ACTUALITE Aéronautique

ACTUALITE Aéronautique : Suivi et commentaire de l\'actualité aéronautique



Whisky Charlie


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

Bonjour !

Gary Kelly , de SouthWest, parle à une conférence de JP Morgan !
Il parle beaucoup depuis 6 mois !
Sans rien annoncer, ni rien préciser, si ce n'est que 2-3 types d'avions différents ne lui font pas peur !

Repris par tout le monde avec des nuances différentes ...!

Et ...


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

Poncho (Admin)
Whisky Charlie


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

Whisky Charlie


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

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

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."

Whisky Charlie


Message par Beochien le Jeu 4 Aoû 2011 - 15:38

Bonjour !

Pas encore une rumeur mais ... a suivre de prés , JL pas loin de son prochain coup avec SW et le NEO ??

Une conséquence directe du coupde maître de JL avec AA ! (Même si de ce côté il reste qq doutes !)
Plus de B797 à la vista ... ce n'est pas trop ce qu'attendait SouthWest ...
Mais à défaut de grives B797, il reste des merles A320 NEO !
Et SW sait faire la différence avec des 737 LeapY !
La glace est en train de fondre avec Airbus !

Ce n'est pas gagné non plus ... sauf que le dialogue est ouvert, comme la boite de Pandore !

Une question quand même ... jusqu'où LG laissera t'il, John Leahy vendre et financer des A320NEO à 50% de remise ! Mes SOUS €€€€ !

Reuters Canada en met trois pages ! J'en édite 2 !
Intéressant à lire !

-------------- De Reuters, le lien et 2 pages -------------

By Tim Hepher and Kyle Peterson

PARIS/CHICAGO (Reuters) - Southwest Airlines (LUV.N: Quote) and Airbus (EAD.PA: Quote) have begun a "warm" top-level exchange, prompting hope at the European planemaker that Boeing's (BA.N: Quote) top buyer may no longer be out of its reach, sources close to the matter said.

The world's largest low-cost airline, which celebrated its 40th anniversary in June, has for decades flown only Boeing (BA.N: Quote) 737s and has usually shut the door to Europe's Airbus.

But after Airbus dominated June's Paris air show with sales of an
upgraded A320 with fuel savings, Southwest Chief Executive Gary Kelly
congratulated Airbus counterpart Tom Enders in what some see as a
discreet but carefully calibrated overture.

"We are exchanging friendly correspondence which is a new dimension," a source close to Airbus told Reuters.

A second source stressed that while evoking Airbus's success in
marketing the A320neo, the letters did not address specifics or do much
more than break the ice between the two companies.

As yet it is too early to talk of negotiations and no offers have been made or sought for Airbus jets, the sources said.

But the move is stirring interest as the industry closely watches
Southwest to see which way it will move as Boeing and Airbus wrestle
over tens of billions of dollars of new orders.

Airbus snagged an order for 260 narrow-body A320 planes from AMR Corp's (AMR.N: Quote)
American Airlines, an all-Boeing customer, in July, and is jockeying
for more sales as other U.S. carriers look to refresh their fleets to
drive down fuel bills.

--------- P2 ---------
The sources declined to be identified because the letters are confidential.

Airbus declined to comment, and a Southwest spokeswoman said "we haven't heard any rumors of any Airbus talks."

The exchange came after the Paris air show at a time when Boeing
was in flux over product strategy but before the pivotal American deal
which forced Boeing to respond, the sources said.

Boeing is seen likely to go all-out to keep Southwest.


Some industry experts have raised questions over how fully
Southwest was kept in the loop on Boeing's sudden decision to offer
American a version of its 737 featuring a new fuel-efficient engine to
avoid getting locked out of the deal.

The surprise move won Boeing an order for 200 737s from American
and split the $40 billion order with Airbus, which had already committed
to fitting its A320 with a new engine. But it also may have annoyed
Southwest, which built its business around the 737.

"This is definitely a moment for Airbus to strike because there
may be bruised feelings at Southwest," said aerospace consultant Richard
Aboulafia of Virginia-based Teal Group.

