British Airways : BA: BAW :

Iberia approuve le plan de redressement du régime retraite de BA

MADRID, 22 septembre (Reuters) - Iberia a approuvé mercredi le plan de British Airways visant à combler les milliards de livres de déficit de son régime de retraites, ce qui lève le dernier obstacle à la fusion entre les deux compagnies aériennes d'ici la fin de l'année.
La compagnie espagnole s'était réservée le droit de se retirer du projet de fusion qui devrait donner naissance au troisième transporteur mondial si elle n'était pas satisfaite de l'accord conclu en juin entre BA et les gestionnaires du fonds des retraites.
"Cette décision représente un nouveau pas en avant dans le processus de fusion", déclare Iberia dans un communiqué publié à l'issue d'une réunion de son conseil d'administration.
Le rapprochement entre BA et Iberia, qui a déjà reçu le feu vert de l'Union européenne, doit encore être approuvé par les actionnaires dont la décision est attendue en novembre.
Une fois l'opération finalisée, les actionnaires de British Airways détiendront 56% de la nouvelle entité qui sera baptisée International Airlines Group. Les actionnaires d'Iberia en possèderont 44%.[/color]

[Vous devez être inscrit et connecté pour voir ce lien] is poised to rehire the captain of the [Vous devez être inscrit et connecté pour voir ce lien] which crashed at London Heathrow, nearly three years after the accident and his subsequent decision to leave the company.

Capt Peter Burkill was the commander of flight BA038 from Beijing which crashed at Heathrow on 17 January 2008, after ice obstructed the fuel system during final approach.

A source familiar with the situation states that Burkill is likely to rejoin the carrier in November, although contracts have yet to be finalised.
Burkill has released a statement on his personal website, in which he says: "I am delighted that the discussions with British Airways, have come to a mutually, happy conclusion. In my opinion British Airways is the pinnacle of any pilot's career and it is my honour and privilege to be returning to an airline that I joined as a young man."
Everyone on board BA038 survived the accident, and investigators praised the actions of Burkill and his crew.
But Burkill felt under pressure in the months afterwards and eventually left the airline. Although he wanted to continue flying, he struggled to find alternative employment as a pilot, partly owing to the stigma of his association with the high-profile crash.
In the interim period he wrote a book about his experience of the accident.
British Airways simply states that Burkill was a "valued colleague" and that the airline "would welcome him back" as a captain.
"We have always supported and praised everyone's actions involved in managing the BA38 incident," says a spokesman for the carrier.

Bravo ! Bonne chance à tous concernés !

British Airways - Trafic passagers 1,3% en septembre, le premium en vedette

LONDRES, 5 octobre (Reuters) - British Airways a transporté 1,3% de passagers de plus en septembre 2010 qu'en septembre 2009, grâce à une forte croissance de la fréquentation des classes affaires et premium.
BA précise qu'il a transporté 3,05 millions de passagers en septembre contre 2,92 millions un an plus tôt, son coefficient d'occupation ressortant en hausse de 0,9 point à 82,4%.
Le trafic des classes premium et d'affaires, le segment le plus rentable pour la compagnie aérienne, a augmenté de 4,3% et le trafic en classe économique de 0,7%.
L'action BA bondit de près de 6% en fin d'après-midi à la Bourse de Londres. (Rhys Jones, Wilfrid Exbrayat pour le service français, édité par Matthias Blamont)

BA And Iberia Plan Big Joint Widebody Order

British Airways and its merger partner Iberia are preparing to begin advanced discussions with Airbus and Boeing early next year about a potentially huge joint order for widebody transports.
The two carriers, which recently launched their joint transatlantic business with Oneworld alliance partner American Airlines, should be formally united under the International Airlines Group umbrella by early next year. BA and Iberia both have a requirement for new large widebody twinjets from the second half of the decade, says BA Director-Strategy and Business Units Robert Boyle, who confirms that the merged airlines intend to place a joint order.
“We’re always talking to the manufacturers, but we’re now preparing to ramp up discussions in the new year about a joint order,” he says.
When BA signed its original order for 24 Boeing 787s and 12 Airbus A380s in 2007 to replace its 767-300ERs and part of its 747-400 fleet, respectively, it deferred its selection of a “big twin” 300-350-seat widebody to allow Airbus and Boeing to better define their offerings.
“We’re looking at the A350 and interested to see what Boeing can do with the 777. We’ve also got 787 options,” says Boyle.
Three years ago, BA’s requirement was to replace 37 of its 57 747-400s then in service and due for retirement around 2018. That fleet shrank slightly to 49 aircraft in the downturn as eight aircraft were parked, although BA is now reintroducing two. Iberia’s current long-haul widebody is the A340 quad, of which 36 are operated, including 19 -300s and 17 -600s.
BA and Iberia have identified annual cost savings of €400 million from year five of their merger through synergies, and this planned joint order could provide an important contribution to those efficiencies.

