Demand for cheaper A380 spare parts makes a business case for aircraft dismantling.
Credit: Tarmac Aerosave


中古のA380 を売りに出す際のエアバスの目標数を聞かれて、同社の営業責任者Christian Scherer氏は否定的に答えました。「我が社はリマーケティングを第一の役割と考えていない」と、彼はAJPAEすなわちフランスの航空ジャーナリスト協会のメンバーに述べました。

3月の時点で、当時のA380型機プロダクトマーケティングの責任者Sunny Guglani氏は、中古市場への熱意をいくらか持っていました。「我が社は、中古市場が多くの航空会社にとってA380 を購入できる機会になると確信しています。そしてこの市場を支援・推進していくつもりです」、と彼はその時、フランスの日刊新聞Les Echosで語っています。ちょうどその頃、ルフトハンザは2022年と2023年にA380型機14機のうち6機をエアバスに返却することを発表しました。新たな優先事項は、今いる事業者を支援することです。エアバスは運航の継続に重点を置いている、とScherer氏は述べます。いずれにせよ、エアバスの経営陣は同機の評判を上げたいものと思われます。

エールフランスはA380型機を退役させ始めています。そしてエールフランス-KLMグループのBen Smith CEOは、同型機の性能を公然と批判した同社関係者の一人です。「A380型機は運航に最も不向きな航空機である。我が社は同航空機で数多くの遅延に遭ってきた。さらに、同機は最も高いキャンセル率を有する」、とSmith氏は11月に述べています。「同機をすぐにでも退役させることは、エールフランスの運航の一助になるだろう」同社で唯一の10機が好調に運航しているにもかかわらず、Smith氏は「これらは多くの決定を進める」と述べました。

おそらく、中古市場におけるA380の生き残りに関する最大の懸念事項は、ドイツに本拠地を置くリース会社のDr. Petersが、元シンガポール航空のA380航空機を売りに出す際に直面した難題です。201711月以来、同社は4機を退役させてきました。「我が社は、後続機のリースと販売について多くの航空会社と話を進めてきた. . . .最善の経済的な解決策は、パーツをバラバラにすることである」、とDr. Petersの航空部門の責任者Christian Mailly氏は述べています。この選択肢は、4機の航空機のうち2機に適用されました。



以上は、Thierry DuboisとHelen Massy-Beresford がAviation Week & Space Technologyに書いた記事の簡略版です。


Early in 2019, Airbus’ salespeople had to accept the harsh reality that the market for new A380s was too slow for production to be sustained beyond 2021. They now seem to have concluded that the secondhand market also is weaker than they thought. And so the program is moving to a phase where the keywords will be “dispatch reliability” and “spare parts,” rather than “new operator.”

Asked whether Airbus has a target number for placing pre-owned A380s, Chief Commercial Officer Christian Scherer answered in the negative. “We do not see a major role for us in remarketing,” he told members of AJPAE, the French aerospace journalists association.

In March, Sunny Guglani, then head of A380 product marketing, had some ambitions for the secondhand market. “We are convinced it will be an opportunity for more carriers to afford A380s, and we are going to support and promote this market,” he told French daily Les Echos at the time. Lufthansa had just announced it would return six of its 14 A380s to Airbus in 2022 and 2023. The new priority is supporting current operators. Airbus is focusing on continuity of operations, says Scherer. At the least, Airbus executives may want to shore up the aircraft’s reputation.

Air France has begun retiring its A380 fleet, and Air France-KLM group CEO Ben Smith was one of the company officials who publicly criticized the aircraft’s performance. “This is the poorest operating aircraft in the fleet. We have enormous amounts of delays on this aircraft and this fleet has the highest rate of cancellations,” he said in November. “Getting these aircraft out sooner rather than later is going to help the operations at Air France.” Though that fleet is only 10 aircraft strong, said Smith, they “drive a lot of decisions.”

Perhaps the most worrying evidence about the viability of the A380’s secondhand market has been the difficulty Dr. Peters, a Germany-based lessor, has had in placing ex-Singapore Airlines aircraft. Since November 2017, the carrier has returned four. “We have talked to numerous airlines about both a follow-on lease and a sale. . . . The best economic solution turned out to be the part-out route,” says Christian Mailly, Dr. Peters’ head of aviation. That option was used for two of the four aircraft. 

Currently, 27.8% of the global in-service A380s are in Asia-Pacific.


This is an abbreviated version of an article by Thierry Dubois and Helen Massy-Beresford that appeared in Aviation Week & Space Technology.

Read more about the outlook for the A380 leasing market in the full article. Login or subscribe to access the full article here.