Emirates : EK : UAE

SEVRIEN a écrit:Oui, bien sûr, GECAS, filiale de GE, devient client -- encore une fois -- de GE !

C'est une vaste plaisanterie que de présenter les choses ainsi, surtout que, dans le monde normal, en dehors de "Corporate America", les ventes du type "Conditional Sale" ('Refus de Vente' en français, ......) sont tout simplement illégales !

GECAS dit a ses clients, ...... "Si tu achètes mes moteurs ...., ou, plutôt les moteurs de ma maman, pour tes avions, .... que tu n'as pas les moyens de financer, .... je te financerai tes avions ! "

Bien sûr, ...... la version moins subtile (?) est celle de GE : "Si tu achètes mes moteurs, pour équiper tes avions, que tu n'as pas les moyens de payer, je dirai à ma fille, GECAS, de financer les moteurs et les avions ! Si tu ne choisis pas mes moteurs, je ne t'aiderai point à financer l'acquisition de tes avions ! " [Vous devez être inscrit et connecté pour voir cette image]

Sympa', n'est-ce pas ? [Vous devez être inscrit et connecté pour voir cette image]

SEVRIEN a écrit:Oui, pour Etihad, ...... l'affaire est vraie !

Le ridicule, dans cette affaire, .... est que ETIHAD aurait commandé des RR Trent 1000, pour équiper ses B787, .... tout comme il aurait choisi les RR Trent 900 pour ses A380 !

Mais, il a succombé aux pressions, de l'époque, de son grand voisin (Emirates) et, tout comme ce dernier, de "Corporate America", dans le but d'assurer une charge de travail en MRO, dans les facilités MRO qui sont implantés dans "l'ancien aéroport" de Dubai.

Le choix des RR Trent précités aurait conduit les opérations MRO jusque dans les ateliers de Lufthansa Technik et RR (dans le cadre de leur "Joint Venture").

Bien entendu, Dubai a promis de veiller à ce que les facilités MRO d'Etihad reçoivent, à Abu Dhabi, un niveau adéquat (garanti) d'activité MRO.

Bien sûr, ... même si GECAS n'apparaît pas forcément en première ligne dans le financement des avions d'Etihad, il est / sera dans la boucle ! [Vous devez être inscrit et connecté pour voir cette image]

The United States and the United Arab Emirates (UAE) enjoy a robust trade and investment relationship, much of which now has little direct relationship to UAE oil exports. Moreover, this is one of the fastest growing U.S. economic partnerships, both globally and especially in the Gulf region. The trade surplus in goods with the UAE throughout this decade reflects strong U.S. competitiveness in a number of sectors. In addition, the volume of U.S. exports and foreign direct investment into the UAE in recent years has grown dramatically and is likely to continue to grow in the future. This growth reflects the increasingly diversified UAE economy as well as its leading role as a modernizing influence in the Arab world.

U.S. goods exports to the UAE increased by 352 percent from $2.6 billion in 2001 to $11.9 billion in 2006. This is far greater than the 42 percent increase for overall U.S. exports around the world.

The UAE’s share in U.S. exports to the Gulf Cooperation Council (GCC), which consists of the UAE, Saudi Arabia, Qatar, Bahrain, Kuwait, and Oman, doubled from 25 percent in 2001 to 49 percent in 2006.

The UAE is the single largest export market for U.S. goods and services in the Middle East, and U.S. exports to the UAE have expanded nearly five-fold from 2000 to 2006. In 2006, the UAE imported $2,571 of U.S. goods per capita, which exceeded that of many important U.S. trading partners including Kuwait ($821), Saudi Arabia ($330), Japan ($468), Germany ($501), Mexico ($1,287), and Israel ($1,558).
U.S. exports to the UAE originate from a wide variety of U.S.states. In 2006, the five largest sources were: Washington (33 percent), Texas (21 percent), California (8 percent), New York (6 percent), and Tennessee (3 percent).

U.S. foreign direct investment into the UAE has increased four-fold in the last few years, which reflects a strong vote of confidence by U.S. multinational firms in the UAE’s future economic and political stability :

To be exact U.S. foreign direct investment in the UAE rose 445 percent from at least $834 million in 2001 to $4,547 million in 2006. This far exceeds a worldwide increase of 63 percent in the same period and an increase of only 22 percent in Saudi Arabia.

