Sì, comunque mi pare che i vettori abbiano finora parlato tutti molto bene dell'evoluzione del 777. Il progetto parte da una piattaforma, quella del -300ER, di grandissimo successo: è vero che la capacità del 777-9X è ulteriormente aumentata, ma questo perché l'aereo ha l'ambizione di sostituire non solo i 777-300ER, ma anche i 747-400ER dei quali proprio BA e LH hanno ancora piene le flotte. Proprio BA, che con le limitazioni di LHR ha bisogno di ricavare economie di scala dalla dimensione degli aerei se vuole crescere, mi pare un vettore che potrebbe trarre beneficio dalla misura del 777-9X. Al tempo stesso, United e Delta avranno l'esigenza di sostituire i 747 su rotte verso il Giappone, l'Australia e la Cina: UA ha in ordine solo 10 A350-1000, insufficienti per sostituire 24 747 in flotta. Cathay Pacific non potrà accontentarsi di avere 777-300ER e A350-1000: prima o poi dovrà armarsi di mezzi più capienti - A380, 777-9X e/o 747-8i (quest'ultimo solo se Boeing farà una promozione 3x2 con accordo di buyback, e compresi nel prezzo qualche tonnellata di benza e relativi bollini Agip). I dirigenti di ANA saranno sicuramente sotto molta pressione da parte degli amici che si sono fatti al governo giapponese negli ultimi anni: saranno invitati a comprare 777-X per il bene del paese, in cambio di ulteriori favori per gli slot a HND. Aggiungi cinesi, turchi, australiani, coreani, vietnamiti: tutta gente che ha bisogno sia di range che di capacità e il gioco, per Boeing, è fatto.
Probabile lancio ufficiale del 777-X al salone di Dubai
- Autore Discussione belumosi
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Sì, comunque mi pare che i vettori abbiano finora parlato tutti molto bene dell'evoluzione del 777. Il progetto parte da una piattaforma, quella del -300ER, di grandissimo successo: è vero che la capacità del 777-9X è ulteriormente aumentata, ma questo perché l'aereo ha l'ambizione di sostituire non solo i 777-300ER, ma anche i 747-400ER dei quali proprio BA e LH hanno ancora piene le flotte. Proprio BA, che con le limitazioni di LHR ha bisogno di ricavare economie di scala dalla dimensione degli aerei se vuole crescere, mi pare un vettore che potrebbe trarre beneficio dalla misura del 777-9X. Al tempo stesso, United e Delta avranno l'esigenza di sostituire i 747 su rotte verso il Giappone, l'Australia e la Cina: UA ha in ordine solo 10 A350-1000, insufficienti per sostituire 24 747 in flotta. Cathay Pacific non potrà accontentarsi di avere 777-300ER e A350-1000: prima o poi dovrà armarsi di mezzi più capienti - A380, 777-9X e/o 747-8i (quest'ultimo solo se Boeing farà una promozione 3x2 con accordo di buyback, e compresi nel prezzo qualche tonnellata di benza e relativi bollini Agip). I dirigenti di ANA saranno sicuramente sotto molta pressione da parte degli amici che si sono fatti al governo giapponese negli ultimi anni: saranno invitati a comprare 777-X per il bene del paese, in cambio di ulteriori favori per gli slot a HND. Aggiungi cinesi, turchi, australiani, coreani, vietnamiti: tutta gente che ha bisogno sia di range che di capacità e il gioco, per Boeing, è fatto.
Credo sia normale che i clienti più pesanti orientino le specifiche del mezzo. E' sempre stato così. D'altra parte il MTOW del 779 dovrebbe essere lo stesso del 77W, cosa che abbinata ai motori più efficienti, dovrebbe permettere a chiunque di ottenere cospicui vantaggi rispetto al modello attuale.
Se poi dovesse servire un mezzo più piccolo e/o con meno autonomia, ci sono il 778 e il 787-10.
Probabilmente dietro le critiche di BA non c'è tanto l'inefficienza del mezzo in se, quanto la consapevolezza che permetterà alle mediorientali di ottimizzare carichi e rotte a discapito della concorrenza. BA stessa inclusa.
