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julio_inflight

December 23rd, 2009, 08:00 PM

Surprise order lifts Airbus above 200 sales
Reporting by Tim Hepher; Editing by James Regan
Thu Dec 3, 2009 12:43pm ESTStocks

Unnamed airline buys 52 A320 single-aisle jets

PARIS, Dec 3 (Reuters) - Airbus sold 52 A320 single-aisle jetliners worth $4 billion in an unexpected bounce in plane demand in November, but the name of the airline betting on a recovery in depressed travel demand was kept under wraps.

The deal was part of a total of 74 new sales that included 15 planes sold at the Dubai air show, held amid a dearth of regional orders days before the Gulf emirate was shaken by a financial crisis.

Airbus (EAD.PA) said on Thursday it had sold a total of 225 aircraft in the first 11 months of the year, falling to a net tally of 194 orders after deducting 31 plane cancellations.

A further 14 aircraft sold to Air New Zealand on the eve of the Dubai show have yet to show up in the order book.

Airbus has a target of up to 300 gross orders in 2009, which most analysts say is beyond its reach. But the tally so far this year leaves it closer to the goal than some had predicted.

Sales of civil aircraft are down sharply compared with 2008 due to the weak economy and a slump in air travel that has left most airlines' balance sheets severely stretched.

As for deliveries which drive parent EADS (EAD.PA) revenues, Airbus handed over 437 aircraft in the first 11 months of 2009, compared with a full-year target of 490 planes.

Fuente: Reuters

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No se cuantos de ustedes recuerdan esta orden por 52 320 hecha a Airbus en Air Show de Dubai en noviembre, pero parte del interrogante es quien la hizo, se sabe que no es por ejemplares de la familia si no por modelos 320 especificamente, y se sabe que no es cliente un nuevo, así las cosas se ha especulado mucho con compañías como UA y LH, después con B6 y ahora parece que parte de la orden es una conversión de opciones.

Lo interesante de este caso es que quien tiene necesidad de aviones de este modelo, quien puede solicitar finanaciación y recibirla, quien tendría un mercado capaz de asorber esta cantidad de aparatos? A mi me late que Synergy Aerospace es una opción que no puede ser descartada.

AV tiene 13 aviones en opción + 13 opciones de TA, son 26, de su pedido de 47 ya recibió 16 y en el 2010 va a recibir otros 12 con lo cual solo le quedarían 19 por recibir para 2011 y 2012, si acelera entregas en el 2010 y 11 no tendra nada para recibir en el 2012 y subsiguientes.

Interesante si resulta ser así.

Saludos.

Ala creo q el siguiente articulo resolvera un poco el interrogante q dejaste aca planteado, creo q no fue Sinergy, fue LAN:

LAN Airlines le comprará 30 aviones nuevos a Airbus, como parte de plan para renovar su flota

Se trata de modelos A320 por un total de US$1.972 millones, que serán entregadas entre el 2011 y el 2016, como parte del plan estratégico a largo plazo de LAN, informó la compañía en un comunicado.

LAN, por otro lado, venderá cinco aeronaves A318 durante el 2011.

Los nuevos aviones operarán vuelos en Latinoamérica y rutas domésticas en Argentina, Perú, Ecuador y Chile, y se destinarán a la renovación y crecimiento de la flota de corto alcance de la aerolínea, cuyo máximo accionista es el candidato derechista a la Presidencia de Chile, Sebastián Piñera.

El gerente general de la aerolínea, Ignacio Cueto, aseguró que esta inversión "asegura el crecimiento futuro de la compañía y reafirma" el compromiso de la empresa "con el desarrollo de la aviación comercial en Latinoamérica, así como también con el crecimiento económico y social de los países de la región".

"Estos aviones son operados por las mejores líneas aéreas del mundo y cuentan con tecnología de última generación, lo que ha implicado un cambio sustancial en materia de servicio, calidad y comodidad que nos permite ofrecer la mejor experiencia de viaje a nuestros pasajeros", añadió Cueto.

La compañía destacó que los nuevos Airbus A320 incorporan la más avanzada tecnología en la industria aérea y son altamente eficientes en el consumo de combustible, lo que permite reducir las emisiones de dióxido de carbono y disminuir los niveles de ruido.

http://www.portafolio.com.co/economia/expectativa/ARTICULO-WEB-NOTA_INTERIOR_PORTA-6830847.html

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De ese pedido q mencionas de 52, ya solo quedan 22 con esta confirmación x parte de LAN. Ojala esos 22 que quedan AV-TA sean quienes los van a utilizar, aunq no hay noticias al respecto. Creo q con esto del anuncio de AV-TA, LAN empezo a tomar medidas, y la primera q vemos, es el aumento de la flota de corto-medio alcance. Es hora q AV-TA dejen un poco la calma y despierten, creo q es momento de pensar un poco mas alla y mas en grande, xq bien lo dijo Don Efro y Kriete, les hace falta flota.

Un saludo a todos en el foro

LocoAir

December 23rd, 2009, 08:22 PM

Te gane por 6 segundos :D

Ala-7

December 23rd, 2009, 11:31 PM

Ala creo q el siguiente articulo resolvera un poco el interrogante q dejaste aca planteado, creo q no fue Sinergy, fue LAN:

LAN Airlines le comprará 30 aviones nuevos a Airbus, como parte de plan para renovar su flota

Se trata de modelos A320 por un total de US$1.972 millones, que serán entregadas entre el 2011 y el 2016, como parte del plan estratégico a largo plazo de LAN, informó la compañía en un comunicado.

LAN, por otro lado, venderá cinco aeronaves A318 durante el 2011.

Los nuevos aviones operarán vuelos en Latinoamérica y rutas domésticas en Argentina, Perú, Ecuador y Chile, y se destinarán a la renovación y crecimiento de la flota de corto alcance de la aerolínea, cuyo máximo accionista es el candidato derechista a la Presidencia de Chile, Sebastián Piñera.

El gerente general de la aerolínea, Ignacio Cueto, aseguró que esta inversión "asegura el crecimiento futuro de la compañía y reafirma" el compromiso de la empresa "con el desarrollo de la aviación comercial en Latinoamérica, así como también con el crecimiento económico y social de los países de la región".

"Estos aviones son operados por las mejores líneas aéreas del mundo y cuentan con tecnología de última generación, lo que ha implicado un cambio sustancial en materia de servicio, calidad y comodidad que nos permite ofrecer la mejor experiencia de viaje a nuestros pasajeros", añadió Cueto.

La compañía destacó que los nuevos Airbus A320 incorporan la más avanzada tecnología en la industria aérea y son altamente eficientes en el consumo de combustible, lo que permite reducir las emisiones de dióxido de carbono y disminuir los niveles de ruido.

http://www.portafolio.com.co/economia/expectativa/ARTICULO-WEB-NOTA_INTERIOR_PORTA-6830847.html

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De ese pedido q mencionas de 52, ya solo quedan 22 con esta confirmación x parte de LAN. Ojala esos 22 que quedan AV-TA sean quienes los van a utilizar, aunq no hay noticias al respecto. Creo q con esto del anuncio de AV-TA, LAN empezo a tomar medidas, y la primera q vemos, es el aumento de la flota de corto-medio alcance. Es hora q AV-TA dejen un poco la calma y despierten, creo q es momento de pensar un poco mas alla y mas en grande, xq bien lo dijo Don Efro y Kriete, les hace falta flota.

Un saludo a todos en el foro

Hola Julio y Locoair gusto de saludarles:

Pienso diferente, por ahora y a menos que surja nueva evidencia la orden por 52 aparatos esta especificada como de un solo cliente, Airbus suele usar plurales para designar una orden bajo varios clientes, y en el caso de los 52 aparatos 320 usa el singular. De otra parte cuando hay pedidos de clientes anonimos que de repente son revelados Airbus o Boeing suelen citar esta particularidad y algunas veces dan la fecha original del pedido cosa que no ha ocurrido en este caso, revisando observatorios y corresponsales hasta ahora no hay alusión a que ambos pedidos sean uno solo. El VP financiero de LAN al informar a la Superintendecia de Valores y Seguros de Chile informo que el acuerdo fue firmado el hoy miércoles 23 de diciembre.

Por otro lado en la orden por 30 320 de LAN al parecer hay varios 319 para ser mas precisos serían cerca de 12, 5 de los cuales serían para sustituir 5 318que van a ser devueltos a Airbus. En lo unico que coincide el tema es que se gesto casi al mismo tiempo en noviembre. Este pedido esta para entregar cerca de 5 aviones por año a partir de fin del 2011 y hasta el 2016, a mitad de enero cuando Airbus publica las ordenes de diciembre tendremos claro como esta dividido este pedido por tipo de avión, por lo anterior no creo que el pedido tenga un impacto repentino en LAN, en su tamaño de flota ni en sus servicios en Latam.

Aquí vale la pena decir que LAN ha decidido acogerse a una estrategia mas conservadora de flota y de manejo de efectivo, por esta misma razón negoció con Boeing a su favor la demora en la entrega de sus 787, los cuales solo comenzara a recibir a fin de 2013 con ejemplares de la versión alargada -900 que provienen de un lessor. El impulso que ya tienen les permite hacerlo, ya que durante el 2010 y 2011 estarán recibiendo los ultimos 15 aparatos de la familia 320 que tenian ordenados, así como 5 767 mas.

En cuanto a AV y TA el temas es capacidad de financiación si quieren acelerar las entregas de sus 320, el año entrante de los 12 programados serán 6 para AV, 3 para 2K y 3 para para O6, adicionalmente parece que cada una de ellas recibirá un avión mas proveniente de una compañía de leasing, tal vez ACG. AV aparentemente tiene programado acelerar la entrada de A-332 para operar con excusividad a España comenzando desde UIO y LIM, se dice además que estarían contemplando acelerar la entrada desde LIM a mercados de USA especialmente LAX y NYC y para ello estarían pensando en conseguir en alquiler de 2 a 3 767-300 mas. Esperaremos a ver que pasa en este 2010 que ya llega.

Para ustedes muchachos y para todos en el foro FELIZ NAVIDAD!!!

Saludos.

julio_inflight

December 24th, 2009, 01:20 AM

En cuanto a AV y TA el temas es capacidad de financiación si quieren acelerar las entregas de sus 320, el año entrante de los 12 programados serán 6 para AV, 3 para 2K y 3 para para O6, adicionalmente parece que cada una de ellas recibirá un avión mas proveniente de una compañía de leasing, tal vez ACG. AV aparentemente tiene programado acelerar la entrada de A-332 para operar con excusividad a España comenzando desde UIO y LIM, se dice además que estarían contemplando acelerar la entrada desde LIM a mercados de USA especialmente LAX y NYC y para ello estarían pensando en conseguir en alquiler de 2 a 3 767-300 mas. Esperaremos a ver que pasa en este 2010 que ya llega.

Para ustedes muchachos y para todos en el foro FELIZ NAVIDAD!!!

Saludos.

Hombre Ala, de donde sacas tanta info, siempre q vienes x aca, vienes cargado de noticias.

En cuanto al pedido a Airbus, seguiremos a la espera de una confirmación por parte de ellos, para saber a quien pertenece, ojala fuera para Holdco, es mas Ala, podria existir el caso q este fuera el primer pedido negociado con Airbus como un bloque conjunto?? se dijo en su momento, q una de las ideas de esta unión, era poder negociar con mejores condiciones, con por ejemplo Airbus. Si finalmente llegara esto a ser asi, pienso yo q podriamos ver crecimiento en rutas y destinos, xq en este caso, pensaria yo, podrian destinarse algunos de estos aviones a rutas existentes, y asi liberar aviones mas grandes; x ejemplo aumentando frecuencias a destinos cubiertos con aviones doble pasillo (LIM-SCL) y asi destinar estos aviones a nuevas rutas. (es solo una de las posibles ideas, esto x el lado de AV)

Por otra parte Ala, imagino yo q los 332 q podrian entrar, uno seria con el esquema de 2K, donde se ha dicho q en diciembre 2010 estarian abriendo ruta a MAD, pero el interrogante es en LIM, este 332 destinado a LIM-MAD, seria en los colores de TA?? o veriamos a AV operando la ruta??? Igual con los 763 q mencionas, serian en colores de TA, o de AV??? (esto imagino yo, implicaria permisos por los paises implicados, pero creo q esta es una de las situaciones a las q se les esta buscando autorización dentro del plan de unión de AV-TA)

Obvio se q estos interrogantes son dificiles de responder, pero me gustaria conocer tus acertadas opiniones a estos interrogantes.

Y hombre Loco, como se dice en el mundo de los caballos, me has ganado x una nariz.

Para todos uds en el foro, una muy feliz navidad acompañados de sus seres queridos.

Un saludo a todos

Ala-7

December 24th, 2009, 02:11 AM

En cuanto al pedido a Airbus, seguiremos a la espera de una confirmación por parte de ellos, para saber a quien pertenece, ojala fuera para Holdco, es mas Ala, podria existir el caso q este fuera el primer pedido negociado con Airbus como un bloque conjunto?? se dijo en su momento, q una de las ideas de esta unión, era poder negociar con mejores condiciones, con por ejemplo Airbus.

Si finalmente llegara esto a ser asi, pienso yo q podriamos ver crecimiento en rutas y destinos, xq en este caso, pensaria yo, podrian destinarse algunos de estos aviones a rutas existentes, y asi liberar aviones mas grandes; x ejemplo aumentando frecuencias a destinos cubiertos con aviones doble pasillo (LIM-SCL) y asi destinar estos aviones a nuevas rutas. (es solo una de las posibles ideas, esto x el lado de AV)

Por otra parte Ala, imagino yo q los 332 q podrian entrar, uno seria con el esquema de 2K, donde se ha dicho q en diciembre 2010 estarian abriendo ruta a MAD, pero el interrogante es en LIM, este 332 destinado a LIM-MAD, seria en los colores de TA?? o veriamos a AV operando la ruta??? Igual con los 763 q mencionas, serian en colores de TA, o de AV??? (esto imagino yo, implicaria permisos por los paises implicados, pero creo q esta es una de las situaciones a las q se les esta buscando autorización dentro del plan de unión de AV-TA)

Obvio se q estos interrogantes son dificiles de responder, pero me gustaria conocer tus acertadas opiniones a estos interrogantes.

Y hombre Loco, como se dice en el mundo de los caballos, me has ganado x una nariz.

Para todos uds en el foro, una muy feliz navidad acompañados de sus seres queridos.

Julio como vos lo dices dificil de responder, que creo:

(I) No sería la primera vez que Synergy pusiera un pedido de este tamaño (52 aparatos), si fueran ellos, aquí es posible que ya esten ejerciendo presión para mejores precios. De otra parte el principal escollo del crecimiento de flota aparte de la financiación es que se necesita renovar y optimizar equipos, 2K tiene 8 737-200 obsoletos a reemplazar (a 2 años).

(II) En Brasil los F-100 van a pedir pronto un cambio, pero puede ser que la tasa de reemplazo solo sea de 2x1, es decir entran dos A-319 pero solo sale un F-100, o tal vez de 3x1. Brasil sigue siendo el mayor reto y entre mas tiempo dejen pasar sin crecer mas dificil será luego, los últimos meses este mercado crecio al 36 y 38% y de allí O6 casi nada de nada.

(III) En algún momento debe venir un pedido por A-332F que Tampa y Variglog necesitan para competir, especialmente ofertando mas posibilidades en el mercado de Latam donde hay un potencial no explotado en ese sentido especialmente en Ecuador y Perú, eso sin olvidarnos del tema Europa.

(IV) Mientras que no esten las autorizaciones de todos los paises al día cualquier operación que salga de Perú sera bajo la marca TA, lo que no impide que una de las cosas a decidir en un futuro cercano sea bajo que marca se va a continuar operando Perú.

(V) El grupo necesita decidir sobre un avión de 100 sillas a mediano plazo y uno regional turbohelice.

Como notas aparte TAM le gano la mano a Synergy por Pantanal y sus 120 slots de Congonhas (U$ 7.0 MM), al parecer el propietario de Webjet estaría buscando un comprador para aerolínea y hay rumores que sugieren que puede haber varios interesados y que esta venta puede ser conveniente a líneas como Azul, LAN o Synergy, el 2010 va ser muy interesante!

Saludos.

andres911

December 24th, 2009, 05:01 AM

787 de ANA
http://cdn-www.airliners.net/aviation-photos/middle/0/3/5/1630530.jpg

jemurillo0705

December 24th, 2009, 03:31 PM

hasta cuando tienen que volar escoltados , yo crei que solo era por el primer vuelo

Maxagual

December 25th, 2009, 12:35 AM

787 de ANA
http://cdn-www.airliners.net/aviation-photos/middle/0/3/5/1630530.jpg

Ya inició la producción de los dreamliner?

LocoAir

December 25th, 2009, 08:16 AM

nop, ese solo es el 2do prototipo

JuanPa

December 25th, 2009, 03:09 PM

Cuantos Dreamliners estaran volando alrededor del mundo cuando Avianca reciba su primer aparato? Es posible establecer ese dato?

jemurillo0705

December 26th, 2009, 03:53 AM

busque en la pag de boeing pero solo hay info de los pedidos y eso que ni especifican que aerolinea

MEX2007

December 26th, 2009, 07:27 AM

Cuantos Dreamliners estaran volando alrededor del mundo cuando Avianca reciba su primer aparato? Es posible establecer ese dato?
JuanPa:
En este momento, no. ¿Razón principal? No sabemos con precisión y exactitud la fecha en la que Avianca recibirá su primer aparato. Además no hay claridad sobre lo que pasará con el orden de las primeras entregas, hasta 2008 había un ordenamiento del 1 al 27 y ahora ya no es claro. No se sabe tampoco si Delta va a retomar el pedido que Northwest hizo y mira que Northwest tenía por lo menos 3 prontas entregas. Si se reacomoda eso pueden cambiar muchas cosas.

LocoAir

December 26th, 2009, 07:31 AM

Ademas se estan negociando slots entre las aerolineas de acuerdo a sus necesidades.. Por ejemplo LAN esta buscando adelantar algunas entregas.

jcolombia2007

December 26th, 2009, 04:26 PM

Ademas se estan negociando slots entre las aerolineas de acuerdo a sus necesidades.. Por ejemplo LAN esta buscando adelantar algunas entregas.

Y si se concreta lo de LAN, como estaría Avianca con respecto a las entregas?

juancho3066

December 26th, 2009, 05:25 PM

Ademas se estan negociando slots entre las aerolineas de acuerdo a sus necesidades.. Por ejemplo LAN esta buscando adelantar algunas entregas.
concretamente LAN esta negociando con ANA a ver si le ceden algunos aviones, de ser asi segun los foros de aeropuertos argentinos, LAN podria estar recibiendo su primer 787 a mediados del 2012

jcolombia2007

December 26th, 2009, 06:27 PM

concretamente LAN esta negociando con ANA a ver si le ceden algunos aviones, de ser asi segun los foros de aeropuertos argentinos, LAN podria estar recibiendo su primer 787 a mediados del 2012

Antes que Avianca?

LocoAir

December 26th, 2009, 06:45 PM

Si se concreta ese negocio, probablemente si porque AV espera sus B787 por temprano a finales de 2012

jemurillo0705

December 26th, 2009, 06:46 PM

creo que si

Ala-7

January 14th, 2010, 07:38 PM

Airbus sees lifespan of at least 10 years for re-engined A320
By Max Kingsley-Jones
14/01/10

Airbus is confident that if it goes ahead with its proposed A320 re-engining, the updated model would have a production lifespan of at least 10 years.

The airframer has also urged International Aero Engines and its partner Pratt & Whitney to devise a way of offering the latter's PW1000G geared turbofan through the consortium, as an alternative to the CFM International Leap-X advanced turbofan.

John Leahy, who is Airbus's chief operating officer customers, says that the proposed new A320 could be in service by 2015 and that any all-new single-aisle aircraft is unlikely to arrive before 2024-25. "With re-engined aircraft there is usually an overlap of a few years with the new aircraft - this is what Boeing did with the 737NG - so it will have a life of at least 10 years."

Meanwhile, chief executive Tom Enders says Airbus will "take a decision on the re-engining this year". Speaking during its annual press conference in Seville, Enders added that the airframer will also decide "what the engine solutions will be".

The Leap-X advanced turbofan and the PW1000G are being evaluated, and Enders repeated Airbus's previous statement that it wants an offer from its existing A320 supplier IAE.

Leahy stresses that Airbus is not interested in a sole-source deal with P&W for the GTF, and urges the US engine maker to get together with its IAE partners - which include Rolls-Royce - to "work out a way for IAE to offer the GTF".

Although the airframer wants "multiple suppliers" for the new engines, Leahy does not rule out signing a deal later this year first with CFM "if Pratt and IAE aren't ready".

SOURCE:Flight International

jemurillo0705

January 15th, 2010, 02:31 AM

que bueno seguir viendo A320 por mucho rato . pero lo de los motores nuevos se debe a fallos o motivos ecologicos?

andres911

January 15th, 2010, 04:28 AM

Motivos económicos(ahorro de combustible), si fueran fallos, hace años los hubieran cambiado.

Ala-7

January 15th, 2010, 06:08 PM

Motivos económicos(ahorro de combustible), si fueran fallos, hace años los hubieran cambiado.

De acuerdo, además de los motivos económicos en si mismos, estan los de permanecer con un modelo vigente, atractivo en mantenimiento de maquína (mas sencillos, ciclos para revisión mas largos, menor costo de respuestos y mano de obra, menos horas de mantenimiento), menor consumo especifico de combustible, menor emisión de contaminantes atmósfericos.

Saludos.

jemurillo0705

January 16th, 2010, 03:37 AM

De acuerdo, además de los motivos económicos en si mismos, estan los de permanecer con un modelo vigente, atractivo en mantenimiento de maquína (mas sencillos, ciclos para revisión mas largos, menor costo de respuestos y mano de obra, menos horas de mantenimiento), menor consumo especifico de combustible, menor emisión de contaminantes atmósfericos.

Saludos.
gracias por tu explicacion

Ala-7

January 16th, 2010, 08:59 AM

Qatar Airways backs Airbus rethink on A350-800 design
By Max Kingsley-Jones
15/01/10

A350 XWB launch customer Qatar Airways has declared itself pleased with Airbus's rethink on the -800 variant, which is now based directly on the -900 to offer greater commonality and more range.

"An A350-800 with longer range has more appeal as it differentiates it from the 787-8 and allows operation of long, thin routes," says the airline. It adds that it also likes the fact that it now has "a high degree of commonality with the A350-900".

The rethink was agreed last year in conjunction with the customers, ahead of the second A350 variant reaching its design freeze milestone in December, says the programme's marketing chief Sophie Pendaries. "The planned optimisation of the -800's design - slight changes to the structure and landing gear, tyre and brake changes - was not bringing the expected benefits," she says.

Consequently, Airbus decided to base the shorter model directly on the -900, and trade any penalties against a significant range improvement. The A350-800 now has identical structure and gear to the lead variant, the -900, while the Rolls-Royce Trent XWB engines will be offered at two thrusts - a baseline 79,000lb (352kN) and a 74,000lb derate.

The maximum take-off weight rises by 11t over the previous plan to 259t (with the old variant's 248t still offered as an option). Range (at the higher weight) increases by 460km (250nm) to 15,800km, or payload by 3t. Standard three-class seating remains the same, at 270 passengers.

By not optimising the structure and having higher thrust engines, the reworked -800 has a fuel burn penalty of "a few per cent", although Pendaries claims that its advantage over the rival Boeing 787 is unchanged as that programme is not meeting its original performance promises.

Airbus says that the new variant offers up to 1,670km more range than any 787 variant. Compared with the 777-200ER, it has a 1,300km advantage and up to 25% lower block fuel per seat.

The development timetable remains unchanged, with the -800 due to enter service with launch customer Qatar Airways around a year after the -900, in the second half of 2014.

Qatar Airways, which is launch customer for all XWB variants, has told Flight International that it fully supported Airbus in last year's rethink because "an A350-800 with longer range has more appeal as it differentiates it from the 787-8 and allows operation of long, thin routes". It adds that it also likes the fact that it now has "a high degree of commonality with the A350-900".

Airbus has orders for 182 A350-800s, a further 248 for the -900 and 75 for the -1000 stretch.

SOURCE:Flight International
.

cfoco

January 16th, 2010, 07:03 PM

^^ de cual 350 compro Synergy? -800? -900?

MEX2007

January 16th, 2010, 07:35 PM

^^ A350-800.

Te saludo.

jemurillo0705

January 17th, 2010, 02:53 AM

^^ de cual 350 compro Synergy? -800? -900?
creo que 800 porque fue hace ratico ya

MEX2007

January 17th, 2010, 07:48 AM

^^ No sólo crea, amigo jemurillo0705. Son A350-800 como lo puse en el mensaje antes que el suyo. Mire por sí mismo:

Synergy Aerospace firma un contrato para diez A350 XWBToulouse, 17 de Julio de 2008

Synergy Aerospace, principal accionista de las aerolíneas Avianca y SAM en Colombia, Oceanair en Brasil y VIP en Ecuador, ha firmado un contrato con Airbus para diez A350-800. Este contrato afirma el Acuerdo de Intenciones firmado entre Synergy Aerospace y Airbus en febrero de 2008.
http://www.eads.com/1024/es/investor/News_and_Events/news_ir/2008/20080717_airbus_synergy_aerospace_a350.html

jemurillo0705

January 17th, 2010, 07:37 PM

^^ No sólo crea, amigo jemurillo0705. Son A350-800 como lo puse en el mensaje antes que el suyo. Mire por sí mismo:
a ok gracias es que no vi su post

Avi-alfonso

January 18th, 2010, 12:22 AM

Quien sabe lo de Air Comet???

cfoco

January 18th, 2010, 02:24 AM

^^ A350-800.

Te saludo.

creo que 800 porque fue hace ratico ya

gracias a los dos :okay:
saludos

jemurillo0705

January 18th, 2010, 02:27 AM

Quien sabe lo de Air Comet???
sera esto ?
Díaz Ferrán confirma que no dimitirá por el caso por Air Comet (http://www.laverdad.es/murcia/20100114/region/diaz-ferran-confirma-dimitira-20100114.html)

El presidente de la patronal CEOE, Gerardo Díaz Ferrán, sintió ayer de cerca el apoyo de los empresarios murcianos, que se acercaron a mostrarle su respaldo. Díaz Ferrán confirmó durante el acto que no tiene ninguna intención de renunciar a la presidencia de la confederación empresarial española porque cuenta con el «apoyo expreso y unánime de todos los empresarios, que me han hecho llegar sus muestras de apoyo. Acabo de salir elegido y cuento con el respaldo de las organizaciones empresariales», concluyó el presidente de la patronal española, que no quiso extenderse mucho en las explicaciones sobre el cierre de la compañía Air Comet. «Siempre separo totalmente mis temas particulares con mis empresas de lo relacionado con la patronal. Mis problemas y temores son similares a los de miles de empresarios en España», dijo.

Díaz Ferrán recibió también el respaldo explícito del presidente de la patronal murciana CROEM, quien en su discurso quiso expresar su reconocimiento a su labor de Díaz Ferrán al frente de la CEOE y deseó que supere «lo antes posible «los problemas por los que está atravesando», lo que,

según él,
El cierre de la compañía Air Comet, propiedad de Díaz Ferrán, dejó las pasadas navidades en tierra a centenares de inmigrantes que habían comprado sus billetes para pasar las vacaciones con sus familias, entre ellos, más de 300 lorquinos. Además, la Fiscalía de la Audiencia Nacional ha anunciado que abrirá diligencias de investigación para averiguar si Air Comet cometió un delito de estafa al vender billetes tras el cese de su actividad.

andres911

January 20th, 2010, 04:38 AM

http://cdn-www.airliners.net/aviation-photos/photos/2/8/9/1641982.jpg

jemurillo0705

January 20th, 2010, 05:02 PM

^^ me gustan esas nuevas turbinas , una preg es 400 freighter o 800

mnj79

January 20th, 2010, 05:53 PM

^^ me gustan esas nuevas turbinas , una preg es 400 freighter o 800

800, en la cola puedes ver el numero

jemurillo0705

January 21st, 2010, 03:09 AM

ok me costo ver ese 8 . creia que era un 800 por ahi chiquito pero grax

andres911

January 22nd, 2010, 01:13 AM

N106US “Hudson A320″ Wreckage To Be Sold
Published by Michael January 21st, 2010 in Airbus, Photos, Aviation Safety and Miscellaneous.
Almost one year after the famous US Airways 1549 New York Hudson River emergency landing, Airbus A320-214 N106US (S/N 1044) was put on auction recently. The auction closes March 27 and is open to the general public. Bids can be submitted online. The wreckage is currently stored in Kearny, NJ - wings, vertical and horizontal stabilizers have been separated from the fuselage, the engines are not included in the sale.

Photos
http://blog.flightstory.net/wp-content/uploads/a320-hudson-river-fuselage.jpg

http://blog.flightstory.net/wp-content/uploads/us1549-fuselage-damage.jpg

http://blog.flightstory.net/wp-content/uploads/n106us-us1549-cockpit.jpg

http://blog.flightstory.net/wp-content/uploads/n106us-a320-fmc.jpg

http://blog.flightstory.net/wp-content/uploads/n106us-cabin.jpg

Link to auction:
http://www.aigaviation.com/aviationsalvage/salvagedetail.aspx?faano=N106US

Photos: aigaviation.com

andres911

January 22nd, 2010, 01:16 AM

Airbus Delivers 6000th Aircraft
Published by Michael January 18th, 2010 in Airbus, A380, Aviation News and Orders & Deliveries. 0 Comments
Airbus today celebrated the delivery of the 6,000th aircraft in the airframe manufacturer’s 40 year history. The aircraft, an A380 (MSN025), was handed over to Emirates Airline in a ceremony in Hamburg. The aircraft is Emirates’ eighth A380.

http://blog.flightstory.net/wp-content/uploads/6000th-airbus-25tha380.jpg

Accepting delivery of the new aircraft, Adel Al Redha, Executive Vice President, Emirates’ Engineering and Operations, said: “The A380 represents the future of air travel and our strength and determination to drive forward, alongside Airbus, to meet our ambitious expansion plans and traffic demand. If a powerful demonstration of the resilience of the aviation industry was required, today has provided that. All who have flown the A380 will realise that this is a very special aircraft, embracing the latest in passenger comfort, technology and environmental credentials.”

“Today’s delivery is our 25th A380 so far, and more importantly, the 6,000th Airbus produced in our 40 year history. It is particularly significant that it is both an A380 and for Emirates, as they were involved in its development from early on. We are proud to have the words’ Airbus 6,000th Aircraft’ inscribed alongside the Emirates livery,” said Tom Enders, Airbus CEO.

With a total order for 58 aircraft, Emirates is the single largest customer for the A380. Established in 1985, Emirates became an Airbus operator from the outset. Today, Emirates’ Airbus fleet has grown to 55 aircraft with a further 121 on order.

Airbus delivered its first customer aircraft in May 1974 - an A300B2
The 1,000th aircraft was delivered in March 1993 - an A340-300
The 2,000th was delivered in May 1999 - an A340-300
The 3,000th was delivered in July 2002 - an A320
The 4,000th was delivered in September 2005 - an A330-300
The 5,000th was delivered in December 2007 - an A330-200

Airbus was formed in 1969, and by 2005 had reached more than 50 per cent of worldwide deliveries in a single year, of all aircraft of more than 100 seats. It also took Airbus some 30 years after its initial creation to bypassBoeing in terms of sales and remain at around half the market share.

Source: Airbus
Photo: Airbus

Ala-7

January 22nd, 2010, 03:11 AM

FLIGHTBLOGGER: LAN set to take early 787 slots
By Jon Ostrower
22/01/10

Santiago-based carrier LAN is set to make a major acceleration in its delivery of its first Boeing 787 after a slot swap with Japan's All Nippon Airways (ANA), say sources close to the Latin American carrier and the US airframer.

Two delivery slots from the early batch of aircraft scheduled for delivery in late 2010 and early 2011 have been reallocated from ANA to LAN, reports FlightBlogger.

According to a source at the airline, the first 787-8s were intended for delivery to LAN in 2015 after accumulating more than two years of delays.

LAN declined to discuss the change, as "there exists a confidentiality agreement with Boeing. The company will inform about this issue if and when it is appropriate".

Boeing also declined to discuss the shift as a matter of policy to not comment publicly on delivery schedules, saying that "occasionally we and our customers make order adjustments that better support their overall fleet needs, while allowing us to successfully manage our production plan".

SOURCE:Flightglobal.com

-------------------------------------------------------------------------------------------------------

Los lugares en cuestión son el 10 y el 16 que ANA recibió de aerolíneas chinas que cancelaron.

Saludos.

jemurillo0705

January 22nd, 2010, 04:56 AM

saben el precio base del avion de NY

JuanPa

January 25th, 2010, 09:11 PM

Ala-7

January 29th, 2010, 01:00 AM

A330 freighter undergoes cold-weather tests
By David Kaminski-Morrow
28/01/10

Airbus has undertaken cold-weather testing of its A330-200 freighter in northern Canada, and is being prepared for hot-weather trials in the Asia-Pacific region.

The first flight-test aircraft, MSN1004, was flown to Iqaluit on 23 January and subjected to temperatures down to minus 30°C.

Airbus says that the testing is not for certification but to verify system performance guarantees to customers, and check the response of modifications introduced during the freighter's development.

These include checks on the main cargo door, following cold-soak of the twin-jet to minus 27°C inside the cabin, as well as the auxiliary power unit and electrical systems.

Technical personnel also tested the air conditioning system, notably its ability to restore the cabin to a specific temperature.

The main tests began at about 06:00 on 24 January with start-up through external electrical power and activation of the APU, says Airbus flight-test engineer Wolfgang Brueggemann.

Three hours of system checks followed before the aircraft was shut down again ahead of a second overnight cold-soak. Airbus then carried out a second series of test procedures, similar to those on the previous day, before the aircraft departed.

