Last week saw the roll-out of the latest Boeing 787, the -10 which is the largest model. Like all aircraft that are stretched, it looks more graceful than the shorter models.
Boeing released the image above of the 787-10 as well as the image below, that allows a comparison in sizes with key capacity differences.
The 787-10 has orders from key “name brand” airlines and lessors that underscore its expected impact. The following table lays out the latest information from Boeing on 787-10 orders. Five of the seven airlines seem to be hedging their bets buying the 787-10 and also buying the A350.
What about the competition? Airbus offers two options, its redesigned A330neo and its new A350. The A330 has an excellent sales record and has proven to be Airbus’ most successful twin aisle. Airbus also has a “new technology” solution in the A350 of comparable size to the 787-10.
The 787-10 closely matches the 777-200ER but offers 26% better cargo space, 1% better cruise speed and 5.4% more seats with a range about 5% shorter. On the Airbus side, we compare the A330-300 to the replacement -900 model; with the -900 offering 9.2% better range and equal cruise speed. The A350-900 has 4.5% fewer seats than the 787-10, has 9.4% less cargo space, but has 26% more range with equal cruise speed.
The 787-10 will be competing with the A330-900 and the A350-900. In the following table, we compare these three aircraft and added the A350-1000 as an additional comparison point.
In terms of fuel burn, we offer the following table. We selected a 4,000NM mission and we can see from the fuel burn perspective, competition is tight.
Collateral Verifications provided market values on these aircraft. The A330-900 values are between $107-110m, the A350-900 between $153-156m, the A350-1000 is between $160-170m and the 787-10 between $145-150m. Market values are quite different from list prices. The industry rule of thumb is that aircraft list prices are typically discounted by 50%. We took the middle of each price range and produced the following table.
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How do the different airframes compare with maintenance costs.
I suspect the A330 will be more costly to maintain than a 787 or A350. With utilization rates directly linked to maintenance intervals the other more expensive options ccould have greater revenue potential
Am surprised to see the 330-900 will have the same cruise speed as the 787/350. Can you please confirm this as coming from Airbus?
Airbus claims Mmo 0.86M for the A330-900 – http://www.airbus.com/aircraftfamilies/passengeraircraft/a330family/a330-900neo/
Airbus claims Mmo 0.89M for A350-900 – http://www.airbus.com/aircraftfamilies/passengeraircraft/a350xwbfamily/a350-900/
We assume cruise at 0.85M for the modeling
I was always curious about the number of ‘real new’ markets opened by the 787. They do exist but are relatively few such as Austin- Dusseldorf and Narita -San Jose. Air NZ only uses its 787s to replace 767s or 777’s. Looking at most airports served they are large hubs by and large. An example of long range is Dallas to Shanghai with American. San Francisco -Shanghai is a 13 hr flight with United- nothing that wasnt done before. Often a regular service can be maintained with 777 or 787 depending on the day or week or season. But up to 10-12 hr flights can be done by A330 as well. The 787-10 as you say can replace a 777-200, which is what most airlines will do. Its hard to find long range city pairs that arent being served that can generate the over $100 mill revenue per year to sustain a long haul flights with 787s.
Thank you for the reference. The A330 CEO also has an Mmo of .86 similar to the NEO. Given the wing aerodynamic improvements the NEO has, chances it will cruise a marginally faster speeds than the CEO (.82-.83). I am hoping Airbus can confirm that.
Please check, all your tables, comparisons etc are not visible.
Thanks for head’s up – now fixed