Dubai Airshow 2011 News

[alberttky 0]

Qatar Airways CEO Akbar Al Baker stated the carrier is still evaluating its fleet requirements for smaller aircraft, but will make an announcement on the A320neo at Dubai Airshow in Nov-2011, according to an Arabian Business report. Also expected is an announcement for a top-up order of A380s.

 

Meanwhile, Qatar Airways and Boeing announced (30-Sep-2011) the delivery of the airline's 100th aircraft, a B777-200LR. The Doha-based airline now operates 27 B777s of various types, including 16 B777-300ERs, two 777Fs and nine B777-200LRs.

 

http://www.centreforaviation.com/news/qatar-airways-to-make-a320neo-announcement-at-dubai-airshow-122448

[Cire 0]

WOW... 100th.B777 aircraft...!

 

Impressive. Qatar Airs Cargo division is set to expand as well.

[flee 5]

Sorry, it is not 100 B777 aircraft, but 100th aircraft in QR's fleet.

[alberttky 0]

Emirates has ordered an additional 50 Boeing 777-300ERs valued at $18 billion, the largest commercial aircraft order in the airframer's history.

 

The Dubai-based carrier is already the largest 777 operator with a fleet of 94 aircraft. It had another 41 on order before the latest announcement, which also includes options for another 20 aircraft.

 

"The 777's reliability, performance and operating economics have firmly established it as the backbone of our fleet," said Sheikh Ahmed bin Saeed Al Maktoum, chairman and CEO of Emirates.

 

"We have an ambitious and strategic plan to continue growing our international network and especially increasing our long-haul non-stop routes. This order supports our fleet expansion and reiterates our commitment to operating a modern fleet for the benefit of our passengers and to ensure operational efficiency as well."

 

http://www.flightglobal.com/news/articles/dubai-emirates-orders-another-50-777-300ers-364744/

[Mark Teh 0]

Meanwhile in Malaysia, MH can barely keep up with 17 Boeing 772ERs.

 

Congratulations Emirates anyway, I will be flying one of them soon, hopefully!

[filipeseda 0]

I suppose EK is in a better position geographically and DXB is superbly ideal as a global hub.

[flee 5]

Aircraft fleet to almost treble in the next 20 years

 

14 November 2011

 

According to Airbus’ latest Global Market forecast (GMF) carriers in the Middle East will require 1,921 new passenger and freighter aircraft (above 100 seats) between 2011 and 2030 valued at US$347.4 billion. Of these, 1,882 are passenger aircraft (US$336.3 billion) and 39 are freighter aircraft (US$11.1billion).

 

The main drivers of the continued strong demand for new aircraft include fleet expansion and replacement, greater urbanisation, an increasing number of mega cities and the overall ongoing expansion of the region as a geographical hub and tourist destination. With today’s aircraft capabilities every major destination around the globe is within reach of a direct flight from the Middle East.

 

These factors are driving an above average passenger demand growth rate of 6.4 per cent per year which is well above the world average 4.8 per cent over the next 20 years. This above average growth rate will result in the almost trebling of the regions fleet from over 800 aircraft today to some 2,260 by 2030.

 

Middle Eastern carriers are increasingly choosing larger aircraft due to the growing number of global hubs in the region, and particularly within aircraft families for the reduced training and maintenance costs, reduced fuel burn and environmental benefits they bring.

 

The region’s new passenger aircraft requirement includes: 779 single-aisle aircraft, such as the A320 Family valued at US$57.3 billion; 801 twin-aisle aircraft such as the A350 XWB valued at US$179.8 billion and 302 very large aircraft (VLA) such as the A380 valued at US$99.2 billion. Of these 1,442 aircraft will be necessary for growth and 440 for replacing ageing aircraft with newer more eco-efficient models. In the freighter aircraft category, there will be a demand for 13 twin-aisle aircraft and 26 VLA aircraft.

 

“The Middle East remains one of the world’s most robust aviation regions and this is confirmed by a 200 per cent increase in inter-regional passenger traffic over the last 10 years,” said John Leahy, Airbus Chief Operating Officer, Customers. “The region is uniquely placed with more than 85 per cent of the world’s population within reach of a direct flight, making the Middle East a fertile market place for our eco-efficient aircraft today and beyond.”

