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Notice how Airbus depends on the small plane market the A320, while Boeing has wiping the medium-large market segment.
The A340 never lived to its promises and with a big fuel consumption is getting trashed by the 777.
The -900ER (formerly known as the -900X) will have the same length fuselage as the -900 but will have seating for up to 215 passengers. The increase in pax capacity has been achieved by adding a pair of Type II doors aft of the wing for passenger evacuation regulations and installing a new flattened aft pressure bulkhead which would add an extra fuselage frame (approx 1 row of seats) of cabin space. The flat bulkhead will become standard on all 737's from 2006 and the Type II door will be standard on all series 900's although operators may choose to have it deactivated.
Range is increased to 3,200nm with the addition of two 1,970ltr aux fuel tanks (or 2,800nm without aux tanks) and optional winglets. The 900ER will have reinforced landing gear legs, wing-box and keel beam structure to handle the increased MTOW of 85,200kg. Take-off and landing speeds (and hence field length) are reduced by the short field performance improvement package originally developed for the 737-800, this is standard on all 737-900ER's. MZFW will be 67,800kg & MLW 71,400kg, making it similar in weight to the 727 and the brakes will be upgraded as a consequence.
Announced on 26 Jan 2006, the Signals Intelligence (SIGINT) will be based on the MMA airframe. It will be used for airborne intelligence, surveillance and reconnaissance, and also advanced network centric communications.
The Boeing 737 SIGINT variant will have increased mission capability, operational readiness and combat radius relative to legacy aircraft. The design also has built-in growth capacity so payload capacity can easily be increased or upgraded to accommodate future customer requirements.
"A key advantage of this new program is that the 737 SIGINT aircraft will leverage the P-8A's advanced mission system architecture, mature design, and contractor logistics support and training systems approach. For customers that means reduced operating and maintenance costs over the entire life cycle of the system."
The Yellowstone 1 (Y-1) is the project name for the 737 replacement. The family is believed to be comprised of three models which will seat 120, 150 and 190. It will be a whole new aircraft rather than a further 737 derivative and will use much of the systems, structural & design technology of the 787.
Boeing Commercial Airplanes Chief Executive, Alan Mulally, said the new jet program must provide technological advances that will make the 737 obsolete. They will come from a new engine and from the next generation of Boeing composites technology, incorporating the lessons learned from initial 787 manufacture, he said.
Mulally said Boeing may have a 737 replacement in service as early as 2012, which would imply a development-program launch in 2008 or 2009.
Boeing's resurgence comes at a time when Airbus is stalling badly. Delivery delays of its 555-seat A380 super-jumbo jet have angered key customers. And an inability to settle on the final design of its new A350 has given the 787 and 777 an even bigger head start. More troubling yet for Airbus: Its four-engine A340 is deemed a gas guzzler. "Boeing sees Airbus as weak, and they're right," says Doug McVitie, an aerospace consultant who used to work for the European jetmaker. "Airbus has had a terrible year."
Boeing is counting on continuing strong sales of its 787 Dreamliner, 747 Advance and long-range 777s. Last year Boeing received orders for 154 of the 777s, 43 of the 747s and 235 Dreamliners.
Originally posted by waynos
Doesn't anyone have an answer to my 757 question above?
What you've presented, Waynos, is a snapshot of the present situation between Boeing and Airbust and as such is not particularly informative.
You've failed to mention (conveniently?) is the *trend*. That trend does not favor Airbus
The 380 is ......................an answer to a question no one is asking....America is not a country hostile to private enterprise or hard work........Europe, on the other hand, is a faced with stagnant growth, a work force that would rather riot than work.........
lso the 737 was only around 10 years old and selling well when the ideas about new fuel efficient planes were being kicked around so why mess with a good thing
t the time, they didn't have the engines capable of being mounted on a 737 that would make it comparable to the 757