of the best moments to see the open door and walking down that stairwell back in Changi. I was thinking of kissing the ground.

ROSEMARY HEGARTY: There was an engineer that had actually worked for Trent, the engine company, I was talking to him. He was from Sydney and he had worked for them and he said, did you see that? He said, that should never have happened, that engine, it should be always be a contained explosion.

SARAH FERGUSON: The engine was finally extinguished with foam. The pilots now had the chance to see the damage for themselves.

DAVID EVANS: Oh it was total shock. Unbelievable, it was unbelievable. To look at that engine and up close was just gobsmacking is the only way to describe it.

MATT HICKS: I didn't expect the whole back of the engine to not be there. I mean the only thing holding the back section of the engine on was the shafts, the turbine shaft. I mean, look the whole intermediate pressure turbine was gone. To look underneath and still see fuel leaking out of the fuel tanks and just walking around, it was actually a bit surreal. There's all this, you know, retardant foam blowing around through the air and I'm just sort of wandering around under the plane and fuel leaking everywhere and it, it's weird.

SARAH FERGUSON: In the terminal captain Richard de Crespigny spoke to his passengers for the last time.

RICHARD DE CRESPIGNY: Someone said, well what is going to happen to the 380s? And I said, well this aircraft will get repaired and it will take a while, but repaired and come back to service. And someone said, no, the fleet has been grounded. And I said, no, I don't think it has. And they said, yes, it's on CNN now! And at that point I looked up and the story of this flight was on the monitors in the waiting lounge and there was a conference with Alan Joyce.

ALAN JOYCE: We will suspend those A380 services until we are completely confident that Qantas safety requirements have been met.

SARAH FERGUSON: At Changi Airport, the plane was secured for the arrival of the investigators and towed into hangar six.

MARTIN DOLAN, AUSTRALIAN TRANSPORT AND SAFETY BUREAU (ATSB): We in fact had a decision to investigate and a team of four people heading for Singapore before the aircraft had even landed in Singapore.

SARAH FERGUSON: New pictures from Batam provided the first significant clues. A section of the turbine disc had been recovered.

ALAN MILNE: It was a shock, it was a shock to us. In the history of Qantas, in fact the history of Rolls Royce triple spool engines they have never had an uncontained disc failure so to see that disc segment on the ground was a major shock to us.

SARAH FERGUSON: The 200kg disc had burst into three pieces inside the engine

ALAN MILNE: One was straight up through the top of the wing, which we think then exited up and aft of the aircraft. Another one went horizontally across the bottom of the aeroplane and cut through the belly and the wiring and some of the system components that were in there. And a third piece came almost straight up, which damaged this leading edge flap droop nose. The trajectory of one of the main bits coming up through here actually cleared the fuselage, which was good.

SARAH FERGUSON: Lucky or good?

ALAN MILNE: It was lucky. We prefer it not to hit the fuselage because it's not designed to take an impact like that.

SARAH FERGUSON: The disc had a blue tinge around the edge where it had shattered

ALAN MILNE: This is where we started to narrow in on the fact that it was probably an internal oil-fed fire..

SARAH FERGUSON: And did you have any idea what could have caused that at that stage?

ALAN MILNE: At that stage we didn't. We know that that's in the area of one of the bearings in the engine so we were assuming that it was something to do with the oil supply to that bearing compartment.

SARAH FERGUSON: With the investigation barely under way, Qantas CEO Alan Joyce made it clear that Rolls Royce was to blame.

ALAN JOYCE: This is an engine issue and the engines were maintained by Rolls Royce since then they've been installed on the aircraft. We believe that this is probably most likely a material failure or some sort of design issue that we're tracking through and trying to understand.

SARAH FERGUSON: Did you then expect that Rolls Royce would go into the public arena and talk about their role in the event?

ALAN JOYCE: We did, we were asking Rolls to make statements, to get out there, so it was a continuous process.

SARAH FERGUSON: At their engineering head quarters in Derby, Rolls Royce refused to make any public comment. Their version of damage control was to say nothing.

