If Airbus does announce the A321XLR shortly that is exactly what Boeing wanted in it's overarching strategy. An Airbus single-aisle airplane against an NMA dual aisle Boeing. Some say an A321XLR will cause Boeing to lose the gap competition. The jury still is out on that particular notion. Some say Boeing must reduce its 797 build costs which are now holding Boeing back. The sunk cost on such an NMA has already been spent and will not be included with the price of a Boeing NMA.
Boeing is going big or not at all in the current situation. "Big", being something new and something affordable in a new niche. The A321XLR can do this but the Boeing proposal far outclasses the Airbus ideas. The 797 will be dual aisle with big windows for all. It will fly 5,000 miles comfortably at seven seats across. The A321XLR will stretch longer at 6 seats across. The A321XLR may take its energy forward it has gained in the market place during the last ten years, but the 797 will overcome that energy with an all-new offering for the same cost of the A321XLR. Time has come to lay down the cards that are held. However, Airbus will lay down its hand first and that is the game Boeing is playing since it holds a card Airbus doesn't have.
Friday, February 22, 2019
Boeing's False Flag Strategy
Let's face it, Boeing can do what it wants whether it's a "moon shot" capsule and all, or an A-380 type of aircraft, but it would rather have, is its juvenile competitor build a prideful A-380 instead. Even after Boeing understood its own 747 was ready to haul the last remaining DoDo birds found on the planet, Boeing simply wanted the Airbus A350 to come until its own 787 entrenched itself in the market place. Notice Boeing has firmed up over 1,400 orders where the A350 has firmed up over 800 orders. Including the A330 line its only about 1,000 WB's on the books.
Now Boeing is launching the 777X soon and that gamble comes from 777300ER success and more savvy studying of the aviation market. The 777X has patented folding wings and Airbus will definitely go bigger with an A-350-2000 hoping to park it within expanding airports. It almost sounds juvenile again as was experienced with its now dead A-380 market. The 777X is the airplane Airbus can't build, no matter how self-centered it becomes. It's just a Euro thing. Boeing's play is coming from all its data.
You know data is the thing that Boeing amasses along with big aero wings that fold. Boeing can incrementally expand that fold by several meters on each side and still land at every major airport in the world. So Boeing added about 7 meters or 3.5 meters a side or 11 feet of lift per side to make the wing go from 213 feet to 235 feet. Airbus will have to make new airports to make its own rendition compete well with the 777X. Airbus is contemplating a 777X killer with an A-350-2000.
What it won't have are the 777X passenger's body width and that folding wing. It also won't have Boeing's passenger windows. It can make a facsimile aircraft but this would lack the Boeing toner of systems and the GE9x engine. Rolls Royce again could make a bigger engine for an A-350-2000, which is what they are probably working on today in a scale up from its current 787/A380 Trent 900-1000 to a Trent 2000 and so forth.
Yeah, Airbus can do a knock-off, but Boeing has already knocked-off Airbus in this game as Airbus plays the juvenile airplane builder. The Boeing false flags (laughing all the way to the bank) have made Airbus blink.
Now Boeing is launching the 777X soon and that gamble comes from 777300ER success and more savvy studying of the aviation market. The 777X has patented folding wings and Airbus will definitely go bigger with an A-350-2000 hoping to park it within expanding airports. It almost sounds juvenile again as was experienced with its now dead A-380 market. The 777X is the airplane Airbus can't build, no matter how self-centered it becomes. It's just a Euro thing. Boeing's play is coming from all its data.
You know data is the thing that Boeing amasses along with big aero wings that fold. Boeing can incrementally expand that fold by several meters on each side and still land at every major airport in the world. So Boeing added about 7 meters or 3.5 meters a side or 11 feet of lift per side to make the wing go from 213 feet to 235 feet. Airbus will have to make new airports to make its own rendition compete well with the 777X. Airbus is contemplating a 777X killer with an A-350-2000.
What it won't have are the 777X passenger's body width and that folding wing. It also won't have Boeing's passenger windows. It can make a facsimile aircraft but this would lack the Boeing toner of systems and the GE9x engine. Rolls Royce again could make a bigger engine for an A-350-2000, which is what they are probably working on today in a scale up from its current 787/A380 Trent 900-1000 to a Trent 2000 and so forth.
