Scrapping of A380
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(Need a bail-out? No problem French always get a "passe partout").
Air France bailed out several times
Air France bailed out several times
Also, Airbus is not French but European and Germany has a share as important as France. Germany also has assembly lines.
So, again as you did not reply to my earlier question, what is your problem with France? What is much better in Russia where you declare to be?
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There possibly is a new market for used A380's that current owners want to offload.
But it will be a new type of work -
That maybe a new online platform that has some departure date flexibility until X days in advance, then gets locked in with higher loads.
Tourist promotions for just off season destinations - flight accommodation packages for 800 people.
Cruise ship transfers.
But if there is a new market I believe it will be in the available capacity of +800 and other than RPT type operation, most likely with the flight ancillary to the real revenue obtained.
But it will be a new type of work -
That maybe a new online platform that has some departure date flexibility until X days in advance, then gets locked in with higher loads.
Tourist promotions for just off season destinations - flight accommodation packages for 800 people.
Cruise ship transfers.
But if there is a new market I believe it will be in the available capacity of +800 and other than RPT type operation, most likely with the flight ancillary to the real revenue obtained.
Large cruise ship ‘main’ ports!
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An another market again it would be very GIG economy stuff is to target the Backpackers, they are generally flexible with travel dates and happy to deal with a +800 passenger flight if the $ cost is low.
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The line I was looking at was leading and trailing the high seasons, but with base schedules planned well in advance to get the high numbers. It would take some good planning to get the optimum package together that gets reasonable aircraft utilisation but with some selective non utilisation for crew reasons. Non high/peak season operations into cities and even countries can often get good operating cost reductions/deals. I see it would be a very fluid operation and more of a travel agency than an airline type operation. If a pax will spend $1,500 on a flight and $1,500 on a accommodation, meals and drinks package for 7 nights (that you get for $1,000) numbers would be worth looking at.
An another market again it would be very GIG economy stuff is to target the Backpackers, they are generally flexible with travel dates and happy to deal with a +800 passenger flight if the $ cost is low.
An another market again it would be very GIG economy stuff is to target the Backpackers, they are generally flexible with travel dates and happy to deal with a +800 passenger flight if the $ cost is low.
Backpackers would just be follow the crowds direction.
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The palace in the sky is expensive as a concept, but the yield is a fair offset. The airlines know what they are doing with yield management, so presumably the merit of changing the seat mix to maximise revenue while reducing the OEW would have been well researched. Reduction in the fuel burn really only comes about from optimising the Breguet formula, and possibly introducing tech stops enroute on routes that can accept that; flying SIN-LHR is considerably higher fuel burn than taking a tech stop in DXB or OMAA etc, even accounting for ground costs and the extra climb/descent.
Glad the analysis is not on my shoulders, the plane is still an impressive experience for the passenger, but in the end it needs to pay for it's fodder.
If you got 30, 50, 70, or even 120 aircraft of the A380 breed at the no other sale available price of say $40 million or even up to $80 million each, and then spend the interior refit costs of even $50 million to high capacity on a 20 year plan.
But yes 2,000 hrs is the realistic number to start with on "your" numbers. But again this is not a RPT operation,but an ancillary to a bigger plan.
But yes 2,000 hrs is the realistic number to start with on "your" numbers. But again this is not a RPT operation,but an ancillary to a bigger plan.
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Airbus considers A380 as a success for airbus even though they lost a lot of money on A380. During initial development the cost ranged approx. 17 - 25 billion USD
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But yet, as a passenger, I very specifically select flights where the A380 is sheduled - even adjusting dates of travel occasionally.
B787 or A380? No contest for me.
I understand the economics and the potential errors in judgement made by AB, but part of me still wishes that there would be a renaissance of interest and a NEO option back on the agenda - how different could things have been?
Mind you, I recently booked LHR-JFK return and deliberately selected flights schedule to be B747s (and not the B777), so what does that say about me!
B787 or A380? No contest for me.
I understand the economics and the potential errors in judgement made by AB, but part of me still wishes that there would be a renaissance of interest and a NEO option back on the agenda - how different could things have been?
Mind you, I recently booked LHR-JFK return and deliberately selected flights schedule to be B747s (and not the B777), so what does that say about me!
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amf1966
Daughter travelled LHR- New York recently. Out on a Dreamliner B789 to Newark, back on a B747-400 from JFK. Now she has no interest whatsoever in aircraft, so when I asked her which aircraft she preferred, I was surprised she said without hesitation the B747-400.
Daughter travelled LHR- New York recently. Out on a Dreamliner B789 to Newark, back on a B747-400 from JFK. Now she has no interest whatsoever in aircraft, so when I asked her which aircraft she preferred, I was surprised she said without hesitation the B747-400.
Last edited by TSR2; 27th May 2019 at 19:16. Reason: clarification
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Recent in-service problems and development delays for high thrust engines suggest that we may be approaching limits on the thrust achievable. On the other hand, there seems to be growing interest in increasing the capacity of twin jets. If these factors collide, will there be a move back to three and four engine long-haul transports?
Is there a chance that A and B will find it profitable to resurrect A380 and B747 production lines in five or ten or twenty years time?
Is there a chance that A and B will find it profitable to resurrect A380 and B747 production lines in five or ten or twenty years time?
Recent in-service problems and development delays for high thrust engines suggest that we may be approaching limits on the thrust achievable. On the other hand, there seems to be growing interest in increasing the capacity of twin jets. If these factors collide, will there be a move back to three and four engine long-haul transports?
Is there a chance that A and B will find it profitable to resurrect A380 and B747 production lines in five or ten or twenty years time?
As for the A380, once an aircraft is out of production and the line shut down - that's pretty much it. Tooling is scrapped, manufacturing expertise is lost, vendors move on to other things. Five years after the last A380 rolls out in 2021, it would cost nearly as much to put the 25 year old A380 design back into production as it would to simply design and build a new big quad from scratch.
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From the article you linked to:
Interestingly, Leeham also reports on a question of finances asked by Reuters Aerospace News. Airbus received launch aid from Germany to the tune of $600m. However, this has not been paid back. The Reuters reported questioned why, if the project had been considered a success. Reports indicate that Airbus did not answer the question.
