By Bjorn Fehrm
April 19, 2018, © Leeham News: In an article last week, we discussed the reason the new narrow-body engines are catching up to the fuel consumption of the wide-body engines.
Today we dig a bit deeper into the efficiency changes of the different engines and discuss which parameter changes have caused what changes in engine efficiency.
April 16, 2018, © Leeham News: There’s high turnover in the executive ranks. Major delivery delays cause disruption and unhappy customers. Airlines are cancelling and switching orders. Product strategy is challenged. Your competitor is taking advantage and making significant inroads.
If this sounds familiar, it is.
It’s déjà vu all over again.
By Bjorn Fehrm
April 12, 2018, © Leeham News: In an article yesterday about Long-Haul LCC costs we observed how the new Narrowbody engines are catching up to the fuel efficiencies of the Widebody engines.
Traditionally the Widebody engines were the efficiency leaders. The Narrowbody companions were designed to be durable rather than efficient.
We use the engine modelling software GasTurb to understand why this catching up of the Narrowbody engines has happened.
March 22, 2018, © Leeham Co.: As Boeing enters the final stretch whether to launch the New Midrange Aircraft (NMA, aka 797) market focus should shift to the engines more than the airframe and even the market demand.
It all comes down to this: no engines, no plane.
Monday’s post outlined some of the issues to consider.
But there are larger implications as well.
March 22, 2018, © Leeham News: GE Aviation/CFM International are in “lockstep” with Boeing for development of an engine for the New Midrange Aircraft (NMA, or 797), the CEO of GE Aviation told a JP Morgan Aviation conference last week.
David Joyce acknowledged that there are technical issues and production delays for the new CFM LEAP 1A and 1B that power the Airbus A320neo and Boeing 737 MAX families respectively. Production is running up to six weeks late, but should be caught up by the end of this year, he said.
Technical issues, while affecting at least 100 engines, nevertheless are far less of an issue than those plaguing rival Pratt & Whitney’s Geared Turbo Fan.
It should be on the engines.
It doesn’t matter whether Boeing designs a fabulous airplane that’s the next best thing to sliced bread. What matters is whether the engines will be ready in time for Boeing’s suggested entry-into-service and if they are, whether they will be reliable out of the box.
The recent track record isn’t all that encouraging. Neither is Boeing’s preferred timing.
By Bjorn Fehrm
March 15, 2018, © Leeham News: Boeing’s NMA or 797 is taking final form ahead of a decision to launch the program later in the year.
Jon Ostrower has published the first picture of the projected aircraft, which he acknowledges might change in its final form. Figure 1 shows the smaller of the two NMA models, the 224-seat 797-6X.
We take a closer look at the 797 in its latest definition.
March 6, 23018 © Leeham Co.: It’s official: Boeing and Hawaiian Airlines announced an order for 10+10 787-9s. It’s a letter of intent and purchase rights.
The airline also confirmed it canceled an order for six Airbus A330-800s.
LNC was the first to report the transactions Feb. 20.
Separately, Embraer confirmed it’s looking at an airplane smaller than the E175, but denied a report originating in another media that it’s a small jet.
March 5, 2018, © Leeham Co.: The three engine makers, CFM/GE, Pratt & Whitney and Rolls-Royce, are the only suppliers that have been brought “inside the tent” by Boeing for the New Midrange Aircraft, a company executive said today.
Launching the program is critical on the engine companies, says Randy Tinseth, VP marketing for Boeing. Boeing hasn’t decided—officially—whether it will have a
single-engine or dual-engine source for the aircraft because the program hasn’t been launched.
Market intelligence tells LNC that Boeing wants two engine choices. Intel also indicates all three engine OEMs view the market demand as sharply smaller than Boeing’s publicly-stated forecast of 4,000 Middle of the Market sector airplanes over the next 20 years.
Feb. 19, 2018, © Leeham Co.: The likely prospect that Airbus and Boeing will increase single-aisle production rates next decade is outlined in our paywall article today.
The whys and capabilities to do so are outlined in the paywall post. The how is what I’ve been writing about since the first of the year, when LNC looked ahead to its 2018 forecast.
The “how” is the transformation in production that is underway in aerospace.