Ryanair's planned 400 single-aisle airliner order to result in GTF-engined versions of B737 and A320?

Ryanair B737-800, just one of the many in the solely 737 Ryanair fleet

The Financial Times has reported that Ryanair is planning to order 300 to 400 single-aisle airplanes within the next 18-24 months for delivery between 2012 and 2017.

Pratt & Whitney PurePower PW1000G in B747 tests

This large potential order may provide Boeing and Airbus the impetus to come out with new iterations for their respective single-aisle airplanes, the B737 and A320, respectively. If ever that will be decided on by the two airliner companies, high on their agenda will surely be the possible use of the GTF powerplant from Pratt & Whitney, now called the PurePower PW1000G. The PurePower PW1000G has already been selected for the 2 planned airliners, the Bombardier CSeries and the Mitsubishi Regional Jet (MRJ). The powerplant has been flight tested in a B747-400 and in an A340 airliner as part of its test regime.

Bombardier CSeries

Mitsubishi Regional Jet (MRJ)

If ever the Pratt & Whitney PurePower PW1000G GTF powerplant will be used on either the B737 or A320, it has to be uprated to higher thrust ratings as these two planes are heavier than the Bombardier’s CSeries and the Mitsubishi Regional Jet (MRJ).

A320 taking off

For the new iterations of the B737 and A320, Boeing and Airbus can also use new technologies developed in their B787 and A350 programs. These can include

1. Composite materials

2. Electric and electronic systems

3. Flight planning

4. New seat designs

5. Entertainment systems

6. Some aerodynamic profiling

7. Others

Such a development trigerred by a Ryanair order will benefit the whole airline industry as it will offer lower cost alternatives.

ApproSys Solution to 787 Window Problem

The 787 design is based on connecting together composite fuselage barrels from different factories worldwide. In the areas where the barrels are connected, no passenger windows can be installed due to the structural connections between fuselage barrels. This will result in passenger rows where there will be no natural visual access of passengers seated in those rows.

Appropriate Systems (www.ApproSys.com) has a simple solution to this problem that will not entail much weight and redesign.

This solution entails the fitting of an LCD screen connected to several external cameras, to the window area of the passenger row. The LCD screen will have controls for dimming, choice of view, and zoom, among others. This virtual window will approximate the views of a natural window, and have features that a natural window does not have - choice of view, zoom, PC monitor, etc.

This system can also be connected to the Net and entertainment system of the 787. It can be the precursor of a BWB virtual window system, and a Virtual Cockpit System.

©ApproSys 2008

777NG To Continue Dominance

Today, the Boeing 777 series is on Top of its Game - the B777-300ER, B777-200 LR, and B777F.

B777-300ER

The B777-300ER has basically a lock-in in its market segment. It has locked out Airbus' A-340 in this segment. The A-340 production line has basically ground to a halt, a victim of the B777 twin-engine efficiency and high fuel costs. The B777-300ER has also become a favorite B-747 replacement in many routes.

B777-300ER

In the Long Range derby, the B777-200LR has also vanquished the Airbus A-340-500, because again of the B777 twin-engine efficiency and high fuel costs.

B777-200LR

The new B777F is soon to go on commercial service with no competitors in its segment aside from maybe the significantly smaller A-330F that have yet to start assembly. Air France will be the launch customer.

B777F

The Boeing 777 series will stay on top of its game until the Airbus A-350XWB will start flying maybe in 5 years. Then, the B777-200 series on the low end will come under great pressure.

How will the Boeing 777 series cope with this threat?

For a B777NG, my 2 cents are:

1. Increase passenger count while maintaining range to lower seat-mile cost.

2. Increase engine efficiency and weight reduction using 787 technology.

3. Aerodynamic tweaks to reduce drag.

4. A new lighter and more efficient composite wing that can also be used later on a B777 replacement, assuming BWB design will not be used for this.

5. Use the B777 attic to increase passenger count.

6. Semi-virtual cockpit in the attic area to increase passenger count.

7. Two pilot concept to reduce pilot cost - UAV pilot technology assisting a human pilot.

8. Production process enhancements.

With a comparable seat-mile cost as the new A-350XWB but with a higher seat count and more spacious seating, the B777NG can hold the challenge until the B7107, the B777 replacement, comes on line.