ALAN JOYCE: We were not happy with the way they handled the public relations around this. Rolls Royce's PR strategy was that they were better not communicating to the general public, they believed, and they honestly believed that BP made a mistake in being out there in the public. We believe BP made a mistake by saying the wrong things in the public and our view was that we had to be continuously out there with the facts and information.

SARAH FERGUSON: Behind the scenes, Rolls Royce engineers faced two urgent questions, what had caused the mid air explosion and could it happen again? Rolls Royce instructed all the airlines using its Trent 900 engines to search for oil leaks. Minor leaks were found in 45 engines around the globe; Rolls Royce ordered all of those engines to be changed.

ALAN MILNE: That was probably an engine movement, a global engine movement like we've never seen before I'd suggest.

SARAH FERGUSON: In Singapore the investigators worked their way to the section of the engine that had caught fire. Ben Nichols was part of the investigation.

BEN NICHOLLS, QANTAS ENGINEER: They took some time to get to it because it's sort of buried in the engine a bit. We had to take off large components of the engine to free it up.

SARAH FERGUSON: They zeroed on the end of the oil feed tube called a stub pipe.

BEN NICHOLLS: We had a great view of the stub pipe and it was at that point in time that we saw indications that said that this stub pipe had possibly failed before the event and that was a big moment because they're the things you're looking for in an investigation.

MARTIN DOLAN: I would say that it's close to the crucial moment of the investigation.

SARAH FERGUSON: The pipe carried oil to cool and lubricate bearings in the engine. But the pipe cracked, spilling oil into the hottest part of the engine, igniting a fire which softened the arm connected to the large metal turbine disc. The disc started to free wheel, then accelerated, broke into pieces and fired out of the engine faster than the speed of sound.

SARAH FERGUSON: Rolls Royce had drilled the end of the stub pipe to make room for a filter but they hadn't drilled straight.

MARTIN DOLAN: It became clear that that drilling had not happened straight down the line of the pipe; it had been offset leading to the weakness in the wall of the pipe.

SARAH FERGUSON: Flexing under pressure at take off, especially on the short runway at Los Angeles with a full load of passengers and fuel, the pipe formed a fracture.

(To Alan Milne) So in a sense, this one thin walled pipe was waiting to break?

ALAN MILNE: Yeah, yeah, that's probably one way of putting it. Now we know that it was as a result of those max rated takeoffs.

SARAH FERGUSON: The 500 tonne, six storey high airbus, carrying more than 400 people was almost brought down by a single metal tube. The faulty pipe, was installed on the engine and sent into service, where it cracked under pressure of multiple take offs. The faulty part that did the damage was a little more than five centimetres long, not much bigger than my thumb.

(To Alan Milne) How eager are you to understand how that mis-bored pipe got onto that engine?

ALAN MILNE: Very. I mean you know obviously this is what we think is now the ultimate cause of the failure.

MARTIN DOLAN: We need to understand enough about their quality control systems to understand what led to this occurrence with a particular focus on saying can we be assured that steps have been or will be taken to prevent a recurrence.

SARAH FERGUSON: Four Corners can now reveal that prior to the engine failure in November Rolls Royce had already had problems with oil pipes in exactly the same part of the engine, the bearing support assembly. In 2009 they found an oil vent pipe had cracked on an engine. From then as each engine came in to Rolls Royce for overhaul, they replaced the whole section of the engine containing the suspect pipe. The airlines were told of the changes by November last year. Seventeen Qantas engines had been modified but not the one that exploded in mid air. If it had been, the faulty stub pipe would have been removed.

ALAN MILNE: We expect the manufacturers to be continually modifying and continually improving their designs.

SARAH FERGUSON: The first modification related to their discovery of a crack in a vent pipe, is that right?

ALAN MILNE: Correct.

SARAH FERGUSON: Is that vent pipe and its fracture connected in any way to the fractured stud pipe that caused the engine to explode?

ALAN MILNE: It, look it quite possibly could be, you know, the investigation will look at that of course. But it is in the same area and it did result in a cracked pipe.

SARAH FERGUSON: Part of the ATSB's investigation is now focusing on a possible connection.

MARTIN DOLAN: We are currently still investigating as part of our broader review of what's going on whether there are comparable or like events with Trent 900 series engines but we haven't formed any clear view on that yet.

