Consegne e notizie sugli A380
- Autore Discussione DusCgn
- Data d'inizio
- 10 Dicembre 2007
- 15,047
- 3,426
Pensavo a qualcosa di più grave e soprattutto più a sud, creando una situazione non proprio ottimale per i voli. E' chiaro che al momento è un'eventualità molto remota. Che per diventare davvero seria dovrebbe coinvolgere soprattutto l'Iran, rendendo pericolosa una bella porzione di cielo dove volerebbero caccia e missili.è da un po' che non guardi il TG?
Davvero non capisco i detrattori del 380.
Finalmente ci ho volato e devo dire che forse in business o first non si nota, ma in economica il 380 è di molto superiore al 777-300er.
La configurazione ek è sempre 3-4-3 ma c'è molto più spazio, i sedili sono più larghi e anche la sensazione con un aereo così spazioso è quella di stare molto meglio
Finalmente ci ho volato e devo dire che forse in business o first non si nota, ma in economica il 380 è di molto superiore al 777-300er.
La configurazione ek è sempre 3-4-3 ma c'è molto più spazio, i sedili sono più larghi e anche la sensazione con un aereo così spazioso è quella di stare molto meglio
Interessante analisi sui potenziali impatti negativi a livello operativo dell'A380 a LHR:
A380 Continues To Pose Challenges For Heathrow
http://aviationweek.com/commercial-aviation/a380-continues-pose-challenges-heathrow
A380 Continues To Pose Challenges For Heathrow
http://aviationweek.com/commercial-aviation/a380-continues-pose-challenges-heathrow
Comunque sia per l'utenza in classe economica non c'è paragone fra il 380 e gli altri aerei.
Silenzioso e spazioso, offre un livello di confort nettamente superiore a tutti gli altri.
Passando dal 380 al 77W mi ha fatto uno strano effetto di piccolo, scricchiolante e rumoroso.
Per il lungo raggio gli utenti in economica dovrebbero tenere conto di questo fatto. Per gli altri no, perché tanto loro hanno spazio in abbondanza
Silenzioso e spazioso, offre un livello di confort nettamente superiore a tutti gli altri.
Passando dal 380 al 77W mi ha fatto uno strano effetto di piccolo, scricchiolante e rumoroso.
Per il lungo raggio gli utenti in economica dovrebbero tenere conto di questo fatto. Per gli altri no, perché tanto loro hanno spazio in abbondanza
Dal 29 Marzo BA introdurra' il 380 anche su SFO
British Airways to Start A380 San Francisco Service from late-March 2015
Update at 1720GMT 10SEP14
British Airways from 29MAR15 is launching Airbus A380 service on London Heathrow – San Francisco route, where it’ll operate on 5 of 14 weekly service.
Reservation for the A380 service opened at mid-day today (10SEP14), UK time.
BA285 LHR1130 – 1435SFO 744 D
BA287 LHR1405 – 1655SFO 388 x23
BA287 LHR1405 – 1655SFO 744 23
BA284 SFO1640 – 1100+1LHR 744 D
BA286 SFO1905 – 1315+1LHR 388 x23
BA286 SFO1905 – 1315+1LHR 744 23
British Airways to Start A380 San Francisco Service from late-March 2015
Update at 1720GMT 10SEP14
British Airways from 29MAR15 is launching Airbus A380 service on London Heathrow – San Francisco route, where it’ll operate on 5 of 14 weekly service.
Reservation for the A380 service opened at mid-day today (10SEP14), UK time.
BA285 LHR1130 – 1435SFO 744 D
BA287 LHR1405 – 1655SFO 388 x23
BA287 LHR1405 – 1655SFO 744 23
BA284 SFO1640 – 1100+1LHR 744 D
BA286 SFO1905 – 1315+1LHR 388 x23
BA286 SFO1905 – 1315+1LHR 744 23
Airbus and Qatar Airways resolve A380 dispute
Airbus forced to hold off the first flight of the A320neo
Paris: Airbus and Qatar Airways have resolved a three-month old dispute that had been blocking the delivery of the first of ten A380s ordered by the Gulf airline, industry sources said. Airbus declined to comment.
