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Airbus SE is a European multinational corporation that designs, manufactures and sells civil and military aeronautical products worldwide. In addition to its primary civil aeroplane business, the company has two divisions for other products and services: Defence and Space and Helicopters, the latter being the largest in its industry in terms of revenues and turbine helicopter deliveries.
Boeing is the world's largest aerospace company and leading manufacturer of commercial jetliners, defense, space and security systems, and service provider of aftermarket support. Boeing products and tailored services include commercial and military aircraft, satellites, weapons, electronic and defense systems, launch systems, advanced information and communication systems, and performance-based logistics and training.
Bombardier Inc. is a multinational aerospace and transportation company based in Montreal, Quebec, Canada. Bombardier started as a maker of snowmobiles, and is now a large manufacturer of regional airliners, business jets. Bombardier Aerospace designs, manufactures and supports innovative aviation products for the business, commercial, specialized and amphibious aircraft markets.
Embraer S.A. is a Brazilian aerospace conglomerate that produces commercial, military, executive and agricultural aircraft and provides aeronautical services. It is headquartered in São José dos Campos, São Paulo State. The company is the third largest producer of civil aircraft, after Airbus and Boeing.
ATR (Aerei da Trasporto Regionale) is a Franco-Italian aircraft manufacturer headquartered on the grounds of Toulouse Blagnac International Airport in Blagnac, France. It was formed in 1981 by Aérospatiale of France (now Airbus) and Aeritalia (now Leonardo) of Italy. ATR manufactures two sizes of turboprop aircraft. ATR has sold more than 1,500 aircraft in more than 100 countries.
A300-600-F, A300-600-CF, A310-F, A320-P2F, A321-P2F, A330-200-F, A330-200/300-P2F, A380-800-F.
ACJ318, ACJ319, ACJ320, ACJ321, ACJ319neo, ACJ320neo, ACJ330neo, ACJ340, ACJ350 XWB, ACJ380.
AS 332, AS 350, AS 355, AS 365, EC 120, EC 130, EC 135, EC 145, EC 155, EC 225, EC 655.
737-300-SF, 737-300-QC, 737-400-SF, 737-400-Combi, 737-800-SF/BCF, 747-400 /ER-F, 747-400-BCF/BDSF, 747-8-F, 757-200-SF, 757-200-Combi, 757-200-PF, 767-200ER-PC/SF, 767-300-F, 767-300ER-BCF/SF, 777-F, 777-200ER-BCF.
BBJ MAX 7, BBJ MAX 8, BBJ MAX 9, BBJ 747-8I, BBJ 777-200LR, BBJ 777-300ER, BBJ 787-8, BBJ 787-9
DHC 8 Dash 8-F, Q400-F, CRJ200-SF-ER, CRJ200-SF-LR.
Learjet, Challenger, Global.
EMB-120-F
Phenom, Legacy, Lineage
42-500/600, 72-500/600
72-500-F, 72-600-F
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AIRBUS A330-800neo
Medium Widebody
After months of speculation, Airbus launched the A330neo (new engine option) at the Farnborough Air show in July 2014. In fact this concept is strikingly similar to the first design of the Airbus A350 launched in 2004. This first A350 design was based on an A330 fuselage with new aerodynamics and engines. However this design was rejected by many customers and Airbus went back to the drawing board to design a complete new A350 and renamed it the A350 XWB. In first instance, the smallest version of the A350 XWB, the A350-800 was aimed at the market segment of the A330-200/300. However, as this was a shrink from the baseline A350-900, the A350-800 was a suboptimal design. With the same size wings as the bigger A350-900 and with new efficient engines it was a relatively heavy aircraft with a long range that was not optimal for most of the current A330 users. Airbus studied hard to introduce a new version of the A330. The current A330 was still its best-selling wide body airliner as it was a relatively inexpensive widebody positioned in the lower half of the widebody market; it was very well positioned to serve high density routes in the market segment below 4.000 nm. A final reason to be hesitant about a new A330 design was that a more efficient A330neo might easily steal orders from the A350 XWB. Current A330 customers such as Delta and AirAsiaX kept pushing Airbus to develop a more efficient version of the A330. The fact was that developing a new version of the A330 would be relatively cheap as Airbus could use the same principles employed to develop the A320neo and benefit from engine technology developed for the A350 XWB, therefore Airbus decided to introduce the A330neo.
Central to the new A330 concept are the new RR Trent 7000 engines. Contrary to the A330ceo (current engine option), the A330neo will only have one engine manufacturer. The new RR Trent 7000 will have a 112inch diameter fan with a 10:1 bypass ratio developing a thrust of 300-322KN. Besides these new engines the A330neo also features new larger winglets, an increased wingspan (+3.7m) and some aerodynamic improvements to the wings and fuselage. The cabin design is also optimised and includes new-design lavatories and crew rests. These increased cabin efficiencies will result in up to ten seats more than in the current A330. All new techniques and improvements contribute to 11% lower trip costs and (thanks to 10 extra seats) 14% lower fuel burn per seat. The A330neo has a > 95% spare parts commonality with the current generation A330s and both generations have the same type rating. This minimises the entry in service costs for airlines that already operated the A330, as they would not need to spend money on new spares or additional flight crew training. The A330neo comes in two sizes, the A330-800neo and A330-900neo. The A330-800neo is the smaller of the two and will be the successor of the A330-200. As of summer 2016 Airbus has received only ten firm orders from 2 operators (Hawaiian Airlines and TransAsia Airways) for the A330-800neo. The first order was for 6 aircraft from Hawaiian Airlines, which was in fact an order swap as this commitment replaces a previous order placed by Hawaiian for six A350-800s.
Given the limited order book. It is far from certain that the A330-800neo will ever be built.
Central to the new A330 concept are the new RR Trent 7000 engines. Contrary to the A330ceo (current engine option), the A330neo will only have one engine manufacturer. The new RR Trent 7000 will have a 112inch diameter fan with a 10:1 bypass ratio developing a thrust of 300-322KN. Besides these new engines the A330neo also features new larger winglets, an increased wingspan (+3.7m) and some aerodynamic improvements to the wings and fuselage. The cabin design is also optimised and includes new-design lavatories and crew rests. These increased cabin efficiencies will result in up to ten seats more than in the current A330. All new techniques and improvements contribute to 11% lower trip costs and (thanks to 10 extra seats) 14% lower fuel burn per seat. The A330neo has a > 95% spare parts commonality with the current generation A330s and both generations have the same type rating. This minimises the entry in service costs for airlines that already operated the A330, as they would not need to spend money on new spares or additional flight crew training. The A330neo comes in two sizes, the A330-800neo and A330-900neo. The A330-800neo is the smaller of the two and will be the successor of the A330-200. As of summer 2016 Airbus has received only ten firm orders from 2 operators (Hawaiian Airlines and TransAsia Airways) for the A330-800neo. The first order was for 6 aircraft from Hawaiian Airlines, which was in fact an order swap as this commitment replaces a previous order placed by Hawaiian for six A350-800s.
Given the limited order book. It is far from certain that the A330-800neo will ever be built.
Other Models
AIRBUS A350-900
Large Widebody
The A350 family could be seen as Airbus' answer to the slightly smaller Boeing 787 family and effectively also competes with the slightly larger Boeing 777 family. It is considered to be the future twin-engine replacement of the A330/A340 family as well. After its first launch in 2004, some A350s were ordered but the design failed to impress the market and was criticized for being nothing more but an upgraded A330 which couldn't compete with the Boeing 787. Airbus responded with the redesigned A350 'XWB' (eXtra Wide Body) which featured a 12 in. wider fuselage, a new (composite) wing, upgraded A380 based systems and an advanced technology cockpit with 6 large LCD screens. The A350-900 is the first and base line A350 model and entered service with Qatar Airways in January 2015. It features a fuselage which is c.21 ft longer than the A350-800 to accommodate approximately 40 more passengers. In terms of payload-range, the A350-900 is positioned closest to the 777-200ER which has 400nm less range and a slightly lower seat capacity. The slightly smaller 787-9 and stretched 787-10 are competitors as well. Airbus claims the A350-900 could well co-exist with the A330 family as the latter is optimized for much less range but the A350's (anticipated) efficiency gains could well accelerate A330 replacement, certainly in a high fuel price environment.
The A350-900 made its first flight on 14 June 2013. The test programme proceeded without any hiccups and the first A350-900 was delivered to its launch customer Qatar Airways on 22 December 2014. Currently around 35 A350-900s have been delivered to various customers and most airlines note that the reliability of the A350 is "over and beyond" expectations. So the entry into service of this new design seems to be without any teething problems. Something which cannot be said from its production process. Problems in the supply chain of especially the seats led to a very slow pace of deliveries. However mid 2016 it seem these problems have been solved, as the stream of new A350-900 deliveries finally got momentum. With ~35 aircraft in service and 564 A350-900 on order, it is by far the most popular variant of the A350 family.
In October 2015 Airbus introduced a new long range version of the A350-900. The A350-900ULR (Ultra Long Range) will feature a higher 278/280t MTOW, a 17% higher usable fuel capacity as well as aerodynamic tweaks to stretch its range to 9.700nm. Launch customer of the A350-900ULR variant is Singapore Airlines, which will use this version for non-stop flights between Singapore and the US. First delivery of these long range variants will be in 2018. Airbus has declared that it will be possible to re-configure an A350-900ULR back to standard A350-900 specifications.
In March 2016, Airbus announced that it will enhance the standard version of the A350-900 to provide an optional weight increase to 280t MTOW. Together with an aerodynamic clean-up and powerplant improvements this enhanced A350-900 version will have a 2% lower fuel burn, which gives the aircraft a 500nm longer range of up to 8.100nm. The A350-900 has previously been available with MTOWs
of 276t, 272t or 275t. The enhanced version will be available from 2020. With 280t MTOW this enhanced version has the same MTOW as the A350-900ULR, but Airbus says that a combination of larger fuel capacity and transporting fewer passengers (the A350-900ULR will according to Airbus be equipped with an extended premium class cabin, which will give the aircraft a seat count of roughly half of the standard A350-900 cabin), the A350-900ULR will still have more range.
The A350-900 made its first flight on 14 June 2013. The test programme proceeded without any hiccups and the first A350-900 was delivered to its launch customer Qatar Airways on 22 December 2014. Currently around 35 A350-900s have been delivered to various customers and most airlines note that the reliability of the A350 is "over and beyond" expectations. So the entry into service of this new design seems to be without any teething problems. Something which cannot be said from its production process. Problems in the supply chain of especially the seats led to a very slow pace of deliveries. However mid 2016 it seem these problems have been solved, as the stream of new A350-900 deliveries finally got momentum. With ~35 aircraft in service and 564 A350-900 on order, it is by far the most popular variant of the A350 family.
In October 2015 Airbus introduced a new long range version of the A350-900. The A350-900ULR (Ultra Long Range) will feature a higher 278/280t MTOW, a 17% higher usable fuel capacity as well as aerodynamic tweaks to stretch its range to 9.700nm. Launch customer of the A350-900ULR variant is Singapore Airlines, which will use this version for non-stop flights between Singapore and the US. First delivery of these long range variants will be in 2018. Airbus has declared that it will be possible to re-configure an A350-900ULR back to standard A350-900 specifications.
In March 2016, Airbus announced that it will enhance the standard version of the A350-900 to provide an optional weight increase to 280t MTOW. Together with an aerodynamic clean-up and powerplant improvements this enhanced A350-900 version will have a 2% lower fuel burn, which gives the aircraft a 500nm longer range of up to 8.100nm. The A350-900 has previously been available with MTOWs
of 276t, 272t or 275t. The enhanced version will be available from 2020. With 280t MTOW this enhanced version has the same MTOW as the A350-900ULR, but Airbus says that a combination of larger fuel capacity and transporting fewer passengers (the A350-900ULR will according to Airbus be equipped with an extended premium class cabin, which will give the aircraft a seat count of roughly half of the standard A350-900 cabin), the A350-900ULR will still have more range.
Other Models
AIRBUS A350-1000
Large Widebody
The A350 family could be seen as Airbus' answer to the slightly smaller Boeing 787 family and effectively also competes with the slightly larger Boeing 777 family. It is considered to be the future twin-engine A330/ A340 replacement as well. After its first launch in 2004, the A350 failed to impress the market and was criticised for being nothing more but an upgraded A330 which couldn't compete with the 787. Airbus responded with the redesigned A350'XWB' (eXtra Wide Body) which featured a 12 in. wider fuselage, a new (composite) wing, upgraded A380 based systems and an advanced technology cockpit with 6 large LCD screens. The A350-1000 will have a 23ft stretch of the base line-900 to accommodate 40 more seats. This largest member of the A350 XWB family is planned to enter service in 2017. In terms of payload-range, the A350-1000 is expected to be a competitor to the 777-300ER which has the same range and 15 more seats. If the Rolls- Royce Trent XWB engines are indeed as efficient and as powerful as planned and the airframe will not be too heavy, the A350-1000 might turn out to be considerably more efficient and a strong contender of the very successful 777-300ER. GE refused to offer GEnx engines for the A350 family as the type poses a threat to exclusively GE powered 777-300ERs.
So far 193 A350-1000s have been ordered of which 58 were former A350-800 and A350-900 orders. Boeing's new 777-8 and-9 are Seattle's answers to the A350-1000 and will put this programme under pressure. Early 2016 Airbus has revealed that it is studying an extended version (~45 more seats), dubbed the A350-2000. According to Airbus, it is technically not a big issue to stretch the A350-1000, but it wonders if the market for 400 (3 classes) seat twin-engined aircraft is big enough to make a profitable business case for the A350-2000.
So far 193 A350-1000s have been ordered of which 58 were former A350-800 and A350-900 orders. Boeing's new 777-8 and-9 are Seattle's answers to the A350-1000 and will put this programme under pressure. Early 2016 Airbus has revealed that it is studying an extended version (~45 more seats), dubbed the A350-2000. According to Airbus, it is technically not a big issue to stretch the A350-1000, but it wonders if the market for 400 (3 classes) seat twin-engined aircraft is big enough to make a profitable business case for the A350-2000.
Other Models
AIRBUS A380-800
Very Large Widebody
The double deck A380-800 has been the largest passenger aircraft in production, since it made its first flight in April 2005. According to Airbus, the A380 offers 49% more cabin floor space which results in 26% more seat space than the Boeing 747-400. Also, the A380 is quieter and is claimed to have 800nm more range and 17% better operating economics. The A380's main competitor is the 747-8I which still will accommodate c.58 less seats than A380 (3 class) but certainly closes in on range and operating economics. It however failed to impress the market so far. As from the first commercial A380 delivery to Emirates (msn 011) in July 2008, several (weight) improvements were achieved and more are expected. As from msn 026, the aircraft will have improved wiring, vertical tail, composite-crossbeams and door structures (weight saving approximately 0.7t). Further weight saving measures were implemented as from msn 60 (c.1.0t), msn 80 (c.0.3t). Msn 95, BA's first A380 delivered in July 2013, was the first with a strengthened structure and optimised fly-by-wire control laws resulting in a 4t higher MTOW, providing 100nm additional range. Although these 'steps' in weight are not enormous, the early production aircraft could become odd-balls because of worse performance. Potentially up to 120 of the earliest A380s suffered a wing-rib bracket cracking problem. A retrofit solution, involving localised reinforcement and thicker rib brackets on the type is in place. A380s delivered from 2014 onwards will feature a new rib design. In 2015 Airbus presented cabin improvements. New cabin configurations (11 abreast) and improvements (among others, side stowage removal and combined crew rest) increases the effective cabin area with 20m2 and will give the A380 better seat-mile economics. Airbus has the opportunity to stretch the current design into an A380-900 to obtain an even larger aircraft with better seat-mile economics, though such stretch seems unlikely in the foreseeable future.
The Airbus A380 is offered with a two engine choice. The GP7200 of Engine Alliance and the RR Trent 900. With a market share of 42% for the GP2700 and 49% for the RR Trent, it seems that there is some equilibrium between the two engine manufacturers. Emirates (who is by far the biggest operator of the A380) has selected the EA engine for its initial batch of ninety A380 aircraft. 12 out of the 19 A380 operators have chosen the RR Trent for the A380. For its second batch of additional 52 A380 aircraft Emirates have also chosen the RR Trent engine, so the RR engine is now clearly becoming the most popular powerplant for the A380.
A380 sales got a highly needed boost in 2013 by the order of lessor Amadeo (formerly known as Doric) of 20 A380s and an Emirates' order for an additional 50 aircraft. Since 2013 the order intake of the A380 has again been slow, with only Emirates ordering two additional aircraft (in fact these were orders for two 2014 built planes, originally intended for Skymark) and a small but important order for three aircraft by Japan's ANA Airlines. After the softening of the sanctions against Iran, Iran Airlines signed a letter of intent for 12 Airbus A380s. Besides this slow order intake, the A380 is also plagued by deferrals. QANTAS deferred it last A380s on order, Air France cancelled its last two aircraft on order, and it seems very unlikely that Virgin Atlantic will ever take delivery of its A380s on order. Also the four A380s ordered by Transaero (ceased operations) will probably never been built. IAG / BA has stated that BA will probably not convert its nine A380 options into orders, because they are "too expensive". And as of today, Amedeo still has not named any customers for the majority of their 20 A380s on order. With this shrinking backlog, Airbus has decided to cut the production from the A380 from 27 aircraft per year to 12 from 2018.
In 2017 the first five A380s of Singapore will be ten years old and with five new aircraft entering the Singapore fleet in 2017, it will be very likely that the earliest five Singapore A380s will come to the market. In September 2016 Singapore announced that it will not extend the lease on its first A380 after its expiry in October 2017. This will make this aircraft the first A380 on the second hand market. By mid-October 2016, Singapore has not made a decision whether to renew the leases of the other four 10 year old A380s in its fleet. Malaysia reportedly will dispose its six A380s in 2017/2018. Former IAG (BA) CEO Willie Walsh has shown interest in "five or six" second hand A380s for IAG Spanish subsidiary Iberia as well as BA, but time will tell how the second hand market for the A380 will develop.
As the most airlines have chosen the 777-300ER as successor of their 747- 400 aircraft, only 19 different operators have ordered the A380, and its fleet is mainly concentrated with one airline. 44 % of all A380 (in service and on order) are operated or will be operated by Emirates. As largest customer of the A380, Emirates has been pushing Airbus to make some improvements to the A380 including a re-engine of the superjumbo. Airbus says a re-engining of its A380 superjumbo is something it plans to look at in the longer term, but its main priority is to ensure that the development schedules of the A350 and A320neo remain on-track. Since the very slow order intake for the A380 and some awkward announcements from an Airbus official in 2014 about a possible end of production for the A380 due to the difficulty of turning a profit from the programme, the future of the A380 has been intensely discussed. Also the market introduction of the Boeing 777-9 will be a serious threat for the A380. The seat-mile cost of the 777-9 will be superior to those of the A380. A stretch and re-engine of the A380 (an A380neo), can improve the competiveness of the A380 in the 2020s. Engine Alliance has indicated that the market size in which the A380 competes is too small to develop a more powerful engine for the A380neo on an economic viable basis, which leaves only Rolls Royce as potential engine supplier for a possible A380neo. For a long time Airbus has been reluctant to be specific about the A380neo, but at the Farnborough Air Show 2016 Airbus said that there will be an A380neo "when the time is right", without mentioning any time schedule. Emirates CEO Tim Clark is a strong advocate for the A380neo and has declared several times that Emirates would buy an additional 100 aircraft if Airbus would launch an A380neo.
The Airbus A380 is offered with a two engine choice. The GP7200 of Engine Alliance and the RR Trent 900. With a market share of 42% for the GP2700 and 49% for the RR Trent, it seems that there is some equilibrium between the two engine manufacturers. Emirates (who is by far the biggest operator of the A380) has selected the EA engine for its initial batch of ninety A380 aircraft. 12 out of the 19 A380 operators have chosen the RR Trent for the A380. For its second batch of additional 52 A380 aircraft Emirates have also chosen the RR Trent engine, so the RR engine is now clearly becoming the most popular powerplant for the A380.
A380 sales got a highly needed boost in 2013 by the order of lessor Amadeo (formerly known as Doric) of 20 A380s and an Emirates' order for an additional 50 aircraft. Since 2013 the order intake of the A380 has again been slow, with only Emirates ordering two additional aircraft (in fact these were orders for two 2014 built planes, originally intended for Skymark) and a small but important order for three aircraft by Japan's ANA Airlines. After the softening of the sanctions against Iran, Iran Airlines signed a letter of intent for 12 Airbus A380s. Besides this slow order intake, the A380 is also plagued by deferrals. QANTAS deferred it last A380s on order, Air France cancelled its last two aircraft on order, and it seems very unlikely that Virgin Atlantic will ever take delivery of its A380s on order. Also the four A380s ordered by Transaero (ceased operations) will probably never been built. IAG / BA has stated that BA will probably not convert its nine A380 options into orders, because they are "too expensive". And as of today, Amedeo still has not named any customers for the majority of their 20 A380s on order. With this shrinking backlog, Airbus has decided to cut the production from the A380 from 27 aircraft per year to 12 from 2018.
In 2017 the first five A380s of Singapore will be ten years old and with five new aircraft entering the Singapore fleet in 2017, it will be very likely that the earliest five Singapore A380s will come to the market. In September 2016 Singapore announced that it will not extend the lease on its first A380 after its expiry in October 2017. This will make this aircraft the first A380 on the second hand market. By mid-October 2016, Singapore has not made a decision whether to renew the leases of the other four 10 year old A380s in its fleet. Malaysia reportedly will dispose its six A380s in 2017/2018. Former IAG (BA) CEO Willie Walsh has shown interest in "five or six" second hand A380s for IAG Spanish subsidiary Iberia as well as BA, but time will tell how the second hand market for the A380 will develop.
As the most airlines have chosen the 777-300ER as successor of their 747- 400 aircraft, only 19 different operators have ordered the A380, and its fleet is mainly concentrated with one airline. 44 % of all A380 (in service and on order) are operated or will be operated by Emirates. As largest customer of the A380, Emirates has been pushing Airbus to make some improvements to the A380 including a re-engine of the superjumbo. Airbus says a re-engining of its A380 superjumbo is something it plans to look at in the longer term, but its main priority is to ensure that the development schedules of the A350 and A320neo remain on-track. Since the very slow order intake for the A380 and some awkward announcements from an Airbus official in 2014 about a possible end of production for the A380 due to the difficulty of turning a profit from the programme, the future of the A380 has been intensely discussed. Also the market introduction of the Boeing 777-9 will be a serious threat for the A380. The seat-mile cost of the 777-9 will be superior to those of the A380. A stretch and re-engine of the A380 (an A380neo), can improve the competiveness of the A380 in the 2020s. Engine Alliance has indicated that the market size in which the A380 competes is too small to develop a more powerful engine for the A380neo on an economic viable basis, which leaves only Rolls Royce as potential engine supplier for a possible A380neo. For a long time Airbus has been reluctant to be specific about the A380neo, but at the Farnborough Air Show 2016 Airbus said that there will be an A380neo "when the time is right", without mentioning any time schedule. Emirates CEO Tim Clark is a strong advocate for the A380neo and has declared several times that Emirates would buy an additional 100 aircraft if Airbus would launch an A380neo.
Other Models
BOEING 717-200
Small Narrowbody
The Boeing 717 was originally developed by McDonnell Douglas as the MD-95, a 100-seat off-shoot of the MD-90. Development started in 1991 and was targeted at the Northwest Airlines requirement for a DC-9-30 replacement. The MD-95 was the only former McDonnell- Douglas Corporation commercial passenger aircraft programme retained by Boeing after its take-over of MDC and was subsequently renamed the Boeing 717-200. As such it shared no commonality with other aircraft in production, although Boeing considered both shrink and stretched versions. As a stand-alone aircraft it didn't have a lot of commercial success and only attracted AirTran Airways as large customer. Production was ceased in 2006. Southwest Airlines which acquired AirTran, has sub-leased its inherited 88 strong 717 fleet to Delta Airlines and the first 717 was delivered to Delta in October 2013. By early 2016 the entire AirTran fleet had been transitioned to Delta Air Lines. Delta has also acquired some 717s from other operators and with a current fleet of 91 Boeing 717s in service (58.7% of the current fleet), Delta is by far the biggest operator of the type. The majority of the 717 fleet (101 aircraft) is controlled by the Boeing Capital Corporation. With currently only five airlines operating the Boeing 717, the operator base is very small. Finish airline Blue1 phased out its nine strong fleet of 717 in 2014 and 2015. The former ex Blue1 717s found new employment with Delta, QANTASlink and Spanish low cost airline Volotea. However despite the fact that Volotea added some additional ex Blue1 717s to its fleet (19 currently in service) in 2015, the airline has already announced that it will phase-out the type and replace it with Airbus A319 aircraft in the near future. Also Turkmenistan Airlines is planning to replace their Boeing 717 with other equipment, leaving only Delta, QANTASLink and Hawaiian as operators of the type.
Other Models
BOEING 737-300
Moderate Size Narrowbody
The 737-300 was the first version of the 737-'Classic' Family and was derived from the 737-200 as a growth replacement. It would become the most successful of the three-version family with over 1,000 delivered from 1984 to 1999. Early built 737 Classics were still equipped with analogue cockpit displays. Digital CRT displays became standard in 1988. The 737-'Classic' is preferred above its MD-80 competitors, mostly due to the cleaner, more economical CFM56 engine above the older PW JT8D-200. Compared with its modern competitors (737-700 and A319), the 737-300 is more expensive to maintain, less fuel efficient and offers much less range. With low fuel prices, the 737-300 could still be attractive as its capital costs are minimal and modifications like winglets (c.140 modified, mainly Southwest Airlines) could improve performance. Nevertheless, many 737-300s were parked during the last economic crisis and only a few coming back when markets recovered, almost all with second tier airlines. More and more phase outs and part outs illustrate the nearing end of life for the type. New competing products and age related import restrictions in secondary markets could accelerate this. Highly cycled aircraft will face structural issues and increased maintenance/inspection costs with repairs which could shorten the economic life as well. Cargo conversion programmes are offered for the 737-300 which may extend the operating lives of some suitable 737-300s. As of summer 2016, more than 100 operators still fly with the 737-300. Most of them have very small fleets and only five airlines have a fleet of ten aircraft or more. Southwest Airlines is the exception and is with a fleet of 107 737-300 aircraft by far the biggest operator. However, with the introduction of the 737 Max in its fleet, Southwest will accelerate the retirement of its 737-300s and all aircraft will be phased out by late 2017. The flood of more than 100 ex Southwest 737-300s on the market will have a negative impact on the already low market value and part-out value of the 737-300.
