About Us

Business Corporation Hopperson and division Hopperson Aerospace represent the interests of airlines around the world. The company offers favorable terms for the purchase and lease of commercial aircraft, engines and spare parts, including financing the purchase of new aircraft. Through extensive network of contacts we are able to pinpoint aircraft in restricted and/or controlled circumstances, including foreclosure, high risk asset transactions and other similar situations. This provides us with the ability to acquire assets below fundamental market value. Throughout the years we have accumulated extensive experience in the business of aircraft leasing, trading, consulting and asset management.
Our leaders
Ann Chan
Senior Legal Counsel
Ann reviews transactional documents, such as letters of intent, confidentiality agreements, leasing, financing and security agreements, maintenance and servicing agreements, aircraft sale and purchase agreements, and all other relevant documents.
Evgeny Mitelev
Chief Executive Officer
Evgeny develops the company's business, interacts with airlines, financiers, aircraft buyers and sellers, other aircraft lessors, manufacturers, servicers, maintenance providers and other industry participants. Manages the activities of subsidiaries, develops new directions.
Sean Yang
Managing Director
Sean manages the company's operations, is working to implement policies and procedures for internal regulation. Responsible for the development of corporate relations, maintains links with external legal, tax and other professional consultants.
Ekaterina Kogan
Marketing Director
Ekaterina analyzes customer business, competition and the market, identify key customer segments, develops and implements active marketing campaigns and plans, prepares marketing proposals and presentations in response to applications / tenders.

Our services

Aircraft trading
The company has experience in the acquisition of the variety of aircraft – from long-range wide-body aircraft to regional jets. We are focuses our selling efforts in accordance with the best terms and conditions available in the market.
Aircraft remarketing
The company is engaged for confidential aircraft sourcing and remarketing projects, we are able to use our industry relationship and are able to deliver aircraft at attractive prices. Among our potential customers are more 2000 airlines and private aircraft owners around the world.
Aircraft assessment
For airlines and operators, the realistic analysis of the market value of an aircraft is essential to achieve the optimum cost position. Aircraft assessment covers the technical configuration of the aircraft, its actual condition including modification status and its documentation.
Lease management
The company has a wide range of aircraft lease management products which allows the lessor/owner to outsource administrative and technical oversight of the asset for the duration of the lease term in a highly economic manner.
Consultancy projects
The company provides effective consultation services and solutions for aircraft management, asset acquisition, aircraft trading including drafting of quality audits, business plans and feasibility studies prepared by aviation professionals and consultants.
Financing
The company provides financing for the purchase of the new aircraft up to 100% of the amount, as agreed. The financing program can be designed for a period of 5 to 10 years. For the financial program, the brand of the aircraft does not matter, we offer financing for commercial aircraft, helicopters and business jets.

Choose an aircraft

Airbus
Boeing
Bombardier
Embraer
ATR
Airbus SE is a European multinational corporation that designs, manufactures and sells civil and military aeronautical products worldwide. In addition to its primary civil aeroplane business, the company has two divisions for other products and services: Defence and Space and Helicopters, the latter being the largest in its industry in terms of revenues and turbine helicopter deliveries.

Product list:
Business aircraft - ACJ.
Commercial - A300, A310, A318, A319, A319neo, A320, A320neo, A321-100, A321-200, A321-200neo, A330-200, A330-300, A330-800neo, A330-900neo, A340-200, A340-300, A340-500, A340-600, A350-800, A350-900, A350-1000, A380-800.
Helicopters - AS 332, AS 350, AS 355, AS 365, EC 120, EC 130, EC 135, EC 145, EC 155, EC 225, EC 655.

Boeing is the world's largest aerospace company and leading manufacturer of commercial jetliners, defense, space and security systems, and service provider of aftermarket support. Boeing products and tailored services include commercial and military aircraft, satellites, weapons, electronic and defense systems, launch systems, advanced information and communication systems, and performance-based logistics and training.

Product list:
Business aircraft - BBJ.
Commercial - 717-200, 737-300, 737-400, 737-500, 737-600, 737-700, 737-7, 737-800, 737-8, 737-8-200, 737-900, 737-900ER, 737-9, 747-400ER, 747-400M Combi, 747-8I, 757-200, 757-300, 767-200/ER, 767-300/ER, 767-400ER, 777-200, 777-200ER, 777-200LR, 777-300, 777-300ER, 777-8, 777-9, 787-8, 787-9, 787-10.

Bombardier Inc. is a multinational aerospace and transportation company based in Montreal, Quebec, Canada. Bombardier started as a maker of snowmobiles, and is now a large manufacturer of regional airliners, business jets. Bombardier Aerospace designs, manufactures and supports innovative aviation products for the business, commercial, specialized and amphibious aircraft markets.

Product list:
Business aircraft - Learjet, Challenger, Global.
Commercial - CRJ-100/200/440, CRJ700 / CRJ700 NextGen, CRJ900/CRJ900 NextGen/CRJ705, CRJ1000 NextGen, CS100, CS300, Dash-8 Q400/Q400 NextGen.

Embraer S.A. is a Brazilian aerospace conglomerate that produces commercial, military, executive and agricultural aircraft[6] and provides aeronautical services. It is headquartered in São José dos Campos, São Paulo State. The company is the third largest producer of civil aircraft, after Airbus and Boeing.

Product list:
Business aircraft - Phenom, Legacy, Lineage.
Commercial - ERJ135, ERJ140, ERJ145, 170, 175, 175E2, 190, 190E2, 195, 195E2

ATR (Aerei da Trasporto Regionale) is a Franco-Italian aircraft manufacturer headquartered on the grounds of Toulouse Blagnac International Airport in Blagnac, France. It was formed in 1981 by Aérospatiale of France (now Airbus) and Aeritalia (now Leonardo) of Italy. ATR manufactures two sizes of turboprop aircraft. ATR has sold more than 1,500 aircraft in more than 100 countries.

Product list:
Commercial - ATR 42, ATR 72.
Passenger
Freighter
Business
Helicopters
Passenger
Freighter
Business
Passenger
Freighter
Business
Passenger
Freighter
Business
Passenger
Freighter

Aircraft remarketing

We will help you sell or lease your aircraft.
Remarketing or transitioning aircraft at the correct price or rate is vital to extract maximum value for investors. We advise clients on whether to extend or return by analysing supply, demand, reserves and lease rates.

The complementary backgrounds of Hopperson's asset management and remarketing professionals, combined with our proprietary data access, allows us to quickly assess the potential market interest in any given aircraft and to recommend the appropriate sales campaign and strategy. Our areas of expertise cover the entire range of aviation assets from commercial airliners to regional jets, turbo-props, helicopters and corporate aircraft.

Aircraft painting

We will help make your aircraft unique!
For more than 40 years the artist Eisele has painted all over the world, as one of the most experienced airbrush painters of Europe. Painting images of any size, in any style, with highend airbrush technology on different surfaces - no task is too difficult. We manufacture art-liveries with our unique airbrush technique on any aircraft possible. We have a reputation for the highest quality aircraft design work.

