Quote:
Originally Posted by Ash W
According to other sources (the orders E group), it seems as if the major problem is a full redesign of the wing box. This redesign has also contributed to the weight problem and slowed down the whole process.
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Thanks for that Ash!
Makes me wonder though... is this wingbox redesign required purely because a problem arose as they began putting the first few frames together (ie: a legitimate issue that came up) ... or .... whether they're attempting to modify the wingbox and its surrounding structure to put in a larger landing gear so as to further increase MTOW of the 787-10 and other possible variants such as the -11 or -9LR.
I've got the distinct impression that Airbus' strategy to offer a 787+777 competitor in the A350X as opposed to a direct 787 opponent has caught Boeing off guard, and they've come to the realisation that eventhough the 787-8 is an excellent sized aircraft, the 787 range won't be easy to extend into a 777-sized category. I'm guessing they never planned on having to create a 777 family replacement so soon since the 777 was/is doing well..but Airbus's strategy has meant that the 787-9 is currently the largest
next-generation aircraft Boeing has on offer (excluding the 747-8 since it seems like a sales-lemon)..and airlines are wanting something a bit bigger than the -9 to go alongside their current 787-8/9 order (Qantas is of course a prime example of this). Most importantly, they don't want the 787-10 to simply be the same MTOW as the -9 and just trade capacity for range.
This is why I believe Boeing is still stuck in deciding between offering a 787-10 with no MTOW increase (the cheap, quick and 'easy' option but not many airlines will be impressed)... or going all out and expanding the 787 family to effectively counter the A350X family (but in the process pretty much kill-off the 777, and this will be cost and time intensive program extension).
Oh decisions decisions...
