JPRS mon blog !
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Beochien
Inscrit le 13/02/2007 |
# 27 mars 2009 14:06 | |
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ILFC (Et GECAS pas loin derrière) ... Suite du feuilleton ! Une mise à jour posée et intéressante de Leeham news ! Scott Hamilton ! En gros Chapter 7 Bankrupcy, Non! Chapter 11, toujours possible, mais AIG a des obligations, bien que sujettes à l'approbation gvt US maintenant ! Pour la vente, ben ce serait une solution ! On attends ! Coup de main Boeing et Airbus nécessaire et visiblement insuffisant ! Eximbank s'est défilé ... surprise quand même pour Boeing ! A voir pour les EU, ça peut se jouer là ! At Risk ... les A380, et j'ajoute, peut être la moitié des 787 non engagés ! Les"Petits avions", ben ça devrait passer ! A Lire ! Tout ! -------------------- Leeham news L'article !----------- http://leehamnews.wordpress.com/2009/03 ... rspective/ Update, March 26, 2:20PM PDT: Bloomberg News moved this piece in which ILFC’s CEO says he’ll get the lessor out from under AIG’s “cloud.” Original Post: Mega-lessor International Lease Finance Corp. filed its 2009 10K annual report March 25 with the Securities and Exchange Commission. In it, the company discussed possibilities that could create what’s called a “going concern” situation. In accounting-speak, the reference is all about bankruptcy. If a company or its auditors raise questions about the ability to continue as a “going concern,” this means there is a possibility the company could seek protection in the US bankruptcy courts. This almost always is a Chapter 11 reorganization filing rather than a Chapter 7 liquidation action. In ILFC’s case, management raised the going concern issue; its auditors did not (thus, the auditors gave what’s known as a “clean” opinion.) The auditors did make note of the liquidity discussion raised by management, which is noteworthy in itself. But otherwise, the auditor’s opinion was unqualified. Naturally the media focused on the management discussion of going concern and the liquidity issues facing ILFC. Our phone was very busy with calls from media to add perspective. We told the Los Angeles Times, for example, that ILFC’s business fundamentals are sound and that the company is well managed and profitable. We said that the entire aviation community knows that ILFC’s troubles are not of its own making, but rather imposed upon it by the troubles at its parent, AIG. (We should have added the the financial community knows this as well, but one thinks of some of these things after the fact.) We added the analogy that ILFC was an innocent bystander waiting for the stoplight to change when it got mugged by AIG. Because of the problems at AIG, compounded by the world financial crisis, all the financial issues at ILFC are trickle-down effects from the parent. ILFC is the only unit of AIG that is profitable. Still, the media focused on the dire language in the ILFC 10K, forcing AIG and ILFC to attempt damage control–largely unsuccessfully. ILFC pointed out that AIG has advanced nearly a billion dollars to ILFC in the first three months (a portion of which was still subject to approval by the Federal Reserve, but this is expected). AIG is committed to providing additional funding as required until ILFC is sold. (The AIG funds, of course, are flow-through funds from the $173bn bailout by the Fed to AIG.) We’ve told every media that called that there is no chance, in our view, that the US government will allow ILFC to fail, regardless of the dire language in the 10K. Naturally the Seattle media focused on the fact that ILFC is Boeing’s largest customer. When the news broke in the US, it was already evening in France, past the print media deadlines, but we have no doubt similar headlines will follow and report that ILFC is the biggest customer for Airbus. ILFC at December 31 had 168 outstanding orders from Airbus and Boeing, including 74 Boeing 787s and 10 Airbus A380s. The balance of the Airbus orders are for the A320 family; the Boeing mix is mostly 737s with a few 777s as well. ILFC is considered by observers certain to cancel the A380s come January 1, when it is permitted to do so under the contract with Airbus. ILFC has more than 40 Airbus and Boeing airplanes schedule for delivery this year. ILFC revealed in the 10K that only four of the A320s have been financed by the European Credit Agencies (ECA). Because of credit-rating downgrades, the ECA won’t finance the remaining Airbus’ until certain additional conditions are met. We believe that this will happen; given the European propensity to do what it takes to support Airbus, we would be stunned if the ECAs deny further financings. The US ExIm Bank, however, did deny ILFC’s application to finance the Boeing deliveries this year, amounting to fewer than a dozen 737s and 777s. This was stunning, given that the ExIm Bank is widely considered to be “Boeing’s bank.” Boeing, ILFC and ExIm met during last week’s ISTAT conference to try and reach an agreement. The reporting was, for the most part, factually correct, straight-foward