Yeah, Airbus can do a knock-off, but Boeing has already knocked-off Airbus in this game as Airbus plays the juvenile airplane builder. The Boeing false flags (laughing all the way to the bank) have made Airbus blink.
Thursday, February 21, 2019
The 777X, Now What, The NMA?
So say, Dennis Muilenburg, CEO Boeing at a recent conference. Once the 777X is launched assuming first delivery because it has already a launch announcement since 2012. Then the "launch" of its NMA, assuming a launch announcement because it won't say until Dennis Muilenburg says so! Now we know the time schedule for the NMA notice (797) and it points to well... Paris 2019?.
Reading tea leaves is a blogger purpose. These scant tea leaves are all about some kind of launch point for some kind of phase during program development. It is left to others to suppose its way from here to there. So I suppose.
The 777X launch 1 is complete. It has booked 300 units for the 777X. Launch 2 is coming in March when the first flying example rolls out Boeing's doors about next mid-month. Launch 3 is when the first delivery is made in 2020 to Lufthansa. I do believe Muellinburg is talking about launch 2 coming next month and not launch 3 with its main launch customer, Lufthansa.
Paris Airshow falls between launch #2 and launch #3 so the NMA is on the hot seat at this very moment. Boeing has been gathering data, well, forever and that the old excuse has worn thin where people just smile when Boeing rolls out another big shot who harrumphs his way through the words "still studying" the NMA. The current "study" is about engine maker and what seats will be shown on the Paris Airshow big screen. There are several engine makers vying for that honor and Safran, PW, and Rolls have long since made its final engine pitches for 50,000 lbs of thrust because that's what they already do as a business, to begin with.
Engines are further along than a sketch at this point. An NMA engine is already burning on a test block somewhere in the Midwest under the mask of some fuel-efficient R&D test you don't need to know about! So it's up to the Paris Airshow demonstrating how cup holders can deftly slide in and out of armrests of airline seats on an NMA. That's how far Boeing's study has gone. Three test bed fuel burning engines and cup holders. That must be the study position at this very moment because Boeing has already built a few airplanes and they have that down well. Boeing already knows how many customers will order and in what numbers, because they hired more NMA specific build engineers (1,000+) and "it's is waiting for more data?" Naw, Airbus doesn't believe that because it wouldn't be toying with its A321 into infinity and beyond spending 100's of million on some kinda aviation pooka.
Dennis, you are silly collecting more NMA data because the answer was made to build it when the idea was first slipped out to its stock-holders, years ago.
Me, "you are looking at building an NMA to fill the proverbial gap mentioned at every press conference!"
Yes, we are all stupid and Boeing's comments show that. The Hoax That Wasn't", is just a tittle of a Boeing book when numbering the pre-sales made for a flying pooka. Money isn't spent over 10 years studying a decision. That only happens in the encyclopedia business which is no longer in fashion. Going to the dentist is easier with having your wisdom teeth pulled and stitches strung in gums than buying into the idea that further studies are needed before we can announce the NMA. "Can we just all get along", says Rodney King from LA fame.
The next NMA PR speech I would like to write and here it is in Boeing speak.
"A new study has been "launched". The NMA study is for launch #3 of the 777X, which is included. Boeing has to determine where in the market to make an NMA's first delivery and when it should occur since we have 12 launch customers in-waiting back at the Boeing Castle. It looks like if we make a launch for a 797, it will be a customer based north of the equator. If that decision is to be made it will need another study before deciding how far North of the Equator the launch customer will reside. We, Boeing, can't launch an NMA until after 100 first deliveries are made to 12 customers. It will be important to its business decision whether the NMA can deliver in a timely manner to 12 customers in its first year." (applause from the minion).
Boeing is also working on a new Yo-Yo as its studies billions of yo-yo's that have been used and it indicates future development for the yo-yo is promising. Boeing is looking at a new string to reel in its massive wheel. Boeing is trying to determine if the wheel really works in everyday life before it announces the results. Boeing also laid-off the "no guts no glory" sign holder from its Everett, Wa street corner near the Puget Sound, as a study is conducted whether or not glory will fit into its market."
Or watch This
DJ Aviation Thinks So
Reading tea leaves is a blogger purpose. These scant tea leaves are all about some kind of launch point for some kind of phase during program development. It is left to others to suppose its way from here to there. So I suppose.
