Some food for thought as we head into the weekend.
Image Courtesy Howard Pain
Boeing targets two-tier response to Airbus A350-1000 threat
By Stephen TrimbleThe proposed 787-10, likely to be a 305-seater, "is a good product against the [777]-200, 200ER-class airframe", says Carson. "The 777-300ER is a little bigger and the 777-200LR has a little more legs so they could well co-exist. That will be part of the product and market studies that we continue to refine."
Carson also emphasises that Boeing believes the basic 777 airframe can remain competitive through the next decade with perhaps a "modest" refresh, focusing on engine and airframe technologies.
"There comes a time when you think about what you're going to do with the upper-end of that marketplace," he says. "We'll make some decisions about what to do with a major refresh, but we're not in any panic about that. We think its doing incredibly well in the marketplace right now."
Rather, Boeing still plans to hold off developing a new widebody in the 380-seat-and-above class market for at least 10 years, he said, adding such an aircraft would feature an all-composite airframe like the 787.
Image Courtesy Flight/Tim Bicheno-Brown
BA could eventually operate up to 30 A380s: Airbus
By Max Kingsley-JonesMeanwhile, Leahy is feeling confident about Airbus's chances in phase two of the BA campaign to replace the bulk of its 747-400 fleet, where the A350 XWB is up against the proposed 787-10 and "777X" design study. The airline's chief executive Willie Walsh has said that he aims to reach a decision on this deal before the end of the year.
The 787-10 is "too small" so Boeing "is looking at what it can do with the 777 as the -300ER is not competitive with the A350-1000," says Leahy.
"We feel we have the right aircraft with the A350 and BA is leaning in that direction," he adds. Leahy does not expect Boeing to be ready to finalise its 777 development plans this year "unless it pulls a rabbit out of a hat".
on February 9, 2008 1:14 PM | Reply
You need to get back to some original reporting and not simply post other reporter's scoops.
What is the real state of 787 A/C #1 and how in heck can they get 4 A/C into flight test by July? How about working these questions Jon?
And what does "early 2009" really mean? - Dec 30, 2009 with Dec 31 being late 2009?
SS
on February 9, 2008 6:55 PM | Reply
Steve,
I really appreciate what you are saying and I always welcome feedback. There's a lot I'm working on right now, including tracking the progress on all the 787 flight test aircraft and the A380 production. I wanted to provide those updates in a valuable context that is less of data dump and more of something people are able to take something away from. There will be quite a bit more of both coming. I can assure you, I'm working on getting answers to all of your questions.
I've also been preparing for the Singapore Air Show these last few weeks to bring a different level of coverage throughout the show. That will include significant multimedia resources (pictures, video, interviews, liveblogging) at the show. I learned a lot from my coverage of Dubai last year, which I'm applying to Singapore. I think you'll quite enjoy the coverage for that week. Stay tuned.
Onward,
Jon
on February 9, 2008 6:57 PM | Reply
Easy there big fella! Lighten up on Jon. You're lucky we even have this blog to share our utter dissatisfaction with the lack of information coming out of Boeing on the 787.
I am sure Jon is working on updates...but as this program is gettign deeper into trouble I suspect they are ratcheting down on information leaks.
To the point on the trip-7...does Boeing use Al-Li alloys on the 777? This would be a fairly "simple" block mod no? I read in an article that every 1% by weight of lithium added to aluminium reduces the density of the resulting alloy by 3%. That would make for some decent weight savings.
on February 10, 2008 5:59 AM | Reply
Well, Boeing's top brass has repeatedly pointed out that they don't see any decision on future narrowbodies or widebodies before the end of 2009. But they know that the Wall Street needs to be entertained until then. This is why you get 'news' from Carson like this hollow talk about what they may consider and what they are going to decide at sometime.
Same goes for Airbus, by the way, for example their recent 'briefing' on technologies we might see applied to their future new short range aircraft, the EIS of which is 'talked' as far into the next decade as possible. Of course they want to sell and deliver as many A320s as feasible, best ad infinitum.
For Boeing a decision on a Y3 or 777NNG would only makes sense once the A350-1000 is closer to fact than to fiction. Likewise, a decision on the 737RS cannot be done before P&W's geared turbofan has proven that the concept finally is mature after 20+ years of tinkering with 25000+ SHP gearboxes.
One thing is for sure: If the gearbox doesn't pan out during the course of the next two years (there we go again - until end of 2009), it will be the death knell for the open rotor propfan as well. No gearbox - no open rotor.
We may then find everybody in a sudden rush to embrace a new generation of more conventional turbofan engines with an EIS of about 2013-15.
So don't hold your breath for any meaningful decision being taken on either side of the Atlantic until the end of 2009. But then the news might get really exciting.
on February 10, 2008 6:13 AM | Reply
12 ft stretch + composite wing + GEnx 110klb + system update = enhanced 777.
on February 10, 2008 10:26 AM | Reply
Hi Jon,
Any 747-8 report that you are planning?
on February 12, 2008 10:30 PM | Reply
Quote:
"12 ft stretch + composite wing + GEnx 110klb + system update = enhanced 777" and that's equal to a new 5-year $10billion development program. didn't you read what. mr. carson said?
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