The growing blended wing body competition

The blended wing body (BWB) idea is attracting more attention. Airbus and Boeing have ideas for BWBs. It offers lower drag advantages compared to the classic wing and tube. However, it has a weight disadvantage and more complex control systems. The cabin is wider but probably shorter, with potentially no windows. The BWB offers a longer lifespan because of its single structure and better load distribution. For the X-48 testing, NASA and Boeing were looking for a design offering more internal fuel and passenger comfort volume but with a reduced "surface wetted" area, resulting in reduced skin drag. Airbus' approach has also focused on hydrogen as a fuel source for its ZEROe program. [caption id="attachment_88401" align="aligncenter" width="581"] Source: Airbus[/caption] In addition to these two OEMs, two smaller US-based firms are also developing BWBs. JetZero is developing a BWB with "unprecedented performance" and working with the US Air Force, NASA, and the FAA to enter service by 2030. The other firm is Natilus, like JetZero, which is also based in California. In August 2023, JetZero announced it won a $235m award from the US Air Force. As the image suggests, there is interest in using this design as a tanker. Having the government help fund research and development is very helpful. [caption id="attachment_88402" align="aligncenter" width="580"] Jetzero tanker[/caption] Natilus has two models they're developing; the larger one is called Horizon. [caption id="attachment_88403" align="aligncenter" width="580"] Natilus Horizon[/caption] These California firms' focus on the middle of the market—becoming a key segment—is eye-catching. Airbus has the lead with its A321neo variants, while Boeing's 737 MAX 10 has yet to be certified. Looking at the US airline fleet, note the steady rise in the fleet for middle-of-market aircraft. [caption id="attachment_88404" align="aligncenter" width="580"] AirInsight[/caption] Focusing on the US is appropriate. This is where the 757, the benchmark single-aisle middle-of-market airplane, thrived. Part of the story here is not just the traditional 757 operators like American, Delta, and United. These days, the middle-of-market airplanes include the A321 and 737 MAX 9. ULCCs Spirit and Frontier operate the A321, and Alaska is one of the largest MAX 9 operators. In other words, the deployment of the middle-of-market airplanes has evolved considerably beyond the "Big Three." This means a middle-of-market BWB will likely find much support among US airlines. Probably far more than the 757 did. Looking beyond the US, the A321 has seen substantial use in Asia and Europe. That means the market demand for the middle-of-market airplane is far more global than it once was. Moreover, airlines are forced to operate larger aircraft because many airports reach physical limits and cannot add runways. It's simply physics. In conclusion, focusing on new technology for the middle of the market is right on the money.

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