Boeing 777 famille

Boeing reaffirms mid-year target for 737 decision

Boeing has restated its aim of announcing its plans for the 737 - whether to re-engine or to go for a completely new, clean-sheet design - by the middle of the year.
However, according to John Tracy, Boeing's chief technology officer, the decision will be guided by the availability of engineering resources, given the potential demands from a 777 update and the development of derivatives of the 787.
Whether a new single-aisle family will find more demand than an updated version of the 777 is the "big question" being discussed at the company, says Tracy.
The 777 will face a certain amount of competition once the A350-1000 enters service. Boeing is considering replacing the 777's aluminium wing with a composite structure as one option to update it, but has also contemplated a completely new design.
Meanwhile, in the narrowbody segment, pressure is mounting on Boeing to respond to the challenge posed by the Airbus A320neo, which has gathered more than 330 orders since its launch in December.
Summing up the challenge, Tracy says: "We are pretty much committed not to have two major development programmes going on simultaneously, [and] to get the right people on the right job at the right time."
The future single-aisle strategy will therefore be determined by the "firing order" of different new models. These include further development of the 777 and 787 derivatives, such as the stretched 787-9 that is due to enter service in 2013.
Tracy adds that the 777's future will be revealed "soon after" determining the strategy for the 737, indicating a decision on the large twinjet in the second half of this year.

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Unlike Airbus, which maintains that "game-changing" technology for a next-generation narrowbody aircraft will not be available until around 2025-30 - particularly with regard to the propulsion system - Boeing takes a more sanguine view of the pace of technological advancement.
Tracy believes that the development of new technology would not be the main hurdle for a clean-sheet aircraft programme, he says. Unsurprisingly, Tracy dismisses Airbus's view on the apparent lack of maturity of advanced engineering. "I am a technologist, so I am never going to say that technology is going to limit us," he says.
It is not clear whether a brand-new single-aisle aircraft would follow the 787's lead and have one or both of the fuselage and wing made from composite, or whether it would stick with an all-metal construction. Tracy confirms that Boeing is looking at advanced metals, such as aluminium-lithium alloy, and composites.
Aside from achieving traditional aerospace objectives, such as lower weight, greater strength, better fatigue life characteristics - and in the case of engine components, higher temperature resistance - the construction material for a new aircraft must ensure ease and speed of manufacturing.
This is crucial for the high-rate production of single-aisle aircraft. Boeing plans to increase its monthly 737 output from the current level of 31.5 to 38 aircraft by the second quarter of 2013 and will consider taking this beyond 40 in future (just shy of the Airbus's planned rate of 44 on its A320 line).
The monthly 787 production rate, on the other hand, is to rise from the present two aircraft to two-and-a-half by mid-2010, reaching 10 aircraft in 2013.
Tracy signals that the time required for composite construction, as employed on the 787, would pose a challenge for a narrowbody jet, suggesting that a metal-based design is more likely.
"The composite manufacturing process today requires one to lay down material with some sort of machine and then put it into an autoclave to cure it. That takes a lot of time Can you get enough of those [production] machines in the right place at the right time or is some other approach that we need for a more rapid manufacture? Is the advantage we get with composites outweighed by the additional time to manufacture them?"
He adds that Boeing is investigating alternative technologies "to see if we can eliminate some of those manufacturing constraints".
Another challenge in developing a next-generation narrowbody will be to determine its optimum size. As with the 737 and A320 families, a new design will lead to a baseline model that can be stretched or shrunk for different capacity and performance demands.
However, especially with the smallest 737-600 and A318 models failing to generate significant sales, and Bombardier's Cseries entering the market at the lower capacity end, there have been questions whether the 737/A320 families straddle too wide a range. Critics suggest that a better course of action would be to develop two separate aircraft.
Tracy disagrees with that analysis, but believes that a slightly larger aircraft will be the preferred option. "I think it will be a similar pattern with a base model that covers a [capacity] range," he says. "There is a good chance that range will be shifted up a little bit."

Jeannot a écrit:Boeing réaffirme son intnetion de prendre une décision sur le 737 pour le milieu de l'anné

Boeing reaffirms mid-year target for 737 decision

Boeing has restated its aim of announcing its plans for the 737 - whether to re-engine or to go for a completely new, clean-sheet design - by the middle of the year.

However, according to John Tracy, Boeing's chief technology officer, the decision will be guided by the availability of engineering resources,....

........given the potential demands from a 777 update and the development of derivatives of the 787.

Whether a new single-aisle family will find more demand than an updated version of the 777 is the "big question" being discussed at the company, says Tracy.
The 777 will face a certain amount of competition once the A350-1000 enters service. Boeing is considering replacing the 777's aluminium wing with a composite structure as one option to update it, but has also contemplated a completely new design.

Meanwhile, in the narrowbody segment, pressure is mounting on Boeing to respond to the challenge posed by the Airbus A320neo, which has gathered more than 330 orders since its launch in December.

Summing up the challenge, Tracy says: "We are pretty much committed not to have two major development programmes going on simultaneously, [and] to get the right people on the right job at the right time."

The future single-aisle strategy will therefore be determined by the "firing order" of different new models. These include further development of the 777 and 787 derivatives, such as the stretched 787-9 that is due to enter service in 2013.
Tracy adds that the 777's future will be revealed "soon after" determining the strategy for the 737, indicating a decision on the large twinjet in the second half of this year.

