AIRBUS A 350 XWB

• sans compter le B777-200F, Boeing & GE n'arriveront peut-être pas au chiffre plancher des livraisons de leur projet B777-300ER / -200LR initial, malgré l'inclusion de celles, à des prix bradés, représentant les compensations pour les clients frappés par les retards dans les livraisons sur le programme du B787, et ils ont décidé ensemble de laisser le programme A350-XWB, ou, du moins, la composante -1000, sans choix de motorisation, dans l'espoir de saboter ce programme d'Airbus,
  
• Boeing ne voulait pas que la concurrence GE-RR soit fructueuse et joue au bénéfice de l'A350-XWB-1000, au désavantage encore plus marqué du B777-300ER, qu, aux yeux du marché, serait obsolescent et obsolète encore plus tôt.
  

L'exclusivité 'de facto' de RR n'a rien à voir avec la concoction ridicule 'de iure' de Boeing, octroyée à GE sur le programme B777-300ER / -200LR !

Clairvoyant a écrit: Et, côté moteurs,.... s'il y avait un accord GE/P&W pour avancer sur un BI, dans le cadre de l'Engine Alliance ?

Et ce n'est certainement pas dans l'actuel contexte du litige USA / UE devant l'OMC, et plus précisément des rapports 'publiés' sur les subventions illégales perçues par Boeing & Airbus, que l'UE va permettre la réouverture de ce dossier sur l'extension d'autorisation précitée ! ;) :lol:

Réactions ?

Analyst: Boeing to deliver 5 787s this year; will lose major 737 customer

The Boeing Co. and Airbus could land as many as 1,500 total commercial jet orders in 2011, predicted an aerospace analyst Tuesday.

Analyst Richard Aboulafia, with the Teal Group, is speaking this morning at the Pacific Northwest Aerospace Alliance annual conference in Lynnwood.

I'll have updates from the conference throughout the day.

Here are few key tidbits from Aboulafia:

Boeing's 787: The Boeing Co. will deliver only five 787s this year. That's less than Boeing's prediction of up to 20 Dreamliner deliveries in 2011. For Aboulafia, though, the chance of 787 deliveries slipping into 2012: not inconceivable. Also, he believes Boeing won't ramp up as quickly on the Dreamliner as it plans.

Airbus' A350 XWB: Airbus' A350 XWB will be delayed until 2015. But, “this A350 thing, it's for real,” Aboulafia said. The analyst believes Airbus will learn a lot from Boeing's mistakes with the 787. As a result, the A350 will be a very good product, he said.

A380: The A380 is not a solid product. And Airbus' wasted investment in it means the company needs to be successful on the A350.

“This A350 better be as good as it looks otherwise it's going to be a very difficult picture for Airbus on the widebody front,” Aboulafia said.


On the single aisles: Aboulafia believes Airbus did the best it could with the A320 New Engine Option, given its resources.

And “I think there will be a defection from the 737 to the A320 neo or C-Series by the end of the year.”

Air Force tanker: "Nobody of consequence has changed their minds on this issue in many years," Aboulafia said. "This is gridlock .. there really isn't a way out of here unless there's a joint buy."

Although there are new delays brewing on the $35 billion contest between EADS and Boeing, Aboulafia sees a contract award announcement this year.

" Does it mean anything?" he said. "No. Congress will get its hands on things and mess it up."

Programme delays for new commercial aircraft will continue to be the industry norm, says industry analyst Richard Aboulafia.

Aboulafia, Teal Group vice president of analysis, speaking at the Pacific Northwest Aerospace Alliance conference in Seattle, Washington, says he forecasts first delivery of the [Vous devez être inscrit et connecté pour voir ce lien] in December of this year, compared to the third quarter guidance offered by the airframer.

[Vous devez être inscrit et connecté pour voir ce lien] expects to deliver between 12 and 20 787s this year, whereas Teal's forecast sees just five handed over to airlines, followed by a more conservative production ramp up than the 10 aircraft per month expected by the end of 2013.

Boeing's delays to the 787 have stretched more than three and a half years from its original May 2008 target, amid supply chain woes and design changes.

Additionally, Aboulafia expects [Vous devez être inscrit et connecté pour voir ce lien] to incur a year and a half of delays to the [Vous devez être inscrit et connecté pour voir ce lien], placing first delivery to launch customer [Vous devez être inscrit et connecté pour voir ce lien] in 2015.

