Emirates : EK : UAE

"Airbus compares the -1000 to the 777-300ER.

Qu'est-ce qu'il raconte, "hâbleur Tim" ? ! :roll:

I've told them in no uncertain terms it does not.

I see it as a 320-, 330-seater which will be very economical on missions up to 10 or 12 hours," he says.

"The notion that it would fly from Singapore to European gateways in the winter months with 100 knots on the nose is a bit of an ask. We've suggested they need to come to grips with that, which means they need to increase the takeoff weight and they need to increase propulsion."

• dans une technologie GEnx, qui a quasiment une génération technologique de retard sur le RR Trent XWB 1000 (pas la peine de parler de la technologie GE90-115B, inadaptée, peu fiable, et larguée, même par celle du GEnx !), .....,
  
• et à un niveau de poussée de 83,000 lbs (paroles de David JOYCE), niveau à peine suffisant pour le B787-10, et "short" pour l'A350-XWB-900, .....
  

Et que "The Entertainer", s'il veut qu'on le prenne au sérieux, cesse de nous casser les oreilles et les pieds avec le "***** & ***" de Boeing-GE, en servant de courroie de transmission pour les rumeurs infondées et insultantes de ce(s) dernier(s) !

C'est indigne du milieu aéronautique, de l'aviation, et du transport aérien ! :lol:

Questar a écrit:Merci

Tim Clark voudrait donc plus d' A 350-1000 : à développer avant les autres versions ?

Une justification sur tant de B-777 d'EK et d'autres influant sur les choix d'EK...?

Personne ne peut affirmer un retard ( ni une avance ) du 350-1000

Et beaucoup pensent que le concurrent du 777-300ER...est le 777-300ER...pour ceux qui veulent s'en défaire ou qui en ont trop en flotte et/ou à recevoir.

Tout comme l'A 330-300 s'est révélé un concurrent du 777; -300ER compris.

Boeing sait que le 777-200ER pourrait "repartir"; GE ne semble pas vouloir entendre...

J'y reviendrai ! Il y a des choses à dire, ... et à écrire ! ;) :lol:

Dubai’s Emirates eyes fresh landing slots in France

Emirate’s Airline, Dubai’s flagship carrier, has said it is keen to secure extra landing rights in France as it seeks to grow its share of the lucrative European market.
A deal signed by UAE and French aviation authorities last month gave flagship airlines Etihad, Emirates and Air Arabia the right to add a combined 22 weekly flights to the European country.
The countries also agreed to add Bordeaux as the sixth destination for UAE airlines, alongside Paris, Nice, Lyons, Marseilles and Toulouse.
Emirates, however, has hinted it may seek to increase its flight frequencies again.
"We are encouraged by these developments,” an Emirates spokesperson told Arabian Business. “[We] look forward to further talks to continue addressing the clear need for extra capacity between the UAE and France.”
The world’s No.1 airline on international routes, Emirates is embroiled in a spat with European carriers who have pressed their governments to deny the airline new flying rights.
Carriers including Air France-KLM Group, Europe’s biggest carrier by traffic, claim that lower taxes and airport fees at Emirate’s Dubai hub amounts to an unfair advantage.
Emirates is currently lobbying for landing slots at Berlin’s new airport, scheduled to open in 2012. The move has been opposed by German carrier Lufthansa.
Emirates president Tim Clark last month accused Lufthansa of seeking to undermine its rival’s business model.
“Their mantra is to take the Gulf carriers down, as well as dominate the markets they sit in,” he said.

Emirates squeezes European rivals with new Austria, Germany flights

On the heels of new route into Switzerland and Denmark, Dubai’s Emirates Airline is to add fresh flights to its Austria and Germany routes as it seeks to grow its share of the competitive European market.
Four flights will be added to the airline's daily service to Vienna from 27 March while, from 1 September, Emirates' daily flight to Hamburg becomes a double daily.
"By providing these extra flights, we are responding to strong demand for additional capacity on the Vienna and Hamburg routes,” said Salem Obaidalla, Emirates' senior vice president of Commercial Operations for Europe and Russia.
“The strengthened services will foster new business and tourism to two of our key European destinations and provide even more convenient connections to onward travel through… Dubai."
The launches are the latest in a series targeting the lucrative European market. In Switzerland, Emirates will launch a new daily service to Geneva from 1 June.
On 1 August, flights will start to Copenhagen, the airline's first passenger service into Scandinavia.
Emirates has recently been embroiled in a dispute with competitor Lufthansa, which is says is limiting its flights into Germany in an attempt to shore up its own business.

