By Bjorn Fehrm
September 21, 2021, ©. Leeham News: Airbus helicopter division presented their entry for the UAM market today at the Airbus 2021 Summit in Toulouse.
It was a presentation of a vehicle and ecosystem that has been cooking for years. After two demonstrators that tested different aspects of eVTOL flight and thousand of hours on supercomputers and in wind tunnels, the final CityAirbus is here, Figure 1.
Its configuration is as unique as Airbus’ approach when presenting it.
Sept. 21, 2021, © Leeham News: Lockheed Martin (LMT) last week revealed its dedicated product launch web site page of the LMXT aerial refuel tanker. The LMXT uses the Airbus A330 MRTT as the platform for the US Air Force’s KC-Y competition for which initial information requests have been issued.
LMT and Airbus partnered in 2018 in anticipation of the KC-Y program, originally intended to replace the aging Boeing (nee McDonnell Douglas) KC-10. KC-Z was to follow, an entirely new concept in aerial refueling tankers.
KC-Y is now recast as a replacement for 140-160 Boeing KC-135s. It will be a follow-on to the original KC-X program, which was won by Boeing after three tries. Boeing has 179 orders for the 767-200ER-based KC-46.
By Scott Hamilton
Sept. 20, 2021, © Leeham News: An 8-year-old Airbus A330-300 was converted recently from passenger to freighter configuration by EFW.
Actually, says EFW’s Wolfgang Schmid, the airplane is not quite eight. It is the youngest A333 to be converted.
I can’t remember an airplane of any type this young being converted from passenger to freighter. The market value of an eight-year-old aircraft is way too high. Operating economics are well within airline requirements at this age. Aircraft historically become conversion candidates no sooner than 15 years of age and more commonly not before 20.
Sept. 13, 2021, © Leeham News: Tomorrow night the US PBS network broadcasts an hour-long special examining the Boeing 737 MAX crisis.
I sat for a long interview for the investigation, which was a combination of reporting by Frontline and the New York Times. I haven’t previewed the show, so I don’t know how much of my interview—if any—survived the editing. But one area of the focus of the interview was how Boeing came to develop the MAX.
Following the crashes of Lion Air and Ethiopian Airlines five-month-old MAXes, one of the allegations that emerged was that Boeing rushed the development of the airplane.
It’s true that Boeing decided within two days to launch the MAX program. It’s not true that development was “rushed,” in the most common use of the word. Boeing developed what became known as the MAX in parallel with an entirely new airplane concept that would have replaced the 737 Next Generation airplane. It’s what Boeing does: study two or more concepts as engineers and the executives decide what the next airplane will be.
The basic design was on the shelf, ready to go when Airbus forced Boeing’s hand on the cusp of a huge order from American Airlines for the A320ceo/neo family. When Boeing learned of this, the decision was rushed, within two days, to launch the re-engined 737 rather than a new airplane design.
In my new book, published Sept. 1, Air Wars, The Global Combat Between Airbus and Boeing, I outline just how the MAX came to be and how Airbus maneuvered Boeing into launching the program. The book is available globally on Amazon here.
Here is an excerpt from Chapter 1, one of three chapters about the neo-MAX development.
By Scott Hamilton
Sept. 13, 2021, © Leeham News: The first COMAC C919 is supposed to be delivered to China Eastern Airlines before the end of the year.
If so, it will be the milestone of the program launched in 2008, 13 years ago, becoming one of the longest launch-to-EIS in aviation history. COMAC’s ARJ 21 took one year longer. This regional airliner program was launched in 2002. Entry-into-service was in 2016.
The C919 is China’s direct challenge to the Airbus A320 and the Boeing 737. Similar in appears to the A320, for which there is an assembly line in Tianjin, the C919 is powered by the CFM LEAP 1C and a domestically-produced engine. But the C919 only has an advertised range of 2,200-3,000nm. The A320 and 737-8 have ranges of 3,500 and 3,550nm, respectively.
COMAC forecasts producing 150 C919s a year by the middle of this decade. Achieving this rate in this period should be a major challenge. Based on normal learning curves, a more realistic ramp up to 150 a year will take until early 2031.
By Scott Hamilton
Sept. 7, 2021, (c) Leeham News: My book, Air Wars: The Global Combat Between Airbus and Boeing, is now available on Amazon.
Three years in the making—delayed by the need to include the Boeing 737 MAX crisis and the impacts of Coronavirus—Air Wars is a combination of a biography of John Leahy and the 1982 book, The Sporty Game. The Sporty Game was considered the definitive book about the competition between Boeing, McDonnell Douglas and the young Airbus.
