Opus99 wrote:I did say it had changed by then. Have any comments concerning the other two links I posted? Or are you good?
Obviously richard quest got those figures from the 2018 deal.
Of course you can’t comment on those because it doesn’t suit your narrative
It has never been a $10-$20 million difference between the A350 and 777X as you are trying to claim, it has nothing to do with my “narrative”. I posted the OEM list prices from from 2018 above and you still then claimed it was only $20 million difference. I have been posting factual information that demonstrates there is a significant gap in the purchase price. In fact the 2018 777-9 list price ($425 million) is closer ($20 million) to the list price of the A380 ($445 million).
At the start of 2018 the A350-1000 list price was $359 million, and the 777-9 $425 million, a difference of $66 million, the 777-9 was increased to the IAG published value of $442 million, where Airbus increased to $366 million, the gap widened.
B777LRF wrote:It would require an OEW in the order of 120, a MZFW of 230, a MTOW of 300 and a MLAW of 240. In rough numbers, and it does look a bit on the ambitious side. Can they even get to MTOW 300 with a double-bogie MLG or would it require the triple-bogie from the -1000?
OEW of 120 would not be possible, that is the MEW of the A359. MZFW would probably be able to be increased to 240, MLW 240 would be possible. MTOW of 300 would only be possible with triple bogie for pavement loading. I think the weights would be increased and the maximum cycles and life reduced like we see on other freighters including the 77F.