The Economist: Boeing considering replacement for 757
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The Economist: Boeing considering replacement for 757
http://www.economist.com/news/busine...eing-eye-storm
This would effectively compete with the Airbus extended range A321, and would be able to do TATL and Transcon. A entirely new aircraft would I believe be risky. I wonder why they can not build a longer 737Max?
One option under consideration at Boeing is to build a new plane for the “middle of the market”, to replace its ageing 757. An aircraft that would carry between 220 and 280 passengers on routes up to 5,000 miles would plug a gap in its fleet, between short-haul narrow-body jets and wide-bodied planes for long-haul travel.
This would effectively compete with the Airbus extended range A321, and would be able to do TATL and Transcon. A entirely new aircraft would I believe be risky. I wonder why they can not build a longer 737Max?
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The 737Mx family is listed as seating 126, 162, and 178 in standard 2-cabin for it's 7, 8. and 9 variants. The NextGen's top out at 177 also. I suspect that just building it "longer" to 280 seats isn't a trivial exercise.
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If they are clever, they'll do a 280 PAX version of a new aircraft, that they can stretch a little more and shorten to ultimately become the replacement for the 737 in a few years.
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How about 737-10/11/12 MAX? Will they consider it? Is that capabilities? Can they go across transatlantic, but 737-9MAX do not have enough capabilities for TATL flight. They don't have enough range. I think the 737-900MAXLR will have more range to reach Ireland/UK or Western European.
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Why can they not do a shorter version of the 787? I recognise that it's a widebody but, if made short, could hit the required passenger count.
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IIRC something about economic and burning too much fuel with not enough pax.
Possibly not enough airlines interested.
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http://www.bloomberg.com/news/articl...diminutive-737
Bloomberg with a piece on the 737Max for TATL flights.
Bloomberg with a piece on the 737Max for TATL flights.
While eight hours on a 130-foot plane with three toilets and one gangway might not immediately appeal to travelers used to the spacious cabins of an Airbus A380, airlines say the smaller jets will open up direct routes that wouldn’t otherwise be viable. That would do away with the need to switch between flights at a busy hub. At the same time people can look forward to competitive fares as carriers seek out smaller airports where access charges are lower.
Norwegian Air Shuttle ASA, JetBlue Airways Corp. and Portugal’s TAP are among airlines buying the jets for trans-Atlantic routes, with NAS set to lead the way when it becomes one of the first carriers to get Boeing’s Max 8 next year. Its initial flights may link Edinburgh, Birmingham in England and Cork and Shannon in Ireland to smaller airports in New England and the New York area.
“The Max is very competitive,” Norwegian Air Chief Executive Officer Bjorn Kjos said in an interview in London. “It has huge potential from the smaller cities along the Atlantic coast. But you can’t go into New York as you do with wide-bodies. You must target airports with a totally different cost structure.”
Norwegian Air Shuttle ASA, JetBlue Airways Corp. and Portugal’s TAP are among airlines buying the jets for trans-Atlantic routes, with NAS set to lead the way when it becomes one of the first carriers to get Boeing’s Max 8 next year. Its initial flights may link Edinburgh, Birmingham in England and Cork and Shannon in Ireland to smaller airports in New England and the New York area.
“The Max is very competitive,” Norwegian Air Chief Executive Officer Bjorn Kjos said in an interview in London. “It has huge potential from the smaller cities along the Atlantic coast. But you can’t go into New York as you do with wide-bodies. You must target airports with a totally different cost structure.”
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