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Bombardier pode abandonar parceria com a Airbus

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Bombardier pode abandonar parceria com a Airbus após recorde de queda nas previsões de lucros

 https://www.aereo.jor.br/wp-content/uploads/2018/07/Airbus-A220-300-new-member-of-the-airbus-single-aisle-family-landing-019.jpg

Airbus A220-300

A Bombardier Inc. alertou que pode abandonar sua joint venture na construção da aeronave A220 com a Airbus e considerará vender ainda mais ativos para quitar dívidas, renovando as preocupações dos investidores com a capacidade do fabricante de Montreal de se manter à tona enquanto o relógio se esgota na estratégia de recuperação de cinco anos.

O preço das ações da fabricante de aviões e trens caiu mais de 30% nesta quinta-feira, depois de reduzir pela segunda vez suas previsões financeiras para 2019 em menos de um ano, devido principalmente a marcos perdidos, entregas atrasadas e custos extras de produção para vários projetos ferroviários desafiadores. Até o fechamento, as ações da Bombardier caíram quase 32%, para US$ 1,22 na Bolsa de Toronto.

O anúncio “extremamente decepcionante” surpreendeu os analistas, dada a insistência anterior dos executivos de que a empresa havia superado o período de dificuldades.

“Este é um revés significativo após o anúncio da administração depois do terceiro trimestre de que o pior para a Bombardier Transportation tinha ficado para trás”, observou o analista de BMO Fadi Chamoun aos clientes.

A Bombardier já abandonou a maior parte de seus ativos de aviação comercial desde que o presidente-executivo Alain Bellemare iniciou seu plano de recuperação em 2015, concentrando-se nas divisões mais lucrativas de trens e jatos executivos, em uma tentativa de construir uma empresa mais enxuta e estável financeiramente.

Agora está pensando se deve dar um passo adiante e abandonar sua parceria com a Airbus, mesmo que a Bombardier tenha investido cerca de US$ 6 bilhões no programa e se comprometido com ele por aproximadamente mais cinco anos.

Ela espera uma redução significativa no empreendimento da Airbus depois que uma revisão do plano de negócios indicou que o programa A220 levará mais tempo para se equilibrar, ganhar menos dinheiro ao longo de sua vida útil e exigir mais investimentos iniciais da Bombardier que está sem dinheiro.

Em 2017, a Bombardier cedeu o controle de seu programa C-Series, que consome muito dinheiro, à Airbus, que renomeou o jato de A220 sob uma joint venture de 50,01% da Airbus, 31% da Bombardier e 19% da província do Investissement Québec.

Fonte: Financial Post via blog Poder Aéreo 17 jan 2020

 

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3 hours ago, jambock said:

Meus prezados

Bombardier pode abandonar parceria com a Airbus após recorde de queda nas previsões de lucros

 https://www.aereo.jor.br/wp-content/uploads/2018/07/Airbus-A220-300-new-member-of-the-airbus-single-aisle-family-landing-019.jpg

Airbus A220-300

A Bombardier Inc. alertou que pode abandonar sua joint venture na construção da aeronave A220 com a Airbus e considerará vender ainda mais ativos para quitar dívidas, renovando as preocupações dos investidores com a capacidade do fabricante de Montreal de se manter à tona enquanto o relógio se esgota na estratégia de recuperação de cinco anos.

O preço das ações da fabricante de aviões e trens caiu mais de 30% nesta quinta-feira, depois de reduzir pela segunda vez suas previsões financeiras para 2019 em menos de um ano, devido principalmente a marcos perdidos, entregas atrasadas e custos extras de produção para vários projetos ferroviários desafiadores. Até o fechamento, as ações da Bombardier caíram quase 32%, para US$ 1,22 na Bolsa de Toronto.

O anúncio “extremamente decepcionante” surpreendeu os analistas, dada a insistência anterior dos executivos de que a empresa havia superado o período de dificuldades.

“Este é um revés significativo após o anúncio da administração depois do terceiro trimestre de que o pior para a Bombardier Transportation tinha ficado para trás”, observou o analista de BMO Fadi Chamoun aos clientes.

