United recently swapped their remaining 787-8 orders for 787-10s. This, however is a -9 – Photo: Bernie Leighton | AirlineReporter
Boeing sees a market for 36,770 new aircraft between 2014 and 2033; only 2,490 of them are in the “regional” category. They are also clear to not differentiate the single-aisle market by size, but other than in the “Very Large Aircraft” category (think 747 and A380), their forecast for total aircraft demand is very bullish.
With United Airlines converting seven of its eight remaining 787-8 orders to the largest Dreamliner, the 787-10, it is a situation reminiscent of Air Berlin, pending approval, switching their 787-8s to larger 787-9s.
Many airlines are trading 737-700s for larger 737-800s as they come off lease. Southwest, however, is more than happy to have the smaller birds – Photo: Bernie Leighton | AirlineReporter
This is not a trend I expect to stop. Right now, the 787-8 comprises 47% of the total order book. That is, of course, significantly higher than the 249 767-200s ordered in the 767 family (or ~20% of the total 767 passenger fleet produced).
The 737-7MAX has garnered the fewest orders of the family (55). On the Airbus side of the spectrum, the A350-800’s future hangs in a precarious balance. The A319NEO has only garnered a total order for 45 frames. The smaller the next-generation aircraft, the smaller the backlog. Or at least, that is what the evidence shows.
The reason, as always, comes down to the most important question an airline has to answer: “what makes the most profit?”
Continue reading Why are Airlines Continually Ordering Larger Aircraft?