"Southwest played a key role in designing the 737 Classics and a
very key role in the 737 Next Generation," he said. "Boeing's
traditional way of developing airplanes is to get customers on board
first, and this didn't happen."


Dernière édition par Beochien le Jeu 4 Aoû 2011 - 16:04, édité 1 fois
Poncho (Admin)
Whisky Charlie


Message par Poncho (Admin) le Jeu 4 Aoû 2011 - 16:02

Même MOL a discuté "sérieusement" avec Airbus
Hein !

JL n'est pas encore au sommet du cocottier pour décrocher encore une fois les noix de coco

Whisky Charlie


Message par Beochien le Jeu 4 Aoû 2011 - 16:11

Ben JL ne pourra pas tenir une ligne à 50% bien longtemps avec les slots qui se raréfient ...
Comme AA n'est qu'à moitié sûr ... chapter 11 à la vista !
Il devrait pouvoir absorber un autre client en remise max ... SW ou Delta ...

MOL Jamais , il est puni !
Sauf si il devient un client trés "Spécial" comme peut être SW d'ailleurs , avec un 320 et 1/2 de 200 Pax et 2 mètres de plus, que je sens bien venir ! Et en Al-Li de préférence !
Mais pas en dessous de 300 A/C !

Poncho (Admin)
Whisky Charlie


Message par Poncho (Admin) le Ven 5 Aoû 2011 - 0:02

Bon la messe est dite non ?

Southwest was also aware of "Boeing's decision before that was made public, which we appreciate", said Kelly.

Allo Gary ?
Oui Jim ?
je t'appelle pour te dire qu'on va faire le 737RE, regarde la conf de presse d'AA dans 5min
Jim ? c'est une blague ?
Non non je te rappelle dans 6 mois quand le board donne le feu vert et qu'on saura ce qu'on a vendu
Jim c'est un poisson d'avril ?
Non Gary, et en plus AA ils veulent que ça soit toi le launch customer
Jim c'est Lafesse au bout du fil ou quoi ?
Gary A+

Se rappeler que sur les tanker USAF Boeing a enfumé pas mal de monde avec leur 767-200 rallongé...

Bonne soirée

Whisky Charlie


Message par Beochien le Ven 5 Aoû 2011 - 2:16

Merci Poncho !

J'ai noté quand même ce matin une com de Reuters Canada, plutôt positive pour Airbus chez SW, et ce qui sort, semble presque une réaction d'équilibrage pour ne pas choquer Boeing ... hum les PR ont dû vibrer chez Boeing et SW !!

Pour info :

Ca va , ça vient !
Et si qq chose se traite un jour, ce sera dans la discrétion pour Airbus ...
A preuve aucune vague avant pour ... AA !
Et ce sera pareil, pour Delta ou SW !
On le saura aprés le MOU !
Je pense aussi, que SW attendra que Boeing présente son B737 RE définitif, (Ou son 797) logique quand même, ils ont moins le feu que AA côté flotte !
Perso, j'attend le A320 1/2 chez Airbus ... en "Joker" chez SW et Ryanair jocolor

A lire les A.netters, Keesje sur la même ligne ...

Whisky Charlie


Message par Beochien le Sam 17 Déc 2011 - 11:16

Bonjour !

Leeham, nous commente un article de Flightglobal "Pro" à souscription, concernant Southwest ..;
Déjà partiellement vu ... mais qq nuances à interprêter !
Comme quoi ce serait le 737MAX 800 qui prévaudrait dans l'avenir ...
Et ils commentent que Airbus n'est pas passé si loin du but chez SouthWest !

Possible, ce qui explique encore mieux la vigueur de la réaction de Boeing, côté prix surtout, c'est le plus probable ... Bonjour les 48% ...
Alors que Airbus se targue dans ses journées à Londres, de "Bien" avoir vendu ses NEO !
Une indirecte, pas si innocente, inspirée par JL certainement ... lequel n'a pas parlé à Londres ???

Bien, un peu de diplomatie et de PR, de la part de SW, afin d'éviter de se fourrer dans un tunnel, comme Ryanair, ne peut faire de mal à personne !
Disons, la même méthode que Ryanair, le savoir vivre en prime !
La politesse normale, VS Airbus qui a bien dû présenter une offre sérieuse, P&W aussi d'ailleurs !

