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GioFX
Nov 15, 2006, 12:38 AM
Ok, we got two specific threads but we lacked a wide-angle news thread about the Airbus world, so here it comes boys!

Let's start with this hot news:

FlightGlobal.com: http://www.flightglobal.com/Articles/2006/11/14/Navigation/177/210597/Easyjet+firms+up+52+Airbus+A319s%2c+takes+75+more+options.html


Easyjet firms up 52 Airbus A319s, takes 75 more options

UK budget carrier EasyJet has exercised options on 52 more Airbus A319 aircraft and taken options on a further 75 A320 family aircraft.

EasyJet initially ordered 120 A319s in December 2002, placing options on another 120 aircraft at the same time.

It firmed 20 of these options in December last year and today says it has exercised options on another 52 A319s, subject to shareholder approval. These aircraft are for delivery between 2008 and 2010. EasyJet’s A319 aircraft are powered by CFM International CFM56 engines.

The deal means 192 of the 240 aircraft covered by EasyJet’s original agreement with Airbus have been converted into firm orders, 88 of which have already been delivered.

EasyJet has also taken on options on 75 more A320 aircraft, taking its total options on A320 family aircraft to 123.

GioFX
Nov 15, 2006, 7:46 PM
Airbus chief salesman John Leahy has surgery, gives first interview since A380 crisis

http://www.flightglobal.com/Articles/2006/11/15/Navigation/177/210605/Airbus+chief+salesman+John+Leahy+has+surgery%2c+gives+first+interview+since+A380.html

Airbus’ chief salesman John Leahy has given his first interview since the emergence of the crisis in the A380 programme in June – telling the Seattle Times the launch of the A350-XWB, with a fully composite fuselage, is imminent and revealing that he has just had heart surgery.

Highlights of the wide-ranging interview with the Airbus chief operating officer – customers are:

- Imminent industrial launch of the A350-XWB with a carbonfibre-reinforced fuselage made from panels rather than a single piece like the Boeing 787.
Leahy, 56, had heart surgery two weeks ago and has been told to slow down.
- Concedes Boeing to outsell Airbus this year.
- Does not expect any further A380 order cancellations.
- Industrial launch of A330-200 freighter within months.

GioFX
Nov 15, 2006, 8:00 PM
From the Seattle Times interview with John Leahly:

http://seattletimes.nwsource.com/html/businesstechnology/2003431189_leahy15.html

http://seattletimes.nwsource.com/html/businesstechnology/2003431623_leahyweb15.html


A350-XWB

We're about to have an industrial launch, I trust, on the A350-XWB, which required a quick redesign.

He confirmed the so-called A350-XWB, which will compete against Boeing's 787 and 777 jets, will likely have a carbon fiber-reinforced plastic fuselage similar to the 787's. But there will be a crucial difference, said Leahy.

To make repairs easier, Airbus will construct the fuselage with plastic panels rather than the huge, single-piece tubular sections Boeing is using.

"We're talking in a range of 50 percent [composites] by weight, similar to what Boeing is doing [in the 787].

"I've got 100 orders already for the A350. So far, I'm not finding anybody who wants to cancel their order."


Airbus A332F

"I would think you will see the industrial launch of an A330-200 freighter in the next few months.

"I have a few delivery positions that I'm marketing at the end of 2009 and 2010.


A380

"We have a way forward. ... We leave a lot of these customers speechless when we try to explain what happened and why it happened. But after all the yelling and screaming, people say, it looks like you've finally got it under control.


A32X

"Boeing has much more of a need to look at single aisle than we do.

"In all my travels around the industry, I get questions about 'When I can get A320 delivery positions?', not 'When are you coming out with an updated version?'

"We got caught napping on the 787. Don't expect we're going to fall into that trap twice

"We're taking the production up to 34 a month [on the A320 narrow-body jet family]. We're looking at even going higher. No one's ever done that before.


And last... about Boeing:

"On the industrial side, Boeing has been doing something right.

"And they've clearly got a leg up on us on the 787. We didn't see it coming. We didn't know the level of technology that they had."

"I'm not in an order race with Boeing. Which is what you would say if you were several hundred orders behind.

"When all is said and done, I think you'll see Airbus sitting between 40 percent and 60 percent of the market for the next five or six years. The last five years, we were above 50 percent.

GioFX
Dec 11, 2006, 7:29 PM
FightGlobal.com:

UK government backs Airbus greener, cheaper wing initiative, becoming 50% investor in initial phase

The UK government has become the largest investor in a €50 million ($65 million) Airbus-led initiative to develop a more environmentally-friendly and more cost-effective wing.

The UK is providing £17 million ($32 million) toward the three-year initial phase of the Integrated Wing Aerospace Technology Validation Programme developing new wing shapes to be incorporated in new Airbus aircraft designs from 2020. Of the remaining half of funding coming from industry, Airbus is expecting to contribute about €10.5 million and other partners the rest.

The first phase of the project will last three years and see Airbus and its partners from UK academia and industry as well as research centres integrating promising technologies related to wings, wing systems, landing gear and fuel systems.

Following phase one, the partners intend to go on to build a large scale physical demonstrator. The project currently involves around 50 Airbus staff in the UK but this is set to rise to around 100 as the project advances.

http://www.flightglobal.com/Articles/2006/12/11/Navigation/177/211016/UK+government+backs+Airbus+greener%2c+cheaper+wing+initiative%2c+becoming+50+investor+in+initial.html

GioFX
Dec 11, 2006, 7:30 PM
FlightGlobal.com:

http://www.flightglobal.com/Articles/2006/12/11/Navigation/177/211002/Airbus+rethinks+move+to+axe+A300-600+Freighter+after+receiving+increasing+demands+for+cargo+variant.html

Airbus rethinks move to axe A300-600 Freighter after receiving increasing demands for cargo variant since March decision

By Max Kingsley-Jones

Manufacturer in talks with suppliers about relaunching production of all-cargo twinjet

Airbus could reverse its decision to cease production of the A300-600 Freighter, because of increasing demand for cargo capacity and continuing indecision over the launch of the A330-200F.

Airbus announced in March that it would close down the assembly line of the A300 - its original product - in mid-2007, but now confirms it has held preliminary talks with suppliers about reversing that plan. However, it insists no decision has been taken yet.

Airbus had said it would close the A300 assembly line in mid-2007



The closure plan came as the backlog (all for freighters) had fallen to fewer than 15 aircraft following UPS Airlines' decision to drop most of its outstanding orders in favour of a deal for 10 A380s.

But with the A300 backlog now at six aircraft and production running out at one unit a month, Airbus executive vice-president programmes Tom Williams says there have been "some people knocking on the door" for potential A300 orders, which has prompted Airbus to "hold talks with suppliers to see what would be required to relaunch production".

