Celui là est intéressant à lire
Rien de news sauf une logique entre le 787_10 et le 777_8
Boeing is targeting a year-end board launch for its conceptual 777X, in time for a late decade service entry, said the company's commercial unit CEO, Jim Albaugh.
"We're working towards being in a position toward the end of this year to talk to our board. That's assuming the business case closes, that's assuming the technical trades are ones that close," says Albaugh, who was speaking at a press conference following the unveiling of Boeing's 1000th 777.
Boeing strategic goals for the decade including achieving parity between the re-engined 737 Max and Airbus A320neo along with making a signficant investment to further bolster its widebody family for the future.
Emirates leadership was briefed on the latest 777X studies earlier in the day, says Sheikh Ahmed bin Saeed Al Maktoum, chairman of Emirates.
"Our teams have been in dialogue with the Boeing team for some time now, it's really very interesting to see this new aircraft if it will come out. It would be an excellent aircraft to have in Emirates, he says.
The conceptual two-member family is seen as a 14,800km (8,000nm) 407-seat 777-9X and 353-seat 777-8X and potentially even a third model in an ultra long-range 777-8LX. The baseline -9X and -8X each grow the lengths of the existing 777-300ER and -200ER fuselages and add a 787-style composite wing, say those familiar with Boeing's studies.
The launch of the new 777 family would likely be done in conjunction with a 323-seat 787-10X, a stretch of the 787-9 due for service in 2014, and would more evenly spread Boeing's widebody product line from the 242-seat 787-8 to the 467-seat 747-8.
"Obviously you don't want to have airplanes on top of eachother. You want to have them spaced, and I think with the product line that we envision going forward over this next decade, we'll have about a 15% difference in seat count among the different models that we will probably go forward with," says Albaugh.
Albaugh declined to offer any details on the 777X's potential efficiency in comparison to the 777-300ER, but says it would be a "pretty significant improvement" and "I think that our customer base would be very interested in."
Rated at 99,500lbs with a 337cm (132.5in) fan for the baseline 407-seat 777-9X, giving the RB3025 a bypass ratio of 12:1.
The engine-maker says the current concept provides a low specific thrust and "excellent" propulsive efficiency, along with a 62:1 overall pressure ratio, which, if achieved, would be the highest OPR achieved in a commercial turbofan engine.
The engine builds off of the Trent 1000 and XWB engines, but Nuttall says the RB3025 is derived around its Advanced3 environmentally friendly engine (EFE) technology development programme, which includes a Trent 1000-derived core, lean-burn combustor, composite fan and advanced materials in the high pressure elements of the core.
Robust state-of-the art systems also help lower maintenance costs which, combined with the aircraft exceptional fuel efficiency, provides a seat-mile cost advantage of 25 percent compared with the Boeing 777, and around eight percent better compared with the 787. The A350 XWB's commonality in engines, systems and spare parts throughout the family helps reduce operating costs even further
Beochien a écrit:Merci Poncho !
Noté ce détail ... pour les largeurs aux coudes, c'est toute la forme du fuselage du B777, qui bougerait ...un chgt majeur, sur la cellule ... c'est cher et compliqué ça !
In the cabin, Boeing looks to remove 4in from the 777X by carving the sidewall and frame shape, accommodating a more comfortable 10-abreast economy arrangement and nine-abreast premium economy offering.
Admin a écrit:Alors là je ne m'inquiète pas pour -800
Juste que sont créneaux est aussi occupé par les 787-8 et -9 et les ventes de ce boeing ont comblé pour le moment une partie des besoin
En outre les contrats d'airbus permettent de passer d'un avion à l'autre dans une certaine limite (voir avec Frequent Traveller)
Et finalement, avec l'alourdissement du -1000 l'année dernière j'ai l'impression qu'Airbus pourra se permettre un nouvelle allongement tout en conservant un poids et une distance franchissable honnête (un peu comme le 787-10).
Et le -800 va trouver sa place
De toute manière à priori les besoins des cies dépassent les capa de prod d'Airbus et de Boeing .... donc !