Airbus Is About to Eclipse a Record That Boeing Held for Decades

(Bloomberg) -1981 Airbus se year, Boeing Co.’yu a new single corridor will build a single corridor to seize, 737 Tünek directed.

The US -made narrow body, which has already been used for more than ten years, reshapened the airline industry by making shortest roads cheaper and more profitable. By 1988, when the Airbus Upstart A320 began to produce, Boeing made a great leadership by delivering the best -selling selling of about 1,500 cigars.

According to the aviation consultancy turnover, he took a better part of forty years, but Airbus was finally caught: The A320 series is preparing to cross the US opponent as the most delivered commercial aircraft in history. According to data, Airbus, from the beginning of August, won the gap only 20 units with the A320 family shipments for 12,155 lifetime. This difference is likely to disappear as soon as possible next month.

“Did he expect that he might be number one then and could be in such high production volumes?” Max Kingsley-Jones, President of Cirium Ascend’s consultancy, wrote in a new social media mission from the A320. “I certainly didn’t, and I probably did it in Airbus.”

The success of the A320s reflects the fact that the European Planer’s newly begins to a serious competitor and finally Boeing is better. In the early 2000s, the annual delivery and derivatives of the A320 exceeded the 737 families; Total orders overshadowed Boeing Jet in 2019. However, 737 stubbornly remained the most delivered commercial aircraft of all time.

Initially, Airbus faced a war uphill. A community of aviation and space producers, which was established in 1970 with the support of European governments, has not yet provided a full aircraft series. The drink prevented everything from product planning to production, and was forced to finely balance Leadership decisions French and German commercial and political interests.

However, even then, it was clear that Airbus needed a presence in the narrow body segment to establish firmly as Boeing’s best rival. These aircraft are the most widely flying category in commercial aviation and typically connecting city pairs to shorter roads.

The higher fuel costs and the US aviation industry in the late 1970s compared to the history of Airbus, written by journalist Nicola Clark, gave an opening to the European airline managers who invaded the European plan element for a completely new single corridor.

Separating A320, Airbus took some risks. He gave a side rod in his right or left hands instead of a central yoke to the pilots who saved weight through traditional hydraulic systems. The plane was also higher than 737 and came with two engine options and provided more flexibility to customers.

He paid Airbus’s gambling. Today, the A320 and 737 serve almost half of the global passenger jet fleet. And the success of the A320, like A380 Behemoth, contradicts the strategic Blunders, which proves to be short -lived, because the airlines cannot operate the giant plane profitable. Boeing claimed that smaller, Nimbler planes, such as 787 Dreamliner, will have a edge – a proven estimate.

Nevertheless, it reveals questions about the vitality of a binary system that supports stability against innovation for a long time. Both aircraft manufacturers preferred increasing changes from the best -selling models, rather than going to a more expensive way to design a spare aircraft.

Airbus first introduced new engines to the A320 and made Neo variant a big hit with airlines who wanted to interrupt fuel bills. He followed Boeing under pressure, but his approach proved Calamitous. The US planner arrived with 737 max and tied the stronger engines to the low -curved frame of the aircraft.

To help manage high push and balance the aircraft, the automatic flight stabilizing McAS has set up. The regulators later found that McAS contributed to the maximum of two deadly 737 maximum accidents that led to the global grounding of the jet for 20 months, starting from 2019.

More recently, Airbus was caused by problems with fuel -saving engines that strengthen A320neo. With Pratt & Whitney, high -tech coatings that allow gear turbofans to run at warmer temperatures showed flaws, forced their airline customers to send airplanes for extra maintenance, support repair workshops and to ground hundreds of jets waiting for examination and repair.

While both narrow body families were close to the end of their evolutionary timeline, analysts and investors began to ask what happened. China has been trying to give muscle to the market with the Comac C919 model that has started to operate in the country but has not been certified to fly in Europe or the United States.

Boeing Executive Board Chairman Kelly Ortberg said that the company was working on a new generation aircraft in July, but expects motor technology and other factors to replace the replacement of motor technology, including the restoration of cash flow after years of mishaps.

“This is not today, and probably not tomorrow,” he said on July 29th.

Airbus’s healthier financing provides more flexibility to explore design leaps. In the mid -2030s, CEO Guillaume Faury used a potentially radical “flying wing” design with a hydrogen -working plane, but since then, he has pushed his effort to focus on a traditional A320 successor.

Toulouse is thinking of an open rotor engine that will save fuel from architecture rather than existing jet turbines that pushes the limits of physics to win the boundaries of physics.

Speaking at the Paris Air Show in June, Faury called A320 as a “quite old platform ve and confirmed its plans to launch a successor until the end of this decade, with the entrance of the service in the mid -2030s.

“I am very focused on preparing this new generation single corridor, Fa said Faury. “We are very stable and we are very committed to it.”

-Help from Hong.

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