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Competition between Airbus and Boeing

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File:Airbus Boeing.jpg
Airbus v. Boeing

Competition between Airbus and Boeing is a result of the two companies' domination of the large jet airliner market since the 1980s, which is itself a consequence of numerous corporate failures and mergers within the global aerospace industry over the years. Airbus began its life as a consortium, whereas Boeing took over its former arch-rival, McDonnell Douglas, in 1997. Other manufacturers, such as Lockheed and Convair, have pulled out of the civil aviation market after disappointing sales figures, while the collapse of the Eastern Bloc circa 1990 has put the Soviet aircraft industry in a disadvantaged position. All this has left Boeing and Airbus in a near-duopoly in the global market for large commercial jets comprising narrow-body aircraft, wide-body aircraft and jumbo jets.

The two companies received 5200[citation needed] orders each in the decade between 1997 and 2006, and they fight for the best commercial figures every year. So intense is the competition between them that each company regularly accuses the other of receiving unfair state aid from their respective governments.

Orders and deliveries

Orders
2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 1989
Europe Airbus 395 1341 824 1111 370 284 300 375 520 476 556 460 326 106 125 38 136 101 404 421
United States Boeing 346 1413 1044 1002 272 239 251 314 588 355 606 543 708 441 125 236 266 273 533 716
Sources 2008: Airbus orders until March 31: http://www.airbus.com/en/corporate/orders_and_deliveries/
Boeing orders until April 16. http://active.boeing.com/commercial/orders/index.cfm
Deliveries
2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 1989 Sum
Europe Airbus 123 453 434 378 320 305 303 325 311 294 229 182 126 124 123 138 157 163 95 105 4688
United States Boeing 115 441 398 290 285 281 381 527 491 620 563 375 271 256 312 409 572 606 527 402 8122
Sources 2008: Airbus deliveries until March 31: http://www.airbus.com/en/corporate/orders_and_deliveries/
Boeing deliveries until March 31. http://active.boeing.com/commercial/orders/index.cfm?content=displaystandardreport.cfm&optReportType=CurYrDelv


  • Yearly orders.
    Yearly orders.
  • Yearly deliveries.
    Yearly deliveries.
  • Orders/Deliveries overlay.
    Orders/Deliveries overlay.

Since the 1970s Boeing has faced increasing competition from Airbus which has expanded its family of aircraft to the point where it now markets aircraft to rival most Boeing products. Indeed, Airbus is now competing in markets that Boeing once dominated, and in 2003 delivered more planes than Boeing for the first time - and has done so every year since. Boeing won more orders in 2006 and 2007, while Airbus won a greater share of orders in 2001 - 2004. In 2005 Airbus won more orders by number but Boeing won 55% by value.

The A320 has been selected by several low-cost operators, gaining ground against the previously well established 737 in this sector; and after 40 years the A380 now challenges the Boeing 747's dominance of the very large aircraft market. The 747-8 is a stretched and updated version of the venerable 747-400 and will offer greater fuel efficiency and longer range. Frequent delays to the Airbus A380 program caused several customers to consider cancelling their orders in favour of the refreshed 747-8[1], although none has yet done so and some have even placed repeat orders for the A380. However, all A380F orders have been cancelled. To date, Boeing has secured orders for 105 747-8 with first delivery scheduled for 2009, while Airbus have orders for 193 A380s, the first of which entered service in 2007.

Several Boeing projects were pursued and then cancelled, like the Sonic Cruiser, launched in 2001. Boeing is now focused on the 787 Dreamliner as a platform of total fleet rejuvenation, which uses technology from the Sonic Cruiser concept. Despite having been delayed by nine months, the 787 is the fastest selling wide body airliner in history. The 787's rapid sales success and pressure from potential customers forced Airbus to revise the design of its competing A350, although it still lags behind in development and orders.

In 2004, Boeing ended production of the 757 after 1055 were produced. More advanced, stretched versions of the 737 were beginning to compete against the 757, and the new 787-3 will fill some of the top end of the 757 market. Also that year, Boeing announced that the 717, the last civil aircraft to be designed by McDonnell Douglas, would cease production in 2006. The 767 was in danger of cancellation as well, with the 787 replacing it, but recent orders for the freighter version have extended the program. If Boeing wins the contract for new USAF tankers, the 767 program will continue for years to come.

