AW | 2017 03 26 00:00 | INDUSTRY

 

Airbus A321NEO LR está ganando la batalla de alcance medio

Airbus Group está decidido a dar batalla por el rango medio, un mercado que no supo aprovechar la industria norteamericana con una mejora en el Boeing 757 o con un avión nuevo.

El Airbus A321NEO, realizó el primer vuelo el 12 de Febrero de 2016 en la planta de la fábrica en Hamburgo, Alemania. Lleva dos motores CFM LEAP-1A.

La versión A321NEO LR

El avión fue fabricado para volar distancias medias, y se están fabricando dos variantes, uno es el Airbus A321NEO que es el básico y otro es el Airbus A321NEO LR, de rango largo, que será el reemplazo directo del Boeing 757-200, ya que ofrece un alcance de 7400 km, para 206 pasajeros en dos clases, 220 en una clase estándar y 240 en alta densidad.

La versión LR traerá algunas modificaciones significativas. Las vesiones básicas tanto del A321CEO como del A321NEO conservan las puertas de 1, 2, 3 y 4 a lo largo de todo el fuselaje. A diferencia, los A321NEO ACF, Airbus Cabin Flex, poseen dos configuraciones. Asignaremos nombres a fin de diferenciarlas: A321NEO ACF-1 Y A321NEO ACF-2. En ambas eliminan las puertas Nº 2 de ambos lado del fuselaje para dar mayor capacidad de pasajeros. La primera cofiguración, A321NEO ACF-1 elimina la sección de las primeras dos salidas de emergencias a ambos lados del fuselaje, mientras que la versión A321NEO ACF-2 conserva las cuatro salidas, dos de cada lado del fuselaje. En la versión A321NEO ACF-1 las puertas Nº 3 se mueven hacia popa y la Nº 4 conserva su tamaño y ubicación en ambas versiones. Las configuraciones de pax están ubicadas entre los siguientes segmentos: para el A321CEO/NEO en su versión básica llevará 220 pax, mientras que las versiones A321NEO ACF-1 y A321NEO ACF-2 llevarán 195 y 240 respectivamentes.

El «bestseller» se llama A321

Las ventas del A321 que también se fabrica en Mobile, Alabama, Estados Unidos van 5 a 1 respecto de su rival de Boeing. Hasta los más fervorosos compradores de Boeing han tenido que admitir que el Airbus A321 es excepcional y han cambiado las opciones de mercado.

Estirando las performance del Boeing 737MAX
Boeing tiene un problema estructural con respecto a la generación de la familia del Boeing 737. Aunque fue concebido hace muchos años, ya no se puede extender más. Pero existe un problema insalvable: ese modelo exige un motor más grande, como el que efectivamente usará Airbus, pero eso no se puede con el sistema de aterrizaje actual, muy bajo y pensado en los años sesenta. Incluso en este caso, quedaría por resolver el problema del alcance, muy superior en los Airbus A321NEO. El Boeing 737-10 MAX es una prueba del desafío de la empresa norteamericana por extender lo máximo posible el fuselaje. Pero el Boeing 737-10 MAX queda lejos de la capacidad operativa del A321NEO. Aunque la Boeing está incorporando motores más potentes, con la presente estructura tan baja del avión no se puede avanzar más. Hay que rediseñar todo de nuevo. Por eso entró en una etapa de prueba de factibilidad con respecto a su nuevo integrante de la familia, el Boeing 797 que se ubicaría en el mercado de rango medio, pero el fabricante sabe que un nuevo diseño es más complejo, insume más costos directos y no podría ofrecer un producto lo más cercano para recuperar el mercado perdido con el Boeing 757.

Mientras Boeing debate las prestaciones del Boeing 737-10 MAX y del nuevo avión comercial, el Boeing 797, aumenta la distancia en favor del A321, que tiene unas ventas excepcionales. El problema de Boeing es aún más dramático: el A321NEO en realidad está reemplazando al B-757 que Boeing decidió dejar de fabricar en 2004; tiene más alcance, es de un pasillo y tiene más de 200 asientos. No es un mercado tan amplio como el del 737, pero es un mercado interesante que ahora parece imponerse en el mercado con el auge de los vuelos transoceánicos punto a punto.

Los clientes se inclinan por el A321

El caso de Norwegian Air. En la actualidad posee una flota de «todo Boeing», que por mucho tiempo ha sido cliente fiel a la industria americana. Cambiar o incorporar nuevos aviones en el mismo segmento incorporaría costos operativos más elevados. Cuando el A321 salió enescena pronto el escenario fue cambiando, hasta que el A321NEO LR prorrumpe en el mercado ofreciendo prestaciones muy similares al Boeing 757: 240 pasajeros, pasillo único, 4000-4600 mn. y un consumo inferior a todos sus competidores directos lo hacen el favorito como aeronave de alcance medio. Norwegian, desde luego, no lo dejará pasar. Ni decenas de otras aerolíneas como Middle East Airlines (MEA) que recientemente ha ordenado A321 con opción de cambios al A321NEO. La compañía indú Indigo Airlines está negociando cambiar algunos de sus A320NEO’s por A321NEO’s un indicativo de la tendencia de las líneas aéreas a incorporar aviones con mejores y mayores prestaciones. Otro ejemplo, la nueva propiedad de la portuguesa TAP ha decidido relanzar la compañía. Pero TAP tiene un problema, sus mercados naturales no tienen gran demanda, por lo que necesita aviones de menos capacidad. Por eso ha optado por el A321NEO: menos consumo, largo recorrido, menos pasajeros. La fórmula ideal. Así, la lista de clientes es interminable.

A321NEO, el «Best-seller»

EL A321NEO POSEE UNAS PRESTACIONES INMEJORABLES

La calidad líder de la industria y la eficiencia de la familia A320 de Airbus, de la que el A321 es miembro, se está mejorando con sus nuevas versiones NEO de motor. Incorporando los «Sharklets» de Airbus y dos nuevas opciones de motor, la familia A320NEO ofrece el máximo beneficio con cambios mínimos desde los A319s, A320s y A321 de la línea de base, proporcionando mejoras de combustible por asiento del 20%, además de un rango adicional de hasta 500 millas náuticas / 900 km o 2 toneladas de carga útil adicional.

Para el A321NEO, que realizó su primer vuelo en febrero de 2016, Airbus aumenta la capacidad de asientos con un uso optimizado del espacio de la cabina, un aumento de los límites de salida y una nueva configuración de la puerta de la cabina. Esta opción «Cabin-Flex» aumentará la capacidad máxima certificada del jetliner a 240 asientos, mientras que sigue acomodando el estándar de confort moderno de Airbus de por lo menos asientos de 18 pulgadas de ancho.

El A321LR, una nueva variante del Airbus A321NEO, cuya entrega comenzará en 2019, tendrá el mayor alcance de cualquier avión de pasillo de un solo pasillo, capaz de volar rutas de hasta 4.000 nm. Se adapta perfectamente a las rutas transatlánticas y permite a las compañías aéreas aprovechar nuevos mercados de larga distancia que no eran accesibles con aviones de pasillo único. A\W

A321NEO LR the mid-range «bestseller»

Airbus A321NEO LR is winning the mid-range battle

Airbus Group is determined to fight for the middle range, a market that did not know to take advantage of the North American industry with an improvement in the Boeing 757 or with a new airplane.

The Airbus A321NEO made the first flight on February 12, 2016 at the plant in Hamburg, Germany. It has two CFM LEAP-1A motors.

