Qatar Airways : QR : QTR

Lerick a écrit:Bonjour,

Le CEO de Quatar est le premier à savoir que ses A 330 sont des modèles 202 - 203 - 303 : tous à moteurs GE CF6-80 E1.

Ce même monsieur n'est pas sans savoir que GE a décliné l'offre (cahier des charges en mains) de motoriser des A 330-200F.

L'impossibilité de conversion de ses A 330 actuels en P2F est du ressort de son fournisseur de moteurs et non pas d'Airbus.

S'il achète des A 330-200F, aujourd'hui comme plus tard, il n'aura plus l'homogénéité qu'il est censé rechercher dans sa flotte.

C'est pas la peine de bouder pour ça, c'est comme ça et c'est tout !

Maintenant il est certain que Boeing a tout intérêt à lui proposer des Boeing 767 cargo neufs ou d'occasion, à des prix tels qu'Airbus ne peut pas s'aligner.

En fait Sevrien vous l'avez déjà dit d'une autre façon. Merci.

Aussi, maintenant que Qatar a une participation importante dans Cargolux, et un fauteuil au Conseil d'Administration de cette Société, Airbus pourrait inciter Qatar à demander à Cargolux pourquoi cette Cie. est heureuse, très heureuse avec ses B747-400F, à moteurs RB211-524(H /T ?) -- les bons vieux RB211 ! -- et déçu de ce qu'il a dû constater sur ses B747-8F (à moteurs GEnx, "bleed-air" ) !

Barilla a écrit:Bonjour

L'annonce prévue par Qatar et Airbus devait concerner 8 A 380 et 80 A 320 ( famille ) Neo, options comprises pour ces derniers.

Qatar voudrait, entre autres, être le premier à recevoir le premier Neo de chaque version. Mais cela, une bonne partie le savait.

C'est le dernier jour du salon...

• (i) Il faut un flux, voire un 'ruissellement' constante d'affaires, pour 'industrialiser' le processus de conversion ; ceci est impossible pour les A330, qui est un avion trop récent, 'trop actuel', car il y a enore des quantités importantes qui sortent des chaînes de la production en série en "new build".
  
• (ii) Le B767, à son stade, dans le cycle de vie de l'appareil, commence à être intéressant, 'pertinent', parce qu'il y a un tel 'ruissellement' de retraits de flotte, que les spécialistes des conversions P2F (tel que BEDEK) peuvent planifier et organiser leurs production, plan de charge & calendrier ( client par client, et en y associant leur propres "supply chains"), prévoir leurs investissements (équipements, outillages et autres), pour affuter leurs expériences et savoir faire ("know-how"), et en semi-industrialisant ou industrialisant les processus, pour éviter les coûts exorbitants des opérations plutôt artisanales.
  
• (iii) le risque pour Airbus de nuire au marché de l'A330-200F, non seulement par cannibalisation depuis l'intérieur, mais aussi en polluant les eaux de cet excellent appareil "new-build" (le B767 'passagers" est mort, ainsi que le "freighter" en new-build !), par le fait d'y insérer un "freighter" à moteurs GE CF-6, alors que GE a refusé de fournir un moteur à la variante A330-200F "new build". Déjà, la version "passagers" de l'A330 équipée de moteurs CF-6 a une valeur résiduelle qui réfléchit la performance médiocre de cette version (par rapport, notamment, à celle à moteurs RR Trent 700 (772B-EP ou autres).
  
• (iv) Cela serait mauvais, pour l'image, bien entendu, et créerait comme une petite colonie d'avions orphelins, qui ne ferait que décevloir Qatar dans la durée.
  

• (i) Mais, au niveau du détail des opérations de conversion, troquer les moteurs CF-6 contre des RR Trent 700 coûterait très cher.
  
• (ii) D'abord, il faudrait acheter les moteurs RR Trent 700, pour rester 'scotché' avec des moteurs CF-6 sur les bras, sans possibilité de trouver preneur ! Qui voudrait les GE CF-6 de Qatar ? Personne ! Même pas GE !
  
• (iii) Aussi, il y aurait un travail d'adaptation de longue haleine, minutieux, lent et pénible (donc, coûteux) à faire. Les systèmes-moteur et airframe, avec des besoins d'interfaces multiples, spécifiques entre elles et au type du moteur concerné, sont 'partout' dans l'avion, et ne s'arrêtent pas au niveau des pylônes ! Le risque de malfaçons et de "rework" nécessaire, et de problèmes connexes, est énorme !
  