Emirates' A380 fleet achieved 100% dispatch reliability last week

Emirates Airline President Tim Clark told ATW at ITB Berlin that all 15 of the airline's Airbus A380s operated for the first time with 100% technical dispatch reliability last week. "We have some hiccups sometimes [with the A380 operation] but the reliability is going up," he said. When EK's first A380 arrived about 220 post-factory modifications had to be made. "Today the number is about 60," he said.
Beginning this fall, delivery of its remaining 75 A380s begins at a rate of at least one aircraft per month. "It will start to get really busy," Clark said, but he added that every EK area manager is requesting the A380 and that EK could put the aircraft on daily service to every European point it serves without losing money because demand is so strong and customers still look to fly on the A380 if the option is there.
Asked how long it takes for a new route to be profitable, Clark said, "I get very upset if they are not in profit after 20 rotations. Ninety percent of new routes [achieve] this target." He expects the airline to hire 4,000 new flight attendants this year and carry 32 million passengers, up from 27.5 million last year.

2. Airbus ponders slight larger A350-1000

The A350-1000 is aimed directly at the Boeing 777-300ER, but it is slightly smaller at 350 passengers vs 365 in typical three-class. Boeing, and others, question whether Rolls-Royce’s Trent XWB engine is big enough for the -1000 (Airbus, not surprisingly, said that it is). But we learned that Airbus is considering a 380 passenger -1000 and 50 miles more range to make it sure to do Dubai-Los Angeles non-stop. For this, the Trent XWB needs 5,000 lbs more thrust, and Rolls has been asked to figure this out.
In our view, this is the airplane Airbus needs to take on the -300ER.

Leahy said the Airbus 350-seat A350-1000 may need a more powerful engine to go further or carry more weight but that he opposed increasing its size. Emirates president Tim Clark has said he wants both more range and more seats.

Airbus ponders slight larger A350-1000

AirInsight a écrit: The A350-1000 – we hear consideration of growing the airplane to 380 seats and pushing the range to handle DXB-LAX year round to better compete with the 777-300ER.

LEAHY a écrit: “The idea of making a bigger A350 doesn’t appeal to me at all. Right now it depends on layout and layout is very important. The 777-300 has 15 more seats or they’re equal; it depends on 3 class, 4 class, 2 class configuration, etc.
So I’m not unhappy with the size. It’s the range payload that we want to be at least equal to or better than the 777-300ER. We want to have the same or better range, we want to have the same or better payload, and essentially the seat count where we are today.

LEAHY a écrit:That might require slightly more thrust than we have, a little bit more takeoff weight than we have right now.

LEAHY a écrit:You’ve heard Tim Clark and others suggest that we look into that. That’s exactly what we are looking into. That airplane comes out in a few years, we haven’t finished the final definition phase on the airplane but I wouldn’t be surprised to see more thrust and takeoff weight where we would be able to offer the range and payload of the 777-300ER with 25% lower fuel burn. That would be unstoppable in the market.“

But we learned that Airbus is considering a 380 passenger -1000 and 50 miles more range to make it sure to do Dubai-Los Angeles non-stop. For this, the Trent XWB needs 5,000 lbs more thrust, and Rolls has been asked to figure this out.

Ceci est un Forum aéronautique et d'aviation !

[Vous devez être inscrit et connecté pour voir ce lien] is not intending to change the size of the [Vous devez être inscrit et connecté pour voir ce lien]-1000 as it heads towards definition freeze for the twinjet by the end of this year, although it has yet to confirm the extent to which it might adapt the aircraft to better compete with the [Vous devez être inscrit et connecté pour voir ce lien].

