Leeham News and Analysis
There's more to real news than a news release.
Is re-engining the Boeing 767 a good idea?
By Bjorn Fehrm
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Introduction
October 17, 2019, © Leeham News: FlightGlobal writes Boeing is investigating re-engining the 767-400ER with GE GEnx engines to produce a new freighter and perhaps a passenger aircraft as a replacement for the NMA project. Development costs would be lower and it would be easier to get a business plan which closes for the upgraded 767 than for the NMA.
We commented on the idea earlier in the week and here follows a technical analysis of what re-engining the 767 would bring.
Summary:
- The 767 is 40 years old in its base design. We look at the fundamentals to understand the trades involved in extending its life with new engines.
- We also compare the 767 technologies with those for the NMA to understand the compromises of an updated 767RE compared with a clean sheet NMA.
Embraer’s E195-E2 or Airbus A220-300 under 150 seats? Part 4
By Bjorn Fehrm
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Introduction
October 10, 2019, ©. Leeham News: We have over the last weeks analyzed what aircraft to choose for the segment 120 to 150 seats, comparing Embraer’s E195-E2 with Airbus A220-300.
After looking at fundamental data, drag data and fuel consumption and other costs for the aircraft, it’s now time to summarize the series by looking at what route networks the aircraft are suitable for.
Summary:
- The E195-E2 and A220-300 address the segment market segment under 150 seats.
- They have similarities but also differences.
- These differences have made an early adopter operate both types over different types of networks.
Europe’s Regional airlines meet in Antibes, Cotes d’Azur.
By Bjorn Fehrm
October 9, 2018, ©. Leeham News, Antibes France: The European Airlines Association, ERA, gathered 44 of its 51 member airlines in Antibes France, today for the first day of its 2019 General Assembly meeting.
LNA participated in the event for the first time and we found an impressive gathering of airline and airport representatives, aircraft OEMs and support businesses discussing the challenges facing the European regional air transport market.
Norway’s Wideroe, the launch customer for Embraer’s E-Jet E2 is one of the airlines present.
Embraer’s E195-E2 or Airbus A220-300 under 150 seats? Part 3
By Bjorn Fehrm
Subscription required.
Introduction
October 3, 2019, ©. Leeham News: We have the last two weeks analyzed what aircraft to choose for the segment 120 to 150 seats, comparing Embraer’s E195-E2 with Airbus’ A220-300.
The first week we looked at fundamental data and last week we compared the drag data and by it the fuel consumption of the aircraft. Now, we analyze the other operational costs for the aircraft.
Summary:
- The fuel costs between the E195-E2 and A220-300 are close.
- We now analyze the other operational costs; Crew, Maintenance and Airway/Airport costs to see how these differ.
EU can retaliate against Boeing immediately; old WTO win outstanding
Sept. 30, 2019, © Leeham News: An obscure and largely forgotten European win in a previous illegal subsidies case against Boeing and the United States before the World Trade
Organization (WTO) opens the door for immediate retaliation against Boeing if the Trump Administration levies tariffs against Airbus.
LNA yesterday revealed the European Union may retaliate immediately against US tariffs on Airbus or EU goods. The US will be free to do so as early as October.
A380 service life struggles
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By Vincent Valery
Introduction
Sep. 30, 2019, © Leeham News: It hasn’t been an easy year for the Airbus A380 program since the end of production was announced in February.
Lufthansa announced in March that Airbus would buy back six A380s in 2022/2023 as part of a follow up order for 20 A350-900s. Air France intends to retire its Superjumbo fleet by 2022. Emirates retired two aircraft that were less than seven years old.
A number of factors are leading airlines to prematurely retire their A380s.
Summary
- Small MRO market increases maintenance costs;
- (Prohibitively) expensive cabin refurbishments;
- Operators struggling to operate profitably year-round;
- A lack of secondary market;
- No business case for engine PIPs.
Pontifications: Safety changes good for Boeing, the industry
By Scott Hamilton
Sept. 30, 2019, © Leeham News: Boeing’s announcement last week that it’s establish a permanent Board level safety committee, realigning some functions and creating new lines of reporting is a good and necessary step.
It’s not only good and necessary for the 737 MAX return to service, it’s good and necessary for Boeing and for the industry.
It’s also just a first step in restoring confidence in the MAX and the Boeing brands.
EU ready to instantly retaliate if US imposes tariffs in Airbus WTO case
Sept. 29, 2019, © Leeham News: The European Union is ready to retaliate against the US for any tariffs imposed, as early as October, in response to the World Trade Organization authorization to do so in connection with the Airbus subsidies case.
Even though the EU’s case against Boeing before the WTO, seeking authorization to impose subsidies for Boeing’s illegal subsidies, won’t be finished until next spring, the EU, French and German authorities pointed out that previous WTO cases against the US which they won allow them to impose tariffs they haven’t levied.
They are prepared to do so immediately in the Trump Administration levies tariffs on European goods.
Bjorn’s Corner: Fly by steel or electrical wire, Part 10
By Bjorn Fehrm
September 27, 2019, ©. Leeham News: In our series about classical flight controls (“fly by steel wire”) and Fly-By-Wire (FBW or “fly by electrical wire”) we started a discussion about the need for stability augmentation systems last week and how these are implemented.
We handled yaw augmentation and began the discussion on pitch augmentation. Now we dig deeper into the trickier form of pitch augmentation, the one needed because of regions of lower stability in pitch at higher Angles of Attack (AoA).
Figure 1. The pitch moment curve of a modern airliner. Source: Leeham Co.
Embraer’s E195-E2 or Airbus A220-300 under 150 seats? Part 2
By Bjorn Fehrm
Subscription required
Introduction
September 26, 2019, ©. Leeham News: We started an analysis of what aircraft to choose for the segment 120 to 150 seats last week, where we compared Embraer’s E195-E2 with Airbus A220-300.
We began by comparing the fundamentals: their size, their engines, physical data and how these would compare in a normalized way. Now we continue by looking at the drag characteristics of the airframes and what this means for their fuel consumption.
Summary:
- Any difference in fuel consumption between the E195-E2 and the A220-300 will be done to the optimization of the airframes, as they share the same engine.
- The drag picture for the E195-E2 versus the A220-300 is a mixed bag. One is better on normalized friction drag (drag due to size) the other on induced drag (drag due to weight).