Customer concessions for delayed 737 MAXs or 787s aside, Boeing did not have to finance the delivery of any of its airliners in 2021, the second year in a row that third-parties have backed all aircraft receipts, according to Boeing Capital executives.
In recent months, high-profile launches from Airbus (the A350F) and Boeing (the 777-8F) demonstrate that manufacturers have seized on the market’s appetite for new freighters, while conversions are in demand too.
There are promising recovery signs for the Asia-Pacific region as the in-service aircraft fleet steadily rebuilds, although the growth rate has been quicker for narrowbodies than widebodies.
Boeing’s 787 production-quality work required to satisfy FAA concerns and resume deliveries includes more extensive repairs than previously understood as well as some work on every aircraft.
There are more than 100 orders and commitments for the 767-300BCF, and the latest commitment builds on a record year of orders for Boeing’s family of freighters.
The FAA’s compliance with recently enacted aircraft certification reforms is progressing, the agency’s top official said, underscoring that required changes combined with other agency initiatives are changing how the regulator works with companies, notably Boeing.
The big, scary supply chain issue haunting the aerospace industry is actually the fragility and weakening position of lower-tier suppliers whose fate depends on the robustness of a commercial aero recovery.
Intra-African growth is expected to be the strongest category for African airlines, at around 6.5% per year, considerably above the global growth rate in air transport of 4%.
Boeing is establishing an Integrated Product Team (IPT) to digitally pave the way for the design and production of its next commercial aircraft using capabilities and methods largely perfected on a recent set of military programs.
The C919’s expected entry into service before the end of 2021 has revived talk that COMAC could grab a big share of the narrowbody market in the coming years.
