Airbus lancia A321XLR

le news relative a mezzi volanti, strutture a terra e aviazione
kco
Messaggi: 4696
Iscritto il: sab 05 gen 2008, 09:01:18

Re: Airbus lancia A321XLR

Messaggio da leggereda kco » sab 15 feb 2020, 11:03:05

Da copia di flight international in mio possesso

Critics joke that Boeing’s New Mid-market Airplane (NMA) launch is taking almost as long as NASA did to get Apollo 11 off the pad, following JFK’s famous man-on-the-Moon declaration.

The manufacturer began publicly discussing its “middle-of-the-market” studies at the 2014 Singapore air show and, six years on, it is no nearer to finding an answer. New chief executive David Calhoun has halted Boeing’s existing evaluations while Airbus is rocking the much talked-about market to replace the 757 with its A321XLR.

Where Boeing goes next with the NMA is unclear. But it cannot sit back and leave the sector open to its European rival.

Airbus has already sold over 450 XLRs and is confidently predicting it will shift at least 1,000. So if Boeing’s strategy was to confuse potential Airbus customers by urging them to wait for a game-changing all-new design, then it looks to have failed.

The pain that productionising the 787 created is legendary, so Boeing’s hesitance in making another huge industrial commitment is no surprise. But the 737 Max crisis has compounded the situation, forcing a complete rethink as Seattle ponders its long-term strategy in the sub-787 sector.

The 737 Max crisis has compounded the situation, forcing a complete rethink as Seattle ponders its strategy

Prior to its grounding last year, the 737 Max was just about holding its own against the baseline A320neo. However, the Max 10 double-stretch threatened to be little more than an irritant to the longer-legged A321neo. And Airbus has now knocked it out of the park with its XLR strategy.

Aviation history books are littered with the tombstones of aircraft manufacturers who dithered about long-term investment in their product lines. But what should Boeing do? After four iterations since its 1966 launch, the 737 platform has undoubtedly run out of road. So a clean-sheet design is the only option.

Boeing needs to be wary of the A321’s development potential. Not only could Airbus leverage structures technology to enlarge its biggest single-aisle, but it could also benefit from any powerplant advances developed for a new Boeing project.

As it works to resolve the Max crisis, Seattle faces one of the biggest strategy dilemmas in its 104-year history. And to paraphrase the famous Apollo flight director Gene Kranz, doing nothing “is not an option”.



Inviato dal mio ANE-LX1 utilizzando Tapatalk

kco
Messaggi: 4696
Iscritto il: sab 05 gen 2008, 09:01:18

Re: Airbus lancia A321XLR

Messaggio da leggereda kco » sab 15 feb 2020, 11:05:49

Credo che questo aereo cambierà abbastanza il mercato nord atlantico e non stento a credere che arriveranno a venderne un migliaio.

Le americane andranno a prendersi i passeggeri direttamente in giro per l Europa e questo potrebbe voler dire voli verso gli usa da tutte le principali città italiane.

Pero anche wizz e jet blue ce l hanno in ordine... Saranno le sole? Si lanceranno sull'atlantico? Faccio fatica a pensare il contrario.

Inviato dal mio ANE-LX1 utilizzando Tapatalk

Avatar utente
malpensante
Messaggi: 14078
Iscritto il: mar 20 nov 2007, 18:05:14
Località: Milano

Re: Airbus lancia A321XLR

Messaggio da leggereda malpensante » sab 15 feb 2020, 11:21:22

kco ha scritto:Credo che questo aereo cambierà abbastanza il mercato nord atlantico e non stento a credere che arriveranno a venderne un migliaio.

Le americane andranno a prendersi i passeggeri direttamente in giro per l Europa e questo potrebbe voler dire voli verso gli usa da tutte le principali città italiane.
A parte che JFK non è in grado di gestire un milione di voli aggiuntivi, da Salonicco, Odessa e Bari. Il 380 non è stato pensato per caso.

Più probabile che diventino possibili dei Malpensa-Boston o Malpensa-Chicago, che prescindano dalla componente feed.

Avatar utente
malpensante
Messaggi: 14078
Iscritto il: mar 20 nov 2007, 18:05:14
Località: Milano

Airbus lancia A321XLR

Messaggio da leggereda malpensante » sab 15 feb 2020, 11:23:38

Quanto a Boeing, mi aspetto che il 737 venga sepolto e sostituito da un figlio del 757, in quanto ad altezza e a capienza.

Nel segmento minore Airbus avrà il 220, soprattutto in versione allungata. E Boeing?

