L'altro giorno ho notato su fly radar 9v-ska in volo verso LDE la foto lo porta verniciato tutto bianco . è passato sulla Pianura Padana.
Consegne e notizie sugli A380
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13900
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Neil Cottrell, Head of Planning di BA, ha giusto qualche giorno fa commentato (internamente) che non ci sono ordini per 777 o 380, malgrado quanto detto dal tizio di cui sopra e, stranamente, malgrado quanto messo nero su bianco nelle slides dell'investor day (3 777 in uscita e 3 77W in entrata). I piani di IAG per BA vedono una crescita minima, parliamo dell1-2% di ASK all'anno, almeno fino al 2019/20, quando arriveranno i 350, e un 380 sarebbe molto più di un 1-2%.
Oltretutto gli esempliari di SIA che stanno andando a Tarbes sono parecchio differenti da quelli BA, oltre ad essere di primo pelo, con grosse differenze in termini di wiring, layout interno (specialmente i galley) e altro. Chiaro che Dr Peters ci provi, ma dubito che riesca a piazzare quegli aerei qui.
Poi, un'ultima chiosa su cui nessuno mi si fila ma che, purtroppo, non cambia la questione: più di 12/15 aerei, a LHR non c'è modo di farli stare. In hangar, a terra al T5, o al T3. Le rotte che possono tenere un 380 efficientemente tutto l'anno sono già tutte coperte. E l'idea di A380 per IB o EI è talmente stiracchiata che si strappa.
Grazie per l'articolo intero FlyKing
Quello che scrivi mi sembra giustificato. Potrebbe essere che il CEO di Dr Peters usi BA piu' che altro per pitchare (perdonatemi il termine) e alzare il profilo/valore di questi 380 destinati probabilmente ad altri potenziali operatori.
Domanda per gli esperti : potrebbe essere una soluzione per Iberia utilizzare A380 per fare un solo volo giornaliero al posto di tratte che hanno due giornalieri ed operate con A340 tipo EZE e MEX ?
B.
B.
L'unica altra manifestazione d'interesse trapelata era da parte di HiFly... almeno uno dei due aerei che Dr. Peters ha in storage in Francia è senza motori (sono stati noleggiati) e ad agosto il lessor aveva fatto sapere di star valutando la rottamazione delle macchine.
Mi pare che abbia molto senso l'idea di IAG: avendo già i 380 in flotta, aggiungerne altri non pone costi infrastrutturali enormi - solo la riconfigurazione sarebbe costosa. E per LHR l'A380 è un mezzo certamente competitivo.
13900
Utente Registrato
- 26 Aprile 2012
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Certo, tutto (teoricamente) si può fare. Non ricordo quanti gates A380-capable ci sono a Madrid, né se IB handling ha i mezzi necessari per usarli (forse Aena). Credo siano un paio... però cui prodest? MAD non è un aeroporto saturo, IB non è a corto di aerei. E dovrebbero avere meccanici, piloti, cabin crew addestrati apposta, più hangar grossi a sufficienza, e non mi sembra che La Muñoza abbia lo spazio necessario (a meno di non levare tutto ciò che c'è dentro).
Opinion: Endgame For The A380?
The Dubai Airshow has provided the big surprise of the week. Rather than place an expected order for 30+ Airbus A380s, Emirates ordered 40 Boeing 787-10s. Emirates made things worse for Airbus by making its demands clear: It would only place an A380 order if it received a 10-year production-line guarantee. This put Airbus in a very difficult position.
Yet Emirates’ request for a line guarantee means little because the A380’s future is determined by Emirates, not Airbus. The airline received its 100th A380 this month. It took its first A380 in July 2008, so it has averaged 11 deliveries per year. But in July, Airbus announced production would be cut to just eight A380s in 2019. Emirates still has 42 A380s on order, and it isn’t willing to take them at a rate that would allow Airbus to keep the line alive without losing millions of euros on each aircraft it delivers.
Emirates is understandably ambivalent about this situation. On the one hand, it has linked its brand with the A380. And since it wants to keep its fleet young, it needs to sell its A380s to some kind of secondary market. Closing the line would damage the prices it could get, particularly since there has not yet been any kind of demonstrated secondary market for the A380.
On the other hand, changes to the carrier’s business model are forcing it to adjust fleet strategy. Fare-pricing pressures and slowing growth rates have led Emirates to emphasize profitability over volume and market share. This means more midsize long-range twin-aisles (the 787-10s plus the 150 777-9s it has on order). The new generation of long-range twin-aisles (these Boeing jets plus Airbus’ A350XWB) offer seat-mile costs that are 5-8% lower than the A380’s.
