Airbus A380

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."

Adrian_P a écrit:Merci Sevrien

" Backbone of the future mid size wide bodies "

EIS toujours prévue 2013, réception Cathay 2016 : il y a du monde.

C'est donc le -900, baseline qui a été choisi au départ, voilà une logique de bon sens.

Cathay Pacific Airways has signed a letter of intent to purchase 30 Airbus A350-900 aircraft, and plans to exercise purchase rights for six Boeing 777-300ERs.

The total value of the aircraft purchases is about HK$75 billion ($9.7 billion) at list price, says the Oneworld carrier. The A350s, to be powered by Rolls-Royce Trent XWB engines, have a catalogue price of about $7.8 billion. The General Electric-powered 777s have a list price of $1.6 billion.

Cathay expects the A350s to be delivered between 2016 and 2019. The A350-900, which will enter service in 2013, will "form the backbone of Cathay Pacific's future mid-sized wide-body fleet", says the carrier.

It will operate the aircraft across its route network, including on non-stop flights to Europe and North America.
"The A350-900 is a perfect fit for the development of our fleet - a mid-size long-haul aircraft that is fuel efficient, environmentally friendly, and provides the kind of capacity, range and operating economics that we need to complement and enhance our existing fleet," says Cathay's CEO Tony Tyler.

"The delivery schedule fits our requirements very neatly. The 30 new aircraft will be deployed to replace older aircraft and grow our fleet to meet the challenges of the future."

Under the letter of intent with Airbus, Cathay will pay a non-refundable commitment fee of $4.5 billion for the A350s, says the airline.

It plans to make a further announcement once it enters into a formal purchase agreement with the airframer.

Separately, the airline agreed to exercise purchase rights for six 777-300ERs, on top of 30 777s already on firm order.
Cathay has received 18 of the 30 777s and expects the remaining 12 to arrive by 2013.
The aircraft will be operated on routes to North America and Europe, says the airline, which has a fleet of 128 wide-body aircraft currently.

[Vous devez être inscrit et connecté pour voir ce lien] has disclosed that its second [Vous devez être inscrit et connecté pour voir ce lien] has undergone an in-flight engine shutdown just a couple of days after entering into service.
The aircraft, powered by [Vous devez être inscrit et connecté pour voir ce lien] engines, was delivered on 19 July and put into service last week on the Frankfurt-Tokyo route.
Lufthansa says that the aircraft was flying the return sector on 6 August when, about an hour before landing at Frankfurt, the crew took a "precautionary" decision to shut the engine down.

A spokesman for the airline says the decision followed the generation of "confusing numbers" on a cockpit indicator.
The indicator showed that the problem centred on oil pressure. Lufthansa's main A380 maintenance base is located at Frankfurt, and the aircraft - serial number 41 - underwent an engine change in order to return it to service as quickly as possible.

Inspection revealed "substances" in the filter but Lufthansa has not given further details. The company had a spare engine available and the aircraft went back into service on 7 August.

Both of the carrier's A380s are operating the Tokyo Narita route, providing a daily service to the Japanese capital from Frankfurt.

Thai Airways International has begun talks with Airbus on the possibility of acquiring up to 30 of the next-generation A350XWB jets and six additional A380 superjumbos.

Demand has been heavy for the A350XWB and deliveries may fall behind schedule.

THAI president Piyasvasti Amranand and Jean-Jacques Boissin, Airbus's Southeast Asia sales director, separately confirmed the discussions. If a sale materialises, it may represent the largest aircraft order in the 50-year history of the flag carrier.

The aircraft would cost US$9.12 billion on the open market, though Airbus tends to offer deep discounts to compete with US rival Boeing on major orders.

Airbus is pushing for orders of the new high-capacity jets as part of THAI's ongoing fleet renewal programme as it replaces ageing jets with planes that offer more advanced features and better fuel efficiency to appeal to customers.

According to a draft plan presented to THAI's board earlier, by 2026 the airline expects to have a fleet of 102 aircraft with an average age of 7.5 years.

Currently there are 88 planes in THAI's fleet with an average age of 11.5 years, compared to competitors such as Singapore Airlines and Cathay Pacific whose aircraft are six to seven years old.

Mr Boissin believes THAI needs thirty A350s over the next decade to replace the A340s, Boeing B777-200ERs and B777-300ERs it uses on long-haul routes.

Airbus also wants to sell THAI another six double-decker A380s beyond the six units already ordered and due for delivery in 2012 and 2013 to operate primarily on European routes.

"We are absolutely sure that THAI needs at least twice as many [A380s]," said Mr Boissin, though THAI executives did not comment.