Brueggemann says the results of the tests were "very good" and that all the aircraft's systems behaved well.

Airbus is fitting the aircraft's interior with a partial cargo loading system and is preparing to fly the jet to Asia where it will undergo another set of tests in hot and humid conditions.

SOURCE:Air Transport Intelligence News

Ala-7

January 29th, 2010, 01:09 AM

Hola Ala!! Se habia dicho que los primeros (tengo entendido que 20) ejemplares del B787 no cumplirian con lo prometido en los diseños por parte de Boeing en factores como consumo de combustible, range y performance en general.

Que se conoce acerca de este factor? Será bueno para LAN obtener estos B787 "X" en caso que mi afirmación sea cierta.? Saludos

Hola JuanPa:

El tema basico es que el sobrepeso sacrifica las prestaciones de distancia y aumenta el consumo de combustible. A la fecha se sabe que están trabajando en el tema que estaba en segundo lugar en urgencia despues del tema de las alas, este último al parecer ya quedó resuelto, no sin antes añadir mas peso a la estructura.

Se habla de dos líneas de proceso, una temporal en la cual harían una especie de "retrofit" de los 20 a 25 primeras estructuras para corregir los defectos de sobrepeso de la estructura, y la otra la normal de serie a partir de la célula 25, la cual ya tendría incorporadas desde el principio las soluciones a este problema.

El tema como tal de aligeramiento de la estructura, no se sabe aún nada, por lo que su rango actual (sin el problema resuelto) se estima en apenas unas 500 MN mas que el 332 HGW que comienza a salir desde mayo de este año al mercado.

Saludos.

Bogota

January 29th, 2010, 01:53 AM

JuanPa

January 29th, 2010, 01:58 PM

Hola JuanPa:

El tema basico es que el sobrepeso sacrifica las prestaciones de distancia y aumenta el consumo de combustible. A la fecha se sabe que están trabajando en el tema que estaba en segundo lugar en urgencia despues del tema de las alas, este último al parecer ya quedó resuelto, no sin antes añadir mas peso a la estructura.

Se habla de dos líneas de proceso, una temporal en la cual harían una especie de "retrofit" de los 20 a 25 primeras estructuras para corregir los defectos de sobrepeso de la estructura, y la otra la normal de serie a partir de la célula 25, la cual ya tendría incorporadas desde el principio las soluciones a este problema.

El tema como tal de aligeramiento de la estructura, no se sabe aún nada, por lo que su rango actual (sin el problema resuelto) se estima en apenas unas 500 MN mas que el 332 HGW que comienza a salir desde mayo de este año al mercado.

Saludos.

Gracias por la respuesta Ala!! Objetivamente no veo un plus de hacerse con esas priemras 25 celulas de manera urgente, sabiendo que despues viene un update con las consecuentes problematicas que esto ocasiona en un aparato de estos (es más ... en el aparato que sea)

Ala-7

January 29th, 2010, 04:04 PM

Airbus aircraft list prices to increase from January First price rise in two years
Blagnac, 29 January 2010

Airbus has increased the list price of all its aircraft by an average of 5.8 per cent. The price increase is the first since January 2008, and applies for all new aircraft from the beginning of January 2010.

The price increases were calculated according to the Airbus standard escalation formula over the January 2008 to January 2010 period.

“We have tried to keep prices down for as long as we can,” said John Leahy, Chief Operating Officer, Customers. “However, even with record aircraft deliveries and impressive orders in recent years, the continuing strength of the Euro against the US Dollar and the ongoing financial challenges ahead have forced us to take action.”

An ongoing US Dollar weakness, an increased cost of materials as well as commodities are all factors in the decision.

In its 40 year history, Airbus has become the leading aircraft manufacturer with the most modern and comprehensive family of airliners on the market, ranging in capacity from 100 to more than 500 seats. In this time, Airbus has sold almost 9,500 and delivered over 6,000 aircraft since the first airliner entered service in 1974. Airbus’ backlog stands at almost 3,500 aircraft.

Source: EADS

Ala-7

January 29th, 2010, 04:15 PM

Airbus Plays The Price Is Right
Posted by Robert Wall at 1/29/2010 6:14 AM CST

When Ryanair thought it could force Boeing to agree to another sale of 737-800s at rock bottom prices because of the downturn in the airline sector, the U.S. aircraft maker effectively told the Irish carrier to get lost.

Now Airbus is sending out a similar message: orders may not be flowing as they did during the boom years, but that's no reason to heavily discount. Instead, Airbus today announced that it has increased the list price of its products (and, in this case, I'm not talking about the discussions over the A400M where it wants governments to pay more).

Prices will go up an average 5.8%. Airbus says it is forced to act because of the increased cost of raw materials, commodities, and the strong euro compared to the dollar. But the issue really is, Airbus is increasing the prices because it thinks it can.

I is important to note, of course, that list prices are only a guide, and Airbus's chief salesman, John Leahy, during the Dubai air show in November said he's merely come close to getting that price. But still, the fact Airbus feels confident to take such action tells us something about the level of confidence in Toulouse the company will ride out this downturn in good shape.

According to Airbus, here's the new price lineup:

A318 $62.5 million
A319 $74.4 million
A320 $81.4 million
A321 $95.5 million
A330-200 $191.4 million
A300-200F $194.8 million
A330-300 $212.4 million
A340-300 $228.0 million
A340-500 $250.8 million
A340-600 $263.8 million
A350-800XWB $225.2 million
A350-900XWB $254.5 million
A350-1000XWB $285.2 million
A380 $346.3 million

Fuente: AWST

jemurillo0705

January 29th, 2010, 08:13 PM

wow demasiada pasta , no sabia que el A300 seguia en produccion

Leo84

January 29th, 2010, 08:29 PM

^^
No, el A300 sesó su producción en 2007 contabilizando un total de 561 aeronaves, el articulo debe referirse al A330-200F suponiendo que la escala va en un orden ascendente, tal vez hubo un error en la redacción :nuts:

jemurillo0705

January 30th, 2010, 02:03 AM

a me parece logico grax

Ala-7

January 31st, 2010, 12:08 AM

EMBRAER ESTUDA LANCAMENTO DE AVIAO MAIOR
Fábio Amato
30/01/10

Jato teria mais de 122 assentos, tamanho máximo fabricado na empresa hoje, mas não competiria com Boeing e Airbus

Principal concorrente da Embraer, a Bombardier espera para 2013 as primeiras encomendas de nova família de jatos com até 145 assentos

A Embraer estuda o desenvolvimento de uma nova aeronave que passaria a ser a maior já produzida pela empresa. Chamado dentro da fábrica de 195-X, o jato seria uma versão alongada do modelo 195, topo da linha de aviões comerciais da Embraer, com 122 assentos.

O vice-presidente-executivo para o mercado de aviação comercial da Embraer, Mauro Kern, confirmou a informação. Segundo ele, o jato, se for produzido, vai atender aos clientes a partir de 2015 ou 2016.

"A Embraer está continuamente avaliando novas tecnologias e possibilidades de novos produtos. E temos algumas frentes de estudo hoje olhando para o futuro, que visam o mercado para a segunda metade desta década. Dentre esses estudos, um avião um pouquinho maior do que o 195 é um deles", afirmou o executivo.

Kern negou, no entanto, que a empresa tenha pretensão de concorrer com a gigante norte-americana Boeing e com a francesa Airbus, que produzem aviões com cerca de 150 assentos ou mais.

"Não se trata de termos um plano para enfrentar diretamente a Boeing e a Airbus. Não é isso. É simplesmente aumentar a nossa competitividade com a família de produtos que nós já temos", disse Kern.

A canadense Bombardier, principal concorrente da Embraer, deve começar a entregar dentro de três anos as primeiras encomendas feitas para a sua nova família de jatos, chamada de C-Series. Os dois modelos oferecidos (CS100 e CS300) têm capacidade para acomodar entre 100 e 145 assentos.

Um executivo da Embraer disse, com a condição de que seu nome não fosse revelado, que a empresa está de olho no mercado de substituição de aeronaves antigas na faixa de até 150 assentos. Entre os modelos que se encaixam nessa categoria estão os da família MD-80.

Segundo esse executivo, a Embraer mantém conversações com diversas empresas aéreas que operam aviões um pouco maiores que o 195, entre elas United Airlines, American Airlines e Lufthansa. Essas conversas têm o objetivo de identificar que tamanho de avião pode interessar a essas empresas e o potencial de vendas de uma versão maior do que o modelo 195.

Em 2009, a Embraer entregou 244 aeronaves, marca recorde na história da companhia. Em 2008, a fabricante brasileira havia entregue 204.

Fonte: Folha de São Paulo -

Ala-7

January 31st, 2010, 12:50 AM

Alguien sabe si la nueva planta de Boeing en Charleston, Carolina del Sur estaba en los planes iniciales de la empresa y los calculos de entrega de aviones tienen en cuenta esta planta de producción o si por el contrario esta va a aliviar los atrasos que ha tenido el B787??

Boeing Breaks Ground on Second 787 Assembly Line in North Charleston, SC
NORTH CHARLESTON, S.C., Nov. 20 /PRNewswire

Boeing facility expands production capability and increases footprint in South Carolina

Boeing (NYSE: BA) today held a groundbreaking ceremony to mark the start of construction for the second final assembly site for the 787 Dreamliner program at its Boeing Charleston facility. The facility also will have the capability to support the testing and delivery of airplanes.

"Today's event marks the beginning of an expansion plan that will strengthen the 787 program and allow us to continue building on the footprint we have established in South Carolina with Boeing Charleston and Global Aeronautica," said Jim Albaugh, president and CEO of Boeing Commercial Airplanes. "Locating the second line in North Charleston will allow Boeing to successfully compete in the aerospace market and grow for the long-term benefit of many stakeholders."

Boeing Charleston performs fabrication, assembly and systems installation for the 787 aft fuselage sections. Global Aeronautica, which is 50 percent owned by Boeing, is responsible for joining and integrating 787 fuselage sections from other structural partners.

"We look forward to expanding our capability in South Carolina through our existing site, while maintaining our commitment to the Puget Sound region where Boeing Commercial Airplanes remains headquartered," said Albaugh. "Puget Sound will continue to design and produce airplanes, including the 787."

Fifty-five customers around the world have ordered 840 787s since the program was launched in April 2004, making the Dreamliner the fastest-selling new commercial jetliner in history. The 787 family of airplanes will carry 210 to 330 passengers on flights up to 8,500 nautical miles (15,750 km).

Fuente: Boeing
----------------------------------------------------------------------------------------------

El tema Bogotá es que esta instalación, Global Aeronautica, era propiedad 50/50 entre dos socios Vought Aircraft Industries y Alenia North America, filial de Finmecanica para la construcción del segmento medio del fuselaje (justo el de los poblemas por el ensamble de las alas) del programa 787, hace 2 años Boeing decidio comprarle a Vought la primera mitad y en diciembre adquirio la segunda mitad,es decir esta echando a todo el mundo de su proyecto poco a poco, el pretexto mejorar el control de la producción e integración de las partes para evitar mas retrasos.

La instalación no tenia como proposito ensamblar el 787, solo construir una parte este y luego enviarlas a Seattle, los retrasos del programa, la cancelación de pedidosy la adquisición de la parte de Vought abrieron la posibilidad de instalar una segunda línea de producción para compensar el problema, todavía no se conocen los números a producir ni a partir de cuando.

Saludos.
.

jemurillo0705

January 31st, 2010, 04:28 AM

andres911

January 31st, 2010, 04:31 AM

^^ no necesariamente, podrian ponerlo en una configuracion 2-3 o 3-3

Bogota

January 31st, 2010, 02:36 PM

[SIZE="3"]

El tema Bogotá es que esta instalación, Global Aeronautica, era propiedad 50/50 entre dos socios Vought Aircraft Industries y Alenia North America, filial de Finmecanica para la construcción del segmento medio del fuselaje (justo el de los poblemas por el ensamble de las alas) del programa 787, hace 2 años Boeing decidio comprarle a Vought la primera mitad y en diciembre adquirio la segunda mitad,es decir esta echando a todo el mundo de su proyecto poco a poco, el pretexto mejorar el control de la producción e integración de las partes para evitar mas retrasos.

La instalación no tenia como proposito ensamblar el 787, solo construir una parte este y luego enviarlas a Seattle, los retrasos del programa, la cancelación de pedidosy la adquisición de la parte de Vought abrieron la posibilidad de instalar una segunda línea de producción para compensar el problema, todavía no se conocen los números a producir ni a partir de cuando.

Saludos.
.

Muchas gracias por la info, creo que todo el mundo va a agradecer una segunda linea de producción del B787. En Enero conocí varias personalidades de Charleston en Cartagena y hablaban como si hubieran escogido a Charleston para la producción del B787 gracias a la necesidad de expandir la producción del avión por la cantidad de pedidos del mismo. Ahora entiendo mejor la situación.

jcolombia2007

February 4th, 2010, 06:33 PM

Boeing shows 787 interior features — cool windows, ordinary seats

Boeing showed off a partial cabin interior on a 787 Dreamliner test airplane, and while the tall, high-tech windows were a hit, the rest of the interior was more prosaic. Meanwhile, progress on the assembly line was evident.

By Dominic Gates
Seattle Times aerospace reporter

http://seattletimes.nwsource.com/ABPub/2010/02/03/2010975113.jpg

http://seattletimes.nwsource.com/ABPub/2010/02/03/2010974596.jpg

Boeing showed off the interior of a 787 Dreamliner parked Wednesday at Paine Field and provided a glimpse of some advances on the 787 assembly line inside the factory.

The partial passenger cabin, installed in Dreamliner No. 3, will be used to test elements of the passenger experience, including air flow, noise levels and the heating and emergency oxygen systems. Meals will be prepared in the galley. Toilets will be stress-tested.

But the interior proved disappointingly less opulent than the previous 787 cabin mock-ups Boeing has shown, which featured airy, light-filled entrance lobbies.

In this plane, reporters entering from a stairway immediately faced two side-by-side galleys with a narrow alley in between — just as one might on an airliner today.

Certainly the new windows are a big improvement over those typical on today's airliners. They are tall enough to allow a seated passenger to look out and up without bending down. Pushing a button dimmed the windows electrically from clear to dark.

But the basic economy seats provided no more legroom than usual. The overhead stowbins are designed to give extra headroom, but a 6-foot-tall passenger in the window seat must still duck to the side to stand up.

Still, it's a test interior, not one installed for a customer.

The airlines decide the positioning of galleys and the seat legroom. Boeing director Blake Emery described the galleys blocking the entrance as a "worst-case scenario" of airline choices.

Meanwhile, the assembly-line tour did indicate progress in the manufacturing process.

Suppliers are sending more complete airplane sections to Everett. One visible change: While the central-fuselage sections of Dreamliners 13 and 14 are unpainted, with their composite material protected only by a greenish-hued coating, the two behind them arrived from Charleston, S.C., already painted white.

In similar fashion, said spokeswoman Mary Hanson, Dreamliner No. 16 is the first to arrive complete with the modification needed to fix a flaw at the wing/body join. The earlier Dreamliners had to be modified in Everett.

The assembly line is much less cluttered with scaffolding than it was late last year, though some scaffolding lingers — underneath a wing on one jet, under the horizontal tail of another — where mechanics are reworking parts of planes rather than just snapping the parts together.

The tour revealed that launch airline All Nippon Airways (ANA) of Japan is taking 10 of the first 13 Dreamliners destined for customers.

A dozen complete airplanes have been rolled out onto Paine Field so far, in addition to two ground-test 787s that will never fly.

Of the dozen that will, the first three are so heavily modified that they are designated for test only.

Six of the remaining nine so far built will go to ANA. And inside the factory, the four airplanes being assembled also have ANA tail markings.

Most of those airplanes are known to be heavier than later planes will be and required extensive rework because of earlier assembly mistakes.

Dreamliner No. 3 is due to begin flight tests later this month, fitted front and rear with passenger seats, galleys, lavatories and crew rests. The central part of the cabin is reserved for computer stations that engineers will use to monitor systems in flight.

Flight-test engineer Derek Muncy described some of the tests ahead on his plane.

He said Boeing this week will deploy the doorway evacuation slides. The exterior of the airplane's doors are temporarily framed with bright orange padding to protect the airframe in case the slides malfunction.

Several of the in-flight tests require Boeing to fill all 135 passenger seats on the plane. Meals will be cooked on board, and bottles of soda and water refrigerated.

In the crew rest area, there's an evacuation test requiring a small person to pull a larger person through the escape hatch.

In another test, smoke generators will simulate fires in different areas to see that smoke doesn't seep between floors.

The air flow must be sufficient to draw out enough smoke so that a person unfamiliar with the airplane has enough time to find the simulated fire.

Clearly, safety is a big a part of the testing. As for judging comfort on the Dreamliner, that may have to wait until a 787 flies scheduled passengers.

Videos:
http://seattletimes.nwsource.com/flatpages/video/mediacenterbc3.html?bctid=64792612001

Enlace a la noticia:
http://seattletimes.nwsource.com/html/businesstechnology/2010975488_boeing04.html

juancho3066

February 4th, 2010, 08:11 PM

jemurillo0705

February 4th, 2010, 08:36 PM

^^ +10 ya quiero ver uno rojito

Ala-7

February 4th, 2010, 09:12 PM

Airbus: A320 re-engine decision 'ideally' by Farnborough Airshow
by Perry Flint and Geoffrey Thomas
04/02/10

Airbus will make a decision on whether or not to re-engine the A320 family "this year" and "ideally we would like to have it sorted out by Farnborough" in July for a possible EIS by the end of 2015, COO-Customers John Leahy said yesterday at the Singapore Airshow.

Leahy said if Airbus makes a decision to re-engine, it would "like to go forward" with CFM International's LEAP-X and "a variation" of the Pratt & Whitney PW1000G geared turbofan that would be offered through International Aero Engines. To date, P&W and the other IAE members have not agreed on a second engine type beyond the V2500.

Re-engining would deliver "15% lower fuel costs" per seat than the equivalent current A320 family aircraft, he told media. Should Airbus decide in the affirmative, a re-engine will be offered as an option to the existing product line, which will continue to be produced and sold. It would have the effect of delaying the single-aisle family's eventual replacement, dubbed the A30X, until 2024, he said.

Boeing VP-Marketing Randy Tinseth, responding a day earlier to a question from ATWOnline, said the PW1000G could be fitted to the 737NG. 737 Classic and NG versions are powered exclusively by the CFM56 family. Tinseth declined to say whether exclusivity would be continued in a re-engining program. "We are talking to all engine-makers," he responded after an extended silence. Suppliers to the 737 program suggest that fitting the PW1000G will require a lengthened undercarriage.

Former 787 Program Manager Mike Bair is heading the newly created Advanced 737 Product Development team responsible for exploring a 737 upgrade and longer-term replacement. He is currently BCA VP-business strategy and marketing..

Source: ATWonline

Ala-7

February 4th, 2010, 09:14 PM

Garuda confirms swapping 10 787 orders for 10 777-300ERs
by Geoffrey Thomas
04/02/10

Garuda Indonesia confirmed yesterday that it has canceled its orders for 10 787s. The order originally was placed in September 2005.

President and CEO Emirsyah Satar told ATWOnline here that the commitment has been swapped for 10 777-300ER orders. "We simply couldn't wait for the 787," he said.

This year Garuda will take delivery of 23 737-800s and one A330-200 as part of its ongoing Quantum Leap program that will see its fleet grow from 58 in 2008 to 116 in 2014 comprising 90 737-800s, 20 A330s and six 777-300ERs. It plans to launch an IPO in the second half of 2010 to raise $300 million.

Source: ATWonline

jcolombia2007

February 5th, 2010, 12:35 AM

realmente sensacional.....no veo la hora que esten por aca

Y juancho, segun vi en las noticias que ayer dieron, Japan Airlines convirtió un pedido de varios 737-300 a 787!!!

Ala-7

February 5th, 2010, 04:48 PM

Y juancho, segun vi en las noticias que ayer dieron, Japan Airlines convirtió un pedido de varios 737-300 a 787!!!

Hola: bien intresante por el proceso de quiebra de JAL, estuve buscando y no encontre nada, me ayudas con la noticia.

Saludos.

jcolombia2007

February 5th, 2010, 06:49 PM

Hola: bien intresante por el proceso de quiebra de JAL, estuve buscando y no encontre nada, me ayudas con la noticia.

Saludos.

Bueno, la verdad lo vi en las noticias... en Kiro 7... del miercoles 3 de feb... voy a ver si lo busco.

jcolombia2007

February 5th, 2010, 07:31 PM

Hola: bien intresante por el proceso de quiebra de JAL, estuve buscando y no encontre nada, me ayudas con la noticia.

Saludos.

Mis disculpas Ala, Boeing no fabricaría 787-300 debio al cambio de versiones que tenia JAL por 787-300 (me imagino que eran muchos) y los cambiaron a -800 y -900... eso es lo que entiendo... aqui esta el link de la noticia.

http://seattletimes.nwsource.com/html/businesstechnology/2010963351_boeingbloom03.html

jemurillo0705

February 5th, 2010, 08:13 PM

^^ debieron ser muchos poruqe dejar de producir una linea solo por el quite de una empresa

jcolombia2007

February 9th, 2010, 06:17 PM

First flight Boeing 747-800

http://seattletimes.nwsource.com/html/businesstechnology/2011016004_boeing09.html

Video:

http://seattletimes.nwsource.com/flatpages/video/mediacenterbc3.html?bctid=65630802001

Ala-7

February 15th, 2010, 05:27 PM

Long-haul A350 planes

Airbus also threatened with Hopejet debacle
15/02/10

Long-haul A350 planes: a rival to the Dreamliner, Boeing

Even more trouble for Airbus, the aircraft manufacturer has equipped the new A350 long-haul aircraft, with additional costs and delays expected. Whether the competitor will come to the Dreamliner by Boeing as planned, 2013, the market is so unclear. However, the Group holds fast to his plan and wants to deliver on time the first plane.

Frankfurt - delays and additional costs to the aircraft manufacturer Airbus and the new A350 long-haul aircraft to create. The first machine was expected to ship at least half a year later than originally planned, told the Süddeutsche Zeitung on Monday, citing industry groups. Thus, the A350 will come earlier than the end of 2013 on the market. It is possible, but also a significantly greater delay of one to two years.

Airbus meanwhile denied the report, however: "We are progressing as planned with the first flight schedule 2012," said Airbus CEO Fabrice Bregier. "And the first A350 will be delivered mid-2013."

Because the relevant experience in the super-jumbo A380, the subsidiary had the European aerospace and defense company EADS has already installed additional time buffer for the project. Thus, some important components suppliers should provide half a year before the event actually necessary. But these and other margins were exhausted long ago, it said Relying on EADS circles.

Airbus confirmed that some of these buffers in the transition from the design had been used to manufacture 2009th "But we are in line with our commitment to deliver the first A350 XWB mid-2013," said Bregier. The first part of the center wing box would be built in Nantes. The pre-assembly should begin 2011th

Many suppliers were waiting for months for detailed requirements of Airbus, based on which they could develop their components. The means for the Airbus A350 be a major challenge, because the company wants to build for the first time the entire body made of fiber composites and not, as far from metal.

The CEO of a major Airbus suppliers are now expecting even with a delay of one year - in the best case, it was said.

Airbus has high hopes for the A350, which is the answer to Boeing's Dreamliner. Currently, Airbus is fighting on several fronts with the same problems. The biggest passenger aircraft in the world, the A380, with margins still represents headlines. And the former prestige project, the A400M is still no decision has been made about whether the military transport aircraft will actually be built.

bol / dpa-AFX
From. Der Spiegel.de /AFP

---------------------------------------------------------------------------------------------------------------
El semanario alemán Der Spiegel informa que puede haber demoras de 6 meses a 1 año en las primeras entregas del A-350, Airbus niega tal información. La causa sería la definición para los proveedores de requerimientos finales para los diseños por parte de AI.

Saludos.

jcamilo

March 1st, 2010, 07:43 AM

http://www.youtube.com/watch?v=qrDrAJdygsc

anotelopues

March 1st, 2010, 08:10 AM

Voto por Boeing, no se mucho de lo interno y capacidades de cada aeronave, pero por diseño me gustan mas el 738 que el 320::::::::: Algo que detesto y no se si es impresion mia, pero los Airbus tienen las ventanas muy pequeñas respecto a las veces que he viajado en los de copa y una vez que viaje en continental y los de aires los boeing tienen ventanas mas amplias;;;;;; para volar en FSX tambien prefiero el 737 jaja, a y el pasillo creo ps si no me equivoco es como mas amplio en el 737, ps es q el pasillo de los 320 y 319 de AV (unicos airbus que he volado) me ha parecido muy incomodo el abordaje al menos hasta cuando me siento en la silla. Me hubiera gustado más ver 737's bajo livery AV que los 320's.

Igual una vez dentro, cinturón puesto, sistema de entretenimiento, calidad de servicio AV ah y las nuevas sillas que pusieron en Airbus, la nueva AV es una delicia!!

jemurillo0705

March 2nd, 2010, 01:38 AM

^^ creo que si ava hubiese encontado utlies los 737 no los hubiera utilizado solo 2 años , claro que esos esran 737-100 quien sabe con unos -800 o por que no -900

carlosgarci

March 2nd, 2010, 02:23 AM

^^ creo que si ava hubiese encontado utlies los 737 no los hubiera utilizado solo 2 años , claro que esos esran 737-100 quien sabe con unos -800 o por que no -900

Lo que sucedio con el B 737-100 no es en si un problema del avión, sino que las turbinas las tenia muy bajas y para la epoca las pistas en colombia donde este iba a operar no es que fueran muy pulcras.

AV pudo no haber escogido 737 por varias razones, pero creo que las mayores fueron por lo demorado que seria una entrega de 737's y por que Airbus le ofrecio mejor precio.

jemurillo0705

March 2nd, 2010, 08:22 PM

Lo que sucedio con el B 737-100 no es en si un problema del avión, sino que las turbinas las tenia muy bajas y para la epoca las pistas en colombia donde este iba a operar no es que fueran muy pulcras.

AV pudo no haber escogido 737 por varias razones, pero creo que las mayores fueron por lo demorado que seria una entrega de 737's y por que Airbus le ofrecio mejor precio.

es cierto que lo de las entregas las hace mas rapido airbus , pero en el precio boeing si pudo entrar a negociar

av-col

March 21st, 2010, 07:14 PM

Boeing 787 Completes Critical Flutter Testing
By Jason Paur March 19, 2010 | 8:05 pm | Categories: Air Travel

Boeing passed a major milestone today in the 787 Dreamliner program. Today’s flight test of airframe ZA001, the first 787 to fly back in December, marks the end of flutter testing for the airplane. Wired.com was in Boeing’s telemetry room today in Seattle and will have a full report of flight testing from the engineers perspective on Monday.

Flight test engineers and test pilots at Boeing have been performing flutter tests for the past several weeks concluding with a 3 hour 48 minute flight today (photo is ZA001 departing Boeing Field this morning). Flutter testing is a critical part of the envelope expansion for any new airplane. Until the testing is complete, flight test aircraft may be limited to certain speeds, altitudes and weights during various maneuvers.

During the flutter testing flights, pilots introduce a range of vibration frequencies to the flight surfaces and flight control surfaces to ensure the design of the aircraft dampens out the oscillations without further input from the pilots. These oscillations are introduced by hand as well as via computer.

With the successful conclusion today, the four 787 flight test aircraft currently flying can now fly throughout the complete speed range of the aircraft. During flutter testing, speeds as high as Mach 0.97 were flown and altitudes up to 43,000 feet.

On Monday we’ll have the full story of flight tests from the telemetry room perspective and more details on flutter testing.

More photos from inside the telemetry room today after the jump.

Read More http://www.wired.com/autopia/2010/03/boeing-787-completes-critical-flutter-testing/#ixzz0ipeyWmzj

mnj79

March 22nd, 2010, 10:17 PM

The A350 @ the Hyderabad Aviation Expo, 2010

photos copyright: KB335ci2
http://img443.imageshack.us/img443/4032/p1010599z.jpg

http://img251.imageshack.us/img251/8030/p1010597b.jpg

http://img684.imageshack.us/img684/1139/p1010595.jpg

http://img401.imageshack.us/img401/9587/p1010596y.jpg

http://img28.imageshack.us/img28/121/p1010592e.jpg

http://img237.imageshack.us/img237/9181/p1010593p.jpg

http://img96.imageshack.us/img96/1342/p1010594d.jpg

http://img299.imageshack.us/img299/5599/p1010591.jpg

jemurillo0705

March 23rd, 2010, 03:43 AM

yo quiereo una de esas maquetas ,!!!!!! asi me cueste un platal

anotelopues

March 23rd, 2010, 04:15 AM

Yo tambien quiero una!!! Asi tenga que sacar los muebles me traeria una! xD

richardvargas

March 23rd, 2010, 06:06 AM

Cuánto no valdrá una maquetica de esas ah? son un sueño, sobretodo la del A350

andres911

March 25th, 2010, 04:02 AM

http://www.aviacioncr.net/galeria/fotos/avcr_35446.jpg
Alguien me podria decir por que este a319 tiene dos ventanas de emergencia? No es el primero que veo con dos ventanas de emergencia a cada lado.

CondorOx

March 25th, 2010, 10:29 PM

^^
EasyJet ordenó sus A319 para tener una capacidad de 156 asientos (utilizando galleys muy pequenas y solo 2 banos), por lo que se requieren las salidas de emergencia adicionales.

Yo entiendo que, sin embargo, EasyJet esta utilizando una configuracion de 149 asientos para ahorrarse un auxiliar de vuelo: Mas de 150 requeriria 4, y ellos suelen tener solo 3.

andres911

March 26th, 2010, 12:08 AM

^^ Gracias por la aclaración

JuanPa

June 8th, 2010, 04:35 PM

Emirates anuncio la compra de 32 A380-800 más!!! ... con lo que completa una miniflota de 90 de estos mastodontes!!!

Sencillamente impresionante!!!

Bogota

June 8th, 2010, 08:49 PM

Emirates anuncio la compra de 32 A380-800 más!!! ... con lo que completa una miniflota de 90 de estos mastodontes!!!

Sencillamente impresionante!!!

Que bien, creo que igual veremos a Emirates en Colombia antes de lo que pensamos, a medida que les entran mas aviones a la flota. Emirates tiene A340-500?

Cuantos A380 se han vendido entonces a la fecha a nivel mundial?

juancho3066

June 8th, 2010, 09:08 PM

TAM ordeno 20 A320 y 5 A350
Lo oi en el radio, pero no he visto la noticia escrita, la voy a buscar y la pongo mas tarde

JuanPa

June 8th, 2010, 09:39 PM

Que bien, creo que igual veremos a Emirates en Colombia antes de lo que pensamos, a medida que les entran mas aviones a la flota. Emirates tiene A340-500?

Cuantos A380 se han vendido entonces a la fecha a nivel mundial?

Serian ya 232 ordenes de A380-800 puestas en firme .... pienso que el punto de equilibrio ya ocurrio ...!!

La apuesta de Emirates es impresionante ...... son casi USD 30.000 millones de dolares lo que cuestan esos 90 aviones, eso es como el PIB anual de Medellin + Cali !!!

anotelopues

June 8th, 2010, 11:01 PM

Serian ya 232 ordenes de A380-800 puestas en firme .... pienso que el punto de equilibrio ya ocurrio ...!!

La apuesta de Emirates es impresionante ...... son casi USD 30.000 millones de dolares lo que cuestan esos 90 aviones, eso es como el PIB anual de Medellin + Cali !!!

Jejeje mififlota :lol: Chiquitica la empresa.

Excelente para Airbus, y sí que el punto de equilibrio de ventas para el pequeñito pasó hace un buen tiempo. Yo sabía que el avión en sí era exitoso, pero las ventan son más que óptimas, si esos 232 no cuentan las opcionales por parte de otras.

jemurillo0705

June 9th, 2010, 01:55 AM

Bogota

June 9th, 2010, 02:43 AM

Emirates now has 10 A340-500 aircraft (sometimes referred to as A345) .

Ese es el avión que yo eventualmente me imagino vendría a BOG.

jemurillo0705

June 10th, 2010, 04:47 AM

tambien tienen A340-200.
A330-200
777-200LR/300ER

todos estos tienen posivilidades , bueno el 330 no tantas pero no hay que cerrarse en 340-500. http://www.emirates.com/english/flying/our_fleet/our_fleet.aspx

juancho3066

June 12th, 2010, 06:28 AM

Airbus en América Latina Jueves, 10 de Junio de 2010 23:32 Editor
Lima.- Los últimos cinco años han sido el período de mayor éxito de Airbus en América Latina con 325 aviones vendidos y una cartera de pedidos record superior a 230 unidades pendientes de entrega a clientes de la región. Actualmente hay más de 370 aviones Airbus que vuelan con 23 aerolíneas latinoamericanas, lo que representa más del 40 por ciento de la flota en servicio.

La flota Airbus en América Latina ha aumentado casi el doble sólo en los cinco últimos años.

El aumento de la cuota de mercado de Airbus ha sido una constante en los últimos años. Airbus incrementó su presencia en América Latina en 1998, año en el que TAM, LAN y TACA presentaron un pedido conjunto por un total de 90 aviones de pasillo único con la opción de adquirir otros 90. Éste fue el contrato más grande jamás firmado en la historia de la aviación comercial latinoamericana. Desde entonces, Airbus ha obtenido por encima del 60 por ciento de los pedidos realizados en América Latina hasta la fecha.

Para asegurar una presencia aún mayor y la proximidad a sus clientes latinoamericanos, Airbus Latino America ha abierto oficinas en Miami, Florida, USA. La oficina de ventas y marketing se suma al centro de formación de Airbus ya establecido en Miami, que cuenta con cinco simuladores de vuelo de alcance total a disposición de los clientes. Además, Airbus cuenta con 10 oficinas de Servicio al Cliente en América Latina, que ofrecen apoyo in situ para todos sus clientes.