Recently, Boeing launched five new variants of existing designs: the ultra-long-range 777-200LR, 737-900ER, 737-700ER, 777 Freighter and the 747-8. The 777-200LR has the longest range of any commercial aircraft and was first delivered in 2006. The 737-900ER and 737-700ER will extend the range of the -900 and -700 models. Due to rising fuel costs, the more efficient twinjet 777 has been winning orders at the expense of the four-engined A340.

There are around 4,915 (March 31, 2008) Airbus aircraft in service, with Airbus managing to win nearly 50 per cent of aircraft orders in recent years. Airbus products are still outnumbered by in-service Boeings (there are about 4,495 Boeing 737s alone in service[2], about 13,000 total[3]). This however is indicative of historical success - Airbus made a late entry into the modern jet airliner market (1972 vs. 1958 for Boeing).

Product development

The Boeing 787 (above) will compete with the Airbus A350 on the medium to long range market.

Subsidies

Boeing has continually protested over launch aid in form of credits to Airbus, while Airbus has argued that Boeing receives illegal subsidies through military and research contracts and tax breaks.

In July 2004 Harry Stonecipher (then-Boeing CEO) accused Airbus of abusing a 1992 bilateral EU-US agreement providing for disciplines for large civil aircraft support from governments. Airbus is given reimbursable launch investment (RLI, called "launch aid" by the US) from European governments with the money being paid back with interest, plus indefinite royalties if the aircraft is a commercial success[4]. Airbus contends that this system is fully compliant with the 1992 agreement and WTO rules. The agreement allows up to 33 per cent of the programme cost to be met through government loans which are to be fully repaid within 17 years with interest and royalties. These loans are held at a minimum interest rate equal to the cost of government borrowing plus 0.25%, which would be below market rates available to Airbus without government support[5]. Airbus claims that since the signature of the EU-U.S. Agreement in 1992, it has repaid European governments more than U.S.$6.7 billion and that this is 40% more than it has received.

Airbus argues that the pork barrel military contracts awarded to Boeing (the second largest U.S. defense contractor) are in effect a form of subsidy (see the Boeing KC-767/EADS KC-45 military contracting controversy). The significant U.S. government support of technology development via NASA also provides significant support to Boeing, as does the large tax breaks offered to Boeing which some claim are in violation of the 1992 agreement and WTO rules. In its recent products such as the 787, Boeing has also been offered substantial support from local and state governments[6].

In January 2005 the European Union and United States trade representatives, Peter Mandelson and Robert Zoellick (since replaced by Rob Portman) respectively, agreed to talks aimed at resolving the increasing tensions. These talks were not successful with the dispute becoming more acrimonious rather than approaching a settlement.

World Trade Organization litigation

Portman (from the USA) and Mandelson (from the EU) issued a joint statement stating: "We remain united in our determination that this dispute shall not affect our cooperation on wider bilateral and multilateral trade issues. We have worked together well so far, and intend to continue to do so."

Tensions increased by the support for the Airbus A380 have erupted into a potential trade war due to the upcoming launch of the Airbus A350. Airbus would ideally like the A350 programme to be launched with the help of state loans covering a third of the development costs although it has stated it will launch without these loans if required. The A350 will compete with Boeing's most successful project in recent years, the 787 Dreamliner.

EU trade officials are questioning the funding provided by NASA, the Department of Defense (in particular in the form of R&D contracts that benefited Boeing) as well as funding from US states (in particular the State of Washington, the State of Kansas and the State of Illinois) for the launch of Boeing aircraft, in particular the 787.

Range overlap

Though both manufacturers have a broad product range in various segments from single-aisle to wide-body, both manufacturers' offerings do not always compete head-to-head; instead they respond with models a bit smaller or a bit bigger than the other in order to plug any holes in demand and achieve a better edge.[citation needed]

  • The A380, for example, is bigger than the 747.
  • The A350 XWB competes with the high end of the 787 and the low end of the 777.
  • The A320 is bigger than the 737-700 but smaller than the 737-800.
  • The A321 is bigger than the 737-900 but smaller than the previous 757-200.