The pace of UAE investments in the United States have also quickened. Recent examples include a proposed 20 percent share in NASDAQ, a 7.5 percent share in the Carlyle Group, an 8.1 percent share in Advanced Micro Devices, and a 4.9 percent stake in Citigroup.

Cooperation extends beyond the private sector. U.S. non-profit organizations are also expanding their activities in the UAE, including a Johns Hopkins University partnership in a new cancer treatment center and a New York University plan to establish a campus in Abu Dhabi by 2010.
This economic relationship will likely deepen further in coming years, given the UAE’s growing status as a regional business powerhouse, the high world price of petroleum and resulting high UAE growth rates, and the UAE’s continued political stability and sound economic policies.

The UAE is the largest export market for the United States in the Middle East.The U.S. trade surplus with the UAE rose over seven-fold from 2001 to 2006.
The UAE ranked as the 19th largest export market for the United States in the world.

The United States and the United Arab Emirates (UAE), have developed ever-stronger economic ties in recent years, with the growth of trade and investment among the highest of any major U.S. partner. This improved economic partnership reflects the UAE’s role as a regional leader in terms of economic reform, openness to international trade and investment, and political stability. President Bush’s choice of the UAE as a potential free trade agreement (FTA) partner with the United States is a testament both to the UAE’s economic strength and the U.S. desire to deepen this relationship.
Given the UAE’s role as a major oil exporter and the United States as a major petroleum importer, one might expect that these two countries’ economic relations would be dominated by petroleum. In fact, the UAE sends very little of its petroleum to the United States. The relationship instead is characterized by a set of high-value trade and investment activities that often have little to do directly with oil exports. There are a host of prominent examples of the depth of this economic relationship, many of which have occurred in 2007...

In December 2007, Dubai World, an investment arm of the Dubai government, purchased 5 million shares of MGM Mirage, increasing its share of the company to 6.5 percent.

In November 2007, Emirates Airlines detailed plans to buy 12 Boeing 777s worth approximately $3.2 billion. This order, along with previous sales, means that Boeing will, on average, deliver one airplane a month to Emirates Airlines for at least the next four years.
In November 2007, the Abu Dhabi Investment Authority announced a critical $7.5 billion dollar capital infusion into Citigroup. This will result in a 4.9 percent share in Citigroup, which had recently faced financial difficulties associated with subprime mortgage problems.

In November 2007, Jafza International of Dubai announced its intention to establish a new warehouse and transportation hub in Orangeburg, South Carolina. The "greenfield" facility reportedly would involve a $600 million dollar investment in a location with high unemployment and create as many as 5,000 new jobs.

In October 2007, Cold Stone Creamery of Scottsdale Arizona, in partnership with the Apparel Group of the UAE, made public its plans to open a retail outlet in Dubai’s Festival City. This was followed in quick succession by two further premium ice cream outlets in December 2007.

In October 2007, New York University, in partnership with the Abu Dhabi government, revealed plans to establish a comprehensive liberal arts university in Abu Dhabi. This effort, which will enroll its first students in 2010, will expand the influence of U.S. educational traditions, including adherence to principles of academic freedom and tolerance.

In April 2007, the UAE provided a major gift to support new research at the Johns Hopkins Hospital in Baltimore. This follows a February 2006 announcement that the Johns Hopkins University would begin a 10 year affiliation under which it would manage the UAE’s largest hospital and help establish a world-class center for cancer treatment.

In March 2007, Halliburton, a major player in the oil services sector, announced plans to move its corporate headquarters from Houston to Dubai. The move reflects the new importance of the UAE as an international center of oil-related business deals and is a vote of confidence for the business climate in Dubai.

These instances are particularly notable in that they occurred after the controversy surrounding the attempt of Dubai Ports World to purchase port facilities in the United States. That episode did raise concerns about the potential for long-lasting strains. However, the continued development of economic ties between the two countries suggests that the controversy did not fundamentally damage ties.