Airbus recently pushed back the start of final assembly of the first [Vous devez être inscrit et connecté pour voir ce lien] to the end of 2011 from the third quarter, citing a need for further design maturity.

For [Vous devez être inscrit et connecté pour voir ce lien]'s CSeries, a one year delay is now forecast as well, as Aboulafia cites risks associated with centre fuselage supplier China's [Vous devez être inscrit et connecté pour voir ce lien] Corporation and empennage supplier Alenia Aeronautica.
Bombardier expects entry into service of its CS100 in 2013.

Jeannot a écrit:Lecture du futur par Richard Aboulafia...

Analyst: Boeing to deliver 5 787s this year; will lose major 737 customer

The Boeing Co. and Airbus could land as many as 1,500 total commercial jet orders in 2011, predicted an aerospace analyst Tuesday.

Analyst Richard Aboulafia, with the Teal Group, is speaking this morning at the Pacific Northwest Aerospace Alliance annual conference in Lynnwood.

I'll have updates from the conference throughout the day.

Here are few key tidbits from Aboulafia:

Boeing's 787: The Boeing Co. will deliver only five 787s this year. That's less than Boeing's prediction of up to 20 Dreamliner deliveries in 2011. For Aboulafia, though, the chance of 787 deliveries slipping into 2012: not inconceivable. Also, he believes Boeing won't ramp up as quickly on the Dreamliner as it plans.

Airbus' A350 XWB: Airbus' A350 XWB will be delayed until 2015. But, “this A350 thing, it's for real,” Aboulafia said. The analyst believes Airbus will learn a lot from Boeing's mistakes with the 787. As a result, the A350 will be a very good product, he said.

A380: The A380 is not a solid product. And Airbus' wasted investment in it means the company needs to be successful on the A350.

“This A350 better be as good as it looks otherwise it's going to be a very difficult picture for Airbus on the widebody front,” Aboulafia said.

On the single aisles: Aboulafia believes Airbus did the best it could with the A320 New Engine Option, given its resources.

And “I think there will be a defection from the 737 to the A320 neo or C-Series by the end of the year.”

Air Force tanker: "Nobody of consequence has changed their minds on this issue in many years," Aboulafia said. "This is gridlock .. there really isn't a way out of here unless there's a joint buy."

Although there are new delays brewing on the $35 billion contest between EADS and Boeing, Aboulafia sees a contract award announcement this year.

" Does it mean anything?" he said. "No. Congress will get its hands on things and mess it up."

[Vous devez être inscrit et connecté pour voir ce lien]

• conclure pour EMIRATES une commande ferme pour un nombre substantiel d'avions, soit l'A350-XWB-1000 (20 exemplaires), pour (par media interposés ! ) ensuite, peu de temps après,.......
  
  
• plus ou moins demander d'être libéré de ce contrat, en le faisant glisser vers un tout autre appareil qu'on pourrait appeler "Superbi-", et, ........ (tout en ayant le toupet de dire que c'est Airbus qui a besoin d'aide)
  
• en faisant que l'annulation (unilatérale, la dernière fois .... avant mise-au point 'à temps') porte sur un appareil Airbus (A340-600 HGW) à moteurs Rolls-Royce (Trent 556 / 560, très fiables) et résulte en l'acquisition d'appareils Boeing à moteurs GE (GE90-115B, peu fiables), et......
  
• recommencer tout le cirque de "Entertainer Tim", .... cirque qui est devenu la commande massive d'EMIRATES pour l'A350-XWB, .. dont la variante -1000, comme tout le monde le sait, fut quasiment conçu à l'époque pour Emirates, selon les souhaits de "Entertainer Tim", .... tout en offrant l'avantage stratégique à Airbus, de rendre obsolescent, dès la seule annonce de ladite variante, .....le B777-300ER, ..... et de propulser celui-ci dans un état de mort commeerciale lente, .......
  
• ce qui fut fait, surtout avec la commande de QATAR, y compris 20 x A350-XWB-1000, et les autres commandes, y inclus celle d'EMIRATES, qui annonça la composante ferme de 20 x A350-XWB-1000, aussi !
  

