In 2015, US Aerospace giant, Boeing planned a new design launch of an aircraft (which many named as Boeing 797, New Midsize Aircraft) that can cater to medium-haul to long-haul flights market, just like Airbus A321XLR.
It’s 2024 and Airbus is ahead not only in planning but in execution and delivery. Recently Airbus delivered the world’s first A321XLR to Spanish carrier, Iberia (IB). Now the question arises when will Boeing launch the 797? It already faces hurdles in certifying the smallest and largest 737 MAX variants and also the newest 777X.
Photo: By lkarasawa – N535US, CC BY 2.0, https://commons.wikimedia.org/w/index.php?curid=40934835
Boeing 797: New Midsize Aircraft (NMA)
Let’s understand what Boeing has done in the past with its commercial jet aircraft design and production.
Boeing’s current lineup includes the 737 MAX family for regional routes, the 767 for mid-range, the 787 Dreamliners for long-haul, and the 777 family for ultra-long-haul flights.
Among these, the 737, originally launched in 1967 and updated in 2017 as the 737 MAX, remains the oldest design. However, the 767, introduced in 1981, follows closely as Boeing’s oldest current wide-body model in service.
The latest 767 variant, the 767-2C, functions as a tanker and freighter, debuting in 2014. However, the last passenger version, the 767-400ER, was introduced in 2000 with only 38 deliveries, now aging at 24 years.
With many 767s and the single-aisle 757 approaching retirement, airlines are actively seeking replacements for these models. Boeing’s “New Midsize Aircraft” (NMA), anticipated to be named the Boeing 797, is designed to fill this gap.
The Boeing 797 would likely fit between the 737 and 787 in size and range.
Existing 767s carry 214–296 passengers across a two-class layout with ranges of 3,900 to 6,590 nautical miles. The 797 is expected to match this capacity and range while delivering improved fuel efficiency and lower operating costs, making it ideal for intercontinental routes between medium-sized cities and opening new, previously unviable routes.
In 2017, Boeing VP Mike Delaney suggested the NMA could revolutionize the 220–270 seat market, similar to what the 787 Dreamliner achieved in its segment.
Boeing has engaged with 57 airlines for input on the NMA, with most favoring a design focused on passenger comfort and efficient turnaround times, reports SlashGear. This feedback suggests the 797 will be a twin-aisle, wide-body jet with 220–270 seats, a range of up to 5,000 nautical miles, and operational efficiencies to succeed the Boeing 767.
So What Boeing is Doing?
Boeing initially unveiled details of its New Midsize Aircraft (NMA) concept at the 2017 Paris Air Show, announcing plans to integrate technologies from the 777 and 787 and incorporate extensive composite materials. Boeing’s original timeline projected that the 797’s early configuration would begin in 2017, with assembly and testing in the early 2020s and a first delivery by 2025.
In 2018, some airlines expressed doubts about Boeing’s timeline, with United Airlines CEO Andrew Levy suggesting the aircraft might not be ready until 2024-25. Boeing confirmed a delay in February 2019, shifting the NMA launch to 2020 but maintained that service entry was still feasible by 2025, according to then-CEO Dennis Muilenburg.
However, in 2020, following the 737 MAX crisis, Boeing’s newly appointed CEO, David Calhoun, announced a revised approach to the NMA, signaling a shift in priorities.
Since then, news on the NMA has been limited. A recent update in September 2024 indicated that Boeing’s contract with the International Association of Machinists and Aerospace Workers (IAM) would position Washington state as the location for its next new aircraft production, sparking speculation that Boeing might resume work on the NMA.
Was it the real update on NMA or just a talk to stop the strike? aviation analysts’ questions.
Though initial development on the NMA began in 2017, Boeing has not officially launched the project as of 2024. While specific reasons for the delay are unclear, the company has faced several ongoing challenges that likely contributed to the holdup.
Boeing Current Crisis
Boeing’s development timeline for the NMA faced a major disruption after two Boeing 737 MAX crashes in 2018 and 2019. The crashes, occurring less than a year apart, led to a grounding of the 737 MAX by the FAA and forced Boeing to prioritize the jet’s return to service.
Though Boeing affirmed its commitment to the NMA, the MAX crisis diverted significant resources. In early 2024, further complications arose when a 737 MAX experienced an in-flight door plug failure, resulting in further scrutiny and operational adjustments within the company, including the new CEO and other management role changes.
In addition, Boeing’s 777X program, originally slated for a 2020 entry into service, has faced persistent delays. Now targeting a late-2025 delivery, the 777X remains in the testing and certification phase, making it one of Boeing’s longest-running development projects—particularly unusual for a model that is an upgrade rather than an all-new design.
Compounding these challenges, Boeing is contending with a backlog of more than 6,000 orders, estimated to take more than a decade to fulfill at current production rates.
The substantial backlog raises concerns among customers about potential delays if Boeing initiates a new aircraft project, potentially impacting customer satisfaction and delivery timelines across its lineup.
Who Will Order New 797s?
Despite Boeing’s delays on the NMA, several airlines remain interested in the model, including United Airlines, Emirates, Alaska Airlines, American Airlines, Copa Airlines, Delta Air Lines, and Qantas.
However, US-based carriers have not placed a single order for its upcoming 777X aircraft. United Airlines even said that 777X does not fit with their operational model.
Copa Airlines has noted that the NMA’s anticipated capacity and range offer advantages over larger jets like the Airbus A330neo and Boeing 787, without their higher operating costs.
Qantas sees the NMA as ideal for crowded domestic routes, as it provides greater passenger capacity without needing additional airport slots.
Boeing Losing to Airbus?
Due to Boeing’s delay on the NMA, some airlines have sought alternatives. United Airlines, for instance, has ordered 130 Airbus A321neos and 50 A321XLRs, partly to replace its aging 757 fleet.
Though the NMA was intended to replace the 757 and 767, airlines have options beyond Boeing. Airbus, Boeing’s main competitor, has already positioned itself to capture airlines seeking middle-market replacements.
The A321neo and A321XLR, based on the A320 family, offer competitive range and capacity.
The A321neo typically seats 180 to 220 passengers in two classes and has a range of 3,500 to 4,000 nautical miles, while the A321XLR extends this range to about 4,700 nautical miles, making both models viable replacements for the 757 and 767.
Airbus also intends to modify the A330neo to compete with Boeing’s proposed 797 if higher seating capacity is needed.
In Short, Boeing intends to develop a new 767 version that is better, fuel-efficient, and made of modern materials. Only time will tell when Boeing will be able to solve its crisis and focus on planning a new aircraft launch.
Feature and some in-article Images by Clément Alloing | Flickr
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