• du penchant de plus en plus fort d'Emirates & d'Etihad pour les gros porteurs d'Airbus (A380, A350-XWB, y compris la variante -1000, ..... même la possibilité de voir Emirates, dans un cas de besoin urgent de PUC, exercer l'option de faire le "roll-over" de sa flotte de A330....) plutôt que pour les actuels gros porteurs offerts par Boeing (même les B777-300ER, ..... au grand chagrin du partenariat Boeing / GE, pour toutes les raisons que nous avons déjà approfondies, et sur lesquelles nous n'avons plus besoin de revenir) ;
  
• 
  
• du fait que Qatar avait déjà créé une perspective économique équilibrée entre les USA et l'UE dans la région (rien à tirer de ce côté-là, donc, étant donné, surtout, les retards accumulés et promesses non tenues / quasiment intenables avant longtemps, sur le dossier des 30 x B787 en commande ferme --30 options en sus -- à moteurs GEnx) ;
  
• 
  
• du besoin d'implémenter rapidement leur stratégie d'apporter des activités à forte valeur ajoutée dans cette zone du globe, sur laquelle ils avaient tant misé (par exemple, l'activité de MRO, au bénéfice des acteurs américains) ;
  
• 
  
• de la nécessité de développer vite les bases (durables) d'exploitation, visées dans les UAE, afin d'assurer les volumes des flux commerciaux / économiques vers et depuis les USA ;
  

• anticipation de l'impossibilité de DAE Capital d'honorer "à date" ses obligations (liées à ses commandes massives antérieures d'avions, avec transformation des monocouloirs -- B737 NG & Airbus famille A320-- en gros porteurs, qu'Emirates commanderait ; voir notre message ci-dessus) ;
  
• 
  
• reconnaissance par les Américains :
  
• --- du besoin de jouer "gagnant-gagnant" / "donnant -donnant" (il faut admettre qu'Airbus soit servi en A380, étant donné que les moteurs de ces derniers "seront" (que Tim CLARK et / ou les AL-MAKTOUM le "souhaitent" ou non ! ) des GP7200 de l'EA entre GE & P&W, ce qui est bon aux USA, pour la "balance commerciale"), ....
  
• --- et d'accepter que, de toutes façons, le B747-8I est le bide commercial par excellence, et commercialement 'mort-né' ;
  
• 
  
• (sans prétendre qu'il y ait eu des contacts entre les Dirigeants des Pays ou des Entreprises à ce sujet ! ), ... mise au point des arguments, le cas échéant, pour convaincre Airbus (qui doit / devrait convaincre les "politiques" de l'UE et des pays membres de celle-ci), qu'il s'en sort bien, tout comme les USA, ses acteurs en MRO, ainsi que l'activité MRO de la région -- Dubai, et Abu DHABI / Etihad -- ce dernier ayant déjà réduit / ralenti ses plans pour cette activité, pour "jouer le jeu" de Dubai, dont le projet MRO était et demeure colossal, et accepté d'équiper ses A380 de moteurs GP7200 de l'EA pour soutenir ledit projet de Dubai ;
  
• 
  
• la "négociation" (? : car, comme le dit ou implique CHEYENNE, ce n'est pas Tim CLARK (même avant 2012) qui a "négocié" cette affaire, ... quoique l'on dise ! ) de la commande de B777-300ER, ....
  
• --- qui ne correspond absolument pas aux besoins d'Emirates, "going forward", maintenant qu'Emirates a passé sa commande massive d'A350-XWB, .... mais qui, pendant un certain nombre d'années, bloquera les commandes futures d'Emirates en A350-XWB-1000, notamment (eh oui ; voilà le genre de saloperie qui vient polluer les eaux des affaires, dans ce genre de contexte) ;
  
• 
  
• le besoin de reconnaître le fait (réel ou potentiel) que RR soit "lésé" dans ce genre de perspective, .... d'où le soutien remarquable pour RR, donné par GE (et je n'ironise pas !) et d'autres Américains de bonne facture , dans le "lobbying" aux USA, en faveur du 2ème moteur (F136) qui devrait équiper les F-35, et qui est d'une autre dimension d'activité et de "rentabilité" économique (au sens large), sur une autre planète économique que quelques dizaines de moteurs RR Trent XWB ;
  
• 
  
• la commande de 35 x B787 supplémentaires , passée par Etihad, à être équipés de moteurs GEnx, .... qui favorise Boeing , GE et l'activité MRO des UAE !
  

Dubai: Shortly after take off on Friday from Durban's King Shaka International Airport, Emirates flight EK776 experienced a technical issue which resulted in the aircraft, an Airbus A330-200, returning to Durban, an Emirates spokesperson said.


Reports said that the flight's pilot had to shut down the right hand engine after noticing low oil pressure.

