Thread A350 XWB
- Autore Discussione rick@BCN
- Data d'inizio
EADS: IL PROGRAMMA A350 SUBIRÀ UN RITARDO - STAMPA
Il programma A350 di EADS (NL0000235190) subirà un ritardo. Lo riporta oggi "La Tribune". Secondo delle indiscrezioni raccolte dal quotidiano finanziario due delle tre versioni dell'aereo a lungo raggio di Airbus, l'A350-800 e l'A350-1000, slitteranno di due anni, rispettivamente al 2016 e al 2017. Airbus potrebbe annunciare il ritardo il prossimo fine settimana prima dell'apertura del salone di Le Bourget.
http://www.borsainside.com/mercati_...a350-subira-un-ritardo-stampa-17-06-2011.shtm
Il programma A350 di EADS (NL0000235190) subirà un ritardo. Lo riporta oggi "La Tribune". Secondo delle indiscrezioni raccolte dal quotidiano finanziario due delle tre versioni dell'aereo a lungo raggio di Airbus, l'A350-800 e l'A350-1000, slitteranno di due anni, rispettivamente al 2016 e al 2017. Airbus potrebbe annunciare il ritardo il prossimo fine settimana prima dell'apertura del salone di Le Bourget.
http://www.borsainside.com/mercati_...a350-subira-un-ritardo-stampa-17-06-2011.shtm
La sostituzione dei B772 è una tua ipotesi oppure è una dichiarazione di qualcuno di AZ?
- 10 Dicembre 2007
- 14,902
- 3,087
Per ora è sicuro solo l'ordine di APF per 12 A350-800. Se anche venissero convertiti in 900, credo che le consegne andrebbero alle calende greche.
Peraltro viste le modeste possibilità di spesa di AZ, credo che la riconfigurazione dei 777 e il loro utilizzo per almeno 5-6 anni, sia la soluzione migliore.
A gestire il discorso 350, credo proprio che penseranno i francesi.
Peraltro viste le modeste possibilità di spesa di AZ, credo che la riconfigurazione dei 777 e il loro utilizzo per almeno 5-6 anni, sia la soluzione migliore.
A gestire il discorso 350, credo proprio che penseranno i francesi.
Gigginhio 737
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Beh,io dire che forse l'A350 andrà a sostituire più i 767 che i 777.Comunque se davvero Alitalia prende qualche A350-1000,sarebbe ottimo perchè con la configurazione delle 3 classi Alitalia ci sarebbero in totale 350 posti !!!!!
I 767, che usciranno tutti entro il 2012, saranno sostituiti con i nuovi A330.
Gigginhio 737
Bannato
avremo
10 B777
10 A330 (nuovi) +2(in forse)
i due ex-ap vanno via,uno sembrerebbe a breve.
Gigginhio 737
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TheVoyager
Bannato
- 6 Giugno 2010
- 2,541
- 0
aveva pure dichiarato,mesi a dietro,che teneva gli 80 fino al 2014,invece a fine anno ne mettiamo sul prato 8,meglio credere agli aerei sul piazzale che alle parole,sempre che sabelli rimarrà pure nel 2012
Gli A350 non sono ancora e forse non lo saranno mai contemplati dal management AZ, sono ordini APF.
Se gli A350 finiranno ad AZ è logico che saranno versioni -900 o -1000 con lo scopo di sostituire i B772, ovviamente non dal 2014, poi magari saranno A358 per ampliare la flotta.
A quanto pare AZ non voleva gli A350 prima del 2016:
Questo l'articolo completo di Aviation Week:
Airbus Delays A350-1000, -800
Jun 19, 2011
By Robert Wall wall@aviationweek.com
PARIS
Airbus is once more rewriting its plans for the A350XWB, delaying entry into service of two models while promising much improved performance on the largest version in the family of twin widebodies.
The A350-800 now will not be fielded until mid-2016, two years later than planned, and the -1000 will only emerge in mid-2017, about 18 months later than customers have been promised, although Airbus officials insist the design changes will yield a much improved product. It is the third time Airbus has made major changes to its A350 plan since it first tried to determine how to tackle Boeing’s 787.
