Air New Zealand Rumours
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Air New Zealand Rumours
I've heard info from several people now which may indicate a major direction change for the company.
1. They've purchased one of the B747-400s from the leasing agency for $15m.
2. They may pull out of the B787.
3. Stick a B777 on the AKL-DFW route that Continental were looking at.
and, (a bit off the wall this, but,)
4. Stick an extension tank in the hold and run a B747-400 to Sao Paulo.
What does all this mean if true? My view. Longer term commitment to the B747, possibly even orders for the B747-800. Maybe increase the B767 fleet and renew it.
Are the rumours true? Any other ideas about what it means for us.
1. They've purchased one of the B747-400s from the leasing agency for $15m.
2. They may pull out of the B787.
3. Stick a B777 on the AKL-DFW route that Continental were looking at.
and, (a bit off the wall this, but,)
4. Stick an extension tank in the hold and run a B747-400 to Sao Paulo.
What does all this mean if true? My view. Longer term commitment to the B747, possibly even orders for the B747-800. Maybe increase the B767 fleet and renew it.
Are the rumours true? Any other ideas about what it means for us.
Sounds alot more plausible than anything that Qantas has planned. If they cancelled the 787 order Qantas would probably pick them up. Im cynical, been around to long!!!
Interesting developments there alpapilot.
The two problems that I see with fitting an ER style tank in the forward hold of a non ER B744 are:-
1. The potable water tank is located in front of the CWT and thus would cause some difficulties wrt fitting the new tank and integrating it into the fuel system (on the ER's the water tank was moved to the bulk hold so that the AUX tank sits immediately forward of the CWT & "jet pumps" transfer the fuel (almost 10 tonnes) to the CWT at the appropriate time) and
2. the weight of the tank and fuel would seriously eat into the payload that a standard B744 could carry on long sectors. The ER's have a freighter wing and stronger landing gear which allows a 15 tonne increase in MTOW so that the extra fuel can be carried without adversely affecting the payload. The option to fit a second AUX tank to the ER's has not been bought by any airline as it would reduce the payload.
Now that aircraft will be a great revenue generator.
4. Stick an extension tank in the hold and run a B747-400 to Sao Paulo.
1. The potable water tank is located in front of the CWT and thus would cause some difficulties wrt fitting the new tank and integrating it into the fuel system (on the ER's the water tank was moved to the bulk hold so that the AUX tank sits immediately forward of the CWT & "jet pumps" transfer the fuel (almost 10 tonnes) to the CWT at the appropriate time) and
2. the weight of the tank and fuel would seriously eat into the payload that a standard B744 could carry on long sectors. The ER's have a freighter wing and stronger landing gear which allows a 15 tonne increase in MTOW so that the extra fuel can be carried without adversely affecting the payload. The option to fit a second AUX tank to the ER's has not been bought by any airline as it would reduce the payload.
possibly even orders for the B747-800
just a minor point Going Boeing the aux tank transfers fuel to the CWT using cabin pressure not jet pumps. I t pressurises the aux tank with cabin pressure which basically vents into the lower pressure CWT. On the ground if you need to do a transfer there is an electrically powered blower to pressurise the aux tank. It works but I believe it is slow.
Thanks for the correction Bootstrap. As there are no "Jet Pumps", I take it that the AUX TANK FUEL PUMP switches on the overhead fuel panel operate valves rather than pumps? Obviously, the cabin pressurisation is quite powerful as during the latter stages of emptying the AUX TANK, the fuel is being pushed to a higher level in the CWT.
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IIRC AUX tanks where only a problem if you didn't get fuel transfer, leading to potential CofG issue having it stuck aft.
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In the Boeings that I know, if the cabin should depressurize prior to the auxiliary tanks becoming empty, bleed air is the backup system.
The aux fuel is transferred first (after a couple of conditions have been met), into the CWT, and that of course is the first source of normal fuel feed to the engines.
Cheers
ew73
The aux fuel is transferred first (after a couple of conditions have been met), into the CWT, and that of course is the first source of normal fuel feed to the engines.
Cheers
ew73
The story regarding them purchasing the 744 is correct I have heard. The rationale is the purchase is a cheaper option than doing an end of lease check and reconfiguration. This way when they are done with it they can park it and walk away....
I really doubt they will pull out of the 787. The only option on the market is the A350 and that has already been delayed and I suspect there is more to come too.
The other two I have heard as well, not necessarily in those specifics but the general thrust was the same.
I really doubt they will pull out of the 787. The only option on the market is the A350 and that has already been delayed and I suspect there is more to come too.
The other two I have heard as well, not necessarily in those specifics but the general thrust was the same.
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I heard that the last of the RR 747's will stay in the fleet till mid-2012, with the GE's till 2015-2016.
With the 787 delays, and the 777-200ER fleet going in for interior upgrades, (each taking 7-8 weeks) Air NZ are running a bit short of A/C.
With the 787 delays, and the 777-200ER fleet going in for interior upgrades, (each taking 7-8 weeks) Air NZ are running a bit short of A/C.
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A number of the routes that the 789 might be considered for require an EDTO of at least 240-min. The recently promulgated NZ CAA rules require 2-years at 180-min before applying for 240-min and another 1-year at 240 before applying for 330min. Additionally, I believe the IFSD rate gets tougher as the diversion minutes get higher. A "young" engine /airframe combination like the 789 is going to take a while to mature and some IFSD's are likely during the maturing phase. 240- or 330 min are quite a way off given the expected EIS of the 789.
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From YahooXtra website today.
The next delay won't come as a surprise to anyone. Here's hoping Fyfe and his team can come up with a plan for the future route structure without using the 787, before AirNZ misses the boat.
There is further frustration for Air New Zealand as another delay emerges to the airline taking delivery of its new Boeing 787.
Performance issues are being blamed for the latest in a string of 'Dreamliner' issues.
Air NZ CEO Rob Fyfe says there are compensation arrangements which he can't discuss publicly, but he says the competitive and strategic risks of the delay are more of an issue.
"Where a number of the routes we fly only support a single carrier, if those delays result in another carrier emerging on the route before we get a chance to fly it, then we could get locked out of that route in perpetuity, potentially."
Mr Fyfe says Air New Zealand was due to have taken delivery of the 787s at the end off this year, but it has been put of until 2013 and there is a possibility it could be delayed further.
Air New Zealand has eight Boeing 787-9 aircraft on order.
Performance issues are being blamed for the latest in a string of 'Dreamliner' issues.
Air NZ CEO Rob Fyfe says there are compensation arrangements which he can't discuss publicly, but he says the competitive and strategic risks of the delay are more of an issue.
"Where a number of the routes we fly only support a single carrier, if those delays result in another carrier emerging on the route before we get a chance to fly it, then we could get locked out of that route in perpetuity, potentially."
Mr Fyfe says Air New Zealand was due to have taken delivery of the 787s at the end off this year, but it has been put of until 2013 and there is a possibility it could be delayed further.
Air New Zealand has eight Boeing 787-9 aircraft on order.
