Aircraft types
07-18-2010, 07:36 AM
#1
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Aircraft types
Does UAL have a replacement plan for the 744? Is it a type of the 787, maybe the 773 or nothing at all? Any talk of reducing the number of different fleet types that the combined UAL/CAL will operate?
07-24-2010, 06:31 AM
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10-18-2014, 09:35 PM
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To the OP:
United converted 25 orders for the A350-900 to -1000's, plus another 10 aircraft in June of 2013. The first of the 35 deliveries is currently published to start in 2018.
The EASA granted 370 minutes ETOPS last week, FAA reviews flight test data next (787 has 330 minute ETOPS for comparison). The 350 flight tests have been virtually flawless and production is ramping up MUCH faster than the 787. The -1000 which will compete with the 777X will almost certainly beat the Boeing product to market.
10-18-2014, 09:54 PM
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Considering the McQuality that Boeing is turning these days, I'm not sure it matters.
To the OP:
United converted 25 orders for the A350-900 to -1000's, plus another 10 aircraft in June of 2013. The first of the 35 deliveries is currently published to start in 2018.
The EASA granted 370 minutes ETOPS last week, FAA reviews flight test data next (787 has 330 minute ETOPS for comparison). The 350 flight tests have been virtually flawless and production is ramping up MUCH faster than the 787. The -1000 which will compete with the 777X will almost certainly beat the Boeing product to market.
To the OP:
United converted 25 orders for the A350-900 to -1000's, plus another 10 aircraft in June of 2013. The first of the 35 deliveries is currently published to start in 2018.
The EASA granted 370 minutes ETOPS last week, FAA reviews flight test data next (787 has 330 minute ETOPS for comparison). The 350 flight tests have been virtually flawless and production is ramping up MUCH faster than the 787. The -1000 which will compete with the 777X will almost certainly beat the Boeing product to market.
10-19-2014, 06:30 AM
#10
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Doesn't seem like a lot to me. He just opined that the -350 will beat the 777X to market. The rest is verifiable fact.
I jumpseated (jumpsat?) on a 787 once. For all the hype, I wasn't all that impressed. The screens are big, and I guess they are cheap to replace (compared to current MFDs), but they almost seemed too big for an easy scan.
I hope we do get the A-350. I really liked the 320, even with its quirks. Boeing's cockpit layout still has its roots in the XB-15 of the 1930s. I get tired of craning to see around the control column on approach, or the awkward balance of eating my crew meal with a seat I can never move back quite far enough. Significant on an airplane that can fly for 12 hours or more. The Bus cockpits have a reputation for being roomy, quiet, and comfortable.
Other than the 380, I'm not aware of any major program glitches Airbus has had. Boeing had issues with the 707 (gear trucks), 727 (#2 engine compressor stalls), 737 (drag/range in the -100), 747 (engines); the -800 had lots of problems (including flutter) for a growth aircraft. The 757, 767, and 777 had no major issues I know of; and the 787 is legendary.
So, given the current status of the A-350 program, CRM's estimate seems reasonable to me.
I jumpseated (jumpsat?) on a 787 once. For all the hype, I wasn't all that impressed. The screens are big, and I guess they are cheap to replace (compared to current MFDs), but they almost seemed too big for an easy scan.
I hope we do get the A-350. I really liked the 320, even with its quirks. Boeing's cockpit layout still has its roots in the XB-15 of the 1930s. I get tired of craning to see around the control column on approach, or the awkward balance of eating my crew meal with a seat I can never move back quite far enough. Significant on an airplane that can fly for 12 hours or more. The Bus cockpits have a reputation for being roomy, quiet, and comfortable.
Other than the 380, I'm not aware of any major program glitches Airbus has had. Boeing had issues with the 707 (gear trucks), 727 (#2 engine compressor stalls), 737 (drag/range in the -100), 747 (engines); the -800 had lots of problems (including flutter) for a growth aircraft. The 757, 767, and 777 had no major issues I know of; and the 787 is legendary.
So, given the current status of the A-350 program, CRM's estimate seems reasonable to me.
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