It could be that B is just doing this for a cash intake spike for a few years and a quick stock price shot in the arm. So 24 more aircraft per year, lets estimate $20 to 25 million cash cleared per frame by 2020...this brings in at least $500 million more cash per year.
After appropriate executive stock options are exercised -- comes the unavoidable widebody order and delivery slowdown after 2020 due to low fuel prices and higher interest rates (and global instability?). Big production cuts come after 2020 long after execs have pocketed their stock gains. All this is a more reasonable explanation for the production increase.
More reasonable than all the other much more logical and simpler responses given? Just
There are routes it makes sense. The issue is Boeing is now accelerating 787 production. That means in this more stagnant wide body market, the leasing companies (or as you put it financial community) will stay away as the resale market won't be what was expected. 50 aircraft from the big leasing companies is pretty good, except they usually have escape clauses...
My point is that increased 787 volume forces the A330NEO to compete more vigorously.
As my above post noted, I think this is an indication Indigo, Spicejet, or both ordered the 787... Or maybe I just hope.
You may be right with the Indian carriers. However, I think the more obvious answer is staring us in the face (and has become quite the cliché, too): China.
In just the last couple years, we've seen a number of relatively small orders come from many of the smaller Chinese airlines:
Donghai Airlines - 5
Juneyao Airlines - 5
Okay Airways - 5 (MoU)
Ruili Airlines - 6
I honestly do not see these airlines stopping at just these quantities, do you? And that's not even taking into consideration the Big 3, which only have a total of 52 on the books. I see that number also growing greatly, especially with the -10 and what it can do for the Chinese airlines.
Re: the A330NEO. I too thought it would be getting a bit more traction by now. As it was, Airbus's window for good sales of this frame was already quite small. Unfortunately, that window appears to be getting smaller by the month. And today's 787 announcement is certainly not good news for it.
In regards to the Accounting Block, there have already been some very good explanations in this thread, and elsewhere. The only thing I will point out is that it seems a number of posters are seeing whatever the current AB is, and mistaking that for a "hard
" number (i.e., the deferred costs must be recovered at a specific number). It never was intended that way, it has never been that way, nor will it ever be that way until production ceases. The Accounting Block will continue to increase as long as Boeing can continue to sell the aircraft. There is no secret to this, no hidden agenda on the part of Boeing. Yes, the deferred costs are astronomical because of the c*&%-ups, but that does not change the way the Accounting Blocks work. Hell, even the 737 has an Accounting Block.
So the idea that they must
recover all deferred costs at X number of aircraft is not connected to reality.
All gave some. Some gave all.