Airbus stated Rolls-Royce’s plans to take engines from A380s in its assembly line will not disrupt production (Reuters, 16-Nov-2010). There were concerns the removal of the engines would mean Airbus would not be able to transfer the A380s from the assembly plant in Toulouse to the finishing facility in Germany. Qantas confirmed it will take eight new Trent 900 engines from two new A380s on the production line to replace faulty engines on its operational A380s (The Australian, 17-Nov-2010/The Australian Financial Review, 18-Nov-2010). Spokeswoman Olivia Wirth confirmed the carrier has replaced three engines and is now assessing all other A380 engines. The carrier may reportedly have to replace 10 engines in total. There are now concerns Qantas will not return its A380s to service until Dec-2010 at the earliest. Airbus CEO Tom Enders stated last week that the manufacturer could deliver a further six A380s by early 2011. The disruptions may not affect deliveries in 2011 (Financial Times Deutschland/Bloomberg, 17-Nov-2010).
Airbus states removal of engines from A380 assembly line will not hurt production
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The A380 is once again under media scrutiny, despite there being no major movement on the type. Comments from Air France and Qantas about not taking further A380s have long been assumed, and it has been apparent that Malaysia Airlines does not even have the need for its A380s. Singapore Airlines not renewing the lease on its first A380 is hardly surprising, and offers no definitive conclusion about the A380 or second-hand market; early A380s had different production and are not as efficient as later models. The lack of movement on the A380neo continues to irk the model's largest customer by far, Emirates, and may not make for a productive relationship as Emirates weighs an A350 or 787 order.
For most, the A380 continues to fly. How and where it flies is changing. Flights to and from the Middle East are becoming more common as Gulf airlines, and mostly Emirates, take delivery of A380s. A further shift to the Middle East is inevitable. In Japan there has been a near exodus of A380s; airlines dropping the type as they moved from Narita to Haneda, which cannot accommodate the A380 during the day, and Singapore Airlines down-gauging. Intra-Asia flying is decreasing – notable given the growth of A380s based in the region. Services by the A380 to Australia are growing, perhaps as it becomes an easy market for airlines to redeploy capacity amid European security concerns and trans-Pacific overcapacity.
Iran CAPA Aviation Summit – hope turns to frustration, but optimism remains as growth abounds
When CAPA – Centre for Aviation held its first conference in Iran at the end of Jan-2016 the atmosphere was primarily one of optimism. Immediately preceding the conference the expectation was that Iran and the West would move to rapidly reverse decades of estrangement. The first round of sanctions against Iran had come down – in line with the historic 2015 Joint Comprehensive Plan of Action (JCPOA) nuclear agreement reached between Iran and the ‘5+1’ powers – and major airlines and aircraft manufacturers were coming to the table.
While it was acknowledged that progress on major deals was not going to happen overnight, the hope was that as layers of sanctions came down, Iran would be embraced by the rest of the world. In return, Iran was expected to open itself up progressively to foreign trade and investment, and to travel.
The road ahead was perceived to be one that was both a very different, and far easier, one than the one Iran had already travelled. Aviation in particular was a sector that was expected to shine and lead the way for a new era for the country.