Pour ce qui est du LeapX, on n'a pas l'impression que SW est trés convaincu, et un poil sur la défensive ... mais il faudra faire avec ... et comme il y a 6 ans devant pour y arriver ...
Et pour P&W aussi d'ailleurs, qui auront certainement qq PIP's è 2-3% sous le coude vers 2018 alien

------------- le lien, et des extraits de Leeham, à lire ! -----------

Brian Hirshman, SVP Technical Operations, told Flightglobal Pro on 15 December that the carrier is up-gauging its fleet, which it began doing this year with acquisition of the 737-800 for the first time. Southwest, throughout its history since is 1971 birth, has relied on the 737-200/300/500/700, preferring smaller sized aircraft and high frequency as its business model.

et ...

“We gave it a very, very serious look, closer than we had ever looked at Airbus,” Hirshman said. “We spent a lot of time understanding how it would perform our missions. At the end of the day we decided Max better fit our profile. We did not use [Airbus] as a negotiating tactic. We were dead serious. The neo is a good product.”

An independent consultant with knowledge of the competition told Flightglobal Pro that Airbus came closer to winning the order than people realize.

Southwest, during its press conference, cited 737 Max fuel savings figures of 10-11% compared with Boeing’s oft-stated target of 10-12%. Hirshman said Southwest’s analysis for the 737-7 and 737-8 concluded the former figures are “good numbers.”

Hirshman also said Southwest’s analysis supported the CFM and Boeing statements that a 68 inch fan for the LEAP engine is optimal for the 737, despite the very public argument set forth by Airbus that the 737 LEAP’s smaller fan compared with neo’s 78 inch LEAP engine won’t be as efficient.

“We spent a tremendous amount of time to understand the differences,” Hirshman said. “Sixty eight does appear to be optimal size for the airplane. There is this illusion that bigger is better. We actually agree with Boeing and CFM.” The customized core will make the difference, Hirshman said. The core will be standard LEAP architecture and design but will be specifically designed for the 737 Max.

Nonetheless, in evaluating the A320neo, which is powered by another version of the LEAP as well as Pratt & Whitney’s Geared Turbo Fan (GTF), Hirshman praised the GTF. “We were quite intrigued with GTF technology and we think it is pretty bold and innovative. We think it has a great future in commercial aviation. The concept is not new and makes complete sense. Intuitively it made sense. Pratt has a good product there,” he said.

Southwest is scheduled to get only four 737 Max in 2017. Hirshman confirmed that this means a fourth quarter entry-into-service.

Poncho (Admin)
Whisky Charlie


Message par Poncho (Admin) le Mar 17 Jan 2012 - 17:04

Bonjour à tous

Following a two-year trial of environmentally friendly and durable aircraft cabin products on its ‘Green Plane’, Southwest Airlines has unveiled a new interior for its Boeing 737-700 fleet that will enable the carrier to reduce weight by 635 pounds per aircraft and improve sustainability while adding thousands of additional seats to its inventory.

The ‘Evolve’ interior incorporates a new colour palate that combines earthy tones with Southwest’s iconic Canyon blue and aluminium accents for a cleaner, more modern look. It also features recyclable carpet squares from InterfaceFLOR, which will allow the carrier to reduce its carpet part numbers to two (from a previous 178).

“The centre aisle of our aircraft is pretty much just trashed every six months so you can imagine how much [carpet] we throw away with that many airplanes. This [InterfaceFLOR product] allows us to go in and just spot replace where we need to,” Southwest manager, product development marketing Angela Vargo told the APEX editor’s blog during a private tour of the new interior in Dallas.

However, the most profound changes have been reserved for Southwest’s seats. The carrier is retaining the B/E Aerospace-manufactured ‘Innovator II’ seat frames on its Southwest 737-700s, but will add fixed wing head rests; new, thinner, more durable foam fill; and lightweight E-Leather synthetic leather seat covers. It is also removing the under-seat floatation device – and instead adding life vest pouches – to create a lower profile seat, which in turn creates weight savings of nearly six pounds per seat.

