AIRBUS A 330-300 P2F

".....An A330-300F also has long been something in which Airbus officials have shown interest. That version would be a converted passenger aircraft, though, not new build, Lenormand notes. Unlike the -200F, it would be focused on the volume-driven mark,...... ".

The Airbus long-term freighter vision also includes a cargo model for the A350XWB. Although not part of the formally launched program, the company says a freighter is part of the A350 family plan. The aircraft would be targeted as a direct competitor to the well-selling Boeing 777-200F. The A350 freighter would be based on the -900 airframe, but incorporate load design elements of the -1000, which itself will not be fielded until at least 2015. Lenormand notes that the program still "is very much a concept."

[Vous devez être inscrit et connecté pour voir ce lien] plans to increase its orders for the [Vous devez être inscrit et connecté pour voir ce lien] at next month's [Vous devez être inscrit et connecté pour voir ce lien], and should also finally conclude a deal for the freighter conversion of its [Vous devez être inscrit et connecté pour voir ce lien] passenger fleet. The airline currently holds orders for five A380s, with the first delivery scheduled for 2013.

CEO Akbar Al Baker said he plans to sign "a small order" for additional A380s, with the size still to be finalised but "it won't be a hundred aircraft".

Qatar Airways originally placed its order for the [Vous devez être inscrit et connecté pour voir ce lien] double-decker in 2001 but deliveries have been progressively pushed back - both at the airline's request and because of production problems. Engine selection is still outstanding, although Al Baker says he expects to choose between Engine Alliance and Rolls-Royce by early next year.

The airline also looks set to resolve its long-running row with Airbus over the conversion of its 29 [Vous devez être inscrit et connecté pour voir ce lien] and -300s to freighters. Its A330-200s are due to be replaced from 2012 by [Vous devez être inscrit et connecté pour voir ce lien] 787s, and Al Baker has been pushing Airbus to launch a "P2F" cargo conversion programme. Although the airframer has been looking to launch a -300P2F conversion, it has been reticent about including the -200 at this stage, claiming insufficient "feedstock" of aircraft to justify a launch.

However, sources familiar with the situation indicate it has also been concerned that the availability of an A330-200P2F could further dampen demand for the already slow-selling new-build -200F. Al Baker said he expects to make an announcement with Airbus at Paris about an A330P2F deal. Once converted, Qatar Airways intends to transfer the A330Fs to its leasing arm. Some of these aircraft are earmarked for operation by its own cargo division, while others will be offered for lease to third parties.

Al Baker said one recipient could be Luxembourg-based [Vous devez être inscrit et connecté pour voir ce lien], with which Qatar Airways is finalising a deal to acquire a 35% stake.

The transaction should "hopefully" be completed in early June, Al Baker says, once regulatory approval is received.
"I will then be able to disclose more details about the tie-up," Al Baker adds.

"Wait & see", donc !

Jeannot a écrit:Qatar Airways commande 2 Boeing 777 Freighters

Boeing, Qatar Airways Announce Order for Two Boeing 777 Freighters

DUBAI, United Arab Emirates, Nov. 15, 2011 /PRNewswire/ -- Boeing (NYSE: BA) and Qatar Airways today announced an order for two Boeing 777 Freighters at the 2011 Dubai Air Show. Valued at $560 million at current list prices, the airplanes will increase the airline's 777 Freighter fleet to eight when delivered.

"As we accelerate efforts to boost our global cargo network, we are expanding our fleet with airplanes like the Boeing 777 Freighter that allow us to deliver cargo further and more efficiently than ever before," said Akbar Al Baker, CEO, Qatar Airways. "The 777 Freighter has already proven itself with its impressive operating economics and is a critical component of our cargo fleet, enabling the launch of three new dedicated freighter services to Atlanta, Houston and Toronto, from our hubs in Doha and Luxembourg."

Qatar Airways currently operates 28 Boeing 777s of various types, including 16 777-300ERs (extended range), three 777 Freighters and nine 777-200LRs. It recently took delivery of its 100th airplane which was a Boeing 777-200LR (longer range). By 2013, the airline plans to serve more than 120 destinations worldwide with a fleet of over 120 aircraft. The airline currently has a fleet of 100 aircraft flying to over 100 destinations.