• RR (pas étonnant) ;
  
• UTC / ex-UTC (non pas P&W ; mais l'interlocuteur connaît bien le sujet) ) ;
  
• GE ('ingénieur-moteurs' / "power-plant engineer", .... 'ex' de "power-plant Division", BA, cécé par ce dernier à GE.
  

Clairet a écrit:Qatar a signé un contrat ferme à Dubai avec Thales pour l'équipement en IFE de 80 Airbus A 350XWB

Si l'intention était d' annuler la commande A 350, pourquoi s'engager ferme avec Thales ?

Le petit détail..

A dispute between passenger-to-freighter conversion specialist Bedek and Boeing over fees charged by the airframer may affect plans by the Israeli company to offer converted Boeing 767s as multi-mission aircraft.

Bedek, a division of Israel Aerospace Industries (IAI), sees "big" commercial potential in converting 767s to air refuelling or multi-mission aircraft.

The price of finished aircraft is affected by the "Boeing fee", which the company charges for every airframe converted from passenger to cargo configuration.

The Boeing fee ranges from $50,000 to $250,000, affecting the total deal price.

The fee is charged to allow the owner of the converted aircraft access to all its technical documentation and includes a royalty fee, Boeing said.

Sources said lawyers representing both parties have been working on a solution.

IAI declined to comment.

Une chose est certaine : Bedek / IAI ne doit pas être content.

C'est , peut-être, le moment pour Airbus de faire le "forcing" au bénéfice de l'A330-200F !

European cargo carrier Cargolux's first Boeing 747-8 commercial flight into the USA landed at Huntsville International airport (HSV) on 21 November.

The launch customer took delivery of the first two 747-8 freighters in October, after a month-long stand-off over a contractual dispute.

HSV received certification by the Federal Aviation Administration (FAA) to accommodate the 747-8s, which are 18.3 feet longer and 13 feet wider in wingspan than the current 747 models, on its 10,000-foot and 12,600-foot runways.

Cargolux, an all 747 freighter operator, holds 13 747-8F aircraft on order.

Dec 7 (Reuters) - Boeing Co is nearing two separate deals with world's No. 2 package delivery company FedEx Corp and discount carrier Southwest Airlines Co , according to media reports.

FedEx plans to order about 30 wide-body freighters from Boeing to replace older, less fuel-efficient jets, Bloomberg said, citing three people familiar with the matter.

A purchase of 30 767-300 freighters would have a list value of about $5.26 billion, based on the $175.4 million catalog price for a plane, Bloomberg said.

The order may be announced as soon as next week, it reported.

Separately, the Wall Street Journal reported that Dallas-based Southwest is nearing a preliminary deal to order more than 100 of Boeing's planned 737 MAX jetliners, citing people familiar with the matter.

Southwest, which has said recently that it is interested in the MAX, declined to comment on the report but said through a spokesman that it is in an ongoing dialogue with its business partners.

Both the companies could announce the planned order in the coming weeks, the Journal said.

Boeing spokeswoman Lauren Penning declined to comment when approached by Reuters.

FedEx were not available for comment outside normal U.S. working hours.

Les aveugles et / ou obsédés (sur les réseaux sociaux, dans leur fauteuil) de la remotorisation, ..... n'intéressent ni le marché, ni les avionneurs !

Reuters Publié le 26/01/2012 à 23:01

[Vous devez être inscrit et connecté pour voir ce lien] n'écarte pas le report de la prise de livraison d'Airbus A380 en raison de l'apparition de [Vous devez être inscrit et connecté pour voir ce lien] construits par la filiale aéronautique d'EADS , a déclaré jeudi le directeur général de la compagnie aérienne quatarie.

Il a toutefois dit sa confiance de voir Airbus résoudre cette question. "Je suis sûr qu'Airbus est capable de régler cette question rapidement", a dit Akbar Al Baker. "S'ils ne la règlent pas rapidement, nous reporterons la prise de livraison". Mais je suis optimiste."

AL BAKER est en train de titiller Emirates et "Entertainer" Tim !

Qu'est-ce que c'est que ce bazar ? !

La compagnie aérienne espagnole Spanair a convoqué vendredi un conseil d'administration qui pourrait décider de la cessation de l'activité de la compagnie et la suspension des vols, a-t-on appris de source aéroportuaire.