Unlike Airbus, which maintains that "game-changing" technology for a next-generation narrowbody aircraft will not be available until around 2025-30 - particularly with regard to the propulsion system - Boeing takes a more sanguine view of the pace of technological advancement.

Tracy believes that the development of new technology would not be the main hurdle for a clean-sheet aircraft programme, he says. Unsurprisingly, Tracy dismisses Airbus's view on the apparent lack of maturity of advanced engineering. "I am a technologist, so I am never going to say that technology is going to limit us," he says.
It is not clear whether a brand-new single-aisle aircraft would follow the 787's lead and have one or both of the fuselage and wing made from composite, or whether it would stick with an all-metal construction. Tracy confirms that Boeing is looking at advanced metals, such as aluminium-lithium alloy, and composites.

Aside from achieving traditional aerospace objectives, such as lower weight, greater strength, better fatigue life characteristics - and in the case of engine components, higher temperature resistance - the construction material for a new aircraft must ensure ease and speed of manufacturing.

This is crucial for the high-rate production of single-aisle aircraft. Boeing plans to increase its monthly 737 output from the current level of 31.5 to 38 aircraft by the second quarter of 2013 and will consider taking this beyond 40 in future (just shy of the Airbus's planned rate of 44 on its A320 line).

The monthly 787 production rate, on the other hand, is to rise from the present two aircraft to two-and-a-half by mid-2010, reaching 10 aircraft in 2013.

Tracy signals that the time required for composite construction, as employed on the 787, would pose a challenge for a narrowbody jet, suggesting that a metal-based design is more likely.

"The composite manufacturing process today requires one to lay down material with some sort of machine and then put it into an autoclave to cure it. That takes a lot of time Can you get enough of those [production] machines in the right place at the right time or is some other approach that we need for a more rapid manufacture? Is the advantage we get with composites outweighed by the additional time to manufacture them?"

He adds that Boeing is investigating alternative technologies "to see if we can eliminate some of those manufacturing constraints".

Another challenge in developing a next-generation narrowbody will be to determine its optimum size. As with the 737 and A320 families, a new design will lead to a baseline model that can be stretched or shrunk for different capacity and performance demands.

However, especially with the smallest 737-600 and A318 models failing to generate significant sales, and Bombardier's Cseries entering the market at the lower capacity end, there have been questions whether the 737/A320 families straddle too wide a range. Critics suggest that a better course of action would be to develop two separate aircraft.

Jeannot a écrit:Et une nouvelle donne dans la partie de poker...

Jeannot a écrit: On apprend que Cathay doit signer pour 14 nouveaux 777-300er. Boeing espérait placer ses 747-8 et pour finir cela semble être du 777. Airbus visait le 380 mais... bon. Sans doute un problème de délai de livraison.

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Pour ce qui est du B747-8,..... Cathay n'a jamais voulu la version -8I ! Jamais ! Seul la variante -8F l'a intéressé !

Jeannot a écrit:Précision sur l'évolution de la flotte d'Air Astana

Air Astana mulls 767-300ER order as it awaits 787

Kazakhstan's Air Astana is in talks with Boeing to order up to six new 767-300ERs for a 2013-2014 delivery, President Peter Foster told ATW in Almaty. Foster said the aircraft could serve as an interim solution as it awaits the 787, the first of which it now does not expect to receive until 2019 owing to the program's multiple delays .

KC's MOU for three 787s plus three options, signed in January 2008, is "inactive" but has not been canceled, Foster said .

The MOU called for KC to receive its first Dreamliner in 2014 or 2015.

KC's fleet comprises four 757-200s, two 767-300ERs, one Airbus A319, seven A320s, two A321s, five F50s and one Embraer E-190. The four 757s are on leases that will expire in 2012 but be extended to 2014, Foster said, noting the carrier will add a fifth 757 this year.
KC was scheduled to take delivery of the first of six E-190s on Saturday. Two E-190s will be leased from ILFC and two from Air Lease Corp. The carrier will have three E-190s in operation this year, with three more to come in 2012. The E-190s will be deployed on regional routes from ALA to Samara or Tbilisi from June 3.
The first of six new A320 family aircraft—an A321—will be delivered in November 2012, followed by a second delivery in December 2012. Four new A320s will join KC's fleet in 2013, replacing older aircraft. Five Fokker F50s will be phased out by 2012, said Foster.

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Friday, January 04, 2008 Air Astana order for Rolls Royce Trent 1000 engines to power three Boeing 787-8 Dreamliners with options on another three jetliners. The engine contract was valued at $90 million with first deliveries due in 2016. The deal was announced on January 4, 2008.

Korean Air has placed a firm order with [Vous devez être inscrit et connecté pour voir ce lien] for five additional [Vous devez être inscrit et connecté pour voir ce lien]-200s, and plans to order two [Vous devez être inscrit et connecté pour voir ce lien]-300ERs.
The A330s will be powered by [Vous devez être inscrit et connecté pour voir ce lien] engines.
In a regulatory filing, the carrier gave an investment figure of $1.57 billion.
Korean posted a net profit of 282 billion won ($263.1 million) in the first quarter, compared with 189 billion won in the same period last year.

Pour le B777-300ER, il ne fallait pas croire que Korean Air eût pu commander des A350-XWB -1000 !

