If you don't believe it, rewind a decade and review the Airbus vs. AA "beef" over AA587 that A.net was convinced would last for all time..... AA ended up coming back to Airbus for (what was then) the biggest order of all time. That was just fanboy hogwash, still see it today with all the ...
Jump to postAnd it misses the big advantage of the XLR over and over gain. The huge advantage of the XLR is not what it can do, but that you can use it like a vanilla A321NEO with next to no penalty in operating costs. It would not be hard to make a plane that carries more pax over a slightly longer distance an...
Jump to postAnd the XLR could also impact sales of the 787,777 and A350. Considering that the A330NEO is the worst selling of the 4, it is highly unlikely that it would get all the deals if there would be no XLR. In fact, I would even say, that the 777s, A350s and A380s used on routes within the XLRs envelope a...
Jump to postOf course not. But there aren't that many routes in the world that require exactly that capacity, that won't soon grow into big enough for a WB, and you are ignoring my main point - if the A321XLR did not exist - A330NEO would have a lot better backlog (probably). And you come to the conclusion how...
Jump to postI never said you would plan to operate at 60%. The person I was responding too made a very definitive statement in that "but you would never fly an A330/787 at 60% load". Basically implying that if its at 60% load factor or less the flight is cancelled. BTW you get to 80% fleet average lo...
Jump to postA330 and 787 fly at 60% all the time. Frequency matters for business people but not for Leisure travellers. When they are hundred's of new point to point routes in excess of 4,000NM but less than 4,700NM that open up that weren't big enough for a A330 or 787 then I will agree. We will also ignore t...
Jump to postIf they would stretch the A321, they will take the MTOW of the XLR and use it for a standard A322. They won´t stretch A321XLR, as it offers no benefit at all. And if you look at the operational limits (angel of rotation) there is not that much length left in the A321. To be honest the A321 has very...
Jump to postThen you are down to around 8,6° from 9,7° rotation angle compared to the A321. This comes with drawbacks in performance and an increased tailstrike risk. Looking at aircraft stretches, usually the stretch is 2/3 in front of the wing, 1/3 after the wing, so for a 3.7m stretch, this would be ~1.3m a...
Jump to postThen you are down to around 8,6° from 9,7° rotation angle compared to the A321. This comes with drawbacks in performance and an increased tailstrike risk.
Jump to postIf they would stretch the A321, they will take the MTOW of the XLR and use it for a standard A322. They won´t stretch A321XLR, as it offers no benefit at all. And if you look at the operational limits (angel of rotation) there is not that much length left in the A321. To be honest the A321 has very ...
Jump to postThis chart is only interesting, if you compare it to the standard A321NEO. Which show that the XLR makes sense from 2500nm to 3700nm, if you can fill the maximum payload. Or in other words. it extends the fully useful range of your A321 fleet by nearly 50% and it does this with a very tiny drawback...
Jump to postThis chart is only interesting, if you compare it to the standard A321NEO. Which show that the XLR makes sense from 2500nm to 3700nm, if you can fill the maximum payload. Or in other words. it extends the fully useful range of your A321 fleet by nearly 50% and it does this with a very tiny drawback ...
Jump to postIt would have to be a very short, less than 1000nm trip, for the CEO to come out on top in pure operating costs. That's kind of why I made reference to AC's better access to capital markets, above. Air Transat isn't flush with capital. IMHO, this is far from a pure operating cost decision, to be ma...
Jump to postIt would have to be a very short, less than 1000nm trip, for the CEO to come out on top in pure operating costs.
Jump to postThe thing that is missing in this analysis is that the XLR brings different economics to the field and that the market has changed quite a lot. Compare the average density of a 1990 747 vs a 2022 787 and you will see that the density has dropped quite a lot in favor of more spacious business class....
Jump to postAnd that is the point. This coating is not part of the structural element. So is this paint or structure? Or something in between. Obviously Airbus has some serious quality issues with the A350, but so far it show now indication that the actual structural elements are effected. And who should pay f...
Jump to postAnd that is the point. This coating is not part of the structural element. So is this paint or structure? Or something in between. Obviously Airbus has some serious quality issues with the A350, but so far it show now indication that the actual structural elements are effected.
Jump to postWe are talking about CFRP - a composite material, the epoxy layers are an integral part of the structure and if they degrade it is structural damage.
Jump to postWe have also a clear statement from EASA that no structural components are involved.
Jump to post" "This is not a paint issue," Al Baker said on Thursday. " https://www.lse.co.uk/news/update-1-qatar-airways-says-airbus-spat-risks-industrial-repercussions-4a4z8sr62bge8rl.html ....it doesn't get any more straightforward than that. This depends on how you define paint. AAB doe...
Jump to postJust no. They talked about paint degradation or cracks on the composites panel, which just means in the paint.
Jump to postThe more interesting point is that other airlines seem to have found no problems.
Jump to postLike someone said above, the market works in cycles and Boeing will most likely be fine. It was just around 2005 with the A380 issues that some (mostly) American A.net posters (including a few present in this thread) would tell us of Airbus' impending end due to all the A380 issues and overruns, no...
Jump to post~20 EFs for the F-A-18+ at Gando.
~12-20 F-35B for the Navy.
which leaves replacement for the ~50 F-18Ms. Considering they are used by 2 wings, I think it will be a split buy. ~25 F-35A + ~ 25 EF. Or mabye keep one wing with the F-18Ms till FCAS arrives.
