Prime notizie ufficiali sul successore del 737
- Autore Discussione Dino_G
- Data d'inizio
fly-by-wire? Nel 2012-2015? Rivoluzionario!
cabin cross-section “wider than A320”? Alla buon' ora
Prima di gioire aspetta di sapere quanti saranno i millimetri ...
... a meno che non facciano quel'aborto del piccolo W.B., veramente osceno.
Il progetto Y1 è noto da tempo e si vedono in giro anche bozzetti ...
Al momento (perché varia spesso) è un baby 787 ...
E' in fase di valutazione un secondo disegno, che affiancherebbe alla macchina nella categoria tra 120 e 200 posti un regional entro i 100/110 posti. I due avrebero in comune la sezione di fusoliera, l'avionica, l'elettronica di bordo e la struttura in carbonio; l'ala sarebbe quindi diversa. A mio parere le possibilità di concretizzazione di un simile regional sono inferiori al 50%.
Boeing widens search for next 737
Aircraft sizes under examination indicate US manufacturer’s growing interest in penetrating regional market
Boeing has split its 737 Replacement Study (737RS) into two main categories, including one in the 90- to 100-seat range, and is targeting an engine decision as early as the first quarter of 2008 as it focuses in on a launch decision later that year to allow service entry in 2012.
Although Boeing is tight-lipped about its product-development work, the decision to cluster 737RS studies around the standard 150-seat and smaller 90- to 100-seat ranges indicates growing interest in potential penetration of the regional market as well as the baseline Airbus A320/Boeing 737 mid-range market. Few firm details are known about either study, but initial reviews indicate that common six-abreast cross sections, 787 technology and all-composite fuselage structures may be adopted.
Although Boeing acknowledged in 2005 that the scope of its 737-successor studies could extend down to 100 seats and below, the main focus up until now has been thought to be in the 150-seat range, which includes a series of traditional 737-sized variants ranging from the 120-seat mark up to the sub-787-3 range at close to 200 seats.
It is not known what impact the divergent studies could have on the engine makers, which, up until now, have been equally focused on the 25,000-35,000lb thrust (110-155kN) range more suitable for the larger models.
News of the two-pronged evaluation comes as Boeing names its initial planning team to steer the 737RS effort. The Seattle Times revealed that the Boeing internal website names Mike Cave, vice-president for airplane programmes, as the leader of the project with Carolyn Brandsema appointed to head aircraft and production system studies. Others named include Kent Fisher, a Commercial Airplanes marketing vice-president, who will head business development, Don Moon as programme management specialist, and Ron Wheeler to study programme costs.
Boeing confirms the appointments, but denies the disclosure represents any sort of increase in tempo of 737RS activity. “This is not a sign to the world that something has massively changed. It doesn’t do anything to change the hypothetical timescale we’ve put out there. The aircraft might enter service between 2012 and 2015. The basic problem we have is we cannot figure out today what it will take to replace the 737 given that aircraft’s performance, reliability and the cost structure around it. We don’t see immediately today what will push it out of the marketplace. We know one day something will and we want to be the producers of that aircraft, but we don’t yet see a value proposition for it.”
Boeing adds that the new group will work alongside and not displace the traditional product development team under vice-president Dan Mooney that has so far led the 737RS/Yellowstone 1 study work. “It’s a way of providing more of a focus, and it is more of an administrative convenience for us.” The company adds that the news was aimed at “our internal audience”.
Flight International
Boeing widens search for next 737
Aircraft sizes under examination indicate US manufacturer’s growing interest in penetrating regional market
Boeing has split its 737 Replacement Study (737RS) into two main categories, including one in the 90- to 100-seat range, and is targeting an engine decision as early as the first quarter of 2008 as it focuses in on a launch decision later that year to allow service entry in 2012.
Although Boeing is tight-lipped about its product-development work, the decision to cluster 737RS studies around the standard 150-seat and smaller 90- to 100-seat ranges indicates growing interest in potential penetration of the regional market as well as the baseline Airbus A320/Boeing 737 mid-range market. Few firm details are known about either study, but initial reviews indicate that common six-abreast cross sections, 787 technology and all-composite fuselage structures may be adopted.
Although Boeing acknowledged in 2005 that the scope of its 737-successor studies could extend down to 100 seats and below, the main focus up until now has been thought to be in the 150-seat range, which includes a series of traditional 737-sized variants ranging from the 120-seat mark up to the sub-787-3 range at close to 200 seats.
It is not known what impact the divergent studies could have on the engine makers, which, up until now, have been equally focused on the 25,000-35,000lb thrust (110-155kN) range more suitable for the larger models.
News of the two-pronged evaluation comes as Boeing names its initial planning team to steer the 737RS effort. The Seattle Times revealed that the Boeing internal website names Mike Cave, vice-president for airplane programmes, as the leader of the project with Carolyn Brandsema appointed to head aircraft and production system studies. Others named include Kent Fisher, a Commercial Airplanes marketing vice-president, who will head business development, Don Moon as programme management specialist, and Ron Wheeler to study programme costs.