With these changes comes a reduction in seat pitch and recline, but Southwest insists it is not sacrificing customer comfort and personal space. “We did reduce recline from 3in to 2in. However, this seat design doesn’t make you have a feeling of needing to recline as much as our current seat does. Our current seat kind of pushes you forward a little bit when you sit in it. This one kind of naturally reclines your body so you don’t feel like you have to sit and immediately recline, but this way we’re also preserving the space of the person behind you,” says Vargo.

“Because we were able to sit you down and back in your seat, we created more personal space for you. As a result we were able to put in six more seats into the aircraft. So we have gone from 137 seats to 143 seats. We [offer] an average pitch of 31in. That is down an inch from 32in today. However, from a cubic space standpoint – the personal space around your body – we were able to maintain that, based on how you’re sitting in the seat. So, because you’re sitting at an angle different than what you sit at today, you’re able to extend your legs out in front of the seat in front of you, you have more shin and leg clearance then you do today in our current seat.”

Although the seat bottom looks much slimmer, it “actually has the same density as our cushion today”, says Vargo. “That floatation piece in the [previous] cushion wasn’t providing you any extra support or cushion. It was actually a pretty hard piece of the seat that was preventing you from feeling the hammock underneath. So it’s actually the same density cushion and the same support that you had before but just in a low-profile slim line looking seat.”

Southwest systems engineer Geoffrey Buschur adds: “The beauty, I think, of everything on the airplane is it looks good but everything that we’ve changed has a function. Every piece you could pick on the seat that’s changed – there is a reason why it’s change, and not just on the aesthetic look but on the maintenance side; it’s more durable, or it’s easier to clean or it’s lighter weight.”

Other new features include mesh seat pockets, which “will stand up to repeated tuggings” and prove more durable, as they have “crumb catchers” at the bottom that can be zippered open to allow the crumbs to come out, says Vargo.

New aluminium tray table latches have been added. “Our tray table latches are one of the things that break down the most in the aircraft so they were able to engineer a wonderful latch that looks really sleek but is also a ton more durable than we have today,” says Vargo.

A new bulkhead screen product “has a longer lifespan, thus reducing the labour costs and wastes that result from more frequent replacements or repairs”, according to Southwest.

The new interior, which is currently fitted to a single 737-700, will be rolled out to the rest of Southwest’s 737-700s (a sum of 372 aircraft) from mid-March, but also will be retrofitted to subsidiary AirTran Airways’ 737-700s (which number 52) and 717s in due course. A configuration for the 717s has not been decided.

The programme represents an initial $60 million investment for Southwest, but once the fleet is equipped, the carrier anticipates covering its costs within “a quarter” as it anticipates the new interior – coupled with the gain in seat capacity – will produce savings of about $250 million annually.

Southwest says its new 175-seat Boeing 737-800s – which will be delivered with the airframer’s own Sky Interior features – will feature the same carpet squares, bulkhead screen design and seats as the -700s, although a 32in seat pitch will be retained for the -800s “because they’re long-haul” and are laid out in such a fashion that “allowed us to do that”, says Vargo. The carrier has not made a decision on retrofitting its 737 Classics as yet.

Nouvelle cabine 300 kg plus légère malgré l'augmentation de la capacité par réduction du pas de 32" à 31"...
Le reste est intéressant à lire

A l'opposé des cabines d'A308 Wink

Whisky Quebec


Message par Vector le Mar 17 Jan 2012 - 21:30

C'est quoi un A308 ? Plus petit qu'un A318 ? Very Happy
Poncho (Admin)
Whisky Charlie


Message par Poncho (Admin) le Mer 18 Jan 2012 - 9:16

Oups je voulais dire A380 !

Whisky Quebec


Message par aeroduO5 le Ven 20 Jan 2012 - 18:34

J'ai visionné une vue 3D de la nouvelle cabine.

Je dois dire que les couleurs ont été très bien choisies et sont rès reposantes.

L'alliance de bleu et de beige est plus apaisante que nos oranges et bleu/jaune européens.
Whisky Charlie


Message par Beochien le Lun 6 Fév 2012 - 17:46

Bonjour !

