Leeham News and Analysis
There's more to real news than a news release.
Leeham News and Analysis
- RTX Q1 2025 Earnings: GTF Talk Takes A Back Seat To Tariffs April 22, 2025
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- Bjorn’s Corner: Air Transport’s route to 2050. Part 18. April 18, 2025
Regional operations with the Turboprop, prop-jet or Jet
- We examined the future of turboprop airliners Jan. 5, 2015, analyzing the backlogs of Bombardier and ATR–and the ATR overwhelming dominance of the current turboprop sector. This is the second of a series looking at this sector.
By Bjorn Fehrm
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Introduction
08 Feb 2015: Passenger traffic is growing the world over on a regional, domestic and international level. For domestic and international airlines the choice of mainline transport aircraft is clear today: there are only two vendors, Boeing and Airbus, and they produce similar products.
For regional transportation there is more choice. First of all, one can chose type
of aircraft, turboprop or jet. Within jet, there are several OEMs that are active. The choice in turboprop is more restricted. In practice, the choice stands between the classical turboprop with ATR and a faster type from Bombardier, the Q400 “Prop-Jet” as it is called, as its speed lands between the classical turboprop and regional jet.
The question is, what are the real differences between them in terms of design, passenger comfort and economics and what is the right choice for a market segment? We will take a deeper look into this by analyzing the ATR72 as the classical turboprop, the Bombardier Q400 as the Prop-Jet and CRJ700 as the regional jet.
Summary:
- The ATR72-600, Bombardier Q400 and CRJ700 are all about the same size, around 70-80 seats single class or 60-70 seats dual class.
- They offer different comfort levels, and it is not all about speed.
- In developing the economics in two steps we seek the crossover points between the different types.
Exclusive: Emirates Airlines gets pitch for 100 Boeing 747-8s
- Update, 3:30pm PST: For those who may not be adept at reading literally what was written, we did not say Boeing made the pitch.
Feb. 4, 2015: In a pitch designed to save the Boeing 747-8 and simultaneously kill the prospect of an Airbus A380neo, Emirates Airlines has received a pitch for 100 of the slow-selling Boeing, two sources familiar with the situation tell Leeham News and Comment (LNC). This is isn’t yet a formal proposal, as far as we know.
Tim Clark, president of Emirates, said he would buy 100 A380s if Airbus re-engined and launched the neo. The neo would use the new Rolls-Royce Advance engine, according to two different sources. Neither Pratt & Whitney nor GE Aviation, which dominate the current A380 engine market share with its joint venture Engine Alliance GP7200, are interested in developing a new engine for the prospective A380neo, according to public statements by both companies. PW doesn’t offer an engine alone that could be adapted to the size required for the A380neo. GE’s GEnx engine, used on the Boeing 787, is in the thrust and size bracket but would only improve the efficiency with 4-5%, thus not worth the change effort. The smaller version of the GEnx is on the 747-8. Read more
First analysis of Mitsubishi Regional Jet, MRJ
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By Bjorn Fehrm
Introduction
25 Jan 2015: Japan has not produced a commercial aircraft since 1973, when the last YS-11 twin engined turboprop rolled off the assembly line. The YS-11 was developed by a consortium of Japanese “heavies,” where two are also active in the creation of the MRJ, Mitsubishi Heavy Industries and Fuji Heavy Industries. This time Mitsubishi Heavy Industries is very much in command as they own 64% of the company set up to develop, assemble and market the aircraft, Mitsubishi Aircraft Corporation, Fuji Heavy Industries are working as design consultants this time.
Figure 1. Mitsubishi MRJ90 starting its Pratt & Whitney GTF engines for the first time. Source: Mitsubishi.
The first MRJ prototype has run its engines 10 days ago and is preparing for first flight later in the spring. It is therefore time to take a closer look at the first model, MRJ90, and compare it to its direct competitor, Embraer 175 E2.
Summary:
- The MRJ90 and E-Jet 175 E2 are the same size, around 90 seats single class or 80 seats dual class;
- Both aim for scope clause acceptance at 76 seats despite being to heavy; and
- They are different in their fuselage packaging but surprisingly similar in their capabilities.