BA Returns To Profit

British Airways attributes is first positive result for two years in the first half of 2010 to its ongoing drive to remove reduce costs and a rebound in yields. As the airline prepares to merge with Spanish carrier Iberia in January, it has reported a pre-tax profit of £158 million ($251 million) in the six months to Sept. 30, compared with a loss of £292 million in the same period last year. Improved yields drove revenue up by 8.4% to 4,447 million, while costs fell 1.5%. BA returned an operating profit of £298 million in the first two quarters, compared with a loss of £111 million in 2009, while its second quarter operating profit was £370 million on losses of £17 million in the same period last year. “Our concerted efforts to introduce permanent structural change across the airline has led to a reduction in non-fuel costs and a return to profitability,” says chief executive Willie Walsh. “Revenue has increased, driven primarily by yield improvements and, while fuel costs have risen, they are in line with our expectations.” BA CFO Keith Williams says that while volumes were flat in quarter two, passenger yields rose more than 20%. Over the first six months yields were up 17.2%. While yields are not yet back at pre-recession levels, Walsh says that the speed and strength of the recovery in demand for the more lucrative flexible fares has surprised the airline and the trend is continuing with forward bookings. The yield picture in cargo was even brighter after the collapse in the freight market last year, with a 38.5% year-on-year improvement. Again the recovery is expected to continue in the second half of the year. Cargo revenue rose by 39.4% while volumes increased by 2.4%. However BA is concerned about the impact that imminent increase the UK Government’s Air Passenger Duty (APD) tax will have. Walsh describes the rise as “a disgrace and cannot be justified at any level”, saying it will have “a dampening effect on demand.” Williams says the increase is expected to have a 1.5% impact on yields. Another issue that BA is facing is the ongoing threat of industrial action by cabin crew, which has disrupted operations throughout the year. However Walsh says that he is optimistic that the cabin crew’s union will recommend that its members accept the latest proposal the airline has put forward and bring the dispute to an end. BA expects to complete its merger with Iberia in January 2011, once shareholders decide whether to approve the deal at meetings on Nov. 29.

• '...... la majeure partie du fret aérien, soit 60%, transporté par BA, ........... l'est "en soute", .... par les avions de ligne, et non pas par les avions dédiés au fret'.
  

Walsh picks out five rivals ‘in play’

The head of [Vous devez être inscrit et connecté pour voir ce lien]has identified five European carriers that are likely to come up for sale in the next few years as industry consolidation continues in the world’s second largest aviation market.
Speaking at an investor conference in New York, Willie Walsh, the chief executive of British Airways, highlighted [Vous devez être inscrit et connecté pour voir ce lien]Group, [Vous devez être inscrit et connecté pour voir ce lien], [Vous devez être inscrit et connecté pour voir ce lien], TAP Portugal and BMI (part of [Vous devez être inscrit et connecté pour voir ce lien]), as airlines that could be “in play” in the near future.

Lufthansa recently [Vous devez être inscrit et connecté pour voir ce lien]of Sweden.
The airlines, which are spread throughout Europe and have revenues ranging from a few hundred million euros to about €5bn, have all struggled to break even during the downturn and face significant competitive pressures.
BA has long considered itself as a potential consolidator in Europe – earlier this year the company finally inked [Vous devez être inscrit et connecté pour voir ce lien]– but Mr Walsh was careful to say that he was only interested in BMI for certain.
“There will be opportunities for further consolidation,” he said. “Not all of these airlines would be attractive to us. Some of them would make sense in a BA context some would make sense in an IAG [the holding company for the merged BA and Iberia] context.”
Still, the comments will focus speculation that BA plans to make further mergers and acquisitions a core part of its strategy. In September Mr Walsh said that he had drawn up [Vous devez être inscrit et connecté pour voir ce lien]after completing the Iberia deal.
For airlines recovering from a run of crippling oil prices in 2008 and then the global recession in 2009, consolidation has become the strategy of choice, promising greater scale and financial strength in an increasingly competitive international market place.
[Vous devez être inscrit et connecté pour voir ce lien] and United Airlines, both of the US, agreed to merge in May in [Vous devez être inscrit et connecté pour voir ce lien]. Meanwhile [Vous devez être inscrit et connecté pour voir ce lien]of Chile and [Vous devez être inscrit et connecté pour voir ce lien]of Brazil proposed a tie-up in August that would reshape the Latin American market.
Mr Walsh said that BMI would make sense for his company, because of the extensive portfolio of landing slots the company holds at Heathrow airport. “If Lufthansa [BMI’s parent company] are looking to sell BMI we would be interested in acquiring it.”
The BA chief executive added that the holding structure that he had established with Iberia was “scalable” and designed to allow further acquisitions to be made even where political considerations might require that the target retain its own brand.
Earlier this week, BA reported record second quarter operating profits and a pre-tax profit of £158m for the six months to the end of September, suggesting it was finally on the recovery track after two long years of losses.
But analysts will be keen to see the benefits of the BA-Iberia before giving their blessing to further consolidation. And the results of those airlines that have joined forces so far have been mixed.
[Vous devez être inscrit et connecté pour voir ce lien], which merged with [Vous devez être inscrit et connecté pour voir ce lien] in 2008, has performed little better than its peers when measured on operating margins excluding the impact of fuel – a key industry measure - according to research by JP Morgan.
Indeed for the moment Mr Walsh said that BA would play a passive role for now.
“We are not intending to do anything [but] we have had … lots of phone calls from companies who are looking for a partner,” he said. “So there is no question that consolidation will continue within the industry.”

