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alitaliaboy
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Qantas cancella l’ordine di 8 A380
http://australianaviation.com.au/2019/02/qantas-cancels-outstanding-order-for-eight-a380s/
Qantas says it has cancelled its outstanding order for eight A380s after discussions with Airbus.
The eight aircraft were part of an order for 20 A380s made in 2006.
“Following discussions with Airbus, Qantas has now formalised its decision not to take eight additional A380s that were ordered in 2006,” Qantas said in a statement on Thursday.
“These aircraft have not been part of the airline’s fleet and network plans for some time.”
The change was expected to be reflected in the Airbus Orders and Deliveries summary for January 2019.
There have been 321 total orders for the A380 since it was launched in the early 2000s, according to the Airbus website. At December 31 2019, 234 of the type had been delivered, leaving the backlog standing at 87 aircraft.
The Australian flag carrier was the third airline to take delivery of the world’s largest passenger aircraft behind launch customer Singapore Airlines (SIA) and Emirates Airline in October 2007 and July 2008, respectively.
Qantas’s first A380, VH-OQA Nancy-Bird Walton arrived in Sydney on September 21 2008. Eleven more followed in the next three and a bit years, with the 12th A380, VH-OQL Phyllis Arnott, delivered in December 2011.
A file image of Qantas Airbus A380 VH-OQL Phyllis Arnott. (Seth Jaworski)
The first long-haul service with Nancy-Bird Walton was Melbourne-Los Angeles which kicked off on October 20 2008 and the network gradually expanded to include Sydney-Los Angeles, Sydney-Singapore-London and Melbourne-Singapore-London.
The A380 has also allowed Qantas to establish new nonstop routes such as Sydney-Dallas/Fort Worth, replacing the Boeing 747-400ER which previously operated a Sydney-Dallas/Fort Worth-Brisbane-Sydney rotation. For a time it was the longest nonstop airline flight in commercial aviation.
VIDEO: A promotional video explaining the use of the Airbus A380 between Sydney and Dallas/Fort Worth, as shown on Qantas’s YouTube channel.
And Qantas has also in recent times deployed the A380 to Hong Kong, adding extra capacity during peak travel periods such as Chinese New Year and school holidays.
Initial plans had Qantas potentially operating up to 30 A380s. However, the firm order book eventually stood at 20 aircraft.
While those eight remaining A380s remained listed as “on order” for many years, the thinking at Qantas’s Mascot headquarters has been that they would never be taken.
Although the order for eight new aircraft has been now formally cancelled, Qantas is continuing to invest in the A380 fleet.
Now in its second decade flying in Qantas colours, the airline is conducting what it describes as a multi-million dollar upgrade of the aircraft’s interiors.
The mid-life refurbishment program, which is being managed by Airbus, includes replacing the SkyBed II business class and premium economy seats with a similar product to what appears on Qantas’ Boeing 787-9s and Airbus A330s, a new upstairs lounge area and an enhancement of its first class offering.
The work was due to get underway by the middle of calendar 2019 and be completed before the end of 2020.
“Qantas remains committed to a major upgrade of its existing A380s, which begins in mid-calendar 2019 and will see us operate the aircraft well into the future,” Qantas said.
As Qantas usually operates aircraft for about 20 years, a decision on what aircraft will eventually replace the A380 in the fleet will not have to be made for quite some time.
The airline’s evaluation of how many A380s it needs in the future is likely to be impacted by the prospect of being able to operate nonstop flights from Australia’s east coast to London Heathrow and New York with either the A350 or Boeing 777X that is currently being considered under Project Sunrise.
Meanwhile, Qantas said its Boeing 747 fleet would be reduced to nine by the end of February 2019 with one aircraft to be retired by the end of the month. The last 747 was scheduled to be withdrawn by the end of 2020, in time for the airline’s centenary celebrations.
In terms of outstanding orders, Qantas has six 787-9s due for delivery from the end of 2019 while its low-cost carrier arm Jetstar was expected to receive the first of 18 A321LRs (also known as the A321neoLR) from mid-2020.
