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mfranjic
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Languishing predator that once conquered the fourholers' empire - the future of Boeing 777

Wed May 04, 2022 7:32 am

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Image..In the shadow of not so much surprising as disappointing news that the Boeing 777X deliveries are now delayed until 2025, the Thai Airways International PCL (TG / THA)'s 23rd Image.777 (MTOW: 351.535 kg / 775.000 lbs) aircraft, the 17th of the type 777-300ER (77W / B77W); MSN 66586 / LN 1690, reg. HS-TTC, first flight 27. Feb 2022, named 'Simongkhon' …
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(click for a larger view)
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..… equipped with a 3-class cabin, 303 seats, cabin conf. F8 C40 Y255 (** pre-existing fleet of TG's 14 77W planes for INTCNTL and regional flights have a 2-class cabins, 348 seats, cabin conf. C42 Y306. Back in 2010-2013 THAI operated 5 77W aircraft leased from Jet Airways (9W / JAI), with a 3-class cabins, 312 seats, cabin conf. F8 C30 Y274 **) and powered by two Image.GE90-115B, 2-shaft, high-bypass TFs (fan diam.: 128,0 in / 3.251,2 mm; BPR: 9,0:1; eng. arch.: 1F+4LPC–9HPC〧2HPT–6LPT, OPR: 42,0:1), rated at 513,95 kN / 52.408 kgf / 115.540 lbf, delivered to THAI (TG / THA) on 22 / 23. Apr 2022, flying on the route PAE - BKK (FLT TG8929) is the latest delivered Boeing 777 aircraft, also built in Boeing Everett Factory that seats at the NE corner of the Paine Field (PAE / KPAE), a commercial and general aviation airport serving the Seattle metropolitan area, WA. That was the 6th Boeing 777 plane delivered in 2022.
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..Before the mentioned Boeing 777-300ER aircraft; MSN 66586 / LN 1690, reg. HS-TTC, two identical planes were delivered to THAI on 05 / 06. Apr 2022:
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..● MSN 66587 / LN 1683, reg. HS-TTA, test reg. N55141, named 'Alongkorn', first flight 26. Jan 2021
..● MSN 66588 / LN 1687, reg. HS-TTB, test reg. N5513H, named 'Theppharat', first flight 22. Jan 2021
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..It's rather odd for THAI to be taking the new aircraft deliveries at this time for a multiple reasons; the airline has been in bankruptcy protection for years, but it has also faced liquidation, retired numerous planes, cut routes, laid off staff, and the list goes on. THAI has gotten rid of all the planes that previously had a First Class cabin: 6 Airbus A380-841, 4 Airbus A340-541, 6 Airbus A340-642 and 16 Boeing 747-4D7. But TG needs new planes, either way, no matter of their current financial situation. The fleet has lost a large number of long-haul planes and to be a carrier of national and international prestige they should at least operate some planes with the First Class service, especially on high yield routes which for THAI are probably London, Paris and Zurich. Currently, besides 6 Boeing 777-200ER and 17 Boeing 777-300ER planes, there are 12 Airbus A350-941, 6 Boeing 787-8 and 2 Boeing 787-9 planes in THAI's fleet. Altogether 43 wide-bodies.
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….On the Skyliner
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..● The THAI's Boeing 777-300ER aircraft; MSN 66586 / LN 1690, reg. HS-TTC, departed Paine Field (PAE / KPAE) on 22. Apr 2022, 23:29 UTC and landed at Suvarnabhumi Airport (BKK / VTBS) on 23. Apr 2022, 15:14 UTC.
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…..Boeing 777-300ER; MSN 66586 / LN 1690, reg. HS-TTC - ferry flight TG8929
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..There are in total 1683 delivered Boeing 777 aircraft and 832 of the type 777-300ER. The first Image.777 plane was delivered on 15. May 1995 to United Airlines (UA / UAL) and it was the model 777-222; MSN 26916 / LN 7, reg. N777UA, with a 2-class cabin, 364 seats, cabin conf. C28 Y336 and powered by two Image.PW4077, 2-shaft, high-bypass TFs (fan diam.: 112,0 in / 2.844,8 mm; BPR: 6,2:1; eng. arch.: 1F+6LPC–11HPC〧2HPT–7LPT, OPR: 31,5:1), each rated at 355,68 kN / 36.269 kgf / 79.960 lbf.
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Quote from the article:
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..Boeing delivered 24 777s in 2021.