Orly va à son tour accueillir British Airways. La compagnie britannique a annoncé le 15 novembre qu’elle allait relier l’aéroport du sud de Paris à Londres Heathrow à partir du 10 janvier 2011. Les billets seront mis en vente le 16 novembre.

Les rotations seront réalisées deux fois par jour les jours de semaine et totaliseront douze fréquences hebdomadaires. Elles viennent s’ajouter à celles déjà proposées à destination de Roissy.

La liaison sera réalisée en monocouloir d’Airbus, c’est-à-dire en A319, A320 ou A321, aménagés en configuration biclasse.

British Airways estime que cette nouvelle ligne facilitera les correspondances des passagers avec les vols de sa filiale française OpenSkies et ceux de sa partenaire Iberia.

Jeannot a écrit:Je savais bien que cet article de Leeham provoquerait l'ire de notre ami Sevrien mais ainsi il ne reste pas sans réponse...

Rolls-Royce, the global power systems company, and British Airways have completed contracts for Trent 900 and Trent 1000 engines to power up to 61 new wide-body aircraft.

The order, originally announced in September 2007 and worth in excess of $5 billion at list prices if all options are exercised, is for Trent 900 engines to power 12 Airbus A380 aircraft, with a potential additional seven options, and Trent 1000 engines to power 24 Boeing 787 Dreamliners, with 18 options. The contracts include TotalCare long-term support agreements.

Willie Walsh, Chief Executive Officer, British Airways, said: “We are delighted to have concluded these contracts, which position British Airways strongly for the future. We have had a long and positive relationship with Rolls-Royce, and we look forward to continuing to work with them in the future. We believe the support of the Rolls-Royce TotalCare package will significantly benefit British Airways operations.”

Sir John Rose, Chief Executive, Rolls-Royce, said: “We welcome the conclusion of these contracts with a valued customer. We are pleased that British Airways continues to put its trust in our world class Trent engine technology and service provision.”

British Airways is one of nine customers that have selected the Trent 900 for the Airbus A380. The Trent 1000 has been selected to power the first Boeing 787 to enter service with Japanese airline All Nippon Airlines and has already powered over 2,000 hours of aircraft test flights.

Jeannot a écrit:Un long article de Beandylandsns qui égratigne RR, Airbus et l'EASA

Qantas A380s, the Pacific and the real story

Qantas is yet to seek CASA approval for its plans to resume A380 flights between Los Angeles and Australia on or about January 17.
It has final submissions from engine maker Rolls-Royce on the suitability of using its Trent 900 engines at a full 72,000 lbs thrust rating from LAX, but is still going over them in fine detail.

However behind the scenes there are even more serious matters in motion, starting with doubts about the credibility of EASA, the European Aviation Safety Agency, which certified the Rolls-Royce Trent 900 suite of engines for use on the giant Airbus, (the alternative being the US Engine Alliance suite made by a joint venture between GE and Pratt & Whitney).
It is obvious from the number of faulty engines now detected among the RR Trent 900 inventory that the engine had issues that EASA should have identified and acted upon in the certification testing.

EASA by definition failed in its obligations by certifying an engine so seriously compromised that it nearly caused massive loss of life on November 4, [Vous devez être inscrit et connecté pour voir ce lien] on the A380 operating QF 32 shortly after it left Singapore for Sydney, putting all 469 persons onboard in grave peril.
Qantas CEO Alan Joyce and his management team had the grim and grueling task of trying to monitor the stricken jet for almost two hours before it successfully landed back at Changi Airport, all the time faced with the possibility that the A380 and those onboard would be lost.