The A321NEO LR

The aircraft was built to fly average distances, and two variants are being manufactured, one is the Airbus A321NEO which is the basic one and the other is the Airbus A321NEO LR, long range, which will be the direct replacement of the Boeing 757-200, since Offers a range of 7400 km, 206 passengers in two classes, 220 in a standard class and 240 in high density.

The LR version will bring some significant modifications. The basic vesicles of both the A321CEO and the A321NEO retain the doors of 1, 2, 3 and 4 along the entire fuselage. In contrast, the A321NEO ACF, Airbus Cabin Flex, have two configurations. We will assign names to differentiate them: A321NEO ACF-1 AND A321NEO ACF-2. In both they eliminate the doors Nº 2 of both side of the fuselage to give greater capacity of passengers. The first configuration, A321NEO ACF-1 eliminates the section of the first two emergency exits on both sides of the fuselage, while the A321NEO ACF-2 retains the four exits, two on each side of the fuselage. In the A321NEO version ACF-1 the doors Nº 3 move aft and the No. 4 retains its size and location in both versions. The pax configurations are located between the following segments: for the A321CEO / NEO in its basic version it will carry 220 pax, whereas the A321NEO versions ACF-1 and A321NEO ACF-2 will carry 195 and 240 respectively.

The «bestseller» is called A321
Sales of the A321 that is also manufactured in Mobile, Alabama, United States are 5 to 1 compared to its Boeing rival. Even the most fervent Boeing buyers have had to admit that the Airbus A321 is exceptional and has changed the market options.

Extending the performance of the Boeing 737MAX
Boeing has a structural problem with the generation of the Boeing 737 family. Although conceived many years ago, it can no longer be extended. But there is an insurmountable problem: that model requires a larger engine, such as Airbus will actually use, but that can not be done with the current, very low landing system in the 1960s. Even in this case, the scope problem would be solved, much higher in the Airbus A321NEO. The Boeing 737-10 MAX is a test of the North American company’s challenge of extending the fuselage as much as possible. But the Boeing 737-10 MAX is far from the A321NEO’s operational capability. Although the Boeing is incorporating more powerful engines, with the present structure so low of the airplane can not advance more. We have to redesign it all again. That is why it entered a stage of feasibility test with respect to its new member of the family, the Boeing 797 that would be placed in the market of average range, but the manufacturer knows that a new design is more complex, it insumes more direct costs and Could not offer a product as close to recovering the market lost with the Boeing 757.

While Boeing discusses the benefits of the Boeing 737-10 MAX and the new commercial aircraft, the Boeing 797, the distance increases in favor of the A321, which has exceptional sales. The problem of Boeing is even more dramatic: the A321NEO is actually replacing the B-757 that Boeing decided to stop manufacturing in 2004; Has more reach, is of a corridor and has more than 200 seats. It is not as wide a market as the 737, but it is an interesting market that now seems to be prevailing in the market with the rise of transoceanic point-to-point flights.

Clients lean on the A321

The case of Norwegian Air. At present it owns a fleet of «all Boeing», that for a long time has been faithful client to the American industry. Changing or incorporating new aircraft into the same segment would incorporate higher operating costs. When the A321 left the scene, the stage soon changed, until the A321NEO LR burst into the market offering very similar features to the Boeing 757: 240 passengers, single aisle, 4000-4600 nm. And lower fuel consumption than all its direct competitors make it the favorite as a mid-range aircraft. Norwegian, of course, will not let it pass. Dozens of other airlines like Middle East Airlines (MEA) have recently ordered A321 with option changes to the A321NEO. The indigo company Indigo Airlines is negotiating to change some of its A320NEO’s by A321NEO’s an indication of the tendency of the airlines to incorporate airplanes with better and greater benefits. The market problem. Something very deep is changing in the medium and long radio markets, which we are not yet seeing at airports but that is the trend that is looming: the planes of a corridor return with force. Norwegian has announced that it will fly from United States to Europe with the A321neo for 69 dollars the ticket. At the moment, Wow, an Icelandic airline, is covering these services through Reykjavik with its not so competitive B757s, but apparently it does business. Icelandair is in the same, using its city like hub. So the market for these planes is reborn. A\W

A321NEO, the «best-seller»

The industry-leading quality and efficiency of Airbus’ A320 Family, of which the A321 is a member – is being further enhanced with its new engine option NEO jetliner versions. Incorporating Airbus’ “Sharklets” and two new engine choices, the A320NEO Family offers maximum benefit with minimal changes from baseline A319s, A320s and A321s, delivering per seat fuel improvements of 20 per cent, along with additional range of up to 500 nautical miles/900 km or 2 tonnes of extra payload.

For the A321NEO, which performed its maiden flight in February 2016, Airbus is increasing seating capacity with optimised use of cabin space, increased exit limits and a new cabin door configuration. This “Cabin-Flex” option will increase the jetliner’s maximum certified capacity to 240 seats, while still accommodating Airbus’ modern comfort standard of at least 18-inch wide seats.

The A321LR, a new variant of Airbus A321NEO, deliveries of which will begin in 2019, will have the longest range of any single-aisle jetliner, able to fly routes of up to 4,000 nm. It is ideally suited to transatlantic routes, and enables airlines to tap into new long-haul markets that were not previously accessible with current single-aisle aircraft. A\W

Ξ A I R G W A Y S Ξ
SOURCE: AIRGWAYS
DBk: Airbus.com / Airgways
AW-POST: 201703260000AR

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AW | 2017 03 24 01:57 | INDUSTRY

El Boeing 797X cubrirá probablemente la gama de 220-260 asientos. La gama del diseño será 4.500-5.000 millas náuticas. Las aeronaves podrían desbloquear un potencial de ingresos de 150 mil millones de dólares

Uno de los desarrollos de Boeing  es el Boeing 797X. Desde que el Airbus A321 y el Airbus A321NEO han superado con éxito a los Boeing 737-900ER y Boeing 737 MAX 9 por un amplio margen, analistas, profesionales de la industria y entusiastas de la aviación han estado esperando a que Boeing no sólo pueda competir Con el Airbus A321, sino también cómo van a reemplazar de manera eficaz y eficiente los aviones más pequeños de cuerpo ancho.

En el pasado, se ha visto cómo Boeing estaría llenando la brecha que dejó y cómo el posicionamiento del producto de cuerpo estrecho de Boeing es una de las causas de la incapacidad de Boeing para competir con el Airbus A321 y su incapacidad para proporcionar un reemplazo para El avión de cuerpo ancho más pequeño.

De los artículos enlazados arriba, se puede observar que la discusión sobre un avión MoM (Medio del Mercado) o NMA (New Midsize Airplane) no es nueva, y ha mantenido a los analistas, así como Boeing ocupado durante bastante tiempo.

Capacidad del Boeing 797X

Una de las primeras cosas que debe ser notado es que los requisitos para una NMA han estado cambiando hacia un principio, ya que Boeing admitió la necesidad de un avión de este tipo no hace mucho tiempo. Al principio, existía la posibilidad de que una aeronave de gama media se extendiera desde la capacidad de un MAX 8 hasta el Boeing 757-200. Para Boeing, esto resolvería dos problemas, siendo el primero la edad del concepto Boeing 737 que es difícil de optimizar y el segundo problema es la limitada capacidad del Boeing 737-900ER y del Boeing 737 MAX 9 para competir con los homólogos de Airbus.

Boeing, sin embargo ha optado por un Boeing 737 MAX 10. Esta decisión es comprensible ya que el Boeing 737 MAX 10 es una solución relativamente barata que podría ver la entrada de servicio antes que un diseño totalmente nuevo. El MAX 10, prácticamente igual que toda la familia MAX, es un avión de reserva que debería añadir presión sobre los precios a Airbus y mantener algo del mercado. Esto sería beneficioso para Boeing cuando comience a desarrollar nuevas familias de aviones que cubran el segmento de pasillo único o el mercado de NMA.