Those 500+-seat A380s look increasingly like anachronistic relics from Emirates’ glorious, fast-growth years, when A380s were useful in making the most of every slot it could get, even in markets like Birmingham, England, or Dusseldorf, Germany.
Meanwhile, nobody else wants the A380. It has been five years since the last non-Emirates A380 order (All Nippon Airways is a new customer, but only because it was forced to take three aircraft ordered by Skymark, whose assets it coveted). In March, Emirates rival Qatar said it wouldn’t buy any more of the aircraft.
While Airbus’ website lists 56 orders beyond the 42-jet Emirates backlog, only nine of these are actually firm orders. The other 47 are speculative or are for airlines that no longer intend to take any A380s, such as Virgin Atlantic. Some of these 47 non-orders, such as Amedeo’s, account for the aircraft shown in recent years in our graph.
The new Emirates order can still be salvaged. For both sides, kicking the can down the road holds strong appeal, at least in the short run. Emirates wants to keep its flagship going for as long as possible and avoid making tough decisions about the future of its fleet. Airbus and its suppliers want to avoid the write-offs and loss of face that would inevitably accompany a program termination.
But guaranteeing a production line for 10 years is a difficult demand. To do that, Airbus would need to really believe that the A380 has some kind of future outside Emirates, despite all the trends that clearly indicate the market thinks otherwise. Meanwhile, Airbus will need to continue losing millions of dollars on each A380 it delivers to one customer, which may or may not be willing to go back to 11-per-year acceptance rates.
If Airbus guarantees the line and then finds it too painful to keep going after five years, it will face demands for compensation from Emirates, whose A380 residual values would decline as a result of the line closure. That could easily run into the hundreds of millions of dollars, above and beyond the lawyers’ fees.
No matter which path is taken, the November 2017 Dubai Airshow will be remembered as the week that precipitated a tough decision for the A380: A merciful death with considerable up-front losses or a lingering death with greater losses spaced out over a much longer period of time.
AviationWeek
The Dubai Airshow has provided the big surprise of the week. Rather than place an expected order for 30+ Airbus A380s, Emirates ordered 40 Boeing 787-10s. Emirates made things worse for Airbus by making its demands clear: It would only place an A380 order if it received a 10-year production-line guarantee. This put Airbus in a very difficult position.
Yet Emirates’ request for a line guarantee means little because the A380’s future is determined by Emirates, not Airbus. The airline received its 100th A380 this month. It took its first A380 in July 2008, so it has averaged 11 deliveries per year. But in July, Airbus announced production would be cut to just eight A380s in 2019. Emirates still has 42 A380s on order, and it isn’t willing to take them at a rate that would allow Airbus to keep the line alive without losing millions of euros on each aircraft it delivers.
Emirates is understandably ambivalent about this situation. On the one hand, it has linked its brand with the A380. And since it wants to keep its fleet young, it needs to sell its A380s to some kind of secondary market. Closing the line would damage the prices it could get, particularly since there has not yet been any kind of demonstrated secondary market for the A380.
On the other hand, changes to the carrier’s business model are forcing it to adjust fleet strategy. Fare-pricing pressures and slowing growth rates have led Emirates to emphasize profitability over volume and market share. This means more midsize long-range twin-aisles (the 787-10s plus the 150 777-9s it has on order). The new generation of long-range twin-aisles (these Boeing jets plus Airbus’ A350XWB) offer seat-mile costs that are 5-8% lower than the A380’s.
Those 500+-seat A380s look increasingly like anachronistic relics from Emirates’ glorious, fast-growth years, when A380s were useful in making the most of every slot it could get, even in markets like Birmingham, England, or Dusseldorf, Germany.
Meanwhile, nobody else wants the A380. It has been five years since the last non-Emirates A380 order (All Nippon Airways is a new customer, but only because it was forced to take three aircraft ordered by Skymark, whose assets it coveted). In March, Emirates rival Qatar said it wouldn’t buy any more of the aircraft.
While Airbus’ website lists 56 orders beyond the 42-jet Emirates backlog, only nine of these are actually firm orders. The other 47 are speculative or are for airlines that no longer intend to take any A380s, such as Virgin Atlantic. Some of these 47 non-orders, such as Amedeo’s, account for the aircraft shown in recent years in our graph.
