Siamo arrivati a 370' , certificazione velivolo.
Compagnie aeree ed equipaggi credo siano fermi a 180, sia per costi che per reale utilizzo.
Consegne e notizie sugli A380
- Autore Discussione DusCgn
- Data d'inizio
Siamo arrivati a 370' , certificazione velivolo.
Compagnie aeree ed equipaggi credo siano fermi a 180, sia per costi che per reale utilizzo.
Complimenti, ottimo articolo.
Una domanda: demolire due aerei con meno di 14 anni, vuol dire che il valore del risultato della demolizione è superiore al costo di conservare il bene sommato al probabile valore futuro. In pratica, nemmeno in un futuro prossimo gli operatori economici prevedono un cambiamento del mercato tale da far tornare interessante il 380. Quindi ormai le previsioni di airbus che avevano fondato il progetto non sono considerate realistiche nemmeno nel prossimo medio periodo. Giusto?
Altra domanda, se si demolisce immagino che il costo di storage non renda sostenibile nemmeno un uso stagionale del 380. Giusto anche questo?
A
Credo che ci siano due fattori che giocano a sfavore della conservazione (e quindi del mercato dell'usato).Il valore del 'rottame' ma anche il costo della riconfigurazione. L'unico A380 di seconda mano e' un ex-Singapore che ora vola Hi-Fly ma non essendo Hi_Fly una linea aerea specializzata in ACMI puo' permettersi di lasciare l'interno cosi com'e'. Riconfigurare l'interno di un A380 indubbiamente e' un costo notevole che si aggiunge al costo dell'usato.
Un fattore che a mio avviso è stato molto sottovalutato ai tempi in cui “the A380 was the new black” sono i costi di riconfigurazione della cabina.
Purtroppo ogni 10 anni circa tocca togliersi il dente, vuoi perché seppur ben mantenuti gli interni possono mostrare comunque la loro età, vuoi perché nuove tecnologie impongono nuovi standard di confort ed intrattenimento.
E qui casca l’asino: in genere una riconfigurazione integrale della cabina di un 380 fatta a dieci anni di età dell’aereo è economicamente insostenibile rispetto al valore residuo dell’aereo.
Ops, ai tempi non ci abbiamo pensato.
Purtroppo ogni 10 anni circa tocca togliersi il dente, vuoi perché seppur ben mantenuti gli interni possono mostrare comunque la loro età, vuoi perché nuove tecnologie impongono nuovi standard di confort ed intrattenimento.
E qui casca l’asino: in genere una riconfigurazione integrale della cabina di un 380 fatta a dieci anni di età dell’aereo è economicamente insostenibile rispetto al valore residuo dell’aereo.
Ops, ai tempi non ci abbiamo pensato.
Non vedo perché il costo di riconfigurazione per sedile debba essere maggiore su un 380 - anzi dovrebbe essere il contrario. Il vero problema è se ci sia o meno domanda tale da riempire il 380 a tariffe remunerative.
Io infatti non parlo di costo di riconfigurazione per sedile ma di costo assoluto, che sul 380 è ovviamente assai elevato.
articolo chiaro, coinciso, leggibile da tutti, in poche parole perfetto.
L’unico appunto che il cockpit nella foto non e’ di un airbus
Ma ci passiamo sopra.
Molto bravo.
L’unico appunto che il cockpit nella foto non e’ di un airbus
Ma ci passiamo sopra.
Molto bravo.
articolo chiaro, coinciso, leggibile da tutti, in poche parole perfetto.
L’unico appunto che il cockpit nella foto non e’ di un airbus
Ma ci passiamo sopra.
Molto bravo.
Le foto purtroppo non ce le metto io...
Articoli che arrivino al livello medio del lettore sono ossigeno perché il livello stesso possa innalzarsi, bravo e grazie Fab!
Penso che il concetto mole+costi=fallimento del 380 sia passato, peraltro se ci mettevano semplicemente una foto di un 380 sarebbero stati ancora più aderenti al tuo concetto, un cockpit non dice nulla al lettore, che probabilmente non avrà ben capito di quale aereo si stia parlando.
Penso che il concetto mole+costi=fallimento del 380 sia passato, peraltro se ci mettevano semplicemente una foto di un 380 sarebbero stati ancora più aderenti al tuo concetto, un cockpit non dice nulla al lettore, che probabilmente non avrà ben capito di quale aereo si stia parlando.