Qatar Airways, which had refused to take delivery of the first three aircraft, citing concerns about the quality of the cabin interior, was not immediately available for comment. The airline’s chief executive said in July it would seek compensation for the delay.
Separately, industry sources said Airbus had been forced to hold off the first flight of the A320neo because of what one described as a “minor” technical issue that emerged in testing. A spokesman for Airbus declined to comment on whether there had been a delay, but said the company’s plan to fly the plane in the third quarter remained unchanged.
Airbus has sold over 3,000 of the A320neo, a revamped version of its best-selling A320 short- and medium-haul jet, which is due to enter service in 2015. It has not published a detailed schedule for the maiden flight in Toulouse, France, making it difficult to verify whether the schedule has slipped within the published window. But the sources said it was earlier expected to take place in the first half of September.
The timing of maiden flights is typically decided by the independent in-house flight-test team a few days beforehand, depending on the outcome of final tests and the weather.
Original date
Airbus is conducting ground trials but is running out of margin to ensure the flight does not slip back into the fourth quarter, which was the original target date for the debut. The maiden flight and the first aircraft in service will use engines supplied by Pratt & Whitney, derived from the same family as a new generation of engines for the Bombardier CSeries, which has suffered recent problems in tests.
“Airbus and Pratt & Whitney are working together towards the first flight and there is no change in plans to carry it out in the third quarter,” the Airbus spokesman said. Speaking at the Reuters Aerospace and Defence Summit in Washington, Barry Eccleston, president and CEO of Airbus Americas, said he was not aware of any disruption and said Airbus had been pleased with development of the main new feature of the engine, a fuel-saving gear system.
In another key milestone this month, European safety authorities say Airbus is due to achieve certification for its newest wide-body jet, the A350, by the end of September.
http://gulfnews.com/business/aviation/airbus-and-qatar-airways-resolve-a380-dispute-1.1384350
Airbus forced to hold off the first flight of the A320neo
Paris: Airbus and Qatar Airways have resolved a three-month old dispute that had been blocking the delivery of the first of ten A380s ordered by the Gulf airline, industry sources said. Airbus declined to comment.
Qatar Airways, which had refused to take delivery of the first three aircraft, citing concerns about the quality of the cabin interior, was not immediately available for comment. The airline’s chief executive said in July it would seek compensation for the delay.
Airbus has sold over 3,000 of the A320neo, a revamped version of its best-selling A320 short- and medium-haul jet, which is due to enter service in 2015. It has not published a detailed schedule for the maiden flight in Toulouse, France, making it difficult to verify whether the schedule has slipped within the published window. But the sources said it was earlier expected to take place in the first half of September.
The timing of maiden flights is typically decided by the independent in-house flight-test team a few days beforehand, depending on the outcome of final tests and the weather.
Original date
Airbus is conducting ground trials but is running out of margin to ensure the flight does not slip back into the fourth quarter, which was the original target date for the debut. The maiden flight and the first aircraft in service will use engines supplied by Pratt & Whitney, derived from the same family as a new generation of engines for the Bombardier CSeries, which has suffered recent problems in tests.
“Airbus and Pratt & Whitney are working together towards the first flight and there is no change in plans to carry it out in the third quarter,” the Airbus spokesman said. Speaking at the Reuters Aerospace and Defence Summit in Washington, Barry Eccleston, president and CEO of Airbus Americas, said he was not aware of any disruption and said Airbus had been pleased with development of the main new feature of the engine, a fuel-saving gear system.
In another key milestone this month, European safety authorities say Airbus is due to achieve certification for its newest wide-body jet, the A350, by the end of September.
http://gulfnews.com/business/aviation/airbus-and-qatar-airways-resolve-a380-dispute-1.1384350
Emirates Plans One-Time A380 Tehran Service on 30SEP14
Emirates on 30SEP14 is planning 1-time Airbus A380 service on Dubai – Tehran route, where it’ll operate on EK977/978 service, instead of A330-200.
