The -8 order is quite a surprise, however, given that delivery are not set to commence until 2030, anything can happen between then and now. From ordering more to cancelling the order, or anything in between. Personally I’m amazed it was chosen over the A350K. There are undoubtedly solid reasons we...
Jump to postEmirates orders 55 777-9 and 35 777-8 https://x.com/spaethflies/status/1723999091376406624?s=46&t=wdZx1fUYZAcB4RrNJUmFQA Interesting in that a number of a.net prognosticators in the last few weeks said the Boeing would never sell any pax versions of the 778 because it was such a bad, uncompetit...
Jump to postThe RR Trent 1000 which is on the 787, not either A350? Issues with a different engine (which source source claimed back in 2023) and speculation about RR itself aren’t really helpful to this question, doesn’t seem strong enough to suggest what the reason may be, or even if there is an issue at all...
Jump to postWith total of 205 orders for the 777X , possibly with more top ups in the future , keeping the 778 alive is in EK's best interests. Depending on how future travel markets perform, EK might want to have the option/flexibility to convert some 779s into more 778s or vice versa. A lot of airlines have ...
Jump to postMust be something fairly specific, given that the A35K has had a respectable year. What would be affecting EK that others find to be acceptable or within margins? There have been fan blade durability issues with the RR Trent 1000 for a while that at times have resulted in groundings. RR claims the ...
Jump to postThe latest report from bloomberg(behind paywall) suggests an Airbus/EK deal is still on the cards with Tim Clark saying final terms and engine issues remain the sticking points. I wonder if RR's continuing problems and the ongoing problems with the durability of the RR Trent 1000 are playing a fact...
Jump to postThe latest report from bloomberg(behind paywall) suggests an Airbus/EK deal is still on the cards with Tim Clark saying final terms and engine issues remain the sticking points. I wonder if RR's continuing problems and the ongoing problems with the durability of the RR Trent 1000 are playing a fact...
Jump to postEmirates orders 55 777-9 and 35 777-8 https://x.com/spaethflies/status/1723999091376406624?s=46&t=wdZx1fUYZAcB4RrNJUmFQA Interesting in that a number of a.net prognosticators in the last few weeks said the Boeing would never sell any pax versions of the 778 because it was such a bad, uncompetit...
Jump to postThe latest report from bloomberg(behind paywall) suggests an Airbus/EK deal is still on the cards with Tim Clark saying final terms and engine issues remain the sticking points. I wonder if RR's continuing problems and the ongoing problems with the durability of the RR Trent 1000 are playing a fact...
Jump to postPeople here really blew off Boeing's redesign of the 778X and Emirates recent praise of it like it never happened. Writing was on the wall. Agreed. EK is no doubt privy to a mountain of test data on both 777X versions. Tim Clark has been clear that he likes what he is seeing, although he is frustra...
Jump to postPeople here really blew off Boeing's redesign of the 778X and Emirates recent praise of it like it never happened. Writing was on the wall. Agreed. EK is no doubt privy to a mountain of test data on both 777X versions. Tim Clark has been clear that he likes what he is seeing, although he is frustra...
Jump to postInteresting in that a number of a.net prognosticators in the last few weeks said the Boeing would never sell any pax versions of the 778 because it was such a bad, uncompetitive frame. Go figure. Congrats to EK and Boeing. Yeah, but doesn't the 777-8 have a significant (like 1500SM) range advantage...
Jump to postEmirates orders 55 777-9 and 35 777-8 https://x.com/spaethflies/status/1723999091376406624?s=46&t=wdZx1fUYZAcB4RrNJUmFQA Interesting in that a number of a.net prognosticators in the last few weeks said the Boeing would never sell any pax versions of the 778 because it was such a bad, uncompetit...
Jump to postAs per I have gone a bit overboard on these things and gone to the horrendous world of trying to make sense of the hyperbole. I have modeled relevant aircraft CASM over a series of SAR flights in the same scenario for each aircraft but for various different seating scenarios to get an idea of what ...
Jump to postHey, if I had gotten away with asserting that Boeing made comparative claims between 77W, 779 and A350 for months only for it to be discovered it just was a throw away comment in an interview, not even an official communication from Boeing, I'd be chill too because what can you do, busted... Really...
Jump to postIt all boils down to the same conclusion every time: the 777-9 seems to be slightly more efficient per seat, but only of the Airline is able to sell those extra seats over the A350-1000 (plus maybe the extra cargo space). The 779 runs out of payload capacity, if they make it a premium heavy cabin, ...