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….Boeing 777 - deliveries in 2021
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..I entered the customers code in the tables above although The Boeing Company dropped the customers' codes as of September 2016, bringing them in the alignment with 737 MAX and 787 lines. The changes are effective with the following Line Numbers (LN) for each respective Production Line:
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..Boeing 737NG; MSN 44746 / LN 6082
..Boeing P-8 Poseidon; MSN 44950 / LN 6020
..Boeing 747-8; MSN 38076 / LN 1534
..Boeing 767; MSN 41858 / LN 1102
..Boeing 777; MSN 62439 / LN 1422
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..In a 27 years of the serial production Image.777 was produced in a three basic variants: 777-200, 777-300 and 777 Freighter.
..Of the 1683 in total delivered Boeing 777 aircraft:
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..1283 (76,3 %) were powered by either Image.GE90, 2-shaft, high-bypass TFs (fan diam.: 123,0 in / 3.124,2 mm; BPR: (8,4-9,0):1; eng. arch.: 1F+3LPC–10HPC〧2HPT–6LPT, OPR: 40,0:1), rated b/w 360,62 kN / 36.773 kgf / 81.070 lbf and 432,81 kN / 44.135 kgf / 97.300 lbf or by Image.GE90, 2-shaft, high-bypass TFs (fan diam.: 128,0 in / 3.251,2 mm; BPR: 9,0:1; eng. arch.: 1F+4LPC–9HPC〧2HPT–6LPT, OPR: 42,0:1), rated b/w 492,69 kN / 50.240 kgf / 110.760 lbf and 513,95 kN / 52.408 kgf / 115.540 lbf;
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..226 (13,4 %) were powered by Image.Trent 800, 3-shaft, high-bypass TFs (fan diam.: 110,0 in / 2.794,0 mm; BPR: 6,4:1; eng. arch.: 1F–8IPC=6HPC〨1HPT=1IPT–5LPT, OPR: 33,9-40,7:1), rated b/w 340,64 kN / 34.736 kgf / 76.580 lbf and 413,42 kN / 42.157 kgf / 92.940 lbf;
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..174 (10,3 %) were powered by Image.PW4000-112, 2-shaft, high-bypass TFs (fan diam.: 112,0 in / 2.844,8 mm; BPR: 5,8-6,4:1; eng. arch.: 1F+6LPC–11HPC〧2HPT–7LPT, OPR: 30,3-42,8:1), rated b/w 344,47 kN / 35.126 kgf / 77.440 lbf and 440,55 kN / 44.924 kgf / 99.040 lbf.
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Image
………...Boeing 777 - deliveries by Type, Model and Engine Factory (on 30. Apr 2022)
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..The series of the General Electric.GE90, 2-shaft, high-bypass, TF engines with 128,0 in / 3.251,2 mm fan diam., models: GE90-110B1/L rated at 492,69 kN / 50.240 kgf / 110.760 lbf, GE90-113B rated at 505,01 kN / 51.496 kgf / 113.530 lbf and GE90-115B rated at 513,95 kN / 52.408 kgf / 115.540 lbf, exclusive powerplants for the Boeing's recent additions of the 777 aircraft family: 777-200LR (77L), 777-300ER (77W) and 777F (77X), were designed with a lot of power and thrust reserve inside, rated not nearly to their upper limits. During the certification testing at General Electric's outdoor test facility in Ohio, in December 2002, the GE90-115B, 2-shaft, high-bypass TF (fan diam.: 128,0 in / 3.251,2 mm; BPR: 9,0:1; eng. arch.: 1F+4LPC–9HPC2HPT–6LPT, OPR: 42,0:1), rated at 513,95 kN / 52.408 kgf / 115.540 lbf set a world record, reaching 568,93 kN / 58.014 kgf / 127.900 lbf of thrust. The engine ran for approximately 60 hours at triple red-line conditions: maximum fan speed, maximum core speed and maximum exhaust gas temperature, all that to evaluate the engine at its operational limits. It took Image.General Electric another 15 years (10. Nov 2017) to break the record, which they did at 597,40 kN / 60.917 kgf / 134.300 lbf of thrust with the new GE9X-105B1A, 2-shaft, high-bypass, TF engine (fan diam.: 134,0 in / 3.403,6 mm; BPR: 9,9:1; eng. arch.: 1F+3LPC–11HPC〧2HPT–6LPT, OPR: 60,0:1), rated at 489,30 kN / 49.895 kgf / 110.000 lbf. The engine passed through the full durability block test that replaces the usual "triple redline" test at maximum temperatures, pressures and speeds …
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Image.As reported at the time by the several sources, the Image.777X’s engines have finished their flight tests in the Mojave desert aboard a modified Image.747-446 Propulsion Test Platform (PTP); MSN 26355 / LN 1024, reg. N747GF, replacing one of its four Image.CF6-80C2B1F, 2-shaft, high-bypass TFs (fan diam.: 93,0 in / 2.362,0 mm; BPR: (4,97-5,31):1; eng. arch.: 1F+4LPC–14HPC2HPT–5LPT, OPR: 27,1-31,8:1), rated at 254,26 kN / 25.927 kgf / 57.160 lbf, with the new Image.GE9X-105B1A, 2-shaft, high-bypass TF (fan diam.: 134,0 in / 3.403,6 mm; BPR: 9,9:1; eng. arch.: 1F+3LPC–11HPC2HPT–6LPT, OPR: 60,0:1), rated at 489,30 kN / 49.895 kgf / 110.000 lbf.
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….Boeing 747-446; MSN 26355 / LN 1024, reg. N747GF, Propulsion Test Platform
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..The General Electric company acquired its Boeing 747-446; MSN 26355 / LN 1024, reg. JA8910, flying testbed from Japan Airlines (JL / JAL), modified it (winglets have been removed), strengthened the plane’s wing and strut to accommodate test engines. As the GE9X engine is even larger than the GE90, 2-shaft, high-bypass, TF engine, for testing it fits only Image.747-400 plane with the larger main gear struts and the bigger tires, and the tested engine is tilted 5° more than the original Image.CF6-80C2, 2-shaft, high-bypass TF. The Boeing Company built a large, specially designed pylon for the testbed. Suspended on a 19,0 ft / 5,79 m strut, the fourth engine of the program has been mounted in November 2017 to begin flight testing at the end of 2017. The 134,0 in / 3.403,6 mm fan is encased in a 174,0 in / 4.419,6 mm nacelle, with 1,5 ft / 457,0 mm of the ground clearance. It weighs 40.000 lb / 18.144 kg with its custom pylon and wing strengthening, compared to 17.000 lb / 7.711 kg for the CF6-80C2 engine and its pylon.
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..In January 2017 GE Aviation accomplished the last flight with their Image.747-121 Flying Test Bed; MSN 19651 / LN 25, reg. N747GE, powered by four Image.JT9D-7A, 2-shaft, high-bypass TFs (fan diam.: 92,3 in / 2.340,0 mm; BPR: 5,0:1; eng. arch.: 1F+3LPC–11HPC2HPT–4LPT, OPR: 23,4:1), rated at 205,29 kN / 20.933 kgf / 46.150 lbf (212,05 kN / 21.623 kgf / 47.670 lbf with the water injection).
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..The General Electric company acquired its Boeing 747-121 flying testbed from Pan Am (reg. N744PA) in 1992, submitted it through the modifications like removing seats, strengthening the left wing and tail for flight testing and installing data systems. It began operations with General Electric in 1993 at its Flight Test Operation facility, which was then located in Mojave, California.
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..Image source: https://commons.wikimedia.org/wiki/File:Ge-747-N747GE-020918-03.jpg
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..Image above:.GE Aviation’s Image.747-121 Flying Test Bed during the testing of the Image.GE90-115B, 2-shaft, high-bypass TF engine (fan diam.: 128,0 in / 3.251,2 mm; BPR: 9,0:1; eng. arch.: 1F+4LPC–9HPC〧2HPT–6LPT, OPR: 42,0:1), rated at 513,95 kN / 52.408 kgf / 115.540 lbf. During the certification testing at GE's outdoor test facility in Ohio, in December 2002, the GE90-115B, 2-shaft, high-bypass turbofan set a world record reaching 568,93 kN / 58.014 kgf / 127.900 lbf of thrust. The engine ran for approximately 60 hours at triple red-line conditions: maximum fan speed N1: 2.617 rpm (111,1 %), maximum core speed N2: 11.321 rpm (121,3 %) and maximum exhaust gas temperature EGT: 2.013 °F / 1.100,6 °C, all that to evaluate the engine at its operational limits.
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..The Image.747-121 Flying Test Bed; MSN 19651 / LN 25, reg. N747GE, provided critical flight data on more than 11 distinct engine models and 39 engine builds:
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Image.GE90, 2-shaft, high-bypass TF (fan diam.: 123,0 in / 3.124,2 mm; BPR: (8,4-9,0):1; eng. arch.: 1F+3LPC–10HPC〧2HPT–6LPT, OPR: 40,0:1), rated b/w 360,62 kN / 36.773 kgf / 81.070 lbf and 432,81 kN / 44.135 kgf / 97.300 lbf, aimed for 777-200, 777-200ER and 777-300;
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Image.GE90, 2-shaft, high-bypass TF (fan diam.: 128,0 in / 3.251,2 mm; BPR: 9,0:1; eng. arch.: 1F+4LPC–9HPC〧2HPT–6LPT, OPR: 42,0:1), rated b/w 492,69 kN / 50.240 kgf / 110.760 lbf and 513,95 kN / 52.408 kgf / 115.540 lbf, aimed for 777-200LR, 777-300ER and 777F;
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Image.GEnx-1B, 2-shaft, high-bypass TF (fan diam.: 111,1 in / 2.821,9 mm; BPR: (8,0-9,3):1; eng. arch.: 1F+4LPC–10HPC〧2HPT–7LPT, OPR: 43,8-47,4:1), rated b/w 255,30 kN / 26.033 kgf / 57.394 lbf and 349,20 kN / 35.607 kgf / 78.500 lbf, aimed for 787;
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Image.GEnx-2B, 2-shaft, high-bypass TF (fan diam.: 104,7 in / 2.659,4 mm; BPR: 8,0:1; eng. arch.: 1F+3LPC–10HPC〧2HPT–6LPT, OPR: 44,7:1), rated at 295,81 kN / 30.164 kgf / 66.500 lbf, aimed for 747-8;
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Image.GP7200, 2-shaft, high-bypass TF (fan diam.: 116,0 in / 2.946,4 mm; BPR: 8,8:1; eng. arch.: 1F+5LPC–9HPC〧2HPT–6LPT, OPR: 36,1:1), rated b/w 332,44 kN / 33.899 kgf / 74.735 lbf and 357,10 kN / 36.414 kgf / 80.279 lbf, aimed for A380;
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Image.CFM56-2, 2-shaft, high-bypass TF (fan diam.: 68,3 in / 1.734,8 mm; BPR: (5,9-6,0):1; eng. arch.: 1F+3LPC–9HPC1HPT–4LPT, OPR: 30,5-31,8:1), rated b/w 95,99 kN / 9.788 kgf / 21.580 lbf and 106,76 kN / 10.886 kgf / 24.000 lbf, aimed for KC-135, 707-700 and DC-8-70;
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Image.CFM56-3, 2-shaft, high-bypass TF (fan diam.: 60,0 in / 1.524,0 mm; BPR: (5,9-6,0):1; eng. arch.: 1F+3LPC–9HPC1HPT–4LPT, OPR: 27,5-30,6:1), rated b/w 89,41 kN / 9.117 kgf / 20.100 lbf and 104,60 kN / 10.666 kgf / 23.515 lbf, aimed for 737 Classic;
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Image.CFM56-5A, 2-shaft, high-bypass TF (fan diam.: 68,3 in / 1.734,8 mm; BPR: (6,0-6,2):1; eng. arch.: 1F+3LPC–9HPC1HPT–4LPT, OPR: 31,3:1), rated b/w 97,86 kN / 9.979 kgf / 22.000 lbf and 117,87 kN / 12.019 kgf / 26.498 lbf, aimed for A319ceo and A320ceo;
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Image.CFM56-5B, 2-shaft, high-bypass TF (fan diam.: 68,3 in / 1.734,8 mm; BPR: (5,4-6,0):1; eng. arch.: 1F+4LPC–9HPC1HPT–4LPT, OPR: 32,6-35,5:1), rated b/w 96,08 kN / 9.797 kgf / 21.600 lbf and 142,34 kN / 14.515 kgf / 32.000 lbf, aimed for A320ceo family;
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Image.CFM56-5C, 2-shaft, high-bypass TF (fan diam.: 72,3 in / 1.836,4 mm; BPR: (6,4-6,5):1; eng. arch.: 1F+4LPC–9HPC1HPT–5LPT, OPR: 37,4-38,3:1), rated b/w 138,78 kN / 14.152 kgf / 31.200 lbf and 151,24 kN / 15.422 kgf / 34.000 lbf, aimed for A340-200 and A340-300;
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Image.CFM56-7B, 2-shaft, high-bypass TF (fan diam.: 61,0 in / 1.549,4 mm; BPR: (5,1-5,5):1; eng. arch.: 1F+3LPC–9HPC1HPT–4LPT, OPR: 32,8:1), rated b/w 91,63 kN / 9.344 kgf / 20.600 lbf and 121,43 kN / 12.382 kgf / 27.300 lbf, aimed for 737NG;
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Image.LEAP-1A, 2-shaft, high-bypass TF (fan diam.: 78,0 in / 1.981,2 mm; BPR: 11,0:1; eng. arch.: 1F+3LPC–10HPC〧2HPT–7LPT, OPR: 43,68:1), rated b/w 106,80 kN / 10.891 kgf / 24.010 lbf and 143,05 kN / 14.587 kgf / 32.159 lbf, aimed for A320neo Family;
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Image.LEAP-1B, 2-shaft, high-bypass TF (fan diam.: 69,4 in / 1.762,8 mm; BPR: 9,0:1; eng. arch.: 1F+3LPC–10HPC〧2HPT–5LPT, OPR: 43,68:1), rated b/w 111,27 kN / 11.346 kgf / 25.014 lbf and 130,41 kN / 13.298 kgf / 29.317 lbf, aimed for 737 MAX;
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Image.LEAP-1C, 2-shaft, high-bypass TF (fan diam.: 77,0 in / 1.955,8 mm; BPR: 11,0:1; eng. arch.: 1F+3LPC–10HPC〧2HPT–7LPT, OPR: 40,0:1), rated b/w 129,98 kN / 13.254 kgf / 29.221 lbf and 137,14 kN / 13.984 kgf / 30.830 lbf, aimed for C919;
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Image.CF34-1/3, 2-shaft, high-bypass TF (fan diam.: 44,0 in / 1.126,4 mm; BPR: 6,2:1; eng. arch.: 1F–14HPC2HPT–4LPT, OPR: 21,0:1), rated b/w 38,48 kN / 3.553 kgf / 7.832 lbf and 38,83 kN / 3.960 kgf / 8.729 lbf, aimed for CL-600, CL-650, CL-800, CL-850 and CRJ100/200/440;
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Image.CF34-8C, 2-shaft, high-bypass TF (fan diam.: 46,2 in / 1.173,5 mm; BPR: 5,0:1; eng. arch.: 1F–10HPC2HPT–4LPT, OPR: 28,5:1), rated b/w 56,36 kN / 5.747 kgf / 12.670 lbf and 64,54 kN / 6.581 kgf / 14.509 lbf, aimed for CL-870 CS, CL-890 CS, CRJ700, CRJ900 and CRJ1000;
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Image.CF34-8E, 2-shaft, high-bypass TF (fan diam.: 46,2 in / 1.173,5 mm; BPR: 5,0:1; eng. arch.: 1F–10HPC2HPT–4LPT, OPR: 28,5:1), rated b/w 55,20 kN / 5.629 kgf / 12.409 lbf and 64,54 kN / 6.581 kgf / 14.509 lbf, aimed for E170 and E175;
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Image.CF34-10A, 2-shaft, high-bypass TF (fan diam.: 53,0 in / 1.346,2 mm; BPR: 5,0:1; eng. arch.: 1F+3LPC–9HPC1HPT–4LPT, OPR: 29,0:1), rated at 76,95 kN / 7.847 kgf / 17.300 lbf, aimed for ARJ21;
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Image.CF34-10E, 2-shaft, high-bypass TF (fan diam.: 53,0 in / 1.346,2 mm; BPR: 5,4:1; eng. arch.: 1F+3LPC–9HPC1HPT–4LPT, OPR: 29,0:1), rated b/w 75,44 kN / 7.693 kgf / 16.960 lbf and 83,72 kN / 8.537 kgf / 18.821 lbf, aimed for E190, E195 and Lineage 1000;
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Image.Passport 20, 2-shaft, high-bypass TF (fan diam.: 52,0 in / 1.320,8 mm; BPR: 5,6:1; eng. arch.: 1F+3LPC–10HPC2HPT–4LPT, OPR: 45,0:1), rated b/w 78,93 kN / 8.049 kgf / 17.744 lbf and 84,16 kN / 8.582 kgf / 18.920 lbf, aimed for Global 7500 and Global 8000.
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..With General Electric, the historic Boeing 747-121 plane completed more than 3.600 flight hours and 775 cycles before its final flight in January 2017. Even it got a new livery in 2015, replacing the GE Aircraft Enginesold paint scheme with the GE Aviation’s.
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Image.The Image.777, commonly referred to as the Triple Seven, a long-range, wide-body airliner, developed and manufactured by the Boeing Commercial Airplanes (BCA), the world's largest twin-engined aircraft, was designed to bridge the gap between Boeing's other wide-body airplanes, twin-engined 767 and four-engined 747, but also to replace the older McDonnell Douglas.DC-10 and Lockheed.L-1011 TriStar trijets.
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..As has the improving of the engine reliability of the twin-engined airliners allowed ETOPS operations for almost all routes, and those still existing restrictions were overcome by the lower operating costs compared to the quadjets, the more economical twinjets like: Airbus.A330, Airbus.A350, Boeing.787 Dreamliner and Boeing.777 have replaced the quadjets on many routes. This also marked the beginning of the end of four-engine airliners such as Airbus.A340 and Boeing.747. On 10. Nov 2011, Airbus SE announced that the production of their A340s reached its end, after 380 orders had been placed and 377 Airbus A340 aircraft delivered. One of those four-engined airliners I will personally miss the most is Image.A340-500IGW (MTOW: 380.000 kg / 840.000 lb), powered by four Image.Trent 556, 3-shaft, high-bypass TFs (fan diam.: 97,4 in / 2.474,0 mm; BPR: (7,32-7,6):1; eng. arch.: 1F–8IPC=6HPC〨1HPT=1IPT–5LPT, OPR: 35,6-36,7:1), rated at 260,05 kN / 26.518 kgf / 58.462 lbf.
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..At some point, during the 1980s, Airbus SE was developing the A340 quadjet airliners in parallel with the A330 series of the twinjet wide-body airliners. I believe it would be interested if we could have seen the twin-engined versions of A340-500 and A340-600, ie. models A330-500 and A330-600, powered by either two Image.Trent 800, 3-shaft, high-bypass TFs (fan diam.: 110,0 in / 2.794,0 mm; BPR: 6,4:1; eng. arch.: 1F–8IPC=6HPC〨1HPT=1IPT–5LPT, OPR: 33,9-40,7:1), rated b/w 340,64 kN / 34.736 kgf / 76.580 lbf and 413,42 kN / 42.157 kgf / 92.940 lbf (** Image.Trent 7000, 3-shaft, high-bypass, TF engine aimed for Image.A330-800 and A330-900 has a larger fan diam. than Image.Trent 800, 3-shaft, high-bypass, TF engine aimed for Image.777-200, 777-200ER and 777-300 - fan diam.: 112,0 in / 2.844,8 mm vs. 110,0 in / 2.794,0 mm. Trent 7000 is also a heavier engine than Trent 800 - dry mass: 6.445 kg / 14.209 lb vs. 6.078 kg / 13.400 lbs **) or by two Image.GE90, 2-shaft, high-bypass TFs (fan diam.: 123,0 in / 3.124,2 mm; BPR: (8,4-9,0):1; eng. arch.: 1F+3LPC–10HPC〧2HPT–6LPT, OPR: 40,0:1, dry mass: 7.892 kg / 17.400 lb), rated b/w 360,62 kN / 36.773 kgf / 81.070 lbf and 432,81 kN / 44.135 kgf / 97.300 lbf, aimed for 777-200 (772), 777-200ER (772) and 777-300 (773). While it would've required some wings' strengthening and possibly a gear extension, I guess A330-500 / A330-600 would've been a lot more competitive than were A340-500 / A340-600. A big point in the failure of the A340-500 and A340-600 was the overweight of their fuselages. Namely, after a certain point a long and skinny fuselage ends up being heavier than a wider and shorter fuselage …
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..Both companies, General Electric and Rolls-Royce, built and tested demonstrator engines: GE90-115B and Trent 8104 / 8115, however GE Aviation's President and CEO James McNerney approached Boeing Commercial Airplanes management with an offer to help pay for the development of the 77L, 77W and 77X if they were given exclusivity. Pratt & Whitney was not even seriously considered due to the issues with their PW4090 and especially PW4098 engines. The rest of the (hi)story is known. I wonder if 777-200LR (77L), 777-300ER (77W) and 777F (77X) would gain more orders if they were offered by Image.Trent 8100, 3-shaft, high-bypass TFs (fan diam.: 120,0 in / 3.048,0 mm; BPR: 6,4:1; eng. arch.: 1F–8IPC=6HPC〨1HPT=1IPT–5LPT, OPR: 45,0:1), rated up to 520,44 kN / 53.070 kgf / 117.000 lbf (scaled Trent 800's core by 2,5 % geometrically and 5,0 % aerodynamically) as the another engine option …
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..Although the twin-engined planes have largely overtaken the share of the passenger air transport compared to those four-engined planes, no matter if they were narrow-bodies or wide-bodies, long-haul or short-haul, the role of the quadjets remains indispensable when testing the new engine types, solutions and technologies. Let's mention some of them:
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Image.A380-841; MSN 001, reg. F-WWOW, powered by four Image.Trent 970B-84, 3-shaft, high-bypass TFs (fan diam.: 116,0 in / 2.946,4 mm; BPR: (8,5-8,7):1; eng. arch.: 1F–8IPC=6HPC〨1HPT=1IPT–5LPT, OPR: 39,0:1), each rated at 348,31 kN / 35.518 kgf / 78.303 lbf was used for testing of the Image.Trent XWB, 3-shaft, high-bypass, TF engines aimed for Image.A350, twin-engined, long-range, wide-body airliner. I hope one day we'll see Image.UltraFan, ‘2,5'-shaft, high-bypass, geared, TF engine (fan diam.: 140,0 in / 3.556,0 mm; BPR: 15,0:1; gear ratio: 4,0:1; eng. arch.: 1F-]PG[-3LPC–10HPC〧2HPT–4LPT, OPR: 70,0:1), rated at 387,0 kN / 39.463 kgf / 87.000 lbf, hanging on the wing of the F-WWOW;
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Image.A340-642; MSN 360, reg. F-WWCA, powered by four Image.Trent 556-61, 3-shaft, high-bypass TFs (fan diam.: 97,4 in / 2.474,0 mm; BPR: (7,32-7,6):1; eng. arch.: 1F–8IPC=6HPC〨1HPT=1IPT–5LPT, OPR: 35,6-36,7:1), rated at 260,05 kN / 26.518 kgf / 58.462 lbf was used for testing the Image.PW1000G-JM, ‘2,5’-shaft, high-bypass, GTF family of the engines;
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Image.A340-311; MSN 001, reg. F-WWAI, powered by four Image.CFM56-5C2, 2-shaft, high-bypass TFs (fan diam.: 72,3 in / 1.836,4 mm; BPR: 6,6:1; eng. arch.: 1F+4LPC–9HPC1HPT–5LPT, OPR: 37,4:1), each rated at 138,78 kN / 14.152 kgf / 31.200 lbf was used for testing the Image.Trent 900, 3-shaft, high-bypass, TF engines aimed for Image.A380, four-engined, long-range, wide-body airliner.
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..In September 2017 the same plane, after the extensive modifications during the course of a 16-month working party in Tarbes, France, was configured as a laminar-flow 'BLADE' test demonstrator, made its successful maiden flight and since then has been engaged in successful testing to explore the wing’s characteristics in flight. The plane, dubbed ‘Flight Lab,' was the first test plane in the world to combine a transonic laminar wing profile with a true internal primary structure.
.
(click for a larger view)
ImageImageImage
……Airbus A380-841, Airbus A340-642 and A340-311 testbed aircraft
.
..Pratt & Whitney Engine Services, Inc uses for their engines' testing two Boeing 747 airplanes:
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Image.747SP-B5 airplane; MSN 22484 / LN 507, reg. C-GTFF, powered by four Image.JT9D-7A, 2-shaft, high-bypass TFs (fan diam.: 92,3 in / 2.344,4 mm; BPR: 5,1:1; eng. arch.: 1F+3LPC–11HPC2HPT–4LPT, OPR: 22,5:1), each rated at 205,29 kN / 20.933 kgf / 46.150 lbf;
