I-DAVE
Moderatore
Di almeno che ti piace volarci sopra
Scherzi a parte, dal punto di vista del passeggero, quantomeno di economy, l'aereo è il più comodo con cui abbia volato.
DaV
Consegne e notizie sugli A380
- Autore Discussione DusCgn
- Data d'inizio
Scherzi a parte, dal punto di vista del passeggero, quantomeno di economy, l'aereo è il più comodo con cui abbia volato.
DaV
C'è sempre l'ottimo thread di 13900
http://www.aviazionecivile.org/vb/s...0-considerazioni-sull-andamento-delle-vendite
Non c'è nessun piano di "dismissione" dell'aereo da parte di Airbus. Quella di Clark è una dichiarazione "politica" per fare un po' di pressing ad Airbus per lo sviluppo del NEO
- 10 Dicembre 2007
- 15,047
- 3,426
Se non arriveranno ordini, non credo che Airbus avrà molta scelta. E imho un'evoluzione dei soli motori non sarebbe sufficiente. Dovrebbero ridisegnare ali e piani di coda in composito più sottili e leggeri ed abbassare di parecchio il MTOW. Solo così sarebbe probabilmente possibile avere un costo per pax da primato e rendere competitivo il 380 nella sua nicchia di mercato. Che poi l'investimento miliardario valga la candela, è un altro discorso.
Il peggior nemico dell'A380 è stata la crisi economica che ha colpito mercati importanti dal 2008 in avanti. Questo, unitamente all'arrivo di bimotori efficienti e con configurazioni sardina, ha fatto si che l'A380 dia il meglio riuscendo a riempirlo con costanza. Data la situazione le compagnie ci pensano de volte prima di acquistare una macchina impegnativa da rendere profittevole e poco flessibile viste le dimensioni perché se cala un mercato se hai un 2xd ne elimini uno, ma se hai un A380 mica lo tagli a metà.
Il problema della versione NEO è che Airbus ci ha perso un sacco di soldi per lo sviluppo e ora che ha raggiunto il b.e. di produzione della versione CEO è restia a investire nuovi importanti fondi rischiando di replicare per la versione NEO in assenza di mutate condizioni del mercato e con un solo grande cliente a richiederlo. Grande cliente che è probabilmente l'unico che riesce a far fruttare al meglio l'A380 ed in Airbus ritengono che per EK sia conveniente anche in CEO, mentre EK forte dei suoi numeri spinge per avere un più efficiente NEO avendo l'A380 margini di sviluppo.
- 10 Dicembre 2007
- 15,047
- 3,426
Il peggior nemico dell'A380 è stata la scelta di progettarlo per un MTOW altissimo, nell'ottica delle versioni allungata e merci (sicuramente ben oltre le 600t). Sarebbe stato sufficiente dimensionare il progetto sulle necessità del "piccolo" -800 che conosciamo, per avere un rendimento di gran lunga migliore. A partire dalle ali che, a parità di larghezza sarebbero potute essere più sottili, leggere e con una freccia più pronunciata ed efficiente. Lo sbaglio di Airbus non è stato quello di fare il 380, ma di ottimizzarne il rendimento su versioni di nicchia (allungata e merci).
E' più o meno come se Boeing avesse messo in commercio solo il 772LR evitando di produrre il 77W e il 77F.
Solo che nel caso di Airbus la mossa è stata davvero poco furba, visto che anche un 380 limitato intorno alle 500t non avrebbe avuto rivali più grandi e pesanti, ma viceversa avrebbe avuto molte più possibilità di "pescare" tra chi dismetteva i 747 o tra chi trovava un po' piccoli i bigetti ma necessitava di un break even abbastanza lontano dai 500 pax.
E' più o meno come se Boeing avesse messo in commercio solo il 772LR evitando di produrre il 77W e il 77F.
Solo che nel caso di Airbus la mossa è stata davvero poco furba, visto che anche un 380 limitato intorno alle 500t non avrebbe avuto rivali più grandi e pesanti, ma viceversa avrebbe avuto molte più possibilità di "pescare" tra chi dismetteva i 747 o tra chi trovava un po' piccoli i bigetti ma necessitava di un break even abbastanza lontano dai 500 pax.
