dg56
In Parts Built
Posts: 10
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Post by dg56 on Apr 11, 2020 14:00:39 GMT 1
From what I understand about the Sara epidemics, the corona virus epidemics will be around for the next 2 to 3 years, in one part of the world or another. So, once first wave epidemy has passed, it is likely that individual countries will remain closed off for a while, to prevent second or third waves (as seen in China which has closed off its borders to prevent re-infection).
This means that regional/national air travel will pick up sooner than international travel.
And with a better single-aisle plane, Airbus is in a stronger position to weather the current crisis.
Having said that, it is perfectly rational to put the new A321 FAL in Toulouse on hold for a few months.
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Post by addasih on Apr 11, 2020 19:17:21 GMT 1
Welcome to the forum dg56 |
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Post by kevin5345179 on Apr 11, 2020 20:36:28 GMT 1
From what I understand about the Sara epidemics, the corona virus epidemics will be around for the next 2 to 3 years, in one part of the world or another. So, once first wave epidemy has passed, it is likely that individual countries will remain closed off for a while, to prevent second or third waves (as seen in China which has closed off its borders to prevent re-infection). This means that regional/national air travel will pick up sooner than international travel. And with a better single-aisle plane, Airbus is in a stronger position to weather the current crisis. Having said that, it is perfectly rational to put the new A321 FAL in Toulouse on hold for a few months. Agree. However, politically might be an issue. The first wave of traffic recovery is likely to be single aisle and TLS is too concentrated for widebodies. TLS workers may not like it as the share of work will be limited in even longer future .... |
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Post by kevin5345179 on Apr 29, 2020 1:57:44 GMT 1
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Post by fanairbus on Apr 30, 2020 6:20:55 GMT 1
Airbus not expecting to review production levels before mid-year By David Kaminski-Morrow29 April 2020 www.flightglobal.com/air-transport/airbus-not-expecting-to-review-production-levels-before-mid-year/138125.articleAirbus is not expecting to review the cuts to its aircraft production rates until around mid-year, when the second-quarter impact of the air transport crisis becomes clearer. The manufacturer has made deep cuts to the output from its A320, A330 and A350 lines. Chief executive Guillaume Faury, speaking during a first-quarter briefing on 29 April, said the airframer had cut production by about a third. ...Airbus has cut monthly output of A320s to 40 aircraft, while the rate for A330s and A350s has been reduced to two and six respectively. |
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Post by fanairbus on Apr 30, 2020 6:22:43 GMT 1
Airbus staying prepared for aggressive single-aisle rebound By David Kaminski-Morrow29 April 2020 www.flightglobal.com/air-transport/airbus-staying-prepared-for-aggressive-single-aisle-rebound/138127.articleAirbus is expecting the single-aisle market to recover faster than the long-haul sector, but the airframer is stressing that the pattern of deliveries is the most difficult part of its business to forecast. It has not offered any guidance in its newly-issued first-quarter financial statement. Airbus chief executive Guillaume Faury, speaking on 29 April, said the airframer had been unable to deliver 19 aircraft to Chinese operators in February, as the coronavirus crisis began to take hold, and the company delivered only 36 aircraft worldwide in March. |
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Post by marlibu on May 30, 2020 16:22:19 GMT 1
www.airbus.com/aircraft/support-services/publications/fast-magazine.htmlthis is an interesting read. about Airbus product development and customer service. Integrated mock-up rooms When the customer is defining the cabin in 2D and 3D, they typically want to see the real equipment, such as seat options. We have fullyintegrated mock-ups for A350, A320 and A330. Customers can test fully functional seats in a cabin environment, so they can see how they feel in the aircraft. As the CDC is also a partnership platform, suppliers are invited so customers can get their questions answered on the spot. As they make decisions, the customer’s specification is loaded into a file, with selections added to the 3D model so they can view it in VR. Mock-up zones for different areas of the cabin, such as galleys and lavatories, help customers further define the cabin. Some customers bring their cabin staff to test out the galleys and equipment, and it becomes a ‘cooking session’ to see how the space and equipment performs
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Post by fanairbus on Aug 15, 2020 9:07:31 GMT 1
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Post by airboche on Sept 7, 2020 10:14:52 GMT 1
German unions fear that Airbus might move the wing completion center from Bremen to other places and make Bremen staff redundant. This is where currently all those flaps and slats and wing powertrains are installed.
Any info on where to this is intended to be moved? Upstream to the UK or downstream to FAL sites?
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Post by marlibu on Dec 7, 2020 15:27:05 GMT 1
www.fool.com/investing/2020/12/06/the-scariest-thing-in-boeings-10-year-forecast/in 2018, Boeing delivered 806 commercial jets: 580 737s and 226 wide-bodies. Meanwhile, Airbus delivered 800 jets: 646 narrow-bodies and 154 wide-bodies. Airbus' current narrow-body backlog equates to an average of more than 700 annual deliveries between 2021 and 2029: more than what it delivered in 2018. Boeing's current backlog wouldn't even support an average of 400 annual 737 deliveries. Since there are potentially fewer than 3,000 additional orders up for grabs for narrow-body deliveries this decade, the aircraft manufacturer would need to capture a disproportionate share of that business to get back to building nearly 600 737s annually. Getting even 50% of the incremental order volume could be challenging. Airbus' A220 is smaller than the smallest 737 MAX model, giving it lower trip costs, while the A321XLR has significantly more range than any 737 MAX. Thus, Airbus addresses market segments that Boeing doesn't participate in today. Additionally, Irkut and COMAC are virtually guaranteed to capture additional orders because of their status as national champions. COMAC in particular is poised to tap into the enormous Chinese airline market. As for wide-bodies, even if Boeing's forecast is accurate and it maintains a modest market share advantage, annual deliveries would remain firmly below its 2018 tally. Barring some unexpected event that causes a rapid shift in the market share landscape, Boeing will struggle to make a full recovery from the double-whammy of the 737 MAX grounding and COVID-19 pandemic.
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