JPRS mon blog !
| Auteur | Message | |
|
Beochien
Inscrit le 13/02/2007 |
# 7 mai 2009 18:00 | |
|
L'aviation Russe (Civile) ... 54% à la trappe d'ici 2012 ... Plu d'argent, plu de moyens, plu de clients, selon l'officielle UAC ! ! Première victime ... le Superjet 100 ! Voir le graphique en bas "Pas collable" il passe de 230 (Ambitieux) à 74 ... tout juste les cdes en cours ??? Le groupe fabricant du Superjet, Sukhoï Civil Aircraft et son associé Finmeccanica pas forcément d'accord avec l'UAC ! Un vrai mauvais coup pour l'aviation civile Russe, qui ramait déjà pas mal .... ----------------- de Flight Global L'Article --------------------- http://www.flightglobal.com/articles/20 ... utput.html Superjet the biggest casualty as Russia slashes airliner output plans By Max Kingsley-Jones Russia has responded to the global downturn by setting new output targets for the country's aerospace industry, which could threaten short-term production of the Sukhoi Superjet 100. The announcement by state-runholding groupUnited Aircraft (UAC) will see overall planned airliner deliveries between 2009 and 2012 cut by more than 50% to fewer than 190 aircraft. Marina Lystseva © Marina Lystseva All the in-production airliner programmes being built by Russian plants are affected. Production during 2009-12 had been planned to exceed 400 aircraft - over half of which would have been the Superjet. UAC says the adjustment is needed because of the impact of the global financial crisis and weakening in demand for new aircraft following the reduction in passenger and cargo traffic. The company, however, asserts that military aircraft production plans remain unchanged. However, it is unclear as to precisely how this will affect the Superjet, currently in flight testing. UAC figures suggest production of regional jets in total has been cut to 118, with 44 of these Antonov An-148s. However, Viktor Soubbotin, president of Sukhoi Civil Aircraft - a 75/25% joint venture between the Russian manufacturer and Finmeccanica of Italy - says the company's "current production plan is built upon the existing 98 aircraft firm order portfolio" and that annual production will reach 70 aircraft by 2012. _________________ JPRS |
||
 
|
||
|
Beochien
Inscrit le 13/02/2007 |
# 7 mai 2009 20:05 | |
|
Des A330, 200 et /ou 300 pour Ibéria au Bourget (En attendant les A350 et pour remplacer les plus vieux A340) Bien possible, ce serait dans la revue Espagnole Avion Revue, et dans le Buzz Anet ... pas de lien pour l'instant ! IB may order A330 during the Paris Air Show. I read this statement in a Spanish magazine "Avion Revue" I´ve heard this rumor also from very good sources inside IB. (Dernière édition le 7 mai 2009 20:07) _________________ JPRS |
||
|
|
||
|
LightWeight
Inscrit le 28/12/2006 |
# 7 mai 2009 20:42 | |
| Cette info est peut-être en lien avec le fait que 3 340-600 d' IB sortis d' usine en décembre, janvier et avril sont toujours sur le parking, les 2 derniers sans moteurs.... | ||
|
|
||
|
Beochien
Inscrit le 13/02/2007 |
# 7 mai 2009 21:43 | |
|
Bien possible Lightweight, bien que ces A340 ne peuvent rester "Fantomatiques" _________________ JPRS |
||
|
|
||
|
Beochien
Inscrit le 13/02/2007 |
# 9 mai 2009 00:59 | |
|
Tiens, le patron d' Europrop fait une mise au point, définitive on l'espère, sur les Fadecs ! Ils ont dû mettre à la poubelle toute la programmation du FADEC .... qui semblait bien marcher .... Pour la refaire en conformité avec les normes de l'aviation civile ! Un travail énorme qui devrait se terminer avant la fin de l'année .... Enfin les VRAIES raisons, dont on parlait déjà pas mal, du moins pour les plus raisonnables d'entre nous ! Bien loin des supposés problèmes imaginaires du type "Airframe related" dont nous avons été abreuvés ici et ailleurs, jusqu'à plus soif et provoquant jusqu'à des phénomènes de rejet ... à travers des dizaines de pages toutes aussi inutiles qu' incohérentes ... Ou mène l'obstination dans l'erreur et le refus de la reconnaître ! Ecrire 20 pages d'âneries quand on est planté pour noyer, le poisson rouge ... dans un verre de rosé ! Bon, ya plus qu'a passer le sel (de l'histoire) avec la mayonnaise