You get a 12% discount on art-prat of the unique livery from the artist Eisele when buying an aircraft at Business Corporation Hopperson.

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Phone: +852 8191 7017
Email: [email protected]
6/F, 131-132 Connaught Road West, Solo Workshops, Hong Kong
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AIRBUS PAX
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AIRBUS PAX
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AIRBUS CARGO
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AIRBUS CARGO
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AIRBUS CORPORATE JETS
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AIRBUS CORPORATE JETS
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BOEING PAX
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BOEING PAX
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BOEING CARGO
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BOEING CARGO
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BOEING BUSINESS JET
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BOEING BUSINESS JET
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BOMBARDIER PAX
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BOMBARDIER PAX
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BOMBARDIER CARGO
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BOMBARDIER CARGO
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EMBRAER PAX
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EMBRAER PAX
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EMBRAER CARGO
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EMBRAER CARGO
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ATR PAX
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ATR PAX
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ATR CARGO
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ATR CARGO
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Other Models
AIRBUS A330-800neo
Medium Widebody
After months of speculation, Airbus launched the A330neo (new engine option) at the Farnborough Air show in July 2014. In fact this concept is strikingly similar to the first design of the Airbus A350 launched in 2004. This first A350 design was based on an A330 fuselage with new aerodynamics and engines. However this design was rejected by many customers and Airbus went back to the drawing board to design a complete new A350 and renamed it the A350 XWB. In first instance, the smallest version of the A350 XWB, the A350-800 was aimed at the market segment of the A330-200/300. However, as this was a shrink from the baseline A350-900, the A350-800 was a suboptimal design. With the same size wings as the bigger A350-900 and with new efficient engines it was a relatively heavy aircraft with a long range that was not optimal for most of the current A330 users. Airbus studied hard to introduce a new version of the A330. The current A330 was still its best-selling wide body airliner as it was a relatively inexpensive widebody positioned in the lower half of the widebody market; it was very well positioned to serve high density routes in the market segment below 4.000 nm. A final reason to be hesitant about a new A330 design was that a more efficient A330neo might easily steal orders from the A350 XWB. Current A330 customers such as Delta and AirAsiaX kept pushing Airbus to develop a more efficient version of the A330. The fact was that developing a new version of the A330 would be relatively cheap as Airbus could use the same principles employed to develop the A320neo and benefit from engine technology developed for the A350 XWB, therefore Airbus decided to introduce the A330neo.

Central to the new A330 concept are the new RR Trent 7000 engines. Contrary to the A330ceo (current engine option), the A330neo will only have one engine manufacturer. The new RR Trent 7000 will have a 112inch diameter fan with a 10:1 bypass ratio developing a thrust of 300-322KN. Besides these new engines the A330neo also features new larger winglets, an increased wingspan (+3.7m) and some aerodynamic improvements to the wings and fuselage. The cabin design is also optimised and includes new-design lavatories and crew rests. These increased cabin efficiencies will result in up to ten seats more than in the current A330. All new techniques and improvements contribute to 11% lower trip costs and (thanks to 10 extra seats) 14% lower fuel burn per seat. The A330neo has a > 95% spare parts commonality with the current generation A330s and both generations have the same type rating. This minimises the entry in service costs for airlines that already operated the A330, as they would not need to spend money on new spares or additional flight crew training. The A330neo comes in two sizes, the A330-800neo and A330-900neo. The A330-800neo is the smaller of the two and will be the successor of the A330-200. As of summer 2016 Airbus has received only ten firm orders from 2 operators (Hawaiian Airlines and TransAsia Airways) for the A330-800neo. The first order was for 6 aircraft from Hawaiian Airlines, which was in fact an order swap as this commitment replaces a previous order placed by Hawaiian for six A350-800s.

Given the limited order book. It is far from certain that the A330-800neo will ever be built.
Other Models
AIRBUS A350-900
Large Widebody
The A350 family could be seen as Airbus' answer to the slightly smaller Boeing 787 family and effectively also competes with the slightly larger Boeing 777 family. It is considered to be the future twin-engine replacement of the A330/A340 family as well. After its first launch in 2004, some A350s were ordered but the design failed to impress the market and was criticized for being nothing more but an upgraded A330 which couldn't compete with the Boeing 787. Airbus responded with the redesigned A350 'XWB' (eXtra Wide Body) which featured a 12 in. wider fuselage, a new (composite) wing, upgraded A380 based systems and an advanced technology cockpit with 6 large LCD screens. The A350-900 is the first and base line A350 model and entered service with Qatar Airways in January 2015. It features a fuselage which is c.21 ft longer than the A350-800 to accommodate approximately 40 more passengers. In terms of payload-range, the A350-900 is positioned closest to the 777-200ER which has 400nm less range and a slightly lower seat capacity. The slightly smaller 787-9 and stretched 787-10 are competitors as well. Airbus claims the A350-900 could well co-exist with the A330 family as the latter is optimized for much less range but the A350's (anticipated) efficiency gains could well accelerate A330 replacement, certainly in a high fuel price environment.

The A350-900 made its first flight on 14 June 2013. The test programme proceeded without any hiccups and the first A350-900 was delivered to its launch customer Qatar Airways on 22 December 2014. Currently around 35 A350-900s have been delivered to various customers and most airlines note that the reliability of the A350 is "over and beyond" expectations. So the entry into service of this new design seems to be without any teething problems. Something which cannot be said from its production process. Problems in the supply chain of especially the seats led to a very slow pace of deliveries. However mid 2016 it seem these problems have been solved, as the stream of new A350-900 deliveries finally got momentum. With ~35 aircraft in service and 564 A350-900 on order, it is by far the most popular variant of the A350 family.

In October 2015 Airbus introduced a new long range version of the A350-900. The A350-900ULR (Ultra Long Range) will feature a higher 278/280t MTOW, a 17% higher usable fuel capacity as well as aerodynamic tweaks to stretch its range to 9.700nm. Launch customer of the A350-900ULR variant is Singapore Airlines, which will use this version for non-stop flights between Singapore and the US. First delivery of these long range variants will be in 2018. Airbus has declared that it will be possible to re-configure an A350-900ULR back to standard A350-900 specifications.

