Best in class

I always enjoy meeting with our suppliers. After all, they’re key players in our success. I got the opportunity to see many of them in person at this week’s annual Pacific Northwest Aerospace Alliance Conference in Lynnwood, Washington— where I was able to thank them for helping us increase our 2012 deliveries by 26 percent through several rate increases.


Speaking at the annual PNAA conference.

We then turned our focus to the objectives for 2013—which include getting the 787 back in the air, executing more production rate increases while improving efficiency and reducing costs, and keeping development programs like the 737 MAX and 787-9 on track.

Of course, a lot of folks in the audience were very interested in our continued progress on the 777X and 787-10X. The potential market entry of the 777X would be around the end of the decade, and our customers have really been helping us shape this airplane.

The 777X will have the lowest fuel burn per seat of any airplane, significantly lower operating costs, and greater payload and range capability. We’re also working hard on a new interior for the airplane that will really be spectacular— making the best in class 777 even better.

The 787-10X, a stretch of the 787-9, will give the airlines a capacity of around 320 passengers, while still offering the best fuel burn and operating economics. Consider it the “people mover” of the 787 family—carrying the most passengers with the best fuel economics.


A rendering of the 787-10X.

When you put them together, it’s obvious the 777X and 787-10X will put a lot of pressure on the competition. It’s an exciting time for the wide-body market with a lot of pent up demand for these airplanes.

On the single-aisle side, we couldn’t be happier with the acceptance of the 737 MAX. Just this week, we finalized an order for 16 737 MAXs from Icelandair. That brings the total MAX orders to date to 1,180.


The 737 MAX in Icelandair livery.

Across the board, we’re offering the best products to meet our customers’ needs. And we thank our suppliers for being part of the Boeing team.

Comments (2)

Mark Harrison (Atlanta GA):

The production of the 747-8, the plan for a significantly updated 777-8/9, and with the continued production of the 767 for the Air Force, are there any plans for an updated 767-8 to meet the 200-210 seat international market need? There are several U.S. airlines using 757-200s on "thin" transatlantic routes, but it is range limited to serving only Northeast U.S. to Northwest Europe routes. There are about 130 767-300ERs in current use for by U.S. legacy carriers, many on daily routes to secondary European cities. These direct city pair flights will have to be replaced by either lower frequency flights on larger aircraft, or on connecting flights.

A remake of the 767-300 on par with the 777X, using aluminum-lithium and composites to reduce weight, and replacing the current engines with the 747-8's GenX engines, would seem to be a good fit for these routes.

Norman (Long Beach, CA ):

The aviation community in Anet have been talking about the 777-8X and 9X and the 787-10X for a while. The 787-10X will be a great replacement for the 777-200ER and just as importantly compete against the A350-900 and 1000. I could see American, Delta, United, JAL, ANA, Korean Air or British Airways with the double stretched 787. The 777X will be great as a 747-400 replacement for Delta, United and British Airways. I can see Emirates use the 777X for long distance cities that are too far for the 777-300ER but cannot fill out an A380.

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