• surtout des moteurs GEnx pour sa commande ferme de 30 avions B787 + 30 options, car jusqu'ici le document signé avec GE est un MoU et non pas une commande ferme, .....
  
• et, peut-être, pour la même raison (MoU à transformer en cde. ferme) d'un petit paquet de moteurs GE90-115B ou -110B, pour les B777-300ER & -200LR commandés plus récemment.
  

Me trompé-je, ou est-ce que mon impression est juste ?

Buckingham: Boeing mulls 777 upgrade, 787-10

Boeing is considering a major upgrade or replacement for the 777 as well as the launch of the 787-10, according to a Buckingham Research Group report issued after Boeing Capital Corp.'s investor conference last week.
"Upgrade options [for the 777] include a new composite wing, a composite fuselage, upgraded avionics, and new engines," said New York-based Buckingham. According to the firm, Boeing is looking at a 2020 timeframe for a 777 upgrade as it believes Airbus will be delayed in delivering the A350-1000.
"In designing the A350, Airbus ceded the 787-8 market to Boeing, [instead designing] the A350-800 to compete against the 787-9, and [designing] the A350-900 to compete against the 777-200ER," Buckingham stated. "But in designing the A350 to compete against the 787 initially, Airbus limited its ability to compete against the 777 ... Consequently, the A350-1000 requires a new engine (which doesn't exist yet) and significant performance improvements to compete against the 777-300ER."
Another advantage that Buckingham sees for Boeing is that the A350-1000 seats nine abreast versus 10 for the 777. "Boeing has time to consider its options given likely A350-1000 program delays from the need for a new engine and because the 777 will likely be a competitive aircraft for some time," it said.
Buckingham noted that Boeing views the 787-10 as "an A330-300 killer." It added, "We believe this aircraft is meant to compete with the A330-300 by offering a comparable seat capacity with 15%-20% lower operating cost."

Jeannot a écrit:Buckingham : Boeing envisage une évolution du 777 et le 787-10

Buckingham: Boeing mulls 777 upgrade, 787-10

Boeing is considering a major upgrade or replacement for the 777 as well as the launch of the 787-10, according to a Buckingham Research Group report issued after Boeing Capital Corp.'s investor conference last week.

"Upgrade options [for the 777] include a new composite wing, a composite fuselage, upgraded avionics, and new engines," said New York-based Buckingham. According to the firm, Boeing is looking at a 2020 timeframe for a 777 upgrade as it believes Airbus will be delayed in delivering the A350-1000.

"In designing the A350, Airbus ceded the 787-8 market to Boeing, [instead designing] the A350-800 to compete against the 787-9, and [designing] the A350-900 to compete against the 777-200ER,"

Buckingham stated. "But in designing the A350 to compete against the 787 initially, Airbus limited its ability to compete against the 777 ... Consequently, the A350-1000 requires a new engine (which doesn't exist yet) and significant performance improvements to compete against the 777-300ER."

Another advantage that Buckingham sees for Boeing is that the A350-1000 seats nine abreast versus 10 for the 777. "Boeing has time to consider its options given likely A350-1000 program delays from the need for a new engine and because the 777 will likely be a competitive aircraft for some time," it said.

Buckingham noted that Boeing views the 787-10 as "an A330-300 killer." It added, "We believe this aircraft is meant to compete with the A330-300 by offering a comparable seat capacity with 15%-20% lower operating cost."

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Forumiste d'ailleurs a écrit:
Boeing sees demand for bigger 787

He (Carson)said some would-be customers want as many as 425 seats and a plane that can fly perhaps 5,000 miles, while others are looking for 380 seats as long as it can fly 7,500 miles.

Carson said Boeing was looking at building what he called a "simple" stretch for the 787-10, suggesting one approach would be to take the 787-9 and extend its fuselage while retaining the same wing, engines and landing gear.

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boeing va peut-être réagir ?..l'A350 XWB leur mets sur la défensive ....

Sevrien a écrit: Bien sûr, Boeing est sur la défensive !
Carson peut dire ce qu'il veut ! Nous avons fait toutes les analyses ! S'il fait un "simple stretch, Boeing n'arrivera jamais à 380 ou 425 passagers, config. std. 3 classes, normes confort spacieuses, ... avec la même aile et les mêmes moteurs ! Ce n'est pas vrai ! Là, on parle d'un nouvel avion, n'ayant aucune vraie "commonality" avec les B787 actuels ('trop petits') !

Il s'agirait plutôt d'un nouveau B777, ou, comme je l'appelle, un Super-bi de 400 à 420 places (tout compoosite) ! Boeing, et encore moins les BCL, ne peut nier l'évidence !

OK, .. si quelqu'un veut pinailler, il s'agirait d'un Super-Bi, 375 à 425 places ! Mais, Boeing aurait intérêt à le faire comme une entrée de gamme à 410-420 places environ, remplaçant simultanément les B777-300ER (déjà en état de mort lente, malgré les récentes commandes ; je ferai un post pour expliquer ces commandes récentes, du style Cathay , Emirates et Qatar), et le concept B747-8I, que personne ne veut vraiment !

Cela metrrait la pression sur Airbus (son A350-XWB-1000), et ouvrirait la voie vers un "stretch" Boeing à 480-490 places, gardant la pression sur Airbus, .. pour le plus grand bien de l'aviation civile, dans les longs courriers / gros-porteurs !