Airlines see this as a benefit since they get a more complete product range from 100 seats to 500 seats than if both companies offered identical aircraft.[citation needed]

The smaller A330-200 competes with the 767, outselling its Boeing counterpart in recent years.

Passengers/range (km) for all models[verification needed]

5,600 to 5,900 6,800 to 7,700 9,000 to 10,000 10,500 to 11,300 12,250 to 12,500 13,300 to 13,900 14,300 to 14,500 15,000 to 15,200 15,650 to 16,000 16,700 to 17,400
90-132 737-600
110-130 or 120-149 A318, 737-700, A320 A319 737-700ER
162-189 737-800
181-255 A321, 737-900 (757-200) (A310-200), (A310-300) 767-300ER 767-200ER A340-200 787-8
243-375 (757-300) 767-400ER, Boeing 747SP
253-293 (A300) (A300-600) A330-200 A350-800, 787-9
295-335 787-3 A330-300 A350-900
313-366 A340-500 A340-500HGW, A350-900R
350 A350-1000
295-440 A340-300, B747-400 777-200ER, B747-400ER 777-200LR
358-550 747-100SR, B747-300SR 747-100 747-200 777-300ER
380-419 A340-600 A340-600HGW
467 747-8
555-853 A380

Airbus A320 vs Boeing 737[verification needed]

Airbus A320 family Boeing 737
A318 A319 A320 A321 737-100 737-400 737-500 737-600 737-700 737-800
Two Cockpit crew Two
117 (1-class) 142 (1-class) 180 (1-class) 220 (1-class) Seating capacity 118 (1-class) 168 (1-class) 132 (1-class) 149 (1-class) 189 (1-class)
31.45 m (103 ft 2 in) 33.84 m (111 ft) 37.57 m (123 ft) 44.51 m (146 ft) Length 28.6 m (94 ft) 36.5 m (119 ft 6 in) 31.1 m (101 ft 8 in) 31.2 m (102 ft 6 in) 33.6 m (110 ft 4 in) 39.5 m (129 ft 6 in)
34.10 m (111 ft 10 in) Wingspan 28.3 m (93 ft) 28.9 m (94 ft 8 in) 34.3 m (112 ft 7 in) 34.3 m (112 ft 7 in) 34.3 m (112 ft 7 in)
25° Wing Sweepback 25° 25.02°
Aspect Ratio 8.83° 9.16° 9.45°
12.56 m (41 ft 2 in) 11.76 m (38 ft 7 in) Height 11.3 m (37 ft) 11.1 m (36 ft 5 in) 12.6 m (41 ft 3 in) 12.5 m (41 ft 2 in)
3.70 m (12 ft 1 in) Cabin Width 3.54 m (11 ft 7 in)
Cabin Height 2.20 m (7 ft 3 in)
3.95 m (13 ft) Fuselage Width 3.76 m (12 ft 4 in)
Fuselage Height 4.11 m (13' 6")
39,300 kg 40,600 kg 42,400 kg 48,200 kg Typical empty weight 28,120 kg (61,864 lb) 33,200 kg (73,040 lb) 31,300 kg (68,860 lb) 36,378 kg (80,031 lb) 38,147kg (84,100lb) 41,413 kg (91,108 lb)
68,000 kg (149,900 lb) 75,500 kg (166,500 lb) 77,000 kg (169,000 lb) 93,500 kg (206,100 lb) Maximum take-off weight 49,190 kg (108,218 lb) 68,050 kg (149,710 lb) 60,550 kg (133,210 lb) 66,000 kg (145,500 lb) 70,080 kg (154,500 lb) 79,010 kg (174,200 lb)
Maximum landing weight 44,906 kg (99,000 lb) 56,246 kg (124,000 lb) 49,895 kg (110,000 lb) 55,112 kg (121,500 lb) 58,604 kg (128,928 lb) 66,361 kg (146,300 lb)
Maximum zero-fuel weight 40,824 kg (90,000 lb) 53,070 kg (117,000 lb) 46,720 kg (103,000 lb) 51,936 kg (114,500 lb) 55,202 kg (121,700 lb) 62,732 kg (138,300 lb)
Cargo Capacity 18.4 m³ (650 ft³) 38.9 m³ (1,373 ft³) 23.3 m³ (822 ft³) 21.4 m³ (756 ft³) 27.3 m³ (966 ft³) 45.1 m³ (1,591 ft³)
Takeoff run at MTOW 1,990 m (6,646 ft) 2,540 m (8,483 ft) 2,470 m (8,249 ft) 2,400 m (8,016 ft) 2,480 m (8,283 ft) 2,450 m (8,181 ft)
.79 Mach Cruising speed 0.77 Mach 0.78 Mach 0.785 Mach
.82 Mach Max. speed 0.82 Mach
5,950 km or 3,200 NM 6,800 km or 3,700 NM 5,700 km or 3,000 MN 5,600 km or 3,050 NM Range fully loaded 3,440 km (1,860 NM) 4,005 km (2,165 NM) 4,444 km (2,402 NM) 5,648 km (3,050 NM) 6,230 km (3,365 NM) (5,510 NM on ER variants.) 5,665 km (3,060 NM)
23,860 liters or 6,300 US gal 29,840 liters or 7,885 US gal 29,680 liters or 7,842 US gal Max. fuel capacity 17,860 L 4,725 US gal 23,170 L 6,130 US gal 23,800 L 6,296 US gal 26,020 L 6,875 US gal 26,020 L 6,875 US gal 26,020 L 6,875 US gal
39,000 ft Service Ceiling 35,000 ft 37,000 ft 41,000 ft
2 × PW6022A, 2 × CFM56-5 2 × IAE V2500, 2 × CFM56-5 Engines 2 × PWJT8D-7 2 × CFM56-3B-2 2 × CFM56-3B-1 2 × CFM56-7B20 2 × CFM56-7B26 2 × CFM56-7B27
Max Thrust 19,000 lbf 22,000 lbf 20,000 lbf 20,600 lbf 26,300 lbf 27,300 lbf
Engine Ground Clearance 51 cm (20 in) 46 cm (18 in) 48 cm (19 in)

