IndiGo, India’s largest airline by market share, has placed a firm order for 500 A320 Family aircraft, setting the record for the biggest single purchase agreement in the history of commercial aviation. The latest agreement takes the total number of Airbus aircraft on order by IndiGo to 1,330, establishing its position as the world’s biggest A320 Family customer.
The historic purchase agreement was signed by Rahul Bhatia, Promoter & Managing Director of IndiGo, Dr. Venkataramani Sumantran, Chairman and Non-Executive Independent Director of IndiGo, Pieter Elbers, CEO of IndiGo, Guillaume Faury, Airbus CEO, and Christian Scherer, Airbus Chief Commercial Officer and Head of International, at the Paris Air Show 2023.
Pieter Elbers, CEO of IndiGo, said, “It is difficult to overstate the significance of IndiGo’s new historic order for 500 Airbus A320 Family aircraft. An order book now of almost 1000 aircraft well into the next decade, enables IndiGo to fulfil its mission to continue to boost economic growth, social cohesion and mobility in India. At IndiGo, we take pride in being India’s preferred airline for connectivity in and with India; and by doing so, being one of the leading airlines in the world. This order strongly reaffirms IndiGo’s belief in the growth of India, in the A320 Family and in our strategic partnership with Airbus.”
“This landmark order marks a new chapter in Airbus and IndiGo’s relationship that is democratising affordable air travel for millions of people in the world’s fastest growing aviation market. It is also a resounding endorsement of the A320 Family’s best-in-class operating economics that have been powering IndiGo’s growth for almost two decades. We cherish our long-standing relationship with IndiGo and are proud of our success together. We look forward to contributing to the growth of India’s air connectivity in its domestic network and into international markets through the expansion of this formidable partnership”, said Christian Scherer, Chief Commercial Officer and Head of International at Airbus.
New Delhi-headquartered IndiGo is among the fastest growing carriers in the world. Since its first A320neo aircraft was delivered in March 2016, its fleet of A320neo Family has grown into one of the world’s largest with 264 aircraft in operation (162 A320neo, 79 A321neo, 21 A320ceo and 2 A321 freighters. IndiGo placed its first order with Airbus in 2005 (100 A320 Family) and again in 2011 (180 A320 Family including the NEO), in 2014 (250neo Family), and in 2019 (300 A320neo Family) taking its previous total order book to 830 A320 Family aircraft.
Over the last two decades, the A320neo has been instrumental in democratising air travel in India as an expanding economy and rising disposable incomes continue to add millions of first-time flyers to a booming aviation market.
Worldwide, the A320 Family is the undisputed leader in the single-aisle aircraft category. The aircraft has the widest single-aisle cabin in the sky that incorporates the very latest technologies. It features enhanced aerodynamics and the latest-generation jet engines, resulting in significant reductions in fuel consumption and lower emissions. With more than 8,700 orders from over 130 customers, the A320neo Family is the aircraft Family of choice for airlines around the world across all business models.
About IndiGo
IndiGo is amongst the fastest growing low-cost carriers in the world. IndiGo has a simple philosophy: offer fares that are affordable, flights that are on time, and provide a courteous and hassle-free travel experience across its unparalleled network. With its fleet of over 300 aircraft, the airline is operating well over 1.800 daily flights and connecting 78 domestic destinations and will soon further grow its international footprint to 32 international destinations. India by IndiGo !
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India’s IndiGo places record order for 500 A320 Family aircraft
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India’s IndiGo places record order for 500 A320 Family aircraft
Philippine Airlines finalises order for nine A350-1000s
Le Bourget – Philippine Airlines (PAL) has finalised a purchase agreement with Airbus for the firm order of nine A350-1000 long range aircraft. The agreement was signed during the Paris Air Show by Captain Stanley K. Ng, President and Chief Operating Officer of Philippine Airlines, and Christian Scherer, Airbus Chief Commercial Officer and Head of International, in the presence of Lucio C Tan III, President & Chief Operating Officer, PAL Holdings Inc.
The A350-1000 has been selected under the Philippine carrier’s Ultra Long Haul Fleet project and will fly on non-stop services from Manila to North America, including to the East Coast of the US and Canada. The new aircraft will join two A350-900s already in service at the airline.
PAL’s A350-1000 fleet will be able to accommodate 380 passengers in a three class layout, with separate cabins for Business Class, Premium Economy and Economy Class.
Captain Stanley K. Ng, President and Chief Operating Officer of Philippine Airlines, said: “This order will see PAL operating one of the youngest and most modern widebody fleets in Asia. We selected the A350-1000 to give PAL the power to match capacity closely to predicted demand on both the very longest routes to the North American East Coast but also on our prime trunk routes to the West Coast and potentially to Europe as well. At the same time the aircraft will use significantly less fuel than older aircraft of a similar size, which also brings an important reduction in carbon emissions.”
Lucio C. Tan III, President & Chief Operating Officer, PAL Holdings Inc. said: “At Philippine Airlines we are committed to offering our passengers the best possible travel experience. These state-of-the-art aircraft will enable us to give them the convenience of nonstop flights on long range routes in a comfortable passenger cabin where our cabin crew can do what they do best – extend gracious service and world-class Filipino hospitality. The A350-1000 is our “Mission Aircraft” to connect the world and boost the Philippine economy and society.”
