Leeham News and Analysis
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Leeham News and Analysis
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Redefining the 757 replacement: Requirement for the 225/5000 Sector, Part 2.
By Bjorn Fehrm
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Introduction
01 March 2015, c. Leeham Co: In the first part of the article series around the need for a more capable solution for 180-240 seats and 5,000 nautical miles, we went through the derivative aircraft that Boeing could field as competitors to Airbus A321LR and showed why none of them are effective. We also established the market requirements and the likely market size for aircraft that shall cover this segment and the required efficiency and overall cost improvement needed.
We will now look at different solutions to the requirements, first by analyzing what key characteristics does single and dual aisle aircraft have and what consequences will they have for the aircraft’s efficiency parameters like weight, size and drag. Once we have these characteristics we can design adapted aircraft types and calculate their economics such as fuel costs and other costs and we can also establish their operational ground handling times and thereby the consequences single or dual aisle will have on the aircraft utilization.
Having developed and presented these facts it will be possible to forecast what will be the most likely results of Boeing’s New Airplane Study, NAS that we presented 2 November last year. Boeing now uses the name, Middle of the Market (MOM) in place of the NAS.
Summary:
Our second article shows:
- Drag and weight per seat for today’s short and mid-range aircraft vary significantly between single and dual aisle aircraft
- There is a strong correlation between aircraft wetted area and aircraft weight.
- Dual aisle designs in the 180-240 seat segment will have to be highly optimized to be able to compete with single aisle, if at all.
CS300 first flight
The first flight of the Bombardier CS300 occurred Feb. 27, 2015. The five hour flight was in cold but clear weather, with the moon joining the event. Source: Sylvain Faust in a Special to Leeham News. Click on image to enlarge.
The first flight of the Bombardier CS300, the 149-160 version of the new generation aircraft, came off without a hitch on Feb. 27. The flight lasted five hours.
The CS300 is a direct challenge to the Airbus A319ceo/neo and Boeing 737-700/7 and comfortably outsells the A319neo and 737-7. The economics of the CS300 are substantially better than the Airbus or Boeing, according to Bombardier claims and validated by our analysis.
This CS300 is Flight Test Vehicle 7 (FTV 7) but actually precedes FTV 5 and FTV 6 into the BBD test fleet.
Trip report: flying the A350 to Airbus Group annual press conference
By Bjorn Fehrm
Introduction
Feb. 26, 2015: As part of the invitation to cover Airbus group press conference in Munich on Feb. 27 where the annual results are presented, Airbus offered the journalists joining from South of France to fly there in one of the A350 test aircraft, the cabin test specimen MSN002. They did not have to ask twice, Figure 1.
Figure 1. Media entering MSN002 at Airbus flight test center in Toulouse. Source: Leeham Co.
The flight was done as a combined transportation of media from Toulouse and Paris to Munich and test flight for the cabin area. It was also the first time A350 landed on Charles De Gaulle (CDG) and Munich airports, which added to the excitement. The aircraft still carried full test equipment and there were measurement probes on windows and different parts of the cabin.
The crew was the normal test crew reinforced with Airbus cabin personnel who cared for the attending journalists. The advantage of this was there was plenty of time to talk to the test engineers and pilots both in flight and while waiting for joining media at CDG. Here the story of the development workday for test people where the actual aircraft has just entered service with the first customer. But first how it was to fly: Read more
Odds and Ends: CS300 first flight delayed; PW GTF; Boeing enters MidEast fray
Baby, it’s cold out there! Bombardier delayed the first flight of its CSeries due to the cold. Click on image to enlarge. Source: Sylvain Faust.
CS300 first flight delayed: When Bombardier says it’s too cold for the CS300 first flight, you know it’s cold up in Montreal. It’s -21C at Mirabel (-6F) and partly cloudy, but that was too cold for the guests, according to our man on the scene, Sylvain Faust. Canadians know how to dress for this cold but visitors don’t. A rescheduled time hasn’t been definitively announced.
Bombardier doesn’t have an open-faced tent and outdoor heaters set up, according to Faust.
PW GTF: Flight Global has a report about Pratt & Whitney’s “new aggressiveness” in competing with CFM International in the battle of the Pure Power Geared Turbo Fan vs the LEAP-1A. These engines power the Airbus A320neo family.
Boeing enters MidEast fray: American, Delta and United airlines want Open Skies revisited in order to curb competition by the Big Three Middle Eastern carriers. Boeing, FedEx and JetBlue, have entered the fray, opposing any such action. Here is the story.
787-3, “737-10” no replacement for 757
Feb. 25, 2015. c. Leeham Co. When Boeing CEO Jim McNerney last year suggested that a replacement for the 757 could be based on the 787 or the 737 MAX, the statement conjured up visions of resurrecting the 787-3 (the short-range version of the 787-8) or further developing the 737-9 into a larger “737-10.”
We were skeptical then and remain so now.
The idea of a 787-3 resurfacing into a 4,500nm airplane to replace the 757 is a dog that just won’t hunt. As Nico Buchholz, the fleet manager for Lufthansa Group, told us, the 787-3 is just “too much airplane.”
