Opinion: Why Airbus And Boeing Must Develop New Widebodies

The arrival of twin-aisle passenger aircraft changed the world a half-century ago, but widebodies seem to have fallen out of favor in recent years. Both Airbus and Boeing are signaling that they do not plan to introduce new widebody aircraft in the next 10-20 years. The consequences of such inaction should not be taken lightly.

Narrowbody jets, such as the Airbus A321XLR, have proven in recent years to be more efficient on shorter long-haul routes. But widebodies remain essential for intercontinental transportation. Without new models, an industry built on continuous improvement in efficiency and sustainability risks falling behind.

For decades, widebody aircraft have been the backbone of global long-haul transportation. Models such as the Boeing 777 and 787 and the Airbus A350 are capable of efficiently transporting large numbers of passengers over long distances. But while the 787 and A350 are considered “modern,” they are largely based on technologies that are more than 20 years old. The global aviation network needs something better because long-haul flights account for about 75% of global aviation fuel consumption, some of which is from single-aisle aircraft. To reduce energy consumption and emissions, more efficient widebodies are essential.

The Boeing 777-9, now scheduled to enter service in 2026, will use larger wings and more powerful engines to save fuel and increase range. But it should not be an exception. Completely new concepts must be developed to meet future ecological requirements. JetZero, a California startup, has won a $235 million contract from the U.S. Air Force to develop a demonstrator for a scalable, multirole aircraft with a blended wing design that could reduce fuel consumption markedly. Such innovations have the potential to reduce CO₂ emissions drastically. However, it will be difficult to make such projects commercially viable without the support of Airbus and Boeing or a group of large airlines.

Another notable exception to the recent slowdown in technological innovation in aviation is the Airbus A220, originally the Bombardier C Series. This narrowbody jet illustrates that technological leaps are possible when innovative concepts are brought to market. But with a peak capacity of 160 passengers, the A220 can hardly replace widebodies on long-haul routes.

Airlines, which historically have played a decisive role in shaping the future of aviation, also have a place in spurring development of new widebodies. They have a deep understanding of the interaction between route networks and aircraft design and have been key partners in the development of new models. In recent years, however, the dynamic seems to have shifted to OEMs leading the way, while many airlines have lost the competence to interact at eye level with aircraft manufacturers. Airlines know exactly which aircraft they need to operate efficiently while minimizing their environmental footprint. Fostering a closer dialog between aircraft operators and manufacturers is essential to developing widebodies that meet the demands of the future.

Airbus and Boeing must secure the future of aviation. A decade ago, in the narrowbody market, Bombardier forced them to respond to the C Series’ new, cutting-edge engine. Airbus launched the reengined A320neo and Boeing the reengined 737 MAX. Will the duopoly move now on the widebody front or pause long enough to allow China to become a catalyst? Or are they afraid to act, knowing that some of their big order backlogs would shift to a newer airplane and thus delay cash flow?

The next widebody aircraft family is sure to be smaller than the Boeing 747 or Airbus A380 and will require radical changes in design and propulsion efficiency while remaining compatible with existing ground infrastructure. The maturation of propulsion technologies should enable new narrowbody aircraft to enter service in the mid-2030s. That would align with research projects on radically new aerodynamics, which OEMs could utilize for new widebody aircraft. Such technological leaps should lower operating costs and energy consumption, reducing aviation’s impact on climate change.

Airbus and Boeing must start moving now to prevent technological stagnation. Without progress, the industry risks falling far short of its environmental goals and exacerbating economic challenges. Bold decisions, underpinned by new digital tools that allow for drastic reductions in design risk, are needed. It is time to move forward.

Nico Buchholz is president and deputy CEO of BermudAir, a boutique airline. He led Lufthansa Group fleet management for 15 years and held senior positions at airframe and engine OEMs.