"All of the passengers were accommodated in a hotel while a recovery aircraft was dispatched to Durban," Emirates said.

The flight finally reached Dubai on Sunday, with a total delay of 27.5 hours.

Sevrien a écrit:A noter ! La date "le 22 juillet, 2010" (même en français) !

The Engine Alliance GP7200 engine is in the middle of a weight-reduction program that may further help sales as the General Electric-Pratt & Whitney joint venture is engaged in at least three campaigns: with Qatar Airways, Kingfisher Airlines and Vietnam Airlines. The engine maker (Hall 4 Stand A10) expects 19 Airbus A380s to be in service flying its turbofans by the end of the year.

According to Engine Alliance president Mary Ellen Jones, the GP7200 has lost 150 pounds since entry into service two years ago. “We were a bit above spec,” she said. An additional 50 pounds are to be saved on engines delivered at some point next year, which will be about 100 pounds better than specified, thanks to a new turbine exhaust case.

The new component is being evaluated on an engine being used for endurance trials. To “keep ahead of any issue,” Engine Alliance engineers have conducted this maturation program in an MTU test cell, where a GP7200 has already logged 3,000 cycles at 77,000 pounds of thrust. Analytic teardown is in progress.

Fuel burn has been improved, too, Jones reported. In April, Airbus revised the A380 performance handbook to reflect 0.5-percent lower specific fuel consumption. “We are thus 1.5-percent better than our [Rolls-Royce Trent 900] competitor,” she said.

So far, fleet statistics look good, with zero in-flight shut downs in more than 200,000 flight hours.

• démontrer la non-déclaration,
  
• souligner la superficialité des "Journaleux", et
  
• montrer comment on véhicule de la désinformation, sur base d'idées reçues (aah ; si Flaubert était là ! ).
  

Emirates President Tim Clark, seen last week, met with a Boeing official in April to outline what his airline wants.

Boeing gets earful of 777 advice from a customer with clout

By Dominic Gates

Seattle Times aerospace reporter

One Boeing customer may have more influence than any other outsider on the crucial decision facing the company this year concerning the future of its star wide-body, the 777.

Tim Clark, president of giant Dubai airline Emirates, wielded his clout 10 years ago to define the long-range 777-300ER that is flying today. The resulting plane is the largest and best-selling aircraft in the 777 family.

Now the 777's biggest buyer is exerting his influence again on the strategic choice ahead for Boeing: To head off a looming competitive threat from the fuel-efficient, mostly composite A350-1000 that Airbus has in development,

Boeing executives say they will either modify and improve the 777 or invest much more to go for an all-new plane.

In April, Clark met with Lars Andersen, the former head of the 777 program who came out of retirement late in 2009 to head the Boeing team that will make the decision by year-end.
"I said, 'Lars, you may run out of the room screaming, but this is what we want,' " Clark said in an interview this month at the Farnborough Air Show.

His prescription is an airplane the precise size of the 777-300ER but able to fly several hundred miles farther with a full 55-ton payload.

And should Boeing go for new or improved? He'll buy an improved version if it delivers that performance.

But in the interview he also laid out an alternative concept he has pitched to Andersen: a new, large twin-engined jet family.

He also delivered a surprising judgment: He thinks Boeing executives shouldn't see their key 777 model under serious threat from the slightly smaller Airbus A350-1000.

"They think it'll take out the 777-300ER," Clark said. "People like me are saying, 'It's not going to do that. And as your largest customer, don't worry about it.' "

Emirates is an airline completely off the industry charts.

Many air carriers parked jets and deferred orders last year. Yet, even as the Dubai economy wobbled in the global financial crisis, the extraordinary growth of Emirates has not slowed.

At the Berlin Air Show in June, Emirates stunned its competitors —, the big international airlines such as British Airways, Australia's Qantas and Germany's Lufthansa — when Clark ordered 32 Airbus A380s, bringing the carrier's total of superjumbo jet orders to 90.

Emirates already has 86 Boeing 777s — the largest 777 fleet in the world — and had 16 more scheduled for delivery before it announced a massive order for another 30 at Farnborough last week.

Analyst Richard Aboulafia of the Teal Group said Emirates' "fast growth rates make them a big player in any future 777 update or replacement decision."

Not only is it the biggest 777 customer, "they're also the second-biggest A350 customer. That makes this a one-airline horse race for the two manufacturers," he said.