It is not just higher performance that is causing the schedule delay, however. Airbus is trying to free industrial resources to ease development pressure on the already late A350-900, the first of the aircraft family due to be fielded, and develop the A320NEO (new engine option). “We are quite stretched” in some areas, concedes Airbus chief operating officer Fabrice Bregier, pointing to stress engineers and composite specialists. The delay, particularly on the -800, “relaxes a little bit the constraints on key resources,” he notes.
The -800 adjustment was made possible because many customers for the type have migrated to the -900, says John Leahy, Airbus COO for customers. That means that no customers were due to receive the aircraft until mid-2016, so the delay has no direct customer impact. Bregier insists that if there had been customers in early 2016, the product could have been ready in time. Company officials dismiss the notion they may abandon the -800 outright. First flight of the type is expected in 2015.
The centerpiece of the adjustment is the A350-1000, with which Airbus is trying to attack the Boeing 777-300ER. The main feature of the change is increasing the thrust of the Rolls-Rocye TrentXWB engine to 97,000 lb., 4,000 lb. more than forecast. The change allows Airbus to offer 400 naut. mi. more range at a maximum passenger weight of 4.5 metric tons on a 6,000 naut. mi. route. The change prompts Leahy to boast that the -1000 “does more than the 777-300ER does and it does it with 25% less fuel consumption.”
Boeing has long said it is ready to improve the 777, but has held off on defining the update until Airbus more clearly spells out its plans. That strategy now appears to have worked out, giving Boeing more time to continue selling the profitable widebody and figuring out how to respond.
Boeing Commercial Airplanes President Jim Albaugh said on June 16 that both smaller and larger improvement packages for the 777 are being considered depending on what its rival does.
The higher performance for the TrentXWB powering the A350-1000 will come with “absolutely no fuel burn deterioration” over what was promised, says Mark King, the Rolls-Royce president for civil aerospace. The upgrade is built around better than expected performance on early build TrentXWB-84s for the -900, allowing the engine maker to tweak the performance. Some program details are still being defined, King says, but the size of the core will be scaled up slightly to increase air flow. What is more, the heat management will be improved and the new version also will showcase improved materials and tip clearance control. The fan will remain 118 inches in diameter.
Airbus has promised Rolls exclusivity on the -1000 as part of the additional investment the engine company is having to make.
Aircraft changes include a 10 metric ton increase in maximum takeoff weight, and the addition of five aft fuselage frames and six front fuselage frames, as well as structural reinforcements, says Bregier. The wing will also be longer with a longer trailing edge of around 300 mm and new high lift controls and actuators. The capacity of the air conditioning system also has to increase.
Moreover, Airbus is looking to use the extra time to mature some technologies for later introduction, such as composite door frames to replace titanium ones.
The only big supplier change is the main landing gear, which Airbus put out for bid and Goodrich won over Messier-Dowty. The main landing gear will feature six wheels rather than four, a change that was forecast already for the -1000.
The price of the aircraft will also increase, with list price going up $9 million from $299.7 million for the -1000 at 2011 catalogue price. Still unclear are some of the cost considerations of the changes, including whether existing -1000 customers would have to pay the new price. Etihad has ordered 25 of the aircraft, Qatar and Emirates 20 each, and Asiana 10. Also unclear is if the airlines would be owed delay penalties. Bregier says the cost of the -1000 development program should not be much higher than the $2.4 billion earmarked for the effort.
Meanwhile, the -900 program is moving to the start of final assembly around year-end, with the goal of completing the first flight toward the end of 2012 and first delivery at the end of 2013. The program has inched further to the right, but Airbus so far has managed to avoid a slip of first delivery into 2014, although many industry officials expect that still to happen.
Airbus currently has 574 orders for A350s from 36 customers (359 for the -900, 140 for the -800, and 75 for the -1000).
FlightGlobal: Qatar minaccia cancellazione ordine A3510
Akbar al-Baker non sembra aver digerito bene le modfiche proposte da Airbus:
Akbar al-Baker non sembra aver digerito bene le modfiche proposte da Airbus:
FontePARIS: Qatar threatens to cancel A350-1000s after upgrade disappointment
Max Kingsley-Jones
Airbus A350 launch customer Qatar Airways has warned that it may abandon its A350-1000 order if the recently unveiled redesign fails to provide a sufficient step in performance over the Boeing 777-300ER.
