al minuto 1, 55 attorno a un uscita di sicurezza ce tipo una corda rossa qualcuno mi sa spiegare cosa sia?
Thread A350 XWB
- Autore Discussione rick@BCN
- Data d'inizio
Emirates cancella l'ordine di 70 A350XWB
http://www.flightglobal.com/news/articles/emirates-cancels-70-a350s-after-a380-deal-400279/
Airbus and Emirates Airline agree to cancel A350 XWB order
Airbus confirms that Emirates Airline has decided to cancel its order of 70 A350 XWB aircraft*. The decision follows on-going discussions with the airline in light of their fleet requirement review, as demonstrated by their order of 50 additional A380 at the last Dubai Airshow and their continuous interest in the program.
Airbus and Emirates Airline benefit from a long-standing relationship and the airline recently reiterated its confidence in Airbus products particularly by praising the A380 and the benefits the aircraft brings to their operations.
The order of 50 A350-900 and 20 A350-1000 was originally placed by Emirates Airline in 2007 with first delivery slots scheduled from 2019.
Airbus is very confident in its A350 XWB programme. Half a year before entry into service, the A350 XWB order book stands at a healthy 742 firm orders. The A350 flight test campaign is progressing well and is on track for Type Certification in the coming months.
Interest in the game changing A350 has always been very high with customers. Airbus expects the A350 order book to continue growing in 2014.
Notes:
*These figures will be reported in the Orders & Deliveries table of June 2014.
* * *
Posto per primo per commentare che questa cancellazione era gia' prevista dall'ordine dei 50 A380 supplementari per Emirates, la cui strategia per il futuro e' di una flotta bi-tipo, A380 + 777.
http://www.flightglobal.com/news/articles/emirates-cancels-70-a350s-after-a380-deal-400279/
Airbus and Emirates Airline agree to cancel A350 XWB order
Airbus confirms that Emirates Airline has decided to cancel its order of 70 A350 XWB aircraft*. The decision follows on-going discussions with the airline in light of their fleet requirement review, as demonstrated by their order of 50 additional A380 at the last Dubai Airshow and their continuous interest in the program.
Airbus and Emirates Airline benefit from a long-standing relationship and the airline recently reiterated its confidence in Airbus products particularly by praising the A380 and the benefits the aircraft brings to their operations.
The order of 50 A350-900 and 20 A350-1000 was originally placed by Emirates Airline in 2007 with first delivery slots scheduled from 2019.
Airbus is very confident in its A350 XWB programme. Half a year before entry into service, the A350 XWB order book stands at a healthy 742 firm orders. The A350 flight test campaign is progressing well and is on track for Type Certification in the coming months.
Interest in the game changing A350 has always been very high with customers. Airbus expects the A350 order book to continue growing in 2014.
Notes:
*These figures will be reported in the Orders & Deliveries table of June 2014.
* * *
Posto per primo per commentare che questa cancellazione era gia' prevista dall'ordine dei 50 A380 supplementari per Emirates, la cui strategia per il futuro e' di una flotta bi-tipo, A380 + 777.
Re: Emirates cancella l'ordine di 70 A350XWB
Puntualizzazione doverosa, anche perchè una cancellazione di 70 a/m è notizia di per se molto importante soprattutto se viene da EK.
Dal sole 24 ore: Schiaffo ad Airbus, Emirates cancella ordine per 70 nuovi A350
Dal nostro inviato a Tolosa - Emirates ha cancellato un maxi-contratto di acquisto di 70 aerei Airbus 350, l'ultimo velivolo realizzato dalla società franco-tedesca, con una capacità di 250-300 passeggeri. L'ordine annullato aveva un valore, a prezzi di listino, di 2i miliardi di dollari. In realtà, considerando gli sconti fatti dal costruttore, sempre segreti, il prezzo effettivo era inferiore.
Schiaffo ad Airbus
La decisione della compagnia di Dubai è stata confermata da Airbus. Emirates è quella in crescita più rapida tra le tre potenti compagnie del Golfo persico, insieme a Qatar Airways e alla connazionale, ma rivale, Etihad di Abu Dhabi. La mossa di Emirates è uno schiaffo a Airbus che, da Tolosa, ha detto che la decisione «segue le discussioni in corso alla luce della revisione sui requisiti della flotta» di Emirates, «come dimostrato dall'ordine di 50 ulteriori A380 all'ultimo salone aerospaziale di Dubai e il continuo interesse della compagnia nel programma».
Ordine di acquisto avviato nel 2007
Emirates aveva fatto l'ordine di acquisto dei nuovi aerei a lungo raggio A350 Xwb nel 2007, il contratto prevedeva 50 A350-900 e 20 A350-1000, con inizio delle consegne dal 2019. L'A350 è stato lanciato dal costruttore europeo per fronteggiare il successo commerciale del Boeing 787 Dreamliner, l'aereo americano costruito con largo uso di fibra di carbonio per alleggerire la fusoliera e ridurre i consumi di carburante. Il B787 ha subìto ritardi superiori a due anni a causa di problemi soprattutto negli impianti elettrici. Ma anche l'A350, un progetto annunciato nel 2005, ha subito incontrato difficoltà, l'aereo è stato riprogettato nel 2006.
Tra sei mesi l'entrata in servizio con Qatar Airways
L'A350 non è ancora in servizio commerciale. Il primo volo è stato fatto il 14 giugno 2013, le prove di volo sono in corso, la certificazione ai voli di linea è prevista per i prossimi mesi. L'entrata in servizio per il trasporto passeggeri è prevista tra sei mesi con Qatar Airways, salvo imprevisti. Airbus ha confermato la fiducia nel nuovo programma, precisando che l'A350 Xwb ha un portaoglio ordini "solido" di 742 ordini fermi.
L'azienda minimizza: nessun impatto finanziario
Il direttore commerciale di Airbus, John Leahy, ha cercato di minimizzare l'impatto della cancellazione del contratto Emirates dicendo: «La cancellazione non avrà impatto finanziario su Airbus, le consegne a Emirates erano previste tra il 2019 e il 2023». Ma a Tolosa hanno accusato il colpo.
Dal nostro inviato a Tolosa - Emirates ha cancellato un maxi-contratto di acquisto di 70 aerei Airbus 350, l'ultimo velivolo realizzato dalla società franco-tedesca, con una capacità di 250-300 passeggeri. L'ordine annullato aveva un valore, a prezzi di listino, di 2i miliardi di dollari. In realtà, considerando gli sconti fatti dal costruttore, sempre segreti, il prezzo effettivo era inferiore.
