A380 Cuts Production
Airbus announced yesterday that it will cut super-jumbo production this year from 18 to 14 and lowered forecasts for 2010 to about 20 deliveries. Interestingly, Airbus has all remaining 13 2009 aircraft deliveries in both their Toulouse and Hamburg final assembly and finishing facilities.
Remaining in 2009: Emirates will receive three (MSN007, 023 and 025), QANTAS will receive four (MSN026, 027, 029, 047), Singapore will also receive four (MSN019, 021, 034, 045) and Air France will take delivery of two (MSN033 and 040).
787 Loses 25 More Orders
Boeing today revealed an additional 25 cancellations for the 787 Dreamliner. No official word yet on the customer, though early signs say that the 25 were part of a 42 aircraft ordered from unidentified customers, leaving 17 787s on the books.
The loss of 25 additional orders brings the program’s 2009 gross cancellation totals to 57, with 49 net cancellations with the inclusion of 8 exercised options by Bahrain’s Gulf Air.
747-8 Takes Shape
Vought announced today that by this weekend it will have delivered the center and aft fuselage, along with the empennage and floor grids for the 1420th 747, which also happens to be the first 747-8F destined for Cargolux.
…more on Vought
This key industry supplier finds itself at a crossroads heading into the 2nd half of 2009 and into 2010. The company is currently transitioning from 747-400 to 747-8 production as deliveries slow to switch the lines over. Vought is a key structural node for much of the industry and finds itself distinctly vulnerable next year as Gulfstream reduces rate on its G450 and G550 products, Airbus holds rate on A330/A340, the C-17 line slows into oblivion and finally Cessna’s halting of development on the Columbus.
Vought CEO Elmer Doty once called his company the “riskiest” partner on 787, though the company has gotten its arms around its contribution to the program. However, big questions remain for the Dallas-based supplier about how to survive this downturn that puts the company’s exposure to slowing production rates as painful reality and not an existential threat.
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.