In March 2016, Airbus announced that it will enhance the standard version of the A350-900 to provide an optional weight increase to 280t MTOW. Together with an aerodynamic clean-up and powerplant improvements this enhanced A350-900 version will have a 2% lower fuel burn, which gives the aircraft a 500nm longer range of up to 8.100nm. The A350-900 has previously been available with MTOWs
of 276t, 272t or 275t. The enhanced version will be available from 2020. With 280t MTOW this enhanced version has the same MTOW as the A350-900ULR, but Airbus says that a combination of larger fuel capacity and transporting fewer passengers (the A350-900ULR will according to Airbus be equipped with an extended premium class cabin, which will give the aircraft a seat count of roughly half of the standard A350-900 cabin), the A350-900ULR will still have more range.
Other Models
AIRBUS A350-1000
Large Widebody
The A350 family could be seen as Airbus' answer to the slightly smaller Boeing 787 family and effectively also competes with the slightly larger Boeing 777 family. It is considered to be the future twin-engine A330/ A340 replacement as well. After its first launch in 2004, the A350 failed to impress the market and was criticised for being nothing more but an upgraded A330 which couldn't compete with the 787. Airbus responded with the redesigned A350'XWB' (eXtra Wide Body) which featured a 12 in. wider fuselage, a new (composite) wing, upgraded A380 based systems and an advanced technology cockpit with 6 large LCD screens. The A350-1000 will have a 23ft stretch of the base line-900 to accommodate 40 more seats. This largest member of the A350 XWB family is planned to enter service in 2017. In terms of payload-range, the A350-1000 is expected to be a competitor to the 777-300ER which has the same range and 15 more seats. If the Rolls- Royce Trent XWB engines are indeed as efficient and as powerful as planned and the airframe will not be too heavy, the A350-1000 might turn out to be considerably more efficient and a strong contender of the very successful 777-300ER. GE refused to offer GEnx engines for the A350 family as the type poses a threat to exclusively GE powered 777-300ERs.

So far 193 A350-1000s have been ordered of which 58 were former A350-800 and A350-900 orders. Boeing's new 777-8 and-9 are Seattle's answers to the A350-1000 and will put this programme under pressure. Early 2016 Airbus has revealed that it is studying an extended version (~45 more seats), dubbed the A350-2000. According to Airbus, it is technically not a big issue to stretch the A350-1000, but it wonders if the market for 400 (3 classes) seat twin-engined aircraft is big enough to make a profitable business case for the A350-2000.
Other Models
AIRBUS A380-800
Very Large Widebody
The double deck A380-800 has been the largest passenger aircraft in production, since it made its first flight in April 2005. According to Airbus, the A380 offers 49% more cabin floor space which results in 26% more seat space than the Boeing 747-400. Also, the A380 is quieter and is claimed to have 800nm more range and 17% better operating economics. The A380's main competitor is the 747-8I which still will accommodate c.58 less seats than A380 (3 class) but certainly closes in on range and operating economics. It however failed to impress the market so far. As from the first commercial A380 delivery to Emirates (msn 011) in July 2008, several (weight) improvements were achieved and more are expected. As from msn 026, the aircraft will have improved wiring, vertical tail, composite-crossbeams and door structures (weight saving approximately 0.7t). Further weight saving measures were implemented as from msn 60 (c.1.0t), msn 80 (c.0.3t). Msn 95, BA's first A380 delivered in July 2013, was the first with a strengthened structure and optimised fly-by-wire control laws resulting in a 4t higher MTOW, providing 100nm additional range. Although these 'steps' in weight are not enormous, the early production aircraft could become odd-balls because of worse performance. Potentially up to 120 of the earliest A380s suffered a wing-rib bracket cracking problem. A retrofit solution, involving localised reinforcement and thicker rib brackets on the type is in place. A380s delivered from 2014 onwards will feature a new rib design. In 2015 Airbus presented cabin improvements. New cabin configurations (11 abreast) and improvements (among others, side stowage removal and combined crew rest) increases the effective cabin area with 20m2 and will give the A380 better seat-mile economics. Airbus has the opportunity to stretch the current design into an A380-900 to obtain an even larger aircraft with better seat-mile economics, though such stretch seems unlikely in the foreseeable future.

The Airbus A380 is offered with a two engine choice. The GP7200 of Engine Alliance and the RR Trent 900. With a market share of 42% for the GP2700 and 49% for the RR Trent, it seems that there is some equilibrium between the two engine manufacturers. Emirates (who is by far the biggest operator of the A380) has selected the EA engine for its initial batch of ninety A380 aircraft. 12 out of the 19 A380 operators have chosen the RR Trent for the A380. For its second batch of additional 52 A380 aircraft Emirates have also chosen the RR Trent engine, so the RR engine is now clearly becoming the most popular powerplant for the A380.

A380 sales got a highly needed boost in 2013 by the order of lessor Amadeo (formerly known as Doric) of 20 A380s and an Emirates' order for an additional 50 aircraft. Since 2013 the order intake of the A380 has again been slow, with only Emirates ordering two additional aircraft (in fact these were orders for two 2014 built planes, originally intended for Skymark) and a small but important order for three aircraft by Japan's ANA Airlines. After the softening of the sanctions against Iran, Iran Airlines signed a letter of intent for 12 Airbus A380s. Besides this slow order intake, the A380 is also plagued by deferrals. QANTAS deferred it last A380s on order, Air France cancelled its last two aircraft on order, and it seems very unlikely that Virgin Atlantic will ever take delivery of its A380s on order. Also the four A380s ordered by Transaero (ceased operations) will probably never been built. IAG / BA has stated that BA will probably not convert its nine A380 options into orders, because they are "too expensive". And as of today, Amedeo still has not named any customers for the majority of their 20 A380s on order. With this shrinking backlog, Airbus has decided to cut the production from the A380 from 27 aircraft per year to 12 from 2018.

In 2017 the first five A380s of Singapore will be ten years old and with five new aircraft entering the Singapore fleet in 2017, it will be very likely that the earliest five Singapore A380s will come to the market. In September 2016 Singapore announced that it will not extend the lease on its first A380 after its expiry in October 2017. This will make this aircraft the first A380 on the second hand market. By mid-October 2016, Singapore has not made a decision whether to renew the leases of the other four 10 year old A380s in its fleet. Malaysia reportedly will dispose its six A380s in 2017/2018. Former IAG (BA) CEO Willie Walsh has shown interest in "five or six" second hand A380s for IAG Spanish subsidiary Iberia as well as BA, but time will tell how the second hand market for the A380 will develop.

