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SOUTHWEST ! WN ! SWA

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Poncho (Admin)
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Poncho (Admin) le Lun 27 Sep 2010 - 13:52

Belle acquisition

Airtran a des 717-200 et des 737-700 en flotte... et en commande pour les derniers
Il va y avoir des 717-200 sur le marché probablement...


Poncho (Admin)
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Poncho (Admin) le Lun 27 Sep 2010 - 14:20

Un peu plus de détail ici

http://www.flightglobal.com/articles/2010/09/27/347841/southwest-to-acquire-airtran-airways.html

A terme une seule marque

Gain immédiat pour SWA :
- Washington National
- La guardia
- Destination touristiques internationales proches (caraïbes)

A suivre donc

Beochien
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Beochien le Lun 27 Sep 2010 - 14:24

Bonjour !

Bien vu Art-Way !
Ca crée de l'agitation chez Airliners !
Tout le monde tombe de l'arbre !

http://www.airliners.net/aviation-forums/general_aviation/read.main/4938433/

Delta avec du monde dans sa cour à Atlanta !

A suivre, faudra qq temps pour l'approbation !

Maintenant, c'est South West qui va vraiment décider pour le futur des MC chez Boeing !
Bientôt une flotte de 1000 MC chez eux, avec les cdes restant à livrer ???
Faites moi SVP MON avion pour moi, et point !
Messieurs de chez Boeing !
Ca va y ressembler !
Et MOL de Ryanair loin derrière pour exiger ... le sien !

JPRS

Poncho (Admin)
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Poncho (Admin) le Lun 27 Sep 2010 - 14:40

Presque 700 avions à la fusion...

717-200 (117 places)
737-700 (137 places chez SWA et Airtran !)

Des petits donc...

Et pile dans le coeur de gamme du Cseries...

CS100 = 110-125 pax une classe et 100 2 classes
CS300 = 130-145 pax une classe et 120 2 classes

Et vu le profil des missions SWA/Airtran un double strech avec 2000 Nm d'autonomie ferait probablement l'affaire

Pour mémoire, les 717-200 sont à 1400 Nm en version de base et 2060 Nm en version HGW...

Mais effectivement ça serait un sacré scoop...






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Beochien
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Beochien le Lun 27 Sep 2010 - 15:23

Bonjour !

AirInsight communique (Pas grand chose, qq numéritos) c'est pour plus tard today !
Pas trés chère la transaction !

http://airinsight.wordpress.com/2010/09/27/southwest-acquires-airtran/

JPRS

Poncho (Admin)
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Poncho (Admin) le Lun 27 Sep 2010 - 21:13

Bon, les 717 on les garde... ils sont complémentaires sur les destinations peu achalandées...
J'ai pris mes rêves pour des réalités;)

Ils sont récent cela dit...
A noter qu'Airtran met 117 personnes en deux classes alors que le config type boeing 2 classes est 8 places (8 à 36" et 90 à 32")
La config airtran est donc dense (30" en éco), ce qui va à l'encontre de la stratégie actuelle de Southwest où les pas sont plutôt généreux (3é-33" en éco)

http://www.seatguru.com/airlines/AirTran_Airways/AirTran_Airways_Boeing_717-200.php

http://www.seatguru.com/airlines/Southwest_Airlines/Southwest_Airlines_Boeing_737-700.php

Cela Easy Jet et à 29" donc y a encore de la marge

Bonne soirée




La comm ici

http://www.flightglobal.com/articles/2010/09/27/347858/southwest-plans-to-keep-airtrans-boeing-717-fleet.html



Southwest executives have confirmed that it plans to operate AirTran's 86 Boeing 717s once its acquisition of AirTran closes and the Atlanta-hubbed carrier is folded into the Southwest brand.
Southwest today unveiled plans to acquire AirTran through a combination of cash and common stock.
Both carriers operate the 737-700, and Southwest is evaluating adding the larger -800 to its fleet. Southwest also operates 737-300s/500s.
During a call with media to discuss the acquisition Southwest CEO Gary Kelly said the carrier has decided it wants to keep and operate the 717, and will operate the smaller aircraft in a single 117-seat configuration. Currently AirTran operates its 117-seat 717s in a dual class offering.
Kelly acknowledges the addition of the 717 requires a different type crew rating and establishing how the aircraft is scheduled into operations. But he believes the 86 aircraft offer enough scale and says Southwest has the ability to incorporate the aircraft into its fleet cost effectively.
"Our pilots have looked at it [the 717] and like it," Kelly states. The aircraft will also allow Southwest to operate in markets too small to support its 737 fleet.
Southwest's chief says the carrier is not prepared to make a decision on adding the larger -800 to its fleet. "We hope to make a decision soon," he says. Previously Southwest indicated it would decide on adding -800s in December and has negotiated a tentative deal with its flight attendants to operate the aircraft.
Commenting on the impetus to acquire AirTran Kelly states that after a tumultuous last couple of years in 2010 Southwest is finally comfortably profitable enough to strategically think about its future by examining its technology, fleet and possible acquisitions. Today he revealed Southwest also plans to replace its reservation system.

