Leeham News and Analysis
There's more to real news than a news release.
Leeham News and Analysis
- The BWB has a long way to go before flying passengers, freight May 12, 2025
- Bjorn’s Corner: Air Transport’s route to 2050. Part 21. May 9, 2025
- Does an A220-500 need a new wing and engines? Part 2. May 8, 2025
- Embraer downplays tariff impact on 2025 results May 6, 2025
- JetZero readies effort for private equity fund raising May 5, 2025
Airbus, Boeing agree on NMA–for now
One concept of the middle of the market airplane.
Oct. 12, 2016, © Leeham Co.: It’s rare when Airbus and Boeing agree on product strategy, but officials of the two companies seemed in almost perfect alignment in separate interviews by LNC last week.
Barry Eccleston, president of Airbus Americas, and Mike Sinnett, VP of Product Strategy for Boeing, each said there is no consensus yet among customers for the Middle of the Market airplane (MOMA), also known as the New Mid-range Airplane (NMA) at Boeing.
Eccleston was interviewed on the sidelines of the annual Seattle conference organized by the British American Business Council Pacific Northwest. Sinnett was interviewed on the sidelines of the annual Governor’s Conference organized by the Aerospace Futures Alliance, a lobbying group in Washington State.
Bjorn’s Corner: The Chinese aircraft engine industry
By Bjorn Fehrm
October 07, 2016, ©. Leeham Co: In our Corners on East bloc aeronautical industries, we will now look at the Chinese civil aircraft engine industry.
The Chinese engine industry is closely modeled after the Chinese aircraft industry that we looked at last week. It is organized as divisions and later subsidiaries to the major aircraft companies. Contrary to the Chinese aircraft industry, it has had major problems in gaining the necessary know-how to start developing and producing its own designs.
The industry has built Soviet designs on license since the 1950s and only recently managed to present functional own designs, after many failures.
Looking 15 years ahead for Airbus, Boeing
Oct. 5, 2016, © Leeham Co.: The next 15 years won’t bring any relief to crowded airports and airplanes but nevertheless there are warning signs for the likes of Airbus, Boeing and the supply chain.
Michel Merluzeau
Looking ahead to 2030 will see aircraft production peaking early in the next decade but begin to fall off or the Big Two Original Equipment Manufacturers as new entrants begin to be felt, predicts Michel Merluzeau, an independent consultant.
Merluzeau presented his forecast yesterday to the British American Business Council Pacific Northwest chapter’s annual one-day conference in Seattle.
“I’m pretty comfortable about the next five years. I’m comfortable in the next five years. The five years after that,” Merluzeau said his confidence level declines because there are so many variables, ranging from issues within the industry to large ones outside it.
Bjorn’s Corner; The Chinese civil aircraft industry
By Bjorn Fehrm.
September 30, 2016, ©. Leeham Co: In our Corners on East bloc aeronautical industries, we will now look at the Chinese civil aircraft industry.
The Chinese aero industry has similarities with the Russian industry in its overall structure. From the start of the industry in the 1950s, it was structured after the Soviet model of research institutes, design bureaus and production companies.
The difference to the Soviet Union was that its own Chinese aircraft designs only started in the 1970s. Before that, the industry built Soviet designs on license and then modified versions of licensed designs.
The first own aircraft designs were presented in the 1980s with a focus on military designs for the first 20 years. Read more
Russian-Chinese wide-body: Program responsibilities
By Bjorn Fehrm
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Introduction
September 29, 2016, ©. Leeham Co: We will now finish our series about the Russian-Chinese wide-body with looking at who will have what role in the program.
Figure 1. Concept for new wide-body airliner. Source: United Aircraft.
As we described in the initial article, “Background and outlook,” Russia and China have vastly different competencies when it comes to making a state of the art wide-body aircraft.
Russia has made airliners since the 1930s, including wide-body jets. China did not design its own jet aircraft (military or civil) until the mid-1980s. Most of the aircraft produced still today in China have their origin in Russian designs.
At the same time, we saw in the article about the market demand for the aircraft that the Chinese market is 90% of the home market. This makes for China demanding important parts of the aircraft’s production, and China has the money to invest in production facilities.
All this will influence how different parts of the project will be shared between Russia’s United Aircraft Corporation (UAC) and Commercial Aircraft Corporation of China (COMAC).
Summary:
- Russia and China enter the wide-body project with widely different knowledge bases.
- Russia has long time knowledge on how to develop and produce aircraft and their engines.