• "Entertainer Tim" ne pourra rééditer impunément sa bêtise précédente ; EMIRATES non plus ; si DUBAI cherche à 'faire le forcing', dans le sens de la question ci-dessus, c'est Abu Dhabi qui se manifestera ;
  
• la planète a bien compris l'intox qui émane de leur quartier ;
  
• Boeing ferait mieux de réaliser le programme B787, au lieu d'émettre des rumeurs stupides, et de raconter des bobards aux scribouillards des media, et aux "bloggers" qu'ils instrumentalisent ;
  
• 
  
• le monde de l'Aéronautique n'a pas besoin d'âneries pareilles ;
  
• si le marché avait des doutes sur l'A350-XWB-1000, .... il écouterait QATAR (client de lancement), ou Steve UDVAR HAZY (qui sait de quoi il parle en matière de "design" & de définition d'airframe et de moteurs), et ....... non pas "The Entertainer", qui a toujours envie des appareils de niche, que les "airframers" ne veulent pas construire ! :lol:
  

Tim CLARK est coutumier du fait ! Il veut toujours les airframes et moteurs que les avionneurs et motoristes ne veulent pas construire !

• sur le plan juridique, Emirates devait, de toutes façons, opérer un choix en faveur d'Airbus, à hauteur d'un nombre suffisant d'avions ("airframes") d'Airbus, pour compenser Airbus pour l'annulation des A340-600HGW, ainsi que RR, pour la disparition de la commande des moteurs RR TrenT 556 / 560, en raison de ladite annulation ;
  
• sur le plan pratique, Tim CLARK et Emirates (les autres grands décideurs) avaient déjà décidé qu'aucun des modèles des B787 (le -3, le-8 ou le-9) ne correspondait aux besoins d'Emirates (trop petit ; pas assez de PUC / sièges passagers).
  

The latest mooted change would not surprise Emirates President Tim Clark, who told this website yesterday that he feels the future lies in a 787-style structure. "That is the way [the industry] is going to go," he said.

Clark said the A350 XWB remains a bit of a mystery, adding that he doesn't want to discuss the aircraft with Airbus until it freezes the design. The 2014 timeline is a concern, although he said he does not want the manufacturer to rush the design, and he wants to see two engine-makers commit to the program, which "presents a problem for GE for the A350-1000." He added, "That said, we will still look at the A350 and what guarantees on performance and delivery Airbus are offering."

Like others, Clark has reservations about Airbus's ability to tackle both the 787-8 and the 777-300ER with one aircraft family. "If they succeed, Eureka. If not, well, it's a gamble."

Une incertitude demeure cependant : la participation de GE dans la motorisation de la version de 350 sièges A350XWB-1000 destinée à attaquer directement la gamme 777 de Boeing,
----
-- Pour ma part, si GE / Safran n'offre pas de moteur pour cette variante A350-XWB-1000, Airbus les enverra promener, et toute la profession , aussi ; ou l'auteur de l'article d'Aerocontacts ne sait pas ce qu'il raconte, car il est en retard d'au moins un métro, ... ou c'est qu'il a raison, et GE/Safran vont se faire prendre pour des rigolos (ce qui n'est pas forcément exclu, mais j'ai un peu plus confiance en GE/ Snecma / Safran que ça ; ils ne vont tout de même pas jouer les Laurel & Hardy trop longtemps ! ) ;
--------------------------
-- ou la version allongée du 787, le 787-10 dont les spécifications n’ont pas jusqu’à aujourd’hui réellement séduit les attentes de la compagnie Emirates.
---
Emirates, on s'en, fiche ! L'histoire est bien connue, sauf par le / la journaliste, paraît-il ! Pour le moment, le moteur prévu pour toute variante du B787 est le GEnx de GE, aux côtés du rival RR Trent 1000. C'est le GEnx qui a des problèmes, pour répondre parfaitement au cahier des charges du programme B787, mais le B787-10 est un 'avion-papier' qui n'est pas dans le cahier des charges, et qui est une fiction de Tim CLARK / Emirates, parce que même si Boeing en a parlé, Boeing ne l'a pas offert, et son CA ne s'est pas réuni pour en donner l'ATO !

TC / Emirates passe son temps à chercher à évaluer un avion papier qui n'existe pas, et qui pourrait ne jamais exister !

