tag:blogger.com,1999:blog-8118460937928958757.post2627176786175666674..comments2024-01-17T13:23:35.896-05:00Comments on aeroturbopower: B757 replacement - NSA or NST?Unknownnoreply@blogger.comBlogger9125tag:blogger.com,1999:blog-8118460937928958757.post-992751266175894292014-05-21T04:14:34.222-04:002014-05-21T04:14:34.222-04:00Airbus is bumping up the A321 NEO with 240 seats m...Airbus is bumping up the A321 NEO with 240 seats max and 35 klbs engines, enlarging the payload range and airfield performance gap with the 737-9..keesjehttps://www.blogger.com/profile/12119181072507743708noreply@blogger.comtag:blogger.com,1999:blog-8118460937928958757.post-652981379804773562014-05-07T18:47:03.989-04:002014-05-07T18:47:03.989-04:00"This aircraft would have the potential to re..."This aircraft would have the potential to replace all the B757-200W, B767-300ER, A330-200/300 and maybe also some B787-8 that are used on these routes today (and more then)."<br /><br />Airbus could also position the existing A330 line clearly inbetween the A321 and A350-900. A lighter smaller variant more in line with the original A300/A310 but with new technology..<br /><br />http://i191.photobucket.com/albums/z160/keesje_pics/AirbusA330NEORegional787MediumGENXBoeing_zps1cc03564.jpgkeesjehttps://www.blogger.com/profile/12119181072507743708noreply@blogger.comtag:blogger.com,1999:blog-8118460937928958757.post-68206888679620492362014-04-30T03:54:31.546-04:002014-04-30T03:54:31.546-04:00The LD2 has always been a fly in the LD3 milksoup,...The LD2 has always been a fly in the LD3 milksoup, compromising full 767 attraction ... what Boeing needs is an A321/A322 stopper : to me, the train left the station when the 737 was MAX'ed ... from this end the recommended ICU recovery strategy is an H52QR MAX + H53QR MAX dual revamp, blowing the dust off the old 757construction blueprints including retrofits whenever there is enough residual life : low investment, high ROIC, buying a lifeline to NFB (New Feeder, Boeing), means building upon the popular motto "it takes a 757 to replace a 757", a good laugh for the Old Boys in Chicago, a kick in the market anthill !Frequent Travellerhttp://twinaislefeeders.wix.com/quickrotationnoreply@blogger.comtag:blogger.com,1999:blog-8118460937928958757.post-54231562088620292002014-04-30T03:19:24.329-04:002014-04-30T03:19:24.329-04:00I did not talk about a MAX-9 issue, but that the c...I did not talk about a MAX-9 issue, but that the competitiveness relative to the A321neo will further erode...aeroturbopowerhttps://www.blogger.com/profile/17686461923667604678noreply@blogger.comtag:blogger.com,1999:blog-8118460937928958757.post-37420464103083718612014-04-29T20:13:22.829-04:002014-04-29T20:13:22.829-04:00Boeing made the decision to kill off the 757 as it...Boeing made the decision to kill off the 757 as it was not selling, and the 767 no matter how efficient it could be made is far too much aircraft to be considered as a 757 replacement.<br />The need for a 757 replacement is essentially an a.net myth!<br />Fascinated by your inference to an as yet unpublished -9MAX issue.Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-8118460937928958757.post-52401499493936506772014-04-29T18:35:11.594-04:002014-04-29T18:35:11.594-04:00One more thing; I don't actually expect the 76...One more thing; I don't actually expect the 767 to be MAX'd....but fixing up the 767 would tick a lot of the boxes being discussed. I'd say the long term market for that segment, (before Boeing and Airbus come up with their next new things), is around 500-1000 aircraft....more than enough to pay for some upgrades but probably not enough to make an all new production worthwhile.<br /><br />It's a good discussion to have because the gap between the 739/321 and 788/330 is huge.JoeKhttps://www.blogger.com/profile/14294512240665566904noreply@blogger.comtag:blogger.com,1999:blog-8118460937928958757.post-21407185211895484852014-04-29T18:19:07.876-04:002014-04-29T18:19:07.876-04:00There's no need for an all new plane...Boeing ...There's no need for an all new plane...Boeing already has a 2-3-2 aircraft in production: the 767. MAX the thing with the GEnx-2b's straight from the 748, (they only weight about 1200 lb's each more than the RB211's), split scimitar winglets and some additional weight reduction with Al-Li and you have a plane that slots between the 321 and 788 in every category...OEW, MTOW, range and CASM. <br /><br />GE would be tickled to sell a few more of those engines with the inevitible demise of the 748 and could probably be talked into doing the integration work. The 767 and 744 shared engines before....it could probably happen again.<br /><br />Cost could also be spread out by adding some of the improvements to the KC-46A. <br /><br />Yes, the 330/788 combo supposedly killed off the 767...but that's not the market I'm talking about. Both of those planes make terrible 757 replacements....but the 767 family already covers most of the passenger range talked about for a 757 replacement. <br /><br />Their only other somewhat realistic options are to work some real magic on the 739MAX to improve its performance or to be happy with their market share.<br />JoeKhttps://www.blogger.com/profile/14294512240665566904noreply@blogger.comtag:blogger.com,1999:blog-8118460937928958757.post-81218887424414867522014-04-29T16:32:58.450-04:002014-04-29T16:32:58.450-04:00From personal experience I can tell you that a GE/...From personal experience I can tell you that a GE/PW like in the EA woll never happen again.aeroturbopowerhttps://www.blogger.com/profile/17686461923667604678noreply@blogger.comtag:blogger.com,1999:blog-8118460937928958757.post-43728331132134524542014-04-29T13:44:23.999-04:002014-04-29T13:44:23.999-04:00Many years ago, Caterpillar dissed Detroit Diesel...Many years ago, Caterpillar dissed Detroit Diesel for their unit injectors (injector and nozzle in one unit that was cam actuated). <br /><br />Then Cat discovered it worked far better than the separate pump and nozzle and then quietly went into using it (when emissions became an issue it was suddenly found to be a solution, fare more precise and controllable as well as a lot less goo emitted (Detroit made the first ones for Cat as Cat was not geared up for it at the time)<br /><br /><br />So too will GE quietly join the geared camp, but it will be touted as the Whizenator 845 not a geared system. <br /><br />GE can afford to screw up, P&W could not. Question is will GE join PW in a joint venture and the GP engine Alliance per the A380 or go it alone? Anonymousnoreply@blogger.com