A slide presentation from Qantas outlining potential routes for Project Sunrise. (Qantas)A slide presentation from Qantas outlining potential routes for Project Sunrise. (Qantas)
QANTAS THE LATEST AIRLINE TO FORMALLY CANCEL A380 ORDER
The removal of Qantas’s eight A380s from the Airbus order book followed United Kingdom-based Virgin Atlantic formally cancelling its order for six of the type in March 2018.
Airbus also removed an order for 10 A380s that had previously been allocated to an undisclosed customer in its December summary.
There could be further changes to the order book after Airbus confirmed it had held talks with Emirates regarding the airline’s existing orders for A380 aircraft.
“Airbus SE confirms it is in discussions with Emirates Airline in relation to its A380 contract,” Airbus said in a statement after it was reported Emirates was considering changing its recent Memorandum of Understanding (MoU) for 36 A380s that was signed in January 2018 to the Airbus’s A350.
“The details of Airbus’ commercial discussions with customers remain confidential.”
Emirates is the largest of the A380’s 14 operators by some margin, with 109 in the fleet and a further 53 on order at December 31, according to the Airbus orders and deliveries figures.
The next largest operator is Singapore Airlines (SIA), which has 19 A380s, followed by Lufthansa with 14. British Airways and Qantas are next with 12 each.
The A380, which is world’s largest passenger aircraft, has struggled for sales in recent times, with carriers preferring twin-engine variants to serve their long-haul routes.
In response to the weakness in the very large passenger aircraft market, Airbus has slowed the production rate of the A380 from 15 aircraft delivered in 2017 to 12 aircraft in 2018. The company has said previously it expected to deliver eight A380s in 2019.
Airbus has also sought to make the A380 more efficient and improve the aircraft’s operating economics through features such as new fuel saving winglets.
Packaged together and called A380plus, the initiatives included extending maintenance intervals, aerodynamic changes to the wing and previously announced “cabin enablers” to add more seats.
http://australianaviation.com.au/2019/02/qantas-cancels-outstanding-order-for-eight-a380s/
Qantas says it has cancelled its outstanding order for eight A380s after discussions with Airbus.
The eight aircraft were part of an order for 20 A380s made in 2006.
“Following discussions with Airbus, Qantas has now formalised its decision not to take eight additional A380s that were ordered in 2006,” Qantas said in a statement on Thursday.
“These aircraft have not been part of the airline’s fleet and network plans for some time.”
The change was expected to be reflected in the Airbus Orders and Deliveries summary for January 2019.
There have been 321 total orders for the A380 since it was launched in the early 2000s, according to the Airbus website. At December 31 2019, 234 of the type had been delivered, leaving the backlog standing at 87 aircraft.
The Australian flag carrier was the third airline to take delivery of the world’s largest passenger aircraft behind launch customer Singapore Airlines (SIA) and Emirates Airline in October 2007 and July 2008, respectively.
Qantas’s first A380, VH-OQA Nancy-Bird Walton arrived in Sydney on September 21 2008. Eleven more followed in the next three and a bit years, with the 12th A380, VH-OQL Phyllis Arnott, delivered in December 2011.
A file image of Qantas Airbus A380 VH-OQL Phyllis Arnott. (Seth Jaworski)
The first long-haul service with Nancy-Bird Walton was Melbourne-Los Angeles which kicked off on October 20 2008 and the network gradually expanded to include Sydney-Los Angeles, Sydney-Singapore-London and Melbourne-Singapore-London.
The A380 has also allowed Qantas to establish new nonstop routes such as Sydney-Dallas/Fort Worth, replacing the Boeing 747-400ER which previously operated a Sydney-Dallas/Fort Worth-Brisbane-Sydney rotation. For a time it was the longest nonstop airline flight in commercial aviation.
VIDEO: A promotional video explaining the use of the Airbus A380 between Sydney and Dallas/Fort Worth, as shown on Qantas’s YouTube channel.