Si Boeing parle d'un avion ne se vendant qu'à 200 exemplaires environ, .. cela veut dire qu'il est en train de se laisser avoir par sa vieille tare traditionnelle, qu'est le fait de lorgner sur une exclusivité moteur. RR pourrait réaliser l'affaire les yeux fermés ! Mais, comme d'habitude, Boeing cherchera d'abord à aller vers GE ! La 'prima donna' n'a pas encore rentabilsé son investissment sur B777-300ER /-200LR et GE90-115B /-110B !

On n' empêche pas un vieu singe de répéter ses erreurs ! Mais cela ne se passera pas comme ça ! Tout le monde sait que c'est GE qui a la grande difficulté à réaliser les poussées requises, en conformité avec le cahier des charges, soit à partir d'un "same bill of materials" ! Personne ne va lui faire de cadeau !

Là, les conseillers de Tim CLARK d'Emirates, notamment les ingénieurs Conseils (moteurs) indépendants, ont vu juste !

Et puis, il y a le problème du poids excédentaire très important, sur le plan proportionnel (4.4%?), du B787-9, qui est la plate-forme que Boeing envisage de "stretcher" : 14,000 lbs / 6.4 tonnes de surpoids, au niveau du "Net Operating Empty Weight !" (NB : Sèvrien : chiffre que nous avions indiqué vers la fin de 2006 ! ).

Où est Lightweight ? Où sont les dires de dupont ? Aile optimisée pour fuselage et moteur ? On n'a toujours pas répondu à ma question simple : "Comment l'aile peut-elle être optimisée pour un fuselage ayant du surpoids ?" Maintenant qu'il est annoncé par ILFC (qui a tout de même commandé 74 x B787 ! ), à 6.4 tonnes sur un "Net Operating Empty Weight " que Lightweight avait estimé à 145 tonnes, me semble-t-il ? 4.4% !

Que'est-ce que cela implique pour le B787-10 ?

Déjà, l'argument / l'attitude de Carson est défaitiste pour la distance franchissable ! Tout le monde sait que la norme "rule of thumb" ou "zone " ou "ball-park" / 'règle standard approximative', ou 'zone' est spontanément 8,000 NM (14,800 à 14,900 kms.) pour un gros porteur, long courrier (je ne parle pas de "ultra-long-courrier ! ).

Et ici on parle de 5,000 miles (425 pax) et 7,500 miles (380 PAX) ! Eh, oui, ... comme disait Randy BASELER, ... "we may decide to sacrifice range" Oui, ...oui ! Sacrifier la distance franchissable !

Et qui achète ? On aura déjà perdu Cathay, BA, Emirates, Qantas & Qatar, et peut-être même KLM / AF. Et Boeing n'arrivera pas à convaincre LHA !

Et si Boeing parlait de miles et non pas de NM (nautical miles), ... cela signifierait que :
-- 5,000 miles = 8,000 kms. (moins que les 10,500 kms des A330-300)
-- 7,500 miles = 12,000kms (moins que les 12,500 kms des A330-200) !
-------------------

Pour mémoire :
-- 5,000 NM = 9,300 kms.
-- 7,500 nm = 13,950 kms.
----------------

Qu'est-ce que Boeing nous raconte là ?

Sur la défensive ? C'est bien pire ! Il a besoin de "sort out his thinking " ! Il faut qu'il arrive à démêler les chevaux ! C'est un sac de noeuds dans sa tête ! Là, il ne fait pas semblant ! Ou il doit parler aux mauvais clients !

Quel cirque ! Et le Forum ne réagit pas ?

Boeing sait faire mieux que ça ! Il y a surement un certain désarroi dans l'air ! L'aviation civile a intérêt à ce que Boeing commence à penser plus clairement, et qu'il reconnaisse le besoin de tourner définitivement la page de ses B777-300ER/B747-8I !

Bonjour

Un écran de fumée tout ça, ..

Boeing, tant qu'il fait du bruit autout des 747/8 et 787/10 pense ou essaye de gagner du temps et de retenir les décisions de certains clients ... et ça marche de moins en moins bien .... lesdits clients ou prospects, petit à petit basculent vers le 350 XWB ... dòu des réactions un peu compulsives ...

Boeing probablement aimerait en savoir un peu plus concernant les définitions exactes des 350/9/10 pour ajuster le prochain tir ... 350 sur lesquels Airbus distille et limite les infos, pas pressés de faire ce cadeau à Boeing

Boeing doit probablement aussi être coincé en attente de voir le moteur GE pour le XWB, qui pourrait bien lui servir pour le 787/10 síl le fait, ou comme base de dévlpt pour la version super bi..

En attendant il n'y à que le RR qui est sous l'aile des 787 en construction today, et qui peut les sortir d'affaire sur le 787/10 síls le font ...

Question ... Boeing se résoudra t'il à manger son chapeau devant un RR, qui se fera un plaisir de lui passer le sel, le poivre et ... l'addition [Vous devez être inscrit et connecté pour voir cette image]

JPRS
Madrid

Tirer vos conclusions !

Réactions ?

[Vous devez être inscrit et connecté pour voir ce lien] has returned 777 output to seven per month, marking the line's transition to the higher rate with the roll out of a 777 freighter.

The company's 777 final assembly line has cut its flow time from 52 to 49 days, returning to its production peak, while it plans to step up to rate 8.3, aiming to build 100 777s per year in the first quarter of 2013.