SARAH FERGUSON: Rolls Royce refused numerous requests to discuss their engines with Four Corners. There are huge interests at stake for the company right now. They are currently competing for the most lucrative engine building contracts in aviation history – to supply engines for the next generation of super passenger carriers, the Boeing Dreamliner.

ALAN MILNE: Can you design manufacturing errors out, you know, no. You can do a lot, but they couldn't have, I don't think they could've planned for this one.

SARAH FERGUSON: You don't hold them responsible?

ALAN MILNE: They still manufactured the engine.

SARAH FERGUSON: So in the end they are responsible?

ALAN MILNE: I think that's being discussed as we speak.

SIMON ROBERTSON, CHAIRMAN, ROLLS ROYCE: We at Rolls Royce have been working closely with Qantas for nearly three decades and have established a strong, close and, I believe, trusted relationship.

SARAH FERGUSON: When Qantas took delivery of the Nancy-Bird Walton two and half years ago, Qantas and Rolls Royce had a lot to celebrate. No one suspected that night that a faulty part had been sealed deep inside one of the engines. With 125 Rolls Royce engines in the Qantas fleet the two companies are bound to each other for the foreseeable future but now Qantas is suing Rolls Royce for $80 million and Qantas's insurers are trying to recover $150 million from Rolls Royce for the damage to the plane.

SIA Growth Rate Lags Competitors

Singapore Airlines is struggling to keep up with its competitors when it comes to passenger traffic growth.
Singapore Changi Airport’s traffic grew 13% last year to 42 million, but SIA’s passenger numbers grew at a slower rate – 1.8% to 16.6 million from 16.3 million. By comparison, Singapore low-cost carrier Jetstar Asia posted a 44% increase in passenger numbers to 2.6 million from 1.8 million. Jetstar Asia added capacity in 2010, while SIA cut capacity 0.3%.
In terms of capacity coming into its network in the immediate future, SIA has eight Airbus A380s on order. But these are to replace the seven Boeing 747-400s that are due to leave the fleet by end of March 2012. The eight A380s are due to arrive in that time-frame.
The carrier also has 20 Boeing 787-9s and 20 Airbus Airbus A350-900XWBs on order, with first deliveries originally set for 2011 and 2012 respectively. But first deliveries of the A350s have slipped to the fiscal year ending 31 March 2014. Also, SIA plans to phase out its A330s, on lease, once it gets the A350s.
As for the 787s, an SIA spokesman was unable to say which year SIA’s first 787 will come, as “we remain in discussion with Boeing on delivery dates.” But “first delivery will certainly not be in 2011,” he adds.
The 787s were ordered as replacements for its older 777s, mostly the 777-200ERs, and to develop new long-haul routes, but the delay in the 787 program has adversely affected those plans. SIA is continuing to phase out the 777-200ERs although at a slower pace than originally scheduled. However, phasing out some 777-200ERs, with no 787s coming in, means there is a danger SIA may reduce capacity further.
It has no new 777s on order, because it let its options on Boeing 777-300ERs lapse in 2009. This may have been seen as a prudent move at the time, because it was the height of the global financial economic crisis. But the market rebounded strongly in 2010.
Boeing assigned the slots to other carriers, some of which are SIA’s competitors. Cathay Pacific Airways, Etihad Airways and Garuda Indonesia have 18, nine and 10 777-300ERs on order respectively, says Ascend data.
“SIA in some ways is at a crossroads as to where it wants to position itself in the coming years,” says Standard and Poor’s (S&P) Singapore-based aviation analyst, Shukor Yusof. S&P, like Aviation Week, is part of the McGraw Hill Group of Companies. Cathay Pacific has been outperforming SIA in terms of share price, Shukor adds.
SIA also has smaller competitors tapping the growth in the market. Malaysia Airlines’ low-cost carrier Firefly has no competition on the four routes it serves between Singapore and Malaysia. Firefly managing director, Eddy Leong, says Firefly’s turboprop operation has profit margins higher than the industry average. Its most successful route is Singapore-Kuala Lumpur Subang. Subang Airport is closer to the city than Kuala Lumpur International Airport, so the service has proven popular with business travelers. Firefly started July 2009 with a thrice-daily service and has since increased it to seven-times daily. There is a strong possibility Firefly will add more capacity on routes to Singapore, in light of the fact it plans to add two more ATR 72s this year and three next year.
Industry executives say SIA group has taken note of Firefly’s success and is evaluating whether it too should move into turboprop operations, rather than leave this growing market entirely to Firefly.
Embraer is also speaking to SilkAir to persuade it that the Embraer 170/190 is the best solution for boosting frequency on existing routes and developing new routes.