write-ups of the 10K. By close of business on the 25th, Google News showed roughly 60 stories and we know of several in the trade press that Google did not pick up. By the morning of the 26th, when European and Asian media are awake, we expect a lot more. Having said that, The Financial Times of London went over the top. It reported that should ILFC be forced to cancel the 168 orders, valued at $16.7bn, this would be “devasting” to Airbus and Boeing. Pish-posh. Nobody likes to lose $17bn in orders but let’s get real: the two companies have a backlog of around 7,000 jets; 168 equals 2.4%. Since nobody seriously believes ILFC will be forced into Chapter 11 bankruptcy, what is the real meaning of its current situation? It is that ILFC has become a microcosm of what is going on in the financial markets. Access to commercial funding is nearly impossible, and when it is available, it is expensive. Here is a business that is profitable, one that is the largest lessor in the world (by asset value), that is reduced to including language about being a going concern, all because of problems out of its own control at its parent that created a worldwide financial crisis and liquidity concerns for a stellar subsidiary. Selling ILFC is problematic because of the financial crisis. We hate to use the term “poster child” of the world’s financial crisis, but in many respects, that’s what ILFC is. This is the real perspective about ILFC. ILFC’s global competitor, GECAS, the mega-lessor subsidiary of GE Capital Services (itself a unit of GE Corp.), has similar issues, even if they are not as dire. (Perhaps we should add “yet.”) Other lessors have found access to capital an issue. All this hurts the airline industry and puts more pressure on Airbus and Boeing to step up and provide customer financing. Airbus says its planning to fund EUR1bn and Boeing figures $1bn. Many observers, including ILFC’s CEO Steve Hazy, figure each company will have to do substantially more than that. ILFC’s challenges are far from over. But we just do not believe the Fed will allow ILFC to default on its obligations. Voir Aussi : L'Everett Herald, Michelle Dunlop ! http://www.heraldnet.com/article/200903 ... 69978/1005 _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 27 mars 2009 14:13 | |
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ILFC ! Ca va vite quand ça chauffe ! Et une bouée de sauvetage (Attendue) US Gvt /AIG pour un an !! ----------------- Newser/AP Extrait ------------------- http://www.newser.com/article/d975th1g2 ... -sale.html The New York Federal Reserve has signed off on American International Group Inc.'s latest cash infusion for its aircraft leasing unit, a lifeline aimed at keeping it in business until it can be sold. International Lease Finance Corp., one of the world's largest buyers of airliners, had warned that a failure to come up with new loans from AIG or someone else could threaten its survival. AIG had already loaned $800 million to the unit to cover its March spending. And on Thursday, ILFC Chief Financial Officer Alan Lund told The Associated Press that another $900 million AIG loan for April was approved late Wednesday by the New York Federal Reserve. The money will be received on Monday; Lund said ILFC has $600 million in debt that will mature two days later. ILFC said in a filing that AIG will continue to offer such loans until March 2010 or until the unit is sold, whichever comes first. "ILFC will continue to have adequate financing through March 2010, at least," AIG spokesman David Monfried said. He said the company is in talks with several potential buyers, all of whom have the financial wherewithal to close a deal. "The company actually will be sold. We are talking to a variety of interested potential buyers right now," Monfried told the AP ----------------- QQ lignes en Fr ------------- http://www.lesechos.fr/investisseurs/ac ... s-2010.htm (Message édité par Beochien le 27/03/2009 14h14) _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 27 mars 2009 18:47 | |
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Les tribulations des Airliners Indépendants en Chine ! Ben, quand on est une immense Nation communiste ... qui pousse à une économie Capitaliste, avec une forte politique Régionaliste, tout en maintenant une Centralisation des Crédits et les Achats d'avions Centralisés ... aussi .. Et que le gouvernement Communiste et Centralisé essaye de mettre de l'ordre dans les régions autonomisées corrompues et affairistes .. A votre avis qu'est ce que celà donne ?? Un immense bordèle côté Airliners Chinois Non Govt, par exemple et aucune mesure cohérente à la vista ! Et bien sûr les Cies Gvt qui se sauveront ! Bon courage les Airframers ... avec qui parler maintenant ??  ---------- De USA Today Extrait et Bloomberg --------------- http://www.usatoday.com/travel/flights/ ... amp;csp=34 Et, pour les détails .... http://www.bloomberg.com/apps/news?pid= ... refer=home China's private carriers victimized by competition they spurred That's according to Bloomberg News, which writes "China's private airlines created competition for state-controlled carriers, just as the government wanted. Now, they are the ones suffering from it." There are about 20 private airlines in the world's most-populous nation, but Bloomberg says many of those "have stumbled amid a cooling economy, slowing demand and rising capacity." Of course, the absence of government aid that flows to their state-owned rivals also creates an imbalance. Bloomberg notes that China Southern, the country's biggest carrier, got more than $1.9 billion in government bailouts to help it survive the financial crisis. "Private airlines will never get the same treatment from the government as their state rivals," Li Lei, a China Securities analyst in Beijing, tells Bloomberg. "If they can't overcome all these difficulties on their own, they have to either go bankrupt or agree to be acquired." China first permitted private carriers in 2005, and Bloomberg says their introduction "helped speed growth in Asia's biggest air-travel market, as they added new routes and offered fares as low as 1 yuan (15 cents)." But, as in other parts of the world, China's aviation sector has cooled. That's hit private airlines the hardest, especially since they can't rely on state help. "It's up to you if you want the money from the government or to stay independent," Okay Air Chairman Wang Junjin says to Bloomberg. "If you do the business well, you won’t be nationalized." http://www.usatoday.com/travel/flights/ ... amp;csp=34 _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 28 mars 2009 20:11 | |
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La fin des Radars, pour l'aide à la navigation ? La répons est oui, à moyen terme ... La FAA pousse, pour baser tout le système sur le GPS, et les coms satellite, les études sont en cours et un jour, les radars ne seront plus indispensables ... Une transition sera quand même assurée ... Et les militaires garderont leurs coûteux joujoux, bien sûr ! Encore un Nextgen qui va voir le jour ! Il comprends 5 programmes majeurs ! Au fait, ou en est Galiléo ??? ------------------ L'article GCN ---------------------- http://www.gcn.com/Articles/2009/03/26/ ... n-ATC.aspx FAA pushing to get advanced technology into air traffic control system * By William Jackson * Mar 26, 2009 The Federal Aviation Administration has begun phasing in the use of advanced navigational and aircraft tracking technology, moving from demonstration and pilot projects to initial production capability for key elements of its Next Generation Air Transportation System. One of the first of these to be implemented is Automatic Dependent Surveillance Broadcast (ADS-B), Hank Krakowski told the Senate Commerce, Science and Transportation Committee's Aviation Operations, Safety and Security Subcommittee on Wednesday. “In December, FAA achieved its In-Service Decision for ADS-B essential services in southern Florida,” said Krakowski, chief operating officer of FAA’s Air Traffic Organization. “Achievement of this major milestone clears the way for national deployment of broadcast services.” ADS-B, a major component of FAA’s NextGen program, lets airplanes determine their position using a global navigation satellite system and broadcast that information to other aircraft and to ground stations, rather than depending on ground-based radar. FAA calls ADS-B a proven technology after years of use by general aviation pilots in Alaska and in air transport carriers in the Ohio River Valley, and is beginning deployment of it in the Gulf of Mexico, where it has never had radar coverage. NextGen is a long-term effort by FAA to bring air traffic control into the 21st century. It would replace the current radar-based air traffic control system in which data, communications and instructions flow to and from a handful of ground control facilities, to a satellite-based system that would allow aircraft to locate each other and communicate with each other and FAA controllers more efficiently. This would allow more efficient use of congested air space and airport facilities. NextGen includes five major programs. In addition to ADS-B there is the System-Wide Information Management (SWIM), NextGen Data Communications (DataComm), NextGen Network Enabled Weather (NNEW), and National Airspace Voice Switch (NVS). Krakowski said implementation of these multiple systems alongside existing air traffic control systems will be complex. “NextGen is an evolutionary process, and existing systems must be sustained as we transition,” he said. “NextGen builds on legacy systems to increase capability in today’s National Airspace System, adds new performance-based procedures and routes, and ultimately delivers programs that transform the NAS. As it is implemented, NextGen will gradually allow aircraft to safely fly more closely together on more direct routes, reducing delays, and providing benefits for the environment and the economy through reductions in carbon emissions, fuel consumption, and noise.” _________________ JPRS |
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Vector
Inscrit le 26/06/2007 |