EK975 DXB0055 – 0235IKA 332
EK971 DXB0745 – 0925IKA 77W
EK979 DXB1415 – 1600IKA 388
EK977 DXB1845 – 2025IKA 772
EK976 IKA0405 – 0635DXB 332
EK972 IKA1040 – 1310DXB 77W
EK980 IKA1905 – 2150DXB 388
EK978 IKA2145 – 0015+1DXB 772
airlineroute
Emirates on 30SEP14 is planning 1-time Airbus A380 service on Dubai – Tehran route, where it’ll operate on EK977/978 service, instead of A330-200.
EK975 DXB0055 – 0235IKA 332
EK971 DXB0745 – 0925IKA 77W
EK979 DXB1415 – 1600IKA 388
EK977 DXB1845 – 2025IKA 772
EK976 IKA0405 – 0635DXB 332
EK972 IKA1040 – 1310DXB 77W
EK980 IKA1905 – 2150DXB 388
EK978 IKA2145 – 0015+1DXB 772
airlineroute
[h=1]Qatar plans rapid A380 roll-out following London debut[/h][h=2][/h]
Qatar Airways operated its debut Airbus A380 service on 10 October, replacing a Boeing 777-300ERon its flagship Doha-London Heathrow route. Before the end of the year, the 517-seater will be introduced on its Paris services and on a second daily Heathrow rotation.The Doha-based airline took delivery of the first of 10 A380s it has on order on 17 September, several months later than planned due to an acceptance wrangle with Airbus over the quality issues. At the time of the first delivery, a further three A380s were undergoing acceptance by the airline and these are all due to be delivered by the end of the year.
Prior to the delivery hold-up, Qatar had aimed to put the type into service between Doha and London in June. When it finally came, the debut was a relatively low-key affair compared with previous Qatar inaugurals. The A380 operated a normal commercial flight on the daily QR003/004 service and did not involve the airline’s boss Akbar Al Baker.Qatar currently operates six daily frequencies between Doha and Heathrow, and a second service will switch to the A380 in December. Paris Charles de Gaulle is set to join the airline’s A380 network in the coming weeks.
The Oneworld airline’s A380 has a three-class 517-seat layout - 182 more than the 335-seat 777-300ER it replaced between Doha and London. The superjumbo’s premium cabins are on the upper deck. These include a first-class cabin incorporating eight flatbed seats (above). The A380 is one of just two types in the Qatar fleet offering this standard of service with the other being its fleet of four A340-600s.
The A380’s upper deck also has a 48-seat business class cabin (above), similar in specification and configuration to that offered on its Boeing 787s. However one novelty exclusive to the A380 is a bar/lounge zone located behind the business cabin and open to all premium customers. The rear of the upper deck features a 56-seat economy cabin which supplements the all-economy main deck containing 405 seats.With the A380 debut finally behind it, Qatar Airways is now finalising plans to become its first airline to take delivery of the Airbus A350-900. It expects to receive the first aircraft before the end of the year and then operate the type’s debut revenue service.
flightglobal
Qatar Airways operated its debut Airbus A380 service on 10 October, replacing a Boeing 777-300ERon its flagship Doha-London Heathrow route. Before the end of the year, the 517-seater will be introduced on its Paris services and on a second daily Heathrow rotation.The Doha-based airline took delivery of the first of 10 A380s it has on order on 17 September, several months later than planned due to an acceptance wrangle with Airbus over the quality issues. At the time of the first delivery, a further three A380s were undergoing acceptance by the airline and these are all due to be delivered by the end of the year.
flightglobal
asterix
Utente Registrato
- 20 Gennaio 2012
- 688
- 6
The business model for the Airbus A380 and its future has long been subjects of sharp debate.