And Qantas has also in recent times deployed the A380 to Hong Kong, adding extra capacity during peak travel periods such as Chinese New Year and school holidays.
Initial plans had Qantas potentially operating up to 30 A380s. However, the firm order book eventually stood at 20 aircraft.
While those eight remaining A380s remained listed as “on order” for many years, the thinking at Qantas’s Mascot headquarters has been that they would never be taken.
Although the order for eight new aircraft has been now formally cancelled, Qantas is continuing to invest in the A380 fleet.
Now in its second decade flying in Qantas colours, the airline is conducting what it describes as a multi-million dollar upgrade of the aircraft’s interiors.
The mid-life refurbishment program, which is being managed by Airbus, includes replacing the SkyBed II business class and premium economy seats with a similar product to what appears on Qantas’ Boeing 787-9s and Airbus A330s, a new upstairs lounge area and an enhancement of its first class offering.
The work was due to get underway by the middle of calendar 2019 and be completed before the end of 2020.
“Qantas remains committed to a major upgrade of its existing A380s, which begins in mid-calendar 2019 and will see us operate the aircraft well into the future,” Qantas said.
As Qantas usually operates aircraft for about 20 years, a decision on what aircraft will eventually replace the A380 in the fleet will not have to be made for quite some time.
The airline’s evaluation of how many A380s it needs in the future is likely to be impacted by the prospect of being able to operate nonstop flights from Australia’s east coast to London Heathrow and New York with either the A350 or Boeing 777X that is currently being considered under Project Sunrise.
Meanwhile, Qantas said its Boeing 747 fleet would be reduced to nine by the end of February 2019 with one aircraft to be retired by the end of the month. The last 747 was scheduled to be withdrawn by the end of 2020, in time for the airline’s centenary celebrations.
In terms of outstanding orders, Qantas has six 787-9s due for delivery from the end of 2019 while its low-cost carrier arm Jetstar was expected to receive the first of 18 A321LRs (also known as the A321neoLR) from mid-2020.
A slide presentation from Qantas outlining potential routes for Project Sunrise. (Qantas)A slide presentation from Qantas outlining potential routes for Project Sunrise. (Qantas)
QANTAS THE LATEST AIRLINE TO FORMALLY CANCEL A380 ORDER
The removal of Qantas’s eight A380s from the Airbus order book followed United Kingdom-based Virgin Atlantic formally cancelling its order for six of the type in March 2018.
Airbus also removed an order for 10 A380s that had previously been allocated to an undisclosed customer in its December summary.
There could be further changes to the order book after Airbus confirmed it had held talks with Emirates regarding the airline’s existing orders for A380 aircraft.
“Airbus SE confirms it is in discussions with Emirates Airline in relation to its A380 contract,” Airbus said in a statement after it was reported Emirates was considering changing its recent Memorandum of Understanding (MoU) for 36 A380s that was signed in January 2018 to the Airbus’s A350.
“The details of Airbus’ commercial discussions with customers remain confidential.”
Emirates is the largest of the A380’s 14 operators by some margin, with 109 in the fleet and a further 53 on order at December 31, according to the Airbus orders and deliveries figures.
The next largest operator is Singapore Airlines (SIA), which has 19 A380s, followed by Lufthansa with 14. British Airways and Qantas are next with 12 each.
The A380, which is world’s largest passenger aircraft, has struggled for sales in recent times, with carriers preferring twin-engine variants to serve their long-haul routes.
In response to the weakness in the very large passenger aircraft market, Airbus has slowed the production rate of the A380 from 15 aircraft delivered in 2017 to 12 aircraft in 2018. The company has said previously it expected to deliver eight A380s in 2019.
Airbus has also sought to make the A380 more efficient and improve the aircraft’s operating economics through features such as new fuel saving winglets.
Packaged together and called A380plus, the initiatives included extending maintenance intervals, aerodynamic changes to the wing and previously announced “cabin enablers” to add more seats.
Probabilmente aspettano la chiusura del programma per uscirne senza penali.
