Thursday, May 1, 2014

Commonality Is Boeing's Thrust.

Last year LiftnDrag expressed a thought that Boeing was changing tack with a commonality theme for its family of aircraft. "All Flight Decks have a continuity with each other, no matter the airplane type or class."

Investors Daily
Boeing is changing the 777X and 737 Max cockpits so they are similar to the 787's, making it easier for pilots to switch between planes without investing as much in training.
Midday, shares were up 0.08% to 129.12 in the stock market today.
Boeing's new jets will feature more fuel-efficient engines as airlines look to save on fuel expenses and reduce carbon emissions. Fuel accounts for nearly one-third of airlines' expenses.
According to Reuters, the global aircraft market is estimated to reach $4.8 trillion over the next 20 years.


Read More At Investor's Business Daily: http://news.investors.com/business/050114-699211-boeing-sees-timely-arrivals-for-new-planes.htm#ixzz30Ue9eNRo
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Investors Business Daily

Boeing has just recently announce they have turned its ship in that collective port of commonality. The 737, 787 and 777X will have a smooth transition from flight deck to flight deck, The designs are frozen starting with the 787 and moving onto the 737 Max. Even though the 747-8i is not mentioned, it is a four engine behemoth different than the  two engine decks but is recognizable to 777 through the new Max layouts, and it functions like its smaller siblings, They all have the same Boeing DNA. This is really a return volley to Airbus, and Boeing has put some top spin on that return with new technology suites that make the Boeing more formidable. MAX is well on its way to come out to play, promising it will beat the NEO in performance, capacity and per seat efficiency. The airplane wars comes down to the passengers as it should and Boeing knows that as well. Airbus is always playing Boeing with size, room and comfort. Boeing doesn't ever really note its own size, room or comfort talking point, but focuses on performance, efficiency and cost of operations. Two different tacking strategies for both Airbus and Boeing.

I tend to believe Boeing leaves configuration for its airline customers when it concerns its passengers. However, Boeing stepped over airlines seat cramming effort with bigger windows, better air, and lighting. The customer airlines still controls enterainment systems and seat space. Airbus can't or won't compete on the windows
but tries to force its customers with an 18" seat width, yet it allows more seat cramming than the next guy (see Russia's A380 proposal). Airbus sells over its airline customers straight to the public by selling what an Ideal Airbus should look like if you fly on one. Boeing sells what Boeing has put in place, and can't be changed by the airline customers, guaranteeing passengers will have a great travel experience. Two different tacks of its air ships. The 787-9 is on a sixty day journy for entry into service with New Zealand Air delivery.

Finally, Boeing has forced its will into the cockpit much to the delight of its airline customers. Making pilots able to proficiently fly any Boeing only after a short time at a different model's stick and systems. This leverages a pilots, thousands of hours of skill to every Boeing aircraft in a very short amount of time with consistent results. This enables Airlines to flex  its own operations rather quickly in a changing route, and craft type market. Saving that airline millions of dollars when reflexing in the changing market place, Boeing has caught Airbus at its game and passed it. The commercial aviation arms race is on. Boeing has announced that this is its strategy, and its now frozen in place. Airbus is reflexing, but its own A350 is frozen in second place. The NEO jumped the starting line by a year. Boeing can only catch the NEO after the MAX flies once people know its worth from that flight.