Overall configuration of the A350-1000 was validated in November 2010, including the type's fuselage size. Sources close to the programme indicate that there are no plans to change the aircraft's basic dimensions. The A350 will typically seat 350 passengers against the 777-300ER's 370.

But there is still a lack of clarity as to whether Airbus is to tweak the thrust requirement for the type.
Industry sources familiar with the situation say that Airbus insists it is "not changing the size of the aircraft", but "recognises that an increased thrust may result in slightly higher fuel burn".

If Airbus changes the thrust, and this leads to a larger fan size on the powerplant, says the source, the aircraft would also "probably" need a re-optimised pylon.
Rolls-Royce, which is supplying the Trent XWB engine for the A350 family, has declined to comment beyond supporting a statement in March, by Airbus vice-president of marketing Andrew Shankland, that the Trent was sufficient to power the twinjet.
Airbus's efforts to keep definition freeze on schedule come as Emirates is looking at a possible switch of A350-900s to the -1000, although the Dubai-based carrier says that the type - as it stands - does not compare to the 777-300ER, and that Airbus should be considering a higher take-off weight and greater thrust.

Last year's validation of the A350-1000 airframe, says Airbus, means the aircraft "has the capability to meet the performance targets and guarantees".
Airbus adds that it is "progressing well" with the A350, with a technology insertion programme for the -1000, which was created with "the objective of further optimising the airframe and performance while keeping a high level of commonality".

[Vous devez être inscrit et connecté pour voir ce lien] is the launch customer for the A350-1000, with service entry intended in 2015. The carrier has 20 on order, as does Emirates. Another 35 have been ordered by [Vous devez être inscrit et connecté pour voir ce lien] and Asiana.

Et, à ce stade, GE et P&W n'ont rien à offrir !

Emirates Had Tough 2010, Hurt By Unrest

Emirates a had a ‘tough’ year in 2010 and was hurt by political unrest in the Middle East and North Africa, its president said on Monday.
Tim Clark said that Emirates, which reports its results for the second half of 2010 on May 10, still managed to stay “on course.”
Clark, speaking at a travel industry event in the Gulf Arab emirate, said fuel accounted for 43% of the Dubai government-owned airline’s costs.
In March, Clark said load factors were coming back up after being reduced by uprisings in Tunisia and Egypt.
The carrier had scaled back flights in the wake of unrest in North Africa and Bahrain. It also dropped plans for a bond to finance expansion after the upheaval made rates more expensive.

Percif a écrit:Bonsoir

Il est vrai que 15 slots sont libérés, quoi que les 10 ILFC...

Les rumeurs sur Qatar vont bon train, c'est le jeu.

10 + 10...ou 7 & 8

Ce ne sera plus du 194 m$US ( les premiers SIA ), mais le prix est bien négocié par Qatar AW, parait-il.

Les rumeurs sur une sélection possible de GP 7200 circulent aussi.

Des rumeurs...

• les ***** de Boeing & de GE, marchands de rumeurs totalement infondées s'il en fût,
  
• et "Entertainer Tim CLARK" d'Emirates , toujours tenté de se mettre en relief, en vitrine, dès qu'il qu'il y a un salon qui s'approche, et qui a raconté des fictions sur la motorisation de l'A350-XWB-1000, .....
  

Emirates: bénéfice net augmente de 51,9% à 1,5 md USD

DUBAI - La compagnie d'aviation Emirates a annoncé un bénéfice annuel net en progression de 51,9% pour son année fiscale se terminant au 31 mars, avec 5,4 mds de dirhams (1,5 md de dollars), a indiqué mardi son président cheikh Ahmed ben Saeed al-Maktoum.

Nous avons eu une année pleine de progression et d'expansion, a indiqué le directeur exécutif et président d'Emirates Airlines lors d'une conférence de presse.

Les bénéfices du groupe, comprenant d'autres filiales, atteignent 5,9 milliards de dirhams (1,6 md USD), avec 57,4 mds de dirhams (15,6 mds), selon lui.

