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Aviation History
2002
2002 - 1115.PDF
AIR TRANSPORT PRODUCT STRATEGY PAUL LEWIS / SANTIAGO Airbus devebpment set to go down widebody route Manufacturer to concentrate on stretched, shrunk and extended-range versions of A380 A330 freighters would offer crew commonality with LanChile's A340s Airbus is planning to focus product development on further expans- sion of its widebody family rather than its narrowbody aircraft. The stretch A380-900 and shrink -700 versions of the baseline A380- 800 are to be given priority, while nearer term, the company pushes ahead with an A330-200F freighter and a -500 replacement for the A300-600. "I think that what we are going to look at, because of where the big dollars lie, are developments of the A380," says John Leahy, Airbus chief commercial officer. "The A380 is not one aircraft. It's a family, it comes with a stretch, the A380-900, and we have a shrink version, the A380-700. That follows the format of the development we had for the A320 family," he says. The A380-900 will build on the planned 10,400km (5,600nm) range, increased gross-weight A380-800F launched by FedEx Express. Compared to the A380- 800, which will accommodate 555 passengers in a three-class configu ration, the stretch will have an extra 100-seats. The A380-700 will be sized around 465-seats, position ing it between the -800 and the 400-seat Boeing 747-400. Leahy offers no timetable for the planned development of the stretch or shrink, which had been designated the A380-200 and -50, respectively. Both versions will follow in the wake of the A380-800 months. The airline operates a mix of Boeing 767-300s and -300Fs, but is looking at commonality benefits with its 25 A320 and seven A340- 300s in service or on order. The European company is also continuing to look at a further shrink of the A330, the launch of which has been stalled for years. "We're looking at the A330-200F and at something smaller than the A330-200 to replace the A300-600 and these projects are still on the drawing board," says Leahy. Airbus rules out a further stretch of the A321, previously called the A322, and says it will not make a decision on the future of its A320 narrowbody family until Boeing decides on a replacement for the Next Generation 737. "The A320, even with minor clean-up and upgraded engine, would probably be sufficient against a fly-by-wire 737 next generation," says Leahy. and -800F due to enter airline ser vice in early 2006 and 2008, respec tively. Extended range variants are also on the drawing board. Airbus continues to seek an A330- 200F launch customer and reveals that it has been discussing the freighter and existing passenger ver sion with LanChile for the last 18 INDUSTRIAL PARTICIPATION A380 goes Japanese Airbus has named the first tranche of Japanese subcontractors for the A380 ultra-large airliner, but is still finalising larger agreements with at least two of the country's "heavy" aerospace manufacturers. JAMCO will produce upper-deck floor carbon cross-beams, as well as stiffners and stringers for the fin centre box, at its Mitaka plant in Tokyo. The company already makes fin parts for all Airbus models except the A300. Toray and Toho Tenax will produce all of the intermediate carbonfibre filaments for various composite A380 parts. Sumitomo Metal Industries will supply titanium sheets for the A380 and other Airbus aircraft. "These agreements are just the first of a series, with more to come, as we are progressing our talks with other Japanese companies," says Airbus president and chief executive Noel Forgeard. Airbus is understood to be close to announcing the participation of two of Japan's three aerospace "heavies" - Fuji, Kawasaki or Mitsubishi. All three last year rejected the European manufacturer's offer of a risk- sharing stake in the A380 citing their partnerships on Boeing's 767 and 777 programmes. Airbus is working hard to increase its presence in Japan, where it has failed to make significant inroads into a market dominated by Boeing prod ucts. Japan Airlines is the world's largest 747 customer and has never ordered an Airbus product. Nine customers have announced 97 firm orders for the A380. First flight is scheduled for late-2004 and entry-into-service is due in early- 2006. The first Japanese parts will be delivered to the A380 production line early next year. TICKETING POLICY BA slashes London fares British Airways has reduced fares by up to 70% and increased ticket flexibility on all UK routes out of London in response to competition from low-cost operators. Returns from Gatwick and Heathrow to Edinburgh, Glas gow, Manchester and Newcastle start at £69 ($98), while fares between London and Aberdeen start from £79. The airline has ended restrictions on advance ticket purchases and Saturday night stays for domestic out bound London flights. Business passengers will be able to "mix and match" a cheap outbound flight with a flexible return, for example. BA is combining "pricing sim plicity" with a bid to boost online sales - factors that have helped no-frills carriers cut costs. But catering and bar services, and seat choice will be maintained. The move is "designed to return the airline to profitability", says BA, which posted a £187 million operating loss for the last quarter 2001. CHINA GETS WINGS Boeing 737-700/800S in China can have blended winglets fitted locally after manufacturer Avi ation Partners Boeing (APB) awarded Guangzhou Aircraft Maintenance Engineering its first concession for the mainland. Blended winglets will be sup plied by APB in kit form. RECOVERY PLAN US Airways' new chief executive David Siegel is considering seeking a federal loan guarantee for the carrier, which is losing $3 million a day. The firm has told the Air Line Pilots Association it expects to finish a business plan by month-end, including adding almost 250 regional jets, which will require scope-clause changes. The airline also plans to retire 97 large jets this year, at a charge of $148 million. www.tliqhtinternational.com FLIGHT INTERNATIONAL 9-15 APRIL 2002 7
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