Boeing’s 767 revitalized as a MOM stop gap, Part 2

By Bjorn Fehrm

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Aug. 31 2015, ©. Leeham Co: Last week we started to look at Boeing’s 767 to see if it can serve the passenger and range space which is not well covered by modern aircraft: the 225 passenger/5,000nm sector. Boeing calls this the Middle of the Market or MOM. Boeing recently said that there is some increased interest for the 767. We analyze why and what can be done to increase any chances of it having a new life as a passenger aircraft.

We started with comparing the 767’s different variants to the most likely MOM aircraft from our series “Redefining the 757 replacement requirement for the 225/5000-sector”. We will now continue and look at the 767 in detail, its strong suits and its less efficient areas. We will also discuss what can be made to address the less efficient areas.


  • Boeing’s 767 has the right cross section for passenger transportation in the 225 passenger/5,000nm segment.
  • It also carries cargo containers, not as efficiently this time. We show what the consequences are.
  • Finally the wing is not the slender wing of the modern aircraft. We show what impact it will have on overall efficiency.
  • Combined with engines from the 1990s, this gives less than stellar fuel economics. We investigate what can be done about this and how much of an impact it will have in today’s low fuel prices.

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Boeing program update at Paris Air Show 2015.

By Bjorn Fehrm


June 16, 2015, Paris Air Show, c. Leeham Co: On the second day of the Paris Air show we visited several Boeing briefings. The first was Boeing Commercial Airplanes (BCA) update with BCA President and CEO Ray Conner. He elected to not do the usual slide show speech as all slides were available as handout. Instead the whole session was turned into a Q&A, which was good. All hot topics were discussed as questions from the audience. As many were also covered in Boeing’s next session, BCA development update, I will handle these there.

The topics that did not come up in the second briefing were Boeing’s Middle of the Market (MOM) studies for a new mid-range aircraft with 200-250 seats and Boeing’s view on the VLA market. Let’s take MOM first. Conner confirmed that Boeing now has identified that there is a market of around 1.000 aircraft over 10 years which is not served by a suitable aircraft. He dismissed this market being covered by Boeing’s 737 MAX 9 or the Airbus A321LR, both being too small and not having enough range. Range requirement from the many airlines they had visited over the last year was 4,500-5,000nm. The MAX 9 and A321LR have advertised ranges of 4,000nm or less.

Conner said the next step is now to study if Boeing can build an aircraft to serve this market at the price required by the market. “We are early in the studies and don’t expect any concrete decision soon.” He could also not answer if any MOM aircraft parts or technologies could be shared with an up-and-coming replacement for the 737 MAX.

Conner said the Very Large Aircraft (VLA) sector “is a small market. We don’t see that people really want to travel to a point for gathering, then go to the next hub together, only to start spreading out again. People want to go direct to their destination. We are happy with serving this market with our 747-8, especially as part of the small market is freighters.”

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Pratt & Whitney looks to MOM and beyond-Part 1

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April 2, 2015, c. Leeham Co.: Even as Pratt & Whitney prepares for the entry-into-service of its new

Alan Epstein, vice president of technology and environment, Pratt & Whitney

Geared Turbo Fan engine on the Airbus A320neo, it’s looking ahead to the most likely all new airplane that could be launched as early as 2018 with an EIS in 2025: the Middle of the Market (MOM) airplane, also most popularly known the as Boeing 757 replacement.

Except that this new airplane really isn’t a 757 replacement, but one that is more accurately a replacement for the Boeing 767-200 or the Airbus A300: a twin aisle, 250 passenger airplane with 4,000nm-5,000nm range.

Alan Epstein, vice president of technology and environment for Pratt & Whitney, believe a derivative of the GTF will be on this new airplane.


  • The next new airplane will be lighter and capable of using smaller engines than those used on the 767-200 and A300.
  • The MOM will look much like today’s tube-and-wing airplanes.
  • The GTF by then will be 8%-10% more efficient than today’s GTF.
  • Geared engines will become more common.

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