“Could a low priced/(“cheap”) MoM/Nma with a range of 5000Nm, that’s affordable to LCC’s, not potentially badly hurt Legacy airlines on the Transatlantic routes and threaten European Airlines on routes to the East..”
LCCs going longhaul, with or without any “affordable” MoM/797 weapons, are already hurting and will continue to hurt FSCs in Trans-Alt and Europe-Asia mkts. This is especially true when the finances+profitability+capital access of those LCCs which hv gone longhaul hv already been consistently out-shining many so-called “Legacy” “European Airlines”(. SAS, AZ, AirBerlin, Austrian, etc., and even mighty AF) for yrs rendering the issue of MoM/797 affordability irrelevant.
I am working as technician in airport for the maintenance of fixed electrical ground power unit(FEGPU). Once the Qatar dreamliner (787-800) utilized power from fegpu during standby. While starting the plane after completion of boarding, the engines did not cranked by using our fegpu. We had connected three 90 kVA power cables (two near front landing gear, one at aft wing side by). Rear side we used mobile gpu of same power output ., 90kVA. But the plane engines did not started. After changing of front NATO fegpu cables with mobile gpu cables, one engine got successfully cranked. The flight AME made a statement the “FEGPU is not delivering the required power to aircraft”. Maximum power had supplied by the fegpu during standby without tripping; during starting also huge amperes were loaded on our fegpu. Then what is the reason for engines not getting started while connecting fegpu….????
On December 16, 2003, Boeing announced that the 787 would be assembled in its factory in Everett, Washington .  Instead of conventionally building the aircraft from the ground up, final assembly employed 800 to 1,200 people to join completed subassemblies and to integrate systems.  Boeing assigned global subcontractors to do more assembly work, delivering completed subassemblies to Boeing for final assembly. This approach was intended to result in a leaner, simpler assembly line and lower inventory,  with pre-installed systems reducing final assembly time by three-quarters to three days.   Subcontractors had early difficulties procuring needed parts and finishing subassemblies on schedule, leaving remaining assembly work for Boeing to complete as "traveled work".   In 2010, Boeing considered in-house construction of the 787-9 tail; the tail of the 787-8 is made by Alenia.  The 787 was unprofitable for some subcontractors; Alenia's parent company, Finmeccanicam had a total loss of €750 million on the project by 2013.