.
Image.747SP-J6 airplane; MSN 21934 / LN 467, reg. C-FPAW, powered by four Image.JT9D-7J, 2-shaft, high-bypass TFs (fan diam.: 92,3 in / 2.344,4 mm; BPR: 5,1:1; eng. arch.: 1F+3LPC–11HPC2HPT–4LPT, OPR: 22,5:1), each rated at 216,41 kN / 22.067 kgf / 48.650 lbf.
.
(click for a larger view)
.....................Image...Image
…......................Pratt & Whitney Engine Services, Inc's Boeing 747SP-B5 and Boeing 747SP-J6 testbed aircraft
.
..Before the Rolls-Royce North America, Inc., a subsidiary of multinational corporation Rolls-Royce Holdings plc acquired:
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Image.747-438 Flying Test Bed; MSN 25566 / LN 1239, reg. N747RR, powered by four Image.RB211-524G/H-T, 3-shaft, high-bypass TFs (fan diam.: 86,3 in / 2.192,0 mm; BPR: 4,3:1; eng. arch.: 1F–7IPC=6HPC〨1HPT=1IPT–3LPT, OPR: 32,8:1), rated at 264,45 kN / 26.966 kgf / 59.450 lbf, from QANTAS in December 2019, they were using:
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Image.747-267B Flying Test Bed; MSN 21966 / LN 446, reg. N787RR, powered by four Image.RB211-524D4, 3-shaft, high-bypass TFs (fan diam.: 86,3 in / 2.192,0 mm; BPR: 5,0:1; eng. arch.: 1F–7IPC=6HPC〨1HPT=1IPT–3LPT, OPR: 29,5:1), rated at 231,22 kN / 23.578 kgf / 51.980 lbf.
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(click for a larger view)
.....................Image...Image
….....................Rolls-Royce North America, Inc.'s Boeing 747-267B and Boeing 747-436 testbed aircraft
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..The Russian aviation for the purpose of testing the aircraft engines use five Image.PJSC Ilyushin Aviation Complex (ПАО «Авиационный комплекс им. С.В. Ильюшина») Il-76LL, quadjet, military transport aircraft-based, flying testbeds, powered by four PJSC «UEC-NPO Saturn» (ПАО «ОДК-Сатурн» НПО) D-30KP-2, 2-shaft, high-bypass TFs (fan diam.: 1.455,0 mm / 57,3 in; BPR: 2,24:1; eng. arch.: 3F–11HPC〧2HPT–4LPT, OPR: 20,1:1), each rated at 117,68 kN / 12.000 kgf / 26.455 lbf:
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..Ilyushin Il-76LL; MSN 08-07, FN 073410308, reg. 76529
..Ilyushin Il-76LL; MSN 52-09, FN 0073469074, reg. 76454
..Ilyushin Il-76LL; MSN 39-08, FN 0043452549, reg. 76492
..Ilyushin Il-76LL; MSN 56-02, FN 0073474208, reg. 76456
..Ilyushin Il-76LL; MSN 74-06, FN 0093497942, reg. 76792
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(click for a larger view)
Image..Image..Image..Image..Image
…......Ilyushin Il-76 LL testbed aircraft; MSNs: 08-07, 52-09, 39-08, 56-02 and 74-06
.
..The latest engines for which testings Image.Il-76LL flying testbeds were used for were JSC «UEC-Aviadvigatel» (АО "ОДК-Авиадвигатель") PD-14, 2-shaft, high-bypass, TF engine (fan diam.: 1.900,0 mm / 74,8 in; BPR: 8,5:1; eng. arch.: 1F+3LPC–8HPC〧2HPT–6LPT, OPR: 41,0:1), rated at 137,29 kN / 14.000 kgf / 30.865 lbf and the more powerful version of the engine - JSC «UEC-Aviadvigatel».PD-14M, 2-shaft, high-bypass, TF engine (fan diam.: 1.900,0 mm / 74,8 in; BPR: 7,2:1; eng. arch.: 1F+4LPC–8HPC2HPT–6LPT, OPR: 46,0:1), rated at 152,98 kN / 15.600 kgf / 34.392 lbf, aimed for JSC "Corporation "Irkut" (ПАО «Корпорация „Иркут“) MC-21-300, Russian, single-aisle, twinjet, narrow-body aircraft. The other engine option for this plane's propulsion is Image.PW1431G-JM, ‘2,5’-shaft, high-bypass, geared, TF engine (fan diam.: 81,0 in / 2.057,4 mm; BPR: 12,0:1; gear ratio: 3,0625:1; eng. arch.: 1F-]G[-3LPC–8HPC〧2HPT–3LPT, OPR: 50,0:1), rated at 140,44 kN / 14.321 kgf / 31.572 lbf. Interesting to mention that one more engine was once considered as the JSC Irkut Corporation (ПАО "Корпорация "Иркут") MC-21-300’s powerplant, and that was Ivchenko-Progress ZMKB (ЗМКБ «Прогрес» ім. О.Г.Івченка) AI-436T12 (previously known as D-436ТH), 3-shaft, high-bypass, TF engine (fan diam.: 2.070,0 mm / 81,5 in; BPR: 10,35:1; eng. arch.: 1F-6IPC=7HPC〨1HPT=1IPT-3LPT, OPR: 26,33:1), rated at 117,68 kN / 12.000 kgf / 26.455 lbf.
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..One more engine Ilyushin Il-76LL testbeds were extensively used for its testing, otherwise intended for SSJ100-NEW (RRJ-95NEW-100) passenger plane, the latest version of the short-haul, narrow-body Image.SSJ100/95 (RRJ-95) / SBJ, powered by two PowerJet.SaM146-1S18C, 2-shaft, high-bypass, TF engines (fan diam.: 1.224,3 mm / 48,2 in; BPR: 4,4:1; engine arch.: 1F+3LPC–6HPC〧1HPT–3LPT, OPR: 28,0:1), each rated at 73,32 kN / 7.477 kgf / 16.483 lbf, was JSC «UEC-Aviadvigatel».PD-8, 2-shaft, high-bypass, TF engine (fan diam.: 1.230,0 mm / 48,4 in; BPR: 4,4:1; eng. arch.: 1F+3LPC–7HPC1HPT–3LPT, OPR: 28,0:1), rated at 79,00 kN / 8.056 kgf / 17.760 lbf.
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..I expect Ilyushin Il-76LL flying testbeds to be reengined by four JSC «UEC-Aviadvigatel» (АО "ОДК-Авиадвигатель") PS-90A-76, 2-shaft, high-bypass TFs (fan diam.: 1.900,0 mm / 74,8 in; BPR: 4,6:1; eng. arch.: 1F+2LPC–13HPC〧2HPT–4LPT, OPR: 29,5:1), rated at 142,20 (156,91) kN / 14.500 (16.000) kgf / 31.967 (35.274) lbf, previously used on military transport plane PJSC Ilyushin Aviation Complex (ПАО «Авиационный комплекс им. С.В. Ильюшина») Il-76MD-90A (Il-476), the aerial fuel tanker Il-78M-90A (Il-478), but also on the Indian Air Force.PJSC "TASTC n.a. G. M. Beriev" (ПАО "ТАНТК им. Г.М. Бериева") A-50EI, airborne early warning and control (AEW&C) plane.
.
Image.If for any airliner in the recent history could be, without hesitation, said it was a real game changer, that was the Boeing 777, the world's largest wide-body, twinjet airliner, utilization of which has proven significant advantages in the economy of use and maintenance compared to the most of those existing quadjet, wide-body airliners. Its existence has led to a lack of interest in four-engine planes of comparable or approximate size and capacity, and the list of such is noticeable: A340-200, A340-300, A340-500, A340-600, 747-400 and 747-8. The A380 was a league of its own and a victim of some other circumstances ...
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..Already great aircraft should have become even better in its latest edition - Image.777X, with the new Image.GE9X, 2-shaft, high-bypass, TF engines, new composite wings with the folding wingtips, greater cabin width and seating capacity and technologies from the Boeing.787 Dreamliner. However, on 13. May 2021 Image.Federal Aviation Administration sent a letter to The Boeing Company saying that the manufacturer’s new 777X aircraft, currently in its testing phase, likely will not receive its certification until mid- to late-2023. The FAA has blocked Boeing from moving forward with a key step in its certification of the aircraft warning the factory it may have to increase the number of test flights planned. That could push the jet’s entry into commercial service into early 2024, four years later than originally planned. The FAA cited a long list of concerns, including a serious flight control incident during a test flight on 08. Dec 2020, when the plane experienced an "uncommanded pitch event", meaning the nose of the plane pitched abruptly up or down without input from the pilots. The FAA also expressed its concern about proposed modifications involving late changes to both software and hardware in the electronics of the jet’s flight controls. The letter also mentions an aspect of the aircraft’s Common Core System, described as the "central nervous system of the plane", that the FAA believes is not up to par, reporting that the system has incomplete data and has not cleared preliminary safety checks and was not adequately peer-reviewed, resulting in "inconsistencies and incorrect reuse of 787 data."
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..The Emirates (EK / UAE), the largest Boeing 777X customer, reduced its initial order for 150 aircraft to 115 (16 B778s and 99 B779s). In February 2022 airline's President Tim Clark has said he doesn’t expect any 777X deliveries until 2024, but due to Boeing 777X's further delays EK.plans to install premium economy class seats on a further 61 Image.A380 planes. In addition to this Emirates wants to fit the same product to 53 of its Image.777-300ERs. This will give it a fleet of 120 aircraft flying new premium economy seats. So far 6 of the Emirates' A380s (A380-842) were equipped with the 4-class cabins, 484 seats, cabin conf. F14 C76 W56 Y338. The Premium Economy Class, 19,5-in wide seats, are in a 2-4-2 conf. These seats are similar to those of the Business Class, with a 13,3-in monitors and up to 40 inches of pitch.
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..Maybe one day there will be a chance to compare the CASM of the EK's A380-842 (MTOW: 575.000 kg / 1.267.658 lb), powered by four Image.Trent 972B-84, 3-shaft, high-bypass TFs (fan diam.: 116,0 in / 2.946,4 mm; BPR: (8,5-8,7):1; eng. arch.: 1F–8IPC=6HPC〨1HPT=1IPT–5LPT), OPR: 39,0:1, each rated at 356,81 kN / 36.384 kgf / 80.214 lbf, with a 2-class cabin, 615 seats, C58 Y557 cabin conf., with their future Image.777-9 (MTOW 351.534 kg / 775.000 lb), powered by two Image.GE9X-105B1A, 2-shaft, high-bypass TFs (fan diam.: 134,0 in / 3.403,6 mm; BPR: 9,9:1; eng. arch.: 1F+3LPC–11HPC〧2HPT–6LPT), OPR: 60,0:1, each rated at 489,30 kN / 49.895 kgf / 110.000 lbf, with a 2-class cabin, 414 seats, C42 Y372 standard cabin conf..
.
..Intending to breathe some new life into their largest plane, at the Paris Air Show 2017 (PAS 2017) Airbus SE launched the A380plus development study… I wish we can talk now on the EK's Image.A380-844plus (MTOW 580.000 kg / 1.278.681 lb), powered by four Image.Trent XWB-84 EP, 3-shaft, high-bypass TFs (fan diam.: 118,0 in / 2.997,2 mm; BPR: 9,6:1; eng. arch.: 1F–8IPC=6HPC〨1HPT=2IPT–6LPT), OPR: 50,0:1, each rated at 374,54 kN / 38.192 kgf / 84.200 lbf, with the split winglets (an uplet of 3,5 m / 11,5 ft and a downlet of 1,2 m / 3,9 ft), as a part of the aerodynamics changes to the frame, however so something hasn't happened.
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..We've learned that there was "no business case for the Rolls-Royce Trent XWBs on Airbus A380" and that "Airbus A380neo will have to wait for the next generation of the engine technology" … Whether will, at some point of the availability of the next generation of the engines, someone conclude that there is a "business case" of reengining of the still existing A380s, it is very difficult to say at the moment. If anyone, then Emirates. It has already happened in the history - Image.DC-8 Super 70 Series. The next generation of the engine could be Image.UltraFan, ‘2,5'-shaft, high-bypass, geared, TF engine (fan diam.: 140,0 in / 3.556,0 mm; BPR: 15,0:1; gear ratio: 4,0:1; eng. arch.: 1F-]PG[-3LPC–10HPC〧2HPT–4LPT), OPR: 70,0:1, rated at 387,0 kN / 39.463 kgf / 87.000 lbf. It represents 40 % increase in a fan area compared with Image.Trent XWB, 3-shaft, high-bypass TFs aimed for Image.A350, twin-engined, long-range, wide-body airliner and 9 % increase on Image.GE9X, 2-shaft, high-bypass, TF engine aimed for Image.777X, twin-engined, long-range, wide-body airliner.
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..The key engineering features of the UltraFan engine include:
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● a new, proven, Advance3 core architecture, combined with ALECSys Lean Burn Combustion system, to deliver maximum fuel burn efficiency and low emissions;
● carbon titanium fan blades and a composite casing that reduce weight by up to 680 kg / 1.500 lb per engine (the mass difference b/w the Rolls-Royce Trent XWB (7.277 kg / 16.043 lb) engine and one of the engines already offered on A380 - Engine Alliance GP7200 (6.712 kg / 14.798 lb) is about 500 kg;
● advanced ceramic matrix composite (CMC) components that operate more effectively in high pressure turbine (HPT) temperatures;
● a geared design that delivers efficient power for the high-thrust, high-bypass ratio engines of the future.
.
..It seems to me a very wise and justified Emirates' decision to order and those smaller wide-body planes for their fleet, increasing the capacity, flexibility and expanding its operations to the new markets. In this moment it means 50 Image.A350-900 and 30 Image.787-9 airplanes. The A350-900 equipped with Image.Trent XWB, 3-shaft, high-bypass TF engines will open up a range of new markets for Emirates. The plane's range of 15.000 km / 8.100 nm will allow the carrier to operate long-haul services of up to 15 hours flying time from Dubai International Airport (DXB / OMDB). Meanwhile, the airline also intends to deploy the aircraft on the routes in the region, potentially on some of the shorter-haul routes currently served by the Airbus.A380. Along with the incoming A350s, Emirates' fleet diversity is set to further see an enhancement with the addition of the Boeing.787 Dreamliner. The airline has shown interest in the 787 for some years, having ordered up 40 787-10s in 2017. This was later downsized to the popular 787-9, firming up an order of 30 of the type.
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..The smaller twinjets will allow UAE to increase the frequency of already profitable city pairs, but also to introduce a new routes to Africa, South America, Asia and Europe for which A388s or B77Ws are just too big. A combination of all these aircraft would give UAE an enormous potential, thereat not deviating from its hub and spoke strategy, but with the smaller, more nimble twinjets in its fleet, more destinations making economical. Given so many changes in ordering certain types of aircraft and changing business strategy in the last few years, it is difficult to expect that these figures will remain final. A lot depends on how will things develop with the B779 which deliveries are now delayed until 2025. If there will be a further delays in its introduction into regular commercial use, this could mean an increase of orders for the above mentioned smaller twinjet airliners or even the opening the doors for some other types of the aircraft, not only for UAE's but also other airlines' fleets. And as the time goes on so will some of the B77Ws come out of the lease and will need to be replaced by the other aircraft so they could be able to maintain the frequency of the flights. If the B778 and especially B779 won't be available, UAE will have the choice to reduce its fleet or extend the lease of their B77Ws. Besides, they have already talked about the life extensions on their A388s, and if they extend their leases and put B77Ws through the heavy checks, the B779 will not be needed for them anymore. Or anytime soon. I bellieve the Emirates Engineering, in cooperation with Airbus SE and The Boeing Company, is quite capable and ready to implement the service life extension programs for the planes in its fleet…
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Image.It also remains to be seen how successfully and quickly, currently suspended, delivery of the Boeing 787 planes, will be restored. Just as a reminder; All Nippon Airways' 77th Image.787 aircraft, the 39th of the type 787-9 (MTOW: 254.011 kg / 560.000 lb); MSN 66524 / LN 1095, reg. JA937A, test reg. N883BA, N2005V, with a 2-class cabin, 375 seats, cabin conf. W28 Y347 and powered by two Image.GEnx-1B70/P2, 2-shaft, high-bypass TFs (fan diam.: 111,1 in / 2.821,9 mm; BPR: 9,3:1; eng. arch.: 1F+4LPC–10HPC〧2HPT–7LPT), OPR: 53,3:1, each rated at 321,61 kN / 32.795 kgf / 72.300 lbf, delivered on 09 / 10. Nov 2021, flying on the route VCV / KVCV - HND / RJTT was the latest delivered Boeing 787 aircraft. At the same time this was the last Boeing Everett Factory -built Image.787 Dreamliner that has rolled off the assembly line of the factory at the NE corner of Paine Field (PAE / KPAE) airport, WA.
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...Image
…..Boeing 787 - deliveries by the Model, Production Site and the Engine Factory (on 30. Apr 2022)
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..The 787 Dreamliner program has been hit with multiple issues over the years, including early battery problems in 2013, which led to all 50 787s in service worldwide being grounded for over three months. Last year, more problems were discovered, including quality issues with the seams on the fuselage, forcing Boeing to rework about 115 undelivered 787s. Although the deliveries of the 787 took place earlier in 2021, they were halted again in May and are yet to resume. Boeing has delivered just 14 787 Dreamliners in 2021, 2 787-8s and 12 787-9s …
.
.Image
...Boeing 787 - deliveries 2021
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..The Boeing Company is currently dealing with the several quality issues on its 787 and is working closely with the Federal Aviation Administration on the fixes. Its current production rate of the 787 Dreamliner is now at two planes per month. At its peak, The Boeing Company was producing 14 787s per month, but has repeatedly slashed its production rate of the aircraft, which stood at 5 aircraft per month in the summer 2021. In October 2021 Boeing revealed that certain titanium parts on some 787s built in the past three years were not up to strength, citing problems with a third-party supplier. Affected parts of the plane include fittings that assist in securing the floor beam, while other fittings, spacers, brackets, and clips are still under investigation. The definitive date for resumption on deliveries hasn't even been mentioned yet, and some rumors suggest that it will take up to two years to deliver the currently stored aircraft. Fortunately, no one needs them too much at the moment …
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..Can all of the above mentioned cause the exit from the shadows and coming to the forefront for some other aircraft that are currently not so interesting to the airlines, like A350-1000, A330-900 and even A330-800? Somewhere between the lines of my humble and superficial thinking, I could find the answer how I see the Emirates' fleet might look like in the future:
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..Airbus A380-861 / A380-842
….Boeing 777-9
……Airbus A350-1041
……..Airbus A350-941
……….Boeing 787-9
…………Airbus A330-841 **
.
** Emirates retired their last Image.A330-200s, of 29 such aircraft they had in the fleet, in 2016. In a various ways, the A330-800 is like the A340-500; designed for a long-range, unpopular and ultimately not used for its intended purpose. It also had another aircraft that could do more or less the same but in a more economical way - the 777-200LR. But the Emirates could find the new routes, taking advantage of an increased range of a new Airbus A330-841 (MTOW: 251.000 kg / 553.360 lb) …
.
..Related to the A350's surface problems, Emirates has told Airbus SE it will not take delivery of A350 passenger jets that it has ordered if they have surface problems similar to those reported by QR. Several airlines have now reported A350 paint problems, while Qatar Airways (QR / QTR) has complained of deeper underlying issues with a layer of lightning protection attached to the paint. There are documented evidences of the existing areas of peeling or missing paint, cracks and damage to anti-lightning protection, as well as what QR described as patches of carbon-fibre that were exposed to moisture and potentially damaging ultra-violet light. I would like to see how the other airlines' A350s look like and to know if and what was Qatar Airways maybe doing with theirs behind the closed doors... The lightweight carbon-fibre jetliner relies on metallic foil embedded beneath the paint to help lightning wash safely over the fuselage, which is less conductive than earlier metal. The problem is probably solvable, it just needs to be solved. However it was, this kind of a problem should really not exist, keeping the potential buyers away from this aircraft …
.
..Regardless of the overall course of the events in 777X's development and the long delay of its introduction in the regular service, the question arises as to whether this aircraft is not becoming just too large and as such unnecessary for the airlines, just as was the case with the Airbus A380 (251 delivered). The different situation might be with a freighter version. In any case a bit unusual that so many examples of the aircraft, that have not even been certified, was produced so far: 2 factory certification testing frames (MSN 64240 / LN 1567; reg. N779XW and MSN 64241 / LN 1574; reg. N779XX), 2 LH's certification testing frames (MSN 65799 / LN 1581; reg. N779XY and MSN 65800 / LN 1587; reg. N779XZ) and 21 frame in a short term storage, pre-flight preparation or final assembly …
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..I don't know how much longer, but definetely an uncertain, road is in front of the 777X before it enters the regular service, in the world looking so different than in the moment 777X was launched. Even all this, untill now, has taken too long. I believe one day it will happen, but the airlines will have no patience or choice to wait on this plane forever. Their existing planes will start coming out of the lease, and the costs of maintenance, repair and overhaul will rise. If they'll be forced to it, they will look for the other options to replace them. And continue to live. Or to survive. With or without the 777X...
.
Mario
 
