Leeham News and Analysis
There's more to real news than a news release.
Leeham News and Analysis
- Boeing’s 737 North Line and the Everett factory: in transition now June 9, 2025
- Bjorn’s Corner: Air Transport’s route to 2050. Part 25. June 6, 2025
- New RISE powerplant benefits from decades of GE research and development June 5, 2025
- Engine makers emphasizing durability, reliability June 4, 2025
- Boeing CEO: Lessons learned are key to certification of 737-7/10 and 777X June 2, 2025
Bjorn’s Corner: Fly by steel or electrical wire, Part 13
October 18, 2019, ©. Leeham News: In our series about classical flight controls (“fly by steel wire”) and Fly-By-Wire (FBW or “fly by electrical wire”) we continue our discussion of pitch stability augmentation systems when we have a mechanical (“fly by steel wire”) pitch control system.
Figure 1. The pitch moment curve of a modern airliner. Source: Leeham Co.
The new focus in aircraft development, the production
By Bjorn Fehrm
October 17, 2019, ©. Leeham News: Over the last decades the focus for new airliner projects has been technological advancements in aerodynamics, structures, engines, and avionics. This has offered 15% efficiency gains for the new airliners over the aircraft they replace. While still important, the next airliner projects have an additional focus which has moved to the top of the list. The production phase and how to improve its many parts.
The parts include development for automation, efficient partnering/sourcing and how to reduce the expensive learning phase of the production. We will cover this change in a series of articles around the 9th Aviation Forum, an up-and-coming Munich conference that focuses on these themes.
Is re-engining the Boeing 767 a good idea?
By Bjorn Fehrm
Subscription Required
Introduction
October 17, 2019, © Leeham News: FlightGlobal writes Boeing is investigating re-engining the 767-400ER with GE GEnx engines to produce a new freighter and perhaps a passenger aircraft as a replacement for the NMA project. Development costs would be lower and it would be easier to get a business plan which closes for the upgraded 767 than for the NMA.
We commented on the idea earlier in the week and here follows a technical analysis of what re-engining the 767 would bring.
Summary:
- The 767 is 40 years old in its base design. We look at the fundamentals to understand the trades involved in extending its life with new engines.
- We also compare the 767 technologies with those for the NMA to understand the compromises of an updated 767RE compared with a clean sheet NMA.
737 MAX special report
Oct. 16, 2019: AlJazeera produced a 30 minute special report on the Boeing 737 MAX.
Unlike the hour-long hit piece on the 787 several years ago, undertaken with questionable tactics, this one is well done.
See the report below.
Pontifications: Muilenburg loses chairman’s title; are his days numbered?
By Scott Hamilton
Oct. 14, 2019, © Leeham News: Look for Boeing CEO Dennis Muilenburg to leave in 2020.
At least this is my view.
But some aerospace analysts I spoke with over the weekend are split. Some believe Friday’s action by the Boeing Board of Directors “stripping” (as most media headlines and stories positioned it) the chairman’s title from Muilenburg, while his retaining the president and CEO titles, is the first step in easing him out the door next year. This is my view, too.
Muilenburg also remains on the Board.
Others think handing the non-executive chairman’s title to lead director David Calhoun is actually an effort to save Muilenburg’s job.
Here’s the divergent thinking. None of the analysts wanted to be identified because by investment bank policy, their remarks hadn’t been cleared for quotation and none had yet issued research notes in reaction.
The time for a 767RE passenger model has come and gone
Subscription Required
Introduction
Oct. 14, 2019, © Leeham News: Boeing is reconsidering a previous idea to re-engine the 767 with GEnx powerplants, Flight Global reported last week.
The idea was run up the flagpole, so-to-speak, in 2017.
Boeing 747-400. Source: Delta Air Lines.
At that time, the 737 MAX was just entering service. There was, of course, no hint of any turbulence on the horizon.
The business case for the New Midmarket Aircraft was difficult even then. So why not look at a 767RE and restarting the 757 line, also up upgrades?
Boeing being Boeing, it looks at everything. It ruled out restarting the 757 line (the challenges would have been pretty daunting).
The 767 got more studious traction, including simply restarting the passenger line and providing a really cheap acquisition. A 767RE, however, was viewed as too complex under the circumstances and it would compete with the 787.
American Airlines and United Airlines were actually interested in the airplane restart.
Summary
- B767F-RE may be to counter A330-900F approach to a major cargo airline.
- B767P-RE likely would be met favorably–by Airbus.
- Re-engining 767 repeats 737RE experience.
JATR study “damning” to Boeing, FAA, New York Times says
Oct. 11, 2019: The international study group that was named to examine the certification of the Boeing 737 MAX and the MCAS system was issued 
today.
The New York Times obtained an advance copy. It wrote that the study is “damning” to Boeing and the FAA.
LNA now has the full study. It may be downloaded here: Final_JATR_Submittal_to_FAA_Oct_2019.
Bjorn’s Corner: Fly by steel or electrical wire, Part 12
October 11, 2019, ©. Leeham News: In our series about classical flight controls (“fly by steel wire”) and Fly-By-Wire (FBW or “fly by electrical wire”) we continue our discussion of pitch stability augmentation systems when we have a mechanical (“fly by steel wire”) pitch control system.
Figure 1. The typical pitch moment curve of a modern airliner. Source: Leeham Co.
Embraer’s E195-E2 or Airbus A220-300 under 150 seats? Part 4
By Bjorn Fehrm
Subscription required
Introduction
October 10, 2019, ©. Leeham News: We have over the last weeks analyzed what aircraft to choose for the segment 120 to 150 seats, comparing Embraer’s E195-E2 with Airbus A220-300.
After looking at fundamental data, drag data and fuel consumption and other costs for the aircraft, it’s now time to summarize the series by looking at what route networks the aircraft are suitable for.
Summary:
- The E195-E2 and A220-300 address the segment market segment under 150 seats.
- They have similarities but also differences.
- These differences have made an early adopter operate both types over different types of networks.
Europe’s Regional airlines meet in Antibes, Cotes d’Azur.
By Bjorn Fehrm
October 9, 2018, ©. Leeham News, Antibes France: The European Airlines Association, ERA, gathered 44 of its 51 member airlines in Antibes France, today for the first day of its 2019 General Assembly meeting.
LNA participated in the event for the first time and we found an impressive gathering of airline and airport representatives, aircraft OEMs and support businesses discussing the challenges facing the European regional air transport market.
Norway’s Wideroe, the launch customer for Embraer’s E-Jet E2 is one of the airlines present.