Fundamentals of airliner performance, Part 6; The engine
By Bjorn Fehrm
19 Jan 2015: There is a lot written about the fundamentals of how aircraft fly. It is something that fascinates people and it generates a high level of understanding of these fundamentals. The same is not true for the airline turbofan engines in use today; their detailed function remains a bit of black art.
To some extent this might be because what is exiting in the engines (the thrust) is generated behind closed doors. The only visible part of the process is a rotating fan face and sometimes a slight miss-colored exhaust out the other way. There is also at takeoff a funny buzzing sound interspersed with the general engine noise. Apart from that, the most that one sees is a round nacelle and that is it.
Airbus reveals record orders at annual press conference
By Bjorn Fehrm
Toulouse 13 Jan 2015: Airbus today held their annual press conference where they among other things revealed their final numbers for orders and deliveries. The press conference was hosted by Airbus CEO Fabrice Bregier accompanied by COO Customers John Leahy, new COO Tom Williams and new Head of Programs Didier Evrard.
Airbus in 2014
Bregier started with pointing out that 2014 was a very eventful year for Airbus. Airbus did their customary end of year sprint and passed Boeing for net orders with 24 aircraft netting 1456 commands, Figure 1.
Figure 1. Airbus orders for 2014. Source: Airbus.
On the delivery side Boeing is ahead with 723 deliveries versus Airbus 629, Figure 2.
Figure 2. Airbus deliveries for 2014. Source: Airbus.
Further Airbus certified the A350 and delivered the first aircraft to its launch customer, Qatar Airways. It also launched the A330neo and got 120 orders during the year. Finally they flew the A320neo first prototype.
A380neo decision likely this year, triggering the next widebody engine project
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By Bjorn Fehrm
Introduction
Jan. 12, 2015: One of the subjects which is sure to come up on Airbus annual press conference on Tuesday the 13th in Toulouse will be when and how Airbus will re-engine the A380.
Airbus Commercial CEO Fabrice Bregier vowed during the Airbus Group Global Investors Day last month that an A380neo is coming.
There is much speculation around this subject as the business case of re-engineering an aircraft that is selling at such low numbers is difficult to get to close. The business case is difficult to make work for Airbus 
(such a project will cost in the order of $2 billion) but it will be equally hard for the engine manufacturers to offer engines that have enough efficiency gain to make the overall project feasible from an efficiency improvement perspective.
Summary
- A380 Classic equals Boeing 777-300ER seat fuel costs.
- Boeing 777-9 beats A380 on CASM, an A380neo regains the advantage.
- Engine makers face hard choices to retain dominance or to broaden market penetration.
Aging Boeing 757 engines skew operating expenses
Jan. 8, 2015: Engines on the aging fleet of Boeing 757s are a key reason operating costs of this rather unique airplane are between 20% and 30% more than a Boeing 737-9 or an Airbus A321neo.
“The thing to worry about most for the 757 engines is the cost to overhaul,” says an industry official who trades in 757s. “The cost of producing life limited parts is crippling the marketplace.”
Total costs and the direct operating costs are being directly affect by the engine costs, the person says, who doesn’t want to be identified because of the sensitivity of the topic.
Airbus/Boeing duopoly single-aisle is safe well into 2030 decade
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Introduction
Dec. 28, 2014: Two challenges to the duopoly of Airbus and Boeing in the 150-220 seat single-aisle sector move forward in development in 2015, but neither is in a position to be a threat for the balance of this decade, nor even in the next.
Both challenges, the COMAC C919 from China, and the Irkut MC-21 from Russia, will for various reasons fall short of the Airbus A320/321 and Boeing 737-8/9 and plans to design the next generation new single-aisle airplane.
Summary
- The C919’s chief advantage was eliminated when Airbus and Boeing moved to reengine the A320 and 737 families.
- C919 retains pricing advantage but won’t overcome duopoly dominance.
- By the time the C919 enters service, Airbus and Boeing will have the second generation of LEAP and GTF engines available.
- The MC-21 takes into account better passenger comfort through a wider fuselage, but engines will be no better than those used on Airbus and Boeing.
- The MC-21 sales potential will be highly limited because Russia still hasn’t become a full trading partner due to political direction.
Looking ahead in 2015 in commercial aviation
Here’s a visualization of events to look for in commercial aviation in 2015.
Click to enlarge for crisp view.