As the most airlines have chosen the 777-300ER as successor of their 747- 400 aircraft, only 19 different operators have ordered the A380, and its fleet is mainly concentrated with one airline. 44 % of all A380 (in service and on order) are operated or will be operated by Emirates. As largest customer of the A380, Emirates has been pushing Airbus to make some improvements to the A380 including a re-engine of the superjumbo. Airbus says a re-engining of its A380 superjumbo is something it plans to look at in the longer term, but its main priority is to ensure that the development schedules of the A350 and A320neo remain on-track. Since the very slow order intake for the A380 and some awkward announcements from an Airbus official in 2014 about a possible end of production for the A380 due to the difficulty of turning a profit from the programme, the future of the A380 has been intensely discussed. Also the market introduction of the Boeing 777-9 will be a serious threat for the A380. The seat-mile cost of the 777-9 will be superior to those of the A380. A stretch and re-engine of the A380 (an A380neo), can improve the competiveness of the A380 in the 2020s. Engine Alliance has indicated that the market size in which the A380 competes is too small to develop a more powerful engine for the A380neo on an economic viable basis, which leaves only Rolls Royce as potential engine supplier for a possible A380neo. For a long time Airbus has been reluctant to be specific about the A380neo, but at the Farnborough Air Show 2016 Airbus said that there will be an A380neo "when the time is right", without mentioning any time schedule. Emirates CEO Tim Clark is a strong advocate for the A380neo and has declared several times that Emirates would buy an additional 100 aircraft if Airbus would launch an A380neo.
Other Models
BOEING 717-200
Small Narrowbody
The Boeing 717 was originally developed by McDonnell Douglas as the MD-95, a 100-seat off-shoot of the MD-90. Development started in 1991 and was targeted at the Northwest Airlines requirement for a DC-9-30 replacement. The MD-95 was the only former McDonnell- Douglas Corporation commercial passenger aircraft programme retained by Boeing after its take-over of MDC and was subsequently renamed the Boeing 717-200. As such it shared no commonality with other aircraft in production, although Boeing considered both shrink and stretched versions. As a stand-alone aircraft it didn't have a lot of commercial success and only attracted AirTran Airways as large customer. Production was ceased in 2006. Southwest Airlines which acquired AirTran, has sub-leased its inherited 88 strong 717 fleet to Delta Airlines and the first 717 was delivered to Delta in October 2013. By early 2016 the entire AirTran fleet had been transitioned to Delta Air Lines. Delta has also acquired some 717s from other operators and with a current fleet of 91 Boeing 717s in service (58.7% of the current fleet), Delta is by far the biggest operator of the type. The majority of the 717 fleet (101 aircraft) is controlled by the Boeing Capital Corporation. With currently only five airlines operating the Boeing 717, the operator base is very small. Finish airline Blue1 phased out its nine strong fleet of 717 in 2014 and 2015. The former ex Blue1 717s found new employment with Delta, QANTASlink and Spanish low cost airline Volotea. However despite the fact that Volotea added some additional ex Blue1 717s to its fleet (19 currently in service) in 2015, the airline has already announced that it will phase-out the type and replace it with Airbus A319 aircraft in the near future. Also Turkmenistan Airlines is planning to replace their Boeing 717 with other equipment, leaving only Delta, QANTASLink and Hawaiian as operators of the type.
Other Models
BOEING 737-300
Moderate Size Narrowbody
The 737-300 was the first version of the 737-'Classic' Family and was derived from the 737-200 as a growth replacement. It would become the most successful of the three-version family with over 1,000 delivered from 1984 to 1999. Early built 737 Classics were still equipped with analogue cockpit displays. Digital CRT displays became standard in 1988. The 737-'Classic' is preferred above its MD-80 competitors, mostly due to the cleaner, more economical CFM56 engine above the older PW JT8D-200. Compared with its modern competitors (737-700 and A319), the 737-300 is more expensive to maintain, less fuel efficient and offers much less range. With low fuel prices, the 737-300 could still be attractive as its capital costs are minimal and modifications like winglets (c.140 modified, mainly Southwest Airlines) could improve performance. Nevertheless, many 737-300s were parked during the last economic crisis and only a few coming back when markets recovered, almost all with second tier airlines. More and more phase outs and part outs illustrate the nearing end of life for the type. New competing products and age related import restrictions in secondary markets could accelerate this. Highly cycled aircraft will face structural issues and increased maintenance/inspection costs with repairs which could shorten the economic life as well. Cargo conversion programmes are offered for the 737-300 which may extend the operating lives of some suitable 737-300s. As of summer 2016, more than 100 operators still fly with the 737-300. Most of them have very small fleets and only five airlines have a fleet of ten aircraft or more. Southwest Airlines is the exception and is with a fleet of 107 737-300 aircraft by far the biggest operator. However, with the introduction of the 737 Max in its fleet, Southwest will accelerate the retirement of its 737-300s and all aircraft will be phased out by late 2017. The flood of more than 100 ex Southwest 737-300s on the market will have a negative impact on the already low market value and part-out value of the 737-300.
Other Models
BOEING 737-400
Medium Narrowbody
This 120 in. stretched version of the 737-300 was Boeing's pretty successful attempt to keep Airbus from having the 150-seat market to itself. The 737-400 enjoyed a good sales performance, especially considering the short 11-year production cycle. However, it was never to become as successful as the smaller 737-300 and suffered from the simultaneous introduction of the more advanced Airbus A320. Boeing also developed a higher gross weight 737-400 for enhanced payload/ range (up to 360nm), with structural reinforcement of the aircraft. When compared with its modern technology competitors (737-800 and A320), the 737-400 lacks range, is more expensive to maintain and is much less fuel efficient. Although not as massively parked as the 737-300 during the last economic crisis the-400 is being phased out by many operators as well. New competing products and age related import restrictions in secondary markets could accelerate this. At low/moderate fuel prices, a 737-400 can be economically viable if purchased at a low price. For highly cycled aircraft structural issues will lead to increased maintenance/inspection costs with repairs possibly shortening the economic life. The 737-400 is still popular with small cash-strapped airlines who are specialized in ad-hoc charters and wet-lease operations to provide additional capacity during peak season for mainline and first tier airlines. The low capital cost for the 737-400 allow a low utilization to still generate a profit. Like for the smaller-300, cargo conversion programmes are available. As a freighter the 737-400 has become far more popular than its smaller sibling the 737-300 freighter. As of today ~100 737-400 have been converted, mainly driven by the availability of affordable feedstock aircraft. The introduction of the A320 and Boeing 737-800 passenger-to-freighter conversion programme, with the first aircraft to be converted around 2017-2018 probably signals the end to the 737-400 conversion market. The 737- 400 is the only variant of the classic 737 range for which there is no winglet modification available. The 737-400's is the heaviest of the 737 classics but, has the same wing. As a result, the wing has not enough residual strength to support the winglets.
Other Models
BOEING 737-500
Small Narrowbody
The-500 is the smallest member of the 737-Classic family with the longest range. It replaced the similar sized 737-200. Competitors included the MD-87, the largest members of the BAE Systems/Avro product lines and the lighter more efficient but narrower Fokker 100. Commonality with the-300 and-400 and the large US domestic market gave the-500 the upper hand. Later competition came from the less successful A318 and 737-600. In the secondary market, the 737-500 isn't widely accepted as it is relatively heavy and has comparatively high seat-mile costs. Especially newer competitors like E190/195 and CSeries are much more efficient. In 2015 and 2016 main operators Southwest (25 aircraft) and Lufthansa (33 aircraft) phased out the type. Biggest current operator UTAir (32 aircraft) has already announced that it will phase out the fleet in the near future and the first 10 aircraft will leave the fleet by 2018. The secondary market is further limited by age related import restrictions in more and more countries. Because of its long range the type has been popular in Russia and as of today Russia is still the biggest operator country for the 737-500 with 52 aircraft flying for 9 different commercial operators. Additional winglets can improve the aircraft performance. So far c.60 737-500 have been retrofitted with winglets. For high cycled aircraft structural issues will lead to increased maintenance/inspection costs with repairs possibly further shortening the economic life. Given its small size, there is very little interest in conversion to freighter, so there are no conversion programmes for the 737-500.
Other Models
BOEING 737-600
Small Narrowbody
The 737-600 is the 100-seat member of 737-'Next-Generation' family, offering the same cabin dimensions as it predecessor, the 737-500. The 737-'NG' family main new features when compared to the 'Classics' are a new engine and a new wing with greater fuel capacity and optional winglets. The 737-600 has a 10,300 lb higher empty operating weight then the 737-500, which was already considered overweight for its size. The 737-600 has been a commercial failure collecting only 69 orders, representing just 0.8% of the 737-NG Family total. Since 2010, already twelve 737-600s have been scrapped. The 737-600 is the only variant of the 737NG for which there are no winglets available.
Other Models
BOEING 737-700
Moderate Size Narrowbody
The 737-700 replaces the 737-300, offering the improvements of the 737-'NG' features, combined with the fuselage of the 737-300. It enjoyed significant commercial success, resulting in a broad operator base with a large fleet albeit somewhat concentrated at large North American carriers (Southwest, United, WestJet). Its main competitor, the Airbus A319, is similarly popular and both aircraft seem to have perfectly split the 130-seat market for years. Over the last years, order intake dwindled which illustrates a (planned) shift to slightly larger equipment by many operators including Southwest Airlines. Also new competitors with significantly more efficient engines were launched (CS300, A319neo). Boeing reacted to these new competitors by introducing the 737 MAX 7. Early 2016, United placed an order for 40 Boeing 737-700s at, according to industry rumours, very attractive prices as a result of the intense competition between Boeing (737-700) and Bombardier (CSeries). Southwest Airlines is the biggest operator of the 737-700, with a fleet of 490 aircraft (43.9%. of the current fleet). Although it converted its remaining orders for new 737-700s to the 737-800 variant early 2016, Southwest is still adding 737-700 aircraft to its fleet. In recent years, Southwest has added more than 50 737-700s previously operated by other operators to its fleet and 22 more used 737-700s are due to enter the Southwest fleet in the near future.

