Lufthansa : LH : DLH

India Refuses Lufthansa A380 Landing

India has refused to grant New Delhi landing rights for Lufthansa’s Airbus A380, a German daily said on Friday.

Frankfurter Allgemeine Zeitung newspaper reported in a pre-release of its Saturday edition that the Indian government’s decision apparently was made because the Star Alliance, of which Lufthansa is a member, had rejected Air India’s bid to become a Star Alliance member.

It said Star Alliance last month decided to turn down the request of state-owned Air India to become a member because of the latter’s weak financial situation.

The report said the denial of landing rights would be a blow to Lufthansa’s ambition to expand its flight offers to India.

A spokesman for Lufthansa said the landing rights issue should not be linked to Star Alliance’s decision on Air India, saying other airlines have also been unsuccessful so far in obtaining the right to land some of their aircraft in New Delhi.

Jeannot a écrit:L'Inde refuse à Lufthansa le droit d'utiliser le 380 sur New Delhi

India Refuses Lufthansa A380 Landing

India has refused to grant New Delhi landing rights for Lufthansa’s Airbus A380, a German daily said on Friday.

Frankfurter Allgemeine Zeitung newspaper reported in a pre-release of its Saturday edition that the Indian government’s decision apparently was made because the Star Alliance, of which Lufthansa is a member, had rejected Air India’s bid to become a Star Alliance member.

It said Star Alliance last month decided to turn down the request of state-owned Air India to become a member because of the latter’s weak financial situation.

The report said the denial of landing rights would be a blow to Lufthansa’s ambition to expand its flight offers to India.

A spokesman for Lufthansa said the landing rights issue should not be linked to Star Alliance’s decision on Air India, saying other airlines have also been unsuccessful so far in obtaining the right to land some of their aircraft in New Delhi.

Pas très cool...

[url=http://www.aviationweek.com/aw/generic/story_channel.jsp?channel=comm&id=news/awx/2011/09/09/awx_09_09_2011_p0-367707.xml&headline=India Refuses Lufthansa A380 Landing Rights][Vous devez être inscrit et connecté pour voir ce lien] Refuses Lufthansa A380 Landing Rights[/url]

[Vous devez être inscrit et connecté pour voir ce lien] has struck a deal to buy sought-after take-off and landing slots at London’s Heathrow airport from BMI, [Vous devez être inscrit et connecté pour voir ce lien]’s loss-making UK subsidiary.

[Vous devez être inscrit et connecté pour voir ce lien], BA’s parent company, said on Friday it had authorised the [Vous devez être inscrit et connecté pour voir ce lien], which each consist of daily take-off and landing rights.

IAG, which also owns Spain’s [Vous devez être inscrit et connecté pour voir ce lien], is [Vous devez être inscrit et connecté pour voir ce lien] if Lufthansa decides to sell or break up its UK subsidiary.

BA has its home at Heathrow, but cannot expand its services there without additional slots because the airport is already operating at full capacity and the government has rejected the case for building a third runway.

“BA is always looking to increase its slots portfolio because there is no spare capacity,” said an IAG spokesman.

Lufthansa said the slots sold to BA were not needed by BMI for its operations at Heathrow. The transaction should be seen as separate to Lufthansa’s [Vous devez être inscrit et connecté pour voir ce lien], which could lead to the disposal of the UK subsidiary, said people familiar with the situation.

IAG said its share of slots at Heathrow, consisting of take-off and landing rights held by BA and Iberia, would increase from 44 per cent to 45 per cent following the transaction with BMI. IAG added it would not need regulatory approval for the transaction. .....................................

