Revelation wrote:parapente wrote:Thanks for posting/re posting the latest JonO's words and pic's on the 797. Key quote.The yet-to-be-launched NMA is slated to arrive in 2025. First with the base model, the NMA-6X (225 passengers at 5,000nm) and the NMA-7X (265 passengers at 4,500nm) two years later, according to two people familiar with Boeing’s planning today.
To me Boeing have been absolutely consistent with what they see as a 'Middle of market' aircraft. It isn't an A321LR nor is it a 788 - it is a MOM.
Of course it will overlap and compete at both edges of its performance profile both pax and range but it is a different aircraft. Different fuse size, different power requirements optimised for the job it will do best.
I'm with you.
I think we're down to two possibilities:
a) Boeing will be producing an all-new ovoid twin-aisle NMA with the general characteristics above
b) Boeing has run a masterful disinformation campaign that has fooled the CEOs of DL, QF, UA, et al and they're actually making 788-lite
c) Boeing can't convince itself/customers/BoD that there's a business case here, move on, nothing to see here
Personally, I'm thinking (a) is the most likely outcome.
This is very true. People often fantasize about a reborn L1011-DC10 type of competition where airlines compete mfg's closely against 'like' models, but I think it's unimaginable that Boeing and Airbus would deliberately produce similar planform/era direct competitors again. Airbus will certainly have A32X options to pursue, but none will be direct competitors in any sales campaigns with actual airlines vs. any putative MOM Boeing creates, no matter what online personalities speculate.
As with the A330 series' multi-decade history of sales, or 77W, or A321NEO, or 787, or A359 (or the flip side of 748, A340, A330NEO) the industry winds up seeing certain moderately differentiated options as winners vs. losers pretty quickly, especially the widebodies.
The 788 lite just won't...hunt/fly.