Rolls-Royces sees NMA “addressable” market as 4,000-5,000, same as Boeing

Jan. 22, 2019, © Leeham News: Rolls-Royce sees an “addressable” market for the Middle of the Market Aircraft at between 4,000 and 5,000 over 20 years—the same size Boeing sees.

But at the Airfinance Journal annual conference today in Dublin, an executive declined to be specific about the details of this assessment.

Read more

Rolls sees end of Trent 1000 issues, but a spike in 787 AOG possible

Jan. 22, 2019, © Leeham News, Dublin: Rolls-Royce faces an uptick in Boeing 787s that may become “aircraft on the ground” (AOG) as inspections of Trent 1000s spike in the coming months.

But Richard Goodhead, SVP Marketing, Rolls-Royce, says the worst is behind the company and the airlines—even though it will be a few years before engine part replacements are fully integrated into the global fleet.

There are more than 100 Boeing 787 Trent 1000 customers. About 20 have issues.

Read more

Countdown to decision on Boeing’s NMA, Part 3: Engine selection

By Dan Catchpole

Subscription Required

Introduction

January 21 2019, © Leeham News: Boeing number crunchers are feverishly working through engine bids from Rolls-Royce, Pratt & Whitney and CFM International, the partnership of Safran and General Electric (GE), the three competitors vying to power Boeing’s New Midmarket Airplane (NMA). Boeing is expected to ask for a best and final offer by the end of January, with engine selection planned in February.

That gives Boeing enough time to get authority to offer from the board of directors, likely in March or April, and to launch the NMA (likely as the 797) at the Paris Air Show in June.

Boeing faces big challenges in closing the business case, though. The process has slogged on far longer than company leaders had expected. Even so, Boeing executives’ relentless optimism about the NMA business case stands in sharp contrast to the skepticism of many industry insiders. At least two of the engine makers, for example, think market demand is about half of Boeing’s public forecast.

Each of the three engine makers vying to get on the NMA have some significant liability. The industry insiders and analysts interviewed for this article say is the decision really comes down to Pratt and CFM. Given the pressures on NMA business case, many see a scaled-up CFM Leap as the front runner. It offers the least risk, even if it also has the least upside.

Summary:
  • CFM: The LEAP has performed well since going into service, but GE’s financial troubles could weigh down its bid.
  • Pratt & Whitney: PW’s GTF is a great fit for NMA requirements, but the engine maker has a full plate with the GTF on five new airplane programs.
  • Rolls-Royce: The NMA would be an opportunity to launch Rolls’ UltraFan, but does Boeing want to bet on a completely new engine?

Read more

2018 deliveries: Airbus leads Single Aisle, Boeing Widebody and Freighters

By Bjorn Fehrm

Jan. 10, 2019, © Leeham News: Boeing and Airbus came within six aircraft in their 2018 deliveries, 806 versus 800. For orders, Boeing was the leader, with 893 net orders versus Airbus 747.

Looking at Orders and Deliveries for the different segments there are some interesting trends.

Airbus new Hamburg FAL (Final Assembly Line) for the A320. Source: Airbus.

Read more

Airbus poised to out-deliver Boeing in 2019

Subscription Required

  • LNC’s Corporate and Enterprise subscribers received this Jan. 3.

Jan. 8, 2019, © Leeham News: Airbus is positioned to out-deliver Boeing this year, boosted by the addition of the Bombardier CSeries acquisition last year.

LNC projects that Airbus will deliver nearly 950 airliners this compared, compared with Boeing’s projected deliveries of about 890 jets.

These are LNC forecasts, not those of the manufacturers. Guidance for the year should come on their respective year-end earnings calls: February for Airbus and Jan. 30 for Boeing.

Read more

2019 Outlook: Irkut leads Russia’s airliner industry

By Bjorn Fehrm

Subscription Required

Introduction

January 3, 2019, © Leeham News.: The last year was a quiet year for the airliner side of Irkut Corporation (Irkut). It continued testing its two MC-21 single-aisle airliners and rolled out the third test aircraft.

Behind the scenes, there were larger changes. Irkut was handed the shares of Sukhoi Civil Aircraft Company (SCAC), the designer and producer of the Superjet 100. The move is part of merging the Russian airliner industry into one company.

During 2018, United Aircraft Corporation (UAC), the parent of Irkut and SCAC, started the consolidation by moving all new airliner projects to Irkut, including the CR929 widebody project with China. The consolidation will continue 2019.