Jeannot a écrit:Rumeur prise sur Airliners. LHA négocie avec Airbus pour prendre d'autres 380s at pourrait aussi être le client du 900

• LH aura compris que les B747-8I ne vont pas être la panacée ; les performances annoncées pour l'avaion non encore livré, sont mises en pièces par les performances déjà réalisées at confirmées par l'avion réellement livré et en exploitation ;
  
• mieux vaudrait le reconnaître et exercer ses options, ou placer des commandes fraîches, pour commencer à faire "catch-up" par rapport à ceux qui ont déjà la chance d'avoir accumuler des heures d'exploitation commerciale bien au-delà du cumul dont peut se vanter Lufthansa ;
  
• aussi, LH est placé pour bien percevoir la reprise dans le transport aérien, et, compte tenu des restrictions des créneaux horaires, dans les aéroports où pourra atterrir et décoller l'A380, il convient de placer des commandes maintenant (plus tôt plutôt que plus tard) ;
  
• dans ce contexte de reprise du transport aérien, LH voit clairement la reprise / la recrudescence des volumes dans le secteur fret / cargo ; ceci va l'inciter à prendre livraison de ses B747-8I, le plus vite possible (salut, Boeing !), afin de les exploiter "exagérément", d'où une des raisons pour la mise de l'accent sur la classe éco (en préparation pour les 'sac-à-dos'), pour couvrir les frais incompressibles, les cravacher, dans le but de les transformer assez rapidement -- sous 5 à 8 ans-- en avions de fret, comme prévu dans le Busines Plan ; action qui justifiera le montée en puissance sur l'A380 (Tom ENDERS est bien au courant, ... puisqu'il en discute, avec John LEAHY, avec les actuels dirigeants de LH ) ;
  
• pour ce qui est de l'A380-900, Lufthansa voit l'intérêt des A380-800 (à masse accrue ? ) & A380-900, pour réorganiser les config. cabine d'une partie de la flotte qui privilégie les 'sac-à-dos' ; ceci prolongera la stratégie liée aux passagers, et récemment annoncée ; aussi, il est utile d'optimiser le fret en soute ("belly-freight") dans les avions de ligne, pour mieux les rentabiliser ; et, en raison de l'architecture particulière de l'A380, c'est l'A380-900 qui offrira un "boost" disproportionnée (bien plus favorable que la résultante apparente de l'application d'une simple 'règle de trois arithmétique') aux possibilités de fret en soute.
  

• Les analyses approfondies ont bien démontré qu'Emirates, dans sa stratégie de développer son "hub-carrefour", Nord-Sud / Sud-Nord : Est-Ouest / Ouest-Est, avec un aspect 'point de transit touristique', a assuré sa croissance rapide et apparemment solide, par le fait de prendre les clients aux points de départ et de destination aux autres Cies. 'traditionnelles', partout sur le globe, et en Europe, où la concurrence fait rage depuis un certain temps, et où il y a des aéroports fortement "slot-restricted" / 'à restriction sévère de créneaux horaires' ;
  
• certaines cies. sont fatiguées de subir cette stratégie, sans pouvoir riposter efficacement ;
  
• on a vu que certains pays ont reçu une aide de la part de leur Gouvernement respectif, notamment dans le cas de l'Allemagne, qui refuses des demandes de lignes et / ou de destinations formulées par Emirates (et d'autres Cies. aériennes des Emirats, ... telles que Qatar Airways) ;
  
• ceci ne peut pas être une soultion durable dans le contexte de la mondialisation ;
  
• Lufthansa n'aime pas trop ces interventions politiques ;
  
• un manière de riposter est celle (quand on en a la possibilité) de développer les capacités en terme de PUC ;
  
• pour contrer Emirates, l'appareil de choix ne saurait être que l'A380 ;
  
• et, étant donné que Lufthansa a vu a quel point Airbus fait 'de la diplomatie' au bénéfice d'Emirates, qui essaie toujours de se positionner en tant que Client de Lancement, ou, d'une façon qi lui apporte les avantages de Client de Lancement, la Cie. allemande décide de tenter ses chances en optant pour cette approche, aussi !
  

SEVRIEN a écrit:Rebonjour, chers tous .
Additif.
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Il y a un point qui mérite d'être mentionné, ..... et d'être mis en relief.
------

• Les analyses approfondies ont bien démontré qu'Emirates, dans sa stratégie de développer son "hub-carrefour", Nord-Sud / Sud-Nord : Est-Ouest / Ouest-Est, avec un aspect 'point de transit touristique', a assuré sa croissance rapide et apparemment solide, par le fait de prendre les clients aux points de départ et de destination aux autres Cies. 'traditionnelles', partout sur le globe, et en Europe, où la concurrence fait rage depuis un certain temps, et où il y a des aéroports fortement "slot-restricted" / 'à restriction sévère de créneaux horaires' ;.....