Airbus launched the giant airplane in 2000, with a maximum capacity of 850 passengers and a typical airline configuration of 500-555 (though some carriers have fewer than 500). The airplane would compete with the Boeing 747, then holding a monopoly in the Very Large Aircraft (VLA) category. Airbus concluded there was a 20-year market demand of about 1,300 VLAs, of which it expected to sell 650. Boeing already was beginning to move away from the VLA sector with a hub-bypass strategy evolving from the Boeing 777 and Boeing 767 medium-twins.
While many analysts, consultants and Boeing criticized and even ridiculed the decision by Airbus to proceed with the A380, officials have stubbornly clung to the forecast of a demand requiring 1,200-1,300 VLA passenger aircraft each year for the next 20 years. Sales have remained disappointing every year, with net orders of just 318 14 years after program launch. There should have been sales of 910 VLAs by this point to meet the 20 year demand suggested by Airbus in 2000.
Summary
•Residual values and secondary market worry some.
•Emirates Airlines, the largest A380 customer, isn’t worried about RVs and resales, plans to store and scrap its aircraft when time comes.
•Re-engining and/or operating the A380 at much higher capacity is necessary to lower CASM.
•Boeing 777X threatens A380 despite its own limited market demand.
•One consultant sees A380 coming into its own in five years.
Discussion
The business case for the A380 remains a question mark. Many believe Airbus made a mistake in pursuing the A380, but how much of this is hindsight? Even as Boeing argues the market has moved away from the Very Large Aircraft—as indeed it has—officials as recently as within the last few weeks continue to say that with a VLA sector forecast of $240bn over the next 20 years and Boeing sees a reason to continue to offer the 747-8, the A380’s competitor. Boeing forecasts a 20-year requirement of 620 aircraft, including VLA Freighters.
If, indeed, there is a reason for the 747-8 (and this is highly doubtful), then there is a reason for the A380, which compared with the passenger 747-8I, has captured about 85% of the market. Airbus and Boeing each figured they would share the market about 50-50.
Boeing sees a VLA market about half the size that Airbus sees. If Boeing is right and Airbus is wrong (and we believe Boeing is closer to being right than Airbus), and assuming Airbus continues to snare 85% of the market (which we believe will increase), then Airbus will sell 510 A380s during the next 20 years on top of the 318 sold to-date. This is well short of the 650 Airbus sees, but nonetheless potentially profitable.
Airbus expects to begin reporting profits on the A380 next year, based on 30 deliveries.
We think either the Airbus or Boeing forecasts are optimistic. But one consultant, who must be considered an outlier, believes Airbus is about five years away from seeing the A380 come into its own.
Michel Merluzeau, a principal of the consulting firm G2 Solutions who is based in Boeing’s back yard in the Seattle suburb of Kirkland (WA), says there is “absolutely” a future for the giant airplane.
“There is a very simple response for that,” he says. “Demographics. The real acceleration of air transport, airport capacity issues, explosion of Asian market, slowness of ATC (Air Traffic Control) development, slowness of airport expansion and construction by all sorts of red tape with people with good intentions but no business brain whatsoever” will converge to make the demand for the A380 accelerate in five years.
Merluzeau admits this sounds very much like the Airbus argument. But he says it is a valid one.
He says that on a recent trip to Shanghai, there were Airbus A330s, Boeing 777s and A380s lined up at the terminal. China, well known for its Air Traffic Management constraints and a pace of airport construction in China and Asia much faster in than Western world is nonetheless running out of capacity.
“Tim Clark (president of Emirates Airlines, the largest A380 customer) is getting a brand new terminal and it is already out of capacity,” Merluzeau notes.
“The A380 and 747 are not selling because the problem has not become acute enough,” he says. The A380 is not selling right now because the operational benefit is not as acute because the slots are still available. Airports are not running at full capacity. You will have infrastructure issues that will drive the size of the aircraft upwards.
“Demographics, ATM, all these elements will contribute to sustain A380. When A380neo becomes a reality, it will continue. When Airbus does the A380neo, 11 abreast [in coach], it gets new engines, new this, new that, the value of the 380 will increase compared with the current and future twins.”