Emirates plans No IPO, But More Orders

Emirates will not launch an initial public offering (IPO) this year or next, according to Chairman Sheikh Ahmad bin Saeed al-Makhtoum. “There is no need to do it today and nothing will happen this year and next,” he said at the Emirates annual press conference in Dubai on Tuesday. The carrier also deferred its plans for a bond offering “because we don’t need the money and the price did not suit us.” Emirates has cash reserves of $4.4 billion.
The airline managed to increase its net profit by 42.9% to $1.6 billion in its fiscal year 2010/11. Revenues grew by 26.4% to $15.6 billion, giving the airline a net profit margin of more than 10%, making it one of the most profitable airlines worldwide. Since last year, Emirates is also the biggest carrier in terms of international passenger revenue miles flown. It carried 31.4 million passengers, up 14.5%. The significant disparity between the growth of revenues and passenger numbers indicates that Emirates was able to improve yields, as the global economy rebounded in 2010.
Sheikh Ahmad made clear that the airline will continue on its growth path it will take delivery of six more Airbus A380s and 13 Boeing 777-300ERs and is likely to announce further aircraft investments later this year. “For orders, you will have to wait for the Dubai air show,” the Emirates Chairman said. The Dubai air show will take place on November 13-17 and is traditionally used by Emirates and other Middle East carriers to announce large orders.
The airline plans to introduce services to Copenhagen, Buenos Aires and Rio de Janeiro later this year and will announce more destinations “soon.” By the end of 2012, the airline plans to operate a fleet of 169 aircraft. It currently has 148, among them 15 A380s.
For the 2011/12 financial year, Sheikh Ahmad sees “a few challenges already” given the political instability in the Middle East and high fuel prices, “but we will rise over any obstacles that come our way.” With fuel at 2009 levels, Emirates’ profit would have been around $270 million higher.
He was confident that in spite of the current issues Emirates will be able to increase profitability further this year. Sheikh Ahmad reiterated that the airline does not have any acquisition plans and will not join one of the alliances.

Dubai's Emirates to spend $10bn a year to expand fleet

Emirates, the Arab world's largest airline, will spend about $10bn a year to fund its fleet expansion over three years but is not under pressure to tap the bond market, a senior official said.
The Dubai government-owned carrier, which expects to receive about 30 aircraft a year for the next three, dropped plans for a bond to finance expansion after political unrest in the Middle East made rates more expensive.
"Emirates has roughly 30 aircraft a year coming the next five years and a lot of them are A380s ... we will need about $10bn a year," Gary Chapman, president group services and Dnata at Emirates Group said.
Chapman said the company is sitting on considerable cash but will eventually tap debt markets to support an enormous capital expenditure programme due to its expansion plans.
"Any airline taking 30 aircraft a year will have considerable financial requirements," said Chapman.
He said the company is not under pressure to look for funding and is waiting for the right pricing.
"With what's going on in the region in February, that's created some issues in terms of the margins. We'll wait until our results come out and reassess the situation."
Emirates unveils financial results for the second half of 2010 on May 10.
Emirates, the biggest customer for the Airbus A380 superjumbo, surprised its peers by boosting its orders to 90 planes last June and said they were looking at ordering more.
Chapman said the company, which repaid a $500m bond in March, will look at dirham and dollar-denominated bonds.
"There is lot of liquidity out there today in dirhams ... banks are flushed with dirhams. We will continue to explore that and we are looking at dollar bonds."
Chapman, who is also the president Emirates Group's airline services arm, Dnata, said the unit is looking at acquisitions in Asia and the Gulf Arab region in the wake of its purchase of the flight catering unit of Italy's Autogrill SpA last year.
Dnata, which provides ground handling, cargo, travel and flight catering, launched a branding campaign on Thursday aimed at boosting its profile abroad.

Germany will not grant Middle Eastern carrier Emirates rights to service additional cities within the country, the latest development in a spat over access to German-Gulf routes.

There is no need to extend the existing bilateral air transport agreement between Germany and the United Arab Emirates, said a German transport ministry spokesman.

This agreement limits the airline's number of landing points in Germany to four. Emirates would be free to add Stuttgart and Berlin, said the spokesman, but would then need to give up two of its existing destinations. He added that the arrangement is based "on the size of the mutual home markets".

