Leeham News and Analysis
There's more to real news than a news release.
Leeham News and Analysis
- Teamsters, Boeing have a new contract April 29, 2025
- Boeing wants to remarket China’s airplanes. It’s costly and time consuming. April 28, 2025
- Bjorn’s Corner: Air Transport’s route to 2050. Part 19. April 25, 2025
- How good is the C929? Part 2. April 24, 2025
- Boeing First Quarter Results Update: China is 10% of the backlog, with 500 in “Unidentified” April 24, 2025
Odds and Ends: Airbus to rethink A380 strategy, says Reuters; Boeing B-29
A380 Strategy: Airbus may rethink the near-term strategy of the A380, with an eye toward reducing production rates, reports Reuters. Earlier this week, Boeing announced a rate reduction for the 747-8. Very Large Aircraft (VLA) continue to be a tough sell. YTD, Airbus has net orders of minus three for its VLA, although a Memorandum of Understanding for 20 was signed at the Paris Air Show and is expected to be firmed up by year end and possibly at the Dubai Air Show next month.
Still, the VLA market is very tough. Boeing sold five 747-8s this year and had cancellations of five. Airbus hasn’t met its annual sales target for the A380 for a couple of years.
787-9 Video: In a change of pace, enjoy this video that is nothing but a relaxing visual.
[youtube=http://www.youtube.com/watch?v=eUZmTzPyR-A&w=560&h=315]
,
Boeing B-29: Here’s a sight not seen much anymore: take off and landing of a B-29. As interesting as this is, the weather and the photography is pretty cool, too.
[youtube=http://www.youtube.com/watch?v=3-r8p97vPt0&w=560&h=315]
Boeing earnings call: 787 accounting block boosted to 1,300
Boeing announced today that the accounting block for the 787 program has been increased by 200 to 1,300.
Introduction of the 787-10, boosting the production rate from 10 to 12 to 14 between now and the end of the decade, and production investment to increase efficiency are among the reasons. The accounting block is the break even in accounting terms, though the program on a cash basis will be positive much sooner.
Update, Oct. 24: We received this message from Boeing:
The program accounting quantity (or block) simply represents the number of airplanes for which we can reasonably estimate revenue and cost as we look ahead. It is not a breakeven number ( it wasn’t for 1,100 and isn’t for 1,300).
The profitability calculation is derived from the accounting quantity, not the other way around. As we line up more sales and have visibility of future costs for any airplane program, the block for that airplane will be extended and the margins adjust– it is not related to concepts of ‘breakeven.’ And the program is profitable, so it follows that the accounting quantity can’t be ‘the breakeven number’ .
Continuing original post:
Here are the highlights from the third quarter/9 months Boeing earnings call:
Jim McNerney, CEO: JM
Greg Smith, CFO: GS
JM: Strong passenger demand means fewer deferrals, requests for acceleration of deliveries. Cargo market remains soft but the fuel efficient 747-8 remains well positioned when the market recovers.
- On the strength for the growing 90-plane order for the 787-10 and growing order book for 787-8 and 787-9, we announced rate growth to 12/mo in 2016 and 14/mo before the end of the decade.
- 777X continue to anticipate market launch this year. The 777-9 will be the only twin aisle, twin engine airplane available in the 400 seat market.
- Demand forecast for 737 continues to place upward pressure on rates.
- Defense unit still faces US budget issues and sequestration.
- Delivered 98 787s to 16 customers YTD.
- Improving dispatch reliability of 787 is at the top of priorities. We are making good progress at reducing reliability issues. We are not yet satisfied. At around 97% on fleet-wide basis.
- Progress of development of the 787-9 is on track and progressing well.
- 787 productivity gains proceeding.
- 737 MAX started detailed design phase.
- Third KC-46A entered production.
- Delivered 223rd and final C17 to USAF, made tough but necessary decision to end production.
GS: Commercial airplane business increased 15% in third quarter.
- We continue to have progress on productivity.
- Accounting block increased by 200 units to 1,300 for 787 program on strength of 787-10 launch. Higher rates increases and production flow, along with deferred production balance will increase then begin to decline on a rapid basis.
- Continue to cut costs at Defense unit.
- Remainder for 2013: EPS forecast increased on unchanged revenue guidance. Still expect 787 deliveries to be greater than 60, BCA margin to be greater than 10% on improved performance, lower R&D ($3.2bn, $100m lower than previous guidance).
JM: With three strong quarters behind us, we remain committed to goals. Priorities: profitably ramp-up on commercial programs, execution, strengthen and reposition defense business with more international expansion, and providing value to shareholders and customers.
Q&A:
Boeing’s third quarter/9 month profit; raises 787 production target
Boeing today announced its third quarter and nine-month financial results, repoting strong profits. It also announced plans to raise 787 production to 12/mo by 2016 and 14/mo before the end of this decade, confirming our report from last June. We have rate 14 beginning in 2019, after 787-10 EIS in 2018.
Boeing’s earnings call is at 10:30 EDT and will be webcast here.
