Que nous réserve l'année 2008 ?
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pascal83
Inscrit le 18/07/2007 |
# 16 septembre 2008 08:55 | |
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http://www.ladepeche.fr/article/2008/09 ... e-One.html C'est fait l'A330 air caraibe devient Cotam1 , il est transferé vers un equipementier pour la transformation interieur et tout les prtections exterieur. |
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sevrien
Inscrit le 08/08/2006 |
# 16 septembre 2008 09:53 | |
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Cela se secoue ! NEWS ALERT from The Wall Street Journal American International Group plans to disclose a comprehensive restructuring by early Monday morning that is likely to include the disposal of major assets including its aircraft-leasing business and other holdings. Lien : http://online.wsj.com/home/us?mod=djemalert Qui va croquer ? ILFC ou un NJL ? |
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Beochien
Inscrit le 13/02/2007 |
# 16 septembre 2008 10:13 | |
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Salut Sévrien ... Ces rats de WSJ demandent un registre ! Grrr !! Pour AIG ! ILFC : ou à la vente ... et l'argent, ben il n'y en a plus aux USA ! Ce sera probablement, Orient ou Extrème Orient !! Ou ILFC : en Garantie pour les prêts AIG, possible aussi, ca va plus vite, et c'est moins traumatique !!! Garantie factible, au moins pour les avions déjà payés, les autres, en cours de payement doivent déjà être partiellement hypothéqués ??? Bon ... ILFC, ça doit pouvoir se comparer à du papier à 8% avec un risque industriel pas trop élévé, type "A" mais, si les clients sont "Fragiles" le matériel est facile à récupérér et .... standard donc re-louable ou re-vendable !! donc, une affaire pas trop risquée, et plutôt à l'aise en période de crise !! Voire quand même le niveau d'endettement ! ?? SUH va devoir attendre un peu pour commander ses 300 monocouloirs !  Il va perdre quand même un peu de son arrogance pour les semaines à venir !  JPRS Paris _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 16 septembre 2008 10:40 | |
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Tiens je cherchais une évaluation de ILFC ! Vu chez Bloomberg ! 7-14 Billions, large fourchette ... mais en ce moment ça bouge vite !! Au passage et hors sujet,..; le brent, spot, à 88 $ --------------- Extrait--------------------- http://www.bloomberg.com/apps/news?pid= ... yioGKOxlkM In addition to raising the capital, AIG may also seek $20 billion in asset sales, one of the people said. American General Finance, AIG's consumer lender, could fetch more than $6 billion if the unit sold for twice its book value. AIG Investments could sell for more than $3 billion if it sold for 2.5 percent of clients' assets under management. The company's stake in reinsurer Transatlantic Holdings Inc. is worth about $2.2 billion, based on the Sept. 12 share price. Bank of America Corp. analyst Alain Karaoglan said Willumstad should reconsider the decision to keep its aircraft- leasing unit, which could sell for $7 billion to $14 billion. Dinallo, Paterson JPRS Paris _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 16 septembre 2008 20:46 | |
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Bonsoir ! BA Blackmails les naufragés d'Eurotunnel ! Et AF pas loin derrière, j'ai l'impression ! Ils font même mieux qu' AF sur Paris Nice à la belle époque ! Le Yield management dans ses extrèmes ! Les Pax rançonnés sauront s'en souvenir ! 600 £ pour un AR Paris ! Chapeau les gangsters !! ----------------- l'Article ----------------- Bizarrement effacé de certains sites ............. !! http://www.thisismoney.co.uk/news/artic ... p;ito=1565 British Airways charge £600 for Paris flight Peter Allen, Evening Standard 16 September 2008, 12:10pm British Airways was today accused of cashing in on the Channel Tunnel fire misery by offering desperate passengers £600 fares between Paris and London. British Airways planes at Heathrow 'Highwaymen': BA are accused of price gouging while Eurostar service is reduced With Eurostar trains between the two cities reduced to a token service after last week's blaze, major airlines are enjoying a big increase in business on the highly profitable 200-mile route. But rather than reducing fares to a level occasional travellers can afford, BA and competitors such as Air France are advertising high prices. While BA claims its fares are usual for those booking for a late seat, passenger groups accused it of 'acting like highwaymen'. Jean-Claude Delarue, spokesman for France's influential Federation of Transport Users, said: 'It's an absolute scandal. The Channel Tunnel fire has caused huge problems to thousands and airlines should be responding by offering cheap and convenient alternatives. 