This is not however the only reason it has taken Qantas so long to settle on a re-start date for the trans Pacific flights, which unlike the Sydney-Singapore-London flights which resumed on November 28, require the engines to operate at a higher thrust level in order to depart LAX with a commercial payload.

Qantas has substantial information about Rolls-Royce’s performance in hyping the engine, in claiming that it was based extensively on the proven excellence of earlier Trent family designs,.....

......and in its astonishing failure to communicate a series of modifications made to newer versions of the engine.

The intensity with which Qantas has pursued detailed technical explanations and assurances from Rolls-Royce that it can now resume using Trent 900 engines with 72,000 lbs thrust available rather than the usual 70,000 lbs per unit has not been based on accepting the manufacturer’s words, but in making it prove what it claims to be the situation with the latest C series engines to the satisfaction of its engineers and technical advisers.

The groundings have cost Qantas an appalling but undisclosed amount in lost business and alternative arrangements, but it is spending the money determined to retrieve all of it from Rolls-Royce.

Consider this. Rolls-Royce was providing engines that Airbus was hanging on new partly finished A380s that incorporated the latest modifications, which in one disclosure it claimed had nothing to do with specific deficiencies in the earlier versions that caused the QF32 incident, without replacing those earlier versions which were regularly flying hundreds of passengers at a time on a multi daily basis for Singapore Airlines, Lufthansa and Qantas.

What sort of dark logic was at work here? Were they gambling that nothing would happen before they made the modular changes as routine upgrades at a time that suited them? Rolls-Royce has simultaneously claimed that the module changes in the C series engines will prevent a repeat of the QF32 incident, but that the changes were not a response to the known problems that were to manifest themselves on that flight.

Il n'y a pas de "Series C engine" ! Il n'est pas au courant, le mythomane ?

Rolls-Royce didn’t even turn up in the Federal Court to defend itself when Qantas successfully took out an injunction and filed a preliminary statement of claim against them two months ago.

QF32 was only saved by an element of luck as to where the wing rather than the pressurized cabin was pierced by debris, and by the calm and methodological response of the experienced Qantas pilots on board to a situation never envisaged in any of their training exercises.
Yet according to both Qantas, and Airbus, Rolls-Royce kept them uninformed as to the detail of the changes it saw fit to make on new A380s, but not those in service before the QF32 incident.

Which raises of course, another question as to how Airbus could have failed as the manufacturer to scrutinize everything that Rolls-Royce was doing to such a critical part of their product? Whatever that explanation, Airbus is also officially making claims for compensation for production disruption against Rolls-Royce.

Now consider the position of the ATSB and the investigation it leads, with help from EASA and Airbus among others, into the incident.

In its [Vous devez être inscrit et connecté pour voir ce lien] the ATSB points to a manufacturing defect in a pipe recovered from the disintegrated engine which appears to be a prime cause of the failure, and which has been found in other engines, some of which have been used in flight, and in others yet to fly.
However as the ATSB cautions, these findings may change in the light of subsequent inquires, and Qantas is I believe in possession of information which suggests that other contributing factors were the consequences of acoustic or vibration related damage causing the failure of components that were designed too light for the stresses placed on them thus playing their part in the engine’s destruction.

This brings us back to the failures in the certification process. Did Rolls-Royce somehow persuade EASA that the Trent 900 was more like a Trent 800 than it really was, with a consequence that more rigorous testing of the behavior of what were really quite different sections of the larger engine did not form an adequate or appropriate part of the certification process?

It is easy to imagine that the ATSB will come under intense pressure to avoid over emphasizing anything critical of the competency of one of its partners in the QF inquiry.

It is also not impossible to contemplate the ATSB resisting such pressure. It may, for example, conclude that all of the actions taken in relation to the Trent 900 engines both through special inspections and modular changes will provide satisfactory outcomes.

Or it might recommend a review of what constitutes a significantly changed rather than evolved engine design in the certification processes.
There is little reason to doubt that EASA was incompetent in certifying an engine which proved so dangerous in use, and so badly made in the course of an audit of the inventory. It should never have been allowed to fly in the condition that it was in when it disintegrated on QF32.

And Qantas should never have been given the assurances it accepted from Rolls-Royce at the time it chose them over the Engine Alliance alternative.

In this decade Airbus will evolve the A380 into an even more competent jet than it is today, and its design always anticipated the use of more powerful engines in the future.
It isn’t hard to imagine Qantas reviewing its future engine choice for these later model A380s at all.

