si certo, ma qui non solo vengono prodotti pezzi da tutto il mondo (compresa l'italia) e poi mandati alla catena di assemblaggio a Tolosa (anche se onestamente vedere pezzi di fusoliera interi trasportati via nave e terra mi sembra assurdo), ma oltretutto poi l'aereo assemblato ritorna indietro ad amburgo per essere completato.
Consegne e notizie sugli A380
- Autore Discussione DusCgn
- Data d'inizio
- 10 Dicembre 2007
- 15,047
- 3,426
Essendo Airbus un consorzio multinazionale, è stato necessario trovare un'equilibrio tra le quote e le sedi di produzione tra i vari paesi.
Sicuramente senza questa impostazione dettata dalla politica, si potrebbero realizzare delle economie.
è la stessa risposta che mi sono dato io, anche se a questo punto sarebbe stato più efficiente assegnare delle line di produzione/assemblaggio differenziate e uniche. Tipo: narrow body ad amburgo e wide body a tolosa (o viceversa)... anche se poi già mi immagino le dispute tra francesi e tedeschi ("perchè il 380 lo fai tu e non io?", "io allora voglio fare il 350", etc....)
- 10 Dicembre 2007
- 15,047
- 3,426
Opinion: Bigger Is Not Necessarily Better When It Comes To Aircraft
Why the A380 will continue to struggle
Aug 28, 2015Richard Aboulafia | Aviation Week & Space Technology
Myth of Bigger Jets
It sounds intuitive: As air travel grows, so must aircraft. This mind-set has persisted for years and was the rationale for the Airbus A380’s launch in 2000. Even though demand for this jet and for Boeing’s 747-8 has been disappointing, many still say that growth will one day create a market. In April, Airbus CEO Fabrice Bregier said of the A380’s dismal orderbook: “This plane was probably launched 10 years too early.”
But the actual numbers tell us something very different. First, the average size of a large jetliner (non-regional jets, above 100 seats) has grown only modestly despite decades of air travel growth. The average size of jetliners delivered last year was 199 seats. The average size of all jetliners delivered 1989-2014 was 193 seats. In that time, annual world airline traffic more than tripled, from 1.1 trillion revenue passenger miles to 3.7 trillion.
But even this very modest seat-count growth has come from intra-family upgauging. Airlines are moving from Boeing 737-800s to -900s and A320s to A321s because stretched versions of smaller aircraft offer better operating costs. This is a coping mechanism for a high-fuel-cost environment, not a way of accommodating growth. Airlines are not replacing 767s or A300s with larger 777-300 or A330-300s.
Twin-aisle fleet development tells a useful story. They almost always serve international routes, where air traffic growth has been strongest. Yet average fleet-wide twin-aisle seat count went from 293 in 1989 to just 305 today, a 0.2% compound annual growth rate (CAGR). Twin-aisle deliveries have gone from an average of 300 seats in 1989 to 308 today, a 0.1% CAGR.
Even this minimal level of aircraft size growth overstates the appeal of larger aircraft for international routes. Hundreds of single-aisle jets have been put into international (even transatlantic) service in the last 10 years, a phenomenon nearly nonexistent prior to the mid 2000s. Taking into account single-aisle jets on 3,000+ nm routes, the average size of jets serving international routes actually shrank.
Jet size stagnated for many reasons. Because of diverse industry factors (deregulation, changing investor expectations, privatization) airlines are increasingly focused on profitability—not market share and growth.
As a result, international airlines focus on premium passengers, which has led to a preference for smaller aircraft. After all, an A350XWB and an A380 can both fly the same routes with the same number of premium passengers; any gain in the size of the economy cabin merely serves to dilute the average yield. Each additional economy seat that needs to be filled typically reduces overall yield, and hence profitability, as well.
Smaller jets also permit greater frequency, and first- and business-class passengers will pay a premium for schedule flexibility. Not coincidentally, Emirates, the one international carrier most focused on business expansion rather than profit, is the only large A380 customer.
Profitable belly cargo is also a driver—a two-deck design like the A380 carries less belly cargo than some smaller single-deck twin-aisle models. And from a defensive standpoint, smaller twin-aisle jets also work best in a downturn.
Also, as world airline traffic grows, new city pairs have been enabled, allowing new point-to-point (and hub-to-point) routes. Not only do these new long, thin routes demand smaller long-range jets, they also relieve congestion at major hubs.