Boeing says the days of flow were cut from wing spar, service-ready wing and final body join areas.
"We incorporated lessons learned from previous rate increases to ensure we'd have the smoothest transition," said 777 programe vice-president Larry Loftis. "Fortunately, we entered the rate break when the programme is very healthy, and we are experiencing some of the all-time-best metrics," he added.

The first aircraft to be assembled with the 49 day flow time, a 777 freighter for FedEx Express, will deliver in June and was loaded into final assembly in March when Boeing reactived a third fuselage systems integration position inside the factory.
This is Boeing's fourth return to a rate of seven 777s per month, previously building at that rate from July 1997 to February 1998, August 1998 to October 1999 and November 2006 to May 2010.
The 777 programme recorded 48 new orders through April 2011, growing the backlog to 280 aircraft.

C'est le bazar chez Boeing !

[Vous devez être inscrit et connecté pour voir ce lien] is to confirm plans at the [Vous devez être inscrit et connecté pour voir ce lien] for a significant redesign of the [Vous devez être inscrit et connecté pour voir ce lien]-1000 in an effort to increase the largest XWB variant's competitiveness with the rival [Vous devez être inscrit et connecté pour voir ce lien].
Flightglobal understands that the update centres on engine, wing and weight changes to boost payload-range.

The 350-seat A350-1000 is the last of the three main XWB variants in the initial development plan, with service entry officially slated for the end of 2015.
It has been undergoing a major design review as Airbus engineers work to finalise the aircraft's configuration and performance as part of the definition effort. This phase of development is due to conclude with the "detailed definition freeze" at the end of 2011.

Key A350 customers are being briefed by Airbus on the revamped design ahead of the Paris air show, when the airframer is due to provide a public update.
Sources familiar with the situation indicate that the aircraft has undergone some significant changes, central to which is the acceptance by sole engine supplier Rolls-Royce to redesign the version of the Trent XWB that will power the A350-1000.

Originally slated to be a slightly modified version of the [Vous devez être inscrit et connecté pour voir ce lien]/900's 75,000-84,000lb thrust (374kN) Trent XWB variant rated at 93,000lb thrust, Flightglobal understands that the engine will now incorporate a revised core to deliver a significant boost in thrust towards 98,000lb.

The option of enlarging the fan is understood to be problematic due to wing-to-ground clearance issues.
"Rolls has accepted that it must increase the engine thrust," said Akbar Al Baker, chief executive of A350-1000 launch customer [Vous devez être inscrit et connecté pour voir ce lien].

The original plan for the A350 wing was for it to be common wing across all three variants, with changes on the -1000 limited to trailing edge extension of around 400mm (16in). Airbus is is now understood to have decided to enlarge the wing further as part of the wider redesign.

In parallel, Airbus has raised the -1000's maximum take-off weight above the current 298t, which is understood to have delivered a 500nm (925km) boost in payload-range to an estimated 8,500nm. The revisions are believed to have pushed planned service entry into 2016. "We'd like increased take-off weight and increased range," said Al Baker.

Sized to compete with the 777-300ER, ....

.....there have been pressure from some quarters - notably Emirates chief Tim Clark - for Airbus to boost the -1000's payload-range to make it a better proposition.

While these changes look to address that, former International Lease Finance chief Steve Udvar-Hazy, who previously pushed Airbus to redesign the original A350 five years ago, does not yet view the A350-1000 as a genuine 777-300ER rival. "There is some overlap, but I see it more as a replacement for the operators of the [Vous devez être inscrit et connecté pour voir ce lien]," he said.

Airbus currently holds orders for 75 A350-1000s from four customers - Qatar Airways and Emirates each with 20, [Vous devez être inscrit et connecté pour voir ce lien] with 25 and Asiana with 10. Neither Airbus nor Rolls-Royce are commenting ahead of the air show.

• les USA, .... bien sûr (Boeing & GE obligent ! ) ;
  
• et ....... (suivez mon regard) !
  

• les clients viennent avec enthousiasme demander à Airbus et à RR de faire le nécessaire ;
  
• ils savent que le potentiel de cette combinaison Airbus et RR est un ptentiel de gagneur ;
  
• 
  
• certains exploitants ne veulent plus garder très longtemps leurs B777-300ER (même Emirates reconnaît qu'il en a commandé trop, et que l'opération de soutien au bénéfice de DAE -- et de Boeing / GE -- l'oblige à prendre un paquet qu'il ne veut pas ) ;
  
• 
  
• les Cies., qui acceptent les B777-300ER en compensation pour leurs B787 en retard, ne sont pas trop inquiétés par la perspective d'avoir à se débarrasser rapidement de cet avion, parce qu'elles l'obtiennent à vil prix dans les opérations de compensation, et pourront les placer, également à vil prix (via les lessors, ou en vente directe) ; le B777-300ER, qui sent déjà la pression de l'A350-XWB-1000, malgré les discours de bravoure ici et là, va vite devenir le 'gros porteur du pauvre' (et GE ne pourra pas pratiquer ses tarifs plain-pot pour l'entretien, ..... très coûteux, des GE90-115B) !
  