"Qatar Airways' decision to invest in expanding its 777 Freighter fleet is an important endorsement for the aircraft from one of the world's fastest growing airlines," said Marty Bentrott, vice president, Sales – Middle East, Russia, Central Asia, Boeing Commercial Airplanes. "Qatar Airways' expansion strategy is clearly built on the principle of delivering cargo efficiently from one point to another and its choice of the 777 Freighter, with its unparalleled capabilities, reflects that."

With high-cargo density and 10-foot (3.1-meter) interior height capability that complements the popular 747 freighter family, the 777 freighter can fly 4,900 nautical miles (9,070 kilometers) with a full payload of 225,200 pounds (102 metric tons). The 777 freighter is powered by General Electric's GE90-110B1L and meets QC2 noise standards.

Boeing is the air cargo industry leader, using its expertise to support customers in their success and to promote the industry. The company also offers the most complete family of freighters, which provide superior efficiency and operational economics in support of airline profitability.

The 777 Freighter is the world's longest-range, twin-engine freighter and features the lowest trip cost of any large cargo aircraft. The airplane is based on the Boeing 777-200LR (Long Range), which Qatar Airways operates on ultra long-haul passenger routes to Houston, Melbourne, Montreal, Sao Paulo and Buenos Aires.

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John, ce n'est pas, "Put on your red shoes and dance" , ... c'est : "Put on your thinking-cap and dance" !

Jeannot a écrit:Concernant la conversion, il me semblait avoir lu et posté qu'EADS allait annoncer une solution. Non ?

Qatar Airways is intending to acquire a large batch of converted Boeing 767 freighters, after losing patience with Airbus over a possible A330 conversion programme.

Chief executive Akbar Al Baker disclosed the plan at the Dubai air show, as the carrier ordered another pair of Boeing 777 freighters.

Al Baker said the airline is looking at taking a "large number" of 767s and would "dispose" of A330s in response, if they could not be converted. Airbus only offers a new-build A330-200 freighter.

"Unfortunately Airbus is not making up its mind on converting the A330," said Al Baker.

His swipe at the European airframer came during a press event which had already been preceded by farce as Qatar Airways and a Boeing entourage turned up in the same room that Airbus personnel were leaving, having hastily cancelled its own planned press event with the carrier.

Al Baker said the carrier had "reached an impasse" with Airbus over an intended deal, although he did not indicate the size or the type of aircraft involved.

"We thought we'd reach a very large [agreement] today," he said, before adding, caustically: "Unfortunately I think Airbus is still learning how to make airplanes."

He gave no indication whether the details would be thrashed out in time to rescue the deal for a Dubai air show disclosure.

Al Baker did, however, warn that Airbus was rapidly using up Qatar Airways' planning margins for introducing the A350 into the Doha-based carrier's fleet, following the decision to delay the A350-900's entry into service until 2014.

The -900 is the first of the three-aircraft A350 family to go into production and Qatar Airways is the launch customer - as it is for the other two models, the -800 and -1000.

Al Baker insisted that a six-month delay on the new programme was "insignificant" but that the buffer had been used up and the carrier "cannot accept" additional programme hold-ups.

"Further delays would concern us," he said, because Qatar bases its fleet planning on being able to put aircraft into service immediately after delivery.

Al Baker also said his opinion on the A350-1000 "remains the same", following the type's redesign earlier this year, adding: "We are not happy."

He underlined the threat to the A350-1000 from Boeing's rival 777, stating that the carrier would be "very interested" in a "large number of aircraft" if the US airframer launched a new variant of the 777.

On peut en rigoler !

Jeannot a écrit:Certes Sevrien mais ne vaudrait-il pas faire du P2F, et réellement le faire, au lieu de laisser le champ libre à la concurrence ?

Lerick a écrit:Bonjour,

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

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

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

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

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

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

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

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

ST Aerospace lead the A330P2F engineering development work in collaboration with Airbus and EADS EFW, while EADS EFW will lead the industrial phase and undertake marketing and sales activities, supported by Airbus.

Most of the conversions will take place at EADS EFW facilities in Dresden, Germany, with the potential for additional
capacity at ST Aerospace.

Approximately 2,700 freighters will be required over the next 20 years, and around half of these will be in the mid-sized freighter segment, including 900 conversions.