RR pourrait adapter son RR Trent 1000 à n'importe laquelle des configurations qui ont été évoquées pour cette "variante papier", si tant est qu'elle soit un jour lancée (rien n'est moins sûr) ! Peut-être que RR préférerait un moteur d'un cran au-dessus, dédié à cette variante possible . Nous ne savons pas !

Nous ne savons qu'une seule chose à ce sujet ; RR a donné sa parole (orale et écrite) à Boeing qu'il développera un moteur adapté à chaque variante, le cas échéant, y compris, notamment des "growth versions", du programme B787.

Nous ne savons pas si GE a pris de tels engagements envers Boeing sur le même sujet.

Nous savons que TC a des doutes sur la capacité de GE à pouvoir remplir la mission d'un éventuel B787-10, avec le GEnx actuel !

Mais cela n'a aucune valeur pratique ou juridique dans l'affaire B787, et encore moins dans le cadre d'une éventeulle compétition entre B787-10 et l'A350-XWB-900 et / ou A350-XWB-1000,.... compétition qui ne saurait exister à ce stade, parce que Boeing n'a pas lancé le B787-10 en question ! En réalité, la question ne se pose même pas, parce que TC / Emirates ne peut évaluer un avion qui n'existe pas, et qui ne verra peut-être jamais le jour, et ne peut en aucun cas obliger Boeing à le sortir de son chapeau, pour l'inclure dans un portefeuille d'offre commerciale !

Rolls-Royce wins $2.2bn TotalCare deal from Emirates

Rolls-Royce, the global power systems company, has won a $2.2bn TotalCare long term services contract from Emirates, covering Trent engines for 70 Airbus A350XWB aircraft. The agreement will bring the airline’s Rolls-Royce powered fleet of 128 aircraft, in service and on order, under TotalCare arrangements.

Tim Clark, President - Emirates Airline, said: “Em (irates’ 70 A350XWB aircraft on order will play an important role in our growth when they come online in the next few years. This TotalCare contract with Rolls-Royce is an important step in ensuring our A350XWB engine life cycle costs are managed effectively and maintained to the highest standards. Already current users of TotalCare, we look forward to maintaining this relationship with Rolls-Royce to drive additional operational improvements.”

Mark King, Rolls-Royce, President – Civil Aerospace, said: “We are delighted to sign this contract with Emirates, a valued customer with three Trent engine family members already in service (******). With this contract all of Emirates’ Rolls-Royce powered fleet are, or will be, supported by TotalCare packages that add significant value and allow customers to optimise their operations.”

TotalCare long term service agreements, in place on 90 per cent of all Trent engines, are designed to minimise customer financial risk and enhance operational performance and reliability, allowing operators to concentrate on their core business.

The new TotalCare contract for Trent XWB engines comes two months after Rolls-Royce won a $1.2bn TotalCare contract for Trent 700 engines powering 27 Airbus A330s and Trent 800 engines powering 21 Boeing 777s.

On imagine bien que cette nouvelle affaire couvre, donc, les moteurs Trent XWB-1000 des 20 x A350-XWB-1000 ? Cela ne signiferait-il pas que, peut-être, "Entertainer" Tim est revenu à la réalité, en reconnaissant ses obligations contractuelles fermes vis-à-vis d'Airbus et de RR, et qu'il faudra bien distinguer entre la motorisation des A350-XWB-1000, et celle du remplaçant (éventuel, .... le cas échéant ..... ) du B777-300ER ?

Emirates looking at skipping A350-900 for -1000

Emirates is considering swapping its order for 50 Airbus A350-900s to A350-1000s as Airbus works on finalising design of the stretched variant.
In November 2007, the carrier ordered 70 A350 XWBs, initially specifying 50 of the baseline -900s and 20 -1000s. But Emirates president Tim Clark says over the last three years the carrier's network has matured to the point where it "can no longer tolerate anything under 300" seats.
Emirates is slated to take 290-seat A350-900s from April 2015. The A350-1000s would be a better fit, but the longer wait must also be considered.
"It [the -900] is now appearing too small," says Clark. "So we may slip the order to the -1000, but the -1000 hasn't been frozen yet. We haven't decided quite yet which one we'll take. We're actually playing around with how this order fits."

