وهذي جداول مقارنة من ويكبيديا بين الايرباص والبوينغ او(Competition between Airbus and Boeing؟)
Competition by product
[edit] Range overlap
Though both manufacturers have a broad product range in various segments from single-aisle to wide-body, manufacturers' offerings do not always compete head-to-head. As listed below they respond with slightly different models.
- The A380, for example, is substantially bigger than the B747.
- The A350 XWB competes with the high end of the B787 and the low end of the B777.
- The A320 is bigger than the 737-700 but smaller than the 737-800.
- The A321 is bigger than the B737-900 but smaller than the previous B757-200.
- The A330-200 competes with the smaller B767-300ER.
Airlines can use this as a benefit since they get a more complete product range from 100 seats to 500 seats than if both companies offered identical aircraft.
[edit] Passengers/range km (statute miles) for all models
A chart comparing the passenger capacity (2-class typical) and range (maximum in nautical miles) of in-production, future, and out-of-production since 2000 Airbus and Boeing aircraft.
2,645 to 3,185 (2400 sm) 5,600 to 5,900 (3500 sm) 6,800 to 7,700 (4500 sm) 9,000 to 10,200 (5900 sm) 10,500 to 11,300 (6800 sm) 12,250 to 12,500 (7700 sm) 13,300 to 13,900 (8500 sm) 14,200 to 14,800 (9000 sm) 14,900 to 15,200 (9300 sm) 15,400 to 16,000 (9800 sm) 16,700 to 17,400 (10500 sm) 100-139 (
B717-200)
A318-100 B737-600
140-156
B737-700 A319-100 B737-700ER
148-189
B737-800 A320-200
177-255
A321-200 B737-900 (
B757-200) (
A310-200) (
A310-300)
B767-300ER B767-200ER
B787-8
243-375
(
B757-300)
B767-400ER B747SP
253-300
(
A300) (
A300-600)
A330-200
A340-200
A350-800 B787-9
295-440
B787-3 B777-200
A330-300
A340-300 B777-200ER A350-900
B777-200LR 313-366
A340-500 A340-500HGW A350-900R 358-550
B747-100SR B747-300SR B747-100 B777-300 B747-200
B777-300ER A350-1000
380-419
A340-600 A340-600HGW
410-568
B747-400 B747-400ER
<467
B747-8
525-853
A380
[edit] Airbus A320 vs Boeing 737
Airbus A320 family
Boeing 737 A318 A319 A320 A321
737-300 737-400 737-500 737-600 737-700 737-800 737-900ER Two Cockpit crew Two 117 (1-class) 142 (1-class) 180 (1-class) 220 (1-class) Seating capacity 148 (1-class) 168 (1-class) 132 (1-class) 149 (1-class) 189 (1-class) 204 (1-class) 31.45 m (103 ft 2 in) 33.84 m (111 ft) 37.57 m (123 ft) 44.51 m (146 ft) Length 28.6 m (94 ft) 36.5 m (119 ft 6 in) 31.1 m (101 ft 8 in) 31.2 m (102 ft 6 in) 33.6 m (110 ft 4 in) 39.5 m (129 ft 6 in) 42.1 m (138 ft 2 in) 12.56 m (41 ft 2 in) 11.76 m (38 ft 7 in) Height 11.3 m (37 ft) 11.1 m (36 ft 5 in) 12.6 m (41 ft 3 in) 12.5 m (41 ft 2 in) 34.10 m (111 ft 10 in) Wingspan 28.3 m (93 ft) 28.9 m (94 ft 8 in) 34.3 m (112 ft 7 in) 25° Wing Sweepback 25° 25.02°
Aspect Ratio 8.83 9.16 9.45 3.70 m (12 ft 1 in) Cabin Width 3.54 m (11 ft 7 in)
Cabin Height 2.20 m (7 ft 3 in) 3.95 m (13 ft) Fuselage Width 3.76 m (12 ft 4 in)