Emirates boss wants more power from 777X engines
By: STEPHEN TRIMBLE WASHINGTON DC
Emirates Airlines chief executive Tim Clark is campaigning for another thrust increase for the Boeing 777X engine family as negotiations over the final details of the aircraft design enter a crucial phase ahead of an expected launch at theDubai Air Show in less than two weeks.
Boeing and GE Aviation have decided to remove a water injection system that would have provided more effective power for the GE9X turbofan engines, Clark tells Flightglobal.
As a result, the larger 777-9X may need more thrust to lift the maximum amount of payload during the hottest month in the Middle East, as higher temperatures weaken the power produced by the engines with a 132in-diameter front fan.
"The only solution is more thrust, probably 105k," Clark writes in an emailed response, referring to a rating of 105,000lb-thrust for the GE9X.
The demand by Emirates – possibly, the biggest customer for the 777X programme – could put Boeing and GE in a difficult spot with other customers who do not need the higher thrust ratings needed only at a few airports for about a month a year.
Boeing declines to comment on specific demands by Clark, but says it is "working closely with all of our customers to ensure we develop and offer an airplane that delivers ground-breaking value for our customers".
GE, meanwhile, says it "continues to work with Boeing to ensure we meet the thrust requirements for the airframe".
The GE9X is already slightly more powerful than originally conceived as a "100,000lb-thrust-class" engine at the beginning of the year. By June, GE executives raised the highest power setting of the GE9X to 102,000lb-thrust, but that still was not enough to meet Emirates' desire for maximum lift during the hottest month of the year in Dubai.
High temperatures in the region reach a peak in August of around 49°C (121°F) with up to 25% humidity, according to the National Centre of Meteorology and Seismology in Abu Dhabi.
Instead of increasing the thrust of the GE9X still higher, Boeing and GE considered inserting a water injection system into the engine. Such systems were once used to boost the take-off power of first generation turbojets. GE still uses water injection for industrial power turbines that are derived from aircraft engines.
http://www.flightglobal.com/news/articles/emirates-boss-wants-more-power-from-777x-engines-392687/
By: STEPHEN TRIMBLE WASHINGTON DC
Boeing and GE Aviation have decided to remove a water injection system that would have provided more effective power for the GE9X turbofan engines, Clark tells Flightglobal.
As a result, the larger 777-9X may need more thrust to lift the maximum amount of payload during the hottest month in the Middle East, as higher temperatures weaken the power produced by the engines with a 132in-diameter front fan.
"The only solution is more thrust, probably 105k," Clark writes in an emailed response, referring to a rating of 105,000lb-thrust for the GE9X.
The demand by Emirates – possibly, the biggest customer for the 777X programme – could put Boeing and GE in a difficult spot with other customers who do not need the higher thrust ratings needed only at a few airports for about a month a year.
Boeing declines to comment on specific demands by Clark, but says it is "working closely with all of our customers to ensure we develop and offer an airplane that delivers ground-breaking value for our customers".
GE, meanwhile, says it "continues to work with Boeing to ensure we meet the thrust requirements for the airframe".
The GE9X is already slightly more powerful than originally conceived as a "100,000lb-thrust-class" engine at the beginning of the year. By June, GE executives raised the highest power setting of the GE9X to 102,000lb-thrust, but that still was not enough to meet Emirates' desire for maximum lift during the hottest month of the year in Dubai.
High temperatures in the region reach a peak in August of around 49°C (121°F) with up to 25% humidity, according to the National Centre of Meteorology and Seismology in Abu Dhabi.
Instead of increasing the thrust of the GE9X still higher, Boeing and GE considered inserting a water injection system into the engine. Such systems were once used to boost the take-off power of first generation turbojets. GE still uses water injection for industrial power turbines that are derived from aircraft engines.
http://www.flightglobal.com/news/articles/emirates-boss-wants-more-power-from-777x-engines-392687/
Accordo respinto. http://www.nbcnews.com/business/boe...elmingly-reject-deal-building-777x-2D11591114
Il voto di ieri potrebbe rappresentare una svolta epocale per Boeing qualora l'aereo venisse alla fine costruito interamente lontano da Seattle. Da capire se questo possa complicare anche il lancio (o il successo iniziale) dell'aereo: i potenziali clienti non saranno contentissimi di tutta questa incertezza.