A Bombardier já abandonou a maior parte de seus ativos de aviação comercial desde que o presidente-executivo Alain Bellemare iniciou seu plano de recuperação em 2015, concentrando-se nas divisões mais lucrativas de trens e jatos executivos, em uma tentativa de construir uma empresa mais enxuta e estável financeiramente.

Agora está pensando se deve dar um passo adiante e abandonar sua parceria com a Airbus, mesmo que a Bombardier tenha investido cerca de US$ 6 bilhões no programa e se comprometido com ele por aproximadamente mais cinco anos.

Ela espera uma redução significativa no empreendimento da Airbus depois que uma revisão do plano de negócios indicou que o programa A220 levará mais tempo para se equilibrar, ganhar menos dinheiro ao longo de sua vida útil e exigir mais investimentos iniciais da Bombardier que está sem dinheiro.

Em 2017, a Bombardier cedeu o controle de seu programa C-Series, que consome muito dinheiro, à Airbus, que renomeou o jato de A220 sob uma joint venture de 50,01% da Airbus, 31% da Bombardier e 19% da província do Investissement Québec.

Fonte: Financial Post via blog Poder Aéreo 17 jan 2020

 

Mas como sócio minoritário eles podem expulsar a Airbus?

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1 hour ago, Luckert said:

Mas como sócio minoritário eles podem expulsar a Airbus?

No caso a Airbus pode chegar a um acordo em comum para comprar todo o programa do A220.

Se a Bombardier não consegue segurar os investimentos, eu considero uma boa pra Airbus, visto o quanto o A220 está vendendo.

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8 hours ago, 747-8 Victor said:

No caso a Airbus pode chegar a um acordo em comum para comprar todo o programa do A220.

Se a Bombardier não consegue segurar os investimentos, eu considero uma boa pra Airbus, visto o quanto o A220 está vendendo.

Mas que investimentos? O programa já não foi concluído e está com a aeronave pronta,homologada e em operação a fábrica nos EUA?

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Não é questão da Airbus sair da JV, mas a BBD sair.

Como toda inovação tem seu preço, a Bombardier está sofrendo isso. A linha CRJ em declínio, o Dash vendido, a divisão executiva não sustenta o investimento no C-Series. 

Acho que a terceira geração de "jatos regionais" da EMB e BBD será marcada pelo fim destas empresas como independentes. Para a Embraer, apostar na remotorização do E-Jets mostrou econômica no curto/prazo, mas com restrições no longo prazo, onde o C-Series tem mais vantagem. Só que este programa custou toda a fortuna da Bombardier e, para piorar, a divisão de trens enfrentam concorrência feroz com a chegada dos chineses.

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Me parece ser jogo já combinado, tinha que dar uma desculpa para o canadense pagador de imposto, agora vamos ver o quanto vai custar o divórcio para os franceses

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A Airbus está tentando de qualquer maneira baixar os custos de produção do A-220, pois parece que ele não gerando lucro para a empresa. O avião está vendendo bem, mas a que preço???

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Airbus talks up A220’s regional credentials as NAC firms order

By Cirium23 January 2020

  • Nordic Aviation Capital has firmed up its order for 20 Airbus A220-300s, prompting the manufacturer to highlight the aircraft’s relevance in the regional aviation market.

Regional aircraft lessor NAC had signed a memorandum of understanding for 20 A220s in June 2019.

Airbus chief commercial officer Christian Scherer states that NAC’s A220 order “shows this aircraft is just as relevant in the regional world as it is in the mainline one”. The aircraft is designed to serve the 100-150 seat market.

At the end of 2019, Airbus held 595 A220 orders, up 47% on the number of orders secured for the aircraft before the European manufacturer acquired the programme from Bombardier in mid-2018.

Other deals signed by Airbus include the sale of 60 A220-300s to Air France-KLM, 70 A220-300s to JetBlue Airways, an agreement to sell 60 jets to former JetBlue founder David Neeleman’s US start-up, project-named Moxy, and a letter of intent for Air Lease to acquire 50 A220-300s.

