Quasi peggio del charter per la finale di champions di cui TW ci ha regalato il TR.
Consegne e notizie sugli A380
- Autore Discussione DusCgn
- Data d'inizio
- 10 Dicembre 2007
- 15,028
- 3,335
Secondo FG, i posti dovrebbero essere 471. In pratica resterebbe la configurazione scelta in origine da SQ prima dell'introduzione della premium Y. Quindi 12 suite e 60 J full flat.
Per tentare di rendere profittevole un'operazione del genere, credo che il canone del leasing concordato sia davvero molto basso.
https://www.flightglobal.com/news/articles/hi-fly-to-introduce-471-seat-a380-by-mid-year-447342/
Per tentare di rendere profittevole un'operazione del genere, credo che il canone del leasing concordato sia davvero molto basso.
https://www.flightglobal.com/news/articles/hi-fly-to-introduce-471-seat-a380-by-mid-year-447342/
Anche con un canone basso devi comunque coprire i costi variabili, con soli 471 posti non è facile, a meno di non vendere le classi premium a prezzi elevati, come per un volo di linea.
Concordo, il costo di leasing sarà sicuramente bassissimo, ma comunque far volare 2 A388 con una configurazione decisamente premium non è facile per nessuno, specialmente se la tua mission è effettuare voli in ACMI. Chi potrebbe essere interessato a prendere in ACMI un A388 con configurazione premium che ha giusto qualche manciata di posti in più di un B77W?
- 10 Dicembre 2007
- 15,028
- 3,335
Condivido i dubbi. L'unica risposta che mi viene in mente è che il leasing deve essere talmente basso da compensare i costi variabili aggiuntivi rispetto agli aerei più piccoli. Tra l'altro non credo che questi aerei voleranno molto, per cui in questo contesto avere costi fissi minimi può essere più conveniente che contenere quelli variabili.
Chi fa ACMI come Hifly vende a caro prezzo il suo prodotto: sono come l'avvoltoio sulla spalliera del letto del moribondo! Se poi hai anche una sezione di cabina premium e attiri compagnie di linea blasonate (vedi VS, BA, Norwegian, AF, specialmente quest'ultima che ha scioperi un giorno si e l'altro pure) e qualche soldino ce lo fai. Se ci guadagnano coi 340 500/600 in giro per il mondo, avranno fatto i loro conticini pure col cicciobus.
Vedremo quanto dura!
Ma anche un 767 con 300 pellegrini "t'oo raccomanno".
Sono i white tails: il loro business è di vendersi alle altre compagnie e non ha senso dipingere una livrea che poi devi coprire con adesivi dei loghi altrui. Salvo gli short term acmi (pochi volidi rescue) i long term acmi gradiscono la camaleonticità di questi operatori. Trovi livree Hifly in giro per il mondo con loghi di tutti i tipi.Complimenti per la livrea di Hi Fly
Ci si sono impegnati
Sicuramente si saranno fatti i loro conti e visto il tipo di servizio discontinuo è probabilmente interessante il reperire macchine moderne a costi di leasing bassissimi. L'esempio degli avvoltoi è siciramente calzante così come la capienza dell'A388 permette di operare in sostituzione di A388 e B77W anche con configurazione premium ex SQ. Va però detto che compagnie con una tale configurazione premium si contano sulle dita di una mano e a meno di scioperi tipo AF o problematiche serie a più macchine in periodo di picco hannp anche flotte numericamente importanti per assorbire macchine on ground per problemi tecnici.
13900
Utente Registrato
- 26 Aprile 2012
- 10,305
- 8,156
Vero. Con Norwegian hanno fatto, e continuano a fare, carrettate di soldi.
Aggiungici pure voli alla Wamos Air, che usa - e riempie - 744 per Cancùn e altri luoghi caraibici...
Sostituire i voli con altre compagnie durante uno sciopero, non è una pratica illegale in Europa?
