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Boeing 787-3 could be reborn as its new NMA
In considering its options for a New Mid-market Aircraft (NMA), Boeing could ponder using an early design of a bestselling twin-aisle aircraft which was shelved a decade ago, in an effort to keep development costs low and execute on an accelerated timeline, one analyst says. (www.flightglobal.com) Más...Sort type: [Top] [Newest]
"in an effort to keep development costs low and execute on an accelerated timeline" Really? Wasn't the 737-max done this way?
As suggested in the article the planned B787-300 as a starting point for a NMA is not a good idea.
"reducing weight" woud be much more difficult than it was with the existing 787-800 already (... and that was initially substantially overweight)
I am pretty sure Boeing will not be able to get around a true clean sheet project this time. Adapting/changing the "787-300" to a narrowbody will not work out. I don´t see any respectable airline jumping on that train.
"reducing weight" woud be much more difficult than it was with the existing 787-800 already (... and that was initially substantially overweight)
I am pretty sure Boeing will not be able to get around a true clean sheet project this time. Adapting/changing the "787-300" to a narrowbody will not work out. I don´t see any respectable airline jumping on that train.
My slightly altered version which, by the way, is no less accurate or true than the original.
BOEING B-17G COULD BE REBORN AS ITS NEW NMA
In considering its options for a New Mid-market Aircraft (NMA), Boeing could ponder using a late design of a bestselling four engined heavy bomber which was discontinued eight decades ago, in an effort to keep development costs low and execute on an accelerated timeline, one random analyst says.
As the company reevaluates its plans around building an NMA, Mr. Random Analyst, who is not affiliated with or authorized to speak for Boeing and is pretty much just shooting the shit with me, the answer for the Chicago-based planemaker could be relatively simple.
“The B-17G died a miserable death,” Random Analyst says from the The Keg Restaurant's bar (next to Costco) in Lynnwood, Washington on 6 February. “What would happen if maybe the solution for Boeing and NMA is staring them in the face.”
The B-17G, which was considered for the role of bombing the Japan market but never really gained traction due to it's limited range compared to more modern B-24s and later B-29s.
“Boeing has a very good record of understanding how the B-17G works - where its strengths are, how they can tweak it,” Random Analyst says. “What would happen if Boeing were to dust off that thing we called a B-17G, let’s tweak it, let’s take some weight out, let’s do some clever stuff with it, and maybe that’s our NMA.”
Industry experts agree that Boeing must move quickly towards making a decision on its NMA project in order not to lose time on offering a viable alternative to Airbus’ modern and efficient extra long-range A321XLR aircraft, which was launched in 2019.
For several years Boeing has talked of launching a clean-sheet NMA, an aircraft with about 270 seats and 4,000-5,000nm (7,400-9,300km) range. But the 737 Max grounding delayed that project beyond an ideal mid-2020s launch. As a result, Boeing is at risk of being left behind in the race to develop an aircraft that will be a viable replacement for the ageing 757 and 767, aircraft which will need to be retired soon.
Boeing chief executive David Calhoun recently put the brakes on the NMA as the Chicago-based planemaker continues to deal with the fallout from the year-long crisis. Calhoun says Boeing is reassesing exactly which segment of the market it should target with its next aircraft,
If Boeing does not launch a new programme soon, 757 and 767 operators, including airline heavyweights United Airlines and Delta Air Lines, which together currently operate more than 330 of those types, will have only the A321XLR to turn to expand existing transcontinental routes and create new intercontinental routes. United has already aligned partly with Airbus, announcing in December it ordered 50 Airbus A321XLR. Deliveries are scheduled to begin in 2024.
The B-17G had meant to fly 8 passengers distances of 2,000nm. At the time, it was touted as the natural successor of, well, nothing really. Boeing received 8,680 orders for the variant from two airlines – The Eighth Air Force and the Fifteenth Air Force. But in 1945 the war ended so Boeing canceled the programme.
Random Analyst says a new edition of the B-17G could typically start a flight cycle on the US West Coast, fly not all the way to the East Coast, refuel and reload, continue on to Halifax or something, possibly Greenland, Iceland, Europe, then Africa about a week later. Forget South America. “Maybe a revised B-17F would work.”
“By 2043… the market for this radial engined middle-market airplane will be 2,400 airplanes,” Random Analyst adds. “That’s a respectable number and it’s worth chasing.”
But convincing Boeing to go for an airplane that will likely have some passengers choking to death on their own frozen vomit at a time when more-efficient and lower-operating-cost pressurized jet aircraft with bathrooms outsell non pressurized aircraft without bathrooms nearly a-zillion-to-one will be a difficult sell, say other industry observers.
