Airbus A350 - General Discussion (2014)
Aug 7, 2014 15:53:17 GMT 1
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Post by Jkkw on Aug 7, 2014 15:53:17 GMT 1
Mr Bausor said there were few production slots available before 2020 but noted the order book was managed on a day-to-day basis.
He did not believe the recently announced A330neo, a more efficient version of the company’s A330, would cannibalise the A350, saying each had its own niche in the market. Hawaiian Airlines recently converted orders for six A350s into A330neo-800s.
Mr Bausor said there could be some overlap between the A350-800 and the new A330neo-900s.
“What the A350-800 has that the 330neo-900 doesn’t have is tremendous range capability,’’ he said.
There had been talk the A350-800 would be canned. Mr Bausor said the manufacturer still had 28 orders from four customers and the change from the -900 to -800 was a relatively simple exercise that involved taking out frames at the front and at the back.
“And as long as we have those then, yeah, we’ll go ahead,’’ he said. “Of course we’re talking with our operators, weighing up our options, seeing what we can do especially in terms of timing.’’
The -1000 is a different proposition. It’s bigger and heavier, needs new landing gear and a heavier engine variant attached to the wings with beefed up pylons.
Airbus has just cut the first metal for the -1000 and it is expected to enter final assembly process next year.
He did not believe the recently announced A330neo, a more efficient version of the company’s A330, would cannibalise the A350, saying each had its own niche in the market. Hawaiian Airlines recently converted orders for six A350s into A330neo-800s.
Mr Bausor said there could be some overlap between the A350-800 and the new A330neo-900s.
“What the A350-800 has that the 330neo-900 doesn’t have is tremendous range capability,’’ he said.
There had been talk the A350-800 would be canned. Mr Bausor said the manufacturer still had 28 orders from four customers and the change from the -900 to -800 was a relatively simple exercise that involved taking out frames at the front and at the back.
“And as long as we have those then, yeah, we’ll go ahead,’’ he said. “Of course we’re talking with our operators, weighing up our options, seeing what we can do especially in terms of timing.’’
The -1000 is a different proposition. It’s bigger and heavier, needs new landing gear and a heavier engine variant attached to the wings with beefed up pylons.
Airbus has just cut the first metal for the -1000 and it is expected to enter final assembly process next year.
www.theaustralian.com.au/business/aviation/space-the-new-frontier-for-virgins-latest-airbus-a350xwb/story-e6frg95x-1227017077962
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the colours for painting the aircrafts, only one?