All the old cliche talks of love is blind and so forth. In Latin America they went in for the A320 and then the next girl walks into to room, the 737 Max. But since commitment prevails over the Latin airlines for the A320. It already bought the ring for the A320.
"But the Max is a better match for what you want", the parents plea with the young Latin lovers.
"But the A320 wears such bright lipstick", replies Avianca.
LAN is eyeing this Boeing beauty out the corner of its eyes as the room starts building more suitors.
A good friend walks up and states, "look at her wing tips, and she can fly farther, and carry more friends to the party'.
So goes the Boeing banter towards the airlines of Latin America, already stuck with the cousin's best friend, the A320 NEO. Knowing the NEO is the girl brought to the dance, it will be hard to ditch her. There is a lot of money riding on the deal. Family ties are strong in Latin America, and the Uncle has reinforced the concept of going with the NEO even when there is a better date in the room.
All the Max has to do is bat its eyes at Avianca and let love take-over. Let's face it that NEO is just so NEO and the MAX has avionics that make the 787 blush. It has many of the features and the styles of all its siblings won in the airplane beauty pageant. Not only that, the MAX won the Miss Practicality award, and then took Congeniality along with best of class. The class thing is what everyone is raving about. The MAX is really classy. "But how does she look?"... "Just look, you tell me!"
..."Wow, what's her name, MAX? Move..."
Thursday, November 13, 2014
Tuesday, November 11, 2014
An Airways News quote tells much about the Airplane Wars
Randy Tinseth, Boeing Market VP, during a recent
interview said this much about John Leahy from Airbus’ strategic Marketing
fluff.
“Randy Tinseth: "They’re (Airbus) better
than that – they’re far more aggressive than we are. I have on my laptop a
simple comparison of available floor area on all airplanes. I was laughing as I
was looking into stuff about the A330-900neo and how it now has 12 or 14 seats
more than a 787-9. I kept looking and you know, I think we have a bigger
airplane. I think they said they’re going eight abreast and we’re going nine
abreast. How they can take a situation, where by any measure we should have
20-25 more seats, and actually show you have an advantage is a testament to
their marketing. Boy, they can take a lemon and make lemonade out of it."
This quip tells
everything about the war in the trenches from the top down look at Airplane
battles. This example says more than what was intended by Randy during the
interview.
Boeing is well aware of Airbus’ hyperbole and manifestations for its mania on the word “Big”. John Leahy reminds me of “Mr. Toads Wild Ride”. He wanted the next big thing, continuously and always.
I believe Randy has shown a secret where they (Boeing) believes
John Leahy is suffering the same mania afflicting Mr. Toad in Disney’s epic
carton. Mr. Badger and the River Rat work somewhere on Airbus’ Board of Directors.
Following the plot line
of this cartoon, there is intervention from Rat and Badger. Mr. Toad Leahy
heard about the next big airplane, and can’t stop talking to anyone. The A330
Neo is bigger than… well a… a 787-9, it holds more passengers than the 787-9.
It has more room for each passenger than a 787-9. The A330 Neo flies farther
because its eight abreast seating is more efficient than nine abreast? Slow
down Mr. “Toad” Leahy, doesn’t the 787-9 have more cubic…?
Mr. Toad Leahy sprays
out of control, “No it can’t, because it just can’t, and I’ll tell you why, it just
can’t!"
"Then which one?" Randy continues his smile. "Which A330 NEO are you talking about?
Mr. Toad Leahy screams as Rat holds him back, He answers, "the one I want the customer to hear about!"
Randy thinks a minute
and smiles while thinking, "let’s see the 787-9 has nine across and not eight
across like a high density A330 Neo with only having a 27 inch seat pitch. The 787-9
has a larger 28” seat pitch in Economy and expands from that base in Premium Economy seating. The pitch is defined as the distance from lumbar support in the seat back up to the facing back of the upright seat in front of the passenger, where a passengers knees may hit the Economy wall."
The A330 Neo cramming can’t
even approach a crammed 787-9 in seat count, if that were Boeing's customer intent, but the A330 -900 NEO will match the number of its seat counts against the luxury
787-9 when counting its seats from a crammed A330 NEO cattle hauler.
