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Discussione: Thread A350 XWB

  1. #51

    Predefinito

    Non voglio certo fare il gufo, ma io comincio ad avere seri dubbi sulla prima consegna nel 2013.

    DATE:19/01/11
    SOURCE:Air Transport Intelligence news

    Airbus pushes A350 final assembly back to end-2011
    By David Kaminski-Morrow

    Airbus has indicated a schedule slip for A350 development, no longer identifying the third quarter of 2011 as the date for commencing final assembly, instead stating only that it will begin before the end of the year.
    But the company is still pushing for a mid-2012 first flight, even as it maintains that this will need a nine-month assembly lead time.
    The manufacturer had previously said it would begin final assembly in the third quarter of this year.
    But during Airbus' annual briefing in Toulouse, chief operating officer Fabrice Bregier said the airframer would start assembly of the first A350's main components "around mid-year" and that it would be "ready for the final assembly line before the end of 2011".
    Bregier says Airbus is still planning to allow around nine months for assembly and tests, and that the A350 would have undergone close to 18 months of tests by the time of its maiden flight - after which it would be subjected to another 12 months of flight testing.
    Delivery of the first aircraft, he adds, will be in the second half of 2013. Late last year Airbus parent EADS had warned that the delivery would be pushed back from the early part of the second half, stating that the design-to-manufacturing transition was taking longer than expected.
    Bregier says the airframer is "still very humble about this programme", that the manufacturer is making "reasonable progress" on the A350 but that the aircraft's development remains "very challenging".
    He says processes which did "not perfectly fit on the A380" - in a range of areas, including system installation and customisation - are being changed on the A350.
    "One lesson [learned from the A380] - when you're not ready, you don't move from one step to another," he says, adding that there should be no milestones before maturity.
    Bregier says that hydraulic pressurisation of the 'iron bird' test-bed took place at the end of December, adding that it will be used to "debug all functions at system level".
    Airbus executive vice-president for programmes Tom Williams says the airframer has needed to bring the research and technology aspect, as opposed to research and development, of the aircraft to "where it needs to be".
    "We're keen not to repeat the A380 experience," he says, adding that Airbus has wanted to instil "more discipline". He gives the example of certain critical components being produced in-house in order to ensure "lots more transparency and visibility".
    Bregier admitted to an EADS investor gathering in Toulouse last November that the previous caution over the service-entry schedule had been driven by a desire to avoid continuing enquiries as to precisely when, 2013, the twinjet would be delivered.
    "In the next months we want to be able to have the detailed configuration of the aircraft, including [system] routings and bracket locations, included in the digital mock-up of the first aircraft," he said.
    "Perhaps it's a bit too demanding but, if we do that, it will be much simpler, and I prefer to take a couple more months at this stage to avoid potentially big problems."
    Airbus' single, integrated A350 digital mock-up has been part of a management strategy to increase information sharing, while manufacturing has been distributed to a reduced number of first-tier suppliers, each handling larger work packages.
    Over the course of 2010 Airbus secured orders for 63 A350s, bringing its order backlog for the twinjet family to 583 from 36 customers.

    http://www.flightglobal.com/articles...-end-2011.html
    Ciao

  2. #52

    Predefinito Thread A350 XWB

    Riapro la discussione che probabilmente è andata persa con il riavvio del forum...

    Il pezzo più grande della fusoliera dell' A350-900
    http://www.flightglobal.com/articles...350-panel.html

    German plant produces largest A350 panel
    By David Kaminski-Morrow

    German manufacturing operation Premium Aerotec has produced the largest carbonfibre fuselage panel for the Airbus A350 twinjet.

    The aerostructure will be located on the starboard side of the aircraft and become part of the primary forward fuselage section 13-14.

    Airbus says the panel is 93m² (1,000ft²) in area and was created at Premium Aerotec's Nordenham production facility. The section includes cut-outs for the second right-hand passenger door and lower-deck cargo door.

    "[We] opted for large fuselage panels for the A350 design as they can be tailored in terms of their thickness according to the different loads required at each part of the airframe," it states.

