777X features: More details are emerging about the planned features of the Boeing 777X.
Richard Branson in drag: this speaks for itself.
EADS North America on Sequester: The CEO, Sean O’Keefe, has this Op-Ed commentary on Sequester. He doesn’t pull punches.
Flight Global has this story in which Airbus says it remains committed to the A350-800, a sub-type that is the smallest of the A350 family and which has been the subject of much speculation that Airbus will choose not to proceed with it.
Airbus hasn’t helped matters because it’s been encouraging customers to switch to the larger A350-900. John Leahy, COO-Customers, some time ago told us the larger -900 is more profitable for Airbus and customers could get deliveries sooner.
But, according to customers we talk to, there are other reasons, too. First, according to one customer, is that Airbus is de-risking the program by getting customers to switch to the -900. The program has been delayed nearly two years and customers expect at least one more delay of three to six months to entry into service. Airbus is concentrating resources on the -900, and by switching customers from the -800, Airbus relieves the pressure on these resources.
This customer, which has switched its orders from the -800 to the -900, believes Airbus will build the -800.
Flight Global has this story which echoes what we’ve been told, citing Akbar Al-Baker of Qatar Airways: he switched from the -800 to the -900 because of the delays. But he now believes Airbus should discontinue offering the -800.
Airbus declined comment on the tie between delays and the switches.
Another customer switched its order did so simply because it likes the operating economics and revenue potential of the larger -900 better than the -800.
A key supplier, however, takes a dimmer view. The person we talked with believes Airbus will let the A350-800 go away, but this is his personal opinion and says that his company hasn’t heard anything to suggest this will be the case.
Eliminating the -800 would leave Airbus without a new technology competitor to the Boeing 787-9. Although some, including Tony Fernandes, CEO of AirAsia, believe Airbus should proceed with an A330neo. Airbus so far dismisses such suggestions and it has not asked engine makers to consider such a possibility. But one airline fleet planner told us that he believes Airbus will one day proceed with the A330neo with an EIS of around 2020. This means Airbus would not have to ask engine makers to explore the possibility until next year or even 2014. So what is true today may or may not be true “tomorrow.”
Airbus last week announced additional gross weight upgrades and improvements to the A330-200/300 that increase range and reduce fuel burn. Aviation Week has this story about the enhancements.
This is the latest in a series of improvements taking advantage of the four year delay in the Boeing 787 program that Airbus believes will enable the airplane, which first entered service in 1994, to remain viable well into the 2020 decade.
Boeing launched the 787 in December 2003 and promptly claimed the aircraft would kill the A330. Had the aircraft entered service in May 2008 as originally planned, Boeing might have been able to make strides to do so. But delays allowed Airbus time to incorporate several Performance Improvement Packages (PIPs). The European company has sold more A330s post-787 launch than it did before.
The latest improvements give the A330-300 an anticipated range of more than 6,000nm, compared with less than 4,000nm when the airplane entered service.
A new battle has broken out between Airbus and Boeing, this time with a sharp (and perhaps unprecedented) advertisement by Airbus accusing Boeing of outright lying.
(Click to enlarge.)
We don’t remember ever seeing this direct assault by one of the Big Two OEMs on the other. We certainly recall advertisements in the debate over two engines (Boeing 777) vs four (A340)–but to call the competitor a liar like this? It’s new territory, at least in print.
Airbus has been calling Boeing a liar in conferences for its representations for years.
As regular readers of this column know, we’ve been especially skeptical of Boeing claims, based on conversations we’ve had with airlines that have analyzed the aircraft involved, and in some cases those which operate both fleet types. The neutral arbiters–these customers–universally tell us Boeing claims are exaggerated and that the costs between the two OEM’s narrow-body aircraft are about equal. The costs between the Boeing 747-8I and the A380 are also exaggerated by Boeing, these companies tell us.
Furthermore, we’ve cast doubt on Boeing’s reliance of US DOT Form 41 data (which in itself is distorted and unreliable) and a study in Europe that looks at data from 2006-2009, data that is clearly out of date.
At the same time, we’ve taken Airbus to task over its parameters in concluding the A330-300 is a better airplane economically than the forthcoming 787-9.
At ISTAT Europe in September, an official from Virgin Atlantic publicly challenged Boeing’s Randy Tinseth over economic data Tinseth presented comparing Boeing and Airbus aircraft. Tinseth, according to those present, merely responded that he stood by the numbers.
In a way, the entire fight is silly. No airline or lessor will buy Airbus or Boeing aircraft based on these sort of claims. The airlines run their own economic analysis and the lessors are more concerned about lease rates and residual values. The entire conference and advertising effort is for consumption by uninformed journalists, financiers and aviation geeks. Those who actually understand the nuances tend to dismiss the claims of either manufacturer (as we do) and run our own analysis or rely on the airlines and lessors for impartial information.
The market has spoken. Airbus currently has sold about 1,400-1,500 A320neos to Boeing’s 1,000 737 MAXes. Airbus also, in recent years, has sold more current-generation A320s than Boeing has sold 737NGs. For the Very Large Aircraft, Airbus has an 86% market share of passenger airplanes.
These statistics tell more than anything Airbus or Boeing manipulate.
Qatar Airways took delivery November 12 of the Middle East’s first Boeing 787. Qatar took contractual delivery of the airplane earlier but physical possession in ceremonies at Boeing Field Monday night.
CEO Akbar Al-Baker said the carrier will take delivery of four more 787s this year. Deliveries of a total of 59 continue into 2017.
Al-Baker said Qatar has conversion rights between the 787-8, the 787-9 and the forthcoming 787-10. Although Boeing and Qatar have discussed the -10, Boeing has yet to formally launch the program. Ray Conner, CEO of Boeing Commercial Airplanes, said formal Authority to Offer the -10 will be coming soon. Customers who recently attended a Boeing meeting expect the ATO to come this month. It had been expected last month, but the Board had additional questions, customers tell us.
Al-Baker called the 787-10 the most cost efficient aircraft on a unit (seat mile) basis.