FAILURE? - What About The 777-8
Вставка
- Опубліковано 29 вер 2024
- The Boeing 777-8 was introduced in the early 2010s but has struggled to attract orders, why is this and can the aircraft therefore already be deemed a failure?
BECOME A MEMBER:
/ @globetrottingatdjsavi...
🔔 Subscribe to GlobeTrotting: bit.ly/Subscri...
🖥️ Visit the website: djsaviation.net
CONNECT WITH GLOBETROTTING
🐦 Twitter: / djsaviation
👥 Facebook: / djsaviation
💬 Discord: / discord
💻 Patreon: / djsaviation
BUSINESS ENQUIRIES
📧 Email: contactdjsaviation@gmail.com
CHECK OUT THE PODCAST
🎙️ Spotify: bit.ly/DjsAvia...
🎙️ Apple: bit.ly/DjsPodc...
SUBMIT VIDEO IDEAS
✍️ Form - bit.ly/SubmitV...
ℹ️ MORE INFORMATION ℹ️
creativecommon...
Licensed under CC-BY-SA 2.0
-
-
-
-
-
🎵 OUTRO TRACK 🎵
Krys Talk - Fly Away [NCS Release]
Music provided by NoCopyrightSounds.
• Krys Talk - Fly Away |...
Free Download / Stream ncs.io/flyaway
#aviation #news #flight #aircraft #avgeek #airplane #airlines #airport #planespotting #airbus #boeing
Future tagline; "The Aircraft that Never was"
Emirates have 35 on order , they will build them
@@mmm0404oh didn't realize Emirates built their own planes now that's cool.
777X isn't a failure but is a disaster
damn lol
Not really. It would be a disaster if it was certified with all these faults
Not quite a disaster, but frustration
I feel like potential 777-8 customers would rather go for the 787, and most 777X customers (who are mainly looking for maximum capacity) will mostly order the 777-9 (with a few supplemental 777-8s for lower volume routes). I believe the target 777-8 customers (American carriers for instance) would prefer a 787-10ER.
the problem is more that with the exception of ANA, every single 777X customer also has the A350, which in the -1000 version is even closer to the 777-8 than the 787
@@MrSchwabentier this is true, but I'm mainly talking about why the American carriers don't plan to replace their 777-300ERs with it. They have so many hubs and fly long haul from most of them that they could easily get away with using just the 787, if they don't want to go the Delta route and order A350s. But I do agree, it makes more sense to order the A350 over the 777-8, you are correct.
The 777-8 is literally gonna be very outdated once it actually gets certified
The 777-8 is the same airframe the 777-8F. What isn't the same is taken from the 777-9. It is a model that essentially costs Boeing nothing extra to offer to buyers.
I believe there’s a market for the 777-800 especially airlines that don’t need the bigger version especially in America and Europe but I think it will take time for orders to come through like with the A330 Neo that took time for the orders to come but they are getting there but I think the 777-800 has a much better chance of selling than the A330-800 and the reason being is that the A330-800 is a very heavy plane in weight and not very powerful engines therefore it goes through fuel quite fast which is something that the airlines won’t want but the fact that the 777-800 is much lighter in weight and similar flying range and much more powerful engines it could give airbus a problem once Boeing gets it’s flying passengers. And two reasons for that one it similar passenger capacity to the A330-900 but a better flying range also more powerful engines and nothing like as heavy in weight that is a good thing for Boeing
773er still going to fly. And The 789 and 787-10 close in capacity.
777 8 & 777 9 are a joint project and need to be looked at as a 'pair' as opposed to 'individually ' in terms of sales performance. As a 'pair', sales have been steady. So no- i dont consider the 777 8 a failure
The only customer I can see utilizing the 777-8 is Emirates lol any other airlines would use the 777-8F.
Unless a real plane comes out, all fuel efficiency numbers are all brags.
Boeing is a yoke
@@danatmatchvox Literally.
Boeing went back to the drawing board on this variant, right? I remember them saying something about they were going to stretch it a bit…. To make it more tempting for airlines.
The TubeX2 (engines) will be the last airliner design until speed or alternative propulsion is more advanced.
It’s in a weird place where it would be used to connect large hubs that are very far away like the 350 1000 ULR, but a curious more people and more cargo than it’s competitor, but not quite the range. it just comes down to our airlines interested in these super long fatter routes or will continue trend of normal long range thin roots be what happens with everything
The -9 shines through?
