WIDEBODY AIRLINERS COMMERCIAL
http://www.airinternational.com | 69is simply there is only a limited number of
requirements for the biggest widebodies,
meaning twin-jets with 250 to 350 seats
are optimal for most airlines’ needs. Route
fragmentation, the Teal Group analysis notes,
“might just keep migrating downwards. Since
range and good seat mile costs are the real
prizes, the 787 and the A350 will start eating
into the 777 market”.
Reflecting this bigger picture, Airbus has for
the time being shelved the idea of developing
a notional stretched variant of the A350 to
compete with the 777-9, meaning this aircraft
currently stands alone in offering twin-jet
operating costs and 400 seats-plus capacity.
Boeing’s 777-9 will be the highest-capacity
twin-jet airliner ever built.
This, however, might not preclude the
development of specialised versions of
aircraft for certain missions. Airbus will this
year deliver the A350-900 Ultra-Long-Range
variant to Singapore Airlines for long-haul
flights to the United States. Another flagship
opportunity in the Asia-Pacific region is
Qantas’ desire for an aircraft able to fly
non-stop from Australia’s eastern coast to
Europe and North America. The carrier’s
Chief Executive Officer Alan Joyce has said
a purchase decision could be made in 2019,
with deliveries in the early 2020s.
‘Tag team’
Success for one manufacturer in a widebody
campaign doesn’t necessarily shut out the
competitor. Some airlines prefer to split
aircraft orders between OEMs; some jets
purchased from one company fly missions
in one seat category and rival types from the
other manufacturer serve another purpose.
United is a good example. As noted, it
has ordered 45 A350-900s, but it has also
ordered 14 787-10s. The airline says the
types are complementary; in an investor’s
presentation earlier this year, it explained the
combination will “provide a solid tag-team
777-200ER replacement solution... [the]
787-10 will sufficiently cover markets below
7,200 miles while [the] A350-900 will cover
longer-range markets”.
There are many other examples of the
large network airlines in Europe, the Middle
East and Asia splitting business between the
OEMs in this way. Just last year, Singapore
Airlines – a key A350 customer with 67
orders – ordered a big batch of Boeings (30
787-10s, 19 777-9s). Lufthansa, an A380 andA350-900 operator, has signed for 777-9Xs.
Emirates, already the biggest A380 operator,
is also the largest 777X customer (150 aircraft).
Just this year, Turkish Airlines has signed
a memorandum of understanding for 25
A350-900s and finalised a commitment for
25 787-9s. In the UK, British Airways and
Virgin Atlantic have introduced Dreamliners in
recent years but in 2019 both carriers will also
introduce A350-1000s into service.
Ultimately, airlines want the ability to right-
size, to match capacity served on routes
with the always-changing characteristics of
demand. For them it makes sense to go for
different aircraft with capabilities which straddle
the seating scale. This trend, which benefits
both OEMs, is likely to continue. AITOP LEFT: American Airlines,
whose entire widebody
aircraft orders backlog is with
Boeing, recently ordered 47
more 787s.TOP RIGHT: Many airlines split
their widebody aircraft orders
between manufacturers, as
Turkish Airlines has done this
year by ordering both 787-9s
(pictured) and A350-900s.
Both images Boeing