'Instead they are cashing in. They're even laying on bigger planes to maximise profits. People-need to get across the Channel, yet airlines are pouncing on them like highwaymen.' Nabila Ramdani, 30, who regularly commutes between Paris and London by train, said: 'A fairly priced alternative is an absolute necessity. 'Surely if airlines are getting all this extra business it might be an idea to reduce prices to figures which ordinary people can actually afford?' A BA spokesman said: 'People booking at the last minute will of course find prices higher. There is no question of us cashing in.' JPRS Paris (Message édité par Beochien le 16/09/2008 22h56) _________________ JPRS |
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sevrien
Inscrit le 08/08/2006 |
# 17 septembre 2008 09:09 | |
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Bonjour, chers tous ! Juste une remarque sur l'article ci-dessus. C'est , peut-être, dur ! Mais c'est la vérité ! BA n'est pas une Entrepriese publique de Service Public. Il s'agit d'une entreprise du secteur privé, sans actionnaire d'Etat, en stricte conformité avec les règles de l'UE, y compris les prespcriptions et / ou implications du Traité de Maastricht. En termes économiques, ce que nous lisons ne fait que correspondre à la "Loi de l'Offre et de la Demande". Les Dirigeants de BA répondent à leurs Actionnaires, et non pas à des critères de Service Social. Aucune interférence gouvernementale ! Aucune interrogation interne du genre, "Que penserait le Gouvernement" ? Pas de "Oui, Monsieur / Madame le Ministre". Et ces derniers aspects font que BA pousse assez loin les notions et applications pratiques du "Yield Management". Les autres Cies. aériennes, y compris AF-KLM, le savent, et font exactement comme BA ! Peut-être que l'UE aurait dù proposer et lancer un 2ème Tunnel sous la Manche !  |
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Beochien
Inscrit le 13/02/2007 |
# 17 septembre 2008 10:13 | |
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Bonjour Gatwick bientôt en vente ! Virgin aussi sur ce coup ! -------------- Extrait ------------- http://news.bbc.co.uk/1/hi/business/7620293.stm Gatwick Airport put up for sale BAA's Chief Executive, Colin Matthews on the sale of Gatwick airport The UK's second-largest airport, Gatwick, has been put up for sale by its owner BAA. The move comes four weeks after the Competition Commission said BAA may have to sell three of its UK airports because of market dominance concerns. Several firms are said to be interested in buying Gatwick, which has been valued at £1.8bn by regulators. Potential bidders include Australian company MacQuarie, Germany's Fraport, and the owners of Manchester airport. Steve Ridgway, chief executive at Virgin Atlantic, also said: "We are delighted that BAA has ended the uncertainty over Gatwick's future. "Virgin Atlantic would relish the opportunity to bid for Gatwick as part of a consortium and inject our customer service expertise into any future running of the airport." Sale process begins Last month, the Competition Commission said in an interim ruling that BAA may have to sell three of its seven UK airports. JPRS Paris _________________ JPRS |
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pascal83
Inscrit le 18/07/2007 |
# 17 septembre 2008 10:28 | |
| IAG l'état federal injecte pres de 85 milliard de dollars pour la sauver et part la meme 80% de son capital en devenant l'actionnaire maloritaire? Pas bon pour les affaire d'Airbus avec le protectionnisme actuel. | ||
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Beochien
Inscrit le 13/02/2007 |
# 17 septembre 2008 10:37 | |
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Merci Pascal Entendu depuis ce matin à la radio! Et .... une quasi obligation pour AIG de vendre ILFC ! En tout cas de vendre tout ce qui est vendable pour payer ses 85 Billions de prêt du gvt US ! Un article à ce sujet ! SUH veut piloter un projet de rachat de l'entreprise qu'il a fondé !! ! Paraît que à ce niveau les acheteurs ne vont pas se bousculer !! Des chiffres surprenants quand même, ILFC allait trés trés bien ! --------------- Extrait ------------------ http://www.marketwatch.com/news/story/a ... itorsPicks The largest aircraft lessor in the world appeared likely to go on the auction block as AIG scrambled for $14.5 billion in liquidity to avoid