Other Models
BOEING 737-400
Medium Narrowbody
This 120 in. stretched version of the 737-300 was Boeing's pretty successful attempt to keep Airbus from having the 150-seat market to itself. The 737-400 enjoyed a good sales performance, especially considering the short 11-year production cycle. However, it was never to become as successful as the smaller 737-300 and suffered from the simultaneous introduction of the more advanced Airbus A320. Boeing also developed a higher gross weight 737-400 for enhanced payload/ range (up to 360nm), with structural reinforcement of the aircraft. When compared with its modern technology competitors (737-800 and A320), the 737-400 lacks range, is more expensive to maintain and is much less fuel efficient. Although not as massively parked as the 737-300 during the last economic crisis the-400 is being phased out by many operators as well. New competing products and age related import restrictions in secondary markets could accelerate this. At low/moderate fuel prices, a 737-400 can be economically viable if purchased at a low price. For highly cycled aircraft structural issues will lead to increased maintenance/inspection costs with repairs possibly shortening the economic life. The 737-400 is still popular with small cash-strapped airlines who are specialized in ad-hoc charters and wet-lease operations to provide additional capacity during peak season for mainline and first tier airlines. The low capital cost for the 737-400 allow a low utilization to still generate a profit. Like for the smaller-300, cargo conversion programmes are available. As a freighter the 737-400 has become far more popular than its smaller sibling the 737-300 freighter. As of today ~100 737-400 have been converted, mainly driven by the availability of affordable feedstock aircraft. The introduction of the A320 and Boeing 737-800 passenger-to-freighter conversion programme, with the first aircraft to be converted around 2017-2018 probably signals the end to the 737-400 conversion market. The 737- 400 is the only variant of the classic 737 range for which there is no winglet modification available. The 737-400's is the heaviest of the 737 classics but, has the same wing. As a result, the wing has not enough residual strength to support the winglets.
Other Models
BOEING 737-500
Small Narrowbody
The-500 is the smallest member of the 737-Classic family with the longest range. It replaced the similar sized 737-200. Competitors included the MD-87, the largest members of the BAE Systems/Avro product lines and the lighter more efficient but narrower Fokker 100. Commonality with the-300 and-400 and the large US domestic market gave the-500 the upper hand. Later competition came from the less successful A318 and 737-600. In the secondary market, the 737-500 isn't widely accepted as it is relatively heavy and has comparatively high seat-mile costs. Especially newer competitors like E190/195 and CSeries are much more efficient. In 2015 and 2016 main operators Southwest (25 aircraft) and Lufthansa (33 aircraft) phased out the type. Biggest current operator UTAir (32 aircraft) has already announced that it will phase out the fleet in the near future and the first 10 aircraft will leave the fleet by 2018. The secondary market is further limited by age related import restrictions in more and more countries. Because of its long range the type has been popular in Russia and as of today Russia is still the biggest operator country for the 737-500 with 52 aircraft flying for 9 different commercial operators. Additional winglets can improve the aircraft performance. So far c.60 737-500 have been retrofitted with winglets. For high cycled aircraft structural issues will lead to increased maintenance/inspection costs with repairs possibly further shortening the economic life. Given its small size, there is very little interest in conversion to freighter, so there are no conversion programmes for the 737-500.
Other Models
BOEING 737-600
Small Narrowbody
The 737-600 is the 100-seat member of 737-'Next-Generation' family, offering the same cabin dimensions as it predecessor, the 737-500. The 737-'NG' family main new features when compared to the 'Classics' are a new engine and a new wing with greater fuel capacity and optional winglets. The 737-600 has a 10,300 lb higher empty operating weight then the 737-500, which was already considered overweight for its size. The 737-600 has been a commercial failure collecting only 69 orders, representing just 0.8% of the 737-NG Family total. Since 2010, already twelve 737-600s have been scrapped. The 737-600 is the only variant of the 737NG for which there are no winglets available.
Other Models
BOEING 737-700
Moderate Size Narrowbody
The 737-700 replaces the 737-300, offering the improvements of the 737-'NG' features, combined with the fuselage of the 737-300. It enjoyed significant commercial success, resulting in a broad operator base with a large fleet albeit somewhat concentrated at large North American carriers (Southwest, United, WestJet). Its main competitor, the Airbus A319, is similarly popular and both aircraft seem to have perfectly split the 130-seat market for years. Over the last years, order intake dwindled which illustrates a (planned) shift to slightly larger equipment by many operators including Southwest Airlines. Also new competitors with significantly more efficient engines were launched (CS300, A319neo). Boeing reacted to these new competitors by introducing the 737 MAX 7. Early 2016, United placed an order for 40 Boeing 737-700s at, according to industry rumours, very attractive prices as a result of the intense competition between Boeing (737-700) and Bombardier (CSeries). Southwest Airlines is the biggest operator of the 737-700, with a fleet of 490 aircraft (43.9%. of the current fleet). Although it converted its remaining orders for new 737-700s to the 737-800 variant early 2016, Southwest is still adding 737-700 aircraft to its fleet. In recent years, Southwest has added more than 50 737-700s previously operated by other operators to its fleet and 22 more used 737-700s are due to enter the Southwest fleet in the near future.
The 737-700 could remain competitive with performance upgrades like the CFM56-7BE 'Evolution' engines, aerodynamic refinements, weight schedule improvements, the new Sky Interior and/or aggressive pricing. Blended Winglets (3-5% fuel burn improvement) are becoming more prevalent (71 on order, 914 in service), can be retrofitted and are standard on the 737-700 based Boeing Business Jet 1 ('BBJ1').
In January 2013 Aviation Partners Boeing (APB) introduced a new type of winglet called the Split Scimitar Winglets. By replacing an aluminium winglet tip cap of a blended winglet with a new aerodynamically shaped "Scimitar" TM winglet tip cap and by adding a new Scimitar tipped Ventral Strake savings up to 45,000 gallons of jet fuel per aircraft per year are possible according to APB. APB received FAA Certification for the Split Scimitar Winglets in February 2014. Since the launch of the programme, Scimitar winglets have been ordered by United Airlines, TUI, COPA Airlines, Alaska Airlines, Southwest Airlines and AeroMexico. The BBJ, of which 109 are built and 1 still on order, combines the-700 fuselage with the-800 wing. Derived from the BBJ1 is the 737-700ER which is basically a commercial airline variant of the BBJ1 with nine auxiliary tanks below the main deck giving it a maximum range of 5,510 nm. Only two 737-700ER have been built and delivered to Japanese airline ANA in 2007. Both 737-700ER were withdrawn from use by ANA sin March 2016. Other variants of the 737-700 include the 737-700C (convertible) which has a 3.4 x 2.1m side cargo door, and the 737-700QC (Quick Change) which has pallet mounted seats for conversion from passenger to freighter configuration and vice-versa, a process which can be taken in less than one hour. So far the 700C/QC has been unpopular with just 19 aircraft in service (15 with US Navy, 2 with Saudi ARAMCO, 1 with TAAG Angola Airlines, and 1 Air Algerie). There is also the 737-700AEW&C variant, which is a military /naval surveillance aircraft. A cargo conversion is also available for the 737- 700. IAI Bedek launched a conversion programme together with Alaska Airlines and also PEMCO is planning to launch a Freighter conversion programme, as well as a conversion to Combi or QC variant.
The 737-700 could remain competitive with performance upgrades like the CFM56-7BE 'Evolution' engines, aerodynamic refinements, weight schedule improvements, the new Sky Interior and/or aggressive pricing. Blended Winglets (3-5% fuel burn improvement) are becoming more prevalent (71 on order, 914 in service), can be retrofitted and are standard on the 737-700 based Boeing Business Jet 1 ('BBJ1').
In January 2013 Aviation Partners Boeing (APB) introduced a new type of winglet called the Split Scimitar Winglets. By replacing an aluminium winglet tip cap of a blended winglet with a new aerodynamically shaped "Scimitar" TM winglet tip cap and by adding a new Scimitar tipped Ventral Strake savings up to 45,000 gallons of jet fuel per aircraft per year are possible according to APB. APB received FAA Certification for the Split Scimitar Winglets in February 2014. Since the launch of the programme, Scimitar winglets have been ordered by United Airlines, TUI, COPA Airlines, Alaska Airlines, Southwest Airlines and AeroMexico. The BBJ, of which 109 are built and 1 still on order, combines the-700 fuselage with the-800 wing. Derived from the BBJ1 is the 737-700ER which is basically a commercial airline variant of the BBJ1 with nine auxiliary tanks below the main deck giving it a maximum range of 5,510 nm. Only two 737-700ER have been built and delivered to Japanese airline ANA in 2007. Both 737-700ER were withdrawn from use by ANA sin March 2016. Other variants of the 737-700 include the 737-700C (convertible) which has a 3.4 x 2.1m side cargo door, and the 737-700QC (Quick Change) which has pallet mounted seats for conversion from passenger to freighter configuration and vice-versa, a process which can be taken in less than one hour. So far the 700C/QC has been unpopular with just 19 aircraft in service (15 with US Navy, 2 with Saudi ARAMCO, 1 with TAAG Angola Airlines, and 1 Air Algerie). There is also the 737-700AEW&C variant, which is a military /naval surveillance aircraft. A cargo conversion is also available for the 737- 700. IAI Bedek launched a conversion programme together with Alaska Airlines and also PEMCO is planning to launch a Freighter conversion programme, as well as a conversion to Combi or QC variant.
Other Models
BOEING 737-7
Moderate Size Narrowbody
With the successful introduction of the A320neo family, Boeing had to respond. For several years, Boeing was investigating the replacement of the 737 with an all new "clean sheet" design. But the introduction of the A320neo with its efficient specifications and sky high sales figures put pressure on Boeing to come far earlier with a more modern and efficient 737NG successor. So in August 2011 Boeing presented the 737 MAX Family. The first 737 MAX will be delivered in 2017. Most important new feature of the 737 MAX is the introduction of the new CFM International LEAP-1B engine. With a fan diameter of 69.4 inches (176 cm) it is an increase of 7.6 inches (19.3cm) from the CFM56-7B engine on the 737NG. To maintain a 16.9 inches (42.9cm) ground clearance beneath the engine, Boeing had to increase the height of the nose gear by 8 inches (20cm), which drove a re-design of the forward electronics equipment bay in the nose section. The engine is also moved more forward and up relative to the 737NG. The new larger fan diameter improves the fuel burn by a claimed 12-14%.The new engine also has external nacelle chevrons similar to those on the 787 and 747-8, which reduces the engine's noise. The new Leap-1B engine is smaller than the Leap-1A and PW1100G engine option on the new A320neo family. Fuel efficiency is improved by some aerodynamic modifications on the fuselage (a new tail cone) and the introduction of a new winglet design, called the AT-Advanced Technology-winglet. In term of range the 737 MAX has an improved range of 400-540nm. Inside, Boeing offers the Sky Interiors as standard and offers some minor modifications to the aircraft systems. This includes a flight deck with 4 new large displays but with the same look and feel as the 737NG flightdeck to preserve commonality with training across the 737 Family.
Boeing froze the definitive design of the 737 MAX in the summer of 2013.The first flight of a 737 MAX (a 737-8) took place on 29 January 2016 and the first 737 MAX is scheduled to enter commercial service in mid-2017.The designation MAX is only used as a marketing term and to name the whole family. The official designations of the three MAX models will be 737-7, 737-8 and 737-9. Initially Boeing did not change the fuselage length and door configurations of the 737 MAX so the 737-7, 737-8 and 737-9 designations compare to the-700,-800 and 900ER designations of the 737NG. The 737 MAX will likely put negative pressure on the values of current generation narrow bodied aircraft.
The 737-7 is proposed as the successor of the 737-700. It will compete with the new A319neo and the stretched Bombardier CS300. However, interest in the smallest MAX variant seems minimal. In 2013 it saw its first orders for 30 737-7s for Southwest and 25 737-7s for Westjet. Canadian start-up Jetlines ordered five 737-7s in December 2014, making a total order backlog of 60 Aircraft for just three operators. As there has been no further order activity since December 2014, Boeing decided to change the initial 737-7 design. At the Farnborough Air Show 2016, Boeing presented a re-design of the 737-7 by stretching the fuselage and adding some design elements from the larger 737-8. This modified 737-7 is a 1.93 meter stretch of the original design, so the aircraft can carry two more seat rows. Besides this stretch, the new 737-7 also has the higher-gauge aluminium wing from the 737-8 which allows the aircraft to carry more fuel in the wing and give the aircraft more range. Also a second over-wing emergency exit is added to increase certified maximum seating and finally the new 737-7 will get the strengthened landing gear from the 737-8 to accommodate higher weights as the MTOW will be increased from 70.4t to 80.4t. The new design reportedly is mainly driven by the demands from the two largest customers of the 737-7, Southwest and Westjet. The re-design is also triggered by the development of the Boeing 737 BBJ Max. Just as the BBJ 1 is a derivative of the 737-700, the 737 BBJ Max will be a derivative of the 737-7. With the design tweeks of the re-desigend 737-7, the 737 BBJ Max will have enough range to be competitive to the Gulfstream 650ER. Besides the 60 orders for the 737-7, there are 402 orders for which the choice between a 737-7, 737-8 and 737-9 is still open.
Boeing froze the definitive design of the 737 MAX in the summer of 2013.The first flight of a 737 MAX (a 737-8) took place on 29 January 2016 and the first 737 MAX is scheduled to enter commercial service in mid-2017.The designation MAX is only used as a marketing term and to name the whole family. The official designations of the three MAX models will be 737-7, 737-8 and 737-9. Initially Boeing did not change the fuselage length and door configurations of the 737 MAX so the 737-7, 737-8 and 737-9 designations compare to the-700,-800 and 900ER designations of the 737NG. The 737 MAX will likely put negative pressure on the values of current generation narrow bodied aircraft.
The 737-7 is proposed as the successor of the 737-700. It will compete with the new A319neo and the stretched Bombardier CS300. However, interest in the smallest MAX variant seems minimal. In 2013 it saw its first orders for 30 737-7s for Southwest and 25 737-7s for Westjet. Canadian start-up Jetlines ordered five 737-7s in December 2014, making a total order backlog of 60 Aircraft for just three operators. As there has been no further order activity since December 2014, Boeing decided to change the initial 737-7 design. At the Farnborough Air Show 2016, Boeing presented a re-design of the 737-7 by stretching the fuselage and adding some design elements from the larger 737-8. This modified 737-7 is a 1.93 meter stretch of the original design, so the aircraft can carry two more seat rows. Besides this stretch, the new 737-7 also has the higher-gauge aluminium wing from the 737-8 which allows the aircraft to carry more fuel in the wing and give the aircraft more range. Also a second over-wing emergency exit is added to increase certified maximum seating and finally the new 737-7 will get the strengthened landing gear from the 737-8 to accommodate higher weights as the MTOW will be increased from 70.4t to 80.4t. The new design reportedly is mainly driven by the demands from the two largest customers of the 737-7, Southwest and Westjet. The re-design is also triggered by the development of the Boeing 737 BBJ Max. Just as the BBJ 1 is a derivative of the 737-700, the 737 BBJ Max will be a derivative of the 737-7. With the design tweeks of the re-desigend 737-7, the 737 BBJ Max will have enough range to be competitive to the Gulfstream 650ER. Besides the 60 orders for the 737-7, there are 402 orders for which the choice between a 737-7, 737-8 and 737-9 is still open.
Other Models
BOEING 737-800
Medium Narrowbody
The 737-800 is considered the optimum 737-'NG' model and has a slightly longer fuselage than its 737-400 predecessor, increasing seat capacity from 146 to 160. More importantly, it also has room for two more seat-rows than the A320 giving it a potential revenue advantage and lower seat-mile costs. The 737-800 and its main rival the A320-200 are considered commercially very successful. With more than 4.000 aircraft in active service, more than 800 on order backlog, almost 200 operators and the fact that there is only one engine choice (no engine split as in the A320 market), the Boeing 737-800 is seen as the most liquid aircraft on the market today. Nevertheless, Airbus rocked the boat by launching the A320neo which is expected to be 10-15% more efficient. Boeing reacted by launching the B737-8 with a new engine, a new winglet and other improvements to reach the same percentage of savings as the A320neo. To stimulate sales in the run-up to the introduction of the 737 MAX, Boeing offered performance upgrades like the CFM56- 7BE 'Evolution' engines, aerodynamic refinements, weight schedule improvements, the new Sky Interior, longer maintenance intervals, new space-saving lavatories and/or aggressive pricing. Winglets (3-5% fuel burn improvement) have become more or less standard on new deliveries (96.9% of in service fleet and zero Non-winglets 737-800 on order) and can be retrofitted. In January 2013 Aviation Partners Boeing (APB) introduced a new type of winglet called the Split Scimitar Winglets. By replacing an aluminium winglet tip cap of a blended winglet with a new aerodynamically shaped "Scimitar" TM winglet tip cap and by adding a new Scimitar tipped Ventral Strake savings up to 45,000 gallons of jet fuel per aircraft per year are possible according to APB. APB received FAA Certification for the Split Scimitar Winglets in February 2014. Since the launch of the programme, Scimitar winglets have been ordered by 25 airlines. United Airlines made the first commercial flight with a 737-800 equipped with Scimitar Winglets on 19 February 2014.
With a backlog of more than 800 aircraft and the nearby introduction of the 737 MAX, Boeing will ramp up the production of the 737 from 44 aircraft per month to 57 aircraft per month in 2019. As a VIP/ corporate shuttle version, the 737-800 based Boeing Business Jet 2 ('BBJ2') attracted a total of 23 orders of which 21 have been delivered so far. Freight conversions are now offered by Boeing and Aeronautical Engineers (AEI). AEI launched its 737-800SF (special Freighter) program on 4 March 2014. Boeing's 737-800BCF (Boeing Converted Freighter) program was launched on 24 February 2016. Converted aircraft carry up to 23.9t of Cargo in up to 6.50 cubic feet (includes 11 standard pallets and one half-pallet) on routes of up to 2,000nm. It features a main deck cargo door (86" x 140") for AAA pallets and unit load devices. The cost for a conversion will approximately be ~ $3.5mln. AEI also offers a Combi- conversion for the 737-800 and besides Boeing and AEI also IAI Bedek from Israel is considering to step into the 737-800 conversion market. However, the NG is still considered too young and expensive for conversion. Given the presence of conversions for 737 'classics' this might change when values permit.
With a backlog of more than 800 aircraft and the nearby introduction of the 737 MAX, Boeing will ramp up the production of the 737 from 44 aircraft per month to 57 aircraft per month in 2019. As a VIP/ corporate shuttle version, the 737-800 based Boeing Business Jet 2 ('BBJ2') attracted a total of 23 orders of which 21 have been delivered so far. Freight conversions are now offered by Boeing and Aeronautical Engineers (AEI). AEI launched its 737-800SF (special Freighter) program on 4 March 2014. Boeing's 737-800BCF (Boeing Converted Freighter) program was launched on 24 February 2016. Converted aircraft carry up to 23.9t of Cargo in up to 6.50 cubic feet (includes 11 standard pallets and one half-pallet) on routes of up to 2,000nm. It features a main deck cargo door (86" x 140") for AAA pallets and unit load devices. The cost for a conversion will approximately be ~ $3.5mln. AEI also offers a Combi- conversion for the 737-800 and besides Boeing and AEI also IAI Bedek from Israel is considering to step into the 737-800 conversion market. However, the NG is still considered too young and expensive for conversion. Given the presence of conversions for 737 'classics' this might change when values permit.
Other Models
BOEING 737-8
Medium Narrowbody
With the successful introduction of the A320neo family, Boeing had to respond. For several years, Boeing was investigating the replacement of the 737 with an all new "clean sheet" design. But the introduction of the A320neo with its efficient specifications and sky high sales figures put pressure on Boeing to come far earlier with a more modern and efficient 737NG successor. So in August 2011 Boeing presented the 737 MAX Family. The first 737 MAX will be delivered in 2017. Most important new feature of the 737 MAX is the introduction of the new CFM International LEAP-1B engine. With a fan diameter of 69.4 inches (176 cm) it is an increase of 7.6 inches (19.3cm) from the CFM56-7B engine on the 737NG. To maintain a 16.9 inches (42.9cm) ground clearance beneath the engine, Boeing had to increase the height of nose gear by 8 inches (20cm), which drove a re-design of the forward electronics equipment bay in the nose section that encloses the nose gear. The engine is also moved more forward and up relative to the 737NG. The new larger fan diameter improves the fuel burn by a claimed 12-14%. The new engine also has external nacelle chevrons similar to those on the 787 and 747-8, which reduces the engine's noise. The New Leap-1B engine is smaller than the Leap-1A and PW1100G engine option on the new A320neo family. Fuel efficiency is improved by some aerodynamic modifications on the fuselage (a new tail cone) and the introduction of a new winglet design, called the AT-Advanced Technology-Winglet.
In term of range the 737 MAX has an improved range of 400-540nm. Inside, Boeing offers the Sky Interiors as standard and offers some minor modifications to the aircraft systems. This includes a flight deck with 4 new large displays but with the same look and feel as the 737NG flightdeck to preserve commonality with training across the 737 Family.
Boeing froze the definitive design of the 737 MAX in the summer of 2013. The first flight of a 737 MAX (a 737-8) took place on 29 January 2016 and the first 737 MAX is scheduled to enter commercial service in mid-2017. The designation MAX is only used as a marketing term and to name the family. The official designations of the three MAX models will be 737-7, 737-8 and 737-9. Initially Boeing did not change the fuselage length and door configurations of the 737 MAX so the 737-7, 737-8 and 737-9 designations compare to the-700,-800 and 900ER designations of the 737NG. The 737 MAX will likely put negative pressure on the values of current generation narrow bodied aircraft.
The 737-8 will be targeted against its arch rival the A320neo. So far 1,898 orders have been placed for the 737-8 variant, making it the most popular 737 MAX variant. There are 402 orders for which the choice between a 737-7,737-8 and 737-9 is still open and there are 487 orders for which the customer has not decided for a 737-8 or 737-9.
In term of range the 737 MAX has an improved range of 400-540nm. Inside, Boeing offers the Sky Interiors as standard and offers some minor modifications to the aircraft systems. This includes a flight deck with 4 new large displays but with the same look and feel as the 737NG flightdeck to preserve commonality with training across the 737 Family.
Boeing froze the definitive design of the 737 MAX in the summer of 2013. The first flight of a 737 MAX (a 737-8) took place on 29 January 2016 and the first 737 MAX is scheduled to enter commercial service in mid-2017. The designation MAX is only used as a marketing term and to name the family. The official designations of the three MAX models will be 737-7, 737-8 and 737-9. Initially Boeing did not change the fuselage length and door configurations of the 737 MAX so the 737-7, 737-8 and 737-9 designations compare to the-700,-800 and 900ER designations of the 737NG. The 737 MAX will likely put negative pressure on the values of current generation narrow bodied aircraft.
The 737-8 will be targeted against its arch rival the A320neo. So far 1,898 orders have been placed for the 737-8 variant, making it the most popular 737 MAX variant. There are 402 orders for which the choice between a 737-7,737-8 and 737-9 is still open and there are 487 orders for which the customer has not decided for a 737-8 or 737-9.
Other Models
BOEING 737-8-200
Medium Narrowbody
With the successful introduction of the A320neo family, Boeing had to respond. For several years, Boeing was investigating the replacement of the 737 with an all new "clean sheet" design. But the introduction of the A320neo with its efficient specifications and sky high sales figures put pressure on Boeing to come far earlier with a more modern and efficient 737NG successor. So in August 2011 Boeing presented the 737 MAX Family. The first 737 MAX will be delivered in 2017. Most important new feature of the 737 MAX is the introduction of the new CFM International LEAP-1B engine. With a fan diameter of 69.4 inches (176 cm) it is an increase of 7.6 inches (19.3cm) from the CFM56-7B engine on the 737NG. To maintain a 16.9 inches (42.9cm) ground clearance beneath the engine, Boeing had to increase the height of nose gear by 8 inches (20cm), which drove a re-design of the forward electronics equipment bay in the nose section that encloses the nose gear. The engine is also moved more forward and up relative to the 737NG. The new larger fan diameter improves the fuel burn by a claimed 12-14%.The new engine also has external nacelle chevrons similar to those on the 787 and 747-8, which reduces the engine's noise. The new Leap-1B engine is smaller than the Leap-1A and PW1100G engine option on the new A320neo family. Fuel efficiency is improved by some aerodynamic modifications on the fuselage (a new tail cone) and the introduction of a new winglet design, called the AT-Advanced Technology-Winglet. In term of range the 737 MAX has an improved range of 400-540nm. Inside, Boeing offers the Sky Interiors as standard and offers some minor modifications to the aircraft systems. This includes a flight deck with 4 new large displays but with the same look and feel as the 737NG flightdeck to preserve commonality with training across the 737 Family.
Boeing froze the definitive design of the 737 MAX in the summer of 2013. The first flight of a 737 MAX (a 737-8) took place on 29 January 2016 and the first 737 MAX is scheduled to enter commercial service in mid-2017. The designation MAX is only used as a marketing term and to name the whole family. The official designations of the three MAX models will be 737-7, 737-8 and 737-9. Initially Boeing did not change the fuselage length and door configurations of the 737 MAX so the 737-7, 737-8 and 737-9 designations compare to the-700,-800 and 900ER designations of the 737NG. The 737 MAX will likely put negative pressure on the values of current generation narrow bodied aircraft.
