For decades, Boeing and Airbus have been the top two manufacturers of commercial aircraft. The Airbus A320 creates real competition for Boeing’s long-life 737 series, and this competition enhances both products. Although Airbus continues to hold the market share for narrow-body aircraft, Boeing continues to maintain its leadership position in the wide-body aircraft segment. The well-documented problems with the Boeing 737 MAX have created a portion of the revenue for Airbus and, if possible, it will take Boeing years to recover it.
The two oldest Being models, the 767 and 757, are the true workhorses, filling the important gap between the narrow-body aircraft and the larger wide-body aircraft made by the two companies. The original Airbus A321 was a low-power, limited-range aircraft, and it seemed that when it was first launched, it would not pose too much of a threat to Boeing’s dominance in more than 200 seat categories. But how things have changed, the A321neo, now available in LR and XLR versions, is the most sought after aircraft in this category, and it leaves Boeing with no effective competitors in the space they used to control. The 737 is too small, and all other big airplanes made by Boeing are too big.
As Covid eliminated many long-distance international routes using wide-body aircraft, wide-body aircraft currently dragged down airline profits. When airlines decided their fleet for the post-pandemic world, Boeing was attracted to this critical size. category.
fills the gap
Boeing recognizes this and once again negotiated on the new mid-market (NMA) aircraft. Given the current availability of the A321 series and the time to market for the new aircraft, not everyone thinks this makes sense. Airlines are now making decisions about how long-haul traffic will return, which routes will be maintained, and which markets will go through hubs and direct flights. The appeal of the
A321 is that it has the operating cost and seating capacity of a narrow-body aircraft, but it can fly all routes except the longest route in the world. This creates an opportunity to add peer-to-peer services in the mid-market, while also providing efficient services to centers in a wide range of destinations. As Simple Flying pointed out, “the competition has started” in this market and Airbus has a huge advantage. The same article also reminds readers that Boeing’s original 707 long-haul aircraft is a narrow-body aircraft that has opened many new long-haul routes in the world. Obviously, we went back to the future with a plane of this size.
is more suitable for you
Russia has a new stealth fighter, what is it for?
The US shipbuilding industry is at its lowest point in history. How did the United States fall to this point?
target: Taichung. This Taiwan port may be China’s main target.
Wide-body Aircraft Risk The
wide-body aircraft has higher purchasing and operating costs than smaller narrow-body aircraft. They can make more money in good times, but lose more money in adversity. The current long-haul travel environment is certainly weak and it is unclear when demand to pay the fees necessary to justify these large jets will resume. For most airlines flying longer distances, this makes choosing narrow-body aircraft a less risky opportunity. The A321LR and XLR models can’t fly everywhere, but they open up more markets than were previously available for these economies.
Boeing has been the leader of the 757 and 767 models for a long time, but there is no good competitor in this field, which is very difficult. They can’t sell the 787 cheap enough to make up for differences in fuel economy, size, and overall operational risk – suitable for a large number of new routes. Of course, some routes can still justify this size category, but they are fewer than before, and more importantly, Airbus has the only ready-to-go product to tap into this growing mid-size market.
United Airlines’ new order
United Airlines has just placed a large order for 270 new aircraft, 200 of which are from Boeing, and they also ordered 70 Airbus A321neos. The Boeing 737 Max 10 is roughly the same size and will try to absorb some of the space, but it is still slightly smaller than the A321, and it is new and untested. If United Airlines regards the 737 MAX 10 as a real competitor of A321neo, they may not split the order by adding 70 A321s.
Do not count on Boeing
Despite the difficult situation today in a major size category, no company understands the long-term nature of these products better than Boeing. Short-term gains in one period may become equity losses in another period, and Boeing continues to regain momentum through the 737 MAX aircraft. They understand this size category and how it can become competitive again. Although Airbus products are so good, they can’t make them fast enough to meet all the needs closest to them.
When Boeing and Airbus compete, the world will get better, which will bring better products and better prices to airlines, thereby bringing consumers cheap flights. If China can make its commercial jets competitive in the next few decades, this will increase the already strong global market and hopefully connect the world in a more effective way.

By Peter

Leave a Reply

Your email address will not be published. Required fields are marked *