Airbus A330 vs Boeing 767 or Boeing 777

Airbus A330 Series Boeing 767 and 777 Series
A330-200 A330-300 A330-200-F 767-200ER 767-300ER 767-400ER 767-300-F 777-200LR
Cockpit crew Two Two
Seating capacity 253 (3 cl.) / 293 (2 cl.) / 380 max en classe unique 295 (3 cl.) / 335 (2 cl.) / 440 max en classe unique - 181-255 218-351 245-375 301-440
Cargo (volume) 19.7 (Standard) /
13.76 m³ (option)		 475 m³ 81.4 m³ 106.8 m³ 239 m³ 454 m³ 150 m³
Length 58,8 m
(192 ft 11 in)		 63,6 m
(208 ft 8 in)		 58.8 m (192 ft 11 in) 48.5m 54.9m 61.4m 54.9m 63.7m
Wingspan 60.3 m (197 ft 10 in) 47.6m 51.9m 47.6m 64.8m
Height 17.40 m 16.9 m (55 ft 5 in) 15.8m 16.8m 15.9m 18.8m
Cabin Width 5.28 m (17 ft 4 in)
Hull Width 5.64 m (18 ft 6 in) 5.03 m [7]
Maximum take-off weight 230,000 (233,000) kg 179,170 kg 186,880 kg 204,120 kg 186,880 kg 347,550 kg
Maximum landing weight 180,000 (182,000) kg 185,000 (187,000) kg 182,000 (187,000) kg
Takeoff run 2 220 m 2 500 m
Cruising speed 0.82 Mach (896 km/h) 0.785 Mach 0.84 Mach
Max Speed 0,86 Mach (913 km/h, 493 noeuds à l'altitude de croisière de 35,000 pieds) 0.81 Mach
Range fully loaded 12,500 km 10,500 km 7,400 km (4,000 nm) 12,250 km (6,600 nm) 11,300 km (6,100 nm) 10,500 km (5,645 nm) 6,100 km (3,270 nm) 17,450 km (9,420 nm)
Max. fuel capacity 139,100 liters 97,170 liters 139,100 liters 90,770 liters 202,290 liters
Engines Two CF6-80E1 or Pratt & Whitney PW4000 or Rolls-Royce RR Trent 700 Pratt & Whitney PW4062 / GE CF6-80C2B7F Pratt & Whitney PW4062 / GE CF6-80C2B7F / Rolls-Royce RB211-524H Pratt & Whitney PW4062 / General Electric CF6-80C2B8F Pratt & Whitney PW4062 / GE CF6-80C2B7F / Rolls-Royce RB211-524H General Electric 90-110B1
Max Thrust (x2) 303-320 kN 303-320 kN