Pas de mal de projet en cours chez SWA


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Beochien
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Beochien le Lun 27 Sep 2010 - 21:56

Bonsoir

Je pose l'article mis à jour de AirInsight ! Écrit par Ernest Arvaï !
Rien à commenter, complet et bien fait comme d'hab !
Au passage, les flottes combinées passent les 700 avions, avec pas mal de 737 anciens !
Et les 717 sont loués à Boeing !

------------- L'article de AirInsight -----------

http://airinsight.wordpress.com/2010/09/27/southwest-acquisition-of-airtran-will-lead-to-737-800-order/


Southwest Acquisition of AirTran will lead to 737-800 Order

Ernest Arvai | September 27, 2010 at 10:36 am | URL: http://wp.me/pYdBy-75
I published this analysis earlier today on GLG News, and have reproduced it here for our readers.

Southwest’s acquisition of AirTran provides several benefits, including international service, more modern information technology, and a major hub operation in Atlanta. It also brings up the question of fleet growth, and Boeing’s strategy to counteract the Airbus A320 NEO which is expected in mid-October.Prior to the acquisition of AirTran, Southwest indicated that it is examining the Boeing 737-800 for potential addition to its fleet, and that it had obtained the approval of its pilots and flight attendants for such a move. With the acquisition of Air Tran, also a major 737 operator, that becomes more likely.

Post acquisition, Southwest will operate 487 737-700s, 173 737-300s, and 25 737-500s, in addition to 86 717s. With an average age of under 10 years, Southwest’s fleet will be fairly young, but also include a significant number of aircraft that will need replacement for economic reasons over the next few years. In particular, the 737-300s and 737-500s are significantly less fuel efficient than the -700, and will be more than 20% less fuel efficient than the PW1000G powered CSeries from Bombardier when introduced in 2013.

AirTran’s fleet of 86 Boeing 717s, 55% of the 156 built, are relatively young aircraft and fit a market niche. More importantly, that fleet is leased to AirTran by Boeing, and Southwest will almost certainly utilize its leverage as Boeing’s largest narrow-body customer to re-negotiate more favorable lease rates for those aircraft, particularly give the dramatic operating cost differential it will face once the CSeries comes into service.

Southwest adding the 737-800 would confirm that Boeing plans only minor improvements that yield 3-4% operating cost improvements to the 737 while it waits for a new technology replacement. Boeing faces decisions on both the 777, which faces stiff competition from the A350XWB (and is also Boeing’s highest margin aircraft) as well as competition from the re-engined Airbus NEO, Bombardier CSeries, Embraer ESeries+, Comac C919 and Irkut MS-21 in the narrow-body regime.

In evaluating whether to attack a market with one competitor or five, I would focus on the wide body market in the near term, and wait to see if unducted fan technologies promised by GE and Rolls Royce become feasible before committing to an all new narrow-body aircraft. If the new technology works, the design can move in one directions, and if it doesn’t, the PW GTF promised continued growth in efficiency to near UDF levels over the next decade.

If Boeing were to launch a new technology narrow body into the market soon , Southwest would be unlikely to acquire the 737-800, as that would result in the aircraft becoming economically obsolete within a decade when compared with an all new technology alternative promising 20% operating cost improvements, which it would need to beat the CSeries.

Bottom Line: Southwest moving forward with the 737-800 means Boeing won’t likely have a 737 replacement until the 2020 timeframe, and that Boeing will wait for new engine technology from GE, RR and PW before making its decision.

JPRS

aeroduO5
Whisky Quebec

Re: SOUTHWEST ! WN ! SWA

Message par aeroduO5 le Sam 16 Oct 2010 - 17:01

Southwest et ses pilotes sont parvenus à un accord sur l'éventuelle introduction du 737-800 dans la flotte.
http://www.flightglobal.com/articles/2010/10/14/348473/southwest-and-pilots-reach-tentative-agreement-covering-the.html
A noter qu'on évoque un décision d'ici le 1er décembre donc on pourrait avoir un commande assez rapidement.
Il faut voir aussi l'impact du rachat d'Air Tran sur la flotte. Ils ont un module à 117 places et un à 137. Ca impliquerait dons d'avoir un 3ème module vers les 160-170 places. Ca complique la gestion de la flotte donc à voir.

Poncho (Admin)
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Poncho (Admin) le Ven 29 Oct 2010 - 9:53

Et maintenant SWA se dit intéressé par un 737 remotorisé...

http://blog.seattlepi.com/aerospace/archives/226481.asp


Well, Dow Jones on Thursday quoted Southwest Airlines Chief Executive Gary Kelly saying he wants Boeing to re-engine the 737 and saying the issue might lead the all-737 airline to look at other options. Kelly also said he was "skeptical" about Boeing's talk of replacing the 737 around 2020


http://online.wsj.com/article/BT-CO-20101028-727462.html


DALLAS, Texas (Dow Jones)--Southwest Airlines Co. (LUV) Chief Executive Gary Kelly said he wants Boeing Co. (BA) to re-engine the 737 for better fuel efficiency, voicing skepticism Boeing will produce a timely replacement for the workhorse aircraft. ...

Le reste est payant



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Beochien
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Beochien le Ven 29 Oct 2010 - 10:23

Merci Poncho !