Schiaffo ad Airbus
La decisione della compagnia di Dubai è stata confermata da Airbus. Emirates è quella in crescita più rapida tra le tre potenti compagnie del Golfo persico, insieme a Qatar Airways e alla connazionale, ma rivale, Etihad di Abu Dhabi. La mossa di Emirates è uno schiaffo a Airbus che, da Tolosa, ha detto che la decisione «segue le discussioni in corso alla luce della revisione sui requisiti della flotta» di Emirates, «come dimostrato dall'ordine di 50 ulteriori A380 all'ultimo salone aerospaziale di Dubai e il continuo interesse della compagnia nel programma».
Ordine di acquisto avviato nel 2007
Emirates aveva fatto l'ordine di acquisto dei nuovi aerei a lungo raggio A350 Xwb nel 2007, il contratto prevedeva 50 A350-900 e 20 A350-1000, con inizio delle consegne dal 2019. L'A350 è stato lanciato dal costruttore europeo per fronteggiare il successo commerciale del Boeing 787 Dreamliner, l'aereo americano costruito con largo uso di fibra di carbonio per alleggerire la fusoliera e ridurre i consumi di carburante. Il B787 ha subìto ritardi superiori a due anni a causa di problemi soprattutto negli impianti elettrici. Ma anche l'A350, un progetto annunciato nel 2005, ha subito incontrato difficoltà, l'aereo è stato riprogettato nel 2006.
Tra sei mesi l'entrata in servizio con Qatar Airways
L'A350 non è ancora in servizio commerciale. Il primo volo è stato fatto il 14 giugno 2013, le prove di volo sono in corso, la certificazione ai voli di linea è prevista per i prossimi mesi. L'entrata in servizio per il trasporto passeggeri è prevista tra sei mesi con Qatar Airways, salvo imprevisti. Airbus ha confermato la fiducia nel nuovo programma, precisando che l'A350 Xwb ha un portaoglio ordini "solido" di 742 ordini fermi.
L'azienda minimizza: nessun impatto finanziario
Il direttore commerciale di Airbus, John Leahy, ha cercato di minimizzare l'impatto della cancellazione del contratto Emirates dicendo: «La cancellazione non avrà impatto finanziario su Airbus, le consegne a Emirates erano previste tra il 2019 e il 2023». Ma a Tolosa hanno accusato il colpo.
Secondo me Boeing sta preparando una gamma WB molto più lineare e competitiva rispetto ad Airbus.
Gli americani hanno definito correttamente i due modelli 787 e 777, distanziandone le 5 versioni in modo ottimale per coprire al meglio il mercato fino a 400 posti.
Gli europei al contrario mi sembra stiano prendendo le decisioni rincorrendo un po' gli eventi. L'unica macchina in arrivo realmente ottimizzata sarà il 350-900. Il fratello minore 800 è semplicemente una versione accorciata, mentre il 1000 è stato in parte riprogettato per mantenere le specifiche promesse. Cosa che ha aumentato il peso e diminuito la commonality con il 900.
Il futuro 330neo, a sua volta sconterà una certa inferiorità rispetto al 787, nettamente più evoluto come disegno e come materiali. E disponibile in 3 versioni contro 2.
Infine il 380, che secondo me nell'attuale versione 800 sconta un certo sovradimensionamento strutturale. Che è dovuto al fatto che la versione merci e quella allungata 900, avrebbero dovuto avere un peso massimo maggiore. Sovradimensionamento che ovviamente ha un costo in termini di peso.
La futura versione neo, non potrà che acuire questo limite, nel senso che il 380 anche a pieno carico, partirà probabilmente con un peso ancor più lontano di ora rispetto a quello permesso dalla struttura. La "cura" potrebbe essere lo streched 900, che potrebbe utilizzare al meglio la capacità strutturale residua di cui sopra aumentando il carico. Ma EK a parte, non deve essere uno scherzo riempire sistematicamente una macchina da 600 posti.
Gli americani hanno definito correttamente i due modelli 787 e 777, distanziandone le 5 versioni in modo ottimale per coprire al meglio il mercato fino a 400 posti.
Gli europei al contrario mi sembra stiano prendendo le decisioni rincorrendo un po' gli eventi. L'unica macchina in arrivo realmente ottimizzata sarà il 350-900. Il fratello minore 800 è semplicemente una versione accorciata, mentre il 1000 è stato in parte riprogettato per mantenere le specifiche promesse. Cosa che ha aumentato il peso e diminuito la commonality con il 900.
Il futuro 330neo, a sua volta sconterà una certa inferiorità rispetto al 787, nettamente più evoluto come disegno e come materiali. E disponibile in 3 versioni contro 2.
Infine il 380, che secondo me nell'attuale versione 800 sconta un certo sovradimensionamento strutturale. Che è dovuto al fatto che la versione merci e quella allungata 900, avrebbero dovuto avere un peso massimo maggiore. Sovradimensionamento che ovviamente ha un costo in termini di peso.
La futura versione neo, non potrà che acuire questo limite, nel senso che il 380 anche a pieno carico, partirà probabilmente con un peso ancor più lontano di ora rispetto a quello permesso dalla struttura. La "cura" potrebbe essere lo streched 900, che potrebbe utilizzare al meglio la capacità strutturale residua di cui sopra aumentando il carico. Ma EK a parte, non deve essere uno scherzo riempire sistematicamente una macchina da 600 posti.
Dall'idea che mi sono fatto i prodotti più competitivi per la propria categoria/range autonomia saranno nei prossimi 20 anni almeno.
- A32Neo per i nb dove Boeing cerca di recuperare con la famiglia 737Max che però non dovrebbe raggiungere l'efficienza dell'Airbus soprattutto se verrà omologato l'A320Neo a 186 o 189Y
- B787 per la media capienza , diciamo attorno ai 250/285 pax dove Airbus risponderà col 330Neo, probabilmente non altezza dell'aeromobile americano.
- B777X per la fascia 300/400 pax sarà un altro sicuro riferimento viste le prestazioni promesse. Non succederà quello che è successo tra B77W ed A346, però vedo ancora una volta in svantaggio Airbus col suo A350.
- A380 e futuri derivati per la grandissima capacità, oltre i 400/450 pax. Il 748 non potrà mai stare al passo della famiglia cicciobus.
I prodotti non di riferimento probabilmente venderanno con sconti maggiori.
Per quanto riguarda i regional onestamente non ho ancora capito quale prodotto sia migliore tra la famiglia EMJ di Embraer ed i CSeries di Bombardier.
