|Quoting tortugamon (Reply 112):|
There have not been nor will there by that many 788 or A338 orders when 789 and A339s are readily available. The additional cost to purchase these larger aircraft are tiny in comparison to economic savings of operating the more efficient aircraft in the families. His statement is highly accurate.
Or, alternatively, the 250-seat segment - which, apparently, is within the MoM, according to a bunch on this thread - is now saturated with sufficient types. The 332, 338, 788, hell even newer 763s and 764s have catered to a pretty niche segment.
This thread is getting very echo-chambery - the only place where a MoM segment DEFINITELY exists appears to be on this thread.
|Quoting lightsaber (Reply 114):|
A338 sales prove the point. The A332 sold well until the A333 broke 5700nm range. Now that for about the same cost per flight, the statement of the 789 and A339 being the going forward minimum widebody sizes holds.
Like I said - or perhaps that segment is now catered for. And perhaps the concept that Airbus has effectively nailed this market at both the lower and upper ends (321 and 332/8 respectively) is balls.
Because, just maybe, the market segment doesn't exist/warrant any pursuit.
When the day comes for both Boeing and Airbus to develop their respective NSAs, it's not hard to see the baseline being the existing 738/320 size, with two stretches. Until then, if I was a manufacturer, I wouldn't invest billions in aproduct that will likely be superceded by my real breadwinner in ten or so years (assuming a 2022-ish EIS for the MoM type).
|Quoting StTim (Reply 121):|
I am sure Boeing does the same - I have just not seen such evidence.
Willfuly blindness? The 77W improved incrementally over the years, as did the 737NGs. I don't have stats to hand but if you're on this site it's surprising you missed that one.