 

Globally, there is a move towards larger aircraft in all size categories to help absorb growing passenger numbers despite infrastructure constraints. The region is already the world’s busiest for the world’s most advanced aircraft, the A380, and this will continue to increase.

 

Source

[Naim 6]

Boeing and Airbus always give these astronomical forecasts. Obvious reason -- they wanna show demands to influence potential buyers. I'd believe the numbers more if they come from impartial aviation thinktanks/consultants.

[Mike P 0]

Well, not only and merely increase of travelling demand, we also face globalisation. With better relationship from one nation to another and people want to explore the world.

[alberttky 0]

Latin America has been looming ever larger on the radars of the Gulf's network carriers, with Emirates and Qatar Airways already serving the region direct from the Middle East hubs, and Etihad Airways eyeing a move by the middle of the decade.

 

The continent may have been the last major population centre to feel the presence of these airlines, but does their arrival represent an opportunity or a threat for the incumbent carriers?

 

Emirates was the first of the new wave of Gulf carriers to dip its toe into the South American market, when it launched services from its Dubai hub to Sao Paulo in October 2006.

 

Qatar Airways, located in nearby Doha, Qatar, began its South American adventure in 2010, when it launched services to Sao Paulo, with a tag to Buenos Aires - again using 777-200LRs.

 

Etihad Airways, the third part of the Gulf network carrier trinity, aims to make its South American debut in 2015, says James Hogan, chief executive of the Abu Dhabi-based airline.

 

Emirates initially operated its ultra-long range, 266-seat Boeing 777-200LR on the route, but upgraded this year to the larger -300ER - and the Airbus A380 will be next, says Emirates Airline president Tim Clark. "Sao Paulo was meant to have become an A380 service. But we'd need to leave it there for 6h and they simply don't have the space to park it as [Guarulhos International Airport] is so congested. But we'll get there eventually."

 

Clark said expanding Emirates' penetration into South America is one of the airline's priorities, and two new destinations are already set to come online during the next few months - Rio de Janeiro and Buenos Aires.

 

The airline has brought Brazil into its Emirates SkyCargo network, which it serves from Dubai, via Frankfurt, through Viracopos-Campinas International Airport, near Sao Paulo.

 

The Gulf carriers have built their businesses on transit passengers feeding through their Middle East hubs, so they could grab a slice of the east/west traffic flows. However, they all operate outside the global alliances and have been innovative in setting up codeshare and interline agreements in the markets they serve.

 

Qatar Airways, yet to reveal any further South American expansion, has established ties with local low-cost carrier Gol, which began carrying the Qatar code on flights to 46 of its Brazilian destinations in August. So the arrival of the Gulf airlines could provide an important new feed of traffic to Latin America's carriers.

 

 

http://www.flightglobal.com/news/articles/in-focus-the-gulf-airlines-drive-into-latin-america-364498/

[alberttky 0]

What another 50 Emirates B777-300ERs means: some growth, replacement and competition for others

 

Emirates' purchase of 50 B777-300ERs, which at USD18 billion is the largest order by list value in Boeing's history, secures Emirates the capacity for its medium-term expansion plans and the ability to complement passenger-efficient A380s with cargo-efficient B777s. Half of the new 50 B777s can be estimated to continue replacement of older A330s, A340s and B777s. The remaining half will only open about 10 ultra-long-haul routes, so CEO Tim Clark is far from concluding long-term fleet shopping. Looming is an order in the next year or two of the next generation B777, the -8X and -9X, if Boeing can meet Emirates' specification.

 

With the revamped B777 possibly entering service by the end of the decade, the aircraft will offer Emirates further efficiency improvements as competitors try to level the field with A350s and B787s. As Emirates grows in efficiency, so too does its threat to airlines already feeling immense pressure.

 

With the new order, Emirates' fleet in 2020 can be estimated to fall at around 275-300 aircraft, all widebodies, up from the present 165. While United-Continental may eclipse Emirates with over 700 aircraft, widebodies will likely only account for around 200 aircraft. Lufthansa could have a widebody fleet of around 100 by 2020.

