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Found 7 results

  1. South African Airways has major issues. The airline continues to lose massive amounts of money, they have an inefficient fleet and route network, their CEO recently resigned, and the government can’t seem to decide just how involved they want to be in SAA’s turnaround (if it ever happens). Currently SAA’s long haul fleet consists of 27 aircraft, including a mix of A330s and A340s. These aren’t especially fuel efficient planes, and up until now the airline hasn’t really had any plans for modernizing their fleet. Well, it looks like that will be changing soon. South African Airways has announced that they’ll add A350-900s to their fleet starting in the second half of 2019. The airline plans to use these planes to fly between Johannesburg and New York JFK, and will lease them for up to three years. It’s my understanding that the airline plans to add two of these aircraft to their fleet, though this detail isn’t specifically written in the press release. SAA says that this plane will reduce fuel burn by about 20% compared to the plane they’re currently using for the route, which is the A340-600. The airline has stated that the plane will have 246 economy seats, and the first six rows of economy will feature extra legroom. SAA hasn’t yet clarified how many business class seats there will be. No exact date has been given for the plane entering service, but rather it’s said that the plane will join the fleet as soon as it has met regulatory authority requirements. Usually airlines order planes years in advance, though in this case it seems like the airline is getting the A350 on fairly short notice, and is only leasing it. While the airline hasn’t officially stated where these planes are coming from, it’s my understanding that these were planes that were supposed to go to HNA Group, and specifically frames B-304Z and B-305A. So I wouldn’t be surprised if they feature reverse herringbone seats in business class, as HNA Group airlines are installing on their newest A350s. SAA isn’t the only airline getting an A350 on short notice. Fiji Airways is also taking delivery of two A350s later this year. These planes were supposed to go to Hong Kong Airlines, but due to their financial situation, Fiji Airways took over the leases. This is an exciting development, and I can’t wait to learn more. Hopefully they also develop a long-term strategy for what they’ll do after the three year lease is up. https://onemileatatime.com/south-african-airways-a350/
  2. STARLUX Receives Maiden Aircraft Ahead of 2020 Launch October 28 by Daniel Sander LONDON – Over the weekend, new Taiwanese start-up STARLUX took delivery of its maiden aircraft, an Airbus A321neo, B-58201 CN9208, which is leased from GECAS. The aircraft was ferried from Hamburg (XFW) to Taipei (TPE), via two stopovers, one in Dubai (DWC) and one in Bangkok (BKK), after the delivery ceremony. It arrived in Taipei on October 28, 2019. STARLUX Chairman K.W. Chang, who is also a pilot and engineer, captained the maiden aircraft on its delivery as well. Each Business Class seat features a 15.6 IFE Screen and can recline into a lie-flat bed. In Economy Class, the seat-pitch will be 31 inches, which is more than the average single-aisle aircraft and a 10.1 Inch IFE Screen. Each aircraft will also be equipped with Wi-Fi and it will be offered in both cabin classes. “I am sure that with the outstanding performance and the cabin configuration, it can provide the safest and cosy journey to our passengers, giving rise to new vitality to the airline industry in Taiwan”, he added. Christian Scherer, Airbus Chief Commercial Officer said, “Congratulations to STARLUX Airlines on their first-ever aircraft delivery! We are thrilled that STARLUX has selected the most efficient A321neo to start operations in Asia.” “Our best seller will bring the highest levels of efficiency to the airline’s operations with no compromise on comfort. And with the A350 joining the fleet in 2021”, he added. Scherer added that STARLUX will benefit from commonality by operating single aisle and widebody aircraft together offering a seamless experience for both passengers and crew. Deliveries will be concluded in 2021 and all will be leased from GECAS. STARLUX also has 17 Airbus A350-1000s on order, with the first delivery during the first half of 2021. They will be used to start long haul operations to Europe and North America. It remains clear that STARLUX is aiming for rapid growth very early on in its life. Time will tell what further routes will be announced and what sort of demand it will receive when those routes are launched over the next few years. https://airwaysmag.com/airlines/starlux-receives-maiden-aircraft-ahead-of-2020-launch/
  3. https://blueswandaily.com/qantas-to-be-worlds-first-a321p2f-operator/ August 12, 2019 Qantas announced (10-Aug-2019) plans to introduce up to three A321P2F aircraft to operate for Australia Post. The first aircraft is due to enter the fleet in Oct-2020 and Qantas stated it will be the first airline to operate an A321 freighter. The A321P2Fs will provide nine tonnes of additional capacity, an increase of nearly 50%, compared to Qantas’ existing Boeing 737 freighters. Qantas and Australia Post signed an expanded seven year domestic and international airfreight agreement valued at more than AUD1 billion (USD677 million) to provide Australia Post customers with access to Qantas Freight freighter aircraft, priority access to cargo capacity on Qantas and Jetstar Airways passenger services and capacity on Qantas’ partner airlines worldwide.