As these point-to-point routes emerged, they have reduced the need for inefficient connector flights. Flying passengers directly to their destination means less congestion at major hubs from regional jets, single-aisle jets, and other “spoke” aircraft. Another reason the A380 works for Emirates is that Dubai primarily serves destinations thousands of miles away, and almost all require a twin-aisle long-range jet. The airline has no single-aisle or regional aircraft. But few carriers have a geographic position or route network like Emirates’.
The new twinjets entering service—the A350XWB and 787—will allow even more thin, longer-range routes to be operated efficiently. Order patterns of the past 15 years reflect the impact of this new technology. Consider the current twin-aisle aircraft order backlog of 2,645 jets—enough for seven years of production at current rates. Jets in this backlog average just 311 seats, about the same as the current fleet.
In conclusion, the data does not at all support the idea that the A380 was launched a decade too early. In fact, it indicates that an A380neo, if launched, would be just as much a commercial disaster as the original A380.
http://aviationweek.com/commercial-aviation/opinion-bigger-not-necessarily-better-when-it-comes-aircraft?NL=AW-05&Issue=AW-05_20150828_AW-05_129&sfvc4enews=42&cl=article_1&utm_rid=CPEN1000001205604&utm_campaign=3646&utm_medium=email&elq2=5841645fce2148d986d42311b0b71cb4
Why the A380 will continue to struggle
Aug 28, 2015Richard Aboulafia | Aviation Week & Space Technology
Myth of Bigger Jets
It sounds intuitive: As air travel grows, so must aircraft. This mind-set has persisted for years and was the rationale for the Airbus A380’s launch in 2000. Even though demand for this jet and for Boeing’s 747-8 has been disappointing, many still say that growth will one day create a market. In April, Airbus CEO Fabrice Bregier said of the A380’s dismal orderbook: “This plane was probably launched 10 years too early.”
But the actual numbers tell us something very different. First, the average size of a large jetliner (non-regional jets, above 100 seats) has grown only modestly despite decades of air travel growth. The average size of jetliners delivered last year was 199 seats. The average size of all jetliners delivered 1989-2014 was 193 seats. In that time, annual world airline traffic more than tripled, from 1.1 trillion revenue passenger miles to 3.7 trillion.
But even this very modest seat-count growth has come from intra-family upgauging. Airlines are moving from Boeing 737-800s to -900s and A320s to A321s because stretched versions of smaller aircraft offer better operating costs. This is a coping mechanism for a high-fuel-cost environment, not a way of accommodating growth. Airlines are not replacing 767s or A300s with larger 777-300 or A330-300s.
Twin-aisle fleet development tells a useful story. They almost always serve international routes, where air traffic growth has been strongest. Yet average fleet-wide twin-aisle seat count went from 293 in 1989 to just 305 today, a 0.2% compound annual growth rate (CAGR). Twin-aisle deliveries have gone from an average of 300 seats in 1989 to 308 today, a 0.1% CAGR.
Even this minimal level of aircraft size growth overstates the appeal of larger aircraft for international routes. Hundreds of single-aisle jets have been put into international (even transatlantic) service in the last 10 years, a phenomenon nearly nonexistent prior to the mid 2000s. Taking into account single-aisle jets on 3,000+ nm routes, the average size of jets serving international routes actually shrank.
Jet size stagnated for many reasons. Because of diverse industry factors (deregulation, changing investor expectations, privatization) airlines are increasingly focused on profitability—not market share and growth.
As a result, international airlines focus on premium passengers, which has led to a preference for smaller aircraft. After all, an A350XWB and an A380 can both fly the same routes with the same number of premium passengers; any gain in the size of the economy cabin merely serves to dilute the average yield. Each additional economy seat that needs to be filled typically reduces overall yield, and hence profitability, as well.
Smaller jets also permit greater frequency, and first- and business-class passengers will pay a premium for schedule flexibility. Not coincidentally, Emirates, the one international carrier most focused on business expansion rather than profit, is the only large A380 customer.
Profitable belly cargo is also a driver—a two-deck design like the A380 carries less belly cargo than some smaller single-deck twin-aisle models. And from a defensive standpoint, smaller twin-aisle jets also work best in a downturn.
Also, as world airline traffic grows, new city pairs have been enabled, allowing new point-to-point (and hub-to-point) routes. Not only do these new long, thin routes demand smaller long-range jets, they also relieve congestion at major hubs.
As these point-to-point routes emerged, they have reduced the need for inefficient connector flights. Flying passengers directly to their destination means less congestion at major hubs from regional jets, single-aisle jets, and other “spoke” aircraft. Another reason the A380 works for Emirates is that Dubai primarily serves destinations thousands of miles away, and almost all require a twin-aisle long-range jet. The airline has no single-aisle or regional aircraft. But few carriers have a geographic position or route network like Emirates’.