aux enzymes gloutons submergeant le FOHE ... pour finir de manger les 2 chapeaux ! Bref risible, voire pitoyable, pour les agressions et conséquences induites ! -------------------- L'article de Flightglobal ---------------- http://www.flightglobal.com/articles/20 ... risis.html DATE:08/05/09 SOURCE:Flight International Europrop boss reveals origins of A400M engine crisis By Craig Hoyle Europrop International's development of the TP400-D6 turboprop derailed last year when the consortium realised it would be unable to certificate its full authority digital engine control software to European civil standards, EPI president Nick Durham has revealed. "For a time we didn't realise that we had an issue," says Durham. "Functionally, there was not a problem with the software." He says the problem arose from having to demonstrate traceability with the European Aviation Safety Agency. A review performed in mid-2008 determined that "everything worked", he says, "but we couldn't show that line through. So we had to go back to the beginning." Responsible for managing the Airbus Military A400M's engines, propellers and nacelles, the FADEC software is more than three-times as complicated as the systems developed for the Airbus A380 and Dassault Rafale, according to EPI. Partner companies ITP, MTU Aero Engines, Rolls-Royce and Snecma have trebled the number of personnel dedicated to the TP400 project since last year's crisis surfaced, says Durham. "It's been a problem for us, but I believe that we're almost out of that." EPI expects to receive EASA certification for the engine late this year, with remaining tasks including medium bird ingestion, and short-burn and extended endurance testing. Around 90% of the total development work has been completed on the TP400, with six examples having undergone more than 2,600h of bench testing. A seventh has passed 25 flight hours in nine sorties using a modified Lockheed Martin C-130K testbed (above). The remaining half of the latter test campaign is due to conclude in mid-July _________________ JPRS |
||
|
|
||
|
Beochien
Inscrit le 13/02/2007 |
# 9 mai 2009 01:48 | |
|
Tiens on en parlait hier, et ça tombe today ! O'Leary, de Ryanair affute ses crayons de nouveau ... Le Vautour Irlandais doit sentir les Airframers suffisamment inquiets pour leur production de monocouloirs, pour qu'ils se rendent, avec les 50% (Ou plus, pourquoi pas) de remises exigées à la clef ! Boeing en pôle sous tous les aspects ... car le plus affecté ! Juste mon avis ! A part celà, pas de long haul dans l'immédiat, Et il voit Aer Lingus au tapis de nouveau dans 18 mois .... -------------------------- l'article du MorningStar -------------------- http://news.morningstar.com/newsnet/Vie ... 8_univ.xml DUBLIN -(Dow Jones)- Irish budget airline Ryanair Holdings PLC (RYA.DB) Thursday said it will restart talks with aircraft manufacturers Boeing Co. (BA) and Airbus "in early summer." But Chief Executive Michael O'Leary said that based on previous talks, Boeing and Airbus are "in denial" as they insist that their order books are robust, but said he is still interested in ordering "200 to 300 aircraft" from either manufacturer. O'Leary said he hasn't had talks with the manufacturers in recent months, but if the price was right, "they know where we are... We're about the only airline in the world with enough cash to buy planes," he said. He added that he will likely retire in two to three years. "Ryanair isn't a one-man band. The Ryanair business model is now well established. There is lots of internal management talent within Ryanair." He also said long-haul isn't an option for Ryanair "for three to five years." O'Leary also said flag carrier Aer Lingus PLC (EIL1.DB), in which it has a 29.8% stake, will likely run out of cash "within 18 months to two years" if losses deteriorate. He said Aer Lingus needs to expand short-haul operations, cut costs and "find a large financially secure partner." _________________ JPRS |
||
|
|
||
|
Beochien
Inscrit le 13/02/2007 |
# 16 mai 2009 00:32 | |
|