Ben ça devient comique ... quand je disais que Boeing, risquait de lancer une re-motorisation avant Airbus, vu le temps qu'ils prenaient à se décider ! ... et histoire de provoquer un peu ....

Sur le fond, cela signifie surtout que Boeing à du annoncer une sortie pour le projet, du genre 2020 (A mon avis) pour le remplaçant du 737 ... et ça n'a pas du plaire à SW !

Bon, j'ai trouvé ça, ! Pas aussi net que je le pensais , mais la conf de presse est en petits morceaux dans toute la presse !
Il râle contre le manque de souplesse de Boeing, l'ami Gary Kelly !
Ailleurs, il ajoute que son premier et plus immédiat PB est le combustible, sans préciser s'il pense conso, ou hedging !

http://online.wsj.com/article/BT-CO-20101028-722115.html


JPRS

Beochien
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Beochien le Ven 29 Oct 2010 - 19:47

Bonsoir !

La version ATI chez FlightGlobal ... encore plus saignante ...
SW dixit son VP, ne veut pas attendre 12ans ??? ..; et ne veut pas moins que 12-15 % d'écos de conso si re-motorisation il y a !!
Pauvre Boeing le fantastic partner ... eux qui prétendaient que leurs clients allaient (Voulaient) attendre un nouvel avion ...ça doit bouillir à Chicago, autant d'intox, pendant plusieurs mois, balayés en qq minutes d'interwiew par SouthWest! Embarassed
J'ai encore du mal à y croire !

Allez, à suivre jusqu'à la prochaine version de ces déclarations, qui viennent par morceaux ... !
Airbus bien silencieux dans cette guerre d'annonces !

---------------- L'article ATI / Flight Global ---------------

http://www.flightglobal.com/articles/2010/10/29/349121/southwest-believes-re-engining-is-the-only-viable-option-in-the-near.html


Southwest believes re-engining is the only viable option in the near term
By Lori Ranson


Southwest Airlines believes re-engining of existing narrowbodies is fast becoming the only option for airlines looking for a 15% cost benefit as fresh narrowbody designs will not emerge until after 2020.

"I think what is going to happen is that the decision is almost going to be made for us," Southwest executive vice president of strategy and planning Bob Jordan tells ATI. "We're 12 or more years away [from a new narrowbody design], and we cant' wait that long for a step change in aircraft costs."

Jordan says if a re-engined option emerges much sooner that creates a significant cost benefit, "what happens is you de facto end up with a decision because it is the only option in any reasonable amount of time".

He says Southwest hasn't made a firm decision on re-engining, but "personally I would be very surprised if re-engining isn't the option we pursue".


Jordan also believes manufacturers need to commit to the 12%-15% step change in efficiency a re-engined narrowbody could deliver
. "Boeing is a fantastic partner, but we need both our engine manufacturer GE and Boeing to step up and take the lead."

JPRS

Poncho (Admin)
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Poncho (Admin) le Ven 29 Oct 2010 - 22:57

Effectivement drôle de coup !

La décision de l'ICAO de la semaine dernière a ouvert d'autres perspectives ?
Réduction rejet de CO2 ?
En revanche, la pression devrait être plus forte côté européen...

De l'aveu de Boeing le 737NG a été amélioré de 5% en conso à ce stade et 7% après la nouvelle évolution
Donc 7% en 12 ans (1998 le premier vol)... mais tout ça avec les winglets en particulier (amélioration one shot)

12 à 15% c'est bon à prendre non... vachement bon à prendre non?

A passage quel était le gap entre les classiques 737-400 et les Ng ?


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Poncho (Admin)
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Poncho (Admin) le Ven 29 Oct 2010 - 23:01

Sur wikip

Improved CFM56-7 turbofan engine, 7% more fuel efficient than the CFM56-3



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Beochien
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Beochien le Ven 29 Oct 2010 - 23:21

Oui Poncho ,
Drôle de décalage entre ce que raconte J Albaugh, ce qu'il dit que veulent ses clients ...
Et ce que disent vraiment ses clients, les 2 plus gros sur les MC , SW et Ryanair, tout à fait sur la même longueur d'onde : Des écos sur les consos, substantielles et urgentes ... !
Bon, tentative d'intox, si c'est pour déstabiliser Airbus, ben ce n'est pas loin d'être réussi !!
Et/Ou prendre ses désirs pour des réalités ... Rolling Eyes
A moins que Airbus soit volontairement en profil bas, et en pleine campagne d' intox aussi Question

Bien, Boeing a reçu la réponse de ses 2 principaux clients, pour les 737 !

S'il s'obstine, J.A. à interpréter cela comme des réponses "Mixtes", il va faire rigoler la planète "Aviation"

Ce qui ne veut pas non plus dire que le PB soit résolu ! Re-motoriser le 737, peut être, ou peut être un avion sans techno trop risquée, type CSéries, et pour pas trop cher, pour 2018, c'est toujours possible !

Allez on arrête pour éviter le mal de crâne !