Otra razón por la cual Boeing no está cambiando su producto de cuerpo estrecho es el hecho de que Bombardier  compite fuertemente con Boeing en el lado inferior de la gama de productos. Mover a la familia significaría que Bombardier se quedaría sin mayor competencia. Actualmente Boeing es capaz de descuentos en su avión más pequeño para competir con Bombardier, esto le da a Bombardier una carrera por su dinero.

Así que Boeing parece haber elegido centrarse en el mercado NMA y dejar los retos de la sustitución MAX para más adelante.

La capacidad del Boeing 797X es probable esté ubicada en el segmento entre 220 pasajeros y 260 pasajeros, o posiblemente 270.

Distancia

La gama del jet de 220 pasajeros en junio de 2015 se preveía para ser 4.500nm. Esto situaría la aeronave en territorio del Boeing 757 en términos de capacidad, pero con una capacidad de alcance ligeramente superior. La gama ahora se espera que esté entre 4.500 y 5000nm. En combinación con la nueva banda de capacidad, esto significa que el Boeing 797 es efectivamente un reemplazo natural para el Boeing 757 y Boeing 767. En lugar de mirar hacia abajo para cubrir el Boeing 737 MAX con el Boeing 797, Boeing ha buscado y parece estar planeando para cubrir el espacio del mercado del Boeing 767.

Posicionamiento Boeing 797X

El posicionamiento del Boeing 797 se hace más claro si lo marcamos en un diagrama de carga.

The challenge of the Boeing 797 market

The Boeing 797X will probably cover the range of 220-260 seats. The design range will be 4,500-5,000 nautical miles. The aircraft could unlock a potential revenue of $ 150 thousand millions of dollars

One of the developments of Boeing or, rather, future developments – is the Boeing 797X. Since the Airbus A321 and Airbus A321NEO have successfully outperformed the Boeing 737-900ER and Boeing 737 MAX 9 by a wide margin, analysts, industry professionals and aviation enthusiasts have been waiting for Boeing not only to be able to compete With the Airbus A321, but also how they will effectively and efficiently replace smaller, wide-body aircraft.

In the past, Boeing would be filling the gap it has left and how the positioning of Boeing’s narrow-body product is one of the causes of Boeing’s inability to compete with the Airbus A321 and its inability to provide a replacement for The smallest wide-body aircraft.

It can be seen that the discussion about a MoM (New Market) or New Midsize Airplane is not new, and has kept analysts as well as Boeing busy for quite some time.

In this article, I will be seeing what we already know about the Boeing 797X. I will focus on what your general specification will be like and what you should be able to. In a separate article, I’ll take a closer look at the market potential of an airplane of this type.
Capacity

One of the first things to note is that the requirements for an NMA have been shifting upwards, as Boeing has admitted the need for such an aircraft not so long ago. At the outset, it was possible for a mid-range aircraft to extend from the MAX 8 capacity to the Boeing 757-200. For Boeing, this would solve two problems, the first being the age of the Boeing 737 concept that is difficult to optimize and the second problem is the limited capacity of the Boeing 737-900ER and the Boeing 737 MAX 9 to compete with Airbus counterparts.

Boeing, however has chosen to explore the possibility of a Boeing 737 MAX 10, which is likely to be launched by year-end. This decision is understandable since the Boeing 737 MAX 10 is a relatively cheap solution that could see service entry sooner than an all-new design. In my view the MAX 10, pretty much just like the entire MAX family, is a placeholder aircraft that should add pricing pressure to Airbus and keep some of the market. This would be beneficial to Boeing when it starts developing new aircraft families that cover either the single aisle segment or the NMA market.

Another reason why Boeing is not shifting up its narrow body product is the fact that Bombardier is heavily competing with Boeing on the lower side of the product range. Moving the family up would mean that Bombardier is left without major competition. Currently Boeing is able to heavily discount its smaller aircraft to compete with Bombardier, this gives Bombardier a run for their money.

So Boeing seems to have chosen to focus on the NMA market and leave the challenges of the MAX replacement for later.

Whereas at first I expected the capacity band to be between 160 and 240 passengers with 3 or 4 variants, the capacity of the Boeing 797X is likely between 220 passengers and 260 passengers, possibly 270.

Range

The range of the 220-passenger jet in June 2015 was envisioned to be 4,500nm. This would place the aircraft in territory of the Boeing 757 in terms of capacity but with a slightly higher range capability. The range is now expected to be between 4,500 and 5000nm. In combination with the new capacity band, this means that the Boeing 797 is effectively a replacement for the Boeing 757 and Boeing 767. Instead of looking down to cover the Boeing 737 MAX with the Boeing 797, Boeing has looked up and seems to be planning to cover the Boeing 767 market space.

Boeing 797X positioning

The positioning of the Boeing 797 becomes clearer if we maket. What can be seen is that, whereas the Airbus A321NEO LR is being actively marketed as a Boeing 757 replacement, it falls in between the MoM space and traditional single-aisle space. The design space for the NMA can be seen and what is interesting to observe is that it is likely not going to be one-on-one replacement of the Boeing 757.

Rather than bringing up a replacement, Boeing seems to be aiming for 1 aircraft with higher range than the Boeing 757-200 and aircraft that is in between the capabilities of the Boeing 767-200 and Boeing 767-300 on one hand and the Extended Range variants on the other. This can also be said differently: The Boeing 797-X with its 2 aircraft is going to cover the Boeing 767-200 and Boeing 767-300 capacity range with a bigger range. By doing so, Boeing is actually going Airbus-style by developing something for which competition has no answer yet.

Market

THE BOEING 757

Defining the market potential is difficult, not only because you cannot just sum up the orders of all Boeing 757 and Boeing 767 variants and say that is the market potential of the Boeing 797. Both 797 aircraft need to be in a sweet spot, and even then, Boeing will not be able to capture the entire market. If we were going to sum up things anyways then we get to a potential of roughly 2,000 aircraft. In these calculations, we added the sales of the Extended Range versions of the Boeing 767 as well, the reason being that the Boeing 787 is not really a 767-like aircraft. The range of the Boeing 787-8 exceeds the range of the 767ER variants by a wide margin. Boeing is also not very willing to sell the Boeing 787-8, since the profit margins are not attractive enough to build the aircraft. So in the future they will be offering the Boeing 797 to customers that do not require the range of the Boeing 787. Customers that require the range of the Boeing 787 will be offered the 787-9.

Over a year ago, John Wojick told Aviation Week that it expected an NMA aircraft to easily sell over 2,000 units. This figure takes into account growing demand for air travel, but likely also a sweet spot position for the Boeing 797 to capture the majority of the NMA market and potentially Airbus A330-800NEO customers that do not require the range capability of the A330NEO.

Efficiency

Getting the design right is important, because overdesigning will lead to higher operating costs for the customers but will also result in higher development and production costs. Additionally, overdesigning for instance the wing will result in higher weight requiring bigger engines, which subsequently again requires a bigger wing.

Like with any aircraft, efficiency is one of the main drivers of commercial success. The aircraft will likely make use of a high efficiency light-weight wing similar to the ones on the Boeing 787 and Boeing 777X. The fuselage could be designed out of composites, but might be one of the things that might be dropped to keep the development costs and sales prices low. One thing that seems to be certain is that the aircraft will be a twin aisle aircraft with a 2-3-2 seat configuration

For the engines, it is important to size them correctly. With the developments of the Trent XWB, Trent 1000 TEN, CFM LEAP 1A/B/C, GEnx series, GE90X and PW1100G, turbofan developers have been occupied for the past couple of years in a wide range of the thrust spectrum. So even if Boeing would have wanted to launch the Boeing 797 earlier, it probably would not be possible since developers were working on other products.

