Are we speculating on what new derivatives will enter service before 2027?
The article states it will be 16 if Boeing launches the NMA.
There are 14 new and derivative aircraft scheduled for entry into service (EIS) through 2027. This rises to 16 if Boeing launches the New Midmarket Aircraft (NMA).
It’s an excited time with many derivatives coming out, although it is time for a New program. It’s been 14 years since the last all new program was launched at Boeing or Airbus.
LeehamNews, one of the better (ignoring reader / advertiser satisfaction) knowledgeable aerospace news sites has a topic today
Is leeham news knowledgeable? Absolutely! Are they biased? Absolutely. There is a connection with Airbus marketing material.
Yes, and Boeing, Embraer and BBD marketing material. If Boeing f.cks up he says Boeing f.cks up & they aren't invited on Boeings next media chalet champagne event / familiarisation flight. Doesn't make them Airbus biased..
Looking at their prior cheerleading on the A346, I perceive an mild anti-Boeing bias.
The site ignores Boeing and Airbus use different passenger weights and margins. If Boeing misses spec, it is a big deal yet both the A346 and A388 were 6 tons overweight at EIS (A388 brought under spec, A346 was always a heavy dog). We keep hearing about the 788 being overweight at EIS, but not how much weight was removed (more with the commonality improvements).
While great for information, I have learned to filter. Put another way, per their articles, Boeing's success is hard to understand. Since long term (not short term), the market is rational, I look for information that supports the market.
On topic, new RJs are being ignored. If the MRJ is redesigned in a good way, I expect it to take A220/E2 sales. In particular if the current (heavy) wing is put on a hundred seater.
I too expect the NMA in two lengths.
I also expect something from Airbus. There are many projects being studied (also at Boeing). My favorite part of the business is coming up with new ideas and trying out the business case. My least favorite part is when there isn't enough will to close the business case.
With new engine tech
Core: higher Mach # bearings, better turbine blade design, better high compressor aerodynamics (GE9x), CMCs
Variable cycle:. Variable turbine cooling (LEAP, GE9x), variable fan nozzle (A Whittle idea, so not Pratt exclusive), variable compressor FOD bleed, better turbine cooling control (GE9x)
Low spool:. 3.5:1 gearbox, better turbine aero (PW1100G PiP and LEAP-1B, not in 1A as that is the timeline), better low compressor to high compressor profile, higher Mach # fan (GE9x), low turbine Clearance control (why is the current tech so primitive?),
Electrical subsystem improvements (saves 3% to 4% over old school bleed in fuel and maintenance at a ton per hundred pax weight penalty).
Next gen CFRP
Underside laminar flow (all prior to 777x focus only on topside)
3D printed large titanium structures (so new the printers are still being manufactured).
The rule of thumb is half of the benefit vis realized by retrofit. So enough is happening there will be market opportunities for new aircraft.
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