  4. Airbus bags orders for Canadian jet in last-minute sales push PARIS (Reuters) - Airbus finalized orders for a total of 120 of the former Bombardier CSeries jetliner on Thursday, narrowing a gap in sales against Boeing thanks to the arrival in its portfolio of the smaller jets but leaving it trailing in core orders. An Airbus A220-300 aircraft flies during its unveiling in Colomiers near Toulouse, France, July 10, 2018. Airbus A220 is the new brand for the small CSeries passenger jet acquired from Canada's Bombardier. Airbus, which took over the loss-making CSeries in July last year and rebranded it the A220, said it had finalized deals to sell 60 each of the planes to U.S.-based JetBlue and to Moxy, a U.S. start-up backed by JetBlue founder David Neeleman. They are the first formal orders for the 110-130-seat plane since Airbus took majority control of the Montreal-based program with Bombardier and Quebec as partners. That realignment sets the stage for a broader confrontation with Boeing, which last month closed a deal to take over 80 percent of the commercial unit of Bombardier’s competitor Embraer, subject to Brazilian government approval. For 2018, most attention is on the core sales battle between the transatlantic plane giants, with Boeing so far in the lead. Airbus ended November with 35 percent of net sales in the main jetliner market against its U.S. rival after 11 months overshadowed by management changes and delivery delays. Since then it has picked up speed with formal deals for 220 aircraft, including a 100-plane order from Irish lessor Avolon, leaving it 90 short of Boeing’s end-November total of 690 jets. On a like-for-like basis, excluding the former CSeries model, Airbus has reached a total of 480 net sales for the year against Boeing’s most recent tally of 690, while reaching a market share of 41 percent, based on reported orders. Airbus plans to give full-year figures on Jan. 11. Both companies often pull in last-minute deals to lift annual totals, with announcements delayed until early the following year. Airbus is meanwhile preparing a keenly awaited delivery tally, amid growing doubts over whether it has been able to achieve a 2018 target of 800 deliveries, or 782 without counting any of the Canadian A220 jets, industry sources said. One said it was “more than likely” Airbus had missed the target by a handful of jets, marking the first time it has done so since it was reshaped through European mergers in 2000. An Airbus spokesman declined to comment. Deliveries are closely watched by investors since they mark the point at which most cash and operating profit are generated. Planemakers worldwide have been struggling with supplier problems in the past 12 months and Airbus has faced some production snags and quality problems, though any shortfall in deliveries is not expected to have a significant profit impact. https://www.reuters.com/article/us-aiirbus-orders/airbus-bags-orders-for-canadian-jet-in-last-minute-sales-push-idUSKCN1OX13T?utm_campaign=trueAnthem:+Trending+Content&utm_content=5c2e33e204d3014fdda117d2&utm_medium=trueAnthem&utm_source=twitter -------------------------- Google translator: Encomendas de bolsas da Airbus para o jato canadense na última compra de vendas PARIS (Reuters) - A Airbus finalizou pedidos para um total de 120 do ex-jatinho da Bombardier CSeries na quinta-feira, estreitando uma lacuna nas vendas contra a Boeing graças à chegada de jatos menores ao seu portfólio, mas deixando as encomendas básicas em baixa. Um avião Airbus