For the Boeing 797X, a thrust range of 40,000-50,000 lbf should be sufficient. More interesting will be to see who is going to supply those turbofans. There is a high probability that more than 1 developer will be providing the turbofans. This way the potential of the Boeing 797X will be shared between multiple developers, but the Boeing 797X will be a stronger product where customers can select a preferred turbofan. For Pratt & Whitney, there will be chances to transfer the knowledge from the smaller PW1100 geared turbofan used on the Airbus A320NEO to the twin aisle market. For PW, this would be huge since they have been pushed out of the twin aisle market a long time ago. CFM could enter with a bigger turbofan similar to the CFM LEAP family used on the Boeing 737 MAX, Airbus A320NEO and Comac C919. Rolls Royce has started working on a Rolls Royce Advance turbofan, which should be able to enter service between 2020 and 2025, while it plans a Rolls Royce UltraFan, which will be serviceable after 2025. So while CFM and PW will try to scale up their turbofan to meet the required thrust range, Rolls Royce will have to scale down from the Trent XWB. Nevertheless, all three turbofan developers will be wanting a piece of the pie.

Development costs and sales price

Developing an all-new aircraft costs billions, and Boeing has learned a lesson when it developed the Boeing 787 and accumulated billions in development and production costs overruns. That is something that Boeing cannot afford itself once more – not only because it will brittle the company’s credibility as a jet maker but also because it will have little to no space left to make the Boeing 797 a success.

That Boeing really has to get it all right with the Boeing 797 became even clearer when the chairman of Air Lease Corp., Udvar-Hazy, said that airlines want to pay will be between $70 and $80 million. In 2002, the biggest Boeing 757 had a list price of $111 million dollars translated to 2016-dollars while the Boeing 767-200 had list prices of $151 million. Applying discounts of 40% that were common at that time, we get to a price range of $66.6-$90 million. With aircraft designs becoming more and more complex the sales price goes up and the smallest Boeing widebody, the Boeing 787-8, sells for a price that is 30-75%. I think that clearly shows the challenge that lies ahead for Boeing to keep development costs in a predefined range so that it can put a reasonable price tag on the Boeing 797.
Risks

No development is without risk and that also counts for the Boeing 797. A significant risk that Boeing might face is the risk of cost overruns. We have to hope here that Boeing has learned from the Boeing 787 development, not only engineering-wise but also in the sense of financial management and risk transfer to the supply chain.

Other risks include being late to the market, which can be caused by a variety of reasons for instance delays in the design and flight testing process or delays in the engine development. These all can affect the commercial success of the Boeing 797.
Conclusion

All in all, reactions to a Boeing 797 are positive, but the road between designing and making the aircraft a commercial success is a long one. Positive, however, is that Boeing is trying to place the Boeing 797 in a spot where it is hard for Airbus to reach but where there still is an unaddressed demand. Boeing seems to be somewhat letting Airbus claim its crown as having the Boeing 757-200 replacement, while it moves it 2-aircraft family up in the seating range in a spot where legacy carriers as well as low-cost carriers can successfully utilize the Boeing 797. A\W

Ξ A I R G W A Y S Ξ
SOURCE: Seekingalpha.com
DBk: Boeing.com / Airgways
AW-POST: 201703240157AR

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AW | 2017 03 23 18:53 | INDUSTRY

Boeing fija el 31 de marzo para el 787-10 primer vuelo

Boeing conducirá el primer vuelo del 787-10 el 31 de marzo, sujeto al clima y otros factores. El primer vuelo será operado por un 787-10 equipado con motores Rolls-Royce Trent 1000. La aeronave también se ofrece con los generadores eléctricos General Electric GEnx.

Boeing está montando exclusivamente el 787-10 en North Charleston, Carolina del Sur, donde el jet salió en una ceremonia de febrero encabezada por el presidente de Estados Unidos, Donald Trump.

La variante más grande de la familia 787 está programada para la primera entrega en el primer semestre de 2018. Boeing ha asegurado 149 órdenes para el 787-10.

Boeing sets 31 March for 787-10 first flight

Boeing will conduct first flight of the 787-10 on 31 March, subject to weather and other factors.

The maiden flight will be operated by a 787-10 equipped with Rolls-Royce Trent 1000 engines. The aircraft is also offered with General Electric GEnx powerplants.

COMPARISON OF BOEING 787-10 & A350-1000

Boeing is exclusively assembling the 787-10 in North Charleston, South Carolina, where the jet rolled out in a February ceremony headlined by US President Donald Trump.

The largest variant of the 787 family is scheduled for first delivery in the first half of 2018. Boeing has secured 149 orders for the 787-10. A\W

Ξ A I R G W A Y S Ξ
SOURCE: Flightglobal.com
DBk: Boeoing.com / Reuters.com
AW-POST: 201703231853AR

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AW | 2017 03 23 17:38 | INDUSTRY

 Airbus ha triplicado su presencia y captado un 60% de mercado

Airbus en Latinoamérica posee más de 1.000 aviones vendidos y una cartera de pedidos de casi 450 aeronaves, cerca de 650 son aviones de Airbus que operan actualmente en Latinoamérica y Caribe. En los últimos 10 años, Airbus ha triplicado su flota en servicio; y desde 1990 ha captado más del 60 por ciento de los pedidos netos en la región.

Con el fin de asegurar la cercanía y a su vez ofrecer un servicio eficiente a los clientes de Latinoamérica y el Caribe, Airbus estableció sus oficinas en Miami además de destinar a 14 representantes técnicos en toda la región para ofrecer apoyo en el terreno a todos sus operadores.

Airbus aumentó su presencia en América Latina en 1998 cuando la aerolínea basada en Chile LAN Airlines, la salvadoreña TACA Airlines y la brasileña TAM Airlines realizaron el mayor pedido conjunto de la historia de la aviación comercial de América Latina: 90 aeronaves de pasillo único con opción a 90 aviones adicionales. Desde entonces, las tres aerolíneas en conjunto han pedido casi 600 aviones de la Familia A320, reconocida como el referente en aviones de pasillo único.

LATAM Airlines Group, como resultado de la fusión entre LAN y TAM en 2012, se consolidó como uno de los mayores clientes de Airbus en el mundo. TAM se convirtió en operador de aviones Airbus en 1998, cuando comenzó a volar el primero de sus A330-200. Para 2013, LATAM ya se había convertido en el mayor cliente de Airbus del hemisferio sur. En enero de 2016, LATAM se convirtió en el primer operador del A350 XWB en el continente americano. La aerolínea pidió 27 de los altamente ‎eficientes aviones de largo alcance.

En agosto de 2016, LATAM Airlines Group recibió el primer A320neo de las Américas. LATAM ha pedido más de 360 aviones y actualmente dispone de más de 250 en operación. Su cartera de pedidos combinada llega casi a los 70 aviones.

Por su parte Avianca, anteriormente conocida como AviancaTaca, se ha decantado por la modernización y expansión de su flota con aviones Airbus. El pasado año, la aerolínea adquirió 100 aviones A320NEO, el mayor pedido único realizado en la historia de la aviación de Latinoamérica. En 2012, Avianca Cargo, conocida anteriormente como Tampa Cargo, se convirtió en el primer operador del carguero A330-200F de la región. Actualmente, Avianca ha realizado pedidos que suman aproximadamente 300 aviones Airbus y opera casi 130 aeronaves del mismo fabricante. Avianca cuenta con una cartera de pedidos de aproximadamente 140 aviones Airbus. Además Synergy Aerospace Corp, el mayor accionista de Avianca y propietario de Avianca Brasil, recientemente firmó un acuerdo de compra por 62 aviones de la Familia A320neo. Synergy se convirtió en un cliente de Airbus en 2007 tras el pedido de 10 A350 XWB. La compañía ordenó también 20 aeronaves de la Familia A320, seis A330-200 de pasajeros y un carguero A330-200F.