- China on the other hand has the market for the aircraft.
- China also know a lot about serial production and have money to invest. Read more
Pontifications: Hypocrisy and illegal subsidies at the WTO
By Scott Hamilton
Sept. 26, 2016, © Leeham Co.: There are two airplanes under development that are in the 150-220 passenger space.
Both are under development by companies that get state aid and make no bones about it. The aid would likely be found in violation of World Trade Organization (WTO) rules.
But the most vociferous opponent to illegal subsidies hasn’t said a peep about it.
Neither has the opponent’s rival—although this company publicly recognizes the irony of it all.
I call it hypocrisy.
Russian-Chinese wide-body: Aircraft performance
By Bjorn Fehrm
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Introduction
September 19, 2016, ©. Leeham Co: In Part 4 of the article series, we put together an assumed complete Chinese-Russian wide-body aircraft with fuselage, wing, engines, etc. It is now time to understand what kind of performance that can be expected, given the data we have from the wide-body partners, Russia’s United Aircraft Corporation (UAC) and the Commercial Aircraft Corporation of China (COMAC).
Figure 1. Concept for new widebody airliner. Source: United Aircraft.
We will combine these data with the ones we have deduced as plausible to fill the gaps, given the time frame and technology level that UAC and COMAC intend to use.
Out will come a first estimate of what kind of performance such an aircraft can have in terms of efficiency and payload versus range capability.
Summary:
- We can use all the data we have gathered to make a first estimate of the efficiency of the Russian-Chinese wide-body.
- We also have enough information to do a first payload-range diagram and to compare that with the diagram for Boeing’s 787-9.
Russian-Chinese wide-body: The aircraft, Part 4
By Bjorn Fehrm
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Introduction
September 15, 2016, ©. Leeham Co: In Part 3 of this series, we identified the type and size of wing we would have on a new Russian-Chinese wide-body. It’s now time to go through all the considerations around the engines for the aircraft.
Figure 1. Concept for new widebody airliner. Source: United Aircraft.
The aircraft would enter the market around 2025. We would have to decide on what size engine that would be needed, what engines would be available at the time and could this project motivate any new engine developments.
Summary:
- The Russian-Chinese wide-body as outlined would require engines in the size class of the Boeing 787-9/10.
- GE and Rolls-Royce have been mentioned as engine suppliers. The question would be: will they offer updated 787 engines or new designs and will Russia compete with its announced engine project for the aircraft?
Russian-Chinese wide-body; The aircraft Part 3
By Bjorn Fehrm
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Introduction
September 08, 2016, ©. Leeham Co: Having covered the possibilities of reusing parts of the Il-96 fuselage for a new Russian-Chinese wide-body, it’s now time to look at the existing IL-96 wing and how far this is from a modern design.
Figure 1. Concept for new wide-body airliner. Source: United Aircraft.
The intent is not to propose that the existing wing is reused but rather to check the technology level against western designs and how big a leap it will be for the partners to make a modern high performance wing for the aircraft.
Summary:
- The IL-96 wing is roughly on the technological level of the Airbus A340-300 wing with a bit lower aspect ratio.
- The dimensions are close to what is needed for the new wide-body but sweep and aspect ratio needs to be changed for a new wing.
- A wing for a 2025 long range wide-body also need a more modern construction technology than classical aluminum alloys.
Russian-Chinese wide-body: The aircraft, Part 2
By Bjorn Fehrm
Subscription required.
Introduction
September 01, 2016, ©. Leeham Co: In Part 1, we concluded that the existing Il-96 fuselage cross section would be suitable for a new Russian-Chinese wide-body. This means that a lot of experience and existing designs for fuselage sections can be re-used.
Figure 1. Concept for new wide-body airliner. Source: United Aircraft.
Most importantly, it means that mock-ups and cabin sections can be made early in the project to start work on new and better cabin equipment. This is an area where the partners really lag their western competitors.
We will now look at what aircraft capacities can be conceived with the existing Il-96-300 and -400 fuselages and what changes will be necessary to achieve the targeted sizes that Russia’s United Aircraft Corporation (UAC) and Commercial Aircraft Corporation of China (COMAC) have communicated.
Summary:
- The IL-96 fuselage can be re-used for a Russian-Chinese wide-body.
- The existing IL96-300 cabin is on the small side whereas the Il-96-400 cabin is a bit larger than needed.
- The project will likely choose an intermediate size fuselage to reach the targeted 250 to 280 passenger capacity.