Airbus grants exception to permit Koito seats on SIA A380s

[Vous devez être inscrit et connecté pour voir ce lien] has granted an exceptional authorization to allow the installation of business class seats from Koito Industries on Singapore Airlines' delayed [Vous devez être inscrit et connecté pour voir ce lien] aircraft, despite the embattled Japanese manufacturer's admitted falsification of data on some 150,000 seats in the world fleet, ATI and Flightglobal has learned.
A new exceptional authorization issued by the European airframer accepts under Airbus production organization approval (POA) Koito-made business class seats for SIA's 12th A380, MSN058, although comments from SIA suggest the carrier intends to have Koito seats installed on at least three delayed A380s.
"We have three A380 deliveries coming up in the next few months and the priority has been on working with Airbus and Koito to meet certification requirements for the business class seats," a SIA spokesman confirms.
Airbus' exceptional authorization is understood to have been issued with a number of stipulations, including EASA approval prior to delivery.
It comes some 19 months after Airbus POA for Koito was pulled, meaning Koito "cannot produce seat or seat parts for airborne use", Airbus said in a previous telex on the matter.
Early last year Koito made the stunning revelation that it falsified safety test results on as many as 150,000 seats on 1,000 aircraft used by 32 carriers. Evidence from the Japan Civil Aviation Bureau (JCAB) highlighted three areas where Koito fabricated results - 16g and 9g test data and flammability data. Multiple sources say Koito used its own rubber stamp to falsely indicate that some seats had cleared tests by the JCAB. The debacle has caused aircraft delivery delays at both Airbus and [Vous devez être inscrit et connecté pour voir ce lien].
Later in 2010 EASA and the US FAA issued proposed airworthiness directives, with the European agency taking a harder line than its US counterpart, although its proposal did not cover the A380.
To date, SIA has taken delivery of 11 A380s. Delivery of SIA's 11th A380 was delayed due to problems with Koito seats. The carrier had expected to receive its 12th and 13th A380s in the fourth quarter of 2010 and its 14th A380 in the first quarter of 2011.
The SIA spokesman says the delay of SIA's A380s is "only related to seats".
Airbus could not provide immediate comment.

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

SIA Growth Rate Lags Competitors

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

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

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

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

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

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

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

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

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

SIA posts strong full-year result, plans to retire 747-400s

Singapore Airlines (SIA) has reported a S$1.09 billion ($876 million) fiscal full-year net profit, compared with the previous year's S$216 million net profit which was hit by fines against SIA Cargo.
Group revenue for the financial year ending 31 March 2011 increased by 14% to S$14.5 billion, while costs rose 5% to S$13.3 billion.
SIA's operating profit increased to nearly S$1.3 billion from S$63 million a year earlier. This included an S$851 million operating profit at the parent airline company, a S$151 million operating profit at SIA Cargo and a S$121 million operating profit at regional subsidiary SilkAir.
In the fourth quarter, group revenue grew 8% to S$3.6 billion, while operating profit fell 31% to S$166 million.
SIA plans to decommission all seven of its Boeing 747-400s and five Boeing 777s by March 2012 as it takes delivery of eight more Airbus A380s.
"The reduction in fleet size will be more than offset by increased utilisation to produce passenger capacity growth of 6% in available seat kilometres for the 2011-12 financial year," said SIA

