Boeing today announced that the Boeing 777X will be delayed which will result in deliveries commencing in early 2025.
This delay comes as Boeing cites internal issues as the company undergoes a internal restructure. Certification issues are also preventing the aircraft from reaching it’s 2023 delivery deadline.
Boeing’s biggest 777X customer Emirates has said that if delays continue past 2023 they will most likely cancel and pull out of the 777X leaving Boeing with a massive hole of around 115 planes to fill. This will also be a massive loss for Boeing as Emirates has operated every single 777 since the -200. Emirates has yet to make a comment but I am sure Sir Tim Clarke will make his opinion heard soon.
Other airlines that will be affected are Singapore Airlines which has already started retiring their aircraft in anticipation for the 777X it looks like they will have to keep older aircraft.
No doubt other airlines such as Lufthansa, Qatar Airways and more will be affected by this but we will have to wait and see the full repercussions of this announcement will be.
Great news is they have a kinda-respectable Defense division, but the Commercial division… not so much.
It seems that all the issues are currently relating to FAA certification of some form, and it seems they are moving pretty slow on any issues; I question if the FAA has ample resources for all these projects put forward to them.
That’s why I said “kinda-respectable”, it’s performance is really lowered out compared to their other projects like the T-7A, MQ-25, MQ-28, P-8, E/A-18, F-15EX, and KC-767.
Not very surprised. Honestly Boeing has completely lost their footing in Commercial Aviation. Airbus will dominate, Boeing has been plagued with issues since the B737 MAX. Watching the Netflix documentary about boing made me very skeptical about the company’s future success. Perhaps Emirates will place an order for the A350-1000, and transition towards an all airbus fleet.
They are getting screwed by their past mistakes. Now they have to simultaneously work on the MAX10, B787 and B77X. Due to the limited engineering capacity they can only push one so much at a time. Because they seem to focus on the B787 atm, the MAX10 and B77X get delayed (or are likely to be delayed) again. I feel like it would have been better to cancel the MAX10 all along and focus on two of the three things to get somewhere. Developing all at the same time apparently doesn’t work with the deadlines they have.
The odds are that Boeing will bounce back. It’s no small feat to weed out the creep of complacency in the wake of years of success. But there is too much at stake to believe meaningful change is unlikely. Besides, the airliner industry ecosystem needs a duopoly at least. But apparently China’s entry into production will be something to digest in years to come.
The problem with that is that Boeing has another big, if not huge problem and that is the MOM. Since the 757 will retire really soon or retired already the gap between the 787 and the 737 has evolved with no fitting counterpart to the A321N/LR/XLR. Airbus is claiming more of that market every year and through the crisis Boeing has manoeuvred itself there is no room for a new plane. Boeing is financially very unstable and hoping to claim at least some of the gap back with the new Max10.
It makes sense for Airlines, who have already the Max series in their fleet since the cockpit is the same apart from a few minor changes, unless Boeing doesn’t manage to get it certified by the end of 2022, since new regulations will be implemented, which would make the Max10 need to undergo major changed and therefore the compatibility for pilots of other Max series would cease and a new license would be needed. Since the MOM plane is delayed and even if planned would need till 2030+ to commence into commercial service the Max10 is Boeings last straw for that market for the next decade.
So I’m guessing the focus is on the Max10 for now. While the 787 needs improvements in the fabrication as well as in a few other parts ASAP and the KC46 issues, the 777X on stock Boeing has a wide variety of issues to solve at the same time, while being in some of the worst crisis in the company’s history combined and with way to less personal. The management has moved Boeing in a very, very bad spot. The reputation and finances of Boeing are long gone. I don’t think this is the end of Boeing, but it will for sure have consequences for the next decades as the development for new planes after the 777X is currently stopped too.
It’s a shame, what they did with this glorious and prestigious company.
I agree, modern day Boeing is barely a shell of it’s former self. They can’t seem to do anything right, the 737 MAX grounding, the 777X delays, the KC-46 which if I was the Air Force I wouldn’t touch with a ten foot pole at this point, even the 787 had significantly more issues than any Airbus aircraft has had, we just didn’t know it was going to become a trend at the time. You can even sort of pin point the decline to the MD merger which is fascinating 🧐
Aggravated because Airbus fanboys have another good reason to fanboy. At least when the 777X enters the market next century it’ll be a dominant airframe among airframes. As for the 787 and MAX10… well… ugh.
Can’t wait for the NMA to come around so Boeing can get another chance to get itself back in the game because that’s what it needs rn.
I’m not sure that is true. Sure the history shows that problems occur thus pushing back deliveries, but all in all, COVID didn’t help with getting the program and testing moving and with the FAA making so many changes, Boeing has to pushback certification to apply and reprogram it.
Can’t say I’m very surprised, given Boeing’s history in the last few years. 737 MAX groundings, 787 issues, KC-46 issues, and Starliner not functioning correctly. I’m not sure if I have included all of the problems they’ve had as of late
"At the end of February 2022, Airbus reported a backlog of 7,058 jets, of which 6,320, or 90 percent, were A220 and A320ceo/neo family narrowbodies. By the end of February, Boeing’s backlog (total unfilled orders before ASC 606 adjustment) was 5,189 aircraft, of which 4,173, or 80 percent, were 737 NG/MAX narrowbody jets.
In 2022 to date, Boeing’s book-to-bill ratio, calculated as net new orders divided by deliveries, is 1.98. Airbus’ book-to-bill ratio is 0.70. In 2021, Boeing’s book-to-bill ratio was 1.41, while Airbus reported a book-to-bill of 0.81."
So while Airbus orders were higher than Boeings, each appears to be correcting in the opposing direction. Forces pushing towards the “norm”?
As for Boeing’s noteworthy rise in long term debt. It is accompanied by a ballooned inventory number on the the asset side. So it’s likely real value that will be cleared with time.