The new Emirates order can still be salvaged. For both sides, kicking the can down the road holds strong appeal, at least in the short run. Emirates wants to keep its flagship going for as long as possible and avoid making tough decisions about the future of its fleet. Airbus and its suppliers want to avoid the write-offs and loss of face that would inevitably accompany a program termination.
But guaranteeing a production line for 10 years is a difficult demand. To do that, Airbus would need to really believe that the A380 has some kind of future outside Emirates, despite all the trends that clearly indicate the market thinks otherwise. Meanwhile, Airbus will need to continue losing millions of dollars on each A380 it delivers to one customer, which may or may not be willing to go back to 11-per-year acceptance rates.
If Airbus guarantees the line and then finds it too painful to keep going after five years, it will face demands for compensation from Emirates, whose A380 residual values would decline as a result of the line closure. That could easily run into the hundreds of millions of dollars, above and beyond the lawyers’ fees.
No matter which path is taken, the November 2017 Dubai Airshow will be remembered as the week that precipitated a tough decision for the A380: A merciful death with considerable up-front losses or a lingering death with greater losses spaced out over a much longer period of time.
AviationWeek
TW 843
Senior Member
Di cui una ventina accatastati uno sull'altro di fronte/in mezzo ai vari hangar di fronte al terminal di DXB. Pure certi senza motori.
Ma ovviamente non si dice.
Come non si possono commentare gli 0 pax in F e ben udite udite un piano intero di un aereo che serve a trasportare 29 teste in J sul DXB-MXP di martedì.
Che mondo meraviglioso.
antser
Utente Registrato
- 1 Ottobre 2016
- 620
- 53
Come si fa a nascondere 20 A380 al prato mentre si continua
addirittura a riceverne altri? Dubai sara' pure il paese dei balocchi, pero'...Edit per gli amministratori. Vedo che il sito ha problemi con Edge. Ad esempio ora va a capo da solo una volta inviato il messaggio. Il tasto Edit non funziona, il messaggio viene cancellato
TW 843
Senior Member
Leasing company plans to operate its own A380 airline
The Irish leasing company Amedeo receives another 20 A380 but finds no customers. That's why the company wants to operate the aircraft itself.
Amedeo intends to sell seats in its own A380s to other providers such as airlines, travel agencies as well as non-sector companies such as Airbnb.
Necessity is the mother of invention. So at least one could interpret the plans that the Irish leasing company Amedeo cherishes. In the coming year, the company wants to apply for an air operator's certificate (AOC) to establish an all Airbus A380 service.
12 Superjumbos are in the portfolio of Amedeo, and 20 more ordered waiting to be delivered. The problem that the demand for the superjumbos is currently not very high because many airlines rely on smaller aircraft, with which they can have more flexibility. Amedeo has yet to find buyers for the 20 outstanding orders. No wonder then that the company is thinking about how to use the aircraft. As a solution to the problem, from 2022, Amedeo intends to sell seats in its own A380s to other providers such as airlines, travel agencies as well as non-sector companies such as Airbnb.
Joint ventures and codeshares have already got travelers accustomed to booking with one supplier and flying with the other. The new offer goes into this development. The airlines or other vendors would sell the tickets through their channels, but on board, the passengers would then get the service of Amedeo.
Especially for Airbnb, the model is attractive. The holiday apartment platform is looking for ways to enter the aviation market without having to deal with the high legal requirements.
The Irish leasing company Amedeo receives another 20 A380 but finds no customers. That's why the company wants to operate the aircraft itself.
Amedeo intends to sell seats in its own A380s to other providers such as airlines, travel agencies as well as non-sector companies such as Airbnb.
Necessity is the mother of invention. So at least one could interpret the plans that the Irish leasing company Amedeo cherishes. In the coming year, the company wants to apply for an air operator's certificate (AOC) to establish an all Airbus A380 service.
12 Superjumbos are in the portfolio of Amedeo, and 20 more ordered waiting to be delivered. The problem that the demand for the superjumbos is currently not very high because many airlines rely on smaller aircraft, with which they can have more flexibility. Amedeo has yet to find buyers for the 20 outstanding orders. No wonder then that the company is thinking about how to use the aircraft. As a solution to the problem, from 2022, Amedeo intends to sell seats in its own A380s to other providers such as airlines, travel agencies as well as non-sector companies such as Airbnb.
Joint ventures and codeshares have already got travelers accustomed to booking with one supplier and flying with the other. The new offer goes into this development. The airlines or other vendors would sell the tickets through their channels, but on board, the passengers would then get the service of Amedeo.