Christian Scherer, Airbus Chief Commercial Officer and Head of International said: “This order is another strong endorsement of the A350 as the world’s long range leader. In terms of non-stop flying capability, efficiency and passenger comfort it is proven to be best in class. It also brings significant reduction in emissions and an immediate contribution to industry sustainability goals. And in the larger widebody category, the A350-1000 has set a standard of its own, with the lowest operating costs and emissions for intercontinental service. We thank Philippine Airlines for its ongoing confidence in Airbus and look forward to working with the airline as the A350 becomes the flagship of its widebody fleet."
The A350 is the world’s most modern and efficient widebody aircraft and has set new standards for intercontinental travel. It offers the longest range capability of any commercial airliner in production today and is capable of flying 9,700 nautical miles or 18,000 kilometres non-stop.
At the end of May 2023, the A350 Family had won 967 firm orders from 54 customers worldwide, with 535 aircraft currently in the fleets of 40 operators, flying primarily on long haul routes.
Philippine Airlines operates various Airbus types on its full service network. In addition to the A350 on long-haul intercontinental routes, PAL flies A330-300s on services to the Middle East, Australia and various points in Asia. The Philippine flag carrier also operates a fleet of A320 and A321 single aisle aircraft on its extensive domestic and regional network out of hubs in Manila and Cebu.
Le Bourget – Philippine Airlines (PAL) has finalised a purchase agreement with Airbus for the firm order of nine A350-1000 long range aircraft. The agreement was signed during the Paris Air Show by Captain Stanley K. Ng, President and Chief Operating Officer of Philippine Airlines, and Christian Scherer, Airbus Chief Commercial Officer and Head of International, in the presence of Lucio C Tan III, President & Chief Operating Officer, PAL Holdings Inc.
The A350-1000 has been selected under the Philippine carrier’s Ultra Long Haul Fleet project and will fly on non-stop services from Manila to North America, including to the East Coast of the US and Canada. The new aircraft will join two A350-900s already in service at the airline.
PAL’s A350-1000 fleet will be able to accommodate 380 passengers in a three class layout, with separate cabins for Business Class, Premium Economy and Economy Class.
Captain Stanley K. Ng, President and Chief Operating Officer of Philippine Airlines, said: “This order will see PAL operating one of the youngest and most modern widebody fleets in Asia. We selected the A350-1000 to give PAL the power to match capacity closely to predicted demand on both the very longest routes to the North American East Coast but also on our prime trunk routes to the West Coast and potentially to Europe as well. At the same time the aircraft will use significantly less fuel than older aircraft of a similar size, which also brings an important reduction in carbon emissions.”
Lucio C. Tan III, President & Chief Operating Officer, PAL Holdings Inc. said: “At Philippine Airlines we are committed to offering our passengers the best possible travel experience. These state-of-the-art aircraft will enable us to give them the convenience of nonstop flights on long range routes in a comfortable passenger cabin where our cabin crew can do what they do best – extend gracious service and world-class Filipino hospitality. The A350-1000 is our “Mission Aircraft” to connect the world and boost the Philippine economy and society.”
Christian Scherer, Airbus Chief Commercial Officer and Head of International said: “This order is another strong endorsement of the A350 as the world’s long range leader. In terms of non-stop flying capability, efficiency and passenger comfort it is proven to be best in class. It also brings significant reduction in emissions and an immediate contribution to industry sustainability goals. And in the larger widebody category, the A350-1000 has set a standard of its own, with the lowest operating costs and emissions for intercontinental service. We thank Philippine Airlines for its ongoing confidence in Airbus and look forward to working with the airline as the A350 becomes the flagship of its widebody fleet."
The A350 is the world’s most modern and efficient widebody aircraft and has set new standards for intercontinental travel. It offers the longest range capability of any commercial airliner in production today and is capable of flying 9,700 nautical miles or 18,000 kilometres non-stop.
At the end of May 2023, the A350 Family had won 967 firm orders from 54 customers worldwide, with 535 aircraft currently in the fleets of 40 operators, flying primarily on long haul routes.
Philippine Airlines operates various Airbus types on its full service network. In addition to the A350 on long-haul intercontinental routes, PAL flies A330-300s on services to the Middle East, Australia and various points in Asia. The Philippine flag carrier also operates a fleet of A320 and A321 single aisle aircraft on its extensive domestic and regional network out of hubs in Manila and Cebu.
Re: India’s IndiGo places record order for 500 A320 Family aircraft
L'ordine di IndiGo è mostruoso in termini numerici ma del resto i voli interni anche in quel paese stanno ormai prendendo sempre più ...volo
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India’s IndiGo places record order for 500 A320 Family aircraft
Air India ordina 220 aerei dalla Boeing più 70 opzioni
Pubblicato da ITALIAVOLA il 20 GIUGNO 2023
Air India finalizza l’ordine per un massimo di 290 jet Boeing a corridoio singolo e widebody
Il più grande ordine di Boeing nell’Asia meridionale comprende 190 737 MAX, 20 787 Dreamliner e 10 jet 777X; opzioni per ulteriori 50 jet 737 MAX e 20 787 Dreamliner
Boeing [NYSE:BA] e Air India hanno annunciato oggi di aver finalizzato un ordine per un massimo di 290 nuovi jet Boeing e servizi ampliati. Al Paris Air Show del 2023, le società hanno tenuto una cerimonia di firma per celebrare lo storico acquisto dei jet a corridoio singolo e widebody leader di mercato di Boeing per rinnovare ed espandere la flotta di Air India.
