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Planes are configured that way but what are the real figures??
Are they all maxed
Doubt it!
It isn't sustainable according to who? You? An armchair CEO who has numerous times shown their ignorance of the commercial aviation industry? Emirates is continuing to expand and add more frequencies.
Two hour loading times, craft is unsuitable for the longest runway at most airports, need bigger taxiways and ramps, need three-level gate design, heck of a problem if you have to deplane quickly.
Two hour loading times, craft is unsuitable for the longest runway at most airports, need bigger taxiways and ramps, need three-level gate design, heck of a problem if you have to deplane quickly.
It all has to fit within the same 80m box as every other plane. And runway length has no correlation to the size of the aircraft. A fully loaded 737-900 will use a ton of runway length.
Last edited by caverunner17; 04-16-2016 at 08:46 AM..
At least Paco has actual numbers and facts to back him up rather than an "opinion".
Well business still comes down to faith in the long run. In 2000 Airbus thought they had enough numbers to reliably support their projections of 45 deliveries a year for the A380. The deliveries surged as high as 30 in both 2012 and 2014.
With the number of air passengers surging in recent years, and sales of widebodies at record numbers, I think that Airbus should probably have more faith in a neoA380 program.
Well business still comes down to faith in the long run. In 2000 Airbus thought they had enough numbers to reliably support their projections of 45 deliveries a year for the A380. The deliveries surged as high as 30 in both 2012 and 2014.
With the number of air passengers surging in recent years, and sales of widebodies at record numbers, I think that Airbus should probably have more faith in a neoA380 program.
Will 787 program ever show an overall profit? Analysts grow more skeptical
By Dominic Gates Seattle Times aerospace reporter October 17, 2015
Boeing’s projection of an eventual profit for the Dreamliner depends on very aggressive assumptions, given $32 billion in sunk costs already. Almost a dozen years after the jet was launched, however, the prospect of the 787 ever making an overall profit for Boeing remains doubtful. After losing about $25 million on each jet it delivered in the second quarter, Boeing projects a watershed moment for the plane by year-end: It expects to finally roll out a Dreamliner that brought in more money than it cost to build. That’s when Boeing begins the slow climb out of a deep financial hole that already totals just shy of $32 billion. While Boeing asserts this 787 hole can be filled in just over six years by churning out hundreds of Dreamliners at a profit, even bullish Wall Street analysts have grown nervous over the staggering size of the accumulated losses, already $10 billion higher than Boeing projected just two years ago. Less optimistic observers see no prospect of Boeing ever making an overall profit on this jet.
For the Dreamliner, the smallest model (the 787-8) had a list price of $224.6 million as of 2015. The list price for the mid-size 787-9 was $264.6 million, while the larger 787-10 listed for $306.1 million. Assuming an average discount of 50%, this implies a $20 million step-up in the average selling price going from the 787-8 to the 787-9 and a nearly $21 million step-up going from the 787-9 to the 787-10.
So as the Dreamliner program moves towards the 787-9/10 they should crawl out of this deep hole.
Boeing's economic health depends largely on the B777-300 where it has little direct competition as of right now. As 22 B777-300s have been delivered so far this year, vs 4 A350s (out of the planned 50 announced in the press release), it does not seem as if Boeing is going to be threatened for a while.
Will 787 program ever show an overall profit? Analysts grow more skeptical
By Dominic Gates Seattle Times aerospace reporter October 17, 2015
Boeing’s projection of an eventual profit for the Dreamliner depends on very aggressive assumptions, given $32 billion in sunk costs already. Almost a dozen years after the jet was launched, however, the prospect of the 787 ever making an overall profit for Boeing remains doubtful. After losing about $25 million on each jet it delivered in the second quarter, Boeing projects a watershed moment for the plane by year-end: It expects to finally roll out a Dreamliner that brought in more money than it cost to build. That’s when Boeing begins the slow climb out of a deep financial hole that already totals just shy of $32 billion. While Boeing asserts this 787 hole can be filled in just over six years by churning out hundreds of Dreamliners at a profit, even bullish Wall Street analysts have grown nervous over the staggering size of the accumulated losses, already $10 billion higher than Boeing projected just two years ago. Less optimistic observers see no prospect of Boeing ever making an overall profit on this jet.
For the Dreamliner, the smallest model (the 787-8) had a list price of $224.6 million as of 2015. The list price for the mid-size 787-9 was $264.6 million, while the larger 787-10 listed for $306.1 million. Assuming an average discount of 50%, this implies a $20 million step-up in the average selling price going from the 787-8 to the 787-9 and a nearly $21 million step-up going from the 787-9 to the 787-10.
So as the Dreamliner program moves towards the 787-9/10 they should crawl out of this deep hole.
Boeing's economic health depends largely on the B777-300 where it has little direct competition as of right now. As 22 B777-300s have been delivered so far this year, vs 4 A350s (out of the planned 50 announced in the press release), it does not seem as if Boeing is going to be threatened for a while.
Yeah if you look closely aviation is full of bad news.
But of course i don't want Boeing to be in a bad shape.
It's the beacon of our aviation and we all look up to.
Also you didn't answer my question
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