Stitch wrote:With respect, why does it have to be a "must win"?
zkojq wrote:Because Boeing designed and optimised the 777X for ULH operations. That is the aircraft's 'bread and butter' if you will.
That is true for the 777-8, but I would not say it is true for the 777-9, which has a design range of around 100nm more than the 777-300ER and about 900nm less than the A350-1000.
zkojq wrote:Well, playing to everyone's strengths, ideally you'd have the 787-9 serving SYD/MEL/BNE to Asia and the A350-900 doing PER-LHR and SYD/MEL/BNE-LAX/SFO/YVR/DFW/ORD/SCL/JNB and then the A350-1000ULRs doing SYD-LHR/JFK/GRU. For Australia to Asia routes the 787-10 would be very, very good though.
That would indeed play to each frame's strengths, but right now they have an active fleet of ~56 frames in four families from two OEMs. While there are some synergies in crew orientation (especially on the Airbus side), there is also a fair bit of difference in airframe maintenance, engine types and their maintenance, airframe flexibility (all the types have different optimal design niches) and other areas. I am in no way being disrespectful or disparaging with the following remark, but in terms of international network, QF is a somewhat small player (though they serve a critically important role in their respective network). Being able to move those four families to two or even one from a single OEM (be it Airbus or Boeing) would provide a fair bit of savings, I would presume.
zkojq wrote:The A330-900 leverages the group's existing A330 infrastructure.
Yes it does, but the impression I have been getting from posts made by people referencing Qantas Group discussions is that the A330 is likely going away and the 787 will be taking it's place. First with JetStart 787-8s being repurposed to replace Qantas A330-200s and then later with additional 787 purchases (be it 787-9, 787-10 or a mix of both) for A330-300 replacement. That was the basis for my "logical" comment - not because an Airbus product couldn't do it, but because it appeared plans were for the existing A330 family infrastructure to be eventually supplanted with one based around the 787 family. In such a scenario, the 787-10 would be the one most likely to benefit.