Lufthansa BMI ... un feuilleton qui continue ... Le chaud et le froid ! Et de bonnes explications du Times ! Le chaud par Reuters/Guardian ! l'EU laisse officiellement la voie libre à une participation majoritaire de LHA http://www.guardian.co.uk/business/feedarticle/8507349 EU clears Lufthansa's takeover of British Midland * Reuters, Thursday May 14 2009 BRUSSELS, May 16 (Reuters) - European Union antitrust authorities approved on Thursday the takeover of low-cost UK carrier British Midland [BMID.UL] by German airline Lufthansa . "After examining the operation, the Commission concluded that the transaction would not significantly impede effective competition in the European Economic Area (EEA) or any substantial part of it," the European Commission said in a statement. The German carrier agreed to take control of Britian's BMI last October after founder Sir Michael Bishop exercised an option to sell it his 50 percent plus one share stake. Lufthansa already had a 30 percent minus one share stake, while Scandinavian airline SAS has 20 percent. The Commission is also investigating Lufthansa's proposed takeover of loss-making Austrian Airlines , having questioned the price and restructuring, and also its plan to buy Belgian rival Brussels Airlines. "For the purposes of the present case, the Commission has therefore treated Brussels Airlines as a subsidiary of Lufthansa, which is however without prejudice to the outcome of the investigation by the Commission," the EU executive said. (Reporting by Bate Felix, editing by Darren Ennis) ------------------------------------ Le Froid ... du Times Online ............. Lufthansa qui a déjà sur les bras Brussel Airlines, Austrian Airlines, ses Dévlpts à Milan et Swiss en réequipement accéléré.... par les temps de récessions qui courent, n'a tout simplement plus les moyens d'engager autant, ou du moins une forte envie de re-négocier son engagement à la baisse ! Le tout sur une controverse concernant les réserves obligatoires pour les Airliners matriculés UK Sir Michael Bishop, fondateur de BMI outré, crie au voleur ! En plus, avec la £ au tapis, le prix a nettement baissé, c'est vraiment pas cher ! Ben, ya plus qu'a appeler Michael O Leary .... ----------------Extrait -------------- http://business.timesonline.co.uk/tol/b ... 256596.ece THE Lufthansa takeover of BMI British Midland has been thrown into doubt by a row with Sir Michael Bishop, the British airline’s founder, over the injection of fresh money into the company. The German flag carrier has demanded that Bishop, one of the UK’s best-known airline entrepreneurs, take part in a recapitalisation of BMI to avoid the risk of it breaching regulatory rules on capital reserves. Bishop is understood to have told Lufthansa he will not play ball and that there is no risk of a breach. Both sides are now seeking legal advice on how to resolve the wrangle. A spokesman for Bishop declined to comment, but sources close to him rejected the demand as “an attempt to reduce in effect the price they [Lufthansa] have already agreed to pay”. Insiders said the sum requested was around £100m. “They are playing hard ball – it’s very aggressive,” one source said. Lufthansa declined to comment. The row has its roots in a deal struck by Bishop a decade ago. Lufthansa took a minority stake in BMI and gave him the option to sell the German group his majority stake later at an agreed price. Lufthansa and another minority shareholder, SAS, also agreed to underwrite a share of any losses made by BMI. When the deal was struck, Lufthansa and its fellow airlines in the Star alliance group were desperate to gain access to Heathrow to attack British Airways’ home market. BMI is the second-largest holder of runway slots at Heathrow. The downturn in the airline business has made the terms of the 1999 deal look generous. In October Bishop exercised his option, with Lufthansa forced to pay around £300m for his holding. BMI, meanwhile, has racked up mounting deficits, losing a reported £99.7m last year, compared with a £7m profit a year earlier. The airline has slashed capacity and embarked on a tough cost-cutting programme. _________________ JPRS |
||
|
|
||
|
Beochien
Inscrit le 13/02/2007 |
# 28 avril 2010 15:27 | |
|
