Originally Posted by redneck
All Airbus is doing is reducing the certified MTOW and lowering the price. I'm not sure how that changes the fuel burn on regional flights. Please explain that...
It is a NPV analysis, fuel burn is only part of the picture. Obviously the numbers line up for Singapore Airlines to order it.
Originally Posted by redneck
The A350 style wing extension and winglet increases weight. Right?
Seen nothing to suggest it will be any heavier than the winglet it is replacing, around 10 years ago Airbus flew much larger winglets on the A340 test bed as part of Awiator research programme, they were significantly larger and 30 kg lighter each side.
Originally Posted by redneck
Trent 7000 will be based on the Trent 1000, which weighs a tonne more than the Trent 700
The Trent 7000 will be an iteration more advanced than the Trent 1000-TEN that is featuring on the 787-10 (and 787-8/9). The Trent 700 has a certified empty weight of 6160 kg not including the nacelle (EBU). The Trent 1000-A2/C2/D-2/E2/G2/H2/J2/K2/L2 has a certified empty weight of 6096 kg, and the nacelle is part of the engine weight.
In short the new engine will be lighter, and the pylon will be smaller (lighter) to give more ground clearance to install the larger fan.
Originally Posted by clueless redneck
So that's two tonnes more weight plus the weight of the winglets and extension. Based on those numbers, the break-even is indeed between two and three hours depending on payload
There is no "extra tonnes", Airbus has outlined the engineering involved in the article.
And just to go a little further to explain how out of touch you are with reality, 2t on a 4 hr flight will not even cost 250 kg on an A330 today, with the Trent 7000 it would not even be 200 kg, i.e. less than 50 kg an hour. The Trent 7000 will burn around 450 kg per hour per side less than todays Trent 700. To burn an extra 2.4t in in 3 hours, would require the aircraft to be more like 20t heavier, not 2t.
Originally Posted by clueless redneck
Let's keep in mind that the A339 still has an eight-abreast, 1970s era fuselage and a 1990s era wing and empennage. So, if you think that competes against a 787, I have a bridge to sell you.
You can put 787 seat width in an A330 and go 9 across like they do with Cebu Pacific with the 420 seats on their A330s, just like many airlines use 10 across in the 777. It is also about comfort, the A330/A340/777/A350 all have 18" seats. Some 787 operators have 8 across in economy, some 9.
The A330 has competed very well again the 787 in the past years, I think the A330 has outsold the 787 every year in the past 5 from memory.
Originally Posted by clueless redneck
The A358 is dead and the A350-1000, launched in 2006, has fewer firm orders than the 777X launched in 2013
Boeing is presently only listing 66 firm orders on their website for the 777X (CX, EY, LH). CX has ordered more A350-1000s than 777Xs.