    "This approach enables Airbus to optimise the airframe overall which results in enhanced performance, greater robustness and less weight."

    It will perform ultrasonic inspection, trimming and drilling of the carbonfibre panel over the next few days before it is mated with other forward fuselage components.

    Nordenham has already cured the crown panel for the forward fuselage while the centre fuselage crown has been completed at the US-based Spirit AeroSystems site in Kinston.

    A350 production progress has included initiation of manufacturing for lower wing covers and rear fuselage barrels at Illescas in Spain, as well as upper wing covers at another German plant in Stade. A French plant at Nantes is creating the centre wing box and keel beam, while a landing-gear test facility has opened in the UK at Filton.
    http://www.flightglobal.com/articles...a350-1000.html

    Airbus resists pressure to scale up A350-1000
    By David Kaminski-Morrow


    Airbus is not intending to change the size of the A350-1000 as it heads towards definition freeze for the twinjet by the end of this year, although it has yet to confirm the extent to which it might adapt the aircraft to better compete with the Boeing 777-300ER.
    Overall configuration of the A350-1000 was validated in November 2010, including the type's fuselage size. Sources close to the programme indicate that there are no plans to change the aircraft's basic dimensions. The A350 will typically seat 350 passengers against the 777-300ER's 370.
    But there is still a lack of clarity as to whether Airbus is to tweak the thrust requirement for the type.
    Industry sources familiar with the situation say that Airbus insists it is "not changing the size of the aircraft", but "recognises that an increased thrust may result in slightly higher fuel burn".
    If Airbus changes the thrust, and this leads to a larger fan size on the powerplant, says the source, the aircraft would also "probably" need a re-optimised pylon.
    Rolls-Royce, which is supplying the Trent XWB engine for the A350 family, has declined to comment beyond supporting a statement in March, by Airbus vice-president of marketing Andrew Shankland, that the Trent was sufficient to power the twinjet.
    Airbus's efforts to keep definition freeze on schedule come as Emirates is looking at a possible switch of A350-900s to the -1000, although the Dubai-based carrier says that the type - as it stands - does not compare to the 777-300ER, and that Airbus should be considering a higher take-off weight and greater thrust.
    Last year's validation of the A350-1000 airframe, says Airbus, means the aircraft "has the capability to meet the performance targets and guarantees".
    Airbus adds that it is "progressing well" with the A350, with a technology insertion programme for the -1000, which was created with "the objective of further optimising the airframe and performance while keeping a high level of commonality".
    Qatar Airways is the launch customer for the A350-1000, with service entry intended in 2015. The carrier has 20 on order, as does Emirates. Another 35 have been ordered by Etihad Airways and Asiana.
    Consegnato il primo carrello dell' A350-900
    http://www.flightglobal.com/articles...r-testing.html

    First A350-900 main gear delivered for testing
    By David Kaminski-Morrow

    Manufacturer Messier-Dowty has delivered the first Airbus A350-900 main landing-gear to the undercarriage test facility at the airframer's UK site at Filton.

    The delivery follows the Filton plant's receiving the A350's first nose-gear last month, built by Liebherr.

    Both will be mounted in a rig for integration testing which will begin towards the end of 2011, says Airbus.

    "These tests will be carried out to demonstrate reliability and maturity, and will also provide evidence for certification, especially regarding the extension-retraction, braking and steering systems," it adds.

    Each main landing-gear bogie for the -900 and -800 will comprise four wheels. The A350-1000's main gear will feature a six-wheel bogie, and will be manufactured by Goodrich.

  3. #53
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    Predefinito Airbus long-haul A350 project set for more delays: Cathay

    Aggiornamento di oggi: secondo Cathay, l'A350XWB incorrerà in ulteriori ritardi.

    Airbus long-haul A350 project set for more delays: Cathay
    Airbus will have to further delay the roll-out of its key A350 long-haul twin-jet programme due to the need for technical improvements, the head of Hong Kong carrier Cathay pacific said Thursday.

    His comments came as US aerospace giant Boeing announced it will carry out a flight test of its rival 787 Dreamliner in Japan in early July.