The 777X launch 1 is complete. It has booked 300 units for the 777X. Launch 2 is coming in March when the first flying example rolls out Boeing's doors about next mid-month. Launch 3 is when the first delivery is made in 2020 to Lufthansa. I do believe Muellinburg is talking about launch 2 coming next month and not launch 3 with its main launch customer, Lufthansa.
Paris Airshow falls between launch #2 and launch #3 so the NMA is on the hot seat at this very moment. Boeing has been gathering data, well, forever and that the old excuse has worn thin where people just smile when Boeing rolls out another big shot who harrumphs his way through the words "still studying" the NMA. The current "study" is about engine maker and what seats will be shown on the Paris Airshow big screen. There are several engine makers vying for that honor and Safran, PW, and Rolls have long since made its final engine pitches for 50,000 lbs of thrust because that's what they already do as a business, to begin with.
Engines are further along than a sketch at this point. An NMA engine is already burning on a test block somewhere in the Midwest under the mask of some fuel-efficient R&D test you don't need to know about! So it's up to the Paris Airshow demonstrating how cup holders can deftly slide in and out of armrests of airline seats on an NMA. That's how far Boeing's study has gone. Three test bed fuel burning engines and cup holders. That must be the study position at this very moment because Boeing has already built a few airplanes and they have that down well. Boeing already knows how many customers will order and in what numbers, because they hired more NMA specific build engineers (1,000+) and "it's is waiting for more data?" Naw, Airbus doesn't believe that because it wouldn't be toying with its A321 into infinity and beyond spending 100's of million on some kinda aviation pooka.
Dennis, you are silly collecting more NMA data because the answer was made to build it when the idea was first slipped out to its stock-holders, years ago.
Me, "you are looking at building an NMA to fill the proverbial gap mentioned at every press conference!"
Yes, we are all stupid and Boeing's comments show that. The Hoax That Wasn't", is just a tittle of a Boeing book when numbering the pre-sales made for a flying pooka. Money isn't spent over 10 years studying a decision. That only happens in the encyclopedia business which is no longer in fashion. Going to the dentist is easier with having your wisdom teeth pulled and stitches strung in gums than buying into the idea that further studies are needed before we can announce the NMA. "Can we just all get along", says Rodney King from LA fame.
The next NMA PR speech I would like to write and here it is in Boeing speak.
"A new study has been "launched". The NMA study is for launch #3 of the 777X, which is included. Boeing has to determine where in the market to make an NMA's first delivery and when it should occur since we have 12 launch customers in-waiting back at the Boeing Castle. It looks like if we make a launch for a 797, it will be a customer based north of the equator. If that decision is to be made it will need another study before deciding how far North of the Equator the launch customer will reside. We, Boeing, can't launch an NMA until after 100 first deliveries are made to 12 customers. It will be important to its business decision whether the NMA can deliver in a timely manner to 12 customers in its first year." (applause from the minion).
Boeing is also working on a new Yo-Yo as its studies billions of yo-yo's that have been used and it indicates future development for the yo-yo is promising. Boeing is looking at a new string to reel in its massive wheel. Boeing is trying to determine if the wheel really works in everyday life before it announces the results. Boeing also laid-off the "no guts no glory" sign holder from its Everett, Wa street corner near the Puget Sound, as a study is conducted whether or not glory will fit into its market."
Wednesday, February 20, 2019
After The 777X Flies, The Aviation Pigs Say 797 At Paris
"All that oinking and so many pavilions", screams Paris 2019 airshow.
The 777X first flight is holding the 797 off the news pages and the internet. Boeing is not dithering the announcement it has already foreshadowed its existence. Dither is an F-bomb without the letter F fronting its spelling. Boeing knows and it won't tell because the game is afoot said, Sherlock. Paris is the target no doubt when the 797 idea takes first flight at the big pavilion in the sky. It will indeed hold 220-260 passengers and supplant the 737-9 and 737-10. Embraer will build up a 185 seat lineage from its playbook that Boeing bought on an 80% down payment for anything single. That is the rumor. Enjoy!
The 777X first flight is holding the 797 off the news pages and the internet. Boeing is not dithering the announcement it has already foreshadowed its existence. Dither is an F-bomb without the letter F fronting its spelling. Boeing knows and it won't tell because the game is afoot said, Sherlock. Paris is the target no doubt when the 797 idea takes first flight at the big pavilion in the sky. It will indeed hold 220-260 passengers and supplant the 737-9 and 737-10. Embraer will build up a 185 seat lineage from its playbook that Boeing bought on an 80% down payment for anything single. That is the rumor. Enjoy!