What?
Looking at specs the B778 is a little larger than the B77W - 777-300ER.
I'd have thought that all current 77W owners would buy the 778!
But many bought the 77W because it was the best variant in terms of efficiency even if it was slightly too big. And because there was no comparable alternative whatsoever
@@MrSchwabentier But from reading 778 seems to be almost exact replacement!
Though A35K exact replacement but whole different plane!
@@graysono yes but the point is that many airlines don't need an exact replacement but rather something a bit smaller. In other words, if the old 777-200 was as efficient per seat as the 777-300ER, it would not have sold as well as it did. Many airlines bought a plane slightly too big because it just was better overall.
The 777-8F is not mentioned at all, but point taken.
The 777-8 is meant to replace the 777-200, even though it's more like the size of the 777-300ER. The role of an aircraft that size is being currently met by the A350-1000, especially since the 777-8 is not going to be in service until probably 2028-2029. I suspect that, by that time some carriers will be looking to replace the 777-300ER, then the type will get more orders. Even at the current level, it's already done better than the A330-800.
I agree with you for a change, so that dispels your accusation that Im trolling you. I would add however, that the same scenario that you reference regarding the 777-8, as an aircraft principally built as a replacement for the relatively young B777-300ER, also applies to the A330Neo replacing the Ceo, something you forget when damning the sales of the Neo. Long term, this Boeing strike leads me to believe that they will have to increase the price of the B787 sharply, so expect the Neo to pick up more orders, unless Airbus increase their price as well, which would be the sensible option with manufacturers facing full orders. If the avocado crop fails and causes a shortage, for example, the price of remaining avos goes up. That's the principle of the 'market'.
I shall be holding you to account (in a friendly way of course), should Neo orders reach 500, which you often dispute...........
@@artrandy It's doubtful that the A330NEO will reach 500, just for the simple fact that the A350 and 787 are simply better aircraft, and those aircraft have variants of the viable size, and they're available now.
The 777-8 is in a unique position of not yet being available. The A330NEO has been available, but no one is ordering them. I have no doubt that the Airbus will get more orders. I just don't think it will reach 500.
@@sainnt
I see you're reducing the odds regarding your Neo claim, doubtful was not an adjective you were once using as a qualification😀.
The same principle that the relative youth of the 777-300ER also applies to the relative youth of the A330Ceo, whether the 777-8 or the 330Neo is in service or awaiting certification, should be obvious to you.
When the 777-8 goes into service, sometime after the -9, which before the thrust link problem was scheduled for 2026, according to EX and LH, that's getting dangerously close to when its expected Airbus will announce the A350Neo, for deliveries in the early 2030s, after current orders are cleared up.
If the A350Neo has improvements that are way ahead of the 777-8 specifications, the Boeing aircraft could become dust before its even delivered.........
@@artrandy When I debate, I try to stick to facts. The fact is, the A330NEO has been around since 2014. That's 10 years, and hasn't cracked 360 units. And, just like you're speculating about the 777-8, no guarantee that all of these will be delivered.
Since 2014 over 3,000 787 and A350 have been ordered, which is a resounding rejection of the A330NEO. If you're going to predict the death of the 777-8, at least wait until it goes into service.
I'll even go as far as arguing that, the only reason why any A330NEO is being sold is because of the 787 backlog, and the only reason why more A350-1000 are being sold is because the 777-X is not ready.
It's too soon to predict the fate of the 777-X, but we already know the fate of the A330NEO. It will not crack 500. If it does, I will stand corrected.
@sainnt You come across as a bit of a Boeing fan.
Can you comment on Boeing 797 and the new SuperFan engine ?
Will these planes ever fly???? Boeing is still in a big mess....
They have, but get grounded as soon as the wheels are off the runway as they should be. Bring back guys with slide rules and brains, and you may have an aircraft worth certifying.
@@rixxroxxk1620 Those guys with the slide rules identified an issue on a test aircraft. It's way better than finding an issue on a certified aircraft m
Apologies for confusion but when it comes to Qantas and project sunrise….couldn’t the 777-200LR accommodate that mission…??
No. Not even close.
It could do it but wouldn’t have enough extra fuel left for diversion, holding weather stuff in general, you’re gonna have 20-30 minutes of fuel left when you need to have 90minutes-2hrs