The new twinjets entering service—the A350XWB and 787—will allow even more thin, longer-range routes to be operated efficiently. Order patterns of the past 15 years reflect the impact of this new technology. Consider the current twin-aisle aircraft order backlog of 2,645 jets—enough for seven years of production at current rates. Jets in this backlog average just 311 seats, about the same as the current fleet.
In conclusion, the data does not at all support the idea that the A380 was launched a decade too early. In fact, it indicates that an A380neo, if launched, would be just as much a commercial disaster as the original A380.
http://aviationweek.com/commercial-aviation/opinion-bigger-not-necessarily-better-when-it-comes-aircraft?NL=AW-05&Issue=AW-05_20150828_AW-05_129&sfvc4enews=42&cl=article_1&utm_rid=CPEN1000001205604&utm_campaign=3646&utm_medium=email&elq2=5841645fce2148d986d42311b0b71cb4
willy79
Utente Registrato
Visto che ormai sono anni che gira l'A380, voi sapete se ci sono già capitani del gentil sesso sui vari 380 in circolazione?
Emirates (UAE) took delivery of its first two-class 615-seat A380, which will debut into scheduled service from 01 December 2015.
Airbus sta provando a convincere Saudia a comprarsi i 380 in configurazione 2-classi a 615 pax
http://www.bloomberg.com/news/artic...saudia-a380-order-with-super-dense-615-seater
http://www.bloomberg.com/news/artic...saudia-a380-order-with-super-dense-615-seater
Emirates debuted its 615*seat, two*class A380 on two routes today.
The Gulf airline operated the superjumbo to Copenhagen as planned (see news, April 9) and also to Bangkok
(see news, July 29).
The services are the first time an airline has operated the superjumbo in a two*class configuration, with 58 fully*flat
seats in business and 557 seats in economy.
Emirates plans to fly the 615*seat aircraft to Manchester from January 1 (see news, September 16).
emirates.com
The Gulf airline operated the superjumbo to Copenhagen as planned (see news, April 9) and also to Bangkok
(see news, July 29).
The services are the first time an airline has operated the superjumbo in a two*class configuration, with 58 fully*flat
seats in business and 557 seats in economy.
Emirates plans to fly the 615*seat aircraft to Manchester from January 1 (see news, September 16).
emirates.com
Emirates Expands A380 Operations in S16
Emirates today continues to revise planned operational aircraft for summer 2016 season, including the expanded A380 destination
Following planned new A380 service has been reflected in the GDS inventory at 1030GMT (schedule switched to A380 after 0900hrs GMT):
eff 01MAY16 Dubai – Taipei Taoyuan 2-class A380 replaces 2-class 777-300ER
Following planned new A380 service has been reflected in Amadeus timetable listing at 1055GMT, EK inventory to be updated soon:
eff 27MAR16 Dubai – Birmingham 2-class A380 replaces 2-class 777-300ER on EK039/040
eff 01MAY16 Dubai – Prague 3-class A380 replaces 3-class 777-300ER
eff 01JUN16 Dubai – Barcelona EK187/188 operates with 3-class A380, replaces 777-300ER (All 2 daily operates with A380)
airlineroute
Emirates today continues to revise planned operational aircraft for summer 2016 season, including the expanded A380 destination
Following planned new A380 service has been reflected in the GDS inventory at 1030GMT (schedule switched to A380 after 0900hrs GMT):
eff 01MAY16 Dubai – Taipei Taoyuan 2-class A380 replaces 2-class 777-300ER
Following planned new A380 service has been reflected in Amadeus timetable listing at 1055GMT, EK inventory to be updated soon:
eff 27MAR16 Dubai – Birmingham 2-class A380 replaces 2-class 777-300ER on EK039/040
eff 01MAY16 Dubai – Prague 3-class A380 replaces 3-class 777-300ER
eff 01JUN16 Dubai – Barcelona EK187/188 operates with 3-class A380, replaces 777-300ER (All 2 daily operates with A380)
airlineroute
Ricordo che dalla summer sulla MXP-DXB si passa a 2 A380 al giorno il terzo volo sempre con 777W. Inoltre c'è il MXP-JFK per un totale di 3 daily EK operati con A380.
All Nippon Airways Reportedly to Order the Airbus A380
All Nippon Airways (ANA) is reportedly planning to order three Airbus A380s, according to Nikkei Asian Review. Neither Airbus nor ANA have made any official announcement or confirmed the veracity of the report, which is expected to take place during the next week after holidays.
