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Latam Airlines recebeu seu primeiro 787-9 Dreamliner


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Latam Airlines recebeu seu primeiro 787-9 Dreamliner

 

Fonte: Panrotas

Artur Luiz Andrade

Artur Luiz Andrade

A Boeing e a Latam Airlines celebraram a entrega do primeiro 787-9 Dreamliner da companhia aérea latino-americana, que abrange Lan e Tam. A Latam está arrendando a nova aeronave da AerCap, de Amsterdã.

 

Segundo a Boeing, a aquisição, faz da Latam Airlines a primeira operadora da América Latina das variantes do 787-8 e do 787-9, da família Dreamliner. A companhia aérea vai começar a voar o 787-9 na América do Sul a partir de março.

 

Com essa entrega, a Latam chega a 11 aeronaves 787 em sua frota, a maior da América Latina. Nos próximos anos, a companhia formará uma frota de 32 787 Dreamliners, inclusive dez 787-9.

 

O 787-9 complementa e amplia a família 787. Com a fuselagem estendida em seis metros em relação ao 787-8, o 787-9 transportará até 40 passageiros a mais e voará 450 milhas náuticas (830 quilômetros) a mais com o mesmo desempenho ambiental excepcional 20% menos consumo de combustível e 20% menos emissões do que a aeronave que substitui.

 

Cinquenta e oito clientes de todo o mundo já encomendaram mais de 1.070 787, e mais de 200 aeronaves já foram entregues.

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Num comparativo contra o triplo 7, como esse novo modelo se sai em consumo e CASK?

 

Sent from my SM-P601 using Tapatalk 4

 

News Analysis: Meet Boeing’s 777-200ER replacement: The 787-9

by Jon Ostrower on October 1, 2010 in Uncategorised

787-9-rendering_560-thumb-560x333-92920.

 

NAGOYA — Not long ago, I wrote about Boeing’s 300-seat dilemma and what to do about its declining share of the 777-200ER sized aircraft market. The ascent of the A350-900 had blunted sales for the 301-seat jet, while Boeing’s customers swiftly shifted their buying patterns to the larger 365-seat 777-300ER. It appeared judging by the sales figures alone that Boeing had abandoned the -200ER, allowing its -200LR to exist as a ultra-long range niche.

Though let me suggest an alternate line of thought. Boeing has already replaced the 777-200ER and its name is the 787-9. Boeing marketeers would say that the 787-9 and 777-200ER sit next to one another in the product family and that a conceptual 787-10, a further stretch, would best fill the role of the -200ER.

While the sales numbers tell one story, the actual specifications of the 787-9 tell a very different one. Let’s start in the cabin.

While the 777-200ER airframe is 209ft 1in (63.73m) long, compared to 206ft 1in (62.82m) for the 787-9, passenger cabins are virtually identical with only 23in (59cm) difference in length. While its not a perfect comparison with requirements for lavs and galleys, as well as space around exits, a cross-section that provides nine-abreast seating on both aircraft can provide similar layouts with a 3.2in narrower aisle and 1.3in narrower seat on the -9.

Boeing says that the majority of 787 customers have selected nine-abreast seating in economy, allowing them to go to a near-777-style configuration. At eight or nine-abreast seating in economy, Boeing has created a platform that may be able to compete directly with both the A350-800 and -900. Yes, it snug at nine-abreast, and yes you may lose a row or two in the process, but now let’s get under those composite floor grids for the next comparison.

The forward cargo volume of the 787-9 is identical, yes identical, to the 777-200ER. There is room for 2,490sq ft which can accomodate 6 96x125in pallets. In the back of the aircraft, the 787-9 can fit 16 LD-3 containers compared to 14 on the 777-200ER, a difference of 320sq ft. Put simply, belly space is room for revenue that doesn’t require a meal and whatever is lost in the cabin can be compensated for underneath.

Now a quick look at performance. Assuming nearly equivalent passenger counts and an increased cargo capacity, the 787-9, a lighter airframe than the -200ER, can fly 8,135nm compared to 7,725nm for the -200ER on 14,220 11,792 fewer gallons of fuel.