35-50 F-35 (12-25 Bs and the rest As) and about 40-45 EFs.
Jump to postIn the end it is not Airbus reaching 60%, it is Boeing reaching 40%. The imbalance is solely created by errors committed at Boeing. If Boeing continues to fumble the certification process with the regulators and continues to fail to establish a working quality control in their manufacturing, Airbus...
Jump to postIn the end it is not Airbus reaching 60%, it is Boeing reaching 40%. The imbalance is solely created by errors committed at Boeing. If Boeing continues to fumble the certification process with the regulators and continues to fail to establish a working quality control in their manufacturing, Airbus ...
Jump to postWithout new engines the 767 production ends in 2027, after that you can not longer register a 767 for the first time.
Jump to postThe end the question will be what products does the production cover. Will it be A319/A320/A321 or will they add an A322? Personally I think 75 is too much and Airbus should not go over 60 frames a months, as it seems like COVID will be with us for a long time and the economic consequences are just ...
Jump to postThe limitations of the design, would still be a problem. The pax capacity is still smaller and the embedded engines make it a lot harder to modify the design for newer engines.
Jump to postNot the branding though. The logo looks better in the booking engines, the lounges look better, the check-in counters look better, the website looks much better and the whole branding just works. Who cares about the livery? I think back in the day (meaning, up to the 80s or so), a lot of airports a...
Jump to postHaving overflows during strong rains is the normal technology standard, as long as you have a system that collects waste water and rain water. It does have that system but it is nowhere near sufficient for volume of rain nor the population of the UK as it is today. That's why the system reaches a l...
Jump to postI rarely look at my phone from a distance. And the most time I see the logo is on the internet or maybe in the airport, where the new branding works just fine.
Jump to postHaving overflows during strong rains is the normal technology standard, as long as you have a system that collects waste water and rain water.
Jump to postI simply disagree. The new logo looks modern and makes the crane logo much easier to recognize. The old one looked like Lidl or an egg - cheap and dated.
Jump to postI don't think the 787 is a 'game-changer' as much as is sometimes perceived, it's the next step after the 777/A330, and what it has achieved is following a similar line of evolution to those aircraft. That said, it has been very good for the airlines, its size, capabilities and efficiency were exac...
Jump to postAirbus rebuffs concerns: https://www.nasdaq.com/articles/airbus-rebuffs-complaints-over-plans-to-lift-jet-output-2021-10-25?amp Airbus has responded by saying it is sticking to its plans, which involve a firm target of 64 A320-family jets a month in the second quarter of 2023, along with studies to...
Jump to postWhat a nightmare. * technology breakthrough * unbeaten performance * outstanding dispatch reliability * best operating cost in the market * flown by all major airlines * totally crushed the competition You choose to miss the points relating to the factors needed for the airframe to be considered to...
Jump to postWhat a nightmare.
* technology breakthrough
* unbeaten performance
* outstanding dispatch reliability
* best operating cost in the market
* flown by all major airlines
* totally crushed the competition
Airbus rebuffs concerns: https://www.nasdaq.com/articles/airbus-rebuffs-complaints-over-plans-to-lift-jet-output-2021-10-25?amp Airbus has responded by saying it is sticking to its plans, which involve a firm target of 64 A320-family jets a month in the second quarter of 2023, along with studies to...
Jump to postOpus99 wrote:https://twitter.com/officialgmoore/status/1452742259200430093?s=21
And as we expected. Major for win Boeing
All 160 jets to be 737 MAX
Placing CEOs for good rates, has also become difficult.
Jump to postNot the branding though. The logo looks better in the booking engines, the lounges look better, the check-in counters look better, the website looks much better and the whole branding just works.
Who cares about the livery?
If you look at the LH livery, you need to remember that is was a complete brand refresh and the whole branding looks a lot better now.
Jump to postBoeing's issues lie with Boeing itself. It is hard to imagine that Airbus should stay still just because they need to maintain a duopoly where one competitor is sabotaging itself. What means staying still? Does it mean making money considering that the portfolio is as up-to-date as it can be. With ...
Jump to postCrush Boeing and achieve what? Turning the duopoly into a monopoly just to be split up or having governments invest money into building new competitors? The only way to "crush" Boeing is destroying the business case of a MoM and securing the market with the A321. But that is not "cru...
Jump to postCrush Boeing and achieve what? Turning the duopoly into a monopoly just to be split up or having governments invest money into building new competitors? The only way to "crush" Boeing is destroying the business case of a MoM and securing the market with the A321. But that is not "crus...
Jump to postWhat I'm interested to know is why some airlines bought the A346. VS presumably did so because of "4 engines 4 long haul." But what about TG and LH? They were looking at replacing DC-10/747 Classics. The A343 did okay against the 777-200/777-200ER and the A340NG promised even better econo...
Jump to postThe livery does hardly matter at all. Put a free coffee machine into the waiting area for boarding and you achieve more for customer satisfaction.
Jump to postThat is not the interesting question if you compare aircraft. Interesting is the OEW, MTOW in relation to payload and range. And if you look at the OEW and MTOW the A343 had a lower OEW and similar MTOW as the 777-200, which resulted in a longer range while carrying a similar payload. The 777-200ER ...
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