L’ordine, che comprende 190 737 MAX, 20 787 Dreamliner e 10 jet 777X con opzioni per 50 737 MAX e 20 787 Dreamliner, è il più grande ordine di Boeing nell’Asia meridionale e sottolinea la sua partnership di 90 anni con Air India. Una serie completa di servizi di aviazione consentirà inoltre ad Air India di espandere in modo sostenibile le sue operazioni nel mercato dell’aviazione in rapida crescita dell’Asia meridionale. Nei prossimi 20 anni, l’Asia meridionale dovrebbe più che triplicare la sua flotta in servizio da 700 a 2.300 aerei per soddisfare la domanda dei passeggeri.
Le società hanno annunciato a febbraio che Air India aveva selezionato questi modelli Boeing per servire la sua strategia per una crescita sostenibile.
In qualità di azienda aerospaziale leader a livello mondiale, Boeing sviluppa, produce e fornisce servizi per aerei commerciali, prodotti per la difesa e sistemi spaziali per clienti in oltre 150 paesi. In qualità di principale esportatore statunitense, l’azienda sfrutta i talenti di una base di fornitori globali per promuovere opportunità economiche, sostenibilità e impatto sulla comunità. Il team diversificato di Boeing si impegna a innovare per il futuro, guidare con la sostenibilità e coltivare una cultura basata sui valori fondamentali dell’azienda di sicurezza, qualità e integrità. Unisciti al nostro team e trova il tuo scopo su boeing.com/careers.
https://italiavola.com/2023/06/20/air-i ... BOe0D2_DZ0
Pubblicato da ITALIAVOLA il 20 GIUGNO 2023
Air India finalizza l’ordine per un massimo di 290 jet Boeing a corridoio singolo e widebody
Il più grande ordine di Boeing nell’Asia meridionale comprende 190 737 MAX, 20 787 Dreamliner e 10 jet 777X; opzioni per ulteriori 50 jet 737 MAX e 20 787 Dreamliner
Boeing [NYSE:BA] e Air India hanno annunciato oggi di aver finalizzato un ordine per un massimo di 290 nuovi jet Boeing e servizi ampliati. Al Paris Air Show del 2023, le società hanno tenuto una cerimonia di firma per celebrare lo storico acquisto dei jet a corridoio singolo e widebody leader di mercato di Boeing per rinnovare ed espandere la flotta di Air India.
L’ordine, che comprende 190 737 MAX, 20 787 Dreamliner e 10 jet 777X con opzioni per 50 737 MAX e 20 787 Dreamliner, è il più grande ordine di Boeing nell’Asia meridionale e sottolinea la sua partnership di 90 anni con Air India. Una serie completa di servizi di aviazione consentirà inoltre ad Air India di espandere in modo sostenibile le sue operazioni nel mercato dell’aviazione in rapida crescita dell’Asia meridionale. Nei prossimi 20 anni, l’Asia meridionale dovrebbe più che triplicare la sua flotta in servizio da 700 a 2.300 aerei per soddisfare la domanda dei passeggeri.
Le società hanno annunciato a febbraio che Air India aveva selezionato questi modelli Boeing per servire la sua strategia per una crescita sostenibile.
In qualità di azienda aerospaziale leader a livello mondiale, Boeing sviluppa, produce e fornisce servizi per aerei commerciali, prodotti per la difesa e sistemi spaziali per clienti in oltre 150 paesi. In qualità di principale esportatore statunitense, l’azienda sfrutta i talenti di una base di fornitori globali per promuovere opportunità economiche, sostenibilità e impatto sulla comunità. Il team diversificato di Boeing si impegna a innovare per il futuro, guidare con la sostenibilità e coltivare una cultura basata sui valori fondamentali dell’azienda di sicurezza, qualità e integrità. Unisciti al nostro team e trova il tuo scopo su boeing.com/careers.
https://italiavola.com/2023/06/20/air-i ... BOe0D2_DZ0
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India’s IndiGo places record order for 500 A320 Family aircraft
Philippine Airlines Targets European Return With A350 Order
David Casey June 20, 2023
PARIS—Philippine Airlines (PAL) is targeting a return to the European market after finalizing a firm order for nine Airbus A350-1000s at the Paris Air Show.
The aircraft has been selected under the carrier’s ultra-long-haul fleet project and will be used to expand its North American network, as well as resuming service to destinations in Europe. Deliveries will begin in the second half of 2025 and extend into 2027.
“We’re definitely exploring the options of coming back to Europe,” PAL president and Chief Operating Officer Stanley K. Ng told reporters June 20. “We want the Philippines Airlines to have a presence in Europe.”
The carrier offered flights from Manila to London Heathrow five times per week until the onset of the pandemic in March 2020. While a much-reduced service operated during 2020 and 2021, PAL last served London in February 2022. Since then, Europe has remained absent from its network.
“We selected the A350-1000 to give PAL the power to match capacity closely to predicted demand on both the very longest routes to the North American east coast but also on our prime trunk routes to the west coast and potentially to Europe as well,” Ng added.
PAL serves six destinations in North America at the present time, flying to Honolulu, Los Angeles, New York John F. Kennedy, San Francisco, Toronto, and Vancouver.
The nine A350-1000s will join two A350-900s already in service. They will be able to accommodate 380 passengers in a three-class layout. Additionally, CAPA Fleet Database shows that PAL has 10 A330-300s in service alongside nine A320s, 26 A321s, and nine Boeing 777-300ERs.
