gengar

Not at MTOW.

hayzel7773

Not fully loaded. They would be severely weight restricted. Don't see the -10s flying into NA. Part of their North America ops and why they've been so successful is that they carry lots of cargo in addition to pax while limiting the # of cargo flights into and out of the destinations. If they are weight restricted(which they will be with the -10), they may be presented with some yield and profitability issues on some routes.

jackson112233

bzcat

787-10 should be able to do TPE-Australia or BKK-Europe without much trouble.

TPE-US West Coast will be tough with early build -10s. Boeing may come out with PIP or up-rated version of -10 later that can do US West Coast.

gengar

At MTOW, most of Europe is a stretch even from BKK.

Let's not forget that the 787-10 is meant to be an A330 killer and (vastly superior) replacement for the 767. We will see BR use the 787-10 to replace its A330 fleet and expand route network that the A330 would be used on, not to replace the 77W.

The 787-10 is also meant to complement the 787-9, giving operators an airframe with a 3000-4000nm CASM sweet spot while having 90%+ parts commonality and same type rating, lowering costs for existing 787-9 operators. It's certainly not meant to compete with the 787-9.

Not tough - impossible at MTOW. PIPs won't supply anywhere close to the needed range. Also, the 787-9/10 are pretty much already maxed out EIS. There's no way to make a '-10ER' without MTOW increase - new engines, new wings, new landing gear, etc. etc. which would kill CASM.

More to the point, there is no reason for BR to fly TPE-USA with the 787-10. The 787-10 is a pure stretch of the 787-9 - literally the same MTOW, so it is a straight swap of pax/payload for range. If an operator has to limit pax/payload on the 787-10 in order to get more range, then they're using the wrong plane.

bzcat

I agree 100% which is why a few posts back, I noted with surprise that BR haven't converted some of its orders to 787-9. They have more 787-10 on order than they will need to replace the A332 and A333 fleet and account for growth.

hayzel7773

EVA Air has reportedly agreed to lease B-16715, the Star Alliance livery aircraft, to Air New Zealand for it to operate on NZ9/10 to Honolulu starting this August. Aircraft is dry-leased but BR will be dispatching two mx personnel to ensure the proper maintenance of the aircraft up to their standards.

coolfish1103

787-10 is newer and smaller than 359/77W, certainly they should be able to sustain BNE. They aren't doing AKL anyway so doubt much is affected with NZ's entrance.

I do agree they ordered more 787-10 than most of us think they need. Perhaps they will deploy more of them to regional routes replacing the 321 that passengers dislike.

east_west

The odd thing is that BR has essentially one destination -- BNE -- that has a range in this sweet spot. All of the other destinations are less than 2000 nm or >5000 nm from TPE. (roughly.. VIE is 4851nm and DPS/CGK are 2050nm). Given the 787-10 CASM sweet spot, isn't the 787-10 too much plane for the <2000nm destinations and not enough for the >5000nm? Seems like BR needs Boeing MoM offering.

There is an article on airliners.net that says the 787-10 range @ MTOW is 5000nm. YVR/SEA + VIE/AMS/LHR/CDG are right at the cusp, at about 5100-5300nm. How much of a CASM hit would those destinations be? Is that less efficient than using this plane on all of these sub-2000nm destinations?

Link to the great circle mapping site showing EVA destinations overlaid on 2000 nm and 5000 nm range circles from TPE. It is interesting to illustrate the geographic centrality of TPE for SE/E/N Asia destinations: https://bit.ly/2Ngxl6G

gengar

The sweet spot just refers to when the 787-10 has a huge advantage vs. all its competitors (particularly the A330 family) in CASM. It is still a CASM winner vs. nearly all planes on shorter routes, and will still be an industry leader on longer routes up to MTOW range. For example, it'll certainly best the A321 to Japan - just a matter of whether BR can fill the seats.

Again, the issue is range at MTOW - and remember, still have to factor in winds on westbound flights. Just as an example, SFO-TPE is roughly 5600nm but the planes will often fly >6500nam in winter winds. To Europe, also have to factor in overflight restrictions with the communist neighbors.

bzcat

The "sweet spot" is just where 787-10 is unbeatable on CASM. It still have excellent economic profile anywhere between 2500 to 5000 nm.

And yes, BR is a prime candidate for Boeing MoM. I expect all the major Asian network airlines to order this plane when it is officially offered.

hayzel7773

First look at the new 789! Featuring a UA-like wavy line livery and large "787" numbers printed in the front of the aircraft(between doors 1 and 2). According to the latest rumors amongst the staff, the aircraft will enter scheduled service in October, and will be joined by a 2nd one in November. Crew training flights will last for around 1-2 months, depending on the progress of the training. First cabin crew class has just recently received their first type rating certificate, 3-5 more classes will follow in the coming months.

flyingeverywhere1

It looks beautiful!

BuBu4

787 in Taipei or still at boeing?

plane looks so pretty!

hayzel7773