# 28 mars 2009 21:16 | |
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Beochien, Supposons qu'en temps de guerre un pays comme la Chine ou l'Inde neutralise les satellites GPS au laser ou en largant une poignée de boulons sur leur trajectoire. Ce sera intéressant de voir les astrodômes revenir sur les avions de ligne et les pilotes vont devoir réapprendre les joies de l'estime. A l'époque des premiers satellites, les Américains, sans doute pour montrer qu'ils pouvaient faire quelque chose, avaient dispersé des aiguilles de cuivre dans l'espace. Résultat : plusieurs bandes de fréquences HS pour des années. Le GPS c'est bien en auto ou dans la forêt, pas forcément l'idéal au FL350... _________________ " Des trolls, n'en jetez plus, la cour est déjà pleine !" Vector |
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Beochien
Inscrit le 13/02/2007 |
# 28 mars 2009 21:34 | |
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C'est certain Vector ... Mais la multiplication des Satellites et des systèmes rends une action d'envergure difficile, détectable et punissable ... Sauf guerre évidemment ... Il y a déjà redondance ... côté satellites, et il faut en "Voir" mini, seulement 3 ... Les radars miltaires resteront de toute façon ... Et les 3/4 du globe ou plus, ne sont pas couverts par les civils, de toute façon ! Beaucoup d'écos en perspective, des plans de nav optimisés etc ! C'est tentant ! Et du temps de gagné aussi ! Bon, à suivre ! Moi aussi j'ai vu les points sextant du radio nav, il y a bien longtemps ... sur le Sahara ! (Message édité par Beochien le 28/03/2009 21h38) _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 29 mars 2009 14:11 | |
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Les IngénieursRR de indianapolis, se fendent d'un article de synthése sur les points permettant des progrés dans les moteurs et qq pistes ...rien de nouveau fondamentalement .. mais quelques infos ! En gros, les recherches se dirigent toujours vers trois ou quatre grandes directions .. T°, Poids, Etanchéités, Aéro interne ... Les aubes et déflecteurs monocristallins .. pour de meilleures T°, le grand facteur d'écos, restant les T° max utilisables .. On note au passage les CMC Céramic Matrix Compososite pour les échappements ! On peut voir que des matériaux permettant des bords d'attaque ellipsoïdes aux aubes de turbine à fait gagner 1,3% au T700 ! Et le tout sur fond de stabilité et rigidité du moteur, pour éviter les fuites parasites, facteur de pertes d'eficacité immédiatr (Ou dans le temps) Noté quand même les expérimentations sur un moteur "Elastique" permettant de faciles variations dimentionelles ! Un PDF intéressant ! http://asmcommunity.asminternational.or ... 0eaf23654e ET http://www.prweb.com/releases/turbine_e ... 253794.htm _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 29 mars 2009 15:15 | |
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Aprés avoir vendu 200 avions dans les divers Emirats, Boeing s'aperçoit aprés tout le monde qu'ils attendent qq retombées ... surtout ceux qui ont peu de pétrole ... Un peu de teasing ne peut pas faire de mal Un petit bout de 787 siouplait, qq chose à faire quoi !!!! C'est bien, on va l'étudier !  ------------Extrait Tne national AE -------------- http://www.thenational.ae/article/20090 ... 4/1005/rss Boeing believes there are potential synergies in creating joint ventures with firms including Mubadala Development, an investment company owned by Abu Dhabi, for aviation education, training, manufacturing and technological development. “They clearly want to move forward with economic diversification in aerospace,” said Paul Kinscherff, the newly installed president of Boeing Middle East in charge of promoting Boeing commercial and military aircraft in the region. “We are very interested in continuing to talk with Mubadala about things they might be interested in.” Abu Dhabi is redefining the supplier-purchaser relationship to include industrial co-operation as the emirate invests in new industries to wean itself from dependence on oil and gas revenues. Large European aerospace operations such as EADS, the parent company of Airbus, and Alenia Aeronautica of Italy have already signed deals to use a carbon fibre plant being built at Al Ain by Mubadala. The plant will produce parts for Airbus aircraft including the A380 superjumbo as well as aircraft from Alenia Aeronautica. Alenia’s subsidiary, Alenia Aermacchi, will also use Abu Dhabi to stage final assembly of 48 trainer jets and light-attack aircraft it is building for the Armed Forces in a deal worth more than US$1 billion (Dh3.67bn). US firms have been slower to realise the full breadth of Abu Dhabi’s investment aims but are starting to forge alliances. In 2007, as Mubadala and EADS entered into final negotiations for the carbon fibre deal, Boeing officials sounded more tentative about their level of interest. “We are going to monitor that very closely to see if they develop that [capability] over time and it is something we can tap into,” said Lee Monson, who at the time was the executive vice president of sales for the Middle East and Africa at Boeing. Since then, Sikorsky, the US helicopter maker, has forged a partnership with Mubadala to build a military aircraft maintenance centre in Abu Dhabi and service the region’s air forces. Northrop Grumman, the US defence contractor, has also signed a memorandum of understanding with Injazat, a Mubadala affiliate, over IT support for Northrop’s early-warning radar aircraft, which is being considered by the Armed Forces. _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 29 mars 2009 16:29 | |
