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TheJoker

Boeing lança oficialmente o MAX10

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  • 19 JUNE, 2017

 

Boeing has launched the 737 Max 10 as the fourth major version of the re-engined single-aisle family with more than 240 firm orders and commitments from more than 10 customers.

"Today it is or pleasure to announce we are officially the launching the newest member of our 737 Max family – the 737 Max 10," said Boeing Commercial Airplanes chief executive Kevin McAlister at the Paris air show this morning.

The identities of the 737 Max 10 customers will be revealed in announcements scheduled throughout the show, McAlister says.

The 737 Max 10 is designed to seat up to 188 passengers in dual-class and 230 in single-class layouts.

As a 1.67m (5.5ft) stretch of the 737 Max 9, the new version becomes the longest version of the 50-year-old single-aisle type.

It will compete against the Airbus A321neo, which has outsold the 737 Max 9 by a five-to-one margin.

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https://twitter.com/FG_STrim

https://www.flightglobal.com/news/articles/paris-boeing-launches-737-max-10-438370/

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Boeing launches 737 MAX 10 with 240 orders

 

June 19, 2017, © Leeham Co.: Boeing made it official today: the 737 MAX 10 was launched at the Paris Air Show with 240 sales.

More than 10 customers–to be identified later–ordered the airplane, said Kevin McAllister, CEO of Boeing Commercial Airplanes.

The MAX 10 challenges the Airbus A321, which has outsold the 737 MAX 9 by a factor of three or four to one, depending on how orders are measured.

Outselling MAX 9

Airbus has sold more than 1,400 A321neos. Boeing doesn’t break out sub-type orders for the MAX but at times acknowledged around 300. LNC estimated there were about 410 orders, based on Lion Air’s current fleet and orders for the 737-800/900.

It’s unclear how many of today’s orders are conversions from the MAX 9.

A321neo still will dominate

John Leahy, COO Customers of Airbus, dismissed the new 737.

“The A321 will fly up to 1,000 miles further with 10 more seats wile burning less fuel,” he told LNC. “It will continue to dominate this segment of the market.”

The A321neo requires installation of auxiliary fuel tanks to achieve the longer range. Without any tanks, the MAX 10 has a slightly longer range, which is the basis for Boeing’s claim that the MAX 10 can fly farther. With one AUX tank, the A321neo flies farther and with three, it hits the 1,000 mile range Leahy points to.

Boeing claims the 737-10 will have 5% better seat mile and trip economics than the slightly heavier A321neo. Airbus claims its airplane is about 1%-2% better than the MAX 10.

LNC’s own analysis, using normalized cabin configuration which has virtually the same number of seats at the same seat pitch and other features, concludes that the economics are on a par.

Market demand

The market demand for the MAX 10 is open for debate. Some analysts believe Boeing will sell between 200-300. Boeing believes it will be 1,000.

LNC believes MAX 10 orders will come in part at the expense of MAX 9 orders that have already been placed.

The MAX 10 could also cannibalize the 737 MAX 200, the high-density version of the 737-8. Ryanair is reported to be In talks to order the MAX 10. The MAX 200 will carry between 194-197 seats in Ryanair’s configuration. The MAX 10 has an advertised maximum capacity of 230. The MAX 200 has more range than the MAX 10, however.

https://leehamnews.com/2017/06/19/boeing-launches-737-max-10-240-orders/

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Boeing, TUI Group Announce Selection of 18 737 MAX 10s

K66669TUI.jpg-9acb73d1a06721a2b9b6ef89cd

 

Boeing (NYSE: BA) and TUI Group, the world's number one tourism business, today announced its selection of 18 737 MAX 10s at the 2017 Paris Air Show. TUI Group already had 70 unfilled orders for the 737 MAX and will convert 18 of these existing orders to the 737 MAX 10. The leisure group is the first European operator to select the latest member of the 737 MAX family of airplanes.

“Being the first to fly the new larger 737 MAX 10 in Europe means we’ll be able to take more customers on holiday in the most advanced, most comfortable and most fuel efficient aircraft,” said David Burling, Member of the Executive Board and responsible for TUI Group Airlines. “The continued modernization of our fleet and the delivery of the new 737 MAX, now including the 737 MAX 10, will support the delivery of TUI’s commitment to reducing the carbon intensity of our operations”.

TUI Group aims to operate Europe’s most carbon efficient airlines and has committed to reduce the carbon intensity of its operations by a further 10% by 2020.

The 737 MAX 10 is the largest member of the 737 airplane family, the world’s best-selling jetliner family.