Malaysia Airlines secures A380 charter contracts
Malaysia Airlines (MH, Kuala Lumpur Int'l) has signed Memoranda of Understandings (MOU) with two local travel agencies, Andalusia Travel & Tours Sdn Bhd and Rayhar Travels Sdn Bhd, for the provision of charter flights to Saudi Arabia beginning later this year.
Under the terms of the contracts, Malaysia Airlines will operate a total of fifty-three flights from Malaysia to Madinah and Jeddah between November 10, 2016 and July 6, 2017. Operations are on-board A380-800 equipment.
Malaysia Airlines Chief Commercial Officer, Paul Andrew Simmons, told the official Bernama news agency that the carrier is looking to expand its A380 charter business. Aside from religious charters to the Middle East, he said strong opportunities also exist in the China-Malaysia segment, to the eastern state of Sabah in particular.
The carrier operates six A380-800s with plans to phase out the type from service by mid-2018.
ch aviation
Malaysia Airlines (MH, Kuala Lumpur Int'l) has signed Memoranda of Understandings (MOU) with two local travel agencies, Andalusia Travel & Tours Sdn Bhd and Rayhar Travels Sdn Bhd, for the provision of charter flights to Saudi Arabia beginning later this year.
Under the terms of the contracts, Malaysia Airlines will operate a total of fifty-three flights from Malaysia to Madinah and Jeddah between November 10, 2016 and July 6, 2017. Operations are on-board A380-800 equipment.
Malaysia Airlines Chief Commercial Officer, Paul Andrew Simmons, told the official Bernama news agency that the carrier is looking to expand its A380 charter business. Aside from religious charters to the Middle East, he said strong opportunities also exist in the China-Malaysia segment, to the eastern state of Sabah in particular.
The carrier operates six A380-800s with plans to phase out the type from service by mid-2018.
ch aviation
Singapore Airlines Expands A380 London Service in NW16
Singapore Airlines in Northern winter 2016/17 season once again expands Airbus A380 operations on Singapore – London Heathrow route, increasing the Super Jumbo operation from 2 to 3 daily. A380 will be operating on SQ306/305 service starting 24OCT16.
SQ306 SIN0115 – 0725LHR 388 D
SQ308 SIN0910 – 1520LHR 388 D
SQ318 SIN1250 – 1900LHR 77W D
SQ322 SIN2345 – 0555+1LHR 388 D
SQ305 LHR0915 – 0610+1SIN 388 D
SQ317 LHR1055 – 0750+1SIN 388 D
SQ319 LHR2035 – 1730+1SIN 77W D
SQ321 LHR2205 – 1900+1SIN 388 D
airlineroute
Singapore Airlines in Northern winter 2016/17 season once again expands Airbus A380 operations on Singapore – London Heathrow route, increasing the Super Jumbo operation from 2 to 3 daily. A380 will be operating on SQ306/305 service starting 24OCT16.
SQ306 SIN0115 – 0725LHR 388 D
SQ308 SIN0910 – 1520LHR 388 D
SQ318 SIN1250 – 1900LHR 77W D
SQ322 SIN2345 – 0555+1LHR 388 D
SQ305 LHR0915 – 0610+1SIN 388 D
SQ317 LHR1055 – 0750+1SIN 388 D
SQ319 LHR2035 – 1730+1SIN 77W D
SQ321 LHR2205 – 1900+1SIN 388 D
airlineroute
- 10 Dicembre 2007
- 15,047
- 3,426
Ho scaricato dal sito Airbus questo interessante documento con l'elenco degli scali compatibili con il 380.
Gli aeroporti sono suddivisi in 4 categorie:
-Approval (pronti per operazioni commerciali con il 380, in Italia ci sono MXP e FCO).
-Compatible (definiti da Airbus "Airside and parking/bridges are A380 compatible, RFF may have to be upgraded - Final approval of operations is under local CAAs (Civil Aviation Authority) responsibility").
-Destination and alternate compatible airports (che dovrebbe essere l'elenco integrale degli scali nei quali il 380 è abilitato a decollare ed atterrare).
-Additional compatible alternate airports potential (suppongo sia la lista degli scali con caratteristiche di base atte a ricevere i 380, eventualmente con lavori aggiuntivi e certificazioni varie. In Italia ci sono TRN, VBS, VCE e BLQ).
Nel sito di Airbus c'è anche il link ad un documento ACI con le caratteristiche aeroportuali necessarie per ospitare il bestione.
