Boeing 777X launch close
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Boeing 777X launch close
From FlightGlobal today:
Thoughts on competitive stance vs A350-1000, folding wings?
Boeing has started offering the 777X to airlines and leasing companies, the last step before a formal launch event.
The new talks with customers cover "additional technical, pricing and schedule details" about the possibly stretched, re-engined and rewinged update of the 777 series, Boeing says.
"We are aggressively moving forward per our plan and customers are happy with our progress," Boeing says.
The company's board of directors met to consider the "authority to offer" milestone on the 777X programme on 28 April, a day before an annual meeting of shareholders.
Authority to offer is the final step before an official launch in Boeing's process for bringing a new commercial aircraft to the market, but this does not guarantee that the programme will be launched.
"The timing of a decision to launch the programme will depend on market response during the next phase of our discussions about the airplane," Boeing says.
Boeing still plans to introduce the 777X into service by the end of the decade. General Electric, which supplies the GE9X engine, is aiming for certification of the propulsion system in mid-2018, which usually pre-dates a scheduled entry into service of the completed aircraft by at least a year.
Company officials slowed the programme after the departure last year of Jim Albaugh, previously chief executive of Boeing Commercial Airplanes. Albaugh had wanted to launch the 777X programme by the end of 2012, but his successor Ray Conner wanted to take a more patient approach.
Some customers, such as Emirates chief executive Tim Clark, protested the slowdown of the 777X programme, while others including Air Lease chief executive Steven Udvar-Hazy wanted Boeing to focus instead on the 787-10X.
Boeing's board of directors approved the authority to offer milestone on the 787-10X last October, and the type is expected to be launched very soon - perhaps at the Paris air show in June.
If the 777X is launched at the same pace, Boeing could reach that step in the fourth quarter of this year. But some industry officials have recently been putting pressure on Boeing to move faster, especially in the wake of British Airways' recent selection of the Airbus A350-1000.
The new talks with customers cover "additional technical, pricing and schedule details" about the possibly stretched, re-engined and rewinged update of the 777 series, Boeing says.
"We are aggressively moving forward per our plan and customers are happy with our progress," Boeing says.
The company's board of directors met to consider the "authority to offer" milestone on the 777X programme on 28 April, a day before an annual meeting of shareholders.
Authority to offer is the final step before an official launch in Boeing's process for bringing a new commercial aircraft to the market, but this does not guarantee that the programme will be launched.
"The timing of a decision to launch the programme will depend on market response during the next phase of our discussions about the airplane," Boeing says.
Boeing still plans to introduce the 777X into service by the end of the decade. General Electric, which supplies the GE9X engine, is aiming for certification of the propulsion system in mid-2018, which usually pre-dates a scheduled entry into service of the completed aircraft by at least a year.
Company officials slowed the programme after the departure last year of Jim Albaugh, previously chief executive of Boeing Commercial Airplanes. Albaugh had wanted to launch the 777X programme by the end of 2012, but his successor Ray Conner wanted to take a more patient approach.
Some customers, such as Emirates chief executive Tim Clark, protested the slowdown of the 777X programme, while others including Air Lease chief executive Steven Udvar-Hazy wanted Boeing to focus instead on the 787-10X.
Boeing's board of directors approved the authority to offer milestone on the 787-10X last October, and the type is expected to be launched very soon - perhaps at the Paris air show in June.
If the 777X is launched at the same pace, Boeing could reach that step in the fourth quarter of this year. But some industry officials have recently been putting pressure on Boeing to move faster, especially in the wake of British Airways' recent selection of the Airbus A350-1000.
Thoughts on competitive stance vs A350-1000, folding wings?
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We know folding wings are a nonevent as far as risk is concerned, but no B777 orders were ever received for taht option, which was formally offered IIRC.
B777X and 787-10X will have different markets, so it's no surprise they'd offer both. Moreover, with the final completion on both B787 and B747-8 they have the capacity to do them both. B737MAX will not be a huge stretch either.
I am possessed of no solid information on these views which are based from avidly following the recent developments, and studying all I can find about Boeing development history. After all, derivatives are easier, and both the 777 and 787 are very modern FBW aircraft so have decent technology on which to base the new derivatives.
The combination of British Airways and Emirates, both seemingly avid 777X buyers, make that one seem to be a foregone conclusion anyway.
B777X and 787-10X will have different markets, so it's no surprise they'd offer both. Moreover, with the final completion on both B787 and B747-8 they have the capacity to do them both. B737MAX will not be a huge stretch either.
I am possessed of no solid information on these views which are based from avidly following the recent developments, and studying all I can find about Boeing development history. After all, derivatives are easier, and both the 777 and 787 are very modern FBW aircraft so have decent technology on which to base the new derivatives.
The combination of British Airways and Emirates, both seemingly avid 777X buyers, make that one seem to be a foregone conclusion anyway.
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"If launched under its current conceptual specifications, say those familiar with the details, the 777-9X would yield a 21% improvement in per-seat fuel burn and a 16% improvement a cash operating cost per-seat over today's 777-300ER. Such jumps in efficiency are more usually reserved for clean sheet aircraft, and simply put, the long-range twin would be Boeing's most efficient jetliner ever developed, even exceeding the conceptual performance of its 787-9 and -10X.
The 407-passenger, 76.48m (250ft 11in) long 777-9X, a four-frame stretch of the 777-300ER, would likely lead the new family. It would be powered by two General Electric GE9X engines, each providing 99,500lb of thrust, and have a maximum take-off weight (MTOW) of 344t (759,000lb)."
see 777X
The 407-passenger, 76.48m (250ft 11in) long 777-9X, a four-frame stretch of the 777-300ER, would likely lead the new family. It would be powered by two General Electric GE9X engines, each providing 99,500lb of thrust, and have a maximum take-off weight (MTOW) of 344t (759,000lb)."
see 777X
Last edited by Ian W; 3rd May 2013 at 23:44.
What amazes me is that they are touting a Lower installed thrust (99.5k vs 115) and Lower MTOW (344T vs 351) for the -9 vs the 300er.
The increased efficiency of the wing and over-all weight saving must be extrordinary.
'Course, makes one wonder what the airframe could do if you PUT 115k per side on it...
The increased efficiency of the wing and over-all weight saving must be extrordinary.
'Course, makes one wonder what the airframe could do if you PUT 115k per side on it...
