Eclipsed830

At least you guys got your opinions out, my entire post was deleted it seems! Haha

24left

9:30 AM - 19 Jan 2019

username

So they don't do everything in Charleston?

24left

@username

There is a fascinating website I've followed for a few years.

ALL THINGS 787 All things 787

QUOTE from Jan 10, 2019 (bolding mine)

"In terms of the breakout of the deliveries, this is pretty interesting. Charleston, it seems, will out deliver Everett by a margin of 6 airplanes (85 to 79). Charleston will deliver 1 787-8, 50 787-9 and all 34 787-10 while Everett will deliver 9 787-8 and 70 787-9s. The delivery mix will see 10 x 787-8 (same as last year), 120 787-9 (also same to last year), and 34 787-10 vs. 15 from last year. The 787-10 is what is driving the the increase in deliveries this year with 19 more."

Also see the charts below this quote on the site.

Below that you can see customer deliveries by type.

24left

9:31 PM - 20 Feb 2019

iamamadscientist

Looking forward for the 78J and hoping to see it on servie to BNE soon after there are enough frames this year.

east_west

From the 787 production table website, one can very roughly estimate delivery times for BR's 787 frames assuming Boeing continues at 14 787 frames per month.

ZB774 (last 787-9) 4/27/19
ZC126 (first 787-10) 6/2/19
ZC151 (787-10) 7/11/19
ZC127 (787-10) 7/24/19
ZC128 (787-10) 9/26/19
ZC152 (787-10) 1/24/20

hayzel7773

EVA is receiving 6 787s this year (unless production ramp up changes their plans), 6 in 2020, 6 in 2021, and 4 in 2022. This is the schedule they've presented to shareholders and banks for financing.

east_west

I think this is consistent with the 787 blog projection -- B-17883 delivered very recently, plus the first five on the list.

All the remaining 787s in 2020--2022 are -10s, right?

Speaking of the 787-10, there was some interesting news on the UA forum about a handful of 787-10 IAD-PEK passenger flights, which can expand the possibilities for future uses of this plane.

hayzel7773

Yes, B-16885 will be the final -9. All remaining are -10s (18 owned, two leased).

iamamadscientist

I do not want to go off-topic, but be careful, the planes were and are not flying with a full load. they had around 90 seats blocked because they were replacing a regular 788 which has around 90 seats less capacity.

east_west

There was some interesting discussion in the UA forum discussing 787-10 capabilities and on airliners.net after the IAD-PEK runs. The IAD-PEK flight had 16T of takeoff weight to spare and also took on 4T of cargo. It is thought that the extra 20T could be used to fill up the remaining seats (~10T for 90px+luggage) and the extra fuel (10T) needed for these 6000nm IAD-PEK runs. It is worth pointing out that 6000nm covers all of EVAs current routes except ORD, IAH, YYZ, JFK. Of course, EVA may have a denser airplane configuration and tends to fill up with cargo. And from earlier discussion here, current plans seem to revolve around intra-asia flights replacing the A330s.

gengar

Much different considerations for polar routes than routes over the Pacific that need to deal with the winter winds. However, it seems from the UA trials that both the 787-9 and 787-10 are performing better in reality than might have been expected.

I find it unlikely that BR would cut cargo for pax. Certainly, with a 20 vs 4 fleet spread between the -10 and -9, I think it's possible we'll see 787-10s taking on routes beyond MTOW range but with empty seats.

iamamadscientist

Fully agree with you, they could even be used to sub in in case a 789 goes tech. Anyway BR must have had something in mind by just ordering/leasing 4 789.

bzcat

I'm of the opinion that BR was really only interested in 78X but wanted to receive them early which Boeing couldn't deliver. So at the end Boeing brokered some sort of lease subsidy to get BR 4x 789 from leasing companies. This explains why BR never bothered to install crew rest or PE cabin in 789... because BR always just intend to operate them like a 78X with fewer seats; rather than using it on premium heavy long haul routes. It's likely that they will rotate out of the fleet fairly soon once BR has most of the 78X it ordered.

From Boeing's point of view, they can subsidize the lease short term and firm up a big 78X order. Also let one of their best customer "test drive" the 789. BR is going to have to eventually order replacements for 77W and this early exposure to 789 will help if BR wants to down gauge.

From BR's point of view, getting some 789 early was important enough to coincide with A332 leaving the fleet. 7x A332 left BR in 2016-17 and the remaining 3x are leaving soon. BR was able to find only 4x A333 in the open lease market in 2017 to back fill the A332. So being able to get 789 as much as 12 months earlier than 78X was probably an important negotiation point in the 787 contract.