Airbus unveiled its revamped A350-1000 at the start of the Paris air show, with changes centring on a more powerful Rolls-Royce Trent XWB engine, revised wing and increased weights, which boosts range by 400nm (740km). As part of the revamp, Airbus has slipped the first delivery by two years to mid-2017 and raised the list price by $9 million.
However, the reaction from the market has been mixed, with several customers, including launch customer Qatar Airways, which has 20 -1000s on order, believing that Airbus has not gone far enough to improve the 350-seater's competitiveness over the rival, and slightly larger, Boeing 777-300ER.
© Billypix
"I was expecting that Airbus would make a competitor to the 777-300ER, that we would have considerably lower seat-mile costs and at least 15% more range, but that is not going to happen," said Qatar Airways chief executive Akbar Al Baker.
"What they are going to give us is fewer seats than the 777-300ER and marginally more range," he said, speaking exclusively to Flightglobal. "Why should I go for a new aeroplane while I already have one that has more revenue generation and just a little less range. I'm investing in this aircraft with very little marginal benefit, range-wise, and negative benefit capacity-wise."
Al Baker added that in addition to this, the revised A350-1000 "is going to be 18 months late - and that is as of now - which means I will have to buy more Boeings to keep up with my fleet plan. And now we also don't have all the commonality benefits that they told us we would have.
"Airbus is not listening to us - I don't think they've achieved anything with this investment," he said.
Al Baker said Qatar Airways has the right to "walk away" from the order if the aircraft does not meet agreed performance requirements: "Once things are clear to us, we may cancel the -1000s or switch them to the -900 variant and transfer some to our leasing division."
Al Baker warned that if Boeing can harvest a 5% fuel burn improvement as part of its 777-300ER improvement effort, "that alone will defeat the -1000 programme".
One leasing company source told Flightglobal: "Boeing will be very happy if Airbus builds the A350-1000 that it is talking about now."
Anche TAP incline al -900 e conferma di Aircraft Purchase Fleet per i 12 A358
DATE:29/07/11
SOURCE:Air Transport Intelligence news
TAP Portugal set to defect to A350-900
By David Kaminski-Morrow
TAP Portugal is poised to defect to the larger Airbus A350-900, becoming the latest in a series of customers to shift away from the shrunk -800 variant.
Airbus parent EADS insists it remains committed to the -800, and is not reviewing the business case, but is discussing options with customers interested in taking the larger -900 following postponement of the -800's development.
TAP had been one of the early signatories for the A350, signing up for 10 of the original A350-800 in 2005 when the type was effectively conceived as a re-engined A330.
The Portuguese flag-carrier subsequently firmed options on another two -800s before Airbus overhauled the A350 design and relaunched it as a new aircraft family, the A350 XWB, in late 2006. Although intended to be an optimised aircraft in its own right, the new version of the A350-800 was revised last year as a smaller version of the -900.
Airbus chose this strategy to increase the -800's range but the airframer also acknowledged that it would raise the type's fuel burn.
While the manufacturer had secured orders for 182 A350-800s in mid-2008 the backlog started sliding away last year as customers began switching to the larger -900. Brazil's TAM and Kuwait's ALAFCO converted 24 -800s to -900s in 2010 and Asiana, Synergy Aerospace and International Lease Finance have all switched either partially or fully to the -900.
Airbus has since pushed back development of the -800 by about two years, postponing entry into service to mid-2016. TAP said its initial deal with Airbus enables it to convert to other variants. "Considering actual and forecasted traffic trends, the A350-900 will better match with TAP's future capacity needs," the airline told Flightglobal.
It has not indicated how many -800s might be switched. Airbus's latest order data also shows lessor CIT - another customer for the original A350 - cancelled its outstanding -800s after converting most of its order for five to the -900 in June. TAP has 12 A350-800s on order and a move to the -900 could potentially bring the -800 backlog down from 135 to 123 aircraft, just two-thirds of the peak total.
EADS chief Louis Gallois, during the company's first-half presentation, said the company was "not questioning the viability" of any of the A350 variants, including the -800.
