The dates for delivery of BA’s 24 Boeing 787s are interesting. BA says it will take delivery between 2010 and 2014, but expect it to be closer to 2014.
Until this week it was widely understood from Boeing that, with orders for more than 700 747s on the books, the manufacturer could not deliver on any fresh orders until 2014 at the earliest. That timetable was confirmed to me by a senior Boeing spokesman days before BA's announcement.
Could BA have placed a provisional order for the 787s some time ahead of announcing its decision? Certainly, the Boeing guys I met a week before BA unveiled its order were pretty confident the aircraft would be flying in BA colours.
Press coverage suggested the carrier’s choice of the Airbus A380 superjumbo alongside the 787 was a blow to Boeing, which is touting a new stretched version of its 747 as a rival to the 550-seat A380.
But why would a leading European carrier pass up the political benefits of investing in a few of the latest models from the Europe Union’s aircraft manufacturer? Just as there are cost benefits to a low-cost carrier maintaining a single-model fleet, there are political and cost benefits to an airline with a worldwide network keeping politicians onside and manufacturers competing.
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