August 2011 Archives
Douglas concedes that, with fuel prices unlikely to rise substantially in the near future, there is "inadequate motivation" for airlines to gamble on unducted-fan technology in return for improved fuel efficiency.Hard to tell what might have played out for McDonnell Douglas if its thinking had not been as short-term, especially in light of the fuel crisis that hit only decade earlier.
With a quarterly growth of $4.2 billion in commitments adding in the newly-purchased 100 737-900ERs at a list price of $85.8 million, back-of-the-napkin math shows a 51% discount on each airframe and engine combination. What the shared revenue split between CFM and Boeing is, we'll never know, but for reference a pair of new CFM56-7B engines run at a list price $12 million.
- Delta now has "total aircraft purchase commitments of $6.8 billion, including $55 million for the six months ending December 31, 2011, $210 million in 2012, $540 million in 2013, $760 million in 2014, $770 million in 2015, $780 million in 2016 and $3.7 billion after 2016."
- For comparison's sake, in its 10-Q Delta reported $2.6 billion in aircraft purchase commitments as of June 30. This number included $30 million in the second half of 2011, $70 million in 2012, and $2.5 billion from 2020 to 2022. Those figures "relate to 18 B-787-8 aircraft and 14 previously owned MD-90 aircraft."
Rendering Credit Boeing
The company's released renderings illustrate the larger engine nacelle, which now includes noise-reducing chevrons that are hallmark's of the airframer's 787 and 747-8 programmes.
Unclear from the rendering is the exact size of the LEAP-1B engine, believed to be 66in, avoiding any major nose landing gear changes to maintain a 17in ground clearance beneath the nacelles.
Further, Boeing has made major changes to the 737's aft fuselage, with a 787-style tail cone and light emitting diode (LED) auxiliary power unit (APU) tail lights.
Perhaps even more significantly, the rendering illustrates the elimination of an aft body join once present on the 737-700. The join on the -700 comes just forward of the last two passenger windows ahead of door two. On Boeing's 737-7 rendering, no such join is present, potentially a significant weight-saving move.
The 737NE's wing's trailing edge has also been refined with reshaped flap fairings, likely for drag reduction on the strengthened wing.
Leading the engineering effort to update the 737 will be Michael Teal, who most recently served as chief engineer for the General Electric GEnx-2B-powered 747-8 program, which began its development as a re-engined and stretched 747-400.
In addition to the July commitment from American Airlines for 100 of the updated 737, Boeing says that four additional airlines have committed to 396 aircraft, the first of which is expected to enter service in 2017.
The other four customers are yet unknown, though the balance are likely to be found among the airframer's most stalwart customers: Southwest Airlines, Alaska Airlines, Delta Air Lines, United Airlines, Ryanair, GOL, Copa, Norwegian Air Shuttle, Lion Air, FlyDubai, TUI Travel and Malaysia Airlines
The airlines are likely found - at least partially - among the type's previous upgrade launch customers. Of that stalwart group, all but one - Ryanair - has committed to taking deliveries of 737s with Sky Interiors, and GOL, Copa, Norwegian, Lion Air, FlyDubai, United and TUI all served as launch customers for the update in April 2009.
Rendering Credit Boeing
The third gives look into the engine battle between Rolls-Royce and General Electric spread across the 787-8 and 787-9. While the data show that Rolls has more individual customers for the Trent 1000, GE has a greater overall share of which airframes it will power with its GEnx-1B engine.
*The 821 orders reflects the latest cancellation of six 787s on August 25 from an undisclosed customer, the overall backlog data from Boeing does not yet reflect that change. All data was generated from a base of 827 orders.
Boeing announced this morning that the 747-8 freighter has been certified by both the US Federal Aviation Administration and European Aviation Safety Agency, clearing the final hurdle before the first aircraft is turned over to Cargolux early in September. Here's my full story on the certification.
And now your moment of Zen:
BOSTON -- My two week stint in the Bay State is more or less at the halfway mark and I've plopped a very fast trip to Seattle right in the middle. Boeing and All Nippon Airways will be unveiling its first 787 on Saturday afternoon. The aircraft, ZA101, which has not yet flown, will be fitted in a short to medium haul configuration for regional and domestic operations out of Tokyo's Haneda airport.
On its exterior, the aircraft will wear a set of specially designed colors for the 787's entry into service in October. Unfortunately my Seattle swing is only about 36 hours so taking in Seafair is decidedly a long shot. I'm on Renton metal for my hop to Seattle through Houston. This 737-800 (Flight 1844 - reg anyone?) is my ride for this "touch the corners" route to the Pacific Northwest. Next stop, Houston.
SEA J70 MLP J36 GTF HLN DLN TWF PARZZ MVA MQO MVA PARZZ Q121 TOUGH DIK RAP J157 BFF HGO TCC VANSS TCC HGO BFF J157 RAP DIK J36 FAR J140 DLH J21 ICT SPS ICT J21 DLH J140 FAR DIK BFF PARZZ TWF DLN HLN GTF J36 MLP J136 GEG GANGS KPAEThe 787 flew a similar 18hr mission on July 26 from Guam to Everett to wrap up its ETOPS testing and I'll much more on that later.