Airbus dio la bienvenida a Avianca Brasil en 2010. Actualmente la aerolínea opera más de 40 aeronaves de la Familia A320, incluidos dos A320neo y un A330 carguero. Airbus también está presente en Brasil con Azul Linhas Aereas, que ha realizado un pedido de 35 aeronaves de la Familia A320NEO y actualmente opera seis A320neo y cinco A330. Azul ha iniciado recientemente rutas internacionales con una flota de cinco A330-200 arrendados y pronto integrará más aviones Airbus de fuselaje ancho a su flota.

Airbus también dispone de tres grandes clientes en México: las aerolíneas de bajo costo Interjet, VivaAerobus y Volaris. En el año 2013, VivaAerobus, el operador exclusivo de aviones Airbus, compró 52 aeronaves de la Familia A320, incluidos 40 A320NEO y 12 A320CEO. Este ha sido el mayor pedido de aviones Airbus ejecutado por una aerolínea mexicana. VivaAerobus opera 21 aviones A320, incluidos dos A320neo. Volaris se convirtió en operador de Airbus en 2006, y ha sido un operador cuya flota está íntegramente compuesta por aviones Airbus desde entonces. La aerolínea ha pedido un total de 74 aviones, incluyendo 30 A320NEO y fue el primer operador del A320NEO de Norte América. En la actualidad, Volaris opera 70 aviones de la Familia A320, incluido un A320NEO. Por otro lado, Interjet se convirtió en cliente de Airbus en el año 2005, y desde entonces ha pedido 60 aviones A320, incluidos 40 A320NEO. Actualmente, Interjet opera 48 aviones de la Familia A320. Por último, la aerolínea mexicana de carga aérea AeroUnion opera cinco aviones de carga modelo A300.

Aerolíneas Argentinas comenzó su relación con Airbus en 1994 operando el A310-300. En los últimos años, la aerolínea nacional de Argentina recibió cuatro nuevos aviones A330-200 con el fin de renovar y consolidar su flota de aviones de fuselaje ancho en los últimos y recientes años. Actualmente, la aerolínea opera un total de 16 aeronaves de fuselaje ancho compuestos por diez A330 y seis A340.

La compañía aérea colombiana de bajo costo VivaColombia se convirtió en un operador de Airbus en 2012. Hoy en día opera 11 aviones A320. Asimismo, Sky Airline, la aerolínea de bajo costo chilena (cuya flota está compuesta únicamente por aeronaves Airbus) opera en la actualidad 15 aviones de la Familia A320.

Airbus también tiene presencia en Ecuador a través de la aerolínea TAME (que opera ocho aviones de la Familia A320 y un A330); en Aruba con Aruba Airlines (con tres A320 y un A319); en Venezuela con Conviasa (con un A340) y Transcarga International Airways (con cinco A300); en Surinam con Surinam Airways (con un A340) y en República Dominicana junto con Dominican Wings (con un A320). Las Fuerzas Aéreas venezolanas y brasileñas operan cada una un jet corporativo de Airbus basado en el A319.

Airbus presence in Latin America

Airbus has tripled its presence and captured 60% of the market

Airbus in Latin America has more than 1,000 aircraft sold and a order book of almost 450 aircraft, about 650 are Airbus aircraft currently operating in Latin America and the Caribbean. In the last 10 years, Airbus has tripled its fleet in service; And since 1990 has captured more than 60 percent of net orders in the region.

In order to ensure proximity and offer an efficient service to customers in Latin America and the Caribbean, Airbus established its offices in Miami, as well as assigning 14 technical representatives throughout the region to offer support to all its operators in the field .

Airbus increased its presence in Latin America in 1998 when Chilean-based airline LAN Airlines, Salvadoran TACA Airlines and Brazil’s TAM Airlines made the largest joint order in the history of commercial aviation in Latin America: 90 single-aisle aircraft with option To 90 additional aircraft. Since then, the three airlines together have ordered almost 600 aircraft of the A320 Family, recognized as the benchmark in single-aisle aircraft.

LATAM Airlines Group, as a result of the merger between LAN and TAM in 2012, consolidated itself as one of Airbus’ largest customers in the world. TAM became Airbus operator in 1998, when the first of its A330-200s began flying. By 2013, LATAM had already become the largest Airbus customer in the Southern Hemisphere. In January 2016, LATAM became the first operator of the A350 XWB in the American continent. The airline ordered 27 of the highly efficient long-range aircraft.

In August 2016, LATAM Airlines Group received the first A320neo of the Americas. LATAM has ordered more than 360 aircraft and currently has more than 250 in operation. Its combined order book reaches almost 70 aircraft.

For its part, Avianca, previously known as AviancaTaca, has opted for the modernization and expansion of its fleet with Airbus aircraft. Last year, the airline acquired 100 A320NEO aircraft, the largest single order ever made in Latin American aviation history. In 2012, Avianca Cargo, formerly known as Tampa Cargo, became the first operator of the A330-200F freighter in the region. Currently, Avianca has placed orders totaling approximately 300 Airbus aircraft and operates almost 130 aircraft of the same manufacturer. Avianca has a backlog of approximately 140 Airbus aircraft. In addition Synergy Aerospace Corp, Avianca’s largest shareholder and owner of Avianca Brazil, recently signed a purchase agreement for 62 aircraft of the A320NEO family. Synergy became an Airbus customer in 2007 after ordering 10 A350 XWBs. The company also ordered 20 A320 Family aircraft, six A330-200 passengers and one A330-200F freighter.

Airbus welcomed Avianca Brazil in 2010. The airline currently operates more than 40 aircraft of the A320 Family, including two A320neo and one A330 freighter. Airbus is also present in Brazil with Azul Linhas Aereas, which has ordered 35 aircraft of the A320neo Family and currently operates six A320neo and five A330. Azul has recently commenced international routes with a fleet of five leased A330-200s and will soon integrate more Airbus wide-body aircraft into its fleet.

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SOURCE: Entornointeligente.com
DBk: Airgways / Bp.blogspot.com / Flynews.es / Maxresdefault.com
AW-POST: 201703231738AR

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AW | 2017 03 22 23:07 | INDUSTRY

La firma de arrendamiento de aviones BOC Aviation, con sede en Singapur,  ordenó 13 nuevos aviones Boeing 737 MAX 8 por un total de 1.400 millones de dólares a precios de lista.

New Boeing 737 MAX jets order from Singapore aircraft leasing firm

The Singapore-based aircraft leasing firm BOC Aviation said it has ordered 13 new Boeing 737 MAX 8 planes worth a total of US$1.4 billion at list prices.

«Airlines are attracted by the 737 MAX 8’s lower operating costs and fuel efficiency,» said the BOC Aviation managing director and chief executive Robert Martin.

«We are delighted to announce the inclusion of these additional aircraft as we build our future delivery pipeline.»

The Singapore-based aircraft leasing firm BOC Aviation said it has ordered 13 new Boeing 737 MAX 8 planes worth a total of US$1.4 billion at list prices.

«Airlines are attracted by the 737 MAX 8’s lower operating costs and fuel efficiency,» said the BOC Aviation managing director and chief executive Robert Martin.

«We are delighted to announce the inclusion of these additional aircraft as we build our future delivery pipeline.»