bankruptcy. The business is a jewel in the insurer's portfolio that could fetch between $5 billion to $8 billion in pretax cash, according to at least one analyst. One potential buyer has emerged. The Wall Street Journal reported overnight that Steven Udvar-Hazy, the chairman of ILFC, is expected to lead an effort to buy back the Los Angeles company he founded 35 years ago. Read the Journal story. The number of other likely bidders appeared to be slim in the current market environment. ILFC's new parent would have to have access to plenty of capital and also would not be averse to taking on $50 billion in aircraft assets, along with firm commitments to purchase up to $18 billion more. J'ajoute ... Sans parler des nouveaux monocouloirs à commander pour suivre les renouvellements de flotte ! 8-10 milliards de $ au bas mot ! JPRS _________________ JPRS |
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gerfaut
Inscrit le 27/03/2008 |
# 17 septembre 2008 10:45 | |
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Bonjour, Cette affaire AIG correspond en fait à une nationalisation, l' état US injecte les fonds comme cela a déjà été le cas pour les spécialistes en crédits immobiliers Freddy Mac et Fanny Mae. Mais dans cette affaire pas d' idéologie chez les ricains, juste du réalisme. _________________ "Je prends tout doucement les hommes comme ils sont, j' accoutume mon âme à souffrir ce qu' ils font" (Le Misanthrope, Molière) |
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pascal83
Inscrit le 18/07/2007 |
# 17 septembre 2008 10:46 | |
| Les emirates l'aime bien ils vont financer le projet de SUH. | ||
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pascal83
Inscrit le 18/07/2007 |
# 17 septembre 2008 10:48 | |
| Pas d'idéologie, il faudra voir de toute manière actuellement c'est morceau entier de l'economie us qui s'effondre depuis l'effet subprime. | ||
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Beochien
Inscrit le 13/02/2007 |
# 17 septembre 2008 11:41 | |
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Oui Pascal, pourquoi pas... C'est sûr que du cash, il y à plus de chance d'en trouver en Orient ou Extrème Orient !! Les institutions financières US n'ont plus ces sommes disponibles ! Trop occupées à se consolider pour sauver leur peaux !! Mais un ticket à 8-12 % de rentabilité, probablement classé A ou AA comme ILFC, c'est aussi un sacré placement avec une stabilité "Obligataire" donc attirante surtout en ce moment !. Donc aussi, possibilité de lever un .emprunt avec de bonnes chances, ou des oblig convertibles ... Paradoxalement , le possibilités de prêts et crédits sont trés restreintes et contrôlées .... Et les Banques, Fonds et autres Financières ne savent plus trop ou diriger et placer leurs liquidités pour les rentabiliser ! Sacrés dilemnes pour les Banquiers ! Ils veulent tous du AAA (Leurs clients Aussi) lequel a tendance à ne plus vraiment exister ! La panoplie est ouverte et encore bien accessible pour ce type de cie !! SUH devrait pouvoir bien se vendre ! Malgré son grand age !! Il devrait pouvoir réaliser un bon mix et garder le pouvoir qq temps ! JPRS Paris (Message édité par Beochien le 17/09/2008 11h47) _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 17 septembre 2008 12:49 | |
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Bonjour ! Bon, Enorme interwiew de Pierre Vellay, directeur de la flotte AF ! Chez Aviation Week ! Intéressant à plus d'un titre ! Je crois que ça n'a pas été vu ! On pourra dégloser aprés ! Il y en à pour plusieurs rubriques ! ----------- L'interwiew A. Week --------------------- http://www.aviationweek.com/aw/generic/ ... 08intv.xml Overhaul & Maintenance Air France is pushing manufacturers to rethink their concepts for new aircraft and engines, and produce a radical, fuel-efficient and larger successor to the current A320/Boeing 737 families by 2017. Pierre Vellay, SVP new aircraft and corporate fleet planning for Air France, discussed the issue with Bill Burchell, O&M's European editor (commercial), and explained his vision for the Air France fleet. O&M: What types of new aircraft is Air France looking for? Vellay: We really want a new replacement for short- to medium-haul routes; something similar in size to the A320 and Boeing 737NG families, which is why we're trying to persuade the airframe manufacturers to develop a new aircraft or new sub-family. Today, we have 100-seat regional jets, then larger aircraft families seating between 120 and 200 passengers and, beyond that, we have the big twin-aisle widebodies. Our plan is to increase our