The 787 isn’t bleeding money? What about the 747-8? They’re both dumpster fires at this moment when it comes to P&L. Boeing can keep deferring those development costs, but they still need to look those in the eye at some point.
I think there are a couple of A345s that got withdrawn under 10 years,
Not to mention the common knowledge that SQ loves to depreciate their aircraft faster than anyone else in the business and jettison them within a very short timeframe, they’re not DL.
Which one? New 748s maybe, but current 744s need quite a lot of love and care to keep them going, throw in engine repairs without sweetheart power-by-the-hour deals from the manufacturer and the numbers become mighty close even without factoring in the increased revenue potential from the A380.
Since you love using SQ as an example, their 744s were fitted with a pretty decent product, terrible by today’s standards, but they were industry-leading in their heyday, that was the days when SQ’s IFE was the WISEMAN 3000. It is nothing compared to the A380’s KrisWorld, but once again, it was industry-leading. Their 744s were configured F16C48Y316, while their newest A380s are configured F6C78W44Y342, with slumping F demand, the new configuration increases J capacity by 62.5%, introduces a W section, and has a healthy increase in Y capacity. Yes, the new planes cost more per hour to operate, but it is much better suited for SQ’s requirements.