User avatar
zeke
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Joined: Thu Dec 14, 2006 1:42 pm

Re: Languishing predator that once conquered the fourholers' empire - the future of Boeing 777

Wed May 04, 2022 10:37 am

Hi Mario,

Not sure how long it took you to make that post, it is very difficult to read with all of the embedded pictures. Would you be able to post that again without the manufacturers logos etc ?

Thank you
 
Tartarus
Posts: 47
Joined: Tue Jul 12, 2016 9:36 am

Re: Languishing predator that once conquered the fourholers' empire - the future of Boeing 777

Wed May 04, 2022 1:29 pm

zeke wrote:
Hi Mario,

Not sure how long it took you to make that post, it is very difficult to read with all of the embedded pictures. Would you be able to post that again without the manufacturers logos etc ?

Thank you

I gave up after a few paragraphs.
It looks like someone just threw a tin of alphabet spaghetti at the screen.
 
IADCA
Posts: 2606
Joined: Mon Feb 26, 2007 12:24 am

Re: Languishing predator that once conquered the fourholers' empire - the future of Boeing 777

Wed May 04, 2022 2:06 pm

If I have time to read 7306 words (literally), I'll spend it reading 10% of a novel.
 
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SAAFNAV
Posts: 643
Joined: Wed Mar 17, 2010 5:41 pm

Re: Languishing predator that once conquered the fourholers' empire - the future of Boeing 777

Wed May 04, 2022 2:07 pm

IADCA wrote:
If I have time to read 7306 words (literally), I'll spend it reading 10% of a novel.


It's like a wikipedia entry, but without the punch-line
 
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rjsampson
Posts: 588
Joined: Sat Jul 31, 2010 12:00 am

Re: Languishing predator that once conquered the fourholers' empire - the future of Boeing 777

Wed May 04, 2022 8:32 pm

Yeah that was a massive post! But let's at least acknowledge the effort Mario put into it. I skimmed it quickly for something to which we could respond which is:

Regardless of the overall course of the events in 777X's development and the long delay of its introduction in the regular service, the question arises as to whether this aircraft is not becoming just too large and as such unnecessary for the airlines, just as was the case with the Airbus A380 (251 delivered)..... Even all this, untill now, has taken too long. I believe one day it will happen, but the airlines will have no patience or choice to wait on this plane forever. Their existing planes will start coming out of the lease, and the costs of maintenance, repair and overhaul will rise. If they'll be forced to it, they will look for the other options to replace them. And continue to live. Or to survive. With or without the 777X...

Mario (OP), is this what you'd like us to weigh in on?
 
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mfranjic
Topic Author
Posts: 255
Joined: Sat Jun 22, 2013 7:54 am

Re: Languishing predator that once conquered the fourholers' empire - the future of Boeing 777

Thu May 05, 2022 9:50 am

.
zeke wrote:
Hi Mario,

Not sure how long it took you to make that post, it is very difficult to read with all of the embedded pictures. Would you be able to post that again without the manufacturers logos etc ?