In September 2014 Boeing introduced a new high density variant of the 737 MAX Family, called the 737-8-200. The 737-8-200 is based on the 737-8 airframe. Modifications to the cabin such as smaller front and rear alleys and two mid-rear fuselage escapes doors to meet the FAA evacuation regulations has made it possible to accommodate up to 200 passengers. The 737-8-200 will have the same MTOW as the 737-8 and will therefore have a shorter range of 2.700nm. The 737-8-200 is especially designed for low cost carriers, as Boeing expects that the low cost sector will account for 35% of the single-aisle airline capacity by 2033. With 200 seats, a 737-8-200 will have five percent lower operating costs than the 737-8-200. Launch customer of the 737-8-200 is Ryanair which ordered 100 aircraft and took options for a 100 more in November 2014. In May 2016 Vietnamese low-cost carrier VietJet Air ordered 100 737-8-200s. A remarkable order as VietJet Air is an all Airbus operator with currently a fleet of 37 Airbus A320/320ceo aircraft in service and 63 A320/A321neo aircraft on order.
Boeing froze the definitive design of the 737 MAX in the summer of 2013. The first flight of a 737 MAX (a 737-8) took place on 29 January 2016 and the first 737 MAX is scheduled to enter commercial service in mid-2017. The designation MAX is only used as a marketing term and to name the whole family. The official designations of the three MAX models will be 737-7, 737-8 and 737-9. Initially Boeing did not change the fuselage length and door configurations of the 737 MAX so the 737-7, 737-8 and 737-9 designations compare to the-700,-800 and 900ER designations of the 737NG. The 737 MAX will likely put negative pressure on the values of current generation narrow bodied aircraft.
In September 2014 Boeing introduced a new high density variant of the 737 MAX Family, called the 737-8-200. The 737-8-200 is based on the 737-8 airframe. Modifications to the cabin such as smaller front and rear alleys and two mid-rear fuselage escapes doors to meet the FAA evacuation regulations has made it possible to accommodate up to 200 passengers. The 737-8-200 will have the same MTOW as the 737-8 and will therefore have a shorter range of 2.700nm. The 737-8-200 is especially designed for low cost carriers, as Boeing expects that the low cost sector will account for 35% of the single-aisle airline capacity by 2033. With 200 seats, a 737-8-200 will have five percent lower operating costs than the 737-8-200. Launch customer of the 737-8-200 is Ryanair which ordered 100 aircraft and took options for a 100 more in November 2014. In May 2016 Vietnamese low-cost carrier VietJet Air ordered 100 737-8-200s. A remarkable order as VietJet Air is an all Airbus operator with currently a fleet of 37 Airbus A320/320ceo aircraft in service and 63 A320/A321neo aircraft on order.
Other Models
BOEING 737-900
Large Narrowbody
The 737-900 is a 7-feet 8-inch stretch of the 737-800, seating 14 additional passengers in a two-class configuration. However, due to the lack of an additional emergency exit, the maximum seating capacity of the 737-900 is limited to the same 189 passengers as on the-800. This makes the aircraft uninteresting for the charter and low-cost sector. It also lacks the payload/range capability of its Airbus A321-200 competitor. These factors made the 737-900 an even bigger commercial failure then the 737-600, causing a large 737-800 operator like SAS to opt for the A321 instead of the 737-900. Winglets can be retrofitted which reduces fuel consumption and consequently extends the range slightly but hasn't improved the 737-900s commercial prospects.
The development of the 737-900ER consigned the-900 into the ranks of the least popular single-aisle aircraft. Production of the 737-900 ended in 2005. Only 56 737-900 were built and are still in service today-50% of them are fitted with winglets. In January 2013 Aviation Partners Boeing (APB) introduced a new type of winglet called the Split Scimitar Winglets. By replacing an aluminium winglet tip cap of a blended winglet with a new aerodynamically shaped "Scimitar " TM winglet tip cap and by adding a new Scimitar tipped Ventral Strake savings up to 45,000 gallons of jet fuel per aircraft per year are possible according to APB. APB received FAA Certification for the Split Scimitar Winglets in February 2014. Since the launch of the programme, Scimitar winglets have been ordered by 25 Airlines. In October 2013 Alaska Airlines ordered Split Scimitar winglets for its complete 737NG fleet, including its 737-900s, but until today none of their 737-900 haven been retrofitted with Scimitars. Only United Airlines operates 6 737-900 equipped with Scimitar winglets.
The development of the 737-900ER consigned the-900 into the ranks of the least popular single-aisle aircraft. Production of the 737-900 ended in 2005. Only 56 737-900 were built and are still in service today-50% of them are fitted with winglets. In January 2013 Aviation Partners Boeing (APB) introduced a new type of winglet called the Split Scimitar Winglets. By replacing an aluminium winglet tip cap of a blended winglet with a new aerodynamically shaped "Scimitar " TM winglet tip cap and by adding a new Scimitar tipped Ventral Strake savings up to 45,000 gallons of jet fuel per aircraft per year are possible according to APB. APB received FAA Certification for the Split Scimitar Winglets in February 2014. Since the launch of the programme, Scimitar winglets have been ordered by 25 Airlines. In October 2013 Alaska Airlines ordered Split Scimitar winglets for its complete 737NG fleet, including its 737-900s, but until today none of their 737-900 haven been retrofitted with Scimitars. Only United Airlines operates 6 737-900 equipped with Scimitar winglets.
Other Models
BOEING 737-900 ER
Large Narrowbody
As the 737-900 was not able to compete effectively with the A321, Boeing developed the 737-900ER which offers longer range and more seats. Technically, the-900ER, features a flat rear pressure bulkhead which enlarges the usable cabin space, a pair of additional exit doors to increase the maximum seat capacity to 215 and structural and aerodynamic changes and 2 optional additional fuel tanks which increase the range to enable it to fly 'coast-to-coast' in the US Domestic market. The 737-900ER entered service in 2007 with Lion Air and has become the production standard. In the first years of service, the 737-900ER fleet was highly concentrated with Lion Air and this somehow contributed to its stigma as a not very liquid, difficult to finance asset. However since 2011 things have improved especially thanks to big orders from United and Delta Air Lines, who see the aircraft as a replacement for their domestic 757-200s. Today United is with 135 aircraft (130 in service & 5 on order) the biggest operator of the type, followed by Delta and Lion Air who both have a fleet of 120 aircraft (Delta: 64 aircraft in service and 56 on order; Lion Air including its subsidiaries Batik Air, Malindo Air and Thai Lion Air 98 aircraft in service and 22 on order). Alaska Airlines is also a large operator of the type with 65 aircraft (49 in Service and 16 on order). These four airlines have together a market share of 87.3% which make the fleet still highly concentrated. Besides these four airlines, all other operators of the type have relatively small fleets with only Turkish Airlines operating a sizeable fleet of 15 aircraft. The Turkish Airlines 737-900ER are equipped with extra tanks and operate mainly on the airline's African network.
With only 20 operators and its high fleet concentration in North America and Indonesia, it is clear that the 737-900ER does not have the market appeal of its largest competitor the A321-200. On paper, the 737-900ER matches some of the A321-200 key capabilities but, a combination of (a) late introduction compared to the rest of the 737NG Family and; (b) poor field performance in hot/high take-off conditions; meant that the aircraft so far probably failed to reach the manufacturer's aspirations for sales volume and particularly growth of the operator base. With the introduction of the improved A321neo on the horizon Boeing had to improve its offer. Boeing reacted by launching the 737 MAX 9 with a new engine, a new winglet and other improvements which will make the aircraft 10-15% more efficient.
As a VIP/corporate shuttle version, the 737-900 based Boeing Business Jet3 ('BBJ3') attracted a total of 7 orders of which 6 have been delivered so far. In January 2013 Aviation Partners Boeing (APB) introduced a new type of winglet called the Split Scimitar Winglets. By replacing an aluminium winglet tip cap of a blended winglet with a new aerodynamically shaped "Scimitar " TM winglet tip cap and by adding a new Scimitar tipped Ventral Strake savings up to 45,000 gallons of jet fuel per aircraft per year are possible according to APB. APB received FAA Certification for the Split Scimitar Winglets in February 2014.
Since the launch of the programme, Scimitar winglets for the 737-900ER only have been ordered by the North American operators of the type, United Airlines, Delta Air Lines and Alaska Airlines. Currently there are no cargo conversion programmes for the 737-900 and 737-900ER, but Boeing is looking at a 737-900BCF.
With only 20 operators and its high fleet concentration in North America and Indonesia, it is clear that the 737-900ER does not have the market appeal of its largest competitor the A321-200. On paper, the 737-900ER matches some of the A321-200 key capabilities but, a combination of (a) late introduction compared to the rest of the 737NG Family and; (b) poor field performance in hot/high take-off conditions; meant that the aircraft so far probably failed to reach the manufacturer's aspirations for sales volume and particularly growth of the operator base. With the introduction of the improved A321neo on the horizon Boeing had to improve its offer. Boeing reacted by launching the 737 MAX 9 with a new engine, a new winglet and other improvements which will make the aircraft 10-15% more efficient.
As a VIP/corporate shuttle version, the 737-900 based Boeing Business Jet3 ('BBJ3') attracted a total of 7 orders of which 6 have been delivered so far. In January 2013 Aviation Partners Boeing (APB) introduced a new type of winglet called the Split Scimitar Winglets. By replacing an aluminium winglet tip cap of a blended winglet with a new aerodynamically shaped "Scimitar " TM winglet tip cap and by adding a new Scimitar tipped Ventral Strake savings up to 45,000 gallons of jet fuel per aircraft per year are possible according to APB. APB received FAA Certification for the Split Scimitar Winglets in February 2014.
Since the launch of the programme, Scimitar winglets for the 737-900ER only have been ordered by the North American operators of the type, United Airlines, Delta Air Lines and Alaska Airlines. Currently there are no cargo conversion programmes for the 737-900 and 737-900ER, but Boeing is looking at a 737-900BCF.
Other Models
BOEING 737-9
Large Narrowbody
With the successful introduction of the A320neo family, Boeing had to respond. For several years, Boeing was investigating the replacement of the 737 with an all new "clean sheet" design. But the introduction of the A320neo with its efficient specifications and sky high sales figures put pressure on Boeing to come far earlier with a more modern and efficient 737NG successor. So in August 2011 Boeing presented the 737 MAX Family. The first 737 MAX will be delivered in 2017. Most important new feature of the 737 MAX is the introduction of the new CFM International LEAP-1B engine. With a fan diameter of 69.4 inches (176 cm) it is an increase of 7.6 inches (19.3cm) from the CFM56-7B engine on the 737NG. To maintain a 16.9 inches (42.9cm) ground clearance beneath the engine, Boeing had to increase the height of the nose gear by 8 inches (20cm), which drove a re-design of the forward electronics equipment bay in the nose section. The engine is also moved more forward and up relative to the 737NG. The new larger fan diameter improves the fuel burn by a claimed 12-14%.The new engine also has external nacelle chevrons similar to those on the 787 and 747- 8, which reduces the engine's noise. The New LEAP-1B engine is smaller than the LEAP-1A and PW1100G engine option on the new A320neo family. Fuel efficiency is improved by some aerodynamic modifications on the fuselage (a new tail cone) and the introduction of a new winglet design, called the AT-Advanced Technology-Winglet Technology. In term of range the 737 MAX has an improved range of 400-540nm. Inside, Boeing offers the Sky Interiors as standard and offers some minor modifications to the aircraft system. This includes a flight deck with 4 new large displays but with the same look and feel as the 737NG flightdeck to preserve commonality with training across the 737 Family.
Boeing froze the definitive design of the 737 MAX in the summer of 2013. The first flight of a 737 MAX (a 737-8) took place on 29 January 2016 and the first 737 MAX is scheduled to enter commercial service in mid-2017.The designation MAX is only used as a marketing term and to name the whole family. The official designations of the three MAX models will be 737-7, 737-8 and 737-9. Initially Boeing did not change the fuselage length and door configurations of the 737 MAX so the 737-7, 737-8 and 737-9 designations compare to the-700,-800 and 900ER designations of the 737NG. The 737 MAX will likely put negative pressure on the values of current generation narrow bodied aircraft.
The 737-9 competes with the A321neo for orders. Both aircraft are especially seen as the successor for the 757-200, although with less range. To offer more range Airbus has announced a long range version of the A321neo. Compared with the ~1.200 orders for the Airbus A321neo, sales of the 737-9 have been very disappointing. So far 222 737-9s have been ordered (100 of them for United) and there has been very little order-activity. No new orders for the 737-9 have been announced since September 2014. There are 402 orders for which the choice between a 737-7, 737-8 and 737-9 is still open and there are 487 orders for which the customer has not decided for a 737-8 or 737-9. To grasp the 757 successor market Boeing has been talking about a new middle-of-the-market aircraft. An all new clean-sheet aircraft offering the range and seating capacity in the range of the old 767-200 and the operating economics of the 737 MAX. But it will take some time before this aircraft-if it is ever launched-will be available so Boeing is also considering options to improve the current 737-9 design, to offer a more competitive aircraft to the A321neo. A possible stretch (a 737-10?) and re-engining of the current 737-9 with a larger fan engine (which requires also a longer, re-designed landing gear) is one of the options Boeing has, to repair the five-to-one ratio, by which the 737-9 is currently being outsold by the Airbus A321neo. It has to be taken into account, for a significant number of MAX' orders the version has not been decided and possibly some-9 orders are hidden in this group.
Boeing froze the definitive design of the 737 MAX in the summer of 2013. The first flight of a 737 MAX (a 737-8) took place on 29 January 2016 and the first 737 MAX is scheduled to enter commercial service in mid-2017.The designation MAX is only used as a marketing term and to name the whole family. The official designations of the three MAX models will be 737-7, 737-8 and 737-9. Initially Boeing did not change the fuselage length and door configurations of the 737 MAX so the 737-7, 737-8 and 737-9 designations compare to the-700,-800 and 900ER designations of the 737NG. The 737 MAX will likely put negative pressure on the values of current generation narrow bodied aircraft.
The 737-9 competes with the A321neo for orders. Both aircraft are especially seen as the successor for the 757-200, although with less range. To offer more range Airbus has announced a long range version of the A321neo. Compared with the ~1.200 orders for the Airbus A321neo, sales of the 737-9 have been very disappointing. So far 222 737-9s have been ordered (100 of them for United) and there has been very little order-activity. No new orders for the 737-9 have been announced since September 2014. There are 402 orders for which the choice between a 737-7, 737-8 and 737-9 is still open and there are 487 orders for which the customer has not decided for a 737-8 or 737-9. To grasp the 757 successor market Boeing has been talking about a new middle-of-the-market aircraft. An all new clean-sheet aircraft offering the range and seating capacity in the range of the old 767-200 and the operating economics of the 737 MAX. But it will take some time before this aircraft-if it is ever launched-will be available so Boeing is also considering options to improve the current 737-9 design, to offer a more competitive aircraft to the A321neo. A possible stretch (a 737-10?) and re-engining of the current 737-9 with a larger fan engine (which requires also a longer, re-designed landing gear) is one of the options Boeing has, to repair the five-to-one ratio, by which the 737-9 is currently being outsold by the Airbus A321neo. It has to be taken into account, for a significant number of MAX' orders the version has not been decided and possibly some-9 orders are hidden in this group.
Other Models
BOEING 757-200
Large Narrowbody
The 757-200 was developed in conjunction with the wide bodied 767 programme. As a result the 757-200 shares c.50% of the components with the 767 and has a common crew rating. The 757 was designed for trans-continental markets that had outgrown the then-available 727. In 1986, a 757-200 with a higher certified MTOW entered service. ETOPS certification further improved the 757's operational flexibility. The 757 attracted many orders from the major carriers and charter airlines. Nevertheless, for the higher frequency mainline operations, legacy carriers and especially low cost airlines selected A320 family or 737NG aircraft. The 757's transcontinental range, which made the aircraft heavy, became less attractive as a differentiator as the range of the more modern A320 family and 737NG had increased. The competing, newer A321-200 was lighter, more fuel efficient and also able to fly US coast-to-coast routes. When retrofitted with winglets (51,3% of pax fleet), the 757-200 could get 4-5% more efficient which even opened up a new role in low density medium haul (transatlantic) operations.
Boeing decided to end the 757 production in 2004. Although the part- out phase already started for older 757s, large fleets of younger 757s have remained in passenger service, particularly at some US majors. However American Airlines, Delta Airlines and United Airlines have already ordered large quantities of 737-900ER, 737-9, A321-200 and A321neo aircraft to replace their ageing 757-200 fleet and in recent years especially United and American have sent many 757 aircraft to the storage fields in the desert. About 30% of the 757-200 fleet is stored. Some of them will be converted to freighter, but many will not return to the skies again. With the introduction of even more efficient aircraft with the same seating, payload and range specifications as the 757-200, in the form of the A321neo and 737-9, the days of the 757-200 as transcontinental workhorse of the US majors are numbered. The disposal of large quantities of 757-200s will have impact on its values. It may still be an attractive aircraft for some airlines looking for a relatively cheap and medium range aircraft, available in the short term. A large number of 757-200s have an extended operational future with e.g. DHL and Fedex (no winglets) as strongly committed customers for freighter conversions. As corporate/VIP /Head of State aircraft, 22 757-200s are operated by 16 operators.
Early 2014 Boeing confirmed that it is in the early phase of a market study for a 757 successor. Since then, the possible introduction of a "middle-of-the-market" (MoM) aircraft has been a hot topic at aviation conferences and in the on-line and printed aviation media. These new MoM aircraft should fit between the current single aisle aircraft (the 737 Max) and the smallest twin-aisle aircraft (787-8). The MoM aircraft should be capable to fly 210-250 passengers in a 2 class configuration over distances of 4.500-5.000nm. Especially the successful introduction of the long range version of the Airbus A321neo put some pressure on Boeing to come with a competitive aircraft in this MoM segment. Boeing have various options. A further stretch of the 737-9 (a 737-10) with new wing and larger LEAP engines would be a relative cheap and quick solution. The development of a new clean sheet design, the other option, will be a much higher investment and it would be unlikely that this new clean sheet aircraft will be available before 2023-2025. Doubts about the size of this market segment makes that Boeing is still investigating if there will be enough interest from airlines to justify the investment.
Boeing decided to end the 757 production in 2004. Although the part- out phase already started for older 757s, large fleets of younger 757s have remained in passenger service, particularly at some US majors. However American Airlines, Delta Airlines and United Airlines have already ordered large quantities of 737-900ER, 737-9, A321-200 and A321neo aircraft to replace their ageing 757-200 fleet and in recent years especially United and American have sent many 757 aircraft to the storage fields in the desert. About 30% of the 757-200 fleet is stored. Some of them will be converted to freighter, but many will not return to the skies again. With the introduction of even more efficient aircraft with the same seating, payload and range specifications as the 757-200, in the form of the A321neo and 737-9, the days of the 757-200 as transcontinental workhorse of the US majors are numbered. The disposal of large quantities of 757-200s will have impact on its values. It may still be an attractive aircraft for some airlines looking for a relatively cheap and medium range aircraft, available in the short term. A large number of 757-200s have an extended operational future with e.g. DHL and Fedex (no winglets) as strongly committed customers for freighter conversions. As corporate/VIP /Head of State aircraft, 22 757-200s are operated by 16 operators.
Early 2014 Boeing confirmed that it is in the early phase of a market study for a 757 successor. Since then, the possible introduction of a "middle-of-the-market" (MoM) aircraft has been a hot topic at aviation conferences and in the on-line and printed aviation media. These new MoM aircraft should fit between the current single aisle aircraft (the 737 Max) and the smallest twin-aisle aircraft (787-8). The MoM aircraft should be capable to fly 210-250 passengers in a 2 class configuration over distances of 4.500-5.000nm. Especially the successful introduction of the long range version of the Airbus A321neo put some pressure on Boeing to come with a competitive aircraft in this MoM segment. Boeing have various options. A further stretch of the 737-9 (a 737-10) with new wing and larger LEAP engines would be a relative cheap and quick solution. The development of a new clean sheet design, the other option, will be a much higher investment and it would be unlikely that this new clean sheet aircraft will be available before 2023-2025. Doubts about the size of this market segment makes that Boeing is still investigating if there will be enough interest from airlines to justify the investment.
Other Models
BOEING 757-300
Large Narrowbody
The 757-300 was a last-minute and essentially unsuccessful attempt to revitalize the 757 market by introducing a stretched version. After offering only one version for almost two decades, this 23ft longer version (c.44 more pax in single class) was offered as well. However by the end of the 1990s the 20 year old technology of the 757 was considered outdated and the trend in the narrow bodied aircraft market was towards smaller aircraft used with high frequency instead of larger. As a result the 757-300 never got of the ground commercially and production was ended only five years after it first entered into service. United, Delta (both US airlines inherited the type after a takeover of another airline) and Condor are the most important 757-300 operators (21, 16 and 13 a/c in service respectively). There is no cargo conversion program for the 757-300.
Other Models
BOEING 767-200/200ER
Small Widebody
The 767 variants make up a family of small and medium wide bodied aircraft for medium to long-range operations. The 767-200 is the smallest of the three variants and is offered in a basic and a high gross weight (-200ER extended range) version and some "hybrid" versions (-200EM;-200ERM). The aircraft was designed to fit in between the larger DC-10 and L1011 wide bodies and the narrow bodied 727s. It would replace the 707 and DC-8s and competed directly with the slightly earlier introduced A310. Both aircraft ended up splitting a rather limited 220-seat wide bodied aircraft market. Many passenger 767- 200/200ER aircraft have already been dismantled and with 67.3% of the current fleet stored, the type has a very high storage percentage.
Although the 767 production line is still open (for freighters and the 767 Tanker order from the USAF), there has been no 767-200(ER) delivery since March 2003 and it is not likely that any new ones will be ordered. The operator base is very fragmented and consists of just second tier operators with very small fleets (3 or less). An additional eight 767-200s serve as corporate/VIP/Head of State aircraft. Twelve 767-200s were built as tanker, military transport aircraft or military reconnaissance aircraft for the Japanese and Italian Air Force and one 767-200 was converted from passenger aircraft to tanker / transport aircraft for the Colombian Air Force. After a long an intense procurement process the USAF ordered 175 767 Tankers which will be a derivative of the 767- 200. For older-200(ER)s, a (package) freighter conversion programme is available (60 conversions so far for primarily ABX Air and Star Air). However, looking forward, the 767-300(ER) is the preferred conversion candidate because of the larger volume and higher take-off weights.
Although the 767 production line is still open (for freighters and the 767 Tanker order from the USAF), there has been no 767-200(ER) delivery since March 2003 and it is not likely that any new ones will be ordered. The operator base is very fragmented and consists of just second tier operators with very small fleets (3 or less). An additional eight 767-200s serve as corporate/VIP/Head of State aircraft. Twelve 767-200s were built as tanker, military transport aircraft or military reconnaissance aircraft for the Japanese and Italian Air Force and one 767-200 was converted from passenger aircraft to tanker / transport aircraft for the Colombian Air Force. After a long an intense procurement process the USAF ordered 175 767 Tankers which will be a derivative of the 767- 200. For older-200(ER)s, a (package) freighter conversion programme is available (60 conversions so far for primarily ABX Air and Star Air). However, looking forward, the 767-300(ER) is the preferred conversion candidate because of the larger volume and higher take-off weights.
Other Models
BOEING 767-300/300ER
Medium Widebody
The basic 767-300 is essentially a 45 seat stretch of the 767-200, and is mostly used in the North American and transatlantic market as well as the Asian domestic (Japan) and regional markets. Boeing almost simultaneously developed the higher gross weight 767-300ER which has up to 2,000 nm of additional range, a standard lower deck large cargo door and is mostly used on inter-continental routes. The 767- 300ER is the most successful member of the 767 family, selling over 500. However like the 757, the 767 is technically outdated, a problem that became obvious after the introduction of the A330-200 which is more efficient and more capable. Many airlines therefore replaced their 767-300ER with the new Airbus products (among others KLM, Air Europa, SAS, and Air France). Although still on offer by Boeing, sales of the 767-300ER have dried up and in the summer of 2014, the-for the time being-last passenger 767-300ER was delivered to Air Astana. The A330-200 still records moderate sales, so in the meantime it has already outsold the 767-300ER. It is possible to upgrade the 767-300ER with winglets (est. 4-5% fuel burn improvement) which has been done to 270 aircraft, mostly by the US majors which still operate the majority of the 767-300(ER) fleet. Boeing's 787 will replace a large part of all 767s in the near future.
Despite the low backlog, the 767 production line remained open because of the USAF tanker aircraft order which was granted in 2011 to Boeing's 767 platform (with 787 updates) and for 767 freighters, ordered by Fedex. For first tier airlines, used 767-300ERs are no longer attractive aircraft as they can afford more modern and fuel efficient alternatives. However, thanks to its low capital costs and long haul capabilities, a 767-300ER can be a very good aircraft for new start-up airlines, ACMI operators and new long haul low-cost/leisure initiatives. For example in Canada Air Canada Rouge and WestJet started long haul low cost operations aimed at the leisure market with 767-300ERs in 2013 and 2015. Many former passenger 767-300ERs, excluding low MTOW aircraft with structurally weaker wings, will find a second life as a converted freighter as soon as feedstock values have become cheap enough. It certainly beats converted A300 or A310 freighters on payload/range capability although it has a narrower fuselage (less optimal container configurations) than these Airbus competitors. Demand for medium widebody freighters is rising in mainly China and the USA as e-commerce companies like Alibaba and Amazon intend to start their own air express operations to become more independent from companies like UPS, DHL and Fedex. Converted 767-300 freighters are an ideal platform for these new start up initiatives. In 2016 more than 20 767-300/ERs had been converted. As corporate/VIP aircraft, an additional eight 767-300(ER)s are in service.
Despite the low backlog, the 767 production line remained open because of the USAF tanker aircraft order which was granted in 2011 to Boeing's 767 platform (with 787 updates) and for 767 freighters, ordered by Fedex. For first tier airlines, used 767-300ERs are no longer attractive aircraft as they can afford more modern and fuel efficient alternatives. However, thanks to its low capital costs and long haul capabilities, a 767-300ER can be a very good aircraft for new start-up airlines, ACMI operators and new long haul low-cost/leisure initiatives. For example in Canada Air Canada Rouge and WestJet started long haul low cost operations aimed at the leisure market with 767-300ERs in 2013 and 2015. Many former passenger 767-300ERs, excluding low MTOW aircraft with structurally weaker wings, will find a second life as a converted freighter as soon as feedstock values have become cheap enough. It certainly beats converted A300 or A310 freighters on payload/range capability although it has a narrower fuselage (less optimal container configurations) than these Airbus competitors. Demand for medium widebody freighters is rising in mainly China and the USA as e-commerce companies like Alibaba and Amazon intend to start their own air express operations to become more independent from companies like UPS, DHL and Fedex. Converted 767-300 freighters are an ideal platform for these new start up initiatives. In 2016 more than 20 767-300/ERs had been converted. As corporate/VIP aircraft, an additional eight 767-300(ER)s are in service.