It’s all in how
marketing wants to shuffle metrics for a sales pitch. Boeing wants to talk about its sweet metrics rather than out of scope comparisons that Airbus offers.
Airbus’ John Leahy will
say,
“Our 280 crammed seats
is more than the “ever spacious”, 787-9, which ONLY has 248 seats and carries
less people."
"Harrumph, Our A330 Neo flying empty flies farther than the fully
loaded 248 seat 787-9. Did I tell anyone yet it’s cheaper? Hey, where did everybody go", as his mania sets in?
Randy is getting ready again
for China, “We have work to do at Boeing before the next trip!”
Randy’s phone
rings, and a voice says, “Hey pops what did you do with “Mr. Toad’s Wild Ride” DVD,
all I see at home is “New Airplane DVD’s”.
An Airways News Redirect
Just finished reading the Airways News article with the Randy Tinseth. It is a must read, if you are even a little curiuos about Boeing and its journey in Aviation. Without too much verbiage fom this Blog, I will simply turn it over to the article with a headline link for your reading access. I will just simply say "well done" Enjoy the article.
"Teaser"
Randy Tinseth: "They’re better than that – they’re far more aggressive than we are. I have on my laptop a simple comparison of available floor area on all airplanes. I was laughing as I was looking into stuff about the A330-900neo and how it now has 12 or 14 seats more than a 787-9. I kept looking and you know, I think we have a bigger airplane. I think they said they’re going eight abreast and we’re going nine abreast. How they can take a situation, where by any measure we should have 20-25 more seats, and actually show you have an advantage is a testament to their marketing. Boy, they can take a lemon and make lemonade out of it."
AirwaysNews High Flyer Interview: Boeing’s Randy Tinseth
Boeing Graphic from Article
Monday, November 10, 2014
Boeing's Vest Pocket Produces 80 More 737 Max Orders
It was mentioned before, that Randy has many orders in his vest pocket hiding from the the press. Today was that day where 80 737 Max where finalized from SMBC. It doesn't even include Ryan Air's Pocket Order for 200 737 Max-200C.
Boeing, SMBC Aviation Capital announce order for 80 737 MAXs
737 Playing card for SMBC
- 80 Max 8's
- 50th Max Customer
- 8.5 Billion US $dollars Ordered from SMBC
The Big Deal Quote from SMBC
""It is 10 years since our business placed its first order with Boeing and we have enjoyed a decade of successful partnership since then," said Peter Barrett, CEO, SMBC Aviation Capital. "The 737 MAX 8 is one of the most fuel efficient and versatile aircraft available and today's announcement shows our ongoing commitment to the new generation of the popular 737 family, as well as our appetite to keep broadening and deepening our platform in order to service our customers' requirements. Following this order and given the clear commitment of our shareholders and the strength of the global aircraft leasing sector, we remain very confident in our ability to continue to deliver long-term growth."
Boeing 2014, net order book for the 737 stands at 755. It should go beyond a thousand by year's end. It currently has 1056 airplanes in total on order during 2014. These of course, are for all Boeing types ordered. The final tally will include a end of year push from pocket orders turning into validated Sales transactions. Those final transactions may include over 300 airplane added to the 1056 number bringing the year end number for Boeing, reaching 1,350 added in 2014, pushing the back- log well beyond the 5,000 number that it currently holds. The 80 Max announced today are not yet part of these numbers, nor is Ryan Air's 200 units Pocket order numbers.There are about a half dozen carriers having commitments not yet finaliaze, and Boeing could have that by year's end.
Boeing 2014, net order book for the 737 stands at 755. It should go beyond a thousand by year's end. It currently has 1056 airplanes in total on order during 2014. These of course, are for all Boeing types ordered. The final tally will include a end of year push from pocket orders turning into validated Sales transactions. Those final transactions may include over 300 airplane added to the 1056 number bringing the year end number for Boeing, reaching 1,350 added in 2014, pushing the back- log well beyond the 5,000 number that it currently holds. The 80 Max announced today are not yet part of these numbers, nor is Ryan Air's 200 units Pocket order numbers.There are about a half dozen carriers having commitments not yet finaliaze, and Boeing could have that by year's end.