The 737-700 could remain competitive with performance upgrades like the CFM56-7BE 'Evolution' engines, aerodynamic refinements, weight schedule improvements, the new Sky Interior and/or aggressive pricing. Blended Winglets (3-5% fuel burn improvement) are becoming more prevalent (71 on order, 914 in service), can be retrofitted and are standard on the 737-700 based Boeing Business Jet 1 ('BBJ1').

In January 2013 Aviation Partners Boeing (APB) introduced a new type of winglet called the Split Scimitar Winglets. By replacing an aluminium winglet tip cap of a blended winglet with a new aerodynamically shaped "Scimitar" TM winglet tip cap and by adding a new Scimitar tipped Ventral Strake savings up to 45,000 gallons of jet fuel per aircraft per year are possible according to APB. APB received FAA Certification for the Split Scimitar Winglets in February 2014. Since the launch of the programme, Scimitar winglets have been ordered by United Airlines, TUI, COPA Airlines, Alaska Airlines, Southwest Airlines and AeroMexico. The BBJ, of which 109 are built and 1 still on order, combines the-700 fuselage with the-800 wing. Derived from the BBJ1 is the 737-700ER which is basically a commercial airline variant of the BBJ1 with nine auxiliary tanks below the main deck giving it a maximum range of 5,510 nm. Only two 737-700ER have been built and delivered to Japanese airline ANA in 2007. Both 737-700ER were withdrawn from use by ANA sin March 2016. Other variants of the 737-700 include the 737-700C (convertible) which has a 3.4 x 2.1m side cargo door, and the 737-700QC (Quick Change) which has pallet mounted seats for conversion from passenger to freighter configuration and vice-versa, a process which can be taken in less than one hour. So far the 700C/QC has been unpopular with just 19 aircraft in service (15 with US Navy, 2 with Saudi ARAMCO, 1 with TAAG Angola Airlines, and 1 Air Algerie). There is also the 737-700AEW&C variant, which is a military /naval surveillance aircraft. A cargo conversion is also available for the 737- 700. IAI Bedek launched a conversion programme together with Alaska Airlines and also PEMCO is planning to launch a Freighter conversion programme, as well as a conversion to Combi or QC variant.
Other Models
BOEING 737-7
Moderate Size Narrowbody
With the successful introduction of the A320neo family, Boeing had to respond. For several years, Boeing was investigating the replacement of the 737 with an all new "clean sheet" design. But the introduction of the A320neo with its efficient specifications and sky high sales figures put pressure on Boeing to come far earlier with a more modern and efficient 737NG successor. So in August 2011 Boeing presented the 737 MAX Family. The first 737 MAX will be delivered in 2017. Most important new feature of the 737 MAX is the introduction of the new CFM International LEAP-1B engine. With a fan diameter of 69.4 inches (176 cm) it is an increase of 7.6 inches (19.3cm) from the CFM56-7B engine on the 737NG. To maintain a 16.9 inches (42.9cm) ground clearance beneath the engine, Boeing had to increase the height of the nose gear by 8 inches (20cm), which drove a re-design of the forward electronics equipment bay in the nose section. The engine is also moved more forward and up relative to the 737NG. The new larger fan diameter improves the fuel burn by a claimed 12-14%.The new engine also has external nacelle chevrons similar to those on the 787 and 747-8, which reduces the engine's noise. The new Leap-1B engine is smaller than the Leap-1A and PW1100G engine option on the new A320neo family. Fuel efficiency is improved by some aerodynamic modifications on the fuselage (a new tail cone) and the introduction of a new winglet design, called the AT-Advanced Technology-winglet. In term of range the 737 MAX has an improved range of 400-540nm. Inside, Boeing offers the Sky Interiors as standard and offers some minor modifications to the aircraft systems. This includes a flight deck with 4 new large displays but with the same look and feel as the 737NG flightdeck to preserve commonality with training across the 737 Family.

Boeing froze the definitive design of the 737 MAX in the summer of 2013.The first flight of a 737 MAX (a 737-8) took place on 29 January 2016 and the first 737 MAX is scheduled to enter commercial service in mid-2017.The designation MAX is only used as a marketing term and to name the whole family. The official designations of the three MAX models will be 737-7, 737-8 and 737-9. Initially Boeing did not change the fuselage length and door configurations of the 737 MAX so the 737-7, 737-8 and 737-9 designations compare to the-700,-800 and 900ER designations of the 737NG. The 737 MAX will likely put negative pressure on the values of current generation narrow bodied aircraft.