Emirates’ Clark has been pushing Airbus to reengine the A380 for at least a year. In response to our question at the World Routes Conference in Chicago, Clark predicted Airbus will make a decision on this in six months. John Leahy, chief operating officer-customers for Airbus, told us this is probably too soon to expect an answer. Merluzeau believes the A380neo will emerge possibly in the next 12 months, and that an entry-into-service in 2021-22 “is not unreasonable.”
“Airbus is risk adverse right now because nobody is buying it,” Clark told us in Chicago. Engine maker Rolls-Royce is developing new engines and is anxious to put them on the A380, Clark said.
Clark’s Emirates has in service and on order 140 of the 318 A380s ordered so far. This high customer concentration, and Emirates’ policy of rotating its fleet every 12-15 years, gives pause to many in the industry about the secondary market and residual value for the huge airplane. Reconfiguration and transition costs for the aircraft, even if a secondary operator can be found, are estimated easily in the $30m-$50m range for a complete cabin makeover, a figure that scares lessors (of which there are several special purpose companies) and lenders alike.
Clark is unconcerned. His view, shaped by the Emirates policy of 12-15 year lives for the A380, Boeing 777 and other aircraft in its fleet, is a real eye-opener to an industry where assumed lives are 25-30 years.
Clark told us that Emirates will simply park these 12-15 year old A380s in the desert.
“The A380, its future life, its RV is something everybody is challenging us on. When Emirates is done with it in 12-15 years, we’ll put them in the desert. We’ll cut them up,” he told us. “For me, we buy those airplanes for the life that’s prescribed for them in the business model. Once that’s over, it’s over, so we have no worries about getting rid of them. You have to worry about them if you are a lessor, they may have concerns. I think Emirates will run these out in 15 years and then do what they will have to be done.”
G2’s Merluzeau predicts that the next three to four years will be a little slow for A380 sales and then will pick up. “This is a 30 year program. We’re at nine years since EIS,” he says.
If there is a future for the A380 in five years, does Merluzeau see a future for the 747-8? He does, “with very limited output, mostly in the freight market. It’s a pretty unique capability for freight,” he says. “I always thought it was a 200 aircraft market. We’re getting close to that number. It definitely will shut down by 2024.” Boeing has net sales of 118 747-8s through September.
Many expect Boeing to announce a production rate cut this year for the 747-8, from 1.5/mo to 1/mo, effective in 2016. Once an order is placed to replace two 747-200s used by the President of the United States for Air Force One and four 747-200-based E4Bs, considered likely in 2017, at that point Boeing is expected to announce program termination, some believe.
http://us7.campaign-archive2.com/?u=47ab4d10545775cb720ab7149&id=8d27ffa1f6&e=4e2d4d1dd4
Airbus launched the giant airplane in 2000, with a maximum capacity of 850 passengers and a typical airline configuration of 500-555 (though some carriers have fewer than 500). The airplane would compete with the Boeing 747, then holding a monopoly in the Very Large Aircraft (VLA) category. Airbus concluded there was a 20-year market demand of about 1,300 VLAs, of which it expected to sell 650. Boeing already was beginning to move away from the VLA sector with a hub-bypass strategy evolving from the Boeing 777 and Boeing 767 medium-twins.
While many analysts, consultants and Boeing criticized and even ridiculed the decision by Airbus to proceed with the A380, officials have stubbornly clung to the forecast of a demand requiring 1,200-1,300 VLA passenger aircraft each year for the next 20 years. Sales have remained disappointing every year, with net orders of just 318 14 years after program launch. There should have been sales of 910 VLAs by this point to meet the 20 year demand suggested by Airbus in 2000.
Summary
•Residual values and secondary market worry some.
•Emirates Airlines, the largest A380 customer, isn’t worried about RVs and resales, plans to store and scrap its aircraft when time comes.
•Re-engining and/or operating the A380 at much higher capacity is necessary to lower CASM.
•Boeing 777X threatens A380 despite its own limited market demand.
•One consultant sees A380 coming into its own in five years.