A Longer Wing Makes The L/D Ratio Better
The Liftndrag blog of Winging It has a new kid on the block and its Boeing's longer 777X wing. It folds, it flies and lifts better than any other WB wing in the world. Boeing did it, not Winging It but the metaphor if the L/D is not lost on Wining It. The folding wing is Winging Its answer to blogging and the 777X is coming next year to Lufthansa Airlines. It is (Lufthansa) excited and so Winging It is excited and so forth.
The drag is taken out of aviation when reading this blog. Just unfold its pages and you will see the advent of spell-check and Grammarly. and then you know how the lift overcomes the drag of this Winging It blog. This edition is just an inhale of the metaphor of why its called "Winging It" and looking further you will note its found at liftndrag.blogspot.com. And that link name is no accident at its inception. Boeing's 777X folding wing aircraft is a journey from the beginning when it featured back in December of 2012 the "
The drag is taken out of aviation when reading this blog. Just unfold its pages and you will see the advent of spell-check and Grammarly. and then you know how the lift overcomes the drag of this Winging It blog. This edition is just an inhale of the metaphor of why its called "Winging It" and looking further you will note its found at liftndrag.blogspot.com. And that link name is no accident at its inception. Boeing's 777X folding wing aircraft is a journey from the beginning when it featured back in December of 2012 the "
The 777X Project Is Going Underground Call It Project X
LiftnDrag awakens with articles like this in the above in link.
Seven Years and the 777X to show for it. Go Boeing you fly your opus.
Monday, February 18, 2019
Where Is Boeing Going?
The quick and dirty of it all. This is without punditry attached!
Going to Embraer 190- ???, a new 737 based on Ryan Air's 737-200c
Going From: its 737-7-8,
Quick and dirty analysis. Boeing bought Embraer for new series line replacing the 737 lower ends of the line and then it has moved towards the upper end of 737 line and with adding new 797 models by 2030.
Fill in your own thoughts with this supposition.
Going to Embraer 190- ???, a new 737 based on Ryan Air's 737-200c
Going From: its 737-7-8,
Quick and dirty analysis. Boeing bought Embraer for new series line replacing the 737 lower ends of the line and then it has moved towards the upper end of 737 line and with adding new 797 models by 2030.
Fill in your own thoughts with this supposition.
Saturday, February 16, 2019
Two Philosophies 747 and A380
Boeings approach to airplane building is centered on the airline the Airbus approach is centered on the passenger.
It is best said the A380 was built for passengers and not accountants and the 747-8i was an accounting adjustment for airlines. Both carried the moniker of a "Heavy". However, this approach carries through to all of the respective Airbus and Boeing product lines. Airbus is built for passenger sensory organs and Boeing is for accountants wanting performance over posterior. Hence the A-380 lost the battle as Boeing continues to build 747-8F freighters for its customers. Some even think if the 747-8F continues long enough in production, allowing an order for the 747-8i to materialize again in the next five years and after the A-380 is long put to rest.
What is the best final approach for the aircraft industry? Performance or Posterior? The answer will come as fuel price increases and routes are congested. The 747 concept has an afterlife but it has to have two engines instead of four. The 777X is probably the best example of performance coming to the forefront and Boeing holds that key.
A quick mention of the A-350-1000 as a long-range high-density people hauler falls short of the 777X. I would be foolish not to mention recent cancellations from Etihad for its 777X of about 20 units, but Etihad canceled 42 a-350's at the same time! A tiny Boeing phyric victory. However, is this an indication of what is to come for the 777X and its customers? The answer is a resounding no! The industry is in shock over the A380 as a symbolic Boeing beater is laid to rest. Companies like Etihad have found tall grass in which to adjust their accounting problems with the A-380 demise. The 777X reduction is more of an indicator of Etihad financial distress and the A380 collapse is good cover for this type of fleet reorganization. Etihad rapidly becomes a 2nd tier airline while Qatar and Emirates become the big 2 (top tier) Middle East Carriers (ME 2 (3)).