Fuselage Height 4.11 m (13' 6") 39,300 kg 40,600 kg 42,400 kg 48,200 kg Typical empty weight 28,120 kg (61,864
lb) 33,200 kg (73,040 lb) 31,300 kg (68,860 lb) 36,378 kg (80,031 lb) 38,147 kg (84,100 lb) 41,413 kg (91,108 lb) 44,676 kg (98,495 lb) 68,000 kg (149,900 lb) 75,500 kg (166,500 lb) 77,000 kg (169,000 lb) 93,500 kg (206,100 lb) Maximum take-off weight 49,190 kg (108,218 lb) 68,050 kg (149,710 lb) 60,550 kg (133,210 lb) 66,000 kg (145,500 lb) 70,080 kg (154,500 lb) 79,010 kg (174,200 lb) 85,130 kg (187,700 lb)
Maximum landing weight 44,906 kg (99,000 lb) 56,246 kg (124,000 lb) 49,895 kg (110,000 lb) 55,112 kg (121,500 lb) 58,604 kg (128,928 lb) 66,361 kg (146,300 lb)
Maximum zero-fuel weight 40,824 kg (90,000 lb) 53,070 kg (117,000 lb) 46,720 kg (103,000 lb) 51,936 kg (114,500 lb) 55,202 kg (121,700 lb) 62,732 kg (138,300 lb)
Cargo Capacity 18.4 m³ (650 ft³) 38.9 m³ (1,373 ft³) 23.3 m³ (822 ft³) 21.4 m³ (756 ft³) 27.3 m³ (966 ft³) 45.1 m³ (1,591 ft³) 52.5 m³ (1,852 ft³) 1,355 m
(4,446 ft) 1,950 m
(6,398 ft) 2,090 m
(6,857 ft) 2,180 m
(7,152 ft) Takeoff run at MTOW 1,990 m (6,646 ft) 2,540 m (8,483 ft) 2,470 m (8,249 ft) 2,400 m (8,016 ft) 2,480 m (8,283 ft) 2,450 m (8,181 ft) .78
Mach Cruising speed .74 Mach .74 Mach .785 Mach .78 Mach .82 Mach Max. speed .82 Mach 5,950 km
(3,200
nm) 6,800 km
(3,700 nm) 5,700 km
(3,078 nm) 5,600 km
(3,050 nm) Range fully loaded 3,440 km
(1,860 nm) 4,005 km
(2,165 nm) 4,444 km
(2,402 nm) 5,648 km
(3,050 nm) 6,230 km
(3,365 nm) (5,510 nm on ER variants.) 5,665 km
(3,060 nm) 4,996 km
(2,700 nm) [5,925 km (3,200 nm ) 2-class layout w/2 aux. tanks] 23,860 L
6,300
US gal 29,840 L
7,885 US gal 29,680 L
7,842 US gal Max. fuel capacity 17,860 L
4,725 US gal 23,170 L
6,130 US gal 23,800 L
6,296 US gal 26,020 L
6,875 US gal 29,660 L
7,837 US gal 39,000 ft Service Ceiling 35,000 ft 37,000 ft 41,000 ft PW6022A, CFM56-5 IAE V2500, CFM56-5 Engines (x2) CFM56-3B-1 CFM56-3B-2 CFM56-3B-1 CFM56-7B20 CFM56-7B26 CFM56-7B27 CFM56-7
Max Thrust 20,000
lbf 22,000 lbf 20,000 lbf 20,600 lbf 26,300 lbf 27,300 lbf
Engine Ground Clearance 51 cm (20 in) 46 cm (18 in) 48 cm (19 in)
[edit] Airbus A330 and Airbus A340 vs Boeing 767 and Boeing 777
Measurement A340-200 A340-300 A340-500/-500HGW A340-600/-600HGW Cockpit crew Two Seating capacity 261 (3-class) 295 (3-class) 313 (3-class) 380 (3-class) Length 59.39 m
194
ft 10
in 63.60 m
208 ft 8 in 67.90 m
222 ft 9 in 75.30 m
247 ft 0 in Wingspan 60.30 m
197 ft 10 in 63.45 m
208 ft 2 in Wing area 361.6 m²
3,892 ft² 439 m²
4,725 ft² Wing sweepback 30° 31.1° Height 16.70 m
54 ft 9 in 16.85 m
55 ft 3 in 17.10 m
56 ft 1 in 17.30 m
56 ft 9 in Cabin width 5.28 m (17.3 ft) Fuselage width 5.64 m (18.5 ft) Wheelbase 23.24 m
76 ft 3 in 25.60 m
84 ft 0 in 27.59 m
90 ft 6 in 32.89 m
107 ft 11 in Typical empty weight 129,000 kg
284,396
lb 129,275 kg
295,503 lb 170,400 kg
375,668 lb 177,000 kg
390,218 lb Maximum take-off weight 275,000 kg
606,300 lb 276,500 kg
609,600 lb 372,000/380,000 kg
820,100 /837,800 lb 368,000/380,000 kg