Ng said that PAL would be phasing out the 777s “in a few years.” He added that the airline was “cautiously optimistic” of taking three additional A350-1000s, for which the purchase rights were agreed in May 2023 when a memorandum of understanding was signed for the nine A350-1000s.
“Today’s purchase order symbolizes our unwavering dedication to expanding our routes, enhancing connectivity and supporting Philippine tourism and economy,” Ng said. “The Airbus A350-1000 extended range opens a world of opportunities and possibilities for us, allowing us to connect even more destinations across the border by facilitating seamless travel.”
https://aviationweek.com/air-transport/ ... 9d33d8b77e
David Casey June 20, 2023
PARIS—Philippine Airlines (PAL) is targeting a return to the European market after finalizing a firm order for nine Airbus A350-1000s at the Paris Air Show.
The aircraft has been selected under the carrier’s ultra-long-haul fleet project and will be used to expand its North American network, as well as resuming service to destinations in Europe. Deliveries will begin in the second half of 2025 and extend into 2027.
“We’re definitely exploring the options of coming back to Europe,” PAL president and Chief Operating Officer Stanley K. Ng told reporters June 20. “We want the Philippines Airlines to have a presence in Europe.”
The carrier offered flights from Manila to London Heathrow five times per week until the onset of the pandemic in March 2020. While a much-reduced service operated during 2020 and 2021, PAL last served London in February 2022. Since then, Europe has remained absent from its network.
“We selected the A350-1000 to give PAL the power to match capacity closely to predicted demand on both the very longest routes to the North American east coast but also on our prime trunk routes to the west coast and potentially to Europe as well,” Ng added.
PAL serves six destinations in North America at the present time, flying to Honolulu, Los Angeles, New York John F. Kennedy, San Francisco, Toronto, and Vancouver.
The nine A350-1000s will join two A350-900s already in service. They will be able to accommodate 380 passengers in a three-class layout. Additionally, CAPA Fleet Database shows that PAL has 10 A330-300s in service alongside nine A320s, 26 A321s, and nine Boeing 777-300ERs.
Ng said that PAL would be phasing out the 777s “in a few years.” He added that the airline was “cautiously optimistic” of taking three additional A350-1000s, for which the purchase rights were agreed in May 2023 when a memorandum of understanding was signed for the nine A350-1000s.
“Today’s purchase order symbolizes our unwavering dedication to expanding our routes, enhancing connectivity and supporting Philippine tourism and economy,” Ng said. “The Airbus A350-1000 extended range opens a world of opportunities and possibilities for us, allowing us to connect even more destinations across the border by facilitating seamless travel.”
https://aviationweek.com/air-transport/ ... 9d33d8b77e
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Re: India’s IndiGo places record order for 500 A320 Family aircraft
ATR Announces Orders For Up To 24 Aircraft, Ramps Up Production
Victoria Moores June 20, 2023
PARIS–ATR aims to progressively ramp up deliveries to 80 per year by the second half of the decade, following a weaker-than-expected performance in 2022.
The regional turboprop manufacturer had been hoping to deliver more than 30 aircraft in 2022, but it ultimately fell short with just 25 deliveries.
“This was certainly not the level we wanted to be at,” ATR CEO Nathalie Tarnaud Laude said June 20 at the Paris Air Show, marking her first air show appearance since taking on her role in September 2022.
Reflecting on her time with ATR so far, Tarnaud Laude said it had not been “a walk in the park.” She said the supply chain was still suffering and this would continue throughout 2023 and into the beginning of 2024 “at least.”
Tarnaud Laude is working with suppliers “on a weekly basis” and is still looking to deliver more than 40 aircraft this year. ATR is also growing its employee base by 12% this year, adding 150 new staff.
“We are well on track,” she said, announcing firm orders for 22 new aircraft, plus two options, in the year-to-date. This compares with 26 orders secured during the whole of 2022.
The 2023 orders comprise two all-business-class ATR 72-600s for Malaysian carrier Berjaya Air, six ATR 72-600s for Mandarin Airlines, three ATR 72-600s for Brazilian carrier Azul (plus two options), eight ATR 72-600s for three undisclosed customers and three ATR 42-600s for two undisclosed customers.
“We are already seeing the results of the market picking up and we are very confident we will be able to announce more by the end of this year,” she said.
In terms of demand trends, the OEM is seeing a shift from replacement aircraft to growth and Asia is coming back. ATR SVP commercial Fabrice Vautier said none of the 22 orders booked in 2023 will be replacements. ATR is forecasting demand for 2,450 turboprops and 550 freighters over the next 20 years.
Asian demand is also coming back, and this market holds fresh potential for ATR after the company secured Chinese type certificate validation for the ATR 42-600. Vautier said this clearance means ATR can reactivate discussions with potential Chinese customers and look at developing its support network.
“The certification was a key milestone. It was quite difficult to get active campaigns when you don’t know if you can certify, or deliver, the plane,” Vautier said.
He added that China could ultimately be a potential market for the ATR 42-600 STOL (short takeoff and landing) variant, more for its higher power in hot and high conditions than for its short runway capability. However, there are no immediate plans to certify the STOL variant in China.
Supply chain problems mean that ATR is being cautious with its production ramp-up. ATR is currently producing four aircraft per month, and this is set to grow to five in 2024.