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C'est vrai qu'il travaillent le Dimanche à Dubaï ! Devant l'accroissement exponentiel (Peut être un peu moins today) du trafique et des flottes les UAE se rencontrent pour décider des mesures à prendre pour la navigation dans leur région ... Ca devient à la mode de restructurer l'espace Aérien, sécurité et économies à la clé, et c'est bien ! Je crois bien que les Saoudis, Kuwait, et Iran, feraient bien de joindre le mouvement ! ----------------- Extrait de AME Info --------------------- http://www.ameinfo.com/190504.html General Civil Aviation Authority announces updates on UAE airspace development plan HE Engineer Sultan Bin Saeed Al Mansouri and HH Sheikh Ahmed bin Saeed Al Maktoum attended a detailed presentation highlighting future development of air routes in the airspace of the UAE. Airspace Restructure Meeting. The heads of the Local civil aviation departments, the chief executive officers of the airports and members of the board, all attended the presentation which was held in the regional office of the General Civil Aviation Authority in Dubai. The meeting began with HE Saif Mohammed Al Suwaidi, Director General of the GCAA, welcoming the attendees and highlighting the objectives of the meeting that included informing all concerned parties in the UAE Aviation sector of future development plans in addition to updating of the country's air routes in order to keep pace with the rapid air traffic growth. He also reviewed the Authority's achievements of updating airspace over the past ten months as well as future plans. Hassan Karam, Director of Air Navigation at GCAA, conducted a detailed presentation of the airspace development plans that aim to absorb the growing increase in the air traffic of the country's airports, including the completion of the new air traffic control center which was named the Sheikh Zayed Center for Air traffic - considered the biggest and most advanced air traffic control center in the Middle East- in order to manage and control air traffic to the year of 2020 with full efficiency. Also, the number of air traffic control units increased from four to six units, and will see the 7th unit by the end of 2009. Furthermore, Karam reviewed the recently deployed systems in the air navigation control such as the Performance-Based Navigation System (PBN)-a new concept in operations planning. The PBN system is an exceptional tool to organize air navigation and facilitate use of air routes with highest levels of safety throughout the development of air navigation's infrastructure. This system will guarantee best use of air routes with a high degree of accuracy, especially busy skies, for many years to come. (Message édité par Beochien le 29/03/2009 17h02) _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 31 mars 2009 00:26 | |
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Bon, j'en reviens à un PB juste vu ... Que devient Qantas à travers ses ordres ... et sa situation financière en piqué pour XX raisons, gestion, traffic, et concurrence en hausse, et incidents multiples, ils ont accumulé ! Et particulièrement maltraités pour les délais par A Et B ... les deux à la foi ... quand il le fallait, pas d'avions, et ils arrivent quand il y en à moins besoin ... mauvais timing ! Et l'article estime qu'ils ont quand même bénéficié de 500 millions de $ d'indemnités ... Donc bien indemnisés, et dans la débine quand même ... Les temps changent ! Un article un peu plus précis cette foi ... Visiblement les 787 vont en prendre un coup, entre annulations et livraisons retardées, on ne sait pas encore, mais peut être la moitié (Mon avis) des 65 787 pourraient passer à la trappe! Et qq A380 aussi ! c'est bien possible ! Wait & See mais ça va mal chez le Kangourous ! Et c'est article n'est pas tendre ! Houla ! ------------------- L'article de Planetalking ------------- http://blogs.crikey.com.au/planetalking ... most-risk/ Et déjà vu ! http://business.smh.com.au/business/odd ... -9e4v.html Qantas signals cancellations or deferrals of Airbus and Boeing orders with Dreamliners at most risk March 28, 2009 – 11:03 am, by Ben Sandilands Qantas is about to cut deeply into its $20 billion commitment to new jets. On 15 March, aware that a serious reconsideration of the order for Boeing 787 Dreamliners was underway, a series of questions was asked of Qantas. Qantas, not surprisingly, didn’t answer them and on 18 March this item on Plane Talking was posted. Today, in various reports, analysts at Citibank and Merrill Lynch are preparing the way for announcements that will rock