Thank you

..Dear Zeke, I am very honored that a member of the forum like You, to whom I was feeling deep respect through all these years, has paid attention to my post. I was working on it for about some 2,5 months, about 200-250 working hours. I'm very sorry for everything that bothered You when reading it, so below You can see the same post without all those factory logos. It’s hard for me to explain my need for them; I don't use English in my communication, it’s not my native language, so all these little pictures help me to manage easier in the text. And ... maybe the reason of my need for such things lies in two armies, one war ... 230 voluntary blood donations ... which all left a mark on my mind and on my personality ... I don't know.
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..I would take a little more time to free my post from some things that bother You and probably others in it, but yesterday in one moment I was suddenly interrupted by the call of my mother (76) who fell, broke her arm and injured her face, so I spent most of the day with her in the hospital. At the moment I have no more time for all this, and at the same time I wanted to answer as soon as possible.
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..Thank You, once more, for taking the time and paying attention to my post. Good luck Zeke and take care of Yourself!
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rjsampson wrote:
Yeah that was a massive post! But let's at least acknowledge the effort Mario put into it...

..Dear rjsampson, I am extremely grateful to You for the words from which clearly springs Your understanding of the enormous effort I put into the writing my post. By Your words, You actually best described Yourself as a person worthy of all respect. I actually had to shorten the post :smile: because the allowed number of te characters is one hundred thousand...
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rjsampson wrote:
I skimmed it quickly for something to which we could respond which is:

Regardless of the overall course of the events in 777X's development and the long delay of its introduction in the regular service, the question arises as to whether this aircraft is not becoming just too large and as such unnecessary for the airlines, just as was the case with the Airbus A380 (251 delivered)..... Even all this, untill now, has taken too long. I believe one day it will happen, but the airlines will have no patience or choice to wait on this plane forever. Their existing planes will start coming out of the lease, and the costs of maintenance, repair and overhaul will rise. If they'll be forced to it, they will look for the other options to replace them. And continue to live. Or to survive. With or without the 777X...

Mario (OP), is this what you'd like us to weigh in on?

..In all my effort to write that post, and much more to keep it alive, I lost a lot of energy so in the end I was no longer sure what people should refer to or to weigh in while reading it, but if I would chose it myself, it would definetely be the part You singled out.
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..You did it for me, rjsampson. Thank You very much.
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Image..In the shadow of not so much surprising as disappointing news that the Boeing 777X deliveries are now delayed until 2025, the Thai Airways International PCL (TG / THA)'s 23rd Boeing.777 (MTOW: 351.535 kg / 775.000 lbs) aircraft, the 17th of the type 777-300ER (77W / B77W); MSN 66586 / LN 1690, reg. HS-TTC, first flight 27. Feb 2022, named 'Simongkhon' …
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(click for a larger view)
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..… equipped with a 3-class cabin, 303 seats, cabin conf. F8 C40 Y255 (** pre-existing fleet of TG's 14 77W planes for INTCNTL and regional flights have a 2-class cabins, 348 seats, cabin conf. C42 Y306. Back in 2010-2013 THAI operated 5 77W aircraft leased from Jet Airways (9W / JAI), with a 3-class cabins, 312 seats, cabin conf. F8 C30 Y274 **) and powered by two GE90-115B, 2-shaft, high-bypass TFs (fan diam.: 128,0 in / 3.251,2 mm; BPR: 9,0:1; eng. arch.: 1F+4LPC–9HPC〧2HPT–6LPT, OPR: 42,0:1), rated at 513,95 kN / 52.408 kgf / 115.540 lbf, delivered to THAI (TG / THA) on 22 / 23. Apr 2022, flying on the route PAE - BKK (FLT TG8929) is the latest delivered Boeing 777 aircraft, also built in Boeing Everett Factory that seats at the NE corner of the Paine Field (PAE / KPAE), a commercial and general aviation airport serving the Seattle metropolitan area, WA. That was the 6th Boeing 777 plane delivered in 2022.
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..Before the mentioned Boeing 777-300ER aircraft; MSN 66586 / LN 1690, reg. HS-TTC, two identical planes were delivered to THAI on 05 / 06. Apr 2022:
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..● MSN 66587 / LN 1683, reg. HS-TTA, test reg. N55141, named 'Alongkorn', first flight 26. Jan 2021
..● MSN 66588 / LN 1687, reg. HS-TTB, test reg. N5513H, named 'Theppharat', first flight 22. Jan 2021
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..It's rather odd for THAI to be taking the new aircraft deliveries at this time for a multiple reasons; the airline has been in bankruptcy protection for years, but it has also faced liquidation, retired numerous planes, cut routes, laid off staff, and the list goes on. THAI has gotten rid of all the planes that previously had a First Class cabin: 6 Airbus A380-841, 4 Airbus A340-541, 6 Airbus A340-642 and 16 Boeing 747-4D7. But TG needs new planes, either way, no matter of their current financial situation. The fleet has lost a large number of long-haul planes and to be a carrier of national and international prestige they should at least operate some planes with the First Class service, especially on high yield routes which for THAI are probably London, Paris and Zurich. Currently, besides 6 Boeing 777-200ER and 17 Boeing 777-300ER planes, there are 12 Airbus A350-941, 6 Boeing 787-8 and 2 Boeing 787-9 planes in THAI's fleet. Altogether 43 wide-bodies.
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….On the Skyliner
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..● The THAI's Boeing 777-300ER aircraft; MSN 66586 / LN 1690, reg. HS-TTC, departed Paine Field (PAE / KPAE) on 22. Apr 2022, 23:29 UTC and landed at Suvarnabhumi Airport (BKK / VTBS) on 23. Apr 2022, 15:14 UTC.
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…..Boeing 777-300ER; MSN 66586 / LN 1690, reg. HS-TTC - ferry flight TG8929
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..There are in total 1683 delivered Boeing 777 aircraft and 832 of the type 777-300ER. The first Boeing.777 plane was delivered on 15. May 1995 to United Airlines (UA / UAL) and it was the model 777-222; MSN 26916 / LN 7, reg. N777UA, with a 2-class cabin, 364 seats, cabin conf. C28 Y336 and powered by two PW4077, 2-shaft, high-bypass TFs (fan diam.: 112,0 in / 2.844,8 mm; BPR: 6,2:1; eng. arch.: 1F+6LPC–11HPC〧2HPT–7LPT, OPR: 31,5:1), each rated at 355,68 kN / 36.269 kgf / 79.960 lbf.
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Quote from the article:
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..Boeing delivered 24 777s in 2021.

