Boeing monopolizes Day 1 at Farnborough Air Show

By Alex Derber

(c) Airfinance Journal

July 18, 2022: A sweltering first day at the 2022 Farnborough air show produced only a trickle of orders, with much of what was announced having been extensively trailed in recent weeks.

Commercial aircraft

– All Nippon Airways formalised a firm order for 20 Boeing 737 Max 8 aircraft plus 10 options. The Japanese carrier was also revealed as the customer behind an order for two 777-8 Freighters, which was previously unidentified on Boeing’s website. ANA had converted an order for two 777-9 passenger aircraft to the -8 freighter.
– Delta Air Lines confirmed an order for 100 Boeing 737 Max 10 narrowbodies, signing also for 30 options for the largest member of the Max family.

Commercial engines

– Delta Air Lines ordered CFM International LEAP-1B engines to power the above order for 100 737 Max 10 aircraft. The engine order includes additional spare engines and an option to purchase up to 60 additional engines.
– Lufthansa Group ordered 14 General Electric GE9X and four GE90 engines to power its fleet Boeing 777 Freighter aircraft. The group recently announced the purchase of GE9X-powered 777-8 Freighters and GE90-powered 777 Freighters to upgrade its cargo fleet.

13 Comments on “Boeing monopolizes Day 1 at Farnborough Air Show

  1. > Delta Air Lines ordered CFM International LEAP-1B engines to power the above order for 100 737 Max 10 aircraft<
    There’s no other option on the mad max.

    Note Delta Tech Ops didn’t get any deal from GE to be the sole source MRO for the LEAP in North America for this order.

  2. I thought “Boeing monopolizes Day 1” was an odd choice of words in the lede. The first lap is not the race.. as I think we’ll see.

      • I “monopolized” the start of a 10k that I recently ran, too. 😉

        It’s a sloppy-or-worse use of words, which is why I mentioned it. Rather like the stuff
        you put out with regularity.. carefully obscure,
        implying, but not showing anything of substance. We’ll see how it goes.

  3. https://theaircurrent.com/aircraft-development/boeing-737-max-10-certification-testing-to-slip-into-2023/

    737-10 certifications slips into 2023.

    It seems Boeing is trying to move their responsibility and inability to meet the long known safety requirements for the 737-10 to politics. Congress people, who are paid a lot by Boeing every year.
    https://www.seattletimes.com/seattle-news/politics/boeing-keeps-giving-big-money-to-lawmakers-who-voted-to-overturn-the-election-after-amazon-microsoft-stopped/

    Maybe despite what is said by executives at Farnborough, a real change in safety culture might still be further out than we hope. Other things are more important, it seems.

    • @Keesje

      Right you are!
      In the end it’s all about politics. Safety be damned.

    • The delays are due to FAA

      ‘Fleming also said the FAA and Boeing are working through a process that is different from what Boeing has done in the past, making it a challenge. He added that the regulators control the timeframe,’
      https://simpleflying.com/boeing-unsure-max-10-certified-by-faa/

      And these things
      ‘Waiting Game: FAA Gives the Public 45 Days to Comment on the Boeing 737 MAX’
      https://www.barrons.com/articles/boeing-stock-737-max-faa-public-comment-recertification-training-51595440061

      • The delays are due to BA dragging its feet:

        “Ian Won, acting manager of the FAA aviation safety office that oversees Boeing, asked the U.S. planemaker in a letter dated March 21 to provide a “mature certification schedule,” according to a source familiar with the letter. Won also sought updates on progress for both the 737 MAX 10 and 777-9.”

        ““With regard to the current Boeing Model 737-10 program maturity, the FAA is concerned it will be significantly challenged to meet the directive” of Congress in 2020, Won wrote, the source said.”

        https://1027superhits.com/2022/03/24/faa-warns-boeing-may-not-win-certification-for-737-max-10-by-year-end-source/

        • Its a derivative of already safe to fly versions , an extra 2 rows.

          Its normally a 3 month certification job. FAA is floundering as it pulled back self certification jobs from Boeing, it has neither the people or the expertise to know what they are doing.

          Imagine if it was a major structural change , new flap architecture and a major weight increase- yes sounds like XLR- it would take FAA 2-3 years to certify that one.
          Director Ky at EASA might want everything to be ‘safer than safe’ -but that plane will never leave the ground under that criteria, its just a political spin
          He comes from an ATC ( or as they call it in Europe ATM) background not aero safety or aeronautical design/manufacturing

Leave a Reply

Your email address will not be published.