philidor
in service - 6 years
Posts: 8,950
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Post by philidor on Jul 18, 2014 14:47:21 GMT 1
Kingfisher probably has missed some contractual payments years ago on those orders. If so, Airbus must have immediately reallocated the slots.
As regards the practical chance to find a buyer, it might still happen as the creditors would probably be happy to trade their worthless credit for a small stake in the new airline ...
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s543
in service - 2 years
Posts: 3,959
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A330neo
Jul 18, 2014 15:13:16 GMT 1
Post by s543 on Jul 18, 2014 15:13:16 GMT 1
There is time until the end of this year when the AOC is suspended.... we will see.
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ghorn
Outfitting in Hamburg
Posts: 993
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Post by ghorn on Jul 28, 2014 9:32:30 GMT 1
As discussed above I think Leahy needs to sell 250 ceos to achieve this. If he sells 200 then total A330 production will dip below current levels in 2017 and 2018. Still a fantastic achievement by Airbus if they can smoothly transition from ceo to neo. Good to see 8 new ceos for Transaero but some, say 15, of the Air Asia order for neos will be ceo conversions. Geoff Let us assume that Leahy has included the Air Asia conversions and the new orders in the need for 200 more A330ceo. I think where you are way to high is 115 A330ceo together for 2018 and 2019. Cut that number down to 65, perhaps 40 in 2018 and 25 in 2019 and you are at Lehay's estimate. Airbus seems to assume that they do not need a slow ramp up for the neo while moving production from A330ceo to neo. Latest quotes from Airbus suggest that A330 production will be scaled back from the current 110pa to 75 pa before the introduction of the neo and then kept at that level. The benefit from the neo investment will be in keeping production running right through the 2020s rather than added sales for the end of this decade. Most of the early sales for the neo will be ceo substitutions. Geoff
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s543
in service - 2 years
Posts: 3,959
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Post by s543 on Jul 28, 2014 9:59:45 GMT 1
All this will be cleared up when the order books will fill up a bit with time going forward. It is too early to estimate.
AB also needs to rumps up production of the A350 and the capacities are finite, so.....
I would not be afraid that much.
Leahy seemed very confident about the numbers needed and they might have orders for some MRTTs.
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trumpton
in Convoy en route to Toulouse
Posts: 93
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Post by trumpton on Aug 4, 2014 7:47:26 GMT 1
All this will be cleared up when the order books will fill up a bit with time going forward. It is too early to estimate. AB also needs to rumps up production of the A350 and the capacities are finite, so..... I would not be afraid that much. Leahy seemed very confident about the numbers needed and they might have orders for some MRTTs. As head of sales Leahy has to be confident all of the time. At the end of the day he is a salesman. The only time I can ever remember him looking remotely worried was back when the German/French software problem threatened the 380 program.
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XWB
in service - 11 years
Posts: 16,115
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Post by XWB on Sept 6, 2014 23:43:28 GMT 1
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philidor
in service - 6 years
Posts: 8,950
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Post by philidor on Sept 22, 2014 23:48:59 GMT 1
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Baroque
in service - 2 years
Posts: 3,991
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Post by Baroque on Sept 23, 2014 0:02:16 GMT 1
Randy might want to hold off that "70's plane" nonsense for an argument. After all, he still continues to sell the 737 dinosaur. And besides, the 8 abreast A330 is still going to be more comfortable than the 787 at 9 abreast layout which has become the norm.
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philidor
in service - 6 years
Posts: 8,950
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Post by philidor on Sept 23, 2014 8:27:58 GMT 1
Randy might want to hold off that "70's plane" nonsense for an argument. After all, he still continues to sell the 737 dinosaur. And besides, the 8 abreast A330 is still going to be more comfortable than the 787 at 9 abreast layout which has become the norm. 1 - Randy implicitly considers the A330/A340 are nothing more than derivatives of the A300, because they have the same cross-section. By the same token, if I remember correctly, the 737 is a derivative of the 727 ! 2 - Both the 787 and A330 feature a less comfortable layout than a seven-abreast 767.
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quidam
in Preparation for Body Join
Posts: 118
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Post by quidam on Sept 23, 2014 11:33:30 GMT 1
1 - Randy implicitly considers the A330/A340 are nothing more than derivatives of the A300, because they have the same cross-section. By the same token, if I remember correctly, the 737 is a derivative of the 727 ! Well, basic B737 cross-section is the same* as B707, first flight 1957. * Yes, I know there are some differences between B707 vs 737 or 757 but all are variations on the common theme.
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