A340 ends production but no stopping the B777 or Emirates – except for airports

 

Emirates' order on the first day of the Dubai Airshow follows last week's decision by Airbus to end production of its A340 programme. While the four-engined aircraft was once pitted against the twin-engined B777, and fuel costs have dramatically increased since the middle of the previous decade, the B777 has far eclipsed the A340. Airbus will end A340 production with about 377 orders whereas Boeing has 1345 orders and counting for the B777.

 

Having ordered dozens of A380s and B777s in the past year, Emirates continues to make long-term capital acquisitions despite the short-term negative global economic outlook – although it has posted sustained and hearty profits. This ensures Emirates will have capacity in place for when rebounds occur. Mr Clark has even remarked in the past year Emirates would be ordering more aircraft if it were not for destination airports not taking the Middle East juggernaut seriously, or its home airport at Dubai running out of expansion opportunities prior to the move to Dubai World Central mid next decade.

Fifty B777-300ERs for medium-term growth

 

The 50 B777-300ERs ordered with options on another 20 may seem daunting considering Emirates still has 41 B777-300ERs on order and 61 already in service, according to CAPA/OAG iFleet data. The 41 aircraft on order are projected to primarily be delivered in 2012 and 2013 and provide for expansion as well as replacement of older aircraft. This leaves Emirates with no single-deck large capacity aircraft until A350-1000s are delivered after 2017, a date that is continuously slipping.

 

The 50 new B777-300ERs will provide ultra-long-haul and high-capacity growth, largely in tandem with A380s, primarily between 2014 and 2017. More growth can be expected earlier in that period than later when some of the ordered aircraft could potentially replace initial B777-300ERs, which would be over 10 years old by then – high for a network carrier focussed on having a young fleet age.

 

For ultra-long-haul services to America and Australia stretching for 14 hours, Emirates would require 2.5 aircraft for a daily service, which it has shown to be its preference when entering markets. With half of the 50 B777-300ERs allocated as replacements or to up-gauge capacity, Emirates could open or upgauge 10 daily flights. It has stated it plans to increase in the medium-term future its Australian capacity from about 10 daily flights to 15. The trip lengths involved would require a B777-200LR/300ER or A380.

 

Emirates is also eyeing aggressive expansion in America after slowing down its growth last decade when the market contracted after the September 11 terrorist attacks. Mr Clark is eyeing Chicago and possibly Philadelphia, amongst other destinations. Frequency increases are expected, but more likely to occur with higher payload A380s the carrier will begin receiving in 2013.

 

It is easy to theoretically allocate the B777-300ER order to America and Australia without touching Asia, Africa, South America or potential medium-haul or fifth-freedom services, leaving no doubt Emirates' expansion is truly achievable.

New B777 variants for the long-term

 

Boeing and Emirates continue to discuss a new version or versions of the B777 family that would have a higher payload than the B777-300ER following a re-engining and construction of a new wing, likely out of composites. Emirates is pushing for an entry-into-service date of 2017, the same year the A350-1000, the closest A350 variant that is a competitor to the B777-300ER, is due to enter into service. Boeing believes an entry-into-service date closer to the end of the decade is more likely. Should predictions hold true of further A350-1000 delays, the later entry-into-service date of the new B777 will be less significant. Boeing has held A350-1000 delays are helping its B777-300ER, and Emirates' order is a partial vindication of that.

 

If Boeing can meet Mr Clark's specifications that always push the operating envelope – he has driven the B777-300ER's performance improvements but did not order the B747-8i when it fell short of his requests – Boeing can expect a handsome order from Emirates. The new B777, possibly the -8X, -9X or -10X, would narrow the 20% efficiency improvement the A350-1000 claims over the B777-300ER, although the A350-1000 has a smaller payload than the B777-300ER. (This new B777, if it comes to fruition, would lessen the business case for the B747-8i.)

 

The B777 accounts for 59% of passenger aircraft in Emirates' fleet today. Conservative estimates see it decrease marginally to 55% by 2020 as A380s will account for more of Emirates' fleet by then. The projection, however, is contingent on exercising of options of all types as well as any new variants entering the market.