Mi unisco al coro, ma aggiungo una richiesta: io voglio sapere il nickname dato al 787 in BA! 
Grazie EEA!
Mi unisco al coro, ma aggiungo una richiesta: io voglio sapere il nickname dato al 787 in BA!
Il nomignolo, in realta', parti' dagli ingegneri di Royal Brunei, che poi - tramite quelli di BA che li aiutano, o che hanno il contratto di line maintenance con loro a LHR, lo hanno trasportato a LHR. E' Plastic Pig, anche se ci sono varianti piu'...scatologiche.
Air France orders more A350s to replace A380 fleet
Air France-KLM Group is ordering another 10 Airbus A350-900s, which will be used to replace the company’s Airbus A380 fleet.
The aircraft are set to be operated by Air France, which is phasing out its A380s by the end of 2022. Air France-KLM says the decision is in line with its fleet simplification strategy.
Airbus has confirmed the agreement for the Rolls-Royce Trent XWB-powered jets.
“Rationalising and modernising the fleet is central to our effort to regain our leading position in Europe,” says Air France-KLM chief executive Ben Smith.
“It will strengthen our performance from both an economic and operational standpoint, and will help us deliver on our ambitious sustainability agenda.”
Air France will take its A350 fleet to 38 aircraft as a result of the agreement.
Its long-haul fleet, by 2023, will comprise 116 aircraft from four families: the A330, A350, Boeing 787 and 777. The additional A350s will also enable Air France to “accelerate” the withdrawal of its A340s during the first quarter of 2021, the carrier says.
Sister operator KLM will have a long-haul fleet comprising 777s and 787s.
Air France chief executive Anne Rigail says the initial results of A350 operations at the flag-carrier are “excellent in every way”.
FG
Air France-KLM Group is ordering another 10 Airbus A350-900s, which will be used to replace the company’s Airbus A380 fleet.
The aircraft are set to be operated by Air France, which is phasing out its A380s by the end of 2022. Air France-KLM says the decision is in line with its fleet simplification strategy.
Airbus has confirmed the agreement for the Rolls-Royce Trent XWB-powered jets.
“Rationalising and modernising the fleet is central to our effort to regain our leading position in Europe,” says Air France-KLM chief executive Ben Smith.
“It will strengthen our performance from both an economic and operational standpoint, and will help us deliver on our ambitious sustainability agenda.”
Air France will take its A350 fleet to 38 aircraft as a result of the agreement.
Its long-haul fleet, by 2023, will comprise 116 aircraft from four families: the A330, A350, Boeing 787 and 777. The additional A350s will also enable Air France to “accelerate” the withdrawal of its A340s during the first quarter of 2021, the carrier says.
Sister operator KLM will have a long-haul fleet comprising 777s and 787s.
Air France chief executive Anne Rigail says the initial results of A350 operations at the flag-carrier are “excellent in every way”.
FG
Airbus A380 -861 40 F-HPJB Air France ferried / in svc 13-14dec19 MLA-CDG-MIA-CDG after paint into all white ex F-WWSE
A Superjumbo flew the longest ever A380 flight and no one noticed
December 22, 2019
Dresden_Airport
A Qantas Airbus A380-800 flew the longest ever A380 flight few days ago.
On December 19th, a Qantas Airbus A380-800 flew the longest ever A380 flight from Dresden to Sydney.
The aircraft (reg. VH-OQH) called ‘Reginald Ansett’ took 18 hrs and 26 minutes and covered 16,105 kms to reach Sydney.
But this flight was not part of Project Sunrise. The Airbus A380 was flying a non commercial service, with empty seats as well as it didn’t have cargo load.
‘Reginald Ansett’ spent the last few weeks in hall 285 at Dresden Airport to be upgraded with a new cabin: complete reconstruction of the upper deck and the modification of the main deck with new seats and a new lounge.
Dresden Airport is known worldwide as a maintenance company for the Airbus A380. The Airport operates only few flights a day to Frankfurt, Munich, Zurich and Moscow.
Few hours after landing, Qantas A380 (reg. VH-OQH) performed flight #QF17 from Sydney to Los Angeles. Flight time: around 13 hours.
https://www.airlive.net/a-superjumbo-flew-the-longest-ever-a380-flight-and-no-one-noticed/
December 22, 2019
Dresden_Airport
A Qantas Airbus A380-800 flew the longest ever A380 flight few days ago.