2012 AFP

Akbar Al BAKER ferait mieux d'orienter les sous de Qatar Airways vers les grandes équipes de 'foot' espagnoles : Real MADRID, Barcelone ... !

Qatar Airways has reportedly pulled out of talks to buy a stake in Spanair.

The Gulf carrier confirmed last week that it was examining a potential acquisition in Europe, where it last year purchased a stake in freight operator Cargolux.

However, a spokeswoman from the Catalan regional government revealed this week that Qatar Airways had "left the negotiations" to acquire a stake in Spanair, according to local reports.

It follows Etihad's decision at the end of 2011 to buy a stake in Air Berlin, the first time a major Gulf carrier has made a major investment in a European passenger airline.

Speaking to Flightglobal the day before the Spanair reports surfaced, Qatar's CEO Akbar Al Baker said: "We are not in a hurry to take on any sick carrier in Europe.

"We want to pick and choose something that will make both airlines stronger."

Puis, on n'appelle pas Akbar Al BAKER "U-urn Ali" pour rien !

Star Alliance airline Spanair has announced that it is halting all operations today, with the last flight expected to arrive at its base at 22:00 after talks with Qatar Airways over a stakeholding and capital injections collapsed.

Shortly after the regional government made clear that the airline could expect no further government-backed loans, the Barcelona-based Spanair started to cancel flights during this afternoon. Only flights returning from remote destinations to its Barcelona and Madrid bases still took off.

Spain's public airport operator AENA has prepared special areas at Madrid's Terminal 2 and Barcelona's Terminal 1 to attend stranded passengers, which according to an Aena source may mount to "several thousands" only at these two airports. AENA is asking passengers with Spanair tickets not to go to the airport until they have a confirmed seat on another airline.

Spanair's local competitors Iberia, Vueling and Air Europa have announced contingency plans to accommodate Spanair passengers.

Iberia has announced a flat fare of $79.15 (€60) for Spanair ticket holders on Spanish mainland and Balearic routes, $118.73 for routes to the Canary Islands and $131.92 for any European route.

Additionally, the Oneworld carrier will be operating in coordination with AENA and the Spanish government additional frequencies on routes where Spanair had high market share, namely from Madrid to Barcelona, Bilbao, La Coruna, as well as to the Balearic and the Canary Archipelagos.

SAS, former owner and current minority shareholder of Spanair has released a statement under which it explains the potential impact of Spanair's bankruptcy, saying that it had already written down to 0 the value of its 10.9% shareholding. However, SAS has decided to write down outstanding debts and receivables of around $217.67 million and reserve $36.94 in guarantees and costs due to the bankruptcy.

Spanair was acquired about three years ago by a Catalonian consortium composed mainly by public institutions wanting to convert the airport at El Prat into an international hub with the help of Spanair, which it relocated from Palma de Mallorca to Barcelona for that purpose.

In recent days, rumours about Spanair's bankruptcy gained speed as news popped up that Spanair's president and former president of the Barcelona Football Club Ferran Soriano had already accepted to preside the British Manchester City football club, something Soriano denied only halfheartedly by saying that "he would not leave Spanair".

Spanair's demise can eventually hugely benefit its principal Barcelona based rival, Iberia's low cost affiliate Vueling, also an Airbus A320 operator. Reportedly some Vueling pilots have been taking already courses during the last months to be certified for flying aircraft equipped with the same engines of the Spanair fleet, which might suggest Vueling's preparedness to take over quickly some of Spanair's capacity and routes.

Spanair's domestic market share was 22%, but they did not operate to many destinations, so the actual share on their routes was higher.

Jeannot a écrit:Qatar Airways aurait choise les moteurs EA pour ses 380s.

A vérifier...

Mais cela serait une vision à horizon rapproché, pour ne pas dire une action à courte vue !

Engine Alliance Wins Qatar A380 Deal

Qatar Airways has selected Engine Alliance GP7200 turbofans to power its Airbus A380s.

The win for the General Electric/Pratt & Whitney joint venture continues its success in the Middle East, where Emirates and Etihad have also opted for the turbofan. It adds to the JVs lead in total number of A380s ordered over the rival Rolls-Royce Trent 900.

Qatar is due to receive its first A380 next year. It has ten A380s on order after doubling its commitment to the type in November during the Dubai air show.

The airline was late in making its engine decision, waiting to within two years of receipt of the first aircraft despite urging by Airbus to airlines make a selection at least 24 months out.