Asociación con las aerolíneas latinoamericanas
En 1999, TAM de Brasil empezó a operar su primer A330-200 y hoy día cuenta ya con 129 aviones Airbus en lo que constituye la mayor flota de aviones Airbus en la región (81 A320, 24 A319, cinco A321, 17 A330 y dos A340). Satisfecha con la excelente calidad de los aviones y el servicio al cliente de Airbus, TAM ha añadido aviones Airbus a su flota en repetidas ocasiones, convirtiendo a Airbus en el principal proveedor de aviones de la aerolínea de bandera brasileña. La presencia de aviones Airbus en la flota de TAM seguirá creciendo en el futuro hasta más de 200 dentro de unos años.

En una importante muestra de confianza en su relación con Airbus, TAM suscribió a principios de 2008 un contrato en firme para la adquisición de 22 nuevos aviones A350 XWB, 20 de la Familia A320 y cuatro A330. En junio del 2010, TAM confirmo su confianza en Airbus de nuevo cuando ordeno 20 más aviones de la Familia A320 y cinco A350 XWB como parte de su programa de renovación de flota. Este último pedido trae el total de aviones ordenados por TAM a 176 y solidifica su puesto como el mayor cliente de Airbus en el hemisferio del sur.

LAN Airlines se unió al club de operadores de Airbus en América Latina en 1998 como integrante de la firma de un pedido conjunto (LAN, TAM, TACA) de 90 aviones. En poco tiempo después emitió otra orden de compra de cuatro A340-300. En 2005 efectuó un tercer pedido mayor, de otros 40 aviones de la Familia A320. En la actualidad cuenta con 58 aviones Airbus en servicio. Como un importante voto de confianza para Airbus, LAN anunció en 2007 su decisión de adquirir otros 15 aviones de la Familia A320 y finalmente en 2009 30 aviones adicionales.

Sky Airline, el segundo mayor operador de transporte aéreo de pasajeros, carga y postal de Chile, se convirtió en el último integrante a la familia de Airbus cuando agregó dos A320-200 a su flota en Mayo del 2010.

El programa de ampliación de la flota de la aerolínea salvadoreña TACA tuvo como resultado una flota Airbus de 30 aviones de pasillo único (16 A320, nueve A319 y cinco A321). Además del contrato conjunto inicial con TAM y LAN, la aerolínea firmó un contrato por 14 aviones Airbus de pasillo único, que incluía por primera vez el A321. Con esta nueva compra, TACA se convirtió en el primer operador del A321 en la región. Su elección de contar con una flota de Airbus de pasillo único la confirmó en junio de 2007 con el pedido de otros 15 aviones de la Familia A320.

Cliente de Airbus desde 1990, Mexicana de Aviación fue también la primera aerolínea en operar el A318 en 2003. Desde entonces, su flota Airbus ha aumentado considerablemente y cuenta ahora con 65 unidades en operación (10 A318, 24 A319, 29 A320 y dos A330 incorporados a finales de 2008) Mexicana es el segundo operador más grande de Airbus en la región.

Con Interjet y Volaris, Airbus ganó dos nuevos importantes clientes en México. En 2006 Volaris firmó un acuerdo de compra en firme para la adquisición de un total de 56 A320 nuevos, de los que hoy opera 21 (incluyendo dos A320), y renovó su contrato en 2007 con el pedido de 14 A319. Por su parte, Interjet se convirtió en operador de Airbus en 2005 con un pedido por un total de 20 A320. Hoy en día opera una flota de 15 aviones A320. Por otro lado, la mexicana Aero Union opera una flota de dos aviones de carga A300.

Avianca, la mayor compañía aérea de Colombia y la segunda más antigua del mundo, recibió su primer A320 en febrero de 2008, contando en la actualidad con siete A319, 15 A320 y cinco A330. La compañía basa su programa de modernización de la flota en aviones Airbus, con un pedido de 57 aviones emitido por su principal accionista Synergy (47 A320 y 10 A330-200) al que se debe añadir tres aviones A320 en régimen de alquiler. Synergy ha encargado también 10 aviones de cabina ancha A350 XWB, con opción por otros 10, que pondrá a disposición de sus filiales Avianca y SAM de Colombia, Avianca de Brasil y VIP de Ecuador.

Air Jamaica opera una flota compuesta enteramente por aviones Airbus, con unidades de pasillo único A319, A320 y A321, sumando un total de nueve aviones en servicio al día de hoy.

Aerolíneas Argentinas comenzó a operar su primer A310 en 1994. La compañía opera un total de siete A340.

Airbus está presente también en Ecuador con TAME (tres A320 y un A319), en Venezuela con Conviasa (un A340), Transcarga (un A300) y con el Gobierno Venezolano y Brasileño con un A319CJ respectivamente.
(PRESSPERU)
En el articulo hay una tabla muy interesante
http://www.pressperu.com/index.php?option=com_content&view=article&id=4994:airbus-en-america-latina&catid=115:aerolineas&Itemid=529

jemurillo0705

June 12th, 2010, 08:36 PM

^^ya son 16 a320 para ava y el N345AV que sigue en alemania serian 17 :banana:

mnj79

August 20th, 2010, 08:51 PM

SINGAPORE AIRBUS A380

http://lh4.ggpht.com/_CeOUSN5aCBo/R5cEndZrqGI/AAAAAAAADzo/4SrxJ1GIV6w/Airbus+A380+size1.JPG

http://lh5.ggpht.com/_CeOUSN5aCBo/R5cDntZrp-I/AAAAAAAADyk/QoPIElfaxxM/Airbus+A380+size4.JPG

http://lh3.ggpht.com/_CeOUSN5aCBo/R5cDXNZrp6I/AAAAAAAADyE/OVobXobEbbI/Airbus+A380+size0.JPG

http://lh5.ggpht.com/_CeOUSN5aCBo/R5cDXtZrp9I/AAAAAAAADyc/ObhdrvkIGlo/Airbus+A380+size.JPG

http://lh5.ggpht.com/_CeOUSN5aCBo/R5cD3tZrqEI/AAAAAAAADzU/8JTCxD20fQM/Airbus+A380+size9.JPG

http://lh6.ggpht.com/_CeOUSN5aCBo/R5cDn9Zrp_I/AAAAAAAADys/yuWLgJXyUXI/Airbus+A380+size5.JPG

http://lh3.ggpht.com/_CeOUSN5aCBo/R5cDoNZrqBI/AAAAAAAADy8/SFMH6oGOeug/Airbus+A380+size7.JPG

jemurillo0705

August 21st, 2010, 03:08 AM

que buena publicidad, cualquiera sentiria orgullo.

OmarD

August 21st, 2010, 05:48 AM

Unos numeros impresionantes :o

JuanPa

October 8th, 2010, 06:45 AM

jcolombia2007

October 8th, 2010, 07:01 AM

Precisamente alguien que vive en SEA me dijo que había pasado por Boeing Field y que ya tenían 4 787 pintados por lo menos de blanco. Voy a preguntarle si el fin de semana vayaa ver si puede tomar fotos.

andres911

October 8th, 2010, 08:48 PM

http://farm5.static.flickr.com/4013/4626425014_5ab7c6a017_b.jpg
Y según Modo Charlie (http://www.modocharlie.com/2010/07/boeing-787-de-lan-airlines/) este video también es del LAN.

0Ukjj_XmdLs

jcolombia2007

October 8th, 2010, 09:22 PM

En la foto de nota que dice LAN, pero en el video nada...

Ala-7

October 9th, 2010, 09:52 AM

Hola, alguien tiene el orden de las entregas de los primeros B787??

En Airliners.net ya se vieron las primeras imagenes (por lo menos la que yo he visto) de un 787 de JAL y 2 de Air Maroc pero no se que MSN sean .... Cuando creerían que se comenzaran a ver pics de los de Avianca y Lan?

No creo que se animen a traerlos muy rápido, la razón del cambio de ANA y de otros operadores como Air China a la versión -900, parece estar en que el avión actual no cumple con el peso ofrecido y por lo tanto estaría sacrificando el rango ofrecido, que tanto aun no se conoce.

De ser así el tema para AV sería si una distancia de 13.500 km sería una garantía suficiente para sus necesidades cuando la versión HGW del A-332 esta ofreciendo 12.800 km, esta disponible y es tecnología probada. Sin olvidar que AV ya tiene en planes adquirir el kit de actualización de los 5 que ya tiene.

QUe van a hacer aun es pronto para decirlo.

Saludos.

jemurillo0705

October 11th, 2010, 02:22 AM

esos 787 de lan al fin si son los que ana le cedio ?

Ala-7

October 11th, 2010, 03:13 AM

esos 787 de lan al fin si son los que ana le cedio ?

ANA solo le cedió a LAN el slot de producción adelantando su entrega.

Saludos.

jemurillo0705

October 11th, 2010, 06:59 PM

entonces no hay razon para decir que esos aviones son de lan , si esta apenas empezaria a recibir 787 a finales de 2011 y los primeros de ana ya son fijos , los slots que ana cedio serian para entregas a mediados de 2011.

Ala-7

October 11th, 2010, 11:42 PM

jemurillo0705

October 12th, 2010, 06:02 AM

Los MSN de esos primeros aviones ya se conocen y la asignación si es para LAN.

Saludos.

aja ,. comprendo gracias . ala

JuanPabloToAr

November 5th, 2010, 02:59 AM

Esto se pone interesante. Hace poco escuché a un ingeniero colombiano que está trabajando en Lan(exactamente en la puesta en servicio del 787), y dijo que mas o menos la producción es como de 12 - 13 aeronaves mensuales. Por tanto, una vez inicien las entregas, no se demoraran muchos.

Tenía entendido que el cliente de lanzamiento era ANA (All Nipon Airways)

El próximo semestre estaré en Seattle. Vamos a ver que se logra ver

JuanPa

November 5th, 2010, 03:29 AM

N/A N/A Testing Complete Completed Building 40-23
ZY998 N/A N/A Preparing for Fatigue Testing Completed In fatigue test rig, building 40-41
ZA001/LN1/N787BA N/A RR Trent 1000 In Flight and Ground Testing Completed Boeing Field
ZA002/LN2/N787EX N/A RR Trent 1000 In Flight and Ground Testing Completed Yuma MCAS, Yuma, Az.
ZA003/LN3/N787BX N/A RR Trent 1000 In Flight and Ground Testing Completed Everett Field/Flightline/Paint Hangar 45-03
ZA004/LN4/N7874 Not Known RR Trent 1000 In Flight and Ground Testing Completed Boeing Field
ZA005/LN5/N787FT Not Known GE GEnx-1B In Flight and Ground Testing Completed SCLA, Victorville, CA
ZA006/LN6/N787ZA Not Known GE GEnx-1B In Flight and Ground Testing Completed Europe (Paris and Amsterdam)
ZA100/LN7/JA801A ANA RR Trent 1000 Reassembly-Preparations for test flight and delivery Completed Everett Field/ATS Hangar 3/Bay 4
ZA101/LN8/JA803A ANA RR Trent 1000 Reassembly-Preparations for test flight and delivery Completed Everett Field/Building 40-24/Spot 5N
ZA102/LN9/N6066Z/JA802A ANA RR Trent 1000 Reassembly-Preparations for test flight and delivery Completed Everett Field/Building 40-24/Spot 5S
ZA530/LN10 LAN RR Trent 1000 Undergoing SoB Mods In Progress Everett Field/Tent Hangar/Spot 116
ZA103/LN11/JA804A ANA RR Trent 1000 Storage Completed Everett Field/Flightline/Spot 105
ZA104/LN12/JA805A ANA RR Trent 1000 Storage Completed Everett Field/Flightline/Spot 102
ZA105/LN13/JA806A ANA RR Trent 1000 Storage/Awaiting SoB Mods Not Completed Everett Field/Flightline/Spot 103
ZA106/LN14/JA809A ANA RR Trent 1000 Storage/Awaiting SoB Mods Not Completed Everett Field/Flightline/Spot 106
ZA107/LN15 ANA RR Trent 1000 Storage/Awaiting SoB Mods Not Completed Everett Field/Flightline/40-51 Apron
ZA531/LN16 LAN RR Trent 1000 Storage Not Required Everett Field/Flightline/Spot 115
ZA150/LN17 Royal Air Maroc GE GEnx-1B Storage Not Required Everett Field/Flightline/Kilo North
ZA108/LN18 ANA RR Trent 1000 Storage Not Required Everett Field/Flightline/40-51 Apron
ZA151/LN19 Royal Air Maroc GE GEnx-1B Storage Not Required Everett Field/Flightline/Kilo North
ZA175/LN20/JA821J Japan Airlines GE GEnx-1B Storage Not Required Everett Field/Flightline/Kilo North
ZA176/LN21 Japan Airlines GE GEnx-1B Storage Not Required Everett Field/Flightline/Kilo North
ZA115/LN22 ANA RR Trent 1000 Storage Not Required Everett Field/Flightline/Spot 104
ZA177/LN23 Japan Airlines GE GEnx-1B Storage Not Required Everett Field/ATS Hangar 3/Bay 4
ZA116/LN24 ANA RR Trent 1000 Storage Not Required Everett Field/Flightline/Spot 114
ZA230/LN25 Air India GE GEnx-1B Undergoing final assembly Not Required Everett Field/Building 40-26/Pos 4
ZA231/LN26 Air India GE GEnx-1B Undergoing final assembly Not Required Everett Field/Building 40-26/Pos 3
ZA178/LN27 Japan Airlines GE GEnx-1B Undergoing final assembly Not Required Everett Field/Building 40-26/Pos 2
ZA232/LN28 Air India GE GEnx-1B Undergoing final assembly Not Required Everett Field/Building 40-26/Pos 1
ZA233/LN29 Air India GE GEnx-1B Parts Arriving By Nov. 17th Not Required Everett Field/Building 40-26/Pos 0
ZA234/LN30 Air India GE GEnx-1B Parts Arriving By Nov. 27th Not Required
ZA117/LN31 ANA RR Trent 1000 Not Required
ZA235/LN32 Air India GE GEnx-1B Not Required
ZA179/LN33 Japan Airlines GE GEnx-1B Not Required
ZA380/LN34 China Southern GE GEnx-1B Not Required
ZA236/LN35 Air India GE GEnx-1B Not Required
ZA381/LN36 China Southern GE GEnx-1B Not Required
ZA180/LN37 Japan Airlines GE GEnx-1B Not Required
ZA181/LN38 Japan Airlines GE GEnx-1B Not Required
ZA260/LN39 Ethiopian Airlines GE GEnx-1B Not Required
ZA182/LN40 Japan Airlines GE GEnx-1B Not Required
ZA118/LN41

Trate de ordenarlo .. pero que vaina tan difícil. Estas son las entregas de los primeros B787 ... como ven, muchas aerolineas han cedido sus slots esperando mayor certeza del funcionamiento de los primeros aviones .... o esperando la version 900. Si se entiende la tabla??

JuanPa

November 5th, 2010, 11:25 AM

spektor

November 5th, 2010, 06:42 PM

Dos videos acerca del incidente del A380 el día de ayer!! El que esta en mandarion (o japonés, o coreano, o cantones ...) es muy curioso por las animaciones que propone la cadena de noticias!

obRsgL72rCk

UJN8Paj8I4g

jajaja qué risa de animación. Creo que es de un canal de Hong Kong entonces es en cantonés.

jemurillo0705

November 7th, 2010, 06:04 AM

la animacion muestra un A340 o algo similar jaja

andres911

November 10th, 2010, 03:29 AM

http://oncetv-ipn.net/noticias/index.php?modulo=despliegue&dt_fecha=2010-11-09&numnota=34

EL 787 tuvo hoy una emergencia y tuvo que hacer un aterrizaje de emergencia ya que perdio todas las pantallas y el auto throttle.

jemurillo0705

November 11th, 2010, 02:40 AM

mmmm vamos a ver si resultan noticias amarillistas como las del 380

Ala-7

November 11th, 2010, 04:29 AM

mmmm vamos a ver si resultan noticias amarillistas como las del 380

No te preocupes, a ellos nadie los va a arrojar al infierno por eso................................... ya estan en el infierno.

Saludos.

andres911

November 11th, 2010, 04:30 AM

Por este problema boeing suspendió los vuelos de los 787 hasta no encontrar la causa del incidente.
http://www.google.com/hostednews/afp/article/ALeqM5jIlykRYer7w-mJLydtUdyGfhLK2g?docId=CNG.af439a9de2caa3be1286fe7090cbfaab.8e1
http://www.flightglobal.com/articles/2010/11/10/349575/787-test-fleet-grounded-following-in-flight-fire.html

JuanPa

November 12th, 2010, 07:50 AM

Articulo de primera Página en The Wall Street Journal!!!

Boeing fue "demasiado ambiciosa" en el desarrollo del Dreamliner, dice su presidente

Text
Por Maxwell Murphy

El máximo ejecutivo de Boeing Co. dijo el jueves que la compañía fue "demasiado ambiciosa" en el desarrollo del programa de su nuevo avión 787, al mismo tiempo que presentó una evaluación poco alentadora del futuro de la industrial aeroespacial de Estados Unidos.

Jim McNerney, titular del directorio y presidente ejecutivo del conglomerado aeroespacial, dijo que Boeing había delegado demasiado trabajo a los socios como parte de una amplia iniciativa de contratación de terceros diseñada para compartir los costos y riesgos de sus programas de desarrollo e indicó que el 787 es un "buen ejemplo" de algo que resultó ser una debilidad en vez de una fortaleza.

Dijo que el modelo de negocios de Boeing fue demasiado "horizontal".

El incendio en el sistema eléctrico que obligó a que uno de seis los aviones 787 que efectúan vuelos de prueba hiciera una aterrizaje de emergencia ha sacado a relucir la posibilidad de que Boeing anuncie otra demora en el programa del 787. Se espera que el avión sea entregado a su primer cliente en febrero, con un atraso de casi tres años.

Durante un discurso en el Wings Club en Nueva York, McNerney dijo que esperaba saber más en unos días sobre la causa y efecto del incendio.

El ejecutivo también resaltó las preocupaciones sobre el futuro de la industria aeroespacial en Estados Unidos ya que Boeing enfrenta nuevos desafíos presentados por China, Rusia y Japón, donde antiguos socios están ingresando al mercado con sus propios aviones.

McNerney expresó la preocupación de que esa industria en Estados Unidos podría "atrofiarse" mientras otras crecen y destacó una contracción de la base industrial del país que ha hecho reducir la reserva de trabajadores capacitados.

__________________________________
Un nuevo Viacrusis para Boeing? Que estarán pensando los clientes que esperan con ansias este pajarraco? Que tan conveniente es obtener algunos de los primeros aviones de la linea de montaje ante estos problemas de confiabilidad operacional?

Por el lado de Airbus el panorama no es más halagueño. Están con su propio karma pues el A380 sufrió un revés importante con el tema de la turbina en el avión de Qantas!!

andres_mauriciom

November 12th, 2010, 06:18 PM

Rolls-Royce dijo el viernes que el fallo que obligó a un avión A380 de Qantas a realizar un aterrizaje de emergencia la semana pasada se debió a un componente específico de la turbina del motor y que están trabajando en una solución al problema.

"El fallo estuvo confinado a un componente específico en la zona de la turbina del motor. Esto causó un incendio de aceite, que llevó a la rotura del disco de turbina de presión intermedia", dijo Rolls en un comunicado el viernes.
"Nuestro proceso de inspección continuará y será complementado por el reemplazo del módulo relevante según un programa acordado", agregó.

El fabricante británico de motores para aviones dijo que ahora prevé que el crecimiento de su beneficio subyacente sea ligeramente inferior al previamente previsto por los costes asociados con la explosión del motor.
En julio, la compañía previó un incremento de su beneficio subyacente de entre un 4 y un 5 por ciento en 2010.

El segundo mayor fabricante de motores para aeronaves dijo que las medidas que recomiende serán abordadas en colaboración con EADS (Paris: NL0000235190 - noticias) , la propietaria de Airbus, las aerolíneas con A380 en su flota y los reguladores.

"Este programa permitirá a nuestros clientes a volver a poner en servicio progresivamente a toda la flota", dijo Rolls. "La seguridad continúa siendo la máxima prioridad de Rolls-Royce"

Los seis Airbus A380 de Qantas llevan en tierra desde el pasado jueves, cuando un motor Rolls Trent 900 se desintegró parcialmente en vuelo, obligando al A380 realizar un aterrizaje de emergencia en el mayor incidente hasta la fecha del mayor avión de pasajeros del mundo.

Tras el fallo, Rolls recomendó a las compañías con A380 que realizaran revisiones de seguridad en sus motores Trent 900.

FUENTE: reuters

Ala-7

November 19th, 2010, 02:36 AM

Boeing podría retrasar el Dreamliner hasta el 2012
18-11-2010

Boeing Co. puede retrasar la entrada en servicio del 787 Dreamliner por séptima vez. La empresa añadió hasta un año a la demora del avión fabricado de compuestos de plástico, dijo Morgan Stanley.

Es posible que no se entregue el avión al primer cliente hasta 2012 porque el incendio de la semana pasada, durante un vuelo de prueba, puede hacer necesario que se cambie el diseño del sistema eléctrico, escribió ayer en una nota Heidi Wood, analista de Morgan Stanley, en Nueva York. Wood califica las acciones con "ponderación igual". La flota de prueba del 787 segía ayer en tierra por noveno día mientras continúa la investigación del incendio del 9 de septiembre.

El Dreamliner, demorado tres años, es el primer avión de pasajeros de compuestos de plástico y usa un sistema completamente eléctrico para ahorrar combustible. Boeing cayó 13 centavos en las operaciones combinadas de la Bolsa de Nueva York. Las acciones habían subido 16% este año.

Fuente: www.larepublica.com.co

jemurillo0705

November 19th, 2010, 03:52 AM

o aceptar el co-leasing que estaba ofreciendo boeing con 763 o 772

DaveSnow

November 19th, 2010, 05:16 AM

Qué tan cierto es que Qantas decidió retiran todos, pero todos es todos, los motores Rolls Royce que posean sus aeronaves???

Eso si es un golpe durisimo a la motorista gringa de primera, es como el golpe sufrido por GM en años pasados.

El valor de la acción esta en picada y según entran en revisión muchos de sus motores a lo largo del mundo, y no solo los de aviones sino los de cualquier cosa.

av-col

November 19th, 2010, 05:36 AM

la Rolls-Royce no es Inglesa???

ojala avianca aceptara los B772 por co-leasing unos 772LR serian buenos

Ala-7

November 19th, 2010, 05:39 AM

Ala-7

November 19th, 2010, 05:43 AM

o aceptar el co-leasing que estaba ofreciendo boeing con 763 o 772

En el caso del 772 , bién complicado, quién llena sus 305 a 315 sillas? En que rutas se pondría a funcionar? Como se manejaría el tema repuestos e introducción a la flota?

Me gusta mas la posibilidad de los 763, con 212 sillas le salvaría a AV parte del problema de transición y estaría 1A en rutas claves, además tendría subsidio para mantenimientos.

Saludos.

DaveSnow

November 19th, 2010, 05:53 AM

la Rolls-Royce no es Inglesa???

ojala avianca aceptara los B772 por co-leasing unos 772LR serian buenos

Jajaja nop, es de capital gringo, lo se debido a que el año antes pasado me toco hacerles una visitica a su sede para América en Chile, y me enteré de eso, me fui de para atrás, creía que era netamente inglesa, pero no.

La conocí, ya que tuve la oportunidad de estar un tiempo en COTECMAR y pues me asignaron el proyecto de repotenciación de la capacidad instalada, o sea el sincroelevador (la maquina que saca los barcos del agua) y resulta que Rolls Royce le compró a Syncrolift, dueña de la patente de estas maquinas, todas sus acciones y pues me tocó hacer negociaciones con ellos para poder realizar cambios a diseños, y que nos aprobaran y certificaran ciertas piezas que a bien nuestro pudimos fabricar aquí en Colombia.

De allí es donde me enteré de los reales dueños de Rolls Royce, con sede central en Annapolis.

Y aprovechando esta coyuntura, se empezó ha realizar diálogos para mirar posibilidades de que la Rolls proveyera a el astillero de sus motores para diferentes proyectos de construcción de barcos, pero creo que eso no se dio.

Saludos.

power stroker

November 19th, 2010, 05:56 AM

spektor

November 19th, 2010, 06:02 AM

JuanPa

November 19th, 2010, 07:41 AM

Jajaja nop, es de capital gringo, lo se debido a que el año antes pasado me toco hacerles una visitica a su sede para América en Chile, y me enteré de eso, me fui de para atrás, creía que era netamente inglesa, pero no.

La conocí, ya que tuve la oportunidad de estar un tiempo en COTECMAR y pues me asignaron el proyecto de repotenciación de la capacidad instalada, o sea el sincroelevador (la maquina que saca los barcos del agua) y resulta que Rolls Royce le compró a Syncrolift, dueña de la patente de estas maquinas, todas sus acciones y pues me tocó hacer negociaciones con ellos para poder realizar cambios a diseños, y que nos aprobaran y certificaran ciertas piezas que a bien nuestro pudimos fabricar aquí en Colombia.

De allí es donde me enteré de los reales dueños de Rolls Royce, con sede central en Annapolis.

Y aprovechando esta coyuntura, se empezó ha realizar diálogos para mirar posibilidades de que la Rolls proveyera a el astillero de sus motores para diferentes proyectos de construcción de barcos, pero creo que eso no se dio.

Saludos.

Hola Dave ... creo que no es del todo cierta la info que Te dieron en Santiago.

RollsRoyce Group PLC, es una empresa domiciliada en Reino Unido en el 65 Buckingham Gate, London, SW1E 6AT, United Kingdom. Tiene varias divisiones que atienden varios sectores:

Aeroespacial Civil
Aeroespacial Militar
División Marina
Generación de potencia nuclear
Generación de potencia convencional (Turbinas aeroderivadas para energía eléctrica)

Sus acciones principales están listadas en el LSE (London Stock Exchange) y son su plaza principal. Cotiza en NYSE(NY Stock Exchange) a través de ADRs, así como en DAX (Gruppe Deutsche Börse).

Sus 6 mayores accionistas son:

JP Morgan Asset Management: 7%
The Anglo-US fund manager Invesco: 6,8%
T. Rowe Price Global investment: 4,3%
AXA S.A: 4,9%
BlackRock Inc: 4,8%
Legal & General Group PLC: 3,7%

Su mayoría accionaria consolidada, recae en empresas y personas naturales Inglesas ... en su mayoría representados por los fondos de pensiones ... aunque los mayores accionistas son de origen Americano, Inglés y Frances..

Este es el último informe de acceso gratuito a los Mayores shareholders, sin embargo en Bloomber Profesional (plataforma paga) se pueden consultar el 100% de los accionistas. Gratuito (http://www.efinancialnews.com/story/2010-11-09/rolls-royce-shareholders)

Finalmente, la Sede para las Américas no queda en Santiago. Las oficinas regionales para Suramérica están ubicadas en Brasil, exactamente en Rio de Janeiro .... Estados Unidos tiene su propia regional y Canadá también tiene su propia regional.

La oficina que esta en Alcantara acá en Santiago son la oficina de ventas local de motores, propulsores y sistemas marinos y si mal no recuerdo se llama Rolls-Royce Marine Chile.

DaveSnow

November 19th, 2010, 04:41 PM

Hola Dave ... creo que no es del todo cierta la info que Te dieron en Santiago.

RollsRoyce Group PLC, es una empresa domiciliada en Reino Unido en el 65 Buckingham Gate, London, SW1E 6AT, United Kingdom. Tiene varias divisiones que atienden varios sectores:

Aeroespacial Civil
Aeroespacial Militar
División Marina
Generación de potencia nuclear
Generación de potencia convencional (Turbinas aeroderivadas para energía eléctrica)

Sus acciones principales están listadas en el LSE (London Stock Exchange) y son su plaza principal. Cotiza en NYSE(NY Stock Exchange) a través de ADRs, así como en DAX (Gruppe Deutsche Börse).

Sus 6 mayores accionistas son:

JP Morgan Asset Management: 7%
The Anglo-US fund manager Invesco: 6,8%
T. Rowe Price Global investment: 4,3%
AXA S.A: 4,9%
BlackRock Inc: 4,8%
Legal & General Group PLC: 3,7%

Su mayoría accionaria consolidada, recae en empresas y personas naturales Inglesas ... en su mayoría representados por los fondos de pensiones ... aunque los mayores accionistas son de origen Americano, Inglés y Frances..

Este es el último informe de acceso gratuito a los Mayores shareholders, sin embargo en Bloomber Profesional (plataforma paga) se pueden consultar el 100% de los accionistas. Gratuito (http://www.efinancialnews.com/story/2010-11-09/rolls-royce-shareholders)

Finalmente, la Sede para las Américas no queda en Santiago. Las oficinas regionales para Suramérica están ubicadas en Brasil, exactamente en Rio de Janeiro .... Estados Unidos tiene su propia regional y Canadá también tiene su propia regional.

La oficina que esta en Alcantara acá en Santiago son la oficina de ventas local de motores, propulsores y sistemas marinos y si mal no recuerdo se llama Rolls-Royce Marine Chile.

Gracias por la aclaración, la verdad en Santiago estuve más bien fue en negociaciones, y por el lado Marine.

y la de Brasil, empezaron solo desde finales del año pasado.

Lo que si se es que la automotriz, si es netamente británica, debido a lo que significa para ellos.

Fue lo que ellos nos reportaron a nosotros, de allí a que sepa más de eso, pues no se, ademas toda la documentación que ellos nos entregan esta radicada desde USA, ya que desde el Mindefensa se les ha girado unos cheques de casi de 25 millones de dolares.

Lo que reposa en nuestra base de datos, es que es de capital americana, pero gracias por la aclaración.

En cuanto a mi duda si es cierto lo de Qantas.

Gracias a todos.

jemurillo0705

November 21st, 2010, 03:16 AM

Me gusta mas la posibilidad de los 763, con 212 sillas le salvaría a AV parte del problema de transición y estaría 1A en rutas claves, además tendría subsidio para mantenimientos.

Saludos.
si aceptaran 763 podrian rescatar la ruta a LAX que supuestamente cerraron por falta de equipo

Ala-7

November 22nd, 2010, 07:15 AM

Boeing set to announce seventh 787 delay
By Geoffrey Thomas | November 22, 2010

[UPDATED] Boeing is set to announce a seventh delay in its 787 program, possibly pushing delivery out by up to nine months to the fourth quarter of 2011, after the inflight electrical fire to its ZA002 on Nov. 9 (ATW Daily News, Nov. 17).

On Thursday, Air Lease Corp. founder and CEO Steven Udvar-Hazy, who ordered and was the largest customer for the 787 when he was Chairman and CEO of ILFC, told Bloomberg at the ALTA Airline Leaders Forum in Panama City that the 787 will “definitely” be postponed a seventh time. “It’s a big setback for Boeing,” Udvar-Hazy said.

Boeing has now flown ZA001 and ZA005 back to Seattle from Rapid City, S.D. and Victorville, Calif., and is continuing with ground testing of the 787.

The company is tight-lipped on the status of the investigation but insiders at Qantas engineering told ATW they understand there is a “significant problem” and first delivery [to ANA] will be the “end of 2011.”

The Qantas Group has 50 787s on order and its Jetstar division was supposed to get delivery of its first aircraft in mid-2012 to launch nonstop services between Singapore and Europe and Australia to the US. Initially, when the order was placed, the airline group was to receive one a month from August 2008.

On Wednesday, Morgan Stanley-NY analyst Heidi Wood forecast that Boeing would not be able to deliver the 787s until 2012 in a worst-case scenario, as flight testing won’t resume until early next year. Wood’s base case assumption is second half 2011.

Critical to Qantas and many other Dreamliner customers is that the 787s are supposed to replace their 767s, which are now high on hours; further delays will tax maintenance capabilities. Because the 787 delays have been rolling, few have taken investment decisions to upgrade fleets of 767s. One exception is Air New Zealand, which has given its six 767-300ERs an interior makeover with seat-back videos for all passengers while adding winglets.

The delay, if confirmed, will be good news for Airbus, which has chalked up over 1,100 orders for its A330.

Last year, Airbus built an all-time high of 76 A330 aircraft and has 374 yet to deliver.

Fuente: ATW

JuanPa

November 22nd, 2010, 07:19 AM

Ala-7

November 22nd, 2010, 07:24 AM

Estimado Ala!! Hay luces acerca de compensaciones por parte de Boeing a las aerolíneas? Se que algunas han cancelado ... pero no se si algunas habrán sido compensadas.

Por otro lado, pero del mismo tema ...... la version ER del A330 ya esta disponible? Entiendo que es un "kit" de actualización para darle como 600 millas más de autonomía. Saludos!!

Algunas están negociando con descuentos importantes pero no se hace publicidad del tema, la mayoría prefiere diferir sus ordenes pasándose a la versión 900 (imagino que a precio de 800), con entregas del 2016 en adelante, mas que nada por que el problema de peso/rango prometidos no ha sido solucionado.

No hay versión ER como tal, la llaman HGW, tiene un poquito mas de rango, está disponible ya y es de esperar que a partir de Abril de 2011 lleguen con esa variante de fabrica, existe un kit para actualizar versiones anteriores a partir de 2005 creo.

Saludos JuanPa.

JuanPa

November 22nd, 2010, 07:33 AM

Algunas están negociando con descuentos importantes pero no se hace publicidad del tema, la mayoría prefiere diferir sus ordenes pasándose a la versión 900 (imagino que a precio de 800), con entregas del 2016 en adelante, mas que nada por que el problema de peso/rango prometidos no ha sido solucionado.

No hay versión ER como tal, la llaman HGW, tiene un poquito mas de rango, está disponible ya y es de esperar que a partir de Abril de 2011 lleguen con esa variante de fabrica, existe un kit para actualizar versiones anteriores a partir de 2005 creo.

Saludos JuanPa.

