Interesting numbers from the 747-8F
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Interesting numbers from the 747-8F
Had a look yesteday and observed some interesting numbers on the 747-8F vs the 747-400ERF. Same route, similar flight time: the -8F carries approximately 25% more revenue (125T vs 100T, not including increased aircraft BOW) than the ERF for almost identical fuel burn (within 1%). I believe the volume is 16% greater for what that is worth. This is on the "heavy", initial production -8 freighters without the two forthcoming engine improvements (PIPs) from GE which are rumored to improve fuel burn by 2%. So I'm guessing the company is pretty happy with the new piece of kit.
Just guessing, but I don't think this bodes well for the A380's future at CX. Same type, good performance, and better cargo capability all point towards the -8I. Perhaps passenger experience will tip the scales towards the A380, but I do not think many have experienced the -8I yet. It will be interesting to hear how the passengers react the Lufthansa's -8I later this year...
Just guessing, but I don't think this bodes well for the A380's future at CX. Same type, good performance, and better cargo capability all point towards the -8I. Perhaps passenger experience will tip the scales towards the A380, but I do not think many have experienced the -8I yet. It will be interesting to hear how the passengers react the Lufthansa's -8I later this year...
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Fuel #'s may be great, but from a pilots standpoint, we have complaints. VNAV is a mess. It cannot hold the PATH with out speed brakes on every single descent. (Think if we get the -8i for PAX...
Hand mic placement was an afterthought. No place to put flight plan, jepps, docs, etc.
Hand flying is no pleasure, it hunts and fishes in pitch.
Until this thing gets tweeked, I'll take the -400 any day.
Hand mic placement was an afterthought. No place to put flight plan, jepps, docs, etc. Hand flying is no pleasure, it hunts and fishes in pitch.
Until this thing gets tweeked, I'll take the -400 any day.
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Pasa,
We already had that conversation months ago and concluded that the A380 will have a 2-3% seat cost advantage over the 747-8I when operated with full pax based on Lufthansa's seating configurations. However, the A380 has almost no cargo carrying capability once two decks worth of passengers baggage cans are loaded. I'm not sure that will fly at CX, but we will find out soon...
We already had that conversation months ago and concluded that the A380 will have a 2-3% seat cost advantage over the 747-8I when operated with full pax based on Lufthansa's seating configurations. However, the A380 has almost no cargo carrying capability once two decks worth of passengers baggage cans are loaded. I'm not sure that will fly at CX, but we will find out soon...
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Whatever form it evolves into will still have two decks of passengers for 1 deck of belly space = very little cargo volume, unless it morphs into a combi with freight aft of main deck pax. Very interesting thought there, but not a success on the -400 from what I heard.
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No matter what the type if CX insist on those Godforesaken bucket seats & the Business class seats that cram you into a 45 deg offset & sardine can bed preventing you from any hope of interaction with your traveling partner then customer reviews will continually slate any aircraft make or model.
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Don't think they will opt for either the -8I or the A380. They like the 777-300ER too much and the bean counters will swoon over the A350. This company wants frequency not capacity. If they were going to opt for either, it would have been done by now to secure their slot in the delivery schedule.
At the end of the day, do we really give a toss what aircraft they buy? That's their problem. The only thing that should concern us is their continual degradation of the contract and benefits.
At the end of the day, do we really give a toss what aircraft they buy? That's their problem. The only thing that should concern us is their continual degradation of the contract and benefits.
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Get over it boys, it is not really about seats either. The 777 makes way more money on the same routes, and carries even more freight.
Mark my words, if there is any increase in orders they will be for the 777 or its successor, the 777-8 and 777-9. A bit boring, I know, but that is just how cathay likes it. Good ol' missionary position every time. This ain't Virgin or Emirates.
Mark my words, if there is any increase in orders they will be for the 777 or its successor, the 777-8 and 777-9. A bit boring, I know, but that is just how cathay likes it. Good ol' missionary position every time. This ain't Virgin or Emirates.
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777-8/9 is at least 5-10 years off. It really depends on the A350 and if/when it challenges the 777's supremacy. Surely, Boeing will not introduce a better 777 while trying to market the -8I. They aren't that stupid. Milk the cow you have first, then get a new one.
As for the 777 only assumption, I think that is unlikely. For the sake of argument, let's assume the 777 has 300 seats and the -8I has 400 seats. The difference between operating 777 only and a combination is the difference between 3,6,9,12 hundred seat offering and 3,4,6,7,8,9,10,11,12 hundred seat offering to the market. That is a huge increase in flexibility from an aircraft the company already has (type-wise) on the property with pilots and engineering all trained up and operating.
As for the 777 only assumption, I think that is unlikely. For the sake of argument, let's assume the 777 has 300 seats and the -8I has 400 seats. The difference between operating 777 only and a combination is the difference between 3,6,9,12 hundred seat offering and 3,4,6,7,8,9,10,11,12 hundred seat offering to the market. That is a huge increase in flexibility from an aircraft the company already has (type-wise) on the property with pilots and engineering all trained up and operating.