- A32Neo per i nb dove Boeing cerca di recuperare con la famiglia 737Max che però non dovrebbe raggiungere l'efficienza dell'Airbus soprattutto se verrà omologato l'A320Neo a 186 o 189Y
- B787 per la media capienza , diciamo attorno ai 250/285 pax dove Airbus risponderà col 330Neo, probabilmente non altezza dell'aeromobile americano.
- B777X per la fascia 300/400 pax sarà un altro sicuro riferimento viste le prestazioni promesse. Non succederà quello che è successo tra B77W ed A346, però vedo ancora una volta in svantaggio Airbus col suo A350.
- A380 e futuri derivati per la grandissima capacità, oltre i 400/450 pax. Il 748 non potrà mai stare al passo della famiglia cicciobus.
I prodotti non di riferimento probabilmente venderanno con sconti maggiori.
Per quanto riguarda i regional onestamente non ho ancora capito quale prodotto sia migliore tra la famiglia EMJ di Embraer ed i CSeries di Bombardier.
Una volta è stata pubblicata qui un interessante immagine di comparazione di tutti i wb in vendita... con confronto range/pax, c'è ancora da qualche parte?
Re: Emirates cancella l'ordine di 70 A350XWB
In effetti è logico così per Emirates. Peccato per il 350 (che comunque vende e venderà benone negli anni a venire), ma per Airbus non è una grande sconfitta, anzi: per come vanno le cose meglio piazzare 50 A380 che 70 A350. Non capisco, però, come mai non sia stata annunciata la cancellazione di questo ordine contestualmente all'ordine del 380: sotto il profilo delle pubbliche relazioni e dell'immagine forse sarebbe stato più opportuno.
In effetti è logico così per Emirates. Peccato per il 350 (che comunque vende e venderà benone negli anni a venire), ma per Airbus non è una grande sconfitta, anzi: per come vanno le cose meglio piazzare 50 A380 che 70 A350. Non capisco, però, come mai non sia stata annunciata la cancellazione di questo ordine contestualmente all'ordine del 380: sotto il profilo delle pubbliche relazioni e dell'immagine forse sarebbe stato più opportuno.
Airbus ed Emirates Airline concordi nella cancellazione dell’ordine per gli A350 XWB
Airbus conferma che Emirates Airline ha deciso di cancellare l’ordine di 70 A350XWB*. La decisione è stata presa a seguito del confronto con il vettore alla luce della revisione dei requisiti della flotta, come dimostrato dall’ordine di 50 ulteriori A380 nel corso dello scorso Airshow di Dubai e dal continuo interesse del vettore nel programma Fra Airbus ed Emirates Airline esiste un rapporto consolidato da lungo tempo e il vettore ha recentemente ribadito la propria fiducia nei prodotti Airbus, in particolare esprimendo la propria ammirazione nei confronti dell’A380 e dei vantaggi che l’aeromobile garantisce alle loro operazioni. L’ordine per 50 A350-900 e 20 A350-1000 era stato siglato originariamente da Emirates Airline nel 2007, e le prime consegne erano previste a partire dal 2019.Airbus ha molta fiducia nel proprio programma A350 XWB. A sei mesi dall’entrata in servizio l’A350 XWB conta ben 742 ordini fermi. La campagna di test di volo dell’A350 procede come da programma, verso l’ottenimento, nei prossimi mesi, della Certificazione di Tipo. L’interesse dei clienti nei confronti dell’A350, un aeromobile che cambia le regole del gioco, è sempre stato estremamente elevato. Airbus prevede che gli ordini per questo aeromobile continueranno a crescere nel 2014.
Airbus conferma che Emirates Airline ha deciso di cancellare l’ordine di 70 A350XWB*. La decisione è stata presa a seguito del confronto con il vettore alla luce della revisione dei requisiti della flotta, come dimostrato dall’ordine di 50 ulteriori A380 nel corso dello scorso Airshow di Dubai e dal continuo interesse del vettore nel programma Fra Airbus ed Emirates Airline esiste un rapporto consolidato da lungo tempo e il vettore ha recentemente ribadito la propria fiducia nei prodotti Airbus, in particolare esprimendo la propria ammirazione nei confronti dell’A380 e dei vantaggi che l’aeromobile garantisce alle loro operazioni. L’ordine per 50 A350-900 e 20 A350-1000 era stato siglato originariamente da Emirates Airline nel 2007, e le prime consegne erano previste a partire dal 2019.Airbus ha molta fiducia nel proprio programma A350 XWB. A sei mesi dall’entrata in servizio l’A350 XWB conta ben 742 ordini fermi. La campagna di test di volo dell’A350 procede come da programma, verso l’ottenimento, nei prossimi mesi, della Certificazione di Tipo. L’interesse dei clienti nei confronti dell’A350, un aeromobile che cambia le regole del gioco, è sempre stato estremamente elevato. Airbus prevede che gli ordini per questo aeromobile continueranno a crescere nel 2014.
ANALYSIS: Why XWB isn’t extra enough for Emirates
By: MAX KINGSLEY-JONESLONDON
Source: 6 hours ago
Emirates’ decision to terminate its A350 XWB contract with Airbus as part of the A380 mega-order signed last year at the Dubai air show is not a major surprise. But could the loss of such a high-profile customer – not to mention some $13 billion-worth of business at list prices – have longer-term repercussions for the programme?
The Dubai carrier, which earlier today cancelled its orders for 50 A350-900s and 20 A350-1000s, has been lukewarm towards the widebody twinjet ever since Airbus revamped the design three years ago. Airline chief Tim Clark told Flightglobal last year that friction over the move by Airbus lay not with the aircraft but changes that had taken place “without our consent”.
Although the smaller A350-900 accounted for the bulk of Emirates’ order, Clark had at one point indicated an interest in swapping them out for the bigger model. Shortly after the revisions had been unveiled around the time of the 2011 Paris air show, Clark expressed to Flightglobal his frustration that the changes were implemented without any dialogue: “If they had talked to me, I would have said: ‘[The improvement is] not good enough’.”
He added: “On paper, the old -1000 was hugely economical – it was a 777-300 classic replacement. That’s why I talked about converting my -900 orders.”
Clark was also unhappy about revisions made to the A350-1000’s Rolls-Royce Trent XWB engine which had an impact on commonality. The revised engine incorporates a new core to cater for higher-thrust requirements of the heavier A350-1000.
“I had 70 aircraft with the same engine. I don’t have that anymore,” he said.