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The A350-900 is scheduled to enter service in 2013, while Airbus has provided a 2015 entry into service date for -1000 stretch. Clark says the only option if Emirates wants to take A350s in 2015 is to stick with the -900.
Delivery dates for the A350-1000 are not likely to be firmed up until the design is frozen, which could take time as airlines continue to press Airbus for changes. Clark says with the current design the -1000 will not have a range or payload comparable to the Boeing 777-300ER.
"Airbus compares the -1000 to the 777-300ER. 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."
The aircraft is slated to be powered by Rolls-Royce Trent XWB engines but Clark is "not sure they will do the job".
If its -900s are delayed beyond 2015 or it elects to wait for the -1000, Emirates can avail of the "safety net" of 30 additional 777-300ERs ordered last year. The airline's original thinking was for the A350-900s to replace its 777-200s, A330-200s and A340-300s, but it has the flexibility to retain these aircraft for longer.
In 2007 the airline ordered 70 A350 XWBs: 50 -900s and 20 -1000s.

Qu'est-ce que cela nous dit ?!

Emirates is considering swapping its order for 50 Airbus A350-900s to A350-1000s as Airbus works on finalising design of the stretched variant.

In November 2007, the carrier ordered 70 A350 XWBs, initially specifying 50 of the baseline -900s and 20 -1000s. But Emirates president Tim Clark says over the last three years the carrier's network has matured to the point where it "can no longer tolerate anything under 300" seats.

Emirates is slated to take 290-seat A350-900s from April 2015. The A350-1000s would be a better fit, but the longer wait must also be considered.

"It [the -900] is now appearing too small," says Clark. "So we may slip the order to the -1000, but the -1000 hasn't been frozen yet. We haven't decided quite yet which one we'll take. We're actually playing around with how this order fits."
The A350-900 is scheduled to enter service in 2013, while Airbus has provided a 2015 entry into service date for -1000 stretch. Clark says the only option if Emirates wants to take A350s in 2015 is to stick with the -900.

Delivery dates for the A350-1000 are not likely to be firmed up until the design is frozen, which could take time as airlines continue to press Airbus for changes. Clark says with the current design the -1000 will not have a range or payload comparable to the Boeing 777-300ER.

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

The aircraft is slated to be powered by Rolls-Royce Trent XWB engines but Clark is "not sure they will do the job".

If its -900s are delayed beyond 2015 or it elects to wait for the -1000, Emirates can avail of the "safety net" of 30 additional 777-300ERs ordered last year. The airline's original thinking was for the A350-900s to replace its 777-200s, A330-200s and A340-300s, but it has the flexibility to retain these aircraft for longer.
In 2007 the airline ordered 70 A350 XWBs: 50 -900s and 20 -1000s

"The Entertainer" cherche à ré-occuper le terrain, avant le Salon du Boutget, en fasant parler de lui et d'Emirates, pour n'importe quelle raison, et à n'importe quel sujet touchant les "gros porteurs !

"Ceux qui pensent que le A350-1000 ne se vendra pas ... se sont trompés !

Si airbus pense prendre son temps pour résoudre les problèmes de l'A350-XWB-1000,... il n'en reste plus.

Airbus a intérêt à s'occuper des PB du A350 -1000 d'urgence ...

Rolls Royce aussi , d'ailleurs !

Pour se dépêcher de geler le projet dans les meilleures conditions possibles, et assurer son EIS à temps !

La rigolade c'est fini !

Coup de sifflet de Tim Clark !

Vos projets sur mon bureau, d'urgence, Mrs de Airbus et RR !

Bon timing, la vache, alors que Boeing pense re-vamp pour son 777 !

JPRS

"......with the current design the -1000 will not have a range or payload comparable to the Boeing 777-300ER".

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

Ceci est du "hogwash & bullshit" ! Fictions combinées par Boeing / Boeing-GE, et relayées par "hâbleur Tim", dans une des ses sempiternelles manifestations de sa "grande-gueulardise" ! Mieux vaut entendre ça que d'être sourd, ou le lire, plutôt que d'être aveugle ! :lol: Cela ne vaut rien.

Et pourquoi "Entertainer" Tim mentionne-t-il l'itinéraire" Singapore to European gateways" ?

Emirates ne l'exploite pas !

Nous n'avons pas besoin de nous laisser berner !

