nunopinheiro

  • Mensagens: 5159
Não é parva a pergunta, e sim faz, questão é a que preço de aquisição?

AECM

  • Mensagens: 423
O B787 é maior e mais capaz e actualmente não existe versão cargueira. Este estudo aponta à versão cargueira, de forma a basicamente ser um membro da família B767 mais eficiente mas mantendo as dimensões semelhantes, assim como de passageiros mas com menos capacidade que a família B787. O próprio MTOW da aeronave é um ponto a ter em conta para os custos de operação assim como a envergadura de forma a "encaixar" nos stands actualmente existentes (como o B77X ter folding wingtips).

ClearedForTakeOff

  • Moderador
  • Mensagens: 1330
    • Aviation Blog
Inacreditável.
A Boeing mostrou que nem soube adaptar o B767 para Tanker militar e agora quer fazer um novo cargueiro civil?
De estar a trabalhar num modelo novo agora a solução é martelar um modelo com 40 anos?

toto1100

  • Mensagens: 4770
Mais uma corrida, mais uma volta: parece que agora o que esta em cima da mesa em vez do 797 ou 767X é um novo aviao para substituir diretamente o 737.

Citação
After years of marketing and studies, Boeing’s new midmarket airplane (NMA) might stay on the shelf. The alternative, according to rumors and reports, could be a resumed future small airplane (FSA), a family of jets between 162 and 220 seats, which Boeing has begun discussing with its customers.

There are many advantages to replacing the NMA with the FSA.

First, an upgauged single-aisle design would be the safest way to respond to Airbus’ very strong A321neo. The 737 MAX 9/10 has attracted less than 30% of the A321neo’s 2,794 order book. As I wrote here 2.5 years ago (AW&ST April 3-16, 2017, p. 12), using a twin-aisle like the NMA to compete with a single-aisle is highly problematic, due to the seemingly unbridgeable gap between single-aisle and twin-aisle operating economics and production costs.

Second, upgauging Boeing’s next single-aisle would create space in the company’s product lineup to leverage Boeing’s $5.7 billion investment in Embraer. Going with a larger single-aisle would provide the company’s Brazil unit a size window between the 122-seat E-190E2 and the FSA, allowing for either a third single-aisle family or, in the longer term, an upgauged E-2 replacement.

Third, the FSA, unlike the NMA, would not cannibalize Boeing 787 demand. One problem with the NMA was that a core part of its appeal was as a medium-haul international route fragmentation enabler. But the smallest twin-aisle doing this job today is the 787, so any effort to further enable thin international routes would hurt 787 orders. Boeing’s recent decision to move from building 14 787s per month to 12 in late 2020 indicates that 787 demand is already under pressure, and the type plays an important role in Boeing’s profit outlook.

Resto do artigo aqui: https://aviationweek.com/new-civil-aircraft/opinion-case-shelving-boeing-s-nma?utm_rid=CPEN1000003956374&utm_campaign=22085&utm_medium=email&elq2=92fdcf5fcbfe4d10935783da6d89e132
(o registo é gratuito)

Faro1910

  • Mensagens: 477
    • És de Faro, és Farense
Mais uma corrida, mais uma volta: parece que agora o que esta em cima da mesa em vez do 797 ou 767X é um novo aviao para substituir diretamente o 737.

Citação
After years of marketing and studies, Boeing’s new midmarket airplane (NMA) might stay on the shelf. The alternative, according to rumors and reports, could be a resumed future small airplane (FSA), a family of jets between 162 and 220 seats, which Boeing has begun discussing with its customers.

There are many advantages to replacing the NMA with the FSA.

First, an upgauged single-aisle design would be the safest way to respond to Airbus’ very strong A321neo. The 737 MAX 9/10 has attracted less than 30% of the A321neo’s 2,794 order book. As I wrote here 2.5 years ago (AW&ST April 3-16, 2017, p. 12), using a twin-aisle like the NMA to compete with a single-aisle is highly problematic, due to the seemingly unbridgeable gap between single-aisle and twin-aisle operating economics and production costs.

Second, upgauging Boeing’s next single-aisle would create space in the company’s product lineup to leverage Boeing’s $5.7 billion investment in Embraer. Going with a larger single-aisle would provide the company’s Brazil unit a size window between the 122-seat E-190E2 and the FSA, allowing for either a third single-aisle family or, in the longer term, an upgauged E-2 replacement.

Third, the FSA, unlike the NMA, would not cannibalize Boeing 787 demand. One problem with the NMA was that a core part of its appeal was as a medium-haul international route fragmentation enabler. But the smallest twin-aisle doing this job today is the 787, so any effort to further enable thin international routes would hurt 787 orders. Boeing’s recent decision to move from building 14 787s per month to 12 in late 2020 indicates that 787 demand is already under pressure, and the type plays an important role in Boeing’s profit outlook.

Resto do artigo aqui: https://aviationweek.com/new-civil-aircraft/opinion-case-shelving-boeing-s-nma?utm_rid=CPEN1000003956374&utm_campaign=22085&utm_medium=email&elq2=92fdcf5fcbfe4d10935783da6d89e132
(o registo é gratuito)

Decisão óbvia e sensata.

toto1100

  • Mensagens: 4770
Ja nao vai ser subsituto do 737! Agora é para competir com o A321XLR:

Citação
Boeing Hints At New Direction For NMA Refocus

SINGAPORE - Boeing appears to be redirecting its next new airliner project to compete more directly with the long-range Airbus A321XLR rather than take on the broader 757-767 replacement market previously studied under the shelved New Midmarket Airplane (NMA) project.

“We are learning what the (A321) XLR is doing, or not. That also gives you a good idea of what the market may want,” Boeing Commercial Senior Vice President Sales and Marketing Ihssane Mounir, told Aviation Week during the Singapore Airshow. His comments offer the first new clues to where Boeing's product development efforts may refocus in the wake of the company’s decision to go back to the drawing board on the NMA.

Since Boeing CEO Dave Calhoun revealed the decision in January that the “NMA project is going to be a new clean sheet of paper,” there has been speculation the effort may be redirected to cover a new airliner family that could cover the present 737 MAX as well as the 757. However, Mounir’s comments suggest the prime focus may be shifting to settle primarily on the 200 to 240-seat, 4,700 nm.-range category of the new Airbus. Launched in 2019, the A321XLR will be delivered from 2023 and has already taken 450 orders including contracts from both American Airlines and United Airlines.

Provisionally targeted at entry-into-service in 2025, the NMA grew out of 757-replacement studies and over the past five years was expanded to include a successor to the 767. The program was focused on two main versions, the 225-seat NMA-6X and 275-seat NMA-7X, with the larger of the pair expected to be developed first. But Mounir says “with NMA we never crossed the line with customers in terms of ‘this is perfect for me’. It is frankly something we looked at two years ago and when you look at the market today you have to re-address if it still makes sense to have exactly this concept.”

Resto aqui: https://aviationweek.com/aerospace/boeing-hints-new-direction-nma-refocus?utm_rid=CPEN1000003956374&utm_campaign=23138&utm_medium=email&elq2=4eaba865ee5246b1904d04d301a6d0b9

nunopinheiro

  • Mensagens: 5159
Claro que tem de dizer isso sob pena de orfanizar o B737 ainda antes de ter o seu substituto.
A Boeing ainda tem de vender e produzir uns milhares deles..

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