Source: www.flightglobal.com.br

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Depois da Bombardier, o governo de Quebec também duvida do futuro do Airbus A220 (ex-CSeries). Em 29 de janeiro, o primeiro-ministro de Quebec garantiu que não reinvestiria no programa.

https://www.usinenouvelle.com/article/le-gouvernement-quebecois-ne-veut-pas-reinvestir-dans-l-airbus-a220.N924574

https://www.bloomberg.com/news/articles/2020-01-29/quebec-rules-out-pouring-more-cash-into-a220-airbus-jet

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Os custos para o ramp up da produção, tooling, etc. são altos. A matéria não deixa claro, mas a posição da Bombardier é de sair da parceiria, vendendo a posição, e não por óbvio expulsando a Airbus. 

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22 hours ago, Seahawk said:

Os custos para o ramp up da produção, tooling, etc. são altos. A matéria não deixa claro, mas a posição da Bombardier é de sair da parceiria, vendendo a posição, e não por óbvio expulsando a Airbus. 

Sim, em breve o A220 poderá ser 100% Airbus.

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What Airbus has done since taking on the A220

4 February 2020

  • Just 18 months after Toulouse acquired the twin-jet from Bombardier, production of the A220 is ramping up steadily

When Air France-KLM chief Ben Smith showed off the group’s fleet development plan in early November last year, one of his slides mischievously referred to the “A220‑500”, a hypothetical stretch of the Airbus A220 beyond its two-member family.

“If Airbus builds a series -500, a larger model, a -400, whatever it calls it,” said Smith, “we’d be very interested in that airplane.”

A220-300 formation flight with A321LR

Source: Airbus

Given that Air France was finalising one of the largest orders for the A220 since Airbus took over the former CSeries programme from Bombardier in mid-2018, Smith’s remarks stirred murmurs as to whether the airline – the flag-carrier of Airbus’s home nation – was privy to undisclosed aspects of future A220 development.

Bombardier sparked conjecture more than 10 years ago that it would further develop the then-CS100 and CS300 by trademarking a “CS500” designation – purely a protective measure, claimed the airframer at the time, and the trademark lapsed in 2014.

The French have an expression – “minute, papillon” – which loosely translates as “hold your horses”, and this appears to sum up A220 programme chief Florent Massou’s view on ambitions to stretch the aircraft into the hallowed 150-seat realm dominated for more than three decades by the A320 and Boeing 737.

“It’s good that customers are showing interest in the capability of the platform,” says Massou. “But concentrating on the A220-100 and -300 is what we’re doing day to day. There is no plan today for a stretch.”

If Air France’s reference to the A220-500 is premature, the airline’s order for up to 120 A220-300s has nevertheless cemented the aircraft as a serious contender in the cut-throat single-aisle sector – justifying Bombardier’s faith, maintained for 20 years, that demand existed for an all-new twinjet, optimised for the 100- to 130-seat category.

Airbus has spent its first 18 months of programme ownership examining the A220 airframe to extract near-term improvements and enhance the aircraft’s appeal.

When was the A220 certified?

Within six months of the programme acquisition, the European Union Aviation Safety Agency (EASA) certificated the A220 to Category IIIa and IIIb low-visibility autoland capability, enabling it to carry out approaches in more restrictive weather conditions – including zero decision height – compared with the type’s previous Category II approval. The A220 also has required navigation performance, approval required capability for area navigation.

Airbus is planning to certificate the A220‑300 in the second half of this year with a higher maximum take-off weight (MTOW), lifting it by 2.27t to a figure of nearly 69.9t. This will provide a 450nm (833km) hike in range to 3,350nm. Airbus will also apply the same weight increase to the -100 variant – giving it a 3,400nm range – from the second half of 2021. The change will increase the -100’s MTOW to just over 63t.

A220 cockpit

Source: Airbus

“Only minor software and hardware change is anticipated,” says Airbus, adding that it will achieve the range improvement by taking advantage of existing structural and systems margins as well as current fuel capacity. Certification is being proposed on “analysis and usage of existing flight-test data”, it states.

