Sept. 13, 2017, © Leeham Co.: Bombardier wasn’t “fully at the top of its game for focus and messaging on the Q400 and CRJ,” a top official admitted Tuesday. But the company is “turning that around” and initial results were seen at last summer’s Paris Air Show with a spurt of orders for the turboprop airliner.
Colin Bole, SVP Commercial made the remarks at BBD’s media day at its Mirabel CSeries/CRJ production site.
July 24, 2017, © Leeham Co.: The Japan Aircraft Development Corp (JADC) just published its 2017-2037 jet and turboprop forecast. JADC forecasts a demand for 33,336 jet airliners and some 2,000 turboprops.
JADC is partly owned by Mitsubishi, which is developing the MRJ70/90 and which is on several Boeing programs.
I like the JADC forecast because it segments the seating categories in more detail than Airbus and Boeing and somewhat differently than Bombardier and Embraer.
I also view JADC as having less of an axe to grind than the Big Four OEMs.
A couple of quick take-aways:
July 13, 2017, © Leeham Co.: While analysts and reporters focus on the high-profile order competition between Airbus and Boeing, it’s time to look at Bombardier and Embraer, along with the 75-150 seat sector.
Boeing is doing better than expected this year, due largely to the launch of the 737 MAX 10. Airbus is struggling year-to-date, but received a big boost post-Paris Air Show with an agreement to sell 140 A320s and A350s to China. At this stage, it’s not a firm order, however.
How are Bombardier and Embraer doing in their core markets of 75-150 seats?
Sukhoi and Mitsubishi aren’t doing any better.
By Bjorn Fehrm
June 28, 2017, ©. Leeham Co: The Mitsubishi Regional Jet, MRJ, has been through troubled years. The aircraft, which should have entered the market 2013, will now be delivered to first customer, All Nippon Airways (ANA), in mid-2020.
The latest delay, announced in January 2017, was significant: from mid-2018 to mid-2020.We sat down with MRJ’s Program and Flight test management to understand what is going on. Read more
June 18, 2017, © Leeham Co.: Mitsubishi Heavy Industries (MHI) CEO Shunichi Miyanaga and the Vice Chairman of ANA Holidings, Osamu Shinobe, gave the full backing to the MRJ program today, when presenting an ANA liveried test aircraft at the Paris Air Show.
May 22, 2017, © Leeham Co. The Paris Air Show begins June 17, and few in the industry expect much in the way of orders this year.
The order cycle is on the downward side of the bell curve. Sustaining the 2,000, 3,000 or nearly 4,000 gross orders announced 2011-2013 simply couldn’t be achieved. The “order bubble” had to break, and it did. Last year, Airbus and Boeing reported some 1,400 orders between them.
Airbus guides that it will tough to achieve a 1:1 book:bill this year. Boeing is running about 1:1 book:bill so far but it also guides conservatively. Still, LNC thinks Boeing might surprise this year–and some of this could be at the Paris Air Show.
Leeham Co.’s new publication, Commercial Aviation Report, provides a Focus Report on the Air Show. This encompasses the expectations for Airbus, Boeing, Bombardier, Embraer, COMAC, Irkut, Mitsubishi, CFM, GE Aviation, Pratt & Whitney and Rolls-Royce into one easy-to-read package.
The pre-airshow press briefings by the OEMs begin next week. We don’t expect any earth-shattering news from these and we wanted to get our views out ahead of these briefings.
By Bjorn Fehrm
May 11, 2017, © Leeham Co.: In the first article about the US regional aircraft market, we described the special rules that apply for outsourced regional airlines, operating for a mainline carrier. The mainline pilots limit the outsourcing via Scope clauses in their Union agreements to aircraft with 76 seats and 86,000lb Maximum Take-Off Weight (MTOW).
We identified potential aircraft that fit these restrictions in the first article. Now we examine their load carrying capability.
The MTOW limit sets a hard limit on how large aircraft can be used to house 76 seats. The mainline carriers want the regionals to mimic their domestic cabin classes in their aircraft. There shall be no disruption for a First class or Premium economy passenger whether on a mainline flight or on a feed flight to/from the hub.
The challenge is to accommodate the seating standard in the aircraft that come in question.
By Bjorn Fehrm
May 4, 2017, © Leeham Co.: The US regional aircraft market changed shape last year. Most players expected that the negotiations between mainline pilots and the airlines would allow larger and heavier aircraft going forward.
But no, the present limits of 76 passengers and a Max Take-Off Weight (MTOW) of 86,000lb remained. Next negotiation round will be 2019 (United Airlines) and 2020 (American and Delta Airlines). By now, most observers expect the present limits to stay beyond 2020.
The non-moving limits surprised manufacturers. They expected their new aircraft could fit under new rules, allowing heavier aircraft.
With the changed situation, we go through which aircraft fit the present rules and which does not. And what are the options, should the rules not change come 2020.
A feature report.
By Bjorn Fehrm
March 15, 2017, ©. Leeham Co: Spirit AeroSystems is the world’s largest aerostructures supplier, with main facilities in Wichita (KS). I visited Wichita early March and was given a guided tour of the factories. It was a tour of contrasts.
In production hall two, the Boeing 737 fuselages are riveted together in much the same way as the Boeing B-29 Stratofortress was produced there during World War II. “Rosie the riveter” is replaced with a robot, but the hall still has a busy charm.
In another hall, the production is silent. The winding of the Boeing Dreamliner’s forward fuselage from rolls of tape is made with a swooshing sound. There are few people around; the machines rule. Everything is mega large; tape-layers, tools, autoclaves, the lot. Read more