On December 19th, a Qantas Airbus A380-800 flew the longest ever A380 flight from Dresden to Sydney.
The aircraft (reg. VH-OQH) called ‘Reginald Ansett’ took 18 hrs and 26 minutes and covered 16,105 kms to reach Sydney.
But this flight was not part of Project Sunrise. The Airbus A380 was flying a non commercial service, with empty seats as well as it didn’t have cargo load.
‘Reginald Ansett’ spent the last few weeks in hall 285 at Dresden Airport to be upgraded with a new cabin: complete reconstruction of the upper deck and the modification of the main deck with new seats and a new lounge.
Dresden Airport is known worldwide as a maintenance company for the Airbus A380. The Airport operates only few flights a day to Frankfurt, Munich, Zurich and Moscow.
Few hours after landing, Qantas A380 (reg. VH-OQH) performed flight #QF17 from Sydney to Los Angeles. Flight time: around 13 hours.
https://www.airlive.net/a-superjumbo-flew-the-longest-ever-a380-flight-and-no-one-noticed/
Airbus A380 -861 40 F-HPJB Air France ferried 02jan20 CDG-DRS, all white, for storage ex F-WWSE
Checks required after Air France A380 engine blade failures
Investigators have yet to establish the root cause of a fan-blade fracture involved in an engine failure affecting an Air France Airbus A380.
The US Federal Aviation Administration states that the reason for the first-stage low-pressure compressor blade fracture is “still undetermined” in an interim directive requiring further precautionary action on Engine Alliance GP7200 powerplants.
Its directive refers to an in-flight shutdown on a 10 March 2019 service, following the fracture of two first-stage low-pressure compressor blades. While it does not specify the airframe involved, an Air France A380 returned to Abidjan with GP7200 failure on this date.
“After an analysis of these fractures, the manufacturer determined the fan blades experienced cracks that originated on the internal surface of the convex airfoil and propagated to the point of failure,” states the FAA.
“The cracks originated in a microtexture area that can result in a low-cycle fatigue debit that may allow a crack to initiate and propagate to failure.”
Operators with GP7200-powered A380s with certain blades fitted are being instructed to conduct ultrasonic inspections and replace any blades which fail the check. Blades which have undertaken 3,250 cycles or more since new must be checked within 250 cycles.
The measures take effect from 14 January.
Air France had already experienced a serious engine failure on an A380 operating over Greenland in September 2017, resulting in a number of directives requiring component checks.
Cirium/FG
Investigators have yet to establish the root cause of a fan-blade fracture involved in an engine failure affecting an Air France Airbus A380.
The US Federal Aviation Administration states that the reason for the first-stage low-pressure compressor blade fracture is “still undetermined” in an interim directive requiring further precautionary action on Engine Alliance GP7200 powerplants.
Its directive refers to an in-flight shutdown on a 10 March 2019 service, following the fracture of two first-stage low-pressure compressor blades. While it does not specify the airframe involved, an Air France A380 returned to Abidjan with GP7200 failure on this date.
“After an analysis of these fractures, the manufacturer determined the fan blades experienced cracks that originated on the internal surface of the convex airfoil and propagated to the point of failure,” states the FAA.
“The cracks originated in a microtexture area that can result in a low-cycle fatigue debit that may allow a crack to initiate and propagate to failure.”
Operators with GP7200-powered A380s with certain blades fitted are being instructed to conduct ultrasonic inspections and replace any blades which fail the check. Blades which have undertaken 3,250 cycles or more since new must be checked within 250 cycles.
The measures take effect from 14 January.
Air France had already experienced a serious engine failure on an A380 operating over Greenland in September 2017, resulting in a number of directives requiring component checks.
Cirium/FG
Non mi e' mai piaciuto, per quanto quando l'ho visitato privatamente in un hangar LH a FRA mi ha davvero fatto impressione; della serie "non mi piaci, ma stima e rispetto!".
Immagini tristi davvero ora che fanno a pezzi questa meraviglia di ingegneria...
https://worldairlinenews.com/2020/01/13/first-photos-the-first-airbus-a380-is-dismantled/
Immagini tristi davvero ora che fanno a pezzi questa meraviglia di ingegneria...
https://worldairlinenews.com/2020/01/13/first-photos-the-first-airbus-a380-is-dismantled/