Minor software and hardware retrofit, as well as paper changes, will enable the new weight capabilities to be introduced to A220s already in service. Delta Air Lines – which has ordered 95 A220s, split between the -100 and -300 – has already emerged as a customer for the higher MTOW version and will take the enhancement for its entire fleet.

Airbus is also planning additional performance improvements through weight tweaks to the jet. It is to increase, by just over 1.8t, both the maximum zero-fuel weight and maximum landing weight, in order to offer additional payload capability.

Massou says this will be offered as an option to airlines to provide “operational flexibility” and will be available for both variants in 2022, subject to regulatory approval.

The current maximum zero-fuel weights for the -300 and -100 are respectively 55.8t and 50.4t, while the maximum landing weights stand at 58.7t and 52.4t.

Unencumbered by legacy production processes and cockpit designs, the A220 took advantage of sidesticks, fly-by-wire technology and advanced construction, including a resin transfer infusion process to develop the composite torque box for the wing.

The A220’s radical Pratt & Whitney PW1500G geared turbofan (GTF) engines – featuring a 1.85m (73in) fan and 12:1 bypass ratio – appear to have escaped the problems that dogged early production of the sister PW1100G for the A320neo.

Early operator Swiss, however, has experienced several low-pressure compressor rotor fracture problems, which are suspected to be linked with high thrust settings during high-altitude climb, and have resulted in temporary operational restrictions on the type. These limit engine power to 94% of N1 while above 29,000ft.

Analysis of the problem indicates a possible link to electronic engine-control software. Massou says the limitations are a “precautionary measure” and he is “confident” P&W will succeed with root-cause analysis and resolution.

Massou says the A220 is meeting fuel-burn targets and there are no immediate plans for either a thrust enhancement or specific performance tweaks. “The current performance of the engines is OK, and where it needs to be,” he states.

FADEC plays a key role for Swiss by providing the A220’s steep-approach capability, necessary for London City airport operations, adjusting the idle thrust while the fly-by-wire differentially deflects spoilers.

Transport Canada certificated the A220 with 180min extended twin-engine operations approval, and at least one future operator – start-up Odyssey Airlines – views the aircraft as having transatlantic potential.

Airbus has ironically helped nurse the A220 into remarkable health, considering that it had originally declared the Bombardier jet to be dead on arrival.

As the 110-seat Bombardier BRJ-X concept, somewhat stumblingly, evolved into a 110- to 130-seat family, the Canadian airframer – after false starts – boldly launched the two-member CSeries family in 2008, with little more than a tentative agreement for up to 60 jets from Lufthansa Group.

What is the competition for the A220?

Airbus had confidently dismissed the potential threat, insisting that its strategy of developing the re-engined A320neo using the CSeries’ GTF powerplants would close off the market to Canada’s young pretender. Its A319neo – the direct competitor – would leave the CSeries with “virtually no business case”, the airframer’s outspoken then-sales chief John Leahy declared.

The market has decided otherwise, although convincing potential operators has been a slow process.

While Lufthansa, which ordered the jets for Swiss, gave the CSeries an early lift, Bombardier doggedly had to persist in building a customer base, picking up piecemeal agreements, often from fringe carriers, as it sought an elusive blue-chip deal.

It had accumulated orders for fewer than 250 aircraft in the seven years following launch, when a financial crisis engulfed the programme in 2015. Bombardier overhauled its top management and sales strategy, and sought investment for the CSeries, offering a stake in the programme to Airbus – which declined – before the Quebec government stepped in with a $1 billion bail-out.

The shake-up appeared to revitalise the programme and brought crucial large-scale network carrier orders from Delta and Air Canada, and Bombardier delivered the first aircraft, to Swiss and Air Baltic, in the second half of 2016.

But having done the hard work, seen the CSeries to completion, and notched up just over 400 orders, a weakened Bombardier surrendered the programme to Airbus – whose own A319neo was selling poorly – the following year, beginning a landmark break-up of Bombardier’s entire commercial air transport business.