Gracias viejo Ala!!
Yo considero que uno de los más grandes golpes de suerte de Avianca ha sido el haber pedido esos A330 sin confiarse de los B787 ... pero es claro que la situación (si quieren ser líderes) se les va a complicar mucho en el próximo año y medio. No tiene sentido que un grupo con una posición tan inmejorable dentro de la región ..... continúe por largo tiempo con apenas 7 widebodies!!

Por otro lado .... habrá sido buena decisión para Lan pedir B787 de la primera tanda? Osea ..... sumado a las demoras esta el tema del peso que usted menciona ... y naturalmente las primeras unidades serán las más afectadas.

Saludos

Ala-7

November 22nd, 2010, 07:46 AM

Gracias viejo Ala!!
Yo considero que uno de los más grandes golpes de suerte de Avianca ha sido el haber pedido esos A330 sin confiarse de los B787 ... pero es claro que la situación (si quieren ser líderes) se les va a complicar mucho en el próximo año y medio. No tiene sentido que un grupo con una posición tan inmejorable dentro de la región ..... continúe por largo tiempo con apenas 7 widebodies!!

Por otro lado .... habrá sido buena decisión para Lan pedir B787 de la primera tanda? Osea ..... sumado a las demoras esta el tema del peso que usted menciona ... y naturalmente las primeras unidades serán las más afectadas.

A LAN le debe estar pesando no haber pedido los A-332 para algunas rutas, se apresuraron a tomar una decisión basados en su experiencia con el 763, ahora deben estar pensando en pedir varios 772 ER de pax, a manera de leasing como compensación, esa estrategia los debe haber frenado en el desarrollo de rutas de forma directa, especialmente Europa.

En el caso de AV creo que la lista de slots para 2011 esta super llena, y no se sabe como estrán los compromisos para el 2012, en opinión de algunos analistas deberían haberse adelantado a hacer un pedido para el periódo 2012 a 2015, y haber adelantado la entrega de por lo menos 2 A-332 este año cosa que no ocurrió, creo que por lo menos AV va a necesitar cerca de 12 A-332 adicionales para esos tres años a razón de 4 por año.

El A-350 ya comenzó a pelar el cobre, la noticia de Der Spiegel en febrero parece tomar forma ahora, ya están hablando de un retraso de casi 6 meses para las primeras entregas.

Quisiera saber si el chairman de Qatar Abu Al Baker va a cancelar el pedido de 787 como lo aseguró si Boeing tenia un retraso mas y no les cumplía con las entregas prometidas.

Saludos.

JuanPa

November 22nd, 2010, 08:06 AM

Long Wait, 787 Problems Hobble A350 in China

Nov 16, 2010

By Robert Wall wall@aviationweek.com
ZHUHAI, CHINA

Airbus officials say the long wait to get an A350 and customer concerns over the Boeing 787’s development problems are hurting A350 sales.

“Airbus is shouldering the consequences” of the Boeing 787 difficulties, with carriers scared to become early customers, says Eric Chen, Airbus China senior vice president-commercial.

Additionally, Laurence Barron, president of Airbus China, notes that the government and airlines now are working on devising the 12th five-year plan covering the 2011-2015 time period, but A350 deliveries fall in the period covered by the 13th plan, so that is making it more difficult to get orders.

With a backlog of more than 550 orders for the A350 on the books, customers have to wait a long time and “that makes it more difficult here in China,” Barron says.

Airbus placed 5% of airframe work in China to help gain market access and so far has booked just 10 firm orders here. “Many airlines are strongly interested,” though, says Chen, and he expects more orders soon.

Barron also says that China Southern is still due to receive its first A380 next summer, and so far no delays are expected owing to the problems with the Trent 900 engines.

Meanwhile, Airbus expects to meet its target of building 26 narrowbodies this year at the Tianjin plant, having delivered 11 last year when it opened the final assembly site. Plans call for 38 aircraft to be produced next year.

For the year, Airbus has secured 69 orders in China year-to-date: 50 A320s, 16 A330s and 10 A350s. There have been 93 aircraft delivered through the end of October, about 20% of the total for the aircraft maker.

Ala-7

November 22nd, 2010, 10:28 PM

Airbus May Launch NEO Without Big Order
Nov 22, 2010
By Max Kingsley-Jones kingsley.jones@aviationweek.com
LONDON

The go-ahead of Airbus’s A320 New Engine Option (NEO) upgrade will not be conditional on any big order target or customer mix as has been the traditional pre-requisite for previous program go-aheads. And catalogue prices for the upgraded variants will have a premium of upward of $8 million, depending on the engine selected, the manufacturer reveals.

A decision whether to go ahead with the NEO is due by the end of this year. But it is concern over the availability of Airbus’s engineering resources to develop the project, rather than the upgrade’s commercial prospects, that will drive the decision, says Chief Operating Officer John Leahy.

“The board is not looking for big [order] numbers — if we have the industrial launch then it will be the ATO [authority to offer] at the same time,” Leahy told an EADS investor forum in Toulouse on Nov. 16. “It will not be ‘bring back 200 orders from five customers and then we’ll think about it.’”

Leahy says he sees little value in the traditional program launch pre-requisite of a specified number of orders and customers. “You go out and give them special pricing and it just proves what you already knew,” he says.

Leahy says that it is not the intention to have customers holding existing A320 orders convert them to the NEO. It is also unlikely that any orders for the new variant will be in the backlog in 2010, as any launch announcement is unlikely until the very end of the year.

Central to the NEO upgrade are new advanced turbofans from CFM (Leap-X) and Pratt & Whitney (geared turbofan). Combined with “Sharklet” winglets, Airbus claims the NEO upgrade will offer up to a 15% reduction in fuel burn over the current A320.

Airbus now has apparently given up on its preferred option for Pratt to offer the GTF through its existing A320 engine partnership with Rolls-Royce, International Aero Engines.

Leahy says the NEO’s catalogue price will have a premium of around $8 million over the existing models. “It may be even a bit higher, depending on which engine you choose, and then you’ll have to assume some discount off that.”

Today’s A320 models have catalogue prices between $74 million and $96 million, ranging from the smaller A319 variant to the larger A321 version. The manufacturer has so far indicated that the upgrade will not be offered on the smallest single-aisle variant, the A318.

Fuente: AWST

Ala-7

November 22nd, 2010, 10:56 PM

Boeing Accelerates 717 Remarketing Campaign
Nov 19, 2010
By Max Kingsley-Jones

Boeing plans to repatriate 19 of 25 former Mexicana leased 717s by year-end as part of renewed efforts to find operators for the fleet following the airline’s collapse in August.

In addition to a series of planned customer visits, the manufacturer reactivated one of six 717s currently stored in Victorville, Calif., on Nov. 15 and flew it to Boeing Field for display to Boeing Commercial and Boeing Capital Corp. (BCC) employees.

BCC was still in the midst of delivering the former Midwest Airlines 717s to Mexicana’s low-cost Click unit when the carrier declared bankruptcy. About 20 had been flown to Mexico to replace Click’s Fokker 100s, with a further five still to be handed over. “We now have 19 aircraft in Mexico and are beginning the return process in the very near future,” says BCC Aircraft Financial Services VP and General Manager Tim Myers. The aircraft will join the remaining aircraft in store at Victorville prior to leasing and refurbishment.

Although only 156 717s were built before production ceased in 2006, all aircraft with the exception of the Mexicana fleet and the prototype are in service, says Boeing. Operated by a handful of airlines around the world, more than half the total (86) are in service with AirTran, now in the process of merging with Southwest Airlines. Backed by Boeing-provided spares, flight training and original engineering support, BCC is optimistic of leasing the 717s in substantial groups. “We are looking to place them in large blocks, and we’re not interested in placing two aircraft in Africa or anywhere else on a stand-alone basis,” says Myers.

Although he adds that Southwest has “toyed” with the idea of 100-seaters in the past, the leasing arm does not expect the carrier to decide on the final disposition of its recently acquired 717 fleet, or whether to add additional leased aircraft, for up to two years. “We’re guessing, but as complexities of mergers go, it will probably take another year or so for Southwest to make an assessment of how the aircraft works within its system,” says Boeing 717 Chief Design Engineer Gary Bartz.

Fuente: AWST

JuanPa

November 23rd, 2010, 02:55 AM

^^
Como se dice vulgarmente ... yo le cogería el "culo" a Boeing para que dieran un super buen precio de leasing de esos pajarracos en compensación por las perdidas estratégicas (crecimiento) por el incumplimiento en las entregas de los B787.

spektor

November 23rd, 2010, 03:32 PM

En cuanto a mi duda si es cierto lo de Qantas.

Gracias a todos.

No, no los van a reemplazar, o por lo menos no por ahora.

Ya salió el comunicado de prensa donde anuncian que reiniciarán los vuelos con A380 desde el 27 de Noviembre haciendo la ruta SYD-SIN-LHR. El avión a usar está en LAX en estos momentos y retornará a SYD en vuelo ferry. Dos aviones de la flota de A380 estarán en serivicio por ahora hasta que se le hagan las inspecciones respectivas a los cuatro A380 restantes.

Los vuelos transpacíficos de Qantas en A380 seguirán suspendidos hasta nueva orden.

Ala-7

November 26th, 2010, 06:25 AM

Airbus poised to launch higher-weight A330-300
By Olivier Bonnassies
DATE:25/11/10

Airbus is set to reveal plans for a maximum gross weight increase of its Airbus A330-300 widebody.

The 2t increase, to 235t, will allow the aircraft to operate an additional 120nm (220km) or carry an extra 1.2t payload.

In 2008, Airbus announced a weight increase on its A330-200. At the time, the manufacturer raised the maximum gross weight by an additional 5t to 238t.

Flight International understands that Airbus management will by the end of the year sign off the commercial authorisation to launch the variant. As of 31 October, Airbus had clocked up 66 net orders for A330s, including 38 -300s and 28 -200s.

SOURCE: Flight International

Ala-7

November 26th, 2010, 06:39 AM

Quisiera saber si el chairman de Qatar Abu Al Baker va a cancelar el pedido de 787 como lo aseguró si Boeing tenia un retraso mas y no les cumplía con las entregas prometidas.Saludos.

Qatar Airways slams Boeing, may buy more Airbus
On Thursday November 25, 2010, 4:33 pm EST
By Tim Hepher and Cyril Altmeyer

PARIS (Reuters) - The head of Qatar Airways criticized Boeing and accused Air France of rejecting peace overtures on Thursday in a growing airline trade war over financing as Gulf carriers shore up their plans for rapid growth.

Chief Executive Akbar Al Baker lamented problems in plane projects at Boeing Co (NYSE:BA - News) and Canada's Bombardier Inc (Toronto:BBDB.TO - News) and threatened to shift extra business to Europe's Airbus (Paris:EAD.PA - News).

He said Boeing had failed in development of its 787 Dreamliner, which is seen likely to suffer a further delay following a fire on a test flight, while Bombardier was suffering problems with its C-Series jetliner.

"I was really taken aback by the (787) program. I never expected a program could be delayed so much with a company like Boeing, which has pride in its quality. They have very clearly failed," he told a news conference.

Development of the carbon-composite 787 is running about three years late and analysts expect a further delay as Boeing addresses a fire which led to test flights being grounded.

Al Baker said Qatar Airways had been notified of some delays to 787 deliveries, but declined to say whether this was before or after the prototype fire on November 9. Boeing declined to comment.

It is not the first time Al Baker has criticized Boeing and his remarks were spiced with warnings that Airbus could not afford to delay its second-largest plane -- a 350-seat variant of the future A350 -- or Boeing would have time to retaliate.

In 2006, Al Baker criticized Airbus's handling of delays in the 500-seat A380 and demanded compensation.

On Thursday, however, Al Baker said he was considering increasing his order for the world's largest airliner.

"Today we have only five A380s on order and most definitely we will consider increasing this order," he said.

Qatar Airways has not yet chosen engines for the 500-seat plane, but its decision will not be affected by the recent blowout of a Rolls-Royce (LSE:RR.L - News) engine on a Qantas (ASX:QAN.AX - News) A380, he said.

Al Baker said Qatar could order a possible upgrade of the Airbus A320 150-seat jet, the backbone of many medium-haul fleets, which he expected to be launched by year-end.

The A320 with new engines, dubbed the NEO, is designed to compete with Bombardier, which is trying to eat into Airbus and Boeing's markets. Qatar nearly ordered the Bombardier C-Series at Farnborough in July, but pulled out at the last minute.

Qatar's concerns relate to the plane's engines, produced by United Technologies (NYSE:UTX - News) unit Pratt & Whitney.

"If they (Bombardier) do not roll up their sleeves pretty fast then the NEO will eclipse them and people will be interested because they have the infrastructure in place," Al Baker said.

Bombardier said its 110-145 seat C-Series jet was on track and it was quite pleased with engine progress.

AIRLINE TENSIONS

Qatar and other Gulf airlines want new planes delivered quickly to support their plans to make the region an important hub. But there have been bitter clashes with European airlines over the alleged impact on traditional carriers.

U.S. and European airlines have cried foul over credit rules that grant export loans to airlines in the Gulf and Asia when they buy Boeing or Airbus aircraft, but prevent airlines in countries where the planes are produced getting the same credit.

In a surprise move, a group of airlines including Qatar's Gulf rivals, Dubai-based Emirates and Abu Dhabi-based Etihad, effectively called the bluff of traditional airlines on Thursday, calling for them to get exactly what they want.

Emirates Airlines President Tim Clark reassured European airlines on Wednesday that Gulf carriers did "not want to kill" them, but he suggested traditional airlines would struggle to compete even with the extra assistance they are asking for.

The issue of export credits has turned into an ill-tempered battle as the airline industry comes out of recession, echoing a long-running feud over subsidies between Airbus and Boeing.

Al Baker said he had invited both the chairman and the chief executive of Air France-KLM (Paris:AIRF.PA - News) to a dinner he would host in Paris later on Thursday, but that they had failed to respond.

"The hand of friendship extended to Air France has not been reciprocated and this is not conducive to relations between our countries," he said.

Air France-KLM said it never commented on diary matters.

"People have to change their perception of Arab carriers. We have to make money. Our governments have made it clear we have to stand on own feet or shrink," Al Baker said. "We don't have an oil well behind our headquarters to fuel our growth."

(Additional reporting by John McCrank and Bhaswati Mukhopadhyay, Editing by Erica Billingham and David Holmes, Gary Crosse)

Fuente: Reuters

JuanPa

November 26th, 2010, 06:51 AM

Que buena info Dr. Ala!!

Ataque frontal al B787-8 ..... y aparentemente en menor tiempo? Este negocio si que es sanguinario ...!!

Ala-7

November 26th, 2010, 07:02 AM

787 Design And Software Changes Follow Fire
Nov 25, 2010
By Guy Norris
Los Angeles

Boeing is developing what it says are “minor design changes” to the power distribution panels on the 787 and adding updates to the systems software that manage and protect power distribution as a result of lessons learned from the Nov. 9 fire onboard test aircraft ZA002 in Laredo, Texas. It also expects to issue a revised program schedule within weeks, representing the seventh specific delay to the overall program timetable.

“We have successfully simulated key aspects of the onboard event in our laboratory and are moving forward with developing design fixes,” says 787 vice president and general manager Scott Fancher. “Boeing is developing a plan to enable a return to 787 flight test activities and will present it to the [FAA] as soon as it is complete,” he adds.

The investigation determined that the fault began as either a short circuit or an electrical arc in the P100 power distribution panel, “most likely caused by the presence of foreign debris.” Boeing says the design changes will improve the protection within the panel while software changes also will be implemented to further improve fault protection. The company is “now assessing the time required to complete the design changes and software updates that are being developed.” A revised 787 program schedule “is expected to be finalized in the next few weeks.”

Local news reports in Seattle suggest the unidentified foreign debris referred to by Boeing may be a loose washer which caused the short circuit or arc, rather than a misplaced tool as had been widely reported earlier this week.

Fuente: AWST

power stroker

November 26th, 2010, 10:15 PM

787 Design And Software Changes Follow Fire
Nov 25, 2010
By Guy Norris
Los Angeles

The investigation determined that the fault began as either a short circuit or an electrical arc in the P100 power distribution panel, “most likely caused by the presence of foreign debris.”

Fuente: AWST

Mi Ala, usted se imagina la cara del ingeniero responsable, cuando abrieron el panel y se encontraron un destornillador de punta magnetica de 10 dólares? A alguien ahorcaron!

Hasta en las mejores familias!

Saludos

petcol

November 26th, 2010, 10:20 PM

Mi Ala, usted se imagina la cara del ingeniero responsable, cuando abrieron el panel y se encontraron un destornillador de punta magnetica de 10 dólares? A alguien ahorcaron!

Hasta en las mejores familias!

Saludos

Peor aun, una arandela de US 0.05 parece que fue la causante........seguramente alguien debe responder.

power stroker

November 26th, 2010, 10:23 PM

Peor aun, una arandela de US 0.05 parece que fue la causante........seguramente alguien debe responder.

Si el 787 fuera de AIRES, el primer sopechoso sería El Juancho. Con el Loco de complice!

Saludos

LocoAir

November 27th, 2010, 02:36 AM

Si el 787 fuera de AIRES, el primer sopechoso sería El Juancho. Con el Loco de complice!

Saludos

:shifty::shifty::shifty:

Juancho me obligo.....

:cripes:

juancho3066

November 27th, 2010, 05:00 AM

Si el 787 fuera de AIRES, el primer sopechoso sería El Juancho. Con el Loco de complice!

Saludos
jajajaa
Bueno capi.......anotese un gol con ese comentario

Ala-7

November 29th, 2010, 07:17 AM

Boeing delays disappoint
Mon, 29 Nov 2010 7:35

The head of Japan's All Nippon Airlines has voiced "great disappointment" at repeated delays by Boeing in delivering its hi-tech 787 Dreamliner, a report said Monday.

ANA, Japan's second largest airline after troubled Japan Airlines, is to be the launch customer for the Dreamliner, which features a lightweight part-carbon composite structure for greater fuel efficiency.

But the project has suffered a number of setbacks, including a fire on a test flight this month.

ANA was supposed to get the first of the 55 Dreamliners it has ordered more than two years ago but as a result of the delays has had to revise its fleet retirement plans, the Financial Times reported.

"We are pushing them to present the detailed cause of the irregularities," said ANA's chief executive Shinichiro Ito, referring to this month's fire. "We are pushing Boeing to present the schedule for the delivery as soon as possible."

Asked whether ANA regretted ever ordering the jet, Ito responded: "Never! It's a dream!

"Of course we have a great disappointment about the delay but our top priority is to have an excellent fleet."

Boeing was forced to halt test flights of the 787 this month after the fire involving an insulation blanket prompted an emergency landing.

Ito also said he was optimistic about final results for the year to March 2011 after two years of losses.

"Six billion yen (71.39 million dollars) is our minimum target," he said.

Fuente: IAfrica.com en AWST

Ala-7

November 29th, 2010, 07:26 AM

Report Due On Qantas A380 Incident
Nov 26, 2010
By Jens Flottau, Robert Wall, Adrian Schofield
Frankfurt, London, Auckland

The Australian Transport Safety Bureau (ATSB) this week will issue a preliminary report that is likely to confirm investigators’ suspicions that oil pipe leaks led to the uncontained failure of a Trent 900 engine during a Qantas Airbus A380 flight Nov. 4.

Meanwhile, the carrier plans to resume limited operations of some A380s, although the investigation will remain open.

Flawed welding led to the oil pipe leaks, which caused a fire and the failure of the turbine disk in the intermediate-pressure turbine, industry officials close to the investigation tell Aviation Week. Rolls-Royce declined to confirm the information, but a new airworthiness directive (AD) issued by the European Aviation Safety Agency (EASA) on Nov. 22 appears to confirm it. The AD calls for more detailed inspections of the Rolls-Royce turbofan. The investigation previously identified an oil fire in the high-pressure/intermediate-pressure structure cavity as a possible cause of the failure.

EASA notes that “the incident investigation has progressed, and inspection data from in-service engines have been gathered and analyzed.” The agency adds that “the results of this analysis show the need to amend the inspection procedure, retaining the inspection of the air buffer cavity and focusing on the oil service tubes within the [high-pressure/intermediate pressure] structure.” Such a procedure remains an “interim action,” and further updates are possible as new information is developed, EASA says.

In the Nov. 4 inflight emergency on Flight QF32, the No. 2 engine failed about 4 min. after takeoff from Singapore en route to Sydney. The aircraft returned to Singapore after 110 min. in the air, during which the pilots dumped fuel and tried to determine what had happened. The A380 suffered major damage to engines, important aircraft systems and the fuselage skin at Frames 46/47 in Section 15/21, according to an Airbus overview documentation of major damages obtained by Aviation Week.

All six Qantas A380s have remained grounded since the incident and are only now being phased back into scheduled services. Lufthansa and Singapore Airlines are continuing to operate their Trent 900-powered A380s but have had to change engines on several aircraft.

Following initial findings, EASA ordered frequent checks for the in-service fleet in an AD published Nov. 10. That airworthiness directive is “consistent with the maintenance program we described on Nov. 12,” the engine manufacturer says. “Rolls-Royce has worked closely with Airbus, the airlines and regulators to agree to a regime that will ensure a safe operation.”

While the investigation remains open, conflicting information has emerged about whether Rolls-Royce knew before Nov. 4 about mechanical defects that are suspected to have caused the oil fire. Questions have also been raised about the speed of the manufacturer’s response to the problem.

An industry executive close to the investigation says Rolls-Royce is adamant in its claim that it had no idea about potential oil leaks, even though it had introduced numerous modifications to the engine in the past. The executive points out that Rolls-Royce would have been required to tell the airworthiness authorities of any safety-related findings. The executive further indicates that Rolls-Royce started developing a fix only after the investigation into the Nov. 4 incident yielded preliminary results. The company has no comment on these points.

However, others in the industry say Rolls-Royce was aware of potential problems before Nov. 4, and that it was in the process of implementing a modification to correct the oil leak but had not informed operators.

Lufthansa states that 15 of its 16 Trent 900s were delivered with engine upgrades and have not had any oil leak issues. So far, however, it has not been verifiable if the modifications solved the oil leakage issues on the new engines and if they were done specifically because of that problem. Lufthansa’s aircraft have flown many fewer hours and cycles than those of other carriers, though, since they were just delivered in May. Lufthansa also uses them at a 70,000-lb.-thrust rating, while the Qantas engines have been taken up to 72,000 lb. thrust—a difference that has considerable implications for internal temperature levels.

Rolls-Royce has also pulled some engines that had been delivered to the Airbus final assembly line to replace older standard motors, particularly on Qantas aircraft. For that reason, Airbus confirmed it will claim damages from the engine maker for any financial impact. Airbus does not rule out that future A380 deliveries this year and in 2011 could be delayed for lack of engines. Rolls-Royce is not commenting on why it pulled these engines.

Qantas CEO Alan Joyce reportedly said at a Sydney press conference that Rolls-Royce “has modified certain parts of that engine.” He was quoted by the Associated Press as saying that “if this was significant and was known to be significant, we would have liked to have known about it . . . . [But] we and Airbus were not aware of it.” According to the Associated Press, Joyce also said that “it is a modification that indicates whether or not you are going to have a problem with the engine.” Qantas has a power-by-the-hour arrangement with Rolls-Royce for overhaul and maintenance to be performed by the manufacturer.

While much public attention has focused on the engine problems, the Nov. 4 incident also raises some serious questions about the airframe and systems. Among other things, the aircraft lost one of its two hydraulic systems, potentially signaling problems with routing and segregation, since pipes of the two are closely collocated in the wing area. Also, pilots were unable to pump fuel from the aft tanks forward, which could have led to serious center of gravity implications in a longer flight when fuel transfer is required for stability.

But redesigns could turn out to be highly expensive or even impossible when it comes to basic changes such as introducing additional back-up hydraulic and electrical systems.

Meanwhile, Qantas has decided to resume flying some A380s on its London routes, but it is still not putting the aircraft back on its longer Los Angeles flights due to concerns over operating the Trent 900s at maximum thrust.

One of the airline’s A380s was due to begin flying the Sydney-Singapore-London route on Nov. 27, and another was expected to follow soon after on either the Sydney or Melbourne flights to London.

There is no timetable yet for the return to service of the other four Qantas A380s. As more aircraft come online, the emphasis will be on increasing A380 frequency on the London routes, a Qantas spokesman says. The airline will not be operating A380s on its Los Angeles routes until it has performed sufficient inflight analysis on the London flights. It stresses that this is an operational decision in line with its conservative approach to safety, not a manufacturer’s directive. Qantas is “being very circumspect about transpacific flying,” says the spokesman.

Qantas says it is not yet prepared to put the A380s on the routes to the U.S. West Coast because these flights “regularly require” maximum certified thrust due to factors including higher fuel loads and the shorter runway at Los Angeles International Airport. The airline says the suspension will continue “until further operational experience is gained or possible additional changes are made to engines.”

The first aircraft to return to service—VH-OQF—was ferried back to Sydney from Los Angeles after two of its Trent 900 engines were replaced. One is an overhauled engine from Rolls-Royce, and the second is from another of the carrier’s A380s. The second aircraft to return to the air is VH-OQE.

Australia’s Civil Aviation Safety Authority (CASA) says it has “given a green light to [the] plan developed by Qantas to return its A380 aircraft to service.” This plan describes how the A380s will be operated, together with “additional safety measures and required inspections.”

“Qantas has devoted considerable resources to making sure the return to service of the A380 will meet all relevant safety requirements,” says John McCormick, CASA’s director of aviation safety. The agency will continue to monitor A380 operations, using data supplied by Qantas.

The airline has confirmed that it will still take delivery of two new A380s before the end of this year and another two in early 2011. This means that by the end of December, it should have at least four A380s in service.

Fuente: AWST

Ala-7

November 29th, 2010, 09:40 PM

Hawaiian Airlines orders six more A330-200s
DATE:29/11/10

Hawaiian Airlines has placed a firm order for an additional six Airbus A330-200s. The long-range, widebody twinjets will join Hawaiian's fleet of three A330s and an existing backlog of seven A330-200s and six A350 XWBs.

The carrier became an Airbus operator for the first time earlier this year.

Hawaiian's A330-200s seat 294 passengers in a two-class configuration. The six additional aircraft will be powered by Rolls-Royce Trent 700 engines.

"These additional widebody A330s will give us more flexibility to pursue domestic and international expansion opportunities, replace our existing Boeing 767 fleet and improve our ability to compete profitably in the coming years," says Mark Dunkerley, Hawaiian Airlines CEO.

SOURCE: Air Transport Intelligence News

----------------------------------------------------------------------------------------------------------

Indudablemente el anuncio ratifica varios temas:

- HW era operador neto de solo 767-300ER.
- En su primera selección de remplazo, no escoge mas 767 sino A-332. Probablemente aquí influyen alcance mayor y mas pax.
- No optaron por mas 767 transitorios y luego 787, formula que con seguridad propuso Boeing, tampoco por B-772.
- No seleccionan para largo plazo luego el 787 sino el A-350, sinonimo de desconfianza??
- Esta ratificando que las cualidades del A-332 son excelentes y que mas vale pájaro en mano que ciento volando.
- Sus dos ordenes posteriores incluyendo mas A-332 pueden estar diciendo que en el horizonte ven una buena maquina para esta decada y que quieren cubrirse en caso que ambos fabricantes tengan demoras. Que además estarán sin apuros para recibir la próxima generación de aviones sin problemas.

Y mientras tanto LAN embarcada en la sin salida con equipos que se quedaron cortos en sus capacidades (767) y que van a estar con mayor obsolencia a futuro mediano plazo y sin recibir los 787 asegurados y con las especificaciones prometidas.

AV deshaciendose de sus 767, sin nada mas en el horizonte de corto plazo (2012-2013), sin 767 y sin 350, ambos hasta ahora solo promesas. Dificil situación la de AV.

TAM tiene en la manga mas A-332 y mas 773, pocos B 763 y un par de A-345 que le trabajan muy bién.

Saludos.

Ala-7

November 29th, 2010, 09:52 PM

China Eastern considers canceling 15 787s
By Katie Cantle and Geoffrey Thoma
November 29, 2010

China Eastern Airlines is considering canceling its order for 15 Boeing 787s owing to the aircraft program's continuous delays, according to a CEA insider. "Most probably we [will] cancel," the source told ATW. "We are negotiating with Boeing about choosing [a] replacement aircraft type…now."

The cancellation would be another blow for the troubled Dreamliner program, on which flight testing was indefinitely suspended following a Nov. 9 inflight fire that began as either a short circuit or an electrical arc on the P100 electrical panel, according to Boeing. The manufacturer is widely expected to delay first delivery to ANA, currently slated for the 2011 first quarter, by another six to nine months (ATW Daily News, Nov. 22).

On Nov. 24, Boeing said it was developing "minor design changes" to power distribution panels on the 787 and updates to the systems software that manages and protects power distribution on the airplane. It added that a revised 787 program schedule "is expected to be finalized in the next few weeks."

Bernstein Research has moved its projection for the first delivery of the 787 back six months to August 2011 and forecasts that Boeing will only deliver eight aircraft in 2011 instead of the 29 it had planned. Bernstein believes that Boeing will deliver 61 787s in 2012, 78 in 2013 and 107 in 2014.

CEA placed its Dreamliner order in 2005. Its wholly owned subsidiary, Shanghai Airlines, also has nine 787s on order; it is unclear whether CEA will cancel SAL's 787 orders in addition to axing its 15.

CEA is planning an aggressive expansion of international services starting next year, and had planned to facilitate the growth in part through the addition of the15 Dreamliners. It ordered 16 Airbus A330s at the end of last year (ATW Daily News, Jan. 6) to ensure it could expandeven if the 787s arrived later than expected. The A330s are expected to be delivered from 2011-2014. CEA General Manager Ma Xulun told ATW the carrier will operate the aircraft on routes to Europe.

Chinese carriers have ordered a total of 57 787s, including 24 by CEA/SAL, 15 by Air China, 10 by China Southern Airlines and eight by Hainan Airlines.

Source: ATW

Ala-7

November 30th, 2010, 09:13 PM

Airbus ready to upgrade A320, may announce Wednesday
On Tuesday November 30, 2010, 2:47 pm
(Reporting by Tim Hepher)

PARIS (Reuters) - Airbus has virtually finalized a decision to upgrade its best-selling A320 passenger jet with new engines and the $1-2 billion project could be announced as early as Wednesday, two sources familiar with the matter said.

The project is designed to fend off competition from new market entrants like Canada's Bombardier (Toronto:BBDB.TO - News) and shore up the European planemaker's position against rival Boeing (NYSE:BA - News).

Barring a surprise reversal at the last minute, the project is set to be adopted by Wednesday or within days, the sources said, asking not to be named.

Airbus declined to comment.

Source: Reuters en Yahoo Finance
--------------------------------------------------------------------------------------------------------------------------------------------------------------

Si Airbus se lanza a este proyecto y Boeing se queda como está, el tema de rendimientos va a ser muy interesante, alguíen puede salir aporreado y mucho en estas decisiones. Steven Udvar Hazy ex ILFC ha dicho que no le ve perspectiva a esta remotorización, veremos quién tiene la razón.

Saludos.

power stroker

December 1st, 2010, 02:43 AM

Ala-7

December 1st, 2010, 04:13 AM

Mi Ala, cuando Boeing diseñó el 757, no sabia que el verdadero exito del avión iba a estar en el diseño de sus alas. Capaz de tolerar up grades de maquinas hasta por 45K de thrust! Mire que han pasado los años, desarrollado variantes y el diseño permaneció intacto!

La distancia entre el piso y el ala, del 757 lo hace único. Los 737Ng y los A-320s al contrario es muy baja. Boeing piensa que la próxima generación de 737 (parecida al diseño del 787) esta muy cerca. Y Airbus piensa lo contrario.

Un airbus con maquinas repotenciadas, le caería como anillo al dedo a AV. Entonces si, podría volar a LAX sin limitaciones en A-320.

A CM no le sirve de mucho. Lo que necesita es un ahorro de 2-4% de fuel para no limitar ninguno de sus vuelos.

Dependiendo de las necesidades de la empresa, pienso que sera el exito para ambas. Saludos

De acuerdo Power, el problema de repotenciar esta en que el 737 es mas bajo que el 320, una nueva turbina y mas económica en consumo y con mayor potencia parece que tendrá un fan de mayor tamaño, la dificultad está en como instalarla.

Boeing dice que no hay caso porque al parecer las modificaciones necesarias serían demasiadas y muy costosas, prefieren manejar mejoras en los motores existentes, y otros componentes de peso de los aviones mejorando así la eficiencia y el costo, la última mejora en los CFM el B7 le dió un 2% mas de ahorros.

Airbus dice que repotenciar es mejor opción para ellos y que obtendrían un 15 a 18% disminución de costos o de eficiencia sobre el modelo actual,
a un costo de 1.8 billones de dólares según John Leahy VP Comercial de Airbus . De paso llenan en buena medida uno de los gap que quiere aprovechar Bombardier con el CS-100.

Udvar Hazy ex ILFC dice que no vale la pena y esta animando a desarrollar ya un nuevo avión para mitad de la década, pero parece que ninguno de los dos tiene ni los ingenieros disponibles ya, ni los recursos técnicos para este nuevo emprendimiento. El desarrollo de los 787, 350 y el 380 ha puesto a prueba las capacidades actuales y al parecer no salen muy bien libradas.

En una lectura sobre desarrollo de materiales compuestos se dice que muchos de los materiales y técnicas que harían una revolución en el arte de construir aviones aun esta por desarrollarse y como mínimo dicen que estas aplicaciones aun pueden tardar entre cinco y diez años para estar a punto, lo que concordaría con la estimación de los grandes constructores para anunciar un nuevo avión de un solo pasillo solo pasada la mitad de esta década y que debería estar listo para 2018 a 2020.

Ahora si Airbus inicia su proceso con el actual 320 y Boeing decide lanzar un nuevo avión antes de mitad de 2015 es muy probable que Airbus se vea obligado a lanzarse a hacer su propio desarrollo y tendría que abandonar el proyecto de remotorizar el 320 en favor del nuevo.

