Bonjour !
Vu par le Cousin !
Ou l'ami Jon Ostrower réapparait à l' ISTAT, evec des points de vue intéressants de ALC SUH,et Lufthansa, pour le B787-10,
Alors , lancera, lancera pas ... pour Farnborough !
Boeing a la réponse, mais 50% moins cher à exploiter qu'un A346, c'est gros !
Pas forcément faux d'ailleurs, si les prévisions d'entretien des B787, sont tenues , hum ... pas de blagues avec les dé-laminations , hein ..
------------- Le lien et un extrait de Flight Global et Jon Ostrower --------------
http://www.aviationweek.com/aw/generic/story.jsp?id=news/avd/2012/03/20/01.xml&headline=Analysts:%20Oil%20Prices,%20Aircraft%20Demand%20Will%20Crash&channel=comm
ISTAT 2012: Lufthansa, ALC vie to be 787-10X launch customer
By: Jon Ostrower Phoenix
After expressing interest in serving as the launch customer for Boeing's 787-10X, both Lufthansa and Air Lease Corp (ALC) are eager to bring the conceptual stretched aircraft into service.
Nico Buchholz, Lufthansa senior vice-president of corporate fleet, sees the aircraft as an ideal fit as the airframe structure is not over-optimised to fly farther than necessary for Lufthansa's route network.
The carrier has conducted extended evaluations of both the 280-seat 787-9 and 323-seat 787-10X to fill its approximately 200-to-300 seat fleet segment that is currently occupied by the Airbus A330-300, A340-300 and A340-600.
Boeing's newly-appointed senior vice-president of marketing, Mike Bair, says the 787-10X potentially provides a "absolutely astounding" improvement in performance, with 50% lower operating costs than the A340-600.
If Boeing moves ahead to "launch the airplane, we could be a definitive launch customer for the -10, in tandem with [ordering] some -9s. So that's in the oven," says Steven Udvar-Hazy, CEO of ALC.
Udvar-Hazy says it depends on "Boeing's ability to translate talk into a firm commitment to build the -10".
It will also depend on pressure from ALC for an additional 1.4-1.8t (3,000-4,000lb) maximum takeoff weight above the baseline 251t, which would add 400nm (740km) to the aircraft's range. This will "make a big difference" for some customers, he says.
The "simple stretch" of the 787-9, adding 5.5m (18ft) of fuselage, would create an aircraft capable of flying between 6,705nm to 6,745nm depending on the engine selection, say those familiar with the concept.
"It still serves probably 85% of the long-range routes and will have really good economics on seat mile costs and more cargo with the stretch both in front of and in the back of the wing," says Udvar-Hazy.
The launch of the -10X could be paired with a 353-to-407 seat 777X concept at the end of the year, says Udvar-Hazy, who believes that a service entry of the third 787 model would occur before the 777 revamp.
"The issue that we are looking at is exactly when in the production cycle should we put this into the line." says Bair.
"We're looking at maturity in rate ramp-up on the current [787-8] and how we're going to balance that against the introduction of the -9. When we're comfortable we've got an industrialisation plan that works, the [787-10X] itself is pretty obvious."
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par Poncho (Admin) Mer 7 Mar 2012 - 9:57
, la version lourde , 3-4 ans !
?? 