”There’s a long-term secular shift in favor of airplanes you probably won't have to bail out of then wait days or even weeks to be rescued (if ever)” Some Other Random Guy, vice-president of some other random company that isn't Boeing, says. ”The Max is a very serious situation for the business, but it’s also serving to mask what I think is the biggest challenge that Boeing has faced in many decades, which is that because of the Max, their ability to respond to this major secular shift in the market, coupled with a major competitive threat, is jeopardised.”
BOEING B-17G COULD BE REBORN AS ITS NEW NMA
In considering its options for a New Mid-market Aircraft (NMA), Boeing could ponder using a late design of a bestselling four engined heavy bomber which was discontinued eight decades ago, in an effort to keep development costs low and execute on an accelerated timeline, one random analyst says.
As the company reevaluates its plans around building an NMA, Mr. Random Analyst, who is not affiliated with or authorized to speak for Boeing and is pretty much just shooting the shit with me, the answer for the Chicago-based planemaker could be relatively simple.
“The B-17G died a miserable death,” Random Analyst says from the The Keg Restaurant's bar (next to Costco) in Lynnwood, Washington on 6 February. “What would happen if maybe the solution for Boeing and NMA is staring them in the face.”
The B-17G, which was considered for the role of bombing the Japan market but never really gained traction due to it's limited range compared to more modern B-24s and later B-29s.
“Boeing has a very good record of understanding how the B-17G works - where its strengths are, how they can tweak it,” Random Analyst says. “What would happen if Boeing were to dust off that thing we called a B-17G, let’s tweak it, let’s take some weight out, let’s do some clever stuff with it, and maybe that’s our NMA.”
Industry experts agree that Boeing must move quickly towards making a decision on its NMA project in order not to lose time on offering a viable alternative to Airbus’ modern and efficient extra long-range A321XLR aircraft, which was launched in 2019.
For several years Boeing has talked of launching a clean-sheet NMA, an aircraft with about 270 seats and 4,000-5,000nm (7,400-9,300km) range. But the 737 Max grounding delayed that project beyond an ideal mid-2020s launch. As a result, Boeing is at risk of being left behind in the race to develop an aircraft that will be a viable replacement for the ageing 757 and 767, aircraft which will need to be retired soon.
Boeing chief executive David Calhoun recently put the brakes on the NMA as the Chicago-based planemaker continues to deal with the fallout from the year-long crisis. Calhoun says Boeing is reassesing exactly which segment of the market it should target with its next aircraft,
If Boeing does not launch a new programme soon, 757 and 767 operators, including airline heavyweights United Airlines and Delta Air Lines, which together currently operate more than 330 of those types, will have only the A321XLR to turn to expand existing transcontinental routes and create new intercontinental routes. United has already aligned partly with Airbus, announcing in December it ordered 50 Airbus A321XLR. Deliveries are scheduled to begin in 2024.
The B-17G had meant to fly 8 passengers distances of 2,000nm. At the time, it was touted as the natural successor of, well, nothing really. Boeing received 8,680 orders for the variant from two airlines – The Eighth Air Force and the Fifteenth Air Force. But in 1945 the war ended so Boeing canceled the programme.
Random Analyst says a new edition of the B-17G could typically start a flight cycle on the US West Coast, fly not all the way to the East Coast, refuel and reload, continue on to Halifax or something, possibly Greenland, Iceland, Europe, then Africa about a week later. Forget South America. “Maybe a revised B-17F would work.”
“By 2043… the market for this radial engined middle-market airplane will be 2,400 airplanes,” Random Analyst adds. “That’s a respectable number and it’s worth chasing.”
But convincing Boeing to go for an airplane that will likely have some passengers choking to death on their own frozen vomit at a time when more-efficient and lower-operating-cost pressurized jet aircraft with bathrooms outsell non pressurized aircraft without bathrooms nearly a-zillion-to-one will be a difficult sell, say other industry observers.
”There’s a long-term secular shift in favor of airplanes you probably won't have to bail out of then wait days or even weeks to be rescued (if ever)” Some Other Random Guy, vice-president of some other random company that isn't Boeing, says. ”The Max is a very serious situation for the business, but it’s also serving to mask what I think is the biggest challenge that Boeing has faced in many decades, which is that because of the Max, their ability to respond to this major secular shift in the market, coupled with a major competitive threat, is jeopardised.”
"The B-17G, which was considered for the role of bombing the Japan market but never really gained traction due to it's limited range compared to more modern B-24s and later B-29s." Bombing the Japan? Where are the editors?
Editors? I think they all retired. These news sites don't even have reporters, and you want editors?
Another analyst has said it’s the 767-X which is derived from the new 767-xF derived from the 767-400.
These guys say what ever stands out to make them seem current with no real inside track to add perceived value to their predictions.. we’ll have to see
These guys say what ever stands out to make them seem current with no real inside track to add perceived value to their predictions.. we’ll have to see