size requirement for a medium-haul family that seats between 150 and 240 passengers. So we're pushing for what we call the 'light twin-aisle.' By our definition, this is not a mini-widebody, but an optimized aircraft with a low-drag, elliptical cross-section that can accommodate A320 freight containers--not LD2s or 3s. This would be the best and most efficient aircraft seating 220-240 passengers in a one-class configuration. Operationally, its economics would be comparable with single-aisle types by facilitating the same length of turnaround time which, for us, is key. So these are the kinds of conversations we're having with Airbus, Boeing and the major engine makers. We believe this could influence the design of the engines powering this family or future aircraft types seating four-, five- and six-abreast. Until now, it's been difficult to conceive we might get something different from today's conventional engine architecture but, in this case, we could get a bigger fan, a geared fan, a three-spool or a newly developed insertion. But since we don't know what might be offered, we have time to consider it. Our current priority is the replacement of our oldest A320s and A321s, and eventually, our newer A320s, A319s and A318s. But we're not in a rush to replace the older A320s with a bigger, more efficient aircraft than the A321, and the same applies to our Boeing737s. If a new engine were to become available for an aircraft of 150-240 seats, then it might be possible to get a down-scaled, derivative version or one modified with open rotors. That said, we are totally open to a new design, whether it has conventional engine architecture or an open rotor. The only issue we have with an open rotor design is how it might affect the aircraft's shape, because that might require us to redesign some terminal infrastructure. Right now, we don't know where these engines would be located on the airframe, their blade diameters or what vibration characteristics they might have, so there is still much to be determined. We would also like to introduce a new generation regional jet and already have had discussions with Embraer and Bombardier over the short-term replacement of our Fokker 70s and 100s. That said, the competition has increased with the arrival of the Sukhoi Superjet 100 and the smaller Mitsubishi MRJ. O&M: You're looking for an 18% improvement in operating costs over current aircraft types. Is such a leap realistic? Vellay: Yes, the cost performance is key, because we want the right aircraft type to comply with the majority of our requirements, i.e. complying with 90-95% of our requirements within a range of 1,200 nm. The reason we're not pushing for extra performance is because, if an aircraft can fly up to 3,000 nm, its economics would be questionable on routes of 500 nm. O&M: Do your SkyTeam partners share your desire for the aircraft you've proposed? Vellay: There is no common consensus among SkyTeam members about aircraft types or aircraft finance etc., because different world regions have different requirements. For example, if we compare U.S. carriers with European carriers: European carriers are much more focused on international flights than domestic services, while the dominant activity for U.S. carriers is domestic. In our case, around 80% of our business is long-haul and 20% domestic but, these proportions are reversed for U.S. carriers, which is why they're in such poor shape and why they need to fix the medium-haul replacement. O&M: What about the U.S. coast-to-coast routes like New York-Los Angeles; are these short- or medium-haul according to your concept? Vellay: Normally, for short-haul aircraft, around 92% of routes worldwide are up to 1,000 nm miles and then there is some variance between 1,000 nm and 3,000 nm. New York-Los Angeles falls into that smaller category. Additionally, some U.S. carriers fly North Atlantic routes with narrowbody, medium-haul Boeing 757s, which is a hybrid operation and therefore a limited market, but there always will be exceptions. However, this type of issue highlights the need for airlines to get the best type of aircraft to cover the highest possible percentage of their requirements, instead of a universal product that covers 100% of the needs but, in doing so, spoils the economics of the key 92%. Increasing an aircraft's range requires more fuel, which in turn increases the weight and reduces payload. So extending the maximum range from 1,200 nm to say 2,000 nm has a negative effect on the majority of routes below 1,000 nm. O&M: What timeframes are you looking at for a medium haul