811,300/837,800 lb Cruising speed
Mach 0.82 (896 km/h, 484
knots, 557
mph)
Mach 0.84 (905 km/h, 490 knots, 560 mph) Take off run at
MTOW 2,990 m
9,810 ft 3,000 m
9,840 ft 3,050 m
10,000 ft 3,100 m
10,170 ft Range fully loaded 14,800 km 8,000
NM 13,700 km 7,400 NM 16,020/16,700 km 8,650/9,000 NM 14,360/14,630 km 7,750/7,900 NM Max. fuel capacity 155,040 L 40,957
gal 140,640 L 37,153 gal 214,810/222,000 L 56,750/58,646 gal 195,881/204,500 L 51,746/54,023 gal Cargo capacity 18 LD3s/6 pallets 30 LD3s/10 pallets 32 LD3s/11 pallets 42 LD3s/14 pallets Service ceiling 11,887 m
39,000 ft Engines (4x)
CFM56-5C2 (138.78 kN)
CFM56-5C3 (144.57 kN)
CFM56-5C4 (151.25 kN)
CFM56-5C2 (138.78 kN)
CFM56-5C3 (144.57 kN)
CFM56-5C4 (151.25 kN)
CFM56-5C4P (149.9 kN)
Rolls-Royce Trent
553/556 (236/249 kN) Trent 556/560 (249/260 kN)
Airbus A330 Series
Boeing 767 Series Boeing 777 Series A330-200 A330-300 A330-F
767-200ER 767-300ER 767-300-F 767-400ER 777-200LR Two Cockpit crew Two 253 (3 cl.)
293 (2 cl.)
405 (1-cl.)
[1] 295 (3 cl.)
335 (2 cl.)
440 (1 cl.) - Seating capacity 181-255 218-351 - 245-375 301-440 58,8 m
(192 ft 11 in) 63,6 m
(208 ft 8 in) 58.8 m (192 ft 11 in) Length 48.5m 54.9m 61.4m 63.7m 17.40 m 16.9 m (55 ft 5 in) Height 15.8m 15.9m 16.8m 18.8m 60.3 m (197 ft 10 in) Wingspan 47.6m 51.9m 64.8m 5.28 m (17 ft 4 in) Cabin Width
5.64 m (18 ft 6 in) Hull Width 5.03 m
[2]
233,000 kg (513,700 lb) Maximum take-off weight 179,170 kg (395,000 lb) 186,880 kg (412,000 lb) 204,110 kg (450,000 lb) 347,450 kg (766,000 lb) 182,000 kg (401,200 lb) 187,000 kg (412,300 lb) Maximum landing weight
2,200 m 2,500 m
Takeoff run
0.82 Mach (896 km/h) Cruising speed 0.80 Mach 0.84 Mach 0.85 Mach (913 km/h or 490 knots at 35,000 ft.) Max Speed 0.86 Mach 0.89 Mach 12,500 km 10,500 km 7,400 km (4,000 nm) Range fully loaded 12,250 km (6,600 nm) 11,300 km (6,100 nm) 6,100 km (3,270 nm) 10,500 km (5,645 nm) 17,450 km (9,420 nm) 139,100 L
(36,750 US gal) 97,170 L
(25,670 US gal) 139,100 L Max. fuel capacity 90,770 L
(23,980 US gal) 181,280 L
(47,890 US gal) 136 m³
26 LD3s 162 m³
32 LD3s 475 m³ Cargo (volume) /
ULDs 81.4 m³ 106.8 m³ 454 m³ 129 m³ 150 m³
6 LD3s PW PW4000
GE CF6-80E1
RR Trent 700 Engines
(x2) PW PW4062
GE CF6-80C2B7F PW PW4062
GE CF6-80C2B8F PW PW4062
GE CF6-80C2B7F
RR RB211-524H PW PW4062
GE CF6-80C2B7F
RR RB211-524H GE 90-110B1 303-320 kN
68,000-72,000 lbf
Max Thrust
(x2)
Engine Ground Clearance 0.56 m (1 ft 10 in) 0.81 m (2 ft 8 in)
[edit] Airbus A350 XWB vs Boeing 787 and 777
A350 XWB
Boeing 777 Boeing 787 A350-800
[3] A350-900
[4] A350-1000 A350-900R
[5] A350-900F 777-200LR 777-200F 777-300ER
[6] 787-9 787-10
[7] Two Cockpit crew Two 270 314 350 310 90t cargo Passengers (3cl) 301 103t cargo 365 263 310
[8] 60.7 m 67.0 m 74.0 m 67.0 m Length 63.7 m 73.9 m 63.0 m 68.9 m 17.2 m Height 18.8 m 18.6 m 18.7 m 16.5 m 17.0 m 64.8 m Wingspan 64.8 m 60.0 m 60.1 m 19 ft 6 in (5.96 m)