ANA’s conversion of 15 787-8s to -9s for high-density domestic operations may be a good indicator of the start of a more overt trend toward replacing the -200 and -200ER sized aircraft with the -9. ANA plans to configure the 787-9s with around 400-seats and while not directly stated, the only other 400-seat domestic configuration in the carrier’s fleet is the 777-200 with 418-seats in two-classes.

By 2013 when the 787-9 enters service, ANA’s average 777-200, of which the carrier has 16, will be approaching 15 years old. A 777-200 operating in domestic configuration for short hops has significantly more cycles than a -200 or -200ER operating on long-haul missions, causing ANA’s -200s to age considerably faster.

As the 787-9 gains more clairty into 2011, we could see Boeing shift the larger Dreamliner into a spot once reserved for the 777-200ER. By all outward appearances the configuration of the aircraft points to its future ambition.

 

- See more at: http://www.flightglobal.com/blogs/flightblogger/2010/10/analysis_meet_boeings_777-200e/#sthash.QsQK9uqF.dpuf

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LAN Airlines First To Operate Boeing 787-9 Dreamliner to South America at John F. Kennedy International Airport
  • New, efficient 787-9 fleet to service JFK Airport starting July 20, 2015. Cabins first to feature brand new LATAM Airlines Group unified long-haul cabin design

MIAMI – December 23, 2014 – Today, LAN Airlines, part of LATAM Airlines Group, South America’s largest airline group, announced that it will become the first carrier to offer international service to South America on the Boeing 787-9 Dreamliner at John F. Kennedy International Airport (JFK). Starting on July 20, 2015, the LAN B787-9 will operate daily, nonstop service from New York to Santiago, Chile. LAN Airlines flight LA 533 will depart JFK daily at 8:00 p.m. and arrive in Santiago at 6:20 a.m. the following day.

Continuing its path of “firsts” and dedication to offering the best in technology and service for their passengers, LAN Airlines was the first airline in the Americas to receive the 787-8, as well as the first carrier to offer 787-8 service to South America from MIA and LAX airports. With the announcement of the new 787-9 service to Chile starting in 2015, the Company further positions itself as the aviation industry leader in growth and innovation in South America.

“As LATAM Airlines Group, we are committed to offering our passengers the latest technology, the highest levels of service, and an unparalleled network of connectivity within South America. And with its state of the art technology and fresh design, we are proud to be the first to offer service to South America from JFK on the 787-9 Dreamliner,” said Pablo Chiozza, Senior Vice President, USA, Canada and the Caribbean, LATAM Airlines Group. “As one of the first aircraft to feature the new unified cabin design, travelers will experience the vibrancy and warmth of the region the moment they step on board. The 787-9 Dreamliner is a testament to our dedication to minimizing our environmental footprint and providing the best experience for all our passengers.”

THE NEW UNIFIED CABIN DESIGN OF THE LAN 787-9 AND THE TRAVEL EXPERIENCE

LAN Airlines’ Boeing 787-9 fleet will carry a total of 313 passengers each way, with a two-class layout featuring 30 Premium Business Class seats and 283 Economy seats and will include the brand new unified long-haul cabin design developed by prestigious international design consulting firm Priestmangoode. Inspired by the warm colors and textures of South America, the unified design reflects the attention to detail, reliability, and warmth that characterize the Company.

Featuring cutting edge technology, 787-9 cabins are installed with electronic auto-dimming windows and dynamic lighting which allow for a customized in-flight environment depending on the time of day. Furthermore, the windows of this aircraft have up to 40% more surface area than current aircraft windows, which allow all passengers in every row more visibility during the flight, giving them a better view.

In addition to improved visibility for passengers, the fleet has increased storage space in overhead bins, as well as reduced pressurization of the cabin, resulting in the decrease of headaches or other flight related symptoms while onboard.