Singapore Airlines' remaining A380s to have 409 seats

Singapore Airlines is to reduce the seating density on its remaining [Vous devez être inscrit et connecté pour voir ce lien] A380s by 13%, slashing the economy-class cabin in favour of more business-class accommodation.
The airline is to fit just 409 seats in the eight outstanding A380s which it has on order.
Singapore Airlines' in-service fleet of 11 A380s are configured with 471 seats. These comprise 12 first-class and 60 business-class seats, plus an economy cabin seating 399.
But a spokesman for SIA confirms that while the 12 first-class suites will stay, the business-class seating will be increased to 86 in the eight aircraft yet to be delivered.
The economy-class seating will be cut back to 311 seats.
SIA has not detailed the precise layout of the aircraft but its current 471-seat A380s have 311 economy seats on the lower deck, which could indicate that the 88 upper-deck economy seats will be replaced by 26 business-class seats - giving the [Vous devez être inscrit et connecté pour voir ce lien] an all-business upper deck.
This reconfiguration will also mean SIA will operate one of the lowest-density A380s in the global fleet. Only Korean Air has fewer seats, having declared a 407-seat layout for its A380s, the first of which will be handed over on 26 May.

Jeannot a écrit:Les nouveaux A380s de SIA auront une configuration à 409 sièges.

Singapore Airlines' remaining A380s to have 409 seats

Singapore Airlines is to reduce the seating density on its remaining [Vous devez être inscrit et connecté pour voir ce lien] A380s by 13%, slashing the economy-class cabin in favour of more business-class accommodation.
The airline is to fit just 409 seats in the eight outstanding A380s which it has on order.
Singapore Airlines' in-service fleet of 11 A380s are configured with 471 seats. These comprise 12 first-class and 60 business-class seats, plus an economy cabin seating 399.
But a spokesman for SIA confirms that while the 12 first-class suites will stay, the business-class seating will be increased to 86 in the eight aircraft yet to be delivered.
The economy-class seating will be cut back to 311 seats.
SIA has not detailed the precise layout of the aircraft but its current 471-seat A380s have 311 economy seats on the lower deck, which could indicate that the 88 upper-deck economy seats will be replaced by 26 business-class seats - giving the [Vous devez être inscrit et connecté pour voir ce lien] an all-business upper deck.
This reconfiguration will also mean SIA will operate one of the lowest-density A380s in the global fleet. Only Korean Air has fewer seats, having declared a 407-seat layout for its A380s, the first of which will be handed over on 26 May.

Un pont supérieur réservé à la Business. On se rapproche de la configuration de Korean Airlines.

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

Et il pourra comparer les degrés de rentabilité selon les deux config. cabine ! ;)