[9] Fuselage Width 20 ft 4 in (6.19 m) 18 ft 11 in (5.75 m) 18 ft 4 in (5.59 m) Cabin Width 19 ft 3 in (5.86 m) 18 ft (5.49 m) 31.9° Wing sweep 31.64° 32.2° 28 36 44
LD3 containers 32
[10] 37 pallets 44
[11] 36 44 248 268 298
MTOW (
t) 347.452 347.450 351.534 244.940 272.150 185 205 228.5
Max landing (
t)
183.7 197.3
115.7
[EW 1]
Empty weight (
t) 145.2
[EW 2]
167.8
[EW 2] 115.3
[EW 3] 125
[EW 3] 129,000 138,000 156,000
Max fuel (
l) 202,287 181,280 181,280 138,700 145,000 0.85 Cruise speed (
M) 0.84 0.85 0.89 Max speed (
M) 0.89 75,000 84,000 93,000
Thrust (
lb) (× 2) 115,300 68,000 88,200 RR Trent XWB Engines GE90-110B GE90-115B RR Trent 1000 or GE GEnx 8,300 nm 15,400 km 8,100 nm 15,000 km 8,000 nm 14,800 km 9,500 nm 17,600 km 5,000 nm 9,250 km Range 9,420 nm 17,445 km 4,990 nm 9,065 km 7,900 nm 14,630 km 8,500 nm 15,750 km 7,500 nm
[8] 13,890 km $208M $244M $270M TBA TBA Price $237M $232.5M $219M $178.5M TBA Empty weight EW:
- ^ Proposed manufacturer's weight empty including expected overweight.
- ^ a b Final operating empty weight
- ^ a b Proposed operating empty weight not including expected overweight
[edit] Airbus A380 vs Boeing 747
Airbus A380
Boeing 747 A380-800
[12]
747-400
[13] 747-400ER
[14] 747-8I
[15][16] Two Cockpit crew Two 525 / 644 / 853 (3/2/1-class) Passengers 416 / 524 (3/2-class) 467 (3-class) 73 m Length 70.6 m (231 ft 10 in) 76.4 m (250 ft 8 in) 24.1 m Height 19.4 m (63 ft 8 in) 19.5 m (64 ft 2 in) 79.8 m Wingspan 64.4 m (211 ft 5 in) 68.5 m (224 ft 7 in) Main deck: 6.58 m (21 ft 7 in)
Upper Deck: 5.92 m (19 ft 5 in) Cabin width 6.1 m (20.1 ft) 633 m² (333 + 300) Useful cabin-area
38
LD3 containers 30 28 36 276,800 kg (608,400 lb) Empty weight 178,756 kg (393,263 lb) 184,570 kg (406,900 lb) 214,500 kg (473,000 lb) 361,000 kg (796,000 lb) Max zero-fuel weight 246,074 kg 251,744 kg 291,000 kg (640,000 lb) 560,000 kg (1,235,000 lb)
MTOW 396,890 kg (875,000 lb) 412,775 kg (910,000 lb) 442,000 kg (970,000 lb) 310,000 L (81,890 US gal) Max fuel 216,840 L (57,285 US gal) 241,140 L (63,705 US gal) 241,619 L (64,221 US gal) Mach 0.85 (900 km/h) Cruise speed Mach 0.85 (567 mph, 912 km/h at altitude) Mach 0.855, (567 mph, 913 km/h at altitude) Mach 0.96 (1030 km/h)
[17] Max Operating Mach Mach 0.92 (987 km/h) 311 kN (70,000 lbf) Thrust (× 4) 63,300 lbf PW
62,100 lbf GE
59,500 lbf RR 63,300 lbf PW
62,100 lbf GE 66,500 lbf GP7270, Trent 970 Engines PW 4062
GE CF6-80C2B5F
RR RB211-524H PW 4062
GE CF6-80C2B5F GEnx-2B67 2,750 m (9,020 ft) Takeoff run at MTOW 3,018 m (9,902 ft) N/A 15,200 km (8,200 nmi) Range (3 class) 13,450 km (7,260 nm) 14,205 km (7,670 nm) 14,815 km (8,000 nm)
Cross-section comparison of Airbus A380 versus Boeing 747-400
The
widebody 747-8, as the latest modification of Boeing's largest airliner, is notably in direct competition on long-haul routes with the A380, a full-length
double-deck aircraft now in service. For airlines seeking very large passenger airliners, the two have been pitched as competitors on various occasions. Following another
