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Old August 22nd, 2016, 04:43 PM   #8341
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Move that spam to the picture thread, please.
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Old August 22nd, 2016, 09:29 PM   #8342
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Quote:
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But will they need a new airport soon, I am unsure they will. Soggy global demand for wides is embedded and new orders fairly scarce for 2 years now...and a lot of the modern wides deployed to date can avoid the ME and fly direct.
But whats the maximum possible real capacity of DBX? Its running over 80 mio/pa now, and i guess thats not only due to emirates. they must be getting close to full capacity, even 2023 might be too late
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Old August 22nd, 2016, 10:26 PM   #8343
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But whats the maximum possible real capacity of DBX? Its running over 80 mio/pa now, and i guess thats not only due to emirates. they must be getting close to full capacity, even 2023 might be too late
They could probably free up some capacity by moving the rest of the cargo operations to Al Maktoum. FedEx, DHL, UPS, CargoLux for example all still operate out of DXB. There are a lot of smaller cargo operators that can also be shifted.

After that, you could either fully shift Emirates and its partner airlines to Al Maktoum or shift low-cost operator flydubai and all of the non-prestigious airlines over (such as Daallo Airlines, Jubba Airways, Flynas, RwandAir, Shaheen Air International, etc...). Just by increasing landing rights costs you could shift them all over very easily.

Al Maktoum will only handle about 1 million passengers this year, but easily has excess capacity it can absorb from DXB since it can handle up to 5 million passengers in its current configuration and more than 20 million by the end of next year with terminal expansions.
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Old August 23rd, 2016, 02:47 AM   #8344
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But whats the maximum possible real capacity of DBX? Its running over 80 mio/pa now, and i guess thats not only due to emirates. they must be getting close to full capacity, even 2023 might be too late
IIRC 90M anyway and 100m if they use it better between 10am and 4pm....meaning very hot takeoffs.

Makhtoum has LCC terminals that can do 10-15m as well.

The new Makhtoum terminal is to start at 120m capacity with DBX closed. Problem is it will cost 30-40% of annual GDP to build.
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Old August 23rd, 2016, 05:36 AM   #8345
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The new Makhtoum terminal is to start at 120m capacity with DBX closed. Problem is it will cost 30-40% of annual GDP to build.
I don't think it has ever been intended for Al Maktoum to completely replace DXB. And the estimated $85 billion to complete it is about 80% of Dubai's annual GDP, an insane amount.
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Old August 23rd, 2016, 12:18 PM   #8346
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I don't think it has ever been intended for Al Maktoum to completely replace DXB. And the estimated $85 billion to complete it is about 80% of Dubai's annual GDP, an insane amount.
Al Maktoum will be use as main airport with transfert flight
DXB for flight with final destinantion DUBAI
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Old August 23rd, 2016, 12:28 PM   #8347
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I don't think it has ever been intended for Al Maktoum to completely replace DXB. And the estimated $85 billion to complete it is about 80% of Dubai's annual GDP, an insane amount.
I am sure DXB was to close when the mega terminal at Makhtoum was opened.

The mega terminal + the existing facilities would be dimensioned for 120m + 20m passengers on day 1 ...hypothetically 2023 not that I believe that date. What would that leave for DXB?

New terminals at Doha and Abu Dhabi are a more prosaic 30m initial capacity with expansion plans in blocks of 20m or 30m thereafter. EK needs 70-80m capacity on day one....all by itself.
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Old August 23rd, 2016, 04:20 PM   #8348
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Al Maktoum will be use as main airport with transfert flight
DXB for flight with final destinantion DUBAI
That doesn't really make sense. How do you make one airport for transfers and the other for Dubai as a final destination?
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Old August 23rd, 2016, 04:24 PM   #8349
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I am sure DXB was to close when the mega terminal at Makhtoum was opened.
I can't remember where I read that the intention is not to close DXB, but to significantly reduce it's role once DWC is fully operational.

If it isn't closed, DXB would become Dubai's general aviation and private jet airport in all likelihood. It wouldn't make sense to give slots to those types of flights at DWC.
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Old August 23rd, 2016, 07:03 PM   #8350
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First A380 commercial flight to Rio de Janeiro

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RIOgalećo – Tom Jobim International Airport approved for A380 operations.

On 22nd of August at 20:05 the first A380 commercial flight landed at RIOgalećo – Tom Jobim International Airport. This Paris-Rio Air France flight was specifically scheduled on the occasion of the Rio 2016 Summer Olympics. This milestone was celebrated by the airport with a water salute on the arrival of the aircraft. The airport is joining the list of the 230 A380 compatible airports around the world.

RIOgalećo offers three A380 parking stands to allow future A380 scheduled operations. As a result of steady certification efforts in recent years, four airports in Latin America are now ready to welcome A380 commercial operations and support long-term air traffic growth in the region. Joining Tom Jobim International Airport are Benito Juarez Mexico City Airport, Sao Paulo-Guarulhos International Airport and Cancun International Airport.

