As the year draws to a close, the aviation community is looking forward to a brighter
2023. With hopes for a continued recovery, more and more companies are promising to launch
new aircraft, many of which had been put on hold due to the pandemic.
Want to know about it?
Well, stay tuned to the video And watch the video till the end.
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REVEALED The Future Aircraft.” So without any further ado, Let's begin.
As airlines speed up the retirement of these
long-running plane models (with a push from the COVID-19 pandemic), they’re making way
for a new generation of jetliners to take center stage. But the affair has given new
energy to critics who claim the 737 Max was allowed back into service prematurely and
that issues that could have contributed to two fatal crashes have not been fully analyzed
or addressed.
“Airlines will look at the world in a different light as the recovery develops,” says John
Grant, London-based senior analyst at OAG, airline research, and publishing firm. “Network
structures will change, and older aging aircraft types such as the 747 and A380 are vulnerable.”
On the positive side, the latest machines can take us farther, faster, and move us in
greater comfort than ever before, he says.
They’ll also burn less fuel, a requirement of travel for more and more passengers. The
Boeing 737 MAX 10, which completed its maiden flight in June 2021, was planned to be delivered
in 2022 but that event was delayed to 2023. The certification and eventual deliveries
of the 777X were pushed from 2021 to 2022, then to 2023, and finally to 2024 before being
brought back to 2023 under pressure from disgruntled buyers.
According to Boeing's data, the US planemaker
presently has 320 aircraft from its forthcoming Boeing 777X family on order. Of these, the
smallest orders belong to European airlines, such as German flag carrier Lufthansa. The
Frankfurt-based Star Alliance founding member ordered 20 examples of the 777X in November
2013, with 14 options. Boeing's landmark 777X just made its first international debut at
the Dubai Airshow 2021, giving the public a look at the new flagship both inside and
out just under two years since it first flew in January 2020.
The Boeing 777 has been the best-selling widebody
aircraft to date. It first flew in 1994 and now, 25 years later, it is getting a replacement:
the 777X. The latest member of the 777 family, now its third generation, brings with it a
lot of improvements. It will carry more people, and fly further than previous versions. And
it still maintains much in common with the 777-200 and 777-300, both structurally and
operationally.
Boeing’s newest souped-up version of the 777 can carry between 384 and 426 passengers
in a multi-class layout, about the same as the 747. The standout feature is a unique
folding wing that bends up at a right angle so the wide body can scrunch into tight docking
spaces at airports. The jet also has a slew of passenger-pleasing features, among them,
a wider cabin, dimmable windows, and super-sized overhead bins, which will all be welcome,
as the plane can fly with a full payload farther than either the 747 or A380.
China’s attempt to compete with the Boeing
737 MAX and the Airbus A320neo did not go exactly as planned. The aircraft, which was
expected to enter into service by 2016, was delayed time and time again. The most recent
delays came due to difficulties with certification, the final step before allowing the airplane
to fly commercial flights. COMAC planned to certify the aircraft before the end of 2021,
but due to supply issues the plans did not materialize, it was delayed once again.
The 737 Max can fly farther and carry more
people than the previous generation of 737s, like the 737-800 and 737-900. It also has
improved aerodynamics and a redesigned cabin interior and flies on bigger, more powerful,
and more efficient CFM LEAP engines. CFM is a joint venture between General Electric and
France's Safran. Those engines, though, required Boeing to make critical design changes.
Because they're bigger, and because the 737
sits so low to the ground (a deliberate design choice to let it serve small airports with
limited ground equipment), Boeing moved the engines slightly forward and raised them higher
under the wing.
That change allowed Boeing to accommodate the engines without completely redesigning
the 737 fuselage, a fuselage that hasn't changed much in 50 years. The Boeing 797, an aircraft
that airline passengers will love is back on the drawing board despite Boeing’s record
2020 loss. Speaking with a select group of analysts Boeing’s president and chief executive
officer David Calhoun said that the aerospace giant is progressing well on engineering and
manufacturing forward technology development according to one who spoke with Airlineratings.com.
Mr. Calhoun also added that it is ready when
that moment comes “to offer a really differentiated product.” And that product is expected to
be what is called a middle-of-the-market twin-aisle 220-270 seat aircraft with a range of about
10 to 11 hours. The 797 will be made of a composite material like the 787 and have all-new
engines, but will be designed just for medium-haul routes and thus not be as heavy. The secret
to the economics of the 797, which would sit between the single-aisle 737 and the much
larger 787, is new technology.
“I think it is inevitable that Boeing does something,” says Bank of America Global
Research analyst Ron Epstein. “But they want to repair their balance sheet before
they move ahead.” Over the last few weeks, analysts at Jefferies have quizzed plane-buying
executives at airlines and leasing companies on what they would want from any new Boeing
offering. The researchers said that given the NMA could start from a completely fresh
design, airline executives see scope for just one pilot to be physically sitting in the
plane.
A second pilot would be ground-based and be able to “monitor several aircraft” at
the same time. “We remain focused on executing on our commitments, including evaluating the
business case for the NMA. With that said, should we launch, the NMA flight deck is being
designed for two pilots and we’ve been consistent that we don’t see NMA as a technology push
airplane,” it read.
Outside of the cockpit, airline execs want a new Boeing plane to have more flexibility
in how seats could be arranged and reshuffled, with some premium carriers calling for more
flexibility to install lie-flat beds. Boeing is polling the industry for potential input
to support its proposal to NASA for a new single-aisle sustainable flight demonstrator
(SFD).
A competitive program, which will likely be the largest purpose-built experimental aircraft
in the seven-decade X-plane series, the new aircraft will form the core of NASA’s Sustainable
Flight National Partnership plan with other agencies, industry, and academia. Aimed at
testing and maturing key airframe-focused technologies for the introduction of future
single-aisle airliners by 2035, the X-plane is expected to begin flight tests in late
2026.
The project could pave the way for a low-emission, high-efficiency successor to at least part
of the current 737 family in the 2030s if Boeing is successful. Boeing’s bid will
be based on the Transonic Truss-Braced Wing, a novel, high-aspect-ratio wing design that
has been studied for more than a decade. Boeing’s next largest offering is the 787 which can
seat between 381 and 400 but carries all the structural weight -and thus cost for long-range
operations such as Perth to London nonstop.
The question for Boeing and the market is, does it go for the more luxurious twin-aisle
design or a conventional single-aisle model. The twin-aisle concept is what was exciting
airlines before COVID-19 with Qantas’s CEO Alan Joyce saying Boeing would be “crazy
not to do it.”
The X-59, developed as a collaboration between Lockheed Martin and NASA, is intended to test
the possibility of quiet supersonic flight. A sub-scale demonstrator for Boom Supersonic’s
Overture airliner, the XB-1, also known as baby Boom, was unveiled in October 2020. We
can only hope the aircraft will not get delayed again, its flight would be a good companion
for the X-59.
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