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….Boeing 777 - deliveries in 2021
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..I entered the customers code in the tables above although The Boeing Company dropped the customers' codes as of September 2016, bringing them in the alignment with 737 MAX and 787 lines. The changes are effective with the following Line Numbers (LN) for each respective Production Line:
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..Boeing 737NG; MSN 44746 / LN 6082
..Boeing P-8 Poseidon; MSN 44950 / LN 6020
..Boeing 747-8; MSN 38076 / LN 1534
..Boeing 767; MSN 41858 / LN 1102
..Boeing 777; MSN 62439 / LN 1422
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..In a 27 years of the serial production Boeing.777 was produced in a three basic variants: 777-200, 777-300 and 777 Freighter.
..Of the 1683 in total delivered Boeing 777 aircraft:
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..1283 (76,3 %) were powered by either GE90, 2-shaft, high-bypass TFs (fan diam.: 123,0 in / 3.124,2 mm; BPR: (8,4-9,0):1; eng. arch.: 1F+3LPC–10HPC〧2HPT–6LPT, OPR: 40,0:1), rated b/w 360,62 kN / 36.773 kgf / 81.070 lbf and 432,81 kN / 44.135 kgf / 97.300 lbf or by GE90, 2-shaft, high-bypass TFs (fan diam.: 128,0 in / 3.251,2 mm; BPR: 9,0:1; eng. arch.: 1F+4LPC–9HPC〧2HPT–6LPT, OPR: 42,0:1), rated b/w 492,69 kN / 50.240 kgf / 110.760 lbf and 513,95 kN / 52.408 kgf / 115.540 lbf;
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..226 (13,4 %) were powered by Trent 800, 3-shaft, high-bypass TFs (fan diam.: 110,0 in / 2.794,0 mm; BPR: 6,4:1; eng. arch.: 1F–8IPC=6HPC〨1HPT=1IPT–5LPT, OPR: 33,9-40,7:1), rated b/w 340,64 kN / 34.736 kgf / 76.580 lbf and 413,42 kN / 42.157 kgf / 92.940 lbf;
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..174 (10,3 %) were powered by PW4000-112, 2-shaft, high-bypass TFs (fan diam.: 112,0 in / 2.844,8 mm; BPR: 5,8-6,4:1; eng. arch.: 1F+6LPC–11HPC〧2HPT–7LPT, OPR: 30,3-42,8:1), rated b/w 344,47 kN / 35.126 kgf / 77.440 lbf and 440,55 kN / 44.924 kgf / 99.040 lbf.
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………...Boeing 777 - deliveries by Type, Model and Engine Factory (on 30. Apr 2022)
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..The series of the General Electric.GE90, 2-shaft, high-bypass, TF engines with 128,0 in / 3.251,2 mm fan diam., models: GE90-110B1/L rated at 492,69 kN / 50.240 kgf / 110.760 lbf, GE90-113B rated at 505,01 kN / 51.496 kgf / 113.530 lbf and GE90-115B rated at 513,95 kN / 52.408 kgf / 115.540 lbf, exclusive powerplants for the Boeing's recent additions of the 777 aircraft family: 777-200LR (77L), 777-300ER (77W) and 777F (77X), were designed with a lot of power and thrust reserve inside, rated not nearly to their upper limits. During the certification testing at General Electric's outdoor test facility in Ohio, in December 2002, the GE90-115B, 2-shaft, high-bypass TF (fan diam.: 128,0 in / 3.251,2 mm; BPR: 9,0:1; eng. arch.: 1F+4LPC–9HPC2HPT–6LPT, OPR: 42,0:1), rated at 513,95 kN / 52.408 kgf / 115.540 lbf set a world record, reaching 568,93 kN / 58.014 kgf / 127.900 lbf of thrust. The engine ran for approximately 60 hours at triple red-line conditions: maximum fan speed, maximum core speed and maximum exhaust gas temperature, all that to evaluate the engine at its operational limits. It took General Electric another 15 years (10. Nov 2017) to break the record, which they did at 597,40 kN / 60.917 kgf / 134.300 lbf of thrust with the new GE9X-105B1A, 2-shaft, high-bypass, TF engine (fan diam.: 134,0 in / 3.403,6 mm; BPR: 9,9:1; eng. arch.: 1F+3LPC–11HPC〧2HPT–6LPT, OPR: 60,0:1), rated at 489,30 kN / 49.895 kgf / 110.000 lbf. The engine passed through the full durability block test that replaces the usual "triple redline" test at maximum temperatures, pressures and speeds …
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Image.As reported at the time by the several sources, the 777X’s engines have finished their flight tests in the Mojave desert aboard a modified 747-446 Propulsion Test Platform (PTP); MSN 26355 / LN 1024, reg. N747GF, replacing one of its four CF6-80C2B1F, 2-shaft, high-bypass TFs (fan diam.: 93,0 in / 2.362,0 mm; BPR: (4,97-5,31):1; eng. arch.: 1F+4LPC–14HPC2HPT–5LPT, OPR: 27,1-31,8:1), rated at 254,26 kN / 25.927 kgf / 57.160 lbf, with the new GE9X-105B1A, 2-shaft, high-bypass TF (fan diam.: 134,0 in / 3.403,6 mm; BPR: 9,9:1; eng. arch.: 1F+3LPC–11HPC2HPT–6LPT, OPR: 60,0:1), rated at 489,30 kN / 49.895 kgf / 110.000 lbf.
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….Boeing 747-446; MSN 26355 / LN 1024, reg. N747GF, Propulsion Test Platform
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..The General Electric company acquired its Boeing 747-446; MSN 26355 / LN 1024, reg. JA8910, flying testbed from Japan Airlines (JL / JAL), modified it (winglets have been removed), strengthened the plane’s wing and strut to accommodate test engines. As the GE9X engine is even larger than the GE90, 2-shaft, high-bypass, TF engine, for testing it fits only 747-400 plane with the larger main gear struts and the bigger tires, and the tested engine is tilted 5° more than the original CF6-80C2, 2-shaft, high-bypass TF. The Boeing Company built a large, specially designed pylon for the testbed. Suspended on a 19,0 ft / 5,79 m strut, the fourth engine of the program has been mounted in November 2017 to begin flight testing at the end of 2017. The 134,0 in / 3.403,6 mm fan is encased in a 174,0 in / 4.419,6 mm nacelle, with 1,5 ft / 457,0 mm of the ground clearance. It weighs 40.000 lb / 18.144 kg with its custom pylon and wing strengthening, compared to 17.000 lb / 7.711 kg for the CF6-80C2 engine and its pylon.
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..In January 2017 GE Aviation accomplished the last flight with their 747-121 Flying Test Bed; MSN 19651 / LN 25, reg. N747GE, powered by four JT9D-7A, 2-shaft, high-bypass TFs (fan diam.: 92,3 in / 2.340,0 mm; BPR: 5,0:1; eng. arch.: 1F+3LPC–11HPC2HPT–4LPT, OPR: 23,4:1), rated at 205,29 kN / 20.933 kgf / 46.150 lbf (212,05 kN / 21.623 kgf / 47.670 lbf with the water injection).
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..The General Electric company acquired its Boeing 747-121 flying testbed from Pan Am (reg. N744PA) in 1992, submitted it through the modifications like removing seats, strengthening the left wing and tail for flight testing and installing data systems. It began operations with General Electric in 1993 at its Flight Test Operation facility, which was then located in Mojave, California.
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..Image source: https://commons.wikimedia.org/wiki/File:Ge-747-N747GE-020918-03.jpg
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..Image above:.GE Aviation’s 747-121 Flying Test Bed during the testing of the GE90-115B, 2-shaft, high-bypass TF engine (fan diam.: 128,0 in / 3.251,2 mm; BPR: 9,0:1; eng. arch.: 1F+4LPC–9HPC〧2HPT–6LPT, OPR: 42,0:1), rated at 513,95 kN / 52.408 kgf / 115.540 lbf. During the certification testing at GE's outdoor test facility in Ohio, in December 2002, the GE90-115B, 2-shaft, high-bypass turbofan set a world record reaching 568,93 kN / 58.014 kgf / 127.900 lbf of thrust. The engine ran for approximately 60 hours at triple red-line conditions: maximum fan speed N1: 2.617 rpm (111,1 %), maximum core speed N2: 11.321 rpm (121,3 %) and maximum exhaust gas temperature EGT: 2.013 °F / 1.100,6 °C, all that to evaluate the engine at its operational limits.
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..The 747-121 Flying Test Bed; MSN 19651 / LN 25, reg. N747GE, provided critical flight data on more than 11 distinct engine models and 39 engine builds:
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GE90, 2-shaft, high-bypass TF (fan diam.: 123,0 in / 3.124,2 mm; BPR: (8,4-9,0):1; eng. arch.: 1F+3LPC–10HPC〧2HPT–6LPT, OPR: 40,0:1), rated b/w 360,62 kN / 36.773 kgf / 81.070 lbf and 432,81 kN / 44.135 kgf / 97.300 lbf, aimed for 777-200, 777-200ER and 777-300;
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GE90, 2-shaft, high-bypass TF (fan diam.: 128,0 in / 3.251,2 mm; BPR: 9,0:1; eng. arch.: 1F+4LPC–9HPC〧2HPT–6LPT, OPR: 42,0:1), rated b/w 492,69 kN / 50.240 kgf / 110.760 lbf and 513,95 kN / 52.408 kgf / 115.540 lbf, aimed for 777-200LR, 777-300ER and 777F;
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GEnx-1B, 2-shaft, high-bypass TF (fan diam.: 111,1 in / 2.821,9 mm; BPR: (8,0-9,3):1; eng. arch.: 1F+4LPC–10HPC〧2HPT–7LPT, OPR: 43,8-47,4:1), rated b/w 255,30 kN / 26.033 kgf / 57.394 lbf and 349,20 kN / 35.607 kgf / 78.500 lbf, aimed for 787;
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GEnx-2B, 2-shaft, high-bypass TF (fan diam.: 104,7 in / 2.659,4 mm; BPR: 8,0:1; eng. arch.: 1F+3LPC–10HPC〧2HPT–6LPT, OPR: 44,7:1), rated at 295,81 kN / 30.164 kgf / 66.500 lbf, aimed for 747-8;
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GP7200, 2-shaft, high-bypass TF (fan diam.: 116,0 in / 2.946,4 mm; BPR: 8,8:1; eng. arch.: 1F+5LPC–9HPC〧2HPT–6LPT, OPR: 36,1:1), rated b/w 332,44 kN / 33.899 kgf / 74.735 lbf and 357,10 kN / 36.414 kgf / 80.279 lbf, aimed for A380;
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CFM56-2, 2-shaft, high-bypass TF (fan diam.: 68,3 in / 1.734,8 mm; BPR: (5,9-6,0):1; eng. arch.: 1F+3LPC–9HPC1HPT–4LPT, OPR: 30,5-31,8:1), rated b/w 95,99 kN / 9.788 kgf / 21.580 lbf and 106,76 kN / 10.886 kgf / 24.000 lbf, aimed for KC-135, 707-700 and DC-8-70;
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CFM56-3, 2-shaft, high-bypass TF (fan diam.: 60,0 in / 1.524,0 mm; BPR: (5,9-6,0):1; eng. arch.: 1F+3LPC–9HPC1HPT–4LPT, OPR: 27,5-30,6:1), rated b/w 89,41 kN / 9.117 kgf / 20.100 lbf and 104,60 kN / 10.666 kgf / 23.515 lbf, aimed for 737 Classic;
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CFM56-5A, 2-shaft, high-bypass TF (fan diam.: 68,3 in / 1.734,8 mm; BPR: (6,0-6,2):1; eng. arch.: 1F+3LPC–9HPC1HPT–4LPT, OPR: 31,3:1), rated b/w 97,86 kN / 9.979 kgf / 22.000 lbf and 117,87 kN / 12.019 kgf / 26.498 lbf, aimed for A319ceo and A320ceo;
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CFM56-5B, 2-shaft, high-bypass TF (fan diam.: 68,3 in / 1.734,8 mm; BPR: (5,4-6,0):1; eng. arch.: 1F+4LPC–9HPC1HPT–4LPT, OPR: 32,6-35,5:1), rated b/w 96,08 kN / 9.797 kgf / 21.600 lbf and 142,34 kN / 14.515 kgf / 32.000 lbf, aimed for A320ceo family;
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CFM56-5C, 2-shaft, high-bypass TF (fan diam.: 72,3 in / 1.836,4 mm; BPR: (6,4-6,5):1; eng. arch.: 1F+4LPC–9HPC1HPT–5LPT, OPR: 37,4-38,3:1), rated b/w 138,78 kN / 14.152 kgf / 31.200 lbf and 151,24 kN / 15.422 kgf / 34.000 lbf, aimed for A340-200 and A340-300;
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CFM56-7B, 2-shaft, high-bypass TF (fan diam.: 61,0 in / 1.549,4 mm; BPR: (5,1-5,5):1; eng. arch.: 1F+3LPC–9HPC1HPT–4LPT, OPR: 32,8:1), rated b/w 91,63 kN / 9.344 kgf / 20.600 lbf and 121,43 kN / 12.382 kgf / 27.300 lbf, aimed for 737NG;
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LEAP-1A, 2-shaft, high-bypass TF (fan diam.: 78,0 in / 1.981,2 mm; BPR: 11,0:1; eng. arch.: 1F+3LPC–10HPC〧2HPT–7LPT, OPR: 43,68:1), rated b/w 106,80 kN / 10.891 kgf / 24.010 lbf and 143,05 kN / 14.587 kgf / 32.159 lbf, aimed for A320neo Family;
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LEAP-1B, 2-shaft, high-bypass TF (fan diam.: 69,4 in / 1.762,8 mm; BPR: 9,0:1; eng. arch.: 1F+3LPC–10HPC〧2HPT–5LPT, OPR: 43,68:1), rated b/w 111,27 kN / 11.346 kgf / 25.014 lbf and 130,41 kN / 13.298 kgf / 29.317 lbf, aimed for 737 MAX;
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LEAP-1C, 2-shaft, high-bypass TF (fan diam.: 77,0 in / 1.955,8 mm; BPR: 11,0:1; eng. arch.: 1F+3LPC–10HPC〧2HPT–7LPT, OPR: 40,0:1), rated b/w 129,98 kN / 13.254 kgf / 29.221 lbf and 137,14 kN / 13.984 kgf / 30.830 lbf, aimed for C919;
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CF34-1/3, 2-shaft, high-bypass TF (fan diam.: 44,0 in / 1.126,4 mm; BPR: 6,2:1; eng. arch.: 1F–14HPC2HPT–4LPT, OPR: 21,0:1), rated b/w 38,48 kN / 3.553 kgf / 7.832 lbf and 38,83 kN / 3.960 kgf / 8.729 lbf, aimed for CL-600, CL-650, CL-800, CL-850 and CRJ100/200/440;
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CF34-8C, 2-shaft, high-bypass TF (fan diam.: 46,2 in / 1.173,5 mm; BPR: 5,0:1; eng. arch.: 1F–10HPC2HPT–4LPT, OPR: 28,5:1), rated b/w 56,36 kN / 5.747 kgf / 12.670 lbf and 64,54 kN / 6.581 kgf / 14.509 lbf, aimed for CL-870 CS, CL-890 CS, CRJ700, CRJ900 and CRJ1000;
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CF34-8E, 2-shaft, high-bypass TF (fan diam.: 46,2 in / 1.173,5 mm; BPR: 5,0:1; eng. arch.: 1F–10HPC2HPT–4LPT, OPR: 28,5:1), rated b/w 55,20 kN / 5.629 kgf / 12.409 lbf and 64,54 kN / 6.581 kgf / 14.509 lbf, aimed for E170 and E175;
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CF34-10A, 2-shaft, high-bypass TF (fan diam.: 53,0 in / 1.346,2 mm; BPR: 5,0:1; eng. arch.: 1F+3LPC–9HPC1HPT–4LPT, OPR: 29,0:1), rated at 76,95 kN / 7.847 kgf / 17.300 lbf, aimed for ARJ21;
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CF34-10E, 2-shaft, high-bypass TF (fan diam.: 53,0 in / 1.346,2 mm; BPR: 5,4:1; eng. arch.: 1F+3LPC–9HPC1HPT–4LPT, OPR: 29,0:1), rated b/w 75,44 kN / 7.693 kgf / 16.960 lbf and 83,72 kN / 8.537 kgf / 18.821 lbf, aimed for E190, E195 and Lineage 1000;
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Passport 20, 2-shaft, high-bypass TF (fan diam.: 52,0 in / 1.320,8 mm; BPR: 5,6:1; eng. arch.: 1F+3LPC–10HPC2HPT–4LPT, OPR: 45,0:1), rated b/w 78,93 kN / 8.049 kgf / 17.744 lbf and 84,16 kN / 8.582 kgf / 18.920 lbf, aimed for Global 7500 and Global 8000.
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..With General Electric, the historic Boeing 747-121 plane completed more than 3.600 flight hours and 775 cycles before its final flight in January 2017. Even it got a new livery in 2015, replacing the GE Aircraft Enginesold paint scheme with the GE Aviation’s.
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Image.The 777, commonly referred to as the Triple Seven, a long-range, wide-body airliner, developed and manufactured by the Boeing Commercial Airplanes (BCA), the world's largest twin-engined aircraft, was designed to bridge the gap between Boeing's other wide-body airplanes, twin-engined 767 and four-engined 747, but also to replace the older McDonnell Douglas.DC-10 and Lockheed.L-1011 TriStar trijets.