But there is demand out in airline world. Where one airline retreats another picks up the order slack and don't count Etihad out entirely. It has the scent of 777X blood in its nostrils and it should come back and order another 6 777X's in five years with a reasonable Boeing offer as a tailwind. Boeing just has to get this airplane into customers hands before another accounting adjustment is made in the aviation world.
Boeing's accounting approach for new models is baffling Airbus as they try to beat Boeing from a posterior position instead of performance for the accountants. Customers may like the extra five inches in A-350 over the 787 in cabin size, but Boeing bet passengers would put up with a 17 1/2" seat compared with an 18" wide seat on an A-350, as an example.
The 777X solves the posterior position Airbus has taken. It can go ten abreast at 18" per passenger seat wide. The A350-1000 is stuck with this problem where it can change its configuration without billions backing a change. Boeing has leaped frog Airbus making the A350 an obsolete choice but still an interesting proposition for airlines. The 777X is a fine wine needing some aging before passengers get to taste its finer points. Even though Etihad is broke it will come back and revisit the 777X order book but within its own successful planning of fleet dynamics. It will never compete with Emirates on a one to one basis. The market is getting saturated and Emirates has momentum in fleet planning to stay ahead of its competitors. Performance over posterior wins and Airbus knows it.
It is best said the A380 was built for passengers and not accountants and the 747-8i was an accounting adjustment for airlines. Both carried the moniker of a "Heavy". However, this approach carries through to all of the respective Airbus and Boeing product lines. Airbus is built for passenger sensory organs and Boeing is for accountants wanting performance over posterior. Hence the A-380 lost the battle as Boeing continues to build 747-8F freighters for its customers. Some even think if the 747-8F continues long enough in production, allowing an order for the 747-8i to materialize again in the next five years and after the A-380 is long put to rest.
What is the best final approach for the aircraft industry? Performance or Posterior? The answer will come as fuel price increases and routes are congested. The 747 concept has an afterlife but it has to have two engines instead of four. The 777X is probably the best example of performance coming to the forefront and Boeing holds that key.
A quick mention of the A-350-1000 as a long-range high-density people hauler falls short of the 777X. I would be foolish not to mention recent cancellations from Etihad for its 777X of about 20 units, but Etihad canceled 42 a-350's at the same time! A tiny Boeing phyric victory. However, is this an indication of what is to come for the 777X and its customers? The answer is a resounding no! The industry is in shock over the A380 as a symbolic Boeing beater is laid to rest. Companies like Etihad have found tall grass in which to adjust their accounting problems with the A-380 demise. The 777X reduction is more of an indicator of Etihad financial distress and the A380 collapse is good cover for this type of fleet reorganization. Etihad rapidly becomes a 2nd tier airline while Qatar and Emirates become the big 2 (top tier) Middle East Carriers (ME 2 (
But there is demand out in airline world. Where one airline retreats another picks up the order slack and don't count Etihad out entirely. It has the scent of 777X blood in its nostrils and it should come back and order another 6 777X's in five years with a reasonable Boeing offer as a tailwind. Boeing just has to get this airplane into customers hands before another accounting adjustment is made in the aviation world.
Boeing's accounting approach for new models is baffling Airbus as they try to beat Boeing from a posterior position instead of performance for the accountants. Customers may like the extra five inches in A-350 over the 787 in cabin size, but Boeing bet passengers would put up with a 17 1/2" seat compared with an 18" wide seat on an A-350, as an example.
The 777X solves the posterior position Airbus has taken. It can go ten abreast at 18" per passenger seat wide. The A350-1000 is stuck with this problem where it can change its configuration without billions backing a change. Boeing has leaped frog Airbus making the A350 an obsolete choice but still an interesting proposition for airlines. The 777X is a fine wine needing some aging before passengers get to taste its finer points. Even though Etihad is broke it will come back and revisit the 777X order book but within its own successful planning of fleet dynamics. It will never compete with Emirates on a one to one basis. The market is getting saturated and Emirates has momentum in fleet planning to stay ahead of its competitors. Performance over posterior wins and Airbus knows it.
Thursday, February 14, 2019
What Is Known As The Emirates 40 Is Orphaned
Now it lays at Boeing's feet. Emirates has signed for 40 787-10 in the midst of its reshuffling fortune as it cancels out the A-380 and soothes the Airbus customers by sliding over to the A330 NEO and A350 orders for a total of 70 airplanes, but no word as of yet what it will do with its LOI Boeing 787-10s order for forty. Herein lies the puzzle, and one clue has already been exposed. The clue is in all this bluster of trading A-380's for the 40 A330 NEOs and 30 A350 WBs with no mentioned of canceling the 40 LOI 787-10's.