"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 "hogwash & bullshit" 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:

Jeannot a écrit:Qantas va mettre en ligne 28 nouveaux appareils (717s, F100s et A320s)

Qantas to boost fleet with 28 aircraft including F-100s, 717s and A320s

Qantas said it will acquire 28 aircraft and extend leases on others as it looks to boost its domestic, resources, charter and international fleets. It will also consider the Boeing 777 as a long-term option. QF said the new fleet will support growth and operational efficiencies across its flying businesses.
According to CEO Alan Joyce, the package of commitments will be made up of a combination of aircraft orders and leases, as well as lease extensions. The airline will acquire 10 used Fokker 100s for its new resource charter subsidiary, Perth-based Network Aviation and lease two more 717s for QantasLink as well as lease five additional 737-800s and extend leases on two more for Qantas mainline. For Jetstar, the group will lease 10 additional Airbus A320s and extend the leases on 11 more, plus lease one more A330-200.
“With the domestic market continuing its strong post-[global financial crisis] recovery and growth, the Qantas Group will need additional capacity to participate in this growth and maintain its profit maximizing 65% domestic market share,” said Joyce, who noted that many of the fleet additions “will be directed to this key part of our operations—across each of our premium and low-fare airlines, as well as Network Aviation operating fly-in-fly-out resource charter services in Western Australia.” QF’s intention “from day one has been to grow network, and today’s announcement will increase its F100 fleet fivefold,” said Joyce.
Going forward, Joyce told ATW the airline was “looking at what Boeing is doing with the 777-300ER” as an option for replacing some 747-400s. QF will eventually have a fleet of 20 A380s and nine 747-400s, which will need replacing from 2017.
“We are looking at the 787-9 to replace some 747-400s and also examining what improvements Boeing will offer on the 777 with 787 technology,” Joyce said. “If there is considerable 787 technology in the 777 it could be outstanding.”

Regard sur une évolution du 777 et sur le 787-9 pour le futur. La nuit de noce avec Airbus est-elle terminée ?

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SEVRIEN a écrit:Bonsoir, chers tous ! Merci, Questar !

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...

Merci pour cet excellent post, pertinent et perspicace à souhait !
J'y reviendrai ! Il y a des choses à dire, ... et à écrire ! ;) :lol:

SEVRIEN a écrit:Bonjour , chers tous.

Excellente nouvelle pour RR, pour aider à bien démarrer l'an 2011 !

Emirates passe un contrat, sous accord TotalCare, de : US$ 2,2 milliards, pour les RR Trent XWB, commandés ferme pour ses 70 x Airbus A350-XWB, commeandés ferme.
---------------------------
Lien :
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Rolls-Royce wins $2.2bn TotalCare deal from Emirates
Monday, 14 February 2011

Rolls-Royce, the global power systems company, has won a $2.2bn TotalCare long term services contract from Emirates, covering Trent engines for 70 Airbus A350XWB aircraft. The agreement will bring the airline’s Rolls-Royce powered fleet of 128 aircraft, in service and on order, under TotalCare arrangements.

A noter.

Tim Clark, President - Emirates Airline, said: “Em (irates’ 70 A350XWB aircraft on order will play an important role in our growth when they come online in the next few years. This TotalCare contract with Rolls-Royce is an important step in ensuring our A350XWB engine life cycle costs are managed effectively and maintained to the highest standards. Already current users of TotalCare, we look forward to maintaining this relationship with Rolls-Royce to drive additional operational improvements.”

Mark King, Rolls-Royce, President – Civil Aerospace, said: “We are delighted to sign this contract with Emirates, a valued customer with three Trent engine family members already in service (******). With this contract all of Emirates’ Rolls-Royce powered fleet are, or will be, supported by TotalCare packages that add significant value and allow customers to optimise their operations.”

Les discours du "rituel" ! Mais, ils sont sobres, et bien rédigés !
(******) : soit, les familles RR Trent 500, RR Trent 700 & RR Trent 800.

TotalCare long term service agreements, in place on 90 per cent of all Trent engines, are designed to minimise customer financial risk and enhance operational performance and reliability, allowing operators to concentrate on their core business.

Si ses Accords n'étaient pas valables (utiles et efficaces), ... cela se saurait. Ceux, bourrés de parti-pris et d'imbécilités, qui ont raconté les âneries à leur sujet, dans le sillage de l'incident regrettable du RR Trent 900, sur l'A380 de Qantas, en novembre, 2010, devraient le reconnaître, et se taire. Ils n'intéressent pas grand-monde, dans les media ou sur les Forums.