A220-300 voa durante sua inauguração em Colomiers, perto de Toulouse, na França, em 10 de julho de 2018. O Airbus A220 é a nova marca do pequeno jato de passageiros CSeries, adquirido da canadense Bombardier. REUTERS / Regis Duvignau / Arquivo de Fotos A Airbus, que assumiu a sucata CSeries em julho do ano passado e reformulou a A220, informou que finalizou acordos para vender 60 dos aviões à JetBlue, dos Estados Unidos, e à Moxy, uma empresa norte-americana apoiada pelo fundador da JetBlue. David Neeleman. Eles são os primeiros pedidos formais para o avião de 110 a 130 assentos desde que a Airbus assumiu o controle majoritário do programa de Montreal com a Bombardier e Quebec como parceiros. Esse realinhamento prepara o terreno para um confronto mais amplo com a Boeing, que no mês passado fechou um acordo para assumir 80% da unidade comercial da concorrente da Bombardier, a Embraer, sujeita à aprovação do governo brasileiro. Para 2018, a maior parte da atenção está na principal batalha de vendas entre os gigantes do avião transatlântico, com a Boeing até agora na liderança. A Airbus encerrou novembro com 35% das vendas líquidas no principal mercado de jatos contra sua rival nos EUA após 11 meses ofuscada por mudanças na administração e atrasos na entrega. Desde então, acelerou com acordos formais para 220 aeronaves, incluindo um pedido de 100 aviões do locador irlandês Avolon, deixando 90 unidades aquém do total de 690 jatos da Boeing no final de novembro. Em uma base similar, excluindo o modelo anterior da CSeries, a Airbus atingiu um total de 480 vendas líquidas para o ano contra o registro mais recente da Boeing de 690, enquanto alcançou uma participação de mercado de 41%, com base nos pedidos reportados. A Airbus planeja divulgar números para o ano inteiro em 11 de janeiro. Ambas as empresas costumam fechar acordos de última hora para elevar os totais anuais, com os anúncios adiados até o início do ano seguinte. Enquanto isso, a Airbus está preparando um anúncio de entrega muito aguardado, em meio a dúvidas crescentes sobre se foi capaz de atingir uma meta de 800 entregas em 2018, ou 782 sem contar nenhum dos jatos A220 canadenses, disseram fontes do setor. Preços do petróleo caem devido ao excesso de oferta, mercados voláteis Um deles disse que era “mais do que provável” que a Airbus tivesse perdido o alvo por um punhado de jatos, marcando a primeira vez que o fez, desde que foi reformulado através de fusões européias em 2000. Um porta-voz da Airbus se recusou a comentar. As entregas são acompanhadas de perto pelos investidores, uma vez que marcam o ponto em que mais dinheiro e lucro operacional são gerados. Fabricantes de planos em todo o mundo têm lutado com problemas de fornecedores nos últimos 12 meses e a Airbus enfrentou alguns problemas de produção e problemas de qualidade, embora não seja esperado que qualquer queda nas entregas tenha um impacto significativo no lucro. -------------- 60 da JetBlue e 60 da Moxy no mesmo dia: mera coincidência? sds
  5. https://blueswandaily.com/david-neeleman-xlr-is-necessary-the-a321lr-ended-up-not-having-the-promised-reach/ June 27, 2019 TAP Air Portugal major shareholder David Neeleman commented on the A321XLR, stating that TAP will place an order for the aircraft, which would come from order conversions from A321LR (Mercado e Eventos, 19-Jun-2019). Mr Neeleman qualified the A321XLR as “important, necessary and a need” adding: “The A321LR ended up not having the promised reach… to replace the Boeing 757. The XLR is more ready”.