Jeannot a écrit:Je le poste pour qu'il appelle une réponse forte et ainsi ne reste pas sans réponse.

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

vonrichthoffen a écrit:

SEVRIEN a écrit:

In its [Vous devez être inscrit et connecté pour voir ce lien] the ATSB points to a manufacturing defect in a pipe recovered from the disintegrated engine which appears to be a prime cause of the failure, and which has been found in other engines, some of which have been used in flight, and in others yet to fly.
However as the ATSB cautions, these findings may change in the light of subsequent inquires, and Qantas is I believe in possession of information which suggests that other contributing factors were the consequences of acoustic or vibration related damage causing the failure of components that were designed too light for the stresses placed on them thus playing their part in the engine’s destruction.

Des hypothèses ! De la conjecture ! "I believe" ! On n'a cure de ce qu'il croit ! Ce ne sont pas enquêteurs qui puissent déterminer cela seuls dans leur coin ! C'est RR et / ou ses partenaires fournisseurs (mais c'est RR le responsable en première ligne, bien sûr ! ).
Sauf fait nouveau, inconnu à ce jour (et que l'auteur ne connaît surtout pas), le RR Trent 900 ne serait frappé d'aucun défaut fondamental de conception ou de "design" ! Nous l'avons déjà écrit, faits à l'appui, de la meilleure source qui soit ! Ce qui n'est pas la cas du blogger mythomane !

Du point de vue de l'accidentologie, la question est pertinente : un défaut de centrage dans l'alésage d'une pièce la fragilise au point de réduire sa durée de vie de façon conséquente. On peut donc se demander s'il ne faut pas la refaire, si sa marge de sécurité est suffisante, s'il y a suffisamment de matière sur la pièce en question.
Je me permets de penser que ce sont les gens de chez RR qui ont du se poser cette question avant qui que ce soit d'autre, après l'identification de la root-cause mécanique.
Mais dans cette affaire, ne l'oublions pas, il y a une root-cause dans la root-cause, il y a une root-cause humaine (un faisceau de ratées) dans la root-cause purement mécanique.
Remise dans le contexte, la question devient alors la suivante : faut-il refaire cette pièce en la redimensionnant plus généreusement, sachant qu'un sous traitant peut mal centrer son alésage, que la pièce peut passer à l'as aux différents contrôles de qualité et que le client peut s'asseoir sur les consignes de surveillance rapprochée du motoriste ?
La réponse va de soi, d'autant que comme vous nous l'avez dit, il n'y a pas eu de AD concernant la conception du moteur.
Pour ma part, je suis peut-être angélique, mais je ne crois pas une seconde à une collusion entre l'EASA et un quelconque constructeur.

• de fait, à ce stade, il n'y a aucune modification à faire aux spécifications existantes d'une quelconque pièce ou zone du moteur ;
  
• car, selon l'enquête (je répète, comme souligné, 'à ce stade'), rien n'a révélé un défaut fondamental de conception ou de design du moteur ou de ses composantes ;
  
• tout au plus, la seule conclusion que l'on puisse tirer, sans préjuger de ce que l'Enquête puisse découvrir ultérieurement, comme fait nouveau, et sans porter atteinte aux principes juridiques et / ou déontologiques en jeu, ou au simple 'bon sens' ("common sense"),........
  
• et sans dévier par rapport aux éléments "libérés" par l'enquête officielle au domaine public, .....
  
• l'apparente "root cause mécanique" semble résulter d'un aspect du"process", qui serait, effectivement, "la première root cause dans la root cause" ;
  
• et, comme je l'implique, en rédigeant fidèlement (du moins, en essayant de le faire) la synthèse des commentaires bien pesés et nuancés de mes interlocuteurs, ceci serait lié à, ou causé par une "autre root cause, dans la 1ère root cause de la root cause" (nous sommes dans l'axe de votre analyse pertinente, cher vonrichthoffen), .......
  
• soit une insuffisance d'assurance qualité dans les réglages des outils proprès à l'étape (et à son "set-up") de la production, ...... et dans son éxécution, et les réalisations de ladite étape, 'incriminée' dans le diagnostic :
  
• je cite l'ATSB, dont la prose est le fruit des "inputs" de RR, que le Comité d'Enquête a pu, de fait, valider, n'en déplaise aux scribouillards du même tonneau que celui, dont nous déplorons le texte dans notre message ci-dessus :

  "
  The ATSB statement continues: "Further examination of the cracked area has identified the axial misalignment of an area of counter-boring within the inner diameter of the stub pipe; the misalignment having produced a localised thinning of the pipe wall on one side. The area of fatigue cracking was associated with the area of pipe wall thinning........"