Clark said that back in 2000, when Boeing's leadership gave the go-ahead to develop the 777-300ER, he told program chief Andersen that the original design of this new long-range version wasn't good enough.

He demanded that Boeing make changes to raise the allowed takeoff weight and boost the engine thrust.

GE duly developed a version of the GE-90 engine with 115,000 pounds of thrust — more than any engine in aviation history. That enabled Boeing to design a heavier, higher-capacity airframe with the required range.

"I said, 'Lars, if you want us to buy this airplane, this is what you have to do,' " said Clark. "He went away and pulled a rabbit out of a hat, and we bought a lot of them."

So what is Clark telling Boeing today?

To fly his ultralong range, high-capacity routes, Clark plans to simplify his fleet to just three wide-body types — in order of increasing size, the Airbus A350, the Boeing 777 and the Airbus A380.

In the three-class luxury-cabin layout Emirates wants, those planes respectively carry 320, 354 and 489 passengers.

Clark is not interested in the Dreamliner, which is too small for his routes.

He sees the 777-300ER as an ideal size for that middle slot in his fleet. In 2017 he'll start retiring his older 777s, he said, and he'll want more than 70 new ones of the same size over the following four or five years.
"We really, really like that aeroplane," said Clark, an Englishman. "Without a replacement for the (777-300)ER, we have one almighty hole. ... We have to have a solution."

Clark said his advice to Boeing is to develop a new family of twin-jets larger than the largest Dreamliner. He recommends the base size be that of the 777-300ER, and that Boeing develop a shrunk version and a stretch version that will offer him options at roughly 300 seats, 350 seats and 400 seats.

Today, Emirates flies the 777-300ER from Dubai over the North Pole to the West Coast of the U.S. to as far south as San Francisco. But to fly that distance, the jet cannot be fully loaded — Emirates has to take out 20 seats.
For the new model, Clark wants planes that can fly nonstop from Dubai to Los Angeles with a full load.

"I say to the guys, 'Listen, if we order $60 billion worth, don't worry about spending $15 billion to $20 billion on a new airframe (and) engine,' ." Clark said. "If you get it right, that line will last you 30 years."
Of course, that decision is not quite as easy for an airplane manufacturer as he makes it sound.

Boeing's board would have to sign off on a multibillion-dollar gamble, and hope to earn the money back over decades. And, said analyst Adam Pilarski of Avitas, it's possible that "the Emirates bubble will burst eventually and those hoping for all the deliveries will be bitterly disappointed."

Boeing Chief Executive Jim McNerney pointed out that Emirates' requirements are heavily skewed toward bigger airplanes, and its needs often differ from other airlines'.

"I'm pleased to hear his comments on the A350," said McNerney in an interview at Farnborough. "But there are those who don't have as long and thick routes as he does who see the A350-1000 in a more competitive light" against the 777.
"We are listening to (Clark). But we'll have to make the final decision on 777 in light of the entire market," McNerney said. "Satisfying Emirates, I am sure, is going to be part of that decision."

[Vous devez être inscrit et connecté pour voir ce lien] has received cancellations for 25 widebody aircraft, widely believed to be from financially shaky UAE-based Dubai Aerospace Enterprise (DAE).
The cancellations include 10 777 and 15 [Vous devez être inscrit et connecté pour voir ce lien] aircraft.

Boeing declined comment on the identity of the customer, however the company's orders and deliveries website no longer lists DAE as a customer for 10 [Vous devez être inscrit et connecté pour voir ce lien] and 15 787-8 aircraft ordered in 2007.
DAE was unreachable for comment.

The global financial crisis had taken its toll on the government-owned company, resulting in severe cutbacks of its ambitious expansion plans into the rapidly growing Middle Eastern market.

The order, which was placed at the 2007 [Vous devez être inscrit et connecté pour voir ce lien], was part of a $13.7 billion aircraft buying binge to support the Emirate's expansion into the aircraft leasing market. DAE also placed $13.5 billion worth of aircraft orders with [Vous devez être inscrit et connecté pour voir ce lien], including 70 A320s and 30 [Vous devez être inscrit et connecté pour voir ce lien] XWBs.

DAE's order for 200 aircraft lifted Airbus and Boeing to record sales in 2007.

DAE's remaining firm orders for Boeing aircraft include 66 737-700s and 4 737-800s, 15 747-8Fs and 8 777F aircraft.

