L’A380 ha le ore contate

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malpensante
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Re: L’A380 potrebbe avere le ore contate?

Messaggio da leggereda malpensante » gio 14 feb 2019, 11:07:24

Etihad non respira bene da un bel po'.

kco
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Re: L’A380 potrebbe avere le ore contate?

Messaggio da leggereda kco » gio 14 feb 2019, 11:09:42

malpensante ha scritto:Etihad non respira bene da un bel po'.
E gli ha appena cancellato 42 ordini di A350...

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mxp98
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Re: L’A380 potrebbe avere le ore contate?

Messaggio da leggereda mxp98 » dom 17 feb 2019, 14:46:14

Dio mio quanta carta igienica utilizzata male.

https://www.ilfattoquotidiano.it/2019/0 ... 75098/amp/
Marco
The engine is the heart of an airplane but the pilot is its soul.

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hal
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Re: L’A380 potrebbe,( anzi è certo) avere le ore contate

Messaggio da leggereda hal » dom 17 feb 2019, 15:36:09

mxp98 ha scritto:Dio mio quanta carta igienica utilizzata male.

https://www.ilfattoquotidiano.it/2019/0 ... 75098/amp/
Analisi deprimente. Dire che viene a mancare il traffico sul lungo raggio è sintomo di ignoranza o malafede.
Anzi, il 380 non ha incontrato il favore del mercato perchè anche nel lungo raggio è aumentata la richiest. Solo che all'aumento di questa è aumentata anche la richiesta di maggiori frequenze e le stesse originate da un più ampio ventaglio di aeroporti. Senza che questi abbiano necessità di strutture "dedicate" per il solo 380.
Più altre non secondarie motivazioni: nuovi materiali compositi e non solo da cui costi vari....ecc.
Tutto quello che si vuole ma non certo carenza di richieste di connessioni.
O mi sbaglio?
Il maggior nemico della conoscenza non è l’ignoranza,
è la presunzione della conoscenza.


Stephen Hawking

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mxp98
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Re: L’A380 potrebbe,( anzi è certo) avere le ore contate

Messaggio da leggereda mxp98 » dom 17 feb 2019, 15:48:45

Hai colto il mio pensiero.
"Fantastico" poi il tocco da maestro sul finale dell'articolo.
Marco
The engine is the heart of an airplane but the pilot is its soul.

kco
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Re: L’A380 potrebbe,( anzi è certo) avere le ore contate

Messaggio da leggereda kco » dom 17 feb 2019, 15:52:01

Da flight international in mio possesso



It has been a long time coming, but no longer able to put off the inevitable, Airbus has taken the "painful" decision to close the A380 programme, with the final deliveries to be made in 2021.

Although Emirates' contract revision - cutting 39 orders from its commitment for the double-decker - was the final straw, an inability to attract new customers has been a consistent problem for the programme.

The airframer puts the cost of axing the A380 at €463 million ($522 million), the company has disclosed in its full-year financial results.

Airbus has already slowed A380 production to a trickle, with just eight due for delivery this year, and the future of the type had hinged on continued interest from Dubai-based Emirates, by far the largest customer for the aircraft.

Emirates had provided Airbus with a degree of optimism that, even at a reduced output as low as six aircraft per year, the airframer would be able to keep the A380 line open long enough to secure further customers.

But outgoing Airbus chief executive Tom Enders says a revision of Emirates' order to just 14 aircraft has sealed the programme's fate, and it will "wind down" production of the jet.

"We have no sustainable A380 backlog and hence no basis to sustain production, despite all our sales efforts with other airlines in recent years," says Enders, who is due to step down from his post in April.

He says the double-decker is an "outstanding engineering and industrial achievement", adding: "[This] announcement is painful for us and the A380 communities worldwide."

But over 230 of the jets have already been delivered and Enders points out that this means they will "roam the skies for many years to come".

Airbus's decision comes less than a year after its then-sales chief, John Leahy, admitted that the A380 line could face closure if a deal with Emirates fell through.

Singapore Airlines (SIA) received the first A380 in 2007, and is one of 12 operators to have already received all of the A380s for which they placed orders.

But SIA also highlighted the dearth of interest in the type when it withdrew some of its early examples from service, which then struggled to find a buyer - eventually being allocated to part-out.

The A380 had secured 313 total orders by the end of January this year, of which 234 had been delivered.

Emirates accounted for 162 of the overall orders and had received 109 of them. Prior to the contract rejig, it accounted for 53 of the 79 A380s remaining on Airbus's firm backlog.

Japanese carrier All Nippon Airways is due to take three of the other 26 outstanding jets, the first of which has been newly painted.

But 20 orders from lessor Amedeo have also been axed, the airframer says. That, along with recent confirmation from Qantas that it would not take eight further examples still in the backlog, left just three for the entity Air Accord - which emerged from collapsed Russian carrier Transaero - and are unlikely ever to be built.