Thai Airways International will acquire eight Boeing 787 Dreamliners and 12 Airbus A350s as part of a 37-aircraft acquisition worth Thai baht (Bt) 119 billion ($3.89 billion).
The Star Alliance carrier's board approved the planned acquisition today, said the airline, adding that it will proceed to acquire the aircraft immediately.
Thai plans to purchase 15 aircraft and acquire the remaining 22 on operating leases. It will purchase six Boeing 777-300ERs, to be delivered in 2014 and 2015, four Airbus A350-900s (2016 and 2017) and five Airbus A320-200s (2014 and 2015).
It also plans to acquire six 787-8s and two 787-9s from US lessor International Lease Finance (ILFC) on operating leases. The -8s will be delivered in 2014 and 2015, while the -9s will be delivered in 2017.
In addition, Thai will lease six A350-900s from Aviation Lease and Finance, to be delivered in 2017, and two A350-900s from CIT Aerospace International, which will deliver the aircraft in 2016.
The airline will also lease six A320-200s from RBS Aerospace International, to be delivered in 2012 and 2013.
All the operating leases have terms of 12 years each, said Thai.

The 15-aircraft purchase is estimated to cost Bt49.5 billion, while the aircraft leases are worth Bt69.1 billion, it added.

Thai said the new aircraft acquisition would help it develop a modern, efficient and safe fleet. "In addition, acquiring new aircraft which are made from lightweight and non-corrosive composite materials to replace retiring aircraft will save fuel and maintenance cost," it added.

Rolls-Royce is investing in the development of a significantly modified version of the Trent XWB for the [Vous devez être inscrit et connecté pour voir ce lien]-1000 to help [Vous devez être inscrit et connecté pour voir ce lien] enhance the performance of its largest twinjet.

Oui ! Mais il ne fait pas donner dans les délires de certains scribouillards, qui se donnent le titre d'Analyste, et qui écrivent n'importe quoi sur le coût de ces efforts, .... tout comme les "Usual Suspects" que nous connaissons sur certains Forums d'ailleurs !

R-R, the sole engine supplier on the A350 programme, is expected to confirm that it is broadening the changes it plans for the most powerful Trent XWB variant at next week's [Vous devez être inscrit et connecté pour voir ce lien]. This is when Airbus will unveil details of a revamped A350-1000 with increased weights and longer range.

Neither Airbus or R-R are talking about the developments ahead of the show, but sources familiar with the situation indicate that a 5,000lb thrust (22kN) increase to the 350-seat A350-1000's 93,000lb Trent XWB - made possible by changes to the core - will allow Airbus to increase the design weights and extend the range by 500nm (925km), and enlarge the wing.

"Rolls has accepted that it must increase the engine thrust," said Akbar Al Baker, chief executive of A350-1000 launch customer [Vous devez être inscrit et connecté pour voir ce lien]. "We'd like increased take-off weight and increased range."

The UK engine maker is testing the baseline 84,000lb thrust Trent XWB which will power the [Vous devez être inscrit et connecté pour voir ce lien]/900 and has run that engine to 100,000lb thrust.

It has been evaluating the changes required to allow the engine to operate comfortably at a 93,000lb rating for the A350-1000, with plans centred on revisions to materials and fan.

But as Airbus has worked to complete the detail definition of the -1000, some customers have sought an increase to the payload-range capability, meaning that a higher baseline thrust rating is required to allow increased operating weights. A350 customers such as Emirates chief Tim Clark have been pushing Airbus to increase the largest XWB variant's competitiveness with the rival [Vous devez être inscrit et connecté pour voir ce lien].

Flight International understands that, to achieve this and possibly provide room for further growth, R-R has decided to redesign the core for the A350-1000's Trent, enabling a flat rating of 98,000lb thrust. Details about the changes are scant, although industry sources speculate that such thrust growth could most likely be achieved through a redesign of the high-pressure turbine with the addition of another stage.

Industry sources say such a redesign would require the investment of around $250 million and eliminate some commonality with the lower-thrust Trent XWBs,....

.....thereby complicating spares provisioning.

However, the engine revamp would create a far more capable A350-1000 and improve its marketability when up against the 777-300ER, and possibly discourage Airbus from seeking a second engine supplier, General Electric, for the programme.

• "design" (le GEnx est déjà en retrait par rapport au Trent 1000, et bien plus par rapport au Trent XWB ; et les GE90, avec un design qui commence à être 'vieillot', ne sont d'aucune utilité au niveau de cette nouvelle génération de moteurs) ;
  
  
• matériaux (GE a des problèmes, que RR ne connaît pas, dans les décollages d'aéroports "hot & high", et "hot" tout court ceci finit vite par impacter de mfaçondésavantageuse le poste "entretien", notamment le "time on wing";
  
  
• contrôle du poids du moteur (les 'à deux arbres' ne pourront jamais avoir la compacité et la rigidité des 'à 3 arbres', et, étant intrinsèquement plus longs, ont besoin de densifier le métal -- ce qui les alourdit -- pour (par rapport aux 'à 3 arbres') réduire le "flexing", qui contribue à l'accélération de l'usure, l'érosion / la perte plus rapide de la capacité de rétention d'efficacité ensuite, ... ce qui génère une augmentation de la consommation (soit "loss of fuel-burn efficiency"), provoquant plus tôt le besoin de déposer le moteur, pour le remplacer par un moteur déjà remis à neuf, dans le but de restaurer, entre autres, le niveau acceptable d'efficacité de la consommation, sans même parler des aspects sécuritaires normaux (mais là, nous ne sommes absolument pas en train de dire qu'un architecture à 3 arbres offre plus de sécurité qu'une architecture à 2 arbres ; c'est que le coût d'entretien, pour préserver tous les aspects de sécurité, et d'autres aspects ; souvent connexes, est plus élévé dans le cas des "à 2 arbres" ) :
  