Emirates Sky Cargo and DAE entered into a [Vous devez être inscrit et connecté pour voir ce lien] for four of eight 777F and five 747-8F aircraft in July 2008, halving the cargo carrier's freighter orders. Additionally, the remaining four 777F aicraft held by Emirates Sky Cargo, which are no longer listed on Boeing's website, appear to have shifted to DAE as well.

SEVRIEN a écrit:Personne n'est obligé de me croire. Mais avant de rejeter ce qui suit, .....il convient de réfléchir !

Ces soi-disant commandes sont des commandes, à ce stade, pour Emirates. Mais les annulations suivront, d'une manière ou d'une autre, chez DAE Capital, quand les "scribouillards superficiels à deux balles la page", dotés de la mémoire courte d'usage, auront tout oublié, si tant est qu'ils aient "vu, compris, et mis en mémoire".
----------------

D'abord, il faut connaître un peu le "background" du fort développement (récent) des intérêts des USA au sein des UAE. Cela balayera des idées reçues chez les Champions du Monde des Idées Reçues (CMIR). ......

[Vous devez être inscrit et connecté pour voir ce lien] has received cancellations for 25 widebody aircraft, widely believed to be from financially shaky UAE-based Dubai Aerospace Enterprise (DAE).
The cancellations include 10 777 and 15 [Vous devez être inscrit et connecté pour voir ce lien] aircraft.

Boeing declined comment on the identity of the customer, however the company's orders and deliveries website no longer lists DAE as a customer for 10 [Vous devez être inscrit et connecté pour voir ce lien] and 15 787-8 aircraft ordered in 2007.
DAE was unreachable for comment.

The global financial crisis had taken its toll on the government-owned company, resulting in severe cutbacks of its ambitious expansion plans into the rapidly growing Middle Eastern market.

The order, which was placed at the 2007 [Vous devez être inscrit et connecté pour voir ce lien], was part of a $13.7 billion aircraft buying binge to support the Emirate's expansion into the aircraft leasing market. DAE also placed $13.5 billion worth of aircraft orders with [Vous devez être inscrit et connecté pour voir ce lien], including 70 A320s and 30 [Vous devez être inscrit et connecté pour voir ce lien] XWBs.

DAE's order for 200 aircraft lifted Airbus and Boeing to record sales in 2007.

DAE's remaining firm orders for Boeing aircraft include 66 737-700s and 4 737-800s, 15 747-8Fs and 8 777F aircraft.

Emirates Sky Cargo and DAE entered into a [Vous devez être inscrit et connecté pour voir ce lien] for four of eight 777F and five 747-8F aircraft in July 2008, halving the cargo carrier's freighter orders. Additionally, the remaining four 777F aicraft held by Emirates Sky Cargo, which are no longer listed on Boeing's website, appear to have shifted to DAE as well.

Ugant a écrit:C'est vrai ! Une claque sévère qui n'est pas une surprise à présent.

Camouflet pour le 787, le 748 et cette histoire concernant cette avalanche de B 777 pour EK.

DAE a aussi 40 A 320 ( 20 CFM; 20 IAE ) et 30 A 350.

Emirates a 50 A 350 en commande et 20 options pour le 350-1000.

Ce qui passe très mal, par exemple, c'est que lors de l'annonce de l'engagement sur 270 millions $ pour CFMI de novembre 2009, les actionaires de l'époque à Dubai savaient qu'ils ne tiendraient pas leurs engagements. Je choisis cet exemple parceque je l'ai sous la main. Il y en a d'autres.

Qui pouvait croire sérieusement qu'un sauveteur dans la région les tiendrait à leur place ? ? ! !

En 2008, une note d'avertissement était partie pour dire que le business case de DAE ne tenait pas.
Amorcer la pompe en faisant du leasing dont Emirates n'avait pas un besoin réel quand tout allait bien. Louer des 748F et 777F à EK Skycargo, pouquoi faire ?

Et aujourd'hui un enterrement de troisième classe pour DAE quand certains croient que tout va mieux.

Perdant / perdant... Gogo ou gogol ?

In a much-anticipated move, Dubai lessor [Vous devez être inscrit et connecté pour voir ce lien] has slashed $8 billion worth of [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] orders from its backlog. The leasing company has dropped 50 orders, split equally between Airbus and Boeing, although the latter is the worst affected by value, having shed over $5 billion worth of business at list prices.