Twelve other operators of the A380 have already received all of the aircraft for which they placed orders.

Amedeo firmed an agreement to take the 20 aircraft in February 2014 - becoming the only A380 customer that year.

It had expected to start receiving the A380s in 2016 but Airbus has shown no signs, in the five years since the order, that the aircraft were undergoing manufacture.

Amedeo says it has "agreed a termination" of the 20 jets with the airframer and is holding discussions over "other commercial options".

The company already has A380s on lease to Emirates and Etihad Airways. It claims that Airbus's plan to discontinue A380 deliveries will have "positive implications" for future values of the fleet, particularly those with Emirates.



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kco
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Re: L’A380 potrebbe,( anzi è certo) avere le ore contate

Messaggio da leggereda kco » dom 17 feb 2019, 15:53:38

Da flight international in mio possesso

Emirates' decision to order 70 Airbus long-haul twinjets, and cancel dozens of A380s, comes almost five years after it cancelled 70 twinjets after opting for an A380 deal.

The Dubai-based airline's rejig also resurrects its interest in the A350 which had ended when it axed an order for 70 of the type - including 50 -900s and 20 -1000s - in 2014.

Emirates' cancellation of the A350s followed an agreement for 50 A380s it had unveiled at the Dubai air show a few months earlier. The order was firmed in December 2013, and Emirates subsequently selected the Rolls-Royce Trent 900 to power the jets.

But the revised agreement disclosed by Airbus in Toulouse shows that Emirates will again commit to the A350-900, with a deal for 30, and lift the prospects for the A330neo by taking 40 of the -900 variant.

It will start taking the A330-900s in 2021 and the A350s in 2024, the carrier states.

Emirates started to reconsider the A350-900 after the twinjet entered service, evaluating the type against the Boeing 787-9 and -10.

Boeing appeared to have prevailed in the contest when, at the Dubai air show in 2017, Emirates revealed it had selected the 787-10 with plans to take 40 from 2022.

But the deal has yet to appear in the Boeing backlog, and no engine selection has been made for the -10s.

Emirates president Tim Clark had indicated at the time that the decision effectively shut out Airbus's chances to place the A350 with the carrier, although he noted that Airbus had belatedly started marketing changes to the -900 which might have influenced Emirates' decision.

Both the A350-900 and the A330-900 are powered by Trent engines.

Emirates' commitment to the two types is a "great endorsement" of the airframer's long-haul twinjet strategy, says Airbus commercial aircraft president Guillaume Faury.

"We are fully committed to deliver on the long-standing confidence Emirates is placing in Airbus."

Emirates' agreement for the A330-900 will provide a substantial lift for the programme - which had 238 orders at the end of January - and return the airline to A330 operations following its withdrawal of older variants of the twinjet in 2017.

Chairman Sheikh Ahmed bin Saeed Al Maktoum says the carrier has been a "staunch supporter" of the A380 since its inception.

"While we are disappointed to have to give up our order, and sad that the programme could not be sustained, we accept that this is the reality of the situation," he says.

Emirates' A330-900s and A350-900s will "complement" the fleet mix, he adds, being respectively deployed on regional and long-haul routes to give the carrier "more flexibility to better serve seasonal or opportunistic demand".

The Gulf carrier has also selected Trent 900 engines to power its remaining 14 A380s. Once they are delivered, it will have 33 of the double-deckers equipped with the UK-built turbofans.

Emirates will take a total of 123 A380s, of which 90 are fitted with the rival Engine Alliance GP7200.

Although 19 of the axed aircraft were due to have Trent 900s - a total of 76 engines - R-R is taking consolation in the 140 powerplants it will supply on the widebody twins Emirates is now taking.

Emirates will become "one of the largest users" of Trent engines as a result of the A330neo and A350 agreements, says its civil aerospace president Chris Cholerton.



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kco
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Re: L’A380 potrebbe,( anzi è certo) avere le ore contate

Messaggio da leggereda kco » dom 17 feb 2019, 15:54:52

Da flight international in mio possesso


EFE/REX/Shutterstock

Of all the days to be dumped, St Valentine's Day is probably the most painful. But prompted by Emirates cancelling most of its remaining orders, Airbus on 14 February finally let its head rule its heart, and said au revoir to commercial aerospace's biggest vanity project - an airliner more loved by passengers than operators.

With production due to end in 2021 - just 16 years after first flight - the A380 is likely to be outlived by the type it usurped as the world's largest airliner, the Boeing 747, which took to the air half a century ago.

Letting go of the thirsty quadjet has not been easy. There was much pride, as well as hard cash, invested in a programme that Airbus had once hoped would break the four-figure mark in terms of sales.

