Future of widebody orders
11-08-2018, 04:05 AM
#1
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Joined APC: Feb 2008
Posts: 19,258
Future of widebody orders
AvWeek has a interesting take on where widebody orders are heading. A380 DOA, 777X and A350-10 underachieving. Not much love for the A330neo. The 787 is now the shining star!
“”Smaller airplanes aren’t safe from market trends either. While the A350-900 program is healthy (713 orders since 2005), the A330neo now holds just 224. The Boeing 787 is now a remarkable success (1,527 orders since 2005), with output ramping up next year to 14 per month. The current rate is already a record for any twin-aisle, and these volumes are allowing Boeing to be increasingly aggressive on price against competitors (while still obtaining respectable recurring profits). In fact, it’s worth considering whether aggressive 787 sales and prices are complicating the business case for Boeing’s proposed new midmarket airplane.””
These market trends spell danger for several key programs. Clearly, we won’t see the 777X get back to the 777 peak rate—8.3 per month—for quite some time, if ever. The A350-1000 can just limp along on the back of -900 output, but talk of a growth version to challenge the 777-9X has ended. As for the A330neo, it runs the risk of becoming the MD-11 of today—a modest update swiftly overtaken by new-generation rivals.
“”Smaller airplanes aren’t safe from market trends either. While the A350-900 program is healthy (713 orders since 2005), the A330neo now holds just 224. The Boeing 787 is now a remarkable success (1,527 orders since 2005), with output ramping up next year to 14 per month. The current rate is already a record for any twin-aisle, and these volumes are allowing Boeing to be increasingly aggressive on price against competitors (while still obtaining respectable recurring profits). In fact, it’s worth considering whether aggressive 787 sales and prices are complicating the business case for Boeing’s proposed new midmarket airplane.””
These market trends spell danger for several key programs. Clearly, we won’t see the 777X get back to the 777 peak rate—8.3 per month—for quite some time, if ever. The A350-1000 can just limp along on the back of -900 output, but talk of a growth version to challenge the 777-9X has ended. As for the A330neo, it runs the risk of becoming the MD-11 of today—a modest update swiftly overtaken by new-generation rivals.
11-08-2018, 11:36 AM
#6
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Joined APC: Jul 2014
Posts: 429
Originally Posted by sailingfun
AvWeek has a interesting take on where widebody orders are heading. A380 DOA, 777X and A350-10 underachieving. Not much love for the A330neo. The 787 is now the shining star!
“”Smaller airplanes aren’t safe from market trends either. While the A350-900 program is healthy (713 orders since 2005), the A330neo now holds just 224. The Boeing 787 is now a remarkable success (1,527 orders since 2005), with output ramping up next year to 14 per month. The current rate is already a record for any twin-aisle, and these volumes are allowing Boeing to be increasingly aggressive on price against competitors (while still obtaining respectable recurring profits). In fact, it’s worth considering whether aggressive 787 sales and prices are complicating the business case for Boeing’s proposed new midmarket airplane.””
These market trends spell danger for several key programs. Clearly, we won’t see the 777X get back to the 777 peak rate—8.3 per month—for quite some time, if ever. The A350-1000 can just limp along on the back of -900 output, but talk of a growth version to challenge the 777-9X has ended. As for the A330neo, it runs the risk of becoming the MD-11 of today—a modest update swiftly overtaken by new-generation rivals.
“”Smaller airplanes aren’t safe from market trends either. While the A350-900 program is healthy (713 orders since 2005), the A330neo now holds just 224. The Boeing 787 is now a remarkable success (1,527 orders since 2005), with output ramping up next year to 14 per month. The current rate is already a record for any twin-aisle, and these volumes are allowing Boeing to be increasingly aggressive on price against competitors (while still obtaining respectable recurring profits). In fact, it’s worth considering whether aggressive 787 sales and prices are complicating the business case for Boeing’s proposed new midmarket airplane.””
These market trends spell danger for several key programs. Clearly, we won’t see the 777X get back to the 777 peak rate—8.3 per month—for quite some time, if ever. The A350-1000 can just limp along on the back of -900 output, but talk of a growth version to challenge the 777-9X has ended. As for the A330neo, it runs the risk of becoming the MD-11 of today—a modest update swiftly overtaken by new-generation rivals.
Soo? Am I being harsh when I say I'm a wee bit tired of DL buying carriers who operate 787, 777-300,A380,747-8... So we can feed them? OFG
11-08-2018, 05:33 PM
#9
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Joined APC: Dec 2007
Posts: 5,410
Originally Posted by OldFlyGuy
Soo? Am I being harsh when I say I'm a wee bit tired of DL buying carriers who operate 787, 777-300,A380,747-8... So we can feed them? OFG
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