Some say it’s a hotel, others say it’s more stands for aircraft. There isn’t any sign of structural work, so I’m leaning more towards the “new stands” theory. 🙂

😀

Hehe, I know ;). Better not say though….sorry.

Nope, this is new news. Just released today.

BMED orders seven more A321s
London (28Apr05, 11:14 GMT, 136 words)

British Airways (BA) franchise partner BMED has placed a firm order for seven Airbus A321s for delivery beginning in January.

It marks the first time BMED, which already operates six A320/A321 aircraft, has placed an aircraft order directly with the European manufacturer.

BMED’s Airbus narrowbodies, again to be powered with International Aero Engine (IAE) V2500 engines, will be configured in a two-class 149-seat layout.

BMED acting CEO Angus Saunders says: “We are delighted to be increasing the BMED fleet in support of our growth plans, which will see the business double in size over the next five years.”

The Heathrow-based airline currently operates three A320 and three A321 aircraft. Two further A320s are due for delivery next month.

It comes a month after another BA franchise carrier, GB Airways, placed an order for five Airbus narrowbodies.

Source: Air Transport Intelligence news

Within Europe there are a number of flights undertaken by A330s. I have seen SWISS using them into LHR, and I think LH occasionally use them around Europe.

Here is some reasoning behind it….it confirms the end of the Airbus long haul fleet at AC…

Air Canada notes efficiencies, discounts in Boeing deal
Darren Shannon, Washington DC (25Apr05, 22:47 GMT, 892 words)

Air Canada’s top executive today intimated that Boeing slashed its pricing structure to close today’s tentative deal for up to 96 777 and 787 aircraft, a contract that will effectively end Airbus long-haul operations at the Canadian carrier.

Robert Milton, chief executive of the airline’s parent company ACE Aviation, will not discuss the details of the agreement, which is valued at roughly $6 million at list price. However, during an analyst call today he noted: “From my standpoint, I’m confident that no one has done better on a deal.”

This declaration comes as Boeing gains ground on its rival amid accusations that a price war has erupted between the two large aircraft manufacturers. This discount battle was emphasized this weekend when Irish budget carrier Ryanair told shareholders it was buying Boeing 737s for $50.9 million an aircraft, or almost 27% less than the top-end catalog price of $69.5 million, and was guaranteed further “price concessions” from a credit agreement.

Boeing will not comment on the minutiae of the deal, although a spokesman notes that the agreement is structured to give Air Canada freedom to adapt the order to reflect its fleet requirements. This flexibility already allows Air Canada to pick any mix of 777-200LRs and 777-300ERs (although it appears three -300ERs are committed) and 787-800s and 787-900s to satisfy the firm order, which currently stands at 16 777s and 14 787s. This policy also applies to the 18 777 and 46 787 options also included in the deal.

The only definitive part of the contract is the delivery of two Boeing 777 freighters, which are scheduled for delivery soon after the planned certification in late 2008.

It is also unclear how Air Canada will raise the requisite funds for the Boeing purchase. During the analyst call both Milton and CFO Rob Peterson said ACE Aviation is currently in talks with the US Export-Import Bank (Eximbank) to finance a major, but unspecified, part of the deal in Canadian dollars. They also said Boeing was offering support financing, but noted both deals are still under negotiation.

An Eximbank spokeswoman tells ATI that it has not received an application from Air Canada, and would usually expect formal talks to begin closer to the delivery date on any large aircraft order. She also notes that although many Eximbank aircraft deals are loan guarantees, full loans are available on sales of US-made aircraft to foreign companies.

Milton, however, today confirmed that a payment schedule had been negotiated with Boeing that allows the airline to avoid “a significant upfront cash payment”.

Air Canada also has to negotiate a new pilot contract to reduce its current two groups of long-haul pilots to one, and complete final documentation before the widebody deal can be finalized. This is expected by mid-year.

The airline is adamant the new order is in the carrier’s best interest. It currently operates five aircraft types on its long-haul routes, including eight leased Airbus A330-300s, 10 leased A340-300, two owned A340-500s and 45 owned and leased 767-200s and 767-300s.

Reducing this to a fleet of 777s and 787 will inherently offer the carrier cost savings, as older aircraft are replaced “by one of the youngest fleets in the world”. Eventually, Air Canada mainline will operate a fleet of Embraer 175 and 190 regional jets, Airbus narrowbodies and Boeing widebodies. Air Canada Jazz affiliate will operate Bombardier regional jets.

This will eventually lead to an annual $300 million increase in mainline profitability by 2010, two years after the 777s are added to the fleet and the first year of delivery for the 787.

One major factor in Air Canada’s decision to order long-haul aircraft from Boeing rather than Airbus was the European manufacturer’s four-engine model. “That had a dramatic effect on the decision,” says Milton. “In the heightened fuel cost environment” the extra weight, maintenance and consumption that comes with four engines leaves the Airbus disadvantaged, he adds.

Milton also says Airbus’ answer to the 787, the A350, was “too large” for Air Canada’s needs.

Air Canada will retain all of its widebody Airbus until 2008 as the 777s are used for growth in Asia and Europe (the first 777-300ER is already destined to serve Vancouver-Tokyo), but will begin dropping the European aircraft in subsequent years.

Notably, Milton today said the A330s and A340s will be dropped from a massive cabin upgrade program that will see $5 million invested in each of the 767s. This will be funded by a recently brokered C$300 million ($240 million) revolving credit facility.

Air Canada has also cancelled a firm order for three A340-600s as part of its shift to an all Boeing widebody fleet.

The airline plans to add the 777 passenger variants between 2006 and 2008. Three (probably -300ERs) will be delivered in May, June and December 2006, while eight will follow in 2007 (six in the first half of the year). The final eight are scheduled for delivery early in 2008.

The 777Fs are set operations in the fourth quarter of 2008. Delivery of the 787s will begin in 2010.

Air Canada will retain the higher cost 767s for the rest of the decade, says Milton, as the airline uses the new aircraft, especially the 787s, to open new longer-haul, lower demand markets in Asia, Europe and the Middle East. The 787, however, will eventually replace the carrier’s 767s.

Source: Air Transport Intelligence news