JPRS

Poncho (Admin)
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Poncho (Admin) le Ven 29 Oct 2010 - 23:26

Boeing a le 717 pour les futurs open -rotor Wink

Beaucoup d'écrans de fumée de part et d'autre je pense


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Beochien
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Beochien le Ven 29 Oct 2010 - 23:41

Open Rotors ??
C'est vrai que le 717 ... juste pour se faire la main, ce serait intéressant !
Et avec P&W qui a juré de les rendre obsolètes, les OR, avant même qu'ils soient montés sur un avion, grâce aux progrés du GTF ??
On verra, mais si P&W arrive un jour à toucher les 30% d'écos avec le GTF, dans 10-15 ans, comme ils l'ont claironné, et ça reste quand même à prouver ... (Mon pronostique est plutôt 25%) !
Il est certain que s'em---erder à mettre en œuvre des OR, pour gagner 5 points, beurk !

JPRS

Poncho (Admin)
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Poncho (Admin) le Sam 30 Oct 2010 - 11:13

Pour reprendre ce que disais Sevrien sur les Open Rotor : d'après RR, le bruit est gérable, mais impose d'abandonner l'optimisation sur le seul critère de la conso...
Un moteur doit être un compromis sur le
Bruit = en prenant en compte que les régulations anti-bruit ne vont que se durcir d'ici 2020

Emissions = et pas que CO2 qui est lié à la conso, mais aussi Nox, HC, CO, fumée... = la encore d'ici à 2020 les normes vont se durcir (pour les bagnoles elles conduisent déjà à ce que les diesel soient tous munis de filtres à particules pour respecter EuroV... et bientôt de pièges à Nox...)

Conso

Durabilité / Fiabilité

Du pain sur la planche

Et probablement là où des chemins technologiques type 3 arbres, GTF doivent apporter une plue value.


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Beochien
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Beochien le Sam 30 Oct 2010 - 11:29

Moi je suis pour la catapulte ...ou le treuil et le cable, comme avec les planeurs ... pirat
Plus de bruit au décollage .. comme ça !
En l'air à 200 knots et en silence, et on allume le feu, juste après Razz !
A part cela, la techno du GTF, permet d'aller un poil plus haut dans les taux de dilution, et en silence (Et peut être un peu moins rapides en knots) que le 3 arbres, donc je le vois mieux pour les MC, côte pure techno ... et le 3 arbres pour les LC ...

Bien ,on verra, mais c'est vrai que ce n'est pas gagné pour les OR !
Et lancer today, un avion étudié pour recevoir les OR, est parfaitement suicidaire !
Au moins 5 ans à attendre pour savoir ou ils vont ... les OR !

JPRS

Poncho (Admin)
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Poncho (Admin) le Sam 30 Oct 2010 - 11:32

EMALS ?

http://en.wikipedia.org/wiki/Electromagnetic_Aircraft_Launch_System

C'est progressif... et ça fonctionne sans vapeur


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Beochien
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Beochien le Jeu 16 Déc 2010 - 7:03

Bonjour !

Bien que John Leahy, Airbus, freine des quatre fers, coté agitation marketing !
L'effet A320 NEO, se propage beaucoup plus vite que prévu !

Hier Ryanair et Delta, Today South West commence à bouger !
Et toutes les manipulations et négations des 15% d'écos de conso ... ben elles sont de moins en moins présentes, même Boeing et Randy n'osent plus basher le A320 NEO, sous peine d'en ajouter au ridicule de cette démarche ! Ouarf !

Bien tout ça devrait mettre sérieusement le feu chez Boeing dans les jours à venir !
Les pompiers, à mon avis devraient débarquer au premier semestre 2011, avec des faits tangibles, l'heure du "cinema" de Jim Albaugh et de l'attrape-couillons à la "Randy" est passée !

L'heure de répondre sérieusement approche pour Boeing, ce sont leurs propres clients qui le disent, et pas les plus petits!

Bon, les grands prêtres de l' anti-NEO, risquent de remplir de nouveau qq poubelles!
A défaut de manger leur Chapeau, car il ne doit plus leur en rester ni un !
Et les négationnistes du progrès, et autres acharnés de la valeur résiduelle, vont bien devoir s'assoir dessus, aussi!

Et RR ferait bien d'affuter ses crayons aussi, car une NG "A minima" chez Boeing n'est pas impossible non plus, cela reste une option, et assez vite peut être !

5-8 Billions de $ pour un 7x7 simplifié, "A la Bombardier série C" , pourquoi pas !
RV au Bourget, au moins pour les premières annonces (Mes 1 cent)


Des nouvelles de South West ...

1/ Suite à la signature d'accords avec leur PN, ils commandent enfin des 737-800 !
En fait une 20 taine de 737 , sur la centaine existant en cde, sera passée en urgence de 700 en 800 pour 2012, et en ETOPS au passage !
Carribean et Hawaï obligent !
Noter quand même : Ce n'est pas une nouvelle cde ! Et c'est peu à l'échelle de SW !
Prudence peut être ou un peu de pression pour B !

2/ La pression monte vers Boeing pour une solution NEO sur le 737, la sortie du A320 NEO fait son effet d'annonce!
Le Duo Mike Van de Ven, et Gary Kelly, qui mimétise complétement Ryanair !
Une pression par touches de plus en plus claires, vs Boeing et Jim Albaught !
Pour un 737 NEO, (Ou peut être une NG, mais vraiment ASAP)

Bien, entre Ryanair et SW, plus Delta, Boeing va difficilement continuer à prétendre que la majorité de ses clients ne veulent pas du NEO 737 !