It means that Emirates is not done yet as it reaffirms six 777X's coming on board. Emirates could close the Boeing case with a large additional order by expanding it to greater than 150 777X units as it already intends on. The forty LOI 787-10 gained by Emirates during 2017 is a card in play for pricing reduction and a build schedule. Boeing will blink and give Emirates a low ball price on 20 787-10's and then sign on for another 777X 20 by signing for 5, 777-8x and 15, 777-9X with special pricing. The delivery duration will be a strung out affair over the next dozen years as the Emirate fleet flexes and grows during its aviation cycles. Boeing will save face and hunker down with its gains during this Emirates fleet reshuffle.
Emirates needs time and opportunity to adjust its fleet operations with the 70 Airbus WB's and another potential 40 Boeing WB if acted upon. It is important to note Emirates has about 148 older 777's in its fleet today and could easily replace those 777 classics on a one for one basis with its current 777X order book. It was dabbling with the 787-10 but the 40 A330 NEO's and 30 A-350 orders may negate having the 787-10's at all. Drawing a 5,000 mile from Dubai includes all of Africa, Europe and the complete near east. This is billions of potential passengers for Emirates.
Having only 20 787-10 in your fleet underutilizes a business case on one of the world's busiest corners. There is potential room in the Emirates scheme of things to fit in the 787-10 on high-density routes with an unmatched seat mile efficiency not found in the Airbus product. Emirates can go back to both Airbus and Boeing and re-write the order book. Since no cancellation proclamation has been made on Emirates 40 787-10's, it is assumed another shoe will drop explaining the outcome of the LOI. Emirates could just simply drop LOI for 40 at this time but it looks like there is more blood to squeeze out of that turnip in the meantime.
It means that Emirates is not done yet as it reaffirms six 777X's coming on board. Emirates could close the Boeing case with a large additional order by expanding it to greater than 150 777X units as it already intends on. The forty LOI 787-10 gained by Emirates during 2017 is a card in play for pricing reduction and a build schedule. Boeing will blink and give Emirates a low ball price on 20 787-10's and then sign on for another 777X 20 by signing for 5, 777-8x and 15, 777-9X with special pricing. The delivery duration will be a strung out affair over the next dozen years as the Emirate fleet flexes and grows during its aviation cycles. Boeing will save face and hunker down with its gains during this Emirates fleet reshuffle.
Emirates needs time and opportunity to adjust its fleet operations with the 70 Airbus WB's and another potential 40 Boeing WB if acted upon. It is important to note Emirates has about 148 older 777's in its fleet today and could easily replace those 777 classics on a one for one basis with its current 777X order book. It was dabbling with the 787-10 but the 40 A330 NEO's and 30 A-350 orders may negate having the 787-10's at all. Drawing a 5,000 mile from Dubai includes all of Africa, Europe and the complete near east. This is billions of potential passengers for Emirates.
Having only 20 787-10 in your fleet underutilizes a business case on one of the world's busiest corners. There is potential room in the Emirates scheme of things to fit in the 787-10 on high-density routes with an unmatched seat mile efficiency not found in the Airbus product. Emirates can go back to both Airbus and Boeing and re-write the order book. Since no cancellation proclamation has been made on Emirates 40 787-10's, it is assumed another shoe will drop explaining the outcome of the LOI. Emirates could just simply drop LOI for 40 at this time but it looks like there is more blood to squeeze out of that turnip in the meantime.
Farewell A-380
And don't let the big, door hit you on the way out. The 747 will have no peer by 2021 but will the 747 still exist by 2021? Some optimists say yes. I say maybe. But all-in-all the 747 remains on the shelf and not below in the garbage bin as the A380 is headed via a Valentine's Day A380 massacre by Airbus announcing its demise.
The long-awaited jumbo airplane stare down has ended and the 747 wins? As it makes presidential airplanes and many freighters. It may stay alive once four engines can operate as efficiently as two big ones or perhaps two big ones will fly a 747 freighter-8F by 2025. It could happen if a market is once again found, but it will take new 747 engine technology to find that market. The 747 does have freight space without engine efficiency but it makes it a substantial freighter even with older engine technology.