  
• "transfer gear box" (qui a un historique de problèmes dans beaucoup de familles de moteurs GE) ;
  
• 
  
• Usure excessive de freins, en raison des petits couts de frein "saccadés" dans le "taxi-ing" , pendant que l'avion 'fait la queue', avant le décollage (il est impossible de régler les 'petits bonds en avant' aussi finement dans le cas des avions propulsés par des réacteurs "à 2 arbres", que dans celui des avions propulsés par des réacteurs "à 3 arbres" ; coût supplémentaire / excédentaire de l'entretien des freins des gros porteurs à moteurs "à 2 arbres" : GB£1 million par an (flotte de 100 gros porteurs = coût plus important de GB£ 150 millions)!
  
• tous les aspects de thermo-dynamique (P&W ? Ne parlons même pas de lui ! ), et les conséquences de toutes les facettes moins bien maîtrisées que chez RR , ainsi que ceux d'aerodynamique dans le moteur ("aerodynamics / airflow through the engine"), et aspects "WBNP" (Wing, Body, Nacelle & Pyloné, qui peuvent, au delà des aspects purement techniques traditionnellement évoqués ou mis en avant, jouer sur les aspects environnementauximportant que sont les émissions de Nox et de bruits).
  

It also makes [Vous devez être inscrit et connecté pour voir ce lien]'s job harder as it evaluates how it should revamp the 777 to remain competitive. Although Boeing has an exclusive engine supply deal with GE on the current 777 variants, the development of an improved Trent XWB could make it a strong powerplant candidate for any 777 upgrade or successor.

Selon nos sources, la mise en service de l'A350-800 et l'A350-1000, est désormais prévue en 2016 et 2017. A la demande des compagnies du Golfe, la version 1000 est améliorée avec de nouveaux moteurs.

Le calendrier est très tendu. Mais la mise en service de la première version de l'Airbus A350, l'A350-900 (314 sièges), est toujours prévue au deuxième semestre 2013. En revanche, les deux autres versions de ce biréacteur long-courrier, l'A350-800 (270 sièges en configuration tri-classes) et l'A350-1000 (350 sièges), initialement prévues pour 2014 et 2015, sont, selon nos informations décalées de deux ans.

Leur mise en service est désormais programmée en 2016 pour l'A350-800 et au deuxième trimestre 2017 pour l'A350-1000. La direction d'Airbus comptait faire une annonce ce week-end à la veille du salon aéronautique du Bourget.

L'A350-800, qui ne constitue pas la priorité d'Airbus malgré ses 140 commandes au compteur (contre 359 et 75 pour les versions 900 et 1000), sera retravaillé pour être amélioré.

Sans que cela passe par de lnouveaux moteurs.....

.....comme cela va être le cas pour l'A350-1000.

Rolls Royce, le seul motoriste présent sur le programme A350, prépare en effet un moteur Trent de 97.000 livres de poussée, contre 94.000 livres prévus jusqu'ici.

"Cela devrait lui permettre d'augmenter son rayon d'action d'environ 400 miles nautiques (740 kilomètres)", pré)cise un proche du dossier.

L'A350-1000 pourra donc franchir des distances de 15.556 kilomètres. Suffisamment pour faire gonfler le potentiel de routes à exploiter avec cet appareil, en particulier pour les compagnies du Golfe et d'Asie-Pacifique. D'ailleurs, toutes ces améliorations, qui devraient également permettre d'augmenter l'emport de marchandises en soutes, sont réalisées à la demande des compagnies du Golfe. Etihad, la compagnie d'Abou Dhabi (25 exemplaires), ces concurrentes de Dubai Emirates et du Qatar (20 exemplaires chacune), sont les seules compagnies clientes de l'A350-1000 aux côtés de la coréenne Asiana Airlines (10 avions commandés).

"Avec ces meilleures performances, nous comptons gagner des parts de marché à Boeing en Asie sur le marché des long-courriers de grande capacité", explique une source interne chez Airbus. Ces gains permettront en effet au constructeur européen d'augmenter ses chances de concurrencer le B777-300 de Boeing, le meilleur avion long-courrier aujourd'hui sur le marché, notamment dans sa version à très long rayon d'action (ER pour "extended range"). Surtout, avec ce nouveau calendrier, la mise en service de l'A350-1000 risque de coïncider peu ou prou avec celle d'une version améliorée du B777-300 ER. Equipé de nouveaux moteurs General Electric, ce dérivé, qui répond aujourd'hui au nom de code "9X", pourrait être lancé à l'horizon 2017-2018.

The A350-1000, a future without a GTF?

What gets left out of press releases can often be as important as what is included, as today’s Paris Air Show curtain raisers by Airbus and Rolls-Royce demonstrate concerning an enhanced and thus delayed Airbus A350-1000.
The news itself has been well leaked already, in short, that Airbus will offer a -1000 version of the new twin engined wide body family with longer range and higher payload capabilities through a higher powered version of the Trent XWB engine, rated at up to 97,000 pounds thrust.
The EXWB A350-1000 (to send up the silly use of XWB in front of the A350 designator by Airbus) will not be ready for service until 2017, compare to 2015 in the original promises.

