Moderators: richierich, ua900, PanAm_DC10, hOMSaR
Quoting astuteman (Thread starter): For the A380 the only real options out there are re-engine and/or -900 stretch, or possibly both. As I don't see the A380 going away any time soon, I expect one or both of these to happen by about 2022 |
Quoting XT6Wagon (Reply 1): The A350 programs to me don't make sense yet. |
Quoting XT6Wagon (Reply 1): If these ideas are good why are they not done today? |
Quoting BlueSky1976 (Reply 3): "A350-1100" will be interesting thing to watch. |
Quoting astuteman (Thread starter): Airbus could launch a re-work of the A358 to make it fully competitive with the 787-8/9 at the bottom end of the range. |
Quoting astuteman (Thread starter): upper range - I guess the choice is between a "simple stretch" A350-1100, and a complete new growth variant with a 70-odd m wing and 330-340t MTOW |
Quoting astuteman (Thread starter): For the A380 the only real options out there are re-engine and/or -900 stretch, or possibly both. |
Quoting tortugamon (Reply 12): |
Quoting sweair (Reply 13): For me the A322 would need to make it 4500nm with 220-230 seats installed, a viable option on many routes IMO. 3-3 seating is ok on long haul IMO. What is lacking is a NB cfrp wing, wingbox, bigger gears and a GTF in the 40K thrust clas. If they could retain weight about the current A321 and still grow capability it would be a winner. |
Quoting NAV20 (Reply 5): Agree - all the signs are that the proposed 779x, with 400-plus seats, is creating a whole new (large) market. |
Quoting BlueSky1976 (Reply 3): If I remember correctly, their next "big" project will be replacement of A320 family, after 2025. |
Quoting BaconButty (Reply 16): My bet - Something in the A300 and early A330 space. |
Quoting na (Reply 17): whats with the huge gap between the A321 and the A330-200/A350-800? |
Quoting tortugamon (Reply 14): its a big jump in range/capacity to get to the A350 from the A320 even with the TATL NEO capabilities. |
Quoting tortugamon (Reply 12): If I could see a new program it would be a new A300 CFRP and regional aircraft with 5knm range and a simple stretch with ~4,400nm range. |
Quoting panais (Reply 7): By 2018 Airbus should start considering the replacement of the A330-200 |
Quoting astuteman (Thread starter): For the A380 the only real options out there are re-engine and/or -900 stretch, or possibly both. As I don't see the A380 going away any time soon, I expect one or both of these to happen by about 2022 |
Quoting BaconButty (Reply 16): I'm completely missing these signs.... |
Quoting NAV20 (Reply 5): Agree - all the signs are that the proposed 779x, with 400-plus seats, is creating a whole new (large) market. Because of the long 'lead-time' - not in service until 2020 or so - Airbus have time to develop a counter; either a 'second stretch' of the A359, or a new model. |
Quoting Bill142 (Reply 2): Begin concepts for a new supersonic aircraft. It's the next logical path for aircraft development. |
Quoting BaconButty (Reply 16): The consensus among suppliers is that that has slipped post-NEO to 2030 or beyond. |
Quoting NAV20 (Reply 23): Lufthansa has already signed up for 34 779X, BaconButty. And Emirates are negotiating too; with rumours saying that they may order more than 100 of them:- |
Quoting KarelXWB (Reply 27): A "whole new large market"? The 779 is a 2.7 meters stretch and adds another 20 seats; the aircraft is a response to the A350-1000. |
Quoting NAV20 (Reply 35): None of us can know for certain, KarelXWB. But the 779X, if produced, will have a wider fuselage than the A350. My guess is that the 400-plus figure refers to a 'normal' fit-out, with 9-across in coach - but that 10-across is possible, taking the total load well above 400? And that - given a new Al-li fuselage and composite wings, and different engines - the fuel/range equation may be very much improved over the (already very efficient) existing 777s? |
Quoting NAV20 (Reply 35): As always, 'time will tell'.................. |
Quoting astuteman (Thread starter): This thread is to discuss and explore the possibilities open to them and the requirements the marketplace is driving |
Quoting astuteman (Thread starter): upper range - I guess the choice is between a "simple stretch" A350-1100, and a complete new growth variant with a 70-odd m wing and 330-340t MTOW For the A380 the only real options out there are re-engine and/or -900 stretch, or possibly both. As I don't see the A380 going away any time soon, I expect one or both of these to happen by about 2022 |
Quoting panais (Reply 7): I support the A350-1100 simple stretch. Stretched enough to perform 80% of the 779-X routes. |
Quoting panais (Reply 7): I say both. You probably need the stretch that will justify the new engines and vice versa. |
Quoting seahawk (Reply 9): I think they will work on a A321-200X or something to get the 757 replacement market. |
Quoting N14AZ (Reply 10): There is a new article on aerotelegraph from today, in which CEO Enders is quoted with saying "the first in the row is the A 380, |
Quoting NAV20 (Reply 11): Looks to me as if the decision has already been made - he's planning to upgrade the A380 soonest, and then counter the B777Xs only with an extra stretch of the A350? |
Quoting tortugamon (Reply 12): I would optimize the A358 first. |
Quoting tortugamon (Reply 12): I don't see an A389 in the cards in the near future. |
Quoting na (Reply 17): That the A380 needs new engines latest by 2021 is obvious. It should be the most important project for Airbus after the A350-1000 is flying. |
Quoting na (Reply 17): By 2020 it´ll be 15 years since first flight, and 15 years without major improvements is a long time. I think the A380-900 should only be launched with these new engines unless they can sell 100 without it. |
Quoting parapente (Reply 22): Power Plant. I do see RR offering a major upgrade- not sure about a total re engine with XWB's as it is often a biiger job than it appears on this forum (but could be wrong - often am). But I imagine a huge amount of the Trent XWB technology could be inserted into the 900 engine.The 350-1000's engine development is all about the triple spool core (rather than the cold front end) so it can be done. |
Quoting NAV20 (Reply 23): And Emirates are negotiating too; with rumours saying that they may order more than 100 of them: |
Quoting KarelXWB (Reply 27): A "whole new large market"? The 779 is a 2.7 meters stretch and adds another 20 seats; the aircraft is a response to the A350-1000. |
Quoting TheRedBaron (Reply 41): My take? they will improve the 330 regional more than they have said |
Quoting EPA001 (Reply 40): Quoting N14AZ (Reply 10):There is a new article on aerotelegraph from today, in which CEO Enders is quoted with saying "the first in the row is the A 380, Which is only logical considering the build up of the program of airliners they are offering their current and future customers. Quoting NAV20 (Reply 11):Looks to me as if the decision has already been made - he's planning to upgrade the A380 soonest, and then counter the B777Xs only with an extra stretch of the A350? Could be, and it would be a good thing. |
Quoting NAV20 (Reply 44): They'll know, from prospective buyers, not only what we know - that the A380 isn't selling; but also WHY it isn't selling. |
Quoting EPA001 (Reply 46): But again, this is about the future projects Airbus might take on after the A32X-neo-program and the A350-program are more or less finished |
Quoting NAV20 (Reply 47): 'Time will tell' - but my own view is that not immediately seeking to counter the 'new generation' 777s - particularly the 779X - and instead opting for an A380 upgrade, may turn out to be a mistake? |
Quoting NAV20 (Reply 47): and instead opting for an A380 upgrade |
Quoting sweair (Reply 13): What is lacking is a NB cfrp wing, wingbox, bigger gears and a GTF in the 40K thrust clas |