Other Models
BOEING 767-400ER
Medium Widebody
Like the 757-300, the 767-400ER was a failed attempt by Boeing to revive a 20-year-old programme. It was launched to create a better competitor to the successful A330-200. The 767-400ER is a 45 seat (21 feet) stretch of the (already stretched) 767-300 fuselage and also features an extended wing by the addition of 7 feet and 8 inch raked wingtips. Market acceptance of the 767-400ER was-with only two airlines buying the aircraft-awful as it largely featured 20 year-old technology. Today Delta Airlines (21) and United Airlines (16) which inherited the aircraft from the Continental take over, operate the 767- 400ER. Although still being offered by Boeing, it is unlikely that the 767- 400ER will receive any additional commercial orders. Fedex expressed some interest in a (factory built) 767-400 freighter some years ago, but ordered the-300 freighter version of the 767. One 767-400ER is built as VIP aircraft for the Government of Bahrain.
Other Models
BOEING 787-8
Medium Widebody
The 787 family is initially designed to replace the 757- and 767-products and is the most successful widebody aircraft design ever in terms of aircraft ordered prior to its entry into service. The 787 family features many new technologies like a full composite structure including wing and barrel shaped fuselage sections (accommodates 9 abreast seating), new up to 15-20% more efficient and relatively quiet engines, improved aerodynamics and many new electric systems instead of pneumatics/ hydraulics. The 787-8 is the 'baseline model' and is optimized for the long-range medium-density markets and would serve as such as a replacement for the 767-300ER and be a new threat to the successful A330-200. Furthermore, its ultra-long-range capability enables it as well to develop new point-to-point routes, as airlines may use it as "pathfinder" to develop routes between city-pairs at long range that have insufficient traffic density to (yet) justify the larger long range aircraft types. Design and production difficulties lead to multiple serious delays of the first delivery. Eventually the first Dreamliner was delivered to ANA in September 2011 and first commercial service of a 787 took place later that year on 26 October.
After a successful first year in service and 50 Dreamliners delivered to various airlines, the 787 programme got a major setback. In January 2013 after "battery events" on board a Japan Airlines 787-8 and on board an ANA 787-8, the global fleet of all 787-8s in service was grounded by the aviation authorities. The damage to the battery and surrounding area led to loss of battery function on both airplanes and in both cases was caused by the lithium-ion batteries that Boeing installs in the forward and aft electronic equipment bays of each 787. This type of battery is necessary for the 787's performance, because of the battery type's ability to offer peak performance in very short notice and because each battery is relatively light and small. After more than 200,000 engineers' hours spent, Boeing presented an improved battery design with a three- layer protection method preventing initiation or propagation of a battery event and then additionally preventing any impact to the safe operation of the airplane. The US FAA approved the new battery design and lifted the grounding order on 21 April 2013. Boeing exercised a programme of battery system retrofits to the in service and undelivered new 787s and airlines subsequently resumed operations with their 787 fleets. Besides these battery problems, teething problems continued to haunt the 787, which caused major operational problems for many operators. One of the most high-profile incidents was a fire (again) on board a parked, unoccupied and unpowered Ethiopian Airlines 787 at London Heathrow on 12 July 2013. Although this fire was not caused by its main batteries, but by a overheated Emergency Locator (ELT), which contains Lithium- Manganese Dioxide Batteries, it did not help to improve the 787 already tainted (media) reputation. All these 2013 incidents did not result in any cancellation of orders. Several operators still indicate that while the 787 is a very advanced design, it is a bit of a "prima donna" as its systems are complex and sensitive causing headaches to the airlines' operational organisations.
As of summer 2016, more than 300 787-8s have been built and delivered to more than 40 operators. Boeing decided it will deliver none of the six flight test aircraft to customers. The first batch of customer production models (line # 7-22, nicknamed "Terrible Teenagers") suffered from structural overweight and performance issues and didn't meet Boeing's performance guarantees provided to the original customers, who subsequently rejected these aircraft. Also, Boeing encountered serious quality and design issues in the construction of major components such as empennage, side-of-body wing joint and horizontal tail plane stabilizers. This meant that the aircraft had to be re-engineered to meet target delivery specifications. The "teenager" aircraft feature a lower-than-standard MTOW, severely compromising its payload/range capability. The "teenager" 787-8 aircraft were stored at Everett and Boeing tried hard to sell these "teenagers" with a huge discount to other airlines. However the "teenager" stigma made it very difficult to find customers for these aircraft. In 2015 Boeing sold six of these "teenagers" to Ethiopian and two to Air Austral. These eight "teenagers" will have to undergo a probably costly modification programme, before being suitable for delivery to their new customers. Two more teenagers were sold to the Mexican and Korean government for use as a VIP aircraft.
For various reasons (delays, expected 787-8 underperformance, more value, etc), a significant numbers of 787-8 orders have been swapped to the 787-9 variant and there have also been very few new orders since 2010, as airlines prefer the better economics of its larger siblings, the 787-9 and 787-10. Since its first commercial flight in October 2011, Boeing only booked 34 new orders for the 787-8 and they placed 12 of the old 787-8 "teenagers" in the market at discounted price levels. The last new order for a new 787-8 dates back to 2013. The current backlog has shrunk to 115 aircraft and as long as no orders are placed, the last 787-8 aircraft from the current order book are scheduled for delivery around 2020.
Unfortunately Boeing didn't bother incorporating a number of the structural improvements of the-9 design into the-8, so it seems Boeing is commercially more focused on the-9. Boeing selected General Electric (GE) and Rolls-Royce (RR) to supply engines for the 787 program. The initial versions of these engines missed aircraft fuel burn targets by around 3-to-4 percent. Incremental improvements to the engines' hardware and software resulted in enhanced engine performance that better matched the aircraft fuel burn target. The PIP II package for the GEnx-1B engines and the package TEN (e.i.s. 2017) for the RR Trent 1000 engines are expected to achieve (or exceed) the original fuel burn targets for the 787. This still leaves a number of early production aircraft with GEnx-1B PIP I and Trent 1000 Package B and C engines. GE has indicated that during future shop-visits all PIP I engines may be upgraded to PIP II level. RR has not made any similar indications regarding the upgrade of Package B and C engines to the Package TEN hardware standard. This means that RR "B" and "C"powered 787's are at risk of becoming marginalised in the future. In addition, PIP II and Package TEN engines are more desirable (76K+ thrust level) engines as they can be applied to the 787-8 and 787-9, as well as the 787-10. Different airframe OEW's and engine standards require an individual evaluation of early 787-8's. It is deemed likely that the weights and payload-range performance of the 787-8 will gradually improve as further deliveries take place but will not meet the initial specs as set by Boeing for the time being. Line number 21 was the first 787-8 with a higher MTOW (502.5k lb) for long range operations.
Boeing has sold five 787-8 BBJs (Boeing Business Jets) for VIP/ Head- Of-State operations. Besides these five BBJs five more 787-8 (including 3 "teenagers") operate in a similar role, bringing the total of 787-8 VIP aircraft to ten. None of these VIP 787-8s is currently in service and all are currently being outfitted with a luxurious VIP interior.
After a successful first year in service and 50 Dreamliners delivered to various airlines, the 787 programme got a major setback. In January 2013 after "battery events" on board a Japan Airlines 787-8 and on board an ANA 787-8, the global fleet of all 787-8s in service was grounded by the aviation authorities. The damage to the battery and surrounding area led to loss of battery function on both airplanes and in both cases was caused by the lithium-ion batteries that Boeing installs in the forward and aft electronic equipment bays of each 787. This type of battery is necessary for the 787's performance, because of the battery type's ability to offer peak performance in very short notice and because each battery is relatively light and small. After more than 200,000 engineers' hours spent, Boeing presented an improved battery design with a three- layer protection method preventing initiation or propagation of a battery event and then additionally preventing any impact to the safe operation of the airplane. The US FAA approved the new battery design and lifted the grounding order on 21 April 2013. Boeing exercised a programme of battery system retrofits to the in service and undelivered new 787s and airlines subsequently resumed operations with their 787 fleets. Besides these battery problems, teething problems continued to haunt the 787, which caused major operational problems for many operators. One of the most high-profile incidents was a fire (again) on board a parked, unoccupied and unpowered Ethiopian Airlines 787 at London Heathrow on 12 July 2013. Although this fire was not caused by its main batteries, but by a overheated Emergency Locator (ELT), which contains Lithium- Manganese Dioxide Batteries, it did not help to improve the 787 already tainted (media) reputation. All these 2013 incidents did not result in any cancellation of orders. Several operators still indicate that while the 787 is a very advanced design, it is a bit of a "prima donna" as its systems are complex and sensitive causing headaches to the airlines' operational organisations.
As of summer 2016, more than 300 787-8s have been built and delivered to more than 40 operators. Boeing decided it will deliver none of the six flight test aircraft to customers. The first batch of customer production models (line # 7-22, nicknamed "Terrible Teenagers") suffered from structural overweight and performance issues and didn't meet Boeing's performance guarantees provided to the original customers, who subsequently rejected these aircraft. Also, Boeing encountered serious quality and design issues in the construction of major components such as empennage, side-of-body wing joint and horizontal tail plane stabilizers. This meant that the aircraft had to be re-engineered to meet target delivery specifications. The "teenager" aircraft feature a lower-than-standard MTOW, severely compromising its payload/range capability. The "teenager" 787-8 aircraft were stored at Everett and Boeing tried hard to sell these "teenagers" with a huge discount to other airlines. However the "teenager" stigma made it very difficult to find customers for these aircraft. In 2015 Boeing sold six of these "teenagers" to Ethiopian and two to Air Austral. These eight "teenagers" will have to undergo a probably costly modification programme, before being suitable for delivery to their new customers. Two more teenagers were sold to the Mexican and Korean government for use as a VIP aircraft.
For various reasons (delays, expected 787-8 underperformance, more value, etc), a significant numbers of 787-8 orders have been swapped to the 787-9 variant and there have also been very few new orders since 2010, as airlines prefer the better economics of its larger siblings, the 787-9 and 787-10. Since its first commercial flight in October 2011, Boeing only booked 34 new orders for the 787-8 and they placed 12 of the old 787-8 "teenagers" in the market at discounted price levels. The last new order for a new 787-8 dates back to 2013. The current backlog has shrunk to 115 aircraft and as long as no orders are placed, the last 787-8 aircraft from the current order book are scheduled for delivery around 2020.
Unfortunately Boeing didn't bother incorporating a number of the structural improvements of the-9 design into the-8, so it seems Boeing is commercially more focused on the-9. Boeing selected General Electric (GE) and Rolls-Royce (RR) to supply engines for the 787 program. The initial versions of these engines missed aircraft fuel burn targets by around 3-to-4 percent. Incremental improvements to the engines' hardware and software resulted in enhanced engine performance that better matched the aircraft fuel burn target. The PIP II package for the GEnx-1B engines and the package TEN (e.i.s. 2017) for the RR Trent 1000 engines are expected to achieve (or exceed) the original fuel burn targets for the 787. This still leaves a number of early production aircraft with GEnx-1B PIP I and Trent 1000 Package B and C engines. GE has indicated that during future shop-visits all PIP I engines may be upgraded to PIP II level. RR has not made any similar indications regarding the upgrade of Package B and C engines to the Package TEN hardware standard. This means that RR "B" and "C"powered 787's are at risk of becoming marginalised in the future. In addition, PIP II and Package TEN engines are more desirable (76K+ thrust level) engines as they can be applied to the 787-8 and 787-9, as well as the 787-10. Different airframe OEW's and engine standards require an individual evaluation of early 787-8's. It is deemed likely that the weights and payload-range performance of the 787-8 will gradually improve as further deliveries take place but will not meet the initial specs as set by Boeing for the time being. Line number 21 was the first 787-8 with a higher MTOW (502.5k lb) for long range operations.
Boeing has sold five 787-8 BBJs (Boeing Business Jets) for VIP/ Head- Of-State operations. Besides these five BBJs five more 787-8 (including 3 "teenagers") operate in a similar role, bringing the total of 787-8 VIP aircraft to ten. None of these VIP 787-8s is currently in service and all are currently being outfitted with a luxurious VIP interior.
Other Models
BOEING 787-9
Medium Widebody
The 787 family is initially designed to replace the 757- and 767-products but the 787-9 variant is closer to the 777-200ER in terms of payload- range. Compared to the baseline 787-8, the 787-9 has more powerful engines and a stretched fuselage (20 ft) which should enable it to carry some 40 more passengers (up to 290 passengers) over an additional 300nm range (7,600nm). The A350-800 is expected to be a close competitor but the slightly larger A350-900 could offer competing seat-mile economics as well. Versus the larger 777-200ER, the 787-9 is expected to bring a 20% relative trip cost improvement which is a 10% improvement in seat mile cost. In general, the 787 family features many new technologies like a full composite structure including wing and barrel shaped fuselage sections (accommodates 9 abreast seating), new up to 15-20% more efficient and relatively quiet engines, improved aerodynamics and many new electric systems instead of pneumatics/ hydraulics.
Design and production difficulties of the 787 programme have lead to serious delays, but on 17 September 2013 the 787-9 finally made its first flight. After a successful test programme, the first 787-9 was delivered to Air New Zealand on 10 July 2014. It is not yet clear whether the aircraft will meet the weight and payload-range specs as set by Boeing. Some order swapping from the 787-8 to the-9 already indicates that customers increasingly see the-9 as a popular variant with probably less teething problems than the-8. As of summer 2016, with 141 787-9s in active service and 432 787-9s on order, the 787-9 has clearly outsold the 787-8. The 787-9 did not suffer from a difficult entry-into-service with operational reliability problems for the airlines as the 787-8 did. Boeing claims for 787 reliability are now comparable to other aircraft. On the production side, the problems seemed to be solved as Boeing is producing the 787 with a rate of 10 aircraft a month, which will increase to 12 aircraft per month (+20%) later in 2016 and to 14 per month in 2020. The 787 is built at two production lines; in Everett (WA) and Charleston (SC). 2 787-9 have been ordered as a BBJ variant.
Design and production difficulties of the 787 programme have lead to serious delays, but on 17 September 2013 the 787-9 finally made its first flight. After a successful test programme, the first 787-9 was delivered to Air New Zealand on 10 July 2014. It is not yet clear whether the aircraft will meet the weight and payload-range specs as set by Boeing. Some order swapping from the 787-8 to the-9 already indicates that customers increasingly see the-9 as a popular variant with probably less teething problems than the-8. As of summer 2016, with 141 787-9s in active service and 432 787-9s on order, the 787-9 has clearly outsold the 787-8. The 787-9 did not suffer from a difficult entry-into-service with operational reliability problems for the airlines as the 787-8 did. Boeing claims for 787 reliability are now comparable to other aircraft. On the production side, the problems seemed to be solved as Boeing is producing the 787 with a rate of 10 aircraft a month, which will increase to 12 aircraft per month (+20%) later in 2016 and to 14 per month in 2020. The 787 is built at two production lines; in Everett (WA) and Charleston (SC). 2 787-9 have been ordered as a BBJ variant.
Other Models
BOEING 787-10
Large Widebody
The 787 family was initially conceived as a two-size family of aircraft compromising three models besides the already mentioned 787-8 and 787-9 Boeing also developed a 787-3. This version was initially developed for regional operations and featured the same fuselage dimensions as the 787-8. The 787-3 has been dropped by Boeing due to lack of market interest. In 2006 Boeing introduced the idea of a further stretch of the 787-9 to provide more payload capability and initially, called it the 787-10. After a few silent years, Boeing revealed a new rendering of a larger variant of the 787, now designated 787-10X. The- 10X appears to be shorter than the original "2006" 787-10. At the Paris Air Show in June 2013, Boeing launched the new Aircraft model (now called 787-10 again). The "new" 787-10 is marketed with seating for ~330 passengers in a two class layout and a range of ~6,400nm. It has the same wingspan and engines as the 787-9, which indicates that the 787-10 would probably be targeted for thick, medium-long routes such as transpacific or transatlantic. As such, it would be a strong competitor to today's very successful Airbus A330-300 (having slightly more pax and ~1,000nm more range) as well as to the Airbus A330-800/900neo and Airbus A350-800 and-900 which probably will be heavier but probably beat the-10 on range. In general, the 787 family features many new technologies like a full composite structure including wing and barrel shaped fuselage sections (accommodates 9 abreast seating), new up to 15-20% more efficient and relatively quiet engines, improved aerodynamics and many new electric systems instead of pneumatics/ hydraulics. A clear advantage for the 787-10 would be that it could benefit from the design, production and operational experience gained with the 787-8 and-9.
The service entry of the 787-10 is targeted for the second half of 2018. Initially the 787-10 was very well received in the market and in the first half year after its introduction at the Paris Air Show 2013, more than 120 aircraft had been ordered. Since then, the new order intake has been slow with only 21 new 787-10 orders, which in combination with a few order swaps from the 787-9 to 787-10 makes for a total backlog of 153 aircraft. If history is to repeat itself, a 787-10ER (extend range) might be introduced in the near future to give the 787-10 the extra range to compete against the new Airbus offerings in the segment. M.E. carriers would probably welcome a bit more range. Boeing however has not announced any plans in this direction and indicates that the-10 combines optimal seat-mile cost with adequate range for the majority of missions.
The service entry of the 787-10 is targeted for the second half of 2018. Initially the 787-10 was very well received in the market and in the first half year after its introduction at the Paris Air Show 2013, more than 120 aircraft had been ordered. Since then, the new order intake has been slow with only 21 new 787-10 orders, which in combination with a few order swaps from the 787-9 to 787-10 makes for a total backlog of 153 aircraft. If history is to repeat itself, a 787-10ER (extend range) might be introduced in the near future to give the 787-10 the extra range to compete against the new Airbus offerings in the segment. M.E. carriers would probably welcome a bit more range. Boeing however has not announced any plans in this direction and indicates that the-10 combines optimal seat-mile cost with adequate range for the majority of missions.
Other Models
BOEING 777-200
Large Widebody
The Boeing 777-family was developed to fill the capacity gap between the 767 and 747-400 and to replace older wide bodies as DC-10-10 and L-1011 Tristar. Compared to previous aircraft generations, the 777's largely computerized design featured improved, more reliable engines, a higher percentage of composites in the structure, digital fly-by-wire and a modern LCD cockpit. The 777-200, initially referred to as the 777A with a maximum range of 4,240 nm primarily aimed at the US high-density, trans-continental and intra-Asia market. The increasing high frequency competition from low-cost carriers in the US domestic market and strong competition from the more efficient and slightly longer range A330-300 limited the market acceptance and commercial success of the 777-200. Nine different-200 customers have taken delivery of 88 aircraft. The last few years, phase-outs of the 777-200 have accelerated. Eleven 777-200s have already been broken up; nine of them in the last two years. As the 777-200 is less capable compared to the 777-200ER and doesn't offer the low seat mile cost of the A330- 300, the 777-200 is less attractive for new operators. The reason that they are still flying is fleet commonality as all eight operators have also other variants of the 777 in their fleet (Operator # 9 and # 10 are Russian lease companies with both one stored ex Transaero 777-200 in their inventory). Most 777-200s are used on medium-haul high density routes. Largest operator of the type United Airlines (19 aircraft) has announced that it will move 10 777-200 from their transatlantic network, to their domestic network. One 777-200 is in use as VIP / Head of State aircraft for the Government of Gabon.
Because Fedex showed some interest in a conversion programme, a second life as converted (regional) freighter is a very remote possibility. Even the usually less cycled 777-200ER doesn't seem to be a popular feedstock plane. Only a converted 777-200LR could offer payload/range capabilities close to a factory freighter. Conversion won't be cheap (slightly under $30 mln) anyhow, because of the significant composite content in the structure and the complex (cockpit) technology. Although the 777 assembly line is still open, there has not been any 777--200 delivery since May 2007 (except-200LRF freighters) and it is not likely that any new 777-200s passenger planes will be ordered.
Because Fedex showed some interest in a conversion programme, a second life as converted (regional) freighter is a very remote possibility. Even the usually less cycled 777-200ER doesn't seem to be a popular feedstock plane. Only a converted 777-200LR could offer payload/range capabilities close to a factory freighter. Conversion won't be cheap (slightly under $30 mln) anyhow, because of the significant composite content in the structure and the complex (cockpit) technology. Although the 777 assembly line is still open, there has not been any 777--200 delivery since May 2007 (except-200LRF freighters) and it is not likely that any new 777-200s passenger planes will be ordered.
Other Models
BOEING 777-200ER
Large Widebody
The Boeing 777-family was developed to fill the capacity gap between the 767 and 747-400 and to replace older wide bodies as DC-10 and L-1011 Tristar. The 777-200ER, also referred to as the 777-200IGW (increased gross weight) or 777B, was developed to replace the DC-10 and L1011 tri-jets on long-haul routes and compete with the four-engine A340-300 and the MD-11 tri-jet. The 777-200ER was optimized on markets such as Europe to the US West Coast and offered some 2,500 nm range over the 777-200. Some airlines even managed to get the 180 minutes ETOPS certification increased to 207 minutes in 2000 which enabled the 777-200ER to fly trans- pacific routes efficiently and compete on thin 747 routes. The 777-200ER is however offered in six different gross weight variants. The lower gross weight versions are not always simply upgradeable and this would in any case be a very expensive exercise. Its payload/range performance combined with the efficiency of twin-engines made the 777-200ER the fastest selling widebody until the 787 was launched. In recent years sales of the 777-200ER have dried up and although the aircraft is still offered by Boeing there are no 777-200ERs on backlog. The last 777-200ER which came off the production line in Everett was delivered to Asiana Airlines in July 2013. Many airlines favour the A330-300 especially the new 240t and 242T MTOW variants or go for the larger 777-300ER variant, which has become the most popular model within the 777-family. In 2013, the 777-200ER was overtaken by the 777-300ER in terms of the number of aircraft produced. It seems that Airbus finally will threaten the 777-200ER's market dominance with the A350-900 design. For operators that don't need the range, the more efficient high gross weight A330-300 is more attractive.
The 777-200ER has long been one of the most popular wide bodied aircraft in the market. But with a new generation aircraft entering service in the coming years and the fact the 777-200ER design is starting to age, many aircraft will be phased out in the coming years. Phase-outs have already started with Singapore Airlines, China Southern, Kenya Airways, Emirates and Malaysia Airlines. The number of stored 777-200ERs grew from around 7 early 2015 to 40 in the summer of 2016. Given the known difficulties of remarketing large wide boded aircraft, these developments will have a negative impact on its market values. Most 777-200ER are still in service operated by their original operator. Mostly first tier network airlines like for example British Airways, American Airlines, United Airlines and Air France. With the new replacement types as the 787-9 and A350-900 now entering service and their deliveries finally getting momentum, it is not expected that market values for 777-200ER aircraft will recover. Relief can come from a 777 conversion programme. If Boeing launches a 777 conversion programme (based on Fedex interest), the 777-200ER seems to be the preferred feedstock candidate based on payload-range and load distribution capabilities as well as the potential availability of suitable and affordable feedstock aircraft. Performance wise a converted 777-200ER will be far away from the 777 factory freighter and will effectively be a large regional freighter. Conversion probably will be costly (~ $30 mln) because of the significant composite content in the structure and the complex (cockpit) technology. 3 777-200ER are in use as Corporate Jet or as presidential aircraft.
The 777-200ER has long been one of the most popular wide bodied aircraft in the market. But with a new generation aircraft entering service in the coming years and the fact the 777-200ER design is starting to age, many aircraft will be phased out in the coming years. Phase-outs have already started with Singapore Airlines, China Southern, Kenya Airways, Emirates and Malaysia Airlines. The number of stored 777-200ERs grew from around 7 early 2015 to 40 in the summer of 2016. Given the known difficulties of remarketing large wide boded aircraft, these developments will have a negative impact on its market values. Most 777-200ER are still in service operated by their original operator. Mostly first tier network airlines like for example British Airways, American Airlines, United Airlines and Air France. With the new replacement types as the 787-9 and A350-900 now entering service and their deliveries finally getting momentum, it is not expected that market values for 777-200ER aircraft will recover. Relief can come from a 777 conversion programme. If Boeing launches a 777 conversion programme (based on Fedex interest), the 777-200ER seems to be the preferred feedstock candidate based on payload-range and load distribution capabilities as well as the potential availability of suitable and affordable feedstock aircraft. Performance wise a converted 777-200ER will be far away from the 777 factory freighter and will effectively be a large regional freighter. Conversion probably will be costly (~ $30 mln) because of the significant composite content in the structure and the complex (cockpit) technology. 3 777-200ER are in use as Corporate Jet or as presidential aircraft.
Other Models
BOEING 777-200LR
Ultra Long Range Large Widebody
The 777-200LR is an ultra-long-range derivative of the 777-200ER and was designed to counter the A340-500. Boeing named it "the Worldliner", because it could connect almost every city pair on the globe. Compared to the-200ER it has a strengthened structure and landing gear, a larger wing with additional fuel capacity, raked wingtips (likewise the 777-300ER) and three optional auxiliary fuel tanks in the rear cargo hold. Together with the powerful GE engines, these changes made it the longest-range aircraft in the world.
Like its Airbus counterpart it is designed for a small market niche and is unlikely to ever become a significant commercial success due to the limited number of routes requiring such ultra-long-range capability. So far 59 777-200LRs have been built with 13 operators. There are no 777-200LRs on order backlog and the last 777-200LR was delivered to CEIBA Intercontinental in December 2014. For a niche aircraft the operator base is quite diverse with Delta Airlines and Air Canada from North America, Qatar Airways and Emirates from the booming Middle East, Air-India and Pakistan International Airlines from the sub-Indian continent and Ethiopian Airlines from Africa. But also some more exotic airlines like Turkmenistan Airlines and CEIBA Intercontinental fly with the 777-200LR. In 2014, Air-India, one of the largest operators of the type, sold 5 of its 8 strong fleet to Etihad Airways, which will use the long range aircraft for flights to the US West coast. Air Austral from the French Indian Ocean Territory of Reunion Island used to fly one 777- 200LR, but they sold this aircraft late 2015 to Crystal Luxury Air, a US leisure airline who will use the aircraft for luxurious around- the-world tours with seating for 88 passengers with full reclining flatbed seats.