BOC Aviation, owned by Bank of China, is based in Singapore with offices in Dublin, London and Tianjin. It is a key customer for both the European aircraft maker Airbus and its US rival Boeing.

BOC Aviation said its fleet is leased to 68 airlines in 32 countries as of end December last year.

Following the latest purchase agreement, the company said its cumulative outstanding orders, purchases and deliveries from Boeing total 331 aircraft.

Most of its Boeing planes are from the single-aisle 737 family, a popular choice among low-cost carriers, which have expanded rapidly in South East Asia. A\W

BOC Aviation plaatst nieuwe bestelling voor 737 MAX

 

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SOURCE: thenational.ae / Luchtvaartnieuws.nl
DBk: Boeing.com / Pbs.twimg.com / Cnbc.com
AW-POST: 201703222307AR

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AW | 2017 03 22 20:21 | INDUSTRY

En Sao José dos Campos el #4 prototipo realiza su primer vuelo

Embraer lanzó en primer vuelo del cuarto prototipo del E190-E2, un avión con número de serie 20.004 desde la fábrica de Sao José dos Campos, Brasil.

El vuelo tuvo una duración de dos horas. El #4 del E190-E2 servirá para las pruebas de interior, evacuación de cabina, confort y estudios sobre el nivel interior de ruido.En conjunto los cuatro prototipos del Embraer E190-E2 han realizado una acumulación acumuladohasta la fecha de más de 650 horas de vuelo. Embraer ha acumulado más de 30.000 horas de prueba en tierra. Ha completado aspectos como configuración aerodinámica, operaciones de despegue y aterrizaje en pistas cortas, empuje en vuelo, aspectos ligados con el tren de aterrizaje y sistemas. Se espera que en los próximos meses se realicen las pruebas correspondientes a vuelos de alta velocidad y las pruebas de frío.

«En términos de la campaña de certificación, Embraer ya ha congelado la configuración aerodinámica y ha concluido muchas pruebas tales como evaluación de calificación de vuelo, despegue y aterrizaje en campo corto, rendimiento de subida, determinación de empuje en vuelo, estabilidad de tren de aterrizaje y otras pruebas de sistemas. En breve realizaremos pruebas de calidad de vuelo de alta velocidad, aleteo, hielo natural y fríos», explica Luís Carlos Affonso, Director de Operaciones de Embraer Aviación Comercial.

Además de la campaña de pruebas en vuelo, Embraer está realizando más de 30.000 horas de pruebas en tierra, así como análisis de integración. Con el objetivo de entregar un avión más maduro al entrar en servicio, la Compañía usa un «Iron Bird», donde todos los sistemas de aviones están disponibles a escala completa, incluyendo la cabina. Esta herramienta permite a Embraer simular vuelos de cada modelo E2 y optimizar el rendimiento de los sistemas y refinar las cualidades de vuelo.

Los E190-E2 incorporarán cuarta generación de aviónica, controles totales fly-by-wire, con planta motriz Pratt & Whitney PW1500G. Con una capacidad para transportar a 106 pasajeros en clase común (Y), o 97 pasajeros en tres clases, mantiene el largo de fuselaje del actual E190, pero verá incrementada su envergadura alar en unos 5 metros. La autonomía de la aeronave rondará los 5.278 kilómetros, casi 1.000 kilómetros más que su antecesor. Podrá realizar operaciones en aeropuertos que dispongan de pistas mayores de 1.670 metros de distancia, requiriendo este E190-E2, una distancia mínima de pista para aterrizaje de 1.315 metros.

Embraer tiene planeado comenzar las entregas de esta nueva generación del E190-E2 en el 1Q 2018, a su cliente de lanzamiento y primer operador, la aerolínea noruega Widerøe.

El nuevo integrante de la familia E-Jet, Embraer E190-E2, será un punto de referencia en el segmento de aeronaves de 70 a 130 asientos, donde ya ha acumulado más de 1.300 aeronaves.

Embraer # 4 prototype E190-E2

In Sao Jose dos Campos the # 4 prototype makes its first flight

Embraer launched in the first flight of the fourth prototype of the E190-E2, a plane with serial number 20.004 from the factory of Sao Jose dos Campos, Brazil.

The flight lasted two hours. The E190-E2 # 4 will be used for interior testing, cabin evacuation, comfort and internal noise level studies. Together the four prototypes of the E190-E2 have built up accumulated up to 650 hours Of flight. Embraer has accumulated more than 30,000 hours of ground test. He has completed aspects such as aerodynamic configuration, takeoff and landing operations on short tracks, thrust in flight, aspects related to the landing gear and systems. It is expected that in the coming months the tests for high-speed flights and cold tests will be carried out.

“In terms of the certification campaign, Embraer has already frozen the aerodynamic configuration and concluded many tests such as flying qualities assessment, short field takeoff and landing, climb performance, in-flight thrust determination, landing gear stability and other systems tests. Shortly we will do high speed flying qualities, flutter, natural ice and cold soak tests,” explains Luís Carlos Affonso, COO, Embraer Commercial Aviation.

In addition to the flight test campaign, Embraer is performing more than 30,000 hours of ground tests as well as integration analysis. With the goal of delivering a more mature airplane upon entry into service, the company uses an Iron Bird, where all aircraft systems are available in full scale, including the cockpit. This tool enables Embraer to simulate flights of each E2 model and to optimize systems performance and refine flight qualities.

The E190-E2 will incorporate fourth-generation avionics, total fly-by-wire controls with Pratt & Whitney PW1500G power plant. With a capacity to transport 106 passengers in common class (Y), or 97 passengers in three classes, maintains the fuselage length of the current E190, but will see its wingspan increased by about 5 meters. The autonomy of the aircraft will be around 5,278 kilometers, almost 1,000 kilometers more than its predecessor. It will be able to carry out operations in airports that have tracks greater than 1,670 meters of distance, requiring this E190-E2, a minimum distance of landing track of 1,315 meters.

WIDERØE, FIRST CUSTOMER OF E190-E2

Embraer plans to begin delivery of this new generation of the E190-E2 in 1Q 2018, to its launch customer and first operator, the Norwegian airline Widerøe.

The new member of the E-Jet family, Embraer E190-E2, will be a reference point in the aircraft segment from 70 to 130 seats, where it has already accumulated more than 1,300 aircraft. A\W

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SOURCE: AIRGWAYS
DBk: Embraer.com / Pbs.twimg.com
AW-POST: 201703222021AR

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AW | 2017 03 21 16:01 | INDUSTRY

Malindo Air será la primera aerolínea del mundo en volar Boeing 737 MAX

Malindo Air será la primera aerolínea comercial en volar la última versión de Boeing del 737, el B737 MAX. La aerolínea ha pedido que cuatro Boeing 737 MAXs se unan a su flota en mayo.

Se espera que Malindo Air utilice el B737 MAX para su ruta Singapur-Kuala Lumpur antes de expandirse para incluir vuelos al Aeropuerto Internacional Don Mueang de Bangkok ya otros lugares de la región.

El presidente ejecutivo de Malindo Air, Chandran Rama Muthy, dijo que el grupo Lion Air ha pedido ocho boletos 737 MAX a Boeing, donde los otros cuatro serán operados por el indonesio Lion Air.

«Malindo Air está muy orgulloso de anunciar que seremos la primera aerolínea del mundo en volar a los pasajeros en esta innovación de vanguardia».

«El 737 MAX fue elegido ya que sus características son casi las mismas con el B737 que tenemos en nuestra flota hoy, con la excepción de sus nuevos motores, lo que da un mejor ahorro de combustible de hasta el 14 por ciento».