A strategic pawn has been placed in the middle of the Heathrow airport power struggle by [Vous devez être inscrit et connecté pour voir ce lien], as it investigates the possibility of selling British Midland International.

By appointing investment bank Morgan Stanley to look into the potential sale of the loss-making subsidiary, the German carrier is finally addressing a long-standing problem. Meanwhile, other airlines will consider the prudence of a takeover move.

On offer is the second-largest number of slots at Heathrow - an invaluable commodity at one of the world's busiest international airports which is bursting at the seams.

Airport Coordination Limited reported BMI's share of Heathrow's slots as being roughly 8.4% of the total capacity, in its Heathrow summer 2011 start of season report.
Willie Walsh, chief executive of [Vous devez être inscrit et connecté pour voir ce lien] parent International Airlines Group has been open about his interest in BMI, telling Airline Business earlier this year: "It's no secret that we've been interested in BMI, but largely because of its slot ­position at Heathrow, rather than the brand."

Andrew Lobbenberg, European airline research analyst at RBS, feels that a purchase of BMI by IAG would be the most natural fit. With British Airways owning approximately 40% of the Heathrow slots, such a move would give it control of around half the airport's total.

He is less convinced by the viability of [Vous devez être inscrit et connecté pour voir ce lien] Airways' assertion that it continues "to have a close interest in a combination with BMI".

He explains that it is not obvious how a combination of BMI and Virgin could be a successful or profitable enough business to compete against BA.

Lobbenberg also questions whether Virgin could indeed afford such a purchase.

Citi Investment Research's (CIR) break-up analysis values BMI's equity at £106-248 million ($168-392 million). "Though, if it could find a new backer with deep pockets and the appetite, of course its ability to buy BMI could be transformed," he adds.

Lobbenberg says he is "very unsure about what the industrial logic would be of any combination of BMI with a Gulf carrier".

CIR questions whether any buyer would be interested in purchasing BMI in its entirety, because the carrier's three distinct divisions - BMI, BMI Regional and BMIbaby - do not match with most other airline groups, and that Lufthansa must therefore consider each separately.

The final intriguing development of the saga is that the news came at the same time as the announcement that Lufthansa's Stefan Lauer, chief officer of Lufthansa's subsidiary airlines, will be stepping down from the role of chairman of BMI.

In his place, BMI appointed Vagn Ove Sørensen, the former deputy chief executive of [Vous devez être inscrit et connecté pour voir ce lien].

Jeannot a écrit:Rumeur prise sur Airliners. LHA négocie avec Airbus pour prendre d'autres 380s at pourrait aussi être le client du 900

Jeannot a écrit:Même si je vous donne le lien...

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

Lufthansa to take two more A380s and 10 other aircraft

Germany's Lufthansa Group is to acquire another two Airbus A380s as part of an order for 12 new aircraft for the company.

They will be part of a package which includes an Airbus A330-300 and four A320s, plus five Embraer 195 regional jets.

Lufthansa's supervisory board approved the acquisition, which it values at around €1 billion ($1.3 billion) at list prices, at a meeting today.

It said the "moderate" expansion is designed to give the airline capacity to meet "short-term requirements".

The aircraft will be delivered to the group in stages from 2012, it added.

Lufthansa's agreement, once firmed, will take the number of A380s it has on order to 17. Its current A380 fleet is powered by Rolls-Royce Trent 900 engines.

It has not given engine selections for the A330 or A320s but its current A320 fleet is fitted with CFM International CFM56s, while its A330s have Trent 700 powerplants.

Jeannot a écrit:Commande de Lufthansa (2 380, 1 330-300, 4 320s et 5 E195s

Lufthansa to take two more A380s and 10 other aircraft

Germany's Lufthansa Group is to acquire another two Airbus A380s as part of an order for 12 new aircraft for the company.

They will be part of a package which includes an Airbus A330-300 and four A320s, plus five Embraer 195 regional jets.