A major factor in Emirates’ long-term fleet planning has been the arrival of the General Electric GE9X-powered Boeing 777X, which offers greater capacity and range than the A350-1000. The airline placed commitments for up to 200 777-9X aircraft at last year’s Dubai air show, at the same time as it signed for another 50 A380s.
Ahead of the Dubai show announcements, Clark hinted to Flightglobal that Emirates could switch out its Airbus widebody orders, saying: “Quite honestly, I’m more interested in more A380s than the A350, because of the way our route network is growing.”
However, at the show he denied that the A350 order had been traded as part of the A380 deal, and said he saw no conflict in operating the A350-1000 and 777X alongside the A380, “because we’re creatures of size and scale”.
Chris Seymour, head of market analysis at Flightglobal’s Ascend consultancy arm, says the move reflects the strength of Emirates’ growth: “The A350 is now too small for their future needs. It will be an A380 and 777-9X carrier in the 2020s.”
Seymour does not expect the move to have any lasting impact on A350 sales fortunes: “It is not good news for Airbus, but the slots are not in the first five years and demand in this sector is so strong going forward.
“I can’t see it affecting other customers’ opinion of the type at this stage – it is yet to enter service so no-one knows exactly what its in-service performance and experience will be.”
Airbus’s chief operating officer for customers John Leahy says the Emirates move will not have a lasting financial impact, and that enquiries have already been taken from potential customers about the A350 slots left open by the Emirates change.
It’s not the first time that Airbus has suffered at the hands of a major Emirates cancellation. Back in 2003 the airline was launch customer for the high-gross- weight A340-600 with an order for 18 aircraft, but subsequently cancelled the order in favour of standardising on a large fleet of 777-300ERs.
While Airbus has gained $21 billion-worth of A380 orders from the loss of the A350 contract, the situation looks somewhat less appealing to the XWB’s incumbent engine supplier Rolls-Royce, which says its orderbook will take a hit to the tune of £2.6 billion ($4.4 billion).
Emirates’ existing A380 fleet is powered by the rival Engine Alliance GP7200, but it is competing the selection for the new batch of 50 aircraft. Clark is pushing Airbus to go ahead with a re-engined “A380neo” and indicates that the UK engine maker is best placed to provide a powerplant for any revamped variant.
However, development of the A380neo is by no means certain, and would only account for the last 25 of the 50-aircraft batch for Emirates, which means there are at least 25 current-generation A380s to play for.
Significantly, when British Airways cancelled a batch of Rolls-Royce-powered Boeing 747-400 orders in 1998 in favour of more 777-200ERs, it switched from incumbent supplier GE to the Trent 800 for the new batch to compensate Rolls for the loss of the 747 business. So perhaps the A350 cancellation could in fact provide Rolls with the perfect opportunity to finally get onto Emirates’ A380s, regardless of the A380neo.
By: MAX KINGSLEY-JONESLONDON
Source: 6 hours ago
Emirates’ decision to terminate its A350 XWB contract with Airbus as part of the A380 mega-order signed last year at the Dubai air show is not a major surprise. But could the loss of such a high-profile customer – not to mention some $13 billion-worth of business at list prices – have longer-term repercussions for the programme?
The Dubai carrier, which earlier today cancelled its orders for 50 A350-900s and 20 A350-1000s, has been lukewarm towards the widebody twinjet ever since Airbus revamped the design three years ago. Airline chief Tim Clark told Flightglobal last year that friction over the move by Airbus lay not with the aircraft but changes that had taken place “without our consent”.
Although the smaller A350-900 accounted for the bulk of Emirates’ order, Clark had at one point indicated an interest in swapping them out for the bigger model. Shortly after the revisions had been unveiled around the time of the 2011 Paris air show, Clark expressed to Flightglobal his frustration that the changes were implemented without any dialogue: “If they had talked to me, I would have said: ‘[The improvement is] not good enough’.”
He added: “On paper, the old -1000 was hugely economical – it was a 777-300 classic replacement. That’s why I talked about converting my -900 orders.”
Clark was also unhappy about revisions made to the A350-1000’s Rolls-Royce Trent XWB engine which had an impact on commonality. The revised engine incorporates a new core to cater for higher-thrust requirements of the heavier A350-1000.
“I had 70 aircraft with the same engine. I don’t have that anymore,” he said.
A major factor in Emirates’ long-term fleet planning has been the arrival of the General Electric GE9X-powered Boeing 777X, which offers greater capacity and range than the A350-1000. The airline placed commitments for up to 200 777-9X aircraft at last year’s Dubai air show, at the same time as it signed for another 50 A380s.
Ahead of the Dubai show announcements, Clark hinted to Flightglobal that Emirates could switch out its Airbus widebody orders, saying: “Quite honestly, I’m more interested in more A380s than the A350, because of the way our route network is growing.”
However, at the show he denied that the A350 order had been traded as part of the A380 deal, and said he saw no conflict in operating the A350-1000 and 777X alongside the A380, “because we’re creatures of size and scale”.
Chris Seymour, head of market analysis at Flightglobal’s Ascend consultancy arm, says the move reflects the strength of Emirates’ growth: “The A350 is now too small for their future needs. It will be an A380 and 777-9X carrier in the 2020s.”
Seymour does not expect the move to have any lasting impact on A350 sales fortunes: “It is not good news for Airbus, but the slots are not in the first five years and demand in this sector is so strong going forward.
“I can’t see it affecting other customers’ opinion of the type at this stage – it is yet to enter service so no-one knows exactly what its in-service performance and experience will be.”
Airbus’s chief operating officer for customers John Leahy says the Emirates move will not have a lasting financial impact, and that enquiries have already been taken from potential customers about the A350 slots left open by the Emirates change.
It’s not the first time that Airbus has suffered at the hands of a major Emirates cancellation. Back in 2003 the airline was launch customer for the high-gross- weight A340-600 with an order for 18 aircraft, but subsequently cancelled the order in favour of standardising on a large fleet of 777-300ERs.
While Airbus has gained $21 billion-worth of A380 orders from the loss of the A350 contract, the situation looks somewhat less appealing to the XWB’s incumbent engine supplier Rolls-Royce, which says its orderbook will take a hit to the tune of £2.6 billion ($4.4 billion).
Emirates’ existing A380 fleet is powered by the rival Engine Alliance GP7200, but it is competing the selection for the new batch of 50 aircraft. Clark is pushing Airbus to go ahead with a re-engined “A380neo” and indicates that the UK engine maker is best placed to provide a powerplant for any revamped variant.