«Las mismas características y sistema nos hace más fáciles mantener y operar las nuevas aeronaves, donde nuestros pilotos sólo necesitan una sesión de entrenamiento de simulador para volar el B737 MAX», dijo en una conferencia de prensa durante la Exposición Internacional Marítima y Aeroespacial de Langkawi 2017 (Lima 2017) en el Centro Internacional de Exposiciones Mahsuri, aquí hoy. Chandran dijo esto después de firmar un memorando de entendimiento con Boeing.

También estuvieron presentes durante la rueda de prensa el fundador de Lion Air Group, Rusdi Kirana, y el vicepresidente senior de ventas (Asia Pacífico y India) de Boeing, el Dr. Dinesh Keskar.

Malindo Air primario aerolínea en volar B737MAX

The airline has ordered four Boeing 737 MAXs to join its fleet come May

It is expected that Malindo Air will utilise the B737 MAX for its Singapore-Kuala Lumpur route first before expanding to include flights to Bangkok’s Don Mueang International Airport and other locations in the region.

Malindo Air chief executive officer Chandran Rama Muthy said the Lion Air Group has ordered eight 737 MAX from Boeing, where the other four is to be operated by the Indonesian Lion Air.

“Malindo Air is very proud to announce that we will be the world’s first carrier to fly passengers on this state-of-the-art innovation».

“The 737 MAX was chosen as its features are almost the same with the B737 that we have in our fleet today with the exception of its new engines, which gives better fuel savings of up to 14 per cent».

“The same features and system makes it easier for us to maintain and operate the new aircrafts, where our pilots only need one session of simulator training to fly the B737 MAX,” he said at a press conference during the Langkawi International Maritime and Aerospace Exhibition 2017 (Lima 2017) at the Mahsuri International Exhibition Centre, here today. Chandran said this after signing a memorandum of understanding with Boeing.

Also present during the press conference were Lion Air Group founder Rusdi Kirana and Boeing senior vice-president of sales (Asia Pacific and India) Dr Dinesh Keskar. A\W

 

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SOURCE: Nst.com.my
DBk: Ainonline.com
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AW | 2017 03 20 22:21 | INDUSTRY

Trabajadores de Boeing North Charleston no afectados por los planes de despido de la Costa Oeste

Los trabajadores de las instalaciones de Boeing Co. en North Charleston no se verán afectados por los despidos involuntarios que el gigante aeroespacial anunció la semana pasada para sus empleados de West Coast como parte de las medidas de reducción de costos.

«No ha habido avisos de despido involuntario emitidos en Boeing South Carolina», dijo la portavoz Lori Gunter el lunes. La compañía continúa participando en un programa de compra voluntaria anunciado por primera vez en diciembre.

Boeing envió la semana pasada un aviso a los trabajadores en su división de aviones comerciales en el Estado de Washington, advirtiendo de los despidos que tendrán lugar en mayo. Un informe de CNN dijo que menos de 500 trabajadores serán afectados. Eso es además de más de 1.800 trabajadores de Boeing en ambas costas que han tomado compras voluntarias en los últimos meses.

El sindicato de la Asociación Internacional de Maquinistas, que representa a muchos de los trabajadores de Boeing en la Costa Oeste, dijo en un comunicado que ha sido notificado de los despidos pero no tiene información específica sobre fechas y clasificaciones de trabajo que serán impactadas.

Boeing ha dicho que está recortando los costos para competir mejor con la rival francesa Airbus y en respuesta a la desaceleración de las ventas de aviones de cuerpo ancho como el 787 Dreamliner, que se construye en el campus de North Charleston y en Everett, Washington. 147.683 personas en todo el mundo, aproximadamente la mitad de ellos en la división de aviones comerciales. En general, Boeing ha reducido personal en esa división en un 9 por ciento desde que se anunciaron las compras voluntarias.

Las operaciones de Boeing en Carolina del Sur han recortado 37 posiciones desde que se anunció la reducción de costos en diciembre, pero redujo su fuerza laboral en un 8,4 por ciento desde los niveles máximos de empleo hace un año. Boeing ahora emplea a 7.572 personas en sus instalaciones de Carolina del Sur. 

Boeing North Charleston enjoys good health

Boeing North Charleston workers not affected by West Coast layoff plans

Workers at Boeing Co.’s facilities in North Charleston won’t be affected by the involuntary layoffs the aerospace giant announced last week for its West Coast employees as part of ongoing cost-cutting measures.

«There have been no involuntary layoff notices issued at Boeing South Carolina,» spokeswoman Lori Gunter said Monday. The company continues to participate in a voluntary buyout program first announced in December.

Boeing last week sent a notice to workers at its commercial airplanes division in Washington state warning of layoffs that will take place in May. A report by CNN said fewer than 500 workers will be affected. That’s in addition to more than 1,800 Boeing workers on both coasts who have taken voluntary buyouts in recent months.

The International Association of Machinists union, which represents many of Boeing’s workers on the West Coast, said in a statement that it has been notified of the layoffs but does not have specific information about dates and job classifications that will be impacted.

Boeing has said it is cutting costs to better compete with France-based rival Airbus and in response to slowing sales of wide-body planes like the 787 Dreamliner, which is built at the company’s North Charleston campus and in Everett, Wash. The company employs 147,683 people worldwide, about half of them in the commercial planes division. Overall, Boeing has reduced headcount in that division by 9 percent since the voluntary buyouts were announced.

Boeing’s South Carolina operations have trimmed 37 positions since the cost-cutting was announced in December but has cut its workforce by 8.4 percent since peak employment levels a year ago. Boeing now employs 7,572 people at its South Carolina facilities. A\W

 

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SOURCE: Postandcourier.com
DBk: Heraldnet.con
AW-POST: 201703202221AR

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AW | 2017 03 19 16:43 | INDUSTRY

Los problemas del motor no afectarán el calendario de entrega de A320NEO

El calendario de entrega de los aviones Airbus A320NEO no se verá afectado a largo plazo debido a los problemas de los motores Pratt & Whitney, enfrentados por IndiGo y GoAir, dijo el fabricante de aviones hoy

El calendario de entrega de los aviones Airbus A320NEO no se verá afectado a largo plazo debido a los problemas con los motores de Pratt & Whitney, enfrentados por IndiGo y GoAir, dijo hoy el fabricante de aviones.

El regulador de aviación civil, la Dirección General de Aviación Civil (DGCA) ha pedido al fabricante de motores de EE.UU. para abordar los problemas dentro de un «tiempo especificado».

El calendario de entrega de los aviones Airbus A320NEO no se verá afectado a largo plazo debido a los problemas con los motores de Pratt & Whitney, enfrentados por IndiGo y GoAir, dijo hoy el fabricante de aviones. «Los problemas del motor son desafortunados. Es obvio que el motor del que hablas ha tenido algunos problemas de dentición. No veo que las horas extraordinarias afecten en gran medida nuestras entregas «, dijo el CEO Airbus Tom Enders.

El gobierno está llevando a cabo una revisión de los obstáculos enfrentados por los motores Pratt & Whitney (P & W) de los aviones Airbus 320neo (nuevo motor opción), operados por IndiGo y GoAir en la India. El regulador de aviación civil, la Dirección General de Aviación Civil (DGCA) ha pedido al fabricante de motores de EE.UU. para abordar los problemas dentro de un «tiempo especificado». «Esto es algo que estamos trabajando con los clientes de la línea aérea, los fabricantes de motores y las autoridades indias», dijo.