Tiennetti
Utente Registrato
La Wamos Air ci è diventata ricca con ACMI a corto e lungo termine
Non conosco la situazione adesso, ma per 4 anni hanno avuto dai 2 ai 3 aerei (B747 mica bruscolini) FISSI a fare voli HAJJ per la Garuda e la Saudia
Anche in Europa davano un servizio niente male, considerando che se hai bisogno di un aereo da 300+ posti non ci sono molte compagnie disposte a dartelo (mi vengono in mente solo loro e Hifly, EuroAtlantic con i 767 e AirX con un 340). Hanno volato spessissimo, anche per periodi abbastanza lunghi (qualche mese) per AirFrance, Corsair, Virgin, Monarch, Meridiana
Non conosco la situazione adesso, ma per 4 anni hanno avuto dai 2 ai 3 aerei (B747 mica bruscolini) FISSI a fare voli HAJJ per la Garuda e la Saudia
Anche in Europa davano un servizio niente male, considerando che se hai bisogno di un aereo da 300+ posti non ci sono molte compagnie disposte a dartelo (mi vengono in mente solo loro e Hifly, EuroAtlantic con i 767 e AirX con un 340). Hanno volato spessissimo, anche per periodi abbastanza lunghi (qualche mese) per AirFrance, Corsair, Virgin, Monarch, Meridiana
13900
Utente Registrato
- 26 Aprile 2012
- 10,305
- 8,156
Quoto. Un loro 744 è piazzato fisdo a Orly: considerato che un giorno si e l'altro pure Corsair ha un AOG, gli conviene. Wamos dovrebbe essere la ex Pullman (tour) spagnola.
Per chiudere l'OT: in Portogallo c'è Hifly (ex Air Luxor) con una cospicua flotta fi WB e una manciata di NB, White (coloured by "chi paga l'affitto"), Euro Atlantic con 767 e 777. Ormai si son presi quel mercato acmi notoriamente appannaggio di Irlandesi (anni 70/80) e Islandesi (90/00).
Ecco i dettagli sui 3 A380 ordinati da ANA, che verranno allestiti in versione particolarmente densa a 520 posti.
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https://www.flightglobal.com/news/articles/pictures-ana-to-equip-a380s-with-520-seats-447990/ANA to equip A380s with 520 seats
All Nippon Airways (ANA) will equip its three on order Airbus A380s with 520 seats, the second highest seat density deployed on the type.
The four class configuration includes 383 economy class seats on the main deck, says ANA. The upper deck will have 137 seats with eight in first class, 56 in business, and 73 in premium economy.
Flight Fleets Analyzer shows that this will be the world's second densest A380 configuration. Emirates has 13 A380s equipped with 615 seats. The average seat count across the world's 221 in-service A380s is 496.
ANA says that Jamco produced the first class seats, Zodiac Aerospace the business class seats, and ZIM both economy and premium economy.
All images from ANAANA will commence service with the type in spring 2019, and will operate on the Tokyo-Honolulu route. ANA's A380s will be powered by Rolls-Royce Trent 900 engines. Its first A380 entered final assembly in Toulouse this month.
"This marks the first time ANA has offered first class on this resort route, and its aim is to provide passengers with a luxurious onboard experience. Each seat features its own door and provides passengers with the privacy they need to enjoy their personal space."
Acknowledging that the Honolulu route is popular with couples, including newlyweds, business class offers several rows of seats directly next to each other, dispensing with the fishbone configuration found in many business classes.
In addition, economy class includes 60 "couch seats."
"This makes ANA the first in Japan to introduce a couch seat concept," it says. "Each couch is comprised of three or four seats and passengers are able to lie on the seats by folding up the leg rests. In addition, passengers will receive a dedicated mattress that will provide them with further comfort."
The carrier expects the couches to be particularly popular among families travelling with small children.
In addition, the three aircraft will have unique, Hawaii-themed liveries. These are designed to symbolise the sky, ocean, and sunset.
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- 10 Dicembre 2007
- 15,028
- 3,335
QR ha ritirato l'ultimo dei 10 aerei ordinati. Al netto delle 60 commesse di EK, da consegnare (realmente) dovrebbero rimanere 2 macchine per SQ e 3 per ANA. Se non arriveranno nuovi ordini, probabilmente entro un anno la produzione sarà tutta dedicata alla compagnia di Dubai.
TW 843
Senior Member
Eccoci.
Dopo soli 10 anni arriva la pala meccanica.
Minchia che flop di programma.
