ACTUALITE Aéronautique : Suivi et commentaire de l\'actualité aéronautique
Ne me poussez pas trop vers les notions des DOC ramenés au siège ! Je vous ennuierais à mort, si je commençais à vous faire la démonstration de l'avantege très nettement en faveur de l'A380 par rapport au DOC correspondants pour l'A350-XWB-1000 ! Et je peux le faire dans le sens contraire, aussi !CO2 a écrit:sevrien a écrit:Oui ! Mais cela est un tout autre sujet, dont nous avons déjà écrit 'des tonnes', ici et ailleurs ! Mais il n'est nullement un concurrent de l'A380-800 !
On est bien d'accord que ces deux avions ne sont pas vraiment des concurrents comme le 747-8 n'est pas vraiment le concurrent de l'A380. Néanmoins permettez moi de signaler que l'A350-1000 ouvre une autre vision de transport de passagers. Son coût d'exploitation ramené au siège est autrement plus attrayant que celui de l'A380. Je veux dire que si une compagnie aérienne opte pour des A350-1000 elle ne prendra pas des A380 ni des 747-8 intercontinental. Éventuellement elle en prendra mais très peu.
sevrien a écrit:Bonsoir, CO2 §Ne me poussez pas trop vers les notions des DOC ramenés au siège ! Je vous ennuierais à mort, si je commençais à vous faire la démonstration de l'avantege très nettement en faveur de l'A380 par rapport au DOC correspondants pour l'A350-XWB-1000 ! Et je peux le faire dans le sens contraire, aussi !CO2 a écrit:sevrien a écrit:Oui ! Mais cela est un tout autre sujet, dont nous avons déjà écrit 'des tonnes', ici et ailleurs ! Mais il n'est nullement un concurrent de l'A380-800 !
On est bien d'accord que ces deux avions ne sont pas vraiment des concurrents comme le 747-8 n'est pas vraiment le concurrent de l'A380. Néanmoins permettez moi de signaler que l'A350-1000 ouvre une autre vision de transport de passagers. Son coût d'exploitation ramené au siège est autrement plus attrayant que celui de l'A380. Je veux dire que si une compagnie aérienne opte pour des A350-1000 elle ne prendra pas des A380 ni des 747-8 intercontinental. Éventuellement elle en prendra mais très peu.
Il ne faut pas se perdre dans les erreurs des Hommes de Marketing ! Mieux vaut laisser les statistiques de ce genre aux vrais experts en "Cost Accunting" et aux "Cost Engineers" des Motoristes, plutôt qu'à ceux des "Airframers" !
Ceci réfléchit ce que Mr. CHEW (SIA) a dit à plusieurs reprises, sauf que celu-ci était en tgrain de mesurer le B747-8I par repport à l'A380 !As United Airlines prepares to receive responses from Airbus and Boeing in July for a significant aircraft order, the Boeing 747-8 is largely excluded from the carrier's request for proposal.
"We're focused on a new technology aircraft to materially improve cost performance," said United senior vice president corporate planning and strategy Greg Taylor today during the Bank of America/Merrill Lynch transportation conference. The 747-8 is "not on the top of our list", he adds.
A suivre, donc.United has specified to each manufacturer the aircraft it is most interested in, and Taylor explains the carrier has "left the door open for creativity".
Airbus and Boeing are formally submitting offers next month and Taylor says United plans to continue discussions with the manufacturers through the summer. Once it has made a decision and United has updated its board the carrier could place an order in the fourth quarter.
C'est vrai !Echoing comments made recently by United chief executive officer Glenn Tilton, Taylor emphasizes the carrier has no plans to place an order that jeopardises its liquidity position. If at the end of the summer the conditions offered by the aircraft manufacturer rivals don't make sense "we won't go forward", Taylor explains.
Il est à la recherche de rabais / "discounts" substantials !Touting now as a good time to hold discussions with manufacturers Taylor says there have been "virtually no new orders" in the market right now. While there are orders on the books, "we think they're [the manufacturers] relatively hungry for new orders".
Nous verrons !The carrier's potential order is a largely a fleet replacement programme. United just retired its oldest Boeing 737 classics. The first aircraft of the remaining fleet reaches the 25-year milestone roughly five years from now, but in that five-to-ten year period about half of United's fleet should reach that age.
