The final tally of orders from Farnborough. Sadly no Qatar 787 order.
Boeing
Donghai Airlines - 25 x 737 Max 8, 5 x 787-9 (MoU)
Standard Chartered - 10 x 737-800 (Firm)
Xiamen Airlines - 30 x 737 Max 200 (MoU)Volga-Dnepr - 16 x 747-8F (Firm)
UFO (China) - 15 x 737NG, 15 x 737 Max (MoU)
TUI - 10 x 737 Max 8, 1 x 787-9 (Firm)
Kunming Airlines - 10 x 737 Max 7 (MoU)
Air Lease Corp - 3 x 737 Max 8 (Firm)
EgyptAir - 9 x 737-800 (Firm)
Ruili Airlines - 6 x 787-9 (Firm)
Air Europa - 20 x 737 Max 8 (Firm)
Mitsubishi
Rockton - 10 x MRJ90 (MoU)
Airbus
ALC - 3 x A350-900, 1 x A321 (Firm)
Virgin Atlantic Airways - 8 x A350-1000 (Firm)
Jetstar Pacific - 10 x A320 (MoU)
Air Cote D'Ivoire - 1 x A320neo (Firm)
Arkia - 4 x A330-900neo (Firm)
Jetstar Pacific - 10 x A320 (MoU)
Air Cote D'Ivoire - 1 x A320neo (Firm)
Arkia - 4 x A330-900neo (Firm)
Germania - 25 x A320neo (Firm)
Wow Air - 4 x A320neo (Firm)
GoAir - 72 x A320neo (MoU)
Air Asia - 100 x A321neo (Firm)
Synergy - 62 x A320neo (Firm)
Synergy - 62 x A320neo (Firm)
Aer Lingus - 2 x A330-300 (Firm)
Bombardier
Bombardier
Porter Airlines - 4 x Q400 (Firm)
COMAC
China Aircraft Leasing - 60 x ARJ21 (MoU)
AVIC - 30 x ARJ21 (MoU)
Embraer
Arkia 6 x E195-E2 (MoU)
Kalstar 5 x E195-E2 (Firm)
Nordic Aviation Capital 4 x E190-E2 (Firm)
Japan Air Lines 1 x E190 (Firm)
China Aircraft Leasing - 60 x ARJ21 (MoU)
AVIC - 30 x ARJ21 (MoU)
Embraer
Arkia 6 x E195-E2 (MoU)
Kalstar 5 x E195-E2 (Firm)
Nordic Aviation Capital 4 x E190-E2 (Firm)
Japan Air Lines 1 x E190 (Firm)
Mitsubishi
Rockton - 10 x MRJ90 (MoU)
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17 comments:
Very disappointed for them not posting all those Chinese 787 orders..
What are they waiting for.i mean Hainan's about to receive they're second -9...still listed as undisclosed.
Airbus sold more than twice as many planes as Boeing at the airshow.
"Airbus sold more than twice as many planes as Boeing at the airshow."
Airbus has the practice of SAVING orders to announce at air shows. They almost always beat Boeing in orders at those air shows, except in rare cases when Boeing launched a big program like the 777x that perhaps also coincided with a temporary slump in Airbus' then offerings and sales efforts.
It's also safe to say that there is a larger fraction of orders on Airbus' order book that are just phantoms that will never be filled that will eventually be dropped / canceled silently perhaps a decade later, for which no one will hear any announcement. So on the surface, Airbus will almost always announce more orders, but in terms of actual delivery, it's a fraction lower than orders relative to Boeing's numbers.
In response to comment,just look at the a380 backlog..one legit customer, the rest are absolutely bogus.its like they refuse to post cancellations ..how long before they remove vigin's a 380 order.
We may not know the final, hard numbers for some time, re: Airbus vs Boeing sales, yet one that is irrefutable is the A321neo is handing Boeing their rear-ends. Boeing has no, zero, nada answer for the A321neo and is looking very foolish. With all the research Boeing does in the marketplace, one must ask: How could they have overlooked this segment, ESPECIALLY in light of their being in the process of introducing a new upgrade to the 737, the MAX?
It confirms they either have very poor research or even worse, did not listen to their customer's needs when developing the specs for the MAX fleet.
In retrospect, it is simply amazing to me they have never redesigned the landing gear for the 737 to accommodate larger diameter engines, which dictate an engines' power. The original 737 engine had a very small diameter and therefore did not require a taller landing gear, but the 737 has undergone 3 iterations since and Boeing's not lengthening the landing gear has put them in the box they are now in.
Granted, they made a partial landing gear redesign for the MAX, yet it is still at least 12" too short, if one compares the A320 series engine diameter to the MAX' (81" vs 69" fan diameters).
This is yet another huge mistake under the failed tenure of that dumb-axx CEO McNerney.
Higher landing gear has it's risks. Look at the unstable landings of DC 10 freighters. Boeing 's mistake was not building a replacement for the 757.
Raising the 737 is not the answer. Look at the unstable DC-10/MD-11. Boeing's mistake was not developing a replacement for the 757!
Uresh I would in interested in your views on the following question:
Could a slightly modified 787-3 be a replacement 757?
The -3 is an interesting idea. It is the same length as the -8, with less fuel capacity and winglets, due to the need to shorten the wing to fit the smaller narrow-body gates. Given the 777X, folding wing technology may be the solution.
A 200 - 250+ -3 would require the above and also have sections removed to decrease seating capacity.
I would think a stumbling block may be the need to produce these planes at a rate that the composite fuselage manufacturing could accomplish. The 787 presently is up to 12-14 per month, yet that rate may not be adequate for a A321 competitor. The other aspect is could it ever compete with the A321 on price? Airbus would have a much lower pricing floor.
If Boeing were able to accomplish a modified 787 for this capacity at the right price, it would be a category killer.
Whatever they decide on, Boeing again is in scramble mode to get back in the game on this important category.
"John Watson said...
Higher landing gear has it's risks. Look at the unstable landings of DC 10 freighters. Boeing 's mistake was not building a replacement for the 757."
Isn't a longer landing gear how Airbus accomplishes the larger diameter engines?
Longer landing gear would require a redesign of the wing, as the landing gear would move outward from where it attaches presently. This addresses the instability issue also.
The trans-Atlantic range of the 757 would be difficult to either provide or justify for an A321 competitor - it would introduce too many penalties for a short haul airliner. There are two issues here: the MoM 757 replacement and a separate project for a clean-start 737 replacement to take on the A321 - it is obvious the 737 has reached its limits. That's a LOT of development work.
Any reason why the next Hainan plane had so many test flights. !2 is a lot.
What's the story with LN5 changing from storage before change incorporation to "testing complete"? Has Boeing decided it's not going to get sold after all?
Uresh Boeing is taking an earnings hit on the 787 this week, sounds like they no longer an to sell lines 4 and 5. Do you know anything about it?
Yes, that's correct:
http://boeing.mediaroom.com/2016-07-21-Boeing-to-Recognize-Cost-Reclassification-and-Charges-to-Second-Quarter-Earnings
Here is an article detailing Airbus' shenanigans of saving phantom orders to announce at air shows:
http://www.fool.com/investing/2016/07/18/airbus-wins-a-hollow-victory-at-farnborough.aspx
Uresh - Why are there only 10 deliveries scheduled for August? has there been a manufacturing/ supplier hiccup?
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