Two Unwanted A380s Are Moving Closer to the Scrapheap
Tom Lavell5 giugno 2018, 11:50 CEST
British Airways and others decided not to buy double-deckers
Two of Airbus SE’s flagship A380 superjumbos are headed for the scrap heap after a search for new operators failed to secure firm bids.
Negotiations with British Airways, Iran Air and Hi Fly, a Portuguese charter specialist, ended without any deals, German investment fund Dr. Peters, which manages the planes, said in a statement to shareholders. The aircraft are already parked in the foothills of the French Pyrenees, where they will be filleted over the next two years by a specialist company and sold in parts.
A Singapore Airlines Airbus A380
Photographer: Munshi Ahmed/Bloomberg
It’s an inglorious end to the pair of double-deckers just a decade after they entered service, a fraction of the time commercial aircraft typically ply the globe. There’s no established second-hand market for the A380, making a sale to a new owner harder. Further complicating any transaction was the perceived lack of commitment from Airbus to the aircraft in recent years, said Anselm Gehling, chief executive officer of Dr. Peters.
“Given the size of the investment, some airlines weren’t sure about the future plans for the aircraft,” Gehling said in an interview. “That’s a factor that has complicated negotiations.”
Failed Talks
In the case of British Airways, the airline only wanted to take the used A380s by 2021 because that’s when some of its older Boeing Co. 747 are leaving the fleet. That was too far out for Dr. Peters to facilitate a deal, Gehling said.
Talks with Iran Air ended because of political uncertainties, while Hi Fly ultimately failed to produce a convincing business case for the deal structure they had envisioned, he said.
The double-decker jets had an original list price of about $250 million at the time of the purchase a decade ago, and the list price today is in excess of $445 million, making it by far Airbus’s most expensive model. The components could generate $80 million per aircraft in revenue. Fund holders will be asked to approve the move at a meeting on June 28.
Parts Shortage
The bulk of proceeds from the break-up will come from aircraft parts and the engines. There’s generally a scarcity of second-hand components for the A380, making pieces like landing gear, flaps and engines more valuable, Gehling said. Some airlines have already inquired about components, and the company tasked with breaking up the aircraft will sell the pieces through its global network of spare parts, the CEO said.
Singapore Airlines Ltd. returned the A380s after their 10-year leases expired and Dr. Peters has been seeking new operators since mid-2017. Superjumbo sales have weakened as carriers opt for twin-engine wide-bodies that burn less fuel. Were they resold to another operator, the planes might be expected to fly for at least another decade.
Dr. Peters said in November that it would store A380s at Tarbes in the Pyrenees as it sought new operators. A further two aircraft are due to return from Singapore Air in coming weeks. The firm is in negotiations with an existing A380 flag carrier in Asia for the aircraft, Gehling said, declining to identify the party.
The fifth plane coming back from the Asian carrier, owned by leasing firm Doric, may still go to Hi Fly.
Airbus declined to comment on the recommendation from Dr. Peters that the first two jets be scrapped, reiterating that it remains “confident in the secondary market for the A380 and the potential to extend the operator base.”
Emirates Order
The manufacturer won a lifeline for the superjumbo with a January order for 20 new planes from Emirates, the only airline to have made the model a central plank of its fleet. The deal will extend production through 2029 should the Dubai airline also take up options for 16 more aircraft, by which time Airbus is betting that overcrowded airports might spur a sales revival.
Bloomberg News reported last week that British Airways parent IAG SA had suspended negotiations to buy a batch of new A380s, an order that would have given the program an additional shot in the arm.
The A380 has won a total of 331 orders, with 226 planes delivered as of April 30, according to the Airbus website. While that suggests a backlog of 105 aircraft, some of those commitments date from many years ago and may never be delivered.
“When the A380 launched a decade ago there was a real hype surrounding the aircraft, and to this day I have yet to meet a passenger who would say it’s a bad aircraft,” Gehling said. “Maybe things will turn around for the second-hand market in a few years.”
— With assistance by Richard Weiss
Dopo soli 10 anni arriva la pala meccanica.
Minchia che flop di programma.
Two Unwanted A380s Are Moving Closer to the Scrapheap
Tom Lavell5 giugno 2018, 11:50 CEST
British Airways and others decided not to buy double-deckers
Two of Airbus SE’s flagship A380 superjumbos are headed for the scrap heap after a search for new operators failed to secure firm bids.