But THAI is interested in the 900 and 1000 versions of the long-range, mid-size, wide-body A350 which boasts advanced technology and fuel efficiency.

Priced at $240 million, the A350-900 seats 314 passengers in a three-class cabin layout. It has a standard range target of 15,000 km.

The -900 version will debut in 2013 with the first aircraft going to Qatar Airways, to be followed by the 270-seat A350-800 ($208 million) in 2014. An even larger variant with 350 seats, the A350-1000, is scheduled to enter service in late 2015, according to Airbus.

However, Airbus may not be able to deliver the A350s to potential new customers soon enough due to a large order backlog, now at 530 planes from 33 customers, including Bangkok Airways which ordered four new jets.
"We are a victim of our own success. So we have to reorganise to improve production capacity," said Mr Boissin.
The earliest that Airbus could deliver the first A350 to THAI is 2017, he pointed out.

The A350 was designed to compete with Boeing's hot-selling 787 Dreamliner, which is running more than two years behind schedule. The US planemaker has already received more than 850 orders for the jet that will largely be made of composite materials.

The A350 will be the first Airbus plane with both fuselage and wing structures made largely of carbon fibre-reinforced plastic. Airbus claims the A350 will be more fuel efficient, with up to 8% lower operating costs than the B787.
Airbus projects demand for 5,000 aircraft in the 250- to 300-seat category over the next two decades, a segment that includes the A350 and B787.

[Vous devez être inscrit et connecté pour voir ce lien] (MAS) will receive its first [Vous devez être inscrit et connecté pour voir ce lien] in April 2012, after several delays since it placed an order for six aircraft in 2003.
The airline had said in April that the first aircraft will arrive in the first half of 2012, but confirms today that it expects to receive its first A380 in April 2012.

[Vous devez être inscrit et connecté pour voir ce lien] has delayed MAS' A380 deliveries three times. They were initially due to start arriving in January 2007, but the first delivery was postponed to January 2011 after delays in the Airbus programme, and then again to August 2011. The airline has received compensation from Airbus for the delays.

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.

A380: Delivering on all commitments, exceeding expectations

Two and a half years into its commercial service life, the young A380 fleet of 33 aircraft has met all its commitments, and is even exceeding expectations at its four initial operators: Singapore Airlines, Emirates, Qantas, Air France and most recently Lufthansa.



The A380 Family starts from a baseline passenger aircraft with a capacity of 525 passengers in a three-class configuration, seated over two spacious decks, and with a range of 8,300nm / 15,400km.
Two and a half years into its commercial service life, the young A380 fleet of 33 aircraft has met all its commitments, and is even exceeding expectations at its four initial operators: Singapore Airlines, Emirates, Qantas, Air France and most recently Lufthansa.

The original “A3XX” concept promised a lot – now the A380 delivers. Indeed, the A380’s economic efficiency already allows airlines to boost profitability, stimulate demand and grow market share, while the A380 popularity with the travelling public has led to significant capacity growth and higher load factors on major routes.

In short, the A380 is clearly delivering the lowest fuel burn and operating cost; it is flying higher, further, and quieter; it is achieving greater revenue and profits by attracting passengers with its more spacious, more comfortable, and quieter cabin, resulting in higher average load factors; it has been seen to have the ability to increase its operator’s market share.

Over six million passengers have already enjoyed the unique experience of flying on board the all-new A380, between 18 major airports worldwide. The A380 programme has garnered 234 firm orders from 17 customers, while the in-service fleet has accumulated over 156,000 revenue flight hours in around 17,000 commercial flights.
With seating capacity ranging from 400 to more than 800 passengers, the A380 is an essential part of the solution to sustainable growth, doing more with less: alleviating traffic congestion at busy airports by transporting more passengers with no additional flights and at much lower cost.

Fleet highlights
Singapore Airlines took delivery of the first production A380 on 15th October 2007 and now has 11 aircraft in operation on routes from Singapore to Hong Kong, Tokyo, London, Paris, Zurich, Sydney and Melbourne. Emirates took delivery of its first A380 on 28th July 2008 and now has 11 aircraft in service on routes from Dubai to Bangkok, Seoul, Toronto, London, Paris, Sydney, Auckland, and Jeddah.
Qantas received its first A380 on 19th September 2008 and now has six aircraft in operation on routes from both Sydney and Melbourne to Singapore, London and Los Angeles. Air France received its first A380 on October 30th 2009, and now has three aircraft in operation on routes from Paris to New York and Johannesburg. Lufthansa received its first A380 on 19th May 2010, its second on July 16th 2010 and is operating its new aircraft between Frankfurt and Tokyo.

