|Quoting JoeCanuck (Reply 19):|
It would certainly beat the 788 at operating costs. We all know that most of the 788 efficiency comes from the engines and the GEnx-2b's are only a few percent more thirsty than the ones on the 788. Given that a 762 has an OEW up to 80,000lbs lighter than a 788, (that's a whole 737's difference), and using the same engines at significantly reduced power settings....adds up to a definite trip cost difference
If a 757 successor were to be floated, the GEnX would not be the engine as GE
doesn't have an engine in that class as of yet. Id Look for an updated and uprated version of the Bolls RB211-535E4 OR
version of the PW
-2040. somewhere under 50K# thrust. and a seating capacity somewhere between the 757-200 and 757-300 with a 4500-5500 NMI range
If it's built for the workhorse that the 757 is then I'd HIGHLY doubt if would be all composite as any composite damage and repair could render the airplane out of
service for 2-3 days while the repair is bagged and cooked. I'd look for the newer Alcoa Aluminum-Lithium alloys because
Alcoa was pretty upset that an all composite airframe was lighter and as strong as an Aluminum airframe so I'd look for Alcoa and Reynolds to come up with an alternative somewhere in advance of the Reynolds 4130 standard.
Id also look for them to mill entire fuselage sections with Stringers installed from Section 41-46. and make mating the sections a "slip and fit" to reduce assembly time
I would also look for Composite wings, advanced landing gear and Fly by wire flight controls to save upwards of 6K-7K Lbs. of weight in cables and pulleys with actuators that have their Own reservoirs and
5K Lbs Hydraulic Pressure. Self diagnostic systems and full EICAS fault reporting and monitoring where even the Rig and adjustment of the flight controls, Ailerons, slats, flaps, elevators, spoilers and rudder are all monitored from the flight deck.
triple redundant Flight management and guidance computers and Air data -inertial reference units that not only cross talk but will upload data and faults real time down to 'c' level. for troubleshooting and an onboard MATS computer like the 777 and 787's have
With all of these things the new airplane could come in with a 99.7% reliability rate right out of the box. Also, Install the Wi-Fi system as part if the airframe build and possibly have it installed in the wing to body fairings or the vertical stabilizer.