Un article d'Aspire sur SouthWest qui vient de tomber chez moi, Airtran serait difficile à intégrer ...
Bon, c'est long, touffu, et lourd , et je n'ai pas tout lu Embarassed !
Pour les courageux si qq'un veut décripter ?? HouHou Aeroduo c'est ta spécialité non ??

Whisky Quebec


Message par aeroduO5 le Jeu 9 Fév 2012 - 16:27


Oui article qui dit des choses.

Mais tous les soucis de Southwest ne sont pas dûs à AirTran.

Le fuel coûte cher pour tout le monde, donc pas de différence là dessus.

Par contre les coûts de personnel se rapprochent de ceux des majors.

C'est dû à une main d'oeuvre qui prend de l'ancienneté, donc qu'il faut payer plus, mais aussi au fait que les majors se sont bien restructurées.

Du coup leur coûts de personnel ont baissé. Et elles ont toujours l'avantage des classes premium qui aident bien.

C'est une chose que les low costs européennes devront prendre en compte dans le futur aussi.

Sinon je soulève ce qui est selon moi un VRAI problème de Southwest.

Ils ont beaucoup de vols avec escales, d'où des vols très courts (moins d'une heure parfois).

Cela fait donc beaucoup de décollages, donc beaucoup de consommation.

En ces temps de pétrole cher il faudra peut-être changer de modèle non?
Poncho (Admin)
Whisky Charlie


Message par Poncho (Admin) le Jeu 9 Fév 2012 - 17:07

Ou alors s'équiper d'avions très légers et très spécialisés (genre mercure en son temps)
Mais à priori ce n'est pas le chemin pris

Whisky Charlie


Message par Beochien le Jeu 9 Fév 2012 - 17:22

Ca s'appelle un C-Séries, maintenant !
Avec un VAN qui aide un peu sur ses GTF pour la montée!
C'est ce qu'ont acheté les Coréens !
Pas pour rien, d'ailleurs que CFM s'intéresse à ce VAN ...
Frequent Traveller
Whisky Quebec


Message par Frequent Traveller le Ven 10 Fév 2012 - 11:30

aeroduO5 a écrit:... les coûts de personnel se rapprochent de ceux des majors ...
En étudiant l'article de plus près, ce qu'y est dit plus exactement, est que la PROPORTION des frais de personnel chez SWA tend à dépasser la même proportion chez les Majors... quoi de moins étonnant : SWA (à l'instar de tous les LCC) s'est soumis à des cures d'amaigrissements répétées, pour se défaire de tout coût qui n'ait un rapport DIRECT et INCONTOURNABLE avec la production d'aircraft trips. Restent ... les coûts du personnel opératif, qui prennent une place prépondérante. C'est toute la beauté du modèle de Herb Kelleher, un précurseur chez les LCC. Je pense que ce modèle est résilient et que SWA nous en apprendront encore de bonnes pour ce qui est de comment bien faire tourner leur boutique./FT
Whisky Quebec


Message par aeroduO5 le Dim 19 Fév 2012 - 10:54

Oui c'est sûr que Southwest a du ressort.

Un bon moyen d'augmenter la recette par passager est d'offrir plus de services associés pour un prix supèrieur.

Easyjet le fait et ça marche. Le billet est flexible et inclut l'embarquement prioritaire.

Des voyageurs (et leurs entreprises surtout) sont prêts à payer plus pour cette flexibilité.

Et ça demande pas grand chose pour la compagnie en termes de gestion.
Whisky Charlie


Message par Beochien le Dim 20 Mai 2012 - 19:48

Bonjour !

Southwest , lisse sa courbe de livraisons de B737 , qq defferals pour faire la jonction des 737 NG avec les 737 MAX, sans plus d'achats de MC en NG !
C'est bien, Southwest, joue la prudence et une croissance plus faible au passage !
Boeing aussi va sentir passer le chgt de génération vers 2016-17 !

------------ De ATW , un extrait et le lien --------------

Southwest Airlines (SWA) has deferred deliveries of 30 Boeing 737-800s from 2013-2014 to 2017-2018, as it focuses on hitting its profit target, the carrier confirmed to ATW. The deferrals, 20 in 2013 and 10 in 2014, will save more than $1 billion for the carrier.