However, development of the A380neo is by no means certain, and would only account for the last 25 of the 50-aircraft batch for Emirates, which means there are at least 25 current-generation A380s to play for.
Significantly, when British Airways cancelled a batch of Rolls-Royce-powered Boeing 747-400 orders in 1998 in favour of more 777-200ERs, it switched from incumbent supplier GE to the Trent 800 for the new batch to compensate Rolls for the loss of the 747 business. So perhaps the A350 cancellation could in fact provide Rolls with the perfect opportunity to finally get onto Emirates’ A380s, regardless of the A380neo.
ANALYSIS: Why XWB isn’t extra enough for Emirates
By: MAX KINGSLEY-JONESLONDON
Source: 6 hours ago
Emirates’ decision to terminate its A350 XWB contract with Airbus as part of the A380 mega-order signed last year at the Dubai air show is not a major surprise. But could the loss of such a high-profile customer – not to mention some $13 billion-worth of business at list prices – have longer-term repercussions for the programme?
The Dubai carrier, which earlier today cancelled its orders for 50 A350-900s and 20 A350-1000s, has been lukewarm towards the widebody twinjet ever since Airbus revamped the design three years ago. Airline chief Tim Clark told Flightglobal last year that friction over the move by Airbus lay not with the aircraft but changes that had taken place “without our consent”.
Although the smaller A350-900 accounted for the bulk of Emirates’ order, Clark had at one point indicated an interest in swapping them out for the bigger model. Shortly after the revisions had been unveiled around the time of the 2011 Paris air show, Clark expressed to Flightglobal his frustration that the changes were implemented without any dialogue: “If they had talked to me, I would have said: ‘[The improvement is] not good enough’.”
He added: “On paper, the old -1000 was hugely economical – it was a 777-300 classic replacement. That’s why I talked about converting my -900 orders.”
Clark was also unhappy about revisions made to the A350-1000’s Rolls-Royce Trent XWB engine which had an impact on commonality. The revised engine incorporates a new core to cater for higher-thrust requirements of the heavier A350-1000.
“I had 70 aircraft with the same engine. I don’t have that anymore,” he said.
A major factor in Emirates’ long-term fleet planning has been the arrival of the General Electric GE9X-powered Boeing 777X, which offers greater capacity and range than the A350-1000. The airline placed commitments for up to 200 777-9X aircraft at last year’s Dubai air show, at the same time as it signed for another 50 A380s.
Ahead of the Dubai show announcements, Clark hinted to Flightglobal that Emirates could switch out its Airbus widebody orders, saying: “Quite honestly, I’m more interested in more A380s than the A350, because of the way our route network is growing.”
However, at the show he denied that the A350 order had been traded as part of the A380 deal, and said he saw no conflict in operating the A350-1000 and 777X alongside the A380, “because we’re creatures of size and scale”.
Chris Seymour, head of market analysis at Flightglobal’s Ascend consultancy arm, says the move reflects the strength of Emirates’ growth: “The A350 is now too small for their future needs. It will be an A380 and 777-9X carrier in the 2020s.”
Seymour does not expect the move to have any lasting impact on A350 sales fortunes: “It is not good news for Airbus, but the slots are not in the first five years and demand in this sector is so strong going forward.
“I can’t see it affecting other customers’ opinion of the type at this stage – it is yet to enter service so no-one knows exactly what its in-service performance and experience will be.”
Airbus’s chief operating officer for customers John Leahy says the Emirates move will not have a lasting financial impact, and that enquiries have already been taken from potential customers about the A350 slots left open by the Emirates change.
It’s not the first time that Airbus has suffered at the hands of a major Emirates cancellation. Back in 2003 the airline was launch customer for the high-gross- weight A340-600 with an order for 18 aircraft, but subsequently cancelled the order in favour of standardising on a large fleet of 777-300ERs.
While Airbus has gained $21 billion-worth of A380 orders from the loss of the A350 contract, the situation looks somewhat less appealing to the XWB’s incumbent engine supplier Rolls-Royce, which says its orderbook will take a hit to the tune of £2.6 billion ($4.4 billion).
Emirates’ existing A380 fleet is powered by the rival Engine Alliance GP7200, but it is competing the selection for the new batch of 50 aircraft. Clark is pushing Airbus to go ahead with a re-engined “A380neo” and indicates that the UK engine maker is best placed to provide a powerplant for any revamped variant.
However, development of the A380neo is by no means certain, and would only account for the last 25 of the 50-aircraft batch for Emirates, which means there are at least 25 current-generation A380s to play for.
Significantly, when British Airways cancelled a batch of Rolls-Royce-powered Boeing 747-400 orders in 1998 in favour of more 777-200ERs, it switched from incumbent supplier GE to the Trent 800 for the new batch to compensate Rolls for the loss of the 747 business. So perhaps the A350 cancellation could in fact provide Rolls with the perfect opportunity to finally get onto Emirates’ A380s, regardless of the A380neo.
http://www.flightglobal.com/news/articles/analysis-why-xwb-isnt-extra-enough-for-emirates-400290/
By: MAX KINGSLEY-JONESLONDON
Source: 6 hours ago
Emirates’ decision to terminate its A350 XWB contract with Airbus as part of the A380 mega-order signed last year at the Dubai air show is not a major surprise. But could the loss of such a high-profile customer – not to mention some $13 billion-worth of business at list prices – have longer-term repercussions for the programme?
The Dubai carrier, which earlier today cancelled its orders for 50 A350-900s and 20 A350-1000s, has been lukewarm towards the widebody twinjet ever since Airbus revamped the design three years ago. Airline chief Tim Clark told Flightglobal last year that friction over the move by Airbus lay not with the aircraft but changes that had taken place “without our consent”.
Although the smaller A350-900 accounted for the bulk of Emirates’ order, Clark had at one point indicated an interest in swapping them out for the bigger model. Shortly after the revisions had been unveiled around the time of the 2011 Paris air show, Clark expressed to Flightglobal his frustration that the changes were implemented without any dialogue: “If they had talked to me, I would have said: ‘[The improvement is] not good enough’.”
He added: “On paper, the old -1000 was hugely economical – it was a 777-300 classic replacement. That’s why I talked about converting my -900 orders.”
Clark was also unhappy about revisions made to the A350-1000’s Rolls-Royce Trent XWB engine which had an impact on commonality. The revised engine incorporates a new core to cater for higher-thrust requirements of the heavier A350-1000.
“I had 70 aircraft with the same engine. I don’t have that anymore,” he said.