Thursday, November 6, 2014
The 757 Is Boeing's Achilles Heel
Airbus is left with attacking Boeing's family of aircraft at the 757's Achilles heel. A single aisle 200+ seat mile buster greater than 4,000. Boeing is faced with its aging 757 doing the work over the Atlantic or Transcontinental jaunts in the single aisle markets. These early techno aircraft do not have NG or 787 efficiencies, and Airbus is seizing the opportunity with an attempt of expanding the A321 NEO role as a midsized air bridge maker for the midsized markets. That is where the 757 market happily inhabits.
The canceled 787-300 was the proposal for retiring the 757 back nine years ago. Now Airbus has grown up to the 757 niche market of continent hoping to the mid sized markets, and is now proposing a more capable A321, replacing most specifically the aged 757 with the NEO efficiency upsides. Boeing suggested yawning this one out by a muting the PR button. However, it is very concerned if it should let the 757 just die on the vine since analyst think a 200+ seat single aisle with a range of 4500 miles is a waste of resources since the band-aid for those market requirements say 737-900 MAX at the 199 seat bench mark. The question bounces off the PR walls with a follow-up question. Is the 3,500 mile range of the newest 737-900 be enough with only 199 close friends flying, or will jet-seters prefer a more space compliant and 757 beater with a larger single aisle A321 NEO?
That is the billion dollar Boeing Shrug on the Airbus proposal. Here is what I questioned:
Many more questions would float out there for six or more months, before Boeing would present a cost effective expansion of its new airplane building, in light of the 737 Max and 777X programs rapidly expanding already. A mid market Trans Atlantic or Continental market build could be considered only after Boeing turns the corner on one of the two above mentioned programs. The market report is important for Boeing at this juncture. What do the stats guys know about this 200-220 seat and single aisle niche for over 4,000 miles. Airbus maybe just smoking it out at Boeing, because they lost too many opportunities during the last decade and needed this jump start over the old 757 with its A-320 family.
Boeing hasn't been blinking at Airbus decision making during the last dozen years. I don't expect Boeing to knee jerk a response at the 757 attack by Airbus with a renewal of single aisle mid market aircraft. In other words Boeing is satisfied with 737-900 MAX against the European airplane maker. Airbus is satisfied with Boeing thinking that letting the 757 languish is fine. After-all, Boeing let the 787-300 go back in 2004. At that time it weighed all the possibilities in the market place and felt strongly the mid- market 787-300 would not be cost effective with its build and the numbers ordered. It must of felt the 757 would have a sufficient 10 year self life. It is now those ten years and Airbus has come to the market with its extended single aisle concept in that passenger/mile category.
The question still remains, what is Boeing thinking about the Airbus announcement as airlines ponder about letting go of its 757 with more efficient A-321 in that class? The answer is complex. Obviously it has broached the 200 seat arena with the 199 seat 737-900 but with limited range. It would not be cost effective to build a 3,500 mile 787-300, that is really a dead project. It is investing billions into both the Max and the 777X at this time. Airbus thinks this is a gotcha on Boeing.
However, Boeing thinks it has change the market dynamics with its family of aircraft. Routes and flight plans continue to evolve and they think they have the answer in copious amounts of Max and 787's. They have covered every contingency in the market. The 787 is flexible as shown in Japan when flying around passengers in Japan. JAL and ANA are satisfied and are making money hauling in quantity and comfort with the 787-8. A single aisle aircraft could probably do the same work as it crams passengers on board, but JAL's Island hoping 787-8 also flies to Frankfort Germany. The A321 would have to stay home. Boeing has analyzed these market holes, and thinks between the Max family and 787 they have it covered. The very flexible 787 doesn't have to have a single aisle configuration to compete with all other configurations. They 757 is going to slowly fade away to the secondary arline companies found in developing continents or fringe markets.