We couldn’t agree more, and the idea of a “787 Lite” is a simplistic suggestion that doesn’t fully think through all the issues.
CS300 first flight Wednesday, direct challenge to 737-7 and A319neo
Feb. 25, 2015, c. Leeham Co. Bombardier’s direct challenge to the Big Two duopoly in the 125-149 seat sector is scheduled for its first flight Wednesday, weather and gremlins permitting.
Bombardier photo.
The CS300, challenger to the A319neo and 737-7, is to take to the skies as Bombardier’s flight testing program enters the final stretch. BBD still claims it will deliver the first CS100 by the end of this year, though most analysts (and we) believe it will slip into 1Q next year.
The CS300, 135 seats in two classes and 149 in standard one class, matches the 31-inch pitch configurations of the “baby” Airbus and Boeing products.
Bombardier claims large operating economic advantages over these competitors. Our analysis shows economics probably a bit closer than Bombardier would like.
Odds and Ends: WTO and 777X tax breaks; US airlines vs Middle East; Goldman and Boeing; ExIm Bank
WTO to examine 777X tax breaks: Well, we predicted this in November 2013 when Washington State extended the Boeing 787 tax breaks to the 777X. And it’s happened. The World Trade Organization is going to take a look at that action. The 787 tax breaks were found by the WTO to be illegal. Washington didn’t change anything when it extended the tax breaks to the 777X.
US carriers vs Middle East airlines: Pretty much anyone who follows airlines has read about the war of words and politics between American, Delta and United airlines on the one hand and Emirates, Qatar and Etihad airlines on the other.
The blog Boarding Area has done perhaps the best independent analysis we’ve seen on the topic. You can find it here.
Goldman puts a Sell on Boeing: Goldman Sachs became the second firm to put a Sell rating on Boeing (after boutique Buckingham Research last year). Goldman believes the industry has had a strong run up and is now beginning to enter a period of over-supply, so it’s time to sell.
ExIm may get renewed: Maybe some Republicans are coming to their senses: there is a move in the House, controlled by the GOP, to renew the ExIm Bank for five years. The Tea Party still objects, calling it corporate welfare (mainly for Boeing), but as we’ve written many times, this is about global competition and domestic jobs. Boeing is able to sell airplanes to airlines that need help (although some deals are dubious to carriers that don’t seem to need it), which creates jobs putting these airplanes together and building all the parts for them. If ExIm was not reauthorized, Airbus would have a clear advantage. Let’s hope the more sane Republicans prevail
Boeing’s dedicated freighters views an improving market
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By Scott Hamilton and Bjorn Fehrm
Introduction
Feb. 22, 2015: An improving global freight market gives Boeing hope that air cargo demand will support the production of two new main-deck freighters a month for years to come. Boeing is struggling to sell 747-8Fs to keep the 747 line alive and needs to sell the 777F to support its goal of maintaining the current 777 production rate of 100/yr through the transition in 2020 to the new 777X.
Randy Tinseth, VP Marketing for Boeing included the projection as a passing reference in remarks Feb. 11 to the 14th Annual Conference of the Pacific Northwest Aerospace Alliance in Lynnwood (WA). The following week we spoke at length with Tom Crabtree, Boeing’s Regional Director, Airline Market Analysis, Marketing & Business Development, about the long-suffering global cargo market and Boeing’s forecast for recovery.
Summary
- Increasing reliance on belly capacity doesn’t negate need for large main deck freighters, Boeing says.
- Boeing sees need for two new-build, large freighters per month.
- Accepting Boeing’s demand forecast, Leeham Co. sees another production rate cut for the 747-8.
Redefining the 757 replacement: Requirement for the 225/5000 Sector
By Bjorn Fehrm
Subscription required
Introduction
25 Feb 2015: Speculation continues to ramp up during the last weeks and months about what Boeing is up to in the 180 to 250 seat sector and what might be Airbus’ response on top of the A321LR. The segment is not well covered today within production aircraft where 737-900ER and the forthcoming MAX 9 cover up to 210 seats and A321-200 and A321neo up to 220 seats. Both fly their passengers up to a realistic mission of 3000nm, i.e. transcontinental USA.
The next in production aircraft are 787-8 and A330-200 at 240 to 280 seats. These are long range dual aisle aircraft with empty weights more than double of the former pair. The 787-8 and A330-200 per seat economics on shorter missions are therefore in another ball game.
The only aircraft that currently bridges this gap is the out-of-production Boeing 757 and there has been much debate how this shall be replaced. We have covered this question in a number or articles focusing on in turn:
We also covered the study work underway at Boeing to cover this segment. We will now dig deeper into this corner after Boeing has unequivocally stated it does not see a re-engine 757 covering this segment and any aircraft that the airlines want should be a bit larger than the 757.
Summary:
Over a series of articles we will cover:
Read more
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Posted on February 25, 2015 by Bjorn Fehrm
Airbus, Airlines, American Airlines, Boeing, GE Aviation, Leeham News and Comment, Premium
737 MAX, 747-8, 757, 787, Airbus, Boeing, KC-767