The vast majority of UAE passenger flights operate from Abu Dhabi and Dubai and, to a lesser extent, Sharjah. Germany's flag carrier [Vous devez être inscrit et connecté pour voir ce lien] flies to Abu Dhabi and Dubai from Frankfurt and Munich.
"We are [still] hopeful that our long-standing request will receive German government support," responds Emirates. "The economic case for these flights [to Berlin and Stuttgart] has never been stronger."

While German chancellor Angela Merkel supported the Emirates order for an additional 32 [Vous devez être inscrit et connecté pour voir ce lien] A380s in Berlin last year, the transport ministry said the existing bilateral arrangement was "already very liberal".
Although Emirates can only fly to four destinations within Germany but there are no limits to the frequency of flights or what model of aircraft is deployed. In other words, capacity is unlimited.

Emirates' business model is to collect long-haul passengers from regional airports and ferry them through Dubai to their destinations - but not to use central hubs in different world regions.

The airline has not indicated whether it will expand capacity to its current German destinations, possibly with the [Vous devez être inscrit et connecté pour voir ce lien]. It serves Munich, Frankfurt, Dusseldorf and Hamburg.
"We are constantly considering a wide range of commercial opportunities and Germany is one of Emirates' most important commercial markets," says an Emirates spokesman. "We are sure wherever the Emirates A380 are deployed, they will be welcomed by our passengers."
Munich airport has confirmed that it is equipping its Terminal 1 stand 113 - which Emirates is using, among other carriers - for the A380. The decision to install a third passenger bridge by the end of this year was taken earlier this month.

Airbus reaffirmed on Thursday the first delivery date for its A350 passenger jet, but one of its airline customers forecast two of three variants of the aircraft would be delayed six months, according to a report. The head of Airbus parent EADS told shareholders in Amsterdam the first delivery would be in the second half of 2013 as previously stated, but it remained "challenging."

Airbus recently delayed the target date from mid-2013.

The first A350 is expected to be the 314-seat A350-900, the middle model of the aircraft, which ranges between 270 and 350 seats.

In its Friday edition, Le Figaro quoted Cathay Pacific chief executive John Slosar as saying the two other models needed technical refinement and could be delayed six months.

Cathay recently ordered 30 A350s.

Oui ; de la variante A350-XWB-900, soit la première à être lancée, construite et livrée ! Qu'en sait-il des autres, qui, à ce stade, ne le concernent pas ? Pas grand-chose ! En tout cas, ... pas plus que nous ! Qu'il sr taise, et qu'on ne gobe pas ce qu'il raconte ! Ce ne vaut pas plus que la discutaille au coin du Comptoir du Café de la Gare !

Airbus has been under pressure from airlines such as Emirates to beef up the A350-1000 to make it more competitve with Boeing's 777, ........

.....but this could require costly changes to its Rolls-Royce engines.

(Reuters)

[Vous devez être inscrit et connecté pour voir ce lien] will begin a short flight-test programme of the [Vous devez être inscrit et connecté pour voir ce lien]'s Rolls-Royce Trent XWB on the [Vous devez être inscrit et connecté pour voir ce lien] development aircraft early next year, ahead of engine certification at the end of 2011.

The new Trent engine, which is the only powerplant option offered on the A350, will be installed in one of the inboard positions on Airbus's [Vous devez être inscrit et connecté pour voir ce lien]-powered A380 development aircraft (MSN001) later this year and begin flight-testing early in 2011. "We will fly a short flight-test programme of around 100h," says Airbus's flight-test chief Fernando Alonso. The tests will be focused on engine, nacelle and powerplant system integration.

R-R says that ahead of the A380 flights, a Trent XWB will begin ground-testing in June.

........The A350 is due to fly in early 2012 and enter service with [Vous devez être inscrit et connecté pour voir ce lien] in the second half of 2013.

The initial version of the Trent XWB is rated at 84,000lb thrust (374kN) to power the baseline [Vous devez être inscrit et connecté pour voir ce lien] variant.
This engine will be offered as a derate of 79,000lb or 74,000lb thrust to power the smaller [Vous devez être inscrit et connecté pour voir ce lien]. A 93,000lb-thrust development of the engine will power the larger A350-1000 variant, which is due to enter service in 2015.

Voilà la réalité à ce stade !

