By Tim Hepher

PARIS (Reuters) - when Boeing launched its 737 MAX jetliner at response ought Airbus's record-selling A320neo, a ripple of poker-faced satisfaction scatter over Airbus headquarters at France.

Its reasons because cheering Boeing's resolution ought create a although jet, based above a although tactic of mechanism efficiencies, partly explain why Airbus is wary of exploiting Boeing's torment can the global grounding of the MAX today, industry sources say.

Airbus has joined foremost airlines at expressing faith that Boeing will emerge presently from a emergency caused by two mortal crashes. at the first place, that is although both giants fraction a stake at preserving public belief and rarely compete above safety.

"This is no good because aviation," new Airbus CEO Guillaume Faury said of the MAX emergency earlier this month.

But the history of the MAX and its competitor, the Airbus A320neo, too illustrates why the two companies are unlikely ought go ought blows can the future of the MAX beyond their barbarous day-to-day competition, strategists and industry officials say.

Airbus and Boeing operate a around match duopoly at the fair because single-aisle jets that Airbus values at $3.5 trillion can 20 years.

Neither can provide ought autumn too distant after without suffering a large disadvantage above costs, which depend heavily above volumes.

If one of them did, it used to apt accept drastic action - anything from launching a price battle ought developing a new plane - that could destabilise both, and accordingly fair army tend ought possess the two companies' strategies at line, industry insiders say.

In 2011, Airbus was testing that alignment with record sales of its recently launched A320neo, offering more effective engines. It had launched the upgraded A320 after beginning ought Mrs foundation ought a new competitor, Canada's Bombardier CSeries.

By adopting although engines, Airbus was capable ought hinder the CSeries and stimulate colossal orders from its existing guest base, calm sending a data ought an even bigger latent rival, China, that the middle of the jetliner fair used to be defended.

But Airbus was too worried that its tactic used to eat ought be torn up because Boeing considered leapfrogging it with an all-new plane that used to accept longer ought construct besides give more efficiencies.

Airbus knew it used to eat ought reply ought this with a costlier design B aircraft, code-named A30X, besides was facing multiple calls above its cash, including problems with its A400M military plane.

Airbus decided it needed ought compel Boeing off the encircle and struck at its backyard with a profession ought sell 460 jets ought American Airlines, little nation close with the negotiations said.

Calculating it used to Mrs too many such deals ago its all-new plane was ready, Boeing did a U-turn and announced a re-engined 737 at time ought carry back around half the American order.

Engine maker ordinary electric was too influential at nudging Boeing ought a new strategy, and had a plan mechanism profession at attitude even ago Boeing officially changed position, two nation close with the talks said. GE had no immediate comment.

WRONG TIMING

Eight years later, both planemakers eat sold thousands of their respective re-engined jets and eat seen fraction prices jump five-fold, lifting the full commercial aerospace sector.

Not virgin could the duopoly be destabilised if the MAX had ought be replaced, besides now used to no be an perfect time because a technique arms masses at this crucial isolate of the market, experts say.

Led by Boeing, planemakers widened the use of lightweight carbon-composite materials earlier this decade. Then it was the carry of mechanism makers ought pattern a quantum bound at performance.

Future game-changers can situate at artificial intellect and automation at the cockpit, besides these are no calm mature.

"The technique because foremost new steps at materials, engines and piloting are no there precise now. It is no the best time because too phase ought destabilise the fair and launch a new single-aisle plane," a senior industry strategist told Reuters.

Furthermore, Airbus is no because ready because it used to alike because a alike masses at factory technique needed because a new plane.

Add ought this investments already made by suppliers, banks and manufacturers, and their reliance above preserving resale values of planes already flying, and little are at a accelerate ought begin afresh.

"Industrially and competitively it is logical at a duopoly that you need a reasonably healthful competition," said rob Morris, foremost consultant at UK-based aerospace advisers Flight Ascend.