  ..... ;
  
• bien entendu, cette "assurance qualité" est un aspect 'clé' du système TQM ("Total Quality Management"), tant au niveau du système global du motoriste, qu'au niveau du 'partenaire-fournisseur-sous-ensemblier', dans le système TQM de ce dernier, pour l'étapes ou les étapes qu'il assure, dans sa contribution à la réalisation, à la vérification et aux insertions et assemblages,..... travaux qui lui sont confiés dans le schéma global des opérations de la fabrication et la construction du moteur ;
  
• que les réglages soient manuels ou électroniques (contrôle numérique des outils at de leur fonctionnement?), il est clair qu'ils sont le fruit des interventions des êtres humains, travaillant comme opérateurs ou superviseurs ,
  
• .......et que le système TQM (au niveau global, et aux étapes intermédiaires, depuis les racines jusqu'au sommet de l'arbre) devra être amélioré pour.......
  
• renforcer le(s) process(es) qui assure(nt=, qui effectue(nt) les réalisations, et la qualité attendue et nécessaire,
  
• et, par là, aider les êtres humains à jouer leur rôle plus efficacement, et avec davantage de "bonnes certitudes" sur la qualité sous leur "contrôle" / responsabilité !
  

"....faut-il refaire cette pièce en la redimensionnant plus généreusement, sachant qu'un sous traitant peut mal centrer son alésage, que la pièce peut passer à l'as aux différents contrôles de qualité et que le client peut s'asseoir sur les consignes de surveillance rapprochée du motoriste ?
La réponse va de soi, d'autant que comme vous nous l'avez dit, il n'y a pas eu de AD concernant la conception du moteur.

• dès que la notion d'un AD de non modification est officiellement acquise, il est jugé légitime par les Enquêteurs Officiels de focaliser sur les aspects 'ailleurs', notamment, par exemple, sur les "processes" et les aspects assurance-qualité (processus dynamique qui a lieu pendant les opérations, et 'qui assure l'impossibilité de' / 'rend impossible' la génération de défauts de qualité, & / ou l'injection de non qualité dans le "process" & /ou dans le produit ;
  
• le "contrôle qualité " étant une étape "après les réalisations" ('statique"', pourrait-on dire), qui vient comme "back-stop", pour épauler l'aspect dynamique, qu'est l'assurance qualité précitée ;
  
• et il a ajouté qu'il est normal de focaliser sur le renforcement de tous les processes concernés ;
  
• bien entendu, il m' confirmé que le grand soulagement fut que le disque de turbine ait été jugé comme étant totalement "sound" !
  

vonrichthoffen a écrit:Pour ma part, je suis peut-être angélique, mais je ne crois pas une seconde à une collusion entre l'EASA et un quelconque constructeur.

LONDRES, 21 jan 2011 (AFP)Un nouveau champion européen du transport aérien, International Airlines Group (IAG), est né vendredi de la fusion des compagnies britannique British Air
ways et espagnole Iberia, affichant d'emblée de grandes ambitions dans un secteur en perpétuelle recomposition.

2011 AFP

Lufthansa, Qatar Airways et le groupe IAG sont intéressés par la privatisation de la compagnie publique portugaise TAP, qui doit être lancée par le gouvernement dans les prochains mois, selon la presse portugaise lundi.

[Vous devez être inscrit et connecté pour voir ce lien] cabin crew union Unite is to re-ballot its members for strike action, after the airline brought forward claims that the previous ballot was unlawful.
BA cabin crew last month voted in support of renewed strike action. Unite balloted 10,220 cabin crew, with 56% of them backing strike action.
The union claimed support of 78% because only 7,330 valid ballot papers were returned, with 5,751 of them in favour of industrial action.
However, Unite now says it "cannot call industrial action based on this ballot" because BA advised the Electoral Reform Society that the ballot was "unlawful and that any industrial action taken on the basis of it would be unprotected".

Unite says it has immediately begun preparations for a further ballot. It plans to give the carrier formal notice of the fresh ballot within the next 10 days.
BA has issued a scathing statement in response to Unite's latest move. "Unite has once again failed to conduct a proper ballot. We make no apology for having advised Unite of the flaws in its conduct. The union has nobody to blame but itself," says the carrier.

It adds: "Only Unite wants to continue this dispute. We shook hands on a deal last October but Unite reneged on it. There have been enough ballots. It is time for Unite to return to the deal we negotiated, which leaves our existing Heathrow crew the best rewarded in the UK industry, and to put this dispute behind us."