Boeing confirms the appointments, but denies the disclosure represents any sort of increase in tempo of 737RS activity. “This is not a sign to the world that something has massively changed. It doesn’t do anything to change the hypothetical timescale we’ve put out there. The aircraft might enter service between 2012 and 2015. The basic problem we have is we cannot figure out today what it will take to replace the 737 given that aircraft’s performance, reliability and the cost structure around it. We don’t see immediately today what will push it out of the marketplace. We know one day something will and we want to be the producers of that aircraft, but we don’t yet see a value proposition for it.”
Boeing adds that the new group will work alongside and not displace the traditional product development team under vice-president Dan Mooney that has so far led the 737RS/Yellowstone 1 study work. “It’s a way of providing more of a focus, and it is more of an administrative convenience for us.” The company adds that the news was aimed at “our internal audience”.
Flight International
Tecnicamente non è una cattiva idea, avere due ali permette di ottimizzare le performance ma ha uno svantaggio: costa moltissimo in termini di sviluppi ...
Un regional con fusoliera 6 abreast sarebbe cmq un orrore estetico addirittura peggiore del 318 ...
... A. quando pensò ad un aereo del genere lo fece con 5 posti per fila, era lo sconosciuto AE316.
Un regional con fusoliera 6 abreast sarebbe cmq un orrore estetico addirittura peggiore del 318 ...
... A. quando pensò ad un aereo del genere lo fece con 5 posti per fila, era lo sconosciuto AE316.
sarebbe interessante vedere i primi bozzetti che circolano!!!!
In effetti sono arrivati al massimo delle versioni...dopo il 900 nn ce ne sono più di centinaia!!!!
In effetti sono arrivati al massimo delle versioni...dopo il 900 nn ce ne sono più di centinaia!!!!
Insiders at Boeing suggest that the replacement for the 737 could be a twin-aisle composite aircraft. The company announced last week that it has formed a team headed by Mike Cave, Boeing Commercial Airplanes VP-aircraft programs, to evaluate a new design. Initial research has focused on the 100-200 seat category, but Embraer's 190 and 195 already are strong competitors at the bottom end of that market segment. At the same time, airlines are demanding 220-seaters for some LCC markets, thus the launch of the 737-900ER to match the A321.
In the late 1970s and early 1980s, Douglas touted the Advanced Technology Medium Range 175/180-seat aircraft designed to have two aisles with six-across seating in a 173-in. cross-section or seven-across in high-density seating. At the time, the model that became known as the DC-XX and then DC-11 was dropped despite Delta Air Lines' order for 100 when McDonnell Douglas Chairman James McDonnell balked at the financial commitment. Delta ordered 757s instead.
Boeing hopes its 737 successor will fly in the 2012-15 timeframe but is understood to be ramping up efforts to have an aircraft to market before Airbus. Logically, a scaled-down 787 would seem to be the right course. However, features such as lower cabin altitude and higher humidity brought by the composite structure are not as important for short-haul flights, while the 787 engines have not been designed for the high-cycle utilization they would receive in short-haul operations. On the other hand, much of the technology and manufacturing development costs would be written off against the 787 program whereas Airbus has those costs in front of it. The cockpit is expected to be identical to the 787.
The manufacturers also must weigh the contrasting demands of airlines such as Ryanair for the ultimate no-frills platform with typical 1-hr. sectors against those like Qantas that want business class amenities, or ANA, which wants its 737s to fly 5,500 nm.
by Geoffrey Thomas
ATWOnline
In the late 1970s and early 1980s, Douglas touted the Advanced Technology Medium Range 175/180-seat aircraft designed to have two aisles with six-across seating in a 173-in. cross-section or seven-across in high-density seating. At the time, the model that became known as the DC-XX and then DC-11 was dropped despite Delta Air Lines' order for 100 when McDonnell Douglas Chairman James McDonnell balked at the financial commitment. Delta ordered 757s instead.
Boeing hopes its 737 successor will fly in the 2012-15 timeframe but is understood to be ramping up efforts to have an aircraft to market before Airbus. Logically, a scaled-down 787 would seem to be the right course. However, features such as lower cabin altitude and higher humidity brought by the composite structure are not as important for short-haul flights, while the 787 engines have not been designed for the high-cycle utilization they would receive in short-haul operations. On the other hand, much of the technology and manufacturing development costs would be written off against the 787 program whereas Airbus has those costs in front of it. The cockpit is expected to be identical to the 787.
The manufacturers also must weigh the contrasting demands of airlines such as Ryanair for the ultimate no-frills platform with typical 1-hr. sectors against those like Qantas that want business class amenities, or ANA, which wants its 737s to fly 5,500 nm.
by Geoffrey Thomas
ATWOnline
Io avevo sentito parlare di un 797 o qualcosa del genere QUI
http://www.cardatabase.net/modifiedairlinerphotos/search/photo_search.php?id=00005676
http://www.cardatabase.net/modifiedairlinerphotos/search/photo_search.php?id=00005676