Avatar utente
mattaus313
Messaggi: 1807
Iscritto il: sab 29 set 2018, 15:51:39

Re: Airbus lancia A321XLR

Messaggio da leggereda mattaus313 » sab 15 feb 2020, 12:59:27

malpensante ha scritto:Quanto a Boeing, mi aspetto che il 737 venga sepolto e sostituito da un figlio del 757, in quanto ad altezza e a capienza.

Nel segmento minore Airbus avrà il 220, soprattutto in versione allungata. E Boeing?
E forse che ci vada almeno vicino per range in una variante. Boeing non se la cava con Embraer?
"Because you needed a lot of capital in an airline, you needed to be where the financial markets were, and obviously that's New York"

kco
Messaggi: 4696
Iscritto il: sab 05 gen 2008, 09:01:18

Re: Airbus lancia A321XLR

Messaggio da leggereda kco » sab 15 feb 2020, 13:03:06

malpensante ha scritto:
kco ha scritto:Credo che questo aereo cambierà abbastanza il mercato nord atlantico e non stento a credere che arriveranno a venderne un migliaio.

Le americane andranno a prendersi i passeggeri direttamente in giro per l Europa e questo potrebbe voler dire voli verso gli usa da tutte le principali città italiane.
A parte che JFK non è in grado di gestire un milione di voli aggiuntivi, da Salonicco, Odessa e Bari. Il 380 non è stato pensato per caso.

Più probabile che diventino possibili dei Malpensa-Boston o Malpensa-Chicago, che prescindano dalla componente feed.
Ord credo sia troppo in là, direi Bos, IAD e new York sono alla portata.

Inviato dal mio ANE-LX1 utilizzando Tapatalk

kco
Messaggi: 4696
Iscritto il: sab 05 gen 2008, 09:01:18

Re: Airbus lancia A321XLR

Messaggio da leggereda kco » sab 15 feb 2020, 13:03:46

malpensante ha scritto:Quanto a Boeing, mi aspetto che il 737 venga sepolto e sostituito da un figlio del 757, in quanto ad altezza e a capienza.

Nel segmento minore Airbus avrà il 220, soprattutto in versione allungata. E Boeing?
Ah nel frattempo Airbus si è pappata il 75% del A220 e ne ha venduti altri 50 in Africa...

Inviato dal mio ANE-LX1 utilizzando Tapatalk

Avatar utente
I-Alex
Moderatore
Messaggi: 26717
Iscritto il: sab 13 ott 2007, 01:13:01
Località: near Malpensa

Re: Airbus lancia A321XLR

Messaggio da leggereda I-Alex » sab 15 feb 2020, 13:32:55

Intanto dagli Usa arrivano i dazi sugli Airbus... Dal 10% a Marzo saliranno al 15%

https://www.google.com/amp/s/www.repubb ... 26799/amp/
Malpensa airport user

kco
Messaggi: 4696
Iscritto il: sab 05 gen 2008, 09:01:18

Re: Airbus lancia A321XLR

Messaggio da leggereda kco » sab 15 feb 2020, 13:33:45

I-Alex ha scritto:Intanto dagli Usa arrivano i dazi sugli Airbus... Dal 10% a Marzo saliranno al 15%

https://www.google.com/amp/s/www.repubb ... 26799/amp/
Tranne per quelli prodotti a mobile, e l UE prepara dazi equivalenti.

Inviato dal mio ANE-LX1 utilizzando Tapatalk

Avatar utente
malpensante
Messaggi: 14078
Iscritto il: mar 20 nov 2007, 18:05:14
Località: Milano

Re: Airbus lancia A321XLR

Messaggio da leggereda malpensante » sab 15 feb 2020, 13:34:26

Tanto gliene montano parecchi direttamente sul suolo USA.

Avatar utente
I-Alex
Moderatore
Messaggi: 26717
Iscritto il: sab 13 ott 2007, 01:13:01
Località: near Malpensa

Re: Airbus lancia A321XLR

Messaggio da leggereda I-Alex » sab 15 feb 2020, 13:37:14

malpensante ha scritto:Tanto gliene montano parecchi direttamente sul suolo USA.
su quello dici che non troveranno il modo?
Malpensa airport user

Avatar utente
malpensante
Messaggi: 14078
Iscritto il: mar 20 nov 2007, 18:05:14
Località: Milano

Re: Airbus lancia A321XLR

Messaggio da leggereda malpensante » sab 15 feb 2020, 14:30:14

Se la UE dovesse applicare le stesse tariffe, per rappresaglia, Boeing che non ha siti di assemblaggio in Europa avrebbe la peggio.

kco
Messaggi: 4696
Iscritto il: sab 05 gen 2008, 09:01:18

Re: Airbus lancia A321XLR

Messaggio da leggereda kco » sab 15 feb 2020, 14:37:28

I-Alex ha scritto:
malpensante ha scritto:Tanto gliene montano parecchi direttamente sul suolo USA.
su quello dici che non troveranno il modo?
Finora non l hanno fatto.