 

As aircraft improvements increase Emirates' efficiency, its advantage over legacy airlines will continue to grow, even if competitors acquire similar equipment. Emirates' order for 50 B777-300ERs is pale in comparison to future orders that can be expected, but also pale is the pressure and resulting outbursts legacy airlines feel. European carriers have made their discontent known, and as Emirates expands in new markets, like America, more discontent can be expected to emerge.

 

Pairing of A380 and B777-300ER

 

Mr Clark has made the B777 his workhorse yet is upbeat about the A380's future – and rightfully so as the two aircraft are complementary. With Mr Clark expecting Emirates to serve long-haul destinations twice daily, Emirates can be expected to continue to deploy both A380s and B777-300ERs on city pairings. The A380's higher seat count (489 to the B777-300ER's 358) is ideal for slot-restrained airports and peak hour services. The B777-300ER offers superior cargo capability (201 cubic metres to the A380's 184, which must accommodate more passenger luggage), making it ideal to complement the A380.

 

Of the 10 long-haul/ultra-long-haul destinations Emirates deploys or has announced plans to deploy its A380 to, seven also see B777-300ER service: Bangkok, Hong Kong, Johannesburg, Kuala Lumpur, New York-JFK, Shanghai and Sydney. Of the three destinations that do not see B777-300ER service, Toronto is constrained by slots, Beijing sees an A340 service (making it ripe for an eventual B777-200LR/-300ER takeover) and Seoul sees no other Emirates service.

 

This pattern is replicated across other airlines, with Korean Air deploying an A380 and B777-300ER to New York-JFK and Singapore Airlines doing the same to London Heathrow, Melbourne and Tokyo, amongst other airline and destination combinations.

 

http://www.centreforaviation.com/analysis/what-another-50-emirates-777-300ers-means-some-growth-replacement-and-competition-for-others-62619

[BC Tam 2]

I suppose EK is in a better position geographically and DXB is superbly ideal as a global hub.

Remember when the ultra long hauls (744, 772, 340) first appeared and airlines could do Asia-Europe non stop, by passing the then obligatory mid east fuel stop ? View then was generally doom and gloom for the mid east airports. Look at them now. Super piece of engineered opportunity

[alberttky 0]

Oman Air (WY) has ordered six 787-8s at the Dubai Airshow, taking over six of 14 aircraft previously ordered by Kuwait-based leasing company ALAFCO.

 

WY CEO Peter Hill said the "decision to order the 787-8 is part of Oman Air's long-term growth strategy to expand and modernize our fleet with newer, more fuel-efficient aircraft."

 

Boeing Commercial Airplanes senior VP sales-Middle East, Russia and Central Asia Marty Bentrott said the manufacturer and WY "share a decade-long partnership and we look forward to opening a new chapter together with the 787. We see the 787 as a perfect complement to Oman Air's growing fleet, which will enable them to serve new destinations and enhance customer experience."

 

Established in 1993, WY now serves 41 destinations across the Gulf, the Levant, Europe, East Africa and Asia from Muscat.

 

http://atwonline.com/aircraft-engines-components/news/oman-air-places-order-six-787s-dubai-geoffrey-thomas-1114

[alberttky 0]

DUBAI - Qatar Airways chief Akbar Al Baker on Tuesday dismissed Airbus as "still learning to make airplanes" and announced his carrier was cancelling an expected large order with the European manufacturer.

 

"I feel Airbus is still learning to make airplanes," Al Baker said at a joint media conference with Airbus' US rival Boeing, during which he announced ordering two Boeing 777 Freighters.

 

"We have cancelled the announcement," with Airbus, he said.

 

When asked if there was a still a chance to sign a deal with the European manufacturer, he said he was "pessimistic".

 

Qatar's flag carrier had been expected to place an order for 50 Airbus A320neo medium-haul jets and five A380 superjumbos at the Paris International Air Show in July, but the order did not materialise.

 

Those expectations were revived at the Dubai Airshow which opened Sunday with a record-breaking order by Dubai's Emirates Airlines for 50 Boeing 777 aircraft with a combined value of US$18 billion (S$ 23billion).

 

Airbus had invited journalists for a commercial announcement that they described as "hot". But Airbus officials left the room saying that the announcement was postponed.

