|Quoting Revelation (Reply 207):|
Given the current happenings at RR:
Rolls Royce Faces Profitability Issues... (by mayohoo Nov 12 2015 in Civil Aviation)
I can imagine the CEO isn't going to be going to the BoD asking for a big new project for at least a couple more years.
As stated in the A380neo-Threat their problems result from the maritime division and - to a lesser extend - weaker profits in the civil aero engine devision for business jets. So still going strong (with lesser profits) is the civil aero business for large jets (787, A350, A330, A380). Furthermore it's not that they are burning cash or running out of money soon. They need to restructure the maritime business, yes. But the field they will invest ist exactly the turbofans for AB
|Quoting anfromme (Reply 209):|
That would be a bit odd, to be honest. A clean-sheet design in that size category would have to be developed into a family and thus encroach quite heavily on A380 territory. Or on A350-1000 territory. Neither sounds like something Airbus would be keen to do.
Then again - strapping UltraFans under it would basically make it an A350NEO. Which they could of course decide to do at that point as well, with the A350-1100 as the lead model, followed by -900 and -1000. That would mean a pretty short sales lifespan for the TXWB-powered A350s, though.
I think that is exactly one of the options Airbus is considering ATM. With many projects fare advanced (regarding engineering) there has to be a decision where to go next. For Boeing it's 90% the MOM. Airbus was doing "studies" on the A380neo for quite some time now. It seems they have trouble closing the "business case". What we here now is a large makeover including a significant stretch or nearly nothing at all (maybe just the T7000 or even only a PvP on the "A380-800neo").
I can imagine that a large TWIN - whether based on the A350 fuse or not - is one option they are seriously considering now which could
A) Be an "exit option" for the A380 which doesen't sell well anyway WITHOUT the risk the ME3 and others immediately ordering a further 300 77X from 2020 onwards. Because IF the A380 vanishes the 777-9 will immediately be the plane for a lote of Airlines on the upper end.
B) Be executet TOGETHER with a significant revision of the A380neo with an EIS 2022-2023 (reality: 2025) which J.L. seems to flirt with (real stretch, new wing, smaller tail ...)
In both cases, whether the A380-900neo is done or not it's not a problem for a TWIN "slightly on top" of the 77X anyway because the A380-900neo will be again MUCH bigger than anything else or it doesn't exist at all. The A380-800 - even with a new engine - is IMO dead by 2025 anyway.
The problem with B) is OFC that its a 20b € job and why Airbus would probably kill the 77X with this move they could be in "tight squezze" in the category above the A321 well up to the A350-900 through the Boeing MOM + 787-family without having enough ressources left for their own MOM (IMO airbus has as much as a problem as Boeing in the MOM size, maybe a little larger because the A330neo is nothing more than a 10 year solution at best).[Edited 2015-11-13 07:02:06]
[Edited 2015-11-13 07:48:47]