The fact that these A380 customers all started flying long sectors right from the start, is proof both of confidence in their carefully prepared A380 entry into service (covering airport operations, technical and spares support from Airbus), and in the A380’s maturity.
A380 operators have publicly reported a very smooth service entry, and, remarkably, significantly higher load factors on their A380 flights compared with other aircraft types in their fleets. In short, the A380 is having a noticeable effect on the market, comparable only to that of the 747 introduction in January 1970, over 40 years ago.

Outstanding fuel efficiency, superior performance, and half the noise
The former largest aircraft, the venerable Boeing 747-400, burns 20 percent more fuel per seat than the A380—a fact confirmed by A380 operators. Even the latest 747 derivative, the 747-8, burns eight percent more fuel per seat than the A380. And the twin-engined 777-300ER burns 12 percent more fuel per seat than the A380.
These figures result from Airbus best-estimate engineering analysis using same-comfort standards, three-class cabin layouts - a basic requirement for meaningful and credible comparisons. In fact, all four A380 operators have stated that the aircraft meets or exceeds all fuel efficiency expectations and guarantees.
The A380 excels in performance too. Compared with the 747-400, the A380 offers 1,100nm more range, requires 17 percent less runway to take-off and uses 11 percent less runway to land. In addition, the A380 not only offers a 4,000ft higher initial cruise altitude capability than the 747 (35,000ft versus 31,000ft), but also demonstrates a 20kt lower approach speed. Moreover, compared with the 747-8i derivative, the A380 offers 500nm more range and similar improvements in take-off, landing and climb capability.

The A380 also delivers on reduced noise, being the quietest long-haul aircraft for the foreseeable future, generating only half the noise on departure than the 747-400, and three to four times less noise on landing – while carrying 40% more passengers. These are facts which have now been documented by several airport noise-monitoring reports.

With the lowest fuel burn per seat, the A380 allows airlines to reduce substantially that environmental footprint in terms of CO2 emissions and to achieve profitable, sustainable growth for decades to come.

The A380 enables profitable growth... and profitable consolidation
The A380 also brings profitable consolidation, both in good times and in times less good. For example, the A380 allows operators to increase capacity by around 20 percent at no overall extra cost, or maintain the same capacity but fly it at 15 to 20 percent lower cost per trip and per seat, over a week’s schedule.

A key enabler for these figures is the A380’s step-change in cash operating costs, building on the fuel efficiency advantage mentioned above. This is due to cutting-edge technology in both structure and systems, thus substantially reducing maintenance costs. On a per-seat basis (again using same-comfort standards and comparable cabin layouts) the 747-400 costs 24 percent more, the 747-8i costs 14 percent more, and the 777-300ER costs 22 percent more to operate than the A380.

Importantly, as its early operators have said, the A380 delivers, on every single commitment. And the A380 even exceeds the high expectations it had generated. The A380 offers the most comfortable, quietest, most efficient and innovative cabin; the lowest fuel burn, cost per seat, and noise of any large aircraft; it leverages the latest technology, and has been certificated to the very latest standards; it has superior performance, and family development potential.
And it is hugely popular with passengers, leading to higher load factors and more revenue, for higher profitability. In short, the operator feedback is unanimous – and enthusiastic: nothing compares. It takes an A380 to compete with an A380.

Bernstein Research forecast that A350 deliveries will slip into 2014 and that Airbus will deliver only eight of the next-generation aircraft that year, flagging a significant slippage in the program.

Asked to comment, an Airbus spokesperson told ATW, “We don’t have any basis to confirm the data in the Bernstein report.”

Airbus has reassured the market in the past that the program is on track for a 2013 first delivery.
The New York-based research group predicted only two months ago that Airbus would be able to deliver four A350s in 2013 and 18 in 2014. Airbus plans to deliver the first A350-900 in 2013 and the A350-800 in 2014.
In the same report, Bernstein’s modeling shows twin-aisle aircraft making up more than 50% of Boeing’s deliveries from 2014, with the company regaining the mantle of top commercial aircraft supplier in 2011 and retaining it through 2014. That surge in twin-aisle deliveries reflects Boeing finally getting a handle on the 787 program with 107 Dreamliners to be delivered in 2014, Bernstein said.

The report is based on the latest figures released by Airbus and Boeing. Analysis from Bernstein shows that A320 family aircraft will continue to have the highest build rate at 440 a year from 2012 onward, up from 386 this year. Boeing’s 737NG series is a close second at 404 per year by 2012.

The highest production rate twin-aisle in 2014 will be the 787, Bernstein forecast.

