Leeham News and Analysis
There's more to real news than a news release.
Leeham News and Analysis
- Bjorn’s Corner: Air Transport’s route to 2050. Part 21. May 9, 2025
- Does an A220-500 need a new wing and engines? Part 2. May 8, 2025
- Embraer downplays tariff impact on 2025 results May 6, 2025
- JetZero readies effort for private equity fund raising May 5, 2025
- Bjorn’s Corner: Air Transport’s route to 2050. Part 20. May 2, 2025
Bjorn’s corner; Turbofan engine challenges; Part 2
By Bjorn Fehrm
November 04, 2016, ©. Leeham Co: We will now start to go through a modern turbofan airliner engine and look at the technologies which are used and what are their technical challenges. We will start today with the engine intake and the fan.
To make things concrete, we will use a GasTurb simulation of a Rolls-Royce Trent XWB 84k engine. This will provide us with realistic example data for the different parts of the engine. I want to stress that all values are assumed as typical for such an engine. I have no specific knowledge of the Trent XWB and will not use any data outside what is public information.
Figure 1. Stilistic cross section of a three-shaft turbofan with section numbers. Source: GasTurb.
The GasTurb cross section of a three-shaft turbofan is shown in Figure 1. We will use the station numbers in the figure to navigate the engine and the data from the simulation to understand modern airline engines and their typical data. Read more
Boeing sees wide-body market recovery from 2020
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Introduction
Nov. 3, 2016, © Leeham Co.: Boeing may have solved its pressing problem of largely filling the production gap for the 747-8, but there is still a long way to go for the
Boeing 777X. Boeing’s view of the wide-body market has shifted. Once it thought a strong market through 2020. Now it sees recovery in demand from 2020. Boeing photo via Google images.
777.
Boeing Co. CEO Dennis Muilenburg said last week the production rate for the 777 Classic may need to come down another 1-2 per month from the previously announced 5.5/mo if sales don’t pick up.
Despite a pending order for 15 from Iran Air and the perpetual sales campaigns, Muilenburg otherwise painted a picture about wide-body demand that is anything but rosy.
Summary
- Boeing no longer sees strong demand for wide-bodies through this decade. Recovery won’t resume until the start of the next decade.
- Thus, successfully bridging the 777 Classic to the 777X becomes more challenging.
- Investors yawn at more potential 777 production rate cuts.
Preparing to fly the CSeries
By Bjorn Fehrm
November 03, 2016, ©. Leeham Co: We were invited to Bombardier (BBD) in Montreal last week for a series of special events.
The visit had three purposes: attend the roll out of airBaltic’s CS300 (reported here), prepare to fly the CSeries in the simulator and finally to test fly the aircraft at BBD’s Wichita (KS) test flight facility.
Figure 1. Training to fly the CSeries at the Mirabel based Simulator. Source: Leeham Co.
It was mid-October when the chance came to test fly the CSeries. The ideal time would be October 24-26, just before the test aircraft, FTV8 (the CS300 route proving aircraft), would take off for the Airshow China in Zhuhai.
The testing would have three parts:
- Study the aircraft via BBD’s online training program.
- Fly the aircraft in the CSeries simulator in Mirabel, close to Montreal.
- Fly FTV8 from BBD’s test flight station in Wichita (KS).
Embraer 3Q2016 results: Stabilized situation
By Bjorn Fehrm
1 November 2016, ©. Leeham Co: Embraer reported slightly better than expected results for 3Q2016, with revenue up by 18% to $1,514m. Gross margin for the company is at a stable 19% (18% 3Q2015) and EBIT before one-off was $95m ($85m).
After one time charges, the result was a loss of $34m, attributable to a layoff program of $118m and additional charges in the Corruption affair the company has been involved in. The company reiterated its guidance for 2016, adjusted downwards in last quarters presentation.
The Commercial Aviation side delivered more aircraft than expected and Defense & Security increased revenue by 19%. The business jet side did not expand as planned. Despite the certification of new models (Legacy 450), the delivery of new business jets is stuck at about 50% below what was expected, around 25 units per quarter instead of more than double that at the end of 2015.
Embraer’s commercial aircraft best seller, the E175 being in Alaska livery. Source: Alaska Airlines.
While deliveries of commercial aircraft held up at 29 units, sales are not keeping pace with 17 aircraft sold in the quarter. Deliveries year-to-date are at 76 E-Jets while orders are at a low 51 for a book-to-bill of just 0.67.
Defense & Security stabilized with the KC-390 military transport program now progressing. The flight test program now has two aircraft.