United is crafting its fleet replacement plan to avoid a "bulge in deliveries", Taylor explains.
Nous connaissons les arguments !As the evaluations by United continue, Taylor explains the Airbus A350 and Boeing 787 would open up markets not currently economically viable to the carrier, and "bring really nice cost improvements when we start taking delivery of them".
Ils l'obtiendront !Atlas Air is in talks with Boeing over compensation for delivery delays to the 12 Boeing 747-8Fs it has on order and possible further adjustments in the delivery schedule.
Atlas Air Worldwide Holdings CFO Jason Grant says the company has been given a revised delivery schedule for its 12 747-8Fs with deliveries starting in October 2010. But Atlas, which originally was going to take six 747-8Fs in 2010 and another six in 2011, has not yet accepted the revised schedule and is looking for compensation from Boeing.
Bonne approche ! Pragmatique !"Our view is the plane is late and that's a delivery commitment on their part. There's a number of ways that we see we can get value from that," Grant told theBank of America/Merrill Lynch global transportation conference today in New York.
"Timing [further changes to the delivery schedule] may be one of those but I don't want to rule out there are other leverages as well. We're taking a pretty broad view ofhow we think about value in that negotiation."
Pragmatisme et réalisme ! Il y en a qui pourraient s'en inspirer !While a further postponement in deliveries is possible, Grant says Atlas is not trying to negotiate an acceleration in the delivery schedule.
"It will be difficult for them to deliver them quicker," he says. "We're in the middle of negotiations so we're being very careful how much detail we go into on where that [the delivery schedule] will end up. But I really don't think they have the ability to deliver it quicker."
Factuel, ... sans polémique ! De toutes façons, sur ce sujet, il ne saurait y avoir aucune plémique ! Les faits parlent fort !Boeing first notified Atlas and other 747-8F customers last November of a six to nine month delay in all deliveries. The delay, driven by the Boeing machinist strike and glitches in the development programme, pushed back first delivery to launch customer Cargolux to the third quarter of next year with Atlas to follow at the beginning of the fourth quarter. But further changes are likely.
Oui !"This in our perspective is not a final schedule," Grant says. "This is a preliminary proposed schedule from Boeing. We have not agreed to that schedule yet. That is subject to final negotiations."
Normal ! Ce sera une machine fabuleuse !Grant says the programme delay has allowed Atlas to delay making pre-delivery payments. He says Atlas has already made $313 million in deposits, including $217 million financed through a facility, and will look to source financing for the remaining pre-delivery payments late this year or in the first half of next year.
Atlas also plans to start sourcing permanent financing for eight of the 12 aircraft in the first half of next year. It has already completed sale and leaseback deals covering four of the aircraft.
Despite the delays to the programme, Atlas remains committed to the 747-8.
Il lui faudrait , peut-être, revoir à la baisse, la composante "économie de carburant", dans ces calculs ! Prudence !"We believe the -8 will dominate tomorrow in the same way the -400 dominates today," Grant says, pointing out the 747-8 will have a 16% lower cash operating cost per tonne mile than the 747-400.
J'ai élagué très légèrement. L'article vaut la peine d'être lu intégralement.Grant believes -8 will give Atlas a competitive advantage because "our competition mainly comprises operators of older 747-200 aircraft". As a result he says its -8 order "is really the future of the company".
.......Atlas is the world's largest 747 freighter operator and the world's third largest widebody freighter operator after FedEx and UPS.
http://www.flightglobal.com/articles/2009/06/17/328331/paris-air-show-boeing-targets-747-8-payloadrange-boost-through-weight-savings-and-engine.html
Boeing quotes a nominal range for the 747-8F of 8,120km (4,390nm) and 148,00km for the -8I. "We'll continue to look at range and payload, particularly for cargo," says Pat Shanahan, vice-president airplane programmes. "Range and payload has not been an issue on the -8I."
Shanahan says that these gains will be achieved "through some of the engine improvement programmes that we'll have with General Electric". He adds: "We also have, like with the 787, the normal weight-reduction programme that you have with all development programmes."