Veremos que harán, pero algo cierto es que quien se equivoque en lo que hay hacer ahora podría quedar muy rezagado en esta carrera por un nuevo avión de 150 sillas y con unas consecuencias que lo volverían un clásico de lo que no debe hacerse.

Saludos.

Ala-7

December 1st, 2010, 06:13 AM

Airbus set to launch A320 NEO
By Jon Ostrower
DATE:30/11/10

Airbus will launch a re-engined version of its A320 family aircraft Wednesday, for entry into service in 2016, say industry sources.
The A320 new engine option, or NEO, will be launched with variants of Pratt & Whitney's PW1000G and CFM Leap-X engines.

The 150-seat A320, the original member of the European airframer's narrowbody family first introduced in 1988, will be the first model offered with the new engine option.

Airbus expects to achieve up to 15% improvement in fuel burn with the new engines, which includes a 3.5% boost with new Sharklets, which enter service in 2012 with Air New Zealand.

The Pratt & Whitney PW1524G engine is scheudled for an entry into service in 2013 on the Bombardier CSeries CS100, the first of two 110 to 149-seat models offered by the Canadian aircraft maker, that are intended to compete with the Airbus A318, A319, Boeing 737-600 and -700.

CFM is currently set to introduce its Leap-X1C under the wing of the 160-seat Chinese Comac C919, which will see its first revenue service in 2016.
The Airbus decision comes after a protracted 'will they, won't they' debate over hanging new engines on the company's best selling models.

Boeing still has yet to announce its future plans on its 737, though the decision by Airbus comes as both airframers are boosting production to record levels to satisfy global demand for short-haul aircraft.

Airbus has maintained that it will continue to offer its A320 powered by CFM56-5B and IAE V2500 engines along side those with the new engine option.

SOURCE: Air Transport Intelligence News

Ala-7

December 2nd, 2010, 05:32 AM

Airbus A320neo to enter service in 2016
By Siva Govindasamy
DATE:01/12/10

Airbus has confirmed the launch of its A320neo, or new engine option, for entry into service in 2016.

Airlines will have a choice between the CFM International LEAP-X and Pratt & Whitney's PurePower PW1100G powerplants. The A320neo will also incorporate "sharklet" wing-tips that help to save fuel, says the airframer.

"The A320neo will not only deliver significant fuel savings of up to 15%, which represents up to 3,600t of CO2 savings annually per A320neo. In addition, A320neo customers will benefit from a double-digit reduction in NOx emissions, reduced engine noise, lower operating costs and up to 500nm (950 km) more range or two tonnes more payload," adds the EADS subsidiary.

The new engine option is offered on the A321, A320 and A319 models, and will require limited modifications primarily to the wing and pylon areas, says Airbus. The A320neo will have over 95% airframe commonality with the standard A320 family, it adds.

The company sees a market potential of 4,000 A320neo family aircraft over the next 15 years. It has, however, not named any launch customers yet.

"We are confident that the A320neo will be a great success across all markets and with all types of operators, offering them maximum benefit with minimum change. We are leveraging a reliable, mature aircraft and are making it even more efficient and environmentally friendly," said Tom Enders, Airbus president and CEO.

Airbus says that it seeks to provide customers with the latest and most eco-efficient technologies to improve aircraft performance and airline operations, while reducing the environmental impact.

"Over the past months, Airbus has taken the time to carefully assess and weigh up the benefits of the A320neo business case with the allocation of the highly skilled engineering resources needed, while at the same time securing the engineering skills required on other Airbus aircraft programmes," says the company.

The company is working to ramp up the production rates on its A380 aircraft programme, and is developing the A350 medium-range widebody that is due to enter into service in 2013.

The Pratt & Whitney PW1524G engine is scheduled for an entry into service in 2013 on the Bombardier CSeries CS100, the first of two 110 to 149-seat models offered by the Canadian aircraft maker. These will compete with the A318, A319, Boeing 737--600 and -700.

CFM is set to introduce its Leap-X1C on the 160-seat Commercial Aircraft Corp of China C919, which will see its first revenue service in 2016 as well.
"We are obviously honored to be part of this exciting (A320neo) programme," says Eric Bachelet, president and CEO of CFM International.

"This is a natural extension of the long and very successful relationship we have enjoyed with Airbus since the inception of the A320 family program in the early 1980s. CFM pledges its full support to the A320neo's development and certification and to its successful entry into commercial service."

The Airbus decision comes after a protracted internal debate over the viability of re-engining the company's best selling models. Boeing still has yet to announce its future plans for the 737. Both companies, however, have been boosting production to record levels to satisfy global demand for their short-haul aircraft.

Airbus plans to continue offering A320s with the CFM56-5B or International Aero Engines V2500 powerplants.

SOURCE: Air Transport Intelligence News

JuanPa

December 2nd, 2010, 04:20 PM

Se ciernen nuevos nubarrones sobre Airbus.

Las autoridades Australianas han lanzado un informe bastante preocupante a tal punto que es posible que la flota vuelva a quedar parada ....!!

power stroker

December 2nd, 2010, 04:57 PM

Se ciernen nuevos nubarrones sobre Airbus.

Las autoridades Australianas han lanzado un informe bastante preocupante a tal punto que es posible que la flota vuelva a quedar parada ....!!

Al paso que va esto, voy a quedar volando aviones chinos!

Saludos

power stroker

December 3rd, 2010, 04:26 AM

De acuerdo Power, el problema de repotenciar esta en que el 737 es mas bajo que el 320, una nueva turbina y mas económica en consumo y con mayor potencia parece que tendrá un fan de mayor tamaño, la dificultad está en como instalarla.

Boeing dice que no hay caso porque al parecer las modificaciones necesarias serían demasiadas y muy costosas, prefieren manejar mejoras en los motores existentes, y otros componentes de peso de los aviones mejorando así la eficiencia y el costo, la última mejora en los CFM el B7 le dió un 2% mas de ahorros.

Airbus dice que repotenciar es mejor opción para ellos y que obtendrían un 15 a 18% disminución de costos o de eficiencia sobre el modelo actual,
a un costo de 1.8 billones de dólares según John Leahy VP Comercial de Airbus . De paso llenan en buena medida uno de los gap que quiere aprovechar Bombardier con el CS-100.

Udvar Hazy ex ILFC dice que no vale la pena y esta animando a desarrollar ya un nuevo avión para mitad de la década, pero parece que ninguno de los dos tiene ni los ingenieros disponibles ya, ni los recursos técnicos para este nuevo emprendimiento. El desarrollo de los 787, 350 y el 380 ha puesto a prueba las capacidades actuales y al parecer no salen muy bien libradas.

En una lectura sobre desarrollo de materiales compuestos se dice que muchos de los materiales y técnicas que harían una revolución en el arte de construir aviones aun esta por desarrollarse y como mínimo dicen que estas aplicaciones aun pueden tardar entre cinco y diez años para estar a punto, lo que concordaría con la estimación de los grandes constructores para anunciar un nuevo avión de un solo pasillo solo pasada la mitad de esta década y que debería estar listo para 2018 a 2020.

Ahora si Airbus inicia su proceso con el actual 320 y Boeing decide lanzar un nuevo avión antes de mitad de 2015 es muy probable que Airbus se vea obligado a lanzarse a hacer su propio desarrollo y tendría que abandonar el proyecto de remotorizar el 320 en favor del nuevo.

Veremos que harán, pero algo cierto es que quien se equivoque en lo que hay hacer ahora podría quedar muy rezagado en esta carrera por un nuevo avión de 150 sillas y con unas consecuencias que lo volverían un clásico de lo que no debe hacerse.

Saludos.

Mi Ala!!!! Hablando hoy con ingenieros de Boeing. Adivine cual va a ser la respuesta Boeing a Airbus? Viene el lanzamiento del 757 advanced!

Me explicaron que le han dado vuelta y vuelta a los proyectos y por fin se decidieron. Tienen la bendición de AA, DA y de UA.

Saludos

JuanPa

December 3rd, 2010, 04:56 AM

757 Adv = Home Run con bases llenas en la ultima entrada, en el ultimo partido de Serie Mundial y con Estadio de 90.000 personas repleto de fanáticos!!

cfoco

December 3rd, 2010, 04:58 AM

Mi Ala!!!! Hablando hoy con ingenieros de Boeing. Adivine cual va a ser la respuesta Boeing a Airbus? Viene el lanzamiento del 757 advanced!

Me explicaron que le han dado vuelta y vuelta a los proyectos y por fin se decidieron. Tienen la bendición de AA, DA y de UA.

Saludos

:banana::banana::banana::banana::banana::banana::banana::banana:

que bien que boeing se haya inclinado por el comeback del 757, que para mi, es uno de los aviones mas hermosos y mas poderosos de los que me he montado. Todo un evento viajar en uno de esos pajaros.

power stroker

December 3rd, 2010, 05:09 AM

Van a aplicar el mismo concepto del 747-8. Parten de un avión conocido, aplicandole tecnología de punta.

Saludos

Ala-7

December 3rd, 2010, 05:44 AM

Ala-7

December 3rd, 2010, 05:57 AM

Pipe fatigue behind Qantas A380 Trent 900 failure: ATSB
By Siva Govindasamy
DATE:02/12/10

The Australian Transport and Safety Bureau (ATSB) has detailed the reasons behind the uncontained failure of a Rolls-Royce Trent 900 engine, which forced a Qantas Airways Airbus A380 to make an emergency landing in November.

The ATSB has also recommended an additional one-off inspection within two flight cycles, after an examination of the failed engines components at the Rolls-Royce plants in Derby. This applies to all "relevant" variants of the Trent 900 engine.

In the first public details about the likely cause of the 4 November incident, the ATSB says that there was "fatigue cracking" within a stub pipe that feeds oil into the High Pressure (HP)/Intermediate Pressure (IP) bearing structure. This led to an oil leakage, and subsequently an oil fire and the engine failure, it adds.

"While the analysis of the engine failure is ongoing, it has been identified that the leakage of oil into the HP/IP bearing structure buffer space, and a subsequent oil fire within that area, was central to the engine failure and IP turbine disc liberation event," it adds.

"Further examination of the cracked area has identified the axial misalignment of an area of counter-boring within the inner diameter of the stub pipe; the misalignment having produced a localised thinning of the pipe wall on one side. The area of fatigue cracking was associated with the area of pipe wall thinning."

The failure led to the Qantas A380 losing part of its engine cowling and other components, and damaged its wing, shortly after take-off from Singapore. The pilots made an emergency landing at the same airport.

Both Qantas and Singapore Airlines, which also operates A380s powered by the Trent 900 engines, temporarily grounded their aircraft as a result. SIA resumed services soon after the European Aviation Safety Agency (EASA) issued guidelines for additional inspections, and Qantas resumed A380 flights last week.

The ATSB, after discussions with Qantas, Rolls-Royce and the Civil Aviation Safety Authority (CASA), has recommended a more detailed one-off inspection of Trent 900 engines following the latest findings. These should be conducted within two flight cycles, which is above the 20 cycle inspection mandated by EASA after the first incident.

The findings apply to all "relevant" variants of the Trent 900 engine operated worldwide. This means that SIA and Lufthansa, which also operates A380s powered by the engines, will be affected.

"We have begun the inspections and are complying with the recommendations, which are intended to ensure the continued safe operation of the fleet," says SIA.

Qantas, which has returned two A380s to service, says that it will begin the inspections at its maintenance facility in Sydney this afternoon. It does not anticipate any impact on international services at this stage.

"Qantas will determine any further response after it has finalised the inspection regime and consulted with both regulators and the manufacturer," adds the Oneworld carrier.

SOURCE: Air Transport Intelligence News

Ala-7

December 3rd, 2010, 06:26 AM

Problems in manufacturing process led to Trent 900 failure: ATSB
By Siva Govindasamy
DATE:03/12/10

The Australian Transport Safety Bureau (ATSB) says that a problem in the "manufacturing process" led to the 4 November uncontained engine failure on a Rolls-Royce Trent 900 powering a Qantas Airways A380.

Investigations at Rolls-Royce facilities in Derby revealed an "area of fatigue cracking" within a stub pipe that feeds oil to the High Pressure (HP)/Intermediate Pressure (IP) bearing structure.

That was associated with a misaligned region of counter-boring within the stub pipe outlet, producing a localised thinning of one side of the pipe wall. That led to an uncontained failure of the IP turbine.

"The turbine disc, blade and nozzle-guide vanes separated into a number of sections, rupturing the surrounding IP turbine casing and damaging the engine's thrust reverser. Damage was also evident to the engine cold stream duct and outer cowl panels. The No 2 engine thrust links were severed and extensive damage was evident to the LP turbine nozzle guide vanes and stage-1 LP turbine blades," says the ATSB.

Most damaging to Rolls-Royce is the ATSB's belief that this was a manufacturing defect.

"[The] misaligned stub pipe counter-boring is understood to be related to the manufacturing process. This condition could lead to an elevated risk of fatigue crack initiation and growth, oil leakage and potential catastrophic engine failure from a resulting oil fire," says the agency.

This "critical safety issue" requires immediate action by the airlines operating Trent 900-powered A380s, says the ATSB and Australia's Civil Aviation Safety Authority. They have recommended an additional one-off inspection within two flight cycles by the operators. These are Qantas, Singapore Airlines, and Lufthansa.

"In the event abnormal or eccentric counter-boring of the tubes described in the service bulletin is identified, this must be recorded as a major defect of the engine," says CASA.

Industry sources say that the problem affects only the "A mod" and "B mod" variants of the Trent 900.The latest variant, "C mod", is not a subject of the finding. This appears to indicate that Rolls-Royce may have identified the fault and fixed it on the latest engine variant. It is not clear, however, when the fix was implemented.

The engine manufacturer has spelt out the procedure for detecting the problem. It requires the "specialised examination, measurement and reporting of the HP/IP bearing structure stub pipe counter-bore geometry". A 20-flight cycle compliance limitation was specified for the examination.
It says in a brief statement that the ATSB's findings are consistent with its comments so far.

"Since 4 November, we have been working closely with the regulators, Airbus and our airline customers and implemented a regime of inspection, maintenance and removal which has assured safe operation and will progressively allow the whole fleet of Trent 900 powered Airbus 380s to return to service.

Rolls-Royce will continue to work with the investigating authorities and the regulators to ensure compliance with safety standards," it adds.

SOURCE: Air Transport Intelligence News

juancho3066

December 3rd, 2010, 04:04 PM

jodiddo el A380

josuelloco

December 3rd, 2010, 07:36 PM

El A380 y 787 han tenido muchos percances que mal y bien por la adaptación del 757 con avionica de punta.

Saludos :)

spektor

December 4th, 2010, 01:44 AM

Qantas demandó a Rolls-Royce por defectos en motor Airbus A380

Sydney. La aerolínea demandó por problemas en el motor del Airbus A380 y por la pérdida de negocios, después de que investigadores concluyeran que un diseño defectuoso fue la causa probable de la falla de un motor en pleno vuelo el mes pasado.

Qantas, en una demanda presentada en la Corte Federal de Australia, dijo que Rolls-Royce podría haber engañado a la aerolínea cuando entregó motores que eran defectuosos y que podrían no funcionar de acuerdo a los estándares garantizados por Airbus y Rolls-Royce.

Qantas no cuantificó su pérdida, pero dijo que ha sufrido daños debido a la forzada permanencia en tierra de su flota, por las esperadas demoras en la entrega de más Airbus A380 -el mayor avión de pasajeros del mundo- y porque no puede usar al A380 en rutas entre Australia y Los Angeles.

Analistas estimaron que los daños a Qantas podrían alcanzar los 60 millones de dólares australianos (58,5 millones de dólares), sin contar los costos de la reparación del avión siniestrado.

La compañía además debe afrontar costos relacionados con su capacidad reducida durante la temporada de viajes de verano en el hemisferio sur y con el posible daño para su reputación.

Un portavoz de Rolls-Royce declinó comentar la demanda. Pero dijo: "Rolls-Royce seguirá trabajando con las autoridades y con los reguladores para asegurar el cumplimiento de los estándares de seguridad".

La Oficina de Seguridad de Transporte Australiana (ATSB, por su siglas en inglés) concluyó que el incidente probablemente ocurrió por causa una falla en el diseño del motor, que habría llevado a una fisura por fatiga de material y filtración de combustible que provocó un incendio.

"Es posible que sea un incidente excepcional. Pero los resultados de las inspecciones nos dirán si ese es el caso", dijo Martin Dolan, comisario jefe de la ATSB, el viernes durante una rueda de prensa.

Fuente (http://www.larepublica.com.co/archivos/GLOBO/2010-12-03/qantas-demando-a-rolls-royce-por-defectos-en-motor-airbus-a380_116694.php)

Ala-7

December 7th, 2010, 12:31 AM

AI finalises $840m compensation package from Boeing
5 DEC, 2010, 04.25PM IST,PTI

MUMBAI: State-run Air India is finalising a $840-million compensation package, which the airline is seeking from US aircraft maker Boeing for the inordinate delay in the delivery of Boeing 787 Dreamliners.

The package would be a mix of both discount in services and cash, a senior official said here.

"Compensation is a mix of different services discount and money, " Air India Chief Operating Officer, Capt Gustav Baldauf, told PTI here.

The package is being finalised, Baldauf said. Earlier, Air India Chairman and Managing Director Arvind Jadhav confirmed to PTI that the airline had sought $840-million from Boeing for the delay.

Air India had ordered 27 Dreamliners, but Boeing failed to supply those planes by the scheduled time.

Air India had placed orders for 111 aircraft at an investment of over 13-billion with Airbus and Boeing in 2006 to replace its ageing fleet and leased planes.

The supply of Dreamliners was a part of these orders. As per the original delivery schedule, Boeing was to start deliveries of these planes from September 2008.

However, it failed to meet the timeline due to issues with its vendors and industrial dispute with the workers.

The Company has now rescheduled the delivery to second quarter of 2011.

Last year, Jadhav had told a Parliamentary Panel that Boeing had agreed to pay USD 145-million as compensation against USD 710-million worked out by the national air- carrier.

Air India Board in its last meeting on November 18 had reportedly rejected an offer from Boeing on compensation.

Source: The Economic Times India

JuanPabloToAr

December 7th, 2010, 12:43 AM

Ala-7

December 10th, 2010, 04:24 AM

Boeing at work behind the scenes on 737 re-engining project
By Jon Ostrower
DATE:09/12/10

Boeing's customers may have given a tepid reaction to a 737 re-engining project, but behind the scenes the airframer has not slowed the pace on work to refine the design of an updated narrowbody.

A previously unreleased photo of the re-engined 737 being tested in a Qinetiq wind tunnel was presented in a public Boeing document on the US Federal Aviation Administration's website detailing the company's efforts to develop new quiet technology for its jetliners.

The image is the first visual clue to Boeing's thinking about how it might re-engine the 737. A key challenge is to gain enough ground clearance under the wings to accommodate the next-generation CFM International Leap-X or Pratt & Whitney PW1000G engines, which have a larger exterior diameter than the CFM56-7B powerplant currently available on 737s.

The wind tunnel model suggests Boeing may be able to buy extra ground clearance by moving the engines further forward, to tuck them up tighter to the wings, and also by lengthening the nose landing gear by some 200mm (8in) - a nose blister fairing to accommodate longer gear is clearly visible.

That approach would be similar to one taken by Airbus earlier this year when it needed to lift the nose - to level the floor - of its A330-200 when it developed the freighter variant.

However, Boeing sources indicate that new configurations undergoing wind-tunnel testing have done away with the blister fairing and its associated drag penalty, adding that only Leap-X configurations have been tested to date.

At the Zhuhai air show in November, 737 chief engineer John Hamilton said his team was considering moving some components from the forward electronics bay to the aft to help accommodate longer nose gear. Critically, he said, any design must maintain 430mm ground clearance to avoid contact with taxiway lighting.

The exact benefit of new engines is as yet unknown, but while some estimates envision a double-digit improvement in fuel burn, the overall operating cost reduction may end up in single figures.

SOURCE: Flight International

power stroker

December 10th, 2010, 06:33 PM

jemurillo0705

December 10th, 2010, 08:29 PM

wow , 757NG esto es nuevo para mi, hay renders o alguna documentacion del proyecto ??

juancho3066

December 10th, 2010, 09:50 PM

ese avion si debe ser lo mejor de lo mejor........un B757NG ....ORGASMICO
Ojala esa version se materializara muy pronto

Ala-7

December 11th, 2010, 05:56 AM

Fourth search for missing AF447 to launch in early 2011
By David Kaminski-Morrow
DATE:25/11/10

France's Government is to launch another search for the wreckage of the Air France Airbus A330-200 which crashed into the South Atlantic last year. Recovery teams are scheduled to begin the search in February 2011.

It would be the fourth attempt to find the missing aircraft, which was operating flight AF447 between Rio de Janeiro and Paris when it was lost on 1 June 2009.

French transport minister Nathalie Kosciusko-Morizet and transport secretary Thierry Mariani disclosed the plan following a review of the technical investigation into the accident.

"They have decided to launch a new campaign to locate the wreckage," says the ministry in a statement. Few details have been released regarding the precise search area or the resources which will be deployed. But the transport secretary says: "This search campaign will call upon the best equipment currently available."

The ministry has not given any indication as to the source of funding. Airbus has previously provided financial support for the attempts to find the lost aircraft. Neither flight recorder was retrieved after the accident and efforts to locate the devices have so far proven fruitless.

While the French investigation agency Bureau d'Enquetes et d'Analyses has worked intensively to understand the accident, its inquiry has been hampered by the lack of recovered aircraft parts and the absence of detailed on-board data.

SOURCE: Air Transport Intelligence News

Ala-7

December 13th, 2010, 06:10 AM

Extra Four-Month Delay For Boeing 787
Dec 10, 2010
By Guy Norris

First deliveries of the delayed 787 may be pushed back until June or July 2011 as a result of last month’s electrical fire on ZA002, a report in French newspaper Les Echos claims.

The report says the news was relayed by Boeing executives to Air France officials at a delivery ceremony for one of the airline’s Boeing 777-300ERs yesterday at Everett, Wash. A broader suggestion in the report of a likely “mid-summer” delivery target would indicate a roughly four-month program slide from the existing schedule, which still officially calls for initial delivery in mid-February 2011.

Boeing has acknowledged the systems redesign and certification issues created as a result of the Nov. 9 electrical fire incident in Laredo, Texas, effectively rendered this target unachievable, but the airframer has yet to identify a revised delivery target date. Asked about the Les Echos report, Boeing says, “We continue to assess our schedule and will announce a new schedule when that work is complete.”

The report goes on to say that Boeing engineers have identified “possible solutions” to the problems with the flawed response of the electrical system and control software following a short circuit or arc caused by a suspected loose washer or some other small foreign object inside the P100 main power distribution panel.

The Les Echos report says Boeing and its Hamilton Sundstrand-Zodiac partners on the electrical system aim “to complete corrections by the end of the year to resume test flights in January, and lead to certification in June.” However, it adds that Boeing must obtain clearance from the FAA before resuming flight tests.

In the meantime, more information is emerging about the specific areas of damage and the precise location of the fire behind the P100 panel. This structure takes the electrical power generated by the left engine and distributes it to power vital systems. The panel, which is about 3.5 ft. tall, is located about 1 ft. below the passenger floor in the aft electronics bay just behind the wing. It contains electrical boxes, including control units, circuit breakers and relays.

Forensic evidence from the fire damage pinpoints Contactor CK2435505, one of two in the P100 panel, as the source of the ignition. The contactors are electrical control boxes that relay the power from the generators on the engine and distribute it as needed. They open circuits or close as power needs fluctuate. Contactor CK2435505, on top of the panel, was “melted” according to a leaked Boeing engineering report, while the lower contactor, CK2421501, suffered “extensive fire and smoke damage to backside.”

Fire from the contactor burned a hole between 12 and 15 in. long in the back of the P100 panel, and badly charred the adjacent fuselage insulation blanket material, which effectively did its job in preventing burn-through to the interior of the 787’s primary composite fuselage skin structure.

Source: AWST

Ala-7

December 13th, 2010, 06:24 AM

Boeing espère livrer ses 787 à l'été
Ecrit par Bruno TREVIDIC
09/12/10 | 07:00
Journaliste

Ajouter à votre liste Si aucune date n'est encore officiellement arrêtée, les premières livraisons du Boeing 787 pourraient finalement intervenir l'été prochain - peut-être fin juin, début juillet. Soit avec un peu plus de trois mois de retard sur la dernière date prévue. C'est ce qu'ont laissé entendre hier certains dirigeants de l'avionneur américain à leurs homologues d'Air France, en marge de la livraison d'un B777 à la compagnie française.

Pour l'heure, les six exemplaires de tests du B787 sont toujours cloués au sol, un mois après l'incendie d'une armoire électrique lors d'un vol d'essai et qui a entraîné l'interruption le programme de certification. Mais les ingénieurs de Boeing estiment avoir identifié la source du problème et les remèdes à y apporter.

Le feu aurait été provoqué par la présence de particules dans l'armoire - et non pas par un outil oublié comme cela a été évoqué. Le court-circuit aurait entraîné ensuite une panne générale du réseau électrique, malgré les protections logicielles. Boeing et ses partenaires pour l'installation électrique, Hamilton Sustrand et Zodiac, se sont donc attelés à la réécriture de ce programme informatique clef.

L'objectif serait d'achever les corrections d'ici à la fin de l'année, de reprendre les vols d'essai dès janvier, et d'aboutir à une certification en juin. Cependant, l'avionneur devra obtenir le feu vert de la FAA, l'aviation civile américaine, avant de pouvoir reprendre ses vols d'essai. Si tout se passe comme prévu, les conséquences de ce septième report depuis le lancement du programme seraient donc sans graves conséquences sur le calendrier de livraisons.

Boeing dispose de 26 dreamliner en attente sur son site d'Everett, aux couleurs d'All Nippon, d'Air India et de Japan Airlines, auxquels il ne manque plus que les moteurs, toujours installés au dernier moment, et le tampon de la FAA pour être livrés. Par ailleurs, une seconde chaîne d'assemblage de B787 devrait démarrer dès l'été 2011 à Charleston, pour aider à rattraper le temps perdu.

BRUNO TREVIDIC, Les Echos

jemurillo0705

December 13th, 2010, 06:47 AM

me jdieron con esa nota en frances

Ala-7

December 13th, 2010, 08:06 PM

Single-aisle rise drives Airbus GMF delivery increase
By Max Kingsley-Jones
DATE:13/12/10

Airbus attributes the 1,000-unit rise in its long-term delivery forecast for single-aisles to the industry's recovery from the downturn and a slight upwards adjustment in its expectations for growth.

Presenting its 2010 Global Market Forecast (GMF) today in Toulouse, Airbus projected that there will be some 17,900 single-aisle aircraft delivered over the next 20 years, which is around 1,000 units higher than the 16,980 deliveries in its 2010 GMF.

Its forecast for the other categories (twin-aisle and very large aircraft) is effectively unchanged, which means that overall the 20-year outlook has risen by around 1,000 units to 25,800 aircraft, worth £3.2 trillion.
In 2009's GMF, Airbus's 20-year demand forecast was 24,951 aircraft worth $3.1 trillion.

"Last year we had 4.7% annual growth, but we've bumped it up to 4.8%, which can explain around 150 of the 1,000 aircraft rise," says Airbus senior vice-president market and product strategy Chris Emerson.
"The remaining 750 is due to two effects: another year of ordering plus we've taken out a year of the downturn. There is the 'bump-up' of a stronger year because a bad downturn-year is eliminated."

Emerson says the Airbus growth projection change since last year's GMF is too small to affect aircraft numbers in the larger aircraft categories: "Growth - unless it is greater than 1% - may add some seats but it is hard to translate that into actual aircraft. But when you talk about single-aisles, you start adding aircraft."

SOURCE: Air Transport Intelligence News

J0rG

December 13th, 2010, 11:01 PM

me jdieron con esa nota en frances

Cortesia del traductor de google :lol:

traducción del francés al español
Boeing espera entregar 787 a su verano
Escrito por Bruno TREVIDIC
09/12/10 | 07:00
Periodista

Añadir a tu lista si no hay fecha todavía aprobada oficialmente, las primeras entregas de Boeing 787 en última instancia, podría implicar el próximo verano - tal vez a finales de junio o principios de julio. O con un poco más de tres meses de retraso en la fecha pasada. Esto fue sugerido ayer por algunos ejecutivos de Boeing a sus homólogos de Air France, junto con la entrega de un B777 de la compañía francesa.

Por ahora, los seis ejemplares del 787 pruebas son una toma de tierra, un mes después de un incendio en un armario durante un vuelo de prueba, lo que resultó en el programa de certificación de interrupción. Pero los ingenieros de Boeing creen que han identificado la fuente del problema y sus posibles soluciones.

El fuego fue causado por la presencia de partículas en el armario - y no un instrumento olvidado como se ha mencionado. El cortocircuito podría dar lugar a un apagón a continuación, la red eléctrica, a pesar de los software de seguridad. Boeing y sus socios en el sistema eléctrico, Hamilton Sustrand y el Zodíaco, que por lo tanto se dedicó a volver a escribir la clave del programa de computadora.

El objetivo sería completar las correcciones finales del año, para reanudar los vuelos de prueba en enero, y conducir a la certificación en junio. Sin embargo, el fabricante deberá obtener la aprobación de la FAA, Aviación Civil de EE.UU., antes de reanudar sus pruebas de vuelo. Si todo va según lo previsto, las consecuencias de este aplazamiento séptima desde el lanzamiento del programa, pues, sin consecuencias graves en el calendario de entrega.

Boeing tiene 26 Dreamliner en espera en su sitio en Everett, los colores de All Nippon, Air India y Japan Airlines, que sólo necesita el motor instalado todavía en el último momento, y el tampón FAA para ser entregados. Además, una segunda línea de montaje 787 debe comenzar en el verano de 2011 en Charleston, para ayudar a recuperar el tiempo perdido.

BRUNO Les Echos TREVIDIC

jemurillo0705

December 13th, 2010, 11:04 PM

gracias jorg

Ala-7

December 14th, 2010, 10:10 PM

Boeing raises aircraft prices 5.2%, cancels short-haul 787
December 14, 2010 at 6:21 AM
By Susanna Ray - Bloomberg News

Boeing is raising aircraft prices by about 5.2 percent, the first increase in two years, and dropping the short-haul version ...

Boeing is raising aircraft prices by about 5.2 percent, the first increase in two years, and dropping the short-haul version of the 787 Dreamliner.

Higher costs for wages, goods and services are driving the price boost, said Boeing spokesman Jim Proulx. He confirmed the changes made to the price list on Boeing's website Monday, as well as the withdrawal of the 787-3 variant.

Boeing's last price increase, an average 2.6 percent boost, was for 2008, Proulx said. Prices were raised 5.6 percent in 2007. Most carriers and leasing companies get discounts.

"If I were an airline, I'd be reading this as a message that Boeing thinks it can get higher prices because demand is rising and supply is limited, but you'll still have the usual discussion over discounts," said Rob Stallard, an analyst at RBC Capital Markets in New York.

"Boeing and Airbus deeply discount to airlines, so theoretically they could raise list prices and boost the discounts, and it would all be the same," he said.

Boeing and rival Airbus are pushing production rates to records to work through a seven-year backlog of orders from carriers seeking to expand and refresh their fleets with more fuel-efficient jets. Demand is recovering this year after dipping in 2009 amid the recession.

In an upbeat 20-year outlook issued Monday, Airbus said it expects the international aircraft industry will recover faster than expected.

It predicted a global need for about $3.2 trillion in new passenger and freighter planes from all manufacturers over the next 20 years. That translates to nearly 26,000 aircraft, up slightly from a forecast for 25,000 planes valued at $3.1 trillion.

With Boeing's latest price increases, the average price for the smallest Boeing jet, the single-aisle 737, is about $71.4 million, up from about $69.3 million. The 777's list price rose to about $258.2 million from $246 million.

The two 787 models still being offered now average $201.7 million, up from $183.3 million, according to Boeing's website.

The 787-3 was designed to carry up to 330 passengers as far as 3,500 miles, compared with the 787-8's top capacity of 250 people and 9,400-mile range. Boeing has been reviewing the model's future after All Nippon Airways swapped its 787-3 order for another variant in January.

All Nippon had been the last carrier to hold an order for the 787-3, which was designed specifically for the Japanese market.

Boeing diverted resources from the short-haul model in 2008 as it struggled to move the long-distance 787-8 toward production amid problems with parts shortages, redesigns and incomplete work by suppliers. The Dreamliner's entry into service is running about three years behind schedule.

Boeing stock fell 37 cents to $63.79 Monday. The shares have tumbled 37 percent since the first Dreamliner delay was announced in October 2007.

Source: The Seattle Times.

Ala-7

December 17th, 2010, 05:43 AM

ANZ concerned about 787 weight gain
December 17, 2010
By: Kurt Hofmann

Air New Zealand CEO Rob Fyfe told ATW that a weight increase on the Boeing 787-9 could impact its operating plans for the aircraft, for which it holds orders for eight. “The 787 is a potential decision as well a potential project for us,” Fyfe said on the sidelines of the Star Alliance CEO meeting in Queenstown, NZ. ANZ is expecting its first 787 by the end of 2013, around three years late. He declined to identify routes for the aircraft. "We have some ideas but we are not talking about it. But the Pacific Rim, South America and to China are places we are looking.”

The weight increase could affect these choices and also create a capacity shortfall. “We are operating some very long, thin routes. The delay of the 787 is frustrating. We eagerly await it sometime in the future,” he said.

ANZ takes delivery of its first 777-300ER on Christmas Eve. The aircraft will be the first to feature the carrier's new Economy Skycouch—affectionately dubbed “Cuddle Class.” Fyfe says that carrier has seen strong interest and healthy forward bookings in Cuddle Class since the product was announced.

Source: ATW

Ala-7

December 19th, 2010, 08:47 AM

Dreamliner's woes pile up
Originally published December 18, 2010 at 10:01 PM
By Dominic Gates

As Boeing prepares to announce yet another delay for the 787 Dreamliner — at least three months, possibly six or more — the crucial jet program is in even worse shape than it appears.