Et le RR Trent XWB est conçu comme un moteur d'une poussée de 95,000 lbs. Et la valeur dite "de 93,000 lbs" est, en réalité de lroftr de 92,300 lbs max. ; il reste encore 2,700 lbs de poussée unitaire dans la configuration normale / 'standard' prévue pour le moteur !

(Correction pour préciser que le patron de Cathay Pacific a parlé d'un possible retard mais sans en préciser l la durée, la mention d'un délai de six mois étant une estimation du Figaro)

EADS (EAD.PA: [Vous devez être inscrit et connecté pour voir ce lien]) (EAD.DE: [Vous devez être inscrit et connecté pour voir ce lien]) a confirmé jeudi la date de première livraison pour l'Airbus A350, mais une des compagnies aériennes clientes estime que deux ou trois variantes de cet appareil pourraient être retardées, rapporte Le Figaro à paraître vendredi.

Le quotidien cite le président exécutif d'EADS, Louis Gallois, qui a déclaré devant les actionnaires du groupe à Amsterdam que la première livraison aurait lieu au second semestre 2013 comme cela avait déjà été dit. "Des étapes décisives ont été franchies", a indiqué Louis Gallois, mais ce programme risque de faire face à "des difficultés à surmonter dans les années à venir".

Airbus a récemment présenté cette date de second semestre 2013 alors qu'il avait évoqué auparavant la mi-2013.

Le premier A350, destiné à Qatar Airways, devrait être l'A350-900 d'une capacité de 314 sièges, soit le modèle moyen de la série.

Selon John Slosar, le patron de la compagnie Cathay Pacific (0293.HK: [Vous devez être inscrit et connecté pour voir ce lien]), cité par Le Figaro, les deux autres modèles, l'A350-800 et l'A350-1000 ont besoin d'améliorations techniques et pourraient être retardés. Cathay a commandé 30 A350.
Le Figaro évoque un retard qui pourrait atteindre six mois.

Certaines compagnies aériennes comme Emirates ont demandé à Airbus d'améliorer l'A350-1000 pour le rendre plus compétitif face au Boeing 777, mais cela pourrait nécessiter des changements coûteux en ce qui concerne les réacteurs fabriqués par Rolls-Royce (RR.L: [Vous devez être inscrit et connecté pour voir ce lien]).

"Airbus a des améliorations techniques à faire et il y aura du retard", a déclaré John Slosar, selon le quotidien.
(Leila Abboud, Tim Hepher, Gérard Bon et Danielle Rouquié, édité par Nicolas Delame)

toujours pas grand-chose !

[Vous devez être inscrit et connecté pour voir ce lien] is eyeing an increase in maximum take-off weight for the [Vous devez être inscrit et connecté pour voir ce lien] as part of a series of improvements over 2010-12.

The airframer, which lists the type's current MTOW at 560t, is not disclosing the size of any increase.

But Airbus executive vice-president of programmes Tom Williams, speaking to ATI during a briefing in Hamburg today, said it would be a "small" improvement which operators could trade for increased range or payload.
[Vous devez être inscrit et connecté pour voir ce lien] product marketing head Richard Carcaillet says the airframer is still evaluating the potential improvement and is "not authorised to offer it to the market".

He adds that it would apply to the[Vous devez être inscrit et connecté pour voir ce lien] and would not amount to a new variant of the aircraft. There would also be "no empty weight impact".

Other improvements tentatively planned for the A380 during 2010-12, says Williams, include a progressive removal of 2t from the manufacturer empty weight for the type, and new operational functions such as flexible climb.
Earlier enhancements, which are set to be introduced in the fourth quarter of this year, aim to expand on-board diagnostics through built-in test equipment, and bring on board dual head-up displays and functions such as brake-to-vacate.

Un des deux prototypes de l'A380 encore chez Airbus devrait effectuer sur la plateforme de Toulouse-Blagnac un décollage avorté (Rejected Take-Off) avec une masse de six cents tonnes. Bien qu'anodin, cet événement marque le début d'un Airbus A380-800 à rayon d'action accru.

[Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] will take delivery of an improved version of the [Vous devez être inscrit et connecté pour voir ce lien] from 2012 offering a slightly better payload/range performance through a modest increase in maximum take-off weight.

Although the airframer has confirmed the weight increase, which will be offered as an option from 2012, it will not disclose the actual figure until the modification passes a critical design review next month. "We'll begin offering it to customers from September, it will be a nice [increase]," says A380 product marketing chief Richard Carcaillet.
The A380-800 is currently offered with a baseline maximum take-off weight of 560t, with an increase to 569t available as an option. Airbus quotes a typical range for the 560t version of 15,200km (8,200nm).

The increased weight version, which is not a new "-800R" type variant, says Carcaillet, will be introduced with a new build standard in 2012. He adds that the performance gain came from a requirement for a couple of customers during sales campaigns against the Boeing 747-8I. BA and Emirates will be the first to receive the upgraded aircraft, in 2012.

The baseline thrust rating currently offered for the A380-800's engines is 70,000lb (312kN), with 72,000lb as an option. Carcaillet does not expect the new weight to require additional thrust, but says this will be confirmed after the critical design review.

Airbus executive vice-president Tom Williams says the weight increase will require a paperwork change for aircraft with the requisite structural capability.

[Vous devez être inscrit et connecté pour voir ce lien] is about to begin production of an upgraded [Vous devez être inscrit et connecté pour voir ce lien] with increased operating weights that will offer more range and payload capability when it enters service with launch customer [Vous devez être inscrit et connecté pour voir ce lien] in 2013.

The new version features a 4t increase in maximum take-off weight to 573t and an additional 190km (100nm) range that will enable it to fly distances of 15,360km on MTOW-limited missions. Maximum landing weight and maximum zero fuel weight have also each increased by 2t, and structural payload capability rises by 1.5t on MZFW-limited missions.

"Because we understand design cycles much better now, we are able to further optimise the performance," says Airbus's executive vice-president programmes Tom Williams.

Full-scale fatigue testing of the [Vous devez être inscrit et connecté pour voir ce lien] has passed 45,000 cycles, which Williams say is 2.4 times the original design service goal or "aircraft life", and testing is continuing to beyond 2.5 design service goals.

To achieve the operating weight increases the airframe structure has been strengthened, which will become standard on aircraft delivered from 2013, although the higher operating weights will be offered as an option. According to Williams the increases are made possible through reductions in flight loads, which are partly achieved by the optimisation of the fly-by-wire control laws.

This new A380 build standard will be introduced later this year when assembly begins of the first wings at Airbus's Broughton, UK plant, and these will also incorporate a 1.5° increase in twist to further optimise aerodynamics as part of the improvement package. Airbus says that the upgrade does not require any thrust bumps, and is not capable of retrofit to earlier build aircraft.

BA is due to be the launch operator for the improved A380, when its first [Vous devez être inscrit et connecté pour voir ce lien]-powered aircraft is delivered in 2013. Airbus executives previously disclosed that the weight and performance gain came from a requirement for a couple of customers during sales campaigns against the [Vous devez être inscrit et connecté pour voir ce lien]-8I...........

Il y en a qui oublient !

[Vous devez être inscrit et connecté pour voir ce lien] is to confirm plans at the [Vous devez être inscrit et connecté pour voir ce lien] for a significant redesign of the [Vous devez être inscrit et connecté pour voir ce lien]-1000 in an effort to increase the largest XWB variant's competitiveness with the rival [Vous devez être inscrit et connecté pour voir ce lien].
Flightglobal understands that the update centres on engine, wing and weight changes to boost payload-range.

The 350-seat A350-1000 is the last of the three main XWB variants in the initial development plan, with service entry officially slated for the end of 2015.
It has been undergoing a major design review as Airbus engineers work to finalise the aircraft's configuration and performance as part of the definition effort. This phase of development is due to conclude with the "detailed definition freeze" at the end of 2011.

Key A350 customers are being briefed by Airbus on the revamped design ahead of the Paris air show, when the airframer is due to provide a public update.
Sources familiar with the situation indicate that the aircraft has undergone some significant changes, central to which is the acceptance by sole engine supplier Rolls-Royce to redesign the version of the Trent XWB that will power the A350-1000.