No strike dates were set under last month's ballot.
BA resisted several attempts by the union last year to disrupt its operations through strike action. The dispute has been going on for over a year.

Et cela continue ! Cela rappelle d'autres syndicats, n'est-ce pas ?

Newly formed International Airlines Group (IAG) - parent of [Vous devez être inscrit et connecté pour voir ce lien] and Iberia - is making the replacement of the Spanish carrier's [Vous devez être inscrit et connecté pour voir ce lien] A340s a priority ahead of a broader long-haul fleet-renewal exercise that will also encompass the needs of BA.

IAG chief executive Willie Walsh says that there is the opportunity to replace Iberia's A340s with more efficient aircraft that are already available, ahead of the introduction of new-generation types that are being evaluated for the wider requirement.
Both airlines have been looking at fleet renewal and growth options for their long-haul aircraft, and Walsh says that this will be co-ordinated by IAG, making use of its stronger buying power resulting from the merger. "The two airlines were always relevant to Airbus, [Vous devez être inscrit et connecté pour voir ce lien] and the engine manufacturers, but we've become much more relevant through the merger," he says.

Between them BA and Iberia operate more than 160 widebodies, but there is no commonality between the two fleets. Iberia has 36 A340s (19 -300s and 17 -600s) while BA flies a mix of 127 Boeings - 57 747-400s (including seven parked), 21 767-300ERs and 49 777s (46 -200/200ERs and three -300ERs). Iberia's [Vous devez être inscrit et connecté pour voir ce lien]-300s are between nine and 19 years old, whereas the -600s are relatively young, having been delivered between 2003 and 2010.
Walsh told Flight International sister publication Airline Business that the Spanish arm's needs would be addressed first: "In the short term our focus will be on the Iberia fleet-replacement programme, because there's a clear opportunity with existing aircraft to get significant cost savings, particularly with oil heading towards $100 a barrel," he said.
"There are discussions going on with Airbus and Boeing. With Iberia we have the option of a transitional fleet arrangement while waiting for the new-generation aircraft - 787s or A350s."
BA finalised the first part of its long-haul fleet replacement plan in 2007, ordering 24 Boeing 787s and 12 Airbus A380s to replace its 767-300ERs and part of its [Vous devez être inscrit et connecté pour voir ce lien] fleet, respectively. At that time it deferred its selection of a "big twin" 300- to 350-seat widebody to allow Airbus and Boeing to better define their offerings.
This requirement could now extend to cover Iberia's longer-term needs beyond the more pressing need for a "transitional" fleet deal. As well as the [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien], IAG is also known to be interested in potential developments of the 777.

International Airlines Group, the merged entity comprising British Airways and Iberia, is scrapping two Boeing 747-400 aircraft.
It reveals the decision in its first financial statement since the tie-up was completed last month.
IAG says it is taking a charge of €19 million ($26 million) against the two aircraft in the quarter to 31 December.

In year covering 1 January to 31 December 2010 the carriers posted a combined operating profit of €225 million.
IAG's fourth-quarter operating profit would have been €196 million, it says, but for weather and air traffic control disruption - which reduced revenues by €71 million - and a number of non-recurring items, including the 747 charges.
These brought the quarterly operating profit down to just €6 million, although the figure was an improvement on the €114 million loss in 2009.

pascal83 a écrit:
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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.

Jeannot a écrit:Confirmation de la rumeur même si pour l'instant il s'agit d'un MoU pour 8+8 A330-300s

IAG signs MoU for eight A330-300s to be operated by Iberia

International Airlines Group has signed a memorandum of understanding with Airbus for eight A330-300s plus options on a further eight.
The aircraft will be used to replace subsidiary Iberia's A340 fleet, says an Iberia spokesman.
Deliveries are scheduled between this autumn and spring 2014.
IAG has yet to select an engine for the aircraft.
IAG chief executive Willie Walsh said last month that replacing Iberia's A340s would be a priority ahead of a broader long-haul fleet renewal programme that will also encompass the needs of British Airways.
BA and Iberia jointly operate more than 160 widebodies, with Iberia's fleet consisting of 18 A340-300s and 17 A340-600s and BA operating 57 Boeing 747-400s, 21 767-300ERs and 49 777s

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British Airways' cabin crew have, as expected, voted for a further round of strikes in their long-running dispute with the airline. BA says that if strikes go ahead it will be able to continue to operate the vast majority of its London-originating services.

The Unite union, which represents cabin crew, says that 83% of the 6,981 who responded voted in favour of the action. BA says it employs around 13,500 cabin crew.

Unite general secretary Len McCluskey comments: "We urge BA's boardroom to see this as a clear message that they must think again about how to regain the trust and confidence of a significant part of their cabin crew operation.
"We continue to be in discussions with the company to find a solution to this long-running dispute."

