This is that the notices are clearly shared

This is the good war. Seattle says "do not understand all the European strategy". References, of course, the A380, which the market potential be deemed too narrow by the US aircraft manufacturer would not allow the very large European carrier to reach break-even, and this even in the long term. A US statement which is not surprising: it will take accustomed us to these passes weapons somewhat agreed, specific to a duopoly supposed to continue until the end of the time. John Leahy, American commercial Director of Airbus, which is now able to take the height, readily adopts a pragmatic tone it did know him previously. Latest edition of the Global Market Outlook in hand, he explained that the airlines will take delivery of 800 aircraft per year, on average, over the next twenty years.

The market shares of each of the two rivals range continuously between 40 and 60, and for good measure - and with a complicit smile-, John Leahy adds to any random "that Airbus hope be one of the two" which will be 60

Everyone is in agreement on it. Remains whether if the arrival of the Boeing 7E7 will not seriously affect the game.

The impact of the 7E7 market

Indeed, whatever they say in Toulouse, the sacrosanct "middle of the market" is crucial: it is the key to the market, its main battle field. It therefore whether Europeans can really effectively counterattack with the A330-200, a young a demi-génération machinery, including the net structure relief that allows generous use of composite materials with.

This is that the notices are clearly shared. Noël Forgeard says that the direct operating costs of the new competitor are almost identical to those of the A330-200. He added that the first 7E7 will be delivered just eighteen months after the first A380, a way of saying that no technological gap not separates them online. This is true, but this comparison is not correct so far. Why compare a 250 a 555-passenger seat The 7E7 and A330-200 who compete and it's to know if offering a cheaper aircraft will be sufficient to Airbus to preserve the key 40/60 in one way or another, on this segment of the market. This is not a case heard.

Moreover, Boeing currently marks points in terms of industrial organization of the new program. After having reinforced its alliance with Japanese giants, here it is which means with Chinese partners, Avic 1 and 2 and, at the limit of the impertinence, widely appeal to French suppliers-partners, and not least.

Thus, Dassault Systèmes software will follow the 7E7 throughout his career, each flight will begin and ended on a train Messier-Dowty, and other contracts are under negotiation. Best, a strong delegation of manufacturers, members of the Gifas, has just returned from a mission in Seattle, which allowed him to reinforce its presence in the valuable list companies benefiting from the "bid opportunities. I.e. happy elected which are regularly sent tenders. This approach has the benevolent support of Air France which, without being so question of economic compensation, seeks to support members of the Gifas since its first order of 777. An attitude which allows to think that the national company is indeed interested in the 7E7, without out of his role or waive its impartiality. Air France, it also hopes that emulation to continue in the duopoly until the end of the time. It considers, indeed, desirable and necessary to avoid falling to a single supplier and, in this day, the French company illustrates perfectly the position of the entire profession. In this spirit, the 7E7 is a formidable aircraft.