A major factor in Emirates’ long-term fleet planning has been the arrival of the General Electric GE9X-powered Boeing 777X, which offers greater capacity and range than the A350-1000. The airline placed commitments for up to 200 777-9X aircraft at last year’s Dubai air show, at the same time as it signed for another 50 A380s.
Ahead of the Dubai show announcements, Clark hinted to Flightglobal that Emirates could switch out its Airbus widebody orders, saying: “Quite honestly, I’m more interested in more A380s than the A350, because of the way our route network is growing.”
However, at the show he denied that the A350 order had been traded as part of the A380 deal, and said he saw no conflict in operating the A350-1000 and 777X alongside the A380, “because we’re creatures of size and scale”.
Chris Seymour, head of market analysis at Flightglobal’s Ascend consultancy arm, says the move reflects the strength of Emirates’ growth: “The A350 is now too small for their future needs. It will be an A380 and 777-9X carrier in the 2020s.”
Seymour does not expect the move to have any lasting impact on A350 sales fortunes: “It is not good news for Airbus, but the slots are not in the first five years and demand in this sector is so strong going forward.
“I can’t see it affecting other customers’ opinion of the type at this stage – it is yet to enter service so no-one knows exactly what its in-service performance and experience will be.”
Airbus’s chief operating officer for customers John Leahy says the Emirates move will not have a lasting financial impact, and that enquiries have already been taken from potential customers about the A350 slots left open by the Emirates change.
It’s not the first time that Airbus has suffered at the hands of a major Emirates cancellation. Back in 2003 the airline was launch customer for the high-gross- weight A340-600 with an order for 18 aircraft, but subsequently cancelled the order in favour of standardising on a large fleet of 777-300ERs.
While Airbus has gained $21 billion-worth of A380 orders from the loss of the A350 contract, the situation looks somewhat less appealing to the XWB’s incumbent engine supplier Rolls-Royce, which says its orderbook will take a hit to the tune of £2.6 billion ($4.4 billion).
Emirates’ existing A380 fleet is powered by the rival Engine Alliance GP7200, but it is competing the selection for the new batch of 50 aircraft. Clark is pushing Airbus to go ahead with a re-engined “A380neo” and indicates that the UK engine maker is best placed to provide a powerplant for any revamped variant.
However, development of the A380neo is by no means certain, and would only account for the last 25 of the 50-aircraft batch for Emirates, which means there are at least 25 current-generation A380s to play for.
Significantly, when British Airways cancelled a batch of Rolls-Royce-powered Boeing 747-400 orders in 1998 in favour of more 777-200ERs, it switched from incumbent supplier GE to the Trent 800 for the new batch to compensate Rolls for the loss of the 747 business. So perhaps the A350 cancellation could in fact provide Rolls with the perfect opportunity to finally get onto Emirates’ A380s, regardless of the A380neo.
http://www.flightglobal.com/news/articles/analysis-why-xwb-isnt-extra-enough-for-emirates-400290/
Interessante questa riflessione che si estende ai motori; in effetti potrebbe essere questa la causa del mancato annuncio della cancellazione dell'ordine.
Nella futura flotta EK mi stupisce la mancanza di un "regional"; non so quanto possa essere economico fare voli di 1 o 2 ore con un 777.
Il 359 poteva anche essere configurato per range non estremi, ma il 1000 già meno.
Ci credo poco ma se mettiamo insieme questi due elementi (motori RR e voli "regional"), viene fuori un aereo preciso: il 330neo. EK lo ordinerà mai?
[h=1]ANALYSIS: Why XWB isn’t extra enough for Emirates[/h][h=2][/h]
Emirates’ decision to terminate its A350 XWB contract with Airbus as part of the A380 mega-order signed last year at the Dubai air show is not a major surprise. But could the loss of such a high-profile customer – not to mention some $13 billion-worth of business at list prices – have longer-term repercussions for the programme?The Dubai carrier, which earlier today cancelled its orders for 50 A350-900s and 20 A350-1000s, has been lukewarm towards the widebody twinjet ever since Airbus revamped the design three years ago. Airline chief Tim Clark told Flightglobal last year that friction over the move by Airbus lay not with the aircraft but changes that had taken place “without our consent”.Although the smaller A350-900 accounted for the bulk of Emirates’ order, Clark had at one point indicated an interest in swapping them out for the bigger model. Shortly after the revisions had been unveiled around the time of the 2011 Paris air show, Clark expressed to Flightglobal his frustration that the changes were implemented without any dialogue: “If they had talked to me, I would have said: ‘[The improvement is] not good enough’.”He added: “On paper, the old -1000 was hugely economical – it was a 777-300 classic replacement. That’s why I talked about converting my -900 orders.”Clark was also unhappy about revisions made to the A350-1000’s Rolls-Royce Trent XWB engine which had an impact on commonality. The revised engine incorporates a new core to cater for higher-thrust requirements of the heavier A350-1000.“I had 70 aircraft with the same engine. I don’t have that anymore,” he said.A major factor in Emirates’ long-term fleet planning has been the arrival of the General Electric GE9X-powered Boeing 777X, which offers greater capacity and range than the A350-1000. The airline placed commitments for up to 200 777-9X aircraft at last year’s Dubai air show, at the same time as it signed for another 50 A380s.Ahead of the Dubai show announcements, Clark hinted to Flightglobal that Emirates could switch out its Airbus widebody orders, saying: “Quite honestly, I’m more interested in more A380s than the A350, because of the way our route network is growing.”However, at the show he denied that the A350 order had been traded as part of the A380 deal, and said he saw no conflict in operating the A350-1000 and 777X alongside the A380, “because we’re creatures of size and scale”.Chris Seymour, head of market analysis at Flightglobal’s Ascend consultancy arm, says the move reflects the strength of Emirates’ growth: “The A350 is now too small for their future needs. It will be an A380 and 777-9X carrier in the 2020s.”
Seymour does not expect the move to have any lasting impact on A350 sales fortunes: “It is not good news for Airbus, but the slots are not in the first five years and demand in this sector is so strong going forward.“I can’t see it affecting other customers’ opinion of the type at this stage – it is yet to enter service so no-one knows exactly what its in-service performance and experience will be.”Airbus’s chief operating officer for customers John Leahy says the Emirates move will not have a lasting financial impact, and that enquiries have already been taken from potential customers about the A350 slots left open by the Emirates change.
