GalaxyFlyer wrote:$3 billion wouldn’t come close—double that, at least.
If I do some rough math, based on A330 NEO and 777x updates, I would come to between $3,5-4,3 billion for Matt's 900 proposal (that excludes rear bulkhead redesign),
My 505T MTOW 850 (75m), proposal I would get to between $6,3-6,8 billion.
Either proposal has it's advantages and drawbacks as always:
- Saves the expense of a new wing
- Saves the expense of the redesign part of the MLG (bay) and cargo hold area.
- Thus lower investment.
- More fuselage efficiency gained by means of a larger revenue providing length of the fuselage
- Size independent costs reduce more per seat mile.
- Induced drag inefficiencies considerable less addressed, not very competitive
- Less opportunity to share engines with A330 replacement (due to thrust requirement)
- MTOW related cost reduced less.
- Larger plane to get filled
- Larger peak passenger flow at airport
- Induced drag levels reduced to somewhat competitive levels
- Much more weight saving potential, because of wing area, wing composites, MLG savings (4-wheel bogey) engine weight etc.
- Reduced MLG size and reconfiguration helps to save cargo space
- Engines can be shared with A330 replacement (similar thrust requirement).
- Easier to fit required ultrafan like bypass ratios under it's wings.
- Engine integration and rewing R&D efficiency gains.
- MTOW related costs much more reduced.
- Wake turbulence spacing strongly reduced.
- Less plane to fill.
- Hugh investment