Speaking to Flight International in Paris at last week's A350 XWB launch briefing, Williams said: "If someone came along and said they'd order 50, then we'd put it back into production."

Other than the A380F, the A300-600F is the only new-build freighter in Airbus's product line-up, and although it has been intending to launch an all-freight version of the A330-200 to replace the A300, it is yet to firm up the plans.

Williams says that Airbus has "booked memorandums of understandings" with customers for the initial A330-200 positions it is offering at the end of 2009, and "has reserved a block of A330 production capacity" after that. But despite demand for the new freighter, Airbus has so far baulked at formally launching the A330-200F and taking firm orders for it.

Sources say this may be because the A330 passenger model's replacement - the A350 - will enter service several years later than planned when the A330-200F was first touted. The airframer wants to ensure it does not restrict supply of passenger A330s as it bridges the gap to the A350's introduction.

The Chemist
Dec 11, 2006, 7:35 PM
I think Airbus has turned a corner after a very tough 2006. The A380 is scheduled to be certified this week, and I think once it starts flying commercially, other big operators (BA, Cathay, Air China, maybe a Japanese airline, for example) will probably order some. BA especially won't want to see so many of its competitors flying into Heathrow with the 380 when they have none.

The A350 looks intriguing, and despite the fact that it's a few years behind the 787, that's a really big market sector and Airbus will be successful there if the 350 is as good a plane as it looks to be on paper. People need to remember that the 777 was launched a few years after the A340, and we all know who won that battle. I don't see why the 350 couldn't do the same thing.

GioFX
Dec 11, 2006, 7:44 PM
^ second that.

sammyk
Dec 11, 2006, 7:46 PM
The A350 could possibly do better than the 787 like the 777 did but what is the big advantage it has like the 777 did over the A340 (twin vs quad)?

GioFX
Jan 8, 2007, 11:23 PM
Flightglobal.com:

http://www.flightglobal.com/Articles/2007/01/08/Navigation/177/211459/AirAsia+orders+50+more+Airbus+A320s+and+options+for+another.html

AirAsia orders 50 more Airbus A320s and options for another 50

Malaysian budget carrier AirAsia has placed a firm order for 50 Airbus A320 family aircraft, and placed options on a further 50 aircraft.

Deliveries of the aircraft will take place from 2008 and run through to 2013.

AirAsia has yet to confirm an engine selection but the airline has previously selected CFM International CFM56 powerplants for its A320s.

During last July’s Farnborough Air Show, AirAsia firmed up 40 A320 options and took an additional 30 options on the type – adding to a previous firm order for 60.

AirAsia operates a mix of A320 and Boeing 737 aircraft.

bbeliko
Jan 11, 2007, 2:39 AM
Interjet of Mexico just converted an option for 10 A320 into orders.

GioFX
Jan 16, 2007, 12:17 AM
FlightGlobal.com:

http://www.flightglobal.com/Articles/2007/01/15/Navigation/177/211575/US+lessor+Intrepid+becomes+launch+customer+for+Airbus+A330+Freighter+with+LoI+for+20.html

US lessor Intrepid becomes launch customer for Airbus A330 Freighter with LoI for 20 A330-200Fs

US lessor Intrepid Aviation Group has signed a letter of intent with Airbus for the purchase of 20 A330-200 freighters.

Deliveries of the A330-200Fs are scheduled to begin in early 2010. It marks the first publicly announced commitment for the aircraft.

“When we shifted our focus a few years back to widebody freighters, we began to keep a close eye on Airbus,” says Intrepid Aviation chief executive Ron Anderson. “Throughout its history, Intrepid has maintained a focus on the world freighter market requirements and believes the A330-200F will address the significant needs of the industry in the decade beginning in 2010.”

Airbus, which has yet to formally launch the A330-200F, received authorisation to offer the A330 freighter last summer.
The aircraft will offer up to a 64t payload over 4,000nm (7,400km).

GioFX
Jan 16, 2007, 7:55 PM
Airbus Press Release:

India’s Flyington Freighters orders six Airbus A330-200 freighters

16 January 2007


Flyington Freighters Ltd, based in Hyderabad, India, have signed for six A330-200F aircraft, the newest freighter from Airbus and the newest member of the highly successful A330/A340 Family. Flyington Freighters Ltd is the first cargo airline to order the A330-200F, and the first aircraft will join the fleet in the second half of 2009.

"We are happy to be the first cargo airline to order the A330-200 Freighter. We ordered it because it offers us significant operational benefits and suits our business model. The aircraft offers economic advantages which make the A330-200F the best choice for us", said Mr. T Venkattram Reddy, Chairman, Flyington Freighters Ltd.

"India is one of the world's most important aviation markets right now and the development of locally based freight operations will play a big part in the growth of the region's cargo market. We are committed to a partnership with Flyington Freighters, now and in the future. The A330-200 freighter has more lift, more range and better flexibility than any other freighter in its class. We're delighted that Flyington Freighter Ltd is a launch customer", said John Leahy, Airbus Chief Operating Officer, Customers.

The A330-200F is the only mid-size, long-haul all-cargo aircraft capable of carrying 64 metric tons over 4,000 nautical miles / 7,400 kilometers in "range mode" configuration, or 69 metric tons up to 3,200 nm / 5,930 km in "payload mode." The A330-200F offers 30 percent more volume than any freighter in its class.

One of the many advantages of the A330-200F is that it is the first freighter to introduce a versatile main-deck cargo loading system, which can accommodate both pallets and containers, enabling operators to service each of these very different markets.

The A330-200F is a derivative of the very popular A330 Family aircraft with more than 60 operators worldwide. With a large number of aircraft in service it will enable a smooth introduction of the new all-cargo variant into existing A330 fleets. The A330-200F will also benefit from, as all the other Airbus aircraft in production, the now well recognised Airbus Fly-By-Wire technology enabling faster pilot transition to and from other Airbus aircraft, both passenger and freighter.

Airbus is an EADS Company.


http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_01_16_A330_200_Flyington.html

GioFX
Jan 16, 2007, 7:58 PM
(double post...)

The Chemist
Jan 16, 2007, 8:13 PM
Good news for Airbus. I wonder if FedEx will ever consider replacing their A300Fs, DC-10Fs and MD-11Fs with A330Fs.

GioFX
Jan 16, 2007, 10:06 PM
They will consider it for sure, along with the 767-300F.

GioFX
Jan 17, 2007, 7:19 PM
FlightGlobal.com:

Airbus share of civil airliner market slips to 43% as 2006 net orders number 790 aircraft, against 1,044 for Boeing

By David Kaminski-Morrow

European airframer Airbus has, as expected, failed to repeat its recent successes in its annual battle with Boeing having secured net orders for 790 aircraft in 2006, against 1,044 for its US rival – giving Airbus a market share of 43%.