SIA, Thai, ANA Launch New Carriers

Full-service airlines in the Asia-Pacific region will be creating off-shoot carriers, with completely different brands than the parent, in an effort to capture growing segments of the market.
Thai Airways International will be launching a full-service short-haul carrier, tentatively named Thai Wings, that will be a business unit of the group. And it is working with Singapore’s Tiger Airways to introduce a low-cost short-haul carrier, Thai Tiger.
All Nippon Airways, meanwhile is working with two business partners to create Peach, a new short-haul low-cost carrier based in Osaka, Japan. But the growth initiative that has captured the most attention in the airline industry is Singapore Airlines’ (SIA) decision to launch a long-haul, low-cost carrier. This new wholly owned subsidiary and yet-to-be named carrier will operate widebodies and initially source its aircraft from SIA because the plans are to have it flying within 12 months, according to SIA.
Industry executives say SIA intends to transfer some of its Boeing 777-200s to the new low-cost carrier, but longer-term it will opt for new aircraft for the nascent subsidiary. SIA already has on order 20 Airbus A350-900XWBs and 20 Boeing 787‑9s. These aircraft fulfill very similar roles, so it is possible that SIA group will assign one of these types to the new low-cost carrier and also do a follow-on order for more.
SIA’s first Airbus A350s are due to be delivered in the fiscal year ending March 31, 2014, while it is unclear when the airline’s first 787 will be delivered. The first 787s off the Boeing production line are 787-8s, whereas SIA has 787-9s on order. The Singapore carrier’s first 787-9 was originally due to be delivered in 2011, but numerous delays to the 787 program put an end to that. Industry executives say it is likely SIA will have to wait until late 2013 to receive its first 787-9, although a company spokesman strenuously disagrees, but says he is unable to cite a date for first delivery because negotiations are ongoing.
Industry executives say the decision to start with 777-200s is an interim rather than a long-term solution because SIA’s -200s are already 10 years old, so maintenance costs and reliability becomes an issue. Its -200s also have a higher fuel burn than new Airbus A330-300s. This could be a problem, considering Singapore’s new venture will be competing in the same market segment as Kuala Lumpur-based low-cost, long-haul carrier AirAsia X, which has A330-300s.
SIA could decrease the cost per available seat kilometers (ASK) of the 777-200 by changing the interior configuration. Presently the aircraft seat nine-abreast in economy-class, but 10-abreast—the same configuration Emirates uses on its -200s—is feasible. If SIA decides to increase the number of seats, the aircraft will be restricted to operating on medium-haul routes, say industry executives. This is because its 777-200s have a lower maximum take-off weight than 777-200ERs. But SIA could spend some money to change the thrust rating on its 777-200s, converting them to -200ERs, says one of the executives. It can do this because its aircraft were originally -200ERs that SIA had de-rated to -200s, he adds.
SIA’s intention to use some of its 777-200s to kick off the low-cost carrier poses a challenge. The carrier announced that in the current fiscal year, its mainline airline business will increase capacity—as measured by ASKs—by 6%. Eight Airbus A380-800s are due to arrive this fiscal year, but SIA is phasing out five 777s and seven Boeing 747-400s, leading to an overall decrease in fleet size. The pending A380s will have fewer seats than the 11 A380s already in the fleet—471 versus 409, respectively. Some economy seats will be swapped out for a business-class configuration. SIA says its mainline business will achieve the 6% capacity growth by increasing aircraft use.
But to achieve that target, it will be hard for the airline to transfer a significant number of aircraft to the new low-cost carrier this fiscal year. Also, of the five 777s it has announced will be phased out, four are being returned to lessors, which have assigned the 777s to Russian carrier Transaero.
There is a possibility that if SIA introduces the new low-cost carrier in the current fiscal year, it will do so using one or two 777-200s. But after March 31, it could inaugurate the business with a greater number of that type.
SIA wants to launch the new low-cost carrier because in recent times it has failed to capture a significant share of the growth in Asia’s airline industry. Last calendar year, SIA increased its passenger numbers by 1.8% to 16.6 million from 16.3 million. But Singapore Changi Airport’s passenger numbers grew 13% to 42 million. The passenger growth in Singapore has largely been captured by Asian low-cost carriers and price-competitive airlines from China and the Middle East. Singapore-based low-cost Jetstar Asia, for example, increased its passenger numbers last year by 44%, to 2.6 million from 1.8 million.
SIA also wants to move quickly to meet the challenge from Jetstar, which has started operating A330s out of Singapore and has announced plans to operate 787s from there to destinations as far away as Europe. Qantas Airways has reportedly also been considering establishing a full-service carrier based in Singapore.