TW 843
Senior Member
Andrea1988
Utente Registrato
TW 843
Senior Member
Un "successo"...??? La faccia come il deretano.
Airbus Still Considers The A380 A Success
simpleflying.com
Earlier this year Airbus announced the end of the A380 program. Despite the aircraft not breaking even, Airbus considers the A380 as a success due to its impact on the A350. Airbus’ new CEO made the comments at a Toulouse press conference yesterday.
Airbus considers the A380 a success. Photo: Tom Boon – Simple Flying
Pin
The Airbus A380 is widely regarded as a marvel of aviation engineering around the globe. Due to its impressive size, it is capable of carrying hundreds of passengers between two points, however, its size would eventually prove to be the aircraft’s eventual downfall. As such, the Airbus A380 project never broke even, despite its potential.
A game changer?
The Airbus A380 was designed as a real gamechanger. With its two complete passenger decks, the aircraft was to transform passenger travel, and to some extent it did. In fact, the aircraft was well suited to some high-density long haul routes such as London to Los Angeles. The main USP of the aircraft was, however, one of its biggest problems.
Take Norwegian Air as an example. Due to the grounding of Boeing 787 aircraft, they found themselves in a position where they had to hire HiFly’s A380. They initially flew their usual schedule with the aircraft, but soon found out that New York did not have space along with the other A380s it had at that time.
The A380’s giant size dictates that it needs a special infrastructure. Indeed, London Gatwick, which plays host to Emirates’ A380 has just one gate which the aircraft can use off of Taxiway Q. The aircraft isn’t able to taxi to any other gate. Indeed, when Airbus executives attempted to sell the A380 in India, they were met with infrastructure concerns.
The Airbus A380 is well suited to certain routes. Photo: Tom Boon – Simple Flying
Pin
A380 a success
At a press briefing in Toulouse, Airbus CEO Guillaume Faury told reporters he believed the Airbus A380 was a success. However, according to Leeham News, the reason is not what you might expect.
They report that the aircraft was a success as “the A380 led the path to the successful development and production of the successful A350 and the transformation of Airbus into what it is today.” Indeed, the A380’s introduction was fairly unsettled with an 18-month delay caused by faulty wiring. Meanwhile, the A350’s introduction went without a hitch.
The lessons learned from the A380’s introduction were put into practice with the A350. Photo: Tom Boon – Simple Flying
Pin
Interestingly, Leeham also reports on a question of finances asked by Reuters Aerospace News. Airbus received launch aid from Germany to the tune of $600m. However, this has not been paid back. The Reuters reported questioned why, if the project had been considered a success. Reports indicate that Airbus did not answer the question. Airbus will continue to support the A380 as long as it flies.
Do you consider the Airbus A380 to be a success or a flop? Let us know in the comments!
Airbus Still Considers The A380 A Success
simpleflying.com
Earlier this year Airbus announced the end of the A380 program. Despite the aircraft not breaking even, Airbus considers the A380 as a success due to its impact on the A350. Airbus’ new CEO made the comments at a Toulouse press conference yesterday.
Airbus considers the A380 a success. Photo: Tom Boon – Simple Flying
Pin
The Airbus A380 is widely regarded as a marvel of aviation engineering around the globe. Due to its impressive size, it is capable of carrying hundreds of passengers between two points, however, its size would eventually prove to be the aircraft’s eventual downfall. As such, the Airbus A380 project never broke even, despite its potential.
A game changer?
The Airbus A380 was designed as a real gamechanger. With its two complete passenger decks, the aircraft was to transform passenger travel, and to some extent it did. In fact, the aircraft was well suited to some high-density long haul routes such as London to Los Angeles. The main USP of the aircraft was, however, one of its biggest problems.
Take Norwegian Air as an example. Due to the grounding of Boeing 787 aircraft, they found themselves in a position where they had to hire HiFly’s A380. They initially flew their usual schedule with the aircraft, but soon found out that New York did not have space along with the other A380s it had at that time.
