What is the A350XWB Target?

[smokejumper]

The Airbus 350XWB has an ambitious target to take on both the 777 and the 787. According to a news article in the Everett (WA) Herald, the main target is the 777. This would leave the lower-sized end of the market for Boeing and I feel, a big mistake. See the article at:

http://www.heraldnet.com/stories/07/02/ ... 350001.cfm

[CX]

I agree that point to point direct travel might be the way to go, and also the high frequency/small plane is considered better than low frequency/larger plane, but for example, ANZ used to use 763ERs to fly a certain route twice a day, (before they used 744s and 1 flight per day), but now they use 772ERs, which is surely larger than the 767.. Yes you might say they can add a third 772ER daily flight, but I'm sure there will be a point where it will be more economical and profitable to simply have a bigger plane instead of adding more and more flights.. So routes that uses A333-sized planes now, may move up to for example, A350-800 to meet growth. Dont' know, just a thought..

[Ruscoe]

I am amzes at the loyalty of the Airbus customers.

I also think that taking on the 777 with the 350 becomes more risky every day that the 350 is delayed, because Boeing will not stand still with a 777 upgrade or Y3.

Ruscoe

[achace]

It is a certainty that A350XWB design is taking place as we speak.

So called delays like Power 8 are administrative issues, and have no impact on design definition, which is what is happening now, just like it takes place with every manufacturer.

I seem to recall lots of heart searching at Boeing during the same period of the 787 gestation, although to be fair to Boeing, the production technique was fixed pretty well from the day it was announced.

Remember how the Dreamliner looked when it was announced?
Take a look at it now!

The orders started rolling in when they were using the original artists impressions(done by industrial designers, not aeronautical designers)

The real 787 impressions did not appear for a few months.

Cheers
Achace

[smokejumper]

It is a certainty that A350XWB design is taking place as we speak.

So called delays like Power 8 are administrative issues, and have no impact on design definition, which is what is happening now, just like it takes place with every manufacturer.

I seem to recall lots of heart searching at Boeing during the same period of the 787 gestation, although to be fair to Boeing, the production technique was fixed pretty well from the day it was announced.

Remember how the Dreamliner looked when it was announced?
Take a look at it now!

The orders started rolling in when they were using the original artists impressions(done by industrial designers, not aeronautical designers)

The real 787 impressions did not appear for a few months.

Cheers
Achace

Airbus (like Boeing in the mid-1990's) is laying off a large number of people. Are these production workers on current designs or does it include engineers and designers? I don't know, but Airbus is mentioning using contract personnel for some design work. If this is so, it might impact the A350XWB.

There is so much squabbling within the Airbus family that I am certain that it has to have an impact on all work. They can't even agree on a production/assembly site for the new airplane. I worked for a European company in the early-mid 1980's that was undergoing a similar reorganization. Most work slowed to a crawl as employees were not sure of the direction the company was going.

[smokejumper]

See der Spiegel article:

http://www.spiegel.de/international/0,1 ... 56,00.html

[RC20]

And the interesting aspect of this as well is, what happens to launch aid?

If GB looses its wings building, why would the UK even consider launch aid?

Power 8 also affect the financing of the A350.

Then there is the Russians and Gulf arabs juggling for position.

All those A330 postions being taken up by the give aways to compensate for the A380 delay (and then they go on sale when not needed anymore, further undermining the market).

Phew.

[smokejumper]

And the interesting aspect of this as well is, what happens to launch aid?

If GB looses its wings building, why would the UK even consider launch aid?

Power 8 also affect the financing of the A350.

Then there is the Russians and Gulf arabs juggling for position.

All those A330 postions being taken up by the give aways to compensate for the A380 delay (and then they go on sale when not needed anymore, further undermining the market).

Phew.

Airbus may find itself in the same postion as the US auto makers did a few years ago when they (virtually) gave away new automobiles to the auto rental companies (e.g., Hertz, Avis, etc.). They got a lot of very low profit sales which kept their production lines open. The next year, when the rental companies sold them to buy new cars, the auto makers were facing competition for sales from their best customers (rental companies) for the same buyers. Then they had to cut prices again to get sales to keep production lines going - it bcame a vicious circle.

Airbus could be facing competition from their customer airlines for sales of very young airplanes. This could be a downward spiral (Just like the US auto industry).

[fleabyte]

When Singapore and Quantas start taking all their 787's, the A330 secondary market will be brisk.

I think the A330 will do well, since Airbus is pumping the market with them, making them good second air carrier selections, and also freighter and tanker conversions in the future.

Airbus needs to do this otherwise, they will have tooo few widebodys in circulation, once the A300 and A310 start to exit fleets in lage numbers, since the A340 is now just winding down to a end of production.

[smokejumper]

A lot of money is made in aftermarket pasts and support, so pumping the market with a lot of A330's certainly makes sense.