Not only is the aircraft designed for a better flight experience, but it is additionally more environmentally friendly, as it is stocked with the Rolls-Royce Trent 1000, which features new technologies in aerodynamics, materials and coatings were incorporated to support Boeing’s low emissions requirement.

Over the next few years, LAN is estimated to complete its $4.9 billion order of 32 Dreamliners made in 2007, one of the largest investments in the airline's history. LAN currently has 10 Dreamliners in its fleet.

 

http://www.lan.com/en_us/sitio_personas/press/news-and-press-releases/press-releases/lan-airlines-first-to-operate-boeing-787-9-dreamliner-to-south-america-at-john-f.-kennedy-international-airport

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  • 4 weeks later...

Pena não ter fotos mais precisas do interior, pareceu me muito simples essa poltrona da Executiva

É a mesma da Turkish, Air China, Air India, Kenya Airways...

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A343 (63,7m comprimento): 42C + 218Y = 260

B789 (63m): 30C + 283Y = 313

 

A diferença é que o 789 possui 9 fileiras na Y e a C foi reduzida. Mesmo pitch 32", na largura as poltronas do 789 são mais estreitas (igual do 737) que do A343. Na C, cada conjunto de 2 poltronas do A350 vai ser 5 cms mais larga que as do 789, basicamente braços mais largos.

 

Em operação desde 16/02 alternando MIA (LA500) e JFK (LA532).

 

http://www.flightradar24.com/reg/cc-bga

 

B-AdQ5UIcAAWKG4.jpg

 

B-AdQ5SIcAAvGeZ.jpg

 

B-AdQ6JIMAATuC9.jpg

 

https://twitter.com/freddyxk8/status/567485815983706112/photo/1

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Só acho interessante oferecerem uma premium C com um passageiro preso nos assentos das janelas. Imagina só o cliente no corredor tendo que levantar para o da janela ir fazer xixi. Estranho...

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Só acho interessante oferecerem uma premium C com um passageiro preso nos assentos das janelas. Imagina só o cliente no corredor tendo que levantar para o da janela ir fazer xixi. Estranho...

 

Sei que a maioria das pessoas na C viaja a negócios, mas pessoalmente prefiro uma 2x2x2 quando viajo com minha esposa e consigo algum upgrade. Gosto de sentar próximo a janela e não quero ficar de costas para ela durante a viagem. 2x2x2 é mais social :-)

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Sei que a maioria das pessoas na C viaja a negócios, mas pessoalmente prefiro uma 2x2x2 quando viajo com minha esposa e consigo algum upgrade. Gosto de sentar próximo a janela e não quero ficar de costas para ela durante a viagem. 2x2x2 é mais social :-)

 

Acredito que para o perfil de rotas e dos passageiros da LAN, a 2+2+2 está de bom tamanho.

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Ao mesmo tempo dá para perceber que a LAN/TAM - LATAM não almeja ser reconhecida como a melhor C class "ever".

Dá para perceber que isso vem da LAN, ao pensar na antiga business deles. Querem oferecer um produto correto, sem mais.

E aí dá para ver a diferença com a TAM, que antes da gestão conjunta, queria despontar como uma companhia com um "hard product" notável.

 

Até hoje tenho curiosidade de ver ou saber como seria a nova C que eles queriam implementar nos últimos 777-300ER recebidos.

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Para quem gosta de ir de casal sempre tem as 2 do meio.

Acho um tremendo tiro no pé para o produto, ninguém mais insiste em assento preso na C sem falar na otimização do espaço.

Eu particularmente não voo mais JJ a mais de ano além de mais cara, agora com os assentos da AA, AF e outras despontando vão comer poeira, sem contar o programa Infidelidade que nem sendo vermelho plus tem alguma vantagem. Na AA todo ano que renovo o meu Platinum ganho UPgrade para 4 voos sem questionamentos, fora os que fico em stand-by.

Falta de reconhecimento nunca foi tão grande quanto nos últimos tempos...

 

 

Enviado do meu iPad usando Tapatalk

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