As Boeing prepares to announce yet another delay for the 787 Dreamliner — at least three months, possibly six or more — the crucial jet program is in even worse shape than it appears.
The problems go well beyond the latest setback, an in-flight electrical fire last month that has grounded the test planes.

A year after the airplane's first flight, the cascade of systems failures caused by that fire, as well as two major problems since summer with the 787's Rolls-Royce engine, have raised red flags with aviation regulators.

A top Federal Aviation Administration (FAA) official 10 days ago warned Boeing that without further proof of the plane's reliability, it won't be certified to fly the long intercontinental routes that airlines expect it to serve.

Meanwhile, on the production side, one veteran employee on the 787 said he's witnessing "the perfect storm of manufacturing hell."

The global supply chain is at a standstill, and outside the Everett factory the rows of partly finished jets will take many months to complete.

To deliver the 20 Dreamliners built since the six flight-test planes, mechanics will have to complete more than 100,000 tasks.

Among the 787's lesser ongoing problems is "rain in the plane," the term used for heavy condensation dripping inside the jet's composite plastic fuselage. Yet that issue is piddling compared with the major flaws that have brought a wave of successive delays.

"The purpose of flight tests is to find out what you did wrong," said a senior engineer who expects the 787 will ultimately prove successful. "But the amount of stuff we are finding is horrible. We shouldn't be dealing with this many issues this late in the program."

With the Dreamliner nearly three years overdue — and a postponement of the mid-February target for first delivery expected to be announced by Christmas — analysts estimate Boeing's cost overruns at a staggering $12 billion or more.

The head of the 787 program, Scott Fancher, conceded in an interview this past week that he and his team have "a tough job in front of us."

"There's no doubt we've had a lot of challenges," Fancher said. "The development of a new airplane is hard, especially one with as much innovation as this."

Costs soaring

More than a dozen people who work on the Dreamliner or have some knowledge of the program's state were interviewed for this story. All were granted anonymity because Boeing doesn't permit employees to speak publicly about its internal problems.

Boeing has bet its future on the 787, which made its maiden flight one year ago. The company aimed to reduce the cost and risk by outsourcing an unprecedented share of manufacturing and design work to partners around the globe.

It's the first new Boeing jet in more than 15 years, and the first airliner built largely from light, tough carbon-fiber-reinforced composite plastic. And it's been a marketing blockbuster: Despite a total of 120 cancellations, Boeing still has 846 orders.

Yet the 787 has run into more trouble than any previous Boeing jet.

The company's original internal target for its own development costs was $5 billion. But with yet another delay, several Wall Street analysts estimate that fixing the litany of manufacturing problems, plus paying penalties to suppliers and airlines, has piled on an additional $12 billion to $18 billion.

The 20 built but incomplete Dreamliners sitting in Everett are emblematic of all that has gone wrong.

They are so far from done that the total number of unfinished jobs exceeds 105,000.

Counting further rework planned after some of the jets are flown to San Antonio, Texas, for refurbishment before delivery, the tally of incomplete jobs is more than 140,000.

"Some jobs take a day, some take weeks," said a worker dealing with the backlog.

Boeing is reworking six partly finished jets at a time, two of them in an empty bay inside the factory, two in a hangar at the south end of Paine Field, and two more on the flight line. Mechanics can complete only about 500 jobs a month out on the field, and perhaps 1,000 jobs a month on those inside the factory, the person said.

These jets have no seats or sidewalls, and many interior systems are missing or incomplete. Passenger doors are missing. Mechanics installed temporary air-conditioning units after those fitted initially kept failing.

Horizontal tails poorly built by Alenia in Italy are still being reworked. With the workmanship on the tails varying from one plane to the next, mechanics have to painstakingly customize the fixes plane by plane.

(That headache at least produced one piece of good 787 news for this region. Alenia will still build 787 tails, but as Boeing ramps up beyond seven planes a month, it plans to build the additional tails in the Puget Sound area, possibly at its parts-manufacturing plant in Auburn, according to employees.)

Despite the attention focused on achieving the first delivery, the manufacturing quagmire suggests that Boeing will be slow to deliver the next few dozen planes.

"Hopping around"

With its parked Dreamliners many months from completion, Fancher said Boeing is likely to skip over earlier planes that need more work and move up the delivery of some later-built, more completed jets.

"You may see us hopping around a bit," he said, adding that it's a matter of balancing the most efficient way to finish the work with the customers' need to get a specific jet by a specific date.

The worker dealing with the backlog puts it differently: "They've dug a hole so deep, they have no choice but to go around it and leave the hole there."

On Boeing's 747, 767 and 737NG programs, parts shortages and late redesigns on early planes also stacked up dozens of incomplete jets on the flight line. But the company worked through those stacks without skipping over a significant number of deliveries.

Meanwhile, the flight tests have brought new design problems to light.

After runway tests in Roswell, N.M., in September, four Rolls-Royce engines had to be swapped out from the flight-test airplanes. According to a person familiar with the problem, mechanics discovered cracking of small blades called airfoils in one of the engine's compressors.

GE and Rolls both provide 787 engines, but the Rolls engine will power most of the early Dreamliners.

A separate and more serious incident occurred a month earlier, when a Rolls engine blew up on a ground test stand in England, sending metal pieces shooting out of the engine casing.

Another person with knowledge of that event said an investigation afterward revealed that one of the engine shafts can, under certain conditions, turn too fast. That may not have caused the blowup, but it is out of compliance with FAA regulations.

Rolls is testing hardware and software changes to solve the problem, though it hasn't won approval from the regulatory agencies.

Company spokesman Josh Rosenstock said Rolls is convinced the engine will pass muster with the FAA in time for Boeing's delivery schedule.

However, the engine modifications, plus an electrical system redesign needed as a result of the in-flight fire last month, will add to the glut of out-of-sequence work in the jets already built.

FAA issues

Worse, the engine and electrical issues have also raised crucial questions late in the program about the plane's reliability, potentially affecting regulators' certification of the airplane.

Earlier this month, John Hickey, the FAA's deputy associate administrator for aviation safety, visited Seattle and warned 787 executives that in the current state of the program, the jet cannot be certified for long-distance transocean and transpolar flights, according to a person familiar with the details.

Boeing designed and marketed the 787 as an ultra-long-range jet, and its customers are counting on that capability from the moment the plane enters service.

But the 787 wouldn't be allowed to fly more than 60 minutes from the nearest airport without the certification known as ETOPS, for Extended-range Twin-engine Operational Performance Standards. That would drastically curtail the use of the jet for many airlines, including launch customer All Nippon Airways of Japan.

Hickey, a former Boeing engineer, put Boeing on notice that to get an early ETOPS rating the company will have to do more to demonstrate the plane's reliability, including specifically the reliability of the engine and electrical systems.

Dreamliner chief Fancher confirmed the recent meeting with the FAA over ETOPS and acknowledged that engine and electrical system reliability were discussed. But he said that such meetings about the FAA's certification requirements are "typical," and that Boeing will "fully address their concerns."

Also drawing separate FAA scrutiny is repeated poor-quality workmanship in the 787 fuel tank, including issues with fasteners, said the person familiar with the FAA visit.

That problem reaches back into the 787 supply pipeline, which continues to stutter.

Suppliers go slow

In November, for the fourth time this year, Boeing stopped moving planes forward on its final assembly line and halted deliveries of the major sections to Everett. Just one airplane had come off the line since the previous line stoppage in October.

Fancher said the line halts are part of his "balancing act" to allow some suppliers to catch up with others and to slow the flow onto Paine Field of new planes needing to have the latest fixes applied.

Despite the slowdown, he said, the supply chain is improving.

Fancher cited "solid progress" at Boeing Charleston, which makes the 787's rear end. He conceded that Alenia of Italy "definitely remains a challenge."

The other partners and the final-assembly team in Everett are "coming down the learning curve nicely," he said.

For now, though, the pipeline is still blocked.

Spirit AeroSystems of Wichita, Kan., which makes the Dreamliner's forward section, has reassigned most of its 787 work force until work picks up again. And though in recent years Boeing's 787 employees have worked through most of the Christmas holidays to catch up, a worker at Boeing Charleston said that plant this year will largely shut down its production lines.

The latest delay will at least give engineers more time to test design fixes, including some for less consequential troubles, not uncommon on new jets, such as the maddening drip, drip, drip of "rain in the plane." On 787 flight tests, drip trays padded with squares of absorbent cloth are positioned to collect the condensation.

Fancher said "a good design fix" to dehumidify the interior is being installed and will be tested when the Dreamliners resume flying.

Employees working on the 787 complain about insufficient oversight of suppliers and a management system that the senior engineer called "totally broken."

"This program is not like anything we've seen," said the veteran 787 employee. "It's a screwed-up mess."
Yet Fancher said the feedback he receives is that employees are "proud to be part of an adventure like this."

He insists his team will surmount all the problems.
"This is a great airplane. It will deliver on the promises," Fancher said. "Our job is to get it over the goal line."

Source: Seattle Times

Ala-7

December 19th, 2010, 08:56 AM

New engines for A320 pose dilemma for Boeing
Originally published December 1, 2010 at 12:34 PM
By Dominic Gates

Airbus on Wednesday confirmed it will offer two new engine choices on its A320 family of narrow-body jets, a move that puts Boeing in a difficult spot.

European airplane giant Airbus on Wednesday pulled the trigger on a new single-aisle airplane strategy for the next 15 years, announcing it will offer two new engine choices on its A320 family of narrow-body jets.

Chief salesman John Leahy said Airbus will spend "a little over 1 billion euros" ($1.3 billion) on the project, a sum he presented as easily manageable, "not really a huge investment."

This is the opening gambit in a chess game to dominate the biggest sector of the jetliner market — the short-haul workhorses that ply domestic routes. Boeing is contemplating a starkly different first move.

Boeing executives have signaled clearly in the past months that they are unlikely to follow Airbus with a "re-engining" of their 737 single-aisle airliner, instead preferring to go for a brand-new narrow-body sometime before 2020.

Airbus believes the engine and airframe technology needed to justify a new jet design won't be ready until around 2025, and Leahy pointedly took a jab at Boeing's position:

"The technology is just not there today for an all-new airplane. Some people might argue it is. We don't think it is," Leahy said. "We're putting our money on re-engining."

If Boeing sticks to its plan and Airbus can pull off its ambitions, the re-engined A320 — sporting next-generation engines from Pratt & Whitney or General Electric — will leapfrog the 737 in fuel-efficiency when it becomes available in spring 2016.

The 737 today has roughly 4 percent better fuel economy than the A320, according to recent airline operational data compiled by ESG Aviation Services.

But the re-engined narrow-body — dubbed the A320neo, for "new engine option" — wil deliver fuel savings of "up to 15 percent," Airbus said.

Though that figure is likely a stretch, airlines will anticipate that the A320neo will deliver at least 12 percent better fuel efficiency than today's model, enough to save them a lot of money and transfer the advantage to Airbus.

Putting the latest engines on a mature and reliable airframe also positions Airbus well against the threat from new-entrant single-aisle jet competitors.

The Bombardier CSeries, to enter service in 2013, will have the innovative Pratt & Whitney geared turbofan engine. And the Chinese C919, to enter service in 2016, will have the GE's new LEAP-X engine.

Both Boeing and Airbus have studied the possibilities in their single-aisle strategy all this year.

Boeing Commercial Airplanes chief Jim Albaugh, speaking to employees in September, argued that a re-engined A320, even if it lowered fuel consumption by a double-digit percentage, would reduce overall airline operating costs by just 3 to 4 percent because of the A320neo's higher purchase price and the increased maintenance costs on a newly introduced engine.

In an interview that month, he said Boeing's airline customers are not so keen on a re-engined 737. "They'd prefer to wait for a new airplane," Albaugh said.

Richard Aboulafia, an aviation analyst with the Teal Group, said Airbus will add a premium of $6 million to $8 million to the price of its re-engined A320s, so that Boeing may hope to win sales on price.

"It could be the battle of upfront price versus the lower fuel cost," Aboulafia said, adding, "I suspect Airbus is going to have an edge with this."

If Boeing intends to launch a new single-aisle airplane by 2018 or 2019, its sales staff will have to convince airlines that the delivery date is firm and convince them it's worth the wait.

If that doesn't work, Aboulafia said, and if, for example, a major U.S. customer orders the larger model A321neo to replace its 757s, Boeing may need to change course.

"If they lose one major customer, they have to be ready to respond very quickly," Aboulafia said.

In a note to clients Wednesday, Doug Harned, an analyst with Bernstein Research, said Boeing must respond to Airbus' move.

"If it does not, we expect Boeing will be at a long-term competitive disadvantage on its most important product," Harned wrote.

For now, Boeing is holding open the option to follow Airbus and re-engine the 737 — though that's more difficult and much more costly for Boeing because the 737 sits lower to the ground than the A320 and its landing gear would need a redesign to hold the new engines.

But with the money and resources being poured into fixing the troubled and much-delayed 787 Dreamliner and 747-8 jumbo jets, Boeing is reluctant to take on that project.

In contrast, Airbus executives have given the go-ahead even though Airbus arguably faces more business challenges than Boeing.

The Airbus A380 superjumbo is draining money and resources, while the proposed A350 wide-body is still in the early design phase.

"Finding the necessary resources for the A320neo wasn't exactly a walk in the park," said Airbus CEO Tom Enders.

He said Airbus can do it through careful management of critical engineering assets and by sending work out to the company's international engineering centers, suppliers and partners.

Airbus said Wednesday that the A320neo will have up to 500 nautical miles extra range or 2.2 tons more payload than its current version. Airbus has sold 6,700 A320s to date. It expects to sell the A320neo through 2025.

"This will keep the A320 in production a lot longer," said Leahy. "We believe we'll sell more than 4,000 neos, maybe more."

Boeing spokeswoman Vicki Ray said that for now the company will focus on continuous incremental improvements to the 737, including a package of enhancements by early 2012 that will improve fuel consumption by 2 percent.

And in this chess game, Boeing is not committing to its attack just yet.

"We're still looking at a new-engine option and a new-airplane option with no specific decision timeline," Ray said.

Source: Seattle-Times

Der Kaiser

December 19th, 2010, 06:37 PM

No sabía que había que llevar audífonos al avión para disfrutar bien el centro de entretenimiento, me tocó todo mudo jajajaj.

jemurillo0705

December 19th, 2010, 10:56 PM

^^ eso depende de la aerolinea y de la ruta , saludos!

juancho3066

December 20th, 2010, 02:10 AM

No sabía que había que llevar audífonos al avión para disfrutar bien el centro de entretenimiento, me tocó todo mudo jajajaj.
DEPENDE EN QUE aerolinea viajas en las norteamericanas generalmente hay que comprarlos
En Avianca los audifonos estan en la sala de espera en los vuelos nacionales , o se los puedes pedir a la tripulacion, si son vuelos internacionales ellos estan en cada asiento
Saludos

Ala-7

December 20th, 2010, 06:24 PM

Airbus shakes up single-aisle battle with NEO launch
DATE:20/12/10
By Max Kingsley-Jones

Airbus has thrown down the gauntlet to its rivals in the single-aisle sector with the launch of its A320 New Engine Option (NEO).
What it means is that after 15 years of relative stability in the mainline single-aisle market, airlines now have a third choice which, while eliminating engine commonality for today's A320 operators, promises a double-digit reduction in fuel burn when it arrives in Spring 2016.

The launch, which despite much talk by Airbus all year was not a foregone conclusion, came without the usual raft of customer commitments. But Airbus is bullishly forecasting a market for 4,000 aircraft and its chief salesman John Leahy says that the first NEO sales are just around the corner: "We are talking to quite a few airlines and leasing companies right now," he says. "I'm sure we'll very quickly have a couple of hundred orders."

The NEO, which is offered with a derivative of the Bombardier CSeries's Pratt & Whitney Geared Turbofan as well as CFM International's Leap-X advanced turbofan, could provide a few headaches for Montreal. Bombardier is still seeking critical mass in terms of customer count for its 100-145 seater and some observers believe the arrival of the NEO will make this effort harder.

However Bombardier is putting positive spin on the development, saying that Airbus has endorsed its decision to opt for the GTF and that it had always envisaged such a response from rivals when defining the CSeries. As such, it is confident that the CSeries will easily have the measure of the A320 NEO and now Airbus has to "put its money where its mouth is" and present performance claims to customers that it is prepared to sign up to.

The NEO's arrival could also force some sort of response from Boeing, for whom a re-engining is more complex due to the 737's already limited ground clearance. The US airframer, which is in the midst of introducing its own mid-life update for the 737 that promises a couple of percent improvement, may decide to leapfrog the NEO with an all-new airliner at the end of the decade.

Leahy dismisses the idea of such a prospect, saying: "An all-new airframe coming out 2020 would have the exact same engines as the NEO but would cost around $12 billion in development costs which would have to be passed on to the customer. With the A320 we have an aircraft that is already way ahead of its time and we are making it much better."

While it should be a buyer's market during the next few months as Boeing and Bombardier seek to disrupt Airbus's efforts to establish a foothold, NEO's arrival has not been greeted with open arms in some quarters. Bert van Leeuwen, DVB Bank SE's managing director Aviation research, warns that the uncertainty that NEO brings to the market threatens an end to "the golden age of aircraft leasing" as it may unsettle the equilibrium that has allowed investors to put billions into narrowbody acquisitions with confidence in their future values.

Airbus's executive vice-president and head of strategy and future programmes Christian Scherer counters by saying: "I would call the opportunity for airlines to cut their fuel bill by 15% progress, or value, but I wouldn't call it uncertainty."

Scherer believes NEO will increase rather than decrease the A320 programme's value, and sees no reason why it could destroy the financial institutions' business model. "Their customers are the airlines, and they will buy the NEO because it will burn 15% less fuel," he says.

SOURCE:Airline Business

Ala-7

December 20th, 2010, 06:35 PM

Shall we NEO or not?
DATE:14/12/10
By

Airbus's launch of the re-engined Airbus A320 programme - the so-called New Engine Option, or NEO, offering a choice from 2016 of the in-development CFM Leap-X or Pratt & Whitney PW1100G powerplants - has animated the aviation finance community.

Flight International's sister finance publication Commercial Aviation Online spoke to lessors and bankers about the move. Here's what they had to say:

LESSORS

Lessor 1: "The risks of delivering NEO on time, on budget, with stated performance capabilities and with acceptably low operational disruption potential cannot be overstated and will be high on the agenda for customers. The economics of the aircraft itself still appear only marginal."

Lessor 2: "I do not object [to the NEO] from a technological or business case point of view. I do object, though, to the way that Airbus has attacked its own investor base with the oversupply of the A320 family and its recent development. Each decision it takes is with a disregard to the residual value of the aircraft.

"Airbus really is like a supermarket or grocery store in that, once that product is off the shelf and out the door, you're on your own. The long-term ramifications to investors are a distant second to any short-term gain for Airbus."

Lessor 3: "The re-engined A320 will not deliver the savings of the [Bombardier] CSeries, as the latter is a wholly new design incorporating the latest technologies. The market still wants the 15% NEO fuel-burn saving proven contractually. At best, it provides a temporary solution for existing operators who take the difficult step of accepting a mixed-engine fleet.

"It is not good news for lessors with existing orders or large investments in the type unless they take the view that this will stave off an all-new design for another decade, but the issue with that argument is, what will Boeing do? Our guess is an all-new design some time sooner."

Lessor 4: "The incremental benefit as valued by airline customers will be limited and will be a strong function of the incremental price.
"So far this year, the market has responded to the buzz about A320 re-engining with a strong bias for the Boeing NG product, which has outsold the A320 family by a wide margin. Boeing did not have to resort to heavy discounting to achieve that."

Lessor 5: "I saw the [P&W] engine running over two years ago and was most impressed. We need something new. Pratt & Whitney has tremendous civil experience. Let's see some activity in the market."

BANKS

Banker 1: "Airbus's sales forecast of 4,000 is not achievable without either significantly increasing the global fleet of aircraft or reducing the economic lives of existing young/medium-age aircraft. They are misleading investors about the economic lives of aircraft and/or distorting green credentials in order to launch a new product for which demand is more than likely to be artificially supported through the ECAs [Export Credit Agencies]."

Banker 2: "I don't approve of the move. Airbus cannot afford to develop a new aircraft, so this is a band-aid."

Banker 3: "I don't imagine there will be much of an option for buyers by 2016; new orders will be incentivised to equip from either of the two new engine variants. Residual values of the incumbent A320 family fleet will be impacted, but likely not before the end of the decade."

Banker 4: "All industries must continue innovating. The A320NEO appears to be headed in that direction."

Banker 5: "If I were an airline already owning A320s, I wouldn't be too happy to see a competing product that's going to impact the residual value of my existing fleet, for an interim solution.

"If I were an airline not yet owning A320s, I'd be delighted to see [Airbus chief salesman] John Leahy desperate to sell a new toy that no one has really asked for, and on the other side Boeing lowering the price tag of the 737-800 to 'cut the wings' off the NEO.

"If I were a lessor with A320s already on my books, I would ask Leahy to provide me with a new NEO order at the same price as the current A320s. I'd tell him he is hurting the value of my existing book - and possibly forcing me to change my depreciation policy - with a product I never asked for.

"I wonder if there is any winner in this story."

SOURCE:Flight International

Ala-7

December 20th, 2010, 06:40 PM

Boeing unveils another increase in Boeing 777 production
DATE:20/12/10
By Lori Ranson

After announcing plans in March of this year to boost 777 production from five to seven aircraft per month in mid-2011, Boeing today said it is increasing monthly production of aircraft to 8.3 in the first quarter of 2013.

"In response to strong customer demand globally, we are increasing our yearly production to 100 777s," says Boeing Commercial Airplanes chief executive Jim Albaugh. The airframer states that suppliers are prepared to support the rate increase.

Currently Boeing has a backlog of 250 aircraft in its 777 programme.
Boeing's decision to raise 777 production rates follows a 12 November announcement by rival Airbus that it would build nine long-haul aircraft per month beginning in the first quarter of 2012.

SOURCE: Air Transport Intelligence News

Ala-7

December 20th, 2010, 11:10 PM

787-10 back on the table as answer to A330-300
DATE:20/12/10
By Scott Hamilton

Even as Boeing continues to struggle with the 787-8 program, future planning calls for resurrecting plans for the 787-10 that have been on indefinite hold while working through technical issues and delays of the current model.

Airbus has sold more A330s since the 787 program was announced than in the period leading up to the 787's launch. The A330-200 has been improved to now have an advertised 7,200nm range-nearly matching the low-end of the 787-8, according to Airbus estimates-and the A330-300 now has a 5,850nm range with more improvements planned to provide a few hundred miles more range.

Nicole Piasecki, vice president of Business Development & Strategic Integration, told employees last month that the delays in the 787 program prompted "a lot of orders [for the A330] from airlines who were expecting the 787.

It competes against our 767 and our 787 and as the 787 starts coming online with full capability, and I can tell you if we develop a 787-10, which I would put in the likelier category, I would expect the A330's days would be numbered or that our market share position would certainly be a strong one."

Piasecki also told employees that Boeing is "looking at further investment in the 787 family [as] the best way to compete against the A350-800 and -900".

Boeing believes the A350-1000, currently with a promised EIS of 2015, will not have an adequate engine in the current iteration of the Rolls-Royce Trent XWB and that EIS will be delayed to the second half of this decade, relieving pressure to do anything immediately with the 777-300ER.

SOURCE:Air Transport Intelligence News

---------------------------------------------------------------------------------------------------------------------------------------------

Increíble como están hablando, antes eran sobradores y sarcasticos, ahora parecen un equipo de fútbol de un país grande esperando los resultados de un equipo mediano a ver si pasan a la siguiente ronda.

Y de otro lado están cantando la realidad de la situación actual, muchos se quedaron esperando por sus 787-8 y este no llego y ante la situación de tener que elegir material de vuelo no pidieron ni 772, ni 763, se fueron por los 333 y 332, como ya habíamos escrito.

Boeing esta confiando en que RR no tenga lista la turbina que va a mover al 350-1000 que pidieron y empujaron los árabes para el 2015, el cual será el competidor directo del 773ER, a pesar que Emirates y Qatar le pidieron el 787-10 Boeing no lo lanzó, y cada vez va a tener menor tiempo.

Las compañías le están pidiendo que actualice el 772 y nada que se deciden, la disyuntiva si lo hacen es poner a competir el 787-8 con una versión mejorada y probada de su 772, por supuesto en detrimento de nuevo desarrollo.

Como le hace de falta a Boeing el liderazgo de un Philip Condit, o la claridad de un Alan Mullaly actual presidente de Ford y quién debería haber sido el presidente en lugar del personaje actual.

Saludos.

Ala-7

December 21st, 2010, 12:59 AM

Boeing sees 737 rates at 50 per month
DATE:20/12/10
By Scott Hamilton

Even as Boeing weighs taking production rates of the popular 737 beyond the 38 per month officials have announced, to 42 a month (41 for the commercial 737 and one for the 737-based P-8A Poseidon), consideration is underway to boosting rates even more-to 50 per month, ATI and Flightglobal sister publication Commercial Aviation Online (CAO) has learned.

In a meeting with employees last month, Nicole Piasecki, vice president of Business Development & Strategic Integration, said that Boeing is prepared to move forward with a 737 re-engine or a new airplane, as well as proceed with further upgrades to the current Next Generation 737, but there are other considerations as well in making these program development decisions.

"We are looking at what technology do we have that will allow us to bring a superior product into the market toward the latter end of this decade," Paisecki told employees. "Our customers would like it sooner rather than later, but there is one additional perspective. Going forward, we are probably going to see production rates at about 50 [737s] per month as we look out in the growth of the industry."

Officials have inspected the land around its Renton, Washington 737 production plant to consider expansion, CAO understands. The facility, with some rejigging of the internal footprint, can accommodate 42 airplanes a month, although ramp space for the finished product will be challenging.
"The production line is really efficient today," Piasecki told employees, "so we have to have not only abetter performing product, we also have to have a more efficient, higher quality production system."

In the same meeting, Piasecki was asked whether the high productions rates might mean setting up another line at an underutilized Boeing facility in another state, Piasecki noted that prospect is not part of her job description but answered that "if we aren't uncovering every opportunity to ensure that we can get up to rate, we should be."

SOURCE: Air Transport Intelligence News

Ala-7

December 21st, 2010, 01:30 AM

Airlines Calculate Boeing 787 Delay Damage
Dec 20, 2010

By Adrian Schofield Queenstown, New Zealand
With Guy Norris in Los Angeles.

With airlines bracing for yet another slip in Boeing’s 787 delivery schedule, some of the program’s key customers are considering how much longer they can reshuffle their current fleets and what the damage will be to their long-term plans.

Boeing has yet to tell airlines how many months the latest delay will be after problems during flight-testing forced a timetable review. For every customer, the pain threshold is a little different. They can cope in the short term, but eventually the delays will severely cramp the growth plans that were based on the promise of the 787’s range and efficiency.

Three of the most important 787 customers spoke to Aviation Week about the program delays during a Star Alliance event here Dec. 13-14. All Nippon Airways is the launch customer of the initial 787-8 variant, United Airlines is slated to be the first North American operator and Air New Zealand is the launch customer for the 787-9.

ANA CEO Shinichiro Ito says the airline has contin gency plans to cope with additional delays, but it will face serious headaches if the first handover is pushed into 2012.

The carrier has already taken “substantial measures” in case Boeing could not meet the current delivery target of the first quarter of 2011, says Ito. “We can cover their delay for one year [beyond the current target] without major damage” to ANA’s operations or plans, he says.

ANA has orders for 55 of the 787-8 and -9 versions. It was originally supposed to receive the first aircraft in mid-2008.

Ito is resigned to the fact that the latest technical issues will “most likely lead to another delay,” and he has been asking Boeing to present a revised timeline “as soon as possible.” He notes that ANA has endured six delays already, and a seventh will be “disappointing.”

The contingency measures ANA has put in place include postponing retirement of older Airbus A320s and Boeing 767s. The carrier has also acquired additional newer 767-300ERs to help fill the gap.

But the 767s “can’t cover everything” that the carrier intended for the 787, Ito notes. Another lengthy delay will affect its plans to launch new long-haul flights that were earmarked for the 787, such as new routes to the Eastern U.S. and Europe from Tokyo Haneda Airport.

Meanwhile, Air New Zealand CEO Rob Fyfe concedes it is “probable” that the delays to the 787-8 will spill over to the -9. Before Boeing’s most recent problems, Air New Zealand was facing a three-year delay in its eight 787-9 orders. They were originally scheduled for delivery in late 2010, but are now slated for late 2013.

“Clearly there is frustration for us in those delays, as it is restricting some of our plans in terms of retiring older aircraft and in terms of some of the new routes we’re interested in,” Fyfe says.

While ANA is going ahead with its plans to phase out its last 747-400s from international service in March, the 787 delays have prompted Air New Zealand to purchase a 747-400 that it had wanted to return to its lessor. This goes against its plan to shrink the 747 fleet. Additional measures include extending 777-200 leases and retaining 767-300ERs longer than planned.

As with the other 787 customers, there have been compensation discussions between Air New Zealand and Boeing, although Fyfe will not reveal details. However, he says no matter how much compensation is received, the delivery delays still create considerable strategic risk for the carrier. Many of the routes Air New Zealand targets are too thin to support more than one carrier. So if a further 787 delay results in another airline entering a market that Air New Zealand was contemplating, it could be locked out of that market.

Overall, Fyfe is still convinced the 787 will be a “game-changer” for Air New Zealand. “There is no lack of enthusiasm [for the aircraft]; we just want to get our hands on it,” he says.

Jeffery Smisek, CEO of United Continental Holdings, believes Boeing is being “purposefully cautious” in revising the 787 timetable. The stakes are high for the airlines, because they rely on the delivery schedule to plan expensive investments in training and equipment, Smisek says.

The newly merged carrier has 50 787s on order, half from United and half from Continental. The most recent update had first delivery slipping from August 2011 into 2012, but Smisek says Boeing has yet to reveal the extent of the latest revision.

Smisek says the continuing delivery delays create other major problems for United. The aircraft is a pivotal part of the carrier’s plans to open new routes and make its fleet more efficient, he says. “We’ve got a lot of plans for the 787, and every day of delay [represents] dollars that we could have made that we are not making.”

For example, United has postponed plans to launch a route from Houston to Auckland in November 2011, which was to be one of the first to use the 787. This was “100% caused by the [787] delay,” Smisek says.

United believes that being the North American launch customer will give it a competitive advantage in the region. “So we would like to start this competitive advantage as soon as possible,” says Smisek.

Delays to the 787 program began in September 2007, shortly after rollout, when widespread issues with the supply chain became apparent. Bedeviled by persistent problems involving “re-work” on parts already delivered or in flow, Boeing announced additional delays in October 2007, as well as in January, April and November 2008. The latter hold-up was attributed to incorrect installation of fasteners and the knock-on effects of a debilitating machinists’ strike at Boeing.

The sixth major delay came in June 2009, just as the aircraft was poised for first flight, when structural tests revealed the need to strengthen the wing-to-body join area. Although flight tests eventually began in December 2009, the planned first delivery slipped from late 2010 into early 2011 following more production and flight-test issues, culminating in problems with the Rolls-Royce Trent 1000 engine. An electrical fire last month on a test aircraft in Texas—and the subsequent suspension of flight tests and grounding of the fleet—is now set to trigger a seventh major delay.

Boeing has acknowledged the systems redesign and certification issues caused by the Nov. 9 electrical fire have effectively rendered its current targets unachievable. The aircraft maker says it will announce a new schedule when that work is complete. Analysts predict the latest delay will be anywhere from 4-6 months.

Source: AWST

spektor

December 21st, 2010, 02:07 AM

Ala-7

December 21st, 2010, 02:58 AM

^^

Hablando de los perjuicios económicos causados a las aerolíneas por los retrasos del 787, Avianca también está buscando una compensación como lo manifestó Fabio Villegas.

Air India está pidiendo 840 millones por el retraso en la entrega de sus 27 787. Haciendo un proporcional, Avianca podría estar pidiendo una indemnización de 370 millones aprox. en descuentos y/o efectivo, lo cual le caería de maravilla al flujo de caja de AV en estos momentos

Ya lo finalizaron, y hasta donde sé solo se da por las entregas afectadas, cerca de la mitad, así que la compensación para AV puede ser mas alta de lo esperado, y puede ser de tres formas: En descuentos, en servicios y en efectivo, pero de esta última dudo mucho.

Saludos.

jemurillo0705

December 21st, 2010, 03:54 AM

Ya lo finalizaron, y hasta donde sé solo se da por las entregas afectadas, cerca de la mitad, así que la compensación para AV puede ser mas alta de lo esperado, y puede ser de tres formas: En descuentos, en servicios y en efectivo, pero de esta última dudo mucho.

Saludos.

lo mas probable es que se haga en descuentos

Ala-7

December 22nd, 2010, 01:35 AM

FLIGHTBLOGGER: The price of Boeing's 787 sales success
DATE:21/12/10

Boeing's historic order backlog for the 787 was based partly on steep discounts driven by now-discarded design and manufacturing assumptions, according to data obtained by Flightglobal affiliate FlightBlogger.

Cost overruns, penalty payments and supply chain changes, adopted in the last two years, the report says, will force Boeing to achieve unprecedented cost-savings for the widebody to turn a profit even after delivering the current 846-aircraft backlog.

The article, which is the culmination of an 18-month long look at 787 pricing, explores how the backlog was built, the foundations of the program, Scott Carson's ascent to the top of Boeing Commercial Airplanes, the prospect and hope for the 787-9, a possible future ramp up of 17 787's per month, the revival of the 787-10 and the redrawing of the global supply chain lines.