Inviato dal mio ANE-LX1 utilizzando Tapatalk

kco
Messaggi: 4696
Iscritto il: sab 05 gen 2008, 09:01:18

Re: Airbus lancia A321XLR

Messaggio da leggereda kco » sab 15 feb 2020, 18:11:04

Da copia di flight international in mio possesso

Executives have provided clarification on their view of the Boeing mid-market opportunity, suggesting neither a narrowbody nor new 787 variant can adequately address the segment.

Ihssane Mounir, Boeing vice-president of commercial sales and marketing, insists narrowbodies lack sufficient comfort to operate medium-haul mid-market flights.

The industry generally defines that segment as including 4,000-5,000nm (7,400-9,260km) routes.

“I’m not sure about the concept,” Mounir says, noting airlines would need to remove seats to make a narrowbody sufficiently comfortable for such flights.

His comments take square aim at Airbus, which last year targeted the mid-market segment by launching the 4,700nm-range A321XLR. Airbus hopes to begin delivering that aircraft in 2023.

Those remarks oppose the view held by Teal Group analyst Richard Aboulafia, who suggests Boeing might scrap the proposed New Mid-market Airplane (NMA) and instead develop a new line of single-aisle aircraft, including a stretched variant to address the mid-market.

Another analyst, Addison Schonland of AirInsight Group, suggests Boeing might take a ­different tack altogether by developing a smaller 787 variant dubbed the 787-3. Boeing scrapped development of that variant last decade.

But at the show, Boeing vice-president of commercial aircraft marketing Randy Tinseth downplayed the mid-market suitability of a modified 787.

Recalling the airframer’s experience with the 787-3, he says: “It was really, really, really, really hard to de-rate a widebody like that – with that kind of cross section, with that kind of capability – to the point where you could make it much more efficient than today’s single-aisle airplanes.

“That’s a tough thing to do, and that’s why, at the end of the day, our customers put the -3 on hold, and they went to the [787-8],” Tinseth says.

However, he stresses all options remain on the table for ­Boeing. “We are committed to ­investing,” Tinseth says.

Boeing had for years planned to tackle the mid-market space with a 270-seat widebody dubbed the NMA. But the ­certainty of that plan eroded ­several weeks ago, when chief ­executive David Calhoun said he had ordered a complete rethink.

Calhoun said Boeing was re-evaluating market requirements and would start with a clean sheet of paper, again.



Inviato dal mio ANE-LX1 utilizzando Tapatalk

kco
Messaggi: 4696
Iscritto il: sab 05 gen 2008, 09:01:18

Re: Airbus lancia A321XLR

Messaggio da leggereda kco » dom 16 feb 2020, 12:21:28

Buoyed by the early success of the A321XLR, Airbus is confident that sales of the extended-range single-aisle will easily ­exceed 1,000 aircraft within the next decade.

The A321XLR was launched at the Paris air show in June last year and firm orders now stand at more than 450 aircraft.

“Having delivered the technical solution that delivered the performance, the customers immediately placed orders,” says Francois Caudron, Airbus senior vice-president for marketing.

He says the A321XLR’s current backlog is “only the start”.

“I wouldn’t be surprised to see more than 1,000 XLRs being sold, because this is changing the way airlines are going to ­operate,” Caudron says.

He adds that his sales forecast could be achieved “safely within the next 10 years” – but acknowledges that some sales could result from customers converting existing A321neo ­orders to the new variant.

“It will be probably a mix – some of them could well be conversions,” Caudron says.

He adds that the XLR is already proving popular in the Asia-Pacific region, with five ­customers having placed orders in the wake of the launch, including ­AirAsia, Cebu Pacific, Qantas Group and VietJet Air.

