Suitability of 787 as 777-200ER/-300ER replacement, 787-11X?
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From: netherlands
Suitability of 787 as 777-200ER/-300ER replacement, 787-11X?
In the 300-350 seat segment Boeing promotes the 787-10 and the 777-8.
The 777-8 will probably have excellent payload-range performance, able to fly over 9000NM. At a costs, it will probably be 25t-30t heavier (OEW) than the same sized 350-1000. The 787-10 seems best suitable for flights up to 5000NM.
Biggest reason for this is the size of the 787 wing. Optimized for the 787-8, enhanced for the 787-9, it leads to high wingloads and fuel capacity limitations on the 787-10.
In my opinion, it is therefore likely that, in time, Boeing well develop a new bigger wing for the 787, enabling bigger improved engines too.
Kaktus Digital - Boeing 787-11X
Two versions, a 787-10 sized and an -11x stretch variant would offer better direct competition to the A350XWB, which took over many 777-200ER/300ER operators, like BA, LH, AF, UA, AA, DL, CX, SQ and JAL.
Kaktusdigital made some great artist impressions.
The 777-8 will probably have excellent payload-range performance, able to fly over 9000NM. At a costs, it will probably be 25t-30t heavier (OEW) than the same sized 350-1000. The 787-10 seems best suitable for flights up to 5000NM.
Biggest reason for this is the size of the 787 wing. Optimized for the 787-8, enhanced for the 787-9, it leads to high wingloads and fuel capacity limitations on the 787-10.
In my opinion, it is therefore likely that, in time, Boeing well develop a new bigger wing for the 787, enabling bigger improved engines too.
Kaktus Digital - Boeing 787-11X
Two versions, a 787-10 sized and an -11x stretch variant would offer better direct competition to the A350XWB, which took over many 777-200ER/300ER operators, like BA, LH, AF, UA, AA, DL, CX, SQ and JAL.
Kaktusdigital made some great artist impressions.
Joined: Jun 2008
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From: San Jose, Costa Rica
That is why the 777x is on the pipe. As far as I remember, Boeing has some machinery ready for CFRP fuselages for the 777x including other parts for the wings and such...other machinery is on development in Renton...Dry CFRP processes will be used (no autoclave)
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Joined: Oct 2007
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From: netherlands
I guess the point is, that Boeing IMO will sooner or later have to create a serious 300-350 seat 8000NM competitor. The 777-8i seems to become a heavy, expensive niche ultra long haul aircraft.
The 787-10 will be very efficient but doesn't have the payload-range needed to fly from hot Asian runways to Europe and the US.
It is reflected in Airbus taking over most 777 operators over the last few years.
Boeing will be the last to admit, but they seem to have lost the center of the big twin segment to Airbus.
The 787-10 will be very efficient but doesn't have the payload-range needed to fly from hot Asian runways to Europe and the US.
It is reflected in Airbus taking over most 777 operators over the last few years.
Boeing will be the last to admit, but they seem to have lost the center of the big twin segment to Airbus.
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From: netherlands
Airbus Launching A350-8000 this summer
It seems Airbus is launching a stretch A350-1000 this summer. To reduce the gap between the A350-1000 and A380-800 a bit.
Probably giving in at payload-range a 10t MTOW increase is expected..+40 seats.
Exclusive - Airbus touts 400-seat 'A350-8000' jetliner | Reuters
It seems this higher MTOW decision was taken in 2010 already when they decided to give the -1000 a bigger wing, new landing gear and up a new to 100klbs RR XWB engine version.
Probably giving in at payload-range a 10t MTOW increase is expected..+40 seats.
Exclusive - Airbus touts 400-seat 'A350-8000' jetliner | Reuters
It seems this higher MTOW decision was taken in 2010 already when they decided to give the -1000 a bigger wing, new landing gear and up a new to 100klbs RR XWB engine version.
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Joined: Oct 2007
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From: netherlands
Turin, it seems Boeing highly values grandfathering rights while certifying new versions of their aircraft types. E.g. the 737MAX certification is for a good part based on changes to the original 737 Type Certificate.
Point of the discussion is the enormous 777-9 will no doubt be a good machine, but hardly a 300-350 seat 777-200ER replacement. The 777-8 seems neither because of its high weight and the 787-10 will no doubt be very efficient up to 5000NM real world flights, but have weak from Asia long haul potential.
A 350 seat 8000NM capable 787 might be needed to counter more 777 operators switching to A350s
Point of the discussion is the enormous 777-9 will no doubt be a good machine, but hardly a 300-350 seat 777-200ER replacement. The 777-8 seems neither because of its high weight and the 787-10 will no doubt be very efficient up to 5000NM real world flights, but have weak from Asia long haul potential.
A 350 seat 8000NM capable 787 might be needed to counter more 777 operators switching to A350s