Lufthansa's supervisory board approved the acquisition, which it values at around €1 billion ($1.3 billion) at list prices, at a meeting today.

It said the "moderate" expansion is designed to give the airline capacity to meet "short-term requirements".

The aircraft will be delivered to the group in stages from 2012, it added.

Lufthansa's agreement, once firmed, will take the number of A380s it has on order to 17. Its current A380 fleet is powered by Rolls-Royce Trent 900 engines.

It has not given engine selections for the A330 or A320s but its current A320 fleet is fitted with CFM International CFM56s,

while its A330s have Trent 700 powerplants.

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

Jeannot a écrit:La decision sur le prochain avion sera prise avant la fin de l'année.

Embraer: Next aircraft decision to come by year end

Embraer will announce its next commercial aircraft development step before the end of the year, a company executive said Wednesday.

Executive VP-airline market Paulo Cesar de Souza e Silva said Embraer had been waiting to see whether Boeing would replace or re-engine the 737NG before decidingeither to launch a 130-150 seat aircraft or embark on an E-Jet re-engining.

Speaking to ATW at the European Regions Airline Assn. general assembly in Rome, Cesar de Souza e Silva said,“We are finalizing our assessment. We have now all the necessary information to make a sound decision how to develop the best product to meet the needs and demands of our customers. Before year end we will give an indication what we will do.”

He reiterated earlier statements that Embraer was leaning toward a higher seat-capacity aircraft.

De Souza e Silva also said he does not see Embraer cooperating with another regional aircraft manufacturer in the near future. Bombardier and the Commercial Aircraft Corporation of China (COMAC) in March signed a framework agreement to establish a long-term strategic cooperation on commercial aircraft, although it is not clear how this will play out on their product lines.

“I do not see Embraer at the moment going together with any of the other [regional aircraft] manufacturers,” he said, adding that the regional jet scene is “getting very crowded indeed.”

Embraer is seeing a “good level of activity” in terms of sales in Europe, De Souza e Silva said. There has been a “slight softening” of demand compared to the start of the year in Western Europe owing to the euro-zone crisis; the Eastern Europe is active, however.

“Over the past 18 months, Embraer sold about 100 E-jets in Europe and I’m confident we will be able to announce more orders for Europe in the next few months,” he said.

Europe represents 28% of the Embraer E-jet order book. This week, Alitalia took delivery of its first E-190 as part of an order signed in March for five E190s and 15 E-175s .

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

SEVRIEN a écrit:Quelle est, ou sera demain, la signification du choix, aujourd'hui, des Embraer EJ-195 ?

108 à 118 sièges, ... et rayon d'action de 1800 NM ?

Si Embraer décidait de lancer le "grand-frère, ..... (en terme de taille etc. ), ..... est-ce que ce serait de cet avion, sur le quel il va y avoir une décisioin vers la fin de l'année, que Lufthansa voudrait être le client de lancement ?

Si tel était le cas, ..... quel signal est-ce que cela enverrait vers Bombardier pour le CSeries, par exemple ?

Est-ce que le journaliste, ailleurs, a "eu tout faux" en disant que LH voulait être Cie. de lancement de l'A380-900 ?

Virgin Atlantic Airways refuses to rule out a possible bid for British Midland International, should Lufthansa decide to sell its loss-making subsidiary.

In September, Lufthansa announced it had appointed global financial services company Morgan Stanley to look into a potential sale of BMI.

Edmond Rose, director commercial and revenue planning at Virgin Atlantic, told Flightglobal's Airline Business Daily at the World Route Development Forum in Berlin that the carrier has "a close interest in the future of BMI", a phrase he repeated when pressed on whether this could extend to a potential bid.

International Airlines Group, the parent company of Virgin's arch rival British Airways, has also reiterated its interest in BMI.

IAG has made no secret of its desire to obtain BMI's more than 10% share of London Heathrow's highly sought-after slots.

B/E Aerospace To Develop Star Alliance Seat

Star Alliance has selected B/E Aerospace to develop the common architecture for a long-haul economy-class seat for its members.

The joint procurement program, which has been under development for several years (Aviation Daily, Jan. 9, 2010), will create a base and advance variant of the seat. Carbon-fiber components will be used to reduce weight, Aviation Week was previously told.