En la actualidad, hay 21 aviones A320NEO de IndiGo y GoAir que son impulsados por motores P & W que han sido con frecuencia enfrentan problemas técnicos. Airbus también dijo que estaba seguro de que la demanda de sus aviones crecerá en un futuro próximo. «Estamos, hasta ahora, centrados en aviones de un solo pasillo, pero estoy absolutamente seguro de que con el tiempo habrá también un cambio a toda la gama de productos, incluyendo nuestros nuevos y eficientes aviones de largo alcance», dijo el CEO de Airbus. «La tasa de crecimiento interanual del 10 por ciento en el sector de la aviación de la India es sorprendente y estamos prediciendo que esta tasa de crecimiento continuará durante las próximas dos décadas. Esto significa una necesidad de muchos más aviones, pasillo único, pero cada vez más de largo alcance de los aviones, así «, dijo Enders.

El mes pasado, dos aviones A320NEO de la aerolínea GoAir hicieron aterrizajes de emergencia debido a los problemas del motor. En enero, un avión de IndiGo tuvo que abortar el despegue en el último minuto en el aeropuerto de Mumbai después de que uno de sus motores desarrolló el obstáculo durante el rodaje. A raíz de estos incidentes, la DGCA había ordenado a IndiGo y GoAir que realizasen inspecciones de los motores una vez que completaran 1.000 horas de vuelo, en lugar de 1.500 horas según lo recomendado por P & W. El organismo de vigilancia de la aviación civil también ha pedido que se repitan inspecciones cada 500 horas después. 

 

Problems with P&W engines will not affect deliveries of the A320NEO

 

Engine issues won’t affect delivery schedule of A320NEO

The delivery schedule of Airbus A320NEO planes will not be affected in the long run due to the Pratt & Whitney engine issues, faced by IndiGo and GoAir, the aircraft manufacturer said today.

Civil aviation regulator, the Directorate General of Civil Aviation (DGCA) has asked the US engine maker to address the issues within a “specified time”.

The delivery schedule of Airbus A320NEO planes will not be affected in the long run due to the Pratt & Whitney engine issues, faced by IndiGo and GoAir, the aircraft manufacturer said today. “The engine issues are unfortunate. It is obvious that the engine you are talking about has had some teething problems. I do not see that overtime this will largely impact our deliveries”, CEO Airbus Tom Enders said.

The government is conducting a review of the snags faced by Pratt & Whitney (P&W) engines of Airbus 320NEO (New Engine Option) planes, operated by IndiGo and GoAir in India. Civil aviation regulator, the Directorate General of Civil Aviation (DGCA) has asked the US engine maker to address the issues within a “specified time”. “This is something we are working on with the airline customers, the engine makers and the Indian authorities”, he said.

At present, there are 21 A320NEO planes of IndiGo and GoAir that are powered by P&W engines that have been frequently facing technical snags. Airbus also said that it was confident that the demand for its planes will grow in the near future. “We are, so far, focused on single-aisle aircraft but I am absolutely sure that over time there will also be a shift to the entire product range including our new and efficient long-range planes,” the Airbus CEO said. “The year-on-year growth rate of 10 per cent in the Indian aviation sector is amazing and we are predicting that this growth rate will continue for the next two decades. This means a need for many more aircraft–single aisle–but increasingly long-range aircraft as well,” said Enders.

Last month, two A320NEO planes of budget carrier GoAir made emergency landings due to the engine issues. In January, an IndiGo plane had to abort take-off at the last minute at Mumbai airport after one of its engines developed snag during taxiing. Following these incidents, the DGCA had directed IndiGo and GoAir to carry out inspections of the engines once they complete 1,000 hours of flying, instead of 1,500 hours as recommended by P&W. The civil aviation watchdog has also called for repeat inspections every 500 hours thereafter. A\W

 

 

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SOURCE: Financialexpress.com
DBk: Ainonline.com / Aerotime.aero
AW-POST: 201703191643AR

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AW  2017 03 01 20:57 | INDUSTRY

Continued demand for the outgoing version of Boeing’s 737 jet ensures that the company will be able to ramp up production as planned in the next few years

Last November, U.S. legacy carrier United Continental announced that it would cut its capital spending plans for the next few years by deferring 61 orders for Boeing’s  workhorse 737. This caused some investors to worry about whether Boeing would still be able to ramp up 737 production as planned.

However, Boeing continues to sell current-generation 737s NG (Next Generation) at a slow but steady pace. Combined with the company’s policy of «overselling» its production slots, this means that Boeing’s 737 production plans still look safe.

Boeing has an aggressive plan for the 737

With demand for the aging (but highly profitable) Boeing 777 widebody falling off a cliff lately, the Boeing 737 is set to become the company’s main cash flow generator in the years ahead. To maximize the 737 program’s cash flow and meet customer demand, Boeing plans to aggressively raise output over the next two to three years.

A rendering of the new Boeing 737 MAX

Boeing plans to boost production of the 737 by 36% over the next three years. Image source: Boeing.

Today, Boeing is building 737 jets at a rate of 42 per month. It will boost production to 47 per month this summer, with plans to increase output to 52 per month next year and 57 per month in 2019.

These projected increases are supported by a backlog of roughly 4,400 unfilled 737 orders. That said, most of the remaining orders are for the upcoming Boeing 737 MAX variant. Boeing plans to deliver the first MAX airplane next quarter, but it won’t fully switch over to 737 MAX production until late 2019 or 2020. Thus, if too many customers want to switch from the 737 NG to the 737 MAX, it will disrupt Boeing’s production plan.

United changes its plans

This explains why so many investors were concerned when United Continental converted a slew of orders from the 737 NG to the 737 MAX.

United had ordered 65 737-700s earlier in 2016. However, CEO Oscar Muñoz overhauled his management team during the course of the year. The new leadership group decided that the 737-700s weren’t really needed.

United Airlines ended up keeping the four orders that were scheduled for delivery in 2017, but converting them to the larger 737-800 model. The other 61 737-700s, which were set to arrive in 2018 and 2019, were deferred indefinitely. United hasn’t even decided which version of the 737 MAX it will take.

Boeing rebuilds its backlog

Ordinarily, order deferrals aren’t very worrisome for popular models like the Boeing 737. Airbus and Boeing both routinely take in more orders than their production capacity allows, anticipating that some customers will want to defer or cancel orders for one reason or another.

That said, as of January, industry analyst Scott Hamilton observed that Boeing had «pretty much used up its over-sales margin» for the 737 following the big United Airlines deferral. This potentially raised the risk that any future deferral requests would force Boeing to alter its production plans.

Yet that line of thinking assumes airlines are done with buying 737 NGs and only want state-of-the-art models like the A320NEO and 737 MAX. However, both of those next-gen models have long backlogs. Airlines that need extra planes in 2018 or 2019 may have no choice but to buy an older-technology aircraft like the 737-800. Big «end-of-line» discounts can also spur sales among more price-sensitive airlines.

Indeed, orders for the 737 NG are still flowing in at a steady pace. Year to date 2017, Boeing has sold 22 737 NGs, compared to just 15 737 MAX aircraft. Thus, within a few months, Boeing has replaced more than a third of the deferred United orders in its backlog.

This result is particularly impressive considering that Boeing was still sold out of 737 NG production slots (or close to it) after the United deferral. It suggests that if a few more customers choose to convert 737 NG orders from late 2018 or 2019 to future 737 MAX orders, Boeing would have no trouble lining up replacement buyers.

The 737-800 and other members of the 737 NG family aren’t exactly state-of-the-art anymore. Nevertheless, they are proven performers that airlines are still happy to buy, at least if the price is right. A\W

 

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SOURCE: Fool.com (The Motley Fool)
DBk: Airgways / Airchive.com / Amazonaws.com
AW-POST: 201703182057AR

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