This is the second in a three part series on the development of
Boeing’s all-new jetliner. Part two examines how Boeing will make the 20% leap in fuel efficiency in its new jet and what new advanced technologies are under consideration. Monday’s Part One looked at market evaluations and the
configuration and materials selection process and
Wednesday’s Part Three will look at the future production system and
business model of the new jet.
Once the question of ‘what the market wants’ is answered and materials have been selected, Boeing must get under the skin and on to the wing of its new aircraft to define what technologies can meet the performance the market demands. Among those items on the table are an advanced bleed architecture pneumatic system, fly-by-light flight control system, adaptive wings and the latest developments from three major engine makers, only two of which will likely be offered on the new jet.
The question when developing a new jetliner comes down to what levers does Boeing pull to deliver 10% improved cash operating costs and a 20% improvement in fuel burn over the 737 Next Generation. As a point of comparison, of the 20% improvement in fuel burn promised by the 787, ±8% comes from the engines, ±3% from the systems, ±3% from the structures and ±3% from aerodynamic efficiency.
From a pure cash perspective on short-to-medium haul missions, the cost of fuel tends to be only 25% of the cost verses 50% on a long-range mission, requiring Boeing to find other ways to reduce the overall non-fuel operating cost of the aircraft. However, that share is likely to climb as the price of oil steadily increases.
Mike Bair, vice president of Advanced 737 Product Development, says Boeing is working closely with CFM, Rolls-Royce and Pratt & Whitney to identify the airframer’s engine options for a new jet.
“All three of them have given us what they think they can do for an engine that comes into service in [2019 or 2020], and it’s better than what they could do for a [2015 or 2016 entry into service],” he says, an allusion to improved performance compare to the Bombardier CS300 and Airbus A320neo.
Bair also says it’s Boeing preference to move away from the exclusivity agreements currently arranged with CFM International on the 737 Next Generation, providing a choice of two engines on the new aircraft.
“Our sort of fundamental assumption is that we would provide a choice,” though Bair adds “If there’s reasons you have an opportunity where a sole source makes sense, then you evaluate it.”
Citing the experience early on in the development of the 737 Next Generation, “we were interested in having the [International Aero Engines] V2500 on the airplane. They were unwilling to do something about their fan,” he says.
One industry official believes that one spot is likely reserved for the CFM Leap-X, the incumbent engine supplier on today’s 737, with the second slot in competition between the Pratt & Whitney PW1000G geared turbofan and Rolls-Royce Advance2 and Advance3 engines.
Aside from fuel burn improvements, Bair says “we have opportunities on all fronts” to improve the maintenance cost of the aircraft by driving up reliability and asset utilization. In a general sense, the material choices that Boeing makes, as well as the aircraft configuration and cross section will guide maintainability and daily utilization.
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.