Jump to postFalse. That is direct from GE. Please read exactly what GE stated. https://www.geaerospace.com/propulsion/commercial/ge9x Quote: PROVIDES A 5% SPECIFIC FUEL CONSUMPTION IMPROVEMENT VERSUS ANY TWIN-AISLE ENGINE AVAILABLE If the GE9X has a 5% better SFC than the GE90-115, it is a real disappointment....
Jump to postIn a two class configuration the A351 typically seats 369 pax. That would be 54J and 315 Y. BA for instance seats 331, but there's is a more premium heavy configuration. The 779 seats 414-426 in a two class configuration. That would be 42J and 372 to 384 Y. Despite the back and forth which is fun, ...
Jump to postIn a two class configuration the A351 typically seats 369 pax. That would be 54J and 315 Y. BA for instance seats 331, but there's is a more premium heavy configuration. The 779 seats 414-426 in a two class configuration. That would be 42J and 372 to 384 Y. Despite the back and forth which is fun, ...
Jump to post5% better SFC doesn't change the fact that for the heavier 777-9, the GE9X will produce more thrust and so have an higher fuel consumption than any other twin-aisle engine on the market. Really? Based on what? Based on the fact that the difference in power between the two engines is more than 5% (s...
Jump to postI finally found the quote: "For the longer 777-9, new engines should improve fuel consumption by 10%, with the longer, carbon-fiber wings adding an estimated 7% improvement. As 4 to 5% of fuel savings is lost from the 12 tons heavier basic structure of the larger airliner, the net fuel efficie...
Jump to postThat is not from the manufacturer, that is just something another a.net member wrote. 10% less than the GE90-115B, is still 10-15% more than the Trent XWB-97, and its many time more than a 737 or A320 engine, or an A220 engine. It is not the lowest fuel burn out of a engine. False. That is direct f...
Jump to postI don’t see any CASM numbers, can you link to them? What calculation? I don’t see it adding up at all. Or some are more inclined to believe marketing claims without question than others… Of course, no-one here is the thought police but they may say “make a claim without evidence, be dismissed witho...
Jump to postI finally found the quote: "For the longer 777-9, new engines should improve fuel consumption by 10%, with the longer, carbon-fiber wings adding an estimated 7% improvement. As 4 to 5% of fuel savings is lost from the 12 tons heavier basic structure of the larger airliner, the net fuel efficie...
Jump to postI finally found the quote: "For the longer 777-9, new engines should improve fuel consumption by 10%, with the longer, carbon-fiber wings adding an estimated 7% improvement. As 4 to 5% of fuel savings is lost from the 12 tons heavier basic structure of the larger airliner, the net fuel efficie...
Jump to postIf you don't know the seat count for the 779 then the comparison is meaningless. Boeing could have used the exit limit of 440 seats. The 407 number Boeing lists as the standard configuration for 779 seating appears to be accurate for the CASM number they listed. I don’t see any CASM numbers, can yo...
Jump to postThe 407 number Boeing lists as the standard configuration for 779 seating appears to be accurate for the CASM number they listed. The improvement in engine tech, plus advanced and larger wing plus more seats. That is the calculation. But I understand some believe Boeing might be perpetuating some g...
Jump to postIf you don't know the seat count for the 779 then the comparison is meaningless. Boeing could have used the exit limit of 440 seats. The 407 number Boeing lists as the standard configuration for 779 seating appears to be accurate for the CASM number they listed. The improvement in engine tech, plus...
Jump to postWhat was the seat count used for the 779 in the comparison? Unknown. Boeing lists the 779 standard configuration as 407 seats, but I do not know if that was the number used for the comparison. If you don't know the seat count for the 779 then the comparison is meaningless. Boeing could have used th...
Jump to postThe 9 abreast statement is not accurate. The comparison was a 77W with 365 seats. You can use that baseline to do your own numbers. What was the seat count used for the 779 in the comparison? Unknown. Boeing lists the 779 standard configuration as 407 seats, but I do not know if that was the number...
Jump to postThe 9 abreast statement is not accurate. The comparison was a 77W with 365 seats. You can use that baseline to do your own numbers.
Jump to postTaking Boeing at its word back when it touted the 779 CASM to be 20% better than a 773, it is important to note that at the time, the 773 was 9ab in economy. The average increase in pax count going 10ab in nearly a 10% increase in seating. That puts the 779 at a 10% gain over the currently configur...
Jump to post“If” Being the operative word there… the information in the public domain doesn’t show it to have a lower CASM than it’s contemporaries as it stands. Fred Boeing says the 779 has a 20% lower CASM versus a 365 seat 77W. If true, and I don't see any reason to doubt them, that would make the 779 very ...