Sarebbe interessante conoscere l'attuale grado di compatibilità dei 4 scali italiani "potenziali" e i lavori eventualmente necessari.
http://www.airbus.com/aircraftfamilies/passengeraircraft/a380family/a380airportcompatibility/
http://www.airbus.com/fileadmin/med...milies/A380_airport_compatibility_network.pdf
http://www.aci.aero/Media/aci/file/...cal Issues/AACG_Common_Agreement_Doc_2003.pdf
Gli aeroporti sono suddivisi in 4 categorie:
-Approval (pronti per operazioni commerciali con il 380, in Italia ci sono MXP e FCO).
-Compatible (definiti da Airbus "Airside and parking/bridges are A380 compatible, RFF may have to be upgraded - Final approval of operations is under local CAAs (Civil Aviation Authority) responsibility").
-Destination and alternate compatible airports (che dovrebbe essere l'elenco integrale degli scali nei quali il 380 è abilitato a decollare ed atterrare).
-Additional compatible alternate airports potential (suppongo sia la lista degli scali con caratteristiche di base atte a ricevere i 380, eventualmente con lavori aggiuntivi e certificazioni varie. In Italia ci sono TRN, VBS, VCE e BLQ).
Nel sito di Airbus c'è anche il link ad un documento ACI con le caratteristiche aeroportuali necessarie per ospitare il bestione.
Sarebbe interessante conoscere l'attuale grado di compatibilità dei 4 scali italiani "potenziali" e i lavori eventualmente necessari.
http://www.airbus.com/aircraftfamilies/passengeraircraft/a380family/a380airportcompatibility/
http://www.airbus.com/fileadmin/med...milies/A380_airport_compatibility_network.pdf
http://www.aci.aero/Media/aci/file/...cal Issues/AACG_Common_Agreement_Doc_2003.pdf
Rescue Fire Fighters
È forse l'investimento minimo per upgradare l'aeroporto al livello di gestire le operazioni regolari dell'A380; spesso si tratta di acquistare mezzi ausiliari ma gestibili con lo stesso personale, investimento che solitamente è recuperato molto velocemente.
Inviato dal mio iPhone utilizzando Tapatalk
TW 843
Senior Member
Due articoli di Aerotime:
Lack of customers leads the Airbus A380 program into the unknown
Published on: Friday, July, 8, 2016, 10:41 AM
The future of world's largest passenger aircraft Airbus A380 has come to crossroads, as the orders for the double-decker airliner continue to dry up and the there are no new potential customers on the horizon.
Since the start of the A380 production in 2007, European plane maker has delivered nearly two hundred airliners, while around 125 are set to be built in the following 5 years. The numbers are well bellow the initial projection of 1000 aircraft to be produced in the coming 20 years. The carriers seem to have turned away from the fuel consuming giant, as the A380 program is largely supported only by one airline – Emirates. The Gulf carrier has booked 142 airliners – near a half of total A380 orders.
The four-engined A380 has been difficult to sell because of its high fuel consumption and bad program start timing. When the world was hit by economic crisis in 2008, increased oil prices discouraged carriers to invest in the aircraft that can seat between 489 and 615 travelers. Aviation experts claim, that Airbus may not recoup its initial €25 billion investment and, if the production rate of the A380 aircraft falls bellow 30 airliners per year, the company may even have to shut down the program.
However, the termination of the program may seem reasonable action to take, it would also bring a headache to Airbus' top executives. The company would have to close down factories across Europe and redeploy thousands of employees. Despite the uncertainty facing A380, Airbus' executives claim, that a decade is too short time period to determine to program future and remains positive, that by innovation and investment will be able to get on the right track.
Lack of customers leads the Airbus A380 program into the unknown
Published on: Friday, July, 8, 2016, 10:41 AM
The future of world's largest passenger aircraft Airbus A380 has come to crossroads, as the orders for the double-decker airliner continue to dry up and the there are no new potential customers on the horizon.
Since the start of the A380 production in 2007, European plane maker has delivered nearly two hundred airliners, while around 125 are set to be built in the following 5 years. The numbers are well bellow the initial projection of 1000 aircraft to be produced in the coming 20 years. The carriers seem to have turned away from the fuel consuming giant, as the A380 program is largely supported only by one airline – Emirates. The Gulf carrier has booked 142 airliners – near a half of total A380 orders.
