CHI traffic is split across UA/AA/MDW. Do you think Chicagoans want the substantially meaningless title of megahub (it might bring a few more destinations) or PRICE COMPETITION? Any settlement that enabled a UA megahub at ORD could - and for regulatory purposes should - require a substantial gate a...Jump to post
As a born and raised suburban Chicagoan now living in Nashville, it is pretty pathetic that Chicago has such low % of mainline flights. One of UA's biggest problems is they don't have a ATL or DFW style hub as their flagship megahub. CHI traffic is split across UA/AA/MDW. Do you think Chicagoans wa...Jump to post
For 12 years here on a.net my issue with the 380 was always the economics of its size (and the chaos that was the engineering on the program). I was ridiculed, moderated to hell and back, etc My sympathy... I can't imagine how frustrating A380 discussions here were before we had actual market failu...Jump to post
You said you had taken one course, undergrad wasn't it ? No. But I find this part of our discussion distasteful and irrelevant; I'm embarrassed to have engaged in it. Only our arguments matter. Put forward something - anything - composed of actual game theory instead of mysticism about Asian cultur...Jump to post
don't trust Skytrax much, but I do notice they agree on no US3 in the top 10 or top 20 even. Strange for 3 major airlines, isn't it ? It is hard to take seriously somebody who claims to be an economist yet shares this point publicly. Something I shouldn't have to point out to a 15yo economics stude...Jump to post
but I do know you never majored in Economics or Game Theory I actually did major in economics and at (biased opinion of course) the best economics school in the world. In graduate and undergraduate programs I've worked with Nobel-winning economists, including on game theory. But let's leave the per...Jump to post
Add to that the economic downturn in 2001 ...and 2008, right? Mark 1 of a good business case: "So long as business cycles are no longer a thing, our product will do well." the tech revolution embodied by the 787 & A350 Mark 2 of a good business case: "So long as entirely foreseea...Jump to post
Thanks for putting this together, just saw it via a bump to the DL thread. As a Chicagoan, the most striking fact is that ORD's AA and UA ops have the lowest percentage of mainline of any the US3's full-service hubs (i.e. longhaul hubs so not including LGA and DCA). From a pure demographic perspecti...Jump to post
Thanks. A good rule of thumb is 5ft3 bag volume per pax, meaning ~27 pax' bags per LD3. With 38 LD3, A380 can hold bags for ~1,000 pax. There's a broader question about cargo capacity to which your question alludes. It's unavoidable that a 2-decker will have lower belly capacity per pax than a sing...Jump to post
IMO the 787-11 happens later next decade when the whole family is reengineed with Ultrfan-gen turbines.
Each family member will bump up in range, -11 will take over ~ the current -10's range profile.
Airbus executives in charge of the program have literally said the opposite. I've provided the quotes so many times that I won't bother in this instance - unless someone amenable to facts requests it. Matt, following your input with the greatest enjoyment for a long long time. Congratulations! Howe...Jump to post
I'm not familiar with the terms "Di delta" and "Dp delta" and I could not find definitions for them using a web search, so I was unable to do the math. Sorry I somehow missed your reply earlier. Di is lift-induced drag. Di is proportional to, among other things, lift^2 (=weight ...Jump to post
The wing is not overbuilt for the A389. Airbus executives in charge of the program have literally said the opposite. I've provided the quotes so many times that I won't bother in this instance - unless someone amenable to facts requests it. Matt, following your input with the greatest enjoyment for...Jump to post
Compare that to a monoplane with identical wing area, or identical aspect ratio, and you will see that the biplane has more drag either way. The critical phrase is "with identical wing area or aspect ratio." Strut-bracing allows much higher AR at equal weight. The tradeoff is exactly para...Jump to post
Picture this. Take an A380. Replace 4 Trent 900 engines by 2 Trent XXL ultrafan whatever with say 700kN of thrust each. Hey relax, it's just 25% more than than a GE90, Remove 2 pylons and engine associated systems. Remove some 80 tons of MTOW, some through lower fuel burn, some through lighter OEW,...Jump to post
[A388] has the GLOBAL SHAPE AND DIMENSIONS ready for an A389. Structurally, almost every part would be thicker and heavier than the current wing. Calm down - nobody said A388's wing also has sufficient reinforcement for the A389's increased bending moments. And as you should know, I've pointed out ...Jump to post
waterbomber wrote:The wing is not overbuilt for the A389.
