Aussie Pete
Junior Member
- Joined
- Apr 7, 2014
- Posts
- 12
I think there is also enough history and data out there to show the reliability of the A340 isn't going to firm up any economics it has in the perefect world. The 744ER had issues on release but the updates to FMC in particular the trapped fuel reset logic got it to a very good reliability level. Starting a mission knowing you'll finish it is a good thing. The A340 just doubles the exposure to engine and LRU issues of the A330.
The fuel burn with the GEs was also better than predicted (well over 1% from memory) which couldn't be said of Scarebus' calculations on the A340 and their ongoing payments to airlines running the fleet.
Don't forget also the 744ER is on fleet now and it has a daily cost attached to that. If you put A340s on DFW-SYD etc what do the 744ERs do?
As for 777s well, exciting times in the QF world and thinking. I just think from an insider's view of what was going on back then we just go the impression QF had its heart set on certain products. The split A330 fleet and putting A330s on CityFlyer showed the folly of their decisions versus say a 767 domestic/intl fleet update with 777 international. Every 777 I covered for new ops at an airline was so trouble free it was almost a joke. Talking to the Scarebus guys at Thai for example, A340 was seldom easy.
All I can say is when you face the airline guys they are often bouncing a thousand scenarios around. Sometimes you can plead with them to make the right decision but they simply can't make that decision because they have otehr decisions they can't leave behind. Another one of these is VA and why they didn't do the large forward cargo door. They had every bit of information in front of them to decide properly - it just wasn't meant to be....
The fuel burn with the GEs was also better than predicted (well over 1% from memory) which couldn't be said of Scarebus' calculations on the A340 and their ongoing payments to airlines running the fleet.
Don't forget also the 744ER is on fleet now and it has a daily cost attached to that. If you put A340s on DFW-SYD etc what do the 744ERs do?
As for 777s well, exciting times in the QF world and thinking. I just think from an insider's view of what was going on back then we just go the impression QF had its heart set on certain products. The split A330 fleet and putting A330s on CityFlyer showed the folly of their decisions versus say a 767 domestic/intl fleet update with 777 international. Every 777 I covered for new ops at an airline was so trouble free it was almost a joke. Talking to the Scarebus guys at Thai for example, A340 was seldom easy.
All I can say is when you face the airline guys they are often bouncing a thousand scenarios around. Sometimes you can plead with them to make the right decision but they simply can't make that decision because they have otehr decisions they can't leave behind. Another one of these is VA and why they didn't do the large forward cargo door. They had every bit of information in front of them to decide properly - it just wasn't meant to be....
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