delay to the A380 programme in October 2006,
FedEx and
UPS canceled their orders for the
A380-800 freighter. Some A380 launch customers deferred delivery or considered switching to the 747-8 and
777F aircraft.
[18][19] Boeing advertising claims 747-8I to be more than 10% lighter per seat and consume 11% less fuel per passenger with a trip-cost reduction of 21% and a seat-mile cost reduction of more than 6% versus the A380. For the 747-8F's empty weight is expected to be 80 tonnes (88 tons) lighter and 24% lower fuel burn per ton with 21% lower trip costs and 23% lower ton-mile costs than the A380F.
[20] In order to counter a perceived strength of the 747-8I, from 2012 Airbus will offer, as an option, of improved maximum take-off weight, thus providing a better payload/range performance. The precise size of the increase in maximum take-off weight is still unknown. British Airways and Emirates will be the first customers to receive this new option.
[21] As of April 2009 no airline has canceled an order for the passenger version of the A380. Boeing currently has only two commercial airline orders for the 747-8I: Lufthansa (20) and Korean Air Lines (5).
[22]
[edit] A330 MRTT - KC-45A
In March 2008 the announcement that Boeing had lost a $40bn contract to Airbus to build parts for the new in-flight refuelling aircraft
KC-45A for the USAF drew angry protests in the US Congress.
[23] Upon review of Boeing's protest, the
Government Accountability Office ruled in favor of Boeing and ordered the USAF to recompete the contract. Later, the entire competition was first rescheduled, then canceled, with a new competition expected to be decided by March 2010.
[24]
[edit] EADS A330 MRTT - Northrop Grumman KC 45 A versus Boeing KC-767
Data are preliminary and partially copied from A330-200 and 767-200ER.
A330 MRTT - KC-45
KC-767 Advanced Tanker
Length 59.69 m 48.5 m Height 16.9 m 15.8 m Fuselage Width 5.64 m 5.03 m Wingspan 60.3 m 47.57 m Surface area 361.6 m²
Engines 2x RR Trent 700 or
GE CF6-80 turbofans 2x Pratt & Whitney
PW4062 Thrust (× 2) 316 kN 282 kN Passengers 226 - 280
[25] 190 Range 12,500 km 12,200 km Cruise speed 860 km/h Mach 0.80 (851 km/h) Max speed Mach 0.86 (915 km/h) Mach 0.86 (915 km/h) Max takeoff weight 230 t 181 t Max landing weight 180 t 136 t Normal fuel load 250,000 lb (113,500 kg) 161,000 lb (73,100 kg) Maximum fuel load 250,000 lb (113,500 kg) plus 95,800 lb (43,500 kg)
of additional cargo or fuel load over 202,000 lb (91,600 kg) Cargo (standard pallets) 32 (463L) pallets 19 (463L) pallets
[edit] Competition by outsourcing
Because many of the world’s airlines are wholly or partly government owned, aircraft procurement decisions are often taken according to political as well as commercial criteria. Boeing and Airbus seek to exploit this by subcontracting production of aircraft components or assemblies to manufacturers in countries strategically important in order to gain competitive advantage.