The Boeing cancellations include 10 [Vous devez être inscrit et connecté pour voir ce lien] and 15 [Vous devez être inscrit et connecté pour voir ce lien]s, while Airbus has lost 18 [Vous devez être inscrit et connecté pour voir ce lien] and seven [Vous devez être inscrit et connecté pour voir ce lien].
Despite the move, DAE retains a firm backlog of more than 160 Airbus and Boeing aircraft, which includes up to 16 Boeing widebody freighters already placed with local airline Emirates.

In 2007 DAE ordered 100 aircraft each from Airbus and Boeing. It subsequently added a further 10 [Vous devez être inscrit et connecté pour voir ce lien]and eight 777Fs (two now delivered) through a sale/leaseback of existing Emirates orders.

DAE has completed various sale/lease back deals of in-service aircraft, the biggest of which was a 21-aircraft deal with GECAS in 2007.

[Vous devez être inscrit et connecté pour voir ce lien] lists 37 aircraft in DAE's lease portfolio, a mix of Airbus and Boeing single-aisles and [Vous devez être inscrit et connecté pour voir ce lien] and 777Fs in service with operator such as EasyJet, Emirates, Garuda and Kingfisher.

Dubai government-backed DAE, which has not commented about the cancellations, has been the subject of much speculation recently. At July's [Vous devez être inscrit et connecté pour voir ce lien], Airbus's chief salesman John Leahy admitted that it was "no secret" that DAE was "in financial difficulty" and that it looked likely to struggle to accept all of the aircraft it had on order.

"DAE is imploding because of Dubai's credit problems and a government that is massively overstretched, not necessarily because there aren't market opportunities for jet lessors," says Teal Group analyst Richard Aboulafia.

Given the company's close ties to Emirates - both are state owned and headed by Sheikh Ahmed bin Saeed Al-Maktoum - there has been speculation that the airline's recent big orders for [Vous devez être inscrit et connecté pour voir ce lien]s (32) and 777-300ERs (30) were connected to the expected cancellations.

However, the airline says that its only arrangement with DAE is its commitment to lease freighters for its cargo arm.

Emirates, the world’s largest operator of the Airbus A380, today announced Hong Kong as the newest destination for its ‘superjumbo’.
Emirates has a total of 12 A380s in service with 78 on order and Hong Kong will become the Dubai-based global airline’s 11th A380 destination.

Starting on 1st October, an Emirates A380 will operate daily from Dubai as EK384 via Bangkok with the return flight operating as EK385.

Richard Jewsbury, Emirates’ Senior Vice President, Commercial Operations, Far East and Australasia, said: “We are very excited to announce Hong Kong as a new Emirates A380 destination.

“This commercially-vibrant metropolis became part of Emirates’ ever-expanding network back in 1991, and today we operate a double-daily service between Hong Kong and Dubai, one non-stop and one flight via Bangkok. We also operate 18 weekly Emirates SkyCargo freighter services.

“We are proud to be able to demonstrate our commitment to Hong Kong by putting our flagship aircraft on this route. Our passengers from Hong Kong now have the opportunity to enjoy the wonderful service and comforts available on this aircraft and our passengers from Thailand will have the option of flying the A380 to either Dubai or Hong Kong.”

Emirates to buy 49 percent of AMR? Really?

Theflyonthewall.com website is reporting that Emirates Airlines is talking to the U.S. Department of Justice about acquiring 49 percent of AMR Corp, parent of American Airlines
Well.
[Vous devez être inscrit et connecté pour voir ce lien] reported this after talking to Emirates:

"We certainly wouldn't be doing that," Emirates President [Vous devez être inscrit et connecté pour voir ce lien] said in a telephone interview today. "Us buying a stake in AMR? It wouldn't make sense."

American had no comment, its usual practice when such rumors are broached. But I think I heard laughter in the background.
It'd take about $1 billion to buy 49 percent of AMR shares at current prices. AMR shares at one point Monday were up 6.8 percent from Friday's close. At midday, they'd lost about half the gain.