  6. Com o desmantelamento das operações da Avianca Brasil, consequência da grave crise que afeta a empresa, o mercado aéreo brasileiro toma um rumo de consolidação forçada. As companhias aéreas mais imediatamente beneficiadas são Azul e a Latam, que receberão, juntas, 20 aeronaves ex-Avianca. A saída quase que total da Avianca do mercado aéreo representa uma péssima notícia para os passageiros; em reportagem recente, O Estado de São Paulo revelou que as passagens aéreas aumentaram de preço no Brasil em razão da crise na empresa, resultando num desembolso 14% maior e alguns trechos com até 140% de aumento. Nesse processo, e enquanto o leilão das UPIs da Avianca não ocorre, beneficiam-se mais rapidamente a Azul e a Latam. Por operarem frotas de aeronaves Airbus, as duas rapidamente assumiram uma boa parte da frota da Avianca. Ao todo, a Azul ficou com 10 A320 ex-Avianca, quase todos já voando com as novas cores, enquanto que a Latam recebeu 10, que estão aguardando a repintura em São Carlos, antes que sejam incorporadas na frota. A Avianca passa a ter apenas 5 aeronaves. A GOL se beneficia pelo aumento da procura bilhetes, mas sua frota de Boeing e o fato de os 737 MAX estarem parados, delimitam o poder de absorção da demanda. Fonte: https://www.aeroin.net/azul-ja-opera-8-aeronaves-ex-avianca/
  7. November 6, 2018 Ian McMurtry Planes “The sequel is never a good as the original.” It’s a phrase often associated with TV or movies but the same could be said for Airbus Industries aircraft. Coming off the success of the A300, the Airbus A310 was supposed to provide a smaller version of the original jet for consumers. But as the A300 continues to go strong, especially in cargo operations, the A310 is rapidly decreasing from the skies as airlines transition to newer airframes in hopes of reducing the cost. The result of this is more Airbus A321s in the sky as the A310 has been reduced to just a few operators. However, there are still some chances to fly on the old bird before they are completely retired to museums and the history books. The A310 was the second aircraft to bear the Airbus Industrie name as the company looked to offer something alongside the successful Airbus A300. The A310 would begin flight testing in 1982 with its first flight occurring in April of that year. The aircraft spent one year in flight testing before its first delivery to Swissair in 1983. While not as successful as the A300, the A310 sold a reasonable 255 airframes before being removed from the order books in 1998 as the company moved forward with newer aircraft like the A320 and A340. As Airbus has progressed, the A310 has taken the title of being the worst selling of the A3XX product with the next to last being the A340 and A380 airframes. Since then, the aircraft has slowly decreased from service, disappearing from fleets like Singapore Airlines, Lufthansa, Pan Am, and KLM as these airlines either went bankrupt or moved on to newer and more efficient aircraft. Despite the massive drop in usage over the years, the A310 is still present in the skies but much more difficult to find in the ever-evolving market. Of the remaining 28 active A310s, 10 of the aircraft are based in Iran. The country’s flag carrier has slowly reduced its A310 fleet from eight to one as the airline seeks replacements for the 25-year old aircraft. Iran Air’s lone A310 (EP-IBK/MSN 671) has a route map currently dominated by European destinations, often taking trips to Frankfurt, Paris-Charles de Gaulle, London-Heathrow, Vienna, and Milan-Malpensa. Taban Airlines is also holding onto one Airbus A310 (EP-TBH/MSN 565) which operates the airline’s longer routes between Tehran and Moscow-Domodedovo, St. Petersburg and Istanbul. However, Iran’s largest A310 operator and the largest A310 operator, in general, is Mahan Air. The company is still holding onto eight A310s that average 28.7 years old despite retiring five frames already due to age and the need for spare parts. The remaining aircraft, that account for over 20 percent of Mahan’s total fleet, are responsible for everything from Middle East and European runs between Tehran and Baghdad, Dubai, Damascus, Moscow and Istanbul to domestic flights to Bandar Abbas, Assaluyeh, Ahvaz, and Zahedan. If Iran is a little far for your travels, North America provides plenty of chances for A310 seekers to find the fading aircraft. Two carriers, Air Transat, and FedEx, are responsible for flying 11 A310s but the clock is ticking for both fleets. FedEx’s fleet of A310s at one point hit 70 aircraft but the arrival of the Boeing 757F and 767F allowed the carrier to begin removing the French product as a means of cost reduction. The A310’s remaining routes are all Memphis