According to the report, ANA will take delivery of its first A380 during 2018, and that the carrier plans to deploy the fleet type on routes to Hawaii.
If confirmed, 2016 will be off to a positive start for the A380 program, which has experienced an order drought and cancellations from Japan’s Skymark Airlines and Russia’s Transaero due to financial difficulties. Also, the acquisition of the type is an interesting move by ANA, as it recently phased out all of its four-engine Boeing 747s and replaced them with new twin-engine, fuel-efficient aircraft.
Being a primarily Boeing Customer, ANA has a fleet of over 200 aircraft. Back in March 2014 the carrier announced firm orders for 70 new Airbus and Boeing planes. Airbus won the narrow-body battle with seven A320neo and 30 A321s (4 of the “ceo” type and 26 “neo”). On the other hand, Boeing took home the wide-body order. Nikkei Asian Review reports that ANA “indicated to Airbus the possibility of future orders in return for supporting the Japanese carrier’s turnaround plan [of Skymark] during an August vote among creditors.”
Last August, ANA won creditor backing on its plan to lead a turnaround of troubled Japanese budget carrier Skymark Airlines, defeating a proposal from Delta Air Lines. ANA, which offered to buy 16.5 percent stake in Skymark, won a majority of votes from the creditors, and ANA was granted access to Skymark’s 36 landing slots at Tokyo Haneda Airport.
Three: A Small Order
Although the order seems to be modest, there is the possibility that ANA add some more A380s. The smallest A380 order has come from Air Austral, but plans have been apparently shelved. Should we disqualify orders from Air Austral and Transaero, China Southern currently holds the record for the smallest number of A380s ordered which is five.
Time will tell if ANA will actually become a Airbus A380 operator.
All Nippon Airways (ANA) is reportedly planning to order three Airbus A380s, according to Nikkei Asian Review. Neither Airbus nor ANA have made any official announcement or confirmed the veracity of the report, which is expected to take place during the next week after holidays.
According to the report, ANA will take delivery of its first A380 during 2018, and that the carrier plans to deploy the fleet type on routes to Hawaii.
If confirmed, 2016 will be off to a positive start for the A380 program, which has experienced an order drought and cancellations from Japan’s Skymark Airlines and Russia’s Transaero due to financial difficulties. Also, the acquisition of the type is an interesting move by ANA, as it recently phased out all of its four-engine Boeing 747s and replaced them with new twin-engine, fuel-efficient aircraft.
Being a primarily Boeing Customer, ANA has a fleet of over 200 aircraft. Back in March 2014 the carrier announced firm orders for 70 new Airbus and Boeing planes. Airbus won the narrow-body battle with seven A320neo and 30 A321s (4 of the “ceo” type and 26 “neo”). On the other hand, Boeing took home the wide-body order. Nikkei Asian Review reports that ANA “indicated to Airbus the possibility of future orders in return for supporting the Japanese carrier’s turnaround plan [of Skymark] during an August vote among creditors.”
Last August, ANA won creditor backing on its plan to lead a turnaround of troubled Japanese budget carrier Skymark Airlines, defeating a proposal from Delta Air Lines. ANA, which offered to buy 16.5 percent stake in Skymark, won a majority of votes from the creditors, and ANA was granted access to Skymark’s 36 landing slots at Tokyo Haneda Airport.
Three: A Small Order
Although the order seems to be modest, there is the possibility that ANA add some more A380s. The smallest A380 order has come from Air Austral, but plans have been apparently shelved. Should we disqualify orders from Air Austral and Transaero, China Southern currently holds the record for the smallest number of A380s ordered which is five.
Time will tell if ANA will actually become a Airbus A380 operator.
tiefpeck
Utente Registrato
Airbus logged three firm A380 orders in December 2015 to an undisclosed customer, but the manufacturer declined to comment on whether they are destined for Japanese carrier All Nippon Airways (ANA).
Speaking at the manufacturer’s annual press briefing in Paris, Airbus president and CEO Fabrice Brégier said: “We have three new A380 orders. The customer has asked to remain undisclosed, but it is a firm order.”
When quizzed on the identity of the customer, Brégier declined to comment, saying only: “It is a new customer; it is not a repeat order.”
Earlier in January, ANA denied reports that parent company ANA Holdings has completed a deal to acquire three Airbus A380s, repossessed from low-cost carrierSkymark Airlines.
“The story is not based on our official announcement and there is nothing decided yet,” an ANA spokesman said at the time. “We are currently formulating the next mid-term corporate strategy and considering various options for airplanes.”