Emirates A380 arrives in Manchester to take passengers to Dubai

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Around 10,000 people in Manchester witnessed for the first time an Emirates A380 touch down at Manchester Airport today at 12.25pm.
It is also the first time the airliner has operated a scheduled service to and from a regional airport.
The aircraft departed with a packed load, breaking a Manchester Airport record with the largest number of passengers ever to depart on a scheduled flight from the airport.
The A380 now operates one of Emirates' two daily flights from Manchester to Dubai, where passengers from the UK's North West can connect to services to points across the globe including popular destinations like Australia, South Africa, India, Thailand and China.

Emirates record A380 jet order 'not enough' - Clark

Emirates, the world’s biggest airline by international traffic, said its order for 90 Airbus SAS A380 superjumbos won’t be enough to take up the demand for its services.

The jets on order “are well spoken for and frankly, the way things are going for us at the moment, the 90 certainly won’t be enough,” president Tim Clark said in a phone interview today.

He added: “Demand for our services seems to be continuing to grow apace. We’re moving forward very robustly.”

• EK will currently not introduce two-class only A380 as they are seeing good premium loads (C and F).
  
• Load factors in premium in all markets are better then projected.
  
• When the two-class A380 come the will have only 575-585 instead of 604 seats as they want to keep the bar on upper floor.
  
• After receiving their 15th A380 in November they will get the next only in September 2011.
  
• They would need 120 A380s if there wouldn't be ground restrictions.
  
• Up to now no new concessions with regards to [color:a8d5=red !important][color:a8d5=red !important]flying [Vous devez être inscrit et connecté pour voir cette image]
  to further German airports.
  
  

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

Sur Airliner une excellente analyse des opérations d'Emirates à Dubai. Un superbe travail. Nous y reviendrons.

Four years ago, I wrote EK At DXB: Cracking The Connectivity Code (Aug 30 2006) in Civil Aviation, an analysis of Emirates’ operational organization at its Dubai home base. While many of the aspects of that article remain valid, four years is a very long time in the airline industry, and in recognition of EK’s tremendous growth over those years, I am complementing the above article with a more in depth investigation of the airline’s operational organization, including its hub operation and fleet operational characteristics.

This analysis is based on timetable data for the IATA 2010 Northern Winter schedules for the week of December 06 to 12, 2010. While airline operations are terribly dynamic and changes will occur to these data, the overall picture will remain valid.

During the week recorded in these data, Emirates plans to operate 1,146 departures and 1,146 arrivals at its Dubai hub for a total of 2,292 DXB movements. Some of these flights include multiple segments, so the total number of operated cycles is higher than the number of movements at DXB.

The airline’s active fleet will at that moment consist of 145 aircraft, built up by 29 Airbus A330-200s, 8 Airbus A340-300s, 10 Airbus A340-500s, 13 Airbus A380-800s, 9 Boeing B777-200/200ERs, 12 Boeing B777-300As, 10 Boeing B777-200LRs and 54 Boeing B777-300ERs. The total fleet count may slightly vary depending on exact delivery dates, but the global picture remains valid.

EK will operate flights to 25 destinations in Europe (flight numbers 1 – 200), 6 destinations in the Americas (flight numbers 201 – 300), 12 destinations in Asia except the Indian [Vous devez être inscrit et connecté pour voir ce lien] (flight numbers 301 – 400), 6 destinations in Oceania (flight numbers 401 – 499), 11 destinations in India and Bangladesh (flight numbers 500 – 599), 6 destinations in Pakistan/Sri Lanka/Maldives (flight numbers 600 – 699), 18 destinations in Africa (flight numbers 700 – 799), 7 destinations in the Persian Gulf area (flight numbers 800 – 899) and another 6 destinations in other parts of the Middle East (flight numbers 900 – 999). Total number of passenger destinations stands as such at 97.

Part I:
Operational Analysis of the Emirates Hub and Spoke Organization


I.1. The Hub and Spoke Model at work on a daily basis

The majority of EK’s passenger traffic is merely connecting through DXB and the airline’s organizational model at its home base is geared towards catering to these flows of connecting traffic. Emirates operates a single hub and spoke operational model that is based on a number of arrival banks followed by departure banks that allow for passengers to connect via the hub between various end points.

The Hub and Spoke operational model has been practiced by airlines around the world, and although it contains a number of negative aspects pertaining to such issues as airport congestion around peak times and the uneven use of human resources at the hub, the Hub and Spoke system remains very popular with medium and large sized airlines.

At its Dubai home base, Emirates operates the following number of weekly arrivals, departures and total movements split up per hour:

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