Boeing's attempts to reposition the-200LR as a 200ER with extra belly cargo capacity met with little enthusiasm. Higher direct operating and capital costs make the 777-200LR sub-optimal on shorter routes that can be served more efficiently with other types. The much lighter 787-9 and the A350-900 will probably combine lower trip and seat-mile costs in the not-too-distant future on many of the 777-200LR's routes.
Given its structural strength and the fact that it is powered by the same engines as the Boeing factory freighter version of the 777, the 777F, the- 200LR could become the most popular 777 for cargo conversion, as its performance should be close to the factory freighter. However the large amount of composite material in airframe and floor of the 777-200LR will make a conversion very costly. Given the small fleet size and the high costs involved, there might not be a profitable business case for a 777-200LR conversion. Three 777-200LRs are in use (two in service / one stored) as VIP / Head-of-State aircraft.
Like its Airbus counterpart it is designed for a small market niche and is unlikely to ever become a significant commercial success due to the limited number of routes requiring such ultra-long-range capability. So far 59 777-200LRs have been built with 13 operators. There are no 777-200LRs on order backlog and the last 777-200LR was delivered to CEIBA Intercontinental in December 2014. For a niche aircraft the operator base is quite diverse with Delta Airlines and Air Canada from North America, Qatar Airways and Emirates from the booming Middle East, Air-India and Pakistan International Airlines from the sub-Indian continent and Ethiopian Airlines from Africa. But also some more exotic airlines like Turkmenistan Airlines and CEIBA Intercontinental fly with the 777-200LR. In 2014, Air-India, one of the largest operators of the type, sold 5 of its 8 strong fleet to Etihad Airways, which will use the long range aircraft for flights to the US West coast. Air Austral from the French Indian Ocean Territory of Reunion Island used to fly one 777- 200LR, but they sold this aircraft late 2015 to Crystal Luxury Air, a US leisure airline who will use the aircraft for luxurious around- the-world tours with seating for 88 passengers with full reclining flatbed seats.
Boeing's attempts to reposition the-200LR as a 200ER with extra belly cargo capacity met with little enthusiasm. Higher direct operating and capital costs make the 777-200LR sub-optimal on shorter routes that can be served more efficiently with other types. The much lighter 787-9 and the A350-900 will probably combine lower trip and seat-mile costs in the not-too-distant future on many of the 777-200LR's routes.
Given its structural strength and the fact that it is powered by the same engines as the Boeing factory freighter version of the 777, the 777F, the- 200LR could become the most popular 777 for cargo conversion, as its performance should be close to the factory freighter. However the large amount of composite material in airframe and floor of the 777-200LR will make a conversion very costly. Given the small fleet size and the high costs involved, there might not be a profitable business case for a 777-200LR conversion. Three 777-200LRs are in use (two in service / one stored) as VIP / Head-of-State aircraft.
Other Models
BOEING 777-300
Large Widebody
The 777-300 is designed to operate on mid-to-long range high density routes and is currently almost exclusively used within Asia (Emirates also has a fleet) by the large network carriers. Compared to the-200, it has a 33ft stretched fuselage. For most airlines, there are insufficient city-pairs with mid-to-long range distances to deploy the-300 efficiently and it lacks the range to appeal to the long-range market. With the introduction of the more flexible long-range 777- 300ER in 2003, the 777-300 has been driven in a short-range high capacity role, which is a very small market with virtually no secondary operators. Remarketability (if any) is further split by the choice of engine manufacturers. Although the 777 production line is still open, there has been no delivery since July 2006 and it is not likely that any new-300s will be ordered. Russian airline Transaero Airlines took delivery of five ex-Singapore Airlines 777-300s between 2011- 2013 and became the first and still only non-Asian operator of the type. After Transaero's bankruptcy late 2015, all its five 777-300s were transferred to Rossiya. However by lack of any further remarketing options, an early part-out scenario is not deemed unlikely.
Other Models
BOEING 777-300ER
Large Widebody
The 777-300ER is basically a combination of the stretched 777-300 fuselage with the larger, stronger wing of the 777-200LR. It provided Boeing with a true replacement for the 747-100/200/300 and even the 747-400, while also offering a growth supplement to the 777-200ER. Like the smaller 777-200LR and the-200LR Freighter, only GE90 engines are offered on the 777-300ER, which simplifies remarketing. The 777-300ER payload/range capability has improved somewhat since it entered service, allowing 500nm more range and a 25,000 lb higher take-off weight. Early production aircraft will be upgradeable to match this capability increase by strengthening the landing gear, although it remains to be seen how popular upgrades will be. Although 777-300ER sales were initially slow, the longer term 747 replacement market and limited competition from Airbus' much less efficient four-engined A340- 600 almost gave the 777-300ER a monopoly in its market segment. Thanks to its large belly capacity, the 777-300ER could potentially generate significant additional cargo revenues. With 670 aircraft built and delivered and a backlog of ~ 127 aircraft, the 777-300ER has become one of the most successful Boeing widebody aircraft in history. However, the A350-1000, which is expected to enter service in 2017, will offer a very strong challenge.
Although somewhat confident on the 777-300ERs competitiveness based on the strong and 'Boeing exclusive' GE90 engines, Boeing had to improve the current 777-300ER to remain competitive and keep its leading position in its market segment. During the Dubai Air Show in 2013 Boeing therefore launched the 777X-program. This 777X (consisting of a 777-8 and 777-9) is a revamp of the current 777 generation including new engines, redesigned wings with folding wingtips and a range of other modifications and is scheduled to enter service around 2020.
With the coming introduction of the A350-1000 and the 777-9, sales of the 777-300ER have slowed down and its looks like its heydays are over. In the last two years the 777-300ER's backlog has shrunk to 126 aircraft. This has forced Boeing to cut production from 8,3 aircraft per month (100 per year) to 7 per month and to eventually 5.5 per month from late 2018. Despite this production rate reduction, there are still a lot of production slots for the 777-300ER open (estimated around 100), before the new 777X will enter production. To fill the open production slots, Boeing may consider to offer more attractive pricing for new 777-300ER buyers. Early 2015, Boeing introduced a set of upgrades for the current 777-300ER, to ensure the aircraft remains competitive in the long range market well after the 777X enters service. These upgrades include engine and aerodynamic improvements and interior adjustments. These will result in 2% fuel-burn savings and an increased seating capacity by up to 14 seats that will push the potential fuel-burn savings on a per-seat basis to as much as 5 % by late 2016. Most of the upgrades are retrofitable, and must help Boeing to keep the 777-300ER attractive and pursue new sales of the current-generation 777-300ER until the transition to the 777X at the end of this decade.
One 777-300ER is built as VIP aircraft for the Government of Abu Dhabi. Also the Japanese Government will take delivery of two new built 777-300ER "VIP" aircraft in the near future, which will replace the two 747-400 aircraft currently operating in this role. The 777-300ER's long fuselage and centre of gravity make cargo-conversions not a likely scenario.
Although somewhat confident on the 777-300ERs competitiveness based on the strong and 'Boeing exclusive' GE90 engines, Boeing had to improve the current 777-300ER to remain competitive and keep its leading position in its market segment. During the Dubai Air Show in 2013 Boeing therefore launched the 777X-program. This 777X (consisting of a 777-8 and 777-9) is a revamp of the current 777 generation including new engines, redesigned wings with folding wingtips and a range of other modifications and is scheduled to enter service around 2020.
With the coming introduction of the A350-1000 and the 777-9, sales of the 777-300ER have slowed down and its looks like its heydays are over. In the last two years the 777-300ER's backlog has shrunk to 126 aircraft. This has forced Boeing to cut production from 8,3 aircraft per month (100 per year) to 7 per month and to eventually 5.5 per month from late 2018. Despite this production rate reduction, there are still a lot of production slots for the 777-300ER open (estimated around 100), before the new 777X will enter production. To fill the open production slots, Boeing may consider to offer more attractive pricing for new 777-300ER buyers. Early 2015, Boeing introduced a set of upgrades for the current 777-300ER, to ensure the aircraft remains competitive in the long range market well after the 777X enters service. These upgrades include engine and aerodynamic improvements and interior adjustments. These will result in 2% fuel-burn savings and an increased seating capacity by up to 14 seats that will push the potential fuel-burn savings on a per-seat basis to as much as 5 % by late 2016. Most of the upgrades are retrofitable, and must help Boeing to keep the 777-300ER attractive and pursue new sales of the current-generation 777-300ER until the transition to the 777X at the end of this decade.
One 777-300ER is built as VIP aircraft for the Government of Abu Dhabi. Also the Japanese Government will take delivery of two new built 777-300ER "VIP" aircraft in the near future, which will replace the two 747-400 aircraft currently operating in this role. The 777-300ER's long fuselage and centre of gravity make cargo-conversions not a likely scenario.
Other Models
BOEING 777-8
Ultra Long Range Large Widebody
After years of studying, Boeing formally launched the new 777X family at the Dubai Air Show in November 2013 with orders from Emirates (150!), Etihad Airways and Qatar Airways, while Lufthansa already earlier ordered 20 777-9Xs in September 2013. These new revamped triple sevens are growth derivatives of the current 777 line up and are intended to compete with the new Airbus A350-900/1000. The new 777X aircraft will feature a new scale up version of the composite wings used for the smaller 787. At 233ft and nine inches the new wing is rumoured to be the largest span of any twin-engine Boeing aircraft type to date. It will be built using carbon-fibre reinforced plastic and will reportedly feature folding wingtips to allow the new wing 777X models to operate at airfields without the facilities to handle aircraft with longer ("code F") wing-spans. The extended wingspan is going to have a considerably better lift-to-drag ratio and is significantly lighter than the wings on the current models. Another novelty on the 777X is the advanced aluminium-lithium fuselage which is lighter. In the cabin, Boeing looks to remove 4inch from the 777X by carving the sidewall and frame shape, accommodating a more comfortable 10 abreast economy arrangement and nine-abreast premium economy offering while maintaining the same cross section. Core to the new variants will be a new General Electric GE9X engine, offering the latest generation engine technology. While Boeing made a request for proposal for a 100,000lb engine for the 777X to General Electric, Rolls-Royce and Pratt and Whitney, it announced in March 2013 that it had selected GE as its engine partner for the 777X. All these improvements will make the 777X 15-20% more efficient than the current 777 variants.
Initially two series of the new 777X were offered, the 777-8X and 777-9X. In November 2015 Boeing formally dropped the "X" suffix for the individual 777X variants, so the models are now called the 777-8 and 777-9. The combined family however will still be known as 777X. In the summer of 2016, Boeing acknowledged, that a stretch of the 777-9 is technically possible. If pursued, this new 777-10 derivative of the 777X family would have a seating of 450 passengers and would give Boeing a very capable two engine competitor to the Airbus A380. Boeing has said it will launch the 777-10 as there is enough customer interest. Boeing also announced a 777-8 freighter, details of which have yet to be confirmed. Smallest variant of the new 777X family will be the 777-8. The 777-8 (69,0 M) will be a 10 frame stretch of the 777-200ER (63.73M) and will have seating for about 355 passengers and a range of around 8,700nm. It will have a significantly de-rated 88,000lb version of the GE9X engine giving it a (provisional) MTOW of 315t. To date, the 777-8 is less popular than its big brother, the 777-9. Currently only the three usual suspects from the Middle East: Emirates, Qatar Airways and Etihad Airways, have placed orders for-combined-53 Aircraft. There are 10 orders for which the choice between a 777-8 and a 777-9 is still open. The 777-8 will be introduced after the 777-9 with a proposed service entry in 2022.
Initially two series of the new 777X were offered, the 777-8X and 777-9X. In November 2015 Boeing formally dropped the "X" suffix for the individual 777X variants, so the models are now called the 777-8 and 777-9. The combined family however will still be known as 777X. In the summer of 2016, Boeing acknowledged, that a stretch of the 777-9 is technically possible. If pursued, this new 777-10 derivative of the 777X family would have a seating of 450 passengers and would give Boeing a very capable two engine competitor to the Airbus A380. Boeing has said it will launch the 777-10 as there is enough customer interest. Boeing also announced a 777-8 freighter, details of which have yet to be confirmed. Smallest variant of the new 777X family will be the 777-8. The 777-8 (69,0 M) will be a 10 frame stretch of the 777-200ER (63.73M) and will have seating for about 355 passengers and a range of around 8,700nm. It will have a significantly de-rated 88,000lb version of the GE9X engine giving it a (provisional) MTOW of 315t. To date, the 777-8 is less popular than its big brother, the 777-9. Currently only the three usual suspects from the Middle East: Emirates, Qatar Airways and Etihad Airways, have placed orders for-combined-53 Aircraft. There are 10 orders for which the choice between a 777-8 and a 777-9 is still open. The 777-8 will be introduced after the 777-9 with a proposed service entry in 2022.
Other Models
BOEING 777-9
Large Widebody
After years of studying, Boeing formally launched the new 777X family at the Dubai Air Show in November 2013 with orders from Emirates (150!), Etihad Airways and Qatar Airways, while Lufthansa already earlier ordered 20 777-9Xs in September 2013. These new revamped triple sevens are growth derivatives of the current 777 line up and are intended to compete with the new Airbus A350-900/1000. The new 777X aircraft will feature a new scale up version of the composite wings used for the smaller 787. At 233ft and nine inches the new wing is rumoured to be the largest span of any twin-engine Boeing aircraft type to date. It will be built using carbon-fibre reinforced plastic and will reportedly feature folding wingtips to allow the new wing 777 models to operate at airfields without the facilities to handle aircraft with longer ("code F") wing-spans. The extended wingspan is going to have a considerably better lift-to-drag ratio and is significantly lighter than the wings on the current models. Another novelty on the 777X is the advanced aluminium-lithium fuselage which is lighter. In the cabin, Boeing looks to remove 4inch from the 777X by carving the sidewall and frame shape, accommodating a more comfortable 10 abreast economy arrangement and nine-abreast premium economy offering while maintaining the same cross section. Core to the new variants will be a new General Electric GE9X engine, offering the latest generation engine technology. While Boeing made a request for proposal for a 100,000lb engine for the 777X to General Electric, Rolls-Royce and Pratt and Whitney, it announced in March 2013 that it had selected GE as its engine partner for the 777X. All these improvements will make the 777X 15-20% more efficient than the current 777 variants.
Initially two series of the new 777X were offered, the 777-8X and 777- 9X. In November 2015 Boeing formally dropped the "X" suffix for the individual 777X variants, so the models are now referred to as the 777-8 and 777-9. The combined family however will still be known as 777X. In the summer of 2016, Boeing acknowledged, that a stretch of the 777-9 is technically possible. If pursued, this new 777-10 derivative of the 777X family would give Boeing a very capable two engine competitor to the Airbus A380. Boeing has said it will launch the 777-10 as there is enough customer interest. Boeing also announced a 777-8 freighter, details of which have yet to be confirmed. The 777-9 is the largest variant of the 777X family and has the program lead with service entry late 2019. It will have seating for about 400 passengers and a range of 8,200nm. It has a 3.6m stretched fuselage in comparison with the 777- 300ER. It engines each provide 99,00Lb of thrust, giving it a (provisional) MTOW of 344t. As of summer 2016, a total of 243 777-9s were ordered by ANA, Cathay, Emirates, Etihad, Lufthansa and Qatar. However the last order (ANA for 20 aircraft) was placed in the summer of 2014, and since then no new orders have been placed. There are 10 orders for which the choice between a 777-8 and a 777-9 is still open.
Initially two series of the new 777X were offered, the 777-8X and 777- 9X. In November 2015 Boeing formally dropped the "X" suffix for the individual 777X variants, so the models are now referred to as the 777-8 and 777-9. The combined family however will still be known as 777X. In the summer of 2016, Boeing acknowledged, that a stretch of the 777-9 is technically possible. If pursued, this new 777-10 derivative of the 777X family would give Boeing a very capable two engine competitor to the Airbus A380. Boeing has said it will launch the 777-10 as there is enough customer interest. Boeing also announced a 777-8 freighter, details of which have yet to be confirmed. The 777-9 is the largest variant of the 777X family and has the program lead with service entry late 2019. It will have seating for about 400 passengers and a range of 8,200nm. It has a 3.6m stretched fuselage in comparison with the 777- 300ER. It engines each provide 99,00Lb of thrust, giving it a (provisional) MTOW of 344t. As of summer 2016, a total of 243 777-9s were ordered by ANA, Cathay, Emirates, Etihad, Lufthansa and Qatar. However the last order (ANA for 20 aircraft) was placed in the summer of 2014, and since then no new orders have been placed. There are 10 orders for which the choice between a 777-8 and a 777-9 is still open.
Other Models
BOEING 747-400ER
Large Widebody
The 747 was the first widebody in service and remained the largest passenger airliner until the A380 entered into service in 2007. The 747-400 was introduced into service in 1989 and enjoyed a monopoly in the 3-class over 400 seat capacity class for almost 20 years. The introduction of the A340-600 and 777-300ER as well as the A380 served to fragment market demand for the 747-400. Although none of these aircraft exactly matches the capacity of the 747-400, they do offer an alternative/replacement option and reduced the market for the new passenger 747-400s. Boeing unsuccessfully tried to re-start demand by offering the extended range 747-400ER which was only sold to Qantas (6). Boeing's 747-400's (growth) replacement product is the 747-8I which is the latest (and probably last) 747 derivative. Production of the 747-400 passenger aircraft ended in March 2005 followed by the last-400ERF freighter produced in October 2009. The 2008 economic crisis accelerated the phase out of the passenger 747-400s. For the right vintages, there have always been some demand for freighter conversion (both IAI-Bedek and Boeing offer a freighter conversion programme), but due to the stagnant cargo market, and the growing availability of used 747 factory freighters with nose loading capacity on the market, demand for 747 cargo conversions has dried up completely. By lack of a large secondary market, part out has already become a viable end-of-life solution for some vintages.
Once the Queen-of-the-Skies and the flagship of many top-notch airlines, the 747-400 has now the old-age-aircraft stigma and many airlines who once operated large fleets of 747-400s has phased them out or will phase them out in the very near future. Most 747-200s are / will be replaced by Airbus A380s, or Boeing 777-300ERs. Since 01 January 2015, 47 747-400 passenger aircraft have been retired. As the costs of operating a used 747-400 are very high, there is little appetite for used 747-400s. ACMI operators like Air Atlanta still add used 747-400 to their fleets and Rossiya from Russia took over some former Transaero 747-400s. Further there are a few airlines who buy these relatively cheap high capacity aircraft for (seasonal) demand (ao. Hajj charters). There are 14 747-400s in service as corporate/VIP/ government aircraft. One 747 been converted to water bomber.
Once the Queen-of-the-Skies and the flagship of many top-notch airlines, the 747-400 has now the old-age-aircraft stigma and many airlines who once operated large fleets of 747-400s has phased them out or will phase them out in the very near future. Most 747-200s are / will be replaced by Airbus A380s, or Boeing 777-300ERs. Since 01 January 2015, 47 747-400 passenger aircraft have been retired. As the costs of operating a used 747-400 are very high, there is little appetite for used 747-400s. ACMI operators like Air Atlanta still add used 747-400 to their fleets and Rossiya from Russia took over some former Transaero 747-400s. Further there are a few airlines who buy these relatively cheap high capacity aircraft for (seasonal) demand (ao. Hajj charters). There are 14 747-400s in service as corporate/VIP/ government aircraft. One 747 been converted to water bomber.
Other Models
BOEING 747-400M Combi
Large Widebody
The 747-400M, often indicated as 'Combi', is a 747-400 with a side cargo door at the aft main deck and a strengthened aft floor structure and cargo loading system. Compared to the-400, the Combi's main deck typically seats 110 less passengers but accommodates up to seven standard cargo pallets. The operator base is fairly small and KLM (15) is today actually the only airline with a substantial fleet of Combi's. Air France and Lufthansa used to operate Combi's in full pax configuration, but both have withdrawn these aircraft from use in recent years. When deployed in full main deck passenger mode (413 pax in 3-class), the extra weight puts it at a disadvantage vs. the 747-400 passenger variant. In general, Combi's were deployed on the thinner pax routes with sufficient cargo demand. However, with either growth of passenger or cargo demand on such route, more efficient full pax or full cargo alternatives become more attractive. The large belly cargo capacity of newer products such as the 777-300ER didn't contribute to the 747 Combi's success either. The 747-400 Combi was a more attractive feedstock candidate for cargo conversion than the passenger-400 provided conversion pricing adequately reflects the reduced work scope of the conversion process. However due to the stagnant cargo market the wider availability of second hand 747-400 factory freighters with nose-loading capacity, demand for converted 747-400 freighters has almost dried up.
Other Models
BOEING 747-8I
Very Large Widebody
The 747-8I 'Intercontinental' is Boeing's largest passenger airplane which is aimed at the capacity gap between the 777-300ER and A380. Its design parameters were intensively discussed with Lufthansa who is the largest (19) of the few airline customers so far. Technically, the design is a combination of the preceding 747-400 platform, some new 787 technology and an improved wing design with new (GEnx-) engines. Also, despite its long upper deck, it should be relatively easy to convert it 'into a freighter later' which would extend its operational life. It is claimed to be 11-12% more efficient than the 747-400 on a per seat mile basis but also quieter and has approximately 850 nm more range. Thanks to its 5.6m or 220in stretched metal 747-400 fuselage (160in stretch in front of the wing incl. upper deck and 60in aft) the 747-8I accommodates approximately 70 more seats than the 747-400.
The sales figures of the 747-8I are very disappointing. Airlines favour the Airbus A380 and even more the smaller, but more efficient 777-300ER. So far only Lufthansa (19), Air China (6), Korean Air (10), Transaero Airlines (4) and Arik Air (2) have ordered the 747-8I. The first 747-8I was delivered to Lufthansa in April 2012. With all Lufthansa and Air China 747-8Is delivered the back log is very small, as it is very unlikely that the Transaero Aircraft will ever be built as the airline defaulted in 2015. Also the Arik Air order is very uncertain. With the new 777-9, Boeing has a very capable and efficient aircraft in this market segment, so it is very unlikely that the 747-8I will get any new orders in the future. In 2016 it was announced that the production rate will go from 1.75 aircraft a month to 1 month in March 2016 and to 0.5 a month in September 2016 (freighter and passenger aircraft combined). In the summer of 2016 Boeing itself acknowledged that the production of the iconic 747 may come to an end. The two US Presidential VVIP 747-8s (the new Air Force One), may be the last 747s to leave the Everett Factory. The 747-8I is also offered as a Boeing Business Jet (BBJ). So far, nine 747-8I BBJs have been ordered from which 8 have been delivered.
The sales figures of the 747-8I are very disappointing. Airlines favour the Airbus A380 and even more the smaller, but more efficient 777-300ER. So far only Lufthansa (19), Air China (6), Korean Air (10), Transaero Airlines (4) and Arik Air (2) have ordered the 747-8I. The first 747-8I was delivered to Lufthansa in April 2012. With all Lufthansa and Air China 747-8Is delivered the back log is very small, as it is very unlikely that the Transaero Aircraft will ever be built as the airline defaulted in 2015. Also the Arik Air order is very uncertain. With the new 777-9, Boeing has a very capable and efficient aircraft in this market segment, so it is very unlikely that the 747-8I will get any new orders in the future. In 2016 it was announced that the production rate will go from 1.75 aircraft a month to 1 month in March 2016 and to 0.5 a month in September 2016 (freighter and passenger aircraft combined). In the summer of 2016 Boeing itself acknowledged that the production of the iconic 747 may come to an end. The two US Presidential VVIP 747-8s (the new Air Force One), may be the last 747s to leave the Everett Factory. The 747-8I is also offered as a Boeing Business Jet (BBJ). So far, nine 747-8I BBJs have been ordered from which 8 have been delivered.
Other Models
AIRBUS A300-600(R)
Medium Widebody
In the early seventies, Airbus entered the commercial aviation industry with the A300 as the first member of the A300/A310 family of regional twin aisle aircraft. After the A300B, which sold 250 aircraft by 1984, the A310 arrived, which offered a two-crew electronic flight deck, increased use of composite materials and a redesigned rear fuselage. These advances were written back into the A300 design and eventually led to the A300-600 and the longer-range A300-600R. Both variants primarily competed with Boeing's 767-300ER but suffered from inferior economics and fell short of the long-range market requirement that most airlines sought to fulfil at the time. The 767-300ER got the majority share of annual demand until Airbus offered the A300-600R's growth replacement-the A330-200. The last A300-600 passenger aircraft was produced in 2002 although, production of the A300-600 freighter continued until 2007. The freighter conversion programme took off in 2001 and helped for some time to control the oversupply of redundant passenger A300-600(R)s thanks to FedEx and European Air Transport / DHL. The amount of A300-600(R) in passenger service is dwindling and part-outs are now a common method to extract the last remaining value. Currently, the only 23 Airbus A300-600(R) aircraft in active service are operated by Iranian Airlines.
Other Models
AIRBUS A310-200/300
Small Widebody
The A310 was developed as a shrink version of the A300 to complement the Airbus product line and better meet the needs of the short-mid range market's capacity requirements. Unfortunately, the market for such aircraft was smaller than envisaged, had to be shared with Boeing and wanted longer range. Originally developed as the medium range-200, the A310 was later also offered in the longer-range-300 version with an additional tail tank and more powerful engines. The-300 also introduced wingtip fences to improve aerodynamic efficiency, a feature that has since been retrofitted to some −200s. Both A310 variants have the same external dimensions. Compared to the earlier A300B models the A310 incorporates a new wing design, a redesigned rear fuselage, a two-crew "glass" cockpit and increased use of composite materials but, both models lack FADEC engines. In the passenger market the A310 lost out against the Boeing 767, which offers significantly better payload/range capabilities. The last A310 was produced in 1998. From the original (-200) variant, 85 aircraft were built of which none aircraft is in passenger service today. Some 48-200s were converted to freighter, but none of them are in service anymore today. From the A310-300, 170 aircraft were built, of which 35 aircraft are still in passenger service. Largest operators are Air Transat from Canada with 9 aircraft and Mahan Air from Iran, who also has a fleet of 9 A310-300s in active service. 38 A310-300s have been converted to freighter, of which 12 are still in service. 4 A310-300s remain in service as corporate/VIP/government aircraft, while 17 A310-300s found a role in the a military as a tanker or multi role transport aircraft. With zero demand for A310 freighter-conversions, part out seems the logical enf of life solution as long as there is value in the engines from which parts can be used for a rapidly shrinking fleet of other older generation twin aisles.