Leahy worked for Airbus for 33 years, 23 of them as the chief commercial officer for the company. Throughout executive turmoil at Airbus, and at Boeing, Leahy was the one constant salesman. Boeing officials were slow to recognize the threat Airbus and Leahy presented. The wake-up call, according to a top Boeing salesman at the time, was the 1992 order from United Airlines for Airbus A319s and A320s. United considered the airplanes superior to the 737-300/400. The order prompted Boeing to develop the 737 NG. From there, the global combat became a “bare-knuckle brawl,” as journalist Dan Catchpole put it this week.
Executives and salesmen from Airbus and Boeing were interviewed for Air Wars. So were industry leaders. My own archival resources and reporting were used as well.
The result is a book that describes the successes and failures of Airbus, Leahy, and Boeing. It describes how Bombardier came out of nowhere to become a threat initially dismissed by Boeing—but recognized by Airbus. Air Wars describes the sales campaign that launched the A380 and killed the proposed 747-500/600—but led Boeing to the 787.
Air Wars begins with the crucial sales campaign with American Airlines that led to the decision by Boeing to launch the re-engined 737 program—which later was branded as the 737 MAX. The book also dispels the myth that Boeing was hasty in designing the re-engined 737.
Many untold stories are in Air Wars, including sales campaigns, product strategy decisions and personal anecdotes about Leahy—including how McDonnell Douglas tried to recruit Leahy from Airbus in the early 1990s.
A synopsis of the book is below.
By the Leeham News Team
Sep. 6, 2021, © Leeham News: As Boeing slogs through an increasingly deep obstacle path to getting its beleaguered 777X into service, questions are growing around the airplane’s true demand and whether Boeing can ever break even on the program.
The manufacturer classifies 74 orders as questionable under the ASC 606 accounting standard. Boeing now counts only 246 777X orders as firm. It now expects entry into service to occur in late 2023, although key customer Emirates Airline believes this is more likely to be early 2024.
There are officially still eight identified customers for the passenger 777X: ANA, British Airways, Cathay Pacific, Emirates, Etihad, Lufthansa, Qatar Airways, Singapore Airlines. But COVID-19 is forcing major network carriers like these to rethink their long-term growth plans. Increasing competition in Europe and Asia over a likely permanently smaller set of business travelers means even fewer of these orders are likely to remain intact.
Boeing CEO David Calhoun recently said a freighter version of the 777X might replace today’s 777F. New ICAO noise and emission standards mean that the 777F and 767-300ERF, can’t be produced after 2027. But it’s unclear whether the 777-8F — a program that hasn’t been launched — will be ready by 2028.
By Bjorn Fehrm
September 2, 2021, © Leeham News: In our series about freighters, we now look at domestic single-aisle freighters based on the Boeing 737-800 and the Airbus A320. The 737-800BCF is the follow-on small Boeing freighter conversion from the 737-400, as more 737-800 passenger feed-stock becomes available.
There is also ample feed-stock of older A320-200 with market values that make these interesting as a P2F freighter.
Which one of the two offers the lowest costs per tonne-km? We use our performance model to find out.
By Bjorn Fehrm
August 26, 2021, © Leeham News: In our series about freighters, we try to understand why the Boeing 767 factory freighter, the 767-300F, has outsold the Airbus entry, the A330-200F, six to one. In the passenger variants, the Airbus A330 is the more popular model with a 30% delivery advantage.
We model the freighters to understand any technical and operating economics differences; then we complement with market observations.
By Vincent Valery
Aug. 23, 2021, © Leeham News: Boeing has been studying the launch of a clean-sheet aircraft design for more than a decade. In light of the lingering effects of the COVID-19 pandemic, it is unlikely the American OEM will launch such a program until a recovery is well underway.
At this point, no one, including LNA, knows for sure what the New Boeing Aircraft (NBA) will be and, most importantly, when it will likely enter service. Among the possible scenarios, Boeing could decide to wait until more innovative propulsive technology, such as an open rotor, is mature enough.
Should Boeing decide to take the latter path, the NBA would realistically enter into service in the middle of the next decade. Under such a scenario, airlines operating older-generation aircraft need to find replacements among the current type of in-service aircraft.
Most older-generation in-service aircraft seating 100 or more passengers have an immediate replacement in size, which usually comes with more payload-range capacity. However, some don’t, which creates a headache for fleet planners.
LNA will highlight in this article the current in-service aircraft that don’t have an immediate replacement and assess the options to replace those.