Airbus en grève ... plus rien ne sort ? Boeing en rupture d'appros sur le 787, demande de suspendre plus d'un mois, les livraisons de la part de ses fournisseurs (Ceux qui marchent) N'en jetez plus la cour est pleine à Everett ! La supply chain, comme d'hab ... et peut être pas mal de modifs en route aussi ... Bon, les 2 ou 2 1/2 par mois, va falloir attendre un peu ...! ------------------------ Extrait du Figaro ------------------------ http://www.lefigaro.fr/societes/2010/04 ... -b787-.php Le constructeur aéronautique américain rencontrerait des difficultés avec certains de ses sous-traitants qui retardent la livraison de pièces de fuselage du Dreamliner. Mauvaise nouvelle en vue pour le constructeur aéronautique américain Boeing. Le rival d'Airbus rencontrerait en effet des difficultés avec certains de ses sous- traitants, selon l'édition en ligne du Wall street Jounal. Ces difficultés retarderaient de fait la livraison de pièce de fuselage de son futur long-courrier, le B787 Dreamliner, vers leur lieu d'assemblage à Seattle. Ces retards tombent au plus mal pour le constructeur qui cherche à accélerer la production de son nouvel avion afin de rattraper les deux ans de retard sur son calendrier initial. Le premier vol inaugural - reporté six fois - a eu lieu le 22 décembre dernier. Les clients s'impatientent ---------------------- Et en Anglais ------------------- http://www.flightglobal.com/blogs/fligh ... 87-de.html Et http://www.king5.com/news/business/Boei ... 41209.html Call it a bump in the road but, beginning immediately, Boeing will hold off from taking delivery and loading major parts into the giant assembly tool at the north end of the the 787 assembly line. Boeing is calling this an adjustment that won't affect deliveries that are expected to begin with certification by the FAA later this year. The break will last more than a month, slowing work on the next two airplanes scheduled for assembly, aircrafts No. 23 and 24. Dreamliner No. 22 was just loaded into the assembly tool over the weekend. Boeing says the time-out is to allow some suppliers to catch up in delivering parts and incorporate engineering changes. While Boeing is not specific about which parts are behind in delivery, the company says they are not major sub-assemblies, such as wings or bodies, or major components, such as the landing gear. Boeing says after the break, the assembly line should smoothly return to a normal schedule starting with airplane No. 25. In a memo to employees, 787 chief Scott Fancher says, "This is not a production shutdown. In fact, we have plenty to do here in Everett to complete work on the airplanes we currently have in flow." In other words, there's no need to layoff anyone. ----------------------------------------------- Un peu plus précis dans le Seattle Times , une interwiew de Yvonne Leach, ! Le weight Ripoux serait en cause, la chasse au poids bat son plein pour le 787, Côté structure et planchers ! ------------------------------------------ http://seattletimes.nwsource.com/html/b ... ing28.html Boeing suspends delivery of new 787 sections to Everett Boeing is halting deliveries of all new 787 fuselage sections and wings to the Everett assembly plant for about five weeks to iron out supply-chain problems. By Dominic Gates Seattle Times aerospace reporter Boeing is halting deliveries of all new 787 fuselage sections and wings to Everett for about five weeks to cope with supplier delays that have caused extra work to pile up at the final assembly plant. Essential parts haven't arrived on time at the plants of some major Boeing partners, spokeswoman Yvonne Leach said Tuesday. She attributed part of the production holdup to design changes made to trim the weight of the 787 Dreamliner. The delays won't affect the plan to deliver the first Dreamliner by the end of this year, Leach said, because the first production airplanes are already fully assembled in Everett. An employee familiar with the problem at Boeing's 787 plant in Charleston, S.C., said floor beams and fuselage frames were among the major parts that have not showed up on time. The major 787 suppliers affected, including Boeing Charleston, recently shipped Dreamliner sections that were only about 60 percent complete inside to Everett. "Everett decided they can't handle any more traveled work," said the Charleston employee, referring to work left incomplete by a partner that must be finished at the final assembly site. He welcomed the delivery break because it will provide "more time to get things in order on this end." JPRS (Dernière édition le 28 avril 2010 15:40) _________________ JPRS |