replacement? Vellay: We'd like to get schedules from the engine and airframe manufacturers by the end of this year, which would help us to define our short- and mid-term plans. Moreover, as soon as we have dates to work toward, it will be easier to manage the interim period. Ideally we'd like the replacement available immediately, for an in-service date of 2010-2011, which was the original plan before 2001; before other aircraft programs came on the scene--with all the delays they have brought. We hope something new might be proposed next summer. This year's Farnborough Air Show provided an opportunity for the engine OEMs to present their concepts. There are issues around the airframe technology, because we know the Boeing 787 and Airbus A350 will be 'black/black' aircraft: black (carbon composite) fuselage with black wings, but we don't know the material composition of the next generation medium-haul aircraft. Will it be white/white (metal alloy), black/white, white/black or black/black? This is still uncertain because down-scaling technology is much more difficult than up-scaling. Also, a black/white mix would not be the best for operators, as mixing materials would incur extra training costs. So while a black/black aircraft would be consistent with the 787 and A350, we also could accept a white/white structure, and advances in new alloys still make this viable. That said, a key element will be managing the development timeframe because, while it's always possible to accelerate a process, allocating resources presents other problems. O&M: Where are you in the decision process between the A350 and 787? Vellay: From an Air France standpoint, there's no rush for these aircraft because we've just introduced the A330. We have no particular reason to replace these aircraft or our 777s right now, and the 777-300ER is bigger than the A350. That said, fuel price pressures are prompting us to look at replacing our older A340s and maybe some of our A330s, because there's a 20% gap between A330/340 technology and A380 technology. So at the end of this year, when we have the first flight-test results of the 787 and the final definition and performance figures for the A350, we plan to issue an RFP. A final decision however, will likely be related to how quickly we need to pre-select delivery slots. Perhaps we will know that answer by early next year. O&M: Would you consider coordinating your fleet needs with a neighboring airline like Lufthansa, which has a route and fleet structure similar to Air France? Vellay: It would not be in our interests to coordinate with Lufthansa. We know we have common needs, but the problem for us is: how do we compare our needs with the needs of Asian or U.S. carriers? This is much more important than comparisons with local counterparts, because European carriers have similar requirements for improving operations, fuel economy, social issues, aircraft range and airport infrastructure etc., but the needs of airlines in Japan or the U.S., for example, would be very different. We've spoken to a number of knowledgeable airline executives to assess our requirements against the global picture. O&M: Are other European airlines, like British Airways and Lufthansa for example, which have a similar long- and short-haul structure to Air France, looking for the same aircraft types that you are proposing? Vellay: Yes, even though their approach might be different, the results are identical. For example, we pushed Boeing and Airbus to develop aircraft with ranges and volumetric payloads that hit our optimum long-haul requirements. And we were able to do this successfully because of progressive insertions of new technology, generation after generation, to increase performance. For example, the first 777-200, the A model, was not the solution we wanted. So Boeing developed the increased gross weight model, which was still not sufficient, hence the evolution of the -200ER with a greater payload-range. And it was the same story with the 777-300ER, which we pushed and pushed for. Now the -300ER is definitely not a derivative of the 777-300, because the -300 was designed for the routes around south-east Asia. The -300ER is really a hybrid that sits between the -200ER and the -200LR. The 'ER' models have a different wing and different engines than the A and E models. So we started out with one model and moved it into another, which, because it was better suited to our routes, eventually saved us around 3% on fuel-burn. O&M: How did you decide on the freighter version you chose? Vellay: Well, the -200LR is not suitable for us, because