Les plus gros clients 737, mettent la pression sur Boeing, le feu c'est pour bientôt !
ET JL doit se marrer, l'effet NEO, ça marche presque trop bien, et lui qui souhaitait probablement se gagner une année tranquille, et endormir un peu Boeing le temps d'avancer un peu ...

Hummm, il aura du mal à atteindre le Bourget tranquille, John Leahy, sans que ça ne s'agite un peu plus côté Boeing et du 737!
737 NEO ou NG précipitée au ras des pâquerettes, type "gros CSéries*" ... o verra !
** Ne pas oublier que le budget RD du C séries est de 3-4 milliards de $ ca peut faire partie de la réflexion !

Relevé quand même ... "40 billions" de fuel pour SW sur 10 ou 15 ans... au prix de today ??
Ce qui fait réfléchir SW !
15% d'écos, ce sont 6 billions, le prix de 120-150 avions avec remises ...


--------------- Le message SW à travers Bloomberg, Extrait -----------

http://www.bloomberg.com/news/2010-12-15/southwest-airlines-ceo-kelly-pushes-for-boeing-decision-on-new-737-engines.html

Southwest Airlines Co. increased pressure on Boeing Co. to upgrade its top-selling 737 model with more fuel-efficient engines, as Airbus SAS did with a competing plane, because waiting a decade for an all-new jet is too long.

When you talk about something that’s 10 years from now, that’s not a solution, that’s an idea,” Southwest Chief Executive Officer Gary Kelly said in an interview in New York. “Who among us is to say it won’t be 15 years from now? In the meantime, we’re going to spend $40 billion on fuel.

Southwest is the biggest operator of the single-aisle 737, a competitor of the Airbus A320, which Boeing has said may not be replaced with an all-new model before 2020. While Airbus said Dec. 1 that it would offer new engines on its narrow-body plane, Boeing has delayed a decision on the 737 until 2011 after initially planning an announcement this year.

Southwest’s fleet of 544 aircraft, which Kelly plans to maintain by retiring older planes as new ones are added, consists solely of 737s. The CEO said that he’s willing to wait “to a point” for Boeing to decide on offering a new engine before he looks at alternatives.

“I don’t feel any issue today, that we have to have an answer today,” he said. “In the meantime if there are real things that are alternatives, one is forced to look at that. We are very supportive of their efforts. There is no implied criticism here. At all.”

Capacity Increase

Fuel accounted for 33 percent of Southwest’s total operating expenses in the first nine months of 2010, and a plane with about 15 percent higher fuel efficiency would help cut costs.

The Dallas-based carrier will increase capacity 3 percent to 5 percent in 2011, excluding the fleet from its acquisition of AirTran Holdings Inc., Kelly said in a speech today in New York. Southwest said it has completed plans to convert 20 existing aircraft orders to Boeing 737-800s from -700s, with initial deliveries expected in 2012.

The more fuel-efficient and larger -800 will enable Southwest to carry more people on high-demand routes and allow flights to destinations such as Hawaii, Central America and the Caribbean.

Chief Operating Officer Mike Van de Ven said in October that Southwest was “indifferent” on whether Chicago-based Boeing chose to offer an all-new successor to the 737 or a modified version with new engines. That was before Airbus unveiled its plan for the upgraded A320, which it called the A320 NEO.

‘Material Event’

“The Airbus NEO announcement is a material event and that has to be factored in,” Kelly said. “We may need to understand -- may being a key word -- in depth what that’s all about.”

Boeing has said it would prefer to focus on a new jet because customers don’t see a business case for the interim- engine step.

“We’ll do our studies, work with customers, see what their requirements are, and at such time that we’re satisfied we’re doing right by our customers and by the market, then we’ll make that decision,” Tom Brabant, a Boeing spokesman in Seattle, said today.

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

J'ajoute du SFgate ces lignes (Extrait )!

The planemaker began testing small tweaks to its existing 737 last month that would make the plane 2 percent more fuel- efficient by the middle of next year.

"We want something better than we've got," Kelly said. "Pratt & Whitney has an engine that's more fuel efficient. GE has an engine that's not far behind. What's the plan? You've got an answer from Airbus, you've got an answer from Bombardier. And we need a means to reduce our fuel bill and our carbon emissions."


http://www.sfgate.com/cgi-bin/article.cgi?f=/g/a/2010/12/15/bloomberg1376-LDHJL01A74E901-3TU1N2MVS4GAO0PQ9T7KSK2N0H.DTL

JPRS

Beochien
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Beochien le Mer 22 Déc 2010 - 20:58

Bonsoir

SouthWest, toujours aussi nébuleux ...

QQ mots pour teaser Boeing , égale un article chez Flight Global, et un thread chez A.net (Et moi ici Smile )

Bon, ils pourraient manager trois types d'avions ... qu'ils vont avoir de toute façon !
B717, 737-7-8, Certains vieillissent, c'est vrai, les 737 première géné, bien sûr, et les 717 Air Tran n'ont pas de successeurs chez Boeing !

Clin d'œil de Van de Ven à Bombardier et à Airbus, un peu de poil à gratter pour Boeing, au bon moment, quand ça énerve, et des décisions à xx années de toute façon, on n'a pas fini!

