© AIRBUS S.A.S. 2012
HEAVYWEIGHT
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ike two heavyweights slugging it out over 15 rounds, the contest between the world’s big two airliner manufacturers has during the past decade seen both Airbus and Boeing land damaging blows on their opponent, but neither punch their way to domination. Although the European and US giants have adopted distinct product strategies, no single programme has proved such a success – or failure – as to send one or other onto the ropes. July’s Farnborough air show was the latest round in the finelybalanced struggle, with both airframers flying flagship products in the aerial display and keen to show that they have the edge when it comes to technology and market appeal. Boeing’s decision 10 years ago to abandon the Sonic Cruiser – a super-speedy replacement for its 757 and 767 widebodies – and instead develop an all-composite, 8 Industry Europe
highly-efficient airliner appeared to make sense as oil prices soared in the 2000s, and the 787 Dreamliner became the fastestselling type of all time. It still looks wise, but Boeing’s original move to outsource complex design and production elements to a global supply chain delayed the programme’s service three years to 2011 and cost it money. The Dreamliner is unlikely to make a profit for the US airframer until the 2020s. Airbus’s 550-seat, double-deck A380 has been the other most adventurous launch of the 21st century, but – while the ultra-highcapacity, hub-connecting superjumbo is proving a key asset for the likes of Emirates and Singapore Airlines – Airbus is struggling to hit 300 orders, its target by the end of this year. Wing cracks discovered in early examples in service have also added to Toulouse’s headaches. Boeing’s rival in the segment,
The battle between Boeing and Airbus continues to dominate the aviation industry but major programmes at both companies are struggling to make decisive breakthroughs. Murdo Morrison, editor of Flight International, reports. the 747-8 – a stretched version of its iconic jumbo jet – is enjoying modest success in the freight market but has yet to achieve a breakthrough as a passenger aircraft. Boeing still has another ace up its sleeve: the potential of developing its highly successful 777, still selling strongly a decade-and-a-half after its service entry. Thanks to the cost of fuel, the large twinjet family has already seen off one competitor, the thirstier, four-engined Airbus A340, and Boeing should be able to adapt the design to meet any challenge from larger versions of the planned A350. Airbus’s answer to the 787 is in production and, in terms of orders, has made a promising start. However, its entry into service, originally set for next year, has just been put back from the first half to the second six months of 2014. This comes after long and expensive delays to both the A380 in the middle of the decade
