ElroyJetson wrote:The problem for Airbus (and Boeing) is that their list of potential customers is limited
Much like STC at EK. This is standard business practice for these guys. You can almost feel the collective eye roll in Toulouse.
. And some of them are a pain in the butt. But their money is still good. So the best strategy is to suck it up and deal with it. But I am sure that somewhere in their price structure is something like an aggravation factor. John Leahy put that explicitly when he said he’d be happy to sell MOL all the planes he wanted at list price. AAB and STC can bellow and bluster all they want, but in the end I am sure that they will pay for it.
That's very interesting comment.
I would respond, "The problem for Qatar(and Emirates) is that their list of potential aircraft suppliers is limited to two
The problem of Qatar and Emirates is that there business model may be dead while they still have a load of large aircraft in their fleet and another load on order.
Their business model consisting in being giant longhaul hubs in the middle of "nowhere" and not keeping aircraft for more than 12 years:
- Business travel is down and may not come back as it was. I had the chance to travel to Qatar from France in March with Qatar Airways in QSuites. The experience was wonderfull. But both the brand new A35K to go their and the 77W on the way back were not even a third full in all classes.
- Now that 787-9 or A350-900 are "massively" flying, it is more difficult for hub airlines to compete with direct flights.
- The used aircraft market is gone so they can't offload there current fleet at optimal conditions anymore to finance it's replacement.
The reason why both Emirates and Qatar Airways want to delay deliveries as long as possible if not get rid of their orders is clear. They won't need new planes, espacialy the larger ones, for 5 to 10 years and they won't be able to pay for them without large help with consequences from their home countries.
The only questions are in each case, how strong are their quality claims to justify per contract refusing an aircraft acceptance and how far are they ready to go if their justification is not that solid?
The case of Qatar Airways, fighting with "only" cosmetic non-conformance seems light here to "refuse all further deliveries" even if I know too well how much Qatar people value cosmetic.
A30B IW/TG, A313 EK, A318/9/20/1 AF/U2/VY, A332/3 EK/QR/TX, A343 AF, A35K QR, A388 AF, AT72 A5/TX, B722 AT, B734/8 UX/SK/TO/SS, B742/3/4 UT/AF/SQ/BA/SS, B762 UA, B77E/W AF/QR, C-150/72, CRJ1/7/X A5, E145/70/90 A5/WF, DH8D WF, PC-6.