Negotiations with British Airways, Iran Air and Hi Fly, a Portuguese charter specialist, ended without any deals, German investment fund Dr. Peters, which manages the planes, said in a statement to shareholders. The aircraft are already parked in the foothills of the French Pyrenees, where they will be filleted over the next two years by a specialist company and sold in parts.
A Singapore Airlines Airbus A380
Photographer: Munshi Ahmed/Bloomberg
It’s an inglorious end to the pair of double-deckers just a decade after they entered service, a fraction of the time commercial aircraft typically ply the globe. There’s no established second-hand market for the A380, making a sale to a new owner harder. Further complicating any transaction was the perceived lack of commitment from Airbus to the aircraft in recent years, said Anselm Gehling, chief executive officer of Dr. Peters.
“Given the size of the investment, some airlines weren’t sure about the future plans for the aircraft,” Gehling said in an interview. “That’s a factor that has complicated negotiations.”
Failed Talks
In the case of British Airways, the airline only wanted to take the used A380s by 2021 because that’s when some of its older Boeing Co. 747 are leaving the fleet. That was too far out for Dr. Peters to facilitate a deal, Gehling said.
Talks with Iran Air ended because of political uncertainties, while Hi Fly ultimately failed to produce a convincing business case for the deal structure they had envisioned, he said.
The double-decker jets had an original list price of about $250 million at the time of the purchase a decade ago, and the list price today is in excess of $445 million, making it by far Airbus’s most expensive model. The components could generate $80 million per aircraft in revenue. Fund holders will be asked to approve the move at a meeting on June 28.
Parts Shortage
The bulk of proceeds from the break-up will come from aircraft parts and the engines. There’s generally a scarcity of second-hand components for the A380, making pieces like landing gear, flaps and engines more valuable, Gehling said. Some airlines have already inquired about components, and the company tasked with breaking up the aircraft will sell the pieces through its global network of spare parts, the CEO said.
Singapore Airlines Ltd. returned the A380s after their 10-year leases expired and Dr. Peters has been seeking new operators since mid-2017. Superjumbo sales have weakened as carriers opt for twin-engine wide-bodies that burn less fuel. Were they resold to another operator, the planes might be expected to fly for at least another decade.
Dr. Peters said in November that it would store A380s at Tarbes in the Pyrenees as it sought new operators. A further two aircraft are due to return from Singapore Air in coming weeks. The firm is in negotiations with an existing A380 flag carrier in Asia for the aircraft, Gehling said, declining to identify the party.
The fifth plane coming back from the Asian carrier, owned by leasing firm Doric, may still go to Hi Fly.
Airbus declined to comment on the recommendation from Dr. Peters that the first two jets be scrapped, reiterating that it remains “confident in the secondary market for the A380 and the potential to extend the operator base.”
Emirates Order
The manufacturer won a lifeline for the superjumbo with a January order for 20 new planes from Emirates, the only airline to have made the model a central plank of its fleet. The deal will extend production through 2029 should the Dubai airline also take up options for 16 more aircraft, by which time Airbus is betting that overcrowded airports might spur a sales revival.
Bloomberg News reported last week that British Airways parent IAG SA had suspended negotiations to buy a batch of new A380s, an order that would have given the program an additional shot in the arm.
The A380 has won a total of 331 orders, with 226 planes delivered as of April 30, according to the Airbus website. While that suggests a backlog of 105 aircraft, some of those commitments date from many years ago and may never be delivered.
“When the A380 launched a decade ago there was a real hype surrounding the aircraft, and to this day I have yet to meet a passenger who would say it’s a bad aircraft,” Gehling said. “Maybe things will turn around for the second-hand market in a few years.”
— With assistance by Richard Weiss
Giusto per completamento dell'informazione, dovrebbero essere i primi due esemplari consegnati a Singapore Airlines (SKA e SKB a memoria, il primo é l'esemplare di lancio).
Se ci fanno i portachiavi, giuro che ne compro uno!
Se ci fanno i portachiavi, giuro che ne compro uno!
Appena visto il servizio sulle news di France 2. Gli airbus da dismettere erano stati inaugurati nel 2007. Hanno anche accennato agli investimenti di Airbus su un nuovo 380 dai consumi più parsimoniosi.