 

http://www.asiaone.com/News/AsiaOne%2BNews/World/Story/A1Story20111115-310794.html

 

Qatar threatens to take 767F as A330 conversion stalls

 

Qatar Airways is intending to acquire a large batch of converted Boeing 767 freighters, after losing patience with Airbus over a possible A330 conversion programme.

 

Chief executive Akbar Al Baker disclosed the plan at the Dubai air show, as the carrier ordered another pair of Boeing 777 freighters.

 

Al Baker said the airline is looking at taking a "large number" of 767s and would "dispose" of A330s in response, if they could not be converted. Airbus only offers a new-build A330-200 freighter.

 

"Unfortunately Airbus is not making up its mind on converting the A330," said Al Baker.

 

His swipe at the European airframer came during a press event which had already been preceded by farce as Qatar Airways and a Boeing entourage turned up in the same room that Airbus personnel were leaving, having hastily cancelled its own planned press event with the carrier.

 

Al Baker said the carrier had "reached an impasse" with Airbus over an intended deal, although he did not indicate the size or the type of aircraft involved.

 

"We thought we'd reach a very large [agreement] today," he said, before adding, caustically: "Unfortunately I think Airbus is still learning how to make airplanes."

 

He gave no indication whether the details would be thrashed out in time to rescue the deal for a Dubai air show disclosure.

 

Al Baker did, however, warn that Airbus was rapidly using up Qatar Airways' planning margins for introducing the A350 into the Doha-based carrier's fleet, following the decision to delay the A350-900's entry into service until 2014.

 

The -900 is the first of the three-aircraft A350 family to go into production and Qatar Airways is the launch customer - as it is for the other two models, the -800 and -1000.

 

Al Baker insisted that a six-month delay on the new programme was "insignificant" but that the buffer had been used up and the carrier "cannot accept" additional programme hold-ups.

 

"Further delays would concern us," he said, because Qatar bases its fleet planning on being able to put aircraft into service immediately after delivery.

 

Al Baker also said his opinion on the A350-1000 "remains the same", following the type's redesign earlier this year, adding: "We are not happy."

 

He underlined the threat to the A350-1000 from Boeing's rival 777, stating that the carrier would be "very interested" in a "large number of aircraft" if the US airframer launched a new variant of the 777.

 

http://www.flightglobal.com/news/articles/dubai-qatar-threatens-to-take-767f-as-a330-conversion-stalls-364886/

[flee 5]

Well Airbus A330-200F is not selling - so P to F conversion will not be offered. The A320 P to F programme is another story as there are no available old airframes for conversions as airlines are hanging on to every plane they've got!

[flee 5]

 

Qatar Airways has agreed to acquire up to eight more Airbus A380s and up to 80 A320neos after last-minute efforts to flesh out a deal at the Dubai air show.

 

The Doha-based carrier will also have first delivery of all three re-engined A320 variants.

 

Chief executive Akbar Al Baker sealed the deal for the aircraft after a chaotic scene earlier in the day. He had cancelled a press conference and publicly criticised Airbus at a follow-on event during which Qatar ordered Boeing 777 freighters.

 

But Al Baker said the order - the firm part of which covers 50 A320neos and five A380s - illustrated the carrier's "confidence" in the airframer.

 

Airbus put the catalogue price at $6.4 billion.

 

Source

 

Airbus PR

[alberttky 0]

It started out with a stipend of $10m from Dubai’s ruler in 1985. Now, Emirates, one of the fastest-growing airlines in the world, is knocking on the door of global domination.

 

Other airlines fret about projections that Emirates is on track to become the largest long-haul carrier by 2015, as its relentless growth in passenger numbers continues to underpin Dubai’s recovery after its damaging property crash in 2008.

 

Over the past five years, the airline has tripled capacity and revenues, and is set for a 9 per cent increase in capacity through 2015, says a recent report by Boston Consulting Group.

 

During that time, cash margins have declined from 28 per cent to 23 per cent, but they still compare favourably with competitors at a time when the global industry has come under intense pressure.

 

Emirates’ fleet of 159 aircraft is set to be enlarged by an order book of almost 200. The city-pairing strategy – linking the Middle East with Asia, Africa, Europe and the Americas – continues to define the airline’s strategy. Its large Chinese and African networks are expanding to include a thrust into the Americas.