Especially for Airbnb, the model is attractive. The holiday apartment platform is looking for ways to enter the aviation market without having to deal with the high legal requirements.
Idea potenzialmente interessate ma secondo di difficile realizzazione. Amedeo dovrebbe in pratica diventare una compagnia aerea con suo personale, brand, servizio ecc per poter operare in proprio gli A380 che si ritrova sul groppone... sicuramente non si può dire che manchino di inventiva...
Secondo questo articolo, la soluzione per garantire a Emirates altri 10 anni di produzione sarebbe produrne solo sei per anno: https://www.reuters.com/article/us-...on-to-six-planes-a-year-sources-idUSKBN1E51U9
TW 843
Senior Member
Secondo me 0,6 all'anno potrebbe essere ancora più geniale. In questo modo avrebbero un secolo di backlog.
KE manderà in storage il suo primo 380 l’anno prossimo.
Korean Air to remove its first A380 from fleet and store it at Roswell
Korean airlines who operate a number of the big super jumbo’s A308’s will have its first A380 stored early as 2018 according to the CEO.
Korean management have assessed their aircraft fleet and decided the A380 was un economical on some routes the planes were not even half full. Korean will look at the A350 instead a longer range twin jet.
The first A380 will leave for Roswell storage facility in Mid March and be stored there until a new owner is found.
http://www.airlive.net/korean-air-to-remove-its-first-a380-from-fleet-and-store-it-at-roswell/
Korean Air to remove its first A380 from fleet and store it at Roswell
Korean airlines who operate a number of the big super jumbo’s A308’s will have its first A380 stored early as 2018 according to the CEO.
Korean management have assessed their aircraft fleet and decided the A380 was un economical on some routes the planes were not even half full. Korean will look at the A350 instead a longer range twin jet.
The first A380 will leave for Roswell storage facility in Mid March and be stored there until a new owner is found.
http://www.airlive.net/korean-air-to-remove-its-first-a380-from-fleet-and-store-it-at-roswell/
Korean Air ha smentito, proprio ad Airlive. Tutti e 10 gli A380 resteranno in servizio.
Il link é stato corretto.
Il link é stato corretto.
TW 843
Senior Member
Airbus ready to axe A380 if it fails to win Emirates deal: sources
Bloomberg
Airbus is drawing up contingency plans to phase out production of the world's largest jetliner, the A380 superjumbo, if it fails to win a key order from Dubai's Emirates, three people familiar with the matter said.
The moment of truth for the slow-selling airliner looms after just 10 years in service and leaves one of Europe's most visible international symbols hanging by a thread, despite a major airline investment in new cabins unveiled this month.
"If there is no Emirates deal, Airbus will start the process of ending A380 production," a person briefed on the plans said. A supplier added such a move was logical due to weak demand.
Airbus and Emirates declined to comment. Airbus also declined to say how many people work on the project.
Any shutdown is expected to be gradual, allowing Airbus to produce orders it has in hand, mainly from Emirates.
It has enough orders to last until early next decade at current production rates, according to a Reuters analysis.
The A380 was developed at a cost of €11-billion to carry some 500 people and challenge the reign of the Boeing 747.
But demand for these four-engined goliaths has fallen as airlines choose smaller twin-engined models, which are easier to fill and cheaper to maintain.
Emirates, however, has been a strong believer in the A380 and is easily the largest customer with total orders of 142 aircraft, of which it has taken just over 100.
Talks between Airbus and Emirates over a new order for 36 superjumbos worth $16-billion broke down at the Dubai Airshow last month. Negotiations are said to have resumed, but there are no visible signs that a deal is imminent.
Story continues below advertisement
Although airlines such as British Airways have expressed interest in the A380, Airbus is reluctant to keep factories open without the certainty that a bulk Emirates order would provide.
Emirates, for its part, wants a guarantee that Airbus will keep production going for a decade to protect its investment.
A decision to cancel would mark a rupture between Airbus and one of its largest customers and tie Emirates' future growth to recent Boeing orders. European sources say that reflects growing American influence in the Gulf under President Donald Trump, but U.S. and UAE industry sources deny politics are involved.
There are also potential hurdles to a deal over engine choices and after-sales support.
SAFETY NET
Yet if talks succeed, European sources say there is a glimmer of hope for the double-deck jet, which Airbus says will become more popular with airlines due to congestion.
Singapore Airlines, which first introduced the A380 to passengers in 2007, showcased an $850-million cabin re-design this month and expressed confidence in the model's future.