Summary:
  • Consolidating the disparate airliner projects within UAC makes sense. The competition is International, not Irkut versus Sukhoi, Tupolev or Ilyushin.
  • Will this improve the checkered fortunes of Russian airliner business? It’s the right move to get away from 70 years of Soviet isolation and rules of business. But it’s not the last change; more is needed.
  • The coming year will be crucial for the SSJ100 to find its model for how to support Western airlines. Interjet went half OK but CityJet didn’t. Will Adria be better?
  • It’s also an important flight test year for MC-21, which needs to pick up speed to certificate in 2020.
  • The CR929 widebody is now an Irkut project. Will the change improve the chance of keeping the time plan?

Read more

2019 Outlook: leaving Airbus’ troubled year behind

By Bjorn Fehrm

Subscription Only

Introduction

December 19, 2018, © Leeham News.: Next year is a time when Airbus hopes to leave its troubled 2018 behind.

But 2018 was also when the company wanted to leave the troubles of 2017 behind it.

Not only did 2018 not improve. In a number of ways it turned worse.

Engineless A320neos at Toulouse Airport. Airbus hopes this is a thing of the past. Photo via Google images.

Turmoil in the management ranks brought back memories of the politically infested Airbus of 20 years ago. And there were other issues.

Production problems with the A320 continued. The A330neo was further delayed and the A380 order from Emirates to save the program took forever to materialize. The negotiations to fix the contracts for A400M couldn’t be brought to a close.

There were two bright lights in the year. The A350 was now out of its cabin supplier problems and delivering aircraft to plan. The other was the gift from Boeing’s suing Bombardier and its CSeries the year before. The top modern Bombardier CS100/300 became Airbus A220 on the first of July. Price tag; $1 for 50.01% of the program.

Summary
  • Changes in executives are almost over.
  • Pratt & Whitney’s engine delivery delays are caught up and CFM’s delays are diminishing.
  • Production ramp ups are peaking (for now) and deliveries should be at a record rate next year.
  • Airbus is waiting for Boeing to decide whether to launch the New Midmarket Aircraft.

Read more

Is the A380 less economical than a 777-300ER?

By Bjorn Fehrm

Subscription Required

Introduction

December 06, 2018, © Leeham News.: Our Monday article “A380 suffers new blow, future remains bleak” describes how Air France hands back five of their 10 Airbus A380-800 to their lessor with start next year.

The article details the reasons behind the returns. Other media writes the A380 are notably more expensive to run than a Boeing 777-300ER. As so often, this is a serious case of apples and oranges.

Summary:

  • To compare aircraft like-for-like, they need to be compared with the same rules for cabins and operations.
  • When this is done, the A380 is not more expensive to operate than a 777-300ER.
  • The caveat is: if filled to the same load factor.
Read more

Is Airbus working on a 200t A330neo Regional?

By Bjorn Fehrm

Subscription Required

Introduction

November 29, 2018, © Leeham News.: Bloomberg wrote in the week Airbus is bringing out a 200 tonnes version of the A330neo as a counterstroke to the NMA. Having checked the characteristic of such a version, we contacted Airbus for clarifications.

Here is what Airbus said and how any 200t A330neo fits into Airbus future deliveries.

Summary:

  • A 200t A330neo would not be an ideal version to take market share away from a future NMA. It would have a shorter range than even the shortest range NMA.
  • Airbus explained what they really said on Monday. A 200 tonnes A330neo was part of presenting the flexibility of the A330neo concept, including how this flexibility would work against a planned NMA.

Read more

Airbus’ A320neo Plus, A350neo and new single-aisle airplane

Subscription Required

Introduction

Nov. 26, 2018, © Leeham News: There are few secrets that stay secret for long in commercial aviation.

Airplane concepts are discussed with customers. Information must be shared with suppliers. And then there’s the manufacturer’s own website.

Bloomberg News reported last week that Airbus is looking for help to design the A320neo Plus, an entirely new single aisle airplane and a re-engined A350, the A350neo. All this came from Airbus’ website, Bloomberg reported.

Some of this is old news.

Summary
  • The A320neo Plus concepts have been around for a few years.
  • The idea that Airbus has conceived a new single-aisle airplane is not new, either. It’s shown open-rotor and futuristic design concepts at air shows, conferences and earnings meetings for years (as has Boeing).
  • Although not mentioned in the Bloomberg article, a new wide-body airliner is also something Airbus conceived as a possible response to the Boeing New Midmarket Airplane—this isn’t new, either.
  • What is new is the prospect of an A350neo. The airplane has been in service only a few years, but if one stops and thinks about it, a neo is already a logical progression.

Read more