In its response, BA says: "This is a time for co-operation, not confrontation. We began talks with Unite earlier this month and those talks are continuing. We hope that they will bring an end to this dispute, which is what the overwhelming majority of our cabin crew want."

A spokesman adds that if strikes do go ahead, BA will run all its London Gatwick and London City services, together with all its London Heathrow long-haul services and "the majority of Heathrow short-haul services".
This will be possible, he explains, because since the dispute started, BA has trained up large numbers of staff from other departments who can step in to take over cabin crew duties.

The dispute dates back to November 2009 and was originally a reaction to BA's plans to reduce staffing on-board aircraft. However, it now centres on issues including the restoration of travel concessions withdrawn by the airline from cabin crew who participated in the early strikes.
No firm dates have yet been announced for the next round of strikes. Under UK trade union legislation, Unite must declare these within 28 days of the ballot result and give BA at least a week's notice of any strike.

British Airways and Iberia will combine their cargo business and network into a single business unit reporting to International Airlines Group although both cargo operations will retain their current brands, the carriers and IAG announced last week. There will be a small cargo management team within IAG, while all other cargo employees will continue to work for their current airline. The combined business will be led by MD Steve Gunning and Deputy MD Ignacio Diez Barturen. They were previously managing directors of BA World Cargo and Iberia Cargo, respectively.

Jeannot a écrit:American aurait commandé 5 777-300ETs au premier trimestre

American Airlines ordered five Boeing 777s in Q1

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American Airlines exercised rights to buy five Boeing 777s in the first quarter, the company reported Wednesday.
“During the first quarter of 2011, the Company amended Purchase Agreement No. 1980 with Boeing and exercised rights to acquire four Boeing 777-300ER aircraft, including two scheduled for delivery in 2012 and two scheduled for delivery in 2013,” the company said in its [Vous devez être inscrit et connecté pour voir ce lien]. “In April 2011, the Company exercised rights to acquire a fifth Boeing 777-300ER aircraft, which is scheduled for delivery in 2013.”
[Vous devez être inscrit et connecté pour voir ce lien] in January, noting that American was the first U.S. airline to order the 777-300ER. Boeing has not yet reported the other orders on its [Vous devez être inscrit et connecté pour voir ce lien].

Jeannot a écrit:Certaines commandes étaient connues, d'autres non. Diificile de savoir. Attendons le tableau hebdomadaire de Boeing.

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Roberto a écrit:Bonjour,

Mes yeux ne sont pas superbes, mais :

Le 19 de janvier 2011, AA a exercé deux options sur B 777-300ER

- Annonce AA même date. Livraison prévue fin 2012 ( "earning conference" Wednesday January 19, 2011. )

Le 1 de mars 2011, AA annonce la levée d'une option supplémentaire sur 1 B 777-300ER, même date de livraison

La confirmation finale d'AA sur l'exercice d'une option supplémentaire portant à 5 B 777-300ER n'est pas encore arrivée.

NB : La flotte actuelle de 47 B 777 ( 200ER ) AA est équipé de RR Trent 800, tous livrés entre 1999 et 2001

Qu'en pensent nos Forumistes ?

BA, Cabin Crew Near End Of Contract Battle

British Airways and the union representing its cabin crew have struck a deal that should end a protracted labor battle that has seen numerous work stoppages, if employees ratify the accord.
The deal emerged after several rounds of talks and mediation efforts failed in recent years and comes days before a new deadline for the union to set strike dates was about to be reached.
The balloting of more than 10,000 members is to take one month, with the union leadership recommending approval by members.
Willie Walsh, CEO of BA parent International Airlines Group, says one of the aspects of the deal is to “modernize our crew industrial relations and help ensure that this kind of dispute cannot occur again.”
Both sides extracted some compromises from the other, although the airline appears to have won out on the aggregate. Walsh says “our agreement with Unite involves acknowledgement by the union that the cost-saving structural changes we have made in cabin crew operations are permanent.” Unite General Secretary Len McCluskey acknowledges as much, saying the deal “recognizes the rights and dignity of the cabin crew as well as the commercial requirements for the company.”
The union has won its battle to have travel concessions restored after the airline removed them in response to previous strike action.
The dispute had seen several rounds of strikes over 22 days, with a bill to the airline in excess of £100 million ($163.9 million). BA challenged several of the planned strike actions and prevailed in court but at the cost of increasing tensions with the union.
Helping reach an agreement was the move by Walsh to IAG (the company combining BA and Iberia), with Keith Williams taking over as head of BA.