July 24, 2018, © Leeham News: John Leahy, who retired in January after 33 years at Airbus, and Scott Kirby, president of United Airlines, headline the Leeham Co. and Airfinance Journal conference, Plane Truths: The Next 12 Months, Sept. 11-12 in Chicago.
This will be Leahy’s first conference appearance since he retired from Airbus, where he was COO-Customers.
Officials of American Airlines, Cargolux, HiFly, Rolls-Royce, Skyworks Capital, Collateral Verifications, Embraer and Bombardier are among those who will participate.
June 27, 2018, © Leeham News: A coalition of four Southern US states that joined to win the US Air Force tanker contact site location for Mobile (AL) will likely link up again to bid for the assembly line of the prospective Boeing New Midmarket Aircraft, officials of three of the states said yesterday.
An official of an economic development commission for Charleston (SC) said Charleston will also likely throw its hat into the ring.
The comments were made at the Leeham Co./Airfinance Journal Southeast Aerospace & Defence Conference yesterday in Mobile. The conference continues today.
Jan. 8, 2018, © Leeham Co.: This is going to be a year of transformations.
This might be viewed with puzzlement by some. After all, only minor-modification models will be entering service this year: the Airbus A350-1000, the Boeing 737-9, the Airbus A319neo and the Boeing 787-10. The first flight of the 737-7 should occur.
Flight testing continues for the Mitsubishi MRJ90, the COMAC C919 and Irkut MC-21.
The proposed deal between Airbus and Bombardier should receive government approvals this year. Talks between Boeing and Embraer may or may not result in a combination of some kind.
The Big Deal, however, resides in Everett (WA).
Oct. 31, 2017: A new event, the Southeast Aerospace and Defence Conference (SADC) scheduled for June 25-27 in Mobile (AL), will examine the commercial, defense, space and corporate aerospace sectors in the US Southeast.
The conference is organized by Airfinance Journal and Leeham Co., the first joint venture between the two companies.
The US Southeast is a growing aerospace center. Defense and space clusters have decades-long histories in the Southeast. Corporate and commercial clusters are more recent developments, albeit in some cases now well within a second decade.
Airbus’ A320 family Final Assembly Line in Mobile opened in September 2015. The FAL is producing 3.5 A320s per month and will reach its initial target of 4/mo by year end, slightly ahead of schedule. There is land capacity to expand to 8/mo.
Earlier this month, Airbus and Bombardier announced that their new venture will establish an FAL in Mobile.
May 15, 2017, © Leeham Co.: Welcome back, Commercial Aviation Report.
Today Leeham Co. is re-launching the publication that became the foundation of an international publishing and conference company and which ultimately led to the creation of Leeham Co. and Leeham News and Comment.
Commercial Aviation Report, or CAR for short, was launched Oct. 1, 1989, by Scott Hamilton, Chris Kjelgaard and Bernard Tilbury. The bi-weekly newsletter evolved into a magazine and later the creation of a monthly, Commercial Aviation Value Report.
It’s conference unit, Commercial Aviation Events, became one of the top aviation conference organizers. CAE created the first commercial aviation conference in Eastern Europe, after the fall of the Iron Curtain; and the first commercial aviation conference in China.
Oct. 5, 2015, © Leeham Co. Airbus appears to be closing in on a decision to boost the production rate of the A320 family to 63/mo by the end of the decade, a new report from Bernstein Research Group says.
Boeing is sure to follow with rate boosts for the 737, Bernstein writes in an Oct. 1 note.
Leeham Co. has been predicting these moves all year, and in LNC’s interview with Airbus Group CEO Tom Enders last month at the opening of the A320 Final Assembly Line (FAL) in Mobile (AL), Enders indicated the decision to boost rates would be made by the end of the year.
By Bjorn Fehrm
Over the last weeks we have looked at Boeing’s 757 replacement possibilities on its long and thin network niche, including a ground breaking launch interview for the A321neoLR with Airbus Head of Strategy and Marketing, Kiran Rao. In the series we have seen that the A321neo has the potential to replace the 757-200 on long and thin international routes. Boeing’s equivalent single aisle entry, 737 MAX 9, has problems to extend its range over 3,600nm. It is too limited in the weight increase necessary to cover the longer range.
Many have asked how the less- restricted Boeing 737 MAX 8 would fare, suitably equipped with the necessary extra tanks. This is the subject of this week’s sequel on the theme long and thin. At the same time we look at Airbus entry in this segment, the A320neo, to see how it stacks up to the 737 MAX 8, both in their normal 1,000 to 2,000nm operation and then also in a long and thin scenario.
Let’s first summarize what we found so far in our four articles around the Boeing 757 and its alternatives:
By Bjorn Fehrm
As part of our premium content we provide a briefer form of our airliner performance analysis than we provide to our consulting clients. As we present this material, we presume a lot of knowledge on the part of the reader on the definitions we use and how these are employed. We thought it would be appropriate to give an easy-to-digest clinic on some of these definitions and concepts that we are using. Aired at the same time when we run our analysis series, we thereby present the background to our different analysis steps and some of the key parameters that influence these.
We will provide these articles as free content to make them available to a broader audience. To make them more interesting and easy to digest we refrain from using formulas as much as possible, instead we illustrate our findings with real values from a modern aircraft , for that we have chosen the most common of them all, the Boeing 737.
We will fly this aircraft in the latest MAX 8 version on a typical short haul mission of 2.5 block hours covering a distance of 1,000 nautical miles. Starting from the cruise we will explain the factors that determine the performance of the aircraft and how we can estimate their influence. As we present the real values for the performance for the aircraft, we can also give the background to the different characteristics that contribute to the overall efficiency of the aircraft. Read more
By Bjorn Fehrm
Part 3 of 3
In Part 2 of our three-part 757 Replacement analysis, we took a close look at Airbus’ new 97 tonne take-off weight A321neo, revealed in a world exclusive by Leeham News and Comment October 21. We analyzed the A321neoLR’s capabilities and limitations when compared to Boeing 757-200W and we saw that it could do the international flights that the 757-200 does with about 25% better efficiency. In this final Part 3, we will now compare the 757 and A321neoLR against what can be Boeing’s reaction, a clean sheet New Single Aisle, NSA, or New Light Twin Aisle, (NLT). First the conclusions from Part 2:
For Part 3 we can summarize:
While Airbus and Boeing slug it out in the competition for the duopoly and Bombardier struggles to gain respect as an emerging mainline jetliner producer, Embraer continues and refines its strategy in the smaller-end of the jet market with its E-Jets, E-Jet “Plus” (our term) and the E-Jet E-2.
Embraer is broadening its offering from a maximum of 122 seats to a maximum of 132 and dropping its low-end E-170 from future variants. This brings the EMB family to 90-132 seats, following the decision to undertake an extreme makeover of the current E-175/190/195 line by adapting the Pratt & Whitney P1000 Geared Turbo Fan engine to a new wing design and upgrading a variety of systems in the E-Jet E2.
Source: Embraer. Reprinted with permission.