“We are not planning to be at 80 aircraft next year,” Tarnaud Laude said. “It is a slow ramp-up because our plan is to be at 80 by 2026. We have room, and hopefully the supply chain will be in a much better place at that point in time.”
https://aviationweek.com/air-transport/ ... 9d33d8b77e
Victoria Moores June 20, 2023
PARIS–ATR aims to progressively ramp up deliveries to 80 per year by the second half of the decade, following a weaker-than-expected performance in 2022.
The regional turboprop manufacturer had been hoping to deliver more than 30 aircraft in 2022, but it ultimately fell short with just 25 deliveries.
“This was certainly not the level we wanted to be at,” ATR CEO Nathalie Tarnaud Laude said June 20 at the Paris Air Show, marking her first air show appearance since taking on her role in September 2022.
Reflecting on her time with ATR so far, Tarnaud Laude said it had not been “a walk in the park.” She said the supply chain was still suffering and this would continue throughout 2023 and into the beginning of 2024 “at least.”
Tarnaud Laude is working with suppliers “on a weekly basis” and is still looking to deliver more than 40 aircraft this year. ATR is also growing its employee base by 12% this year, adding 150 new staff.
“We are well on track,” she said, announcing firm orders for 22 new aircraft, plus two options, in the year-to-date. This compares with 26 orders secured during the whole of 2022.
The 2023 orders comprise two all-business-class ATR 72-600s for Malaysian carrier Berjaya Air, six ATR 72-600s for Mandarin Airlines, three ATR 72-600s for Brazilian carrier Azul (plus two options), eight ATR 72-600s for three undisclosed customers and three ATR 42-600s for two undisclosed customers.
“We are already seeing the results of the market picking up and we are very confident we will be able to announce more by the end of this year,” she said.
In terms of demand trends, the OEM is seeing a shift from replacement aircraft to growth and Asia is coming back. ATR SVP commercial Fabrice Vautier said none of the 22 orders booked in 2023 will be replacements. ATR is forecasting demand for 2,450 turboprops and 550 freighters over the next 20 years.
Asian demand is also coming back, and this market holds fresh potential for ATR after the company secured Chinese type certificate validation for the ATR 42-600. Vautier said this clearance means ATR can reactivate discussions with potential Chinese customers and look at developing its support network.
“The certification was a key milestone. It was quite difficult to get active campaigns when you don’t know if you can certify, or deliver, the plane,” Vautier said.
He added that China could ultimately be a potential market for the ATR 42-600 STOL (short takeoff and landing) variant, more for its higher power in hot and high conditions than for its short runway capability. However, there are no immediate plans to certify the STOL variant in China.
Supply chain problems mean that ATR is being cautious with its production ramp-up. ATR is currently producing four aircraft per month, and this is set to grow to five in 2024.
“We are not planning to be at 80 aircraft next year,” Tarnaud Laude said. “It is a slow ramp-up because our plan is to be at 80 by 2026. We have room, and hopefully the supply chain will be in a much better place at that point in time.”
https://aviationweek.com/air-transport/ ... 9d33d8b77e
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Re: India’s IndiGo places record order for 500 A320 Family aircraft
Boeing's new sales chief talks challenges — and of ceding a 'niche' market to Airbus
David Slotnick
June 23, 2023
Boeing and its rival Airbus will not be able to meet airline demand for new airplanes over the next five years. It's not going to happen.
It’s a dramatic statement from Boeing’s new sales chief, Brad McMullen, as he begins his tenure leading the Boeing sales organization he’s spent more than two decades in. However, it’s nonetheless the reality of the current market as airlines try to find airplanes, passengers pay top dollar for flights and supply chains shattered by COVID-19 struggle to reassemble.
“There’s more demand out there than the suppliers can meet,” McMullen told TPG during the Paris Air Show, where Boeing secured orders for 356 commercial aircraft. “Everyone wants more airplanes now.”
But that isn’t all bad news for Boeing, nor the airlines. They continue to see steady flows of new aircraft — if not at the pace they’d prefer — and place orders for delivery in the latter part of this decade and the early 2030s.
With orders largely following pandemic reopening trends, U.S. airlines have some of the earlier delivery slots, McMullen said. Brand-new orders placed now would likely not be delivered until the end of the decade. The supply chain crunch also means longer lead times for new orders.
“We were selling for 2024 two years ago; we’re selling for 2028 and beyond now,” he said. “All of that time frame in the middle is where everyone wants airplanes, but there’s none available. We don’t have them; Airbus doesn’t have them."
One consequence of this is that new startup airlines won’t be able to get new aircraft anytime soon unless they find some from lessors or older, used aircraft not necessarily built to their specs.
That can seem at odds with announcements from some airlines, such as newcomer Riyadh Air. A few months ago the carrier ordered up to 72 787-9 Dreamliners from Boeing, with the first scheduled to be delivered in 2025.
So how does that happen?
McMullen said the order had been in negotiations for about a year and a half before it was announced, and Boeing reserved the delivery slots for Riyadh early on in the process.
“And it’s an important [customer campaign], so we quoted them airplanes, and we just never moved them," he said.
Ceding a 'niche' market to Airbus
In recent years, speculation has swirled surrounding a potential new aircraft program at Boeing — one that would design a higher capacity and longer-range aircraft than most of the current narrow-bodies but one that’s smaller and cheaper to operate than the wide-bodies on the market.
This would be an aircraft that could fit the growing trend among airline route planners favoring thin point-to-point routes; it would offer airlines that operate mostly domestic or regional routes a chance to go a bit longer and spread their wings, so to speak.
In other words, it would be a replacement for the 757, which arguably came before its time.