The MAX 10 will be the most profitable single-aisle airplane, offering the lowest seat-mile cost ever in a commercial aircraft. The 737 MAX 10 has more range than today’s Next-Generation 737s and substantial fuel efficiency and economic advantages over heavier competing models, including five percent lower trip cost and five percent lower seat-mile cost.

“The 737 MAX 10 will provide TUI with the lowest seat costs of any single-aisle airplane in operation today,” said Ihssane Mounir, senior vice president of Global Sales & Marketing, Boeing Commercial Airplanes. “We are honored that TUI Group is the first European customer to select the 737 MAX 10 and are confident it will play an integral part in its continued success.”

Like Boeing’s other 737 MAX models, the MAX 10 incorporates the latest technology CFM International LEAP-1B engines, Advanced Technology winglets, Boeing Sky Interior, large flight deck displays, and other improvements to deliver the highest efficiency, reliability and passenger comfort in the single-aisle market.

Along with the 737 MAX, TUI Group has unfilled orders for four 787-9 Dreamliners. The Group also has 50 options for the 737 MAX and has converted 10 of these to the 737 MAX 10. The Group will take delivery of its first 737 MAX aircraft in January 2018.

http://www.tuigroup.com/en-en/media/press-releases/2017/2017-06-19-18-new-737-max-10-aircraft

Esse MAX10 vai matar o 9.

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Acho que a sobrevivência do 9 vai estar ligado à decisão da Copa em mante-lo.

 

Boeing, TUI Group Announce Selection of 18 737 MAX 10s

K66669TUI.jpg-9acb73d1a06721a2b9b6ef89cd

 

Boeing (NYSE: BA) and TUI Group, the world's number one tourism business, today announced its selection of 18 737 MAX 10s at the 2017 Paris Air Show. TUI Group already had 70 unfilled orders for the 737 MAX and will convert 18 of these existing orders to the 737 MAX 10. The leisure group is the first European operator to select the latest member of the 737 MAX family of airplanes.

“Being the first to fly the new larger 737 MAX 10 in Europe means we’ll be able to take more customers on holiday in the most advanced, most comfortable and most fuel efficient aircraft,” said David Burling, Member of the Executive Board and responsible for TUI Group Airlines. “The continued modernization of our fleet and the delivery of the new 737 MAX, now including the 737 MAX 10, will support the delivery of TUI’s commitment to reducing the carbon intensity of our operations”.

TUI Group aims to operate Europe’s most carbon efficient airlines and has committed to reduce the carbon intensity of its operations by a further 10% by 2020.

The 737 MAX 10 is the largest member of the 737 airplane family, the world’s best-selling jetliner family.

The MAX 10 will be the most profitable single-aisle airplane, offering the lowest seat-mile cost ever in a commercial aircraft. The 737 MAX 10 has more range than today’s Next-Generation 737s and substantial fuel efficiency and economic advantages over heavier competing models, including five percent lower trip cost and five percent lower seat-mile cost.

“The 737 MAX 10 will provide TUI with the lowest seat costs of any single-aisle airplane in operation today,” said Ihssane Mounir, senior vice president of Global Sales & Marketing, Boeing Commercial Airplanes. “We are honored that TUI Group is the first European customer to select the 737 MAX 10 and are confident it will play an integral part in its continued success.”

Like Boeing’s other 737 MAX models, the MAX 10 incorporates the latest technology CFM International LEAP-1B engines, Advanced Technology winglets, Boeing Sky Interior, large flight deck displays, and other improvements to deliver the highest efficiency, reliability and passenger comfort in the single-aisle market.

Along with the 737 MAX, TUI Group has unfilled orders for four 787-9 Dreamliners. The Group also has 50 options for the 737 MAX and has converted 10 of these to the 737 MAX 10. The Group will take delivery of its first 737 MAX aircraft in January 2018.

http://www.tuigroup.com/en-en/media/press-releases/2017/2017-06-19-18-new-737-max-10-aircraft

Esse MAX10 vai matar o 9.

 

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Encomendas firmes 3.699

 

MAX 7: 50

MAX 8: 2.066

MAX 9: 202 (UA com 99 é a maior)

Indefinidos: 1.361

 

Copa tem 61 encomendas, mas não definiu quantos 8 e 9. A primeira entrega prevista para o 2º sem. 2018, de um MAX 9.

 

https://www.flightglobal.com/news/articles/iata-copa-to-take-first-737-max-in-second-half-of-2-425963/

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Só não divulgaram o EIS, mas deve ser lá pra 2020/21. Subiu no telhado também a versão 200, só a FR tem (100) encomendas.

