SpeedyGonzales From Norway, joined Sep 2007, 733 posts, RR: 0 Posted (6 years 8 months 1 day 9 hours ago) and read 3299 times:
This was noted in the thread about the possibility of suspending the -3, but I thought it was better to split this discussion off into a separate thread.
Does anyone have a good explanation to why the -9 has sold only about a quarter of the -8? Even the "hopelessly uncompetitive" A350-800 has sold almost as many as the -9, with 169 vs. 174. Also interesting to note is that the airlines that have ordered the -9 have ordered relatively few -8.
Out of the 174 787-9 ordered:
62 will go to airlines that only have ordered the -9 (Air New Zealand(8), Air Pacific(8), Arik Air(7), Arkia Israel Airlines(4), Singapore Airlines(20))
83 will go to airlines that have ordered more -9 than -8 (31 -8 orders) (BA(8/16), Continental(8/17), Qantas(15/50))
10 will go to airlines that have ordered less -9 than -8 (26 -8 orders) (Ethiopian Airlines(8/2), LAN(18/8))
15 will go to leasing companies (80 -8 orders) (ILFC(68/6), LCAL(12/9))
4 will go to private customers (5 -8 orders excluding 2 for PrivatAir)
Atmx2000 From United States of America, joined Oct 2004, 4576 posts, RR: 37
Reply 2, posted (6 years 8 months 1 day 9 hours ago) and read 3211 times:
1. 788 comes out sooner, so more orders for it are natural
2. The 788 has no direct competition, so airlines interested in an aircraft like the 788 buy quickly to secure slots. The 789 competes with the A358, so airlines drag their feet in evaluating the aircraft, which means slots get lost to the 788.
ConcordeBoy is a twin supremacist!! He supports quadicide!!
Zkpilot From New Zealand, joined Mar 2006, 4840 posts, RR: 9
Reply 3, posted (6 years 8 months 17 hours ago) and read 2781 times:
The 789 also costs more.
But the main reason will be that it comes out later than the 788 and that airlines have an opportunity to see how well that performs before they HAVE to commit to either the 789 or A358. If they don't order the 788 early on the other hand they miss out on slots.
Par13del From Bahamas, joined Dec 2005, 7377 posts, RR: 8
Reply 5, posted (6 years 8 months 14 hours ago) and read 2597 times:
The fact that the a/c have different capacities, range etc. may have something to do with it, after all, we all agree that airlines are professional organizations and order a/c based on their needs and not whether they are made by A or B and politicians fantacies. A detailed analysis of both a/c merits would probably fill in the blanks nicely.
Scipio From Belgium, joined Oct 2007, 898 posts, RR: 10
Reply 7, posted (6 years 8 months 14 hours ago) and read 2483 times:
Could it be that a significant portion of 787 orders have the option to be taken either as 787-8s or 787-9s, but are booked as 787-8s?
Other than that, the 787-8 is an aircraft in a niche of its own, offering capabilities in its size category that have never existed before (abstracting from the A340-200). So, it's a new market segment offering airlines new possibilities.
The 787-9 is closer in capabilities to existing models such as the A340-300 and the B777-200ER, of which airlines have large existing fleets that will last a while longer.
By contrast, those existing planes that the 787-8 replaces (B767, A300, A310) tend to be closer to the end of their lifespans.
Stitch From United States of America, joined Jul 2005, 31098 posts, RR: 85
Reply 8, posted (6 years 8 months 11 hours ago) and read 2337 times:
It is likely that a good number of those airlines who have bought 787-8s will also buy the 787-9 down the road. 8 787 customers currently have both on order and 6 have only the 787-9 on order. This is similar to the 7 customers who have the A358 and at least one other A350 model on order and the 9 that have only the A358 on order. SU, QR and ALAFCO are the only two 787 and A350 customers to date who have not bought the 787-9 but have bought the A350-800 and I expect ALAFCO will buy the 787-9 down the road.
The 787-8 offers new opportunities for 767 and A330 operators and it was (planned to be) available a few years earlier then the 787-9, so it makes sense that it would reap the balance of initial orders. Same with the A350-900 winning the plurality of that family's orders to date because it is the first one available and, like the 787-9, will land around the time airlines are ready to start serious replacement of 77E and A343 equipment.