The four-engined A380 has been difficult to sell because of its high fuel consumption and bad program start timing. When the world was hit by economic crisis in 2008, increased oil prices discouraged carriers to invest in the aircraft that can seat between 489 and 615 travelers. Aviation experts claim, that Airbus may not recoup its initial €25 billion investment and, if the production rate of the A380 aircraft falls bellow 30 airliners per year, the company may even have to shut down the program.
However, the termination of the program may seem reasonable action to take, it would also bring a headache to Airbus' top executives. The company would have to close down factories across Europe and redeploy thousands of employees. Despite the uncertainty facing A380, Airbus' executives claim, that a decade is too short time period to determine to program future and remains positive, that by innovation and investment will be able to get on the right track.
TW 843
Senior Member
Boeing considers stretching 777 to beat Airbus A380 competition
Aero Analysis
US planemaker Boeing proposed extended 777X aircraft version to its customers, hoping to beat competition from A380, said people familiar to the matter.
The new model would be called 777-10X. It would have four more rows of seats than 777-9X and would carry around 450-470 passengers. Because of advanced aerodynamics and new propulsion systems it could be more fuel efficient than double-decker Airbus A380 that can seat between 489 and 615 travelers.
“We are always evaluating technologies, airplane configurations and market needs,” said Boeing’s representative Doug Alder. “While no decisions have been made, we will continue to study 777X derivatives and seek customer input to develop products that provide the most value for customers.”
The company has started discussions with several airlines, mainly targeting Gulf carriers. Emirates Airlines is a particular customer of interset, having already ordered 289 Boeing 777X family aircraft.
The Boeing 777X family currently consists of two airliners. The Boeing 777-8X has a capacity of 350-375 seats,while 777-9X seats around 400-425 passengers. It has a range to fly 7,500 nautical miles (14,000 kilometers) with a list price of around $400 million.
Aero Analysis
US planemaker Boeing proposed extended 777X aircraft version to its customers, hoping to beat competition from A380, said people familiar to the matter.
The new model would be called 777-10X. It would have four more rows of seats than 777-9X and would carry around 450-470 passengers. Because of advanced aerodynamics and new propulsion systems it could be more fuel efficient than double-decker Airbus A380 that can seat between 489 and 615 travelers.
“We are always evaluating technologies, airplane configurations and market needs,” said Boeing’s representative Doug Alder. “While no decisions have been made, we will continue to study 777X derivatives and seek customer input to develop products that provide the most value for customers.”
The company has started discussions with several airlines, mainly targeting Gulf carriers. Emirates Airlines is a particular customer of interset, having already ordered 289 Boeing 777X family aircraft.
The Boeing 777X family currently consists of two airliners. The Boeing 777-8X has a capacity of 350-375 seats,while 777-9X seats around 400-425 passengers. It has a range to fly 7,500 nautical miles (14,000 kilometers) with a list price of around $400 million.
Mamma mia, quasi metà della produzione di un aereo del genere che dipende da una sola compagnia. Lunga vita ad Emirates.
Ciao
Massimo
- 10 Dicembre 2007
- 15,047
- 3,426
Notizia pesantissima: il rateo di produzione del 380 verrà tagliato a 12 unità annue a partire dal 2018. Suona molto male, inutile negarlo.
FARNBOROUGH: Airbus to halve A380 output
The airframer had achieved production breakeven on the double-deck type last year, when it delivered 27 aircraft.
But the backlog has diminished with few additional orders.
Airbus chief executive Fabrice Bregier describes the rate cut as a “prudent” and “proactive” measure.
“We are establishing a new target for our industrial planning,” he says, adding that Airbus is “keeping all [its] options open” for the emergence of future A380 demand.
He insist that the airframer will continue to invest in the jet, and adds: “The A380 is here to stay.”
The company believes that any effects on employment within the A380 line will be “mitigated” by other programme ramp-up efforts.
Airbus will aim to increase production efficiency to break even at an output of 20 aircraft next year, and to bring this threshold down further through additional cost reductions.
It has delivered 193 of the type to customers, out of an overall orderbook of 319, leaving a backlog of 126.
https://www.flightglobal.com/news/articles/farnborough-airbus-to-halve-a380-output-427356/
FARNBOROUGH: Airbus to halve A380 output
- 12 JULY, 2016
- BY: DAVID KAMINSKI-MORROW
- FARNBOROUGH
The airframer had achieved production breakeven on the double-deck type last year, when it delivered 27 aircraft.