Press release di Boeing sulle future performance del 777X:
Boeing 777X to Deliver Unprecedented Efficiency and Economics
DUBAI, United Arab Emirates, Nov. 18, 2013 /PRNewswire/ -- Boeing [NYSE:BA], one day after announcing the record-breaking launch of the 777X, today at the Dubai Airshow outlined the performance characteristics and a variety of features that will make the newest member of the Boeing twin-aisle family the largest and most fuel-efficient twin-engine commercial jetliner in aviation history.
Key innovations will make the 777X 12 percent more fuel efficient than its competitor: an all-new composite wing based on the innovative wing developed for the super-efficient 787 Dreamliner, aerodynamic advances such as a hybrid laminar flow control vertical tail and natural laminar flow nacelles, and all-new GE9X engines developed by GE Aviation.
In addition to unprecedented fuel efficiency and environmental responsibility, these new technologies will help the 777X deliver 10 percent lower operating economics than the competition.
"The 777X builds on the heritage of the 777-300ER and incorporates many advanced technologies designed for the 787 to create a new standard for widebody airplanes. It will truly be a worthy successor to the 777-300ER," said Fancher.
The 777X's efficiency directly links to exceptional environmental performance. Carbon dioxide (CO[SUB]2[/SUB]) is produced as fuel is consumed. This means the
reductions in fuel use will result in equivalent cuts in carbon dioxide emissions.
Two models comprise the 777X family – the 777-8X, with approximately 350 seats and a range capability of more than 9,300 nautical miles; and the 777-9X, with approximately 400 seats and a range of more than 8,200 nautical miles. The 777-8X competes directly with the Airbus A350-1000 while the 777-9X is in a class by itself, serving a market segment that no other airplane can.
"Both of these airplanes are about providing growth options and flexibility for our customers," Fancher said. "The 777-9X fits in the heart of where we think the market will go."
At 233 feet, the 777X composite wing has a longer span than today's 777-300ER. Its folding, raked wingtip delivers greater efficiency, significant fuel savings and complete airport gate capability. In addition, it allows access to the entire range of gates currently accessibly by the 777-300ER.
Adding 787 technologies in the flight deck, flight controls and other systems is just the beginning. The 777X implements 787 technologies where they add value to our customers and increase commonality across Boeing's twin-aisle product family.
Boeing is exploring a number of innovations that will advance the passenger experience and create an interior passengers will prefer. For instance, the company will reposition and resize the windows to provide more ambient light inside and provide passengers with better views outside the cabin. A new interior architecture will make the 777X cabin even more spacious, leveraging the airplane's cross-section – the widest in its class.
The 777X is targeted for first delivery in 2020.
http://boeing.mediaroom.com/2013-11-18-Boeing-777X-to-Deliver-Unprecedented-Efficiency-and-Economics
Boeing 777X to Deliver Unprecedented Efficiency and Economics
DUBAI, United Arab Emirates, Nov. 18, 2013 /PRNewswire/ -- Boeing [NYSE:BA], one day after announcing the record-breaking launch of the 777X, today at the Dubai Airshow outlined the performance characteristics and a variety of features that will make the newest member of the Boeing twin-aisle family the largest and most fuel-efficient twin-engine commercial jetliner in aviation history.
Key innovations will make the 777X 12 percent more fuel efficient than its competitor: an all-new composite wing based on the innovative wing developed for the super-efficient 787 Dreamliner, aerodynamic advances such as a hybrid laminar flow control vertical tail and natural laminar flow nacelles, and all-new GE9X engines developed by GE Aviation.
In addition to unprecedented fuel efficiency and environmental responsibility, these new technologies will help the 777X deliver 10 percent lower operating economics than the competition.
"The 777X builds on the heritage of the 777-300ER and incorporates many advanced technologies designed for the 787 to create a new standard for widebody airplanes. It will truly be a worthy successor to the 777-300ER," said Fancher.
