Boeing considers midsize market after delays as industry eyes future aircraft

Boeing appears set to base much of the NMA’s design on technologies developed for its recent widebody jets—the 777X and the Dreamliner—such as composite materials and advanced aerodynamics. The main technological innovation is expected in its engines.

Discussions about launching the NMA began in earnest in 2017 when then-CEO Dennis Muilenburg indicated that a decision could come by year-end. However, crises such as issues with the 737 MAX shifted priorities at Boeing away from new product launches. In January 2020, new CEO David Calhoun announced plans to restart evaluation of the NMA but emphasized that changing industry conditions required "start[ing] with a clean sheet of paper again." Since then, progress has been limited.

In early 2024, Boeing committed to building its next airplane in Washington State: "as part of the contract, our team in the Puget Sound region will build Boeing’s next new airplane. This would go along with our other flagship models, meaning job security for generations to come. It’s a big commitment to you and to our community."

While delays persist at Boeing and confidence among airlines has been affected by ongoing challenges with both the 777X and 737 MAX programs, Airbus has moved ahead with its A321XLR—a narrowbody jet offering up to 4,700 nautical miles range—which launched successfully in 2019. Airbus has received significant orders for this model from carriers such as United Airlines and Qantas and deliveries have already begun for several airlines including Iberia and Wizz Air UK.

Some observers have speculated about an Airbus A390 superjumbo successor following discontinuation of the A380 program; however there are no confirmed plans or prototypes for such an aircraft at present. Instead Airbus seems focused on developing smaller jets within existing families like A320neo and A350 while also advancing projects like ZEROe aimed at zero-emissions flight by 2035.

Growth projections suggest strong demand for new aircraft particularly in Asia-Pacific markets over coming decades. Airbus estimates that commercial aviation revenue in Asia Pacific could reach $129 billion by 2043—with nearly five percent annual growth—and anticipates demand for almost twenty thousand new jets during this period.

Cristinal Aguilar Grieder, Senior Vice President of Customer Services at Airbus said: “The Asia-Pacific region will see the largest volume of growth and activity in terms of aftermarket services, with many opportunities for additional efficiency, simplification, and responsible operations."

Carriers based in central locations such as Emirates continue operating large fleets of widebodies like A380s alongside newer twinjets such as Boeing’s own Dreamliner series and upcoming models like the A350.

Looking further ahead beyond projects like NMA/797 or even any potential superjumbo successors from either manufacturer is growing focus on sustainability within aviation sector globally. While legacy manufacturers experiment with concepts like blended-wing bodies—Boeing tested its X-48B prototype at NASA’s Langley Research Center—progress toward commercialization remains slow.

Meanwhile JetZero's Demonstrator project—a collaborative effort involving NASA and Northrop Grumman subsidiary Scaled Composites—is targeting a maiden flight in 2027 as part of efforts toward net-zero emissions aviation.

As environmental concerns mount worldwide and regional market needs evolve rapidly across continents such as Asia-Pacific and Middle East regions—the future direction taken by established manufacturers including both Boeing and Airbus remains closely watched throughout global aviation circles.