Read the complete report

The price of Boeing's 787 sales success
By Jon Ostrower
on December 21, 2010 3:27 PM

Inside:
- How the 787 backlog was built
- Predicable costs at 787's foundation
- Scott Carson's ascent
- Can the 787-9 undo the damage?
- Looking at 17 787's per month
- The revival of the 787-10
- Redrawing the supply chain lines

Data obtained by FlightBlogger show Boeing's historic order backlog for the 787 was based partly on steep discounts driven by now-discarded design and manufacturing assumptions. Cost overruns, penalty payments and supply chain changes adopted in the last two years will force Boeing to achieve unprecedented cost-savings for the widebody to turn a profit even after delivering the current 846-aircraft backlog.

With first delivery nearly three years behind schedule, the cost to build each 787 has skyrocketed from its original foundations built upon dramatically lower and more predictable production costs, say company insiders.

In the race to sign up customers between 2004 and 2006, airframe prices averaged just below $76 million, a price that does not include the the $20 to $30 million GENx or Rolls-Royce engines, Boeing furnished equipment (BFE) and in-flight entertainment (IFE), according to pricing data.

While Boeing will never disclose the actual prices its mega-backlog of 787s were sold for, Jim Albaugh, CEO of Boeing Commercial Airplanes, believes the 787 was sold for far less than it was worth, as acknowledged in a recent interview: "I think we gave away some of the value of this airplane to a lot of our customers."

Though that statement, say customer and company sources, as well as industry analysts, is an understated acknowledgment that hints at how Boeing's 787 backlog was built; stimulated by not only by huge future growth in air traffic and precipitously rising fuel prices, but a steady and strategic drop in the price of the aircraft.

Boeing, which did not comment on the actual pricing figures, says it is "constantly evaluating our value proposition in the marketplace. Prices are adjusted based on the value our products provide to our customers as well as our positioning in the competitive environment."

In late 2004, Boeing started employing aggressive sales tactics, according to sources familiar with the pricing discussions, blunting the ambitions of the original Airbus A350, then a significantly upgraded A330. That aggressiveness, led by then sales vice president Scott Carson, with a mandate from then-CEO Harry Stonecipher, then-Commercial Airplanes Chief Alan Mulally and the Boeing board of directors, saw prices slashed on the company's composite jetliner.

In the more than three and a half years since its first 787 began assembly, the prevailing wisdom about Boeing's woes have centered upon moving past manufacturing design issues, completing extensive rework of production airframes, certifying and delivering the first units for revenue service and building a steady industrial ramp up at its Everett and Charleston facilities; all while re-balancing its supply chain as it develops the 787-8's larger successor.

Although each is a formidable task, the pricing data indicates Boeing also must overcome five-year-old pricing decisions on more than 300 787s still in the backlog.

The 2004 through 2006 airframe prices charged to airline customers ranged between $83.5 million and as low as $65.7 million for the 787-8, for one higher volume deal with a blue chip customer. Prices for the larger 787-9 were cut significantly as well, but the sales balance in the early years of the program was weighted heavily toward the smaller -8.

There remains great risk and opportunity to ensure the 787 - the company's fastest selling jetliner - becomes the cash cow Boeing hopes it will become. Few doubt the market success of Boeing's flagship program, though the profitability and margins remain open questions as the recurring production costs, by the company's own admission, lack clarity.

Boeing declined a request for executives currently leading the program, as well as Carson, though the company did comment on a point-by-point basis.

Predictable costs at Dreamliner's heart

The steadily lowered price for the Dreamliner was supported by the barebones production costs forecast by program planners who saw a global supply chain with its contractual prices locked in, as well as design and manufacturing responsibility and cost weighted toward Boeing's suppliers.

The company's confidence in predicting its costs were derived from its own contractual agreements with suppliers on the cost of each shipset, and how much labor would be required on its own end once fully-stuffed structures arrived on the final assembly line in Everett. Boeing's supply chain model as formulated, say company insiders, allowed the estimate of its "snap together planes" to be built for and unprecedented low recurring cost which would be recognized early in the program as the production rate was set to hit 10 aircraft per month in 2010.

This cost assumption, built upon a $5 billion investment for the 787, say industry sources, compared to the $11.5 billion initially budgeted for the 777, allowed Boeing to compete aggressively to establish the Dreamliner in the marketplace, ultimately obliterating the earliest incarnations of the A350.

"If they win the order, who cares what the price is?" says Air Insight analyst Addison Schonland. "The price wasn't wrong, the cost was."

Boeing's CFO, James Bell says it will be another three to four years before Boeing can anticipate if it will approach the profitability of the 777 and 737, the company's most mature and highest rate programs.

"We would also have a real opportunity to see how the production system really works, because remember," says Bell, "this is a different production system than we used on building aluminum airplanes, and we anticipate that the learning curve on that we will be able to harvest sooner. But we won't know that until we start running them.

"But by 2013, 2014, we will know. We would expect those margins to start to approach some of the production programs you see today."

To ensure the poor pricing locked in on the first several hundred 787-8s don't significantly drop the company's quarterly reported profits, say many in the analyst community, Boeing is spreading out the poorly priced airframes over the delivery schedule in the decade to come, interspersed with better prices locked in with later customers. Shifting poorly priced units farther along Boeing's "skyline" also allows a drop in the cost to build each 787 as the production rate accelerates.

That acceleration, say factory sources, may extend well beyond today's 2013 goal to build 10 787s per month, with rises as high as 17 per month being investigated for mid-2016. That significant boost, beyond today's unprecedented target, which calls for the planned Everett surge line, which aims for operation by early 2012, to be made permanent.

Speaking generally of the planned rate increases, Albaugh says: "Clearly you work with your supply chain to take cost out, you work throughput, you have more airplanes coming through with the same amount of invested capital, drives your unit cost down and drives profitability."

Carson's Ascent

Scott Carson's ascent to the top spot of Boeing Commercial Airplanes was directly attributable to his performance as vice president of sales, having presided over growth in the 787 backlog that far exceeded any sales campaign the company had ever seen, while taking advantage of significant market demand for jetliners.

When he was first appointed vice president of sales for Boeing Commercial Airplanes in December 2004, replacing Toby Bright who was appointed shortly after 9/11 in January 2002, the 787 program had accumulated 52 orders, which included launch customers All Nippon Airways and Air New Zealand.

Upon his appointment, Stonecipher laid out Carson's objectives in plain terms: "Scott's appointment will strengthen and improve our global sales effectiveness and that's one of our highest priorities."

Carson faced not only a post-9/11 marketplace that had slowed the 787's market reception, but the company was reeling from high profile sales losses to Airbus including orders to Iberia, Air Berlin and easyJet. Boeing Commercial Airplanes CEO and president Alan Mulally, who now serves as CEO of Ford, had declared the 7E7 would accumulate 200 orders by the end of 2004, a goal the company did not achieve, resulting in the reassignment of Bright.

During his tenure as vice president of sales, Carson, whose warm demeanor earned him respect inside the company and with customers, grew the 787 backlog by 330 airframes between his appointment in December 2004 and the naming of his successor in October 2006. In that period of less than two years, with a mandate from Mulally and Stonecipher, Carson racked up nearly three times as many orders for the 787 as the 777 did in the entire six-year period leading up to its 1995 entry into service.

Carson's unprecedented success had a lot working in his favor, say industry sources, including a tepid market reception to the A350 mark one, an aluminum lithium update to the A330-200 and -300 with GEnx engines. However, while Airbus struggled to find its footing on the A350, a fierce sales battle emerged that saw Airbus lowering its price to account for its modest E3.5B investment, while Boeing countered with further lowered prices and increased production forecasts to best the then 2010 entry into service planned for the A350, now slated for 2013.

Can a single aircraft type redeem a company?

With just over three years to go before the first 270 to 290-seat 787-9 is handed over to Air New Zealand at the end of 2013, a date set to slip, the balance of the massive 787 backlog remains heavily tilted toward the smaller 220 to 250-seat 787-8, with 77% of the 846-aircraft backlog earmarked for the first model.

That balance, says Albaugh, is set to shift.

"I think what you'll see is a mix that is probably weighted a little bit to the -9 side," he said in an August interview. "The -8 fills a great niche for certain routes, certain customers it's going to be the airplane of choice. It really just depends on their route structure people want to fly.

"I think when people see the value of the -9 you'll see a lot of people wanting that airplane, and we think that airplane is one we can sell for more than the -8 for sure."

Though for Boeing to fortify the program's profitability, the shift to the larger 787-9, said CEO Jim McNerney in a February investor Q&A, is the company's "the single biggest opportunity."

"If a customer comes to us and says instead of 25 787-8s," said McNerney, "We want 10 787-9s and 15 787-8s. Now that we see that you are going to deliver what you said on the 787-9, that is an opportunity for a discussion... they will be getting more value, we will be getting more price."

The push to regain pricing power on the 787-8, which aims to cut its fuel burn by 20% compared to today's 767, is evident in the aircraft's changing list price, which debuted in August 2005 on Boeing's website for $125 to $135 million. Boeing says that price was in reference to catalogue pricing messaged in the early launch days of the program in comparison to the 767-300ER.

The price today, again boosted on December 14, places the 787-8 average catalogue pricetag at $185.2 million, more than 40% higher than first envisaged. That increase is compared to an average 19-22% jump in the price of the 777 and 767 over the same period, respectively.

Additionally, the price of the 787-9 first appeared in May 2006 when Boeing displayed a $178.5 to $188 million and has risen today to average of $219.1 million.

"The difference in price increase is to adjust the pricing relationship between the 787-8 and 787-9 to better reflect their relative size and capability. The increase is also a reflection of value the 787-8 will provide to customers," says Boeing.

Customers ANA, Air China, Vietnam Airlines, Ethiopian Airlines have all converted a portion or all of their order to the larger -9. Major orders from Lufthansa and Air France/KLM remain outstanding, with the 787-9 believed to be Boeing's lead offering to each European mega carrier.

The sales success Boeing enjoyed on the 787 may be a doubled-edged sword said Albaugh: "The fact that we're virtually sold out to the end of the decade, we can't supply this airplane to some of our premium customers, and quite frankly I'd like to sell these airplanes for what they're worth."

The schedule for the 787-9 remains in great doubt, and program sources suggest the new program plan, expected before week's end, will have a bigger impact to the -9 than it does to the -8.

Engineering resources for the larger 787-9 had increased early in the year as 787-8 flight test progressed, returning data that was fed into the design of the new jet. Boeing had planned to move 80% of its 787 staff to the -9, says one program source, though in recent months, the engineering requirements of the 787-8 to resolve late design issues has virtually starved the 787-9 of its resources in some units, pulling back those engineers to the -8 on a full-time basis.

Additionally, Boeing confirms that it is "re-looking at the possibility" of the 787-10, a further stretch of the 787's fuselage to comfortably accommodate around 315-seats in three-classes. The 787-8 and -9 product development planners aim for those aircraft to be dominant on long and thin Pacific routes, while the the 787-10 would be intended for the thicker Atlantic and Pacific routes. The aircraft, as conceived today, would be a simple fuselage stretch of the -9 while offering a 6,500nm range, nullifying the performance of the Airbus A330-300.

The goal, says those same sources, is to offer a higher priced 787, while adding a comparatively low-cost investment that grows the backlog with prices based on the revised industrial cost -9 assumptions.

Boeing says discussions, both internally and with customers, "are all considered preliminary" and "no firm decisions about the airplane have been made. We discuss it from time to time with whomever is interested" and would "depend on market requirements."

Redrawing the lines

With enormous costs sunk into the program to rehabilitate its supply chain, as well as to rework, repair, reenforce and mature parts of the aircraft's design, Boeing hopes to use the 787-9 as a "do-over", says a company source, first getting manufacturing oversight of the design and global supply chain, incorporating the lessons accumulated with the early manufacturing tranche of 787-8s.

The stretched 787-9 is first and foremost an opportunity to apply the hard-earned technical lessons learned on the 787-8. From a design perspective, that reflects Boeing's ambition to incorporate widespread design changes to lighten and optimize the airframe and further refine the aircraft's systems.

From a manufacturing standpoint, the institutional knowledge earned by working with the 787-8 since 2007, aims to give Boeing a smoother ramp up in the 787-9's production with a leaner assembly process and an even more experienced workforce.

From a supplier management standpoint, realigning the 787-9 supply base enables opportunities for renegotiation of the contracts on which the 787-8 were first based, while also - in some cases - bringing work in house.

Boeing completed acquisitions of Vought and Alenia's Charleston facilities by December 2009, where aft fuselage fabrication and center fuselage integration takes place. Additionally, the airframer completed a more recent acquisition of Summit Aeronautic group, which makes the 787's door edge frames. Supplier sources say the company's share of the work is set to grow again.

For example, for its troubled Alenia Aeronautica-built horizontal stabilizer, Boeing is looking to insource the 787-9's stabilizer to incorporate the architectural and aerodynamic design changes while being in direct cost control of its fabrication and assembly, say program sources.

One year after Mike Carriker and Randy Neville took the 787-8 on its maiden three-hour flight into the overcast, rainy skies of Puget Sound, kicking off what appeared to be a near flawless flight test campaign, Boeing's 787 program finds itself at a near standstill.

The fleet, grounded by federal regulators, is limited to ground testing after the November 9 fire aboard ZA002. The global production system again awaiting word on how and when to proceed, its top US supplier moving the majority of staff to other programs, Everett unable to accomodate new airframes.

Boeing's management, its customers and financial stakeholders, watch with keen interest to see if the airframer can guide itself out of the near term challenges to certify and deliver the 787, but also avoid its previous missteps as it develops the 787-9 and -10 and undo some of the damage the 787-8 could inflict on the company's bottom line.

Source: Flightglobal

Ala-7

January 5th, 2011, 07:44 AM

Analyst: 'Boeing disastrously executed on a brilliant vision'
Posted By Aubrey Cohen
January 4, 2011 2:05 p.m.

Boeing had the right idea with the 787 Dreamliner, but screwed it up, according to analyst Richard Aboulafia

"They decided that the most promising new technologies would best be adapted to create a mid-market long-range plane. This happened to fit perfectly with the superior pricing power associated with international long-haul point-to-point routes," Aboulafia, vice president of analysis at Teal Group, wrote in his most-recent aircraft letter. "The 787 was the thinking person's plane, and by extension Boeing was the thinking person's planemaker. But all this brilliance has dug the company into a hole."

The problem is that the 787's expanded use of composites and electric systems have gone much less smoothly than executives expected, while its increased outsourcing has been a "complete fiasco," Aboulafia wrote. This has driven up the cost of the plane (and penalties Boeing must pay to customers and suppliers for delays), putting program profitability in serious jeopardy.

"In short, Boeing's hopes of a strategic victory are gone, or at least deferred," Aboulafia wrote.

The 787 may never meet its performance promises and certainly won't meet them until the second model, the 787-9, he said. "The (787)-8 might just become an interim product, like the 767-200."

Boeing currently has orders for 621 787-8s and 226 787-9s, although customers may switch many of these from the first to the second as performance numbers come out.

The good news for Boeing is that Airbus also has stumbled with its signature A380 super-jumbo jet -- a program that never made sense, according to Aboulafia. "Airbus spent the decade poorly executing on a disastrous vision. Boeing disastrously executed on a brilliant vision."

Source: Seattle PI Blogs.

frida kahlo

January 7th, 2011, 02:41 AM

Me encanta este thread...muchas gracias por las discusiones entre Airbus y Boeing

LocoAir

January 7th, 2011, 04:15 AM

Y en todos los foros va a ser lo mismo? "me gusta" "gracias por este tema" "estoy muy entretenido con el tema"

Sumar post no cuenta, vale mas la credibilidad que se gana con calidad y contenido en los mismos.

Saludos.

DaveSnow

January 7th, 2011, 05:12 AM

Me encanta este thread, que temas tan interesantes.

Muchas gracias.

J0rG

January 7th, 2011, 05:31 AM

Me encanta este thread, que temas tan interesantes.

Muchas gracias.

:rofl::rofl::rofl::rofl::rofl::rofl::rofl::rofl:

jemurillo0705

January 7th, 2011, 06:01 AM

Me encanta este thread, que temas tan interesantes.

Muchas gracias.

EPIC LOL:lol::lol::lol::lol:

LocoAir

January 7th, 2011, 06:28 AM

Me encanta este thread, que temas tan interesantes.

Muchas gracias.

Jajajajajajajajajajaja :lol:

DaveSnow

January 7th, 2011, 07:20 AM

:rofl::rofl::rofl::rofl::rofl::rofl::rofl::rofl:

EPIC LOL:lol::lol::lol::lol:

Jajajajajajajajajajaja :lol:

Y por qué se ríen???? Si yo quiero insultos también… Me parece injusto que a Frida la premian con insultos y al Dave solo burlas…

Por cierto Frida, me hiciste recordar a las típicas frases de reinas de belleza. :ohno:

Saludos, y espero disculpas por las burlas.

LocoAir

January 7th, 2011, 09:21 AM

No era un insulto ¬¬ Tampoco me estaba burlando Doble ¬¬

Ala-7

January 19th, 2011, 02:14 AM

Delta chief impressed by GTF-powered A320neo and CSeries
By Lori Ranson
DATE:18/01/11

Fresh from issuing a request for proposal (RFP) to manufacturers for up to 200 narrowbody replacement aircraft, Delta Air Lines management appears impressed with both the re-engined A320neo and the Bombardier CSeries.

Carrier chief executive Richard Anderson during the carrier's fourth quarter earnings call specifically labelled the Pratt & Whitney PW1000G series geared turbofan (GTF) powerplant as a "viable engine", and highlighted the roughly 20% improvement in fuel efficiency the engine should deliver.

Citing oil prices around $95 per barrel, Anderson states the GTF's fuel efficiency projection is "significant".

While Boeing has not stated its intentions for a re-engined or clean-sheet 737, Anderson explains that in the negotiations regarding the RFP Boeing will need to "match the numbers" of the aircraft powered by the GTF.

Delta also plans to retire about 100 aircraft during the next 18 months, the carrier states, largely comprising 50-seat regional jets, Saab 340 turboprops and DC9s.

SOURCE: Air Transport Intelligence News

Ala-7

January 19th, 2011, 02:40 AM

Boeing expects first 787 delivery in the third quarter
By Lori Ranson
DATE:18/01/11

After numerous delays Boeing has released its latest delivery schedule for the 787, and aims to deliver the first aircraft to launch customer All Nippon Airways in the third quarter.

The company states the new delivery date reflects the effects of an in-flight fire in November of 2010 that halted the test flight campaign. Boeing's revised schedule includes the time necessary to produce, install and test updated software and new electrical power distribution panels in the flight test and production aircraft.

"We've also restored some margin in the schedule to allow for any additional time that may be needed to complete certification activities," says 787 programme vice president Scott Fancher.

Boeing expects to release additional information about anticipated initial 787 deliveries in its earnings discussion scheduled for 26 January.

The original 787 delivery date was May 2008, and programme delays have subsequently pushed back first delivery by roughly three years.

SOURCE: Air Transport Intelligence News

Ala-7

January 20th, 2011, 06:30 AM

Airbus pushes A350 final assembly back to end-2011
By David Kaminski-Morrow
DATE:19/01/11

Airbus has indicated a schedule slip for A350 development, no longer identifying the third quarter of 2011 as the date for commencing final assembly, instead stating only that it will begin before the end of the year.

But the company is still pushing for a mid-2012 first flight, even as it maintains that this will need a nine-month assembly lead time.

The manufacturer had previously said it would begin final assembly in the third quarter of this year.

But during Airbus' annual briefing in Toulouse, chief operating officer Fabrice Bregier said the airframer would start assembly of the first A350's main components "around mid-year" and that it would be "ready for the final assembly line before the end of 2011".

Bregier says Airbus is still planning to allow around nine months for assembly and tests, and that the A350 would have undergone close to 18 months of tests by the time of its maiden flight - after which it would be subjected to another 12 months of flight testing.

Delivery of the first aircraft, he adds, will be in the second half of 2013. Late last year Airbus parent EADS had warned that the delivery would be pushed back from the early part of the second half, stating that the design-to-manufacturing transition was taking longer than expected.

Bregier says the airframer is "still very humble about this programme", that the manufacturer is making "reasonable progress" on the A350 but that the aircraft's development remains "very challenging".

He says processes which did "not perfectly fit on the A380" - in a range of areas, including system installation and customisation - are being changed on the A350.

"One lesson [learned from the A380] - when you're not ready, you don't move from one step to another," he says, adding that there should be no milestones before maturity.

Bregier says that hydraulic pressurisation of the 'iron bird' test-bed took place at the end of December, adding that it will be used to "debug all functions at system level".

Airbus executive vice-president for programmes Tom Williams says the airframer has needed to bring the research and technology aspect, as opposed to research and development, of the aircraft to "where it needs to be".

"We're keen not to repeat the A380 experience," he says, adding that Airbus has wanted to instil "more discipline". He gives the example of certain critical components being produced in-house in order to ensure "lots more transparency and visibility".

Bregier admitted to an EADS investor gathering in Toulouse last November that the previous caution over the service-entry schedule had been driven by a desire to avoid continuing enquiries as to precisely when, 2013, the twinjet would be delivered.

"In the next months we want to be able to have the detailed configuration of the aircraft, including [system] routings and bracket locations, included in the digital mock-up of the first aircraft," he said.

"Perhaps it's a bit too demanding but, if we do that, it will be much simpler, and I prefer to take a couple more months at this stage to avoid potentially big problems."

Airbus' single, integrated A350 digital mock-up has been part of a management strategy to increase information sharing, while manufacturing has been distributed to a reduced number of first-tier suppliers, each handling larger work packages.

Over the course of 2010 Airbus secured orders for 63 A350s, bringing its order backlog for the twinjet family to 583 from 36 customers.

SOURCE: Air Transport Intelligence News

LocoAir

January 22nd, 2011, 01:26 AM

Airbus llega a su pedido número 10 mil

Con la adquisión de 60 aviones A320 por parte de Virgin America, Airbus llegó a su pedido número 10 mil desde que en 1974 entrara en servicio su primera aeronave para Air France.

El presidente y CEO de Airbus, Tom Enders, señaló que en agosto de 2004 el fabricante de aviones llegó a cinco mil pedidos, tras más de 30 años de actividad, por lo que consideró alcanzar los 10 mil en los seis años siguientes confirma el reconocimiento a sus productos.

De los 60 aviones que Virgin America adquirirá, 30 son A320neo, los cuales están equipados con nuevos dispositivos aerodinámicos Sharklets que reducen 25 por ciento el consumo de combustible. Virgin America fue fundada en agosto de 2007 y tiene su base en San Francisco, California, con una flota de más de 30 aviones de la Familia A320.

El presidente de Virgin America, David Cush, destacó los bajos costos operativos, el confort de cabina y el eficiente diseño que reduce las emisiones de carbono de los aviones A320neo, lanzado a fines de 2010, las primeras entregas están previstas para 2016.

Desde la entrada en servicio del primer Airbus en 1974 con Air France, las ventas de Airbus han crecido de manera constante: para 1989 había colocado mil aviones, en 1996 se elevó a dos mil unidades, en 1998 la cifra llegó a tres mil y en 2000 comercializó cuatro mil unidades.

http://www.aerolatinnews.com/index.php?sector=noticias&noticia=21005

Ala-7

January 27th, 2011, 05:47 AM

Boeing holds firm to 787 production ramp-up
DATE:27/01/11
By Jon Ostrower

Boeing aims to deliver a dozen or more 787s in 2011, with industry sources pointing to September for first delivery, while the airframer maintains its original plan of building 10 aircraft per month by the end of 2013.

The airframer declined to elaborate on its the third quarter guidance or confirm the September delivery target. However, while reporting its full year earnings, Boeing says it intends to deliver a combined total of between 25 and 40 747-8s and 787s in 2011, with a roughly 50-50 split in its guidance. Boeing says these deliveries will be a part of the 485 to 500 aircraft produced in 2011.

Boeing announced 18 January its first delivery to Japan's All Nippon Airways has slid to the third quarter of 2011, following a November electrical fire that halted certification activities for six weeks.

Boeing CEO Jim McNerney says, "we're getting pretty close to knowing" which 787 will be ready for delivery later this year, though programme sources say the production block between airplanes 10 and 22 still require significant rework before they can be handed over to customers.

Early candidates for delivery to ANA are believed to be Rolls-Royce Trent 1000-powered Airplanes Seven, Eight and Nine, as well as Airplane 23 for General Electric GEnx-1B engine launch customer Japan Airlines.

Boeing currently has its 31st 787 in final assembly, and McNerney says the completion of assembly and travelled work of newly arrived structural shipsets continues to increase.

McNerney says the recent 787s are coming together with quickening pace as the final assembly learning curve improves.

"We are now through a lot of the issues that caused some of the backup work, and on top of that the engineering change on what's going on with the flight test programme," says McNerney, "But that has, for the last couple of months, been under control."

Additionally, Boeing has allocated significant in-factory resources to ensuring rework to the Alenia-built horizontal stabiliser is nearly complete once an aircraft leaves the factory.

As for the overall production ramp up, McNerney says that the margin for achieving the record widebody production rate has shrunk and the bulk of the increase from today's rate of two 787's per month to 10 per month will push into 2012, rather than 2011 as previously planned.

To aid in this production ramp up Boeing will activate its new Charleston, South Carolina final assembly line in July, followed by a second "surge line" in its Everett, Washington facility in early 2012.

Boeing had planned to achieve nearly a three aircraft per month in the latter part of 2010, though the company had pulled back the reins and has since returned to two per month, a plateau that factory sources add is likely to run into the middle of year before accelerating once again.

Despite the further delays in first delivery, now stretching to nearly three and a half years beyond the first May 2008 target, Boeing CFO James Bell says the programme remains in a position of profitability over its assumed accounting block, a number the company declines to disclose. However, says Bell, the continued delays have put pressure on programme profitability.

Boeing holds 847 orders from 57 customers.

SOURCE: Air Transport Intelligence News

Ala-7

January 27th, 2011, 06:47 AM

“América Latina tiene el mercado aeronáutico con mayor proyección mundial”
Mié, 26/01/2011 - 19:38

El vicepresidente senior de Airbus para América Latina y el Caribe, Rafael Alonso, dijo que la industria aérea seguirá creciendo en la región durante 2011, principalmente en países como Brasil y Chile, y con una mayor demanda de aviones A320neo, que prometen ser más amigables con el medio ambiente.

Los principales desafíos del sector son las iniciativas de cielos abiertos, la reestructuración de algunas aerolíneas y el crecimiento del transporte de pasajeros de turismo.

Santiago. Los años 2008 y 2009 para la industria aeronáutica no fueron fáciles. Aparte de enfrentar las consecuencias de la crisis económica que estalló en Estados Unidos y que continuó en Europa, se sumaron problemas como el incremento en el precio del petróleo, el aumento de gravámenes al sector y las amenazas a la seguridad, entre otros.

En medio de ese escenario y gracias a un incremento sostenido en el tráfico de pasajeros y de carga en América Latina, la región comenzó a verse como una gran oportunidad de crecimiento y aquellas aerolíneas que no eran vistas como una verdadera amenaza para las gigantes del sector a nivel mundial, adquirieron mayor importancia, siendo protagonistas de fusiones tales como las de las compañías Avianca con TACA, COPA Airlines y Lan con TAM.

A comienzo de 2010, el vicepresidente senior para América Latina y el Caribe de Airbus, Rafael Alonso, pronosticaba que sería un muy buen año y que veía “un mercado con un potencial de crecimiento de compra de aviones nuevos de 1.700 para los próximos 20 años en América Latina (...) esto representa unos US$150.000 millones en negocios”.

Ahora, cuando la Asociación de Transporte Aéreo Interacional (IATA) estima que los beneficios netos de las líneas aéreas llegaron a US$15.100 millones, AméricaEconomía.com conversó con Rafael Alonso para conocer cuáles son las proyecciones de esta fabricante de aviones francesa, cuya participación de mercado en América Latina ya alcanza el 65%.

-¿Cuáles fueron los principales desafíos que tuvo que enfrentar la empresa en América Latina y el resto del mundo en 2010?

-Uno de los principales desafíos durante el 2010 fue que la industria retomara la confianza tras la crisis financiera de los últimos años. La recuperación está siendo más fuerte de lo previsto. Globalmente Airbus logró un nuevo récord de entregas en 2010, y nuestros pedidos superaron ampliamente las expectativas del mercado. Como resultado, Airbus ha incrementado su producción por noveno año consecutivo, alcanzando un nuevo récord de 510 aviones comerciales entregados (en 2009 fueron 498) a 94 clientes (de los cuales 19 son nuevos).

En América Latina y el Caribe, vimos:

*Más consolidación de la industria a través de fusiones (LATAM, Avianca-TACA).

*Adquisiciones (Pantanal por TAM, Aerogal por Avianca-TACA, Aires por LAN) o bancarrotas (Aviacsa, Mexicana, Avolar, Alma) .

*La necesidad de mejora en la infraestructura y reducción de tarifas.

*Fuerte competencia de aerolíneas de EE.UU. y Europa.

*La aviación en algunos países, como México, están en proceso de reestructuración.

Airbus logró obtener en América Latina 75 pedidos en 2010 (LAN ordenó 50 aviones de la Familia A320 y TAM 20 de la Familia A320 y 5 de la Familia A350 XWB). Y también incluyó nuevos operadores como SKY Airline de Chile, AeroGal de Ecuador y Ocean Air (ahora Avianca Brasil) de Brasil.

En 2010, la empresa también lanzó el A320neo, que consumirá un 15% menos de combustible, equivalente a una reducción anual de 3.600 toneladas de CO2 por avión.

Airbus avanzó en la comercialización de combustibles alternativos, estableciendo la primera cadena de valor en Brasil, acercando a los agricultores, refinerías y aerolíneas. Realizó el primer vuelo con biocombustible en Latinoamérica, y da apoyo a lo que va a ser el primer vuelo regular comercial utilizando biocombustible que se pondrá en marcha en 2011.

-A principio del año pasado dijeron que tenían grandes expectativas de crecimiento en la región.
¿En cuánto aumentó el tráfico aéreo en 2010?

-Fue un buen año en la región. Tenemos como ejemplo los 75 aviones encargados por LAN y TAM. Indudablemente vimos que existe un crecimiento sostenido del turismo (+54% turistas en Perú en tres años, +48% en Brasil,+34% en Argentina, +32% en America Central).

Además, el mercado latinoamericano se ha consolidado y el mismo director general y consejero delegado de la IATA, Giovanni Bisignani, elogió la transformación que ha experimentado la industria en la región, con operaciones más seguras y eficientes, y aerolíneas con mayores rentabilidades.

Respecto al tráfico aéreo, aún no están disponibles las cifras anuales de la IATA. Pero a noviembre la tendencia entregada por dicha organización, tanto en pasajeros como en carga, mostraba que el tráfico crecía a una tasa anualizada de entre 5% y 6%. Y las economías emergentes han visto un incremento de casi 14% en los últimos años.

De acuerdo a AITA, entre enero y septiembre de 2010, la cantidad de pasajeros transportados aumentó 14%. Y las líneas aéreas de América Latina transportaron más de 11 millones de pasajeros, casi 10% más que en el mismo lapso de 2009.

-¿Cuánto lograron aumentar sus ventas? ¿Cuánto logró facturar la empresa durante 2010?
-Airbus recibió 644 pedidos (574 netos) de aviones comerciales en 2010, con un valor que superó los US$ 84.000 millones (US$ 74.000 millones netos), según lista de precios. Esta cifra representa el 51% del número bruto de unidades (52% neto) respecto al mercado mundial de aviones de más de 100 plazas en 2010.

A finales de 2010, la cartera de pedidos de aviones comerciales de Airbus estaba en 3.552 unidades, valoradas en US$480.000 millones según lista de precios, lo que representa seis años de producción.

-¿Cuál es el avión que más aumentó sus ventas? ¿Cuál fue el más vendido?

-Los nuevos pedidos de aviones comerciales en 2010 incluyeron 452 de la Familia A320; 160 de la Familia A330/A340/A350 XWB; y 32 nuevos pedidos del A380. En América Latina, la tendencia es igual. 70 de los 75 aviones encargados fueron de la Familia A320.

-¿Cuáles son los principales desafíos que la empresa se plantea para 2011?

-Para 2011, Airbus espera incrementar las entregas y el ratio de pedidos/entregas superior a uno.

Los principales desafíos del sector en Latinoamérica y el Caribe son la consolidación del sector, las iniciativas de cielos abiertos, la reestructuración de aerolíneas y el crecimiento del transporte de pasajeros de turismo.

-¿Cuáles son las principales empresas a las que le vende Airbus?

-Airbus actualmente cuenta con 333 operadores. Dentro de los clientes más importantes están Avianca-TACA, Lan y TAM.

-¿Van a potenciar la venta de un avión en especial?

-Para 2011, Airbus espera un nuevo incremento en las entregas y también en los aviones vendidos (un ratio de pedidos/entregas superior a uno, basado en la fuerte demanda de las aerolíneas de aviones nuevos y más eco-eficientes). Estamos confiados de que el año 2011 va a ser el año del A320neo, que responde perfectamente a las necesidades de nuestros clientes.

-Pensando en América Latina, ¿cuáles son los países que durante 2010 representaron un mayor crecimiento? ¿En qué países de América Latina quieren invertir con más fuerza durante 2011?

-El mercado aéreo de Latinoamérica y el Caribe es uno de los más robustos y con mayor proyección a nivel mundial. Latinoamérica y el Caribe siempre ha sido un mercado muy importante para Airbus y vemos con satisfacción la consolidación que se está produciendo en el sector.

Durante 2010, los países que representaron un mayor crecimiento en cuanto a órdenes de aviones fueron Brasil, Chile y Colombia. Esperamos que esta tendencia continúe, basado en el incremento de tráfico de pasajeros pronosticado. Y para este año entrante Airbus seguirá manteniendo su posición de líder con más de 500 aviones vendidos en estos últimos años, y con más de 350 aviones en operación en 23 compañías aéreas en la región.

-¿Qué nuevas amenazas tiene la industria aeronáutica?