One move that Jetstar has taken is to ensure that its A330 flights connect to its A320 short-haul network. Its first A330 services out of Singapore, for example, are to Melbourne and Auckland, Jetstar’s main bases in Australia and New Zealand, respectively. There is a strong possibility SIA will look to link its new long-haul, low-cost carrier to Tiger Airways, SIA’s short-haul low-cost entrant, which has bases in Melbourne, Singapore and Clark, Philippines. Tiger also plans to establish bases in Bangkok and Jakarta, Indonesia, this year.
The venture must capture new segments of the market, namely price-conscious consumers, without cannibalizing SIA’s existing business, which can be an uphill task. The airline says it aims to achieve this by ensuring that its low-cost carrier has a decidedly separate brand and market positioning than its parent. It also says that even though it will be a wholly owned subsidiary, the venture will have a discrete management team.
SIA’s decision to have distinct brands is considered by industry executives to be a smart move. Patee Sarasin, CEO of Thai low-cost Nok Air—who has extensive brand experience forged by having been executive chairman of one of Thailand’s largest ad agencies—points out that a brand creates a perception in the mind of the consumer. “Once you create a perception of being a premium carrier, you can’t change it. So if you want to market to a different segment, you have to create a completely different brand,” he says. He adds that you must take on a totally “fresh” look.
Patee says to ensure that the new brand has instant credibility, SIA might use public relations to highlight the association between it and its low-cost carrier. Nok Air is 39% owned by Thai Airways International. Patee says that prior to Nok’s launch, Thai Airways highlighted in the press that it would handle all of the low-cost’s aircraft maintenance. But, he says, in Nok’s advertising there is no mention of Thai Airways. The independent offshoot has a totally different market position, he emphasizes.
Thai Airways’ vice president of investor relations, Raj Tanta-nanta, believes it will be hard for SIA to ensure that its new long-haul, low-cost carrier won’t erode its economy-class business. He says the association between the parent and the offshoot means some SIA economy passengers will be tempted to switch to the low-cost carrier. Raj says Thai Airways actually is better positioned than SIA to launch a long-haul, low-cost airline because of the huge income disparities in Thailand.
But Thai Airways has no immediate plans to do this because it is busy preparing to introduce the short-haul, full-service Thai Wings, which is scheduled to start flying in March or April 2012 and will operate the latest-generation narrowbodies. Chairman Ampon Kittiampon told journalists in Bangkok that these would be 737s, but Raj says the carrier has yet to decide between A320s and 737-800s.
Raj says Thai Wings will replace Thai Airways’ 737-400 short-haul operation, comprising five aircraft. The new carrier will be modeled after SIA’s full-service, short-haul operation, Silkair, he adds.
Thai Airways wants its short-haul, full-service operation to be a separate business so it can focus on widebody operations and provide a more consistent level of premium service. This setup would mean the short-haul operation could have a lower cost base rather than be saddled with the relatively high cost base inherent in the mainline operation.
Raj says Thai Wings will have a fleet of 11 aircraft and grow by opening new routes connecting Thailand to secondary cities in nearby countries. Another benefit of having a different brand means Thai Wings can generate traffic and create new markets by offering lower-priced fares, without damaging the premium positioning of the Thai Airways brand, he says.
In a separate development, Thai Airways is working to launch a Bangkok-based low-cost carrier, Thai Tiger, in partnership with Singapore’s Tiger Airways. The low-cost carrier was originally scheduled to start flying in May, but Thai Airways now says this has been pushed back 2-3 months. Thai Tiger is still waiting for approval from Thailand’s transport minister, Sophon Zarum, who said last year that he opposes the pact. The approval is dependant on the outcome of Thailand’s national election on July 3. Thai Airways’ president, Piyasvasti Amranand, is behind the push to establish Thai Tiger. Piyasvasti has the support of Thailand’s prime minister, Abhisit Vejjajiva, and finance minister, Korn Chatikavanij. Both are Democrat Party politicians, but there is no guarantee the Democrat Party will be returned to power. In Thailand, a change in government usually leads to a change of leadership at the national carrier.
All Nippon Airways is also establishing a low-cost carrier in joint-venture partnership. Its equity partners are Hong Kong investment firm First Eastern and Japanese private-public company Innovation Network Corp., which funds new businesses. The new short-haul, low-cost carrier, Peach, will be based at Osaka Kansai International Airport and is scheduled to start operating in March 2012 using leased A320s. It has signed a 10-aircraft lease deal with GE Capital Aviation Services and its first routes are slated to link Kansai to Sapporo and Fukuoka in Japan, and Kansai to Seoul, South Korea.
Overall, this fertile ground for new ventures is sure to yield interesting results.