Airbus A350 XWB vs Boeing 787 and 777

A350 XWB Boeing 787 and 777
-800 [8] -900 [9] -1000 -900R[10] -900F 787-9 787-10 [11] 777-300ER[12] 777-200LR 777-200F
270 314 350 310 90t cargo Passengers (3cl) 263 310[13] 365 301 103t cargo
60.6 m 66.9 m 73.9 m 66.9 m Length 63.0 m 68.9 m 73.9 m 63.7 m
16.9 m Height 16.5 m 17.0 m 18.7 m 18.8 m 18.6 m
19 ft 5 in (5.94 m)[14] Fuselage Width 18 ft 11 in (5.75 m) 20 ft 4 in (6.19 m)
18 ft 5 in (5.61 m) Cabin Width 18 ft (5.49 m) 19 ft 3 in (5.86 m)
64.0 m Wingspan 60.0 m 60.1 m 64.8 m
35° [15] Wing sweep 32.2° 31.64°
26 36 44 36 LD3 containers 36 44 20[16] 6[17] 37 pallets
245 265 295 MTOW (t) 244.94 272.15 351.534 347.452 347.450
182.5 202.5 225.5 Max landing (t) 183.7 197.3
Empty weight (t) 115.3 125 167.8 145.2
150,000 Max fuel (l) 138,700 145,000 181,280 202,287 181,280
0.85 Cruise speed (M) 0.85 0.84
0.89 Max speed (M) 0.89
75,000 87,000 95,000 Thrust (lb) (× 2) 68,000 88,200 115,300
RR Trent XWB Engines RR Trent 1000 or GE GEnx GE90-115B GE90-110B
8,300 nm 15,400 km 8,100 nm 15,000 km 8,000 nm 14,800 km 9,500 nm 17,600 km 5,000 nm 9,250 km Range 8,500 nm 15,750 km 7,500 nm[13] 13,890 km 7,900 nm 14,630 km 9,420 nm 17,445 km 4,990 nm 9,065 km
$189M $215M $242M TBA TBA Price $178.5M TBA $219M $237M $232.5M

Airbus A380 vs Boeing 747

Airbus A380 Boeing 747
A380-800 [18] 747-400 [19] 747-400ER [20] 747-8I [21] [22]
525 / 644 / 853 (3/2/1-class) Passengers 416 / 524 (3/2-class) 467 (3-class)
73 m Length 231 ft 10 in (70.6 m) 250 ft 8 in (76.4 m)
24.1 m Height 63 ft 8 in (19.4 m) 64 ft 2 in (19.5 m)
79.8 m Wingspan 211 ft 5 in (64.4 m) 224 ft 7 in (68.5 m)
Main deck: 6.58 m (21 ft 7 in)
Upper Deck: 5.92 m (19 ft 5 in) 		Cabin width 6.1 m (20.1 ft) 6.1 m (20.1 ft)
633 m² (333 + 300) Useful cabin-area
38 LD3 containers 30 28 16
608,400 lb (276,800 kg) Empty weight 393,263 lb (178,756 kg) 361,640 lb (164,382 kg) 466,700 lb (211,700 kg)
796,000 lb (361,000 kg) Max zero-fuel weight 246.074 kg 251.744 kg 635,000 lb (288,031 kg)
1,235,000 lb (560,000 kg) MTOW 875,000 lb (396,890 kg) 910,000 lb (412,775 kg) 970,000 lb (439,985 kg)
310,000 L (81,890 US gal) Max fuel 57,285 US gal (216,840 L) 63,705 US gal (241,140 L) 64,221 US gal (241,619 L)
Mach 0.85 - 0.89 Cruise speed Mach 0.85 (567 mph, 912 km/h at altitude) Mach 0.855, (567 mph, 913 km/h at altitude)
Mach 0.96 (1019 km/h)[23], 955 km/h (continuous) Max structural speed Mach 0.92 (987 km/h)
70,000 lbf (311 kN) Thrust (× 4) 63,300 lbf PW 62,100 lbf GE 59,500 lbf RR 63,300 lbf PW 62,100 lbf GE 66,500 lbf
GP7270, Trent 970 Engines PW 4062, GE CF6-80C2B5F, RR RB211-524H PW 4062, GE CF6-80C2B5F GEnx-2B67
9,020 ft (2,750 m) Takeoff run at MTOW 9,902 ft (3,018 m) N/A
8,200 nmi (15,200 km) Range (3 class) 7,260 nmi (13,450 km) 7,670 nmi (14,205 km) 8,000 nmi (14,815 km)

