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Some 7E7 Thoughts

Mon Jul 12, 2004 10:19 am

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.
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RE: Some 7E7 Thoughts

Mon Jul 12, 2004 10:36 am

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?

As you surmise, it might mean problems. But the A345 is here now and the 7E7 is several years off. Also, fleet commonality with the A346 is an issue.

2. Definitely possible, unless you run into payload issues (doubtful(.

3. Yes it might , but the 757 is much cheaper and you don't have to stand in line to get one.

I have little doubt that the 7E7 will be a success, but right this minute it's easier to find a very cheap 757 or 767. Even with the lower fuel burn of the 7E7, it'll take a while to defray the cost of purchase ($130m) compared to that of a used 757/767 ($20-30m).

However, Boeing has developed the product at the right time. With the economy heading into better territory, those planes in the desert will be picked up and the mainlines will have money again. By the time 7E7 is delivered, orders should be flowing in.

Let the crapshoot begin.
"There are no stupid questions, but there are a lot of inquisitive idiots." - John Ringo
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RE: Some 7E7 Thoughts

Mon Jul 12, 2004 12:58 pm

This is good range for 7E7-9 for longest flight with nonstop anywhere in their world and will make more than of 9,000 natural miles long. It would be good for 7E7. I am sure will get plans for more airlines to make orders them.

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