There’s been no word on such a program for a new midmarket airplane, or NMA, from Boeing in recent years. Still, that hasn’t stopped speculation.
Nor has Airbus’ continued development of its A321neo line, including the new extra-long-range A321XLR. The XLR, expected to enter service in 2024, was displayed in public for the first time at the air show and has proven popular with airlines. For example, JetBlue has 13 on order to complement its existing fleet of A321LRs that can reach Western Europe.
McMullen, however, said he hears little demand from customers that would justify the expense of designing a new airplane from scratch — particularly when Boeing’s French competitor is preparing to enter the market with its solution.
“A lot of customers, if they need that range, they’ve looked at the 321XLR,” he said, noting that Airbus has had challenges in the development process. “We can serve the same need with 787-8s, and we’re seeing some of that uptake.”
“We’re not going to build an NMA,” he said. “Maybe someday, but it's not something that we’re contemplating right now. So I think the airlines have looked for other solutions for that size market.”
McMullen rejected the notion that Boeing was surrendering that part of the market to Airbus, however, arguing that airlines could simply choose the smallest 787, or the largest 737 MAX, the -10.
“The XLR has a range advantage that we don’t have in the market right now, but it’s a niche airplane,” he said. “There will be some airlines who need that airplane and they’ve bought it.”
“Long-term, I think when we or Airbus build a new airplane, that size of market will obviously be something that we want to cover with our product, or we’ll at least look at and evaluate.”
A full-size flagship
On the larger end of the airplane spectrum, Boeing’s newest flagship and biggest airplane, the 777X, is inching closer to certification despite numerous delays.
As those delays have added up and COVID-19 put the industry briefly on pause, orders for that plane have slowed; this is the case even as Boeing has made its air show debut and continued to show off the plane as its centerpiece over the past 18 months. (Air India firmed up an order for 10 of the planes during the air show.) The company currently has 353 orders for the two models of that jet, the 777-8 and 777-9.
McMullen says he isn’t worried and expects that to pick up.
“We’ve had a thousand orders since last year; the vast majority of that has been single-aisle,” McMullen said. “There’s a lot of stuff on the horizon, and there’s an unprecedented amount of demand, and there’s a good chunk of that for big twin-aisle airplanes besides the 787.”
Despite a preference for nimbler operations with smaller or more flexible aircraft, such as the 787, the realities of aviation will continue to require larger aircraft in bigger markets for the foreseeable future, McMullen noted.
“You’re always going to have large metropolitan areas with slot limits where those size airplanes are going to make a lot of sense,” he said. “Look to the second half of the year, I think you’ll see that there’s going to be an uptick in demand.”
Hinting further at additional orders to come later this year, McMullen noted that the plane-maker has been announcing and finalizing orders throughout the year rather than saving big sales, like one to Ryanair for 300 MAX 10 jets, to announce as a marquee show order.
“There’ll be stuff that happens shortly after the air show that we didn’t try and pull in,” he said. “It’s three days out of the year.”
Asked whether air shows matter anymore in terms of announcements, McMullen noted that there can be value in show announcements; however, he said the main benefits of the show are the chance to show off the latest products and touch base with the rest of the industry.
"They're an important touchpoint for us to meet with our customers," he said.
Selling airplanes is one thing, but the main focus now: Building airplanes
For the time being, with deliveries of the 737 MAX and 787 resumed and flowing, the biggest challenge Boeing faces is the same as that of Airbus: working to get its entire supply chain stabilized so it can finish building aircraft.
"The industry is struggling with a lot of the same issues right now,” he said. “We’re incredibly focused on executing our development programs."
“The demand outstrips the supply, and the biggest thing we can do to satisfy our customers is to deliver on time and get back to that cadence,” he added.
A key to keeping customers happy with Boeing is simply transparency, McMullen said. This could be related to supply chain delays or various new regulatory or safety compliance issues that pop up.
“You’re seeing a lot of us being open very early on if we have a problem, just coming out and saying ‘Here’s the situation,’” he said. “In a lot of the cases, there’s no impact to them.”
“Transparency is our mode, that’s just our mantra right now. We’re just open with the customers. We have to be,” he added.
While Boeing has said that it plans to increase its production output — as has Airbus — the biggest challenge is to keep a disciplined approach and not overstretch to meet the current demand, McMullen said.
“We’re not going to go to something that is irrational for the market, and we’re not going to yo-yo the market,” he said. “Having some stability and predictability is good for the airlines, is good for us.”
Nevertheless, despite the challenges, it’s a good time to be in the business of building and selling airplanes.
“The market is exceptionally healthy,” he said. “Healthy for us, healthy for the airlines, healthy for the industry, healthy for passengers.”
https://thepointsguy.com/news/boeing-ch ... 1sbIMd41Qg
David Slotnick
June 23, 2023
Boeing and its rival Airbus will not be able to meet airline demand for new airplanes over the next five years. It's not going to happen.
It’s a dramatic statement from Boeing’s new sales chief, Brad McMullen, as he begins his tenure leading the Boeing sales organization he’s spent more than two decades in. However, it’s nonetheless the reality of the current market as airlines try to find airplanes, passengers pay top dollar for flights and supply chains shattered by COVID-19 struggle to reassemble.
“There’s more demand out there than the suppliers can meet,” McMullen told TPG during the Paris Air Show, where Boeing secured orders for 356 commercial aircraft. “Everyone wants more airplanes now.”