The A380’s giant size dictates that it needs a special infrastructure. Indeed, London Gatwick, which plays host to Emirates’ A380 has just one gate which the aircraft can use off of Taxiway Q. The aircraft isn’t able to taxi to any other gate. Indeed, when Airbus executives attempted to sell the A380 in India, they were met with infrastructure concerns.
The Airbus A380 is well suited to certain routes. Photo: Tom Boon – Simple Flying
Pin
A380 a success
At a press briefing in Toulouse, Airbus CEO Guillaume Faury told reporters he believed the Airbus A380 was a success. However, according to Leeham News, the reason is not what you might expect.
They report that the aircraft was a success as “the A380 led the path to the successful development and production of the successful A350 and the transformation of Airbus into what it is today.” Indeed, the A380’s introduction was fairly unsettled with an 18-month delay caused by faulty wiring. Meanwhile, the A350’s introduction went without a hitch.
The lessons learned from the A380’s introduction were put into practice with the A350. Photo: Tom Boon – Simple Flying
Pin
Interestingly, Leeham also reports on a question of finances asked by Reuters Aerospace News. Airbus received launch aid from Germany to the tune of $600m. However, this has not been paid back. The Reuters reported questioned why, if the project had been considered a success. Reports indicate that Airbus did not answer the question. Airbus will continue to support the A380 as long as it flies.
Do you consider the Airbus A380 to be a success or a flop? Let us know in the comments!
Proprio l’altra sera guardavo un documentario sul viaggio che fanno i pezzi e tronconi del 380, per arrivare a Tolosa....nn sapevo che avevano anche una nave di proprietà!!!!
Inviato dal mio iPhone utilizzando Tapatalk
Inviato dal mio iPhone utilizzando Tapatalk
Questa sera su Focus TV canale 35 chi fosse interessato alle 21:15 - 22:15 Airbus A350: la star del cielo
Per quello che puó valere, sembra che un nuovo operatore possa aggiungersi alla lista dei clienti del 380: Bamboo, nuova linea aerea vietnamita che spera di essere la prima ad operare voli diretti tra Vietnam ed USA dal prossimo anno, con un 380 in leasing magari!
https://onemileatatime.com/bamboo-airways-a380/
https://onemileatatime.com/bamboo-airways-a380/
TW 843
Senior Member
AVIATION ECONOMICS
Air France-KLM to retire its last A380 by 2022
After months of uncertainty on the fate of the A380, Air France-KLM finally announced it would sell the five superjumbos it owns by 2022
Scrapping plans announced in late 2018, Air France-KLM decided to let go of the five superjumbos it acquired in 2000 for €100 million per unit. The cost of modernizing cabins to continue operating the aircraft has been judged too high. Thus the five aircraft will be sold by 2022. “The current competitive environment limits the markets in which the A380 can profitably operate,” states the group, adding that “keeping this aircraft in the fleet would involve significant costs, while the aircraft programme was suspended by Airbus earlier in 2019”.
On top of the cost for refurbishing, the recurring technical problems affecting the aircraft in the past years may have sealed its fate. In 2017, about 20 Air France flights were canceled due to technical problems related to the A380. The most serious one saw the failure of one of the engines on a Paris-Los Angeles flight, resulting in an emergency landing in Canada. The engine parts were recently recovered under the ice of Greenland after two years of research.
Aerotime
Air France-KLM to retire its last A380 by 2022
After months of uncertainty on the fate of the A380, Air France-KLM finally announced it would sell the five superjumbos it owns by 2022
Scrapping plans announced in late 2018, Air France-KLM decided to let go of the five superjumbos it acquired in 2000 for €100 million per unit. The cost of modernizing cabins to continue operating the aircraft has been judged too high. Thus the five aircraft will be sold by 2022. “The current competitive environment limits the markets in which the A380 can profitably operate,” states the group, adding that “keeping this aircraft in the fleet would involve significant costs, while the aircraft programme was suspended by Airbus earlier in 2019”.
