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Range, seating comfort and configuration and the fact that the A350 is more of a modern programme. 787-10 is not really great on range, the A330neos also fly further
Dear customer, please buy our brand car. It uses 20% more fuel per passenger and has a higher price. It will be introduced 7 years ago, only several years later then the competitor. The competing product is known for low maintenance and high uptime, and has been in service for over ten years, ironing out any startup-illnesses. It is only a matter of some unknown timepath for us to get the car legally on the road and set up a production facility. What can go wrong? We only have three other cars in our line-up that are plagued with quality-, safety-, and delivery issues, battling it out with the safety regulators. Something on these lines must be the sales pitch taught in Boeing headquarters. I won't bet on a big end of year bonus this year...
It's almost impossible to remember all these number without displaying them in tables where we can see them compared to each other! Please, give number in the metric (a logical) system!
It is said of every airplane when it comes out that it will change the industry. I can’t wait for the 777-9X. No one really knows how the plane will function yet. The 777X is quite a mystery. Don’t knock how it performs so prematurely. Hatred towards an aircraft manufacturer seems like a huge waste of one’s time, energy. “Hate” it before it has proven itself. Smart. It will be a great success. With the number of orders so far, it is off to a good start. Most airlines are probably taking the ‘wait and see’ approach to ordering this massive airliner. So many 777’s flying today are still too young to replace. These things take time. Too bad it is so late but in the future the airplanes being produced by Boeing will not be so dangerously flawed. PS. I love the a350!
Wy don't you show the figures at the same time so one can easier compare them. Just reading a list is not that good. Learn how to make professional videos!
At 3:46, I realize this was probably an AI-generated voice, which, in this case, sounds natural. But -900 should be pronounced "Dash 900," not "Minus 900." The same mistake is repeated in several parts of the video.
At 3:37 - the larger cabin width is actually a detriment for passengers. The airlines will cram more seats across, in both business class and steerage. Each airliner has, of course, two aisles. The A350 is more comfortable because there are fewer passengers in each row. In steerage class, if there are only 8 seats across, each passenger is only one seat from the aisle, making restroom trips easier. In the bad old days, many DC-10s were configured with 9 across - two by each window and five seats in the center. This made a truly miserable experience for the victim in the middle seat, with two pax on each side. Some airlines configure their 777s this way, as well.
I wonder if early 777-x's will also have mis-aligned fuselage sections being "sledge-hammered" together by Boeing workers intimidated by their clueless, "money-laundering" / bean-counter "managers?" (See: 787 Dreamliner whistle-blower accounts). No thanks.
The 737Max destroyed the 777X. When it was grounded BA lost the benefit of the doubt, in all of it's processes. The Alaska door blowout further exacerbated the situation. The 777X doesn't even have a TIA yet, which is required before a year of FAA flight testing can begin. See you in 2026/27. Maybe...
@@FLIGAVIA Not only that - they aren't getting the waivers they used to. The LEAP engine on the Max 8 & 9 got waivered for the carbon fiber nacelle. The Max 7 & 10 are set back a year, just because of this one issue. No waiver.
Regarding the fuel bun-off per passengerr, respectively .009 for the 350 versus .011 for the Tripe, That's a difference of some 22% if your figures are correct. That's not peanuts.
The A350 is a more modern aeroplane and it may be that Boeing is going to suffer from the same problems as they have with the ageing 737 albeit not catastrophic safety issues. The two significant issues that have faced the A350 have been paint and the engine issues on the -1000 that Emirates have highlighted, I,e engine life longevity and maintenance which Rolls Royce appear to be addressing and correcting. Rolls however are not the only manufacturer with these type of problems as P&W have encountered significant problems with their engines and its neither impossible or unlikely that the GE engines on the 777X wont encounter problems of their own after entering service. Airbus producing a -1200/1300 A350 would seriously prejudice the 777X but ultimately it is not in the interest of airlines to freeze out Boeing. With Farnborough only five weeks away some of these questions may be answered
Airbus has a 10 year lead over Boeing in sales in this category, including a lot of conquest sales from Boeing. And as we know, because of logistics and training airlines are very reluctant to change horses. It doesn't look like the B777-9 is more efficient than the A350 either, so it brings nothing new to the table - it was supposed to be better than the A350. But the biggest problem the Boeing 777-9 has is that it's a Boeing. Boeing's quality/safety reputation is in tatters and their ability actually produce planes is highly dimished. Airlines don't like that.
I`d like to imagine when B777X does finally enter service it will be something special & offer the premium airlines the very best in luxuriousness & comfort. I think it will be more of a niche aircraft because of it`s running costs & higher purchase price but like A380 it will appeal. A350-1000 on the other hand is more large mainstream size & the perfect replacement for B777-300ER, this is bourne out by recent orders by airlines who want better economy at a more affordable price rather than going ultra-premium. My question to avgeeks on the B777X is:- Whats the likelyhood of any US ( I honestly don`t know if any have ordered it ) airline buying B777X?
In all fairness, the earlier Boeing 787 ("Dreamliner") was also a pioneer in using composites; By being second in this race, Airbus likely learned some important lessons.
"Shocked the aviation industry" with four CFM-56s in the 1990s? I did the brake energy analysis for a 4 x CFM-56 aircraft in 1979. If anyone was shocked, they managed to conceal it.