But that isn’t all bad news for Boeing, nor the airlines. They continue to see steady flows of new aircraft — if not at the pace they’d prefer — and place orders for delivery in the latter part of this decade and the early 2030s.
With orders largely following pandemic reopening trends, U.S. airlines have some of the earlier delivery slots, McMullen said. Brand-new orders placed now would likely not be delivered until the end of the decade. The supply chain crunch also means longer lead times for new orders.
“We were selling for 2024 two years ago; we’re selling for 2028 and beyond now,” he said. “All of that time frame in the middle is where everyone wants airplanes, but there’s none available. We don’t have them; Airbus doesn’t have them."
One consequence of this is that new startup airlines won’t be able to get new aircraft anytime soon unless they find some from lessors or older, used aircraft not necessarily built to their specs.
That can seem at odds with announcements from some airlines, such as newcomer Riyadh Air. A few months ago the carrier ordered up to 72 787-9 Dreamliners from Boeing, with the first scheduled to be delivered in 2025.
So how does that happen?
McMullen said the order had been in negotiations for about a year and a half before it was announced, and Boeing reserved the delivery slots for Riyadh early on in the process.
“And it’s an important [customer campaign], so we quoted them airplanes, and we just never moved them," he said.
Ceding a 'niche' market to Airbus
In recent years, speculation has swirled surrounding a potential new aircraft program at Boeing — one that would design a higher capacity and longer-range aircraft than most of the current narrow-bodies but one that’s smaller and cheaper to operate than the wide-bodies on the market.
This would be an aircraft that could fit the growing trend among airline route planners favoring thin point-to-point routes; it would offer airlines that operate mostly domestic or regional routes a chance to go a bit longer and spread their wings, so to speak.
In other words, it would be a replacement for the 757, which arguably came before its time.
There’s been no word on such a program for a new midmarket airplane, or NMA, from Boeing in recent years. Still, that hasn’t stopped speculation.
Nor has Airbus’ continued development of its A321neo line, including the new extra-long-range A321XLR. The XLR, expected to enter service in 2024, was displayed in public for the first time at the air show and has proven popular with airlines. For example, JetBlue has 13 on order to complement its existing fleet of A321LRs that can reach Western Europe.
McMullen, however, said he hears little demand from customers that would justify the expense of designing a new airplane from scratch — particularly when Boeing’s French competitor is preparing to enter the market with its solution.
“A lot of customers, if they need that range, they’ve looked at the 321XLR,” he said, noting that Airbus has had challenges in the development process. “We can serve the same need with 787-8s, and we’re seeing some of that uptake.”
“We’re not going to build an NMA,” he said. “Maybe someday, but it's not something that we’re contemplating right now. So I think the airlines have looked for other solutions for that size market.”
McMullen rejected the notion that Boeing was surrendering that part of the market to Airbus, however, arguing that airlines could simply choose the smallest 787, or the largest 737 MAX, the -10.
“The XLR has a range advantage that we don’t have in the market right now, but it’s a niche airplane,” he said. “There will be some airlines who need that airplane and they’ve bought it.”
“Long-term, I think when we or Airbus build a new airplane, that size of market will obviously be something that we want to cover with our product, or we’ll at least look at and evaluate.”
A full-size flagship
On the larger end of the airplane spectrum, Boeing’s newest flagship and biggest airplane, the 777X, is inching closer to certification despite numerous delays.
As those delays have added up and COVID-19 put the industry briefly on pause, orders for that plane have slowed; this is the case even as Boeing has made its air show debut and continued to show off the plane as its centerpiece over the past 18 months. (Air India firmed up an order for 10 of the planes during the air show.) The company currently has 353 orders for the two models of that jet, the 777-8 and 777-9.
McMullen says he isn’t worried and expects that to pick up.
“We’ve had a thousand orders since last year; the vast majority of that has been single-aisle,” McMullen said. “There’s a lot of stuff on the horizon, and there’s an unprecedented amount of demand, and there’s a good chunk of that for big twin-aisle airplanes besides the 787.”
Despite a preference for nimbler operations with smaller or more flexible aircraft, such as the 787, the realities of aviation will continue to require larger aircraft in bigger markets for the foreseeable future, McMullen noted.
“You’re always going to have large metropolitan areas with slot limits where those size airplanes are going to make a lot of sense,” he said. “Look to the second half of the year, I think you’ll see that there’s going to be an uptick in demand.”
Hinting further at additional orders to come later this year, McMullen noted that the plane-maker has been announcing and finalizing orders throughout the year rather than saving big sales, like one to Ryanair for 300 MAX 10 jets, to announce as a marquee show order.
“There’ll be stuff that happens shortly after the air show that we didn’t try and pull in,” he said. “It’s three days out of the year.”
Asked whether air shows matter anymore in terms of announcements, McMullen noted that there can be value in show announcements; however, he said the main benefits of the show are the chance to show off the latest products and touch base with the rest of the industry.
"They're an important touchpoint for us to meet with our customers," he said.
Selling airplanes is one thing, but the main focus now: Building airplanes
For the time being, with deliveries of the 737 MAX and 787 resumed and flowing, the biggest challenge Boeing faces is the same as that of Airbus: working to get its entire supply chain stabilized so it can finish building aircraft.
"The industry is struggling with a lot of the same issues right now,” he said. “We’re incredibly focused on executing our development programs."
“The demand outstrips the supply, and the biggest thing we can do to satisfy our customers is to deliver on time and get back to that cadence,” he added.