||
|
|
||
|
Beochien
Inscrit le 13/02/2007 |
# 28 avril 2010 16:48 | |
|
Des infos sur le CFMI LeapX, c'est assez rare pour le souligner ! A l'approche de Farnborough et des remotorisations, ça se découvre enfin, (Sauf chez RR et IAE) Sur FG on voit clairement (Enfin pour moi) les trois étapes de développement de leur chaufferette ! :bom: Et en particulier, l'étape 2 avec Certification 2014 pour le Comac ! Noter la double turbine HP, article à la mode avec les compressions et les T° qui montent au ciel ! RR y est venu pour le Trent XWB ! Et les composants vont devoir suivre pour ramener les poids vers le bas (Pas à temps pour les chinois, j'ai l'impression) Il reste du boulot, pour le voir complet ce LeapX, mais au moins, les coeurs tournent au banc et à l'échelle, avec un planning précis .... les clients vont aimer cela ! Boeing n'a pas causé encore pour le 737, il va pouvoir choisir ! Et Airbus pourrait se faire les dents avec le 318, par exemple, pour commencer ! Juste mon idée ! ---------------------- L' article sur Flight Global ---------------- http://www.flightglobal.com/articles/20 ... d-may.html CFM to finish Leap core testing by mid-May By John Croft CFM International has logged more than 30h of testing in the second demonstration phase of its first Leap X core demonstrator as it prepares the ground for production of its advanced turbofan. This unit is the first of three engineering cores being built and tested in advance of its next generation Leap X turbofan engine. Testing of eCore 1 is to be complete by mid-May, with the second developmental core expected to begin testing by the middle of 2011. The company plans to certificate in 2014 the first engine in the new line, the Leap X1C for China's 150-seat Comac C919 twinjet. The aircraft is due to enter service in 2016. Phase one of eCore 1 testing ended in June 2009 after 27h of runs focused primarily on combustor and high-pressure turbine (HPT) operation, while phase two is designed to check the high-pressure compressor (HPC) over an expected 100h of run time. Included in eCore 2 will be the Leap X1C's two-stage HPT, a fundamental change in the design architecture for the family that to date has used a single-stage HPT. The core's HPC will have 10 stages. For the Leap X series, CFM has doubled both the bypass ratio (to roughly 10) and core pressure ratio (to around 20) to achieve an increase in specific fuel consumption by 15% above the latest CFM56-5B and -7B "tech insertion" models. The increase in bypass ratio, which results in better propulsive efficiency, accounts for 45% of the engine's lower fuel burn, as does an increase in thermal efficiency of the core, which will result in higher internal air temperatures, says CFM Leap programme director Ron Klapproth. Although air temperatures are higher, CFM will maintain HPT blade temperatures to current levels by modifying the shape and cooling design of the blades. The Leap X blades use the same nickel-based, single-crystal super alloy material with Yttria-stabilised zirconium (YSZ) thermal barrier coatings as existing blades. To help recover some of the weight increase associated with increasing the bypass ratio of a turbofan engine, CFM plans to transition to a 50/50 titanium-aluminium (TiAl) alloy cast blade for the LPT. Klapproth says the company will test the new design - which results in a blade that is half the density of nickel super alloy blades on today's CFM56 LPTs - on an CFM56-7B engine during this quarter and towards the end of this year. Later this decade, the company plans to offer further weight savings and fuel efficiency increases by introducing ceramic matrix composite (CMC) blades for the core, some of which may not need bleed air for cooling. The initial Leap X engines will use CMC materials for the HPT shroud. ------------- JPRS _________________ JPRS |
