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KarelXWB
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Re: 77X-8/9 compared to 777-300ER & A350-1000 (&787)

Sun Dec 31, 2017 1:09 pm

Revelation wrote:
zeke wrote:
heavymetal wrote:
Good list. I would add the 787-10 to the medium haul list, and I would clarify that the A350-900ULR will not be a 250-seat aircraft. It will be under 200 seats.


Reminds me of what people said a couple of decades ago about the A330, and it has grown by 40 tonnes since EIS. What do you think will happen when the -1000 enters service ?

A330 had MTOW growth 'baked into it' because of its A340 sibling, and I can imagine modern era computers running stress calculations can find lots of room for improvement on an 80s vintage design. I'd be surprised if Airbus left that much unused potential in the current A350.


I don't think the A350 can grow 40t MTOW without major improvements. While not yet certified, the A350-1000 can go up all the way to 320t MTOW and that's probably as far as it goes.
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KarelXWB
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Re: 77X-8/9 compared to 777-300ER & A350-1000 (&787)

Sun Dec 31, 2017 1:12 pm

zeke wrote:
I hear the 777-8/9 will not have ETOPS approval at EIS due to an unexpected blade failure during testing.

If that proves to be true at EIS, it will have significant operational impact.


That would surprise me. The 777-9 has yet to fly, and Boeing/GE have 2 more years to address any issues.
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zeke
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Re: 77X-8/9 compared to 777-300ER & A350-1000 (&787)

Sun Dec 31, 2017 2:53 pm

KarelXWB wrote:
I don't think the A350 can grow 40t MTOW without major improvements. While not yet certified, the A350-1000 can go up all the way to 320t MTOW and that's probably as far as it goes.


Already seen a 9 tonne MTOW growth since EIS on the A350-900, and the A350-1000 is already certified 43 tonnes higher MTOW than the entry A350-900. Looking at the improvements they have made on the A318/319/320/321/330/340/380 it would go totally against their grain not to make further improvements to the A350. Not to mention the other comments like bringing an A350-900 based freighter to the market.
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KarelXWB
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Re: 77X-8/9 compared to 777-300ER & A350-1000 (&787)

Wed Jan 03, 2018 10:50 am

Stitch wrote:
Is it true fragmentation (which would support the "point to point" strategy) or is it the natural evolution of replacing an airframe with inferior CASM with one that has superior CASM (even if said airframe has less seats). The 777-300ER was in many ways a "magic" airplane - it had great CASM and great performance so it quickly became the standard for long-haul travel in most of the world's airlines even if it was not the optimal choice in terms of capacity. The 787-9 and A350-900 also have great CASM and great performance so it seems natural they would also quickly be adopted by airlines, especially in roles where the 777-300ER was the best available airframe at the time, but no longer is in comparison to the 787 and A350.


Years ago, several airline CEO's stated that airlines ordered 77W's as there was no other lift available in the (A332 too small and A333 not enough payload/range). As such, the 77W may be too large for several airlines that ordered it, or at least for several routes the airline operates. Therefore, 1:1 77W replacements are unlikely to happen. Airlines now have lots of options in the 350-seat market, instead of just the 77W ten years ago.
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