    Airbus "has technical improvements to make (on the A350) and it will certainly be delayed," said Cathay CEO John Slosar.

    The Hong Kong flag-carrier has ordered 30 A350s and expects the first to arrive "in late 2015."

    Last November, Airbus sources said the European aircraft maker would reorganise its A350 programme to ensure that deliveries can begin before the end of 2013 despite pressures on the timetable.

    That was already a delay from an earlier entry date of mid-2013.

    Cathay boss Slosar told a press conference in Paris that, following delays with the super-jumbo A380, Airbus was "working hard" to minimise delays.

    Louis Gallois chief executive officer at Airbus parent EADS, the European defence giant, confirmed on Thursday that the A350 calendar "remains challenging.

    "Critical milestones have been reached on the A350, with difficulties to be overcome in the coming years to manage this risky programme," he told the group's annual general meeting in Amsterdam.
    Link: http://www.expatica.com/fr/news/fren...ay_152091.html
    "Si bene quid memini, causae sunt quinque bibendi;
    Hospitis adventus, praesens sitis atque futura,
    Aut vini bonitas, aut quaelibet altera causa." - Henry Aldrich

  4. #54
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    Predefinito DJ Airbus: Cathay Pacific CEO Was Misquoted On A350 Delay Remarks

    Airbus nega i ritardi:

    DJ Airbus: Cathay Pacific CEO Was Misquoted On A350 Delay Remarks
    27/05/2011 17:41 | Cathay Pacific Airways
    PARIS (Dow Jones)--Reported remarks by the chief executive of Cathay Pacific Airways Ltd. (0293.HK) to the effect that Airbus's A350 XWB program is facing delays due to technical issues are untrue, the aircraft maker said Friday.

    John Slosar, who met with journalists in Paris Thursday, was quoted in Friday's edition of Le Figaro as having said that Airbus "has technical improvements to make, and there will be delays." The A350 is a new wide-bodied, long-range aircraft that Airbus is targeting at the mid-sized airliner market, to compete with Boeing Co.'s (BA) 787 and 777.

    "John Slosar has told us that he was misquoted and that he never said the A350 would be delayed," Airbus spokesman Stefan Schaffrath told Dow Jones Newswires.

    "We are still aiming for entry into service for the A350 XWB in the second half of 2013," Schaffrath said.

    The report in Le Figaro said Airbus has to work on "improvements" for the A350-800 and A350-1000, shorter and longer versions of the A350-900 that will be the first to be delivered. It said these planes could be delayed by six months, and that the industrial ramp-up might have an impact on deliveries in the early years.

    Louis Gallois, chief executive of the European Aeronautic Defence & Space Co NV (EAD.FR), Airbus's parent company, said on Thursday that the A350 is the riskiest program for Airbus at the present time. Airbus officials have acknowledged that the company has used up all the gaps built into the development program schedule to allow for technical hitches.

    -By David Pearson, Dow Jones Newswires; +33 1 4017 1751; david.pearson@dowjones.com
    Link: http://www.morningstar.co.uk/uk/mark...42552112222663
    Ultima modifica di pieterde; 28th May 2011 a 01: 29 Motivo: link aggiunto
    "Si bene quid memini, causae sunt quinque bibendi;
    Hospitis adventus, praesens sitis atque futura,
    Aut vini bonitas, aut quaelibet altera causa." - Henry Aldrich

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    Predefinito Ritardo di 2 anni per A358 e A3510

    Secondo un articolo apparso oggi ne La Tribune Airbus annuncerà questo weekend dei ritardi nel programma A350XWB.

    In particolare l'A358 entrerà in servizio nel 2016 (invece del 2014) e l'A3510 nel Q2 di 2017 (invece del 2015).
    Per l'A359 rimane confermata l'entrata in servizio entro la fine del 2013.

    I ritardi sono dovuti, per l'A358, ad ulteriori ottimizzazione (ne deduco che non sarà più un semplice "shrink" dell'A359). L'A3510 invece verrà potenziato con nuovi reattori da 97000 lbs (prima 94000), che dobvrebbero permettere di inalzare l'MTOW ed estandere il raggio di 400 nm.