The 777X's efficiency directly links to exceptional environmental performance. Carbon dioxide (CO[SUB]2[/SUB]) is produced as fuel is consumed. This means the
reductions in fuel use will result in equivalent cuts in carbon dioxide emissions.
Two models comprise the 777X family – the 777-8X, with approximately 350 seats and a range capability of more than 9,300 nautical miles; and the 777-9X, with approximately 400 seats and a range of more than 8,200 nautical miles. The 777-8X competes directly with the Airbus A350-1000 while the 777-9X is in a class by itself, serving a market segment that no other airplane can.
"Both of these airplanes are about providing growth options and flexibility for our customers," Fancher said. "The 777-9X fits in the heart of where we think the market will go."
At 233 feet, the 777X composite wing has a longer span than today's 777-300ER. Its folding, raked wingtip delivers greater efficiency, significant fuel savings and complete airport gate capability. In addition, it allows access to the entire range of gates currently accessibly by the 777-300ER.
Adding 787 technologies in the flight deck, flight controls and other systems is just the beginning. The 777X implements 787 technologies where they add value to our customers and increase commonality across Boeing's twin-aisle product family.
Boeing is exploring a number of innovations that will advance the passenger experience and create an interior passengers will prefer. For instance, the company will reposition and resize the windows to provide more ambient light inside and provide passengers with better views outside the cabin. A new interior architecture will make the 777X cabin even more spacious, leveraging the airplane's cross-section – the widest in its class.
The 777X is targeted for first delivery in 2020.
http://boeing.mediaroom.com/2013-11-18-Boeing-777X-to-Deliver-Unprecedented-Efficiency-and-Economics
Ora la competizione fra Airbus e Boeing si sposta su un altro piano, quello delle consegne. L'A350-1000 sarà pronto un paio d'anni prima del 777X: se tutti i 259 ordini finora annunciati per il 777X saranno finalizzati (quello di Qatar, per esempio, credo sia solo una LOI), la disponibilità di slot per la consegna prima di dieci anni sarà minima - e questo darà ad Airbus un vantaggio nei prossimi anni per piazzare il -1000 a clienti che non possono o non vogliono attendere lo smaltimento del backlog di un aereo attualmente nemmeno finito di progettare. Al tempo stesso, chi veramente è convinto del potenziale del 777X, dovrà affrettarsi a piazzare ordini per assicurarsi adesso slot di produzione prima del 2023.
Il dilemma che ha attualmente Airbus è se fare o meno una versione allungata del 350-1000 e nel caso, se farla in aggiunta o in sostituzione della versione originale. La differenza di lunghezza tra i due modelli, presumibilmente non andrebbe oltre i 3/4 metri, rendendo probabile una cannibalizzazione del più efficiente 1100 a scapito del 1000. Inoltre sarebbe necessario sviluppare interamente entrambe le versioni.
Airbus potrebbe quindi decidere di modificare l'attuale programma del 1000 aumentandone direttamente la lunghezza. Sarebbe una soluzione probabilmente più economica, ma avrebbe 2 controindicazioni: la messa in servizio andrebbe spostata in avanti di qualche anno (presumo sarebbe più o meno contemporanea a quella del 779) e si troverebbe di fronte al possibile malumore di chi ha ordinato il 1000 proprio perché disponibile in tempi più rapidi, o perché semplicemente non aveva bisogno della capienza aggiuntiva garantita dal 779.
Airbus potrebbe quindi decidere di modificare l'attuale programma del 1000 aumentandone direttamente la lunghezza. Sarebbe una soluzione probabilmente più economica, ma avrebbe 2 controindicazioni: la messa in servizio andrebbe spostata in avanti di qualche anno (presumo sarebbe più o meno contemporanea a quella del 779) e si troverebbe di fronte al possibile malumore di chi ha ordinato il 1000 proprio perché disponibile in tempi più rapidi, o perché semplicemente non aveva bisogno della capienza aggiuntiva garantita dal 779.
Published: 18 November 2013 - 1:54 p.m.
By: Reuters
Boeing expects to make a decision on where to build a new version of its 777 passenger jet within 2-3 months, Chairman and Chief Executive Jim McNerney said.
Boeing won orders worth some $100 billion as it launched a revamped long-haul jet previously known as 777X at the show.
