Aumenta la fretta di mandare in pensione il 747
More and more airlines are parking their four-engine, 416-seat 747s and replacing them with twin-engine 365-seat 777-300ERs and the smaller 300-seat 777-200ERs.
Cathay Pacific, Singapore Airlines and Japan Airlines are taking delivery of the 777-300ERs as fast as Boeing can deliver, and using them to replace the slightly larger 747-400s.
The 777 range is the cornerstone of Emirates' expansion, with more than 80 in service or on order.
In typical airline configuration, the 777-300ER seats about 60 fewer than a 747-400 and airlines are simply reducing the size of the economy cabin and retaining the premium classes.
Air New Zealand has committed to eight 777-300ERs to replace its 747-400s, while V Australia - the international arm of Virgin Australia - selected the 777-300ER last year and will take delivery of its first of 15 in November to launch services to the US.
Boeing Middle East and Africa sales vice-president Martin Bentrott said in November that 777 production was sold out through to 2012, with just a few slots available.
In just six months, all the remaining 2012 and 2013 delivery slots have been snapped up, and the first available date for a new order is 2014.
Boeing has announced sales of 36 777s this year, with many firm commitments - believed to up to 40 - yet to be signed.
Carriers such as Air Canada are also seeking extra 777s to meet capacity shortfalls caused by the delay in the deliveries of the 230-to-270 seat 787, which is between 15 and 24 months late.
Responding to a question on an increase in production, Boeing said it was "experiencing unprecedented demand for its commercial airliners and is constantly reviewing the complex process of matching demand with the physical and economic constraints of the production system".
Boeing is producing 777s at a rate of seven monthly.
While delighted with the demand, Boeing said: "In the past, Boeing, its employees, suppliers and customers suffered the effects of a breakdown of the production process resulting from efforts to increase production too rapidly.
"Boeing is determined to produce efficiently through the market cycles going forward. This will allow us to maintain relatively stable employment levels, maintain high levels of quality and keep the residual values of airplanes high to protect our customers' investment in our products.
"This effort may result in us not being able to meet all customers' requirements in the time frame they prefer.
"Ultimately, though, Boeing believes that a disciplined approach to managing production rates is in the best interests of all parties involved."
Airlines, however, are being anything but disciplined as they scramble for solutions to fuel prices.
Carriers such as Qantas are also waiting for Boeing's response to the new Airbus 350-seat all-composite A350-1000, which targets the lower end of the 777-300ER market. Boeing says it is holding back until Airbus more precisely defines the performance of the A350-1000.
Last week, at a customer briefing in Madrid, Airbus advised that the maximum take-off weight of the aircraft was to rise by two tonnes, which may affect some range targets for the 1000 model.
Boeing has been considering a number of improvements in the 777 family with reduced weight, more power and a slight lengthening of the fuselage, which combined are dubbed the 777-400ER.
Emirates president Tim Clark wants Boeing to start with a clean sheet and develop an all-composite and larger 777 replacement that will seat up to 400 passengers.
The aerospace giant did extensive studies on increasing the aircraft's capabilities as it has sought unsuccessfully to win a Qantas order for a 777-200LR capable flying non-stop from Sydney to London year-round.
The 777-200LR can fly year-round London-Sydney and for nine months in the westerly direction, but would have required a fuel stop in Singapore or Bangkok in the peak winter months.
Qantas's interest waned, but the airline is understood to be still interested in the 777, although lease rates on the aircraft have soared.
Late last month, Boeing rolled out the latest version of the 777, an all-freight variant that carries 103 tonnes of cargo while burning 41 per cent less fuel than a 747-200F, which carries 110 tonnes of cargo.
Airlines in the Asia-Pacific region are responding rapidly and savagely to the soaring cost of fuel and the global economic slowdown.
This week, Thai Airways ditched its non-stop services from Bangkok to New York and Los Angeles and announced it would sell its four A340-500s to help stem losses due to surging oil prices. It estimated that losses on the two routes at current fuel prices would top $US130 million ($138 million).
Separately, China Airlines said it would axe 100 flights a month, or 10 per cent of its capacity, mainly to the US, while EVA said it would cut its services by 5 per cent. China Airlines also plans to axe 50 all-cargo flights a month.
Across the Tasman, Air New Zealand has announced it will raise fares for the second time in three weeks and cut more services. Domestic, and some international, fares will increase by 4 per cent, with services to Australia, Japan and Hong Kong scaled back.
These changes follow fare increases of an average of 3 per cent on May 15 and a cut to its profit forecast on May 28.