Gone is the passenger model but it could reoccur if the price and demands are right. Demand would be overcrowded hubs the A380 could not fit in with, during its 14-year tenure once production for its type ends.
A four hundred seats two engine behemoth could be made under the right circumstances called a 747-9c(c=contentinental). a 5,000 miles people freighter from mega hub to mega-hub. It would be simple for Boeing to make a case than Airbus could, even on a Valentine's Day massacre day.
A 747 twin is a 747 frame with 777 attributes imbued into its being going from New York to Hawaii or to Paris. Boeing wouldn't do it for anything less than 300 frames ordered through its immediate life cycle.
Or in other words, could it get 300 747-9C's ordered by 2030? If not, forget about it. A 747-9C is a blogger's delight with no reality attached to it. Four engines are so Victorian when you can have a GE 9X hanging on the wings.
The long-awaited jumbo airplane stare down has ended and the 747 wins? As it makes presidential airplanes and many freighters. It may stay alive once four engines can operate as efficiently as two big ones or perhaps two big ones will fly a 747 freighter-8F by 2025. It could happen if a market is once again found, but it will take new 747 engine technology to find that market. The 747 does have freight space without engine efficiency but it makes it a substantial freighter even with older engine technology.
Gone is the passenger model but it could reoccur if the price and demands are right. Demand would be overcrowded hubs the A380 could not fit in with, during its 14-year tenure once production for its type ends.
A four hundred seats two engine behemoth could be made under the right circumstances called a 747-9c(c=contentinental). a 5,000 miles people freighter from mega hub to mega-hub. It would be simple for Boeing to make a case than Airbus could, even on a Valentine's Day massacre day.
A 747 twin is a 747 frame with 777 attributes imbued into its being going from New York to Hawaii or to Paris. Boeing wouldn't do it for anything less than 300 frames ordered through its immediate life cycle.
Or in other words, could it get 300 747-9C's ordered by 2030? If not, forget about it. A 747-9C is a blogger's delight with no reality attached to it. Four engines are so Victorian when you can have a GE 9X hanging on the wings.
Wednesday, February 13, 2019
It's January Airbus And It Shows
The airplane booking count falls to Boeing during January as Airbus eats a negative 23 cancelations with 8 of them coming from Qantas for 8 A-380's, orders it long held. It sounds like the A380 program has matured right into the Airbus dumpster.
Boeing has nothing to shout about as it did accumulate 43 net orders during the month. There where 18 unidentified 787's ordered with a posting of 25 737 type frames ordered for both military or commercial operations. The summary opinion for the two is it's too early to tell what is happening in the market place. The Airbus rewind will close down its A-380 orders on the book with Emirates and add some A-350 orders and probably damage Boeing's 787-10 40 units documented on its LOI with Emirates.
A good outcome for Boeing would be having Emirates replace its backlogged of near 40 A380's with about 20 A350-1000's and then split the Boeing 787-10 order in half with an additional 777X's at a later date. It would give Emirates time to fit the fleet expansion and renewal in a seamless process when it dumps the A350. There are just so many charter airplane services wanting an A380 around the world and Airbus would really help Emirates out with the A380 disposition, as it would take multiples of A350-1000's during a trade-off. Boeing would do well to assist these players with supporting sentiments as Emirates rewrites its fleet plans with Airbus product in the wings.
Boeing has nothing to shout about as it did accumulate 43 net orders during the month. There where 18 unidentified 787's ordered with a posting of 25 737 type frames ordered for both military or commercial operations. The summary opinion for the two is it's too early to tell what is happening in the market place. The Airbus rewind will close down its A-380 orders on the book with Emirates and add some A-350 orders and probably damage Boeing's 787-10 40 units documented on its LOI with Emirates.
A good outcome for Boeing would be having Emirates replace its backlogged of near 40 A380's with about 20 A350-1000's and then split the Boeing 787-10 order in half with an additional 777X's at a later date. It would give Emirates time to fit the fleet expansion and renewal in a seamless process when it dumps the A350. There are just so many charter airplane services wanting an A380 around the world and Airbus would really help Emirates out with the A380 disposition, as it would take multiples of A350-1000's during a trade-off. Boeing would do well to assist these players with supporting sentiments as Emirates rewrites its fleet plans with Airbus product in the wings.
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