Air China, Lufthansa and the German carrier’s sister company, Austrian Airlines, are the first of Star’s members to choose the seats, with deliveries scheduled to begin in 2012.

“Star Alliance has again set an industry trend by becoming the first alliance to partner with an airline seat manufacturer to deliver product innovation to its member carriers,” says the group’s VP-Legal and Corporate Services Jeffrey Goh.

Virgin Atlantic is still keen on buying smaller UK rival bmi despite waning growth across the aviation industry, Virgin Atlantic's chief executive Steve Ridgway said.

"The bmi sale process is ongoing and we're still involved in that," Ridgway said on Tuesday.

Lufthansa, which owns bmi, has said that it is considering finding a partner for loss-making bmi, and has mandated bankers to sound out a potential sale.

Airlines are keen to get hold of bmi's coveted takeoff and landing slots at London's Heathrow airport.

Bmi controls about 10 percent of the take-off and landing slots at Heathrow, Europe's busiest airport, making it second there only to IAG-owned British Airways, which now has around 45 percent of the slots.

Last month BA acquired six daily takeoff and landing slots at London's Heathrow airport from bmi for an undisclosed sum.

"Bmi is an important UK asset and I think it needs to be dealt with wisely," said Ridgway, when asked if Virgin would look at acquiring bmi's slots instead of the airline itself.

Virgin Atlantic, majority-owned by billionaire Richard Branson's Virgin Group, swung to a full-year profit in the year to March but expects higher fuel prices, weakening consumer confidence and tough economic conditions to impact the business in its current fiscal year.

"Growth rates are low and it's very challenging for airlines at the moment and will probably continue to be like that in the months ahead," said Ridgway.

Industry body IATA last month said it expected airlines to suffer a weak end to the year due to waning consumer confidence, sluggish international trade and high fuel prices.

It said a weak global economy would prompt a sharp fall in airline profits in 2012 and cut the industry's profit margins to 0.8 percent from 1.2 percent this year. IATA forecasts industry profits in 2012 will fall 29 percent to USD$4.9 billion from USD$6.9 billion this year.

Ridgway also poured cold water on a plan to link London's Heathrow and Gatwick airports by high-speed train.

The British government last week said it was considering connecting the airports -- creating a virtual hub dubbed Heathwick -- to increase capacity in the London aviation market

"Building this link between airports is not really practical especially given the constraints placed on runway capacity in the UK," he said.

(Reuters)

A hint of things to come–Lufthansa 787 order?

Lufthansa Technik “is set to become a leading 787 MRO” following a deal with JAL, blares a headline in AviTrader’s current issue of MRO magazine.

The magazine writes:

Lufthansa Technik will become one of the world’s leading 787 MRO providers after concluding a Total Component Support (TCS) contract with
Japan Airlines (JAL) to support its fleet of 787 Dreamliners. The agreement runs for a term of 10 years and will see the MRO provide material
support, including repairs and logistics services, for JAL’s fleet of 35 Dreamliners from the moment its first aircraft is delivered next year. Lufthansa
Technik will supply its customer with materials from Tokyo as well as from its existing material locations in Frankfurt and Hamburg.

JAL has GEnx engines on its 787s, which may give GE the edge in engine selection for Lufthansa.

The German airline has been evaluating the Airbus A350 XWB and the 787 for many months for what would be a huge order, perhaps 150, across the Lufthansa group.

Lufthansa is expected to make a decision next year and we think it likely a split order would be forthcoming. Although there is a strong case for Boeing to win the entire order, we doubt this will happen.

Why would Boeing be the sole winner? Lufthansa simply doesn’t need the extreme range of the A350–up to 8,500nm. The talked-about 787-10 is, for the moment, a 6,900nm range airplane which is more suitable for Lufthansa. If you want this airplane, which is sized as a replacement for the 777-200ER, then you might as well stick with commonality of the 787-9 (with which you get the long range anyway).

At the same time, the A350-900 and A350-1000 have greater range and capacity and since Lufthansa is German and so is half of Airbus, an order is all but certain.