 

Throughout the emirate’s 2009 recession, Dubai airport remained busy. It is now lifting the broader economy as tourism recovers.

 

The airport is forecast to become the world’s second busiest this month, leapfrogging Paris, Hong Kong and Frankfurt, according to a report by the Centre for Asia Pacific Aviation.

 

The new Dubai World Central-Al Maktoum airport, located in the desert near the border with Abu Dhabi, has already opened to cargo and could start to receive passenger flights next year.

 

Sheikh Ahmed bin Saeed Al Maktoum, who has guided the airline since its formation, also runs the civil aviation authority, nurturing the symbiotic relationship between the two entities, as the airport tries to overtake London’s Heathrow as the world’s busiest by 2015.

 

An uncle and close aid to the ruler, Sheikh Ahmed’s political star has risen as fast as the airline has grown. He is increasingly involved in the day-to-day business of digging Dubai out of its $110bn debt hole.

 

The airline’s aggressive sports marketing drives – from sponsorship of the stadium of Arsenal, a UK football club, to Real Madrid’s shirts – has combined with a reputation for service and onboard entertainment to raise the carrier’s profile globally.

 

Emirates’ rapid growth has benefited from Dubai’s low-cost environment: it is free of corporation tax, and offers cheap labour. This extends to airport fees at its Dubai airport hub – the envy of many other international airlines that have to pay much more for access to airport infrastructure at their home bases, according to BCG.

 

Though Emirates says it receives no subsidies from the government, bankers say that tacit sovereign backing ensures low borrowing costs.

 

However, the airline remains vulnerable to the vagaries of the oil market, despite having delivered profits for its shareholder, the Dubai government, over the past 23 years.

 

Its interim results for the six months to September 30 saw profits tumble 76 per cent to some $225m, hit by high oil prices and foreign-exchange volatility.

 

Sheikh Ahmed reported: “Emirates remained focused on its long-term strategy despite global instability, ever-climbing fuel prices (which resulted in Emirates paying $1bn more in fuel costs over the same period last year), and fluctuating exchange rates.”

 

Revenues rose 15 per cent; passenger load factor remained high at 79 per cent, close to last year’s first-half record-breaking 81 per cent; and revenue per passenger kilometre also rose 5.7 per cent.

 

Analysts wonder whether Emirates can keep its long-haul strategy on track in the coming years, as it faces increasing regional competition from Qatar Airways and Abu Dhabi’s Etihad, as well as the established carriers from Asia and Europe.

 

Stephen Furlong, equity analyst at the research division of Davy, the Irish stockbroker, says “The greatest challenge is, I believe, persuading time-sensitive business passengers from areas such as China and north Asia – that are not as time-efficient as Australia and southeast Asia – to travel via Dubai.”

 

A conundrum for the airline, says BCG, is that its margins weaken as it comes into more direct contact with global competitors in the areas that are driving traffic the fastest: Europe, Asia and Africa.

 

BCG has calculated that the most profitable passengers are those whose journeys originate in the Middle East and travel via Dubai. International passengers transiting through the region’s hubs are less profitable. The airlines’ global expansion is thus partly subsidised by regional passengers.

 

Further expansion will therefore suggest a “significant allocation of capacity to unprofitable passenger segments”, BCG argues.

 

But as Sheikh Ahmed says, Emirates remains focused on its long-term strategy. Many have bet against it before; fewer would do so now.

 

http://www.ft.com/cms/s/0/3ff69796-0941-11e1-8e86-00144feabdc0.html#ixzz1dmTmNuwX

[alberttky 0]

Qatar Airways is growing fast, seeking to boost its fleet almost 20 per cent to 120 by 2013. Yet it is based a mere 240 miles from Dubai airport, another fast-expanding hub.

 

The parallels between Qatar Airways and Dubai’s Emirates just will not go away.

 

Qatar Airways, which started operations in 1994, is 50 per cent owned by the emirate’s government, with the other half owned by members of the ruling family.

 

The national carrier of the tiny peninsula, which, thanks to its oil and gas, is one of the world’s richest countries on a per-capita basis, wins many awards for quality and service.