Airbus and Boeing, but particularly the latter because of the large Qantas exposure to the 787 program, which is running late, no longer has any credible performance specifications, has no credible delivery timetable, and has been described to me as offering nothing more than unproven ‘game changing’ technology in a larger, overweight replacement for the Boeing 767-300 but with less range. Un peu dur Wouah ! There is some disappointment about the 787 program among carriers who fell for the hype. It is normal Qantas procedure to foreshadow major developments through the informed musings of analysts and journalists. Never full disclosure of course, but just enough to indicate that the company is aware of or concerned by situations or events that it subsequently deals with by an announced course of action. The global financial crisis and the steep decline in demand for air travel world wide is driving the Qantas review of future orders, but the shortfall in lucidity and reliable progress reports from Boeing has done it immense harm. Trés dur ... Qantas has 65 Dreamliners on firm order plus options or purchase rights for a further 50. Deferrals of deliveries of the biggest ticket Airbus, the A380, would, if made, also help Qantas reduce the size and rearrange the timing of future capital raisings. The airline has more Boeing 737s on order, and they are needed to replace its aged versions of the same jet, as well as A320 single aisle and A330 big twin engined airliners on order, with more of those Airbuses currently intended for Jetstar rather than Qantas. The airline needs to replace some older less efficient jets as of about last year, when the 787s were repeatedly promised for delivery, and it needed its A380s two years sooner than they started arriving to phase out older 747s. The airline was badly let down by both Airbus and Boeing. It has collected some $500 million in liquidated damages from them in total in its last two financial years. Now it looks like collecting some skin from them as well. ---------------------------------------------------------- Ben Sandilands, un iconoclaste des antipodes qui me plaït bien, et qui ne mâche pas ses mots ! A suivre celui là ! Un échantillon de ses publications ! http://wotnews.com.au/news/Ben_Sandilands/ (Message édité par Beochien le 31/03/2009 00h45) _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 31 mars 2009 01:53 | |
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BA IB Fusion ? C'est pour quand ?? Ca pourrait bien stagner encore qq mois .. La cause, peut être plus de PB irrésolus que prévu ! Fonds de retraite BA, valeurs relatives des compagnies, des données bien fluctuantes en période de crise ! Plus le non disclosed ... Et la £ qui va au tapis tranquillement ! Et l'Espagne, ben ce ne sont plus des pesetas ! -----------Extrait de AirportWatch -------------------- http://airportwatch.org.uk/news/detail. ... ORTWATCH=Y BA and Iberia merger talks are idling on the tarmac 30.3.2009 (Times) by David Robertson and Helen Power BA says that it has parked and sealed two Boeing 747s at Cardiff airport, awaiting an upturn in passenger numbers that it hopes will happen this summer. Merger talks between British Airways and Iberia, the Spanish flag carrier, are making little progress, despite recent assurances from both sides that a deal was imminent. Deal insiders in both London and Madrid have confirmed that momentum has all but stalled and at least a dozen problems remain to be solved. The airlines started merger talks last August in response to a severe reduction in passenger numbers. Further evidence of this downturn emerged over the weekend when BA confirmed that it had parked two Boeing 747 jets at Cardiff airport. The jumbos, worth more than £140 million each, have had their engines covered and doors sealed as the airline awaits for passenger numbers to pick up. BA and Iberia are unlikely to agree a deal soon and one insider suggested that it might take until the summer. The lack of progress is at odds with public statements made by the companies. Fernando Conte, the chief executive of Iberia, said recently that this month would be decisive for the merger and many analysts had expected the Iberia board to agree terms last week. This did not happen. Willie Walsh, the chief executive of BA, told investors at the start of the month that the one remaining sticking point was determining financial control of the parent company. Management positions, the location of the company's headquarters, BA's pension fund deficit and the ownership split between the two sets of shareholders had all been agreed, BA said. However, people close to the talks insist that the outstanding problems are far more numerous than Mr Walsh and Mr Conte have revealed so far. There are understood to be at least a dozen issues to be resolved, including BA's £2.1 billion pension deficit and the ownership split. When the deal was announced, BA's shareholders would have owned nearly 70% of the combined group, based on the respective market capitalisations of the airlines. This has fallen substantially as BA's share price has collapsed and speculation in Spain has suggested that the deal will be done at a split of 55-45 in BA's favour. Et cet été ... ce sera combien... ca vaut le coup d'attendre pour IB !! ?? (Message édité par Beochien le 31/03/2009 01h56) _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 31 mars 2009 11:59 | |
