Airbus lancia A321XLR
Re: Airbus lancia A321XLR
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”.
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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”.
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Re: Airbus lancia A321XLR
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.
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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.
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- malpensante
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Re: Airbus lancia A321XLR
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.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.
Più probabile che diventino possibili dei Malpensa-Boston o Malpensa-Chicago, che prescindano dalla componente feed.
- malpensante
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Airbus lancia A321XLR
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?
Nel segmento minore Airbus avrà il 220, soprattutto in versione allungata. E Boeing?
- mattaus313
- Messaggi: 1810
- Iscritto il: sab 29 set 2018, 15:51:39
Re: Airbus lancia A321XLR
E forse che ci vada almeno vicino per range in una variante. Boeing non se la cava con Embraer?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?
"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"
Re: Airbus lancia A321XLR
Ord credo sia troppo in là, direi Bos, IAD e new York sono alla portata.malpensante ha scritto: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.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.
Più probabile che diventino possibili dei Malpensa-Boston o Malpensa-Chicago, che prescindano dalla componente feed.
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Re: Airbus lancia A321XLR
Ah nel frattempo Airbus si è pappata il 75% del A220 e ne ha venduti altri 50 in Africa...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?
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Re: Airbus lancia A321XLR
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/
https://www.google.com/amp/s/www.repubb ... 26799/amp/
Malpensa airport user
Re: Airbus lancia A321XLR
Tranne per quelli prodotti a mobile, e l UE prepara dazi equivalenti.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/
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- malpensante
- Messaggi: 18722
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Re: Airbus lancia A321XLR
Tanto gliene montano parecchi direttamente sul suolo USA.
Re: Airbus lancia A321XLR
su quello dici che non troveranno il modo?malpensante ha scritto:Tanto gliene montano parecchi direttamente sul suolo USA.
Malpensa airport user
- malpensante
- Messaggi: 18722
- Iscritto il: mar 20 nov 2007, 18:05:14
- Località: Milano
Re: Airbus lancia A321XLR
Se la UE dovesse applicare le stesse tariffe, per rappresaglia, Boeing che non ha siti di assemblaggio in Europa avrebbe la peggio.
Re: Airbus lancia A321XLR
Finora non l hanno fatto.I-Alex ha scritto:su quello dici che non troveranno il modo?malpensante ha scritto:Tanto gliene montano parecchi direttamente sul suolo USA.
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Re: Airbus lancia A321XLR
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.
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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.
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Re: Airbus lancia A321XLR
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.
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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.
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Re: Airbus lancia A321XLR
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
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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
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Re: Airbus lancia A321XLR
Su Corriere di oggi (https://www.corriere.it/economia/finanza/21_giugno_14/airbus-deve-vivere-paura-restare-indietro-cosi-vinceremo-40dc96f6-cc69-11eb-aaa9-240174c7bd1f.shtml) c''è una lunga intervista a René Obermann, presidente del CdA di Airbus. Si parla di tanti argomenti e si delinea il futuro dell'aviazione civile, almeno come lo vede Airbus. C'è un passaggio piuttosto interessante, che avrei potuto riportare in più thread:
Posso immaginarmi i presupposti su cui si potrebbe basare l'affermazione di Obermann, che evidentemente ha informazioni che noi non abbiamo, ma l'ipotesi di un ridimensionamento del ruolo degli hub si concretizzerà veramente? Forse nei prossimi due o tre anni lo scopriremo.
"Più destinazioni dirette". Se si pensa che l'affermazione arriva dalla società che ha progettato e venduto l'A380 è un completo cambio di passo. Dalla visione di un paio di decenni fa di grandi aerei che collegano grandi hub, Airbus abbraccia e supera, per certi versi, l'impostazione di Boeing di allora che ha portato al 787, anche se la visione degli statunitensi (collegamenti dirette tra città secondarie saltando gli hub) non è stata sempre rispettata.Per l’aviazione civile il Covid è una rottura strutturale o ci sarà un ritorno al mondo di prima?
«Il Covid ha aumentato la consapevolezza delle persone riguardo alla mobilità. In futuro tutti vorranno viaggiare meglio e in modo diverso. Presteranno più attenzione alla sostenibilità, chiederanno più qualità, più destinazioni dirette».
