Leeham News and Analysis
There's more to real news than a news release.
The A350, Part 9: The A350-1000 versus 777-300ER
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By Bjorn Fehrm
Introduction
March 11, 2021, © Leeham News: Last week, we started analyzing the Airbus A350-1000 and compared it with the Boeing 777-300ER.
We now fly the airplanes on a demanding route, close to their maximum range, the LAX to Hong Kong sector. How much better is the 14 years younger A350-1000?
Summary
- The A350-1000 is the logical replacement for a 777-300ER if a same capacity replacement is sought.
- The carbon-fiber structure, a more advanced wing, and newer engines give the A350-1000 convincing arguments for the change.
HOTR: Investors optimistic for Boeing. Are they too optimistic?
By the Leeham News Team
March 10, 2021, © Leeham News: Boeing’s recovery will be long, slow and painful.
But Boeing has been through long, slow and painful periods before.
Investors appear optimistic. The stock price has been rising since lows hit immediately after and throughout the pandemic.
The stock price is far off its high of $440 on March 1, 2019. March 1 was after the October 2018 Lion Air 737 MAX accident but nine days before the March 10, 2019, Ethiopian Airlines MAX crash. The price closed yesterday at $231, abut equal to where it was a year ago today.
Suppliers remain hunkered down as pandemic recovery may stall
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By Scott Hamilton
Introduction
March 8, 2021, © Leeham News: Aerospace suppliers continue to struggle even as passenger airlines begin to gingerly place new aircraft orders and 
Boeing resumes production of the 737 MAX.
Airbus continues to produce the A320, A330 and A350 at lower production rates than the pre-pandemic era. Boeing is at low-rate production for the 737 MAX, after a 20-month grounding. The 777 is down to 2/mo and the 787 goes to 5/mo this month. At least two aerospace analysts on Wall Street think the 787 rate could come down further.
Airbus and Boeing each received a handful of orders so far this year.
But suppliers continue to struggle.
Summary
- Airbus, Boeing continue to extend payments.
- Smaller suppliers seek bankruptcies.
- Larger suppliers remain in “hunker down” mode.
Bjorn’s Corner: The challenges of hydrogen. Part 27. Fuel cell APU gains
By Bjorn Fehrm
March 5, 2021, ©. Leeham News: We have discussed different auxiliary power generation principles for a hydrogen aircraft over the last weeks. We found a fuel cell auxiliary power system has many attractions, one being the possibility of making an elegant more-electric aircraft system architecture.
With or without such an architecture, the fuel cell alternative will save hydrogen consumption and cost compared to a hydrogen-converted APU alternative. What’s the value of the saving?
Figure 1. The Ballard/Audi FCgen-HPS fuel cell stack for cars and other mobility applications. Source: Ballard Power Systems Inc.
The A350, Part 8 A350-1000 Intro
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By Vincent Valery
Introduction
Mar. 4, 2021, © Leeham News: After assessing the performance of the A350-900 and its ULR variant, we now turn our attention to the largest A350 variant, the -1000. It entered service in 2018, a little more than three years after the -900.
Summary
- Stretching the aircraft by different means than the 777-300ER;
- A change of plan costs a significant order;
- Moderate sales and limited prospects in a changing market;
- An aircraft for trunk routes.
The A350, Part 7: The A350-900ULR versus 777-200LR/A340-500
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By Bjorn Fehrm
Introduction
February 25, 2021, © Leeham News: Last week, we started analyzing the long rangers of the Airbus A350, Boeing 777, and Airbus A340 families.
The A340-500 and the 777-200LR are a generation older than the A350-900ULR. We compare their performance on the world’s most challenging route, Singapore to New York, to find out how much Singapore Airlines gains by changing from the A340-500 to the A350-900ULR.
Summary
- The A350-900ULR is unique among the Ultra Long Range aircraft by being a lightly changed variant of the standard A350-900.
- By adopting the A350-1000 tank filling levels, the aircraft has enough fuel to fly up to 20 hours with a long-range payload.
- Should the airline change its mind, the A350-900ULR can convert back to a standard A350-900.
- With modern technology, it outclasses the economics of the 777-200LR and A340-500.
Pontifications: For Boeing, the future is a new airplane, not the status quo
By Scott Hamilton
Feb. 22, 2021, © Leeham News: Tunnel-vision pundits, analysts, and even some experts say Boeing shouldn’t launch a new airplane program within the next few years.
Why? They say doing so will cannibalize the 737 MAX 9 and MAX 10. They say it will undermine sales of the entire MAX family.
I say, poppycock.
Boeing has a MAX problem. It’s not the grounding, although the issues from this are obvious. LNA has written about this ad nauseam, but it’s necessary to remind these new airplane-naysayers. The MAX 7 is a sales dud. The MAX 9 isn’t far behind. And the MAX 10 is uncompetitive with the Airbus A321neo family.
The only MAX that has a bright future is the MAX 8. Boeing can’t rely on the MAX 8 for its future in the 125-240 seat sector.
Differentiation in the marketplace and the time for the open rotor
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By the Leeham News Team
Introduction
Feb. 22, 2021, © Leeham News: Airliners are now so efficient, one challenge facing Airbus and Boeing in competing is overcoming the laws of diminishing returns.
The time may finally have come for an Open Rotor airliner. Source: Safran.
LNA described this challenge Feb. 8. Additionally, airport infrastructure erects a vast number of design roadblocks.
We focused on the creation of the 737 replacement and how difficult it will be to make meaningful performance upgrades to the economics of the vehicle. We outlined the next battle in product differentiation most likely will occur in optimizing non-flying time operations, focusing on ground operations as the next efficiency battleground. Since then, it was reported that Boeing indicated that a new aircraft sized between the 737 and the 767/NMA was a front runner in their future planning.
Summary
- NMA Lite needed for 737-9/10 to 787-8 sector.
- Replacement for 737-7 and 737-8 best suited for Open Rotor design.
- What an Open Rotor plane might look like
Airbus 2020, prudent navigation of a challenging environment
February 18, 2021, © Leeham News: Airbus presented its results for 2020 today. The company reported a net loss of €0.5bn at revenues of €50bn (€70.5bn 2019). Airbus’ operations delivered a result of +€1.7bn; it was then reduced to a loss by charges of €2.2bn for the year.
Airliner deliveries reduced by 34% to 566 for the year (863), with net orders at 268 aircraft (768). A forecast for 2021 was given as same-level deliveries with operating profit at +€2bn and break-even Free Cash Flow.
The A350, Part 6 A350-900ULR Intro
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By Vincent Valery
Introduction
Feb. 18, 2021, © Leeham News: After comparing the Airbus A350-900 and the Boeing 777-200ER on a long haul route, we turn our attention to the A350-900 Ultra Long Range variant.
Summary
- A history of Ultra Long Haul Flights;
- Proliferation along with globalization;
- Poor sales record of ULR variants;
- The attractiveness of the A350-900ULR.