The Pacific Northwest Aerospace Alliance is hosting two conferences in the Seattle area in February and March.
PNAA’s 11th annual conference is Feb. 6-7-8 at the Lynnwood (WA) Convention Center, north of Seattle and south of Everett. Information may be found here. This 2 1/2 day conference is comprised of a Defense Focus Day on the afternoon of Feb. 6; a day-and-a-half of commercial aviation presentations and a Suppliers’ Fair on the afternoon of the 8th.
Airbus, Boeing, Bombardier, CFM, Pratt & Whitney, the Teal Group’s Richard Aboulafia, G2 Global Solutions’ Michel Merluzeau, Alcoa and Electroimpact are among the presenters on the commercial side.
Tayloe Washburn of Project Pegasus and the Washington Aerospace Partnership will discuss the issues surrounding the assembly site of the 737 MAX.
Boeing’s Insitu EADS North America and Lockheed Martin are among the defense industry presenters.
More than 300 people attended the 2011 conference, which is now the largest in the Pacific Northwest and one of the largest on the West Coast. PNAA serves Washington, Oregon, Idaho, Montana, Alberta and British Columbia. It has arranged trade missions from Europe, Asia and Latin America visiting here to meet with Washington State suppliers. PNAA was also asked by the White House and the US Commerce Department to arrange a meeting of key CEOs in Seattle to discuss economic issues affecting aerospace.
The March event PNAA is organizing is a Suppliers Forecasting Symposium. This one day event on March 12 precedes the first USA-based Aerospace & Defense Supplier Summit organized by BCI Aerospace.
The Symposium is the first of its kind: a day-long event focused on forecasting the requirements in the supply chain that services Boeing, other OEMs and the Tier 1 suppliers. Boeing Commercial Airplanes and Boeing Defense, Space & Security will be presenters as well as two noted aerospace analysts from Wall Street, David Strauss of UBS and Robert Spingarn of Credit Suisse. They follow Boeing and the supply chain and have their views on forecasting the needs of the suppliers.
These are two important events sponsored by PNAA and the A&DSS summit by BCI Aerospace is equally important to the Washington aerospace supply chain. PNAA members get a discount to the A&DSS event.
Posted on November 13, 2011 by Scott Hamilton
Embraer announced that it will take a pass on developing a New Small Airplane in the 130-155 seat class and instead re-engine the E-Jet series, possibly with stretch to 133 seats (smack in the middle of the Bombardier CSeries 100/300 size). Targeted entry-in-service (EIS) is 2018.
Aeroturbopower, which focuses on engine stuff, already has this back-of-the-envelope analysis.
As Aeroturbopower notes, EMB favors a one-stop, trans-continental airplane (2,000-2,200nm) over the full transcontinental range of the CSeries (although BBD offers a lighter-weight CSeries with 2,200nm range as well). About 90% of the US domestic flights are within this range but the E-Jet is 2×2 vs the CS 2×3 seating. Aeroturbopower concludes the E-Jet will have lower seat costs.
Aeroturbopower also compares the E-Jet with the Mitsubishi MRJ.
Posted on November 11, 2011 by Scott Hamilton
During yesterday’s tele-press conference by Boeing with a program update for the 737 MAX, 737 chief program engineer John Hamilton frequently said the MAX has a 7% operating cost advantage over the A320neo.
He also touted the advantages of the 737-900ER over the A321, with the obvious implications that the 737-9 MAX will have an advantage over the A321neo.
Here is a recap by the Puget Sound Business Journal (there are many others which may be found through Google News).
AirInsight, our affiliate, has written several pieces of the 737NG and 737 MAX vs the A320 family, both legacy and NEO.
See the following articles for additional color on this debate.
Posted on November 4, 2011 by Scott Hamilton
Note: As a follow up to our previous post about the 787 break-even, Blog by Javier added a third post to simplify his very detailed analysis. You may jump to the link here.
Also: AirInsight has this commentary on the MAX.
Boeing today (Nov. 3) announced it now has more than 600 commitments for the 737 MAX, as well as confirming the 68 inch fan selection and discussed some other issues related to MAX.
Our immediately preceding post synopsized Jim Albaugh’s presentation to Goldman Sachs. Shortly after this, Boeing offered up to the media a tele-press conference with John Hamilton, 737 chief program engineer, to update the status.
One of the things he also referred to was the 600+ commitments by eight airlines for the MAX. Based on questions from the media, focusing on when “commitments” become “orders,” we thought it might be useful for the Reader to discuss this.
Posted on November 3, 2011 by Scott Hamilton
737, 737 MAX, 787, Boeing, CFM, GE, GECAS, GEnx, Goldman Sachs, Jim Albaugh, John Hamilton
At an appearance with Goldman Sachs today, Jim Albaugh, CEO of Boeing Commercial Airplanes, announced there are now more than 600 commitments for the 737 MAX.
Boeing slide from Goldman Sachs investors’ conference Nov. 3, 2011
Posted on November 3, 2011 by Scott Hamilton
Here are some additional thoughts about the Rolls-Royce/Pratt & Whitney deal announced yesterday.
PW is a real winner in this set of transactions.
Posted on October 13, 2011 by Scott Hamilton
It is a stunning announcement. Not so much the buyout of Rolls-Royce by Pratt & Whitney from the International Aero Engines partnership. This has been expected for more than a year.
What’s stunning in the new partnership RR and PW announced to develop engines in the 120-230 seat market and to focus on Geared Turbo Fan technology.
AirInsight has a commentary on the tie-up.
This is a major shift in the engine competition and a major endorsement of the GTF engine and techn0logy, creating a more formidable competitor to the dominate CFM International.
We’ll have more to say after we digest this a bit and talk with the market.
Posted on October 12, 2011 by Scott Hamilton
Here is Flight Global’s story with a couple of artist renderings of the airplane.
Boeing made it official this morning: launch of the 737NE (New Engine) has been approved, bypassing the Authority to Offer.
Boeing said it has commitments for 496 NEs from five airlines. Only American Airlines has been announced, for 100. We expect Southwest Airlines to be another. Delta Air Lines’ order for 100 737-900ERs did not include conversion rights.
Boeing claims the 737NE will be 7% more efficient operating costs than the A320neo, but in its announcement today did not detail how. Boeing also says the 737NE will have 16% lower fuel burn than today’s A320 and 4% lower than the neo.
Posted on August 30, 2011 by Scott Hamilton
Update, 930am: The Daily Express of L0ndon (of all places) reported yesterday BCA got the approval Friday for the 737RE and that the announcement is to come today. Thanks to Heidi Wood of Morgan Stanley for this one.
Original Post:
Approval for Authority to Offer the 737 re-engine is expected to come from the Boeing Board of Directors today, according to sources.
Last Friday we published our story reporting this in Commercial Aviation Online in London and, per our arrangement with CAO, the following day on this site.
Bloomberg News published this story later on Friday also confirming ATO was expected.
Official launch of the airplane isn’t expected until fall, likely after the October Board meeting, predicts Credit Suisse.
Full design definition of the 737RE isn’t expected until next month, we are told. While it is widely expected that the CFM LEAP engine will have a 66-inch fan in order to avoid any changes to the landing gear that would complicate the work statement, as of today this isn’t definitively settled. A 68 inch fan is still a possibility, though it’s considered more remote.
AirInsight, in a burst of prolific writing, posted three pieces of note today:
Posted on August 25, 2011 by Scott Hamilton