Posso immaginarmi i presupposti su cui si potrebbe basare l'affermazione di Obermann, che evidentemente ha informazioni che noi non abbiamo, ma l'ipotesi di un ridimensionamento del ruolo degli hub si concretizzerà veramente? Forse nei prossimi due o tre anni lo scopriremo.
- malpensante
- Messaggi: 18722
- Iscritto il: mar 20 nov 2007, 18:05:14
- Località: Milano
Re: Airbus lancia A321XLR
Ognuno fa pubblicità a quello che ha da vendere, soprattutto a quello che non ha concorrenti, come l’A321XLR, che è un progetto in un certo senso rivoluzionario, ma non ha poi raccolto migliaia e migliaia di ordini.
In qualsiasi settore industriale la macchina perfetta è quella più piccola fra quelle che danno il costo unitario più basso, a parte considerazioni come la disponibilità di slot in aeroporti come Heathrow.
A Malpensa tante rotte sono arrivate perché erano adatte al 359 e non sarebbero arrivate con 773ER o 747. Il 77X al momento è proprio un aereo di nicchia, male per Boeing. Il 321XLR è debole nel cargo, probabilmente calzerebbe bene a FCO.
In realtà le cose cambiano continuamente.
In qualsiasi settore industriale la macchina perfetta è quella più piccola fra quelle che danno il costo unitario più basso, a parte considerazioni come la disponibilità di slot in aeroporti come Heathrow.
A Malpensa tante rotte sono arrivate perché erano adatte al 359 e non sarebbero arrivate con 773ER o 747. Il 77X al momento è proprio un aereo di nicchia, male per Boeing. Il 321XLR è debole nel cargo, probabilmente calzerebbe bene a FCO.
In realtà le cose cambiano continuamente.
Re: Airbus lancia A321XLR
In realtà Obermann non parla di velivoli. Il mondo che ci ritroveremo passata l'emergenza Covid-19 sarà diverso da quello che ci siamo lasciati alle spalle, come pure cambieranno le modalità di fruizione del trasporto aereo. Cosa ciò comporterà per gli aeroporti italiani lo scopriremo nei prossimi anni.
- malpensante
- Messaggi: 18722
- Iscritto il: mar 20 nov 2007, 18:05:14
- Località: Milano
Re: Airbus lancia A321XLR
Air Canada ordina 26 A321XLR + 14 opzioni
https://aircanada.mediaroom.com/2022-03 ... e-Aircraft
Il 321XLR, con cento sedili in meno da riempire rispetto al 333, potrebbe garantire il volo per Malpensa anche nelle stagioni peggiori o senza la coterminalizzazione con Montreal.
https://aircanada.mediaroom.com/2022-03 ... e-Aircraft
Il 321XLR, con cento sedili in meno da riempire rispetto al 333, potrebbe garantire il volo per Malpensa anche nelle stagioni peggiori o senza la coterminalizzazione con Montreal.
Re: Airbus lancia A321XLR
Speriamo, sarebbe come avere finalmente il tanto agognato 757 con il raggio prolungato.malpensante ha scritto: ↑mer 23 mar 2022, 15:48:56 Air Canada ordina 26 A321XLR + 14 opzioni
https://aircanada.mediaroom.com/2022-03 ... e-Aircraft
Il 321XLR, con cento sedili in meno da riempire rispetto al 333, potrebbe garantire il volo per Malpensa anche nelle stagioni peggiori o senza la coterminalizzazione con Montreal.
Re: Airbus lancia A321XLR
Il famoso NMA alla fine dovrebbe essere una taglia vicina al 757, no?
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- malpensante
- Messaggi: 18722
- Iscritto il: mar 20 nov 2007, 18:05:14
- Località: Milano
Re: Airbus lancia A321XLR
Io non credo che lo faranno.
Re: Airbus lancia A321XLR
Ieri un A321XLR ha condotto, sopra l'Europa, un volo di prova durato 13 ore e 15 minuti. Come ormai spesso accade nei voli "promozionali", nel pianificare la rotta non hanno disdegnato di disegnare nel cielo un loro simbolo, XLR in questo caso. Ma se non ci fosse FR24, come farebbero?
https://twitter.com/Airbus/status/1602769839143149576
![Laughing :lol:](./images/smilies/icon/lol.gif)
https://twitter.com/Airbus/status/1602769839143149576
Re: Airbus lancia A321XLR
La X gli è venuta male!
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