------------ Le lien Flight Global -----------

http://www.flightglobal.com/articles/2010/12/22/351254/southwest-doesnt-rule-out-fleet-type-expansion-beyond-the.html

JPRS

Beochien
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Beochien le Lun 3 Jan 2011 - 20:52

Bonjour !

La compil de Leeham, sur Airinsight ! South West et ses options !

Rien de nouveau ! très bien fait comme d'hab avec Scott Hamilton ! !
Rien à dire , je pense à peu prés comme eux ... et le C Séries possède lui aussi son marché !

------------- Le Lien et l'article qu'ils m'envoient -----------

http://airinsight.wordpress.com/2011/01/03/southwests-order-for-737-800s-doesnt-rule-out-smaller-models-like-cseries/#more-790


Southwest’s order for 737-800s doesn’t rule out smaller models like CSeries

Southwest Airlines fired a warning shot across Boeing’s bow when its #2 executive said the carrier is open to a third aircraft type, after the 737 and incoming 717. This opens prospects for Bombardier and its CSeries, but it’s not likely the Airbus A319neo has much of a chance.
At an investors’ day in December, Mike Ven de Ven, the chief operating officer, told the crowd, “at some point a new airplane is going to come out, whether it’s the CSeries, or whether Boeing replaces the 737. And at some point in time, Airbus is going to replace the A320,” according to FlightGlobal.

Southwest has 175 Boeing 737 300s/500s that are aging and need replacement. Some leases expire as early as 2013-2014. Additionally, Southwest has 86 incoming Boeing 717s with the acquisition of AirTran. The 737-300s seat 137, the 737-500s seat 125 and the 717 will seat 117 in Southwest’s configuration. The 737-700 is the same size as the -300 but this is aging and doesn’t fit Southwest’s need for a fuel-efficient replacement. The 737-600 is the same size as the 737-500, but Boeing hasn’t sold one of these since 2005 and is also aging and not up to Southwest’s fuel efficientcy requirements. Boeing has no replacement for the 717.
There is just one airplane that can replace the 717 and 737 Classics with the fuel savings that Southwest demands in the timeframe (by 2015-16) that Southwest wants: the Bombardier CSeries. The CSeries promises entry-into-service of its 110-seat CS100 by 2013 and its 130-seat CS300 by 2014. Given the performance of Airbus and Boeing of its A380, A400M, 787 and 747-8 new airplane programs, and of BBD’s own CRJ-1000 derivative, one naturally has to be skeptical of these dates, but for the moment, let’s assume they are met. The CSeries promises 16% lower fuel burn and 20% lower cash operating costs due to lower maintence expense on top of the fuel burn reduction than today’s airplanes. The net present value savings between 2013/14 and the 2019/20 or 2025/27 new airplane dates being talked about by Boeing and Airbus respectively is huge.
The problem is that in Southwest’s configuration, the CS100 and the CS300 are slightly smaller than the 717 and 737-300; BBD needs to enlarge the airplane to 149 seats at 32 inch pitch, and it will have a nice family of aircraft in the 100-149 seat range to dominate this market segment, which represents 25% of the 100-200 seat market in the next 20 years.
Furthermore, the CSeries is 21st century technology.
Let’s talk about a few “ifs.” If BBD produced a 149-seat “CS500″ with an EIS of 2014, if Southwest ordered a combination of CS300s (to upgauge the 717 and 737-500) and CS500s (to upgauge the 737-300) and if Southwest accepted 26 airplanes a year from BBD (this assumes another 26 from Boeing for 737-700s/800s), then Southwest could have roughly 78 CSeries in service before the A319neo is available and 130 before the 737 replacement is available, assuming a 2019 EIS. The cost savings is huge.
What of the Airbus A319neo? This competes with the 737-700 (and -300) and the CS300 and it offers–according to Airbus–a 15% fuel savings compared with the Boeing products, and by the numbers, Airbus claims it comes close to the CS300.
Even if it does–and we’ve seen no numbers from Airbus to convince us this is the case and AirInsight’s analysis suggests otherwise–the A319neo isn’t slated for entry-into-service until 2017, three years after the CS100 (717 replacement), two years after the CS300 (737-300/700 replacement) and two-three years before the date Boeing suggests it might replace the 737 family with a new airplane. Furthermore, the NEO is a compromise technology, combining a new engine with “old” airframe and systems that by Airbus’ own plan says will be superseded in 2025-27 by a new airplane from the European company. We simply don’t see Southwest buying an interim airplane that will be superseded in as little as two years by Boeing or in as early eight years by Airbus.
Suggestions that Southwest’s recent order for 20 737-800s means a death blow for Bombardier’s CSeries are simply ridiculous. The 737-800 and its 175-seat+ capacity is needed for the slot-controlled Washington Reagan National Airport and New York LaGuardia Airport, capacity-constrained airports like Newark and to allow Southwest to efficiently serve long-haul overwater routes to Hawaii. The 737-800 serves a different market than the CSeries. Such suggestions also display a complete lack of understanding of Southwest’s internal thinking.
Will Boeing relent and re-engine the 737 by 2016, as Airbus believes will be the case? It’s possible, providing Boeing decides it cannot proceed with a new airplane by 2019-2020. If Boeing does this, then it has the likely prospect of keeping Southwest instead of seeing it defect to another manufacturer.
Mike Van de Van’s warning shot across Boeing’s bow is a powerful message. It will be interesting to see what Boeing does in response.

