“It simply came to our notice then [that there is] disappointment among our customers that we could not deliver, when they want [and] what they want, ”says Darren Hulst, one of Boeing’s marketing executives.
“Our goal is to continue to find ways to work with our customers to make these aircraft available when they need them.”
Boeing’s production difficulties, along with a battle to convince regulators to assert the airworthiness of its aircraft, come with the territory of being the world’s largest aircraft manufacturer.
Hulst points out that the planes are far superior to those built by Airbus in terms of fuel efficiency and economic performance, he claims his rival would dispute.
Out of Boeing’s control?
The jury is deciding whether Boeing can return to the undisputed position as the world’s leading aircraft manufacturer.
What seems certain is that in order to regain its past glory, Boeing must start delivering more aircraft.
Max and 787 production blockages are based “in part on factors beyond the control of most people,” Sheila Kahyaoglu of Jefferies said earlier this month.
One-fifth of Max’s backlog, about 823 aircraft, is Max-7 and Max-10 aircraft. The assembly and delivery of these aircraft depends on regulators such as the U.S. Federal Aviation Authority giving the green light to Boeing to put them into service.
Similarly, Boeing is at the mercy of regulators to return Dreamliners to full production, while labor shortages and supply chain problems, endemic to much of the Western world, exacerbate the situation. .
Still, CEO Calhoun remains optimistic about Boeing’s prospects.
“Aircraft demand is as strong as I’ve ever seen it. I think it’s going to be more robust,” he said from Arlington’s new corporate headquarters in Virginia last week.
Fleming, who certainly has the hardest job at Boeing, returning the 737 Max to service, is just as optimistic: “It’s a good thing to have when demand isn’t your problem.”