||
|
|
||
|
lequebecois
Inscrit le 11/02/2007 |
# 28 avril 2010 17:03 | |
|
Salut Beochien, Et côté diamètre ça va ressembler à quoi ce Leap-X comparé au CFM56-7 ? _________________ Le bonheur est une pause entre deux emmerdes ! Adepte de la discutaille du coin du comptoir du café de la gare |
||
|
|
||
|
Beochien
Inscrit le 13/02/2007 |
# 28 avril 2010 17:53 | |
|
Pour l'instant ... 75 inch, 1,90 m pour le fan ! Côté leap X En Tissé, plus RTM si c'est fabriqué chez SNECMA Mais ce n'est pas gravé dans le marbre côté Diamètres, de plus les By pass peuvent bouger un peu, de 9 à 10-11 http://www.flightglobal.com/articles/20 ... -time.html Pour les CFM 56 il y a de nombreux diamètres, de 60-61inch pour le 737, à 72 pour le 340 ! En passant par 67-68 pour les A320 ! http://www.cfm56.com/products/cfm56-5b/ ... technology For Leap X, CFM increased the CFM56's 5.5:1 bypass ratio to around 11:1, slightly larger than that of the GE90. Composite fan blades, which GE used for its open rotor demonstrator in the 1980s and later incorporated in the GE90 fan, allow for an increase in fan size without the associated weight penalty. Klapproth says the X1C fan will have a 190.5cm (75in) "plus or minus an inch" diameter with 18 blades, compared with 36 titanium blades for a CFM56-5C and 24 blades for a CFM56-7B. Combined with a new lighter fan containment structure, total weight savings will be 455kg (1,000lb) per aircraft, says CFM. Bypass ratios for re-engining programmes might be 9-10:1, says Klapproth. JPRS (Dernière édition le 28 avril 2010 18:12) _________________ JPRS |
||
|
|
||
|
lequebecois
Inscrit le 11/02/2007 |
# 28 avril 2010 18:03 | |
|
Salut Beochien et merci pour la réponse, Le CFM56-7 a 61 inch, donc 14 pouces (35 cm) de plus pour le Leap-X. Espérons qu'ils réussiront à faire plus petit que 75 pouces pour le 737. Intéressant les 455kg de moins par avion. Merci (Dernière édition le 28 avril 2010 18:04) _________________ Le bonheur est une pause entre deux emmerdes ! Adepte de la discutaille du coin du comptoir du café de la gare |
||
|
|
||
|
Beochien
Inscrit le 13/02/2007 |
# 29 avril 2010 12:01 | |
|
Bonjour Une information de l'UBS sème un peu la panique ! Trop d'Airliners ont trop commandé, Des centaines d'avions en trop, en particulier des A350 et des B787 ! Bon, on peu lire de nombreux commentaires concernant la pérennité des jugements de l'UBS, quand ils s'occupent d'aéronautique ! Ca tempère un peu ! ---------------Infos sur le Seattle PI : ----------------------- http://blog.seattlepi.com/aerospace/arc ... p#extended While air traffic is picking up and Boeing sees "tangible signs of recovery," analysts at UBS say airlines have ordered too many planes already, particularly Airbus' A350 XWB and, more so, Boeing's 787 Dreamliner. "Our analysis reveals that many of Airbus' and Boeing's top customers appear to have over ordered, even after assuming future growth at high levels, which could result in additional deferrals and cancellations and, at minimum, likely yields few orders from what have been the manufacturers' largest customers," UBS analysts, led by David Strauss, wrote in a report released Tuesday. The analysts focused on the top 100 airline customers, accounting for an estimated 70 percent of Airbus and Boeing's combined backlog of nearly 6,800 aircraft and roughly 60 percent of the two plane makers' scheduled deliveries over the next five years. Airbus has more risk, with its single-aisle mainstay A320 over ordered, while Boeing's 737 has the potential for new orders from customers looking to replace aircraft, the analysts wrote. While 65 percent of the Boeing and Airbus backlog is single-aisle, the widebody orders are more at risk, according to the report. "We see nearly 400 excess widebody orders that could be deferred, with both manufacturers' widebody product appearing over ordered. The 787 and A350 appear particularly over ordered." The analysts gave one caveat, writing in their 787 section: "While it is possible that airlines might have considered a longer time horizon when placing their orders than the eight years we have assumed in this analysis, we believe some over ordered." Here's UBS' breakdown by model: * Boeing 787 -- 275 over ordered; * 777 -- 33 over ordered; * 737 -- 206 under ordered; * 747 -- 44 under ordered; * Airbus A350 -- 250 over ordered; * Airbus A330 -- 83 over ordered; * A320 -- 152 over ordered Rien que celà en trop ! JPRS (Dernière édition le 29 avril 2010 12:03) _________________ JPRS |