It’s not the first time that Airbus has suffered at the hands of a major Emirates cancellation. Back in 2003 the airline was launch customer for the high-gross- weight A340-600 with an order for 18 aircraft, but subsequently cancelled the order in favour of standardising on a large fleet of 777-300ERs.While Airbus has gained $21 billion-worth of A380 orders from the loss of the A350 contract, the situation looks somewhat less appealing to the XWB’s incumbent engine supplier Rolls-Royce, which says its orderbook will take a hit to the tune of £2.6 billion ($4.4 billion).Emirates’ existing A380 fleet is powered by the rival Engine Alliance GP7200, but it is competing the selection for the new batch of 50 aircraft. Clark is pushing Airbus to go ahead with a re-engined “A380neo” and indicates that the UK engine maker is best placed to provide a powerplant for any revamped variant.However, development of the A380neo is by no means certain, and would only account for the last 25 of the 50-aircraft batch for Emirates, which means there are at least 25 current-generation A380s to play for.Significantly, when British Airways cancelled a batch of Rolls-Royce-powered Boeing 747-400 orders in 1998 in favour of more 777-200ERs, it switched from incumbent supplier GE to the Trent 800 for the new batch to compensate Rolls for the loss of the 747 business. So perhaps the A350 cancellation could in fact provide Rolls with the perfect opportunity to finally get onto Emirates’ A380s, regardless of the A380neo.
Emirates’ decision to terminate its A350 XWB contract with Airbus as part of the A380 mega-order signed last year at the Dubai air show is not a major surprise. But could the loss of such a high-profile customer – not to mention some $13 billion-worth of business at list prices – have longer-term repercussions for the programme?The Dubai carrier, which earlier today cancelled its orders for 50 A350-900s and 20 A350-1000s, has been lukewarm towards the widebody twinjet ever since Airbus revamped the design three years ago. Airline chief Tim Clark told Flightglobal last year that friction over the move by Airbus lay not with the aircraft but changes that had taken place “without our consent”.Although the smaller A350-900 accounted for the bulk of Emirates’ order, Clark had at one point indicated an interest in swapping them out for the bigger model. Shortly after the revisions had been unveiled around the time of the 2011 Paris air show, Clark expressed to Flightglobal his frustration that the changes were implemented without any dialogue: “If they had talked to me, I would have said: ‘[The improvement is] not good enough’.”He added: “On paper, the old -1000 was hugely economical – it was a 777-300 classic replacement. That’s why I talked about converting my -900 orders.”Clark was also unhappy about revisions made to the A350-1000’s Rolls-Royce Trent XWB engine which had an impact on commonality. The revised engine incorporates a new core to cater for higher-thrust requirements of the heavier A350-1000.“I had 70 aircraft with the same engine. I don’t have that anymore,” he said.A major factor in Emirates’ long-term fleet planning has been the arrival of the General Electric GE9X-powered Boeing 777X, which offers greater capacity and range than the A350-1000. The airline placed commitments for up to 200 777-9X aircraft at last year’s Dubai air show, at the same time as it signed for another 50 A380s.Ahead of the Dubai show announcements, Clark hinted to Flightglobal that Emirates could switch out its Airbus widebody orders, saying: “Quite honestly, I’m more interested in more A380s than the A350, because of the way our route network is growing.”However, at the show he denied that the A350 order had been traded as part of the A380 deal, and said he saw no conflict in operating the A350-1000 and 777X alongside the A380, “because we’re creatures of size and scale”.Chris Seymour, head of market analysis at Flightglobal’s Ascend consultancy arm, says the move reflects the strength of Emirates’ growth: “The A350 is now too small for their future needs. It will be an A380 and 777-9X carrier in the 2020s.”
E che se ne fa di un regional? Ora riempie quasi sistematicamente a tappo i 330 e 777-200 usati per le tratte regional.
Paradossalmente viaggiano spesso con LF più alti sulle tratte regional che su quelle intercontinentali
L’Airbus A350 XWB porta a termine i test a temperature elevate a Al Ain
I test riguardano principalmente le prestazioni dei motori e dei sistemi ad alte temperature
L’Airbus A350 XWB adibito ai test di volo, vale a dire l’aeromobile MSN3, ha portato a termine con successo i test ad alte temperature ad Al Ain, negli Emirati Arabi Uniti. Obiettivo di questi test era la verifica del comportamento dei motori e dei sistemi dell’aeromobile a temperature di oltre 40°C.
L’aeromobile è stato sottoposto a numerosi test, sia in volo che a terra, tra cui gli ‘Heat Soak Test’, nei quali l’aeromobile viene lasciato a terra sotto il sole per diverse ore per poi essere sottoposto alle verifiche sui diversi sistemi di raffreddamento.
A oggi l’A350 XWB, che otterrà la Certificazione nel terzo trimestre 2014, ha accumulato oltre 2.000 ore di test di volo in più di 460 test di volo. Il programma procede come previsto e l’entrata in servizio del primo aeromobile, di Qatar Airways, è prevista nel quarto trimestre 2014.
View attachment 5319
I test riguardano principalmente le prestazioni dei motori e dei sistemi ad alte temperature
L’Airbus A350 XWB adibito ai test di volo, vale a dire l’aeromobile MSN3, ha portato a termine con successo i test ad alte temperature ad Al Ain, negli Emirati Arabi Uniti. Obiettivo di questi test era la verifica del comportamento dei motori e dei sistemi dell’aeromobile a temperature di oltre 40°C.
L’aeromobile è stato sottoposto a numerosi test, sia in volo che a terra, tra cui gli ‘Heat Soak Test’, nei quali l’aeromobile viene lasciato a terra sotto il sole per diverse ore per poi essere sottoposto alle verifiche sui diversi sistemi di raffreddamento.
A oggi l’A350 XWB, che otterrà la Certificazione nel terzo trimestre 2014, ha accumulato oltre 2.000 ore di test di volo in più di 460 test di volo. Il programma procede come previsto e l’entrata in servizio del primo aeromobile, di Qatar Airways, è prevista nel quarto trimestre 2014.
View attachment 5319
Emirates to reconsider Airbus A350 order
By Andrew Parker in London
Airbus is to get a second chance to sell its new A350 aircraft to Emirates Airline after the fast-growing Gulf carrier revealed it would take a fresh look at the case for buying the long-range passenger jet, in a head-to-head contest with Boeing’s 787 Dreamliner.
Airbus suffered a serious blow earlier this month when Emirates cancelled an order for 70 A350 jets, worth $16bn at catalogue prices when the deal was announced in 2007.