The canceled 787-300 was the proposal for retiring the 757 back nine years ago. Now Airbus has grown up to the 757 niche market of continent hoping to the mid sized markets, and is now proposing a more capable A321, replacing most specifically the aged 757 with the NEO efficiency upsides. Boeing suggested yawning this one out by a muting the PR button. However, it is very concerned if it should let the 757 just die on the vine since analyst think a 200+ seat single aisle with a range of 4500 miles is a waste of resources since the band-aid for those market requirements say 737-900 MAX at the 199 seat bench mark. The question bounces off the PR walls with a follow-up question. Is the 3,500 mile range of the newest 737-900 be enough with only 199 close friends flying, or will jet-seters prefer a more space compliant and 757 beater with a larger single aisle A321 NEO?
That is the billion dollar Boeing Shrug on the Airbus proposal. Here is what I questioned:
- How many airplane plates spinning in the air can Boeing afford?
- What platform can Boeing enhance, the 737 or an all new 757?
- They killed the 787-300, didn't they?
- How fast could Boeing reasonably answer any of these questions with a real plan?
- Is it worth it to fill this niche?
- Plastic or Metal?
- New engine type for large single aisle?
Many more questions would float out there for six or more months, before Boeing would present a cost effective expansion of its new airplane building, in light of the 737 Max and 777X programs rapidly expanding already. A mid market Trans Atlantic or Continental market build could be considered only after Boeing turns the corner on one of the two above mentioned programs. The market report is important for Boeing at this juncture. What do the stats guys know about this 200-220 seat and single aisle niche for over 4,000 miles. Airbus maybe just smoking it out at Boeing, because they lost too many opportunities during the last decade and needed this jump start over the old 757 with its A-320 family.
Boeing hasn't been blinking at Airbus decision making during the last dozen years. I don't expect Boeing to knee jerk a response at the 757 attack by Airbus with a renewal of single aisle mid market aircraft. In other words Boeing is satisfied with 737-900 MAX against the European airplane maker. Airbus is satisfied with Boeing thinking that letting the 757 languish is fine. After-all, Boeing let the 787-300 go back in 2004. At that time it weighed all the possibilities in the market place and felt strongly the mid- market 787-300 would not be cost effective with its build and the numbers ordered. It must of felt the 757 would have a sufficient 10 year self life. It is now those ten years and Airbus has come to the market with its extended single aisle concept in that passenger/mile category.
The question still remains, what is Boeing thinking about the Airbus announcement as airlines ponder about letting go of its 757 with more efficient A-321 in that class? The answer is complex. Obviously it has broached the 200 seat arena with the 199 seat 737-900 but with limited range. It would not be cost effective to build a 3,500 mile 787-300, that is really a dead project. It is investing billions into both the Max and the 777X at this time. Airbus thinks this is a gotcha on Boeing.
However, Boeing thinks it has change the market dynamics with its family of aircraft. Routes and flight plans continue to evolve and they think they have the answer in copious amounts of Max and 787's. They have covered every contingency in the market. The 787 is flexible as shown in Japan when flying around passengers in Japan. JAL and ANA are satisfied and are making money hauling in quantity and comfort with the 787-8. A single aisle aircraft could probably do the same work as it crams passengers on board, but JAL's Island hoping 787-8 also flies to Frankfort Germany. The A321 would have to stay home. Boeing has analyzed these market holes, and thinks between the Max family and 787 they have it covered. The very flexible 787 doesn't have to have a single aisle configuration to compete with all other configurations. They 757 is going to slowly fade away to the secondary arline companies found in developing continents or fringe markets.
Wednesday, November 5, 2014
By The Year 2030 "The Secret Will Be in The Sauce"
From "Fried Green Tomatoes" infamous film title, and that line quote comes a whole new 737. Where the discussion will be more on the evolution composite plastics than engine performance in the next twenty-five years. Boeing suggests flipping the MAX in the year 2030. What can bloggers do with 2030 as a number quips are harder to come by. I'll just think on that subject until I'll die.
However, Boeing starts its build-it campaign sooner rather than later. Is this just a feign for Airbus, or an impulse message for Boeing investors?
