A Commercial Aviation Consultancy

737NG+

Note this survey is not scientific. That said, this site’s traffic is highly focused in terms of traffic sources. Our readers are typically from within the industry.  Therefore as much as we need to start with a disclaimer, we also want to say that what we see in the results is not something to ignore.  The opinions are worth noting at the very least.

As of this writing, there are 210 responses. In a perfect world, with a random sample of responses, this response rate should provide a confidence level of between 6% and 7% given site traffic since we posted the poll on Friday. With that backdrop, here is what readers have shared so far.





 

A three way call with Ken Herbert from Wedbush Securities, Jon Ostrower from Flight Global and Michel Merluzeau at G2Solutions. The consensus was surprising – we did not select these people because of their similar views, yet that is how it turned out.

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Our colleague Scott Hamilton scooped the industry on Boeing’s plan to re-engine the 737 for 2017 as well as move forward with an all new airplane for 2021-22.  While it is admirable for Boeing to attempt to stem the tide of Airbus’ incredibly successful neo, with more than 1,000 orders in the few months it has been offered, does offering a re-engined aircraft that will be economically obsoleted a mere four to five years later by a new model make sense from any perspective?  We suspect Boeing’s all new aircraft will be pushed to the right, giving Bombardier, COMAC and Irkut an opportunity to compete with 21st century aircraft with 21st century engines, with the CSeries being the most advanced.

Boeing’s two pronged strategy appears foolhardy for several reasons, but necessary given continuing issues with the 787.

  1. According to reports from Seattle, the re-engined model will be economically… Continue reading

American Airlines did a brave thing today with its amr-aircraft from Airbus (260+365) and Boeing (200+100).  If you are a fleet planner at United, Delta or Southwest, your stomach just took a very unpleasant turn. The US domestic fleet (except at US Airways and Continental) tends to the aged side. These airlines missed out the last order wave because of poor financials plus a soft demand.  However the cost of fuel and rising MRO costs are forcing hands – they cannot wait much longer and must renew fleets. This is what Airbus and Boeing have been waiting for – the coming feeding frenzy.

Well its here now. But American was not only brave, it was strategic too – it has bottled up just about every production slot Airbus and Boeing could have.  Boeing has the P-8 line which can be harnessed (it will have to) to increase… Continue reading

At the Paris show, which is now in its final business day, we can expect Team Airbus to roll out their biggest deals.  We have been hearing of a blockbuster AirAsia deal for 200 neos plus 100 options.  Until its announced it is just a rumor.  But other sources triangulate to make us feel confident Mr Leahy is in for a busy day. Continue reading

Airbus today announced 313 additional new orders for the A320neo family today in Paris.  Customers include AviancaTaca for 33 (with 18 regular A320), Republic for 80, LAN for 30, Kuwait-based leasing company ALAFCO 30, and firming up the IndiGo order for 150neo and 30 non-neo models for earlier delivery.  With a total of 545 neo orders at the show, Airbus has clearly taken a commanding lead in the narrow-body marketplace.

Boeing has announced orders for only 87 737NGs at the show, or a little more than 2 months production at its planned increase to 42 aircraft per month. While Boeing, unlike Airbus, doesn’t time orders for Air Shows, the disparity at Paris after 3 days is still quite astounding. Continue reading

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