Emirates was supposed to be a launch customer for the A350, due to enter service later this year, and the airline’s decision not to proceed with its order was the Toulouse-based aircraft maker’s largest ever cancellation. Shares in Airbus were hit, as were those of Rolls-Royce, which makes the jet’s engines.
Tim Clark, Emirates’ president, told the Financial Times the airline would hold discussions with Airbus and Boeing either late this year or next year about the merits of buying the A350 or the Dreamliner.
He said the Dubai-based carrier was interested in purchasing between 50 and 70 wide-body, twin-engined jets capable of flying on regional routes in the Middle East, plus to cities in Africa. The order – which could be worth at least $18bn at catalogue prices – looks set to be a fiercely contested battle between Airbus and Boeing.
Emirates’ planned move is a boost for Boeing, because the carrier has never placed an order for the Dreamliner.
Two people familiar with the situation said Emirates decided to drop its A350 order made in 2007 because it had concerns about the jet’s specification and performance.
Mr Clark, who declined to comment on the reasons for the cancellation, said: “At the end of this year, beginning of next year, we will re-engage with Airbus on this aeroplane [the A350]. We will also engage [with Boeing about the Dreamliner].”
He stressed Emirates had not intended to damage Airbus or Rolls-Royce with its A350 order cancellation, but said the airline wanted to buy a “mature” aircraft.
The risks associated with being early airline customers for the Dreamliner, which entered service in 2011, were highlighted last year when the entire fleet was temporarily grounded after batteries burnt on two aircraft. Modifications were subsequently agreed with regulators.
Both the A350 and the Dreamliner have involved step changes in aircraft technology, partly because they are mainly made from lightweight carbon composites rather than traditional aluminium, to reduce fuel burn.
Emirates is the world’s largest operator of the Airbus A380 superjumbo, and Boeing’s 777 wide-body jet, which carry about 500 and 400 passengers respectively on long-haul routes.
Mr Clark said these two aircraft would be the principal jets in Emirates’ fleet, but said there was room for another carrying between 250 and 300 passengers on regional routes – hence the carrier’s plan to consider the Dreamliner and re-examine the A350.
“When the aircraft [the A350 and 787] are mature, they will be better defined in terms of performance, fuel burn,” he added.
Mr Clark highlighted how, whatever Emirates’ decision between the A350 and the Dreamliner, the carrier would remain an important Airbus customer because of its purchases of A380s.
It has agreed to buy 140 A380s, and Mr Clark said more could be purchased, partly because Emirates is considering moving to a new airport in Dubai that would enable it to expand its fleet further.
Emirates had 217 aircraft at March 31, and Sheikh Ahmed bin Saeed al-Maktoum, the carrier’s chairman, said last November the fleet could eventually consist of 450 jets.
Mr Clark rejected some analysts’ suggestions that Emirates had dropped its A350 order made in 2007 because it was having to rein in expansion plans due to the economic slowdown in emerging markets.
By Andrew Parker in London
Airbus is to get a second chance to sell its new A350 aircraft to Emirates Airline after the fast-growing Gulf carrier revealed it would take a fresh look at the case for buying the long-range passenger jet, in a head-to-head contest with Boeing’s 787 Dreamliner.
Airbus suffered a serious blow earlier this month when Emirates cancelled an order for 70 A350 jets, worth $16bn at catalogue prices when the deal was announced in 2007.
Emirates was supposed to be a launch customer for the A350, due to enter service later this year, and the airline’s decision not to proceed with its order was the Toulouse-based aircraft maker’s largest ever cancellation. Shares in Airbus were hit, as were those of Rolls-Royce, which makes the jet’s engines.
Tim Clark, Emirates’ president, told the Financial Times the airline would hold discussions with Airbus and Boeing either late this year or next year about the merits of buying the A350 or the Dreamliner.
He said the Dubai-based carrier was interested in purchasing between 50 and 70 wide-body, twin-engined jets capable of flying on regional routes in the Middle East, plus to cities in Africa. The order – which could be worth at least $18bn at catalogue prices – looks set to be a fiercely contested battle between Airbus and Boeing.
Emirates’ planned move is a boost for Boeing, because the carrier has never placed an order for the Dreamliner.
Two people familiar with the situation said Emirates decided to drop its A350 order made in 2007 because it had concerns about the jet’s specification and performance.
Mr Clark, who declined to comment on the reasons for the cancellation, said: “At the end of this year, beginning of next year, we will re-engage with Airbus on this aeroplane [the A350]. We will also engage [with Boeing about the Dreamliner].”
He stressed Emirates had not intended to damage Airbus or Rolls-Royce with its A350 order cancellation, but said the airline wanted to buy a “mature” aircraft.
The risks associated with being early airline customers for the Dreamliner, which entered service in 2011, were highlighted last year when the entire fleet was temporarily grounded after batteries burnt on two aircraft. Modifications were subsequently agreed with regulators.
Both the A350 and the Dreamliner have involved step changes in aircraft technology, partly because they are mainly made from lightweight carbon composites rather than traditional aluminium, to reduce fuel burn.
Emirates is the world’s largest operator of the Airbus A380 superjumbo, and Boeing’s 777 wide-body jet, which carry about 500 and 400 passengers respectively on long-haul routes.
Mr Clark said these two aircraft would be the principal jets in Emirates’ fleet, but said there was room for another carrying between 250 and 300 passengers on regional routes – hence the carrier’s plan to consider the Dreamliner and re-examine the A350.
“When the aircraft [the A350 and 787] are mature, they will be better defined in terms of performance, fuel burn,” he added.
Mr Clark highlighted how, whatever Emirates’ decision between the A350 and the Dreamliner, the carrier would remain an important Airbus customer because of its purchases of A380s.
It has agreed to buy 140 A380s, and Mr Clark said more could be purchased, partly because Emirates is considering moving to a new airport in Dubai that would enable it to expand its fleet further.
Emirates had 217 aircraft at March 31, and Sheikh Ahmed bin Saeed al-Maktoum, the carrier’s chairman, said last November the fleet could eventually consist of 450 jets.
Mr Clark rejected some analysts’ suggestions that Emirates had dropped its A350 order made in 2007 because it was having to rein in expansion plans due to the economic slowdown in emerging markets.
Secondo me i casi sono due: o Clark sta cercando uno sconto extra sul 350, oppure ha deciso di passare al 787.
Se dovessi scommettere un euro, direi la seconda.
Che ad Emirates servisse un aereo più piccolo del 777 per rotte brevi è proprio quello che mi aspettavo (e che avevo scritto nel mio post precedente).