787-10 range

tealnz · Tue Jun 26, 2018 3:18 am

JustSomeDood wrote:
Boeing quotes the 787-10 as capable of carrying 33t of payload a nominal range of 6430nm.

You get full marks for conviction buddy. I guess we can look forward to seeing the -10 displacing 789s and 359s as the new long haul champion.
:banghead:

qf789 · Tue Jun 26, 2018 7:52 am

VC10er wrote:
Who is the launch customer for the 787-10? I read United is first in the USA, but who gets to smash the champagne bottle first?

SQ took delivery of the first one back in March, currently they have 5 in service with another to be delivered by the end of this week

VC10er · Tue Jun 26, 2018 8:29 am

Oh! Aren’t I behind! I did not realize they had 5 already much less one.
I will go check out trip reports and images.
What routes do they currently serve for SQ?

qf789 · Tue Jun 26, 2018 8:35 am

VC10er wrote:
Oh! Aren’t I behind! I did not realize they had 5 already much less one.
I will go check out trip reports and images.
What routes do they currently serve for SQ?

For all routes and number of 787’s operated regardless of operator refer to the 787 in service thread,

viewtopic.php?f=3&t=1397297

Cblk · Mon Jul 16, 2018 4:37 am

Everywhere it is written that the range for 787-10 is approximately 6500 nm under normal payload, so my understanding is, 787-10 is good for 6500nm with 3 class 320 passengers... There are so many destinations it can fly to with 320 passengers.

ElroyJetson · Mon Jul 16, 2018 5:54 am

The 78J is an outstanding aircraft. And yes, the poster above is correct, with full pax and bags the 78J can easily fly 6000nm or more. As Tim Clark of EK said.... The 78J can fly 95% of the routes in their network.

Now if you want to fly 300 pax along with 30t of cargo 7000 nm a 778 or 779 or an A359 would be a better choice. But again, those types of routes are rare, which is one reason why niche ULH frames like the 77L rarely sell in large numbers.

Faro · Mon Jul 16, 2018 11:08 am

keesje wrote:
The A330 came in 25 years ago and offered by then unique (cargo) capacity, range and commonality. Hauling the booming populations within Asia. Half of the A330 fleet were -200s used for opening up longer routes worldwide. To state the range limitation of the large, expensive 787-10 is ok, because the A333 didn't have a long range, seems opportunistic and not taking into account the market growth and changed competitive situation over the last 15 years.

Replacing the 772ER and 77W fleets Boeing offers the smallish 789, range restricted -10 and heavy and expensive 778 and -779.

The 789 seems an excellent performer and sells well and sooner or later Boeing will have to look at a 787-10ER like aircraft, 300-350 seats 8000NM isn't a niche... Sooner I think.

Agreed except for the engine options...I doubt GE would do a GE9X-lite for one airframe only...and what other new technology engine could fit the bill? If they can do it however, a suitably engined 787-10ER would be a killer...specifically, it would likely eat the A359’s lunch and parasitize sales of the 789 too...and probably kill the 778 outright...

Faro

Cblk · Mon Jul 16, 2018 11:52 am

VC10er wrote:
Who is the launch customer for the 787-10? I read United is first in the USA, but who gets to smash the champagne bottle first?

Singapore Airlines is the launched customer...

SEPilot · Mon Jul 23, 2018 1:55 am

Every airliner design is a trade off. Adding range adds structural weight, and if the wing is larger, drag. But longer range means the plane can do more routes. And while the vast majority of routes are relatively short, each airline has some long routes, and keeping the number of aircraft types in the fleet to a minimum definitely has advantages. So while the plane that has just enough range for a given route will probably be the one that is most economical for that route, it may be more economical overall to have all the planes in the fleet capable of flying all routes. But with the fact that the differences between the 789 and 7810 being minimal that may not be so much the case with them. But what is clear is that as planes get more efficient, the penalty imposed by more range capability is getting less and less, and hence the advantage of having a range-limited version is also becoming less. So we will see how the 7810 fares as it enters service and whether it continues to sell.

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