Airbus hopes to use an Emirates order to stabilise output and establish a safety net from which to attract A380 sales to other carriers, but has ruled out trying to do this the other way round, industry sources said.
As of the end of November, Airbus had won orders for 317 A380s and delivered 221, leaving 96 unfilled orders.
But based on airlines' intentions or finances, 47 of those are unlikely to be delivered, according to industry sources, which halves the number of jets in play.
Airbus needs to sell at least another 30 to keep lines open for 10 years and possibly more to justify the price concessions likely to be demanded by any new buyers.
To bridge the gap, Airbus plans to cut output to six a year beyond 2019, from 12 in 2018 and 8 in 2019, even if it means producing at a loss, Reuters recently reported.
Chief Operating Officer Fabrice Bregier confirmed this month Airbus was looking at cutting output to 6-7 a year.
If Airbus does decide to wind down production, some believe Emirates will ask Airbus to deliver the remaining 41 it has on order and then keep most A380s in service as long as possible.
Even so, some A380s are likely to be heading for scrap.
https://www.theglobeandmail.com/rep...to-win-emirates-deal-sources/article37432544/
Bloomberg
Airbus is drawing up contingency plans to phase out production of the world's largest jetliner, the A380 superjumbo, if it fails to win a key order from Dubai's Emirates, three people familiar with the matter said.
The moment of truth for the slow-selling airliner looms after just 10 years in service and leaves one of Europe's most visible international symbols hanging by a thread, despite a major airline investment in new cabins unveiled this month.
"If there is no Emirates deal, Airbus will start the process of ending A380 production," a person briefed on the plans said. A supplier added such a move was logical due to weak demand.
Airbus and Emirates declined to comment. Airbus also declined to say how many people work on the project.
Any shutdown is expected to be gradual, allowing Airbus to produce orders it has in hand, mainly from Emirates.
It has enough orders to last until early next decade at current production rates, according to a Reuters analysis.
The A380 was developed at a cost of €11-billion to carry some 500 people and challenge the reign of the Boeing 747.
But demand for these four-engined goliaths has fallen as airlines choose smaller twin-engined models, which are easier to fill and cheaper to maintain.
Emirates, however, has been a strong believer in the A380 and is easily the largest customer with total orders of 142 aircraft, of which it has taken just over 100.
Talks between Airbus and Emirates over a new order for 36 superjumbos worth $16-billion broke down at the Dubai Airshow last month. Negotiations are said to have resumed, but there are no visible signs that a deal is imminent.
Story continues below advertisement
Although airlines such as British Airways have expressed interest in the A380, Airbus is reluctant to keep factories open without the certainty that a bulk Emirates order would provide.
Emirates, for its part, wants a guarantee that Airbus will keep production going for a decade to protect its investment.
A decision to cancel would mark a rupture between Airbus and one of its largest customers and tie Emirates' future growth to recent Boeing orders. European sources say that reflects growing American influence in the Gulf under President Donald Trump, but U.S. and UAE industry sources deny politics are involved.
There are also potential hurdles to a deal over engine choices and after-sales support.
SAFETY NET
Yet if talks succeed, European sources say there is a glimmer of hope for the double-deck jet, which Airbus says will become more popular with airlines due to congestion.
Singapore Airlines, which first introduced the A380 to passengers in 2007, showcased an $850-million cabin re-design this month and expressed confidence in the model's future.
Airbus hopes to use an Emirates order to stabilise output and establish a safety net from which to attract A380 sales to other carriers, but has ruled out trying to do this the other way round, industry sources said.
As of the end of November, Airbus had won orders for 317 A380s and delivered 221, leaving 96 unfilled orders.
But based on airlines' intentions or finances, 47 of those are unlikely to be delivered, according to industry sources, which halves the number of jets in play.
Airbus needs to sell at least another 30 to keep lines open for 10 years and possibly more to justify the price concessions likely to be demanded by any new buyers.
To bridge the gap, Airbus plans to cut output to six a year beyond 2019, from 12 in 2018 and 8 in 2019, even if it means producing at a loss, Reuters recently reported.
Chief Operating Officer Fabrice Bregier confirmed this month Airbus was looking at cutting output to 6-7 a year.
If Airbus does decide to wind down production, some believe Emirates will ask Airbus to deliver the remaining 41 it has on order and then keep most A380s in service as long as possible.
Even so, some A380s are likely to be heading for scrap.
https://www.theglobeandmail.com/rep...to-win-emirates-deal-sources/article37432544/
