After NMA is obviously no more, some people seem to
believe, that Boeing could instead bring a refreshed B757 or B767 to
market.
Is that viable? No, I would say, at least not for passenger traffic!
Both aircraft are late 1970’s
aircraft, thus about ten years older than the A320ceo. Both were the first narrow-
and widebodies with a two-crew-glass-cockpit.
But: the design of the airframe and
the wing keep to be from these days, aside from getting winglets, saving up to
4% fuel burn.
So a new wing, along with the new
engines, would be inevitable. Along with that goes a new center wing box. That
means typically at least 50% of the development costs of a complete new
aircraft.
But it does not stop here. A new
cockpit with all the technology of B787 or B777X would be needed to make these
airplanes attractive to airlines.
Now to the engines: for the B767
GEnx engines would be the likely candidate, and here the -2B version, as it has
the right thrust and also a bleed air system. The GEnx though is an engine
which was designed in the early 2000’s. The concept would me more than 20 years
old if Boeing would decide to start development now with an EIS in 4 to 5
years. The basic aircraft concept would then be 50 years old.
The same is basically true for the
B757: with the difference that there would not be an “off the shelf” engine
with the right thrust available. But would any engine company spend $1bn for a
brand new engine for a 50 year old fuselage? CFM/GE and PWA for sure not, as
they have their engines in place on the A321XLR. So only RR could have an
interest, but with todays news that they are laying
off some 8000 people and delaying the development of their Ultra Fan this is more than questionable. In fact, I see RR in danger as they are so heavily exposed to the widebody market, which, in the opinion of all experts, will be the last market segment to recover.
So
there won’t be a new aircraft from Boeing for the time being. CEO Dave
Calhoun though says that the “true differentiator” of Boeing’s next aircraft
will be “the way we manufacture and the way we engineer, as opposed to the…
design of the airplane itself” (quote from the Flightglobal article).
What does that mean? As I understand it: the B737MAX will stay the B737MAX,
Boeing will (just) look into the cost of production. Well, hopefully they will
get it right…
What does that mean for Airbus? A
great opportunity, if they are bold and can get money in a similar manner as
Boeing raised $25bn on the capital market. If Airbus can raise enough money
with a lower yield than Boeing did, Airbus could use that money to invest in
the so-called A320neo++, where the A320neo and the A321neo will get a new and
larger composite wing and a new cockpit and both would be stretched to a “A320.5”
(between todays A320 and A321) and a A322. Then Airbus would also need to
develop the A220-500 and would have the perfect product line for the rest of
the century and the early 2030’s.
Boeing meanwhile is stuck with the problems
of the B737MAX:
1.
The grounded fleet at the airline
customers has to be upgraded.
2.
The undelivered fleet has to be upgraded
and to be delivered.
3.
Reacting to the potential A320neo++ would
lead to the B737MAX being a non-seller
4.
The MAX is MAXed out: without a new wing,
a complete new, longer undercarriage and larger bypass engines (from the
A320neo) the B737MAX could not compete against the A320neo++. But would that
make sense? No, then a complete new aircraft would be needed. Means another
$15bn to be found somewhere, meanwhile back the $25bn bonds. Not easy…
So far for my theory…
