I think Tim Clark is on the record for not wanting it. Winglets that is what he would take and refit for sure.
Well then why did they go for 10 in 777 ? Where is the logic ?
Once more 10 in 777 is more crowded than 11 in A380 - lower deck !
But I do hope for everyone comfort you are right !
I think the 11 a row on the main deck was an Amedeo think not Emirates. But 11 a row was only one of the proposed interior changes. Changing the front stairs with integrated toilets and changing the aft stairs bring quite a few extra seats.
I do not think that this is the last Emirates order we will see. I believe Emirates is still pressuring for new engines. I think delaying the engine choice is to put pressure on RR to be a little bit more accommodating. Perhaps RR had also over promised the last time.
But nobody else will order it anymore if the A380 future is in doubt. That alone might end all customer demand. And if you have a key customer like EK how can you let this become such a public drama?
The public drama happened at the Dubai Airshow. I think there is not a lot of drama since Airbus declared a production rate of 6 a year. I still do not believe that the Emirates order will not come eventually and than everything will be about, but when does the next order come.
Last Edit: Jan 15, 2018 13:09:07 GMT 1 by mjoelnir
Thanks for such a detailed explanation philidor. I saw a post sometime ago, stating that Airbus does not have a direct competitor to Boeing, their models are either larger or smaller (i.e. the 330 vs 767). do you think Airbus will develop a true competitor to the 787? or will they incrementally improve the 339?
Indeed, both manufacturers tend to offer widebodies that are somehow different from the alternative line-up, in order to avoid a purely price-based competition.
For instance : - designing the A350, Airbus sized it between the 787 and the 777 ; - designing the 777 successor, Boeing made sure that the 778 had more MTOW and range than the A35K, while the 779 offered more seats.
There is however less difference in size and performance between the A330 and the 787 than in the above cases. I believe that Boeing initially intended to achieve a larger performance gap, but had to compromise as a consequence of early 787 development and production issues (for instance, the three sub-types got the same wing, which was not the initial plan).
I am sure Airbus intend to keep selling the A330 - and is still improving it - even if the rate of production has to be slowed down.
I think that Airbus is quite proactive in slowing production rates. The A330 is currently at 6 * 11 = 66 frames a year. Or at rate 5.5. The combined backlog is 317 frames all types, at the current rate of 66 a year a nearly 5 year backlog. The orders were low in 2017, but average orders were 80 frames over the last 3 years. I do not see any need for Airbus for thinking about rate reduction.
Last Edit: Jan 15, 2018 12:37:09 GMT 1 by mjoelnir