Other Models
AIRBUS A318-100
Small Narrowbody
As the smallest member of the A320 family, the A318 is a niche market aircraft designed for A320 family operators who have a (small) requirement for 100-seat aircraft and prioritize fleet commonality over lower operating cost. Because the A318 is a ''double shrink'' from the baseline A320 model it is relatively heavy and is therefore unable to compete with purpose-built 100-seaters such as the Embraer 190/195 and the Bombardier CS100. As a result it has a small operator base and order book. In June 2007 it was certified by the European Aviation Safety Agency for steep approach operations, making it the largest commercial aircraft to operate at airports such as London City. Next to the CFM56-5B that can be used on all members of the A320 (ceo) family) Airbus offered PW6000 engines, which may have operational advantages but undermine the commonality with other A320-family aircraft, the A318's strongest selling argument. In addition the PW6000 suffered serious technical setbacks which lead to the cancellation of many A318 orders, leaving AVIANCA Brazil as the only operator of the PW6000. Only 15 P&W powered A318s have been built. In 2010, the first A318 (2004 built, CFM engines) was parted out. 11 (all ex Frontier CFM powered aircraft) A318s have already been scrapped. The A318 has a high commonality with the other A320 family models, making an A318 more valuable today in parts than as a "flyer".
Other Models
AIRBUS A319-100
Moderate Size Narrowbody
The A319 is a simple shrink of the baseline A320. Like its main competitor, the 737-700, it is used by a wide range of operators. The increased MTOW options combined with up to two additional fuel tanks give the A319 a relatively long range by single aisle standards. Since 2013 "Sharklets" have been available for the A319s resulting in 4.0% fuel burn improvement and 500kg more payload. Airbus launched a Sharklet retrofit programme-replacing the original wingtip fences for in-service A320 Family aircraft (MSN 1200 and above) late October 2013. Also, Airbus developed cabin enhancements to raise the A320 Family's seating capacity through changes to cabin monuments (new rear galley configuration and lavatory design) and the use of slim-line seats. In 2014 the Aviation Authorities reassessed the A320 family exit limit to increase the A320 exit capability, which allowed a higher seating capacity on the A320 Family aircraft. For the A319 with the single over-wing exit, all these initiatives improved the seat count by up to fifteen additional seats, resulting in lower operating cost per seat. Airbus developed a second over-wing emergency exit option, initially for easyJet, allowing an increase from 145 to 156 passengers. This version proved to be popular in the used equipment market, but with the reassessed and authorized exit limit using wider escape slides, this double over-wing exit is no longer an advantage, except for reasons of fleet commonality. The A319 is also offered in a low density long range version for (high) premium services and as an intercontinental corporate jet version with up to 6 additional fuel tanks. There are 67 A319s in service as corporate/private jet/VIP/Head of State aircraft (called the ACJ319, 2 on order and 6 stored on order for a total of 51 customers).
For a long time the A319 was the second most popular member of the A320-family, but it has lost this position as the second most popular version to the A321 based on the current trend in orders. With just 15 A319s on order and only 21 orders placed in the last two years, A319 sales have been lagging behind the larger A320 and A321 which have lower seat mile costs due to their larger seating capacity. The outlook for the A319 is a bit diffuse. Biggest operator Easyjet has started to gradually phase out the A319, but on the other hand low cost carriers as Allegiant and Volotea are looking for second hand A319s in a transitioning process from a MD-80 / Boeing 717 fleet to an Airbus narrowbody fleet. The small narrowbody segment will see some new entrants in the near future. Bombardier steps in with the all new design CS300 capable of 160 seats and Embraer offers the re-designed and re-engined E195-E2, which will be a 10-seat stretched compared to the old E195 and now offers ~135 seats. Arch-rival Boeing offers the Boeing 737-700 in the same capacity class as well as the re-engined and slightly stretched "MAX" version, dubbed 737-7. Also the new Russian MC21-200 falls in this market. But Airbus itself is offering the A319neo, a re-engined A319-100 and approximately a 15% more efficient successor. The A319neo available as from mid-2017. Given its small fuselage, a freighter conversion for the A319-100 is very unlikely.
For a long time the A319 was the second most popular member of the A320-family, but it has lost this position as the second most popular version to the A321 based on the current trend in orders. With just 15 A319s on order and only 21 orders placed in the last two years, A319 sales have been lagging behind the larger A320 and A321 which have lower seat mile costs due to their larger seating capacity. The outlook for the A319 is a bit diffuse. Biggest operator Easyjet has started to gradually phase out the A319, but on the other hand low cost carriers as Allegiant and Volotea are looking for second hand A319s in a transitioning process from a MD-80 / Boeing 717 fleet to an Airbus narrowbody fleet. The small narrowbody segment will see some new entrants in the near future. Bombardier steps in with the all new design CS300 capable of 160 seats and Embraer offers the re-designed and re-engined E195-E2, which will be a 10-seat stretched compared to the old E195 and now offers ~135 seats. Arch-rival Boeing offers the Boeing 737-700 in the same capacity class as well as the re-engined and slightly stretched "MAX" version, dubbed 737-7. Also the new Russian MC21-200 falls in this market. But Airbus itself is offering the A319neo, a re-engined A319-100 and approximately a 15% more efficient successor. The A319neo available as from mid-2017. Given its small fuselage, a freighter conversion for the A319-100 is very unlikely.
Other Models
AIRBUS A319-100neo
Moderate Size Narrowbody
In December 2010, Airbus launched the 'New Engine Option' (or "neo") for the A320 family. The base-line A320neo entered service in 2016 and the shorter A319neo probably will follow one year later. Like the A320neo, the A319neo will be powered by either Pratt & Whitney's PW1000G ('Geared Turbo Fan') engines or CFM's new LEAP 1A engines. These larger (higher bypass ratio) and slightly heavier engines reportedly will offer a 15% fuel burn advantage over today's engines. Together with some aerodynamic and structural adjustments and new winglets ('Sharklets'), the anticipated net efficiency gain is expected to be 10-15% for the A319neo vs. the A319. Under "the Increased Cabin Efficiency" name, Airbus offers new slime-line seats and a change of cabin monuments (Space flex / Smart Lavatories) which raised the A319neo's seating capacity to 140 or 160 seats, so improving further the seat-mile economics of the A319 design.
Apart from competing with the 737 MAX 7, the A319neo is also aimed to fence off competition from Bombardier's CS300 and a possible "CS500" stretch of that type. With only 55 A319neo aircraft on order, it is the slowest selling variant of the new A320neo family. It has attracted less orders than its main competitor, the equally slow selling Boeing 737 MAX 7. With new entries in the 120-140 class segment (CS300, E195-E2, MS-21) and dwindling sale figures of the B737-700NG and current A319, the A319neo will enter a tough market. The EIS of the A319neo is scheduled for mid-2017.
Early 2014 P&W announced that it is developing an upgrade (improved blade profiles and component contours) for the PW1100G geared turbofan engine that should reduce fuel consumption by 4%, bringing the total benefit to 19%). The upgrade will be introduced in 2019 and the new components will not become available for retrofit on existing PW1100G engines, but only be included in new-build engines. As observed after engine upgrades in the past, the introduction of such upgraded P&W GTF engines (if not retrofittable) may have an impact on the values of the first A320neo family aircraft, equipped with the older and less efficient P&W GTF engines. Airbus also offers a Corporate Jet version of the A319neo.
Apart from competing with the 737 MAX 7, the A319neo is also aimed to fence off competition from Bombardier's CS300 and a possible "CS500" stretch of that type. With only 55 A319neo aircraft on order, it is the slowest selling variant of the new A320neo family. It has attracted less orders than its main competitor, the equally slow selling Boeing 737 MAX 7. With new entries in the 120-140 class segment (CS300, E195-E2, MS-21) and dwindling sale figures of the B737-700NG and current A319, the A319neo will enter a tough market. The EIS of the A319neo is scheduled for mid-2017.
Early 2014 P&W announced that it is developing an upgrade (improved blade profiles and component contours) for the PW1100G geared turbofan engine that should reduce fuel consumption by 4%, bringing the total benefit to 19%). The upgrade will be introduced in 2019 and the new components will not become available for retrofit on existing PW1100G engines, but only be included in new-build engines. As observed after engine upgrades in the past, the introduction of such upgraded P&W GTF engines (if not retrofittable) may have an impact on the values of the first A320neo family aircraft, equipped with the older and less efficient P&W GTF engines. Airbus also offers a Corporate Jet version of the A319neo.
Other Models
AIRBUS A320-200
Medium Narrowbody
The A320-200 is the baseline aircraft of the Airbus narrowbody family. One of the most successful jets in history with respect to sales volume. The A320 was initially developed in two different payload/ range variants. The A320-100 was the first variant and only 21 were delivered. The second variant is the longer range A320-200, featuring wingtip fences and increased fuel capacity. The selection of the A320 by JetBlue in 1999 highlighted the successful entrance of the A320-family in the low cost market and was followed by more low-cost (start-up) orders, particularly from Asia. Unlike the Boeing 737 "Next Generation" family, the A320 family has the option to be equipped with either CFM56 or IAE V2500 (PW6000 instead of V2500 on the A318) engines. Although this choice is an advantage for operators during purchase negotiations, in theory two sub-fleets could limit remarketing options. In case of the A320 the two subfleets each have enough critical mass to ensure market liquidity. Early A320s that are powered by the older V2500-A1 or CFM56-5A engines are sometimes referred to as A320'Classics'. The V2500-A1 engines, despite a "Phoenix" upgrade kit, need substantially more maintenance which makes them much less attractive. As from late 2012, so called 'Sharklets' (Airbus marketing name for winglets) have been available for new A320s resulting in approximately 4.0% fuel burn improvement which further enhances operational flexibility (500kg more payload or 150nm additional range). Airbus launched a Sharklet retrofit programme for in-service A320 Family aircraft (MSN 1200 and above) late October 2013. Also, Airbus has developed cabin enhancements to raise the A320 Family's seating capacity through changes to cabin monuments (new rear galley configuration and lavatory design) and the use of slim-line seats. In 2014 the Aviation Authorities reassessed the A320 family exit limit to increase the A320 exit capability, which also contributes to a higher seating capacity on the A320 family aircraft. For the A320, all these initiatives improved the seat count by up to nine additional seats, resulting in a lower fuel burn per seat on average.
In December 2010 Airbus launched the A320neo as 15% more efficient successor aircraft for the A320-200. The first A320neo was delivered to Lufthansa in January 2016. Despite the launch of the A320neo and the trend in recent years of swapping orders to the larger A321, sales of the current A320 aircraft have remained high. Mid-2016 there was still a backlog of ~ 450 Airbus A320-200s. Allegiant Air-normally acquiring used A320s-surprised the industry by placing an order for 12new Airbus A320-200s of the current generation with deliveries scheduled for 2017 and 2018. Allegiant was probably offered attractive conditions to take these "last-of-the-line" A320-200s, as Airbus ramps up sales for the A320neo. Given the large order backlog for all A320 family aircraft (CEO and especially NEO), the production rate for the A320 family will be increased from the current level of 42 aircraft a month to 50 a month in Q1 2017 and finally to 60 aircraft a month by mid-2019 with a new line in Hamburg. From 2018 all production aircraft will be neo variants. The New Final Assembly Line (FAL) in Mobile (Alabama, USA) will produce about three / four aircraft per month by 2018. Together with its current facilities in Hamburg, Toulouse, and Tianjin-Airbus now has a global FAL network to serve customers from different continents. The introduction of the A320neo is likely to impact values of current generation narrow- bodied aircraft, but the degree will depend on the price of fuel.
In 2007 Airbus launched a Passenger-to-Freighter (P2F) programme for the A320, together with EFW and Russian companies IRKUT and United Aircraft Corporation (UAC). But only three years later Airbus and its partners announced a decision "to stop and freeze "the programme and dissolve the partnership. PacAvi subsequently announced an independent P2F conversion for the A320 (and A321) in 2014 and has inducted an A320-200 for conversion in a facility at Hahn airport and conversion on this aircraft began in January 2015. PacAvi aims to get the A320P2F supplemental certificate (STC) in due course and will be joined in this programme by AeroTribune. Conversions will be done at Goodyear (Arizona, USA). Today PacAvi says it has some 47 orders for this conversion programme. Airbus/EFW, now together with ST Aerospace re-launched a P2F programme for the A320 and A321 in June 2015, with the first deliveries scheduled to take place in 2019 (A321) and 2020 (A320). There will be four facilities for this conversion programme in Dresden, Singapore, Mobile and Guangzhou.
In December 2010 Airbus launched the A320neo as 15% more efficient successor aircraft for the A320-200. The first A320neo was delivered to Lufthansa in January 2016. Despite the launch of the A320neo and the trend in recent years of swapping orders to the larger A321, sales of the current A320 aircraft have remained high. Mid-2016 there was still a backlog of ~ 450 Airbus A320-200s. Allegiant Air-normally acquiring used A320s-surprised the industry by placing an order for 12new Airbus A320-200s of the current generation with deliveries scheduled for 2017 and 2018. Allegiant was probably offered attractive conditions to take these "last-of-the-line" A320-200s, as Airbus ramps up sales for the A320neo. Given the large order backlog for all A320 family aircraft (CEO and especially NEO), the production rate for the A320 family will be increased from the current level of 42 aircraft a month to 50 a month in Q1 2017 and finally to 60 aircraft a month by mid-2019 with a new line in Hamburg. From 2018 all production aircraft will be neo variants. The New Final Assembly Line (FAL) in Mobile (Alabama, USA) will produce about three / four aircraft per month by 2018. Together with its current facilities in Hamburg, Toulouse, and Tianjin-Airbus now has a global FAL network to serve customers from different continents. The introduction of the A320neo is likely to impact values of current generation narrow- bodied aircraft, but the degree will depend on the price of fuel.
In 2007 Airbus launched a Passenger-to-Freighter (P2F) programme for the A320, together with EFW and Russian companies IRKUT and United Aircraft Corporation (UAC). But only three years later Airbus and its partners announced a decision "to stop and freeze "the programme and dissolve the partnership. PacAvi subsequently announced an independent P2F conversion for the A320 (and A321) in 2014 and has inducted an A320-200 for conversion in a facility at Hahn airport and conversion on this aircraft began in January 2015. PacAvi aims to get the A320P2F supplemental certificate (STC) in due course and will be joined in this programme by AeroTribune. Conversions will be done at Goodyear (Arizona, USA). Today PacAvi says it has some 47 orders for this conversion programme. Airbus/EFW, now together with ST Aerospace re-launched a P2F programme for the A320 and A321 in June 2015, with the first deliveries scheduled to take place in 2019 (A321) and 2020 (A320). There will be four facilities for this conversion programme in Dresden, Singapore, Mobile and Guangzhou.
Other Models
AIRBUS A320-200neo
Medium Narrowbody
In December 2010, Airbus launched the 'New Engine Option' for the A320. A320neo's customers have the choice between either the Pratt & Whitney's PW1100G-JM ('Geared Turbo Fan') engines or CFM's new Leap-1A engines. The larger (higher bypass ratio) and slightly heavier engines reportedly will offer a 15% fuel burn advantage over today's engines. Together with some aerodynamic and structural adjustments and new winglets ('Sharklets'), the anticipated efficiency gain is expected to be 10-15% for the whole aircraft when compared to today's A320 production standard. In terms of payload/range, this should result in approximately 2 tonne higher useful payload capability over a typical A320 mission or a 500nm increase in range. Per September 2016 more than 3400 A320neo's have been ordered, making it the fastest selling aircraft ever.
On 20 January 2016 the first delivery of an A320neo took place. The first A320neo was delivered to Lufthansa. With a backlog of more than 4.000 A320neo family aircraft, this was a historical event. But being the first delivery of one of the bestselling aircraft in history, was not the only historical fact of this event, it marked also the first delivery of a commercial jet aircraft equipped with engines featuring the Geared Turbofan technology. While an innovative and promising technology, it was this new engine that delayed the first delivery of an A320neo. Late 2015, launch customer Qatar Airways refused to take delivery due to concerns about the engine. The new P&W GTF engines reportedly suffered from rotor bow, or thermal bowing, due to asymmetrical cooling after shut down. This phenomenon is caused by differences in temperature across the shaft section supporting the rotor. If the engine is allowed to cool down after a flight, it cannot be re-started again too soon. A cold restarted engine has to run idle for three minutes before moving to full throttle. This gives a start delay of 3 minutes or 6 minutes for a dual-engine start (much longer than the industry standard of 1 minute). Pratt&Whitney will fix this start up delay issue with software and hardware fixes (additional coatings and strengthening of the 3rd and 4th shaft bearings). Aircraft already delivered will be retrofitted. Although this sounds as a minor problem, it caused Qatar Airways to refuse taking delivery of their aircraft. Lufthansa became the first airline to receive the A320neo and used the new A320neo in its first months of service especially on domestic routes in Germany, close to their maintenance bases. Flying to other destinations in their network will take place when all the engine issues are solved. The first A320neo equipped with LEAP engines was delivered to Turkey's Pegasus Airlines in July 2016.
The market between the GTF and LEAP is fiercely competitive. The majority of A320neo engine choices is still "undecided" (39%). CFM so far has taken the lead with 35%, probably based on the excellent reliability reputation of the "old" CFM56. After years of absence, except as partner in the IAE-consortium, P&W has to fight for market share, which is currently still a minority with 26%. With a high percentage of undecided the battle is by no means over. Early 2014 P&W announced that it is developing an upgrade (improved blade profiles and component contours) for the PW1100G geared turbofan that should reduce fuel consumption by 5% after 2019 (bringing the total benefit to 20%). The upgrade package will be introduced in 2019 and the new components will not become available for retrofit on existing PW1100G engines, but only be included in new-build engines. As observed after engine upgrades in the past, the introduction of such upgraded P&W GTF engines (if not retrofittable) may have an impact on the values of the first A320neo family aircraft, equipped with the older and less efficient P&W GTF engines.
On 20 January 2016 the first delivery of an A320neo took place. The first A320neo was delivered to Lufthansa. With a backlog of more than 4.000 A320neo family aircraft, this was a historical event. But being the first delivery of one of the bestselling aircraft in history, was not the only historical fact of this event, it marked also the first delivery of a commercial jet aircraft equipped with engines featuring the Geared Turbofan technology. While an innovative and promising technology, it was this new engine that delayed the first delivery of an A320neo. Late 2015, launch customer Qatar Airways refused to take delivery due to concerns about the engine. The new P&W GTF engines reportedly suffered from rotor bow, or thermal bowing, due to asymmetrical cooling after shut down. This phenomenon is caused by differences in temperature across the shaft section supporting the rotor. If the engine is allowed to cool down after a flight, it cannot be re-started again too soon. A cold restarted engine has to run idle for three minutes before moving to full throttle. This gives a start delay of 3 minutes or 6 minutes for a dual-engine start (much longer than the industry standard of 1 minute). Pratt&Whitney will fix this start up delay issue with software and hardware fixes (additional coatings and strengthening of the 3rd and 4th shaft bearings). Aircraft already delivered will be retrofitted. Although this sounds as a minor problem, it caused Qatar Airways to refuse taking delivery of their aircraft. Lufthansa became the first airline to receive the A320neo and used the new A320neo in its first months of service especially on domestic routes in Germany, close to their maintenance bases. Flying to other destinations in their network will take place when all the engine issues are solved. The first A320neo equipped with LEAP engines was delivered to Turkey's Pegasus Airlines in July 2016.
The market between the GTF and LEAP is fiercely competitive. The majority of A320neo engine choices is still "undecided" (39%). CFM so far has taken the lead with 35%, probably based on the excellent reliability reputation of the "old" CFM56. After years of absence, except as partner in the IAE-consortium, P&W has to fight for market share, which is currently still a minority with 26%. With a high percentage of undecided the battle is by no means over. Early 2014 P&W announced that it is developing an upgrade (improved blade profiles and component contours) for the PW1100G geared turbofan that should reduce fuel consumption by 5% after 2019 (bringing the total benefit to 20%). The upgrade package will be introduced in 2019 and the new components will not become available for retrofit on existing PW1100G engines, but only be included in new-build engines. As observed after engine upgrades in the past, the introduction of such upgraded P&W GTF engines (if not retrofittable) may have an impact on the values of the first A320neo family aircraft, equipped with the older and less efficient P&W GTF engines.
Other Models
AIRBUS A321-100
Large Narrowbody
The A321 is the largest member of the A320 family and was designed as a stretched A320 with an improved wing, increased weights and higher thrust engines. The aircraft was offered in two versions; the basic-100 and the longer-range-200 variant. The-100 was optimized for relatively short range compared to the A320 and an extra fuel tank was not added to the initial design to compensate for the extra weight. The A321-100 was especially favoured by airlines in Europe but lacks the range for North American coast-to-coast operations. A321-100s with msn >633 are often certified for low MTOW operations but are built according to the A320-200 standard with a structural MTOW of 89t (196k lb) and could be upgraded to higher weights by a relatively easy 'paper change', that usually require some "monetary compensation" to the OEM, though. For increased range capability, an additional centre (fuel) tank (ACT) would be needed. More than half of the 56 A321-100s currently in service are flying with just two (Lufthansa and Alitalia) of its 13 operators. 12 A321-100s have been scrapped in the past 2 years.
Other Models
AIRBUS A321-200
Large Narrowbody
The A321-200 is the same size as the A321-100 but features structural reinforcements, a higher weight schedule and a provision for two ACTs which gives it its 3,000+ nm range. The 89t (196k lb) A320-200 version with reinforced structure became the A321 production standard from 1997 while further weight upgrades eventually resulted in a maximum MTOW of 93.5t (206k lb). From mid-2013 'Sharklets' have been available for new A321s resulting in c.4.0% fuel burn improvement and 2,550kg more payload which further enhances operational flexibility. Airbus launched a Sharklet retrofit programme for in-service A320 Family aircraft (MSN1200 and above) late October 2013. Also, Airbus has developed cabin enhancements to raise the A320 Family's seating capacity through changes to cabin monuments (new rear galley configuration and lavatory design) and the use of slim-line seats. In 2014 the Aviation Authorities reassessed the A320 family exit limit to increase the A320 exit capability, which also contribute to a higher seating capacity on the A320 family aircraft. For the A321, all these initiatives improved the seat count by up to almost twenty additional seats, resulting in a much lower fuel burn per seat.
The A321-200 was the first direct competitor to the Boeing 757-200. While not as range-capable as the Boeing 757-200, the A321-200, especially the higher MTOW version, became a strong competitor on medium routes, such as US coast-to-coast. With the A321 (and later Boeing 737-900ER) taking over the US domestic routes, the 757 was marginalised to fly only long haul single aisle routes. In recent years, sales figures of the A321-200 have been rising and since 2010 it has outsold the A319, making it the second most popular aircraft in the A320 family. In the last two years the A321 has even outsold the A320 (157 orders/Type swaps versus 110 orders/type swaps for the A320). Sales of the A321-200 have especially been strong in the US for use on coast- to-coast routes. In recent years, the A321-200 has become popular among low-cost carriers. Frontier, Vueling, WizzAir and VietJet took delivery of their first A321-200s in 2015 and 2016. The December 2010 launch of the A321neo marked the introduction of a c.15% more efficient replacement, available as from late 2016. The freighter conversion programmes by Airbus / EFW / ST Aerospace and PacAvi/ Aerotribune will may extend the life of the A321 in the freight market, although generally only the first feedstock aircraft for cargo conversion trade at a premium over the part-out value.
The A321-200 was the first direct competitor to the Boeing 757-200. While not as range-capable as the Boeing 757-200, the A321-200, especially the higher MTOW version, became a strong competitor on medium routes, such as US coast-to-coast. With the A321 (and later Boeing 737-900ER) taking over the US domestic routes, the 757 was marginalised to fly only long haul single aisle routes. In recent years, sales figures of the A321-200 have been rising and since 2010 it has outsold the A319, making it the second most popular aircraft in the A320 family. In the last two years the A321 has even outsold the A320 (157 orders/Type swaps versus 110 orders/type swaps for the A320). Sales of the A321-200 have especially been strong in the US for use on coast- to-coast routes. In recent years, the A321-200 has become popular among low-cost carriers. Frontier, Vueling, WizzAir and VietJet took delivery of their first A321-200s in 2015 and 2016. The December 2010 launch of the A321neo marked the introduction of a c.15% more efficient replacement, available as from late 2016. The freighter conversion programmes by Airbus / EFW / ST Aerospace and PacAvi/ Aerotribune will may extend the life of the A321 in the freight market, although generally only the first feedstock aircraft for cargo conversion trade at a premium over the part-out value.
Other Models
AIRBUS A321-200neo
Large Narrowbody
In December 2010, Airbus launched the 'New Engine Option' (or "neo") for the A320 family. The base-line A320neo entered service in 2016 and the longer A321neo probably will follow late 2016. Like the A320neo, the A321neo will either have Pratt & Whitney's PW1100G- JM ('Geared Turbo Fan') engines or CFM's new LEAP-1A engines. The larger (higher bypass ratio) and slightly heavier engines reportedly will offer c.15% fuel burn advantage over today's engines. Together with some aerodynamic and structural adjustments and new winglets ('Sharklets'), the anticipated efficiency gain is expected to be 10-15% vs. the predecessor aircraft. Airbus also announced a new two door arrangement (Airbus Cabin Flex (ACF)-concept) for the A321neo, which will result in 16 more seats, bringing the total of passengers on a A321neo to 240(single class).This will make the A321neo an even stronger competitor to the 737-900ER and together with the increased range vs. the A321ceo, enhances its appeal as a potential 757 replacement. Early 2014 P&W announced that it is developing an upgrade (improved blade profiles and component contours) for the PW1100G geared turbofan that should reduce fuel consumption by 3% after 2019 (bringing the total benefit to 18%). The upgrade will be introduced in 2019 and the new components will not become available for retrofit on existing PW1100G engines, but only be included in new-build engines. As observed after engine upgrades in the past, the introduction of such upgraded P&W GTF engines (if not retrofittable) may have an impact on the values of the first A320neo family aircraft, equipped with the older and less efficient P&W GTF engines.
