12), the company has quietly begun recruiting a team of cockpit design engineers-providing further clues that work is beginning on development of the aircraft’s flight deck.Īlthough Boeing continues to update and support the flight decks of the current product line, the rash of new job postings in this specialization is thought to signal a significant increase in work on a new product development. Credit: AirbusĪlmost a month after Aviation Week broke the news that Boeing was taking the first steps toward launching its first all-new airliner since the 787 ( AW&ST Feb. Airbus has 420 firm commitments for its A321XLR. Reinvigorated competition from Boeing in that space may force Airbus to reconsider its options, but any action will depend on the -5X’s specifications and market success. Boeing’s -5X project is directed at much of the same market in which the A330neo has underperformed. The A321XLR had begun to eat into the traditional widebody market before the pandemic.Īirbus can wait to see what Boeing decides and react accordingly. The A220 is a superior offering in the small narrowbody market in competition with the Boeing 737-7, and it provides strategic options should the OEM decide to stretch the airframe further. Its A320neo family is dominating the narrowbody market. Boeing targets full compatibility with its aircraft by 2030.Īirbus, by contrast, has no plans to launch a new, conventionally powered aircraft for the time being. Instead, they will focus on whatever technologies are available and combine them with extensive use of sustainable aviation fuels (SAF). Boeing and Embraer contend it will take longer for disruptive technology to play a major role in aviation’s efforts to become carbon-neutral by 2050 and massively reduce emissions early in the effort. That they are being pursued at all shows a fundamental difference in thinking among the major aircraft-makers. The aircraft, if launched in the next 1-2 years, would be available well before 2030.
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