The new TotalCare contract for Trent XWB engines comes two months after Rolls-Royce won a $1.2bn TotalCare contract for Trent 700 engines powering 27 Airbus A330s and Trent 800 engines powering 21 Boeing 777s.

A noter.

On imagine bien que cette nouvelle affaire couvre, donc, les moteurs Trent XWB-1000 des 20 x A350-XWB-1000 ?

Cela ne signiferait-il pas que, peut-être, "Entertainer" Tim est revenu à la réalité, en reconnaissant ses obligations contractuelles fermes vis-à-vis d'Airbus et de RR, et qu'il faudra bien distinguer entre la motorisation des A350-XWB-1000, et celle du remplaçant (éventuel, .... le cas échéant ..... ) du B777-300ER ?

Réactions ?

Newly formed International Airlines Group (IAG) - parent of [Vous devez être inscrit et connecté pour voir ce lien] and Iberia - is making the replacement of the Spanish carrier's [Vous devez être inscrit et connecté pour voir ce lien] A340s a priority ahead of a broader long-haul fleet-renewal exercise that will also encompass the needs of BA.

IAG chief executive Willie Walsh says that there is the opportunity to replace Iberia's A340s with more efficient aircraft that are already available, ahead of the introduction of new-generation types that are being evaluated for the wider requirement.
Both airlines have been looking at fleet renewal and growth options for their long-haul aircraft, and Walsh says that this will be co-ordinated by IAG, making use of its stronger buying power resulting from the merger. "The two airlines were always relevant to Airbus, [Vous devez être inscrit et connecté pour voir ce lien] and the engine manufacturers, but we've become much more relevant through the merger," he says.

Between them BA and Iberia operate more than 160 widebodies, but there is no commonality between the two fleets. Iberia has 36 A340s (19 -300s and 17 -600s) while BA flies a mix of 127 Boeings - 57 747-400s (including seven parked), 21 767-300ERs and 49 777s (46 -200/200ERs and three -300ERs). Iberia's [Vous devez être inscrit et connecté pour voir ce lien]-300s are between nine and 19 years old, whereas the -600s are relatively young, having been delivered between 2003 and 2010.
Walsh told Flight International sister publication Airline Business that the Spanish arm's needs would be addressed first: "In the short term our focus will be on the Iberia fleet-replacement programme, because there's a clear opportunity with existing aircraft to get significant cost savings, particularly with oil heading towards $100 a barrel," he said.
"There are discussions going on with Airbus and Boeing. With Iberia we have the option of a transitional fleet arrangement while waiting for the new-generation aircraft - 787s or A350s."
BA finalised the first part of its long-haul fleet replacement plan in 2007, ordering 24 Boeing 787s and 12 Airbus A380s to replace its 767-300ERs and part of its [Vous devez être inscrit et connecté pour voir ce lien] fleet, respectively. At that time it deferred its selection of a "big twin" 300- to 350-seat widebody to allow Airbus and Boeing to better define their offerings.
This requirement could now extend to cover Iberia's longer-term needs beyond the more pressing need for a "transitional" fleet deal. As well as the [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien], IAG is also known to be interested in potential developments of the 777.

The European Union (EU) regulator on Wednesday approved an aid granted by the Swedish government to Volvo Aero Corporation for the development of an engine component to equip the new Airbus A350 XWB aircrafts.

The European Commission said the repayable advance of 120 million Swedish crowns (16.5 million U.S. dollars) that Sweden intends to grant to Volvo Aero Corporation complies with the requirements of the EU framework for state aid for research, development and innovation, because the positive effects of the aid outweigh potential distortions of competition.

"The development of the new aero engine component would reduce the engine's weight and improve fuel consumption of the aircraft, which will reduce the impact on the environment, without creating distortions of competition as Volvo Aero has a very limited share of the aero engine component's market," said Commission Vice President in Charge of Competition Policy Joaquin Almunia.

The aid would be used for the development of the Intermediate Compressor Case (ICC) for the Trent XWB engine. The engine is being developed by British power system provider Rolls-Royce and will equip the new Airbus A350 XWB aircraft family.