 

Like Emirates, the airline – based in Doha, Qatar’s capital – is also launching an extensive network across Asia, Africa, Europe and the Americas, in an attempt to take on the legacy carriers, as a corner of the Gulf – spanning Doha, Dubai and Abu Dhabi – seeks to emerge as a global aviation hub.

 

Whether the region can accommodate so many “megacarriers” is open to debate, but Qatar is on the march globally.

 

Its sovereign wealth funds have grown to an estimated $80bn-plus in assets, via a collection of corporate stakes across the world, along with a diversified funds portfolio that aims to underwrite the comfort of future generations.

 

Qatar’s wealth and boldness, meanwhile, allows the small state to punch above its weight on the world stage, as it mediates in regional disputes and projects soft power via the state-funded Al Jazeera television network.

 

Qatar Airways can serve as an adjunct to this maverick foreign policy while also pursuing a commercial long-haul strategy that could receive a boost in the run-up to the Gulf state’s hosting of the football World Cup in 2022.

 

Doha, one of the biggest backers of the rebels who ousted the late Libyan leader, Colonel Muammer Gaddafi, is now set to play a central role in state formation and rebuilding of the north African state’s economy.

 

Little surprise, then, that Qatar Airways is this month set to operate the first regular scheduled international flight into Benghazi, the rebels’ base.

 

The main thrust of the airline’s expansion, however, is the short-term growth of its long-haul business to 120 destinations with a fleet of 120 aircraft, with even more on order.

 

Stephen Furlong, equity analyst at the research division of Davy, the Irish stockbroker, says: “I would say, given the level of growth and aircraft required, the superconnectors are looking at all avenues of passenger flow to fulfil this.”

 

“Qatar Airways seems more ready to look at acquisitive, as well as organic growth.”

 

This year, the airline took a 35 per cent stake in Cargolux, the Luxembourg-based carrier. This move bolstered its small freighter fleet.

 

Rumours have also surfaced of a bid for a minority stake in Spanair, the troubled Barcelona-based carrier with a network within Spain, across Europe and into west Africa.

 

Africa, a fast-growing travel segment for many airlines, is also on the horizon for Qatar Airways.

 

The airline continues to add a new destination on average once a month, the latest being Benghazi and Entebbe, Uganda, making Africa the location for 16 of the airline’s 100 destinations.

 

Akbar Al Baker, chief executive since 1997, recently said the airline would continue to open up destinations in the under­served continent.

 

The next big challenge for the carrier comes with the opening of Doha’s new international airport, located near the existing facility in the capital.

 

Already subject to several delays and an estimated expanding budget of up to $15bn, it is now scheduled to open early next year, the company says.

 

The airport, built by Bechtel, the US construction group, will underpin Qatar Airways’ expansion plans. It will be able to handle three times as many passengers as present airport.

 

Like Emirates in Dubai, where first-half profits tumbled this year, Qatar Airways is facing headwinds in the global economy.

 

The airline’s much anticipated initial public offering this year, with a planned listing in Qatar and possibly London, was pulled this autumn because of adverse market conditions.

 

However, tapping international capital is not necessarily a priority for Qatar Airways, given the wealth of its parent.

 

Qatar’s domestic investment drive – from industry to arts, sports to banking – is enough to keep the carrier busy for decades to come.

 

However, as with Emirates, its international ambitions will keep global airlines looking over their shoulders.

 

http://www.ft.com/cms/s/0/83fae5a0-0941-11e1-8e86-00144feabdc0.html#ixzz1dmUySLTy

[Waiping 12]

QR showing Airbus who's boss there. I find Middle East carriers tends to insult the manufacturer and it seems like they are doing it to gain some extras, but of course they are rich.

[alberttky 0]

QR showing Airbus who's boss there. I find Middle East carriers tends to insult the manufacturer and it seems like they are doing it to gain some extras, but of course they are rich.

 

Having worked with the QR CEO, I can say he's not the easiest guy to deal with. A very no-nonsense person, and impatient too. So Airbus must have been dragging their arse to a point that he's about to have enough.