McNerney dismissed concerns that big orders from three Gulf airlines could result in too much capacity coming into the Middle East as airlines compete for the same business.
"This region is for real and we are just gratified that we could be part of it," McNerney said.
"From time to time people wonder if the investment in infrastructure here is sustainable and my observation is that it is. As I watch as an industry participant, I see them opening routes and performing and filling planes."
The 406-seat twin-engined 777-9 model is smaller than the 467-seat 747-8 but is widely expected to compete with the larger four-engined plane on fuel efficiency.
"There is no question that the 777 puts pressure on bigger planes and our concept all along has been that there is a role for the 747 as a niche passenger plane and as a freighter," McNerney said.
"Our numbers have taken that into account and both remain viable business propositions."
McNerney said Boeing was entering a period of cash generation as it winds down some major developments and enters a phase of higher production, but declined to predict how this would affect the company's dividend policy.
He said the company was "riding a little low" compared to the historical average for its payout ratio, but declined to say how this might affect its dividend policy, on which he expected some clues as it gives guidance for next year.
The U.S. manufacturer will firm up the configuration of the new version of the 777 aircraft in 2015 and plans to have a detailed design by 2016.
Production will begin the following year, with the first test flight scheduled for 2019 and first delivery in 2020, Boeing's vice president and general manager of airplane development Scott Fancher said.
La questione è che Airbus ha tarato il suo progetto su configurazioni più comode, Boeing invece offre anche configurazioni carro bestiame. Sull'A350-1000 se ricordo bene se faceva la valutazione sull'introduzione di due porte supplementari per poter proporre una configurazione più fitta ed avvicinarsi alla capienza del 779.
United ufficialmente interessata al 777X
United Studying Boeing 777X Jets for Long-Range Fleet, CFO Says
United Continental Holdings Inc. (UAL) is interested in Boeing Co. (BA)’s new 777 planes to bolster long-range flying as it braces for competition from Middle Eastern carriers such as Emirates, said Chief Financial Officer John Rainey.
“We’re going to look at it. We haven’t made a decision,” Rainey said today in an interview at The Year Ahead: 2014, a two-day conference in Chicago hosted by Bloomberg LP.
Il resto dell'articolo quì: http://www.bloomberg.com/news/2013-...-777x-jets-for-long-range-fleet-cfo-says.html
United Studying Boeing 777X Jets for Long-Range Fleet, CFO Says
United Continental Holdings Inc. (UAL) is interested in Boeing Co. (BA)’s new 777 planes to bolster long-range flying as it braces for competition from Middle Eastern carriers such as Emirates, said Chief Financial Officer John Rainey.
“We’re going to look at it. We haven’t made a decision,” Rainey said today in an interview at The Year Ahead: 2014, a two-day conference in Chicago hosted by Bloomberg LP.
Il resto dell'articolo quì: http://www.bloomberg.com/news/2013-...-777x-jets-for-long-range-fleet-cfo-says.html
Boeing ha avviato i test, nella galleria del vento dello stabilimento di QinetiQ a Farnborough, per il suo nuovo B777X. Grazie all'impiego di un velivolo in scala, il costruttore a stelle e strisce può iniziare ad analizzare il comportamento del nuovo 777X nelle diverse situazioni di volo. Al termine di questa fase di sperimentazione e raccolta dati chiamata in gergo “Low-Speed”, Boeing passerà ai test nel proprio Transonic Wind Tunnel di Seattle con l'obiettivo di confrontare e validare i dati ottenuti. "Questa è la prima tappa importante per il programma di sviluppo, del 777X, da quando è stato lanciato lo scorso mese - ha commentato Terry Beezhold, vice president e chief project engineer del programma 777X - . Siamo convinti che i test, in galleria del vento, convalideranno i nostri modelli di performance e ci offriranno una grande quantità di dati, necessari al nostro team di ingegneri per progettare l'aereo nelle fasi di sviluppo”.
Il 21% del 777-X sarà made in Japan. Pare che Boeing abbia deciso di fare le ali in casa, però. http://www.postandcourier.com/artic...010/boeing-5-japanese-suppliers-ink-777x-deal
