[12] To be competitive, NMA pricing would have to be between the 787-8 and A330neo at $100–120 million (base full-life value) and larger single-aisles at above $50 million; the 767-300ER in its heyday cost just over $70 million. Be in the know. At the International Society of Transport Aircraft Trading conference, he predicted it would be a Boeing 767-like, twin-aisle airplane capable of using 7,000-foot (2,130 m) runways such as those at New York LaGuardia. Iceland Monitor reports that Icelandair met with both Boeing and Airbus at the end of last month. Also, a twin-aisle is more comfortable and has faster turnarounds than a single-aisle. But the concept is not new. For the 767, there are around 742 still in service today, 51 at United, 79 at Delta and 24 at American. The GTF cost more than $10 billion to develop, and Rolls is facing financial difficulties which could be accelerated by being left out of the EU Clean Sky initiative as a result of Brexit. To summarize, doubts remain among certain Boeing Executives on the actual need for an entirely new model. United Chief Financial Officer Gerry Laderman said in a conference call this week, “We would like to see some clarity so that we can make the choice … But we do have a little bit of time.”. [47], ICF International sees a market of 3,000-3,500 over 20 years with the NMA sold for $75-80 million, while Collateral Verifications believe in a 1,000-1,500 market and a $80-90 million price; for Flightglobal's Ascend, 1,500 NMAs could be delivered for $67-82 million each between 2025 and 2040 if its size is right, and Oriel Consult expects a $70-80 million price. According to reporting by Bloomberg, United Airlines have been getting twitchy about where Boeing is at with the 797 development. [28] Boeing continues to estimate middle-of-the-market demand at between 2,000 and 4,000 airliners over 20 years, stating in September 2017 that it was closer to 4,000, while Pratt & Whitney, Rolls-Royce plc and Leeham Co. think it likely to lie between 2,000 and 2,500; Airbus puts the figure at about 2,000 aircraft, not enough to justify a new $15bn development program for aircraft to be sold for $55m to $75m each. Boeing continued to assess the market as 4,000-5,000 aircraft and was working towards a 2019 decision too, while taking measures to protect a 2025 introduction into service. Pratt could reach it by growing from the 33,000 lbf (150 kN) PW1133G for the A321neo. [30] GE Aviation expected a launch decision in 2018 in order to enter service on target in the mid-2020s. [11] Airbus sales chief John Leahy said the industry has no need for a new midmarket airplane, since the A321neo is already for sale. [31] Boeing was in "active" talks with about 50 potential customers and had defined two main versions: a 225-seat model with a 5,000 nmi (9,300 km) range and a 275-seat version with a 4,500 nmi (8,300 km) range. We know that Boeing needs to continuously strive to stay ahead of the competition. However, this appears pushed out [with its entry into service] from 2025 likely extending to 2028.”.
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