But the backlog has diminished with few additional orders.
Airbus chief executive Fabrice Bregier describes the rate cut as a “prudent” and “proactive” measure.
“We are establishing a new target for our industrial planning,” he says, adding that Airbus is “keeping all [its] options open” for the emergence of future A380 demand.
He insist that the airframer will continue to invest in the jet, and adds: “The A380 is here to stay.”
The company believes that any effects on employment within the A380 line will be “mitigated” by other programme ramp-up efforts.
Airbus will aim to increase production efficiency to break even at an output of 20 aircraft next year, and to bring this threshold down further through additional cost reductions.
It has delivered 193 of the type to customers, out of an overall orderbook of 319, leaving a backlog of 126.
https://www.flightglobal.com/news/articles/farnborough-airbus-to-halve-a380-output-427356/
Più che dimezzata la produzione del 380:
http://www.ilsole24ore.com/art/fina...one-superjumbo-a380-111618.shtml?uuid=AD3PtCs
http://www.ilsole24ore.com/art/fina...one-superjumbo-a380-111618.shtml?uuid=AD3PtCs
TW 843
Senior Member
TW 843
Senior Member
FARNBOROUGH: A380 drought duration unclear
13 JULY, 2016 BY: DAVID KAMINSKI-MORROW FARNBOROUGH
Airbus chief executive Fabrice Bregier expects the production rate cut on the A380 programme to last “a few years” but would not put a more specific figure on the period.
The airframer will slash output to just 12 aircraft annually from 2018, but Bregier is adamant that higher rates will return.
“I think if we do that we’ll be able to sustain the A380 at this low level for a few years before ramping up again,” he said, speaking during a briefing at the Farnborough air show.
While Airbus would have to carve away at heavy fixed costs to bring the production break-even threshold down to a level closer to the revised A380 rate, Bregier appears unconcerned about the financial impact.
The level of profitability – or loss – involved would “not be material” for Airbus at a rate of 12 aircraft per year, he says.
Bregier reiterates his claim that the traffic growth at congested airports will require the deployment of larger aircraft – a claim reflected in Airbus’s newly-issued 20-year forecast for the high-capacity sector.
But he also points out that current A380 operators, notably Emirates, will eventually need to consider replacing their aircraft.
Bregier says the airframer must work on demonstrating to airlines that the A380 attracts passengers, adding that Airbus is testing an Internet portal designed specifically to allow travellers to hunt for A380 services.
But he adds that the A380 situation is not the company’s primary obstacle. “The challenge is not the A380, the challenge is [ramping-up] the A320neo and A350,” he says.
https://www.flightglobal.com/news/a...NLC|FGFG|FGDAY-2016-0715&sfid=701w0000000vuCn
13 JULY, 2016 BY: DAVID KAMINSKI-MORROW FARNBOROUGH
Airbus chief executive Fabrice Bregier expects the production rate cut on the A380 programme to last “a few years” but would not put a more specific figure on the period.
The airframer will slash output to just 12 aircraft annually from 2018, but Bregier is adamant that higher rates will return.
“I think if we do that we’ll be able to sustain the A380 at this low level for a few years before ramping up again,” he said, speaking during a briefing at the Farnborough air show.
While Airbus would have to carve away at heavy fixed costs to bring the production break-even threshold down to a level closer to the revised A380 rate, Bregier appears unconcerned about the financial impact.
The level of profitability – or loss – involved would “not be material” for Airbus at a rate of 12 aircraft per year, he says.
Bregier reiterates his claim that the traffic growth at congested airports will require the deployment of larger aircraft – a claim reflected in Airbus’s newly-issued 20-year forecast for the high-capacity sector.
But he also points out that current A380 operators, notably Emirates, will eventually need to consider replacing their aircraft.
Bregier says the airframer must work on demonstrating to airlines that the A380 attracts passengers, adding that Airbus is testing an Internet portal designed specifically to allow travellers to hunt for A380 services.
But he adds that the A380 situation is not the company’s primary obstacle. “The challenge is not the A380, the challenge is [ramping-up] the A320neo and A350,” he says.
https://www.flightglobal.com/news/a...NLC|FGFG|FGDAY-2016-0715&sfid=701w0000000vuCn