That is not the only solution. You can also make the aircraft less capable. Which, with the benefit of hindsight, is probably what Airbus should have done. The A380 has fantastic payload-range and take off performance...which few airlines actually really need. On top of that Airbus wanted to mainta...Jump to post
I guess your point is that it's short and stubby so it can fit into the box and hold enough pax, which (from an aerodynamic / engineering standpoint) is NOT how you want to build an aircraft :lol: . I'll completely agree with you, but the ONLY solution to that problem revolves around making the pla...Jump to post
Because this something of a meta-thread, I'll add a somewhat meta point... "Both sides will agree" that the A380 has launched more stupid remarks here and in other media than maybe any program in history. Both sides have said dumb things but only the A380's supporters have been unambiguous...Jump to post
Slot congestion also sells smaller aircraft. If passengers bypass hubs by going directly to secondary airports, it does more to reduce congestion than large aircraft world. This effect is minimal if not illusory. Longhaul substitution of AAA-CCC for AAA-BBB-CCC only decreases aircraft movements if ...Jump to post
There's a reason braced wings have never been used in transonic airliners, or even fast turboprops. The extra drag by far outweigh any weight savings. With continuing materials improvement from composites, cantilevered wings are only becoming lighter, increasing their advantage. As previous posters...Jump to post
...and I'll throw my hat in the ring for predicting strut/truss-braced wings as a next step-change in wing design. They've been used in low-speed wings for a century but their potential for modern airliners seems enormous within the next 20 years or sooner.Jump to post
The A350 features variable camber, i. e. the flaps extend or retract slightly in cruise depending on speed, altitude and weight. I don't know if other aircraft have introduced that yet but the 797 probably will. I also expect wing to move towards a more laminar design, as discussed in the A340 lami...Jump to post
I see a perfect test of your thesis: is the A380 preferred on the world's busiest longhaul route, or do the benefits of frequency remain dominant? A380 fails that test; there are none on LON-NYC. Unfortunately Matt, you left yourself open to this caveat. The BA terminal at JFK cannot handle the A38...Jump to post
From where I sit the future for the A380 revolves around high density city pairs where business travel demands a minimum level of capacity at the right time of day. Singapore Airline schedule A380 flights out of Sydney to meet underlying peak demand business travel to Singapore. For other times of ...Jump to post
Any data on NEO/MAX?Jump to post
BBC Business News mentioned that Airbus wouldn't have an A380 at Farnborough this year and asked if it was a sign they'd given up trying to sell it ? Between this and ANA the whale is coming into its own in at least aesthetics. Maybe there's a subliminal message in it...like "Save the Whale &q...Jump to post
To be competitive versus the 779, the A380 needs more of a PIP than the plane that outsold it received: 1. CFRP wing 2. Stretch (the #1 issue of the A380 is it isn't long enough to cover the weight of two staircases and an elevator). 3. New engines I'm a big fan of a new CFRP wing but I'm wondering...Jump to post
Airbus' ability to bundle A321 with A330 will probably result in keeping this deal away from Boeing. No A321 deal announced, so it looks like the A339 has won the order fair and square on its own merits. Possible but not necessarily. Airbus was highly motivated to seal this deal - losing it would h...Jump to post
Yet, months after that article, LH bought additional 777Fs to help begin replacing their MD-11Fs. Nothing about that purchase is inconsistent with a ~2025 expectation/desire for 778F EIS. I'm not sure you're clear on the scope of my argument. Re the 778F, I'm simply raising the possibility that wor...Jump to post
That doesn't mean the market is willing to pay the premium that Boeing would charge You can reasonably predict willingness to pay by ability to save. Pay ~$2mn more in leasing to save at least $4mn in gas? Show me a carrier who wouldn't make that deal. Also, Boeing does have limited engineering res...Jump to post
Lufthansa's head of cargo seems to agree with my general timeline:
Gerber expects Boeing to reveal a cargo version of the 777X in five to six years.
The 747-8F and 777F address different parts of the market so it may be that RFPs are not so predatory between them. The 777F makes a fantastic 747-200F and MD-11F replacement and a very decent lower gross weight 747-400F replacement. This leaves the 747-8F to handle the high-gross weight 747-400 an...Jump to post
The p2p versus hub debate is maybe the stupidest all-time debate on A.net. All you have to realize is that "point" includes "hub." Yes pretty much all longhaul requires a hub for at least one end but that is entirely consistent with p2p options proliferating. There are simply mor...Jump to post
A-neters and enthusiasts like new shiny metal, air cargo companies want reasonable cost and strong reliability.. the 778F for now only fits the shiny metal wet dream. On the other side Boeing has looked at and planned for a successor plane to the 777F when the reliability and markets are right. Thi...Jump to post
Didn’t the 748 cost $5 bil? Are they going to pay that back even if they get another 100 orders? Boeing has already written-down just under $3.5 billion and the last one in June of 2016 was to cover the Forward Loss position of the program so the program itself should now be fully amortized in term...Jump to post
I love how great a canvas that tall fuselage is for airport art. Between this and ANA the whale is coming into its own in at least aesthetics.
Only criticism is that the fore section, which dominates view at the gate, is still plain. Would have been better to invert that choice.
This is by far the most interesting sales campaign going, IMO. We've seen reports citing "insiders" that Boeing had lost and a deal would be announced at FIA, but it appears still to be in play. https://www.reuters.com/article/us-airasia-strategy/airasias-fernandes-undecided-on-plane-order...Jump to post
qf789 wrote:Air Vistara to order 10 787-9’s
https://twitter.com/avgeekjames/status/ ... 46055?s=21
Looks like Boeing still faces some interesting challenges... https://leehamnews.com/2018/07/16/farnborough-boeing-reconsiders-metal-fuselage-for-nma-as-cost-remains-major-challenge/ ......and...... "GE still unconvinced about demand for 797" https://www.seattletimes.com/business/boeing-ae...Jump to post
It means on the other side for the Business case: The Business case is so weak for the plane itself (in the traditional way) that Boeing will not be able to make money from just selling it, like they do with the 737/ 777 and the 787 (now). Your inference about the strength of the business case foll...Jump to post
Article below is mostly about Brexit and the potential of Airbus moving production away from the UK. However, towards the end there is interesting discussion that Airbus are working on a carbon fibre folding wing for a next gen A320. Looks like they want the aero improvement but to still fit into t...Jump to post
With the upcoming Pratt PW1100G low turbine PIP, we add so much capability and cost reduction to the A321 that cost per seat, per Indigo claims, is 15% less than the A320NEO. In other words, pay for a mere 10 seats for 44 more seats. The new seats are too cheap not to take the opportunity a la JetB...Jump to post