The Qantas Group announced a series of changes to international routes earlier this month and to domestic routes in late May.
http://www.theaustralian.news.com.au/story/0,25197,23853824-23349,00.html
More and more airlines are parking their four-engine, 416-seat 747s and replacing them with twin-engine 365-seat 777-300ERs and the smaller 300-seat 777-200ERs.
Cathay Pacific, Singapore Airlines and Japan Airlines are taking delivery of the 777-300ERs as fast as Boeing can deliver, and using them to replace the slightly larger 747-400s.
The 777 range is the cornerstone of Emirates' expansion, with more than 80 in service or on order.
In typical airline configuration, the 777-300ER seats about 60 fewer than a 747-400 and airlines are simply reducing the size of the economy cabin and retaining the premium classes.
Air New Zealand has committed to eight 777-300ERs to replace its 747-400s, while V Australia - the international arm of Virgin Australia - selected the 777-300ER last year and will take delivery of its first of 15 in November to launch services to the US.
Boeing Middle East and Africa sales vice-president Martin Bentrott said in November that 777 production was sold out through to 2012, with just a few slots available.
In just six months, all the remaining 2012 and 2013 delivery slots have been snapped up, and the first available date for a new order is 2014.
Boeing has announced sales of 36 777s this year, with many firm commitments - believed to up to 40 - yet to be signed.
Carriers such as Air Canada are also seeking extra 777s to meet capacity shortfalls caused by the delay in the deliveries of the 230-to-270 seat 787, which is between 15 and 24 months late.
Responding to a question on an increase in production, Boeing said it was "experiencing unprecedented demand for its commercial airliners and is constantly reviewing the complex process of matching demand with the physical and economic constraints of the production system".
Boeing is producing 777s at a rate of seven monthly.
While delighted with the demand, Boeing said: "In the past, Boeing, its employees, suppliers and customers suffered the effects of a breakdown of the production process resulting from efforts to increase production too rapidly.
"Boeing is determined to produce efficiently through the market cycles going forward. This will allow us to maintain relatively stable employment levels, maintain high levels of quality and keep the residual values of airplanes high to protect our customers' investment in our products.
"This effort may result in us not being able to meet all customers' requirements in the time frame they prefer.
"Ultimately, though, Boeing believes that a disciplined approach to managing production rates is in the best interests of all parties involved."
Airlines, however, are being anything but disciplined as they scramble for solutions to fuel prices.
Carriers such as Qantas are also waiting for Boeing's response to the new Airbus 350-seat all-composite A350-1000, which targets the lower end of the 777-300ER market. Boeing says it is holding back until Airbus more precisely defines the performance of the A350-1000.
Last week, at a customer briefing in Madrid, Airbus advised that the maximum take-off weight of the aircraft was to rise by two tonnes, which may affect some range targets for the 1000 model.
Boeing has been considering a number of improvements in the 777 family with reduced weight, more power and a slight lengthening of the fuselage, which combined are dubbed the 777-400ER.
Emirates president Tim Clark wants Boeing to start with a clean sheet and develop an all-composite and larger 777 replacement that will seat up to 400 passengers.
The aerospace giant did extensive studies on increasing the aircraft's capabilities as it has sought unsuccessfully to win a Qantas order for a 777-200LR capable flying non-stop from Sydney to London year-round.
The 777-200LR can fly year-round London-Sydney and for nine months in the westerly direction, but would have required a fuel stop in Singapore or Bangkok in the peak winter months.
Qantas's interest waned, but the airline is understood to be still interested in the 777, although lease rates on the aircraft have soared.
Late last month, Boeing rolled out the latest version of the 777, an all-freight variant that carries 103 tonnes of cargo while burning 41 per cent less fuel than a 747-200F, which carries 110 tonnes of cargo.
Airlines in the Asia-Pacific region are responding rapidly and savagely to the soaring cost of fuel and the global economic slowdown.
This week, Thai Airways ditched its non-stop services from Bangkok to New York and Los Angeles and announced it would sell its four A340-500s to help stem losses due to surging oil prices. It estimated that losses on the two routes at current fuel prices would top $US130 million ($138 million).
Separately, China Airlines said it would axe 100 flights a month, or 10 per cent of its capacity, mainly to the US, while EVA said it would cut its services by 5 per cent. China Airlines also plans to axe 50 all-cargo flights a month.
Across the Tasman, Air New Zealand has announced it will raise fares for the second time in three weeks and cut more services. Domestic, and some international, fares will increase by 4 per cent, with services to Australia, Japan and Hong Kong scaled back.
These changes follow fare increases of an average of 3 per cent on May 15 and a cut to its profit forecast on May 28.
The Qantas Group announced a series of changes to international routes earlier this month and to domestic routes in late May.
http://www.theaustralian.news.com.au/story/0,25197,23853824-23349,00.html