JannEejit wrote:Would they have had an easier time filling them in a lower density bars/casinos/massage parlour configuration ? Has any A380 operator really done that layout in any seriousness ?
plunaaircanada wrote:Jayafe wrote:Keith2004 wrote:In Y many would say the 767 has best experience
You mean in 1990?
767 with the 2-3-2 seating arrangement is the best Y.
XAM2175 wrote:With some of these older orders though I get the impression it's not so simple, mainly because the contracts date to "simpler" times (if I may :p ) and relate to aircraft models that haven't had the most straightforward of development and introduction histories. It's probably safest to assume that after all these years each different airline is going to have ended up a totally unique contractual position, though yeah eventually if nothing else the manufacturers are going to run out of patience and start demanding a level of certainty.
QF's remaining A380 orders are going to be similarly difficult to pull apart from the outside - obviously they have taken delivery of the first tranche, but they received significant upfront compensation from Airbus for the delays. We don't know exactly though how much flexibility, if any, was traded away for that and then the additional deferments. Perhaps they're now in the position where it'll be "take the planes or lose the money", or perhaps they're clinging on in the hope they can take a few new-builds in a couple more years to rotate some of the older birds out, or perhaps Airbus will allow them to transfer the deposits to a new order (sweetening the deal for the A350 as a Project Sunrise contender), or perhaps the deposits have already been transferred to existing JQ orders.
flee wrote:Does anyone think that it is a good idea for OEMs and customers to put a time limit on orders? Maybe all agreements (with aircraft not delivered) older than 8-10 years should be cancelled as they have expired...
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