The A380 is the world’s largest, most spacious airliner that offers passengers the smoothest, quietest ride. Comfortably seating an average of 544 passengers on routes up to 8,200 nautical miles, the A380 has a unique ability to generate revenue, stimulate traffic and attract passengers. The A380 is the only aircraft which has two full decks. Over 130 million passengers have enjoyed the experience of flying on board an A380. Every three minutes, an A380 either takes off or lands around the world.



http://www.airbus.com/presscentre/pr...io-de-janeiro/
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Old August 26th, 2016, 06:17 PM   #8351
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If you take into account that Qantas don't want their outstanding orders and Virgin Atlantic are unlikely to take their order + the other orders like Air Accord, Unidentified customers, Amedeo etc. there could be only around 260-270 of these planes built. That is of course if we assume no further orders!
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Old August 26th, 2016, 06:49 PM   #8352
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If you take into account that Qantas don't want their outstanding orders and Virgin Atlantic are unlikely to take their order + the other orders like Air Accord, Unidentified customers, Amedeo etc. there could be only around 260-270 of these planes built. That is of course if we assume no further orders!
These are the current orders on the books:

EMIRATES 142
SINGAPORE AIRLINES 24
AMEDEO 20
QANTAS AIRWAYS 20
LUFTHANSA 14
BRITISH AIRWAYS 12
AIR FRANCE 12
KOREAN AIR 10
QATAR AIRWAYS 10
UNDISCLOSED 10
ETIHAD AIRWAYS 10
THAI AIRWAYS INTERNATIONAL 6
MALAYSIA AIRLINES BERHAD 6
VIRGIN ATLANTIC 6
ASIANA AIRLINES 6
CHINA SOUTHERN AIRLINES COMPANY 5
AIR ACCORD 3
ALL NIPPON AIRWAYS 3
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Old August 26th, 2016, 09:51 PM   #8353
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Looking at the 380 order book, i can see more being ordered, but Turkish and Delta are the key, if they order then more will be ordered from Emirates. However, the pressure from EK and others is mounting now for the 380 to have the Trent 900XWB engine and a small increase in length for a couple of more passengers is where i can see more orders coming from. However, from a distance i think some high ranking Airbus officials are not wishing to do so as they seem have to chucked all their exposure into building the 350 and 330neos at the moment for the medium and long haul sector of their offering.

I can see Airbus doing the 380-9 project, however it won't be this side of 2020 as Airbus need to establish the 350 and 330neo in the market place before looking at the 380-9 alongside a possible A322 project. By then it may be too late to sell a 380-9 into the marketplace as carriers by then will be buying 350s and 777Xs for the medium to long haul-hub-to-hub aircraft and 330neos and 787s for the medium haul-point-to-point aircraft alongside the workhorse 320 and 737-MAX for the short haul side of things.

I think the days of the super-jumbos and 'icons' like the 380 and 747 are gone. The shape of aviation is changing, and there is no place for large iconic people haulers now. Aviation is going for more efficiency now, and with pressure on fuel costs as ever high but more pressure on airports to have quieter aircraft to land at them.
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Old August 26th, 2016, 10:41 PM   #8354
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Looking at the 380 order book, i can see more being ordered, but Turkish and Delta are the key, if they order then more will be ordered from Emirates.
It is extremely unlikely that Delta will order any A380s.
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Old August 26th, 2016, 10:45 PM   #8355
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It is extremely unlikely that Delta will order any A380s.
And Turkish have been 'about to' for 10 years. Turkish are like Cathay, frequency over capacity is their business model.
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Old August 26th, 2016, 11:25 PM   #8356
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"The A380 is, by definition, an uneconomic airplane unless you're a state-owned enterprise with subsidies."

quote: former Delta Air Lines CEO, now executive chairman of the board, Richard Anderson. Who btw, has a very good relationship with the Airbus sales team.

Unless the new CEO has completely different views Delta won't be ordering the A380.

As for Turkish Airlines, what's more typical for the then being about frequencies is the fact that they seek out as many destinations as possible. They rather fly to a secondary city instead of adding more capacity to the main airport of a country. They need a lot of planes to do that, but not in the 1st place the A380s.
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Old August 27th, 2016, 01:03 AM   #8357
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"The A380 is, by definition, an uneconomic airplane unless you're a state-owned enterprise with subsidies."

quote: former Delta Air Lines CEO, now executive chairman of the board, Richard Anderson.
Brilliant. Most airlines that bought A380s fly very pompous local presidentes or kings around on official business, them being state airlines and all. Not Delta.
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Old August 27th, 2016, 05:32 PM   #8358
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Looking at the 380 order book, i can see more being ordered, but Turkish and Delta are the key, if they order then more will be ordered from Emirates.
Why are TK and DL the key and why would this prompt EK to order more A380's?



Quote:
Originally Posted by ESPImperium View Post
I think the days of the super-jumbos and 'icons' like the 380 and 747 are gone. The shape of aviation is changing, and there is no place for large iconic people haulers now. Aviation is going for more efficiency now, and with pressure on fuel costs as ever high but more pressure on airports to have quieter aircraft to land at them.
Doesn't this contradict what you said in your first sentence?
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Old August 27th, 2016, 05:38 PM   #8359
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Quote:
Originally Posted by Momo1435 View Post
"The A380 is, by definition, an uneconomic airplane unless you're a state-owned enterprise with subsidies."

quote: former Delta Air Lines CEO, now executive chairman of the board, Richard Anderson. Who btw, has a very good relationship with the Airbus sales team.

Unless the new CEO has completely different views Delta won't be ordering the A380.

As for Turkish Airlines, what's more typical for the then being about frequencies is the fact that they seek out as many destinations as possible. They rather fly to a secondary city instead of adding more capacity to the main airport of a country. They need a lot of planes to do that, but not in the 1st place the A380s.
LOL

Clearly the A380 only works for airlines (excluding EK) on a few routes, hence the average fleet sizes of 10-12.

Once used A380's eventually come onto the market, we'll see if carriers like IAG buy more or TK use it as an opportunity to test the water.
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Old August 28th, 2016, 04:15 AM   #8360
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Unless the new CEO has completely different views Delta won't be ordering the A380.
I don't even think their hub in Atlanta can accommodate more than 1 A380 because of the spaces between gates.
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