Airbus declared its total at a press briefing in Paris today. The manufacturer gained gross orders for 824 aircraft. It is also claiming 434 deliveries with a combined value of €26 billion ($33.5 billion). Boeing delivered 398 aircraft.

The European firm struggled against Boeing during the first half of last year but made up ground in the second half, although this was largely due to strong Airbus A320-family sales.

Airbus has been relatively weak in the widebody market owing to the winding-down of A300 production, poor sales of the A340, and last year’s uncertainties over the A380 and A350 programmes.

Chief executive Louis Gallois, speaking at the Paris event, said: “Contrary to expectations 2006 was an outstanding year for the industry as a whole.”

He says that, despite being unable to market the A350 owing to its late industrial launch, Airbus has turned in an “excellent” performance.

Gallois adds that Airbus will be able to mount a stronger challenge against Boeing this year, stating: “It will be different in 2007.”

EADS has today issued a warning that Airbus would make a loss this year owing to one-off payments related to customer settlements, charges over the A380 project, and the company’s new ‘Power8’ efficiency scheme.



http://www.flightglobal.com/articles/2007/01/17/211578/airbus-share-of-civil-airliner-market-slips-to-43-as-2006-net-orders-number-790-aircraft-against.html

GioFX
Jan 17, 2007, 7:24 PM
FlightGlobal.com:

Analysis: Airbus figures show share of widebody orders rising six percentage points, despite backlog share falling

By Justin Wastnage
There is light at the end of the tunnel for Airbus, which earlier today conceded defeat to rival Boeing on total civil airliner orders for 2006, with analysis of its 2006 orders and deliveries showing the European airframer catching up with the US company on orders forlucrative widebody aircraft.

Net 2006 orders for the A300, A330 family, A340 family, A350 and A380 variants together stood at 137, down six units from last year's total of 143. This compares with 315 widebody units sold by Boeing of the 747-400, 747-8, 767, 777 and 787 types, down from 447 in 2005. This represents a share of 51% in 2006 for Airbus, down from 59% last year

Airbus's share of the high-value twin aisle airliner market has increased to 30% compared with Boeing's 70%. This is a rise from 24% in 2005, with 103 sales of A330 variants contributing. However, Airbus has seen its share of the backlog of the high value category decline five percentage points to 39% at the end of last year from 44% at 31 December 2005.

In backlog terms, Airbus has 567 widebodies at the end of 2006, up from 525 at the same time last year, while Boeing's backlog of aircraft on order yet to be delivered stood at 895 units at the end of 2006, compared with 671 at the end of 2005. This gives Boeing a 61% share of the total 1,462-aircraft widebody backlog.

Finally, Airbus delivered 95 widebodies last year, six more than the 89 in 2005, while Boeing delivered 91 units up from 63 last year, moving Boeing's share of deliveries from 41% in 2005 to 49% last year.

- - - - -

Rest of the article here:

http://www.flightglobal.com/articles/2007/01/17/211582/analysis-airbus-figures-show-share-of-widebody-orders-rising-six-percentage-points-despite.html

GioFX
Jan 17, 2007, 7:30 PM
Airbus Press Release:

Airbus A330-200 freighter receives industrial go-ahead

17 January 2007

Airbus was given the go-ahead from the Board of Directors of its parent company EADS for the industrial launch of its wide-body A330-200 Freighter aircraft, for which it has already received 26 commitments from two customers.

Following its commercial launch last summer, the decision for the industrial launch of the A330-200F is based on a strong market demand for over 400 freighters in the 60 plus tonne category over the next 20 years. The A330-200 freighter is the only mid-size, long-haul all-cargo aircraft capable of carrying 64 tonnes over 4,000nm / 7,400 km, or 69 tonnes up to 3,200nm / 5,930 km in payload mode configuration. Entry into service of the first A330 freighter is planned for the second half of 2009.

Airbus President and CEO, and co-CEO of EADS Louis Gallois welcomed the industrial launch of the A330 freighter: ”With the A330-200F, Airbus is well placed to satisfy a large percentage of the market demand by offering superior main- and lower-deck hold flexibility than the competition, while providing more range and 21 per cent more lift. Moreover, this freighter flies 20 per cent further and has a cost per tonne 13 per cent lower that its direct competitor. We are convinced it will be a best “seller”,“ he said.

In addition to the much needed replacement of older mid-size aircraft, the range of the A330-200F will offer airlines the opportunity to ramp-up services, in low frequency long-haul markets currently served with Boeing the 747F, develop new routes, and respond to market growth.

Flexibility has been further enhanced on the A330-200F with the introduction of a versatile main-deck cargo loading system, which can accommodate both pallets and containers, enabling operators to service each of these very different markets. This versatility offers several different arrangements on the main deck, taking up to 23 Side-by-Side (SBS) pallets, aimed at the high volume, high value commodities or Single Row (SR) loading of 16 pallets (96”x 96”x125” SR pallets) and/or nine AMA containers aimed at the general cargo higher density markets.

The A330-200F is a derivative of the very popular A330 Family operated by more than 60 operators worldwide. This will greatly facilitate the entry into service of the new all-cargo variant into existing A330 fleets. As for all other Airbus aircraft currently in production, the A330-200F will also benefit from full operational commonality unique to Airbus thanks to the now well recognised Airbus Fly-By-Wire technology which also enables faster pilot transitioning to and from other Airbus aircraft, both passenger and freighter.

GioFX
Jan 17, 2007, 7:37 PM
From Airbus.com (http://www.airbus.com/en/myairbus/headlinenews/index.jsp)

Giving birth to a new Airbus

17 January 2007

Referring to EADS's profit warning, Louis Gallois confirmed that Airbus would most probably deliver a negative EBIT for 2006. Nevertheless he said: "For Airbus, 2006 was the best year ever in terms of deliveries and the second best year in terms of sales." Airbus' net order intake for last year is of 790 aircraft and the company delivered a record number of 434 aircraft, leading to a turnover of around 26 billion euros.

Louis Gallois added: "Our backlog is the highest ever in the industry. We have 2,533 aircraft on firm order still to be delivered... making for about five years of production".

Airbus expects to deliver up to 450 aircraft in 2007 and is therefore planning a further ramp-up of production from 32 to 36 aircraft per month for single-aisles and from 8 to 9 for the A330/A340s.

However the turbulences experienced last year with the A380 programme and the launch of the new A350XWB are making it imperative for Airbus to change through the implementation of the Power 8 programme. "Power 8 is not only a cost-cutting programme. It calls for a complete integration and restructuring of the company and of its industrial set-up," Louis Gallois stated.

In addition to Power 8, he listed some of the challenges ahead of the company, first of all "to restore confidence with our customers and our suppliers by delivering on promises". Other challenges include the successful delivery of the first A380 to Singapore Airlines, the ramp-up of the single-aisle and long-range production lines, the A400M, the development of the A350XWB, and the environment. He also announced the industrial launch of the A330-200F, which has received its first commitments.