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Bonjour ! Tiens on a repeint la maison ... j'avais cru m'être trompé d'adresse ! Comments ... bien pour l'éditeur ... à première vue et pour la présentation générale ! ! Un petit bug que je passerai en MP ! Une com de IATA qui suit de prés l'évolution de la crise ... on peut s'en douter ! 2010, faible reprise ... limitée par le manque de crédits ! 2011 pourrait revoir une croissance normale ! Amen si ce n'est pas pire ... suis moins optimiste perso ! --------------------- De Flight Global Extrait ----------------------------- http://www.flightglobal.com/articles/20 ... -2011.html IATA expects normal growth will not resume until 2011 By Brendan Sobie IATA expects passenger demand to fall further and warns it could take longer for a recovery to emerge compared to previous recessions. Last week IATA reported a 10% drop in international RPKs for February and widened its loss estimate for 2009 from $2.5 billion to $4.7 billion. IATA chief economist Brian Pearce says the association also has adjusted downward its forecast for 2010 as it sees a "weakened and delayed recovery". "The speed of recovery will be a lot slower than in the past," Pearce told reporters at a briefing today at IATA's Washington office. He adds in a "normal" cycle, there would be a sharp rise in cargo traffic figures from late 2009 or early 2010 and a sharp rise in passenger figures about six months later. But this recession is expected to be different although it is difficult to predict exactly how long it will be before there are sharp increases in traffic figures. Pearce would not provide a loss or profit estimate for 2010, saying this estimate will not be made public until May or June. But he says the new 2009 estimate of a $4.7 billion loss is worse than the 2010 figure as IATA sees some stabilization and "weak growth" taking place next year. "We do expect to see some recovery in 2010," Pearce says. But he adds given the expected slower than usual pace of the recovery IATA does not expect "stable growth" to resume until 2011. "We see 2011 [as the return] for a more normal growth rate," Pearce says. A key factor behind IATA's projection of a slow recovery is the lack of available credit. "It seems commercial banks in spite of the bailouts are not in position to loan freely," Pearce says. A voire si en plus ça marche ! _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 31 mars 2009 12:58 | |
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Bonjour ... Ben ça semble marcher ... en plus ! Un petit tour dans le WI-FI airborne ! Aux USA ça avance vite, mais sans le droit au téléphone ... loi Fed oblige ! Et à des tarifs bien élevés, la caisse d'abord ... faut bien sauver les soldats Ryan un peu cabossés du chapter 11 ! Deux techniques, un Air sol ... c'est bien pour les USA continentaux ..avec les opérateurs locaux Et des technos "Satellite" quand même plus appropriées à l'int'l ! South West expérimente ! Américan, pionnier, doublé par Delta, Leader ... les autres suivent comme ils peuvent, des systèmes pour l'instant, avec Aircell, en Air to Ground, développés en partenariat ?? La situation Europe et Worldwide ?? faut chercher, j'ai pas trop suivi cela ! --------------------------- L'Article du WSJ ----------------------------------- http://online.wsj.com/article/SB1238452 ... d=yahoo_hs By MIKE ESTERL American Airlines plans to equip another 150 planes this year with Internet service, in the latest sign that high-altitude Web surfing could become standard fare on domestic flights in a few years. The AMR Corp. unit began offering wireless Internet to domestic customers on 15 of its Boeing 767-200 planes last August. Now, it plans to install the service on 150 of its MD-80 planes in 2009 and start equipping another 153 of its Boeing 737-800 planes in 2010 for use on domestic flights. Several U.S. airlines are planning on or weighing offering Internet on domestic flights. Delta Air Lines Inc. is aiming to equip more than 300 planes with wireless Internet access by year end. American is charging $7.95 for customers who use hand-held wireless devices. Fees for laptops range from $9.95 for flights that are less than three hours to $12.95 for longer flights. Delta's prices are identical. Both American and Delta are using air-to-ground technology developed by Aircell LLC, an Illinois-based company. Customers can surf the Web and check emails at speeds of up to three megabits per second, faster than many connections on land. But customers won't be able to make in-flight telephone calls, which are prohibited in U.S. airspace by the Federal Communications Commission. Southwest Airlines Co. began testing a satellite-based Internet service on four of its planes earlier this year. Executives