The 737-7 is proposed as the successor of the 737-700. It will compete with the new A319neo and the stretched Bombardier CS300. However, interest in the smallest MAX variant seems minimal. In 2013 it saw its first orders for 30 737-7s for Southwest and 25 737-7s for Westjet. Canadian start-up Jetlines ordered five 737-7s in December 2014, making a total order backlog of 60 Aircraft for just three operators. As there has been no further order activity since December 2014, Boeing decided to change the initial 737-7 design. At the Farnborough Air Show 2016, Boeing presented a re-design of the 737-7 by stretching the fuselage and adding some design elements from the larger 737-8. This modified 737-7 is a 1.93 meter stretch of the original design, so the aircraft can carry two more seat rows. Besides this stretch, the new 737-7 also has the higher-gauge aluminium wing from the 737-8 which allows the aircraft to carry more fuel in the wing and give the aircraft more range. Also a second over-wing emergency exit is added to increase certified maximum seating and finally the new 737-7 will get the strengthened landing gear from the 737-8 to accommodate higher weights as the MTOW will be increased from 70.4t to 80.4t. The new design reportedly is mainly driven by the demands from the two largest customers of the 737-7, Southwest and Westjet. The re-design is also triggered by the development of the Boeing 737 BBJ Max. Just as the BBJ 1 is a derivative of the 737-700, the 737 BBJ Max will be a derivative of the 737-7. With the design tweeks of the re-desigend 737-7, the 737 BBJ Max will have enough range to be competitive to the Gulfstream 650ER. Besides the 60 orders for the 737-7, there are 402 orders for which the choice between a 737-7, 737-8 and 737-9 is still open.
Other Models
BOEING 737-800
Medium Narrowbody
The 737-800 is considered the optimum 737-'NG' model and has a slightly longer fuselage than its 737-400 predecessor, increasing seat capacity from 146 to 160. More importantly, it also has room for two more seat-rows than the A320 giving it a potential revenue advantage and lower seat-mile costs. The 737-800 and its main rival the A320-200 are considered commercially very successful. With more than 4.000 aircraft in active service, more than 800 on order backlog, almost 200 operators and the fact that there is only one engine choice (no engine split as in the A320 market), the Boeing 737-800 is seen as the most liquid aircraft on the market today. Nevertheless, Airbus rocked the boat by launching the A320neo which is expected to be 10-15% more efficient. Boeing reacted by launching the B737-8 with a new engine, a new winglet and other improvements to reach the same percentage of savings as the A320neo. To stimulate sales in the run-up to the introduction of the 737 MAX, Boeing offered performance upgrades like the CFM56- 7BE 'Evolution' engines, aerodynamic refinements, weight schedule improvements, the new Sky Interior, longer maintenance intervals, new space-saving lavatories and/or aggressive pricing. Winglets (3-5% fuel burn improvement) have become more or less standard on new deliveries (96.9% of in service fleet and zero Non-winglets 737-800 on order) and can be retrofitted. In January 2013 Aviation Partners Boeing (APB) introduced a new type of winglet called the Split Scimitar Winglets. By replacing an aluminium winglet tip cap of a blended winglet with a new aerodynamically shaped "Scimitar" TM winglet tip cap and by adding a new Scimitar tipped Ventral Strake savings up to 45,000 gallons of jet fuel per aircraft per year are possible according to APB. APB received FAA Certification for the Split Scimitar Winglets in February 2014. Since the launch of the programme, Scimitar winglets have been ordered by 25 airlines. United Airlines made the first commercial flight with a 737-800 equipped with Scimitar Winglets on 19 February 2014.

With a backlog of more than 800 aircraft and the nearby introduction of the 737 MAX, Boeing will ramp up the production of the 737 from 44 aircraft per month to 57 aircraft per month in 2019. As a VIP/ corporate shuttle version, the 737-800 based Boeing Business Jet 2 ('BBJ2') attracted a total of 23 orders of which 21 have been delivered so far. Freight conversions are now offered by Boeing and Aeronautical Engineers (AEI). AEI launched its 737-800SF (special Freighter) program on 4 March 2014. Boeing's 737-800BCF (Boeing Converted Freighter) program was launched on 24 February 2016. Converted aircraft carry up to 23.9t of Cargo in up to 6.50 cubic feet (includes 11 standard pallets and one half-pallet) on routes of up to 2,000nm. It features a main deck cargo door (86" x 140") for AAA pallets and unit load devices. The cost for a conversion will approximately be ~ $3.5mln. AEI also offers a Combi- conversion for the 737-800 and besides Boeing and AEI also IAI Bedek from Israel is considering to step into the 737-800 conversion market. However, the NG is still considered too young and expensive for conversion. Given the presence of conversions for 737 'classics' this might change when values permit.
Other Models
BOEING 737-8
Medium Narrowbody
With the successful introduction of the A320neo family, Boeing had to respond. For several years, Boeing was investigating the replacement of the 737 with an all new "clean sheet" design. But the introduction of the A320neo with its efficient specifications and sky high sales figures put pressure on Boeing to come far earlier with a more modern and efficient 737NG successor. So in August 2011 Boeing presented the 737 MAX Family. The first 737 MAX will be delivered in 2017. Most important new feature of the 737 MAX is the introduction of the new CFM International LEAP-1B engine. With a fan diameter of 69.4 inches (176 cm) it is an increase of 7.6 inches (19.3cm) from the CFM56-7B engine on the 737NG. To maintain a 16.9 inches (42.9cm) ground clearance beneath the engine, Boeing had to increase the height of nose gear by 8 inches (20cm), which drove a re-design of the forward electronics equipment bay in the nose section that encloses the nose gear. The engine is also moved more forward and up relative to the 737NG. The new larger fan diameter improves the fuel burn by a claimed 12-14%. The new engine also has external nacelle chevrons similar to those on the 787 and 747-8, which reduces the engine's noise. The New Leap-1B engine is smaller than the Leap-1A and PW1100G engine option on the new A320neo family. Fuel efficiency is improved by some aerodynamic modifications on the fuselage (a new tail cone) and the introduction of a new winglet design, called the AT-Advanced Technology-Winglet.

In term of range the 737 MAX has an improved range of 400-540nm. Inside, Boeing offers the Sky Interiors as standard and offers some minor modifications to the aircraft systems. This includes a flight deck with 4 new large displays but with the same look and feel as the 737NG flightdeck to preserve commonality with training across the 737 Family.

Boeing froze the definitive design of the 737 MAX in the summer of 2013. The first flight of a 737 MAX (a 737-8) took place on 29 January 2016 and the first 737 MAX is scheduled to enter commercial service in mid-2017. The designation MAX is only used as a marketing term and to name the family. The official designations of the three MAX models will be 737-7, 737-8 and 737-9. Initially Boeing did not change the fuselage length and door configurations of the 737 MAX so the 737-7, 737-8 and 737-9 designations compare to the-700,-800 and 900ER designations of the 737NG. The 737 MAX will likely put negative pressure on the values of current generation narrow bodied aircraft.