In October 2014, Airbus unveiled a new long range variant of the A321neo. The A321neo LR as it is called by Airbus is clearly aimed at the "middle-of-the-market "(757-200 replacement) market. It will have a range of 4.050 nm-200nm more than the Boeing 757-200 (some of which are used on long-range trans-Atlantic routes) and 400nm more than the standard A321neo. To achieve the extra payload/range performance, this new A321neo variant will have a 97 tonne MTOW and three auxiliary fuel tanks instead of two. The A321neoLR product study considers an aircraft with a three-class cabin of 114 economy seats, 30 economy plus and 20 lie-flat business seats. The A321neo LR will have a slightly lower cabin capacity than the 757-200 but comparable range. Intended markets are North America to Europe, Europe to Africa, North America to South America and S.E. Asia to Australia. With newer engines and a more modern design, the A321neo LR will have 27% lower fuel burn than the 757-200. Due to technical differences, no retrofit will be available to modify the standard A321neo to the standard of the new A321neo LR, but an aircraft built as an A321neo LR can be operated as a typical A321neo, because it is possible to remove (and re-install) the extra auxiliary tank and lower the MTOW. This offers maximum flexibility for airlines. The A321neo LR was officially launched by Airbus in January 2015 when it secured its first commitment from US lessor Air Lease Corporation (ALC), which signed a MoU for 26 A321neo LR aircraft in January 2015. In the summer of 2015 it was announced that ALC has signed a contract with Air Astana for a lease of four of these A321neo LR aircraft to replace the 757s in Air Astana's fleet. During the Farnborough Air Show of 2016, Norwegian announced that it converted 30 of its previously ordered 100 A320neo aircraft to the A321neo LR. Norwegian intends to use these A321neo LR on transatlantic routes. The A321neo LR will be available from 2019.
In October 2014, Airbus unveiled a new long range variant of the A321neo. The A321neo LR as it is called by Airbus is clearly aimed at the "middle-of-the-market "(757-200 replacement) market. It will have a range of 4.050 nm-200nm more than the Boeing 757-200 (some of which are used on long-range trans-Atlantic routes) and 400nm more than the standard A321neo. To achieve the extra payload/range performance, this new A321neo variant will have a 97 tonne MTOW and three auxiliary fuel tanks instead of two. The A321neoLR product study considers an aircraft with a three-class cabin of 114 economy seats, 30 economy plus and 20 lie-flat business seats. The A321neo LR will have a slightly lower cabin capacity than the 757-200 but comparable range. Intended markets are North America to Europe, Europe to Africa, North America to South America and S.E. Asia to Australia. With newer engines and a more modern design, the A321neo LR will have 27% lower fuel burn than the 757-200. Due to technical differences, no retrofit will be available to modify the standard A321neo to the standard of the new A321neo LR, but an aircraft built as an A321neo LR can be operated as a typical A321neo, because it is possible to remove (and re-install) the extra auxiliary tank and lower the MTOW. This offers maximum flexibility for airlines. The A321neo LR was officially launched by Airbus in January 2015 when it secured its first commitment from US lessor Air Lease Corporation (ALC), which signed a MoU for 26 A321neo LR aircraft in January 2015. In the summer of 2015 it was announced that ALC has signed a contract with Air Astana for a lease of four of these A321neo LR aircraft to replace the 757s in Air Astana's fleet. During the Farnborough Air Show of 2016, Norwegian announced that it converted 30 of its previously ordered 100 A320neo aircraft to the A321neo LR. Norwegian intends to use these A321neo LR on transatlantic routes. The A321neo LR will be available from 2019.
Other Models
AIRBUS A330-200
Medium Widebody
The A330-200 is the longer range, shorter fuselage development of the A330-300. Airbus positioned the A330-200 as an efficient, more capable and more comfortable alternative to the Boeing 767-300ER. Due to the initial sales success of the A330-200, supported by significant interest from leasing companies, Boeing decided to launch the stretched 767-400ER in 1997. The A330-200s newer technology, superior range capability and crew commonality with the A320 and A340 families made the A330-200 the preferred choice in its category. The coinciding demise of the 767 drove Boeing to the development of the (failed) Sonic Cruiser and later the 787 (originally 7E7) which initially claimed performance should be 20-30% more efficient (787-8) than the A330-200. However, the 787's troublesome entry into service (delays) caused strong (interim) demand for the A330 which was granted 240min ETOPS certification in 2009 and is now also offered at an upgraded 242t MTOW for more payload/range to better compete with the 787.
All A330s produced after MSN 1627 are 242t MTOW capable. Iberia and Aerolíneas Argentinas are the first operators of 242t MTOW A330-200s. The 242t MTOW option makes the A330-200 an interesting aircraft for airlines who need the extra performance for hot-and-high operations or who need a suitable aircraft for long range, relatively low demand routes.
The continuous improvement to the A330 programme and especially the A330-300 means that the A330-300 has now almost the same range to offer as the A330-200 with far more passenger load. This makes the A330-300 a more efficient aircraft. Since 2009 annual sales of the A330-200 have been less than the A330-300 and by 2013 the A330-200 was finally outsold by the A330-300. The A330-200 backlog is currently ~40 aircraft, including 15 aircraft for Kingfisher and it is highly unlikely, that these Kingfisher aircraft will ever be delivered. In recent years more and more A330-200s have been phased out (Emirates & EVA Air) and a large portion of the stored fleet is unplaced, although there are airlines picking up used A330-200s. Among these airlines are existing A330-200 operators who want to top up their fleet (Turkish Airlines, Air Transat, TAP Portugal), but also airlines who will use the A330-200 to start new long haul routes or replace older equipment (Eurowings, AZUL, SATA, Shaheen, Onur Air). Part-outs of A330-200 have started, but are still very low (~10 so far). The values extracted from the A330 airframe are still relatively low, as there is enough supply on the market from the large number of A340s which have been parted out so far (A340 and A330 airframes have high commonality). In December 2014, Egypt Air signed an agreement with EFW to convert two of the carrier's A330-200 passenger aircraft to freighter, making Egypt Air the launch customer for the A330 P-to-F conversion programme. The launch of an A330 conversion programme opens an aftermarket for older A330s. Derived from the A330-200 is the dedicated A330-200 Freighter, the military A330 Multi Role Tanker Transport aircraft and the corporate ACJ330. In 2014 Airbus introduced the A330-200's successor, the A330-800neo.
All A330s produced after MSN 1627 are 242t MTOW capable. Iberia and Aerolíneas Argentinas are the first operators of 242t MTOW A330-200s. The 242t MTOW option makes the A330-200 an interesting aircraft for airlines who need the extra performance for hot-and-high operations or who need a suitable aircraft for long range, relatively low demand routes.
The continuous improvement to the A330 programme and especially the A330-300 means that the A330-300 has now almost the same range to offer as the A330-200 with far more passenger load. This makes the A330-300 a more efficient aircraft. Since 2009 annual sales of the A330-200 have been less than the A330-300 and by 2013 the A330-200 was finally outsold by the A330-300. The A330-200 backlog is currently ~40 aircraft, including 15 aircraft for Kingfisher and it is highly unlikely, that these Kingfisher aircraft will ever be delivered. In recent years more and more A330-200s have been phased out (Emirates & EVA Air) and a large portion of the stored fleet is unplaced, although there are airlines picking up used A330-200s. Among these airlines are existing A330-200 operators who want to top up their fleet (Turkish Airlines, Air Transat, TAP Portugal), but also airlines who will use the A330-200 to start new long haul routes or replace older equipment (Eurowings, AZUL, SATA, Shaheen, Onur Air). Part-outs of A330-200 have started, but are still very low (~10 so far). The values extracted from the A330 airframe are still relatively low, as there is enough supply on the market from the large number of A340s which have been parted out so far (A340 and A330 airframes have high commonality). In December 2014, Egypt Air signed an agreement with EFW to convert two of the carrier's A330-200 passenger aircraft to freighter, making Egypt Air the launch customer for the A330 P-to-F conversion programme. The launch of an A330 conversion programme opens an aftermarket for older A330s. Derived from the A330-200 is the dedicated A330-200 Freighter, the military A330 Multi Role Tanker Transport aircraft and the corporate ACJ330. In 2014 Airbus introduced the A330-200's successor, the A330-800neo.
Other Models
AIRBUS A330-300
Medium Widebody
The A330-300 is the twin-engined, medium-range sister of the long- range A340-300, with the same fuselage, wing and cockpit. The Airbus A330-300 entered commercial service in 1994 and was optimized for medium range high-density markets, but continuous improvement on the A330-300 means that it has developed into a very capable and efficient medium to long haul aircraft. The initial production standard of the A330-300 had a maximum take-off of 212t and range of only around 4,500nm with 295 passengers in a three class lay-out. After the A330-200 introduction in 1997, an A330-300 with a MTOW of 230t and an optional 233t MTOW was introduced. Subsequently Airbus added a further 235t MTOW option which entered service in 2013 increasing its range to 5,650nm. A 240t MTOW version was announced in mid-2012 and in November 2012, Airbus announced a 242t MTOW option with centre wing fuel tanks activated for the first time on the A330-300, giving it a range of 6,100nm. The first 242t version was delivered to Delta Air Lines in May 2015. All A330s produced after MSN 1627 are 242t MTOW capable. Besides Delta, also SAS and Air China have opted for the 242t A330-300. The 233t MTOW (or more) versions are preferred by most airlines for their route flexibility, but the 242t gives the airlines more range and payload. Like the 777-200 (its initial competitor), it can be equipped with engines from all three major engine manufacturers. Because of its lower structural weight (i.e. higher efficiency) and greater range capability it enjoys considerably more success than the 777-200. As with the A330-200, the-300 received 240min ETOPS certification in 2009. The A330-300 seems to be somewhat less threatened than the-200 by the range-optimized 787. As the A350- 800/900 will have much higher capital cost and will also be optimized for longer range operations, the A330-300 is expected to remain a very efficient competitor with an ideal mix of medium-to-long-haul range capabilities.
The launch of an A330 freighter conversion programme in 2012 opened an aftermarket for older A330-300s. At the Farnborough Air Show 2016. DHL Express signed an order to become the launch customer for the A330-300 P2F, with an order of for 4 aircraft. The first aircraft will be re-delivered to DHL after conversion at Dresden late 2017.
With 20 year's production and the introduction of new generation competitors as the A350XWB and 787, Airbus has been studying ways to extend the life of the A330. In 2013 Airbus launched a new regional version of the A330-300 with a lower 199t MTOW, de-rated engines, a cockpit optimized for high cycle operations and a high density cabin tailored for shorter ranges (less galleys and crew rest rooms). This makes the A330-300 a relatively low-priced short-haul wide bodied people mover. This version is primarily aimed at markets with large populations and fast growing, concentrated air traffic flows (so mainly SO-Asia and China), and is in fact a kind of a return to the originally A330-300 design and intended role. The first A330-300 Regional was delivered to Saudi Arabian Airlines in August 2016.
The launch of an A330 freighter conversion programme in 2012 opened an aftermarket for older A330-300s. At the Farnborough Air Show 2016. DHL Express signed an order to become the launch customer for the A330-300 P2F, with an order of for 4 aircraft. The first aircraft will be re-delivered to DHL after conversion at Dresden late 2017.
With 20 year's production and the introduction of new generation competitors as the A350XWB and 787, Airbus has been studying ways to extend the life of the A330. In 2013 Airbus launched a new regional version of the A330-300 with a lower 199t MTOW, de-rated engines, a cockpit optimized for high cycle operations and a high density cabin tailored for shorter ranges (less galleys and crew rest rooms). This makes the A330-300 a relatively low-priced short-haul wide bodied people mover. This version is primarily aimed at markets with large populations and fast growing, concentrated air traffic flows (so mainly SO-Asia and China), and is in fact a kind of a return to the originally A330-300 design and intended role. The first A330-300 Regional was delivered to Saudi Arabian Airlines in August 2016.
Other Models
AIRBUS A330-900neo
Large Widebody
After months of speculation, Airbus launched the A330neo (new engine option) at the Farnborough Air show in July 2014. In fact this concept is strikingly similar to the first design of the Airbus A350 launched in 2004. This first A350 design was based on an A330 fuselage with new aerodynamics and engines. However this design was rejected by many customers and Airbus went back to the drawing board to design a complete new A350 and renamed it the A350 XWB. In first instance, the smallest version of the A350 XWB, the A350-800 was aimed at the market segment of the A330-200/300. However, as this was a shrink from the baseline A350-900, the A350-800 was a suboptimal design. With the same size wings as the bigger A350-900 and with new efficient engines it was a relatively heavy aircraft with a long range that was not useful for most of the current A330 users. Airbus studied hard to introduce a new version of the A330. The current A330 was still its best-selling wide body airliner as it was a relatively inexpensive widebody positioned in the lower half of the widebody market; it was very well positioned to serve high density routes in the market segment below 4.000 nm. A final reason to be hesitant about a new A330 design was that a more efficient A330neo might easily steal orders from the A350 XWB. Current A330 customers such as Delta and AirAsiaX kept pushing Airbus to develop a more efficient version of the A330. The fact was that developing a new version of the A330 would be relatively cheap as Airbus could use the same principles employed to develop the A320neo and benefit from engine technology developed for the A350 XWB, therefore Airbus decided to introduce the A330neo.
Central to the new A330 concept are the new RR Trent 7000 engines. Contrary to the A330ceo (current engine option), the A330neo will only have one engine manufacturer. The new RR Trent 7000 will have a 112inch diameter fan with a 10:1 bypass ratio developing a thrust of 300-322KN. Besides these new engines the A330neo also features new larger winglets, an increased wingspan (+3.7m) and some aerodynamic improvements to the wings and fuselage. The cabin design is also optimised and includes new-design lavatories and crew rests. These increased cabin efficiencies will result in up to ten seats more than in the current A330. All new techniques and improvements contribute to 11% lower trip costs and (thanks to 10 extra seats) 14% lower fuel burn per seat. The A330neo has a > 95% spare parts commonality with the current generation A330s and both generations have the same type rating. This minimises the entry in service costs for airlines that already operated the A330, as they would not need to spend money on new spares or additional flight crew training.
The A330neo comes in two sizes, the A330-800neo and A330-900neo. The A330-900neo is the larger of the two and will be the successor of the A330-300. With a backlog of 176, the A330-900neo is far more popular than the A330-800neo, so the main focus of the A330neo programme will be on the-900neo variant. The A330-900neo is capable of transporting ~287 passengers in a two class cabin lay out over a distance of 6,500nm. These are 10 passengers more over a 400 nm larger distance than the current A330-300. The larger A330-900neo is much more popular than the A330-800neo. As of summer 2016 Airbus has received 176 firm orders and 20 commitments for the A350. The first orders and commitments were placed by AirAisaX and lease companies Air Lease Corporation, Avolon and CIT. The A330-900neo got a big impetus from the December 2015 Delta Air Lines order for 25 A350-900neo. Delta will use these aircraft for North Atlantic Markets and claims that the A330-900neo is an aircraft with relatively affordable ownership costs that can operate these missions as they don't require the range offered by more modern but more expensive aircraft as the A350 XWB or Boeing 787. The A330-900neo will make its first flight in 2017 with certification and following delivery to launch customer TAP Portugal late 2017. Airbus is studying to introduce a 245t MTOW version of the A330neo.
Central to the new A330 concept are the new RR Trent 7000 engines. Contrary to the A330ceo (current engine option), the A330neo will only have one engine manufacturer. The new RR Trent 7000 will have a 112inch diameter fan with a 10:1 bypass ratio developing a thrust of 300-322KN. Besides these new engines the A330neo also features new larger winglets, an increased wingspan (+3.7m) and some aerodynamic improvements to the wings and fuselage. The cabin design is also optimised and includes new-design lavatories and crew rests. These increased cabin efficiencies will result in up to ten seats more than in the current A330. All new techniques and improvements contribute to 11% lower trip costs and (thanks to 10 extra seats) 14% lower fuel burn per seat. The A330neo has a > 95% spare parts commonality with the current generation A330s and both generations have the same type rating. This minimises the entry in service costs for airlines that already operated the A330, as they would not need to spend money on new spares or additional flight crew training.
The A330neo comes in two sizes, the A330-800neo and A330-900neo. The A330-900neo is the larger of the two and will be the successor of the A330-300. With a backlog of 176, the A330-900neo is far more popular than the A330-800neo, so the main focus of the A330neo programme will be on the-900neo variant. The A330-900neo is capable of transporting ~287 passengers in a two class cabin lay out over a distance of 6,500nm. These are 10 passengers more over a 400 nm larger distance than the current A330-300. The larger A330-900neo is much more popular than the A330-800neo. As of summer 2016 Airbus has received 176 firm orders and 20 commitments for the A350. The first orders and commitments were placed by AirAisaX and lease companies Air Lease Corporation, Avolon and CIT. The A330-900neo got a big impetus from the December 2015 Delta Air Lines order for 25 A350-900neo. Delta will use these aircraft for North Atlantic Markets and claims that the A330-900neo is an aircraft with relatively affordable ownership costs that can operate these missions as they don't require the range offered by more modern but more expensive aircraft as the A350 XWB or Boeing 787. The A330-900neo will make its first flight in 2017 with certification and following delivery to launch customer TAP Portugal late 2017. Airbus is studying to introduce a 245t MTOW version of the A330neo.
Other Models
AIRBUS A340-200
Medium Widebody
The A340-200 basically is a four-engined A330-200 with the same capacity but a higher MTOW and significantly more range. Fuselage, wing and cockpit design are the same. The A340s four-engine design freed it from restrictions that limited twin-engined aircraft have to operate within a certified timeframe (on one engine) from the nearest suitable airport. However, increased engine reliability has led to less stringent rules for certification for 180 minutes Extended Twin-engine Operations (ETOPS) of the competing Boeing 777 family. The A340-200 is the shorter fuselage, long range version of the A340-300 which was launched simultaneously. When the stretched A340-500 and-600 were launched several years later, the-200 lost appeal as the stretched versions resulted in lower seat mile costs and could accommodate higher specific passenger payloads. In total, only 28-200s were built. Only two of them are currently in service with Egypt's Leisure Air. The remainder is stored; scrapped or is in use as Corporate / VIP aircraft. One aircraft has been written-off.
Other Models
AIRBUS A340-300
Large Widebody
The A340-300 basically is a four engined A330-300 with the same capacity but a higher MTOW and significantly more range. Fuselage, wing and cockpit design are the same. The A340s four-engine design freed it from restrictions that limited twin-engined aircraft have to operate within a certified timeframe (on one engine) from the nearest suitable airport. However, increased engine reliability has led to less stringent rules for 180 minutes Extended Twin-engine Operations (ETOPS) of the competing Boeing 777 family. The A340-300's main rival, the twin-engined Boeing 777-200ER was favoured by the industry, outselling the A340-300 by an average rate of 2:1. The MD11 was a relevant competitor as well. In a marginally successful attempt to revive the A340s fortunes, a high gross weight version became available in 1996 featuring a reinforced structure with became production standard as from msn 117. In 2003, Airbus introduced further enhancements like an LCD flightdeck, a fly-by-wire rudder and improved CFM56-5C/P engines though this didn't have a strong impact as new clients preferred the Rolls-Royce powered A340-600 and, later on, the 777-300ER.
It nevertheless is the most widespread A340 which increasingly, is operated by airlines with a view to disposal/retirement as soon as a replacement can be secured. In an increasing fuel price environment, several operators were keen to replace the A340-300 with more efficient (twin engine) equipment. Many airlines have already replaced the A340-300, or are in the process of replacing them, with new enhanced versions of the A330-300 (or even with the competing Boeing 777-300ER), making the A340-300 an aircraft operated increasingly by second tier airlines. The massive drop in fuel costs in the last two years, should benefit the four-engined A340-300, but phase-outs (Cathay, China Airlines, SriLankan, Emirates, Finnair) have continued in the last years. Around 60 A340-300s have been permanently withdrawn from use and most of them have been scrapped, which in turn has led to a big reduction in part-out values. Especially the early built aircraft with the lower MTOW and lower thrust engines have been phased out. The A340-300 relatively small and less powerful CFM56 engines make that the engine maintenance costs are relatively low and are comparable to those of the A320 and 737NG (x2). This in combination with the low capital costs of the A340-300 make it an attractive aircraft for second and third tier airlines with a poor credit status and without an ETOPS status who need long haul equipment.
Airbus itself does not offer a cargo conversion programme for the A340-300, but LCF Conversions has developed a freighter conversion which uses the standard lower fuselage freight doors and install a pair of internal cargo lifts, forward and aft, to transfer the payload between the lower and main deck, avoiding the high cost expenditure normally associated with large-door conversion and need to strengthen the main deck. Today this programme is still not officially launched and certified and market interest appears muted. If a cargo conversion programme is launched, part-out scenarios for the A340-300 would no longer be the only alternative.
It nevertheless is the most widespread A340 which increasingly, is operated by airlines with a view to disposal/retirement as soon as a replacement can be secured. In an increasing fuel price environment, several operators were keen to replace the A340-300 with more efficient (twin engine) equipment. Many airlines have already replaced the A340-300, or are in the process of replacing them, with new enhanced versions of the A330-300 (or even with the competing Boeing 777-300ER), making the A340-300 an aircraft operated increasingly by second tier airlines. The massive drop in fuel costs in the last two years, should benefit the four-engined A340-300, but phase-outs (Cathay, China Airlines, SriLankan, Emirates, Finnair) have continued in the last years. Around 60 A340-300s have been permanently withdrawn from use and most of them have been scrapped, which in turn has led to a big reduction in part-out values. Especially the early built aircraft with the lower MTOW and lower thrust engines have been phased out. The A340-300 relatively small and less powerful CFM56 engines make that the engine maintenance costs are relatively low and are comparable to those of the A320 and 737NG (x2). This in combination with the low capital costs of the A340-300 make it an attractive aircraft for second and third tier airlines with a poor credit status and without an ETOPS status who need long haul equipment.
Airbus itself does not offer a cargo conversion programme for the A340-300, but LCF Conversions has developed a freighter conversion which uses the standard lower fuselage freight doors and install a pair of internal cargo lifts, forward and aft, to transfer the payload between the lower and main deck, avoiding the high cost expenditure normally associated with large-door conversion and need to strengthen the main deck. Today this programme is still not officially launched and certified and market interest appears muted. If a cargo conversion programme is launched, part-out scenarios for the A340-300 would no longer be the only alternative.
Other Models
AIRBUS A340-500
Ultra Long Range Large Widebody
The A340-500 is a slightly stretched (10.5 ft) ultra-long-range development of the A340-300. The A340-500 was developed in conjunction with the 34.8 ft stretched-600. Both aircraft have a new 20% larger wing and are equipped with RR Trent 500 engines. The A340-500's 9,000nm range allows it to fly non-stop routes such as Singapore-New York, Toronto-Hong Kong and Dubai-Sydney. However, considering the very limited number of substantial ultra-long range routes and especially the high cost involved in such operations, the-500 remains a niche aircraft which competes with the more efficient, twin- engined 777-200LR. To fly such ultra-long routes the Airbus A340-500 has large tanks and structural reinforcements to its frame to deal with this large amount of fuel on board the aircraft. However with the high fuel prices seen in the recent past it became almost impossible to make money flying the A340-500 with a full load of fuel. The load factor must be far above the 100% to make such routes profitable. Due to its relatively heavy structure, the-500 cannot compete with the lighter A340-300 and 777-200ER on routes within the range of these competitors. In 2013 Singapore Airlines stopped flying its non-stop routes between Singapore and New York/Newark and between Singapore and Los Angeles for which it had a dedicated fleet of five A340-500s. All Singapore Airlines' A340-500s were subsequently phased out and returned to Airbus. Emirates operated a fleet of 10 Airbus A340-500s, but the last one was returned to Airbus in March 2016. With only 5 aircraft currently in commercial passenger service and 20 aircraft stored, interest in commercial operation of this aircraft is very limited and it seems VIP/Government service (currently five service) is the most likely (but very small) aftermarket.
Other Models
AIRBUS A340-600
Large Widebody
The A340-600 is a 34, 8 ft. (85 seat) stretch of the A340-300 which at over 246 feet, makes it the longest passenger aircraft in operation. The aircraft is equipped with more powerful RR Trent 500 engines, a new wing, enlarged stabilizers and strengthened landing gears. Like its competitor, the much more successful Boeing 777-300ER, the A340- 600 was developed to replace the 747-100/200/300 and, although somewhat smaller, to supplement or replace the 747-400. Shortly after its introduction Airbus developed a higher gross weight variant at the request of its prospective customers, leaving early production models at risk of becoming oddball aircraft due to structural differences. The high gross weight version features airframe, landing gear and engine pylon reinforcements, which have become production standard after the aircraft's introduction in mid-2006. The improvement in MTOW allows for 350nm additional range or 12,000 lbs of payload on a 6,000nm flight.
Apart from mainly European legacy carriers, the A340-600 failed to impress the market. The A340-600 is Iberia's and South African Airways' main long haul type and forms part of the Lufthansa long haul fleet as well. Middle Eastern carriers as Qatar Airways and Etihad are using the type to operate on higher yielding routes, offsetting higher fuel costs. The aircraft has a payload advantage over the B777-300ER operating from hot and high airports such as Madrid or Johannesburg. Especially in an increasing fuel price environment, several operators are keen to replace the A340s with more efficient (twin engine) equipment. With the A350-1000 (EIS earliest 2017), Airbus already has a twin engined replacement aircraft under development. Although not impossible, a freight conversion is unlikely, due to a mix of technical reasons (length of the aircraft and constraints on bending under heavy load with high density cargo) and the relatively small fleet acting as feedstock (same for A340-500) combined with the high costs involved in such a conversion and likely unappealing FTK costs compared to other large freighters.