Amending the development schedule for the -800 would enable EADS to concentrate on the two larger family members, EADS said. Gallois added that the response from airlines has convinced the company to "maintain the three versions", but admitted: "We are in discussions with airlines on the -800 because some of them could be interested in having the -900 before."
Key customers for the -800 include Qatar Airways, US Airways, Hawaiian Airlines and Aeroflot, holding 62 orders between them. Irish lessor Aircraft Purchase Fleet, which took over Italian carrier Air One's order for 12 -800s said it still intends to take the twinjets. Uncertainty surrounds other -800 orders - notably for 10 from two Libyan carriers.
http://www.flightglobal.com/articles/2011/07/29/360139/tap-portugal-set-to-defect-to-a350-900.html
DATE:29/07/11
SOURCE:Air Transport Intelligence news
TAP Portugal set to defect to A350-900
By David Kaminski-Morrow
TAP Portugal is poised to defect to the larger Airbus A350-900, becoming the latest in a series of customers to shift away from the shrunk -800 variant.
Airbus parent EADS insists it remains committed to the -800, and is not reviewing the business case, but is discussing options with customers interested in taking the larger -900 following postponement of the -800's development.
TAP had been one of the early signatories for the A350, signing up for 10 of the original A350-800 in 2005 when the type was effectively conceived as a re-engined A330.
The Portuguese flag-carrier subsequently firmed options on another two -800s before Airbus overhauled the A350 design and relaunched it as a new aircraft family, the A350 XWB, in late 2006. Although intended to be an optimised aircraft in its own right, the new version of the A350-800 was revised last year as a smaller version of the -900.
Airbus chose this strategy to increase the -800's range but the airframer also acknowledged that it would raise the type's fuel burn.
While the manufacturer had secured orders for 182 A350-800s in mid-2008 the backlog started sliding away last year as customers began switching to the larger -900. Brazil's TAM and Kuwait's ALAFCO converted 24 -800s to -900s in 2010 and Asiana, Synergy Aerospace and International Lease Finance have all switched either partially or fully to the -900.
Airbus has since pushed back development of the -800 by about two years, postponing entry into service to mid-2016. TAP said its initial deal with Airbus enables it to convert to other variants. "Considering actual and forecasted traffic trends, the A350-900 will better match with TAP's future capacity needs," the airline told Flightglobal.
It has not indicated how many -800s might be switched. Airbus's latest order data also shows lessor CIT - another customer for the original A350 - cancelled its outstanding -800s after converting most of its order for five to the -900 in June. TAP has 12 A350-800s on order and a move to the -900 could potentially bring the -800 backlog down from 135 to 123 aircraft, just two-thirds of the peak total.
EADS chief Louis Gallois, during the company's first-half presentation, said the company was "not questioning the viability" of any of the A350 variants, including the -800.
Amending the development schedule for the -800 would enable EADS to concentrate on the two larger family members, EADS said. Gallois added that the response from airlines has convinced the company to "maintain the three versions", but admitted: "We are in discussions with airlines on the -800 because some of them could be interested in having the -900 before."
Key customers for the -800 include Qatar Airways, US Airways, Hawaiian Airlines and Aeroflot, holding 62 orders between them. Irish lessor Aircraft Purchase Fleet, which took over Italian carrier Air One's order for 12 -800s said it still intends to take the twinjets. Uncertainty surrounds other -800 orders - notably for 10 from two Libyan carriers.
http://www.flightglobal.com/articles/2011/07/29/360139/tap-portugal-set-to-defect-to-a350-900.html
TheVoyager
Bannato
- 6 Giugno 2010
- 2,541
- 0
Secondo me, visto che ci sono state divergenze, questi A358 non so se andranno ad Alitalia, e poi nel loro piano flotta non mi pare si sia mai parlato di voler acquistare questi aerei. Chissà come si evolveranno le cose.
Dai dati tecnici e dai prezzi previsti mi pare che l'A350XWB possa sostituire gli A340 e i B777 mentre il nuovo B787 sia il naturale sostituto dei B767 e dei A330. Non mi pare siano in concorrenza A350 e B787!
Sbaglio?
Sbaglio?