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Será que o MAX10 não consegue substituir o MAX9 para a UA? Para a Copa tenho minhas dúvidas dado o range mais limitado.

 

Para a Copa o MAX9 é fit ideal pois a combinação executiva/economica deve dar o mesmo range que o 737-800 na mesma configuração. Ou seja, o MAX9 faria tudo que o 737-800 faz hoje com uma quantidade de assentos semelhante e um cask mais vantajoso. Já o MAX 10 os fariam perder range e limitar o alcance do avião a mercados maiores (porém limitado em quantidade).

 

 

 

Encomendas firmes 3.699

 

MAX 7: 50

MAX 8: 2.066

MAX 9: 202 (UA com 99 é a maior)

Indefinidos: 1.361

 

Copa tem 61 encomendas, mas não definiu quantos 8 e 9. A primeira entrega prevista para o 2º sem. 2018, de um MAX 9.

 

https://www.flightglobal.com/news/articles/iata-copa-to-take-first-737-max-in-second-half-of-2-425963/

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Será que o MAX10 não consegue substituir o MAX9 para a UA? Para a Copa tenho minhas dúvidas dado o range mais limitado.

 

Para a Copa o MAX9 é fit ideal pois a combinação executiva/economica deve dar o mesmo range que o 737-800 na mesma configuração. Ou seja, o MAX9 faria tudo que o 737-800 faz hoje com uma quantidade de assentos semelhante e um cask mais vantajoso. Já o MAX 10 os fariam perder range e limitar o alcance do avião a mercados maiores (porém limitado em quantidade).

 

 

 

MAX 8 e 9 têm o mesmo range, não confundir range de 737-800 com o do 900, menor.

 

Vendendo/convertendo bem, o MAX 10.

 

 

SpiceJet Buys 40 737 MAX 10 to Serve Booming Indian Market

June 19

 

PARIS – Indian ultra-low cost carrier (ULCC) SpiceJet became the largest revealed customer for the 737 MAX 10 on Monday at the 2017 Paris Air Show (PAS), signing a Memorandum of Understanding (MoU) for 40 Boeing 737 MAX 10 jets.

The order consists of 20 new orders for the MAX 10 and 20 conversions from the carrier’s existing order book of 205 737 MAX 8s and is worth $4.7 billion at the current list price of the 737 MAX 10 (~$118 million).

Boeing launched the largest variant of its re-engined 737 MAX family at PAS Monday morning, announcing that the type had 240 orders and commitments from 10 customers to be announced over the next few days.

At the time of writing (1:00 pm CET), Boeing had revealed six customers and roughly 110 orders (the exact split from Tibet Financial Leasing remains unknown). Of those 110 new orders and commitments, 64 are conversions from existing 737 MAX 8 orders, validating our analysis prior to the formal launch of the variant.

SPICEJET BECOMES THIRD LARGEST 737 MAX CUSTOMER

With 175 737 MAX jets on order, SpiceJet is now (at least temporarily) the third largest 737 MAX customer in the world, behind fellow Asian ULCC Lion Air and Southwest Airlines in the United States. SpiceJet also has 50 purchase options for MAX planes.

Its first MAX 8 will be delivered in 2018. The 175 MAXs on order dwarf SpiceJet’s current fleet of 32 737 Next Generation narrowbodies split as two 737-700s, four 737-900ERs, and 26 737-800s. SpiceJet also has 21 78-seat Bombardier Dash 8 Q400 turboprops in its fleet serving regional routes.

“As a Boeing 737 operator and current customer of the 737 MAX, we are proud to be a part of the launch of the 737 MAX 10 and to be the first airline in India to order the newest version of the 737, which will enable us to maximize revenue on our dense routes while having a lower unit seat cost,” said Ajay Singh, Chairman and Managing Director, SpiceJet. “With the introduction of our 737 MAXs next year, we will be able to further expand our network, while keeping our costs low for our customers.”

“SpiceJet continues to be an aviation leader and strong Boeing partner, and we are honored to have them join 737 MAX 10 launch group,” said Boeing Commercial Airplanes President & CEO Kevin McAllister. “The additional 20 737 MAX 10s and capacity provided by these 20 new 737 MAX 10s will allow SpiceJet to offer even more passengers their award-winning on-board experience, while the airplane’s efficiency will keep SpiceJet profitable.”

SPICEJET LOOKS TO MAKE ITS MARK IN CROWDED BUT GROWING INDIAN MARKET

The Indian aviation market has seen a massive revival in growth over the last three to four years under the government of Prime Minister Narendra Modi thanks to resurgent economic and income growth and lowered oil prices.