Here the details of the financial results for the divisions and their aircraft programs: Read more
UPS order tops off 747-8 line through 2020
UPS Boeing 747-8F. Source: Boeing.
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Introduction
Oct. 31, 2016, © Leeham Co.: Last week’s order for 14 Boeing 747-8Fs and 14 options by UPS assures continuation of the program through 2020.
If options are exercised, and if previously announced deals with other customers finally are consummated, the program should continue at least well into the 2020 decade.
Summary
- UPS (but not Boeing) revealed the delivery timeline for the order.
- The mysterious Volga-Dnepr/AirBridgeCargo that was announced at the Paris and Farnborough air shows for up to 20 747-8Fs still hasn’t been firmed up. Only four are listed on the Boeing website this year.
- Iran Air will order four 747-8s under the reported terms of the agreement with Boeing. The US government blessed the deal recently.
- The first of three 747-8s for the presidential fleet is now scheduled for delivery in October 2017, it’s believed.
Pontifications: Hawaiian Air ponders A380
By Scott Hamilton
Oct. 31, 2016, © Leeham Co.: Hawaiian Airlines continues to ponder the possibility of acquiring one or two Airbus A380s, its CEO said on the third quarter earnings call—something that raises eyebrows and a lot of questions with industry officials.
Mark Dunkerley, responding to a question on the call, said there are two or three routes that could support the giant A380.
Bjorn’s Corner: Turbofan engine challenges, Part 1
By Bjorn Fehrm
October 28, 2016, ©. Leeham Co: Before we go into the details on the innards of airliner turbofans, we will look at some basics. We do that so that everyone is on the same page.
A turbofan engine generates thrust by pumping air out the back of the engine. This air has a higher speed than surrounding air. Air is actually quite heavy: it weighs 1.2kg per m3 at sea level. By kicking out air at an overspeed in relation to the aircraft, thrust is generated.
In a modern turbofan, the kicking gets done by the fan to 80-90% in the modern By Pass Ratio (BPR) 8-10 engines. A single aisle engine generating 10 tonnes of thrust throws around 350kg of air per second backwards at close to sound speed in a take-off situation. To drive the fan to do that, there is a lot of shaft horse-power needed, around 30,000hp.
Figure 1. Work cycle for jet engine/turbofan core compared to car engine. Source: Rolls-Royce book “The Jet Engine.”
These hp are generated by the core. The thermodynamic cycle to generate all these hp in a jet engine or turbofan core (we call both a gas turbine) is like the one in a normal car engine, Figure 1, with the difference that it is a continuous cycle.
We will now go through this cycle in steps. Read more
Counting down to 737-10, NMA
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Introduction
Oct. 27, 2016, © Leeham Co.: Boeing faces decisions in the near term on whether to proceed with the 737-10 stretch of the MAX 9 and the New Mid-range Airplane (NMA) to serve the Middle of the Market sector (MOM).
The 737-10 is intended to compete with the Airbus A321neo, stemming significant bleed at the top end of the 737 line.
The NMA will address the top end of the MOM sector, carry more passengers and have more range than the Boeing 757 and A321neoLR.
Boeing still has critical issues facing it before proceeding with either airplane.
Summary
- A simple stretch to create the 737-10 has technical and operational issues.
- The proposed date for entry-into-service still gives Airbus an insurmountable lead.
- The market for the 737-10 remains limited. Is the return on investment there?
- The market for the NMA is identified in the abstract—but price will be a key driver.
Visit to Bombardier for airBaltic CS300 roll-out
By Bjorn Fehrm
October 27, 2016, ©. Leeham Co: This week we have been at Bombardier (BBD) Mirabel Airport outside Montreal to observe the roll out of the airBaltic CS300 CSeries model and to later test fly the aircraft at BBD’s Wichita facility.
The preparation for the test flight and the flying experience will be described in subsequent articles.
Figure 1. airBaltic’s first CS300 rolled out for local media to see. Source: Leeham Co.
airBaltic will take delivery of the first CS300 by the end of November. This event was for Baltic media to see the aircraft and its final livery for the first time. It was fresh from the paint shop. The group also was able to see the CSeries Final Assembly Line (FAL) and to ask questions to airBaltic CEO Martin Gauss.
Boeing beats estimates on one-time gains
Oct. 26, 2016: Boeing Co. beat analyst estimates on one-time gains but also reported that it raised earnings guidance for the full year.
The press release with full details is here.
Revenues were down 2% year-over-year to $72.1bn. Operating earnings fell 42% to $3.65bn but net earnings fell only 21% due to gains related to taxes. Commercial deliveries were down by 17 airplanes as Boeing transitions from the 737NG to the 737 MAX.