They've got seven 77Ws (per planespotters). NZ would be crazy - just crazy - to introduce a new widebody type in such a low quantity. Use more 787-10s where they have the passenger count; more 787-9s where they need range.
Contracted Boeing 787 order initially intended to replace the
Boeing 777-200 fleet but will now replace the Boeing 777-300
fleet, given permanent retirement of 8 Boeing 777-200 aircraft
• Committed aircraft capital expenditure profile reflects deferral
of two Boeing 787 from 2023 to 2024 and 2024 to 2026, and
assumes all contractual slide rights are executed
Those quotes are from the Annual Shareholder Review published 26 Aug 2021.
That is a quote from the power point, https://p-airnz.com/cms/assets/PDFs/air ... tation.pdf
what was actually said available in the transcript https://p-airnz.com/cms/assets/PDFs/air ... script.pdf
"Looking now at future fleet, you can see the expected phasing of our aircraft capital expenditures through to 2028. First, I'd like to note that the 787 order contracted in May 2018 was originally intended to be a replacement fleet for the 777-200. With that fleet permanently grounded and impaired in 2020, the wide body fleet has reduced from 29 to 21 aircraft. The 787s that will enter the fleet from the 2024 financial year will now replace the 777-300 fleet which is expected to be phased out within this decade.
Moving on, the committed aircraft capital expenditure profile you see on slide 18 reflects the deferral of two Boeing 787s. One aircraft moving from financial year 2023 to 2024 and another from 2024 to 2026. An important distinction in the graph this year is that we've tried to provide more colour on our committed aircraft CapEx Profile across a longer period of time. As such, this chart also includes an assumption around the contractual slide rights we expect to utilise based on current assumptions of demand and border reopenings.
Clearly, there is a lot of uncertainty associated with these assumptions. But hopefully, this provides some good insights into how we are currently thinking about the fleet. Also reflected in the committed aircraft CapEx are the expected deferrals of two A321neo domestic aircraft originally due for delivery in the 2024 financial year and now expected to arrive in 2027 based on an assumed exercise of deferral rights.
We don't have any committed aircraft orders beyond 2028 with the current fleet age of 6.7 years, we're expecting that average fleet age to drift up during the forecast period.
Finally, we are turning our minds to the need for an interior refit program on our existing fleet of 14 787s. The interiors on that fleet will start to require a refresh at some point beyond the 2023 financial year which will require additional CapEx that is not currently reflected in the chart. When we know more about the timing and quantum of that program of work, we will communicate that to you."
I take that to mean all of the 777s will be going and total fleet size reducing, and they will be only taking 8 of their additional 787s. I think these will be 787-9s at this stage given the rising losses, the 787-10s cost more and provide seating capacity increase that they dont need.
Any evidence of the rumoured MTOW bump for NZ's 7810s, which would make it a more effective replacement for the 77Ws?
There is still no evidence, nothing has been released by Boeing. I find it amusing that something that has seen no announcement by the manufacturer is treated as gospel by some, when at the same time Airbus has announced the A350F and the same posters have been basically saying there has been no launch.
The 77W can take maximum payload out to 5600 nm (source ACAPS page 3.2.2), the 777-200A out to 3300 nm (source ACAPS 3.2.1), 77E out to 5700 nm (source ACAPS 3.2.2). the 789 on the other hand out to 5200 nm (source ACAPS 3.2.2.) and the 787-10 out to 4100 nm (source ACAPS 3.2.3) from https://www.boeing.com/commercial/airpo ... nuals.page
The rumored MTOW increase would increase the range by about another hour, or around 480 nm, it does not change the MZFW which impacts the actual total amount of payload. On a pure payload basis, the 787-10 carries around 20 tonnes less payload than the 77W,
Jayunited has said when UA operated their 787-10s to NZ they could basically only carry passengers, no cargo. The 777s in NZ carry a lot of cargo, they only aircraft that can perform a similar role for them will be the 789 as it can carry passengers and cargo over these routes.