we have no need to fly 8,000 nm. However, the maximum landing weight of the -300ER is very good and would therefore make an excellent freighter, which is why we pushed Boeing for a freighter version. O&M: What's the current situation with your A380 deliveries? Vellay: Airbus is in the process of finalizing the engineering package for 'Wave 2' aircraft, and we are part of that Wave. Although we've been told our aircraft will be delayed between three to six months, we still can't be sure. For us, the critical date is the delivery of our very first aircraft, what's called the 'header' version, and when the second and third aircraft will follow. After that, we need delivery dates for the secondary batches of aircraft. Officially, we're due to get our first aircraft in April 2009, but now the date is shifting toward next summer. O&M: Have the delays to this program been beneficial to Air France? Vellay: No, not for us, because the uncertainty over deliveries means we still don't have an introduction date. We had planned to put two large 450-seat aircraft on our routes to Japan, for example, to replace three 300-seat aircraft, but we still don't know when we can do that. So it has caused some disruption to our schedules. O&M: Do you still want the larger A380-900? Vellay: Airbus initially proposed a complete A380 family, but this has been reduced to the -800, -900 and freighter. We're still pushing Airbus to build the -900, because we think the aircraft will be optimized if the fuselage is stretched. Range was prioritized on the -800 to suit some Asian carriers, but we need a better balance between range and capacity. That said, the -900 is still restricted by the infrastructure limit of 80-m span by 80-m length by 80- ft. height. But while 80-m span has been reached, the fuselage length has not. So we think the two fuselage extension 'plugs' proposed for the -900 could potentially be made to accommodate a further 120 seats. O&M: If Airbus could build the -900 relatively quickly, would you wish to change your existing order for A380-800s to this larger model? Vellay: Today, I don't know, because the key parameters on these aircraft are moving so fast. If there was an overlap between the two programs, then perhaps we could swap some -800s for -900s, but it's still unclear. O&M: Do you have reliability targets for future aircraft types? Vellay: When we started operations with the 777, we had a small fleet with exceptional reliability; in this case, 1,400 flights without a single technical event, which gave us a new way of calculating dispatch reliability. But then we had a wave of issues with the GE90-115 engines. It's technically fixed now, but we still have to apply the modification. Today, our targets for dispatch reliability and punctuality are very high, around 99.6%, because we know it's reachable. We're also pushing the OEMs to ensure that aircraft can be supported without a daily check. We want to remove the life-limited parts concept. O&M: How would Air France react if the fuel price remained at the current high levels? Vellay: If fuel prices stay at current levels or rise further, we would probably shrink the fleet. Smaller types would be replaced with bigger ones while our bigger aircraft would be replaced by even larger types, but who knows? Right now we don't have a 'game-changer' to fix fuel prices. O&M: Is Air France contributing to the development of alternative fuels? Vellay: We have no plans to develop our own alternative, but we do have involvement in future fuel development. Jet fuels are currently derived from a formula of 'N' molecules of carbon and '2N+2' molecules of hydrogen; with the carbon producing carbon dioxide (CO2) and some carbon monoxide (CO), and hydrogen producing H2O (water). And then, due to thermal effects, we have some transformation of nitrogen (from the air) into NOx. So, to maintain the same calorific power of current fuel, we have to maintain this formula. The 'N' may vary, but the ratio between carbon and hydrogen will be the same. If the percentage of hydrogen is higher, for example, the fuel density will be lower, which means redesigning route networks because, compared with today's jet-fuel, the same volume of fuel with half the density will only allow us to fly for half the distance. So, we're involved in preliminary discussions to see what alternative fuels we would allow--and there are an awful lot of 'experts' saying many different things! From an airline standpoint, we need to be sure they will work with jet engines and if modifications will be needed to burn them efficiently. That said, we're only at the initial stages, so there's a long way to go. Right now, Jet A1 is the perfect fuel. To find an alternative, a wide range of parameters need to be considered such as density, combustion temperatures, the effects on lubrication, fuel freezing point etc., so it's a very complex issue. This article appeared in the September 2008 issue of Overhaul & Maintenance. JPRS Paris _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 17 septembre 2008 13:10 | |