While Airbus still relies on Bombardier for some services, says Massou, the integration has reached a point where “all the [A220] functions in Airbus are just working like any other programme”. Procurement, supply-chain agreements, sales and marketing have all been transferred and the support network is being finalised.

“We are very pleased,” says Massou. “The A220 is now part of the family, a very dynamic one. It’s a very positive message.”

Airbus’s influence has been demonstrated by the sales record. Massou says some 300 orders and commitments have been added just in the first 18 months under the airframer. At the close of 2019, firm orders stood at precisely 600.

“There are endorsements by big lessors,” Massou points out. “I think it gives confidence to the future of the programme. Without Airbus that would have been difficult.”

Overall production of the A220 has reached triple figures, the 100th aircraft having been delivered to Air Baltic – one of the strongest early supporters of the jet.

What is the configuration for the A220?

The A220 features a characteristic five-abreast interior. Transport Canada and EASA originally listed a maximum of 127 passengers for the -100 and 145 for the -300, but Bombardier has since offered a high-density version with 160 seats, requiring the addition of a second over-wing exit.

Air Canada became the latest operator of the type in January, its A220-300 having been configured with 137 seats in two classes, with in-flight entertainment systems. It was the first to receive a dual aft lavatory option with a moveable wall to convert to a facility for mobility-impaired users.

A220-300 cabin, airBaltic

Source: Airbus

Massou says the airframer has also developed a new higher-capacity cabin, providing airlines with the option of up to 149 seats with a single over-wing exit. Czech Airlines has disclosed that it will take A220-300s with a 149-seat layout.

Airbus has been working to bring up the dispatch reliability, which it says is currently running at about 99%, and has also commenced data studies intended to maximise aircraft availability by increasing maintenance interval times.

This effort would extend the light-maintenance interval from 850h to 1,000h and similarly expand that for base maintenance from 8,500h to 10,000h. Heavy structural checks would take place at 12 years.

Massou says Airbus is working to improve the A220’s maturity, claiming that intense efforts have reduced by four-fold the number of parts that are late in production, reducing disruption to the industrial system.

He adds that the airframer is focused on ramp-up, rather than any ambitious development of further variants, capitalising on Bombardier’s withdrawal from the commercial aviation market to restructure and increase the efficiency of A220 production at its Montreal Mirabel site.

Bombardier has chosen to divest the CRJ regional jet programme to Mitsubishi Heavy Industries and Massou says that, with the CRJ exit from the end of this year, Airbus has been working on a programme it calls a “pre-final assembly line” in order to support the planned A220 ramp-up.

“It’s something we have developed to cope with much higher rates,” he says. “It required something a bit different.”

What is the future of the A220?

He says Airbus will “take advantage of the CRJ jigs on site” and plans to change the way the airframer completes the A220 mid-fuselage before it undergoes fuselage join on the final assembly line. This would apply to aircraft destined for final assembly at both Mirabel and the new US line in Mobile, Alabama. Massou says the pre-final assembly line facility, located in a building adjacent to the Mirabel final assembly line, will be ready in the second half of 2021.

Airbus handed over 48 A220s last year, exceeding its target of 45 and taking the total number of delivered aircraft to 105. Two-thirds of overall deliveries have taken place in the 18 months under Airbus.

Massou says there are no plans for a further final assembly line. Fourteen aircraft per month – 10 from Mirabel, four from Mobile – is Airbus’s production target.

Five aircraft were in production at Mobile at the end of 2019. Initial deliveries from the plant, with a starting rate of one per month, are scheduled to take place this year.

Massou says he is satisfied with the progress Airbus has achieved with A220 production, in terms of the smooth manufacturing flow and the output.

“We had no problems before Christmas, we delivered everything we had to deliver,” he says. “I went on vacation, for the first time, very happily.”

Source: www.flightglobal.com

 

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Airbus takes 75% of A220 programme as Bombardier exits

By David Kaminski-Morrow13 February 2020

  • Airbus is increasing its share in the A220 programme to 75%, with the Canadian government’s Investissement Quebec holding the 25% balance, as Bombardier exits from the former CSeries partnership.

