Boeing has an inventory of about MAXes from the grounding; of these are destined for China. There is also an inventory of about 90 s, the residual from a production quality issue that Boeing discovered. Officials forecast that it will be the end of before both inventories are cleared.
Calhoun said that while Boeing of course wants to resume deliveries to China, the company can get along without this big market. COMAC had design, development, production and flight-testing setbacks.
Nevertheless, Calhoun said the will be a good airplane. Although COMAC officials set a production goal of aircraft a year in five years—a ramp up that LNA believes is highly optimistic—even at this rate, the will pale to the combined estimated production rates of the and A family of more than 1, a year. However, Calhoun dismissed any perceived threat to the if Airbus launches a stretch of the A into the sub-type.
Calhoun said there are no plans to develop another airplane smaller than the seat While the MAX was grounded and the deliveries were paused, Airbus began to runaway with market shares—something that actually began during the days of the NG and throughout the painful gestation of the Competitions going forward with Airbus give the advantage to Boeing, which has earlier delivery positions available than does Airbus.
At the Nov. Technology, he said, was ready neither for the airplane nor the engines. But what will the next airplane look like? Will it be a single-aisle or twin-aisle aircraft? Will it be a conventional tube-and-eiong design? What materials will be used? We develop that airplane just like middle of the market, everybody runs full speed. Can you imagine what our life would be like if we had a middle of the market airplane in full development right now without any of these new technologies embedded in them?