JPRS

Poncho (Admin)
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Poncho (Admin) le Mer 12 Jan 2011 - 9:30

Bonjour à tous

Déploiement à grande échelle chez SWA du mode RNP Required Navigation Performance qui permet d'optimiser les plans de vols

11 destinations seront exploitées selon ce protocole
Ce qui générera une économie de 16 millions

Une grosse majorité (la totalite ?) de la flotte SWA est équipée

http://atwonline.com/airports-routes/news/southwest-starts-using-rnp-procedures-11-airports-0111


Southwest Airlines said Tuesday it is this week commencing Required Navigation Performance procedures for approaches at 11 airports, asserting that "these new efficient flight procedures and enhanced avionics" will save the LCC $16 million annually.

It added that full implementation of RNP at all airports SWA serves would lead to more than $60 million in reduced costs annually. SWA in 2008 announced at Air Transport World's Eco-Aviation conference that it would invest $175 million to implement RNP fleet wide, and previously operated a demonstration roundtrip between Dallas Love Field and Houston Hobby using RNP (ATWOnline, March 18, 2009). It has modified more than 444 aircraft with GPS and RNP software, including transitioning 343 737NGs from EFIS to PFD/ND, and completed over 30,000 pilot training events (ATWOnline, June 25, 2010).

"RNP sets the stage for Southwest to continue doing its part to conserve fuel, improve safety, and reduce carbon emissions and greenhouse gases, while simultaneously taking advantage of the high-performance characteristics that exist in an airline's fleet," VP-Operations Coordination Center Jeff Martin said.

The airports at which SWA is inaugurating RNP are Amarillo, Birmingham, Boise, Corpus Christi, Los Angeles, Chicago Midway, Oakland, Oklahoma City, West Palm Beach, Raleigh-Durham and San Jose. The Dallas-based airline said in a statement that implementing RNP procedures marks the "culmination of a four-year project with partners Boeing, GE and Honeywell. RNP is satellite-based navigation that brings together the accuracy of GPS, the capabilities of advanced aircraft avionics and new flight procedures."

VP and COO Mike Van de Ven added, "This milestone culminates substantial efforts by our company working with the FAA to position Southwest as a leading participant in a modernized air traffic control system."


bonne journée


_________________
@avia.poncho

aeroduO5
Whisky Quebec

Re: SOUTHWEST ! WN ! SWA

Message par aeroduO5 le Jeu 13 Jan 2011 - 16:09

Je reviens sur l'article concernant SWA et le CSeries.

Pour le moment le CS300 ferait le job pour remplacer le 737-500 et le 717.
Il est prévu pour 145-149 pax en haute densité.
Avec la configuration de SWA qui est très confortable, on peut imaginer un avion vers les 120 places.
Ca en ferait donc un bon complément des 737-700 qui sont à 137 places.
Et si SWA veut plus petit, ils peuvent toujours se rabattre vers le CS100 qui devrait faire 110 places chez eux.

Par contre avoir un CS500 reviendrait à avoir un avion légèrement plus gros que el 737-700 (en fait entre le -700 et le -800)
Par contre ne rêvons pas, cet hypothétique avion ne sera jamais prêt en 2014. Si le CS300 l'était ce serait déjà bien.

Ma conclusion: SWA pourrait être un très bon client des CS actuels.
Pour d'autres modèles^plus gros on verra. Mais ce ne sera pas avant 2015-2016.

Beochien
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Beochien le Ven 21 Jan 2011 - 14:07

Bonjour !

Les déclarations NW, ça va ça vient régulièrement!
Juste destiné à essayer de décider Boeing cette année !
A ranger dans le même tiroir que Ryanair, en ce qui concerne Airbus et John Leahy !

--------- Un article de plus sur FlightGlobal le lien ----------

http://www.flightglobal.com/articles/2011/01/21/352148/southwest-waits-for-boeings-move-to-re-engine-or-re-design-the.html

JPRS

Beochien
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Beochien le Mer 23 Mar 2011 - 7:52



Dernière édition par Beochien le Mer 23 Mar 2011 - 9:14, édité 1 fois

Poncho (Admin)
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Poncho (Admin) le Mer 23 Mar 2011 - 9:07

Et qu'il n'a pas encore vraiment réfléchit à un bi-couloir, parce que ses modules sont actuellement plutôt de petite taille Wink


_________________
@avia.poncho

Beochien
Whisky Charlie

Re: SOUTHWEST ! WN ! SWA

Message par Beochien le Sam 7 Mai 2011 - 8:51

Bonjour !

On a pu liredepuis des mois quela décision de Boeing, concernant l'évolution de ses MC sera largement dictée par l'avis de ses clients ... (Customer driven)
Eh bien, SouthWest,leur meilleur client ne sait pas ce qu'il veut, et ne formulera pas de demande précise, avant 2012, c'est clair, absorption de Airtran d'abord, et digestion des flottes maintenant multiplies d'abord, aprés on verra !