Zitek a écrit:Finalisation de l'accord EADS-Airbus-EFW - ST Aero

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................
Espérons que l'affaire tienne mieux que celle du 320 P2F

EADS and ST Aerospace have signed an agreement formalising their launch of an Airbus A330 passenger-to-freighter conversion programme.

Under the agreement, ST Aero will pay €110.5 million ($142 million) to subscribe to new shares in EADS EFW, the Dresden-based company that is also the main EADS passenger aircraft conversion facility.

This will give the Singapore-headquartered firm a 35% stake in EADS EFW, while EADS will hold the remaining 65%. EADS has an option to buy ST Aero's stake, and this can be triggered during the engineering development phase of the programme.

As part of the agreement, the EADS EFW facility in Dresden will also become ST Aero's European maintenance, repair and overhaul (MRO) centre. This "fills a gap" in its global airframe MRO footprint, says ST Aero.

[Vous devez être inscrit et connecté pour voir cette image]
AirTeamImages.com

Plans for the conversion programme were first announced at the Singapore air show in February and further details of how the two companies will divide up the work has been revealed.

The engineering development phase is likely to begin by the end of 2012 and ST Aero will be the programme and technical lead at this stage, say the two companies. EADS EFW will drive sales and marketing activities, and lead the industrialisation phase.

"The larger A330-300P2F will be particularly suitable for integrators and express carriers thanks to its high volumetric payload capability with lower-density cargo," says ST Aero.

"Complementing this will be the A330-200P2F, which will be optimised for higher-density freight and longer-range performance."

The conversions will mainly take place at in Dresden and the rest will take place at a ST Aero facility that will be decided at a later stage. ST Aero performs passenger-to-freighter conversions in the USA and Singapore, and also has a significant MRO presence in China.

Marketing efforts are underway and talks have begun with several potential launch customers, says a ST Aero spokeswoman.

Qatar Airways chief executive Akbar al-Baker confirmed last week that his airline is in talks with EFW about possibly converting some of its large fleet of A330 passenger aircraft into freighters.

The airline, however, is also talking to Boeing about a potential passenger-to-freight conversion deal for 777-200s even though it does not operate the aircraft type.

Airbus has not had the best of times with freighter programmes in the past five years. First orders for the A380 freighter melted away due to delays with the passenger version,....

..... and then last year a planned A320 passenger-to-freighter joint venture was abruptly cancelled.

The A330-200 Freighter has also had its rocky moments, with its 2007 launch just in time to catch the global economic downturn, and orders dropping from 77 at their peak to 58 today.

Then there was clamour for an A330 passenger-to-freighter (P2F) conversion programme to be launched, a step Airbus seemed to be reluctant to take, perhaps for fear of cannibalising production freighter sales.

This last indecision at least seems to have been resolved, with EADS EFW, Airbus's conversion arm announcing the launch of a programme in February. Engineering development - something Airbus is too over-stretched to do itself - will be performed by ST Aerospace. The first deliveries are expected by 2016.

But will the converted freighters cannibalise demand for the production freighter? Even with its reduced order book, 29 of the outstanding 47 orders for the A330-200F are destined for lessors, all of whom are doubtless hoping to place the aircraft once the global economy recovers in a year or two. Will the prospect of cheaper conversions on the horizon undermine that market, as well as further production sales?

As it is, the production freighter has arguably made a reasonable start, given the economic conditions. It won a new order of four aircraft from Avianca in September, its first Latin American customer, and as Jon Lesieur, freighter marketing manager for Airbus, points out, carriers who are already operating the A330F have also committed to further orders.

These include Etihad, the launch customer, which in January added two orders to the existing two it has in service. Turkish Airlines and MASKargo, the cargo arm of Malaysian Airlines, also boosted initial orders (MASKargo has four already in service, Turkish has two, with three to come). MNG Airlines of Turkey is about to become the latest carrier to take delivery.

Perhaps even more crucially, China - a key market that Airbus wants to conquer - is taking to the freighter. Hong Kong Airlines has three in service, leased from Aircastle, and five orders from BOC are destined for Yangtze River Express, with the first to be delivered later this year.

Even the fall in orders since 2007 can be explained away. One early order for 12 was from the mysterious Flyington Freighters of India which never saw the light of day, and some lessors switched from freighter to passenger orders simply because of unexpectedly strong demand on that side.

