More Reason for Less A-380

[IntheShade]

Los Angeles Airport Sees Drastic Schedule Cuts
By AP


LOS ANGELES (AP) - High fuel prices and travelers without extra cash for plane tickets will result in drastic cuts in the number of flights at Los Angeles International Airport.

Airline industry database company Innovata said that the number of flights airline companies have scheduled in and out of Los Angeles International in November will be down by 16.4 percent from a year earlier, the Torrance Daily Breeze reported.

American Airlines plans to eliminate 86 arrivals and departures at the airport per week in November, Delta plans to eliminate 68, United plans to cut 266 flights, and those big airlines' regional affiliates also plan to eliminate more than 1,200 weekly commuter flights at the airport, the Breeze said.

Aviation analyst Mike Boyd said more cuts could be around the corner.

Airport spokeswoman Nancy Castles said that she could not confirm those reductions because they have not been published by the airlines, though she expects domestic flight cuts.

Castles added, however, that some international carriers are planning to increase flights.

She asserted that landing fees, which cover the costs of operating the airfield, will not be impacted by the flight reductions.

Castles said airlines are required by the Federal Aviation Administration to fully compensate the airport for those costs, and share of fees will shift from those airlines that are cutting back to those increasing flights.

"So one way or the other the airlines will pay," she said.

Expansion projects aimed at upgrading Los Angeles International to handle the new, bigger jumbo jets will go forward, though some other projects may be pushed back because of the industry's condition, she said.

Copyright 2008 The Associated Press. The information contained in the AP news report may not be published, broadcast, rewritten or otherwise distributed without the prior written authority of The Associated Press. Active hyperlinks have been inserted by AOL.

[FrankM]

Castles said airlines are required by the Federal Aviation Administration to fully compensate the airport for those costs, and share of fees will shift from those airlines that are cutting back to those increasing flights.

"So one way or the other the airlines will pay," she said.

Which leads me to the question: Are landing fees calculated by number of pax, by weight or is it just freely negotiable ? International traffic is still increasing but if it can make up for those drastic domestic cuts ... ? The shops and "restaurants" won't be excited either, I assume.

[RadarContactLost]

Landing fees ae normally based on the max certificated landing weight.

[David Hilditch]

What happens or not at Los Angeles has almost no relevance to the future commercial fortunes of the A380.

[AndyToop]

Not only that, but if you currently have 2 half full Boeing 747 then a single full Airbus A380 might be more efficient. A better title would be less reason for more A380.

[3WE]

Not only that, but if you currently have 2 half full Boeing 747 then a single full Airbus A380 might be more efficient. A better title would be less reason for more A380.

Do you think that one full 747 might also win out in effeciency?

[el]

What happens or not at Los Angeles has almost no relevance to the future commercial fortunes of the A380.

Especially as neither AA, DL nor UA fly the A380.

[David Hilditch]

Also, as has been discussed in countless earlier threads on the old forum, you have to take a 40-year view to determine success or not of the A380. The 747's sales were badly hit by the 1973/74 recession, for example, and the A300 experienced a 5-year orders famine soon after service entry. The one risk it does face right now is the concentration of orders from a few Middle Eastern airlines, but Asian and European carriers will slowly be expanding service in the next year or three.

[AndyToop]

Not only that, but if you currently have 2 half full Boeing 747 then a single full Airbus A380 might be more efficient. A better title would be less reason for more A380.

Do you think that one full 747 might also win out in effeciency?

He He - probably - OK 2 747s at 51% load factor

[supersean]

Does anyone know if the a380 is being considered for use by the US Civil Reserve Air Fleet or any other nations military? Being able to cram in @ 900 troops for transport would work wonders in rapid response scenarios. Get together 3 a380s along with a couple dozen c5s and you can get the division anywhere in the world in less than 72 hours

[David Hilditch]

Does anyone know if the a380 is being considered for use by the US Civil Reserve Air Fleet or any other nations military? Being able to cram in @ 900 troops for transport would work wonders in rapid response scenarios. Get together 3 a380s along with a couple dozen c5s and you can get the division anywhere in the world in less than 72 hours

Presumably all CRAF aircraft are required to be civil passengers airliners with US airlines, so for the time being the prospect seems pretty remote. The average CRAF aircraft size has anyway fallen in recent decades with the reduction in the number of wide bodied airliners in the overall US airline fleet.

[Procede]

Presumably all CRAF aircraft are required to be civil passengers airliners with US airlines, so for the time being the prospect seems pretty remote. The average CRAF aircraft size has anyway fallen in recent decades with the reduction in the number of wide bodied airliners in the overall US airline fleet.

I thought the number of widebodies was actually quite steady (or even increasing) but the number of narrowbodies increased even more? Also it are narrowbodies which are now being fased out, so you can expect that tide to change.

[David Hilditch]

I thought the number of widebodies was actually quite steady (or even increasing) but the number of narrowbodies increased even more? Also it are narrowbodies which are now being fased out, so you can expect that tide to change.

I am sure you're right that the decline has bottomed out in the past few years, but I was taking a 25-35 year view, during which period I am sure the number of US registered civil wide bodies is a lot lower. My basic point was that I think the overall capacity of the CRAF fleet is lower than that time.

[J]

The following article has drawings of possible bedroom / office combinations.
With Singapore sending several of their relatively-young A380's back to the lessor it continues to be hard to sell new ones.

The Airbus A380 has officially found a new lease on life as an ultraluxurious private jet.

http://www.businessinsider.com/airbus-a ... ace-2017-5