La puérilité, ... la futilité du mec !

However note the emphasis at the top of the Rolls-Royce press release (below).

Engine exclusivity isn’t even mentioned in the Airbus press release.

It is of course a fact of life. Airbus couldn’t get any interest out of GE, which is the exclusive engine provider and partner in the Boeing 777-300ER and -200LR models, to provide it with a competing engine offering for its A350 range.

But those exclusive engine deals for both the latest versions of the 777, and the forthcoming A350 family, appear to lock out any possibility of GTF or geared turbo fan designs being applied to either, since that innovation is the domain of United Technologies Pratt & Whitney engine division.
Airbus thinks highly enough about the potential of the GTF design to make it one of two hi-tech engine designs on offer on its single aisle A320NEO or New Engine Option offering, which is currently causing Boeing no small measure of grief.
So, if Airbus is right in relation to the A320, and it has hundreds of orders saying it is right, then it must be wrong in having shut the door on a GTF for the A350, although it remains a possibility, some time into the future, for development of the base line A380s, which are not constrained by exclusive engine deals.

Ben SANDILANDS ne devrait pas s'avnturer là où il ne sait visiblement rien ! Nous n'avons pas commencé encore à voir les problèmes avec le GTF !

The A350 versus future 777 developments is in its own right becoming more interesting because of the enhancing of the -1000 version. Until now the A350 offerings, an ultra long range lower capacity -800, a medium to long range -900 with slightly higher capacity than an A330-300 and a -1000 approaching the 777-300ER in capacity but optimised to be highly efficient over medium ranges, had occupied a zone between the 787 Dreamliner and 777 families.
The plans to give the A350-1000 range and payload combinations that can be seen as challenging both the 777-300ER and the 787-900 depending on how it could be used by an airline now invites, if not requires, a competitive response from Boeing.

The commentary from Boeing supports such responses coming in the form of a new enhanced version of the 777-300ER and maybe the less sold -200LRs, and possibly from a further stretch of the 787 line into a 787-10.
All of which seems to confuse those Boeing and Airbus brand warriors, who tend to shout at each other with slogans and who like things short and simple like bumper stickers. Be assured of one thing, there is nothing simple, or easily compared, when it comes to the emerging shapes of the Boeing and Airbus line ups.

The variables in terms of range and payload missions, support technologies, and delivery time lines look set to be as intricate and diverse as ever.
The one and only thing that may prove nearly identical to both manufacturers could instead be brochure gap or the failure of both the deliver on the performance claims made by each to their customers.

The lead model of the A350 line, the A350-900, is claimed by Airbus to be on track for entry into service by the end of 2013, or up to six months later than originally promised, and we may learn more in the next day or so about the -800 version, which has progressed or regressed depending on one’s point of view, as being an ultra long range version with its own optimised wing to a one which is just a shrink in fuselage length from the -900 and back up to something which resembles what it started out to be.

Boeing, Qatar Airways Announce Order for Six 777-300ERs

Boeing and Qatar Airways today announced an order for six Boeing 777-300ERs (Extended Range) airplanes at the international 2011 Paris Air Show. The order is valued at $ 1.7 billion at list prices.
As one of the fastest growing airlines in the world, Qatar Airways currently operates 25 Boeing airplanes: eight ultra-long range 777-200LRs (Long Range), 15 777-300ERs and two long-range 777 Freighters.
"We are expanding our international network rapidly and adding new routes and destinations that will extend Qatar Airways' reach across the globe, especially as we aim to open up more non-stop routes to popular and under-served cities around the world," said Akbar Al Baker, Qatar Airways' CEO. "We currently have 25 Boeing 777s in our fleet and its payload and range capability, reliability and economics have made this aircraft the backbone of our long-haul fleet."
"We are extremely pleased to be playing a role in the growth and success of Qatar Airways," said Jim Albaugh, president and chief executive officer, Commercial Airplanes Boeing Commercial Airplanes. "And we are grateful for the confidence and trust that Qatar Airways continues to place in Boeing – and in the 777."
In November 2007, Qatar Airways took delivery of the first of a 32 Boeing 777 order. Exercise of options subsequently increased the order to 40 aircraft of which 15 are pending delivery.
The Boeing 777 family is a complete family of jetliners that is preferred by passengers and airlines around the world. The market-leading 777 family has the ability to fly point-to-point nonstop to bypass crowded and busy hub airports.
This order was previously accounted for on Boeing's Orders and Deliveries website as unidentified in 2011.

Air Lease commits to 33 Boeings, including first widebodies

Boeing and Steven Udvar-Hazy's Air Lease have announced a deal at the Paris air show for up to 33 aircraft, which includes the lessor's first widebody orders.
The agreement comprises five 777-300ER and four 787-9 widebodies, as well as 20 firm orders and four options for 737-800 narrowbodies. The 20 firm 737 orders include the exercising of six options from the lessor's 2010 737-800 order, said Boeing.
It added that it "looks forward to finalizing the details of the agreement, at which time it will be posted to the orders & deliveries website".
No delivery schedule was disclosed, or engine selection for the 787s. The 737s are only offered with CFM International CFM56 engines and the 777-300ERs with General Electric GE90-115Bs.