Oct. 5, 2020, © Leeham News: Even as Boeing works its way through the final days of the 737 MAX grounding and how to survive the COVID-19 crisis, it’s working on greener aviation.
LNA already reported how Boeing views the prospects of hydrogen, hybrid and electric power. Another article discusses Boeing’s work in disinfecting airplanes to combat COVID.
Here are some other areas Boeing is working on.
Second in a series.
By Scott Hamilton and Vincent Valery
June 24, 2020, © Leeham News: “Airbus’ widebody strategy is a mess.”
Today, it may be going too far to say there is increasing opinion in the industry that Boeing’s product strategy is a mess. But it’s fair to say it’s seriously challenged.
Even setting aside the 737 MAX grounding, Airbus clearly outpaced the MAX with the A320neo family. The A321LR and XLR thrust Airbus into dominance in the single-aisle, 150-220 seat sector.
Airbus fell into a winner with the acquisition of the Bombardier C Series. Boeing’s 737-7 MAX has captured fewer than 100 orders since the program launch in 2011. Demand for the 777X is weak.
Boeing critics, and there are many, see little but doom and gloom ahead. Even before the COVID-19 crisis, Boeing faced years of recovery from the MAX grounding.
There’s no doubt Boeing has a deep hole to climb out of, exacerbated by the COVID crisis. The question is, what does Boeing do after the MAX is returned to service and the virus crisis is over?
By Scott Hamilton
Jan. 24, 2020, © Leeham Co.: In a year filled with bad news, Boeing finally had something good to crow about.
The 777-9’s first flight is today.
And, as if this weren’t bad enough, when the engines were returned from GE, a hard landing damaged one of them.
Despite rainy and cloudy weather today at Paine Field in Everett (WA), where the 777 has been assembled since the program was launched in the early 1990s.
The 777-9 is scheduled to lift off at 10am PST, depending on the Seattle area’s lousy weather this week.
Nov. 25, 2019, © Leeham News: The Dubai Air Show proved to be a mixed bag for Airbus and Boeing.
Each company picked up important orders and commitments.
But each company saw some previously announced commitments reduced in the process, including, for Boeing, a reduction in the backlog for the slow-selling 777X.
By Vincent Valery
Nov. 4, 2019, © Leeham News: The rise of the Big Three Middle Eastern carriers since the mid-2000s has been nothing short of astounding.
They took full advantage of an advantageous geographical location: 85% of the world population is within a 10-hour flight from either Qatar or the UAE. Emirates and Qatar Airways connect all continents, except Antarctica.
This transformation into super connectors did not come without controversies. The most vocal are the Big Three US legacy carriers, through the Partnership for Open and Fair Skies. They accuse the Gulf Carriers of benefiting from massive subsidies that allow them to underprice their competitors.
As part of a deal between Qatar, the UAE, and the USA, the Big Three Gulf Carrier started publishing audited financial statements. Emirates’ and Qatar Airways’ financial statements are publicly available on their websites since 1994 and 2015, respectively. Etihad Airways has been releasing some income statement information since 2010.
Ahead of the upcoming Dubai Air Show Nov. 18-19, LNA had a look at those financial statements. We outline our takeaways in this article.
By Judson Rollins
Oct. 28, 2019, © Leeham News: The Boeing 777X’s lackluster sales to date put it in a similar light as the soon-to-end A380 program. Is the era of the 400+ seat aircraft turning onto final approach?
There are only 344 777Xs on firm order at present. As many as 59 of these orders are soft. The aircraft has been available for sale since May 2013, during a period of near-record global airline profitability. This calls into question the market viability of the 777X – and whether Boeing will ever break even on the program.
Aug. 12, 2019, © Leeham News: Slow sales of the Airbus A330neo, A350 and 777X this year are the result of a dip in the order cycle, A330ceos and 777-300ERs coming off lease and route fragmentation from more capable single-aisle aircraft that are much cheaper to operate and which allow long, thin routes to be served.
Airbus and Boeing have yet another aspect to contend with: stored A330s and 777s that have come off lease or, in the case of Etihad Airways, grounded its late model A330-300s in a fleet restructuring related to its poor financial condition.
Now open to all readers.
Aug. 5, 2019, © Leeham News: Design issues with the giant General Electric Aviation GE9X are causing untimely headaches for the Boeing 777X program, at a time when the 737 MAX is consuming the company.
The MAX grounding and longer-than-expected fixes and Return to Service (RTS) is overshadowing challenges with the 787 skyline, where a production rate of 14/mo is burning through the backlog faster than new orders are coming in.
The 777X is facing skyline challenges as well. Sales have been slow. One major customer in the Middle East is undergoing a financial and fleet restructuring and another publicly said it will reduce 777X orders if it places a new order for 787-10s.
The 777X delivery schedule has slid to the right due to the engine issues and the 777-8 is a niche airplane that may have a greater future as a freighter than it does as a passenger model.
Now open to all Readers.
July 29, 2019, © Leeham News: The 737 MAX crisis overshadows everything else right now at Boeing.
This includes forward orders, weak customers and production gaps on the 787 line, which right now is the cash flow cow at Boeing Commercial Airplanes.
Executives only briefly, and obliquely, touched on the 787 during the 2Q2019 earnings call last Wednesday.
This prompted LNA to examine the details of the backlog and production rates. The 787 is current being produced at a rate of 14/mo.
There are clear signs of challenges, both near- and medium-term for the 787.
July 15, 2019, © Leeham News: There are 14 new and derivative aircraft scheduled for entry into service (EIS) through 2027. This rises to 16 if Boeing launches the New Midmarket Aircraft (NMA).
But there are plenty of uncertainties around precise EIS hanging over some of these.
LNA sees the Boeing 777X EIS slipping into early 2021. China’s C919 is now slated for a 2021 EIS, but development has been tricky and delays have been common. Russia’s MC-21 flight testing has been slow and international sanctions hang over this aircraft.
Mitsubishi’s MRJ90, now called the M90, is slated to enter service next year. It, too, has been plagued by delays. The redesigned MRJ70, the M100, moves from a 2021 EIS to a planned 2023 EIS—but given the MRJ90’s history of delays, the company has to persuade the industry no more slippages are likely.
Here is a rundown by year and aircraft of the EIS dates.