Every long haul flight from SFO is over 5,000 miles. They probably are saving fuel by using their newest planes on the longer flights. ORD/IAD/EWR to Europe are shorter routes.
Jump to postThis has allowed vendors to get aggressive with IP and restrict access to parts and repair options. The vendors want to force airlines to buy new OEM (original equipment manufacturer) parts, which brings in revenue rather than let parts get repaired. They also want to protect details of the design ...
Jump to postThis is a very important conversations. This is the type of discussion (not cabin width) that is critical to closing the business case. The after market, spares and services market is getting more and more competitive. Suppliers have been successful in bidding low to get parts on airplanes and then...
Jump to posthttps://leehamnews.com/2018/08/15/some-suppliers-consider-sitting-out-boeings-nma-program/ suggests some suppliers may walk away from the 797 program rather than accept Boeing's demands for low initial price and little/no life time revenue stream. I kind of feel the piece is all over the place. It ...
Jump to postSEA-ANC-Asia is more likely. I could see a ULCC setting up shop in ANC. CALI, LAS, PHX, DEN, SLC, SEA, PDX those are big markets to Asia. People want ULCC even on longer routes, they say they don't but that is what people book. What Iceland is to Europe ANC could be to Asia. A big problem is that t...
Jump to postUnited was able to use the 777-200A on SEA-NRT, which is 4100nm. I believe there were weight restrictions if they tried to use it on NRT-SFO, which is 4400nm. I bring this up since that plane has 5200nm of range and still struggled on transpacific crossings.
Jump to postThe thing is is the cat was defined as an emotional support animal, which is covered under ADA. If the passenger with the cat was denied boarding could probably easily file a lawsuit under these terms if boarding was denied. The person in the wrong is the girl and mother who didn’t tell the airline...
Jump to post797s. But before that 321s seem destined to take over most transcon with Delta, American, Jetblue, Spirit, HA, AS. Definitely on the small site. But it's availability, low CASM and flexibility compensate a lot. If you are going to say A321s, you should not omit 739s that do and will do that for DL/...
Jump to postIsn't it standard military procedure that for certain inherently hazardous items it takes two persons to authorize activation. I imagine Boeing/Airbus/airlines are looking into this currently. Waking up a sleeping plane would be the obvious point. And the previous mentioned parties will know how th...
Jump to postDo companies have the ability to send commands to a particular planes auto-pilot? (and apologies for being one of those who registers due to a particular incident, huge amateur aviation nut and intend to stick around :)) No fortunately, we have ACARS and datalink but that’s just the ability to rece...
Jump to postThere are already contracts in place for Boeing to support the MRJ. The Embraer partnership is still being developed. This is an interesting situation. Two competitors are now linked through Boeing
Jump to postAlaska has already announced it is shifting to 739s on transcons. Alaska could learn a thing or two from United which in years past attempted to fly 739ERs on transcend routes from the Northeast and New England. During the summer time it wasn't a problem however during the winter UA was forced to l...
Jump to postShow me the point, with numbers, were a A330ceo will not show a higher fuel burn than the A330neo. The block fuel burn on a A330ceo will always be lower, independent of the distance. You are so confident that the A330neo is always more efficient at any stage length (including taxi, I am guessing) I...
Jump to postPDX is picking up diversions.
Volaris from GDL
Delta from SMF
Delta from SLC
No, but given that the development cost was predicted to be between 1 and 2 billion euro, and the delays probably mean the cost is at the upper end of the range, if we assume 500 sales (more than double the backlog at present), Airbus still needs to allow around $5 million per frame to cover its ow...
Jump to postWhy is no one talking about the NMA? It is designed exactly for the routes where UA uses its domestic 777s. Availability also matches when those planes will be due for retirement.
Jump to postDomestic 777 replacements will probably be the newer 77Es shifted from international as A350s start coming in bulk. I don’t see UA ordering new build domestic widebodies. I could see UA ordering has the 2-Class 220 seat NMA for smaller Transatlantic markets and the larger 2-Class 270 seat NMA for d...
Jump to posttwo comments one historical the other current 1) when I first went to work for Boeing they were having a problem getting 707's out the door complete, the solution was to throw people at the problem that was actually a parts shortage problem. So what one saw was lines of mechanics with a part and to...
Jump to postMadison may not be the best example, but SFO and SEA are significant hubs for AS and UA. AS connects people in the Pacific Northwest and Alaska. UA connects to a transpacific hub. LAX is a fragmented market. No airline has more than about 20-25% market share. The competition is fueled by O/D since n...
Jump to postSo many good (and interesting) posts in this thread. My thoughts: When you are at the extremes of the performance envelope, by definition we aren't talking about a lot of frames. It is clear that both manufactures have plenty of options and neither seems willing to commit.....yet. One final (wild) ...
Jump to postModifying the wing seem the best, but most expensive and time consuming way to get to higher payload-range. Maybe staying away from the inner wing, wingbox, engines, landing gear might be an option if a limited payload-range upgrade is enough. An advanced outer wing profile and materials, could imp...
