First flight of Boeing 777-9 today, weather-dependent

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.

It comes about a year late, due to design issues with the GE Aviation GE9X engine that powers the airplane.

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.

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Guest Column: Boeing’s Calhoun: Fantastic 9-month CEO or disastrous multi-year CEO?

  • Jan. 12, 2020: David Calhoun assumes his position as president and CEO of The Boeing Co. tomorrow. Richard Aboulafia of The Teal Group has some thoughts about this move.

By Richard Aboulafia

Richard Aboulafia

Vice President of Analysis

The Teal Group

Guest Column

December 2019

Dear Fellow C-Suite Watchers,

Person of the year awards go to people who did something noteworthy in the past year. Instead, why not appoint a person in advance, for the year ahead? That’s more exciting, since that person has yet to do the something for which he or she is being recognized. Incoming Boeing CEO Dave Calhoun is the perfect recipient of this, for the choice he will make. In 2020, he will choose either to be a fantastic nine-month CEO, or he will stay on, becoming a potentially disastrous multi-year CEO. This is a pivotal decision for Boeing, and for the industry.

Calhoun is replacing Dennis Muilenburg because the latter CEO’s year has been disastrous. The company’s communications with Congress, the FAA, international regulators, airline and lessor customers, suppliers, the victims’ families, and pretty much the entire outside world were a master class in bad crisis management. This month’s 737MAX line shutdown, with no guidance at all provided to suppliers, was the final swirl in a downward spiral. The company’s legal department chief, another key player in Boeing’s MAX strategy, has also departed.

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Bjorn’s Corner: Why e in ePlane shall stand for environment, Part 3.

January 3, 2020, ©. Leeham News: We continue our series why e in ePlane shall stand for environment and not electric.

Our target is to lower air transport’s environmental footprint and we can achieve this more efficiently by using established technologies. As an example, I will describe a very promising concept that has fallen out of focus due to the hype around everything hybrid and electric.

Figure 1. The Clean Sky IRON project aircraft with an Unducted Single Fan (USF) propulsion. Source: Clean Sky.

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Several aircraft programs beset by engine woes

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By Judson Rollins

Nov. 25, 2019, © Leeham News: Nearly every manufacturer of jet engines is experiencing problems with various models, which is causing delays for several prominent Boeing and Airbus programs. The Airbus A220, A320neo, A330neo and Boeing 787, 777X are all experiencing engine-related setbacks.

Grounded 787s at London Heathrow. Source: Twitter / Alex Macheras.

Summary

  • Pratt & Whitney geared turbofan (GTF) operational limitations on A220, A320neo.
  • CFM LEAP said to be causing renewed A320neo delivery delays.
  • Multiple new airworthiness directives on Trent 1000, 7000.
  • GE9x component issues causing delays to first 777X test flight.

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Is reengining the Boeing 767 a good idea? Part 3.

By Bjorn Fehrm

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Introduction

October 31, 2019, © Leeham News: We have looked into what a reengining of the 767 with GE GEnx engines would give over the last two weeks. FlightGlobal wrote Boeing considers reengining the 767-400ER with the GEnx engine to produce a new freighter and perhaps a replacement for the NMA project.

We analyzed the aircraft fundamentals in Part 1, then passenger and cargo capacities in Part 2 and now we finish with the economics of different possible variants compared with the standard 767 and a possible NMA.

Summary:

  • The economic improvement of a GEnx reengined 767 is hampered by the new engine’s larger size and higher weight.
  • After catering for the increased empty weight and drag of a reengined 767, the result puts the project in question.
  • A reengined 767 is far from a replacement for the NMA.

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Is reengining the Boeing 767 a good idea? Part 2.

By Bjorn Fehrm

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Introduction

October 24, 2019, © Leeham News: According to FlightGlobal, Boeing is investigating reengining the 767-400ER with GE GEnx engines to produce a new freighter and perhaps a replacement for the NMA project.

We started an analysis of what this would look like last week where we analyzed the aircraft fundamentals. Now, we continue with the capacities of passenger and cargo variants.Summary:

  • The 767-400ER is one size larger than the largest NMA. It would be a competitor to the Boeing 787-8. This makes the variant doubtful as an NMA replacement.
  • As a cargo variant, it adds less than 20% of cargo volume on top of the present freighter, the 767-300F. Is this attracitve enough to motivate a reengine for a freighter?

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Is re-engining the Boeing 767 a good idea?

By Bjorn Fehrm

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Introduction

October 17, 2019, © Leeham News: FlightGlobal writes Boeing is investigating re-engining the 767-400ER with GE GEnx engines to produce a new freighter and perhaps a passenger aircraft as a replacement for the NMA project. Development costs would be lower and it would be easier to get a business plan which closes for the upgraded 767 than for the NMA.

We commented on the idea earlier in the week and here follows a technical analysis of what re-engining the 767 would bring.

Summary:

  • The 767 is 40 years old in its base design. We look at the fundamentals to understand the trades involved in extending its life with new engines.
  • We also compare the 767 technologies with those for the NMA to understand the compromises of an updated 767RE compared with a clean sheet NMA.

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Europe’s Regional airlines meet in Antibes, Cotes d’Azur.

By Bjorn Fehrm 

October 9, 2018, ©. Leeham News, Antibes France: The European Airlines Association, ERA, gathered 44 of its 51 member airlines in Antibes France, today for the first day of its 2019 General Assembly meeting.

LNA participated in the event for the first time and we found an impressive gathering of airline and airport representatives, aircraft OEMs and support businesses discussing the challenges facing the European regional air transport market.

Norway’s Wideroe, the launch customer for Embraer’s E-Jet E2 is one of the airlines present.

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A380 service life struggles

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By Vincent Valery

Introduction

Sep. 30, 2019, © Leeham News: It hasn’t been an easy year for the Airbus A380 program since the end of production was announced in February.

Lufthansa announced in March that Airbus would buy back six A380s in 2022/2023 as part of a follow up order for 20 A350-900s. Air France intends to retire its Superjumbo fleet by 2022. Emirates retired two aircraft that were less than seven years old.

A number of factors are leading airlines to prematurely retire their A380s.

Summary
  • Small MRO market increases maintenance costs;
  • (Prohibitively) expensive cabin refurbishments;
  • Operators struggling to operate profitably year-round;
  • A lack of secondary market;
  • No business case for engine PIPs.

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Opportunity and challenges of a 787-10ER, Part 3.

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By Bjorn Fehrm

Introduction

September 5, 2019, ©. Leeham News: Last week, we examined how a longer-range model of Boeing’s 787-10 would look like. We designed a 787-10ER version (ER for Extended Range) by increasing the Maximum TakeOff Weight of the aircraft. We also did some other adjustments to accommodate the increased weight.

We now compare the resulting aircraft with its nearest competitor, the Airbus A350-900. How would a 787-10ER stack up against an A350-900?

Summary:
  • A 787-10ER is a narrower aircraft with a smaller wing than an A350-900. This affects passenger comfort but it also gives a lighter aircraft with less wetted area.
  • The later generation engines on the A350-900 closes the difference in operating costs depending on how the aircraft is operated.

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