Is a Boeing - Embraer cooperation in a 130 seater 737NG Replacement Possible

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Both Boeing and Embraer have no airliner that can compete effectively with the Bombardier CSeries. And so with Airbus for that matter except for its proposed but bigger A-320NEO.

Airbus is wooing the Chinese effectively with their A-320 production in China, and so is with Bombardier with its sourcing of the CSeries' fuselage from China.

Boeing may do better by cooperating with Embraer in a new 130 seater 737NG Replacement to compete directly with the Bombardier CSeries. Through this, Boeing can leverage the technology, production and market of Brazil and Latin America.

Boeing can even up the ante by the participation of the Indian aerospace industry and getting an edge in the fast growing Indian airliner sector. Boeing have already a wide and very good relationship with the Japanese aerospace industry, and with the Russian aerospace industry in the DreamLifter 747 conversion.

Why a 130 seater?

1. To compete effectively with the Bombardier CSeries and cover the area where Airbus is weak. 

2. Embraer has no exact model in this capacity.

3. Take advantage of the DC-9/MD-80 replacement cycle.

4. Keep open the option of re-engining the larger 737-800/900 series to cover the 757 replacement cycle.

5. As a B-717 replacement.

Just remember the B-737  started off as a 130 seater in the 1960's and it has grown effectively to a 200 seater and more airliner.

To do this cooperation, Boeing has to effectively woo Embraer as it has had closer historical relationships with the Europeans.

797 (737NG replacement) Ideas

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1. Composite barrel construction for easier and lower cost production, together with weight advantages.

2. Single aisle for better aerodynamics.

3. Improved seats and seating configuration to reduce weight and improve speed of passenger loading.

4. Study UAV technology-enhanced single pilot to reduce pilot requirements while maintaining safety levels.

5. Geared turbofan engines, with engine placement optimized for later open rotor option.

6. Ramp to ramp time minimization using Infotech to increase utilization rates.

7. Cargo loading automation.

747-8 Intercontinental versus A380

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The 747-8 Intercontinental is structurally more efficient than the A380 based on empty weight per passenger.

Boeing completes body join on first 747-8 Intercontinental

The 747-8 Intercontinental has newer wings

747-8 in final assembly in Everett

The 747-8 Intercontinental has newer engines

GEnx engines installed on the first Boeing 747-8 Intercontinental

The 747-8 Intercontinental has newer avionics

The 747-8 Intercontinental occupies a different passenger capacity niche between the 777-300ER and the A380

Boeing will put it to commercial service by 2012 after a long flight test period marred by delays caused by enginners being reassigned to the 787 program and the usual surprises in tests.

It will be a successful and profitable plane by 2025 after 200 orders and deliveries. It will remain the largest commercial freighter and monopolize this sector.

How about the A380?

Qantas A380 in Hamburg with Beluga in background

It will also be a successful airliner with 400 deliveries in 20 years. Its profitability is doubtful within the same 20 year period but will be at the end of its production.

For the A380 to be optimized, its fuselage has to be extended to fully utilize its large wing size. This can only be done if the first version will be profitable.

And then the Blended Body Wings will start coming, maybe with the 777 replacement.

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