A330s will be built at a rate of 90 per year and the 777 at 81 annually, the report said.

In the super-heavyweight class, Bernstein sees the A380 reaching a rate of 27 a year in 2012 and continuing at that level through 2014.

It sees Boeing delivering 35 747-8s next year, then settling back to a rate of 24 a year.

• Quelle serait la part de la performance promise, par l'EA, sur son GP7200, par rapport à celle du RR Trent 900,
  
• 
  
• due, apparemment, .... ou en réalité (du moins, ... c'est bien ce qui est allégué), à l'infraction du brevet RR ? [Vous devez être inscrit et connecté pour voir cette image]
  
  

Yesterday, Air France’s sixth A380 (MSN064) performed her first flight. This was no ordinary first flight, in fact it marked a major milestone for the A380 program. MSN064 just happens to be the fiftieth A380 constructed.
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All of us here at A380 Production would like to congratulate Airbus and everyone involved in the A380 program on getting to this milestone.
Both MSN064 and MSN052 (Air France #5) will be stored in Toulouse until a spot opens up in the outfitting bays in Hamburg

Late last week Airbus delivered Lufthansa’s third A380 (MSN044).
MSN044 was scheduled to stay in Hamburg until the 25th August.

Some interesting news, Lufthansa’s fourth A380 (MSN048) has begun cabin testing prior to being painted.
To our understanding this is first tme a frame has begun cabin testing prior to being painted. We are unsure if this will become a common site. Only time will tell.

Air France inaugure l'exploitation de l'Airbus A380 sur la ligne Paris-Tokyo

TOKYO — La compagnie aérienne française Air France a inauguré l'exploitation du très gros porteur Airbus A380 sur la ligne Paris-Tokyo, saluant dans la matinée de jeudi l'arrivée à l'aéroport de Narita du premier vol commercial en provenance de la capitale hexagonale.
"L'avion (parti de Paris mercredi en début d'après-midi) s'est posé sans problème à Tokyo jeudi à 07H49 (mercredi 22H49 GMT)", a confirmé à l'AFP un porte-parole d'Air France à Tokyo.
Il transportait 363 personnes pour une configuration de 538 sièges (dont 9 en première classe et 80 en classe affaires), selon Air France.
Cet A380 devait repartir à la mi-journée pour Paris.
Pour le moment, il effectuera trois rotations par semaine puis deviendra quotidien à compter du 5 octobre.
Tokyo est ainsi la première destination en Asie desservie en A380 par Air France, et la troisième dans le monde après New York (ligne ouverte en novembre 2009), et Johannesburg (en février 2010).
L'A380 d'Air France n'est pas le premier à se poser régulièrement à l'aéroport international de Narita, Singapour Airlines l'exploitant depuis des mois à destination de Tokyo.
L'avionneur européen Airbus pense pour sa part que, compte tenu des contraintes de vol vers le Japon (manque de créneaux), toutes les grosses compagnies clientes de l'A380 vont l'utiliser à destination de Tokyo, un facteur qui incitera celles qui n'ont pas encore opté pour cet appareil à s'y intéresser.
Airbus tente depuis des années, et pour le moment en vain, de convaincre les compagnies japonaises All Nippon Airways (ANA) et Japan Airlines (JAL), grosses clientes de son rival américain Boeing, de l'intérêt dudit A380, en termes de capacités mais aussi de confort.

Airbus dit être en mesure de livrer "au moins" 20 A380 en 2010

PARIS, 6 septembre (Reuters) - EADS est en mesure de livrer "au moins" 20 appareils A380 en 2010, a déclaré lundi un porte-parole du groupe.
* Il dément ainsi des informations de la Lettre de L'Expansion selon lesquelles le constructeur aéronautique n'atteindrait pas son objectif de 20 livraisons d'A380 cette année.[/color]

Jeannot a écrit:Airbus dit être en mesure de livrer "au moins" 20 A380 en 2010

Airbus dit être en mesure de livrer "au moins" 20 A380 en 2010

PARIS, 6 septembre (Reuters) - EADS est en mesure de livrer "au moins" 20 appareils A380 en 2010, a déclaré lundi un porte-parole du groupe.
* Il dément ainsi des informations de la Lettre de L'Expansion selon lesquelles le constructeur aéronautique n'atteindrait pas son objectif de 20 livraisons d'A380 cette année.[/color]

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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.”

First China Southern Airlines Airbus A380 gets its tail

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Airbus mounted the vertical tail on China Southern Airlines' first A380 super-jumbo jet on Tuesday at Airbus' A380 final assembly line in Toulouse, France. China Southern Airlines is scheduled to receive the first of its five ordered A380s next year