A330 MRTT - KC-45A

In March 2008 the announcement that Boeing had lost a $40bn contract to Airbus to build parts for the new in-flight refuelling aircraft KC-45A for the USAF drew angry protests in Congress.[24]

EADS A330 MRTT - Northrop Grumman KC 45 A versus Boeing KC-767

A330 MRTT - KC-30 KC-767 Advanced Tanker
(based on 767-200LRF)
Length 59.69 m 48.5 m
Height 16.9 m 15.8 m
Fuselage Width 5.64 m 5.03 m
Wingspan 60.3 m 47.57 m
Surface area 361.6 m²
Engines 2x RR Trent 700 or
GE CF6-80 turbofans		 2x Pratt & Whitney
PW4062
Thrust (× 2) 316 kN 282 kN
Passengers 226 190
Range 12,500 km 12,200 km
Cruise speed 860 km/h Mach 0.80 (851 km/h)
Max speed Mach 0.86 (915 km/h) Mach 0.86 (915 km/h)
Max takeoff weight 230 t 181 t
Max landing weight 180 t 136 t
Normal fuel load 250,000 lb (113,500 kg) 161,000 lb (73,100 kg)
Maximum fuel load 95,800 lb (43,500 kg)
additional cargo or fuel load		 over 202,000 lb (91,600 kg)
Cargo (standard pallets) 32 (463L) pallets 19 (463L) pallets

References

  1. ^ Robertson, David (October 4, 2006). "Airbus will lose €4.8bn because of A380 delays". The Times Business News. {{cite news}}: Check date values in: |date= (help)
  2. ^ Boeing: 737 Facts
  3. ^ Politics: Boeing: 100 years
  4. ^ "Trade war threatened over £379m subsidy for Airbus". Retrieved Insert accessdate here. {{cite web}}: Check date values in: |accessdate= (help)
  5. ^ "Q&A: Boeing and Airbus". Retrieved Insert accessdate here. {{cite web}}: Check date values in: |accessdate= (help)
  6. ^ Boeing v Airbus | See you in court | Economist.com
  7. ^ Boeing dévoile les formes définitives de son 787 Dreamliner
  8. ^ Airbus's A350 vision takes shape Flight international
  9. ^ Airbus product comparisons
  10. ^ Airbus goes for extra width - A350 XWB special report. Flight international
  11. ^ Boeing 787-10ER Technical Specification
  12. ^ Boeing 777 Technical Specification. www.boeing.com
  13. ^ a b Boeing admits 787-10 could face pressure. Flight international
  14. ^ A350 Specifications
  15. ^ Why new wing is key - A350 XWB. Flight international
  16. ^ Factsheet Boeing 777-300
  17. ^ Factsheet Boeing 777-200
  18. ^ Airbus: A380 specifications
  19. ^ Boeing: 747-400 specifications
  20. ^ Boeing: 747-400ER specifications
  21. ^ Boeing: 747-8 specifications
  22. ^ Boeing: 747-8 Airport Compatibility Brochure
  23. ^ Flug Revue: A380 FLIGHT TESTS ADVANCE
  24. ^ Air tanker deal provokes US row, BBC, 1 March 2008

See also

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