In addition to the 787 MRO deal, Lufthansa Technik contracted to service the 787′s Hamilton Sundstrand components. Write AviTrader:

The contract with JAL was Lufthansa Technik‘s first for services on the 787. It followed the deal up a week later when it negotiated a licensing
agreement with Hamilton Sundstrand to become a partner in Hamilton Sundstrand’s support network for Boeing 787 components. Hamilton
Sundstrand is the biggest single supplier of components for the 787, accounting for over 40%. According to Andrich, the licensing agreement
gives Lufthansa Technik access to repairs, the development of repair
solutions, test rigs and more, and will ensure that the company has a
‘firm foothold’ in the 787 for a long time.

Japan Airlines has contracted Lufthansa Technik to provide component support for its Boeing 787 fleet.

The airline has inked a 10-year total support deal with the German MRO provider for the on-board equipment of the 35 aircraft on order.

JAL is to become the first airline to operate the twinjet with General Electric's GEnx-1B64 engine.

The first delivery is planned before the end of the year, JAL said.

The deal is also the first 787 MRO agreement for LHT. The maintenance company will provide spares, repair and logistics services from its hubs in Hamburg and Frankfurt.

Certain material will be located at the airline's base in Tokyo. The two companies have co-operated in the past, when LHT supported JAL's now-retired Airbus A300-600 fleet.......

• CFM International: CFM56-2C, -3, -5A, -5B, -5C, -7B
  
• General Electric: CF34, CF6-50, CF6-80C2, -E1, CJ610/CF700
  
• IAE: V2500-A5, -D5
  
• Rolls-Royce: RB211-535, Trent 500, Trent 700, Trent 900
  
• Pratt & Whitney: PW100, PW150, JT9D, JT15D, PW4000-94.
  

• Les Forumistes qui avalent tous les bobards qu'on peut lire dans cette feuille de chou, LeehamNews, ne se rendent même pas compte que LeehamNews a monté son bateau sur le dossier MRO, confié par JAL à Lufthansa Technik, sur l'aspect GE / GEnx, sans comprendre que ce dossier exclut LES MOTEURS.
  
• 
  
• Dans nois écrits jusqu'ici, nous n'avons rien dit ! Nous avons attendu qu'il y ait une réaction !
  
• Résultat ? Rien !
  
• 
  
• Vraiment, .... le silence de l'ignardise ! Pire que ça, dans toute cette agitation, il y a certains qui essaient d'y remettre une couche ! Il croient que c'est avec l'accord de Boeing que JAL est allé s'adresser à Lufthansa Technik !
  
• Ils essaient de nous raconter de nouveau que RR devrait accorder à AFI tpout l'entretien de tous les moteurs RR Trent XWB en exploitation, chez tous les opérateurs concernés !
  

• "Total Component Support (TCS) contract" ne concerne que l'airframe, et pas du tout les moteurs, ... pas du tout ?
  

Total Component Support TCS

An airline operator is usually faced with a choice: either greater aircraft availability and therefore an inherent need to tie up a lot of capital in a big spare-parts inventory, or low costs.
Well, Lufthansa Technik Total Component Support TCS meets both requirements at the same time.
And that's not all. If so desired, Lufthansa Technik experts will take care of all aspects of supplying the fleet with components from writing the specifications, initial provisioning studies, home base allocation to repair and overhaul, troubleshooting, documentation and engineering services. And all at the highest quality level with the cumulative professionalism gained from 40 years of hands-on experience.

When an airline customer becomes a member of the Lufthansa Technik components pool, the operating costs go down to a level normally available only to operators of much larger fleets. In fact, membership equals being part of a fleet totaling nearly 400 Boeing and Airbus jetliners of all types. Ultra-sophisticated logistics ensure that everything needed reaches their destination in the shortest possible time wherever in the world the aircraft happens to be.
------------------------
Capabilities (ceci veut dire : "Lufthansa Technik's Capabilities").

• A300, A310
  
• A318, A319, A320, A321
  
• A330, A340
  
• 737 CL, NG
  
• 747
  
• 757
  
• 767
  
• 777
  
• 787
  
• MD-11
  
• CRJ 100, 200, 700, 900
  
• E-Jet
  
• Q400