In 2016, India became the third largest domestic aviation market in the world and fourth largest overall, flying 260 million total passengers and 200 million domestic ones. In the domestic sphere, it trails just the United States and China, while in the combined statistics it trails Japan as well.

Year-over-year between 2015 and 2016, 16 of India’s 20 busiest airports grew passenger traffic at faster than 15%. The only two airports to have growth in the single digits were Mumbai, which is heavily constrained by infrastructure, and Srinagar in Kashmir, which has geopolitical challenges.

Over the next 10 years, Indian air travel volumes are expected to double or even triple, creating the world’s consensus third largest air travel market. And a highly competitive group of airlines is waiting in the wings to capitalize on that growth.

The leader in the proverbial clubhouse is SpiceJet’s fellow ULCC IndiGo, which operates 135 A320 family jets (including 22 A320neos) and has 408 more A320neo family jets (including 20 A321neos) and 50 regional ATR 72-600 turboprops on order. IndiGo is India’s most profitable and best-liked airline, and its growth has been nothing short of spectacular.

Joining IndiGo and SpiceJet in the ULCC space are Mumbai-based GoAir and Bengaluru-focused AirAsia India, part of the Southeast Asian LCC giant AirAsia Group. GoAir operates 18 A320ceos and 5 A320neos but has a staggering 139 additional A320neos on order. AirAsia India flies 10 A320ceos with 1 more on order, but can very easily bring over A320neo orders from the parent airline to fund growth.

Amongst full-service carriers, Jet Airways has orders for 79 Boeing 737 MAX 8 jets (four to be leased) against a present fleet of 93 narrowbodies (75 jets) and has resumed growth after years of stagnation.

Meanwhile Singapore Airlines joint venture Vistara has heady ambitions despite its limited size, with a fleet of 13 A320ceos and 1 A320neo (6 more on order). Vistara is widely expected, however, to grow its fleet both with additional A320neo orders and potentially a widebody order for the Boeing 777X.

Even beleaguered national carrier Air India has a fleet of 7 A320neos (out of a narrowbody fleet of 67 frames and a total fleet of 116 frames) with 7 more on order. Thus in all, the coming growth in the Indian aviation market has outstanding orders for 814 next generation narrowbodies to help support it with more to come.

INDIA’S TWO-TIER AIRPORT SYSTEM AND SPICEJET’S NETWORK STRUCTURE WORK AGAINST 737 MAX 10 VIABILITY

Unlike many observers, we do believe in the potential for long-run growth in the Indian aviation market, much of which has already been realized in the last couple of years. And certain airports in India, most notably Mumbai are already slot constrained.

If the expected growth in the Indian aviation market materializes, within 10 years all of India’s major airports save the green field Bengaluru and Hyderabad facilities, and Indira Gandhi International Airport (IGIA) in the capital city of Delhi will be capacity constrained.

The problem for SpiceJet is that it has both Hyderabad and Delhi as hubs, two of its three in all. The Indian market is like most around the world – sans infrastructure constraints, it tends to prefer higher frequency on smaller aircraft.

And Delhi in particular (by far SpiceJet’s largest hub) is hotly contested by all of India’s ULCCs (it is the largest hub for Vistara, SpiceJet, AirAsia India, and Air India with a massive hub from IndiGo to boot), which means that SpiceJet won’t be able to capitalize as much on the 737 MAX 10’s volume.

The other problem in India is that the airport system is very bifurcated, with six primary hubs and then a massive slug of secondary ones, as opposed to the more graduated system in say the US or China.

In all there are six airports that handled more than 15 million passengers last year, including India’s four historic metros Delhi (57.7 million), Mumbai (45.1 million), Chennai (18.3 million), and Kolkata (15.8 million) along with Southern powerhouses Bengaluru (22.2 million) and Hyderabad (15.1 million).

The next busiest airport is Cochin at 8.9 million passengers, and then Ahmedabad, Goa, and Pune are all clustered between 6.8 and 9 million passengers. After these top 10 airports, there is then a precipitous drop off to number 11 Lucknow at 4.0 million passengers. India’s air travel growth has not been very balanced.

What this kind of airport structure means for airlines is that for routes between the Top 10 airports, you can sustain some larger jets like the 737 MAX 10 and A321neo, but for routes to airports outside the Top 10, you are usually better off flying an aircraft the size of the 737 MAX 8. Even amongst the major metros, airlines will need to mix in smaller jets to enable fleet rotation and utilization.