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Réf interwiew de Pierre Vellay ! Sa définition du remplaçant du monocouloir !! Intéressante et bizarre ! ---------------------- O&M: What types of new aircraft is Air France looking for? Vellay: We really want a new replacement for short- to medium-haul routes; something similar in size to the A320 and Boeing 737NG families, which is why we're trying to persuade the airframe manufacturers to develop a new aircraft or new sub-family. Today, we have 100-seat regional jets, then larger aircraft families seating between 120 and 200 passengers and, beyond that, we have the big twin-aisle widebodies. Our plan is to increase our size requirement for a medium-haul family that seats between 150 and 240 passengers. So we're pushing for what we call the 'light twin-aisle.' Retenir, twin aisle quand même ! et c'est pas dans la taille 767 ! ??? un 2+2+2 ?? ou 2+3+2 ?? By our definition, this is not a mini-widebody, but an optimized aircraft with a low-drag, elliptical cross-section that can accommodate A320 freight containers--not LD2s or 3s. Elliptique en twin Aisle ... des foyer horizontaux ?? Le premier pas vers une portance cabine ?? Et Communauté avec les containers du A320 demandée ! This would be the best and most efficient aircraft seating 220-240 passengers in a one-class configuration. Operationally, its economics would be comparable with single-aisle types by facilitating the same length of turnaround time which, for us, is key. So these are the kinds of conversations we're having with Airbus, Boeing and the major engine makers. We believe this could influence the design of the engines powering this family or future aircraft types seating four-, five- and six-abreast. Until now, it's been difficult to conceive we might get something different from today's conventional engine architecture but, in this case, we could get a bigger fan, a geared fan, a three-spool or a newly developed insertion. But since we don't know what might be offered, we have time to consider it. Our current priority is the replacement of our oldest A320s and A321s, and eventually, our newer A320s, A319s and A318s. But we're not in a rush to replace the older A320s with a bigger, more efficient aircraft than the A321, and the same applies to our Boeing737s. Une place pour le A320 GTF peut être pour remplacer les vieux A320, (ou les nouveaux CFM) ?? Remplacement prioritaire, donc pas de nouvel avion !! If a new engine were to become available for an aircraft of 150-240 seats, then it might be possible to get a down-scaled, derivative version or one modified with open rotors. That said, we are totally open to a new design, whether it has conventional engine architecture or an open rotor. The only issue we have with an open rotor design is how it might affect the aircraft's shape, because that might require us to redesign some terminal infrastructure. Right now, we don't know where these engines would be located on the airframe, their blade diameters or what vibration characteristics they might have, so there is still much to be determined. Bon, dans le brouillard pour la prochaine génération comme tout le monde !! ------------------------ J'ajoute un point intéressant !! So while a black/black aircraft would be consistent with the 787 and A350, we also could accept a white/white structure, and advances in new alloys still make this viable. Donc il ne croit pas à l'obligation d'un avion tout composite ... Equation pas forcément rentable today ... mais dans 10 ans ??? ----------------------------- Surtout noté, cette notion d'avion de section Ellipsoidale pour à priori 6 pax (Peut être 7) une ellipse Horizontale ?? ou verticale ?? Pour les 2 couloirs je la verrais horizontale (Pas courant en aviation) mais pour le Fret, c'est le contraire qui sert !! La quadrature de l'ellipse selon Pierre Vellay ! Ce serait quand même plus facile à réaliser en plastoc !! JPRS Paris (Message édité par Beochien le 17/09/2008 13h11) (Message édité par Beochien le 17/09/2008 13h34) _________________ JPRS |
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