"Boeing Co.'s 737 MAX is set to enter service in 2017, yet CEO Jim McNerney said Wednesday the company is already talking about replacing it by 2030 to remain competitive. PROVIDED/BOEING
Perhaps the secret will be in the sauce as plastic manufacturing have only just begun in concocting carbon fiber stranding with a plastic elixir from its back rooms. We think of only how long plastic carbon fiber has been thrust to the fore front in manufacturing. Its own needle has barely moved forward from the first carbon fiber structures. Remember Kevlar in the military. It was put into a military helmet as protection from a "Silver Bullet". Then came full body armor, race cars and then the 787. The use of autoclave or impregnated carbon is used to form what you need. But what about the plastic itself?
There are four major companies in the world that control the cartel of CRFP trade. Boeing accepted one and Airbus another for its basis of plastic airplane building. Little motivation exists in spending billion on wild plastic notions in the last 25 years. However, there are those pests called Universities, who have nothing more to do with competition in plastics and carbon fiber twill other than spending grant money. Something is brewing in the lab and Boeing is watching and protecting its stake for a new 737-2030. See I did something with Boeing numbers. It will be a plastic sauce revolution from inside the engine, clear to the 737 bathroom. it will be a printer parts manufacturing marvel out of newly discovered formulas painted on to newly discovered carbon fiber patterns and constructs. The dry weight plane might even be lighter than the weight of fuel added and passengers boarded.
Boeing has its sauce in mind for 2030. Schools will keep graduating bio-tech engineers, and all will work out for the tourist and business people alike when "The Secret Is In The Sauce"!
However, Boeing starts its build-it campaign sooner rather than later. Is this just a feign for Airbus, or an impulse message for Boeing investors?
Perhaps the secret will be in the sauce as plastic manufacturing have only just begun in concocting carbon fiber stranding with a plastic elixir from its back rooms. We think of only how long plastic carbon fiber has been thrust to the fore front in manufacturing. Its own needle has barely moved forward from the first carbon fiber structures. Remember Kevlar in the military. It was put into a military helmet as protection from a "Silver Bullet". Then came full body armor, race cars and then the 787. The use of autoclave or impregnated carbon is used to form what you need. But what about the plastic itself?
There are four major companies in the world that control the cartel of CRFP trade. Boeing accepted one and Airbus another for its basis of plastic airplane building. Little motivation exists in spending billion on wild plastic notions in the last 25 years. However, there are those pests called Universities, who have nothing more to do with competition in plastics and carbon fiber twill other than spending grant money. Something is brewing in the lab and Boeing is watching and protecting its stake for a new 737-2030. See I did something with Boeing numbers. It will be a plastic sauce revolution from inside the engine, clear to the 737 bathroom. it will be a printer parts manufacturing marvel out of newly discovered formulas painted on to newly discovered carbon fiber patterns and constructs. The dry weight plane might even be lighter than the weight of fuel added and passengers boarded.
Boeing has its sauce in mind for 2030. Schools will keep graduating bio-tech engineers, and all will work out for the tourist and business people alike when "The Secret Is In The Sauce"!
Monday, November 3, 2014
Will 757s Stop Flying Soon? Airbus Launches New A321neoLR
This is an Article Link Blog. Its more about the Boeing solution than the A321_NEO-LR. The venerable 757 just ages like a fine wine.
Will 757s Stop Flying Soon? Airbus Launches New A321neoLR
A fine talking point Article: "I'm out once more today"
Just When 52 A Month is Too Much For Wall Street This
Boeing’s Ruling The Sky With Solid Orders For The 737 Max
Boeing has received an order for thirty more 737, as reported by news sources. Boeing has flipped the Monrch Airlines card out of Randy Tinseth's suit coat sleeve, for thirty MAX's. Boeing has more cards up its sleeve before year end. Maybe two hundred or more as Ryan Air and others confirm its comitted orders. For the rest of the story here is the journalistic perspective.
From Guru Focus: clip: Read Complete Article at the Above Headline link:
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"Boeing (BA), the lead aircraft manufacturer, received orders for the 737 Max plane from Monarch Airlines on October 31. The airline operator has ordered 30 of these single aisle jets. The news sent Boeing’s share up 1.2%. More importantly, this deal has made the 737 Max the fastest-selling aircraft of the American plane maker.
