Airbus chief commercial officer John Leahy discusses the market outlook for commercial aircraft and developments in the Airbus product range with Mark Pilling.
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Q: Airbus has always been the company doing the chasing to catch up with Boeing. Can you now begin to claim to have caught them and claim to be the world's leading commercial aircraft maker?
A: I'd prefer not to make claims like that. All I would say is that a lot of people consider that to outsell Boeing in two out of the last three years is a major achievement.
If you look in terms of dollar revenues, in 2001 Airbus won 53% of the orders.
In terms of deliveries, we have been at parity for the past few years, with 294 aircraft delivered in 1999, 311 in 2000, 325 in 2001 and 300 this year with a similar number next year. If anyone is moving rapidly it is Boeing: it delivered 620 aircraft in 1999 and says it will deliver 380 this year with 300 planned for 2003.
Q: What is the your reaction to Boeing's accusations that Airbus is dumping aircraft on the market?
A: I know Boeing is obviously upset having lost a few campaigns recently, but I think the key is because they have a product designed in the ‘60s and we've got a fly-by-wire product designed for the modern era – our product is selling itself.
Q: At the beginning of Farnborough, the A380 had logged 97 firm orders. What do you anticipate the order count will be by the end of this year?
A: Right now we've had the launch phase and we have more on order than we thought we would have at this time.
We have said we are looking for one new customer per year between now and delivery of the first aircraft. We are very much on track.
Q: What are the prospects of carriers using this aircraft for the much-hyped enhanced entertainment and shopping opportunities?
A: The A380 is going to revolutionise air transport in the 21st Century, just like the 747 revolutionised air transport in the 20th Century.
Finding ways to offer a better experience – especially to high yield customers – is the name of the game, and the A380 gives a realm of new possibilities to explore.
I think there will be a lot more [entertainment amenities] than people believe.
The aircraft has two main decks, a third more seats, 49% more floor space, and everyone has a seat wider than those on the 747, even in coach.
You can use the cargo hold for optimised passenger amenities like duty-free shops, a casino, bars or lounges.
With three decks to play with there are lots of ways to differentiate this product.
Q: What is Airbus looking at in terms of a possible new family of aircraft to replace the A300/310?
A: I can see why Boeing would replace the 767, but for Airbus the A310 is replaced by stepping up to the A330-200.
For at least the next five-six years we will stay with that. If Boeing scraps the Sonic Cruiser and launches a new 250-seater, we would look at what they've got and compare it with what we've got and go from there.
Q: What are Airbus's plans for an eventual replacement or major upgrade to its A320 narrowbody family?
A: Again this very much depends on what Boeing does. We are producing 22 A320s a month and have been outselling them in the marketplace.
However, it is only a matter of time before Boeing comes out with a fly-by-wire version of the 737, probably with improved operating costs and doing a bit better on fuel burn, and we think we will see this sooner rather than later. We already have a fly-by-wire aircraft with the A320 so I am not sure I have to do anything.
Q: One of the most active airline sectors this year is the low-fare carriers, yet Airbus has had fewer successes in this than Boeing. How can the A320 become a true low-fares competitor to the 737?
A: There is no doubt in my mind that the A320 will gain more successes.
The lowest-cost airlines – charter operators – are already almost exclusively flying A320 family aircraft right now. We expect low-cost carriers will achieve the same level of effectiveness that mainline carriers enjoy [with the A320] – the aircraft will move into the low-cost market as well.
Source: Flight Daily News
