Update: Airbus Jan. 11 announced a 1% list price increase. The chart has been updated.
Jan. 10, 2017: Aircraft list prices are largely unchanged for 2017, the airline industry demand cools for new aircraft.
Sales in 2017 were down for the Big Two, Airbus and Boeing. Boeing announced orders for 688 aircraft, well off of last year, which also was a major decline from the year before.
Airbus announces tomorrow, with sales expected to be in a similar range.
Bombardier and Embraer announce later this month or next.
LNC compiled the current list prices from all the manufacturers, detailed in Figure 1 below.
Airbus and Boeing discounts typically range from 40% to 60%, depending on the customer, the airplane and the size of the order. BBD and EMB discounts may also be steep, depending on the campaign.
The balance of this article is for Subscribers only.
Jan. 3, 2017, © Leeham Co.: Airbus, Boeing and Bombardier look toward 2017 as a bit of a punk year, as detailed in our Look Ahead for subscribers only. Not so by Embraer.
In an exclusive interview, John Slattery, the president of Embraer Commercial, said EMB will gain “momentum” this year. This is at a time where sales at the other three of the Big Four OEMs are expected to slow off an already slow 2016.
Jan. 3, 2017, © Leeham Co.: The New Year is here and it doesn’t look like a good one for commercial aerospace, if measured against previous outstanding years.
There are some troubling signs ahead, piling on to a slowdown in orders from last year that didn’t even reach a 1:1 book:bill.
This year looks to be worse than last. Airbus and Boeing will give their 2017 guidance on the earnings calls this month and next. Bombardier and Embraer earnings calls are a ways off, when each will provide its guidance.
But LNC believes the Big Two in particular will be hard pressed to hit a 1:1 book:bill this year and may even struggle to match 2016 sales.
Boeing’s year-end order tally comes Thursday. Airbus’ comes on Jan. 11.
Nov. 15, 2016, © Leeham Co.: Government subsidies to commercial aircraft companies appear to be increasing despite the 12-year disputes before the World Trade Organization between Europe and the US over Airbus and Boeing aid.
Yet the US and Europeans appear to be doing little to try and curb the subsidies to new competitors.
Part 3: Oct. 24, 2016, © Leeham Co.: Lessors select aircraft to add to their portfolios based on several basic criteria:
Lessors often conclude that while an airplane may be good technically and perfectly acceptable for airline use, failure to meet their specialized key criteria—notably liquidity and customer base—they may pass on the aircraft.
Oct. 20, 2016, © Leeham Co.: The past decade was a hive of activity as the Big Four OEMs launched new airplane programs and put the aircraft into service.
Airbus launched the A320neo, A330neo and A350 families. The A330neo is under production; the other two entered service early this year.
Boeing launched the 787 in late 2003 (outside the decade mark), rolled it out in 2007 and entered service with it in 2013. The 737 MAX was launched in 2011 and is in flight testing. The 777X was launched in 2013; components are in production.
Bombardier launched the CSeries in 2008; it entered service this year, after three years of delays.
Embraer launched the E-Jet E2 om 2013. Flight testing began this year.
These were supplemented by new entrants into commercial aviation: COMAC with its C919; Irkut with the MC-21; and Mitsubishi with the MRJ90. Of these, only the MRJ90 is flying. After more than two years of delays and several false starts, flight testing began in earnest this week at Moses Lake (WA) with FTA-1 (Flight Test Aircraft 1).
Development and new program launches have slowed, but the next decade is hardly going to be idle.
Part 2. Part 1 may be found here.
Oct. 10, 2016, © Leeham Co.: Regional aircraft are much riskier assets for lessors than mainline aircraft.
Until recently, Bombardier and Embraer were the only two regional jet Original Equipment Manufacturers (OEMs).
Today, the Sukhoi SSJ100 and the Mitsubishi MRJ90 join BBD and EMB in this arena.
October 07, 2016, ©. Leeham Co: In our Corners on East bloc aeronautical industries, we will now look at the Chinese civil aircraft engine industry.
The Chinese engine industry is closely modeled after the Chinese aircraft industry that we looked at last week. It is organized as divisions and later subsidiaries to the major aircraft companies. Contrary to the Chinese aircraft industry, it has had major problems in gaining the necessary know-how to start developing and producing its own designs.
The industry has built Soviet designs on license since the 1950s and only recently managed to present functional own designs, after many failures.
September 23, 2016, ©. Leeham Co: In our Corners on East bloc aeronautical industries, we now look at the main Russian civil aircraft engine companies. As with the aircraft side, there is one overall Russian engine company since 2008, United Engine Corporation (UEC), Figure 1.
This is a state-owned holding which incorporates 80%of the gas turbine engine companies from the Soviet times, employing 80,000 people.
The aim is to coordinate and optimize Russia’s engineering and production resources around present and future gas turbine engines for Aeronautical, Naval and Stationary use.
Soviet and Russian engines have historically been named after their chief designer in the design bureau. We will now describe the main entities in UEC that work with airliner engines. Read more
September 16, 2016, ©. Leeham Co: In our Corners on East bloc aeronautical industries, we will now look at the main Russian civil aircraft companies. There is one overall company since 2006, United Aircraft Corporation (UAC).
This is a state-owned holding which incorporates 30 of the main companies from the Soviet times, employing 100,000 people. The aim is to coordinate and optimize Russia’s project and production resources around the present aircraft and the future projects that Russia can afford to drive.
UAC consolidates several company groups that were formed after the fall of the Soviet Union 1990 and up to the formation of UAC in February 2006.
We will now dissect the main UAC groups and companies that are involved in civil aircraft development and production. Read more