The European airframer has confirmed that, under the revised ownership agreement for Airbus Canada Limited Partnership, the Investissement Quebec share will be redeemable to Airbus from 2026, three years later than the previous 2023 timeframe.

Airbus has also agreed to acquire A220 and A330 work package production capabilities from Bombardier in Saint-Laurent, to be taken through the Stelia Aerospace subsidiary.

A220 in flight

Source: Airbus

Airbus rebranded the CSeries as the A220 after taking a majority share

Bombardier will receive $591 million net through the deal from Airbus, of which $531 million was received at closing. The remaining $60 million will be paid over 2020-21.

Airbus adds that Bombardier is “released of its future funding capital requirement” to the partnership.

Investissement Quebec’s increased shareholding will come at “no cash consideration”, says Airbus. The overall ownership transaction takes immediate effect.

Bombardier had previously revealed, in January, that it was “reassessing” its participation in the A220 programme.

Airbus took a share in the programme, previously known as the CSeries, in 2017 when it was overseen by a 62:38 partnership, called CSALP, between Bombardier and Investissement Quebec.

Its involvement gave the European airframer just over 50% in CSALP. Bombardier retained 33.6% and Investissement Quebec held 16.4%.

Airbus’s majority in the programme led to the CSeries’ redesignation as the A220 and, last year, a change in CSALP’s name to Airbus Canada Limited Partnership.

Source: www.flightglobal.com

 

 

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Airbus to shift A220 cockpit and fuselage work to Mirabel site

By David Kaminski-Morrow13 February 2020

  • Airbus is to transfer A220 work package production currently conducted at Bombardier’s Saint-Laurent facility to the Mirabel site where the aircraft’s final assembly line is located.

The airframer’s Stelia Aerospace division is setting up a local subsidiary to take over the work packages, which include cockpit and aft fuselage production, as part of a new ownership agreement for the twinjet programme.

Airbus says the work packages will continue to be undertaken at the Saint-Laurent facility for about three years.

But it will then “optimise the logistical flow” of the production by transferring the work to the Stelia Aerospace site in Mirabel.

Airbus says it intends to offer all current Bombardier employees working on the packages at Saint-Laurent “opportunities” on the A220 ramp-up, to ensure “know-how retention” as well as business continuity in Quebec.

Saint-Laurent work packages relating to the Airbus A330 are also included in the plans.

Airbus has disclosed the arrangement as part of its acquisition of a 75% share in the A220 programme through the Airbus Canada Limited Partnership.

Quebec’s government will hold an increased share of 25%.

“We have succeeded in protecting paying jobs and the exceptional expertise developed in Quebec, despite the major challenges we faced in this regard when we took office,” says Quebec premier Francois Legault.

Airbus says the A220 ownership revision “demonstrates our support and commitment” to the twinjet and to the company’s presence in Canada.

Source: www.flightglobal.com

 

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New Air Baltic A220 latest to suffer engine failure

By David Kaminski-Morrow12 February 2020

  • Investigators have disclosed that a new Air Baltic Airbus A220-300 which diverted to Bordeaux on 12 February had suffered an engine failure.

While the details of the failure, in the left-hand Pratt & Whitney PW1500G powerplant, have yet to be disclosed, the incident follows a series of engine failures on the type involving Swiss aircraft.

The Air Baltic twinjet involved, YL-AAU, had only been delivered to the airline in early December – the aircraft was the 100th of the type to be produced and carried ceremonial markings.

French investigation authority BEA says the jet had been operating a service from Riga to Malaga when it diverted.

The aircraft had been close to entering Spanish airspace at the time of the incident, and landed at Bordeaux around 10:30.

Investigators probing three previous occurrences of low-pressure compressor rotor failure to Swiss A220s had cautioned operators to limit engine power at cruise altitudes.

Inspection regimes have also focused on engines which have accumulated relatively few cycles since installation of a particular engine-control software version.

