"And how long did it take Boeing to get rid of those SQ A340-300s?
A number of years. OTOH, one could ask the question, what did Boeing do with those A340s? The answer, of course, is that they marketed them to current Airbus long-haul operators. For instance, they sold 3 to Cathay Pacific, 4 to Gulf Air, etc. This prevented those operators from buying new aircraft from Airbus. In addition, and perhaps more importantly, they also offered them to both Swiss and South African. This is significant because it forced Airbus to lower their prices in order to secure new orders. Unfortunately, I'm not familiar with the SAA deal, however, I know Swiss stated publically they paid less for their order for 13 new A340s (later reduced to 12, rumored to be reduced to 9) than they would have paid for used (ex-SQ) frames. While it is entirely possible (and probable) Boeing lost money on these aircraft, it is certainly probable that so did Airbus.
As to whether or not Boeing lost money on the total deal, I'm afraid we'll probably never know.
"On the other hand, with the different Boeing planes, it is hard to speak about any family ties other than maybe inlaws at best.... Hence the remark from Airbus introducing a handful of B7E7 in a mixed fleet to replace another member of the Airbus family might even push the overall operating costs up.
If we are talking about systems, then you're correct. Of course, having twice as much experience in the field is both an advantage and a hinderance to Boeing. Just look at the 737NG. Boeing had the opportunity to completely modernize the aircraft to make it more inline with the 747-400 and 777. However, this would have made it completely uncommon with the masses of previous generation 737s in operation. The airlines (SW in particular) said no
If we are talking about cockpit architecture and training, then let's clear up a myth. Among the recent Boeing designs (737NG, 767-400ER, 747-400, 777), it takes approximately 1-2 extra days to go from one Boeing model to another, as it does to go from one Airbus model to another. It is certainly true that Airbus does
have a more common, nearly identical, cockpit structure (until the A380). However, the advantages are not nealy what Airbus makes it out to be. That is why I find their argument that the 7E7 will cost more
to operate overall quite, well, hilarious.
Then again, perhaps they're right. For an airline who is operating only
A32Xs and A330/340s and who wants to replace, for example, the A330s, it might indeed drive their overall fleet costs up. Therefore, if Airbus is happy in the future only selling planes to Qatar Airways, MEA
, Swiss (once MD
-11s are retired), Iberia (once 747s and 757s are retired), Austrian (if they get rid of Lauda's old fleet), and TAP, then they should definitely stick to this arguement, and not worry about Boeing's little 'ol 7E7.
"until present never denied by B. . .
. . . they're probably still too busy laughing.
BTW - ". . . the remark from Airbus introducing a handful of B7E7 in a mixed fleet to replace another member of the Airbus family might even push the overall operating costs up.
That's probably what Boeing said when Airbus introduced the A320. . .
All gave some. Some gave all.