Source: Xinhua

Volvo Aero and Rolls-Royce have entered into a risk and revenue sharing agreement for the Trent XWB engine for the Airbus A350XWB aircraft, under which Volvo Aero will develop and manufacture the intermediate compressor case, a key engine component. Volvo Aero Corporation estimates the value of the contract to be approximately 40 billion SEK over 40 years.

“We’re delighted to have reached this agreement with Rolls-Royce, not least because we know the success the A350 XWB has enjoyed since the aircraft was launched in 2006,” says Olof Persson, President of Volvo Aero, commenting on the agreement.

The Trent XWB programme has already generated 362 firm aircraft orders.
“It also represents a major success for Volvo Aero’s lightweight technology, since we managed to secure this contract in the face of intense competition from components based on conventional technologies.

Last but not least, we are very pleased to sign this agreement with Rolls-Royce. Rolls-Royce and Volvo Aero have a long history together and this agreement will be an important part of a strong partner relationship for the future.” he adds.

The Intermediate Compressor Case in the Trent XWB will be based on Volvo Aero’s lightweight technologies, which are the result of, for example, several years of development within the European research program VITAL and also of the company’s own research and development.

Volvo Aero will participate as a partner in design, development, production and aftermarket in this engine project. Manufacturing will take place in Trollhättan, Sweden.
The A350XWB is scheduled to enter service in 2013.
July 15, 2008

An agreement was signed last Friday in which Volvo Aero becomes a risk and revenue sharing partner in two Rolls-Royce engine programs, the Trent 500 for the Airbus A340-500/-600 and the Trent 900, for the new Airbus A380.
"This is a very important agreement and a substantial addition to our current product portfolio," comments Fred Bodin, president at Volvo Aero.
Volvo Aero and Rolls-Royce already have many years of partnership experience in current engine programs such as the Tay and the BR715. The contract signed today will, however, involve the largest cooperation between …

[Vous devez être inscrit et connecté pour voir ce lien]
Airline Industry Information; January 13, 2006 ;

.....on Friday (13 January) that its Volvo Aero division had secured a contract to manufacture fan cases for the Rolls-Royce Trent 1000 ... manufacturing will take place at Volvo Aero's Aero-Craft facility in Connecticut ...

Volvo cash injection to fuel jumbo engine deal
24 May 2001

Volvo's aerospace division is linking with Rolls-Royce to help finance the development of the Trent 900, the engine powering Airbus's A380 superjumbo.

The deal, which will see Volvo taking a 3% stake in the programme, sees the first risk-sharing partner on Rolls-Royce's Trent 900 programme. The aero engine maker is looking to attract additional partners over the coming months to shoulder up to 30% of the engine's development costs, put at close to £1bn.

Aer Lingus swaps three A330s for A350s

Irish flag-carrier [Vous devez être inscrit et connecté pour voir ce lien] is switching an order for three [Vous devez être inscrit et connecté pour voir ce lien] A330s, due for delivery in 2013 and 2014, to three [Vous devez être inscrit et connecté pour voir ce lien] aircraft with arrival slated for "no earlier than 2018".
As a result, the firm now has nine A350s on order, with four scheduled for delivery in 2015, two the following year and the balance in 2018 or later.
In addition, the airline is to sell one of its eight A330s, describing its long-haul fleet as "larger than we currently require".
The firm had previously deferred orders for both A330s and A350s in August 2009 as it looked to cut capacity in its long-haul operation. At the time it hinted at the potential for a further deferral and a switch of order to the [Vous devez être inscrit et connecté pour voir ce lien].
On the short-haul operation, the first of four new leased A320s arrived in January with the remainder due in the first half of 2011. The carrier will raise €100 million ($138 million) of new debt to fund the aircraft, it says.
It will also return three currently leased Airbus A321s and sell an additional unspecified short-haul aircraft.
Aer Lingus says it expects to incur capital expenditure for aircraft leases of €103 million in 2011 with a further €639 million to be incurred between 2012 and 2016 or later.
The operator has posted an operating profit of €23.6 million ($32.5 million) for the year ended 31 December 2010, reversing the heavy losses of the previous year, as its restructuring efforts took hold.
But it warns that its operating profit for 2011 will be worse than its full-year figure for 2010, owing to the increasing price of fuel.