Confirming the commitment of the entire Airbus management to the success of Power 8 for which some 'quick wins' are already being implemented Fabrice Brégier stressed the lessons learnt from the experience of the A380 and the need for a total integration of Airbus in all its functions and operations. "We have to change the culture to make sure we work as a team. The management is totally dedicated to it," he said.

Playing one nationality against another was "a poison for Airbus" said Louis Gallois, who added: "We have an opportunity to change that now and we'll seize it."

Summing up, Louis Gallois underlined that the current challenges offer Airbus an opportunity to become stronger and stated his confidence in the "birth of a new Airbus, faster, more efficient and integrated, more global... In a nutshell a more competitive Airbus,... which will benefit all our stakeholders. We are fully determined to build this new Airbus," he concluded.

GioFX
Feb 9, 2007, 8:11 PM
There are strong rumors that Aeroflot reeched an agreement with Airbus for an order of 15 A330 and 22 A358...

artsdweller
Feb 9, 2007, 10:28 PM
February 01, 2007
2007: A Critical Year for Airbus
By Thomas Lifson
If Queen Elizabeth II were to describe the year 2006 for Airbus, she would surely call it an annus horribilis. To recover its momentum in the civil airliner business it will have to overcome many serious challenges in 2007. Customers, unions, governments, and its archrival Boeing all present pitfalls, and must be dealt with artfully for Airbus to regain its footing.

The year that was

The embarrassment of multiple delays in the scheduled delivery of its 380 super-jumbo jet was exacerbated by the serious financial consequences in terms of penalty payments and financial concessions to aggrieved airline customers. Suppliers have gone through the financial wringer, unable to deliver and get paid for components already booked, in-process or even manufactured. Instead of collecting cash upon delivery of A 380s, it is spending extra money in a feverish effort to move the metal.


Airbus' next generation aircraft in the midsize range, the A350 was a critical bungle. Boeing correctly judged that the midsize new technology segment of the market is where the growth lies. Boeing's new generation long range, medium-size, ultra-fuel efficient model, the B787 Dreamliner has had the best product introduction in Boeing's history, and is set for delivery in May 2008. The halfway measure A350, really an upgrade of the existing A330, was so badly received that it had to be pulled from the market.

The most critical market segment

Mid-size wide body aircraft are both popular and traditionally more profitable than narrow body craft, like the B737 and A320 series. Airbus has successful entries at this level, but they are aging. Airbus has promised its customers the A350XWB, an all-new craft made mostly out of composites. Airbus boasts a wider fuselage and promises lower costs than its competitor. But the larger the diameter of the fuselage, the trickier to manufacture. Originally Airbus planned to use a compromise structure, but just last week, Airbus announced it was abandoning its plan to use composite panels on an aluminum frame.

As a result, the aircraft's first entry into service has been pushed back to at least 2014. Composites are tricky to manufacture and there are undoubtedly experience curve effects enabling Boeing to lower its costs faster than Airbus, as it is off to a fast start with high volumes.

In effect, Airbus is conceding to Boeing an exclusive hold on the market for fuel efficient midsize craft for perhaps six years, probably the biggest segment of the market. While Boeing is dominating the most lucrative business segment, lowering costs at a certain rate with each doubling of volume, Airbus will be scrambling to fund the $15 billion development cost of the A350XWB. In 2014 Airbus will be at the top of its experience curve, and actual manufacturing costs will probably exceed what it receives in revenue. As accumulated production volume grows, costs will decline. With a mature product in the 787, Boeing may be in a position to play hardball on price, offer various improvements and derivatives, and will have locked in many potential customers to the family or aircraft. They will be difficult to persuade to jump ship to Airbus and incur excess training and other switchover costs.

On top of its technical and competitive difficulties, Airbus is located in the euro zone, with far too many expenses payable in valuable euros, while delivery prices for its products are denominated in dollars, which have substantially declined in value. Airbus' was able to hedge against currency fluctuations in the forward markets, but those hedges have largely expired, and the company is exposed to severe financial pressure due to its foreign exchange exposure. Euro-based costs are simply too high in much of Airbus' procurement and manufacturing actrivity.

While Boeing yesterday reported its profits doubled in 2006, beating Wall Street expectations, Airbus has acknowledged that it would report an operating loss for 2006, although the extent of the loss is not yet known.

During Airbus' horrible year, Boeing grabbed a decisive lead in new airplane orders, topping Airbus by a margin of 1044 to 780. Airbus did barely manage to beat Boeing in terms of deliveries of aircraft in 2006, in both numbers and total value, but that reflects orders received in previous years, and the margin was sharply down. With its order book behind Boeing for the past two years, future deliveries and revenues will fall behind Boeing.

Management turmoil was the final ingredient in the debacle that was 2006 for Airbus. The company hired and then fired a new chief executive, Christian Streiff. The man he replaced is under investigation for possible crimes related to insider trading. During his brief tenure, Streiff outlined the sort of cost saving measures that will be necessary to return Airbus to a profitable basis for operations, measures distinctly unpopular with unions and others who would bear the brunt of downsizing and outsourcing. His lack of diplomatic skill in persuading parties too accept the unpalatable was said to be a reason behind his departure.

Behind the Power 8-ball

It appears that successor to the era of Streiff, Louis Gallois, a French veteran of the state railways and other establishmentarian posts, continues to embrace most of the cost saving measures imagined by him. They and others presumably dreamed up more recently are now known as the "Power 8" plan. Perhaps Gallois' polish will help sell the plan to all its constituencies, but there is every reason to believe it will be a tough slog. The next few weeks will see the preliminary skirmishes breaking out.

At this stage it is impossible to know how effectively the Power 8 Program will be implemented. Unions in Germany and elsewhere may raise political hell, or they may not, aware that painful cuts are the price of viability.

Even if Airbus is able to cut costs, it will need a lot of financial resources to pay for the new program. The A320 narrow body program continues to prosper, with manufacturing being shifted around, including some to China. But narrow body jets are a not as profitable as wide bodies, and face competition from below, out of the commuter airliner industry, including a significant participant Embarer, in Brazil.

Airbus will play politics any way it can. On the one hand it may tell unions that brutal Anglo-Saxon market forces are at fault in its ruthless drive for efficiency, and urge following the advice of Milton Friedman. But it may be forced to seek funds from national or regional governments in Germany and elsewhere, so Airbus will face pressures to keep certain facilities open, no matter what the opportunities for creative destruction.

Airbus will also be forced to play politics in establishing a facility in Alabama, if it obtains a contract for supply of tankers to the United States Air Force, in a joint project with Northrop. This will be all the more awkward if jobs in the EU countries falter.