expect to decide in coming weeks whether to roll out a broader fee-based service. United Airlines, a unit of UAL Corp., plans to offer air-to-ground Internet service on 13 of its planes in the second half. The service will cost $12.95 and be restricted initially to flights between New York and California. Continental Airlines Inc. and U.S. Airways Group Inc. are studying the introduction of in-flight Internet access for customers. American was the first major U.S. airline to launch Internet service aboard its domestic flights last year but has fallen behind Delta, which now offers the service aboard 77 domestic planes and hopes to equip more than 500 of them by the end of 2010. _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 31 mars 2009 14:25 | |
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AVOD ... c'est pas mystérieux ... Audio Vidéo On Demand ... jusqu'ici trouvé dans les Upper Claas, peut maintenant se démocratiser ! Thalés présente son dernier modèle typé pour les mono-couloirs ...on petit Téra de stockage, et en avant pour 400 films ! Une reprise en main du marché des MC abandonné à Collins et Panasonic ......... jusqu'ici ! Et un step ahead à la sortie du Topséries DSA Saoudi Arabia airlines recevra ses A320 avec les premiers systèmes installés ! ---------------------------- Extrait de Flight Global ----------------------------- http://www.flightglobal.com/articles/20 ... -d-sa.html AIRCRAFT INTERIORS 2009: Thales enters single-aisle IFE fray with TopSeries D-SA By Thales has thrown down the gauntlet to competitors Panasonic and Rockwell Collins, announcing a version of its TopSeries inflight entertainment system aimed specifically at the single-aisle market which will be launched by Saudi Arabian Airlines. Speaking at the Aircraft Interiors Expo in Hamburg, Alan Pellegrini, general manager of Thales' California-based in-flight business, said: "Up to now we've been highly competitive and have won a significant part of the market for full audio/video-on-demand (AVOD) throughout the aircraft. "But among airlines that want something more basic for single-aisle aircraft, Panasonic and Rockwell so far dominated. So we decided to scale our TopSeries family to fit this need, while also aiming not to create a me-too product." The result is the newly announced TopSeries Digital Single-Aisle (D-SA), which is due to make its first appearance in September aboard the first of 42 new Airbus A320s belonging to Saudi Arabian Airlines. _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 1 avril 2009 13:19 | |
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Aprés les Stats et prévisions de L'IATA, ce sont celles de la FAA .... bon je veux bien ! Ils ont du mandater qq'un pour les faire ! Vu que celles de l'année dernière, pour le long terme, sont bonnes pour la poubelle ! Intéressant quand même, le plongeon sera plus accentué aux USA et les réductions de capacité US pourraient profiter pour les Européens ! A terme ... le 787 trop gros pour les cies US ... bientôt les Embraer ... ouaf ! Et le A 350 trop petit pour les Européens ! Et l'Orient qui redécollera 1 an aprés ... aussi ! --------------Bon, Etrait de l'article FAA, qui se fendent d'un Tableau quand même ! ------------------- http://www.centreforaviation.com/news/2 ... asts/page1 US carriers to lose international market share amid crisis - FAA forecasts 1st April, 2009 US mainline air carriers are set to cede significant amounts of market share to their international rivals as they slash capacity amid the economic downturn. US carrier yields are also projected to fall in international and domestic markets over the near and long term, according to the latest 2009-2025 forecasts from the Federal Aviation Administration (FAA). The FAA forecasts US mainline carrier international passenger enplanements to decrease 2.4% in 2009, but recover with 2.4% growth in 2010 and 4.4% average annual growth thereafter, reaching 142.2 million in 2025. US carrier traffic is set to tumble 6.3% on Asia Pacific routes this year and contract 0.3% in 2010, before becoming the fastest growing region at +4.9% (between 2010 and 2025). Latin American traffic by US carriers is expected to fall 1.2% this year, before rising 1.8% next year and expanding at an annual pace of 4.7% between 2010-2025. US carrier traffic on the Atlantic market is expected to decline by 2% this year before a healthy recovery of 4.5% in 2010 and an annual expansion of 3.8% thereafter to 2025. Domestic enplanements are forecast to decrease 8.8% in 2009 and rise 1.9% in 2010 before expanding at an average annual pace of 2.4% between 2010-2025, reaching 690.2 million in 2025. Systemwide enplanements are set to fall by 8% this year, before rising 1.9% in 2010 and expanding by 2.7% between 2010 and 2015. Total system enplanements are expected to reach one billion in 2021 - five years later that the FAA's prediction of 2016 made just 12 months ago. US Mainline Air Carriers Enplanements by World Region (Average Annual Percent Growth) _________________ JPRS |
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