    L'articolo si travo quì.

    Airbus : report de deux ans pour deux versions de l'A350
    Source : La Tribune.fr - 17/06/2011 | 08:00

    Selon nos sources, la mise en service de l'A350-800 et l'A350-1000, est désormais prévue en 2016 et 2017. A la demande des compagnies du Golfe, la version 1000 est améliorée avec de nouveaux moteurs.
    Le calendrier est très tendu. Mais la mise en service de la première version de l'Airbus A350, l'A350-900 (314 sièges), est toujours prévue au deuxième semestre 2013. En revanche, les deux autres versions de ce biréacteur long-courrier, l'A350-800 (270 sièges en configuration tri-classes) et l'A350-1000 (350 sièges), initialement prévues pour 2014 et 2015, sont, selon nos informations décalées de deux ans. Leur mise en service est désormais programmée en 2016 pour l'A350-800 et au deuxième trimestre 2017 pour l'A350-1000. La direction d'Airbus comptait faire une annonce ce week-end à la veille du salon aéronautique du Bourget.

    L'A350-800, qui ne constitue pas la priorité d'Airbus malgré ses 140 commandes au compteur (contre 359 et 75 pour les versions 900 et 1000), sera retravaillé pour être amélioré. Sans que cela passe par de nouveaux moteurs comme cela va être le cas pour l'A350-1000. Rolls Royce, le seul motoriste présent sur le programme A350, prépare en effet un moteur Trent de 97.000 livres de poussée, contre 94.000 livres prévus jusqu'ici. "Cela devrait lui permettre d'augmenter son rayon d'action d'environ 400 miles nautiques (740 kilomètres)", précise un proche du dossier.

    L'A350-1000 pourra donc franchir des distances de 15.556 kilomètres. Suffisamment pour faire gonfler le potentiel de routes à exploiter avec cet appareil, en particulier pour les compagnies du Golfe et d'Asie-Pacifique. D'ailleurs, toutes ces améliorations, qui devraient également permettre d'augmenter l'emport de marchandises en soutes, sont réalisées à la demande des compagnies du Golfe. Etihad, la compagnie d'Abou Dhabi (25 exemplaires), ces concurrentes de Dubai Emirates et du Qatar (20 exemplaires chacune), sont les seules compagnies clientes de l'A350-1000 aux côtés de la coréenne Asiana Airlines (10 avions commandés).

    "Avec ces meilleures performances, nous comptons gagner des parts de marché à Boeing en Asie sur le marché des long-courriers de grande capacité", explique une source interne chez Airbus. Ces gains permettront en effet au constructeur européen d'augmenter ses chances de concurrencer le B777-300 de Boeing, le meilleur avion long-courrier aujourd'hui sur le marché, notamment dans sa version à très long rayon d'action (ER pour "extended range"). Surtout, avec ce nouveau calendrier, la mise en service de l'A350-1000 risque de coïncider peu ou prou avec celle d'une version améliorée du B777-300 ER. Equipé de nouveaux moteurs General Electric, ce dérivé, qui répond aujourd'hui au nom de code "9X", pourrait être lancé à l'horizon 2017-2018.

    Fabrice Gliszczynski - 17/06/2011, 08:00
    "Si bene quid memini, causae sunt quinque bibendi;
    Hospitis adventus, praesens sitis atque futura,
    Aut vini bonitas, aut quaelibet altera causa." - Henry Aldrich

  6. #56
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    Quindi Alitalia se vuole nuovi WB già dal 2014 dovrebbe rivolgersi da qualche altra parte. E' un'ipotesi piuttosto fasulla, però si potrbbe concretizzare.
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  7. #57

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    C'è mai stato un aereo che ha rispettato la tabella di marcia prevista?