The world needs at least two major airliner manufacturers, so even Americans have a stake in then continued viability of Airbus. It is doubtful that France and Germany in particular will allow it to fail. But such indulgence may encourage foolish moves. And a well-funded foolish competitor is considered dangerous for others in the market.

Boeing may look to be in the far stronger position for now. But history can be fickle when it comes to the fast-changing aviation world. It is worth keeping in mind that for a couple of decades Douglas Aircraft was the mightiest name in airliner production. Like Fokker, Lockheed, and many other storied names, Douglas has vanished from the airliner marketplace. It could happen to any private company.:banana:

GioFX
Feb 9, 2007, 11:35 PM
cross posting is not allowed.

The Chemist
Feb 10, 2007, 7:24 AM
February 01, 2007
2007: A Critical Year for Airbus
By Thomas Lifson
If Queen Elizabeth II were to describe the year 2006 for Airbus, she would surely call it an annus horribilis. To recover its momentum in the civil airliner business it will have to overcome many serious challenges in 2007. Customers, unions, governments, and its archrival Boeing all present pitfalls, and must be dealt with artfully for Airbus to regain its footing.

The year that was

The embarrassment of multiple delays in the scheduled delivery of its 380 super-jumbo jet was exacerbated by the serious financial consequences in terms of penalty payments and financial concessions to aggrieved airline customers. Suppliers have gone through the financial wringer, unable to deliver and get paid for components already booked, in-process or even manufactured. Instead of collecting cash upon delivery of A 380s, it is spending extra money in a feverish effort to move the metal.


Airbus' next generation aircraft in the midsize range, the A350 was a critical bungle. Boeing correctly judged that the midsize new technology segment of the market is where the growth lies. Boeing's new generation long range, medium-size, ultra-fuel efficient model, the B787 Dreamliner has had the best product introduction in Boeing's history, and is set for delivery in May 2008. The halfway measure A350, really an upgrade of the existing A330, was so badly received that it had to be pulled from the market.

The most critical market segment

Mid-size wide body aircraft are both popular and traditionally more profitable than narrow body craft, like the B737 and A320 series. Airbus has successful entries at this level, but they are aging. Airbus has promised its customers the A350XWB, an all-new craft made mostly out of composites. Airbus boasts a wider fuselage and promises lower costs than its competitor. But the larger the diameter of the fuselage, the trickier to manufacture. Originally Airbus planned to use a compromise structure, but just last week, Airbus announced it was abandoning its plan to use composite panels on an aluminum frame.

As a result, the aircraft's first entry into service has been pushed back to at least 2014. Composites are tricky to manufacture and there are undoubtedly experience curve effects enabling Boeing to lower its costs faster than Airbus, as it is off to a fast start with high volumes.

In effect, Airbus is conceding to Boeing an exclusive hold on the market for fuel efficient midsize craft for perhaps six years, probably the biggest segment of the market. While Boeing is dominating the most lucrative business segment, lowering costs at a certain rate with each doubling of volume, Airbus will be scrambling to fund the $15 billion development cost of the A350XWB. In 2014 Airbus will be at the top of its experience curve, and actual manufacturing costs will probably exceed what it receives in revenue. As accumulated production volume grows, costs will decline. With a mature product in the 787, Boeing may be in a position to play hardball on price, offer various improvements and derivatives, and will have locked in many potential customers to the family or aircraft. They will be difficult to persuade to jump ship to Airbus and incur excess training and other switchover costs.

On top of its technical and competitive difficulties, Airbus is located in the euro zone, with far too many expenses payable in valuable euros, while delivery prices for its products are denominated in dollars, which have substantially declined in value. Airbus' was able to hedge against currency fluctuations in the forward markets, but those hedges have largely expired, and the company is exposed to severe financial pressure due to its foreign exchange exposure. Euro-based costs are simply too high in much of Airbus' procurement and manufacturing actrivity.

While Boeing yesterday reported its profits doubled in 2006, beating Wall Street expectations, Airbus has acknowledged that it would report an operating loss for 2006, although the extent of the loss is not yet known.

During Airbus' horrible year, Boeing grabbed a decisive lead in new airplane orders, topping Airbus by a margin of 1044 to 780. Airbus did barely manage to beat Boeing in terms of deliveries of aircraft in 2006, in both numbers and total value, but that reflects orders received in previous years, and the margin was sharply down. With its order book behind Boeing for the past two years, future deliveries and revenues will fall behind Boeing.

Management turmoil was the final ingredient in the debacle that was 2006 for Airbus. The company hired and then fired a new chief executive, Christian Streiff. The man he replaced is under investigation for possible crimes related to insider trading. During his brief tenure, Streiff outlined the sort of cost saving measures that will be necessary to return Airbus to a profitable basis for operations, measures distinctly unpopular with unions and others who would bear the brunt of downsizing and outsourcing. His lack of diplomatic skill in persuading parties too accept the unpalatable was said to be a reason behind his departure.

Behind the Power 8-ball

It appears that successor to the era of Streiff, Louis Gallois, a French veteran of the state railways and other establishmentarian posts, continues to embrace most of the cost saving measures imagined by him. They and others presumably dreamed up more recently are now known as the "Power 8" plan. Perhaps Gallois' polish will help sell the plan to all its constituencies, but there is every reason to believe it will be a tough slog. The next few weeks will see the preliminary skirmishes breaking out.

At this stage it is impossible to know how effectively the Power 8 Program will be implemented. Unions in Germany and elsewhere may raise political hell, or they may not, aware that painful cuts are the price of viability.

Even if Airbus is able to cut costs, it will need a lot of financial resources to pay for the new program. The A320 narrow body program continues to prosper, with manufacturing being shifted around, including some to China. But narrow body jets are a not as profitable as wide bodies, and face competition from below, out of the commuter airliner industry, including a significant participant Embarer, in Brazil.

Airbus will play politics any way it can. On the one hand it may tell unions that brutal Anglo-Saxon market forces are at fault in its ruthless drive for efficiency, and urge following the advice of Milton Friedman. But it may be forced to seek funds from national or regional governments in Germany and elsewhere, so Airbus will face pressures to keep certain facilities open, no matter what the opportunities for creative destruction.

Airbus will also be forced to play politics in establishing a facility in Alabama, if it obtains a contract for supply of tankers to the United States Air Force, in a joint project with Northrop. This will be all the more awkward if jobs in the EU countries falter.

The world needs at least two major airliner manufacturers, so even Americans have a stake in then continued viability of Airbus. It is doubtful that France and Germany in particular will allow it to fail. But such indulgence may encourage foolish moves. And a well-funded foolish competitor is considered dangerous for others in the market.

