Polot wrote:reidar76 wrote:while Boeing are more used to large changes in annual widebody deliveries.
You can’t make a statement like that while excluding freighters/tankers. 3 of Boeing’s wide body lines heavily skew towards tankers/freighters in recent years (767/747/777). As long as the check clears Belong doesn’t really care if the wide body they deliver is going to FedEx, the USAF, or Emirates.
As morrisond noted freighters/tankers are all built on the same line as passenger aircraft. A freighter delivery naturally means one less passenger aircraft delivery. If you want to talk about and make comments about wide body production/delivery you have to include them.
I want to add a bad comparison if freight is excluded:
I missed freighters were excluded. I understand wanting to stay commercial, but excluding freighters justs masks Airbus was kicked out of that market.
That takes out (from Wikipedia)
201 777F
It artificially removes all 767 deliveries. That artificially decimates 2017, 2018, and 2020 deliveries.
It also artificially removes all 747 deliveries.
Including freighters has Boeing really flat 2015 throu 2019 in widebody deliveries in the 252 to 268 range.
In the same time, Airbus delivered 144 to 173.
There was an Airbus ramp up on the A350.
Freighters are a huge business for Boeing. That is the 747 and 767 commercial line and has been good business on the 777.
In 2020 and 2021, freight is the only reasons the 747, 767, and 777 lines were viable and we can debate 747 and A380 line viability.
Airbus needs a factory A330NEO freighter. The A330F failed on lack of TATL range at full payload. The success of the A330P2F shows there is a market, it is a question of price to capability.
We need to be careful. Freight is what will keep the 777, 767, and 747 flying for decades. It will ensure the A330 parts network remains in good shape too.
In my opinion, the only widebodies are the 787 and A350 are long term viable without the economy of scale provided by freighters after this shutdown.
Lightsaber