Odds and Ends: Repairing the Ethiopian 787; more on A350-1000 stretch; new RR engine study
Ethiopian 787: Dominic Gates at The Seattle Times has a detailed story about how Boeing is repairing the Ethiopian Airlines 787 damaged by a fire at London Heathrow Airport earlier this year. Boeing doesn’t comment for the story–nor for any others–but Gates’ detail in his piece makes for quite interesting reading.
Stretching the A350-1000: More on this topic from Aviation Week. Aside from the technical considerations for the airframe, Rolls-Royce would need to bump up the thrust of the engine to around 104,000 lbs, we’re told. Also: there is the matter of production. Airbus is considering a second production line for the A350, but no decision has been made.
Rolls-Royce studies new engines: Rolls-Royce is studying a new line of engines, according to this Bloomberg article.
Is tide ready to turn for CSeries?
CS100 first flight, September 16, 2013. Photo via Seattle Times.
Is the tide ready to turn for the Bombardier CSeries?
Following a nine month delay, the CS100 Flight Test Vehicle #1 took to the air September 16. It’s flown only twice since and has been undergoing ground vibration tests and more software upgrades. BBD is pretty mum about the testing program, which causes speculation about whether some issue emerged during the three flight tests. But we’re told by a source familiar with the program, but who is not with BBD, that BBD is being conservative in its pace, counting on the fact that it will eventually have seven FTVs to bring entry-into-service on time. A few Canadian aerospace analysts think EIS will slip to 1Q2015.
Then there are the orders, just 177 firm, which is more than those for the Airbus A319neo and the Boeing 737-7 MAX combined, but which the market perceives as low and a slow-selling program. Bombardier points out that the firm sales are about on par with other new airplane programs at this stage, but the market–dazzled by the thousands of orders placed for the NEO and MAX–won’t make these distinctions.
But it’s possible the tide is ready to turn for the CSeries. Here’s why.
- Potential customers have been waiting for the first flight and to see whether the program will be more or less on time with the new, implied schedule emanating from first flight. We believe a few more months have to pass before any conclusions are drawn on this score.
- Likewise, a few months have to pass before Bombardier and Pratt & Whitney will know whether the economic promises will in fact be achieved.
- There are some key sales campaigns for which decisions should be made in the coming months, both this year and into next, that if BBD wins will serve to build significant momentum.
- Airbus is running out of delivery slots for the entire A320 family. The VivaAerobus order announced October 21 includes deliveries beginning next year. The backlog goes to 2019-2020, and while John Leahy, COO-Customers, is adept at finding slots through juggling the skyline, there simply aren’t too many left mid-term. Bombardier is sold out into 2016 and is a better position to offer deliveries in quantity. This makes it difficult for Leahy to “buy” a deal, which he has done on several occasions, to under-price CSeries to a point where BBD can’t play in the sandbox.
- Boeing remains more focused on the 737-8/9 than on the 737-7, leaving BBD to largely fight its war against the diminishing Airbus and the forthcoming Embraer E-190/195 E2, the latter with a planned EIS of 2018, a good three years after CS100 enters service.
It will likely be next year before solid trends are noticeable. BBD retains its goal of reaching 300 firm orders and 20-30 customers by EIS, at least a year from now. We think this is easily achievable.
Update, Oct. 22: The Iraq-Business News reports that the government has approved the purchase of five CS300s at $40m each.
A350 program update: EIS date set (sort of); ambiguity over -800; talk of a -1000 stretch
Airbus provided a program update Monday to the international media. Here are links to initial stories.
Airchive: Airbus sees shift toward 250-300 seat aircraft. Airchive reproduces some of the illustrations Airbus presented. Airchive reports the planned EIS for September 2014 (as does the headline Aviation Week article below) but adds that EIS could slide to November or December. (We have it for early 2015.)
Aviation Week: September 2014 EIS targeted.
Bloomberg: Airbus will eventually seek certification with lithium batteries.
Bloomberg’s story has a couple of important points:
- While multiple -800 customers have moved to the longer A350-900, Airbus still has outstanding orders for 89 units and will build the plane if customers want it, Evrard said. He gave no indication when production of the -800 versions may begin. (Emphasis added.)
- Evrard said stretching the A350-1000 by adding panels to make the fuselage longer for additional passengers would be perfectly feasible from a technical point of view.“Stretching further is possible, there are no show-stoppers, but today it’s still in the pre-concept phase” he said.
On the first point, we previously reported that a change in production sequence was likely coming. An Airbus spokesperson denied it, but the comments above at the briefing certainly infer otherwise.
On the second point, Evrard’s comments about stretching the -1000 are, in our view, significant. We reported last night in our interview with Airbus Americas Chairman Allan McArtor that Airbus was looking at this hypothetical, though no internal proposal had been made. Still, it’s clear to us that Airbus is giving solid consideration and we predict that eventually will proceed.
The Airchive report of a market shift toward the 250-300 aircraft is also significant. With continued trends toward upgauging, this will soon shift to 300-350 and then to 350-400. The corollary is that the Very Large Aircraft sector continues to shrink.