Aspen a écrit:Dans le meilleur des mondes :

Les seules questions à trouver de bonnes réponses :

Quel est le module précisément dont AF et KLM ont besoin ?

Aspen a écrit:A quelle date ?

• de reserrement de l'offre, au travers d'une inter-pénétration et avec un meilleur partage ou "commonality" / "communauté" des itinéraires,
  
• tenant compte des besoins & souhaits des clients,
  
• lesquels le 'partenariat' AF-KLM, comme composante de l'Alliance SKY TEAM (dimension à ne pas négliger ! ) arrive à couvrir de manière plus 'harmonisée' (mot que je déteste) ou plus 'rapprochée' (vocable que j'affectionne), ......
  
• pour un meilleur 'confort' des clients & passagers, et un meilleur résultat financier, destinée à faire évoluer la flotte et sa gestion (ce qui implique le besoin impératif d'éviter au maximum !la tare de 'faire voler des avions vides', objectif qui, lui repose sur la bonne utilisation, à bon escient, des toutes les techniques de "Yield Management", ..... ce qui implique des approches souples, à évolution constante, frappée d'une évolution permanente, .... aspect qui touche tous les êtres humains de l'Entreprise, soit les Cies. aériennes, selon les meilleurs pratiques d'ERP : "Enterprise Resource Planning") !
  
  

Aspen a écrit:A quel prix ?

Aspen a écrit:Comme chez Lufthansa, AF/ KLM a ses propres filiales maintenances / suivis de flottes ( ramp & checks ).

Aspen a écrit:Certains, peu, ont fait remarquer que DLH a fait le choix de l'A 340-600 alors qu'AF-KLM choisissait le B 777. Il a quelques années.

Aspen a écrit:L'offre de LHT est assez large, même si la base installée Trent 550/560 est moins importante que celle des GE 90.

Aspen a écrit:Pourquoi AF-KLM aurait choisi le B 787 ?

Aspen a écrit:Ni l'A 350XWB, ni le B 787 ne sont certifiés.

Aspen a écrit:Alors quels risques pèsent sur chacun des programmes ?

Aspen a écrit:Si ces risques existent, quels rapports avec les moteurs ?

Voir ci-après !

Jeannot a écrit:Je ne suis pas certain que, si demande d'AF/KLM i l y a eu, elle se serait pas limitée, du moins dans un premier temps, à réaliser soi-même l'entretien de ses propres appareils et ainsi d'éviter à devoir le faire réaliser par des filiales de compagnies que le groupe pourrait considérer comme des concurrents majeurs. Bien sur cette démarche demanderait alors un investissement en formation et sans doute équipements.

• "OK ! Au lieu de vous faire des rabais de 85% au moment de l'achat de vos moteurs, on va vous facturer les 50 "ship-sets" à US$ 50 millions par ship-set, moins 20% de rabais, "cash at front end", pour tenir compte de votre volonté de former une JV avec nous, comme nous et nos autres partenaires avons pu faire dans le passé! Aussi, vous signerez un accord TotalCare de 10 ans, ..... "cash paid at front end", dans des conditions de 50% du tarif normal, pour vous être agréable et vous permettre de financer les équipements de base qui seront nécessaires. Ensuite, on 'roulera' au coup par coup, pour les choses exceptionnelles, avec , par exemple, pour les chioses routinières, chaque année, un GRA ("General Relations Agreement") des accords dits de RDA / RTA ("Research & Development Assessment" / "Research & Technology Assessment") .... selon des coéfficients et assiettes de calcul à déterminer d'un commun accord. En contre-partie, on vous transfère la technologie, de manière permanente, les évolutions et mises-à-jour des éléments "State of the Art", pour que notre JV soit "au top" dans le MRO, avec les autres JV que nous avons montées et développées avec nos autres partenaiores traditionnels ! ", .......
  

Jeannot a écrit:il est probable qu'AF/KLM aurait souhaité pouvoir offrir un service aux compagnies qui le souhaiteraient et qui préfèreraient travailler avec le groupe. La question des pénalités perdrait alors tout son sens.

Jeannot a écrit:Mais toute cette discussion s'appuie sur une hypothèse (la demande d'AF/KLM) dont nous ne savons pas si elle est fondée ou appartient au domaine des élucubrations de journalistes. Alors...

Yesterday, Singapore Airlines’ twelfth A380 (MSN058) was transferred to Toulouse, for delivery to the airline

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

MSN058 spent almost ten months in the outfitting process, much longer then the average frame, over the last six months.
The delay is largely due to the “Business Class” seat manufacture “Koito”, who admitted to falsifying data of over 100,000 seats in the world fleet. But recently Airbus granted “Koito” permission to install the seats, and Singapore Airlines is expected to receive MSN058 in the coming weeks.