Leeham News and Analysis
There's more to real news than a news release.
The 717 and A220, Part 2: Operational economics comparison
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By Bjorn Fehrm
Introduction
December 10, 2020, © Leeham News: Last week, we introduced the Boeing 717 and its closest replacement size-wise, the Airbus A220-100. Delta, a major 717 customer, is accelerating the replacement of the 717 with the A220-100 under the pressure of the COVID19 pandemic.
We use our performance model to understand why. What are the gains when going from the 717 to an A220-100?
Delta Airlines Boeing 717-2BD landing at LaGuardia. Source: Wikipedia.
Summary
- The 717 version of the DC-9 architecture produced a rugged and well-liked short-haul airliner. It’s five abreast cabin is preferred over the six-abreast Boeing 737 and Airbus A320.
- It’s size-wise in the same 115 seat bracket as the 15 years younger Airbus A220-100. It’s 40 years old airframe architecture holds up well compared to the modern A220.
- The engines of the two are also 15 years apart. But the Rolls-Royce BR715 of the 717 was originally designed to fly on fast business jets, necessitating a low by-pass ratio design. This is a handicap when used on lower speed airliners. It shows against the high bypass ratio Pratt & Whitney PW1500G of the A220.
Enhancing the Dreamliner, Part 8: Wrap Up
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By Bjorn Ferhm and Vincent Valery
Introduction
Nov. 26, 2020, © Leeham News: After analyzing the three members of the Dreamliner family on several routes out of San Francisco to Asian destinations, we conclude the series with a wrap- up of what we learned.
Summary
- A guinea pig for new technologies and processes;
- After a long slough against problems, a resounding commercial success;
- Size-wise, ideally-positioned for the post-COVID world;
- Future enhancements.
Enhancing the Dreamliner, Part 4: the 787-9 analyzed.
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By Bjorn Fehrm
Introduction
October 29, 2020, © Leeham News: We look deeper at the 787-9, the most successful member of the Dreamliner family. It’s 50 seats larger than the 787-8 but shares the same wing dimensions and engines.
The 787-9 quickly overtook the smaller 787-8 in sales and deliveries once its performance was clear to the airlines.
By following on the 787-8 it could benefit from many enhancements in design and production, becoming a very efficient aircraft in the process. To check its efficiency we run the 787-9 against its predecessor, the Boeing 777-200ER, on the San Francisco to Sydney route and look at the data.
Summary
- The 787-9 enjoyed all the improvements that came to light when developing the 787-8. The result is one of the most efficient twin-aisle aircraft on the market.
- Why it’s popular with the airlines becomes evident when we compare with the aircraft it replaces, the 777-200ER.
HOTR: Rolls 787 engine orders tank last 5 year
By the Leeham News team
Sept. 29, 2020, © Leeham News: Engine orders for Rolls-Royce on the Boeing 787 tanked in the last five years—pre-COVID.
An analysis reveals that over this period, Boeing booked 952 orders for 787. Of these, 755 selected the GEnx. A mere 80 orders were placed with RR. There were 117 orders for which engines were not selected. This gives GE a 90% share of the selected campaigns.
It gets worse.
Of the 80 aircraft that went to Trent 1000, Boeing removed 44 under ASC 606 accounting rules as too shaky to consider firm orders anymore. These include Avianca, Latam, Norwegian Air Shuttle, etc., which either went into bankruptcy or are restructuring as a result of COVID.
Under this scenario, GE’s share is closer to 95% in last five years.
RR’s Trent 1000 on the 787 is a thorn in the company’s side because of serious technical issues that grounded up to 50 aircraft. Groundings began several years ago. RR continues to deal with the financial fall-out. Some customers switched from RR engines to GEnx in follow-on orders for the 787.
The engine manufacturers worst hit by the pandemic
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By Bjorn Fehrm
Introduction
September 28, 2020, © Leeham News: The worldwide COVID-19 pandemic is shaking the air travel and airliner manufacturing industries like no crisis before.
More than 9/11, the oil crisis of 1973 or 2005 or the financial crisis of 2008. The problems for the airlines and the airframe OEMs are on the front pages of the world’s media.
The part of the airliner industry that is not so visible but is perhaps hardest hit, is the engine industry. Its weird business model amplifies the effects of the crisis.
Summary
- Airframe OEMs lose money on the first hundreds of aircraft produced.
- When they announce “black numbers”, it means the per aircraft losses stop. It doesn’t mean the aircraft program is positive.
- For engine OEMs, it’s worse. They never reach ‘black numbers” on engine production. Their only money makers are old engine programs that fly a lot.
Sunset of the Quads, Part 6. The A340-600 versus the 777-300ER.
