By Bjorn Fehrm
November 14, 2018, © Leeham News.: Last week we operated the future Boeing NMA from North American hubs. The aircraft would cover the North American market well but would have limitations when flying to South America. The coverage would be sensitive to where our hub would be, as would European coverage.
Now we finish the series by comparing the NMA to its main alternatives for range and operational economics.
By Bjorn Fehrm
November 1, 2018, © Leeham News.: Last week we looked at how a Boeing NMA would function as a medium range airliner in the Asia-Pacific.
We now continue with flying the two aircraft variants from Middle East locations, exploring how large an area in Asia, Europe and Africa the aircraft would cover.
Oct. 15, 2018, © Leeham News: “With your help, we will develop actionable plans to develop the supply chain.”
This was the leading message from the 5th Annual South Carolina Aerospace Conference and Expo, held Tuesday and Wednesday last week in Columbia (SC).
Conference officials also said they are “exploring a national aerospace coalition.”
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The South Carolina Council on Competitive/SC Aerospace already have a Letter of Intent with Washington State’s Aerospace Futures Alliance “for the purpose of advancing the aerospace industry across the US. The LOI will serve as the platform for exploring the creation of a national aerospace Coalition (Coalition) with the objective of strengthening and growing commercial aviation, space, and unmanned aerial systems in the US through a variety of activities.”
By Bjorn Fehrm
October 11, 2018, © Leeham News.: The Boeing NMA is by now reasonably well defined. The passenger capacity is set at 225 seats for the smaller version and 265 seats for the larger. The nominal range is 5,000nm for the smaller version and 4,750nm for the larger NMA.
This is all nominal data. In practice, there will be different operational realities which will decrease these figures. How much and how useful will the final operational NMA be? What will be the economic advantage over the direct competition?
To find out, we will pit the NMA against its direct competition in a series of articles.
Oct. 4, 2018, © Leeham News: A consensus appears to have developed among aerospace analysts that the business model for the prospective Boeing New Midmarket Aircraft is about much more than the profit-and-loss case for a stand-alone airplane program.
It’s something that Boeing CEO Dennis Muilenburg has alluded to many times on earnings calls and elsewhere.
But now, as Boeing moves toward a decision to launch the NMA program next year, the business model has fundamentally become defined.
Note that I say, “toward a decision,” not “if the program will be launched.” I’m convinced Boeing will greenlight the NMA.
Oct. 1, 2018, © Leeham Co.: The Choose Washington NMA task force said last week it will release this month recommendations for improving aerospace workforce activities in Washington.
It’s about time.
The task force was appointed by Gov. Jay Inslee to come up with a plan to persuade Boeing to choose Washington as the assembly site for its prospective New Midmarket Airplane, the NMA.
Two studies, one by the Teal Group and the other by Price Waterhouse Cooper, conclude Washington is the best aerospace cluster and location to build the NMA. The conclusions are unsurprising, given the maturity, size and scope of the cluster in Puget Sound (the greater Seattle area). No other place in the country has this level of aerospace activity.
But the reports failed to adequately address the top priority that Boeing has: the need for skilled workers and engineers.
At long last, the NMA council is getting there.
By Bjorn Fehrm
October 1, 2018, © Leeham News.: Boeing and its partner SAAB Thursday won a $9.2bn U.S. Air Force T-X Pilot Training contract. It was a win for its Defense, Space & Security division, yet it will have major implications for Boeing’s Commercial Airplane (BCA) division and the NMA.
The NMA will change the way Boeing develops, produces and supports airliners. The T-X is the pilot for this change.
Sept. 27, 2018, © Leeham News: Boeing hasn’t gone to a production rate of 57/mo for its 737 and studies have long been underway looking at a rate of not only 63/mo but also 70/mo, supply chain sources tell LNC.
Rate 57, up from 52, is scheduled for next July. Sixty-three has long been considered the maximum allowed for the current Renton (WA) factory, the sole location where commercial 737s are assembled.
But Boeing, in yet another step in its drive for more efficiencies, is analyzing how to push 70 airplanes a month through the same facility.
Sept. 24, 2018, © Leeham News: This week we catch up on Odds and Ends.
Boeing has reversed the number of 737s piling up at Renton Airport and Boeing Field and is starting to burn off the “gliders” and other aircraft plagued by traveled work.
Although some aerospace analysts came away from the investors day this month skeptical that Boeing would clear the backlog by year end, barring another hiccup of size, it looks like the company will do so.
Spirit Aerosystems said it had caught up on the delivery of fuselages while Boeing told aerospace analysts at its investors’ day this month that delays were still causing issues.
How does this conflict of information converge?
It’s a matter of sequencing the fuselages back into the system, I’m told.