.
1. Composite barrel construction for easier and lower cost production, together with weight advantages.
2. Single aisle for better aerodynamics.
3. Improved seats and seating configuration to reduce weight and improve speed of passenger loading.
4. Study UAV technology-enhanced single pilot to reduce pilot requirements while maintaining safety levels.
5. Geared turbofan engines, with engine placement optimized for later open rotor option.
6. Ramp to ramp time minimization using Infotech to increase utilization rates.
7. Cargo loading automation.
Friday, January 28, 2011
Tuesday, January 4, 2011
747-8 Intercontinental versus A380
.
The 747-8 Intercontinental is structurally more efficient than the A380 based on empty weight per passenger.
Boeing completes body join on first 747-8 Intercontinental
The 747-8 Intercontinental has newer wings
747-8 in final assembly in Everett
The 747-8 Intercontinental has newer engines
GEnx engines installed on the first Boeing 747-8 Intercontinental
The 747-8 Intercontinental has newer avionics
The 747-8 Intercontinental occupies a different passenger capacity niche between the 777-300ER and the A380
Boeing will put it to commercial service by 2012 after a long flight test period marred by delays caused by enginners being reassigned to the 787 program and the usual surprises in tests.
It will be a successful and profitable plane by 2025 after 200 orders and deliveries. It will remain the largest commercial freighter and monopolize this sector.
How about the A380?
Qantas A380 in Hamburg with Beluga in background
It will also be a successful airliner with 400 deliveries in 20 years. Its profitability is doubtful within the same 20 year period but will be at the end of its production.
For the A380 to be optimized, its fuselage has to be extended to fully utilize its large wing size. This can only be done if the first version will be profitable.
And then the Blended Body Wings will start coming, maybe with the 777 replacement.
(pictures copyright of the owners)
The 747-8 Intercontinental is structurally more efficient than the A380 based on empty weight per passenger.
Boeing completes body join on first 747-8 IntercontinentalThe 747-8 Intercontinental has newer wings
747-8 in final assembly in EverettThe 747-8 Intercontinental has newer engines
GEnx engines installed on the first Boeing 747-8 IntercontinentalThe 747-8 Intercontinental has newer avionics
The 747-8 Intercontinental occupies a different passenger capacity niche between the 777-300ER and the A380
Boeing will put it to commercial service by 2012 after a long flight test period marred by delays caused by enginners being reassigned to the 787 program and the usual surprises in tests.
It will be a successful and profitable plane by 2025 after 200 orders and deliveries. It will remain the largest commercial freighter and monopolize this sector.
How about the A380?
Qantas A380 in Hamburg with Beluga in backgroundIt will also be a successful airliner with 400 deliveries in 20 years. Its profitability is doubtful within the same 20 year period but will be at the end of its production.
For the A380 to be optimized, its fuselage has to be extended to fully utilize its large wing size. This can only be done if the first version will be profitable.
And then the Blended Body Wings will start coming, maybe with the 777 replacement.
(pictures copyright of the owners)
Friday, December 3, 2010
A320NEO - Still a paper airliner
.
2016 - That is a long way off, 5 years at least.
For the stated modifications, that's a long time for a major airliner manufacturer such as Airbus. It begs the idea that, as of now, it is just a positioning stunt by Airbus. To keep off-balanced Boeing, Bombardier, Comac, Embraer and Irkut.
A320NEO
In 'A320neo kills business case for CSeries: Leahy'
http://www.flightglobal.com/articles/2010/12/01/350389/a320neo-kills-business-case-for-cseries-leahy.html
Airbus' Mr. Leahy said "There is virtually no business case left for the CSeries. It has the same number of seats, we have a wider fuselage, the fuel burn is similar and we offer 1,200nm [2,200km] more range."
Let's study the points:
1. It has the same number of seats - only the A318 version is similar, it's not selling well, and suffers from weight penalties due to shrink. Score 1 for the CSeries.
2. We have a wider fuselage - because it sits 6 abreast compared to the CSeries' 5 abreast. The CSeries will have a better seat width because of this, and also better drag coefficient. Score 2 for the CSeries.
3. Fuel burn is similar - admitedly fuel cost is very important but the A319NEO will still be much heavier than the Ceries. Let's put this at draw, still CSeries at 2 point advantage.
4. 1,200nm [2,200km] more range - this is good for those who need the range but CSeries will trump the A319 within its range parameters. Let's put this again at draw, still CSeries at 2 point advantage.
CSeries at 2 point advantage based on Mr. Leahy's parameters.
CSeries
It gets better for the CSeries, since the A320NEO validates the Pratt & Whitney GTF engine line. Maybe Qatar Airways will now order the CSeries.
The CSeries, if it enters commercial operations, will be the best in its class for at least 7 years. It may also become the best MD-80 replacement, thousands of which is in operation.
As for Boeing, it will need to make the B737's operating efficiency at least within 5 % points of the A320NEO if it does not offer a B737 replacement within the same period.
Ultimately, Airbus will sell a lot of A320NEO's. but will it maintain its market share in the single aisle sector against the CSeries, B737, C919, and MS21? As the Chinese say, we are in interesting times in the single aisle sector.
2016 - That is a long way off, 5 years at least.
For the stated modifications, that's a long time for a major airliner manufacturer such as Airbus. It begs the idea that, as of now, it is just a positioning stunt by Airbus. To keep off-balanced Boeing, Bombardier, Comac, Embraer and Irkut.
A320NEOIn 'A320neo kills business case for CSeries: Leahy'
http://www.flightglobal.com/articles/2010/12/01/350389/a320neo-kills-business-case-for-cseries-leahy.html
Airbus' Mr. Leahy said "There is virtually no business case left for the CSeries. It has the same number of seats, we have a wider fuselage, the fuel burn is similar and we offer 1,200nm [2,200km] more range."
Let's study the points:
1. It has the same number of seats - only the A318 version is similar, it's not selling well, and suffers from weight penalties due to shrink. Score 1 for the CSeries.
2. We have a wider fuselage - because it sits 6 abreast compared to the CSeries' 5 abreast. The CSeries will have a better seat width because of this, and also better drag coefficient. Score 2 for the CSeries.
3. Fuel burn is similar - admitedly fuel cost is very important but the A319NEO will still be much heavier than the Ceries. Let's put this at draw, still CSeries at 2 point advantage.
4. 1,200nm [2,200km] more range - this is good for those who need the range but CSeries will trump the A319 within its range parameters. Let's put this again at draw, still CSeries at 2 point advantage.
CSeries at 2 point advantage based on Mr. Leahy's parameters.
CSeriesIt gets better for the CSeries, since the A320NEO validates the Pratt & Whitney GTF engine line. Maybe Qatar Airways will now order the CSeries.
The CSeries, if it enters commercial operations, will be the best in its class for at least 7 years. It may also become the best MD-80 replacement, thousands of which is in operation.
As for Boeing, it will need to make the B737's operating efficiency at least within 5 % points of the A320NEO if it does not offer a B737 replacement within the same period.
Ultimately, Airbus will sell a lot of A320NEO's. but will it maintain its market share in the single aisle sector against the CSeries, B737, C919, and MS21? As the Chinese say, we are in interesting times in the single aisle sector.
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