Odds and Ends: Middle East carriers high on 777X; Airbus’ Japan ambitions; Low fare airlines
Boeing 777X: Reuters has this article on negotiations between Boeing and Etihad Airlines for the new 777X. Reuters reports that up to 30 777Xs could be ordered, along with a follow-on order for the 787. Emirates Airlines is expected to order between 75-100 777X. Qatar Airways will almost certainly place a 777X at some point.
The Boeing Board of Directors is expected to give the go-ahead for the 777X this month, with a public launch at the Dubai Air Show next month. Emirates is widely anticipated to place its order there, though its president, Tim Clark, has been quoted in the press that it’s possible he won’t be ready by the air show. Because this air show is in Dubai and the home base for Emirates, it’s quite possible the Etihad and potential Qatar orders would come outside the air show.
Lufthansa Airlines has already ordered the 777X, subject to formal program launch.
Airbus in Japan: Having achieved a major breakthrough with a large order for the A350 from Japan Airlines, Airbus has set some ambitious goals to increase its market share in this country, reports Bloomberg News.
Low Fare Airlines: Images and myths surround low fare airlines. We’ve written many times in the past that the USA’s Southwest Airlines, which built its image since its founding in 1971 at the low fare airline, often isn’t any more. (In fact, we were years ahead of the mainstream media in discovering this.) You can usually get lower fares on the legacy airlines, though bag fees and change fees, if you have check bags or change your flight, destroy the savings. If you don’t have to do either, it’s usually cheaper to fly the legacy airline than Southwest.
In Europe, Ryanair is viewed as the cheapest airline to fly. The base fare is ridiculously low but fees are imposed for everything except using the loo, though CEO Michael O’Leary would like to charge for this, too. This article calculates that in fact Ryanair isn’t the cheapest way to travel. The article rates the top 20 low fare carriers and Ryanair comes in #4.
Airbus’ McArtor on VLA, 777X, 757 replacement and Airbus future products
Airbus Americas Chairman Allan McArtor.
Allan McArtor believes there will always be a market for the Very Large Aircraft (VLA), but he’s not surprised Boeing cut the production rate of the 747-8.
McArtor, who as chairman of Airbus Americas, is hardly an unbiased observer. He says the 747-8 Intercontinental is uneconomic and the market for the 747-8F is weak. But he also acknowledged that the dearth of sales for the Airbus A380 has been a challenge.
Airbus has forecast 1,200-1,300 VLA-Passenger deliveries over a 20 year period every year since 2000, while Boeing has steadily reduced its forecast to just 540 VLAPs in its current forecast. Airbus believes it will capture 50% of the market, based on its forecast. In fact, it currently is capturing between 86%-90% of the sales.
Each forecasts several hundred more VLA-Freighter deliveries during the next 20 years. Boeing currently holds a monopoly in the VLAF sector, but sales haven’t been on a pace to meet either company’s forecast, nor have sales of the A380 remotely maintained a pace that suggests Airbus will meet its own forecast, without dramatically adjusting both the total market and its market share expectations.
In an interview with Leeham News, McArtor maintained there will “always” be a demand for the VLA. He acknowledged that one can quibble with the forecast or the timing, but airport constraints and growing markets between key cities, such as London-Tokyo, London-New York, Paris-Tokyo or New York and similar segments, will demand a VLAP.
Airbus so far this year has has a net order for the A380 of minus three, but it signed a Memorandum of Understanding for 20 from specialty lessor Doric during the Paris Air Show. This is expected to be firmed up before the end of the year, potentially at the Dubai Air Show.
Boeing is also expected to make a splash at Dubai with the highly anticipated public launch of the 777X, with a large order from Emirates Airlines. The airplane, with a new composite wing, new engines, systems upgrades and cabin modifications, will come in a 350-seat 777-8 and a 407-seat 777-9. The 777-8 directly competes with the Airbus A350-1000. The 777-9 doesn’t have an Airbus competitor and at nominally 407 seats falls just within the VLA sector, which begins at 400 seats.
Boeing cuts 747 rate on weak demand
Boeing 747-8 production rate: To the surprise of absolutely no one, Boeing today announced it will trim the production rate of the 747-8 from 1.75 per month to 1.5/mo through 2015. the only surprise is that it wasn’t reduced to 1/mo.
Boeing cited lower demand for Very Large Aircraft, both in passenger and freighter models. Boeing stood by the airplane, however, predicting a cargo market recovering next year.
“This production adjustment better aligns us with near-term demand while stabilizing our production flow, and better positions the program to offer the 747-8’s compelling economics and performance when the market recovers,” said Eric Lindblad, vice president and general manager, 747 Program, Boeing Commercial Airplanes, in a statement. “Although we are making a small adjustment to our production rate, it doesn’t change our confidence in the 747-8 or our commitment to the program.”
There is a backlog of only 51 aircraft.
The USAF wants to replace its two Air Force One 747-200s in 2021. We think Boeing will be hard-pressed to keep the line alive until then. The official launch of the Boeing 777X, and the widely expected order for the larger 9X version at the Dubai Air Show next month, will make it that much more difficult for Boeing to sell the airplane.