On top of the cost for refurbishing, the recurring technical problems affecting the aircraft in the past years may have sealed its fate. In 2017, about 20 Air France flights were canceled due to technical problems related to the A380. The most serious one saw the failure of one of the engines on a Paris-Los Angeles flight, resulting in an emergency landing in Canada. The engine parts were recently recovered under the ice of Greenland after two years of research.
Aerotime
East End Ave
Utente Registrato
Pensiero terra terra, ma davvero sembra che sia Boeing che Airbus abbiano chi in un modo e chi nell'altro, fatto due cagate pazzesche che pregiudicano il loro business in modo clamoroso; un progetto frettoloso e nefasto (purtroppo) la prima, un progetto troppo ambizioso e scarsamente lungimirante la seconda.
13900
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- 26 Aprile 2012
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Non e’ solo una questione di sconti, e’ una questione di costi operativi. Le compagnie che vogliono dismettere i 380 lo fanno perche’ lo yield che ottengono e’ troppo basso; o meglio, non riescono a riempire un aereo in modo profiquo su tutto l’arco dell’anno.
Emirates e’ diversa perche’ usa i 380 in modo diverso.
Innanzitutto hanno dei costi operativi molto bassi. Un po’ e’ dovuto al fatto che, se non ricordo male, a Dubai le landing fees sono piu’ basse che nel resto del mondo (cosa che avvantaggia tutti quelli che volano a DXB ma in particolar modo chi ci opera). Poi c’e’ il fatto che sono tutti 380-capable: quasi tutti i gates al T3 sono 380-capable, gli hangars, le taxiways... non hanno i limiti che hanno altri aeroporti (e relativi costi). Costi bassi equivalgono a un break-even load factor basso. EK e’ una delle poche, se non l’unica, che dice qual e’ il LF di break-even, e credo sia sul 65-70%, che non e’ male.
EK, poi, e’ specializzata nel far volume da anni. I 773 e 77W che hanno sono tutti estremamente densi. Il salto da 77W a 380 per loro non e’ enorme come, invece, e’ per altri (vedi Qantas; tolti i 747 l’altro aereo widebody che avevano al momento dell’arrivo del 380 era il 330). Fanno come Ryanair per certi versi: i costi bassi consentono loro di fare ‘volume’ con tariffe a basso prezzo, che stimolano il mercato quando non c’e’; poi ci aggiungono quella % con cui fanno veramente i soldi.
In piu’ sono furbi nel modo con cui usano i 380; la stragrande maggioranza di quegli aerei fa voli ‘brevi’, sotto le 8-10 ore, spesso pure piu’ corti. In questo modo fanno un sacco di cicli al giorno e li usano al meglio. Un asset che non vola e’ un asset che non fa soldi e, soprattutto, costa (uno dei problemi storici di Virgin, per esempio). In questo modo Emirates riesce a far ‘girare’ i suoi 380 profittevolmente.
Che tutto vada benissimo, quindi? La mia opinione vale come il due di coppe, ma direi di no. Ci sono sintomi – gli aerei al pascolo a Dubai World, l’ordine per i 330neo e i 350 – che fanno intendere che EK stia faticando su certe rotte e certi mercati, e che voglia ottimizzare costi e revenues; ma di sicuro hanno modo di usare un bel po’ – a naso direi una 50na – di aerei molto grossi (taglia 380/779/748) in maniera profittevole, almeno fintantoche’ l’economia tiene.
mi sono sempre chiesto quanto incide, in termini di costi carburante, operare un aereo come il 380 su tratte lunghe, diciamo superiore alle 10/12 ore. Solito discorso, imbarcare carburante per portare in giro carburante stesso. Questo è un dato che puo incidere in modo considerevole nel discorso dei voli sotto le 8/10 ore che facevi?
TW 843
Senior Member
JACDEC on Twitter: "Emirates Airbus A380 (A6-EOP, msn 200, built Nov 2015) was seriously damaged in a maintenance mishap in Dubai, UAE when its nose fell off the jacks and crashed to the ground. Structural damage is expected near the nosegear. No injuries reported. @a380fanclub https://t.co/SBn1HnkPpd" / Twitter