Jump to postNo A shrink of the MoM / NMA / 797 would come as a surprise only for those exclusively listening to Boeing. The lower part of the medium segment is the biggest one and the 737-9/10 keeps being pushed around the room. Slot availability, agressive pricing and fleet commonality won't last as selling p...
Jump to postThis reminds me of New Zealand where only planes with over 90 seats have security screening. Up until 9/11, there was no security screening for domestic flights
Jump to postDamage tolerant designs assume all the part will eventually crack and fail. The goal of the design is to have it crack and fail after its useful life and have enough inspections to ensure no cracks propagate during the expected life. Beyond the limit of validity, there is no engineering to determine...
Jump to postI got the idea from somewhere that 744s that are still in service required to have an inerting system fitted to the fuel tanks, and that one of the reasons United chose to retire their 744s when they did was to avoid the expense of making the modification on planes they always intended to keep for ...
Jump to postI havent read through 100% of the posts, but quick question. Seeing as boeing are stalling a little bit on the "MOM" 797, it leads me to believe they are having second thoughts about the market size of the MOM. Why do that when you could do a NSA with a few model variants like hypothetica...
Jump to postThe only reason to use program for cost accounting is to move profits around. If investors know everything anyway and nobody is confused by showing higher profits, why the hell bother about this charade? Why not use just normal accounting rules like everybody else? Why does every Boeing fan gets ri...
Jump to postSome interesting comments: >>David Gleave, a U.K.-based crash investigator and air safety consultant, said the absence of fatalities reflected the relatively low speed of the impact, as well as decades of work in improving aircraft design. “It’s not a miracle,” he said. “This is a design-based acci...
Jump to postI believe this is only true with flights to Atlanta. Unlike almost every other hub in the country, ATL for DL has such high volumes that they have a very small percentage of regional jet flights. ATL has 80% mainline flights, which is the highest percentage of mainline for any hub of the US3. Most ...
Jump to postOut of curiosity, who bears the costs of such interruptions where the malfunctioning passenger device was the cause? Airline (insurance) or passenger or the device maker? Are you serious? Of course the airlines insurance. You think the pax is gonna buy a 737? I guess the airlines insurance could to...
Jump to postI still think the MOM is going to be a true shrink of the 787, yes new wing and fuse structure but the systems architecture basically the same (smaller packs, actuators, and landing gear). It is probably the engine development that is causing the delay as CFM, GE, RR, and PW all sweating with the c...
Jump to postHis topic comes up frequently. I think it is because the QF airplanes are out in an open area all day. They aren't the worst for long ground times. UA has its brand new 77W sit for 21 hours overnight in PEK. The ground time in China for UA are some of the longest in the industry waiting 18-21 hours ...
Jump to postThe Boeing and Embraer partnership started around 2011 and has been growing https://www.ainonline.com/aviation-news/aerospace/2012-04-16/boeing-embraer-explore-new-areas-cooperation http://boeing.mediaroom.com/2016-07-11-Embraer-and-Boeing-to-Collaborate-on-Worldwide-Sales-Support-of-KC-390-Medium-A...
Jump to postThe intellectual property of a recently certified type design like the CSeries is probably more valuable to China than the actual physical assets. Buying the program would get COMAC the knowledge needed to be able to get their airplanes certified by the FAA and EASA in my opinion. THe C919 depends o...
Jump to postThe early 777s are next to useless unless they have already had the AIMS upgrade, otherwise Honeywell will not support them. I think the low 77W rates will result in deferrals of A350-1000 and 77X aircraft, and accelerate 744 retirement. I thought every 777-300ER had AIMS 2, so that isn't really a ...
Jump to postany real perspective of when will this very expected project be launched? I'd hazard a guess at the Farnborough Air Show, 2018. Perhaps then they'll have garnered orders ready to launch with the most pre orders for an aircraft ever... Or, maybe not. Either way, I can't wait for a new type to spot. ...
Jump to postRegardless of what the 797 is, I expect Airbus will find a way to respond. We have a thread for that topic already http://www.airliners.net/forum/viewtopic.php?t=1374459 I expect Boeing has already thought about how Airbus can respond. That might be why the airplane is looking to be bigger than a A3...
Jump to postIt reminds of 2010. Everybody was focussing on the Boeing NSA that was going to change everything. Airbus pre-empted with the NEO & quickly sold 1000. At that stage Boeing couldn't start a 7 year development process no more. It also reminds me of 2003 when Airbus was focused 4 engines 4 long ha...
Jump to postA 797 won't show up at the gate before 2025. That means A has some time to see, review, discuss and position. The key is how much time they will take "to see, review, discuss and position". One year? Four years Eight years? Who knows! It is hard to know. The A350/A330neo response to the 7...
Jump to postU.S. airlines can operate freighters if they want to. They just don't want to. There's no money in dedicated freighters in the U.S. market – there's enough belly cargo space on existing passenger aircraft to meet the demand of the cargo market. Amazon intends to have a fleet of 40 767 freighters. D...
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