• Concours très serré ;
  
• impossible de choisir de manière purement objective ;
  
• presqu'une question d'un "toss of a coin" / 'pile ou face' ;
  
• Qatar semble reconnaître l'aspect "one trick pony" du GP 7200 de l'EA, ..... mais 'hausse les épaules' ("on verra ; pour aujourd'hui, ça va") ;
  
• l'incident du RR Trent 900 sur l'A380 de Qantas n'aurait pas pesé dans la balance ;
  
• l'aspect de l'influence régionale aurait 'joué' ; Qatar reconnaît ne pas aimer avoir à s'aligner sur les décisions / options d'Emirates ;
  
• mais, tout comme Etihad, Qatar semble avoir reconnu les besoins stratégiques des personnels, ateliers et hangars etc. de l'activité MRO, à Dubai, .... et la nécessité d'alimenter cet ensemble très important, et de développer l'expertise dans la région .
  

Possible, ... voire, probable.

Qatar Airways is confident it will be able to launch services with its new fleet of Boeing 787-8s in mid-2012, and hopes to have five in service by the end of the year. Meanwhile the Doha-based airline expects to introduce the first of 10 517-seat Airbus A380s in 2013, to coincide with the first year of operation of the city's new international airport.

In a video interview with Flightglobal at the opening of Qatar Airways new premium lounge at London Heathrow's Terminal 4, the airline's chief executive Akbar Al Baker outlined his near-term fleet development plans, which centre on the introduction of the two new types over the next two years.

Production has already started and we hope to receive our first 787 in June. We will take a total of five in the current year," he said, adding that Qatar plans to display the aircraft at this year's Farnborough air show in July.

Al Baker said the Dreamliners will be configured with around 240 seats, including 22 in business and "nearly 220" in economy. "We'll unveil the two seats at the ITB Berlin [travel trade exhibition] - both were specially built for Qatar Airways."

Qatar Airways will initially deploy its 787s on intra-Gulf routes to build up operational experience and then start longer flights to Europe. "Our first (European) flight will be to Heathrow," said Al Baker.

Qatar Airways currently operates a mix of Airbus A330s, A340-600s and Boeing 777-300ERs on its Doha-Heathrow route. It is about to add a fifth daily frequency.

Meanwhile the airline's first A380 is due to arrive in the second half of next year, said Al Baker, and will be the only aircraft in Qatar's fleet equipped with a first class cabin. "It will also have 42 business-class seats out of a total of 517 seats," he said.

Al Baker said that the final decision on the A380's route network has not been made. "It will be operating to routes that have slot restrictions where we need larger capacity due to the constraints on the number of flights we can operate," he added.

Two major Gulf Arab carriers said they have no interest in taking a stake in struggling Indian carrier Kingfisher Airlines, which is grappling with a pile of debt and on the hunt for fresh equity.

Abu Dhabi's state-owned Etihad Airways and Qatar Airways said on Thursday they were not inclined to invest in Kingfisher.

Sources in India familiar with the matter told said that Kingfisher was in early talks with Qatar Airways about a possible stake in the company. The Indian carrier is also known to have met officials at Etihad, one source said.

"We have no interest in Kingfisher," a spokesman for Qatar Airways said.

Etihad's chief executive James Hogan said they too had no interest in the Indian carrier. He declined to elaborate.

Kingfisher, controlled by drinks baron Vijay Mallya, has said it is in talks with potential investors. Kingfisher officials did not respond to a request seeking comment.

The carrier has failed in its long-running efforts to bring in fresh equity. Its banks are stuck with a quarter of Kingfisher's shares after a debt recast and lead lender, State Bank of India, refuses to lend more in the absence of an equity injection.

The cash-strapped carrier said last month that it had began talks with SC Lowy Financial, a Hong Kong distressed debt firm, in a sign it may be running out of more attractive traditional funding options.

One of the sources said Kingfisher was also talking with US private equity firm WL Ross.

Backed by sovereign wealth from oil-producing states, Gulf carriers have been on an aggressive acquisition drive in Europe, picking up stakes in debt-ridden airline companies.

Etihad, which is owned by Abu Dhabi, increased its stake in Air Berlin to nearly 30 percent in December and bought a 40-percent stake in Air Seychelles last month.

Qatar Airways bought a 35 percent stake in freight carrier Cargolux last year.

These fast-growing carriers are seen as key potential investors in Indian carriers, which are struggling amid fierce competition. The Indian government is expected soon to allow foreign carriers to own up to 49 percent in local airlines.

(Reuters)