Whisky Charlie


Message par Beochien le Ven 21 Sep 2012 - 10:40

Bonjour !

SouthWest en terminera avec l'équipement de ses B737-700-800 avec des winglets !
268 sets en cde chez Avation Partners-Boeing , d'où l'importance des retro-fits, hou hou Airbus !
Noté que 5000 avions volent avec des winglets de APB, sur les B737-757-767 !
Whisky Charlie


Message par Beochien le Mar 15 Oct 2013 - 17:52

Conspicuous !

Le Jim Wright Amendment, ne pas confondre avec les frères Wright !

Protégeait et régulait l'Aeroport commun Dallas / Fort Worth !

La possible fusion US Airways / AA, bouscule tout , peut être au bénéfice de South West, largement majoritaire à l'Aeroport down town de Love Field à Dallas !

Des méandres politiques Texans intéressants, mais locaux non ??

L'histoire chez Scott, sur Leeham !
Whisky Quebec


Message par patrick1956 le Mar 12 Nov 2013 - 16:54

Ca bastonne dans le ciel américain
Whisky Charlie


Message par Beochien le Jeu 2 Jan 2014 - 18:43

Un nouveau fil chez A;net !

Aviation Partner ne traîne pas avec ses "Scimitar"  prévus pour le max !
Déjà prêts à ré équiper les B738 NG en remplacement des winglets précédents, pour un gain de 2%
85 jeux, pour SouthWest qui fait preuve d'une belle confiance !
La certification est attendue sous 1 mois ... ça a été vite !
Poncho (Admin)
Whisky Charlie


Message par Poncho (Admin) le Jeu 2 Jan 2014 - 21:58

Oui vive l'absence de FBW sur le 737... ça doit bien simplifier les choses dans ce cas là

Whisky Quebec


Message par patrick1956 le Lun 13 Jan 2014 - 20:21

Décidément les pilotes us boivent fument ou alors ils ont des problèmes d'électricité
Whisky Quebec


Message par Paul le Dim 7 Sep 2014 - 4:04

la nouvelle livrée qui sera dévoilée lundi

Poncho (Admin)
Whisky Charlie


Message par Poncho (Admin) le Mer 25 Fév 2015 - 10:05

Dans la série "je suis un compagnie sérieuse" et "je ne conforme aux règles"
Je voudrait le joker "passe droit"

Southwest Airlines Co. failed to perform mandatory rudder inspections on more than 125 jets, or roughly one-fifth of its fleet, forcing it to scramble late Tuesday to negotiate an unusual arrangement with federal regulators to keep the planes flying until the checks were completed.

The drama began Tuesday afternoon, when the carrier informed the FAA that certain hydraulic inspections were missed on 128 of the company’s Boeing 737-700 models, which were voluntarily taken out of service right away. Some 80 flights were canceled on Tuesday as a result.

Officials from Southwest, the Federal Aviation Administration and plane maker Boeing Co. then hunkered down to work out a plan to get the checks completed as quickly as possible, with the aim of returning the planes to service in the interim. Around 1 a.m. Wednesday Eastern time, Southwest said the FAA approved “a proposal that would allow the planes to keep flying for a maximum of five days” while inspections are done. An FAA spokesman confirmed the arrangement.

Southwest flies more than 3,400 flights a day, meaning that taking out a fifth of its fleet could result in hundreds of cancellations nationwide. The company’s updated statement anticipated “very minimal impact” on Wednesday’s operations.

Reflecting the fluid nature of the situation, the FAA released its own statement about two hours earlier confirming that the carrier had “missed some required inspections on the standby rudder system” on 128 aircraft. The statement added that FAA officials, working with representatives of the airline and manufacturer Boeing Co., were still evaluating a proposal “that would allow the airline to continue flying the planes until the inspections are completed over the next few days.”

5 jours de délai de grâce. C'est gentil mignon non ?
Ils offrent des compensations / remboursement pour les gens qui prennent ces avions pas à jour ?

On reparle d'AF maintenant ? c'est qui les branquignols ?


Contenu sponsorisé


Message par Contenu sponsorisé

    La date/heure actuelle est Dim 22 Avr 2018 - 6:50