C'est ce que déclare leur VP OP's, Jeff Martin !
Ce n'est pas SW qui va aider Boeing à prendre une décision cette année, visiblement !

----------------- Repris par Jon Ostrower, FlightGlobal, L'article et le lien ---------------

http://www.flightglobal.com/blogs/flightblogger/2011/05/southwest-vp-2020-is-too-long.html

A
top vice president at Boeing's biggest narrowbody customer, Southwest
Airlines, says the end of the decade is "too long to wait" for an
all-new airplane to replace its 737 Classics, but giving the US
airframer an idea of what it wants will have to wait as the carrier
turns its attention to merging with Atlanta-based AirTran Airways.


"We've got fleet of 200 airplanes out there at some point we're going to
have to do something with and we can't wait until 2020," says Southwest
Airlines vice president operations coordination center, Jeff Martin in
regard to the carrier's aging block of 737-300s and -500s.


Martin spoke to ATI on the sidelines of the Air Transport World's Eco-Aviation conference in Washington, DC.


Boeing has said it plans to provide additional clarity at June's Paris
air show on whether it plans to proceed with development of a mid-decade
re-engining of the 737 or proceed with an all-new aircraft with an
entry into service pegged for 2019 or 2020, though direct input from
Southwest, suggests Martin, may not yet available until next 2012 at the
earliest.


With its recently completed acquisition of AirTran, Southwest is turning its attention to integrating the two carriers, a departure from its historical methodical organic growth, which includes - for the first time - seeing if it can operate multiple types for the first time in its history with the introduction of the Boeing 717 along side its 737s.
Martin says the AirTran acquisition has "changed our whole philosophy"
now that Southwest has jumped to a multiple fleets, which "perks up
everybody's ears" eliminating the sole barrier to entry for
manufacturers other than Boeing to sell aircraft to the carrier.


"We're going to manage multiple fleets, but what we're really going to
look at is who can bring us 25% efficiency," he says, adding that a
re-engined 737 Next Generation aircraft won't deliver that benefit over
Southwest's 737 Classics, despite a willingness to look at that option.


"We've squeezed the turnip, there's nothing left in the NG. It now goes
back to the airframe and the engine. We'll look at re-engining, but
we're waiting for someone to tell us what [Boeing is] going to do," says
Martin of the incremental improvement it has sought through technology
updates to its 737s, including having installed winglets on 80% its 737 fleet.


"Once we get through AirTran we've got another year's work I think then
we'll come up and start looking around and determine what we're going to
do," he says of selecting a new narrowbody. "Right now, it's all hands
on deck for the integration, but we know we've got a subfleet of
airplanes that we need to address and that's the classics and there's
200 of them."


If Boeing does move forward with an all-new narrowbody to replace the
venerable 737 at the end of the decade, it aims to offer 20% improvement
in fuel efficiency and 10% better cash operating costs over today's
737-700 offering.


The challenge to the airframer already believes it can deliver 15% fuel
burn improvement with a new engine and a modest investment, but the cost
of advancing fuel efficiency an additional 5% places the development
cost skyrocketing with an all-new jet.



Technology Opens The Door

Southwest's $175 million investment to move from round dial displays on the 737-700 flight deck displays to the primary flight display/navigation display (PFD/ND) arrangement
for precision navigation has also allowed the low-cost carrier to
expand its search beyond Boeing for an aircraft to replace the 122-seat
737-500 and 137-seat 737-300.


"From what I had told [CEO Gary Kelly] the automation changes that we're
making on the flight deck and going PFD/ND opens up any fleet type we
want. Not just Boeing, but we understand all cockpits look like this
now," says Martin. "We had placed ourselves on an island flying round
dials without automation, so this will provide us benefit when we go
into the marketplace.


"We won't have to go to someone and say "can you re-program the software
to make this look like a [737-200], oh can you disconnect the auto
throttles and VNAV we don't use all those things." People would have
laughed at us."


Though despite this "level playing field" for the Bombardier CSeries
arriving in late 2013, Airbus A320neo first delivering in October 2015
and potentially even an offering from Embraer, the strong relationship
with Boeing, adds Martin, is well intact.


Adding, the need to replace its aging fleet of 737 Classics combined
with Boeing's timing for a new narrowbody may be incompatible for
Southwest, but that has not disqualified its sole aircraft vendor for
the past four decades from the competition.


"We'll give them a shot just like everybody else, main thing is as any
partner you have to communicate with them exactly what you want. Not
sure we have on our side have fully defined that for them."


Exactly what Southwest wants in a new Boeing narrowbody aircraft will
also be guided by the 2012 introduction of the larger 737-800 into the
airline's fleet, a boost of 40 seats over its 737-700. The first 737-800 equipped for extended operations (ETOPS) is set to be delivered to the carrier in March 2012.

"We haven't told [Boeing] what size we would want yet, we haven't
defined that yet," says Martin. "So, in their defense it's pretty hard
when the customer says well "we think we want this many seats, we think
we want that many". Well I don't blame them, how do you design to that?
So it goes back to that, we'll know more after we have the -800 in
service for a while."


JPRS

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Re: SOUTHWEST ! WN ! SWA

Message par Contenu sponsorisé Aujourd'hui à 21:22


    La date/heure actuelle est Sam 10 Déc 2016 - 21:22