Discussion
The business case for the A380 remains a question mark. Many believe Airbus made a mistake in pursuing the A380, but how much of this is hindsight? Even as Boeing argues the market has moved away from the Very Large Aircraft—as indeed it has—officials as recently as within the last few weeks continue to say that with a VLA sector forecast of $240bn over the next 20 years and Boeing sees a reason to continue to offer the 747-8, the A380’s competitor. Boeing forecasts a 20-year requirement of 620 aircraft, including VLA Freighters.
If, indeed, there is a reason for the 747-8 (and this is highly doubtful), then there is a reason for the A380, which compared with the passenger 747-8I, has captured about 85% of the market. Airbus and Boeing each figured they would share the market about 50-50.
Boeing sees a VLA market about half the size that Airbus sees. If Boeing is right and Airbus is wrong (and we believe Boeing is closer to being right than Airbus), and assuming Airbus continues to snare 85% of the market (which we believe will increase), then Airbus will sell 510 A380s during the next 20 years on top of the 318 sold to-date. This is well short of the 650 Airbus sees, but nonetheless potentially profitable.
Airbus expects to begin reporting profits on the A380 next year, based on 30 deliveries.
We think either the Airbus or Boeing forecasts are optimistic. But one consultant, who must be considered an outlier, believes Airbus is about five years away from seeing the A380 come into its own.
Michel Merluzeau, a principal of the consulting firm G2 Solutions who is based in Boeing’s back yard in the Seattle suburb of Kirkland (WA), says there is “absolutely” a future for the giant airplane.
“There is a very simple response for that,” he says. “Demographics. The real acceleration of air transport, airport capacity issues, explosion of Asian market, slowness of ATC (Air Traffic Control) development, slowness of airport expansion and construction by all sorts of red tape with people with good intentions but no business brain whatsoever” will converge to make the demand for the A380 accelerate in five years.
Merluzeau admits this sounds very much like the Airbus argument. But he says it is a valid one.
He says that on a recent trip to Shanghai, there were Airbus A330s, Boeing 777s and A380s lined up at the terminal. China, well known for its Air Traffic Management constraints and a pace of airport construction in China and Asia much faster in than Western world is nonetheless running out of capacity.
“Tim Clark (president of Emirates Airlines, the largest A380 customer) is getting a brand new terminal and it is already out of capacity,” Merluzeau notes.
“The A380 and 747 are not selling because the problem has not become acute enough,” he says. The A380 is not selling right now because the operational benefit is not as acute because the slots are still available. Airports are not running at full capacity. You will have infrastructure issues that will drive the size of the aircraft upwards.
“Demographics, ATM, all these elements will contribute to sustain A380. When A380neo becomes a reality, it will continue. When Airbus does the A380neo, 11 abreast [in coach], it gets new engines, new this, new that, the value of the 380 will increase compared with the current and future twins.”
Emirates’ Clark has been pushing Airbus to reengine the A380 for at least a year. In response to our question at the World Routes Conference in Chicago, Clark predicted Airbus will make a decision on this in six months. John Leahy, chief operating officer-customers for Airbus, told us this is probably too soon to expect an answer. Merluzeau believes the A380neo will emerge possibly in the next 12 months, and that an entry-into-service in 2021-22 “is not unreasonable.”
“Airbus is risk adverse right now because nobody is buying it,” Clark told us in Chicago. Engine maker Rolls-Royce is developing new engines and is anxious to put them on the A380, Clark said.
Clark’s Emirates has in service and on order 140 of the 318 A380s ordered so far. This high customer concentration, and Emirates’ policy of rotating its fleet every 12-15 years, gives pause to many in the industry about the secondary market and residual value for the huge airplane. Reconfiguration and transition costs for the aircraft, even if a secondary operator can be found, are estimated easily in the $30m-$50m range for a complete cabin makeover, a figure that scares lessors (of which there are several special purpose companies) and lenders alike.
Clark is unconcerned. His view, shaped by the Emirates policy of 12-15 year lives for the A380, Boeing 777 and other aircraft in its fleet, is a real eye-opener to an industry where assumed lives are 25-30 years.