Outgoing chief executive Tom Enders reveals that Toulouse came close to terminating the superjumbo in 2018, but decided to give it another go. However, with continuing airline indifference to Airbus's game-changing promise for the A380, Emirates' expected decision was the death knell. Continuing to build the A380 into the next decade with an ever-shrinking backlog would have been financially insane, as Enders admits.

The changing of the guard at Airbus has also been critical in the timing. Although he was not part of the launch team for the A380, Enders has spent 14 years running Airbus or its commercial arm. Two other A380 champions, former Airbus commercial head Fabrice Bregier and veteran sales chief John Leahy, have moved on. Cancelling the programme at the end of the Enders era allows his successor, Guillaume Faury, to start afresh.

There is another factor too. The A350 - development of which would not have been possible without the engineering work that went into its bigger stablemate, says Enders - has given Airbus a stronger competitive position in the long-haul market than it had 15 years ago with the A330 and A340.

While Boeing has a strong hand with the 787 and 777, the A350 has given its European rival a credible offering at the top end of the widebody segment. Despite the blip of a likely Etihad order cancellation, Airbus remains bullish about its now-flagship programme, insisting it will break even this year and continue flying into the black next decade.

Although hyped as ahead of its time, the A380, as Enders also concedes, may have in fact come 10 years too late, missing the surge in long-haul mass travel in the last quarter of the 20th century that saw the 747 assume the nickname "Queen of the Skies".

Ending A380 production will break hearts, just as did the demise of Concorde, arguably another project that owed more to vanity than financial sense, 16 years ago. However, for Airbus, an emotional attachment to Europe's most ambitious aerospace project since the supersonic transport could no longer trump hard reality.



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kco
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Re: L’A380 ha le ore contate

Messaggio da leggereda kco » mer 27 feb 2019, 17:07:08

Da copia di flight international in mio possesso

Chroniclers might argue that the Airbus A380's fate was foretold a decade before the aircraft's maiden flight in April 2005.

Airbus's partners and Boeing had been engaged in a joint large commercial transport study to examine design options for an 800-seat jet.

This study had indicated a requirement for up to 1,000 aircraft by 2020. But the effort was frozen in July 1995 as evidence emerged that twin-engined aircraft were fragmenting this market, and true demand for a high-capacity jet was far lower.

Boeing initially adopted a conservative strategy based on stretching its 747-400 into the proposed 747-500X and -600X, before turning to the potential of a long-range 777 derivative that would become the 777-300ER.

Airbus gambled that an all-new "A3XX" would appeal to hub airlines, particularly 747 operators. "Everybody was clear that it was risky," said Airbus chief executive Tom Enders on 14 February. "Because it was clear, right from the start, this would not be a high-volume market."

The A3XX became the A380 in late 2000 - a designation reflecting the two-deck cabin, and intended to appeal to Asian cultures - as combined agreements from Air France, Emirates, ILFC, Qantas, Singapore Airlines (SIA) and Virgin Atlantic took it over the launch threshold.

Its complexity, however, hampered early production. Airbus celebrated the maiden flight in 2005, but parent EADS's co-chief Noel Forgeard was forced to quit over a delay crisis a year later.

Six months before Airbus handed over the first aircraft to SIA in 2007, the programme suffered further setback as the last customer for the A380F cargo variant dropped out, illustrating its weakness as a competitor to the 747 Freighter.

"It was clear it was risky because it was clear, from the start, this would not be a high-volume market" Tom Enders, chief executive, Airbus

As the A380 entered service, the global economy faltered, and an extraordinary spike in fuel prices focused airlines' attention on efficiency. The environment was hardly ideal for a four-engined giant whose customers were tempted to configure it for passenger space rather than maximum density, even if none had been over-ambitious in their layouts.

"Little did we know in the year 2000, when we launched the A380, how the world would look in 2010, 2020," says Enders. "It's easy to say 'Well, you guys should have known that'."

While Emirates and key 747 operator British Airways managed to slot the A380 into their business model, Airbus's arguments that the A380 would inevitably be needed to overcome airport congestion failed to convince other customers.

Orders stagnated, with major carriers including Air France and Lufthansa cutting their commitments. Although Airbus achieved production break-even in 2015, outside of the colossal investment cost, output never reached the four-per-month planned.

The A380's last order flurry came in 2011. In the subsequent seven years Emirates almost single-handedly propped up the backlog, accounting for 72 of the 80 realistic orders, while several other customers cancelled 36 A380s. When SIA retired A380s early, after just 11 years, the decision to part-out two of them emphasised the difficulty in finding buyers.

Proposals to stretch the A380, take advantage of its wing, or offer new engines failed to halt the demise. "We cannot get out of this trap by modifying the aircraft, stretching it, or putting new engines on it," says Enders. "Because these decisions made no economical sense."




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