For example, Boeing has offered longstanding relationships with Japanese suppliers including
Mitsubishi Heavy Industries and
Kawasaki Heavy Industries by which these companies have had increasing involvement on successive Boeing jet programs, a process which has helped Boeing achieve almost total dominance of the Japanese market for commercial jets. Outsourcing was extended on the
787 to the extent that Boeing’s own involvement was reduced to little more than project management, design, assembly and test operation, outsourcing most of the actual manufacturing all around the world.[
citation needed] Boeing has since stated that it "outsourced too much" and that future airplane projects will depend far more on Boeing's own engineering and production personnel.
[26]
Partly because of its origins as a consortium of European companies, Airbus has had fewer opportunities to outsource significant parts of its production beyond its own European plants. However, in 2009 Airbus has opened an assembly plant in
Tianjin,
China for production of its A320 series airliners.
[27]
[edit] Competition through use of technology
One of the ways Airbus sought to compete with the well-established Boeing in the 1970s was through the introduction of advanced technology. For example, the
A300 made the most extensive use of
composite materials yet seen in an aircraft of that era, and by automating the
flight engineer's functions, was the first large commercial jet to have a two-man flight crew. In the 1980s Airbus was the first to introduce digital
fly-by-wire controls into an airliner (the
A320).
Now that Airbus has established itself as a viable competitor to Boeing, both companies use advanced technology to seek performance advantages in their products. For example, the
Boeing 787 will be the first large airliner to use composites for most of its construction.
[edit] Competition through provision of engine choices
The competitive strength in the market of any airliner is considerably influenced by the choice(s) of engine available. In general, airlines prefer to have a choice of at least two engines from the major manufacturers
General Electric,
Rolls-Royce and
Pratt & Whitney. However the engine manufacturers clearly prefer to be single source, and sometimes succeed in striking commercial deals with Boeing and Airbus to achieve their objective. Hence several notable aircraft have only provided a single engine offering: the
Boeing 737-300 series onwards (
CFM56), the
Airbus A340-500 & 600 (
Rolls-Royce Trent 500), the
Airbus A350 (
Rolls-Royce Trent XWB - so far) and the
Boeing 747-8 (
GEnx-2B67).
[28]
[edit] Effect of currency on competition
Boeing's production costs are mostly in US dollars, while Airbus' production costs are mostly in euros. When the dollar appreciates against the euro the cost of producing a Boeing aircraft rises relative to the cost of producing an Airbus aircraft, and conversely when the dollar falls relative to the euro it is an advantage for Boeing. There are also possible currency risks and benefits involved in the way the aircraft are sold. Boeing typically prices its aircraft only in dollars, while Airbus, although pricing most aircraft sales in dollars, has been known to be more flexible and has priced some aircraft sales in Asia and the Middle East in multiple currencies. Depending on currency fluctuations between the acceptance of the order and the delivery of the aircraft this can result in an extra profit or extra expense - assuming Airbus has not purchased insurance against such fluctuations.
[29]
[edit] Orders and deliveries
Orders
2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 1989
Airbus
117 271 777 1341 790
1055 370 284 300 375 520
476 556 460 326 106 125 38 136 101 404 421
Boeing
279 142 662
1413 1044 1002 272 239 251 314
588 355
606 543 708 441 125
236 266 273 533 716 Sources 2010: Airbus net orders until June 30 (
https://www.airbus.com/en/corporate/o...nd_deliveries/)
Boeing net orders until July 21 (
https://active.boeing.com/commercial/orders/index.cfm) Deliveries
2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 1989
Airbus
250 498 483 453 434 378 320 305 303 325 311 294 229 182 126 124 123 138 157 163 95 105
Boeing
222 481 375 441 398 290 285 281
381 527 491 620 563 375 271 256 312 409 572 606 527 402 Sources 2010: Airbus deliveries until June 30 (
https://www.airbus.com/en/corporate/o...nd_deliveries/)
Boeing deliveries until June 30 (
https://active.boeing.com/commercial/...Type=CurYrDelv)
Yearly orders.
Yearly deliveries.
Orders/Deliveries overlay.
التتمة
v