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Post by airboche on Feb 13, 2017 11:34:21 GMT 1
In theory I agree, practically most airlines prefer less exotic midsized mainstream jets that have more variable uses. The hunt for high yield business customers seems to dictate more flights a day instead of one big jet doing it all at once.
On the long run China might be some significant customer for A380s. But first it's airlines need to grow from narrowbodies to twin-widebody fleets. Only after that step bigger stuff might come into play.
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UK380
First Flight
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Post by UK380 on Mar 11, 2017 18:23:43 GMT 1
I will be controversial I think the order book is complete now, If anyone wanted one they could get one and the originals will start coming back to the market soon. the battle between big aircraft for hub to hum and small aircraft for point to point has well and truly been won by the smaller point to point aircraft.
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Post by airboche on Mar 13, 2017 11:42:30 GMT 1
How about the big US carriers? Are they not taking A380 for once and forever? I'm thinking about Delta with A330s in their fleet and Atlanta as their perfect A380-hub and United with all that transpacific business. Now isn't this A380 terrain and they earn money to be spent on new aircraft?
The biggest possible market might be current A380 operators that want to take newer birds with latests engines, cabins (IFE) and details. Like SIA with their order EK with their RR and possible bigger orders coming. Plus think LH, AF.
As the first A380 generation was "expensive" priced and came late Airbus might have to discount the next ones for those original customers. Technically a lot got improved, standardized and such. So it is worth to upgrade while Airbus has reduced the internal cost to build them. This is how the production could be bridged until newer engines become available and the market matures. The used ones could be marketed separately to entry customers at reduced prices again. Ethiopian, TAP to Brazil, Aeroflot, Air Asia, China Eastern sort of these.
Airbus needs to decide: Big sticker price (without actual sales) versus keeping the production running (any stop might end the program before the next generation). I hope they keep it going.
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philidor
in service - 6 years
Posts: 8,950
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Post by philidor on Mar 13, 2017 21:22:29 GMT 1
You are certainly right to say that the most obvious A380 market is the replacement market. As the aircraft has no substitute, present operators may well order replacements. Their fleets are young, though ...
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grisu17
Final Assembly Line stage 1
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Post by grisu17 on Mar 14, 2017 10:34:17 GMT 1
Unfortinaly i am not so positiv like you all. It looks for me that all airlines, maybe except Emirates, have no interest on this plane. What I expressly regret very much! At the moment it seems that only twins count and only point to point connections are important.
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Post by fanairbus on Mar 14, 2017 12:18:29 GMT 1
The largest airports currently simply couldn't cope with the loss of the A380 if traffic expands as predicted. Look at LHR at present with the rising percentage of A380s. Operators won't want to lose out by having no slots and limit capacity - will they?
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danteg
Final Assembly Line stage 1
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Post by danteg on Mar 15, 2017 10:48:53 GMT 1
Airbus need to be looking bigger changes than just making the staircases smaller and promoting 11 abreast. Boeing only sold about 200 747-100s before the 200 series came out (400 sold), then sold about 80 300 series and then moved onto the 400 series and they sold 900 of those. The wings of the current A380 can handle a longer fuselage so if Airbus released an 900 series with a longer fuselage to take an extra 50 to 100 seats and improved the winglets for better economy other airlines may order as well as airlines that don't like to buy the first generation of any new jet.
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Post by kevin5345179 on Mar 30, 2017 4:50:42 GMT 1
How about the big US carriers? Are they not taking A380 for once and forever? I'm thinking about Delta with A330s in their fleet and Atlanta as their perfect A380-hub and United with all that transpacific business. Now isn't this A380 terrain and they earn money to be spent on new aircraft? The biggest possible market might be current A380 operators that want to take newer birds with latests engines, cabins (IFE) and details. Like SIA with their order EK with their RR and possible bigger orders coming. Plus think LH, AF. As the first A380 generation was "expensive" priced and came late Airbus might have to discount the next ones for those original customers. Technically a lot got improved, standardized and such. So it is worth to upgrade while Airbus has reduced the internal cost to build them. This is how the production could be bridged until newer engines become available and the market matures. The used ones could be marketed separately to entry customers at reduced prices again. Ethiopian, TAP to Brazil, Aeroflot, Air Asia, China Eastern sort of these. Airbus needs to decide: Big sticker price (without actual sales) versus keeping the production running (any stop might end the program before the next generation). I hope they keep it going. Seriously DL? LOL If I recall correctly, DL was the one to tell VS don't take A380
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philidor
in service - 6 years
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Post by philidor on Mar 30, 2017 17:46:24 GMT 1
If I recall correctly, DL was the one to tell VA don't take A380 What DL said in public was that the A380 did not match its own needs. Though it holds a 49% stake in VA, DL never said anything at all about VA policies, for one good reason : being a non-European airline, DL is legally banned from any involvement in VA management. Any obvious breach would land them in serious legal trouble. Now, you can speculate about any off-the-record advice you think they may have given to VA's board members ... A final remark : if DL's recently announced partnership agreement with KE gets regulatory approval, DL will become a 50% stakeholder in KE's A380 operation.
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Post by kevin5345179 on Mar 30, 2017 21:50:59 GMT 1
If I recall correctly, DL was the one to tell VA don't take A380 What DL said in public was that the A380 did not match its own needs. Though it holds a 49% stake in VA, DL never said anything at all about VA policies, for one good reason : being a non-European airline, DL is legally banned from any involvement in VA management. Any obvious breach would land them in serious legal trouble. Now, you can speculate about any off-the-record advice you think they may have given to VA's board members ... A final remark : if DL's recently announced partnership agreement with KE gets regulatory approval, DL will become a 50% stakeholder in KE's A380 operation. This is not what Forbes said .... www.forbes.com/sites/tedreed/2013/07/23/with-delta-as-co-owner-virgin-america-wont-take-a380-deliveries-analyst-says/#702568da2ca3I did see the news about DL and KE doing TPAC JV; however, that doesn't change the position of DL toward A380. For the matter of fact, DL wants to do TPAC JV with KE long before A380 exists in KE's fleet. DL may do something with the A380 KE put on the route due to the cost and revenue sharing JV, but I still don't see how DL will ever support A380 ....
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