Last week, Boeing revealed its decision regarding the question of a new generation aircraft, the B-737 MAX, that will be competitive with the proposed Airbus A-320 NEO. There is, naturally, some controversy regarding this decision that questions the introduction of either aircraft.
In my opinion, there is a connection between these compromise plans and Bombardier's development of a narrow body aircraft, the CSeries. Neither of the two giants could compete with the CSeries in its class for a number of reasons. One reason that appeals to travellers is the four or five abreast seating in the CSeries that compares with the normal six abreast seating provided by the competition. Airbus and Boeing argue that they are not competing in the 100-seat category but, if so, why have they rushed Band-Aid solutions to improving their A-320 and B-737 designs. Probably, because should the CSeries be successful, and it will, Bombardier will introduce an extended version that, it could be suggested, will close the gap.
Originally, Boeing developed the B-737 with different fuselage-length variants and this natural progression was also seen in the A-320 series. Over time, each manufacturer improved their design in small increments, for example, the introduction of composite materials and fly-by-wire systems.
Meanwhile, in fact, for more than two decades, Bombardier had entered the market with a range of small business jets, created completely from original designs and, most importantly, conducting advanced research in fuselage construction, composite materials, and closely coordinating with gas turbine manufacturers for fuel efficient engines, such that the introduction of their CSeries aircraft will be a leader in its class (Brazil's Embraer and China's Comac aircraft companies may compete in this market segment but, at the moment, can not compete, totally, with the advanced technologies employed in the CSeries).
Both Airbus and Boeing are showing good order books, especially Airbus, but we should note that they are not all firm orders. The B-737 MAX is very much a compromise redesign, especially when we look at the new engines. The main comparison with the A-320 NEO is the smaller fan blade diameter. Although the new engine is larger than previous models, it is smaller than fitted to the A-320 NEO (168 cm compared to 205 cm fan blade diameter respectively). The reason for this is that the height of the wing is less and the B-737 MAX requires a 42.9 cm (16.9 in) ground clearance. It has been said, unconvincingly, that a larger engine would create greater drag but, equally, would be less efficient than that of the A-320 NEO.
In my opinion, the argument that the two giants are using tested designs is quite poor as there is little to compare, for example, the B-737 of 1964 with that of today. Equally, the CSeries is using technologies that have been well proven for many years on their Global Express series of aircraft.
Therefore, the introduction of Bombardier's CSeries will be a leap forward in advanced design with superior qualities superior in its class, such that, I am sure, if the fly on the boardroom wall of Airbus and Boeing could talk, there would be some smiling faces in Montreal.
It is satisfying that my comments (above) are still relevant today, especially as the maiden flight of the CSeries aircraft is only a few weeks away.
ReplyDelete