-Mientras muchas economías se recuperaban de la crisis financiera, Airbus ha visto su mayor éxito en los últimos años. Indudablemente una subida del precio del petróleo es una amenaza que nos preocupa a todos. Esto haría que aumentasen los precios de los boletos, reduciendo los pasajeros, y por consecuencia, limitando los beneficios de las compañías y su capacidad de comprar aviones nuevos. Es por ello que Airbus, para paliar este efecto negativo, fabrica cada vez aviones más eficientes y que consumen menos combustible.

Para 2011, vemos bases bastante sólidas para un crecimiento sostenido. Seguiremos viendo más consolidación de aerolíneas, iniciativas de cielos abiertos e importantes crecimientos del turismo en la región. También esperamos que todo esto cree las condiciones para mejorar la infraestructura.

Fuente: América Economía

Ala-7

January 28th, 2011, 12:35 AM

Airbus juggles A330-300 weights to offer longer range
DATE:27/01/11
By David Kaminski-Morrow

Airbus is to offer carriers a higher-weight A330-300 from the fourth quarter of this year, taking the maximum take-off weight (MTOW) to 235t.

Raising the MTOW would extend the range by 135nm (250km) with a typical 300-passenger load, or provide a 1.4t payload increase at a range above 4,200nm. TUI Group is ordering a pair of the jets, with 362 seats, for its French division Corsair.

Airbus has identified the new weight variant as WV54. It will offer a 2t increase in MTOW over its predecessor, the WV52, and 5t above the baseline WV50. The airframer says that design-load analysis indicates that the 2t increase is achievable if it is "compensated" by a 2t reduction in maximum zero-fuel weight, to 173t.

Maximum landing weight, 187t, will remain unchanged from the WV52. Local structural modifications will be required for the new airframe - including changes of rivets in the forward lower fuselage shell - but these will have "negligible impact" on aircraft empty weight. Part of the change has already been implemented as part of A330-200 production.

Airbus says it wants to increase the payload-range performance of the A330-300 while "taking full benefit of demonstrated wing structural capability".

Maximum aft position of the centre-of-gravity has been reduced at the higher weight, to keep vertical static load on the main landing-gear unchanged.

"These improvements have been achieved with little impact on the aircraft's operability, meaning that the aircraft will be able to use most of the existing runways and the airport take-off slots without penalty," says Airbus.

Take-off and go-around thrust are unchanged on the higher-weight variant, which will require a 70-90m (230-300ft) increase in take-off distance.

But while the Rolls-Royce Trent 772- and Pratt & Whitney PW4170-powered versions of the aircraft will meet QC2 take-off noise criteria, slight engine modification will be needed for certain airframes equipped with General Electric CF6-80E1s.

The A4 model of the GE powerplant will fall within the QC2 threshold, says Airbus, but not the A3 model.

In order to bring the latter into line, GE is developing a nacelle modification and noise tests are scheduled to take place in the first quarter of this year, with certification planned for the third quarter.

Although the engine modification will be available through retrofit, Airbus is not offering the higher-weight airframe as a retrofit package. But it says this possibility "will be investigated...depending on customer requests".

Airbus expects delivery slots for the new A330-300 variant to become available from the first quarter of 2012. Its A330-300 backlog at the end of 2010 stood at 141 aircraft.

SOURCE: Air Transport Intelligence News

JuanPa

January 28th, 2011, 10:51 PM

Según las descripciones .... un eventual upgrade de los aviones existentes no sería tan "sencillo" y rápido como una aerolínea quisiera!

En todo caso 250 Km de mayor alcance sirven y mucho!!!, aunque faltaria ver si los ratios de consumo no se ven impactados negativamente.

Saludos

Ala-7

February 4th, 2011, 04:37 AM

Airbus to boost A330 production to 10 monthly in 2013
By Aaron Karp | February 4, 2011

Airbus said Wednesday it will raise the Airbus A330 production rate to 10 per month in the second quarter of 2013, up from 7.5-8 produced monthly currently. The rate will be first increased to nine per month in early 2012.

Executive VP-Programs Tom Williams said that "strong market demand for the aircraft" drove the rate increase decision, adding in a statement, "In the long-range, mid-size category, the A330 is the right aircraft for airlines."

An A330 production rate increase had been speculated about for several months, with Bernstein Research signaling in October that Airbus would move to producing nine monthly by next year (ATW Daily News, Oct. 10, 2010).

Airbus has taken 1,100 total orders for A330 variants, with 750 delivered so far. The type has 50 operators worldwide.

Source: ATW
.

Ala-7

February 4th, 2011, 04:38 AM

Boeing rolls out 1,000th 767
By: Christine Boynton | February 4, 2011

Boeing on Wednesday rolled out its 1,000th 767—a -300ER passenger model for All Nippon Airways. It is the final 767 to complete assembly on the current production line; henceforth, 767s will be assembled in a new, smaller bay geared toward leaner, more efficient operations.

Boeing Commercial Airplanes President and CEO Jim Albaugh said, "As we salute the 1,000th 767, the next 767 is already being built in a new bay where we can produce airplanes much more efficiently for years to come."

The 767 family includes three passenger models—the 767-200ER, 767-300ER and 767-400ER—and a medium-widebody freighter, based on the 767-300ER fuselage.

Source: ATW

Ala-7

February 12th, 2011, 03:58 PM

Boeing's McNerney: "We're going to do a new airplane"
10/02/11

Boeing will replace its 737 rather than outfitting the single-aisle workhorse with new engines, company President Chairman and Chief Executive Jim McNerney said Thursday.

"We're going to do a new airplane," McNerney said at the Cowen Aerospace/Defense Conference in New York.

He then qualified this a bit, saying: "We're not done evaluating this whole situation yet, but our current bias is to not re-engine, is to move to a whole new airplane at the end of the decade, the beginning of the next decade."

While he didn't disclose when Boeing would formally launch the replacement aircraft program, McNerney said customers "are going to know what it looks like over the next 18 months."

The new plane would enter service around 2020, he said. "We could launch the narrow-body earlier than 2020, but I think the convergence of engines being ready, fuselage and some of the systems being ready, and when the market needs them is around 2020, and the supply chain being robustly ready for it."

McNerney and other executives have said for months that they didn't see a compelling business case for re-engining even after Airbus decided to re-engine its competing A320. Boeing and Airbus are responding to a threat from upstarts such as the Bombardier CSeries, Comac C919 and United Aircraft Corp. MS-21.

He addressed the situation Thursday in responding to a question about whether the re-engined A320neo was a threat to the 737.

So far, Airbus has focused on its current A320 customer base, "which has shown some vulnerability to the CSeries," McNerney said. "That doesn't meant that when they get deeper into development they won't approach our customer base. I think they will."

But, he added: "It's our judgment that our customers will wait for us, rather than move to an airplane that will obsolete itself when (Airbus) move(s) to a new airplane."

He also repeated his company's contention that Airbus was playing catchup to Boeing, saying: "The neo on paper closes the value gap that we have enjoyed. ...

"I feel pretty comfortable that we can defend our customer base both because they're not going ahead of us, they're catching up to us, and because we're going to be doing a new airplane that will go beyond the capability of what they neo could do."

Source: SPI.blogs

Ala-7

February 12th, 2011, 04:03 PM

Boeing's McNerney: It's time to replace the A330UPDATE: Airbus response added.
10/02/2011

A Boeing 787-10 Dreamliner could replace the Airbus A330, Boeing Chairman President and Chief Executive Officer Jim McNerney said Thursday.

"(T)hat's a very nice A330 replacement airplane -- more range, more (passengers) and much more efficient," McNerney said at the Cowen Aerospace/Defense Conference in New York. "The A330's a good airplane, it's done well, but it's about time we replaced it."

Boeing is starting the composite 787 line with the 787-8 and then moving on to the larger 787-9 while considering a potential 787-10, which would be the biggest version.

Chris Jones, vice president of Sales -- North America for Airbus Americas, responded by saying: "It's always flattering to be recognized as a point of reference, and since the A330 is selling like hotcakes, it's no wonder Boeing looks upon the program so enviously. We have an aircraft that's available now, in service now, getting great reviews from our customers -- now, and has airlines scrambling to snatch up positions on our production line."

Interestingly, McNerney's comments came a week after Boeing Commercial Airplanes President and Chief Executive Officer Jim Albaugh said the millions of dollars the company just spent to move and upgrade the 767 line would help that older aircraft better compete against the A330.

McNerney's argument about the 787-10's replacing the A330 is somewhat the reverse of his stance on Airbus' planned A350-1000, which aims to replace the Boeing 777.

"I personally think the 777 is going to be the unexpectedly strong story this decade," he said Thursday. "I think until there's better definition around what the A350-1000 is or isn't we're going to sell one heck of a lot of 777-300ERs. We're already seeing demand that is much stronger than we anticipated."

Boeing is studying potential replacement or major upgrades for the 777. That would happen after development of a 737 replacement, which would aim to enter service around 2020, McNerney said Thursday.

The 787-10, he said, "is something that can be done in the meantime."

For now, Boeing has to work toward making the 787 program profitable. McNerney reiterated Thursday that the first 787s delivered will have "something close to zero margins," but noted: "The most profitable plane in history, the (7)37, started with a forward loss" (meaning it was in position to make no profit).

The first step is to finish required reworking of already produced 787s so they can be delivered.

"Come to Everett if you want to see what inventory looks like," McNerney said. "The rework on the first 20 planes in particular is ongoing, but the number of jobs there to get done is coming down."

At the same time, the newer 787s have fewer issues that need fixing in Everett, McNerney said. "We have airplane number 32 in the shop now, and the condition of assembly that came in from our suppliers was very good on that airplane. We're still working with one of our suppliers on workmanship issues, but we have got capability in Everett to handle that."

That one supplier presumably is Alenia Aeronautica, which makes horizontal stabilizers for the 787.

Referring last week to issues with the stabilizers, Albaugh said: "We're taking a hard look at what we're going to do on the horizontal, and at some point we'll make a decision there."

While Boeing has orders for an impressive 847 787s, it had a net loss of orders for four of the aircraft last year (37 ordered but 41 canceled).

"I think once we start delivering, people will start ordering again," McNerney said.

And the company will charge more for those aircraft, he added. "We will not sell them at launch prices again."

A changing mix of orders for 787 models also will help profitability, McNerney said.

"The demand for the -9, which is a more profitable plane for us, is beginning to overtake demand for the -8," he said. "A number of our customers, more than we originally anticipated, are moving toward the -9."

Source: SPI.blogs

JuanPabloToAr

February 12th, 2011, 09:03 PM

Mañana es el Rollout del Boeing 747-8 Intercontinental.

Se puede ver en vivo
http://www.newairplane.com/747/incredible/

spektor

February 13th, 2011, 10:10 PM

Y he aquí las primeras fotos del rollout del 747-8

http://www.wa98104.us/photos/B748/240947078.jpg

http://seattletimes.nwsource.com/ABPub/2011/02/11/2014199779.jpg

http://seattletimes.nwsource.com/ABPub/2011/02/11/2014199757.jpg

J0rG

February 13th, 2011, 11:53 PM

Y he aquí las primeras fotos del rollout del 747-8

[/IMG]

^^:drool: ojala que algun dia llegue uno de estos a visitar nuestro pais....

Slds

anotelopues

February 14th, 2011, 12:09 AM

¿Es cierto que sólo dos aerolíneas comerciales han ordenado este aparatico y las ventas del modelo comercial no llegan ni a los 30?

spektor

February 14th, 2011, 12:19 AM

Cierto, sólo Lufthansa y Korean Air lo han pedido hasta ahora.

20 para LH y 5 para KE

JuanPabloToAr

February 14th, 2011, 12:45 AM

^^
http://www.newairplane.com/747/whos_flying/

richardvargas

February 14th, 2011, 01:10 AM

Pues yo creo que sí puede llegar a Colombia; Cargolux opera en colombia, ojalá lo traiga.

LocoAir

February 14th, 2011, 02:36 AM

¿Es cierto que sólo dos aerolíneas comerciales han ordenado este aparatico y las ventas del modelo comercial no llegan ni a los 30?

Hasta ahora van 107 pedidos, como 70 de ellos de la version F y unos 30 de pax.(no se los números exactamente)

spektor

February 14th, 2011, 05:05 AM

Hasta ahora van 107 pedidos, como 70 de ellos de la version F y unos 30 de pax.(no se los números exactamente)

Me autoquoteo

Cierto, sólo Lufthansa y Korean Air lo han pedido hasta ahora.

20 para LH y 5 para KE

Hay que agregarle 8 pedidos de Boeing Business Jet entonces serían 33 pedidos para la versión de pasajeros 747-8 Intercontinental. En cuanto a la versión de carga, hay 74 pedidos, algunos de los clientes son Cargolux, Atlas Air, Cathay Pacific Cargo, Emirates Cargo, entre otras.

Más fotos, definitivamente se ve muy bien, ningún avión puede competirle al 747

Enjoy

http://farm6.static.flickr.com/5293/5443057497_b012f6a6a9_b.jpg

http://farm6.static.flickr.com/5140/5443057641_722738e0df_b.jpg

http://farm6.static.flickr.com/5214/5443057299_b33cfa8539_b.jpg

http://farm6.static.flickr.com/5253/5443056883_0601c6b0b7_b.jpg

http://farm6.static.flickr.com/5099/5443659278_cfd22b3068_b.jpg

anotelopues

February 14th, 2011, 05:09 AM

Hasta ahora van 107 pedidos, como 70 de ellos de la version F y unos 30 de pax.(no se los números exactamente)

Igual son muy pocas ventas de la versión de pasajeros no?

J0rG

February 14th, 2011, 11:41 AM

Pues yo creo que sí puede llegar a Colombia; Cargolux opera en colombia, ojalá lo traiga.

Si.. pero lo ideal seria que viniera en version PAX...

Hipoteticamente si alguen lo trajera mas adelante seria LH, no veo a ninguna otra....

Slds

JuanPa

February 14th, 2011, 07:10 PM

El porte del /47-8, como siempre ..... imponente!!!

Y las alas señores .... se ven tan limpias, tan aerodinamicas, tan delicadas ....!!! Definitivamente, si se ve bien ... vuela bien!!!

HERMOSO!!

jemurillo0705

February 15th, 2011, 05:47 AM

hermoso si , que vuele bien , todavia no lo sabemos

andres911

February 15th, 2011, 10:58 PM

hermoso si , que vuele bien , todavia no lo sabemos

Obvio si vuela bien. Seguramente este modelo ya paso por muchas horas en un tunel de viento y pruebas en computador.

Ala-7

February 16th, 2011, 12:24 AM

Boeing admits concern over new entrant narrowbody manufacturers
DATE:15/02/11
By Lori Ranson

Recent pronouncements by Boeing chief executive Jim McNerney that the airframer prefers to take a clean-sheet approach to the next-generation narrowbody are underpinned to a degree by a genuine concern about new entrant aircraft from Bombardier and Comac of China.

Pointing specifically to Comac's aggressiveness with its C919 narrowbody and the other new entrant aircraft from Canada, Japan and Russia, Boeing Commercial Airplanes vice president of strategic planning and analysis Jerry Allyne told attendees at the 36th annual FAA Aviation Forecast Conference: "We spend a lot of time asking ourselves how we are going to compete."

Allyne later told ATI and Flightglobal it was tough to predict which manufacturer would survive, but in the long-term with their government support and 50-year planning window, "the Chinese are unstoppable".

For the short term it appears Boeing is leaning against re-engining in favour of a clean-sheet narrowbody design. Allyne explains internal evaluations at Boeing continue to determine the type of technology available in a six-to-seven year window to achieve certain operational performance improvements that would make a new aircraft compelling to customers.

Veteran industry analyst Richard Aboulafia of the Teal Group believes "Airbus is doing the right thing", by offering the re-engined A320neo. He remains unconvinced that improvements in narrowbody airframe technology are readily available, stressing the Comac C919 specs are "similar to a 1988 model [Airbus] A320". He also highlights a $6 billion cost delta in the $9 billion spend necessary for a clean-sheet design compared with $3 billion for a re-engined narrowbody.

But Allyne explains as Boeing continues to study narrowbody options it has to consider production implications for a re-engined aircraft. He believes if Boeing opted to re-engine there would still be demand for current Next Generation 737s.

At some point if customers prefer a current version A320 they'll have a weight penalty due to the added weight from the A320neo's reinforced wing and pylon. He believes the heavier aircraft would be standard to eliminate variability in the A320's wing production. If Boeing did something similar some customers could be frustrated by the extra weight, says Allyne.

While acknowledging Boeing has "a lot on its plate" at the moment with the 787 and 747-8 certification programmes and the aggressive 787 production ramp-up, Allyne says Boeing is carefully watching development of the Airbus A350, and relative to that aircraft's performance, "what we need to do in the 777 space".

SOURCE: Air Transport Intelligence News

jemurillo0705

February 16th, 2011, 05:23 AM

Obvio si vuela bien. Seguramente este modelo ya paso por muchas horas en un tunel de viento y pruebas en computador.

andresito , eso pensabamos de 787 ....

andres911

February 16th, 2011, 10:46 PM

andresito , eso pensabamos de 787 ....

Pero este no es totalmente nuevo. Tiene muchas bases de sus antesesores.

Ala-7

February 23rd, 2011, 09:08 PM

Boeing Explores Options For 737 Successor
Feb 23, 2011
By Michael Mecham
Seattle

Memories of program mistakes are weighing on Boeing as it considers the timing of whether to re-engine or replace the 737 Next Generation family.

Two weeks ago, when Boeing CEO James McNerney told analysts that the company’s “current bias is not to re-engine [but] to move to an all-new airplane,” his comments were taken by some to mean that a new airplane is on the way.

In fact, he was reiterating Boeing’s view that it cannot find a compelling business case to re-engine. But it has not made a final decision. The complexities of replacing the Boeing 737NG family, which is selling so well that Boeing is boosting production rates, is not easy. The single-aisle family accounts for 65-70% of Boeing’s airplane sales year after year.

When she recalls McNerney’s comments, Nicole Piasecki, the commercial airplanes vice president for strategy and business development, jumps on a phrase he used in a different context: “aggressive but responsible.” The need to be “aggressive” in a highly competitive market is obvious.

Being “responsible” relates to “understanding where air travel is going”—the rise of low-cost carriers in burgeoning markets, for instance—¬before building a new airplane, she says.

Airbus has opted for an intermediary step in the “what’s next” race with its A320 family New Engine Order (NEO) re-engining plan. The A320 will come first, followed by the A321 and A319. VIP corporate customers want the A318 included. “The market will decide,” says John Leahy, the company’s chief operating officer for customers.

Leahy expects “several hundred” A320NEO orders by the Paris air show in June and predicts that Boeing will pursue a clean-sheet aircraft design and then abandon it—like the Sonic Cruiser—to opt for re-engining because of the “low level of maturity” for “radically new powerplants” needed for a replacement.

Piasecki understands that customers may be confused by this back and forth. “We know that [they] need to know, need to have clarity around where we are going,” she says. “We want to see how the NEO is going to do in the marketplace. We want to see how the engine companies and airlines respond. We’ll know a lot more in six or 10 months.”

Piasecki has her own take on maturity of engine designs. For the NEO, Airbus is offering a choice of Pratt & Whitney’s PW1100G geared turbofan (GTF) or CFM International’s Leap-X, the follow-on to the CFM56-7B that powers 737NGs. Both must prove themselves, she says, especially the PW1100G, the maintenance of which she regards as an unknown. “We love the GTF technology,” she says. “We hope to be working very closely with [Pratt] to understand the technology. But nobody seems to be asking such a fundamental question, particularly as it relates to the NEO.”

Piasecki also says Airbus faces greater challenges and more complexity than it is acknowledging in the integration of the new powerplants on the A320 in terms of weight, new nacelles and struts. “You’ve got complexity in the production system, complexity in the design and, inevitably, the maintenance cost and reliability are big, big questions.”

Boeing is mindful that its shift to the NG from the second generation of 737s, called “classics,” was too abrupt for many customers. Its mistake was not to have a separate set of assembly mechanics to preserve the old line plus start up the new one. “By planning that way, we had to artificially shut [the classic line] down,” she says. “At the time, we had several customers that really, really wanted more airplanes and we couldn’t do that.”

It is not clear how Boeing plans to extend its NG line while developing a new airplane, since it has given no indication that it expects a marked increase in shop floor employment. But it has been nearly two decades since the NG was introduced and productivity is far higher now.

“Whether or not we bring a new airplane into the market, the NG will live on for a long time,” she says. “We can’t afford to [abruptly shut the NG line] with the number of NGs flying. The length of time it will take to transition into any new production will take years.”

The 737 replacement equation is paired with the potential that the Boeing 777 will need to be updated to meet the A350-1000 challenge. So far, Airbus is focused more on the smaller members of that new widebody program, giving Boeing breathing room. Boeing’s resources, especially its engineering staff, were strained by simultaneous development programs for the Boeing 787 and the Boeing 747-8, both of which fell years behind schedule.

Boeing’s 777 vice president and general manager, Larry Loftis, says there are “probably not the resources” now to undertake 737 and 777 replacement programs simultaneously.

McNerney and other Boeing executives acknowledge the “painful” process of bringing the 787 to market. But Piasecki says the pain of running three years late will translate into stronger design and production for the 737 replacement.

Boeing expects to benefit from a competitive reaction to the 787’s wide use of composites in the airframe. “The aluminum industry really stepped up when they saw us go to composites,” she says.

Piasecki also issues an emphatic “absolutely” to the question of whether 787 testing is underscoring Boeing’s commitment to a more “electric” airplane. But it is not clear that composite structures scale down well to smaller fuselages, nor that every avionics advance will fit a new narrowbody. “You can’t take the flight deck of a 787 and put it in a 737-size airplane,” she says.

“We try to take our technology and apply it in an [appropriate] way. We know that [customers] won’t pay for technology. They’ll pay for something that is going to get them better economics, safety, simplicity, commonality,” Piasecki says.

Such advances might include more use of head-up displays (already options on 737NGs) and other devices that help pilots navigate bad weather and congested air spaces. But other 777/787 features, such as electronic flight bags, are more questionable because airlines are unlikely to pay for them. That bottom-line view prompted Boeing not to invest in fly-by-wire technology in the 737NG.

Another matter is that the empowered and extended 787 supplier base bruised Boeing’s schedule. Company officials do not assign blame publicly, but Boeing had to buy out the interests of Alenia Aeronautica and Vought Aircraft to resuscitate fuselage completion, and production was halted when Alenia struggled with horizontal stabilizers.

Asked if Boeing would have been more cautious if it had known then what it knows now, Piasecki responds, “It goes both ways. More cautious and more confident.” She is not explicit, but it is not hard to read between the lines: Boeing now knows that it did not fully understand the costs of building a composite airplane using an extended supply chain that had key design authority and which, in some instances, was not fully prepared to fulfill its role.

“I would say one thing for sure,” she says. “We believe that our strategic partners need to have very aligned objectives with us.”

Lessons from the “challenges” posed by the 787 will not be forgotten on the 737, she vows. “Part of our learning on the ’87 was that we need key strategic capabilities inside the walls of Boeing.” Those words will be welcomed by engineers and production workers in Boeing’s Seattle area factories, who say the company would have had fewer problems if they had played a larger role. But there is a caveat. “When I say the walls of Boeing, I mean a global wall. I’m not saying Puget Sound,” she says.

“We’re a much better [original equipment manufacturer] for our entire supply chain if we have the lead and the capability [in production], if we, for example, know what a large composite structure costs to build, which we now do. Those are capabilities that allow us to understand what can realistically be done, from a production systems point of view, [in] production and technology.”

With Michael A. Taverna in Paris.

Source: AWST

Ala-7

February 26th, 2011, 05:17 AM

Boeing looks to ease overcrowding at Paine Field
DATE:25/02/11
By Jon Ostrower

Boeing will open its 787 change incorporation facility later this month in San Antonio, Texas, easing overcrowding at its overflowing Paine Field site, as it begins a push to ready aircraft for delivery.

There are nearly 30 787s in various stages of completion at Paine Field as Boeing attempts to work through more than 140,000 open assembly jobs, say programme sources.

Among those is Airplane 23, the first production GEnx-1B-powered 787 and the first in the colours of Japan Airlines. Following its planned early-March first flight, Airplane 23, also known as ZA177, will ferry to Texas, activating the facility that is expected to employ at least 400 workers.

Initially the Boeing Aerospace Support Center at Lackland AFB in San Antonio was due to support refurbishment and change incorporation of only the first six test aircraft. This number was increased in early 2008 to "at least 20" 787s, according to officials in San Antonio.

However, as required change incorporation has expanded significantly in recent years, that figure is almost certainly set to rise. Further, company sources indicate that 747-8s will be refurbished in Texas as well.

In Everett, the amount of outstanding work continues to grow. Every other week sees the arrival of a new 787 airframe, although the rate of open job creation has slowed as shipsets arrive at a higher level of completion, say those inside the factory.

As it moves closer to extended twin-engine operations testing and system functionality and reliability validations later this year - a specific timeline of which has not been provided - 787 vice-president and general manager Scott Fancher says the specific delivery phasing of the first 787s has not yet been decided as early production aircraft are added to the test effort.

Guiding that selection is establishment of the final production configuration, which is driven by required design changes that come out of the flight-test programme.

However, programme sources suggest Airplanes 7 to 9, 23, 24 and 31 and on have been elevated in priority for delivery in 2011, with the remaining airframes between 20 and 29 to be mixed in as they are completed.

The first 787 will be delivered to Japan's All Nippon Airways in the third quarter, the first of an estimated 12 to 20 of the composite aircraft scheduled for hand over this year.

Inside Boeing's 787 final assembly line, part shortages and rework for parts such as flaps still continue, although the line is beginning to display elements of its originally intended sequence with production aircraft being powered on during assembly operations. Airplane 31, at factory position four, closest to the front hangar door, is set to be the first production 787 activated in flow.

Additionally, Fancher says the updated first production power panels - the by-product of the 9 November electrical fire - arrived in Everett from supplier Hamilton Sundstrand on the weekend of 12 February.

The company has also received the first "Package B" Rolls-Royce Trent 1000 engines as well, which required further updates following the August uncontained failure on the test stand in Derby, UK and engine surge in New Mexico in September.

As production has stabilised, Fancher says a clear picture of the programme's unit costs have emerged as it works to stand up its Charleston and Everett surge lines, as well as solidify its global supply chain: "We understand our financials quite well," he says.

Overall, Fancher says the company has completed 80% of the certification testing of the Rolls-Royce-powered 787s, and 60% on the General Electric-powered models.

Boeing has also expanded its lease from three to four hangars at Aviation Technical Services in Everett to perform rework and change incorporation as aircraft are readied locally for delivery.

SOURCE: Flight International

Ala-7

March 3rd, 2011, 12:24 AM

Boeing and FedEx eye 767-400ER freighter launch
DATE:02/03/11
By Jon Ostrower

Boeing and FedEx Express are closely examining developing a new build freighter based on the 767-400ER, offering a production bridge to the recently awarded US Air Force KC-46A refuelling tanker.

Company and industry sources confirm the discussions, which are geared toward providing a replacement to the 72 MD-10s currently in the logistics company's fleet.

Boeing declined to offer specific confirmation, saying, "We are always in discussions with our customers about their future requirements. We don't share specifics of those discussions publicly."

FedEx also declined to comment, saying "we do not discuss the nature or content of any private discussions we have with vendors or customers."

The size of a potential launch order is not clear, though on a one-to-one basis, the 58 MD-10-10F and 16 MD-10-30F aircraft in the company's fleet would provide fertile ground to launch such a programme.

Additionally, development and production of a 767-400ERF is believed to be intended as a production bridge between the 49 outstanding 767 orders and the start of initial KC-46A tanker production, allowing the existing production system to continue uninterrupted.

Of the 49 outstanding 767 orders, there 24 767-300ERs and 25 767-300Fs.

Boeing plans the first flight of a KC-46A in 2015, followed by achievement of initial operational capability with the USAF with 18 aircraft by 2017. The KC-X tanker contract, awarded to Boeing last week, is worth as much as $35 billion for replacement of the 179 KC-135 tanker aircraft.

The KC-46A, based on the 767, is equipped with winglets and a 787-derived flight deck will be assembled on the company's newly relocated lean 767 final assembly line inside the rear of its Everett, Washington factory.

Boeing Defense Systems CEO Dennis Muilenburg recently said he expects the KC-X award would spur commercial interest in the 767.

The passenger version of the 767-400ER, introduced in 2000, was a slow seller and was supplanted directly in the company's product line with the launch of the 787-8 and -9.

The airframer delivered 37 aircraft intended for commercial use, including 16 to then-Continental Airlines and 21 to Delta Air Lines from 2000 and 2002, with one additional VIP configured aircraft in January 2009.

The performance of a 767-400ERF is currently unclear, though FedEx was previously working closely with Boeing to develop a freighter conversion programme for low-cycle 777-200 and -200ERs.

A launch decision for the 777-200BCF/200ERBCF was expected at the close of 2010, and a delay may indicate the shift in FedEx's preference toward a the potential offering of a 767-400ERF.

FedEx announced 1 March that it may eventually order up to 55 new build 777-200LRF aircraft and already has 12 in its fleet.

SOURCE: Air Transport Intelligence News

Ala-7

March 3rd, 2011, 12:52 AM

Boeing wins $35 billion Air Force refueling tanker contract
Thursday, February 24, 2011 - 4:38 p.m. PT
By Aubrey Cohen
Seattlepi.com Staff

Boeing won the U.S. Air Force's $35 billion contract to build 179 aerial refueling tankers, Pentagon and Air Force officials announced Thursday.

"Boeing was a clear winner," Deputy Secretary of Defense William Lynn said in announcing the decision.
Competitor EADS North America did not rule out a potential protest of the decision.

The award starts with a $3.5 billion contract for tanker engineering and manufacturing development to deliver the first 18 of what are now called "KC-46A" tankers by 2017.

Responding in a statement to the decision, Boeing Chairman, President and Chief Executive Officer Jim McNerney said: "We're honored to be given the opportunity to build the Air Force's next tanker and provide a vital capability to the men and women of our armed forces. Our team is ready now to apply our 60 years of tanker experience to develop and build an airplane that will serve the nation for decades to come."

Boeing's 767-based NewGen Tanker competed against EADS North America's Airbus A330-based KC-45 tanker in the Air Force's third try at starting to replace Eisenhower-era Boeing KC-135 Stratotankers.

An initial 2003 lease deal for new Boeing tankers fell apart under a cloud of scandal. The Air Force then chose a Northrop Grumman-EADS tanker over a Boeing offering in 2008, but Defense Secretary Robert Gates threw out that result after congressional auditors found serious flaws in the process.

Asked last week about the possibility of appealing a loss, EADS North America Chairman Ralph Crosby Jr. said: "Unless there is some egregious process error, I wouldn't expect that we would protest."

In a statement on Thursday, he kept the window open, saying: "This is certainly a disappointing turn of events, and we look forward to discussing with the Air Force how it arrived at this conclusion. ... With a program of such complexity, our review of today's decision will take some time. There are more than 48,000 Americans who are eager to build the KC-45 here in the U.S., and we owe it to them to conduct a thorough analysis."

Asked about a potential protest, Air Force Secretary Michael Donley said: "We think we've established a clear, transparent and open process. We think we've executed on that and it will not yield grounds for protest."

Work will not wait for a potential protest, Pentagon acquisitions chief Ashton Carter said. "We'll get started right away"

Boeing said a tanker win would mean an estimated 11,000 jobs in Washington, including at the company's Everett 767 assembly line, and a total of 50,000 jobs nationwide. EADS North America said its tanker would support 48,000 U.S. jobs.

Northrop Grumman pulled out of the latest contest, saying the Air Force's criteria favored Boeing's smaller plane. But EADS North America said it could offer a better price, despite the size difference, because it no longer had Northrop's need for profit, Airbus is producing A330s at a higher rate than Boeing is building 767s, lowering costs, and existing A330-based tankers and refueling systems are closer to KC-45 than existing 767-based tankers and systems are to NewGen, meaning less development risk.

Analysts gave EADS the edge in recent weeks, after release of battlefield assessments of the two tankers reportedly showed a big advantage for the KC-45. The Air Force sent the assessments to both bidders accidentally, at first, and then shared the data again after learning that an EADS employee inadvertently looked at the Boeing information.

The contest was highly political, given the tens of thousands of jobs at stake in the competition, particularly because Boeing's 767 line only has 49 remaining unfilled commercial orders. Boeing and its advocates charged that the KC-45 was a European tanker, and EADS could offer a cut-rate price thanks to illegal European subsidies to Airbus.

EADS countered that it would assemble its tanker in Mobile, Ala., and that Boeing was also found to have benefitted from illegal subsidies.

The maneuvering continued up to the final moments the contest, with EADS North America Chairman Ralph Crosby Jr. calling Boeing "irresponsible" earlier this month for attempting to win at all costs and Boeing tanker spokesman Bill Barksdale calling Crosby's comment "reckless."

Govs. Chris Gregoire of Washington and Sam Brownback of Kansas wrote to President Barack Obama on Feb. 15, saying Boeing's tanker best meets the Air Force's needs, would save taxpayer money and support more U.S. jobs, while the EADS tanker "will be built in Europe with a small portion of the outfitting work done in the United States" and is competitive only thanks to subsidies, which should be considered in the contest.

In response, Govs. Robert Bentley of Alabama, Haley Barbour of Mississippi and Bobby Jindal of Louisiana wrote to President Obama on Wednesday that the illegal subsidies "are far from conclusively determined by the World Trade Organization," that Boeing also received illegal subsidies and that EADS would produce its tankers in Mobile, creating "a much-needed economic ripple effect across a Gulf Coast region still reeling from natural and man-made disasters."

The bid criteria awarded the contract to the lowest-priced tanker, after adjusting for the battlefield assessment, fuel use and required air base construction, assuming both planes met requirements and one was more than 1 percent cheaper. If the offers were within 1 percent, the Air Force would have considered additional criteria.

Donley said each plane met the mandatory requirements, and the bids were not within 1 percent of each other.

Source: Seattlepi