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By Bjorn Fehrm
Introduction
September 10, 2020, © Leeham News: The Airbus A340-600 was designed to challenge Boeing’s hold of the large, long-haul jets. With a capacity 60 seats above the previous largest Airbus jet, the A340-300, and a 7,500nm range, it should put Airbus firmly on the long-haul map.
The A340-600 would be flying its 350 passengers as long and for a lower cost than the 20 seats larger Boeing 747-400, the then-largest long-haul Boeing jet. It would have worked hadn’t Boeing upgraded the 777-300 to the 777-300ER and surpassed the spec. How much better did that make the 777-300ER when it arrived in 2004?
Summary
- The A340-600 could take almost as many passengers as the Boeing 747-400 and fly these to the same distance.
- In addition, it loaded more LD3 cargo containers and burned only three-quarters of the fuel of a 747-400.
- But the advantage of the A340-600 was shortlived. Only two years later Boeing responded with the 777-300ER which bettered the Airbus on almost all accounts.
Sunset of the Quads, Part 2
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By Bjorn Fehrm
Introduction
August 12, 2020, © Leeham News: We deepen our look at the Queen of the Skies and it’s best selling version, the 747-400.
We go through what made it the great aircraft it was and why Qantas replaced it on its trunk routes to the US West coast.
We pick Los Angeles to Sydney as the benchmark route, a route on the range limit for the 747-400, and check how it stacks up economically versus the A380, its replacement.
Summary
- The 747-400 reigned the skies for 15 years, combining a trans-Pacific range with a good passenger and cargo capacity.
- Once Boeing introduced the 777-300ER and Airbus the A380, the 747-400’s ruling of the skies was over. It trailed in both capacity and efficiency.
- It continued in operation until today with many airlines, still a useful aircraft for long and dense routes as long as the fuel prices stayed low.
Restoring capacity with the A330ceo or A330neo, Part 6, Wrapup.
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By Bjorn Fehrm
Introduction
July 23, 2020, © Leeham News: Over the last four weeks, we analyzed the venerable Airbus A330, to see if the present low fuel and lease prices make the recent A330neo version less attractive than an older ceo version.
As airlines are cash injection driven in the present COVID-19 crisis, taking delivery of a new aircraft and then do a sell, lease back deal injects fresh cash to the airline. The order deposit and the Pre-Delivery-Payments, PDPs, then flows back to the airline. This is why we see airlines take new aircraft despite not really needing them right now.
The A330 has seen phenomenal growth in capability as the Gross Weight has gone from 212t to 251t over the years. We now wrap the series by looking if there is potential for another stretch in the A330? Could it grow to a true Pacific-Ocean crosser, and if so, what changes should be made?
Summary
- The A330neo now has a 251t Maximum TakeOff Weight (MTOW). Is this enough or could the aircraft gain from another MTOW hike?
- We go through the gains and the areas that need changing should the business case be there to stretch the payload-range curve further for the A330neo.
Restoring capacity with the A330ceo or A330neo, Part 4
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By Bjorn Fehrm
Introduction
July 9, 2020, © Leeham News: Last week, we started the analysis of restoring capacity with the Airbus A330-300 or the A330-900 when reopening international traffic after the COVID-19 lockdown.
As we did with the A330-200 versus the A330-800, we fly them side by side between Paris Charles de Gaulle and Sao Polo’s Guarulhos airports. It’s a 13-hour flight with maximum freight in the cargo bays to gain revenue in addition to our part full cabin.
Will the payload-range of the A330-300 or A330-900 be sufficient to load the aircraft for maximum revenue on the route? We use our airliner performance model to find out.
Summary
- The A330-300 has gradually got more range as the Maximum TakeOff Weight (MTOW) has grown. The example highlights the limitations that still exits in this model of the A330.
- The A330-900 adds another nine tonnes MTOW over the highest MTOW A330-300. To what extent does it fix the A330-300 limitations on this route?
Restoring capacity with the A330ceo or A330neo, Part 2
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By Bjorn Fehrm
Introduction
June 25, 2020, © Leeham News: Last week, we started looking at the Airbus A330-200 market and whether to hold on to one’s A330-200 or restoring capacity after the COVID-19 shut-down with the newer A330-800.
We looked at the history of the A330-200, the reasons it sold 642 units to date, and why the sequel, the A330-800, is not selling well.
We dig deeper into the replacement question today. In a post-pandemic world, is holding on to or even leasing an A330-200 for long-range operations the better alternative, or should we take delivery of a new A330-800?
Summary
- The A330-200 was Airbus’ best aircraft for long and thin routes.
- As the A330-300 and later A330-900 grew its range, the A330-200 and A330-800 market shrunk.
- For long and thin routes, is keeping/leasing an A330-200 or taking delivery of an A330-800 the better alternative?