A key to keeping customers happy with Boeing is simply transparency, McMullen said. This could be related to supply chain delays or various new regulatory or safety compliance issues that pop up.
“You’re seeing a lot of us being open very early on if we have a problem, just coming out and saying ‘Here’s the situation,’” he said. “In a lot of the cases, there’s no impact to them.”
“Transparency is our mode, that’s just our mantra right now. We’re just open with the customers. We have to be,” he added.
While Boeing has said that it plans to increase its production output — as has Airbus — the biggest challenge is to keep a disciplined approach and not overstretch to meet the current demand, McMullen said.
“We’re not going to go to something that is irrational for the market, and we’re not going to yo-yo the market,” he said. “Having some stability and predictability is good for the airlines, is good for us.”
Nevertheless, despite the challenges, it’s a good time to be in the business of building and selling airplanes.
“The market is exceptionally healthy,” he said. “Healthy for us, healthy for the airlines, healthy for the industry, healthy for passengers.”
https://thepointsguy.com/news/boeing-ch ... 1sbIMd41Qg
Re: India’s IndiGo places record order for 500 A320 Family aircraft
Boeing non si sta arrendendo a Airbus, sta semplicemente cessando di essere un costruttore di aeroplani. Se non ho più un ufficio progetti che lavora su velivoli completamente nuovi e mi limito a proporre, seppur aggiornati, prodotti con lustri o decenni sulle spalle, prima o poi cesserò di esistere.“A lot of customers, if they need that range, they’ve looked at the 321XLR,” he said, noting that Airbus has had challenges in the development process. “We can serve the same need with 787-8s, and we’re seeing some of that uptake.”
“We’re not going to build an NMA,” he said. “Maybe someday, but it's not something that we’re contemplating right now. So I think the airlines have looked for other solutions for that size market.”
McMullen rejected the notion that Boeing was surrendering that part of the market to Airbus, however, arguing that airlines could simply choose the smallest 787, or the largest 737 MAX, the -10.
Progettare un aereo nuovo significa anche ideare metodi di produzione più rapidi, che abbassano tempi di realizzazione e costi, oltre ovviamente avere in catalogo qualcosa che meglio risponde alle esigenze del mercato e degli acquirenti.
Qui si vede la differente propensione di americani e europei sul personale ingegneristico. I primi applicano la tecnica dell'assumi e licenzia, secondo le necessità contingenti, anche se vuol dire perdere esperienza. I secondi cercano di evitare i licenziamenti per non disperdere il know-how acquisito. Magari la seconda soluzione è meno efficiente sotto l'aspetto contabile e di soddisfacimento degli azionisti, ma alla lunga consente di continuare a esistere.
Re: India’s IndiGo places record order for 500 A320 Family aircraft
C'è chi vuol fare aerei guadagnandoci e chi vuol fare soldi facendo aerei..
È "solo" una questione di priorità..
È "solo" una questione di priorità..
Re: India’s IndiGo places record order for 500 A320 Family aircraft
A essere sinceri anche Airbus non è esattamente in un periodo proprio attivo. I costi del A220 non sono sotto controllo e quindi perde su ogni velivolo prodotto. Questo perché il A320 è stato pensato e implementato per essere prodotto in serie. A quanto pare il c-Series no. Per questa ragione non si spinge troppo sul A220 e la versione allungata, che sarebbe una mazzata per il 737-7 non è ancora sui radar. Tra l'altro A ha quasi satura la linea A320.
Il A321XLR è in fase di ridisegno perchè non gli è stato certificato il nuovo serbatoio più capiente che, rispetto alla versione LR, è integrato nel cassone alare. A deve dimostrare che la nuova variante sia sicura almeno quanto le precedenti.
L' A330neo è un aereo meno performante del 787 ma per quanto ci hanno speso per aggiornarlo. Poi sta avendo un discreto successo sul tratte medie e corte sulle quali, proprio a livello di progetto si adatta meglio a tanti cicli ravvicinati.
Sul A350 stiamo aspettando le versioni neo appena RR sfornera i nuovi turbofan che sono già in fase di test. Comunque hanno cancellato la versione - 2000, tanto la competizione del 777x già non è così pesante.
Quindi si sonnecchia anche da questo lato dell'Atlantico.
Inviato dal mio ANE-LX1 utilizzando Tapatalk
Il A321XLR è in fase di ridisegno perchè non gli è stato certificato il nuovo serbatoio più capiente che, rispetto alla versione LR, è integrato nel cassone alare. A deve dimostrare che la nuova variante sia sicura almeno quanto le precedenti.
L' A330neo è un aereo meno performante del 787 ma per quanto ci hanno speso per aggiornarlo. Poi sta avendo un discreto successo sul tratte medie e corte sulle quali, proprio a livello di progetto si adatta meglio a tanti cicli ravvicinati.
Sul A350 stiamo aspettando le versioni neo appena RR sfornera i nuovi turbofan che sono già in fase di test. Comunque hanno cancellato la versione - 2000, tanto la competizione del 777x già non è così pesante.
Quindi si sonnecchia anche da questo lato dell'Atlantico.
Inviato dal mio ANE-LX1 utilizzando Tapatalk
-
malpensante
- Messaggi: 18624
- Iscritto il: mar 20 nov 2007, 18:05:14
- Località: Milano
Re: India’s IndiGo places record order for 500 A320 Family aircraft
L’ordine di IndiGo è di 125 A320neo e 375 A321neo.
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