based, with flights to Allentown, Winnipeg, West Palm Beach, Edmonton, Indianapolis and Lubbock making up a majority of the routes. FedEx plans to retire the remaining A310s within a year as the carrier continues to take delivery of new and used cargo aircraft. Meanwhile, the neighbors to the north see Air Transat refuse to give up their seven A310s. The airline’s fleet of 28 years old has yet to see a reduction in size as the airline awaits delivery of A321LRs to replace the jet. The aircraft is versatile for Air Transat, operating Canadian leisure routes that can range to Caribbean cities like Punta Cana and Montego Bay to European routes like Nice, Barcelona, Prague, and Porto. The company expects to take hold of its first A321LR in 2019, which will commence the retirement process for the A310. As for the continent of the aircraft’s origin, no passenger variants remain in operation. The last European passenger airline to retire the A310 was Azores Airlines who retired its last A310 (CS-TGV/MSN 651) on Oct. 15, 2018, as the airline transitioned from A310s to factory delivered A321neos. The only other operator of A310s is Turkish Airlines’ cargo division. But even these leased aircraft are taking a back seat to the newer Airbus A330Fs that have come to dominate Turkish Cargo’s fleet. As the for the remaining four A310s they can be found in Yemen and Afghanistan. Both government-backed airlines, Yemenia and Ariana Afghan, respectively, have two aircraft each. Ariana Afghan uses the aircraft to fly longer routes from Kabul to Moscow-Sheremetyevo, Jeddah, Istanbul, and Dubai but can also appear flying inter-Afghanistan routes from time to time. Yemenia, on the other hand, uses its A310s for flights to Cairo, Amman, Mumbai, and Jeddah. However, the airline has come under rough times as the closing of Yemen airspace due to conflicts has resulted in Yemenia seeing operations suspended for weeks at a time. Despite the commercial operations for the A310 coming to a close, there are some less accessible variants that will continue to fly for some time. Two military versions, the CC-150 Polaris and A310 MRTT are utilized by the German Luftwaffe and Royal Canadian Air Force for aerial refueling and VIP transport and their owners have not mentioned replacements for the aircraft. The French space agency CNES also owns one Airbus A310 titled Zero-G that allows zero-gravity flights for both contracted buyers and scientific purposes. https://airlinegeeks.com/2018/11/06/the-abating-airbus-the-a310-fades-into-history/ _________________________________________ No Brasil o A310 nunca conseguiu firmar de forma contínua aqui no país: - Em 1981 a Vasp encomendou 9 A310-200 mas, devido à crise econômica dos anos seguintes, os bancos recusaram financiamento e o negócio ruiu; - Quando anunciou a compra dos A330-200, a TAM pretendia operar para Miami com 2 A310-300 "tampões" até a chegada dos -200. Entretanto, a empresa achou que os clientes poderiam confundir os produtos A310 e A330 e desistiu de arrendá-los no final de 1997; - Em novembro de 1997 o "primeiro" A310 brasileiro chegou ao Brasil. PP-SFH, operado pela Ecuatoriana de Aviación. A matrícula brasileira era uma forma de contornar as restrições da FAA contra o Equador; - Um mês depois foi a vez de chegar o PP-PSD, o primeiro A310 a operar no país, pela então minúscula e desconhecida Passaredo. Era o auge da paridade cambial e um pool de operadoras era também responsável pelo leasing da aeronave. Ano seguinte chegou o PP-PSE mas problemas operacionais fizeram que a empresa se tornasse conhecida como "Passamedo", que no fundo era mais neura porque os voos atrasavam; - Em 1999, com a desvalorização cambial, a Passaredo devolve os A310-300 e um deles vai para a nova BRA, que operou com as cores básicas da P8 por pouco tempo; - Depois disso foi a vez da Whitejets Brasil a operar o A310-300 em 2010, em voos charteres. Ficou no Brasil até 2012, encerrando as atividades do modelo no país. O A310-300 seria visto bastante aqui com outros operadores. Aerolíneas Argentinas mandava ocasionalmente seus A310 na alta temporada e cogitou a fazer EZE-GRU-MIA, mas declinou. Na farra cambial era comum ver os modelos operados da Heliopolis e Aerocancun. Nos últimos suspiros, a Pan Am enviava seus A310-300 para GRU, GIG e REC, todos com destino à Miami. A TAP seria a empresa usou o máximo os A310-300 no país, usando eles para os voos entre o Nordeste e Lisboa por mais de 15 anos. Alguns A310 apareceram de forma pontual em CGH: o A310-200 nas cores da KLM (apresentação à Vasp na época de sua encomenda); o da Lufthansa (-200) trazendo uma orquestra e em 1997 o da Ecuatoriana (-300).
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