Boeing may look to be in the far stronger position for now. But history can be fickle when it comes to the fast-changing aviation world. It is worth keeping in mind that for a couple of decades Douglas Aircraft was the mightiest name in airliner production. Like Fokker, Lockheed, and many other storied names, Douglas has vanished from the airliner marketplace. It could happen to any private company.:banana:

Do you work for Boeing, or do you just have a hard on for them? :rolleyes:

GioFX
Feb 28, 2007, 8:30 PM
Airbus confirms 10,000 job cuts in Power8 cost-cutting plan

source: Flightglobal.com

By Graham Dunn

Airbus has this afternoon detailed its plans to shed 10,000 positions over the next four years, part of a string of restructuring measures included in its Power8 cost cutting programme.

Announcing the programme this afternoon in Toulouse, after this morning briefing unions, Airbus chief executive Louis Gallois said the cuts would be shared across the Airbus partner countries. Specifically it will see 3,700 positions cut at Airbus in Germany, 3,200 in France, 1,600 in the UK, 400 in Spain and 1,100 from the Toulouse-based Airbus Central Entity unit.

The widespread restructuring plan also set out the share of future final assembly lines between Toulouse and Hamburg. Toulouse will be the sole site for final assembly of the new A350XWB programme, while in Hamburg Airbus will immediately establish a third Airbus A320 final assembly line. The German site will also perform final assembly of the new single-aisle family when launched.

Cabin installations remain in Hamburg and A380 deliveries will be performed both from Hamburg and Toulouse.

The restructuring efforts are aimed at delivering EBIT contributions of €2.1 billion ($2.8 billion) from 2010 onwards and additional €5 billion of cumulative cash flow from 2007 to 2010. Airbus will make a provision of €680 million in the first quarter of 2007 to cover the reduced overhead costs, particularly relating to the job cuts.


http://www.flightglobal.com/articles/2007/02/28/212374/airbus-confirms-10000-job-cuts-in-power8-cost-cutting.html

GioFX
Feb 28, 2007, 8:46 PM
Airbus Press Release:

http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_02_28_Power8_Press_Conference_EN.html


Power8 prepares way for "New Airbus"

28 February 2007

Following the unanimous approval by the EADS Board of Directors on Monday, Airbus today presented the details of its Power8 restructuring plan to the Airbus European Works Council and announced the creation of a new industrial and operating structure for the Company.

Power8 will enable Airbus to face the very substantial challenge of the US dollar weakness, increased competitive pressure, the financial burden related to the A380 delays as well as meet its other future investment needs. Power8 provides for strong cost-cutting measures, aims at transforming the Airbus business model and the development of a global network of partners. It will allow Airbus to devote its resources to core activities and eliminate inefficiencies within its current structure. The programme aims at the full industrial integration of Airbus by establishing a new industrial organization with transnational Centres of Excellence replacing the existing national structures. This transformation will happen progressively over several years and includes the further extension of Airbus' global footprint.

As part of Power8, the Airbus management will implement strong cost reduction and cash generating efforts leading to EBIT contributions of € 2.1 billion from 2010 onwards and additional € 5 billion of cumulative cash flow from 2007 to 2010. A large part of the cost savings will be achieved through reducing the total Airbus overhead workforce (including temporary and on-site supplier workforce) by 10,000. The envisaged measures to reduce overhead costs, and specifically headcount, require a provision of € 680 million to be taken in the first quarter of 2007. Airbus has put in place a robust tracking system with tangible matrix regarding cost and cash impact up to their materialization in the financial statements.

Airbus has the full support of all EADS core shareholders for Power8. The EADS and Airbus management has reviewed the programme thoroughly and is convinced that the envisaged measures will deliver on its economic promises. "The core objective of the programme is to make Airbus more efficient and competitive, so as to produce the most advanced and profitable products, and to serve its customers better in the future", the CEOs of EADS Tom Enders and Louis Gallois said.

"We have had an excellent sales and delivery performance in 2006. But our long-term future is at stake if we don't act now," Mr Gallois, who is also Airbus President and CEO, said. "We fully appreciate that this transformation must be undertaken jointly and in close consultation with our social partners". Airbus will report a negative EBIT in 2006 and, following the A380 delays, faces significant cash needs and deteriorating profits in the future, together with large investments needed for current and future programmes, in particular the A350 XWB. More fundamentally, the Dollar weakness alone has led to a 20 percent loss of competitiveness in only six years versus Airbus' competition. "We cannot continue to produce at our current Euro costs and sell at Boeing’s dollar prices," he said.

"Without establishing Power8 quickly, profitability will drift significantly short of industry standards and of reasonable expectations. This is an unsustainable and unacceptable situation. Power8 is designed to reduce that gap," said EADS and Airbus CFO Hans Peter Ring.

Power8 envisages the following measures:

Lighter and cost efficient management

The objective of a lighter and cost efficient management will be addressed by several Power8 programme modules and in particular by the Reduction of Airbus Overhead costs module.

Reduction of Airbus Overhead Costs: The Airbus management proposes a progressive headcount reduction of 10,000 overhead positions over four years - thereof in Airbus Deutschland around 3,700 in Airbus France around 3,200, in Airbus UK around 1,600, in Airbus CE around 1,100 and in Airbus España around 400.

5,000 of these positions are temporary or on-site subcontractors, where reductions will begin immediately. The other 5,000 overhead positions affected will be direct Airbus employees. Priority is given to achieve reductions through negotiated voluntary severance processes and schemes in each country concerned. The respective national processes, including negotiations in each country of voluntary severance schemes, will be launched immediately. Airbus' total workforce consists of 57,000 direct employees plus 30,000 subcontractors.

At this stage, the Airbus management proposes no forced redundancies. Should these schemes not generate the expected level of reductions within the next 12 to 18 months, other measures will have to be considered to fully achieve the cost saving targets.

"We will manage the social impact of these measures properly and in close dialogue with our employee representatives," Mr. Gallois stressed. "The burden will be spread in a fair and equitable manner across Airbus. The balance of the Airbus founding nations will be preserved."

Airbus will launch a strong training initiative, to identify the skills required by the "New Airbus" and to deliver the relevant training programmes.

Other substantial cost cutting and strict budget control measures are already underway. They include a temporary hiring freeze, an executive salary freeze for 2007, as well as significant cuts in general expenses. As part of the overall cost cutting, Airbus and EADS will work together to implement the strategy of shared services and sourcing.

Further Power8 modules aimed at streamlining Airbus' processes and supporting the transition to the "New Airbus" are:

Develop Faster: This module aims at the reduction of cycle time of new aircraft development from 7.5 to 6 years, while establishing robust development processes with risk-sharing partners to secure these cycle time reductions, as well as the required aircraft maturity at entry into service. It also aims at improving the productivity of the company's engineering activities by 15 per cent.

Lean Manufacturing: It is meant to further integrate manufacturing and associated engineering, and ensure the deployment of consistent lean production principles across all plants. A productivity increase by 16 per cent is targeted by 2010.