Air Baltic 100th A220

Source: Airbus

Air Baltic received YL-AAU, the 100th A220 produced, in December

Source: www.flightglobal.com

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A Air Baltic também já está operando aeronaves com a nova configuração de 149 assentos em classe única. Essa configuração seria ótima para a Latam substituir os A319, acredito que o pitch deva ser semelhante ao pitch dos A320neo retrofitados com 180 assentos. Sonhar não custa nada.

 

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Airbus assume participação da Bombardier no programa do A220

  Airbus assume participação da Bombardier no programa do A220
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Como publicado anteriormente pelo Portal Aeroflap, a Airbus anunciou hoje (13), de forma oficial, que adquiriu a participação da Bombardier no Programa do A220, juntamente com ao Governo de Quebec.

A alteração entra em vigor imediatamente, e dá a participação majoritária de 75% para a Airbus, que anteriormente tinha 50,1% do A220. A organização financeira Investissement Quebec aumentou sua participação de aproximadamente 16,66% para 25%.

Com esta transação, a Bombardier receberá uma contraprestação de US$ 591 milhões da Airbus, líquida de ajustes, dos quais US$ 531 milhões foram recebidos no fechamento e US$ 60 milhões a serem pagos no período 2020-21. 

MG_6653_DxOe-800x533.jpg

A participação do governo é resgatável pela Airbus em 2026, três anos depois do que antes, ou seja, em seis anos o A220 será 100% da Airbus. Como parte dessa transação, a Airbus, por meio de sua subsidiária integral Stelia Aerospace, também adquiriu os recursos de produção em Quebec.

O mercado de corredor único é um dos principais impulsionadores do crescimento da aviação, representando 70% da futura demanda global de aeronaves. 

Na Bombardier, a alienação de capital para o CSeries (atual A220) provocou uma saída mais ampla da empresa da aviação comercial. Desde então, vendeu o programa turboélice Q400 e os locais de fabricação e serviços aeroespaciais na Irlanda do Norte, Marrocos e Dallas. A Bombardier também está avançando com um acordo para vender seu programa CRJ para a Mitsubishi Heaving Industries.

A empresa diz que pretende se concentrar nos jatos executivos e nos negócios de transporte, que fabricam trens, apesar desse último estar registrando prejuízos. No entanto, a Cessna quer adquirir a linha de jatos executivos, e a Bombardier também está negociando a venda da divisão de trens para a francesa Alstom.

A Bombardier indicou anteriormente que o programa do A220 estava exigindo da empresa recursos adicionais, em um momento que a Airbus deseja ampliar a produção da aeronave nos Estados Unidos e também no Canadá, depois de conseguir uma extensa lista de encomendas.

 

TIRO DE LETRA DA AIRBUS???

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10 hours ago, Fabrício163 said:

A Air Baltic também já está operando aeronaves com a nova configuração de 149 assentos em classe única. Essa configuração seria ótima para a Latam substituir os A319, acredito que o pitch deva ser semelhante ao pitch dos A320neo retrofitados com 180 assentos. Sonhar não custa nada.

 

Sinceramente, acho que pra latam o leasing dos A319 sai a troco de pinga. Um leasing do disputado A220 não deve sair nada barato em comparação ao baby bus. E com a introdução do 320neo na ponte aérea acho mais provável é dela dar fim nos 319 mesmo. 

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14 hours ago, deiv said:

Sinceramente, acho que pra latam o leasing dos A319 sai a troco de pinga. Um leasing do disputado A220 não deve sair nada barato em comparação ao baby bus. E com a introdução do 320neo na ponte aérea acho mais provável é dela dar fim nos 319 mesmo. 

Também acho mais provável que o A320neo domine a frota. Mas, com a introdução de novos concorrentes no mercado, quem sabe não seria interessante manter uma frota de aviões menores que o 320neo. E quando digo Latam, quero dizer todas as filiais. Dá para fazer uma encomenda grande e diluir os custos.

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A lista de pedidos firmes do A220 é impressionante. Será que o avião é bom mesmo ou o preço está muito convidativo?