Boeing boasts of an order backlog for more than 5,500 jets as of the third quarter ended in September, and more than 4,000 units of the total backlog is for its top-selling model, the 737. As airlines kept demanding a jet that would be more fuel efficient, Boeing decided to make the 737 Max on the proven platform of the popular 737 airplane. The derivative plane, as seen from the heavy order flow, has become a very popular aircraft among operators. "
Airlines and Destinations Photo Credit
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The 52 month flexibility in production is more of a reality than a dream. Boeing will have amassed almost a thousand 737 orders this year as it closes. If it reaches 52 a month, this year's end total order prediction represents, almost two years of production . Hyperbole? No, Just common sense order book analysis.
Here comes the rest of the story. Monarch Airlines are predominately an Airbus fleet where it only has aging group of 757 aircraft in portfolio. The rest of the aircraft are Airbus family members. This is a Sea Change Moment! Boeing has cracked open the Britsih airline with this new order.
Below is a historical seat chart of Monarch Airlines from seat Guru.
As you can see Boeing is eroding the Airbus market in full view of the A320 NEO market with this order. The customer/ticket holder will be pleased.
Here comes the rest of the story. Monarch Airlines are predominately an Airbus fleet where it only has aging group of 757 aircraft in portfolio. The rest of the aircraft are Airbus family members. This is a Sea Change Moment! Boeing has cracked open the Britsih airline with this new order.
Below is a historical seat chart of Monarch Airlines from seat Guru.
As you can see Boeing is eroding the Airbus market in full view of the A320 NEO market with this order. The customer/ticket holder will be pleased.
Widebody Jets
Economy class
Aircraft with seatmap  | Seat Pitch | Seat Width | Seat Type | Video Type | Laptop Power | Power Type | Wi-Fi |
|---|---|---|---|---|---|---|---|
| Airbus A300-600 (AB6) | 28-29 | 17.5" | Standard | None | None | None | No |
| Airbus A330-200 (332) | 31 | 16.25 | Standard | Overhead TV | None | None | No |
Business class
| Aircraft with seatmap | Seat Pitch | Seat Width | Seat Type | Video Type | Laptop Power | Power Type | Wi-Fi |
|---|---|---|---|---|---|---|---|
| Airbus A330-200 (332) | 34 | 17.5 | Recliner | On-Demand TV | None | None | No |
Narrowbody Jets
Economy class
| Aircraft with seatmap | Seat Pitch | Seat Width | Seat Type | Video Type | Laptop Power | Power Type | Wi-Fi |
|---|---|---|---|---|---|---|---|
| Airbus A320-200 (320) | 28-29 | 17.0" | Standard | None | None | None | No |
| Airbus A321-200 (321) | 28-29 | 17.5" | Standard | Overhead TV | None | None | No |
| Boeing 757-200 (757) | 28-34 | 17.5" | Standard | None | None | None | No |
Monarch Fleet Disposition Numbers from Wikipedia show the true significance of Boeing's order as it flips Airbus out and Boeing for thirty MAX in. Its a fleet replacement and expansion order!
Randy Tinseth is smiling today as the Monarch Airline card is played.
Current fleet
The Monarch fleet consists of the following aircraft as of July 2014:[65]
| Aircraft | Total | Orders | Passengers[66] | Notes | ||
|---|---|---|---|---|---|---|
| W | Y | Total | ||||
| Airbus A300-600R | 2 | — | — | 361 | 361 | Retired, awaiting de-registration |
| Airbus A320-200 | 10 | — | — | 174 | 174 | 3 aircraft to be retired Winter 2014 |
| Airbus A321-200 | 27 | 2 | — | 214 | 214 | Orders Due, 2015. 2 aircraft to be retired Winter 2014 |
| Airbus A330-200 | 2 | — | 51 | 323 | 374 | To be retired April/May 2015 [67] |
| Boeing 737 MAX 8 | — | 30 | — | — | — | Deliveries from Q2 2018 with options for an additional 15 aircraft.[68] |
| Boeing 757-200 | 3 | — | — | 229 | 229 | Chartered[65][69] To be retired at the end of 2014.[69] |
| Total | 44 | 32 | ||||
Sunday, November 2, 2014
October Is More Than Average
The numbers are in for October for eleven 787 delivered as it marches towards the December count completion during 2014.