Smart Buying: This module aims at the reduction of the Airbus supply cost base. It will also contribute to the reshaping and consolidation of our supply base, and the building of a network of strong Risk Sharing Partners to Tier 1 suppliers, while streamlining the logistics organization (from 80 to 8 logistic centres).

Maximise Cash: This module targets the reduction of financial working capital and the tight control of cash in all operations.

The Customer First Module will ensure the interests of customers to always come first. "Delivering and even improving on our commitments, serving our customers even better, with even higher levels of services, more reliability and reactivity, and further improved quality is our prime objective in all this", explains Mr Gallois.

Focus on core business

In the future, Airbus will focus on "core business" activities that are critical for the integrity and safety of the aircraft, or vital for technological and commercial differentiation, for the operability and reliability of the aircraft and its maturity at entry into service. These activities include overall aircraft and cabin architecture, systems integration, as well as the design, assembly, installation, equipping, customization and testing of major and complex components or manufacturing of new technology parts.

"This shift is essential for Airbus' future. Many industries face similar challenges, but we have to establish our own way with specific solutions. We must retain the competencies that are essential to design, develop, produce, deliver and support the best and most efficient products for our customers," Mr. Gallois said. "If we move carefully, pragmatically and quickly, we will leverage our position as a leading global player in the civil airliner market."

This "core" activity focus will be implemented in the "make or buy" strategy adopted for the A350 XWB. About 50 per cent of aerostructure work will be outsourced to risk-sharing partners (€ 1.8 billion non recurring costs and € 600 million associated CAPEX). This is proportionally about twice as much as in earlier programmes.

The workshare responsibility for the development of the A350 XWB will be split equitably among the founding nations with about 35 percent for Germany and France, 20 per cent for the UK and 10 per cent for Spain.

Long-term global partnership network

Airbus will restructure its industrial set up and establish in the coming years a long-term oriented network with strong partners. This will allow Airbus to share development costs as well as engineering resources.

"We will turn Airbus into an extended enterprise. The A350 XWB will draw on this new business model, as we assign large work packages to Tier 1 suppliers in return for a better distribution of future investment, risks and opportunities, with a consolidated supply base," Mr. Gallois said.

Airbus is considering industrial partnerships at its plants in Filton, Meaulte and Nordenham, in order to facilitate their development from metallic to composite design and manufacturing technology. The company has already received unsolicited proposals by potential industrial partners ready to invest in these sites and to possibly take partially or fully the control of them in the framework of the extended enterprise concept.

Airbus is determined to pragmatically attain the optimum scope of industrial activities and to optimize resource allocation and enhance capital efficiency. "This is the right time to consider such a partnership approach," Mr. Gallois said. "Our order book translates into more than five years of production, and customer demand continues to be very high for our aircraft. We are ramping up our production everywhere and have just launched the A350 XWB. We are ready to share attractive business opportunities with strong partners."

The sites in Laupheim, St. Nazaire-Ville and Varel will continue to perform long-term substantial workloads on the current Airbus aircraft programmes, such as the A380, the A320, the A330/A340 families, and the A400M. Airbus is committed to seeking viable future opportunities for these sites, this includes options to sell sites to key suppliers, management buy out or combination with nearby sites. This will of course be done in close consultation with the social partners.

"We will prepare the future of each and every one of our sites in the overall interest of Airbus, to strengthen industrial partners and suppliers, and to ensure long-term local business and employment continuity," said Mr. Gallois.

Streamline the final assembly lines

A number of measures are also being implemented to further increase the efficiency of the final assembly lines (FALs).

The A350 XWB will be assembled and receive its interior furnishing in Toulouse, in the same facilities as the current A330/A340, enabling a capacity enhancement of this FAL.

A third A320 Family FAL will be set up in Hamburg immediately to cope with the steep production ramp-up currently under way. This FAL will be established in already existing facilities and will have full type flexibility when demand for A320s exceeds rate 14 per month. The A320 will continue to be assembled in Toulouse up to rate 14. Hamburg will also perform final assembly of the future New Single Aisle family.

Furthermore, in order to allow parts to be fitted in the most logical place to optimize the overall cycle time, some upstream preparatory A320 and A380 cabin installation work will be transferred from Hamburg to Toulouse. Cabin installation will remain in Hamburg. A380 deliveries will still be made from both Hamburg and Toulouse.

Fully integrated and transnational organisation

Airbus will introduce a fully integrated and transnational organisation to support the implementation of Power8 and the establishment of the new business model.

This new organisation will enable cost savings and strengthen leadership through clearer accountability, faster decision-making and simpler interfaces.

"Integration means strengthening the accountability of those responsible. It is not an invitation for centralisation or doing everything in-house. On the contrary, we demand an empowerment of those in charge," Mr. Gallois explained.

The new industrial organisation will force process streamlining through the establishment of four truly transnational "centres of excellence" led by the Head of Operations: Fuselage & Cabin, Wing & Pylon, Rear, and Aerostructure, the latter being in charge of fuselage subassembly and interior furnishing activities. This will replace the current organization of eight nationally structured centres of excellence.

Further organisational changes include completing the integration of support functions such as Finance and HR as well as reinforcing the authority of core functions such as Engineering, Procurement and Programmes.

The national entity leaders will assume a strong representative role, acting as Airbus ambassadors. They will be accountable for all aspects connected to national regulations (legal, social etc.) but will not have any operational responsibility. They will report to the Airbus CEO office and act on its behalf.

Sharing services with EADS corporate functions where clear benefits arise, will be another lever to improve the efficiency of the support processes, optimize resources and reduce overhead costs.

Concluding his comments, Louis Gallois said: "None of these changes will be easy, but they are essential to securing the future of Airbus as a world-leading aircraft manufacturer for the long-term, and a business of which all its stakeholders can be rightly proud."

Airbus operates in a growth market of 22,000 new aircraft in the next 20 years. The order backlog represents about five years of future production, and the company continues to deliver record levels of aircraft.

Airbus is an EADS company.

munkyman
Feb 28, 2007, 9:03 PM
It's great to see that airbus has turned the corner on this Power8 issue - hopefully it works as advertised and gets them back on track. It is vital to the aviation industry that both Boeing and Airbus remain healthy, and it's very important that Airbus produce the A350 and its other planes to not only keep Boeing on its feet but also to keep the market competitive.

WonderlandPark
Feb 28, 2007, 9:11 PM
^^ Shows who really wears the pants at Airbus: France

GioFX
Jun 20, 2007, 7:29 PM
FlightGlobal.com:

http://www.flightglobal.com/articles/2007/06/19/214879/paris-2007-airbus-forgets-its-woes-with-order-bonanza.html

PARIS 2007: Airbus forgets its woes with order bonanza

By Mike Martin

Airbus put its problems to one side yesterday as it announced a staggering $45.7 billion worth of deals with eight different customers.In one day, the firm shattered its previous best total for an entire air show, signing paper for 339 aircraft (219 in firm deals and 120 based on MOUs).

