Is there a China Narrowbody Order Gap?

Looking at data from ASCEND there is a gap in narrowbody orders from some chinese airlines. Look at China Eastern for example: before they announced to order 50 more B737NG for delivery between 2017 and 2019 their last four B737NG deliveries were scheduled for early 2017. So there would have been a delivery stream gap before China Eastern would get their first of 60 B737MAX in larger numbers.
The same can be said for other chinese airlines:

• Shandong, Shenzen and Xiamen all get their last B737NG this year. Xiamen already announced orders for 70 more B737NG and B737MAX and it could already be included as one from an "Unidentified Customer"
• China Southern also gets their last B737NG this year, so either they also have new orders in place as an "Unidentified Customer" or they will order soon
• Air China ran dry of new deliveries for B737NG's and does not have any (official) order for B737MAX

The same can be said - more or less - for Airbus.
Air China and Shenzen already announced orders for a mix of 100 A320ceo & A320neo and I guess it is already in the books as part of the "undisclosed".
The same is true for China Eastern (70 A320neo) and China Southern (50 A320neo & 30 A320ceo). Some of the A320ceo aircraft subsequently trickled from the "undisclosed" to the China Eastern line of the Airbus O&D sheet. The same is true for Spring and Loong. Spring long ago announced to order 30 more A320ceo and they already might have ordered the A320neo. Also you can see some changes at Tibet Airlines.
The order for 60 A320neo from an "undisclosed asian customer" announced at the Paris Air Show might also be from China. 

Bottom line: the most of the "Unidentified" or "Undisclosed" customers should be chinese airlines. There are probably not much more narrowbody orders to expect in the next few years.

A320ceo and B737NG backlog

After the B330 and B777 analysis, here is another update of the A320ceo and B737NG backlog.
Airbus is overbooked on the A320ceo for a long time now and also Boeing narrowed down

Widebody Order Gap Update post PAS15

Here is another round of the "Widebody Order Gap" analysis.

First have a look at the A330, as more happened here than at the Boeing side.
Saudia became the launch customer for the regional version of the A330 at the Paris Air Show. ordering 20 aircraft. Another A330-200 was ordered by ALC and there are commitments from EVA Air for four A330.
Since then South Korea choose the A330 MRTT as their next tanker and will order four of the type.
Finally, China will order 45 A330 and has an option for a further 30.

Widebody Order Gap Update - B777 and A330

Leeham News and Comment has a story today that both Jet Airways and Kenya Airways want to get rid of their B777-300ER. Jet Airways has ten of the type while Kenya Airways has three. Scott Hamilton notes that this could build up to the pressure for Boeing to sell the last B777-300ER until the B777X will go into service in late 2019 the earliest. So let us have a look how many B777-300ER (and B777F) Boeing needs to sell to bridge production without any cut. Also, have a look how Airbus

The CFM LEAP-1B discussion

Last week, after the first flight of the LEAP-1B on the GE Flying Testbed, Aviation Week had a story about the LEAP engine family and the alleged performance shortfall, in particular the -1B for the B737MAX. Leeham then also had a short article, stating that the SFC shortfall, first reported by Aspire Aviation of 4-5% was only measured in one engine, where “tolerances” (i.e. gaps and, in particular radial tip clearances) where intentionally opened to test a deteriorated engine.

This kind of testing is new to me, I never heard that these kind of tests were done. In the end it is very expensive to build a test engine solely to measure the performance with so called “end of life ”clearances”. Normally the clearances in the engine are constantly measured so you get a relation between the change of the clearances due to wear and rub ins and the change of the performance (both fuel burn and compressor stability).

To build in intentionally larger tip clearances makes sense only for the compressors to test compressor stability. And if these tests showed a SFC shortfall of 4-5% (I now heard 5%) then either the performance retention of the LEAP engine is very bad or there indeed is a performance shortfall as the effect of larger tip clearance should not lead to a loss in SFC larger than 2%.

Now CFM always mad big  noise about the good performance retention the LEAP engine family would have, in particular compared to the P&W GTF Family. One could ask: how do they want to know that? And I think, neither CFM nor P&W nor anybody else can know today and will know until real life data is available. With “real life data” I mean data that will come out of the field once airlines really fly the aircraft and engines for some time.

So we don’t know for sure how much of the (obviously measured) 4-5% are attributable to a new and with production tip clearances build engine. But CFM’s argumentation does not add up to the point where they would meet not only their own expectations. To meet the own pretest prediction within 0.5% does not mean a whole lot to the outside world until you know where the prediction was relative to specification, i.e. relative to the target SFC where the B737MAX would meet 14% fuel burn reduction vs. the B737NG.