Clark told us that Emirates will simply park these 12-15 year old A380s in the desert.
“The A380, its future life, its RV is something everybody is challenging us on. When Emirates is done with it in 12-15 years, we’ll put them in the desert. We’ll cut them up,” he told us. “For me, we buy those airplanes for the life that’s prescribed for them in the business model. Once that’s over, it’s over, so we have no worries about getting rid of them. You have to worry about them if you are a lessor, they may have concerns. I think Emirates will run these out in 15 years and then do what they will have to be done.”
G2’s Merluzeau predicts that the next three to four years will be a little slow for A380 sales and then will pick up. “This is a 30 year program. We’re at nine years since EIS,” he says.
If there is a future for the A380 in five years, does Merluzeau see a future for the 747-8? He does, “with very limited output, mostly in the freight market. It’s a pretty unique capability for freight,” he says. “I always thought it was a 200 aircraft market. We’re getting close to that number. It definitely will shut down by 2024.” Boeing has net sales of 118 747-8s through September.
Many expect Boeing to announce a production rate cut this year for the 747-8, from 1.5/mo to 1/mo, effective in 2016. Once an order is placed to replace two 747-200s used by the President of the United States for Air Force One and four 747-200-based E4Bs, considered likely in 2017, at that point Boeing is expected to announce program termination, some believe.
http://us7.campaign-archive2.com/?u=47ab4d10545775cb720ab7149&id=8d27ffa1f6&e=4e2d4d1dd4
Cartagena
Utente Registrato
Attratto dalle solite offerte in J che lancia QR sul proprio sito, ho cercato una combinazione per Gennaio da FCO a BKK e sulla rotta DOH - BKK con #QR836 è schedulato l'A380 e il ritorno con #QR833 sempre con A380.
Il sito ufficiale credo sia attendibile, ma non trovo riscontro di questa nuova rotta da nessuna parte, nè su airlineroute.net nè su a380flights.net
Avete qualche conferma? Sarebbe un'ottima occasione per provare quella meraviglia.
Il sito ufficiale credo sia attendibile, ma non trovo riscontro di questa nuova rotta da nessuna parte, nè su airlineroute.net nè su a380flights.net
Avete qualche conferma? Sarebbe un'ottima occasione per provare quella meraviglia.
Ecco!
QATAR Airways to Start A380 Service to Bangkok from Jan 2015
Update at 1505GMT 22OCT14
QATAR Airways from 05JAN15 is launching A380 service to South East Asia, which sees the Super Jumbo operates on 1 of 4 daily Doha – Bangkok service, QR836/833. First Class will be offered on this route.
QR828 DOH0125 – 1135BKK 77W D
QR836 DOH0155 – 1210BKK 388 D
QR832 DOH0835 – 1845DOH 77W D
QR822 DOH2100 – 0710+1DOH 77W D
QR837 BKK0140 – 0455DOH 77W D
QR823 BKK0835 – 1150DOH 77W D
QR829 BKK1955 – 2310DOH 77W D
QR833 BKK2045 – 2355DOH 388 D
Cartagena
Utente Registrato
Grandissimo grazie
Praticamente avevo l'etto l'operativo sul sito ufficiale prima che fosse annunciato. Molto bene
Praticamente avevo l'etto l'operativo sul sito ufficiale prima che fosse annunciato. Molto bene
Grandissimo grazie
Praticamente avevo l'etto l'operativo sul sito ufficiale prima che fosse annunciato. Molto bene
Non è gratis. L'informazione ti costerà un dettagliato TR
Cartagena
Utente Registrato
Non è gratis. L'informazione ti costerà un dettagliato TR
Spero di avere questo privilegio e di essere il primo
Magari a pagare sempre così
Sul 380 QR destinato alla rotta DOH-BKK conferme interessanti del traffico sulla rotta sia inbound che outbound:
http://www.qatarairways.com/global/en/press-release.page?pr_id=pressrelease_a380-bangkok-221014
http://www.qatarairways.com/global/en/press-release.page?pr_id=pressrelease_a380-bangkok-221014