Jump to postBoeing says the 779 has a 20% lower CASM versus a 365 seat 77W. If true, and I don't see any reason to doubt them, that would make the 779 very competitive with the A351 if you can use the extra capacity. Also, the GE9X is newer and more efficient tech than existing RR or GE engines on the 787 or A...
Jump to postThe A350-1000 does not need to always match the exact seating capacity of the 777-9, it has other advantages. It will lift more total payload over long city pairs, it will burn less block fuel, it is cheaper to purchase, it has lower navigational landing, and airport charges, faster, greater range,...
Jump to postNone of the US3 are doing very well TPAC except UA at SFO, and even that is below pre- Covid levels. DL needs a west coast TPAC presence and SEA is it for better or worse. Maybe the thought is tough it out and hope travel to Asia eventually picks up.
Jump to postI'm just trying rationalize why such a capable plane like the A35K hasn't sold more. Hopefully that trend changes at the DAS this month. How capable would a A359 stretched 6 frames be today with all the improvements it's received at the higher 283t MTOW? I'm pretty sure the answer to this lies prim...
Jump to postIf it doesn't need 10-abreast to be competitive why is Airbus doing it? This is flame bait, the same reason why boing did 9 across on the 787, and 10 across on the 777. The A350F has also morphed into an aircraft that takes the same volume and payload as the 744F. They are simply making small incre...
Jump to postI think Emirates would probably fitted 10-abreast on A350 instead of asking for a stretch. Many of their Europe/Asia network are pretty short distance away. Stretching A350-1000 doesn't provide much fuel savings compared to cramming more seats per row. I'm not convinced on EK 35K 10 abreast for ULH...
Jump to postFunny, but I was doing some digging and found out in 2013 Airbus was attempting to make an 18" wide economy seat the industry standard, while Boeing argued it was up to the individual airlines to decide. Now apparently with the NPS A350 a 17* wide economy seat is "the new industry standar...
Jump to postFunny, but I was doing some digging and found out in 2013 Airbus was attempting to make an 18" wide economy seat the industry standard, while Boeing argued it was up to the individual airlines to decide. Now apparently with the NPS A350 a 17* wide economy seat is "the new industry standard...
Jump to postThe problem is that most Male shoulder widths are at least 40cm, and as I noted in the CX 77W I travelled in recently, I was literally rubbing shoulders. I think the 787/777 are most likely the maximum you can get away with on full service airlines. My understanding is with the new production stand...
Jump to postWith 10 abreast the A350 will have a 17" seat width versus 18" the 779. The comfort advantage is lost. History suggests neither the airlines nor the majority of their customers will care. You may be right. I for one am very curious to see if EK will opt for 10 across for their A350's. Man...
Jump to postI just don't get anyone ordering the 779, that hasn't already yet. The increase in passenger count is so marginal compared to a 10 across 351. and it costs so much more to operate. Even in the most slot constrained places, I can't see the math working. I'm American. I would love to see Boeing regai...
Jump to postI just don't get anyone ordering the 779, that hasn't already yet. The increase in passenger count is so marginal compared to a 10 across 351. and it costs so much more to operate. Even in the most slot constrained places, I can't see the math working. I'm American. I would love to see Boeing regai...
Jump to postThe 322 tonne A350-1000 will be a beast .... It started off as a beast and Airbus continues to make it even beastier. It's amusing to see the lengths some will go to in order to try and downplay the A350's capabilities. Curious behaviour. Well, some years ago a certain Tim Clark, then CEO of Emirat...
Jump to postscbriml wrote:gatibosgru wrote:AnishReddi wrote:It was never range or MTOW for Emirates, it was engine reliability and durability in the dusty climate of the ME.
But they have the A359 on order?
Yes, but they are widely rumoured/expected to order the A35K at the Dubai Air Show.
Probably 200-250 nmi increase in range. Every bit helps for project sunrise.
Jump to postAnd the Airbus dust up has nothing to do with this. Utterly ridiculous. There was plenty of informed speculation at the time of the agreement, that Al-Baker would pay the ultimate price for that fiasco. So maybe not as utterly ridiculous as you’re suggesting. "Informed speculation?" Sorry...
Jump to postA brilliant and innovative CEO who took a tiny airline from a tiny Country and arguably turned QR into one of the largest and most premier airline brands in the world. You can call him difficult or mercurial, but the results he achieved speak for themselves. And the Airbus dust up has nothing to do ...
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