[Hakan 2]

Another news from Duabi Airshow about Turkish Carriers. We were expecting new orders from Turkish Airlines or other carriers but first news came out from Atlasjet which is domestic and international carrier of Turkey.

 

Atlasjet ordered 10 Bombardier's new CS300 series planes with plus 5 more options.

 

http://www.bombardier.com/en/aerospace/media-centre/press-releases/details?docID=0901260d801b2329

Edited November 15, 2011 by Hakan

[flee 5]

Having worked with the QR CEO, I can say he's not the easiest guy to deal with. A very no-nonsense person, and impatient too. So Airbus must have been dragging their arse to a point that he's about to have enough.

I think that he has shown Airbus that he is about to call off the A330 P to F conversion and move ahead with Boeing 772F. The order for two is just a warning. If Airbus does not listen, QR will order more Boeings.

[alberttky 0]

Emirates 777 order was insurance against A350 delays; urges stretch A380

 

Emirates (EK) president Tim Clark confirmed to ATW that its order for up to 70 Boeing777-300ERs was an insurance against late deliveries of the Airbus A350. “We do not want to be caught out with a capacity shortfall,” he said.

 

Clark also said he was bullish on Boeing’s plans for further development of the 777. “It is looking very good. Mind you, it is one thing to talk about what you can do another to guarantee it,” Clark said at the Dubai Airshow.

 

Boeing is reserved on details of 777 development, but analystssaid a composite wing is a certainty along with weight reduction of up to 20,000 lbs. “They have learned a lot from the 787 program, which will be incorporated into the next upgrade of the 777,” one analyst said.

 

Clark, meanwhile, is cautious on the A350 program slippage. “Our A350-1000 order is in limbo—we want the original specification,” Clark said (ATW Daily News Aug. 11). “We were not consulted on the changes.”

 

Clark also told ATW he was urging Airbus to go ahead with a stretch A380 that would seat up to 670 in a three-class configuration.

 

“We would want an additional 120 to 150 seats and would use it on medium-range missions to cities such as Bangkok and Beijing,” Clark said, noting that passengers will drive many miles to take an A380 flight.

 

“Our Manchester [A380] service is drawing passengers from all over the north of England. Passengers will drive to Manchester rather than our other cities such as Birmingham to pick up the A380,” he said.

 

http://atwonline.com/aircraft-engines-components/news/emirates-777-order-was-insurance-against-a350-delays-urges-stretch-

[Mohd Azizul Ramli 2]

Emirates (EK) president Tim Clark confirmed to ATW that its order for up to 70 Boeing777-300ERs was an insurance against late deliveries of the Airbus A350. “We do not want to be caught out with a capacity shortfall,” he said.

The giant has warned about the now confirmed delay of the A350. I hope MH can at least learn on how EK plan their fleet, looks very systematic, timely and no flip flopping.

 

With this news as well, I hope D7 will take the necessary actions to avoid capacity shortfall with the delay of the A350. The 3 A332 order that D7 announced in New York earlier is definitely not enough since they have 10 A350 on firm order which is going to be backlogged. D7 has started feeling capacity shortfall this year since the airline had to postpone the delivery of 6 A333s due to the capacity constraint in KLIA which is reflective to the delay in the completion of KLIA2, which forced the airline to cut its frequency to almost all destinations in its entire network and have no aircraft to launch JED, IST, PVG and PEK which was granted to them earlier.

[alberttky 0]

The giant has warned about the now confirmed delay of the A350. I hope MH can at least learn on how EK plan their fleet, looks very systematic, timely and no flip flopping.

 

With this news as well, I hope D7 will take the necessary actions to avoid capacity shortfall with the delay of the A350. The 3 A332 order that D7 announced in New York earlier is definitely not enough since they have 10 A350 on firm order which is going to be backlogged. D7 has started feeling capacity shortfall this year since the airline had to postpone the delivery of 6 A333s due to the capacity constraint in KLIA which is reflective to the delay in the completion of KLIA2, which forced the airline to cut its frequency to almost all destinations in its entire network and have no aircraft to launch JED, IST, PVG and PEK which was granted to them earlier.

 

Even if D7 need extra capacity in a short notice they'll have to take a queue number at Toulouse. Unless they go for second-hand aircraft.