Goal +/- *08/2014 **09/2014 Projecting October (actual) Delta
Month Deliveries 13 **10 10 11 +1
3 M-M-avg 12.33 10.33 10 11.33 +1.33
Production Goal 10 10 10 10 0
Delivery Trend (+/- ) +2.33 +.33 . 0 +1.33 /Target >
*PM-Start **M.A.P. PM-End
*Progression Months
**Moving Average Progression
Other Notes on the 787 Production analysis.
Total Year To Date 787: 90
2014 Goal 110
Two Month Goal 20
Boeing met and achieved its 10 a month goal once again by delivering 11 787 during October. It has 10 more in production testing as a basis for November deliveries. Boeing has also achieved a fleet of 15 preflight preparation 787's. These 25 flightline participants in total, are making the bedrock for November-December deliveries. Between the Change Incorporation and rework 787's there is a pool of 30 787 that conceivably could deliver by year's end.
However, a straight from factory to flightline number will emerge during November that will also compete for delivery. Eleven new flightline aircraft will emerge in November making ready for end of year deliveries. December's aircraft emerging from the factory will deliver at the first of 2015.
What this all means is a possibility of 22 more 787's in the next 60 days, reaching a number for this year of 112, 787's delivered. (Blogger prediction)
Boeing will certainly make its first of the year goal annoncement of 110 aircraft in the 787 category.
Other Notes on the 787 Production analysis.
Total Year To Date 787: 90
2014 Goal 110
Two Month Goal 20
Boeing met and achieved its 10 a month goal once again by delivering 11 787 during October. It has 10 more in production testing as a basis for November deliveries. Boeing has also achieved a fleet of 15 preflight preparation 787's. These 25 flightline participants in total, are making the bedrock for November-December deliveries. Between the Change Incorporation and rework 787's there is a pool of 30 787 that conceivably could deliver by year's end.
Charleston Flight Line Candidates For Delivery
However, a straight from factory to flightline number will emerge during November that will also compete for delivery. Eleven new flightline aircraft will emerge in November making ready for end of year deliveries. December's aircraft emerging from the factory will deliver at the first of 2015.
What this all means is a possibility of 22 more 787's in the next 60 days, reaching a number for this year of 112, 787's delivered. (Blogger prediction)
Boeing will certainly make its first of the year goal annoncement of 110 aircraft in the 787 category.
Saturday, November 1, 2014
Wall Street Speculates On Boeing 737 Production Number, Reasonable?
The discussion has started from Wall Street, is Boeing's rate goal of 52 737's a month by 2018 too much too soon? A good piece was written concerning this question in the financial markets. Since blogging is a research based method of madness, I responded to the article in my typical fashion of examining the multiple layers found in decision making. The 52 a month production goal for the 737 has many layers to that decision. This opinion piece takes a broad stroke at Boeing's position from the financial position. Boeing looks at it from the marketing perspective, as it tries to superseed the Airbus production numbers and customer appeal synergy in play. First I will share my response on this well presented article.
Is Boeing’s 737 Production Hike Justified? Click Link
Response from this blogger:
I was convinced on 52 a month for Boeing's optimal benchmark for 737 production of aircraft. After reading your thoughts I can see your point of view. However, I will only offer this counter point, considering a full transition plan is installed by Boeing for making 52 737's, and achieving a benchmark of actually producing 47 a month during this current timeline in 2016. Boeing has announced for the 47 unit benchmark in the next couple of years. Boeing may allow some breathing room for its suppliers after the 47 units are reached during the MAX transitions period on the production floor. The important missing number is how many orders (737's) is Randy Tinseth harboring in his coat pocket? A large potential pocket number, in itself, would motivate a 52 production number, if they win some more sweeping orders away from Airbus.
That could happen in the China market quickly. Boeing then should transition to a 52 "production capability" without actually building 52 a month, until SIGNIFICANT orders are signed, making a certain backlog or build-up of 737's. The missing data for going 52 is in Boeing's suit pockets for potential, but realistic orders.
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After further review of this statement made in hast of posting a response. It still stands that Boeing will keep the flexibility of going for 52 as it has some unannounced order cards up its sleeve not yet ready for prime time announcing.
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