The 737-8 will be targeted against its arch rival the A320neo. So far 1,898 orders have been placed for the 737-8 variant, making it the most popular 737 MAX variant. There are 402 orders for which the choice between a 737-7,737-8 and 737-9 is still open and there are 487 orders for which the customer has not decided for a 737-8 or 737-9.
Other Models
BOEING 737-8-200
Medium Narrowbody
With the successful introduction of the A320neo family, Boeing had to respond. For several years, Boeing was investigating the replacement of the 737 with an all new "clean sheet" design. But the introduction of the A320neo with its efficient specifications and sky high sales figures put pressure on Boeing to come far earlier with a more modern and efficient 737NG successor. So in August 2011 Boeing presented the 737 MAX Family. The first 737 MAX will be delivered in 2017. Most important new feature of the 737 MAX is the introduction of the new CFM International LEAP-1B engine. With a fan diameter of 69.4 inches (176 cm) it is an increase of 7.6 inches (19.3cm) from the CFM56-7B engine on the 737NG. To maintain a 16.9 inches (42.9cm) ground clearance beneath the engine, Boeing had to increase the height of nose gear by 8 inches (20cm), which drove a re-design of the forward electronics equipment bay in the nose section that encloses the nose gear. The engine is also moved more forward and up relative to the 737NG. The new larger fan diameter improves the fuel burn by a claimed 12-14%.The new engine also has external nacelle chevrons similar to those on the 787 and 747-8, which reduces the engine's noise. The new Leap-1B engine is smaller than the Leap-1A and PW1100G engine option on the new A320neo family. Fuel efficiency is improved by some aerodynamic modifications on the fuselage (a new tail cone) and the introduction of a new winglet design, called the AT-Advanced Technology-Winglet. In term of range the 737 MAX has an improved range of 400-540nm. Inside, Boeing offers the Sky Interiors as standard and offers some minor modifications to the aircraft systems. This includes a flight deck with 4 new large displays but with the same look and feel as the 737NG flightdeck to preserve commonality with training across the 737 Family.

Boeing froze the definitive design of the 737 MAX in the summer of 2013. The first flight of a 737 MAX (a 737-8) took place on 29 January 2016 and the first 737 MAX is scheduled to enter commercial service in mid-2017. The designation MAX is only used as a marketing term and to name the whole family. The official designations of the three MAX models will be 737-7, 737-8 and 737-9. Initially Boeing did not change the fuselage length and door configurations of the 737 MAX so the 737-7, 737-8 and 737-9 designations compare to the-700,-800 and 900ER designations of the 737NG. The 737 MAX will likely put negative pressure on the values of current generation narrow bodied aircraft.

In September 2014 Boeing introduced a new high density variant of the 737 MAX Family, called the 737-8-200. The 737-8-200 is based on the 737-8 airframe. Modifications to the cabin such as smaller front and rear alleys and two mid-rear fuselage escapes doors to meet the FAA evacuation regulations has made it possible to accommodate up to 200 passengers. The 737-8-200 will have the same MTOW as the 737-8 and will therefore have a shorter range of 2.700nm. The 737-8-200 is especially designed for low cost carriers, as Boeing expects that the low cost sector will account for 35% of the single-aisle airline capacity by 2033. With 200 seats, a 737-8-200 will have five percent lower operating costs than the 737-8-200. Launch customer of the 737-8-200 is Ryanair which ordered 100 aircraft and took options for a 100 more in November 2014. In May 2016 Vietnamese low-cost carrier VietJet Air ordered 100 737-8-200s. A remarkable order as VietJet Air is an all Airbus operator with currently a fleet of 37 Airbus A320/320ceo aircraft in service and 63 A320/A321neo aircraft on order.
Other Models
BOEING 737-900
Large Narrowbody
The 737-900 is a 7-feet 8-inch stretch of the 737-800, seating 14 additional passengers in a two-class configuration. However, due to the lack of an additional emergency exit, the maximum seating capacity of the 737-900 is limited to the same 189 passengers as on the-800. This makes the aircraft uninteresting for the charter and low-cost sector. It also lacks the payload/range capability of its Airbus A321-200 competitor. These factors made the 737-900 an even bigger commercial failure then the 737-600, causing a large 737-800 operator like SAS to opt for the A321 instead of the 737-900. Winglets can be retrofitted which reduces fuel consumption and consequently extends the range slightly but hasn't improved the 737-900s commercial prospects.

The development of the 737-900ER consigned the-900 into the ranks of the least popular single-aisle aircraft. Production of the 737-900 ended in 2005. Only 56 737-900 were built and are still in service today-50% of them are fitted with winglets. In January 2013 Aviation Partners Boeing (APB) introduced a new type of winglet called the Split Scimitar Winglets. By replacing an aluminium winglet tip cap of a blended winglet with a new aerodynamically shaped "Scimitar " TM winglet tip cap and by adding a new Scimitar tipped Ventral Strake savings up to 45,000 gallons of jet fuel per aircraft per year are possible according to APB. APB received FAA Certification for the Split Scimitar Winglets in February 2014. Since the launch of the programme, Scimitar winglets have been ordered by 25 Airlines. In October 2013 Alaska Airlines ordered Split Scimitar winglets for its complete 737NG fleet, including its 737-900s, but until today none of their 737-900 haven been retrofitted with Scimitars. Only United Airlines operates 6 737-900 equipped with Scimitar winglets.
Other Models
BOEING 737-900 ER
Large Narrowbody
As the 737-900 was not able to compete effectively with the A321, Boeing developed the 737-900ER which offers longer range and more seats. Technically, the-900ER, features a flat rear pressure bulkhead which enlarges the usable cabin space, a pair of additional exit doors to increase the maximum seat capacity to 215 and structural and aerodynamic changes and 2 optional additional fuel tanks which increase the range to enable it to fly 'coast-to-coast' in the US Domestic market. The 737-900ER entered service in 2007 with Lion Air and has become the production standard. In the first years of service, the 737-900ER fleet was highly concentrated with Lion Air and this somehow contributed to its stigma as a not very liquid, difficult to finance asset. However since 2011 things have improved especially thanks to big orders from United and Delta Air Lines, who see the aircraft as a replacement for their domestic 757-200s. Today United is with 135 aircraft (130 in service & 5 on order) the biggest operator of the type, followed by Delta and Lion Air who both have a fleet of 120 aircraft (Delta: 64 aircraft in service and 56 on order; Lion Air including its subsidiaries Batik Air, Malindo Air and Thai Lion Air 98 aircraft in service and 22 on order). Alaska Airlines is also a large operator of the type with 65 aircraft (49 in Service and 16 on order). These four airlines have together a market share of 87.3% which make the fleet still highly concentrated. Besides these four airlines, all other operators of the type have relatively small fleets with only Turkish Airlines operating a sizeable fleet of 15 aircraft. The Turkish Airlines 737-900ER are equipped with extra tanks and operate mainly on the airline's African network.

