Actualités Airbus

DHL Global Forwarding, the air and ocean freight specialist within Deutsche Post DHL, has signed a contract with aircraft manufacturer Airbus to provide transportation of A319, A320 and A321 aircraft components and general cargo from the Airbus production site in Hamburg, Germany, to Airbus’ final assembly line in Mobile, Alabama. DHL will provide a multimodal transport solution with air, ocean and road freight services beginning in 2015.

Jeannot a écrit:
La prochaine étape c'est, peut-être, le pilote au sol.

Jeannot a écrit:Il faut bien enmettre un peu.  

Jeannot a écrit: Je pensais juste aux progès de la technologie et aux drones pilotés depuis le sol.

All of the open questions facing the European aircraft builder surround the long-haul segment. Some market pundits believe Airbus may have to make a financially painful decision to launch an all-new widebody to counter the Boeing 777X in the 400-500-seat category.
The launch of the 777X has created a new strategy problem for Airbus because it has no aircraft that would mirror the 777X. Its largest twin, the A350-1000, is about 40 seats smaller. Market analysts differ about what Airbus’s plans should be. And unlike in the case of the A330neo, to build a new twin larger than the A350 would require a multibillion-dollar investment. Given the financial drag that the A380 will create for years to come, it is questionable whether Airbus would take that risk again.
The company has at least commissioned studies into what can be done. The research, as expected, indicates that in light of the latest engine technology, building twins even larger than the 777-9 is technically feasible and would—if planned and executed well—lead to significant efficiency gains compared with an aircraft such as the 747-8, which is looking increasingly obsolete. 
The Airline Monitor’s Ed Greenslet believes Airbus does not need to do this. “There is no way anyone can develop so many types that can optimally serve every segment,” he argues. “The A330neo is a more interesting strategic option than trying to chase the 777X.” And in spite of the uncertainty around the -800 and the notional -1100, “the A350-900 and -1000 will do just fine,” he opines. 
By contrast, Richard Aboulafia, vice president-analysis at the Teal Group, believes Airbus cannot afford to not counter the 777X. “In 5 years, the market will have told Airbus a clear answer and then they will have to do a Moon shot,” he says. A Moon shot would be an all-new airplane. 
But Airbus has already initiated exploring the option of stretching the A350 further beyond the -1000, even if that means an aircraft with less range. If this route is pursued, a 3rd engine type may be required for the family, which stretches the commonality concept. Even Leahy has mentioned that option during a 2013 conference in what appears to have been an early effort to test the waters. 
Pilarski, however, emphasizes that there is “no need to spend more money on widebodies” by either Airbus or Boeing after the A350 and 777X are introduced. “It is a more protected market.” With new competitors entering the narrowbody segment—such as China’s Comac or Bombardier—he argues that the 2 incumbents should focus even more on making their narrowbody products superior.

Jeannot a écrit:Petite réflexion prise sur http://www.bloga350.blogspot.fr/

Alors votre avis ? Que doit faire Airbus sur le segment des WBs face à Boeing et au 777X :
. Laissez les choses en l'état en optimisant le 351 :
. Sortir un 350-1100 au risque de devoir introduire une troisième version du moteur ;
. Sortir un 360 au risque de consommer une grande partie de ses ressources ;
. Autre chose ?