Boeing 747-8: ordini e consegne
- Autore Discussione belumosi
- Data d'inizio
È stata una Caporetto anche la F, specie tenendo conto che in sua assenza gli ordini sarebbero probabilmente rimasti in famiglia con il 77F. E soprattutto che le risorse per il 748 si sarebbero potute dirottare sul miglioramento del triplo, permettendo l'arrivo del 77x con anni di anticipo. Cosa che avrebbe messo Airbus davvero nei guai.
Il 748 è un programma talmente sbagliato da far sembrare sensato quello del 380...
Il 748 è un programma talmente sbagliato da far sembrare sensato quello del 380...
Ma LH ha dovuto pagare pegno con qualcuno per scegliere di utilizzare entrambi i colossi?! Chi più e chi meno tra le varie compagnie tendono a sposare A o B per razionalizzare i costi vari e gli addestramenti, non riesco a capire il motivo questa insensata scelta della compagnia tedesca.. Qualcuno conosce le ragioni?
Tieni presente che i due aerei non sono sovrapponibili quanto a capienza.
Sicuramente il 380 non poteva mancare in famiglia, stante la paternità parzialmente tedesca della macchina top di Airbus. E nella misura attuale (14), credo stia anche bene nella flotta LH.
Il 748 invece, era il presunto sostituto di buona parte dei 744. E siccome Boeing era letteralmente disperata visto che non riusciva a trovare una major per il lancio del 748i, è probabile che l'ordine per venti macchine arrivato da LH sia stato controbilanciato da condizioni particolarmente favorevoli.
Ricordo una discussione sul 380F in cui lo si confrontava col 747F.. stante una notevole differenza del MTOW il carico pagante differiva per poche decine di tonnellate..
Il vero plus del cicciobus era il volume disponibile (ed infatti FedEx era interessata alla variante cargo)..
Da quanto ricordo io, il volume rappresentava il vulnus del 380, non il plus. Kenadams aveva fatto un interessante analisi sulla criticità della versione F, che ho difficoltà a reperire (credo sia nell'immenso thread sul 380): vediamo se riesce lui a quotare quell'intervento.
Più volume per l'A380 ma meno sfruttabile per la conformazione interna che permette dimensioni unitarie minori.
Infatti interessava a FedEX perché si adattava bene al suo business.
Ormai però l'A380 F è storia.
C'è un'altra cosa che avvantaggia il 747, il muso apribile..
È un must di tutto rispetto.. volendo si può caricare un 20piedi dal portellone laterale, ma dal muso ho visto caricare letteralmente La Qualunque ( compreso l'albero di BMW Oracle , 30 e passa metri di cassa..)!
È un must di tutto rispetto.. volendo si può caricare un 20piedi dal portellone laterale, ma dal muso ho visto caricare letteralmente La Qualunque ( compreso l'albero di BMW Oracle , 30 e passa metri di cassa..)!
CVD
Boeing To Cut 747-8 Production to One per Month
by Gregory Polek
- June 24, 2015, 2:30 PM
Production rates on the 747-8 have progressively slowed from two per month in early 2013. (Photo: Boeing)
Boeing has decided to cut the production rate of the 747-8 from 1.3 to one airplane per month starting in March of next year, the company confirmed Wednesday. The move comes as the firm order backlog for the quad-jets has dwindled to 32 airplanes, a figure that represents some two years of production at the current rate. Boeing has progressively culled rates on the 747-8 since April 2013, when it announced a decision to slow production from two airplanes to 1.75 per month. In October that same year it announced plans to reduce the rate to 1.5 per month, then in December last year it decided to slow the rate to 1.3 effective this September.
Boeing announced the latest adjustment only days after events took an optimistic turn with a commitment from Russia’s Volga-Dnepr covering 20 of the freighter version of the jumbo jets. The deal, signed on June 17 at the Paris Air Show, also covers the availability of the operator’s Antonov An-124-100 to help Boeing transport sections of airliners. Volga-Dnepr said it would purchase or lease the 747-8s over the next seven years.
“With recent orders and MOUs and these changes announced today, we anticipate a stable future for the production system,” said Boeing in a statement issued to AIN. “We continue to believe in the long-term strength of the freighter market and the 747-8 is uniquely positioned to capture this demand; of note is the 747-400 Freighter replacement market which begins next decade…We are continuing to look at a range of investments to both enhance the long-term stability of the 747-8 production line and performance of the aircraft.”
Anticipated long-term trends in the market for large cargo aircraft, according to Boeing, point to a bright future for the 747-8F in particular, despite an extended period of slow sales up until now.
“The market drives our production rate and we adjust accordingly to keep our business running smoothly,” the company said. “We are making the right decisions to allow us to continue to run a healthy business with a change to our production rate…The 747-8 is a great airplane; we stand behind its capabilities and believe it serves a unique need in the market.”
http://www.ainonline.com/aviation-news/air-transport/2015-06-24/boeing-cut-747-8-production-one-month
Boeing To Cut 747-8 Production to One per Month
by Gregory Polek
- June 24, 2015, 2:30 PM
Production rates on the 747-8 have progressively slowed from two per month in early 2013. (Photo: Boeing)
Boeing has decided to cut the production rate of the 747-8 from 1.3 to one airplane per month starting in March of next year, the company confirmed Wednesday. The move comes as the firm order backlog for the quad-jets has dwindled to 32 airplanes, a figure that represents some two years of production at the current rate. Boeing has progressively culled rates on the 747-8 since April 2013, when it announced a decision to slow production from two airplanes to 1.75 per month. In October that same year it announced plans to reduce the rate to 1.5 per month, then in December last year it decided to slow the rate to 1.3 effective this September.
Boeing announced the latest adjustment only days after events took an optimistic turn with a commitment from Russia’s Volga-Dnepr covering 20 of the freighter version of the jumbo jets. The deal, signed on June 17 at the Paris Air Show, also covers the availability of the operator’s Antonov An-124-100 to help Boeing transport sections of airliners. Volga-Dnepr said it would purchase or lease the 747-8s over the next seven years.
“With recent orders and MOUs and these changes announced today, we anticipate a stable future for the production system,” said Boeing in a statement issued to AIN. “We continue to believe in the long-term strength of the freighter market and the 747-8 is uniquely positioned to capture this demand; of note is the 747-400 Freighter replacement market which begins next decade…We are continuing to look at a range of investments to both enhance the long-term stability of the 747-8 production line and performance of the aircraft.”
Anticipated long-term trends in the market for large cargo aircraft, according to Boeing, point to a bright future for the 747-8F in particular, despite an extended period of slow sales up until now.
“The market drives our production rate and we adjust accordingly to keep our business running smoothly,” the company said. “We are making the right decisions to allow us to continue to run a healthy business with a change to our production rate…The 747-8 is a great airplane; we stand behind its capabilities and believe it serves a unique need in the market.”
http://www.ainonline.com/aviation-news/air-transport/2015-06-24/boeing-cut-747-8-production-one-month
Boeing dimezzerà il rateo di produzione del 747 a partire da settembre: siamo agli sgoccioli - solo sei aerei all'anno.
http://money.cnn.com/2016/01/22/new...-8-production1243PMVODtopLink&linkId=20573006
http://money.cnn.com/2016/01/22/new...-8-production1243PMVODtopLink&linkId=20573006
In termini commerciali direi senza dubbio, ma in termini di costi e ricavi?