With more announcements planned, some observers see Airbus possibly breaking the 400 aircraft barrier for deals unveiled at an air show during the coming week. Its previous best air show sales total was 280 aircraft at Paris two years ago.

John Leahy, Airbus chief operating officer customers, says: “It’s not been a bad start for a show, considering the bad publicity we have had lately. I don’t think this volume of orders has ever happened on one day before. It says we are back on track.”

In a day of wall-to-wall press conferences, a flood of orders and commitments were revealed. They included 13 new A380 superjumbos for three airlines: Emirates (eight), Qatar Airways (three) and Air France (two). The formal signing of the massive $16bn order by Qatar Airways for 80 A350 XWB aircraft also took place. An $8 billion order came from US Airways for 92 aircraft, including 22 A350XWBs and a mix of A320s and A330-200s.

Emirates – which now has a total of 55 A380s on order – said it was getting its follow-on order in quickly as it believes that once the aircraft enters service later this year it will prompt a rush of orders.


The $45.7billion order

“We saw a need for the additional eight, plus the four we ordered recently, because that is the number we know we need,” says Tim Clark, president of Emirates Airline. “We believe that as the aircraft comes to market and into service the orders will come in so we wanted to get our order in now.”

The letter of intent for the additional eight aircraft, valued at about $2 billion, was signed by HH Sheikh Ahmed Bin Saeed Al Maktoum, chairman of Emirates Group, and Louis Gallois, Airbus president and chief executive. Asked about Emirates’ progress on the evaluation of the Airbus A350 XWB and its rival, the Boeing 787, Sheikh Ahmed said: “We will take a decision in the next few months.”

Fellow Arabian Gulf airline Qatar Airways has firmly made up its mind over the merits of the A350 XWB, formally signing the $16bn order for 80 of the aircraft (20 A350-800s, 40 A350-900s and 20 A350-1000s). The airline is the launch customer for the -1000 variant. Deliveries are set to begin in August 2013 and will progressively replace the airline’s Airbus A330s.


First revealed

While the A350XWB order had been first revealed just prior to Paris, the $750 million order for three additional A380s came as a surprise. Asked if Qatar Airways was concerned about the reliability of deliveries of the A350 XWB in light of the major delivery problems surrounding the A380, chief executive Akbar Al Baker says he is confident of Airbus’ ability to deliver. “I think six years from now is enough time for them to develop and define this aircraft.”

US Airways waded in with a major order for 92 aircraft worth $8bn. It will include 22 A350 XWBs, a mix of -800s and -900s; 60 A320s and 10 A330-200s. With first delivery in 2014, US Airways becomes the launch customer for the type in North America. It has chosen Rolls-Royce engines to power its A350s.

The A330-200 aircraft will be used as an interim solution for US Airways pending the arrival of the A350s. The operator also has the option to switch the order to the A330-300 or the longer-range A340s.
Next up was Kuwait and Dubai-based Jazeera Airways with a $2.4bn order for 30 A320 single-aisle aircraft. The aircraft will be added to the airline’s existing fleet of five A320s, with another five due for delivery. “We have very ambitious growth plans at Jazeera Airways and Airbus has been a good partner for us all the way,” says Marwan Boodai, chairman and chief executive, Jazeera Airways. “We started operating in October 2005 with our first A320 aircraft and now we operate five.”

GE Commercial Aviation Services (GECAS) also signed a firm contract with Airbus for 60 additional A320 Family aircraft, worth an estimated $4.8bn.
ALAFCO, the Kuwait-based international aviation lease and finance company, signed a firm contract for 12 A350 XWBs. In addition, ALAFCO also ordered seven A320s.

Airbus crowned an extraordinary day with news of a $1.8bn order for 25 A320 aircraft from Russian domestic carrier S7 Airlines, formerly known as Sibir).
Late yesterday, news emerged that Air France has signed anMOU for two new A380s and 18 A320-family aircraft, worth an estimated $1.85bn. Also yesterday, Tunisian carrier Nouvelair signed a $140m contract for two A320s.

GioFX
Jun 22, 2007, 10:38 PM
just from A.net:


Airbus Le Bourget Paris Air Show 2007 Orders

(F) = firm order, (M) = MOU or LOI

Monday 18th
Qatar (F) - 80 x A350, 3 x A380
Emirates (M) - 8 x A380
Jazeera (F) - 30 x A320
US Airways (M) - 60 x A32x, 10 x A332*, 22 x A350**
Nouvelair (F) - 2 x A320
GECAS (F) - 60 x A320
ALAFCO (F) - 7 x A320, 12 x A350***
Air France (M) - 18 x A320, 2 x A380
S7 (F) - 25 x A320

Tuesday 19th
Intrepid (F) - 20 x A332F
Fly Asian Express (F) - 15 x A333
Thai (F) - 8 x A333

Wednesday 20th
Etihad (F) - 5 x A332, 3 x A332F, 4 x A346
Aeroflot (F) - 5 x A321, 22 x A350
Kingfisher (M) - 20 x A320, 10 x A332, 5 x A345, 20 x A350+
Afriqiyah (F, M) - 5 x A320, 6 x A350
Aircastle (F) - 15 x A332F
Libyan Airlines (M) - 7 x A320, 4 x A330, 4 x A350
CIT (F) - 25 x A320, 7 x A350++
Ural Airlines (M) - 5 x A320
MNG (F) - 2 x A332F
Flyington Freighters (F) - 6 x A332F

Thursday 21st
Avianca (F) - 14 x A320, 5 x A330
Hong Kong Airlines (M) - 1 x ACJ, 30 x A320, 20 x A330
BAA Jet Management (M) - 1 x ACJ
Mandala Airlines (F) - 25 x A320
Tiger Airways (M) - 30 x A320

Friday 22nd
Singapore (F) - 20 x A350
National Air Service (M) - 20 x A320

Summary by type:
A32x - 390
A330 (including F) - 123
A340 - 9
A350 - 193
A380 - 13

Total is 728 (42 of which are A350 to XWB "conversions").

So, at the end of three days, Airbus has, 686 new orders and commitments, of which 296 are for widebodies. Of those orders, as indicated above, 425 are firm and 303 are commitments.

The only oustanding issue is whether the US order for 10 A330s is in fact new or a re-commitment of an old one.

* has option to convert to A333 or A340
** includes 20 conversions of existing A350 order to XWB
*** includes 12 conversions of existing A350 order to XWB
+ includes 5 conversions of existing A350 order to XWB
++ includes 5 conversions of existing A350 order to XWB