Nor did I make, as you do, the blind and unfounded assumption that an unbuilt and untested aircraft will automatically meet or exceed its projections.
Its sister aircraft (the 773ER) exceeded its expectations allowing Boeing to up the performance expectations by of the nearly identical 772LR to over 9,280nm. The 772LR could fail
by 6% and still hold a payload and range advantage over the A345, and there are zero indications that the 772LR will not
meet its expectations.
You cannot lump orders in together and baldly state that one is the same as the other when both will need type certification and trials.
The 777-200LR and the 777-300ER are both memebers of the 777 Long Range program, an effort by Boeing to counter the A345/A346 and offer customers a superior replacement to older generation 747s. They are members of the same
development program, you can
lump their orders together.
The 777-200LR is NOT the same aircraft as the 777-300ER
Thank you Cpt. Obvious. The fact remains that many of the upgrades for the 772LR have already
been developed, already
been built, already
certified, and already
in passenger service with the 773ER. The 772LR will be even easier
to certify than the 773ER.
Take out the semilevered landing gear, derate the GE90-115, take out the 773 fuselage plugs and you have the 772LR. Everything neccesary for 772LR certification is proven technology, nothing new! It is a matter of certification, and the potential for crushing
any future A345 customers easily justifies this expense.
Money that Boeing might never recoup on the one product line alone, unless it offsets it against sales of the whole family.
The low orders for the 772LR are offset by the orders for the 773ER, that would be the point
of developing them in tandem.
It is also a lot more than 'minimum change' over the 777-200ER. Do weights, systems and fuel capacity not count then?
Yes, I happend to list
these systems for you-
The 777 in a nutshell, is two airframes offered in 5 MTOW flavors. The 777-200 (A-market, ER
B-market, and LR
C-market) and the 777-300 (A-market, and ER
B-market). A stronger commonality exist between a GE
powered 772ER and a 772LR/773ER than a CFM56 powered A343 and a RR
Trent 500 powered A345/A346.
And please do not edit my posts to suit your own agenda. At no stage did I say that the 777LR would only book 5 frames
No, you only said, in your words, "the 777LR will probably never make Boeing a dime." A blind and unfounded assumption perphaps?