Le cas échéant, ils vont, peut-être, avoir l'humilité de reconnaître qu'il leur suffirait d'aller chercher l'inventaire des modifications entre les B747-400 et B747-8, et lire ce que nous avions écrit sur divers aspects de l'aile, des nacelles et des moteurs, pour comprendre que même le meilleur logiciel CAD-CAM sur le marché n'ait pas pu empêcher les difficultés dans cette opération de "revamping" et de "réchauffage technologique " !Pourrait-on m'expliquer ce qu'il y a de si complexe et risqué à modifier une voilure dont les performances et la structure sont depuis longtemps modélisées et vérifiées. Est-ce qu'on parle de profil, de caractéristiques de formes en plan, de raccordement au fuselage? Il est évident qu'une remotorisation est beaucoup plus complexe, même sans changement de l'aile.
J'aurais crû naïvement que les logiciels de simulation et de CAD/CAM, permettaient de prévoir avec une certaine précision les effets d'une modification incrémentale.......
Boeing has identified, approved and started the process of implementing a weight-reduction effort that will shave some 3,500 pounds from the 747-8, program head Mohammad “Mo” Yahyavi told AIN last week. “This is like any development program; your first article airplanes are slightly heavier than you want them to be,” conceded Yahyavi.
“At this point we are working with our suppliers. For example, one of our suppliers–[GE subsidiary] Middle River, which makes our thrust reversers for us–is coming up with some really good ideas for weight reduction and we are working with them to apply those.
One of those ideas involved switching from a steel to an aluminum ring. Asked about possible changes to materials used in other parts of the 747-8 to lighten the structure, Yahyavi confirmed “there are a few of those examples going on right now,” as program engineers prepare for scheduled first flight of the freighter version during the fourth quarter.
Boeing has now begun work on seven airplanes in all, three of which it plans to use for certification trials. Meanwhile, the engineering team has delivered 100 drawing releases on time for the passenger version of the airplane–the 747-8 Intercontinental–for 35 straight weeks, said Yahyavi, placing the program a month and a half ahead of a schedule that calls for first flight in the first quarter of 2011. Boeing has still drawn just a single firm order from an airline—for 20 from Germany’s Lufthansa—but it also holds orders for seven VIP versions, most of which Yayhavi said he expects the company will deliver by late 2011 or early 2012.
“We are actively involved with several customers on the Intercontinental,” he said. “Many, many [current 747-400 operators] are going to look at the 747-8.
It’s going to be a matter of time, but we are engaged with several of those customers.”
Reloaded a écrit:Euh combien de surpoids pour l'A 380?
Pour info, le B747-800 vient d'être équipé de ses moteurs GEnEx 2B
http://www.aircargoworld.com/News/747-800-Freighter-Finds-Milestone
La carrière de cet appareil décollera bientôt!
Reloaded a écrit:Des commandes et non des moindres sont dans la pipe-line.
Boeing Swings 747-8 Gear
Sep 11, 2009
Guy Norris guy_norris@aviationweek.com
Boeing has successfully completed initial gear swing tests on the first 747-8, marking a major milestone in the ground systems and function test phase.
The initial actuation test was completed on Sep 10. The aircraft, RC501, is expected to be lowered off the jacks later today so that the main gear door load tests can get underway.
Boeing is also conducting tests of a drain system built into the engine struts which is designed to prevent potentially flammable fluids accumulating in the pylon attaching the engine to the wing. However all four of the struts connecting the new GE GEnx-2B engines are believed to have failed this test when attempted on Sep 10, and engineering work is underway to rectify the issue so the test can be repeated.
The strut drain system on earlier 747s was the subject of an FAA airworthiness directive applicable to GE CF6-powered models in 2003. The AD called for inspections, checks and replacements where needed to "prevent leaking fuel line couplings, chafed fuel lines, restricted or clogged strut drain lines, fluids or vapors migrating to ignition sources, and flashback of external flame into the strut, which could result in uncontained engine strut fire."
Boeing also continues to work toward door rigging test of the ram air turbine (RAT), the drop-down unit which is designed to feed additional hydraulic power to the 747-8 in the event of a main hydraulic system loss.
Boeing last hoped to perform the RAT door tests earlier this week, but engineering sources now say the tests won't even be attempted until Monday Sept. 14 at the earliest.
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par alain57 Lun 11 Mai 2009 - 21:27