  8. #58
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    Speriamo che non si fermino al solo ordine di A358 , ma che acquistino anche A359 e A3510
    SF

  9. #59
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    l'ordine fatto da ap risulta inadatto per Az che ha bisogno di 350/900

  10. #60

    Predefinito

    Quote Originariamente inviato da marxvive Visualizza il messaggio
    Speriamo che non si fermino al solo ordine di A358 , ma che acquistino anche A359 e A3510
    Ti dirò che l'A358 per AZ ha poco senso, direi che severrà dato seguito all'ordine per l'A350 saranno A350-900 o un mix di A350-900 e A350-1000, se non ricordo male l'ordine di APF è di 12 macchine potrebbero essere suddivise tipo 8 A350-900 e 4 A350-1000 probabilmente sostituendo i 10 B772.

  11. #61
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    Speriamo bene .
    Ve lo immaginate l'A350-1000 nei colori AZ ??
    SF

  12. #62
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    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_e...7-06-2011.shtm

  13. #63
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    Quote Originariamente inviato da Farfallina Visualizza il messaggio
    Ti dirò che l'A358 per AZ ha poco senso, direi che severrà dato seguito all'ordine per l'A350 saranno A350-900 o un mix di A350-900 e A350-1000, se non ricordo male l'ordine di APF è di 12 macchine potrebbero essere suddivise tipo 8 A350-900 e 4 A350-1000 probabilmente sostituendo i 10 B772.
    La sostituzione dei B772 è una tua ipotesi oppure è una dichiarazione di qualcuno di AZ?
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  14. #64

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    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.
    Ciao

  15. #65
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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 !!!!!

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    Quote Originariamente inviato da Gigginhio 737 Visualizza il messaggio
    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.
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  17. #67
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    Quindi nel 2014,cacciando i 767 e sommando i nuovi A330,Alitalia avrà 22 WB

  18. #68

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    Quote Originariamente inviato da Gigginhio 737 Visualizza il messaggio
    Quindi nel 2014,cacciando i 767 e sommando i nuovi A330,Alitalia avrà 22 WB
    avremo
    10 B777
    10 A330 (nuovi) +2(in forse)

    i due ex-ap vanno via,uno sembrerebbe a breve.

  19. #69
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    aaah si,uno và pure a IB

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    Quote Originariamente inviato da piccione330 Visualizza il messaggio
    avremo
    10 B777
    10 A330 (nuovi) +2(in forse)

    i due ex-ap vanno via,uno sembrerebbe a breve.
    Desolante

  21. #71
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    Quote Originariamente inviato da piccione330 Visualizza il messaggio
    avremo
    10 B777
    10 A330 (nuovi) +2(in forse)

    i due ex-ap vanno via,uno sembrerebbe a breve.
    12 330 + 2 ex AP (in forse), stando alle dichiarazioni di Sabelli

  22. #72

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    Quote Originariamente inviato da FlyKing Visualizza il messaggio
    12 330 + 2 ex AP (in forse), stando alle dichiarazioni di Sabelli
    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

  23. #73

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    Quote Originariamente inviato da EI-EIA Visualizza il messaggio
    La sostituzione dei B772 è una tua ipotesi oppure è una dichiarazione di qualcuno di AZ?
    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.

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    Quote Originariamente inviato da EI-EIA Visualizza il messaggio
    Quindi Alitalia se vuole nuovi WB già dal 2014 dovrebbe rivolgersi da qualche altra parte. E' un'ipotesi piuttosto fasulla, però si potrbbe concretizzare.
    A quanto pare AZ non voleva gli A350 prima del 2016:

    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.
    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).
    "Si bene quid memini, causae sunt quinque bibendi;
    Hospitis adventus, praesens sitis atque futura,
    Aut vini bonitas, aut quaelibet altera causa." - Henry Aldrich

  25. #75
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    Predefinito FlightGlobal: Qatar minaccia cancellazione ordine A3510

    Akbar al-Baker non sembra aver digerito bene le modfiche proposte da Airbus:

    PARIS: 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."
    Fonte
    "Si bene quid memini, causae sunt quinque bibendi;
    Hospitis adventus, praesens sitis atque futura,
    Aut vini bonitas, aut quaelibet altera causa." - Henry Aldrich

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