As a result, we are not as enthusiastic about the prospects for the A321neo and 737 MAX 10 in India’s domestic market. They may have more relevance on international routes, but that is not where IndiGo and SpiceJet shine at present. This order is a big win for Boeing, but we are unsure about the potential for many more 737 MAX 10s in SpiceJet’s fleet.

https://airwaysmag.com/paris-air-show/pas-2017-analysis-spicejet-buys-40-737-max-10-to-serve-booming-indian-market/

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O problema do MAX-10 se chama A321Neo LR.

 

O range do 10 é inferior ao do Airbus.

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Qual o alcance do A321 Neo LR ?

Penso que a Boeing focou mais na densidade da cabine do que em alcance. Se pensarmos que o 767-200 tinha em torno de 48m , o Boeing 737 está quase chegando nele!

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Qual o alcance do A321 Neo LR ?

 

Penso que a Boeing focou mais na densidade da cabine do que em alcance. Se pensarmos que o 767-200 tinha em torno de 48m , o Boeing 737 está quase chegando nele!

 

MAX 10 3,215 nm, com 1 tanque auxiliar, pra 2021

A321Neo 3,700 nm, já começou as entregas

A321LR 4,000 nm, com 3 tanques auxiliares, pra 2019

Edited by TheJoker

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MAX 10 3,215 nm, com 1 tanque auxiliar, pra 2021

A321Neo 3,700 nm, já começou as entregas

A321LR 4,000 nm, com 3 tanques auxiliares, pra 2019

 

3700nm ja cobre por exemplo JFK-MAD, BOS-AMS/CDG, MIA-FOR/NAT...

Realmente o gap é grande e vai ficar maior ainda com o A321LR, mas resta saber se isso tem efeito no payload.

 

A American usa o A321 em substituição ao B762 em configuração mega-premium (10F 20J 72Y) e levando pouco mais de 100 passageiros somente. Sabemos que isso para rotas longas para Europa, por exemplo, teria que ser diferente.

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O problema do MAX-10 se chama A321Neo LR.

 

O range do 10 é inferior ao do Airbus.

Enquanto que o problema da Airbus é uma imensa fila de entrega!

Quem nao precisa da capacidade e do range do A321 tem o 737 com uma fila um pouco menor.

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A Boeing diz que o MAX 10 é mais eficiente do que o A321Neo, só que pra etapas menores que 800nm (1.480kms), danou-se.

 

FZ8nb_DBzSmLuVYAAqnXL.jpg

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E o 797 (MoM) só pra 2025.

 

DCwaH2lW0AAEmrs.jpg

 

DCwaggYXoAAapxZ.jpg

 

Pela escala é um 764 com cara de 787

DCwaH2gXYAQ957r.jpg

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Voltando ao MAX10

 

DCwWfVtXUAAFAuL.jpg

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A United converteu 100 encomendas do 737 MAX para 737 MAX 10.

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RTTNews) - Boeing (BA) and United Airlines (UAL) announced an agreement to convert 100 of its current 737 MAX orders into 737 MAX 10s. United expects to begin taking delivery of the 737 MAX 10 in late 2020.


United also announced an order for four additional 777-300ER aircraft. United has now ordered a total of 18 777-300ERs and began taking delivery of the aircraft last year.



http://markets.businessinsider.com/news/stocks/Boeing-United-Airlines-Announce-Order-For-737-MAX-10s-Quick-Facts-1002107631



UA seria a primeira norte americana a receber o MAX 9, em 2018. Jogou pra frente as entregas.


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Pela escala é um 764 com cara de 787

 

764 tem a capacidade equivalente ao 787-9

Esse avião futuro será o substituto do 737, mas como ficaria feio falar isso no dia que a Boeing lançar o 737-10, ela só mostra ele entrando no gap que ela hj não consegue atender satisfatóriamente (entre o 737-10 e o 787-8) e o A321 nada a braçadas largas.

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Esse avião futuro será o substituto do 737.

 

Creio que não, será um substituto pra 757/767. Ainda não está definido se terá 1 ou 2 corredores.

Edited by TheJoker
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RTTNews) - Boeing (BA) and United Airlines (UAL) announced an agreement to convert 100 of its current 737 MAX orders into 737 MAX 10s. United expects to begin taking delivery of the 737 MAX 10 in late 2020.

United also announced an order for four additional 777-300ER aircraft. United has now ordered a total of 18 777-300ERs and began taking delivery of the aircraft last year.

 

http://markets.businessinsider.com/news/stocks/Boeing-United-Airlines-Announce-Order-For-737-MAX-10s-Quick-Facts-1002107631

 

UA seria a primeira norte americana a receber o MAX 9, em 2018. Jogou pra frente as entregas.

Quero saber o futuro do -max 9

 

O max 10 vai roubar todas encomendas

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