||
|
|
||
|
Beochien
Inscrit le 13/02/2007 |
# 29 avril 2010 14:03 | |
|
Bonjour ! Réactions mitigées, devant l'arbitrage d'airbus en faveur du 350-800 plus lourd et plus long range ! La majorité des clients OK, les prochains clients Européens dubitatifs ... Je sens venir un jour une famille MC, plus franchement allégée, comme inprudemment annoncé il y à 2 ans ... On verra ... Smile --------------------- De Flightglobal ------------------- http://www.flightglobal.com/articles/20 ... irbus.html 'Most XWB customers' endorse A350-800 rethink: Airbus By Max Kingsley-Jones Airbus acknowledges that the decision not to optimise the A350-800 and instead develop it as a shrink of the -900 does have a weight and fuel-burn penalty of "a few percent". However it denies that the decision to focus on range capability rather than optimum operating costs has irritated some customers wanting to use the aircraft on shorter routes. "The customers have mostly endorsed that decision [to create the -800 as a shrink of the -900]," says A350 chief engineer Gordon McConnell. Airbus presented the revised -800 to current and potential customers during April's annual A350 programme progress review in Nantes (Airbus says non-XWB-customer attendees included Air France, British Airways and Lufthansa). Flight International understands that some attendees have been unhappy with the plan to trade operating economics for range and lower ownership cost with the decision not to optimise the design of the -800 around reduced weights. Airbus denies this, although McConnell concedes that "trying to keep all the airlines happy at the same time is not easy". He says that Airbus has "to develop an aircraft that everyone wants" and points out that despite the -800's increased weights which boost range by 460km (250nm), it has retained the original basic weights "because they will be more interesting to airlines who are flying regional operations, and we'll probably offer some even lower take-off weights for customers with very short-range activities". Despite the fuel burn penalty, McConnell says that the A350-800 retains a very strong advantage in operating economics over the airframer's current long-range twin, the A330-200. "The A350-800 has got about 1,400nm [2,590km] more range with 30 more passengers, but it's burning less fuel too - over a 4,000nm [7,400km] mission the A350-800 burns around 23% less fuel [per seat] than an A330-200," McConnell says. He also dismisses the notion that the decision to revise the A350-800 into a heavier, longer-range aircraft could leave a niche open for the smaller, lighter A330-200. "The economics mean that once this aircraft is available, people will not probably chose to buy our A330-200 any more," he says. JPRS _________________ JPRS |
||
|
|
||
|
Beochien
Inscrit le 13/02/2007 |
# 29 avril 2010 19:25 | |
|
Bonjour ! Bonsoir! Il y à 2 ans, sur ce même site, pendant Farnborough 2008, on a pu voir une info des plus rares, L'annonce d'une gamme à MTOW réduit du A350, par M François Caudron , VP A350 ! ! Nouvelle vite étouffée et sans suite (Ou erreur de com peut être, le champagne aidant,) c'était trop tôt) On attends toujours des nouvelles, après 2 ans ! http://www.flightglobal.com/articles/20 ... tions.html ------------------------- "From the start we'll offer the A350 with different take-off weights and a 30t reduction is available that is suited to medium-haul operations for airlines that don't need the extra long range," says Francois Caudron, vice-president A350 customer and business development. ----------------------- JPRS _________________ JPRS |
||
|
|
||
Ajouter une réponse
Vous devez être inscrit et connecté sur AeroWeb pour pouvoir ajouter une réponse à ce sujet !