"There is good demand for passenger A330s at the moment, and we happened to close some campaigns there," says Volker Fabian, Intrepid's chief commercial officer, at Intrepid, which changed five of its 20 orders to passenger last year. "But the freighters are a great medium- to long-term asset, and I continue to be very positive about them."

This still leaves 29 lessor orders (15 for Intrepid, eight for Oak Hill Capital/Avion and six for MatlinPatterson) for which there are no announced customers as yet, and into this mix the A330 conversion programme has now been added.

Details are still being worked out for this, but early P2Fs will almost certainly be A330-300s, the oldest of which is now 19 years old. This will likely have 60-61t of payload, initially - for conversions of early 209t MTOW models - with range of 2,300nm, though eventually with a range of 3,600nm once 21st-century 233t MTOW conversion candidates become available.

This compares with a payload of 65t over 4,000nm or 70t over 3,200nm for the factory-built freighter. Conversions of the A330-200, which entered service in 1998, might have a payload of 59t over 4,000nm.

In 2011 EFW executives made bullish predictions about the orders that might flow for a conversion programme, but none have yet materialised. In particular, Qatar Airways, which pushed so vocally for the P2F programme to be launched, has so far been silent. "We have no communication so far on orders, or on the type of aircraft we'll be using for conversion," said the airline when approached for this article.

Not surprisingly, John Howey, director of sales for EFW EADS says it is in dialogue with Qatar and other potential customers: "That being said, there are a lot of details to be discussed until we have a product that satisfies Qatar's needs."

Oui ! Qatar pousse sa gueulante d'abord, et réfléchit après ! Il organise sa "story-line" ensuite !

Another unspoken potential customer for the conversion was surely FedEx, which has 76 MD-10Fs for which the A330-300P2F might seem the perfect replacement, as well as 71 A330-600Fs (Sevrien : A400-600F's, ... non ? ) and 54 A310Fs for which the A330-300P2F would be an upgrade (28% more payload and volume than the A300-600F, and so the same cargo density). However, FedEx instead ordered 27 new 767-300ERFs in December, saying these were to replace its MD-10Fs.

This matters because Airbus pitches the -300P2F - with its extra 2,500sq ft of volume and three to four extra maindeck positions - as the ideal package freighter. By contrast it sees the factory-built -200F, with its greater range and density, as appealing to general cargo operators.

Howey points out that FedEx was a big customer for A300 and A310 conversions in the past, and that it has 130 aircraft that the A330F might ultimately replace, not to mention future regional fleet growth. "It is important to remember that the A330P2F will be around for at least 20 years or so," he says. "For much of that time we'll be the only player in the medium widebody sector."

Otherwise, Howey sees demand in China, Southeast Asia, Russia and Latin America as trade within those regions develops. China is particularly exciting. "The freighter fleet in the US increased fivefold between 1980 and 2000, much of it on the back of the express operators. China is at the very beginning of that growth curve, and in the end potentially much bigger."

Question marks over the conversion programme include feedstock - at least in the shorter term until A350 deliveries start in 2014. If the A330 passenger variant remains so popular, will residual values come down enough?

There is also the question of the cost of the conversion. The A330-200 has a nose-down attitude in passenger operation that has to be corrected for freighter operation, and as a more modern aircraft than those previously converted, more precisely engineered to purpose, will need more work to design and simulate the modification. This will make it more expensive than the A300-600 conversion - but still cheaper than the production freighter, of course.

In the meantime, owners of the A330-200F seem happy, praising the aircraft's economics, its versatility on both regional routes and longer hauls - such as Istanbul to Shanghai, or Kuala Lumpur to Frankfurt via Dubai - as well as its ability to operate into smaller markets for which a B747F would be too large.

Fabian at Intrepid insists that there is huge interest from other carriers, particularly in Asia. "Every airline we talk to there sees it as a fantastic aircraft for flying in the Asia-Pacific and to the Middle East, and if it was not for the global economy, I think we would already have a number of customers," he says. "These are larger carriers with widebody equipment who feel the A330 would be the perfect complement to those larger freighters."

For this reason, Fabian reckons that once the global economy recovers, the A330F will be very successful, but the question remains: successful for whom? Lessors, Airbus and EFW have all placed their bets. Can they all get the returns they are hoping for?