Inviato dal mio ANE-LX1 utilizzando Tapatalk

kco
Messaggi: 4696
Iscritto il: sab 05 gen 2008, 09:01:18

Re: Airbus lancia A321XLR

Messaggio da leggereda kco » lun 17 feb 2020, 18:02:57

Da copia di flight international in mio possesso

Molto interessante lo spostamento verso i nb


Industry experts say Boeing must move quickly towards making a decision on its New Mid-market Airplane (NMA), a project it has been talking about for years but which was recently put on the back burner as it continues to deal with the fallout from the 737 Max crisis.

In late January, Boeing chief executive David Calhoun put the brakes on the NMA project, as the airframer reassesses which segment of the market it should target for its next aircraft.

“The challenge has been, can you build a twin-aisle that has the economics of a single aisle? I have my doubts,” Richard Aboulafia, vice-president of analysis at the Teal Group, told the Pacific Northwest Aerospace Alliance conference in Lynnwood, Washington on 5 February.

“When it comes to Calhoun’s decision to push this decision off, I agree with that, understand the concern, but if they don’t turn on a dime and launch something for that midsize space, the consequences will be dire.”

For several years Boeing has talked of launching an aircraft with about 270 seats and 4,000-5,000nm (7,400-9,300km) range. But the 737 Max grounding has delayed the NMA beyond an ideal mid-2020s arrival. In the meantime, Airbus has attacked the niche with the 2019 unveiling of its A321XLR. As a result, Boeing is at risk of being left behind, as more-efficient and lower-operating-cost single-aisles begin to outsell small widebodies by almost two-to-one.

SHAPE SHIFTING

“What used to be a 50:50 market between single-aisles and twin-aisles is increasingly two thirds/one third, and could easily be 70:30. There’s a long-term secular shift in favour of single aisles,” Aboulafia says.

“The Max is a very serious situation for the business, but it’s also serving to mask what is the biggest challenge that Boeing has faced in many decades, which is that because of the Max, their ability to respond to this major secular shift in the market, coupled with a major competitive threat, is jeopardised.”

Airlines would need the NMA as soon as the middle of this decade to replace ageing 757 and 767 fleets. If Boeing does not launch a new programme soon, all of those operators, including US heavyweights like Delta Air Lines and United Airlines – which Cirium fleets data shows operate more than a combined 330 of these aircraft – may turn to Airbus.

That process has already begun: United announced last December that it had ordered 50 A321XLRs, with deliveries scheduled to begin in 2024.

Boeing now appears to be reassessing its strategy: Calhoun says the airframer is considering which segment of the commercial aircraft market it should actually address with its next development programme, suggesting options other than the NMA. It will not design its next aircraft purely as a response to the hugely popular A321neo (and its LR/XLR derivatives) and will instead centre development on the flight-control system and how pilots interact with that system.

But in considering its options, Boeing could ponder using an early design of a best-selling twin-aisle aircraft shelved a decade ago, in an effort to keep development costs low and execute on an accelerated timeline, one analyst thinks.

Addison Schonland, founder and partner of consultancy AIR, says the answer could be simple.

“The 787-3 died a miserable death,” says Schonland. “What would happen if maybe the solution for Boeing and NMA is staring them in the face?”

The short-haul 787-3, which was considered in the early 2000s for the Japanese market but never gained market traction, was the precursor of today’s 787-8 and -9.

“Boeing has a very good record of understanding how the 787 works; where its strengths are, how they can tweak it,” Schonland says. “What would happen if Boeing were to dust off that thing we called a 787-3, tweak it, take some weight out, do some clever stuff with it, and maybe that’s the NMA?”

UNDER PRESSURE

But while the exact specification of the NMA remains up for debate, analysts agree that Boeing needs to make a decision quickly.

The 787-3 was meant to fly 290-330 passengers distances of 2,500-3,050nm. At the time, it was touted as the natural ­successor to the 757 and 767. Boeing received 45 orders from All Nippon Airways and Japan Airlines, but problems with the execution and construction led it to cancel the project in 2010, with the customers converting orders to the more modern and larger 787-8 and -9.

Schonland says a new edition of the widebody 787-3 could start a flight cycle on the US West Coast, fly to the East Coast, refuel and reload, and then continue on to Europe, Africa or South America. “Maybe a revised 787-light would work,” he suggests.

“By 2043… the market for this twin-aisled middle-market airplane will be 2,400 airplanes,” Schonland notes. “That’s a respectable number, and it’s worth chasing



Inviato dal mio ANE-LX1 utilizzando Tapatalk


Torna a “HANGAR - Aerei, strutture e altre news aeronautiche”

Chi c’è in linea

Visitano il forum: Nessuno e 11 ospiti