Karen Walker
A fundamental difference in the analysis of the market for very large civil aircraft separates Boeing and Airbus Industrie.
The Seattle team simply does not believe there is a market big enough to support a programme for an aircraft bigger than the 747-400.
"As the world continues to open its skies, the key trend we see is for airlines to offer more non-stop flights between more cities, both within individual regions and in intercontinental markets," says Randy Baseler, vice-president marketing, Boeing Commercial Airplanes Group. "It's no surprise that our detailed market-by-market assessment shows a demand for a small number of airplanes in the larger than 747-400 segment.
"Today, given the financial risks to the whole industry, Boeing has no plans to produce an all-new airplane sized relative to the A3XX."
Part of the Boeing strategy for meeting the expected demand for city to city aircraft is the rounding out of the 777 family of aircraft with the launch of the -200X and -300X.
The 777-200X would replace the 777-200ER as the world's longest range commercial aircraft, flying 8,825nm (16,328km). The aircraft will take 301 passengers in three class layout. The 777-300X, with a range of 7,230nm (13,377km), is designed as a replacement for early 747s, providing comparable capacity with twin-engine economics. The aircraft will have seating for 359 passengers in three classes.
Boeing made the 777 derivatives its number one product development but securing enough launch orders has proved tough.
One unpopular aspect of the 777X has been the exclusive engine deal Boeing forged with General Electric to offer the GE90 only. The GE90 has not proved a popular choice on other 777s; airlines have opted either for the Pratt & Whitney PW4000 or the Rolls-Royce Trent 800.
Airlines, ever-aware of the potential for savings through commonality, point out that if they buy the 777X, they could be forced to use two different engines on one family of aircraft.
The 777X versions offer the prospect of flights of 14-18h, so one of the design issues was the creation of crew rest areas.
Boeing designers have used the space above the cabin. The pilot rest area will be located near the flight deck, accessed via a stairway up to two sleeping bunks and two business-class seats. Flight crew will have a special unit further aft, containing two business-class seats and between four and 11 sleeping.
Source: Flight Daily News