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..As has the improving of the engine reliability of the twin-engined airliners allowed ETOPS operations for almost all routes, and those still existing restrictions were overcome by the lower operating costs compared to the quadjets, the more economical twinjets like: A330, A350, 787 Dreamliner and 777 have replaced the quadjets on many routes. This also marked the beginning of the end of four-engine airliners such as A340 and 747. On 10. Nov 2011, Airbus SE announced that the production of their A340s reached its end, after 380 orders had been placed and 377 A340 aircraft delivered. One of those four-engined airliners I will personally miss the most is A340-500IGW (MTOW: 380.000 kg / 840.000 lb), powered by four Trent 556, 3-shaft, high-bypass TFs (fan diam.: 97,4 in / 2.474,0 mm; BPR: (7,32-7,6):1; eng. arch.: 1F–8IPC=6HPC〨1HPT=1IPT–5LPT, OPR: 35,6-36,7:1), rated at 260,05 kN / 26.518 kgf / 58.462 lbf.
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..At some point, during the 1980s, Airbus SE was developing the A340 quadjet airliners in parallel with the A330 series of the twinjet wide-body airliners. I believe it would be interested if we could have seen the twin-engined versions of A340-500 and A340-600, ie. models A330-500 and A330-600, powered by either two Trent 800, 3-shaft, high-bypass TFs (fan diam.: 110,0 in / 2.794,0 mm; BPR: 6,4:1; eng. arch.: 1F–8IPC=6HPC〨1HPT=1IPT–5LPT, OPR: 33,9-40,7:1), rated b/w 340,64 kN / 34.736 kgf / 76.580 lbf and 413,42 kN / 42.157 kgf / 92.940 lbf (** Trent 7000, 3-shaft, high-bypass, TF engine aimed for A330-800 and A330-900 has a larger fan diam. than Trent 800, 3-shaft, high-bypass, TF engine aimed for 777-200, 777-200ER and 777-300 - fan diam.: 112,0 in / 2.844,8 mm vs. 110,0 in / 2.794,0 mm. Trent 7000 is also a heavier engine than Trent 800 - dry mass: 6.445 kg / 14.209 lb vs. 6.078 kg / 13.400 lbs **) or by two GE90, 2-shaft, high-bypass TFs (fan diam.: 123,0 in / 3.124,2 mm; BPR: (8,4-9,0):1; eng. arch.: 1F+3LPC–10HPC〧2HPT–6LPT, OPR: 40,0:1, dry mass: 7.892 kg / 17.400 lb), rated b/w 360,62 kN / 36.773 kgf / 81.070 lbf and 432,81 kN / 44.135 kgf / 97.300 lbf, aimed for 777-200 (772), 777-200ER (772) and 777-300 (773). While it would've required some wings' strengthening and possibly a gear extension, I guess A330-500 / A330-600 would've been a lot more competitive than were A340-500 / A340-600. A big point in the failure of the A340-500 and A340-600 was the overweight of their fuselages. Namely, after a certain point a long and skinny fuselage ends up being heavier than a wider and shorter fuselage …
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..Both companies, General Electric and Rolls-Royce, built and tested demonstrator engines: GE90-115B and Trent 8104 / 8115, however GE Aviation's President and CEO James McNerney approached Boeing Commercial Airplanes management with an offer to help pay for the development of the 77L, 77W and 77X if they were given exclusivity. Pratt & Whitney was not even seriously considered due to the issues with their PW4090 and especially PW4098 engines. The rest of the (hi)story is known. I wonder if 777-200LR (77L), 777-300ER (77W) and 777F (77X) would gain more orders if they were offered by Trent 8100, 3-shaft, high-bypass TFs (fan diam.: 120,0 in / 3.048,0 mm; BPR: 6,4:1; eng. arch.: 1F–8IPC=6HPC〨1HPT=1IPT–5LPT, OPR: 45,0:1), rated up to 520,44 kN / 53.070 kgf / 117.000 lbf (scaled Trent 800's core by 2,5 % geometrically and 5,0 % aerodynamically) as the another engine option …
.
..Although the twin-engined planes have largely overtaken the share of the passenger air transport compared to those four-engined planes, no matter if they were narrow-bodies or wide-bodies, long-haul or short-haul, the role of the quadjets remains indispensable when testing the new engine types, solutions and technologies. Let's mention some of them:
.
A380-841; MSN 001, reg. F-WWOW, powered by four Trent 970B-84, 3-shaft, high-bypass TFs (fan diam.: 116,0 in / 2.946,4 mm; BPR: (8,5-8,7):1; eng. arch.: 1F–8IPC=6HPC〨1HPT=1IPT–5LPT, OPR: 39,0:1), each rated at 348,31 kN / 35.518 kgf / 78.303 lbf was used for testing of the Trent XWB, 3-shaft, high-bypass, TF engines aimed for A350, twin-engined, long-range, wide-body airliner. I hope one day we'll see UltraFan, ‘2,5'-shaft, high-bypass, geared, TF engine (fan diam.: 140,0 in / 3.556,0 mm; BPR: 15,0:1; gear ratio: 4,0:1; eng. arch.: 1F-]PG[-3LPC–10HPC〧2HPT–4LPT, OPR: 70,0:1), rated at 387,0 kN / 39.463 kgf / 87.000 lbf, hanging on the wing of the F-WWOW;
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A340-642; MSN 360, reg. F-WWCA, powered by four Trent 556-61, 3-shaft, high-bypass TFs (fan diam.: 97,4 in / 2.474,0 mm; BPR: (7,32-7,6):1; eng. arch.: 1F–8IPC=6HPC〨1HPT=1IPT–5LPT, OPR: 35,6-36,7:1), rated at 260,05 kN / 26.518 kgf / 58.462 lbf was used for testing the PW1000G-JM, ‘2,5’-shaft, high-bypass, GTF family of the engines;
.
A340-311; MSN 001, reg. F-WWAI, powered by four CFM56-5C2, 2-shaft, high-bypass TFs (fan diam.: 72,3 in / 1.836,4 mm; BPR: 6,6:1; eng. arch.: 1F+4LPC–9HPC1HPT–5LPT, OPR: 37,4:1), each rated at 138,78 kN / 14.152 kgf / 31.200 lbf was used for testing the Trent 900, 3-shaft, high-bypass, TF engines aimed for A380, four-engined, long-range, wide-body airliner.
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..In September 2017 the same plane, after the extensive modifications during the course of a 16-month working party in Tarbes, France, was configured as a laminar-flow 'BLADE' test demonstrator, made its successful maiden flight and since then has been engaged in successful testing to explore the wing’s characteristics in flight. The plane, dubbed ‘Flight Lab,' was the first test plane in the world to combine a transonic laminar wing profile with a true internal primary structure.
.
(click for a larger view)
ImageImageImage
……Airbus A380-841, Airbus A340-642 and A340-311 testbed aircraft
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..Pratt & Whitney Engine Services, Inc uses for their engines' testing two Boeing 747 airplanes:
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747SP-B5 airplane; MSN 22484 / LN 507, reg. C-GTFF, powered by four JT9D-7A, 2-shaft, high-bypass TFs (fan diam.: 92,3 in / 2.344,4 mm; BPR: 5,1:1; eng. arch.: 1F+3LPC–11HPC2HPT–4LPT, OPR: 22,5:1), each rated at 205,29 kN / 20.933 kgf / 46.150 lbf;
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747SP-J6 airplane; MSN 21934 / LN 467, reg. C-FPAW, powered by four JT9D-7J, 2-shaft, high-bypass TFs (fan diam.: 92,3 in / 2.344,4 mm; BPR: 5,1:1; eng. arch.: 1F+3LPC–11HPC2HPT–4LPT, OPR: 22,5:1), each rated at 216,41 kN / 22.067 kgf / 48.650 lbf.
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(click for a larger view)
.....................Image...Image
…......................Pratt & Whitney Engine Services, Inc's Boeing 747SP-B5 and Boeing 747SP-J6 testbed aircraft
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..Before the Rolls-Royce North America, Inc., a subsidiary of multinational corporation Rolls-Royce Holdings plc acquired:
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747-438 Flying Test Bed; MSN 25566 / LN 1239, reg. N747RR, powered by four RB211-524G/H-T, 3-shaft, high-bypass TFs (fan diam.: 86,3 in / 2.192,0 mm; BPR: 4,3:1; eng. arch.: 1F–7IPC=6HPC〨1HPT=1IPT–3LPT, OPR: 32,8:1), rated at 264,45 kN / 26.966 kgf / 59.450 lbf, from QANTAS in December 2019, they were using:
.
747-267B Flying Test Bed; MSN 21966 / LN 446, reg. N787RR, powered by four RB211-524D4, 3-shaft, high-bypass TFs (fan diam.: 86,3 in / 2.192,0 mm; BPR: 5,0:1; eng. arch.: 1F–7IPC=6HPC〨1HPT=1IPT–3LPT, OPR: 29,5:1), rated at 231,22 kN / 23.578 kgf / 51.980 lbf.
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(click for a larger view)
.....................Image...Image
….....................Rolls-Royce North America, Inc.'s Boeing 747-267B and Boeing 747-436 testbed aircraft
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..The Russian aviation for the purpose of testing the aircraft engines use five PJSC Ilyushin Aviation Complex (ПАО «Авиационный комплекс им. С.В. Ильюшина») Il-76LL, quadjet, military transport aircraft-based, flying testbeds, powered by four PJSC «UEC-NPO Saturn» (ПАО «ОДК-Сатурн» НПО) D-30KP-2, 2-shaft, high-bypass TFs (fan diam.: 1.455,0 mm / 57,3 in; BPR: 2,24:1; eng. arch.: 3F–11HPC〧2HPT–4LPT, OPR: 20,1:1), each rated at 117,68 kN / 12.000 kgf / 26.455 lbf:
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..Ilyushin Il-76LL; MSN 08-07, FN 073410308, reg. 76529
..Ilyushin Il-76LL; MSN 52-09, FN 0073469074, reg. 76454
..Ilyushin Il-76LL; MSN 39-08, FN 0043452549, reg. 76492
..Ilyushin Il-76LL; MSN 56-02, FN 0073474208, reg. 76456
..Ilyushin Il-76LL; MSN 74-06, FN 0093497942, reg. 76792
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(click for a larger view)
Image..Image..Image..Image..Image
…......Ilyushin Il-76 LL testbed aircraft; MSNs: 08-07, 52-09, 39-08, 56-02 and 74-06
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..The latest engines for which testings Il-76LL flying testbeds were used for were JSC «UEC-Aviadvigatel» (АО "ОДК-Авиадвигатель") PD-14, 2-shaft, high-bypass, TF engine (fan diam.: 1.900,0 mm / 74,8 in; BPR: 8,5:1; eng. arch.: 1F+3LPC–8HPC〧2HPT–6LPT, OPR: 41,0:1), rated at 137,29 kN / 14.000 kgf / 30.865 lbf and the more powerful version of the engine - JSC «UEC-Aviadvigatel».PD-14M, 2-shaft, high-bypass, TF engine (fan diam.: 1.900,0 mm / 74,8 in; BPR: 7,2:1; eng. arch.: 1F+4LPC–8HPC2HPT–6LPT, OPR: 46,0:1), rated at 152,98 kN / 15.600 kgf / 34.392 lbf, aimed for JSC "Corporation "Irkut" (ПАО «Корпорация „Иркут“) MC-21-300, Russian, single-aisle, twinjet, narrow-body aircraft. The other engine option for this plane's propulsion is PW1431G-JM, ‘2,5’-shaft, high-bypass, geared, TF engine (fan diam.: 81,0 in / 2.057,4 mm; BPR: 12,0:1; gear ratio: 3,0625:1; eng. arch.: 1F-]G[-3LPC–8HPC〧2HPT–3LPT, OPR: 50,0:1), rated at 140,44 kN / 14.321 kgf / 31.572 lbf. Interesting to mention that one more engine was once considered as the JSC Irkut Corporation (ПАО "Корпорация "Иркут") MC-21-300’s powerplant, and that was Ivchenko-Progress ZMKB (ЗМКБ «Прогрес» ім. О.Г.Івченка) AI-436T12 (previously known as D-436ТH), 3-shaft, high-bypass, TF engine (fan diam.: 2.070,0 mm / 81,5 in; BPR: 10,35:1; eng. arch.: 1F-6IPC=7HPC〨1HPT=1IPT-3LPT, OPR: 26,33:1), rated at 117,68 kN / 12.000 kgf / 26.455 lbf.
.
..One more engine Ilyushin Il-76LL testbeds were extensively used for its testing, otherwise intended for SSJ100-NEW (RRJ-95NEW-100) passenger plane, the latest version of the short-haul, narrow-body SSJ100/95 (RRJ-95) / SBJ, powered by two PowerJet.SaM146-1S18C, 2-shaft, high-bypass, TF engines (fan diam.: 1.224,3 mm / 48,2 in; BPR: 4,4:1; engine arch.: 1F+3LPC–6HPC〧1HPT–3LPT, OPR: 28,0:1), each rated at 73,32 kN / 7.477 kgf / 16.483 lbf, was JSC «UEC-Aviadvigatel».PD-8, 2-shaft, high-bypass, TF engine (fan diam.: 1.230,0 mm / 48,4 in; BPR: 4,4:1; eng. arch.: 1F+3LPC–7HPC1HPT–3LPT, OPR: 28,0:1), rated at 79,00 kN / 8.056 kgf / 17.760 lbf.
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..I expect Ilyushin Il-76LL flying testbeds to be reengined by four JSC «UEC-Aviadvigatel» (АО "ОДК-Авиадвигатель") PS-90A-76, 2-shaft, high-bypass TFs (fan diam.: 1.900,0 mm / 74,8 in; BPR: 4,6:1; eng. arch.: 1F+2LPC–13HPC〧2HPT–4LPT, OPR: 29,5:1), rated at 142,20 (156,91) kN / 14.500 (16.000) kgf / 31.967 (35.274) lbf, previously used on military transport plane PJSC Ilyushin Aviation Complex (ПАО «Авиационный комплекс им. С.В. Ильюшина») Il-76MD-90A (Il-476), the aerial fuel tanker Il-78M-90A (Il-478), but also on the Indian Air Force.PJSC "TASTC n.a. G. M. Beriev" (ПАО "ТАНТК им. Г.М. Бериева") A-50EI, airborne early warning and control (AEW&C) plane.
.
Image.If for any airliner in the recent history could be, without hesitation, said it was a real game changer, that was the Boeing 777, the world's largest wide-body, twinjet airliner, utilization of which has proven significant advantages in the economy of use and maintenance compared to the most of those existing quadjet, wide-body airliners. Its existence has led to a lack of interest in four-engine planes of comparable or approximate size and capacity, and the list of such is noticeable: A340-200, A340-300, A340-500, A340-600, 747-400 and 747-8. The A380 was a league of its own and a victim of some other circumstances ...
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..Already great aircraft should have become even better in its latest edition - 777X, with the new GE9X, 2-shaft, high-bypass, TF engines, new composite wings with the folding wingtips, greater cabin width and seating capacity and technologies from the 787 Dreamliner. However, on 13. May 2021 Federal Aviation Administration sent a letter to The Boeing Company saying that the manufacturer’s new 777X aircraft, currently in its testing phase, likely will not receive its certification until mid- to late-2023. The FAA has blocked Boeing from moving forward with a key step in its certification of the aircraft warning the factory it may have to increase the number of test flights planned. That could push the jet’s entry into commercial service into early 2024, four years later than originally planned. The FAA cited a long list of concerns, including a serious flight control incident during a test flight on 08. Dec 2020, when the plane experienced an "uncommanded pitch event", meaning the nose of the plane pitched abruptly up or down without input from the pilots. The FAA also expressed its concern about proposed modifications involving late changes to both software and hardware in the electronics of the jet’s flight controls. The letter also mentions an aspect of the aircraft’s Common Core System, described as the "central nervous system of the plane", that the FAA believes is not up to par, reporting that the system has incomplete data and has not cleared preliminary safety checks and was not adequately peer-reviewed, resulting in "inconsistencies and incorrect reuse of 787 data."
