Here are few questions I have been chewing on related to the 7E7 over the past few days-
1. Range of the 7E7-8 and 7E7-9 variants- It goes without say that a base range of 8500nm with a full passenger load is impressive. But what will this mean for C-market aircraft like the A345?
I am thinking mostly about SQ and their SIN-LAX, SIN-ERW ops. SQ configures their A345 fleet in a 180 passenger two-class configuration to take full advantage of the aircraft's range. Reducing a 7E7 to 180 pax in 2-class (from 217 in 3-class) is approx. a 20% capacity drop. Would restricting passenger payload in such a way increase range to the point where range would match that of SQ's A345? If so, then could SQ swap the A345 for a small subfleet of 7E7s (assuming they do order them) on ULH ops?
2. Seating configuration- Boeing is advertising a 8-abreast configuration for the 7E7 with 19-inch seats and wide isles, either 2+4+2 or 3+2+3. Either way, the 7E7 will be wider than the A330/A340 cross section. This means that it will be possible for the 7E7 to seat 3+3+3 or any 9-abreast configuration with 17 inch seats, on par with the 737NG and 757 seats.
This doesn't sound pleasant for long-hauls, but could this be the configuration of choice for the 7E7-3? With an excellent IFE system and good pitch, think 3+4+3 in EK's 777s, and airlines could create a comfortable high density economy configuration. More seats = lower seat/mile costs.
3. Break-even point for 7E7-3 variant- I was thinking how, depending on whos numbers you trust, the A380 can have a lower breakeven than the 744. Is it possible that the 7E7-3 with all its efficency gains could have a lower breakeven than the 752?
I understand if these questions don't make sense, as I don't know the answers, thats why I asked. Just some thoughts for consideration I guess.