lightsaber wrote:JustSomeDood wrote:IndianicWorld wrote:It’s all part of the cycle really, IMHO.
Boeing had its struggles a few years ago where so much seemed to be heading off course for them, and Airbus is currently experiencing some pain.
The product range is strong and orders are still significant, so once it has ironed out its issues (mainly with engine manufacturers), it should be ready to gain momentum again for the future.
The ideal time for the 330neo to have gained order momentum was 2-3 years ago. When purchase price and slot availability were actually legitimate advantages instead of A.net "wisdom". Airbus will have a tough time getting per-unit production costs low enough when production rates are less than half projected..
To build on Justsimedood's comment:. Cutting the production will add about 10% to the cost of building the aircraft w/nacelles. The engine economy of scale isn't as impacted due to T1000 production.
The costs would have gone up 15% or so if it wasn't for part commonality and demand for parts from the in service fleet.
Not crippling, but not good. About a 6% increase from the 110 build rate over-all. Maybe only a 2.5% increase from this year. But certainly not helping with the 787 at 3x the rate or 10% to 15% lower overall cost just from economy of scale.
For the record, I cannot understand why the 747 and A380 remain in production. Everything I know about economy of scale falls apart below 25 per year.
Seems I read somewhere awhile back that freighters were not discounted to the degree passenger planes are. I doubt Boeing would continue the 747/767 line unless it was profitable. The A380 is in a class of it's own.