ANA plans to issue its medium-term corporate strategy on Jan. 29.
Airbus, which has been struggling to sell A380s, managed to achieve financial breakeven on 27 of the type that it produced in 2015. Brégier said he is hoping to reduce the program’s breakeven point still further, to 20 units per year.
Airbus COO-customers John Leahy headed off criticism about the program, saying the manufacturer is happy with the A380, but declined to give an orders target for the type in 2016. Leahy is working on a few A380 campaigns covering “well in excess of 25 aircraft,” and noted the A380 backlog covers several years of production, giving time to secure more sales.
Leahy said selling the A380 is not a simple matter of seat-mile costs. “We have to work with the airline to see how they can use it,” he said.
Airbus logged orders for a total of 60 aircraft across its product range in December, taking its year-end net order total to 1,036. Alongside the three A380s, it also booked an unidentified order for two A350-900s.
“Airbus’ popular A330 family converted an order from AirAsia X for 11 A330-900 aircraft in the A330neo series, while South Africa Airways booked a conversion to five A330-300s in the ceo configuration,” Airbus said.
Speaking at the manufacturer’s annual press briefing in Paris, Airbus president and CEO Fabrice Brégier said: “We have three new A380 orders. The customer has asked to remain undisclosed, but it is a firm order.”
When quizzed on the identity of the customer, Brégier declined to comment, saying only: “It is a new customer; it is not a repeat order.”
Earlier in January, ANA denied reports that parent company ANA Holdings has completed a deal to acquire three Airbus A380s, repossessed from low-cost carrierSkymark Airlines.
“The story is not based on our official announcement and there is nothing decided yet,” an ANA spokesman said at the time. “We are currently formulating the next mid-term corporate strategy and considering various options for airplanes.”
ANA plans to issue its medium-term corporate strategy on Jan. 29.
Airbus, which has been struggling to sell A380s, managed to achieve financial breakeven on 27 of the type that it produced in 2015. Brégier said he is hoping to reduce the program’s breakeven point still further, to 20 units per year.
Airbus COO-customers John Leahy headed off criticism about the program, saying the manufacturer is happy with the A380, but declined to give an orders target for the type in 2016. Leahy is working on a few A380 campaigns covering “well in excess of 25 aircraft,” and noted the A380 backlog covers several years of production, giving time to secure more sales.
Leahy said selling the A380 is not a simple matter of seat-mile costs. “We have to work with the airline to see how they can use it,” he said.
Airbus logged orders for a total of 60 aircraft across its product range in December, taking its year-end net order total to 1,036. Alongside the three A380s, it also booked an unidentified order for two A350-900s.
“Airbus’ popular A330 family converted an order from AirAsia X for 11 A330-900 aircraft in the A330neo series, while South Africa Airways booked a conversion to five A330-300s in the ceo configuration,” Airbus said.
- 10 Dicembre 2007
- 15,047
- 3,426
Dall'ultimo foglio O&D di Airbus, si può notare la cancellazione dei 4 ordini della defunta Transaero, l'inserimento di 3 nuovi ordini sotto la voce "Air Accord" e di altri 3 ordini sotto la voce "undisclosed" che portano il totale a 319.
Immagino che 3 commesse siano per ANA, ma le altre 3 per chi sono?
Immagino che 3 commesse siano per ANA, ma le altre 3 per chi sono?
- 10 Dicembre 2007
- 15,047
- 3,426
I 3 ordini undisclosed dovrebbero essere gli ANA, che dovrebbe rendere pubblica la notizia entro il mese.
Air Accord invece sembra sia una società (lessor?) collegata a Transaero e domiciliata a Bermuda, che avrebbe in carico i 3 ordini residui della compagnia russa. Non saprei quanto questi ultimi ordini siano reali o solo virtuali.
Un'altro rumor anticipa la probabile cancellazione (o conversione) dei 6 ordini di VS all'interno dell'acquisto di 12 A350-1000.
http://www.aero.de/news-23242/Bermuda-Gesellschaft-uebernimmt-drei-A380-Auftraege.html
Air Accord invece sembra sia una società (lessor?) collegata a Transaero e domiciliata a Bermuda, che avrebbe in carico i 3 ordini residui della compagnia russa. Non saprei quanto questi ultimi ordini siano reali o solo virtuali.
Un'altro rumor anticipa la probabile cancellazione (o conversione) dei 6 ordini di VS all'interno dell'acquisto di 12 A350-1000.
http://www.aero.de/news-23242/Bermuda-Gesellschaft-uebernimmt-drei-A380-Auftraege.html