A220 break-even pushed back to mid-2020s

By David Kaminski-Morrow13 February 2020

  • Airbus is pushing back the estimate for A220 programme break-even to the middle of the current decade, several years later than the 2020 timeline for which Bombardier had been aiming.

It has disclosed that it has taken a larger share, 75%, of the programme by picking up part of Bombardier’s stake in Airbus Canada Limited Partnership.

Speaking in Toulouse on 13 February, Airbus chief financial officer Dominik Asam said that achieving break-even required a “decent fill rate” at both final assembly lines, Mirabel and Mobile.

Airbus delivered 48 A220s last year but, at maximum output, the two plants should be capable of turning out 160-170 jets annually, says Asam.

He says Airbus foresees the break-even point occurring “in the middle of this decade”.

Bombardier had cautioned that the latest financial plan for Airbus Canada Limited Partnership called for additional investment to support production ramp-up – and would push back the break-even point.

Speaking during Bombardier’s own full-year results briefing, also on 13 February, chief executive Alain Bellemare said that the decision to divest the remaining interest in the partnership would mark Bombardier’s “final exit” from commercial aviation.

“It is a big deal,” he says, but says the A220 will “achieve its full potential” under Airbus’s control.

Selling the shareholding will generate nearly $600 million in proceeds but will also free Bombardier of previous commitments, amounting to some $700 million, to support the A220 programme.

Bellemare points out that in 2016 – when Bombardier had estimated a 2020 break-even for the then-CSeries programme – the company’s commercial aerospace activities had lost $400 million and was consuming over $1 billion in cash.

“Addressing this was critical to the turnaround,” he says, adding that the company has “successfully dealt with our underperforming assets”. Bombardier has recently sold businesses including its Q400 turboprop line and its CRJ regional jet production.

Combined with other divestments, Bellemare says, the A220 transaction will help generate over $1.6 billion in cash and eliminate $2 billion in liabilities and future commitments.

“We are incredibly proud of the many achievements and tremendous impact Bombardier had on the commercial aviation industry,” he adds.

“We are equally proud of the responsible way in which we have exited commercial aerospace, preserving jobs and reinforcing the aerospace cluster in Quebec and Canada.”

Airbus’s 75% share of the A220 programme will be complemented by the Quebec government’s 25% stake.

Source: www.flightglobal.com

 

 

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Bombardier abandonou completamente o projeto da aeronave A220

Postado por
 avianews.com
 -
14/02/2020
2
Airbus A220-300 no céu Airbus A220-300 no céu. Foto: Airbus

A Bombardier transferiu sua participação de 31% na Airbus Canadá, que produz o A220, Airbus e o governo de Quebec.

Assim, a empresa retirou-se de projetos para a produção de aviões comerciais de passageiros. Ela já havia vendido os programas Dash 8 Q400 e Canadair Regional Jet.

A participação da Airbus ao mesmo tempo aumentou 50,01% para 75%, o governo de Quebec de 19% para 25%. A Airbus também obteve o direito de resgatar a participação do governo de Quebec em 2026 - três anos após os prazos originalmente acordados.

Pelo abandono do programa A220, a Bombardier receberá US $ 591 milhões da Airbus, dos quais US $ 531 milhões já foram pagos após o fechamento do negócio, e os US $ 60 milhões restantes serão transferidos em 2020-2021. O acordo inclui a transferência de linhas de produção de componentes para o A220 e A330 em Saint Laurent, de propriedade da Bombardier, para a Stelia Aerospace, uma Airbus de propriedade total.

 

O fabricante europeu entrou no programa A220, anteriormente chamado de Série C da Bombardier, em 1 de julho de 2018, tornando-se o proprietário majoritário . O acordo ocorreu no contexto da imposição de taxas de proteção em novas aeronaves fabricadas no Canadá dos Estados Unidos, um dos principais mercados para o programa.

A Airbus enfatiza que, depois de ganhar o controle do projeto A220, o número de pedidos firmes de aeronaves aumentou 64% e chegou a 658 no final de janeiro de 2020.

Fonte: www.avianews.com

 

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