By Bjorn Fehrm
February 22, 2018, ©. Leeham Co: Hawaiian Airlines (Hawaiian) were one of the customers for the Airbus A350-800, the smaller, longer-range variant of the A350. When Airbus decided to not produce the A350-800, Hawaiian switched to the A330-800 instead, a smaller and shorter range aircraft.
We examine the change from the A330-800 to the 787-9. What does it buy Hawaiian and why the change?
Feb. 20, 2018, © Leeham Co.: Boeing has displaced Airbus at Hawaiian Airlines, winning an order for 787-9s. Hawaiian canceled an order for six A330-800s, the only order on the books for this sub-type.
The campaign has been underway for months and the outcome was expected. Airbus offered to cut the price on the -800 and also offered the A350-900. The latter always was considered too big by carrier executives.
Boeing’s effort to displace Airbus A330neo at Hawaiian is part of an all-out, hand-to-hand combat campaign by Boeing to kill the A330neo program in advance of the potential launch of the Boeing 797.
LNC detailed the battle here.
Feb. 20, 2018 © Leeham Co., Toulouse: Qatar Airways may up-gauge some of its Airbus A350-900 orders to the larger -1000 and it may buy more A350s for its leasing company, CEO Akbar Al Baker said at the delivery of the airline’s first -1000.
Qatar is the launch customer of the A350 program, including the -900 and -1000.
The first -1000 was legally delivered to Qatar at the end of last year, but handover for scheduled service was delayed until today because of issues with its new QSuite premier business class supplied by Rockwell Collins, he said.
In a wide-ranging press conference, Al Baker also said:
Feb. 20, 2018, © Leeham Co.: Toulouse: Airbus will deliver its first A350-1000 to launch customer Qatar Airways within hours, making the end to a nearly two-month wait for the ceremonial handover.
The aircraft was legally delivered to Qatar in the closing days of 2017, but issues with the QSuite interior held up the hand-over until today. The airplane will enter revenue service between Doha and London Heathrow Airport.
Earlier today, Marisa Lucas, Head of A350 XWB Marketing, extolled the virtue of the A350-1000 and, in a response to a question, dismissed the coming Boeing 777-9 as a threat to the -1000. She also waved off the prospect, for now, of stretching the -1000 into a “2000” that would directly challenge the -9.
Feb. 19, 2018, © Leeham Co.: The likely prospect that Airbus and Boeing will increase single-aisle production rates next decade is outlined in our paywall article today.
The whys and capabilities to do so are outlined in the paywall post. The how is what I’ve been writing about since the first of the year, when LNC looked ahead to its 2018 forecast.
The “how” is the transformation in production that is underway in aerospace.
Feb. 19, 2018, © Leeham Co.: Production rates for the Airbus A320 and Boeing 737 families are already at record levels, and heading higher.
Airbus plans to hit a production rate of 60/mo next year. Boeing is taking the 737 to rate 57. Boeing is studying rates of 63/mo and even 70/mo. Airbus is sure to match.
How will the airframers achieve these rates?
Information gleaned from the sidelines of the Pacific Northwest Aerospace Alliance conference last week give a reasonably good picture of how Boeing will get there.
Visibility was less on Airbus, which is unsurprising given the conference was in Boeing’s back yard in Lynnwood (WA).
Feb. 16, 2018, © Leeham Co.: It’s been a long struggle and there isn’t a re-engining any time soon, but John Leahy still firmly believes in the market viability of the Airbus A380.
Leahy, who retired last month as COO-Customers, continues to support the transition to Eric Schulz, EVP, Chief of Sales, Marketing & Contracts. One of Leahy’s last deals was to firm up an A380 MOU for 20 orders and 16 options for Emirates Airline.
In his final retirement interview with LNC, Leahy didn’t waver from the messaging Airbus used since the launch of the A380 program in 2000: passenger traffic doubles every 15 years, no new airports and few new runways are being added in Europe, the US or Asia outside of China and the need for the A380 remains.
By Bjorn Fehrm
February 15, 2018, ©. Leeham Co in Toulouse: Airbus Group presents better results for 2017 than predicted, despite challenges in several programs. Profit was up 34% on flat revenues. The underlying driver for the strong performance is the A320 program, and with record 2017 orders and backlog, no end is in sight.
Airbus CEO, Tom Enders, says the A320 is “sold out’ until 2023 and the company is working on how to produce 70 per month, to keep up with demand.
Feb. 15, 2018, © Leeham Co.: Airbus’ plans to respond to Boeing’s prospective New Midrange Aircraft, aka 797, is a mystery to one of the industry’s leading aviation consultants.
Richard Aboulafia of the Teal Group notes that Airbus’ research and development investment overtly disappears after 2018, with the introduction into service of the A350-1000 and the A319neo.
Aboulafia spoke at Day 2 of the Pacific Northwest Aerospace Alliance (PNAA) conference in Lynnwood (WA).
He’s long compared R&D spending between Airbus and Boeing, often praising the former for its level of investment and criticizing the latter for lagging.
Now, Airbus’ level of spending is a question mark while Boeing’s is a comfortable level compared with revenue, Aboulafia says.