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..The Emirates (EK / UAE), the largest B77X customer, reduced its initial order for 150 aircraft to 115 (16 B778s and 99 B779s). In February 2022 airline's President Tim Clark has said he doesn’t expect any B77X deliveries until 2024, but due to B77X's further delays EK.plans to install premium economy class seats on a further 61 A388 planes. In addition to this Emirates wants to fit the same product to 53 of its 77Ws. This will give it a fleet of 120 aircraft flying new premium economy seats. So far 6 of the Emirates' A388s (A380-842) were equipped with the 4-class cabins, 484 seats, cabin conf. F14 C76 W56 Y338. The Premium Economy Class, 19,5-in wide seats, are in a 2-4-2 conf. These seats are similar to those of the Business Class, with a 13,3-in monitors and up to 40 inches of pitch.
.
..Maybe one day there will be a chance to compare the CASM of the EK's A380-842 (MTOW: 575.000 kg / 1.267.658 lb), powered by four Trent 972B-84, 3-shaft, high-bypass TFs (fan diam.: 116,0 in / 2.946,4 mm; BPR: (8,5-8,7):1; eng. arch.: 1F–8IPC=6HPC〨1HPT=1IPT–5LPT), OPR: 39,0:1, each rated at 356,81 kN / 36.384 kgf / 80.214 lbf, with a 2-class cabin, 615 seats, C58 Y557 cabin conf., with their future 777-9 (MTOW 351.534 kg / 775.000 lb), powered by two GE9X-105B1A, 2-shaft, high-bypass TFs (fan diam.: 134,0 in / 3.403,6 mm; BPR: 9,9:1; eng. arch.: 1F+3LPC–11HPC〧2HPT–6LPT), OPR: 60,0:1, each rated at 489,30 kN / 49.895 kgf / 110.000 lbf, with a 2-class cabin, 414 seats, C42 Y372 standard cabin conf..
.
..Intending to breathe some new life into their largest plane, at the Paris Air Show 2017 (PAS 2017) Airbus SE launched the A380plus development study… I wish we can talk now on the EK's A380-844plus (MTOW 580.000 kg / 1.278.681 lb), powered by four Trent XWB-84 EP, 3-shaft, high-bypass TFs (fan diam.: 118,0 in / 2.997,2 mm; BPR: 9,6:1; eng. arch.: 1F–8IPC=6HPC〨1HPT=2IPT–6LPT), OPR: 50,0:1, each rated at 374,54 kN / 38.192 kgf / 84.200 lbf, with the split winglets (an uplet of 3,5 m / 11,5 ft and a downlet of 1,2 m / 3,9 ft), as a part of the aerodynamics changes to the frame, however so something hasn't happened.
.
..We've learned that there was "no business case for the Rolls-Royce Trent XWBs on Airbus A380" and that "Airbus A380neo will have to wait for the next generation of the engine technology" … Whether will, at some point of the availability of the next generation of the engines, someone conclude that there is a "business case" of reengining of the still existing A380s, it is very difficult to say at the moment. If anyone, then Emirates. It has already happened in the history - DC-8 Super 70 Series. The next generation of the engine could be UltraFan, ‘2,5'-shaft, high-bypass, geared, TF engine (fan diam.: 140,0 in / 3.556,0 mm; BPR: 15,0:1; gear ratio: 4,0:1; eng. arch.: 1F-]PG[-3LPC–10HPC〧2HPT–4LPT), OPR: 70,0:1, rated at 387,0 kN / 39.463 kgf / 87.000 lbf. It represents 40 % increase in a fan area compared with Trent XWB, 3-shaft, high-bypass TFs aimed for A350, twin-engined, long-range, wide-body airliner and 9 % increase on GE9X, 2-shaft, high-bypass, TF engine aimed for 777X, twin-engined, long-range, wide-body airliner.
.
..The key engineering features of the UltraFan engine include:
.
● a new, proven, Advance3 core architecture, combined with ALECSys Lean Burn Combustion system, to deliver maximum fuel burn efficiency and low emissions;
● carbon titanium fan blades and a composite casing that reduce weight by up to 680 kg / 1.500 lb per engine (the mass difference b/w the Rolls-Royce Trent XWB (7.277 kg / 16.043 lb) engine and one of the engines already offered on A380 - Engine Alliance GP7200 (6.712 kg / 14.798 lb) is about 500 kg;
● advanced ceramic matrix composite (CMC) components that operate more effectively in high pressure turbine (HPT) temperatures;
● a geared design that delivers efficient power for the high-thrust, high-bypass ratio engines of the future.
.
..It seems to me a very wise and justified Emirates' decision to order and those smaller wide-body planes for their fleet, increasing the capacity, flexibility and expanding its operations to the new markets. In this moment it means 50 A350-900 and 30 787-9 airplanes. The A350-900 equipped with Trent XWB, 3-shaft, high-bypass TF engines will open up a range of new markets for Emirates. The plane's range of 15.000 km / 8.100 nm will allow the carrier to operate long-haul services of up to 15 hours flying time from Dubai International Airport (DXB / OMDB). Meanwhile, the airline also intends to deploy the aircraft on the routes in the region, potentially on some of the shorter-haul routes currently served by the A380. Along with the incoming A350s, Emirates' fleet diversity is set to further see an enhancement with the addition of the 787 Dreamliner. The airline has shown interest in the 787 for some years, having ordered up 40 787-10s in 2017. This was later downsized to the popular 787-9, firming up an order of 30 of the type.
.
..The smaller twinjets will allow UAE to increase the frequency of already profitable city pairs, but also to introduce a new routes to Africa, South America, Asia and Europe for which A388s or B77Ws are just too big. A combination of all these aircraft would give UAE an enormous potential, thereat not deviating from its hub and spoke strategy, but with the smaller, more nimble twinjets in its fleet, more destinations making economical. Given so many changes in ordering certain types of aircraft and changing business strategy in the last few years, it is difficult to expect that these figures will remain final. A lot depends on how will things develop with the B779 which deliveries are now delayed until 2025. If there will be a further delays in its introduction into regular commercial use, this could mean an increase of orders for the above mentioned smaller twinjet airliners or even the opening the doors for some other types of the aircraft, not only for UAE's but also other airlines' fleets. And as the time goes on so will some of the B77Ws come out of the lease and will need to be replaced by the other aircraft so they could be able to maintain the frequency of the flights. If the B778 and especially B779 won't be available, UAE will have the choice to reduce its fleet or extend the lease of their B77Ws. Besides, they have already talked about the life extensions on their A388s, and if they extend their leases and put B77Ws through the heavy checks, the B779 will not be needed for them anymore. Or anytime soon. I bellieve the Emirates Engineering, in cooperation with Airbus SE and The Boeing Company, is quite capable and ready to implement the service life extension programs for the planes in its fleet…
.
Image.It also remains to be seen how successfully and quickly, currently suspended, delivery of the Boeing 787 planes, will be restored. Just as a reminder; All Nippon Airways' 77th 787 aircraft, the 39th of the type 787-9 (MTOW: 254.011 kg / 560.000 lb); MSN 66524 / LN 1095, reg. JA937A, test reg. N883BA, N2005V, with a 2-class cabin, 375 seats, cabin conf. W28 Y347 and powered by two GEnx-1B70/P2, 2-shaft, high-bypass TFs (fan diam.: 111,1 in / 2.821,9 mm; BPR: 9,3:1; eng. arch.: 1F+4LPC–10HPC〧2HPT–7LPT), OPR: 53,3:1, each rated at 321,61 kN / 32.795 kgf / 72.300 lbf, delivered on 09 / 10. Nov 2021, flying on the route VCV / KVCV - HND / RJTT was the latest delivered Boeing 787 aircraft. At the same time this was the last Boeing Everett Factory –built 787 Dreamliner that has rolled off the assembly line of the factory at the NE corner of Paine Field (PAE / KPAE) airport, WA.
.
...Image
…..Boeing 787 - deliveries by the Model, Production Site and the Engine Factory (on 30. Apr 2022)
.
..The 787 Dreamliner program has been hit with multiple issues over the years, including early battery problems in 2013, which led to all 50 787s in service worldwide being grounded for over three months. Last year, more problems were discovered, including quality issues with the seams on the fuselage, forcing Boeing to rework about 115 undelivered 787s. Although the deliveries of the 787 took place earlier in 2021, they were halted again in May and are yet to resume. Boeing has delivered just 14 787 Dreamliners in 2021, 2 787-8s and 12 787-9s …
.
.Image
...Boeing 787 - deliveries 2021
.
..The Boeing Company is currently dealing with the several quality issues on its 787 and is working closely with the FAA on the fixes. Its current production rate of the 787 Dreamliner is now at two planes per month. At its peak, The Boeing Company was producing 14 787s per month, but has repeatedly slashed its production rate of the aircraft, which stood at 5 aircraft per month in the summer 2021. In October 2021 Boeing revealed that certain titanium parts on some 787s built in the past three years were not up to strength, citing problems with a third-party supplier. Affected parts of the plane include fittings that assist in securing the floor beam, while other fittings, spacers, brackets, and clips are still under investigation. The definitive date for resumption on deliveries hasn't even been mentioned yet, and some rumors suggest that it will take up to two years to deliver the currently stored aircraft. Fortunately, no one needs them too much at the moment …
.
..Can all of the above mentioned cause the exit from the shadows and coming to the forefront for some other aircraft that are currently not so interesting to the airlines, like A350-1000, A330-900 and even A330-800? Somewhere between the lines of my humble and superficial thinking, I could find the answer how I see the Emirates' fleet might look like in the future:
.
..Airbus A380-861 / A380-842
….Boeing 777-9
……Airbus A350-1041
……..Airbus A350-941
……….Boeing 787-9
…………Airbus A330-841 **
.
** Emirates retired their last A330-200s, of 29 such aircraft they had in the fleet, in 2016. In a various ways, the A330-800 is like the A340-500; designed for a long-range, unpopular and ultimately not used for its intended purpose. It also had another aircraft that could do more or less the same but in a more economical way - the 777-200LR. But the Emirates could find the new routes, taking advantage of an increased range of a new A330-841 (MTOW: 251.000 kg / 553.360 lb) …
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..Related to the A350's surface problems, Emirates has told Airbus SE it will not take delivery of A350 passenger jets that it has ordered if they have surface problems similar to those reported by QR. Several airlines have now reported A350 paint problems, while Qatar Airways (QR / QTR) has complained of deeper underlying issues with a layer of lightning protection attached to the paint. There are documented evidences of the existing areas of peeling or missing paint, cracks and damage to anti-lightning protection, as well as what QR described as patches of carbon-fibre that were exposed to moisture and potentially damaging ultra-violet light. I would like to see how the other airlines' A350s look like and to know if and what was Qatar Airways maybe doing with theirs behind the closed doors... The lightweight carbon-fibre jetliner relies on metallic foil embedded beneath the paint to help lightning wash safely over the fuselage, which is less conductive than earlier metal. The problem is probably solvable, it just needs to be solved. However it was, this kind of a problem should really not exist, keeping the potential buyers away from this aircraft …
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..Regardless of the overall course of the events in 777X's development and the long delay of its introduction in the regular service, the question arises as to whether this aircraft is not becoming just too large and as such unnecessary for the airlines, just as was the case with the Airbus A380 (251 delivered). The different situation might be with a freighter version. In any case a bit unusual that so many examples of the aircraft, that have not even been certified, was produced so far: 2 factory certification testing frames (MSN 64240 / LN 1567; reg. N779XW and MSN 64241 / LN 1574; reg. N779XX), 2 LH's certification testing frames (MSN 65799 / LN 1581; reg. N779XY and MSN 65800 / LN 1587; reg. N779XZ) and 21 frame in a short term storage, pre-flight preparation or final assembly …
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..I don't know how much longer, but definetely an uncertain, road is in front of the 777X before it enters the regular service, in the world looking so different than in the moment 777X was launched. Even all this, untill now, has taken too long. I believe one day it will happen, but the airlines will have no patience or choice to wait on this plane forever. Their existing planes will start coming out of the lease, and the costs of maintenance, repair and overhaul will rise. If they'll be forced to it, they will look for the other options to replace them. And continue to live. Or to survive. With or without the 777X...
.
Mario
 
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zeke
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Re: Languishing predator that once conquered the fourholers' empire - the future of Boeing 777

Thu May 05, 2022 11:19 am

It didnt bother me, I could see you had put a lot of work into it, just the way it renders the post on the forum made it difficult to read. I will have some time to read it again tomorrow, thank you for reposting.
 
WalterFaber
Posts: 24
Joined: Tue Dec 21, 2021 1:07 am

Re: Languishing predator that once conquered the fourholers' empire - the future of Boeing 777

Wed Jun 15, 2022 11:25 pm

@mfranjic
You really invested a lot of time in this post. If I may make some suggestions for further posts:

1) Including all the technical data in the text surely takes a lot of work and may distract the reader from the actual statement you want to make. I suggest leaving it away or include it as a link to a separate database/post.
2) Maybe split the article in different ones, each with a clear focus (e.g. 777, Russian engine testbeds, Boeing 747 engine testbeds, 777x) so it is more digestable for readers.

Best regards.
 
trav110
Posts: 556
Joined: Thu Jun 16, 2005 2:49 pm

Re: Languishing predator that once conquered the fourholers' empire - the future of Boeing 777

Tue Jun 21, 2022 5:16 am

This entire post is unreadable.

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