With only 20 operators and its high fleet concentration in North America and Indonesia, it is clear that the 737-900ER does not have the market appeal of its largest competitor the A321-200. On paper, the 737-900ER matches some of the A321-200 key capabilities but, a combination of (a) late introduction compared to the rest of the 737NG Family and; (b) poor field performance in hot/high take-off conditions; meant that the aircraft so far probably failed to reach the manufacturer's aspirations for sales volume and particularly growth of the operator base. With the introduction of the improved A321neo on the horizon Boeing had to improve its offer. Boeing reacted by launching the 737 MAX 9 with a new engine, a new winglet and other improvements which will make the aircraft 10-15% more efficient.

As a VIP/corporate shuttle version, the 737-900 based Boeing Business Jet3 ('BBJ3') attracted a total of 7 orders of which 6 have been delivered so far. In January 2013 Aviation Partners Boeing (APB) introduced a new type of winglet called the Split Scimitar Winglets. By replacing an aluminium winglet tip cap of a blended winglet with a new aerodynamically shaped "Scimitar " TM winglet tip cap and by adding a new Scimitar tipped Ventral Strake savings up to 45,000 gallons of jet fuel per aircraft per year are possible according to APB. APB received FAA Certification for the Split Scimitar Winglets in February 2014.

Since the launch of the programme, Scimitar winglets for the 737-900ER only have been ordered by the North American operators of the type, United Airlines, Delta Air Lines and Alaska Airlines. Currently there are no cargo conversion programmes for the 737-900 and 737-900ER, but Boeing is looking at a 737-900BCF.
Other Models
BOEING 737-9
Large Narrowbody
With the successful introduction of the A320neo family, Boeing had to respond. For several years, Boeing was investigating the replacement of the 737 with an all new "clean sheet" design. But the introduction of the A320neo with its efficient specifications and sky high sales figures put pressure on Boeing to come far earlier with a more modern and efficient 737NG successor. So in August 2011 Boeing presented the 737 MAX Family. The first 737 MAX will be delivered in 2017. Most important new feature of the 737 MAX is the introduction of the new CFM International LEAP-1B engine. With a fan diameter of 69.4 inches (176 cm) it is an increase of 7.6 inches (19.3cm) from the CFM56-7B engine on the 737NG. To maintain a 16.9 inches (42.9cm) ground clearance beneath the engine, Boeing had to increase the height of the nose gear by 8 inches (20cm), which drove a re-design of the forward electronics equipment bay in the nose section. The engine is also moved more forward and up relative to the 737NG. The new larger fan diameter improves the fuel burn by a claimed 12-14%.The new engine also has external nacelle chevrons similar to those on the 787 and 747- 8, which reduces the engine's noise. The New LEAP-1B engine is smaller than the LEAP-1A and PW1100G engine option on the new A320neo family. Fuel efficiency is improved by some aerodynamic modifications on the fuselage (a new tail cone) and the introduction of a new winglet design, called the AT-Advanced Technology-Winglet Technology. In term of range the 737 MAX has an improved range of 400-540nm. Inside, Boeing offers the Sky Interiors as standard and offers some minor modifications to the aircraft system. This includes a flight deck with 4 new large displays but with the same look and feel as the 737NG flightdeck to preserve commonality with training across the 737 Family.

Boeing froze the definitive design of the 737 MAX in the summer of 2013. The first flight of a 737 MAX (a 737-8) took place on 29 January 2016 and the first 737 MAX is scheduled to enter commercial service in mid-2017.The designation MAX is only used as a marketing term and to name the whole family. The official designations of the three MAX models will be 737-7, 737-8 and 737-9. Initially Boeing did not change the fuselage length and door configurations of the 737 MAX so the 737-7, 737-8 and 737-9 designations compare to the-700,-800 and 900ER designations of the 737NG. The 737 MAX will likely put negative pressure on the values of current generation narrow bodied aircraft.

The 737-9 competes with the A321neo for orders. Both aircraft are especially seen as the successor for the 757-200, although with less range. To offer more range Airbus has announced a long range version of the A321neo. Compared with the ~1.200 orders for the Airbus A321neo, sales of the 737-9 have been very disappointing. So far 222 737-9s have been ordered (100 of them for United) and there has been very little order-activity. No new orders for the 737-9 have been announced since September 2014. There are 402 orders for which the choice between a 737-7, 737-8 and 737-9 is still open and there are 487 orders for which the customer has not decided for a 737-8 or 737-9. To grasp the 757 successor market Boeing has been talking about a new middle-of-the-market aircraft. An all new clean-sheet aircraft offering the range and seating capacity in the range of the old 767-200 and the operating economics of the 737 MAX. But it will take some time before this aircraft-if it is ever launched-will be available so Boeing is also considering options to improve the current 737-9 design, to offer a more competitive aircraft to the A321neo. A possible stretch (a 737-10?) and re-engining of the current 737-9 with a larger fan engine (which requires also a longer, re-designed landing gear) is one of the options Boeing has, to repair the five-to-one ratio, by which the 737-9 is currently being outsold by the Airbus A321neo. It has to be taken into account, for a significant number of MAX' orders the version has not been decided and possibly some-9 orders are hidden in this group.
Other Models
BOEING 757-200
Large Narrowbody
The 757-200 was developed in conjunction with the wide bodied 767 programme. As a result the 757-200 shares c.50% of the components with the 767 and has a common crew rating. The 757 was designed for trans-continental markets that had outgrown the then-available 727. In 1986, a 757-200 with a higher certified MTOW entered service. ETOPS certification further improved the 757's operational flexibility. The 757 attracted many orders from the major carriers and charter airlines. Nevertheless, for the higher frequency mainline operations, legacy carriers and especially low cost airlines selected A320 family or 737NG aircraft. The 757's transcontinental range, which made the aircraft heavy, became less attractive as a differentiator as the range of the more modern A320 family and 737NG had increased. The competing, newer A321-200 was lighter, more fuel efficient and also able to fly US coast-to-coast routes. When retrofitted with winglets (51,3% of pax fleet), the 757-200 could get 4-5% more efficient which even opened up a new role in low density medium haul (transatlantic) operations.

Boeing decided to end the 757 production in 2004. Although the part- out phase already started for older 757s, large fleets of younger 757s have remained in passenger service, particularly at some US majors. However American Airlines, Delta Airlines and United Airlines have already ordered large quantities of 737-900ER, 737-9, A321-200 and A321neo aircraft to replace their ageing 757-200 fleet and in recent years especially United and American have sent many 757 aircraft to the storage fields in the desert. About 30% of the 757-200 fleet is stored. Some of them will be converted to freighter, but many will not return to the skies again. With the introduction of even more efficient aircraft with the same seating, payload and range specifications as the 757-200, in the form of the A321neo and 737-9, the days of the 757-200 as transcontinental workhorse of the US majors are numbered. The disposal of large quantities of 757-200s will have impact on its values. It may still be an attractive aircraft for some a