Originally slated to be a slightly modified version of the [Vous devez être inscrit et connecté pour voir ce lien]/900's 75,000-84,000lb thrust (374kN) Trent XWB variant rated at 93,000lb thrust, Flightglobal understands that the engine will now incorporate a revised core to deliver a significant boost in thrust towards 98,000lb.

The option of enlarging the fan is understood to be problematic due to wing-to-ground clearance issues.
"Rolls has accepted that it must increase the engine thrust," said Akbar Al Baker, chief executive of A350-1000 launch customer [Vous devez être inscrit et connecté pour voir ce lien].

The original plan for the A350 wing was for it to be common wing across all three variants, with changes on the -1000 limited to trailing edge extension of around 400mm (16in). Airbus is is now understood to have decided to enlarge the wing further as part of the wider redesign.

In parallel, Airbus has raised the -1000's maximum take-off weight above the current 298t, which is understood to have delivered a 500nm (925km) boost in payload-range to an estimated 8,500nm. The revisions are believed to have pushed planned service entry into 2016. "We'd like increased take-off weight and increased range," said Al Baker.

Sized to compete with the 777-300ER, ....

.....there have been pressure from some quarters - notably Emirates chief Tim Clark - for Airbus to boost the -1000's payload-range to make it a better proposition.

While these changes look to address that, former International Lease Finance chief Steve Udvar-Hazy, who previously pushed Airbus to redesign the original A350 five years ago, does not yet view the A350-1000 as a genuine 777-300ER rival. "There is some overlap, but I see it more as a replacement for the operators of the [Vous devez être inscrit et connecté pour voir ce lien]," he said.

Airbus currently holds orders for 75 A350-1000s from four customers - Qatar Airways and Emirates each with 20, [Vous devez être inscrit et connecté pour voir ce lien] with 25 and Asiana with 10. Neither Airbus nor Rolls-Royce are commenting ahead of the air show.

Airbus va perdre des clients A350, à cause de son motoriste RR, et de ses divagations Marketing / Entretien etc !Inadmissible !

Les / certaines gens ont dit que l'A350-XWB ne serait pas commandé. Et aujourd'hui, que disent-ils ?

Airbus va perdre des clients A350, à cause de son motoriste RR, et de ses divagations Marketing / Entretien etc !Inadmissible !

• se met en position d'illégalité, ou proche de l'illégalité (bien sûr, ..... nous avons compris, ici, nous, ... qu'il s'agit d'une position de négociation ; on ne fait pas de procès ; nous ne sommes pas des agités ! ), ...
  
• en cherchant à imposer , directement, ou via Airbus (quel scandale ! ), le droit de 'piquer' du travail à RR et aux partenaires traditionnels de RR, .....
  
• 
  
• en faisant du chantage, du genre, "Tu me permets de faire l'entretien sur tes moteurs, pour tes clients, ... et j'acheterai, peut-être, tes moteurs" ! :lol:
  

Imaginez être obligé d'entretenir votre Renault chez Renault, sans concurrence !

• GE a refusé publiquement de concourir pour une place sur l'aile des A350-XWB, en rejetant les termes de référence de l'appel d'offre d'Airbus à cette fin, ..... et en disant qu'il voulait protéger son investissement dans le programme Boeing B777-300ER / -200LR, et la motorisation exclusive "illégale" de ces avions, assurée respectivement par ses GE90-115B / -110B,.....
  
• et P&W a simplement dit publiquement qu'il ne souhaitait pas offrir le moindre moteur pour l'A350-XWB (ou l'A350 d'Origine, d'ailleurs),
  

Dans ces conditions, AF à Raison, avec ou sans les députés qui soutiennent Airbus,
Et beaucoup d'autres "Grands" opérateurs le verront ainsi , les fourches caudines de RR, c'est non, point !

Faut il mettre sur les maquettes de A350 des Airbus au Bourget un sticker : Appareil inadapté à la vente pour des cies majeures possédant leur propre MRO, lequel ne pourra conclure des accords d'entretien croisés avec d'autres cies, dans un intérêt de rationalisation !NIET avec RR !

John LEAHY !