Page 11 - AAA SEPTEMBER - OCTOBER 2015 Online Magazine

FEATURE BOEING 757

LEFT: The Boeing 7J7 would
have featured a 1-2-1 twin-
aisle layout for improved
comfort

OPPOSITE PAGE:
The arrival of the Airbus
A320 and increasing success
of Boeing’s own 737-300,
coupled with falling oil
prices led to the demise of
the 7J7 in 1987

just to pay back the development costs, It notes that although overall growth which wanted the twin-aisle DC-11 in
compared to an A321 full life base value has been unspectacular, in the 3,000 1981 and not the 757 could be the key
(FLBV) of around $54m.” to 5,000nm range band of the 757 battleground in the 757 replacement saga.
Thus it argues that an all new aircraft replacement, it is nonetheless “important The airline is the largest operator of
would require a market of 3,000-4,000 to several major markets and contains the 757 with 154 in its fleet and is a major
units in order to look attractive. the core networks of some of the fastest customer for both the 180-seat two class
However if the ‘ 757 replacement’ was growing carriers.” Boeing 737-900ER (140 in service or on
designed from the outset as the ultimate It adds that the range segment “covers order) and the two class 192-seat Airbus
stretch of a baseline 737 replacement most of the Transatlantic market, routes A321ceo (45 on order). All told the airline
aircraft then the equation changes from Asia to Australasia, Southeast Asia has 652 single aisle aircraft excluding the
dramatically say Boeing insiders. to Northeast Asia, and routes from the 717s that fall into the 737/757 replacement
Ascend contends that “it is clear that three Gulf hubs to much of Europe and market segment.
the market gap will look different from Asia. Turkish Airlines and Aeroflot have If the MDC 1980 DC-11 study was right
the perspective of Airbus or Boeing. both seen huge growth in this range band. and a twin-aisle only incurs a penalty of
However, the size and range capability This means that this range bracket is key one passenger then Boeing – and Airbus
conclusions are probably similar. This to five of the fastest growing large network – have an opportunity to redefine travel
means the aircraft is actually close to the airlines.” by introducing a twin-aisle to the 150-260
original 767-200 (non-ER) or A310-300. Ascend points out that while it “might seat market segment.
Presumably a manufacturer would seek to be difficult to imagine airlines such as Carlson’s statement in 1986 that
offer a family of aircraft, implying a stretch Emirates moving away from large aircraft, “nobody wants to sit in the middle seat”
aircraft would be similar in capability to or a 240-seat aircraft replacing 777s and is truer today and the rise of premium
the 767-300 or A300-600.” However one A380s on London to Los Angeles, there are economy in its various forms is clear
could argue that the 787 and A330neo are many city pairs that offer opportunities to evidence that more and more passengers
pitched at that very market. increase frequency, plus numerous new are prepared to pay extra for comfort.
Boeing sources tell Asian Airlines & pairings that could be flown.” It adds It would seem inconceivable that
Airports while everything is on the table that today the 787 or A330-200 are the the industry, with all the latest proven
and fluid the “twin-aisle 757 replacement” obvious types to launch new routes above composite, aerodynamic and engine
being the (stretched) basis for the 737 3,000nm, but the trip costs are around 50 technologies in its arsenal cannot produce
replacement is “intriguing,” while another per cent higher than a 737-900 or A321.” a twin-aisle 180 - 240-seater that has
couched it as “fascinating.” compelling economics.
The Ascend report also looks at Ironic Twist
the route networks at which the 757 In yet another touch of irony Ascend
replacement would be pitched. believes that U.S. giant Delta Airlines,
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