NMA,” a source familiar with the situation said. “Tese
people have other jobs officially, and these are shown on
their business cards. But they work on various aspects of
Te framework on which they work is defined by
Boeing CEO Dennis Muilenburg. “We see an opportu-
nity that can’t be served with derivatives of today’s prod-
uct lines—220-270 seats and a range of around 5,000
nm,” he said. A launch decision is planned “during the
next one-year time frame.” Other Boeing leaders say that
means by the end of 2019.
“It’s a market that needs the efficiency and comfort of
a widebody airplane and the economics of a narrowbody.
Tat’s what’s fundamentally different, and that’s the business case we’re trying to close,” Muilenburg said. “We are
doing what we can to protect a 2025 entry-into-service
date. But we’re not going to be rushed to a decision.”
Boeing has provided some formal guidance about what
the aircraft will look like. Te NMA, if built, will have
two versions, with around 225 and 275 seats. Its range
of up to 5,000 nm is enough for transatlantic missions
to the US east coast and Midwest, substantially more
than what the A321LR can offer today. Airbus is understood to be working on an XLR version that will
have longer range, but details have not emerged, and it
is not certain the variant will be built.
Sources who have been briefed on the Boeing plans
say the NMA wings almost certainly will be composite.
Tere are also ongoing studies into building a composite
fuselage, benefiting from the 787 experience. But whether Boeing is going down that road is not yet clear.
According to the sources, the basic concept has been
defined for some time, even before Boeing saw itself