Although no longer in production, Airbus started a marketing offensive in the summer of 2013, as a reaction to the rapidly declining market values of used A340 aircraft. Airbus stressed that all versions of the A340 still have excellent performance (especially in hot-and-high circumstances due to its four engines) and long range capabilities and with its four engines it is free from ETOPS constraints, making more direct routes and fuel and time savings possible. Airbus also plans to re-certify the A340-600 to carry up to 475 passengers, by introducing 35 seats instead of a forward toilet and mid-cabin galley. Together with Rolls Royce Airbus is working to improve the engine efficiency and maintenance costs. All these improvements should make the A340-600 a more competitive aircraft, unfortunately only at low price levels or reduced lease rates. However this new marketing campaign did not change much in the market perception of the A340-600. Most airlines who bought the A340-600 new from the factory are in the process of phasing out the aircraft (Virgin, Thai) or will phase them out in the near future as new equipment (Iberia, Lufthansa) will enter the fleet. Only new operator who operates used A340-600s is Mahan Air from Iran, who added-through a rather obscure purchase process involving Maltese and Iraqi airlines-6 ex Virgin aircraft to its fleet in the summer of 2015. In 2016 Lufthansa-the largest operator of the A340-600-put four aircraft in storage. These four aircraft will return into service as replacement for the four oldest A340-600 in their fleet, which are currently offered for sale and will probably leave the fleet in the nearby future. Lufthansa is intended to fly the remainder of the A340-600 fleet into the 2020s, until they have taken delivery of enough A350-900s and 777-Xs.
Apart from mainly European legacy carriers, the A340-600 failed to impress the market. The A340-600 is Iberia's and South African Airways' main long haul type and forms part of the Lufthansa long haul fleet as well. Middle Eastern carriers as Qatar Airways and Etihad are using the type to operate on higher yielding routes, offsetting higher fuel costs. The aircraft has a payload advantage over the B777-300ER operating from hot and high airports such as Madrid or Johannesburg. Especially in an increasing fuel price environment, several operators are keen to replace the A340s with more efficient (twin engine) equipment. With the A350-1000 (EIS earliest 2017), Airbus already has a twin engined replacement aircraft under development. Although not impossible, a freight conversion is unlikely, due to a mix of technical reasons (length of the aircraft and constraints on bending under heavy load with high density cargo) and the relatively small fleet acting as feedstock (same for A340-500) combined with the high costs involved in such a conversion and likely unappealing FTK costs compared to other large freighters.
Although no longer in production, Airbus started a marketing offensive in the summer of 2013, as a reaction to the rapidly declining market values of used A340 aircraft. Airbus stressed that all versions of the A340 still have excellent performance (especially in hot-and-high circumstances due to its four engines) and long range capabilities and with its four engines it is free from ETOPS constraints, making more direct routes and fuel and time savings possible. Airbus also plans to re-certify the A340-600 to carry up to 475 passengers, by introducing 35 seats instead of a forward toilet and mid-cabin galley. Together with Rolls Royce Airbus is working to improve the engine efficiency and maintenance costs. All these improvements should make the A340-600 a more competitive aircraft, unfortunately only at low price levels or reduced lease rates. However this new marketing campaign did not change much in the market perception of the A340-600. Most airlines who bought the A340-600 new from the factory are in the process of phasing out the aircraft (Virgin, Thai) or will phase them out in the near future as new equipment (Iberia, Lufthansa) will enter the fleet. Only new operator who operates used A340-600s is Mahan Air from Iran, who added-through a rather obscure purchase process involving Maltese and Iraqi airlines-6 ex Virgin aircraft to its fleet in the summer of 2015. In 2016 Lufthansa-the largest operator of the A340-600-put four aircraft in storage. These four aircraft will return into service as replacement for the four oldest A340-600 in their fleet, which are currently offered for sale and will probably leave the fleet in the nearby future. Lufthansa is intended to fly the remainder of the A340-600 fleet into the 2020s, until they have taken delivery of enough A350-900s and 777-Xs.
Other Models
AIRBUS A350-800
Medium Widebody
The A350 family could be seen as Airbus' answer to the slightly smaller Boeing 787 family but effectively also competes with the slightly larger Boeing 777 family. After its first launch in 2004, some A350s were ordered but the design failed to impress the market and was criticized for being nothing more but an upgraded A330 which couldn't compete with the Boeing 787. Airbus responded with the redesigned A350 dubbed 'XWB' for eXtra Wide Body which featured a 12 in. wider fuselage, a new (composite) wing, upgraded A380 based systems and an advanced technology cockpit with 6 large LCD screens. Although launched as an "optimized' design, the A350-800 will now be a simple shrink of the base line A350-900 which already entered service early 2015. As the smallest member of the A350 family, it will in terms of payload and range, be closest to the 787-9. Because it will be slightly larger than the 787-8, it could probably be competitive to that type as well in terms of seat-mile economics. Airbus claims the A350-800 could well co-exist with the A330 family as the latter is optimized for much less range, but on the longer run the A350 is considered to be the future twin-engine replacement of the A330/A340 family which is already reflected in the existing order book. The anticipated efficiency gains of an A350-800 over an A330-200 on a 4,000nm trip are expected to exceed 20%.
The A350-800 is the least popular version of the A350XWB. Many airlines who placed original A350-800 orders transferred their orders to other A350 variants, making the order book for the A350-800 shrink from c.150 to 16 aircraft. With very little market appeal and capable alternative versions of the A350, legitimate doubts are raised if Airbus will continue with the development of the A350-800 version in its current configuration. Airbus itself seems not very supportive of the current A350-800 and is moving slowly away from it. With the introduction of the A330-800neo, it has become highly unlikely that Airbus will ever produce the A350-800. Hawaiian Air which was one of the few customers of the type swapped its six strong A350-800 order to the A330-800neo. Although the A350-800 is still on offer on Airbus website, the A350-800 is not promoted anymore in Airbus marketing presentations on various business conferences. With just 16 orders in the book for 2 operators (Aeroflot and Asiana Airlines) it seems increasingly unlikely that the A350-800 will exist beyond the drawing board.
The A350-800 is the least popular version of the A350XWB. Many airlines who placed original A350-800 orders transferred their orders to other A350 variants, making the order book for the A350-800 shrink from c.150 to 16 aircraft. With very little market appeal and capable alternative versions of the A350, legitimate doubts are raised if Airbus will continue with the development of the A350-800 version in its current configuration. Airbus itself seems not very supportive of the current A350-800 and is moving slowly away from it. With the introduction of the A330-800neo, it has become highly unlikely that Airbus will ever produce the A350-800. Hawaiian Air which was one of the few customers of the type swapped its six strong A350-800 order to the A330-800neo. Although the A350-800 is still on offer on Airbus website, the A350-800 is not promoted anymore in Airbus marketing presentations on various business conferences. With just 16 orders in the book for 2 operators (Aeroflot and Asiana Airlines) it seems increasingly unlikely that the A350-800 will exist beyond the drawing board.
Other Models
Bombardier CRJ-100/200/440
Small Regional Jet
The CRJ100 is effectively a 20 ft. stretch of the Bombardier CL-601 Challenger corporate jet. In the nineties, the 'Canadair Regional Jet' replaced many more efficient but slower turboprops in the hub-spoke network but also supplemented narrowbody operations during off-peak hours and developed new thin point-to-point routes. Vis-a-vis Embraer's 50 seater jets (ERJs), the Bombardier products had a head start as they were available a couple of years earlier. US mainline pilot unions, who considered the regional jet a threat, forced limitations (via so-called scope clauses) on the number and size of regional jets to be operated by the US carriers via their regional partners. By virtually excluding the use of regional jets larger than 50 seats, the unions created a synthetic market for (sub-optimized) 50-seaters. A relaxation of those clauses led to an oversupply and many CRJ100/200 have been sent to the famous storage fields in the Southwest US deserts. The CRJ100/200s is quite successful as a (converted) Corporate/VIP-jets (88 in service / 11 stored), though huge concentration of the passenger fleet remains in the North American regional market (c.75%). Import restrictions/ requirements of possible secondary markets don't help either. The CRJ100 was sold in-ER (20% more range) and high gross weight-LR version (40% more range). The CRJ200 is basically a CRJ100 with improved engines and also exists in-ER and-LR version. The CRJ440 is basically a CRJ200 adjusted to fit the Northwest Airlines scope clause 44-seat maximum. In general, the 50 seater jet market is really soft with huge oversupply and competition from slower but more efficient turboprops. One third of the current fleet is stored and already a substantial number of CRJ100/200s have been parted-out at relatively young age just by lack of demand. In 2006, a conversion into a package freighter (no large door) was offered by Cascade Aerospace though only five aircraft have been converted so far. In February 2013 Aeronautical Engineers Inc. launched a CRJ200Special Freighter conversion programme, which entails cutting a large cargo door in the aircraft. AEI expects 100 CRJs to be converted. Mid 2016 AEI said it had firm orders for 34 conversions. A conversion will cost around $1.8 million.
Other Models
Bombardier CRJ700 / CRJ700 NextGen
Medium Regional Jet
The CRJ700 is a stretched CRJ200 which fits 20 more passengers. Other differences include more powerful engines, a larger wing and tail and a lowered floor and higher cabin windows which increases passenger comfort. The CRJ700 comes in three series: Series 700 for 68 passengers, Series 701 for 70 passengers and Series 702 for 78 passengers. All series are offered as basic or as a higher gross weight-ER and LR-variant for more range. Because of the regional jets' dependence on the US market, the success of the CRJ700 was mostly reliant on the relaxation of scope clauses which allowed them to replace (a limited number of) 50-seaters on markets that better fit the more efficient 70-seaters. However, further scope clause relaxation could turn the regional operators to the CRJ705/900/1000 and/or E190/195. Compared to its main Embraer 170 competitor, the CRJ700 benefits from its commonality with the large CRJ-fleet and from lower operating costs. However, the E170 has a larger and more comfortable passenger cabin and has a broader operator base that is much less concentrated to the North American market. In 2008 the CRJ700 was replaced by the CRJ700 NextGen with an upgraded cabin with larger bins and windows and slightly reduced weights for improved fuel burn.
The current order backlog is very limited with just 9 aircraft on order (6 for Felix Airways, an airline from Yemen. An order placed in 2008 making it highly unlikely that these aircraft will ever be built) and 3 for an unannounced commercial customer. Since 2013 Lufthansa CityLine has retired its original 20 strong CRJ700 fleet. 11 ex Lufthansa Cityline aircraft have found a new home and still operate in a passenger role, while the other 9 have been scrapped. United has announced early 2016, that it will phase out its CRJ700 fleet and will replace them with Embraer E175s. The fleet remains very concentrated in the North American market and faces some competition from the more efficient larger turboprops as the Dash8-Q400 and ATR72-600 (e.g. Horizon Air). 11 CRJ700 / CRJ700NextGen are in use as Corporate/VIP aircraft.
The current order backlog is very limited with just 9 aircraft on order (6 for Felix Airways, an airline from Yemen. An order placed in 2008 making it highly unlikely that these aircraft will ever be built) and 3 for an unannounced commercial customer. Since 2013 Lufthansa CityLine has retired its original 20 strong CRJ700 fleet. 11 ex Lufthansa Cityline aircraft have found a new home and still operate in a passenger role, while the other 9 have been scrapped. United has announced early 2016, that it will phase out its CRJ700 fleet and will replace them with Embraer E175s. The fleet remains very concentrated in the North American market and faces some competition from the more efficient larger turboprops as the Dash8-Q400 and ATR72-600 (e.g. Horizon Air). 11 CRJ700 / CRJ700NextGen are in use as Corporate/VIP aircraft.
Other Models
Bombardier CRJ900/CRJ900 NextGen/CRJ705
Large Regional Jet
Almost twice the length of the original CL-601 Challenger, the CRJ900 is a further 12 feet 8 inch stretch of the already stretched CRJ700 with more powerful engines. The aircraft is offered in a standard and high gross weight-ER version, the latter offering 234 nm additional range. When launched, there was only very limited interest, though (in anticipation of) further relaxation of scope clauses, ordering eventually took off. The CRJ900 now also 'benefits' from scope clauses, limiting some operators to scale up to larger RJs or even narrowbodies on some routes. In the marketplace the CRJ900(ER) offers the same advantages of commonality with the existing fleet of CRJ's. The main competition for the CRJ900 comes from the smaller 78-seat Embraer 175 but primarily the slightly larger 98-seat Embraer 190. In general, the CRJ is slightly more efficient, though the E-Jets have a larger cabin cross- section which is appreciated by the passengers and airlines, especially on longer routes. Looking forward, Mitsubishi's all new MRJ90 could turn out to be a very efficient competitor as well. In 2007 Bombardier launched the CRJ900 NextGen, which features an upgraded cabin with larger bins and windows and slightly reduced weights which improves fuel burn. In April 2016 Bombardier introduced an improved cabin for the CRJ900, with-again-larger bins, larger forward toilet and bigger entrance area. These improvements are also available as retrofit for older CRJ900s. Bombardier's new and more efficient CS100 is slightly larger, some future cannibalization, especially on targeted growth routes, cannot be excluded. Late 2012 the CRJ900 NextGen got a major impetus with an order of 40 CRJ900s placed by Pinnacle Airlines (to be operated for Delta Air Lines) and one year later in December 2013 American Airlines placed an order for 30 CRJ900 NextGens, followed one year later in December 2014 with an additional 24, which will be operated by subsidiary PSA Airlines. Although not many, the CRJ900 still gets some orders. Since December 2014 46 CRJ900s NextGen have been ordered by China Express Airlines (10), Mesa Airlines (7) and Air Canada Jazz (5), lessor Falko (12) and 12 for an unannounced customers. 3 CRJ900 NextGen are in use as Corporate/VIP aircraft.
A special variant of the CRJ900 is the CRJ705. Although the name suggests otherwise, this is basically a 86-seat CRJ900 variant with the same 36.19m long fuselage as the CRJ900 but fitted with a 2-class 74-seat cabin in order to comply with seat limiting scope clauses. It has the same fuel capacity as the CRJ 700 but a heavier structure and higher MTOW. Thanks to the reduced passenger capacity the range is not compromised. The CRJ705 was originally launched by US Airways, but after the union objected the order was switched to the CRJ700. Since then, only Air Canada (Jazz) has taken delivery of 16 CRJ705s. In April 2016, Air Canada (Jazz) announced that as part of its fleet standardization plan, it will reconfigure its CRJ705s to CRJ900s by adding one seat.
A special variant of the CRJ900 is the CRJ705. Although the name suggests otherwise, this is basically a 86-seat CRJ900 variant with the same 36.19m long fuselage as the CRJ900 but fitted with a 2-class 74-seat cabin in order to comply with seat limiting scope clauses. It has the same fuel capacity as the CRJ 700 but a heavier structure and higher MTOW. Thanks to the reduced passenger capacity the range is not compromised. The CRJ705 was originally launched by US Airways, but after the union objected the order was switched to the CRJ700. Since then, only Air Canada (Jazz) has taken delivery of 16 CRJ705s. In April 2016, Air Canada (Jazz) announced that as part of its fleet standardization plan, it will reconfigure its CRJ705s to CRJ900s by adding one seat.
Other Models
Bombardier CRJ1000 NextGen
Large Regional Jet
Bombardier's CRJ1000 is a double stretch of the CRJ700 so a triple stretch from the CRJ200. It bridges the 'gap' between the CRJ900 and Cseries. Apart from a 9.8ft longer fuselage than the CRJ900, the CRJ1000 features a reinforced main landing gear, modified wing, fly- by-wire rudder, higher MTOW and slightly more powerful and efficient engines. Its cabin is conform Bombardier's new 'NextGen' standard with larger bins and windows. It will mainly compete with Embraer's E195 which is probably less efficient but has a spacier fuselage, giving it more the character of a mainline narrowbody aircraft which is generally appreciated by passengers. Also, competition from Mitsubishi's all new and very efficient MRJ and the cheaper SuperJet SSJ100 will be relevant. The CRJ1000 entered service with Brit Air (now rebranded as Hop!) and Air Nostrum at the end of 2010. So far only 47 aircraft have been delivered. With a limited backlog of 21 aircraft and a very small operator base (only Air Nostrum, Arik Air, Hop! and Garuda), the CRJ1000 is not a success story in terms of sales. Contrary to the other CRJ-models, the CRJ1000 has not attracted any orders in the US as the aircraft is too big to fit in the various scope clauses. A relaxation of these clauses can bring some success, but by that time the more modern competitors from other manufactures will also be available. The longevity of the CRJ production line probably allows Bombardier to discount the prices of CRJ aircraft. However Bombardier seems to be more focused on the CSeries, so it is not very likely the CRJ family will flourish again.
Other Models
Airbus A220-100
Small Narrowbody
Airbus A220-100 or ex-Bombardier's CS100 is a brand new aircraft design which, together with the larger CS300, is specifically designed for the 100-149 seats market segment. It bridges the gap in aircraft sized between the largest regional jets and smaller 'mainline' aircraft like the A318/A319 and 737-600/700. The main technology improvement compared to these aircraft types is the engine technology. The CSeries' PW Geared Turbo Fan (GTF) engines are claimed to be up to 15% more fuel efficient, 50% less noisy and up to 40% cheaper to maintain than today's technology engines. Next to that, CSeries feature an aluminium-lithium fuselage and wing structure of new lightweight (composite) materials, fly-by-wire and a very modern LCD cockpit. A higher MTOW version for extended range (CS100ER) is being developed as well. The cabin accommodates 3+2 abreast seating in economy class and roll-aboard sized overhead bins. This all should make the CS100 at least 15% more efficient than today's competitors (E190/195) and an even larger improvement versus replacement targets such as the RJ100. It will be certified to operate from steep approach airports like London City. Anticipating a seat capacity up-scaling of today's regional jet fleet (scope clauses!), the CS100 seems also positioned to eventually replace the significant CRJ900 fleet. Future competition could well come from the re-engined E190-E2/E195-E2.
The prototype of the CS100 made its (delayed) first flight on 16 September 2013.The pace of the flight test programme had been very slow compared to the flight test programmes of new aircraft designs by Boeing and Airbus. So it was no surprise that in January 2014 Bombardier announced a CSeries programme delay, which slowed the rate of test flights, tests and spending while software and structural suppliers could catch up. As a result the delivery of the first CS100 to its launch customer was postponed to the second half of 2015, 9 months later than the latest schedule and 18 months behind the original plan. The CS100 launch customer was in first instance Malmo Aviation, but this airline deferred the delivery of its first CS100, so Bombardier had to look out for a new launch customer. Late February 2015, it was announced that Swiss would be the first airline to operate the CS100. By that time it was still expected that the first CSeries would be delivered late 2015. Bombardier would use the longer test period, to improve the maturity of the flight control software. The CS100 was Bombardier's first attempt at a full fly-by-wire aircraft and software problems had been the foremost reason cited for the programme's delays. In May 2014, the first CS100 flight test aircraft suffered an engine failure on the ground. The engine suffered from a "uncontained failure". Following this incident the CSeries test fleet of four aircraft was grounded for five weeks, but Bombardier assured to deliver the first aircraft-according to schedule-in the second half of 2015. However in Spring 2015, Bombardier already made public that certification would still be possible late 2015, but the first delivery would slip into 2016. Finally, after a 27 month flight test campaign, the Canadian Ministry of Transportation announced that the CSeries CS100 received type certification on 18 December 2015. Six months later in June 2016 the US Federal Aviation Authorities and the European Aviation Safety Agency certification was granted. On 28 June 2016, the first CS100 was delivered to its new launch customer Swiss. On 15 July 2016 the CSeries made its first revenue flight between Zurich and Paris.
A continuing concern for Bombardier during the test phase was the limited order backlog for the CSeries and CS100 in particular. Reportedly, many potential customers are a bit wary because of the reliability of the all new aircraft and engine architecture. Since the first commitments from Lufthansa/SWISS (30 a/c order, 30 LoI) market traction somewhat has stalled. Early 2015, things were not looking good for Bombardier; as it found itself in a painful, costly and difficult test phase for an aircraft which did not attract any additional orders. At that time the CS100/CS300 order backlog was only 58/180 aircraft. To get things back on track, some painful measures were taken. Some top executives were replaced, hundreds of jobs were axed and a new business jet programme (Learjet 85) was shelved. A cash injection of $1 Billion from the regional government of Quebec did also help. In February 2016 Air Canada announced an order for 45 CSeries aircraft (CS300). However this order seemed more like a "Canada Inc." political order. In that same month Bombardier lost a contest for a new 100-seat aircraft for United which placed an order for the (reportedly highly discounted) Boeing 737-700. In April 2016 things finally turned to the better as Bombardier received a big order from a US major as Delta ordered 75 CS100 (and 50 options) to replace the MD-83. Together with the festivities for the first delivery to Swiss in June, it finally looks like the CSeries is now gaining momentum.
Canadian regional airline Porter Airlines signed an LoI for 30 CS100s in September 2013, as the reduced low noise levels of the CS100 would make it an ideal jet aircraft to operate from Porter's main hub, Toronto's Billy Bishop Toronto City Airport. However the city council of Toronto has deferred the decision to open the airport for jet aircraft. Studies to extend the runway of the airport were halted after the Canadian government said no to amending the agreement which prohibits jet aircraft at Billy Bishop airport in 2016. Porter had ordered the CS100 under the condition it could operate them from Bishop Airport. However despite the fact that the chances that jet aircraft may operate at Bishop are very minimal after the Canadian government's decision, Porter has not yet cancelled the order and it is considering to use the aircraft on other airports.
Although not ordered in massive numbers either, the larger CS300 seems to be more popular. In 2011 Bombardier signed an agreement with COMAC which might lead to cooperation and alignment with the C919 product. This could bring the CSeries more traction in Asia. However until September 2016, the only order for CSeries jets from Asia is an order for 10 CS300 aircraft placed by Korean Air in July 2011. In 2015 COMAC closed a deal with Boeing to jointly operate a 737 completion centre in China. It is not clear how this cooperation with Boeing will influence COMAC's relation with Bombardier. COMAC can now obtain its much needed engineering experience and knowledge from Boeing, so it might lose its interest in working together with Bombardier.
The prototype of the CS100 made its (delayed) first flight on 16 September 2013.The pace of the flight test programme had been very slow compared to the flight test programmes of new aircraft designs by Boeing and Airbus. So it was no surprise that in January 2014 Bombardier announced a CSeries programme delay, which slowed the rate of test flights, tests and spending while software and structural suppliers could catch up. As a result the delivery of the first CS100 to its launch customer was postponed to the second half of 2015, 9 months later than the latest schedule and 18 months behind the original plan. The CS100 launch customer was in first instance Malmo Aviation, but this airline deferred the delivery of its first CS100, so Bombardier had to look out for a new launch customer. Late February 2015, it was announced that Swiss would be the first airline to operate the CS100. By that time it was still expected that the first CSeries would be delivered late 2015. Bombardier would use the longer test period, to improve the maturity of the flight control software. The CS100 was Bombardier's first attempt at a full fly-by-wire aircraft and software problems had been the foremost reason cited for the programme's delays. In May 2014, the first CS100 flight test aircraft suffered an engine failure on the ground. The engine suffered from a "uncontained failure". Following this incident the CSeries test fleet of four aircraft was grounded for five weeks, but Bombardier assured to deliver the first aircraft-according to schedule-in the second half of 2015. However in Spring 2015, Bombardier already made public that certification would still be possible late 2015, but the first delivery would slip into 2016. Finally, after a 27 month flight test campaign, the Canadian Ministry of Transportation announced that the CSeries CS100 received type certification on 18 December 2015. Six months later in June 2016 the US Federal Aviation Authorities and the European Aviation Safety Agency certification was granted. On 28 June 2016, the first CS100 was delivered to its new launch customer Swiss. On 15 July 2016 the CSeries made its first revenue flight between Zurich and Paris.
A continuing concern for Bombardier during the test phase was the limited order backlog for the CSeries and CS100 in particular. Reportedly, many potential customers are a bit wary because of the reliability of the all new aircraft and engine architecture. Since the first commitments from Lufthansa/SWISS (30 a/c order, 30 LoI) market traction somewhat has stalled. Early 2015, things were not looking good for Bombardier; as it found itself in a painful, costly and difficult test phase for an aircraft which did not attract any additional orders. At that time the CS100/CS300 order backlog was only 58/180 aircraft. To get things back on track, some painful measures were taken. Some top executives were replaced, hundreds of jobs were axed and a new business jet programme (Learjet 85) was shelved. A cash injection of $1 Billion from the regional government of Quebec did also help. In February 2016 Air Canada announced an order for 45 CSeries aircraft (CS300). However this order seemed more like a "Canada Inc." political order. In that same month Bombardier lost a contest for a new 100-seat aircraft for United which placed an order for the (reportedly highly discounted) Boeing 737-700. In April 2016 things finally turned to the better as Bombardier received a big order from a US major as Delta ordered 75 CS100 (and 50 options) to replace the MD-83. Together with the festivities for the first delivery to Swiss in June, it finally looks like the CSeries is now gaining momentum.
Canadian regional airline Porter Airlines signed an LoI for 30 CS100s in September 2013, as the reduced low noise levels of the CS100 would make it an ideal jet aircraft to operate from Porter's main hub, Toronto's Billy Bishop Toronto City Airport. However the city council of Toronto has deferred the decision to open the airport for jet aircraft. Studies to extend the runway of the airport were halted after the Canadian government said no to amending the agreement which prohibits jet aircraft at Billy Bishop airport in 2016. Porter had ordered the CS100 under the condition it could operate them from Bishop Airport. However despite the fact that the chances that jet aircraft may operate at Bishop are very minimal after the Canadian government's decision, Porter has not yet cancelled the order and it is considering to use the aircraft on other airports.
Although not ordered in massive numbers either, the larger CS300 seems to be more popular. In 2011 Bombardier signed an agreement with COMAC which might lead to cooperation and alignment with the C919 product. This could bring the CSeries more traction in Asia. However until September 2016, the only order for CSeries jets from Asia is an order for 10 CS300 aircraft placed by Korean Air in July 2011. In 2015 COMAC closed a deal with Boeing to jointly operate a 737 completion centre in China. It is not clear how this cooperation with Boeing will influence COMAC's relation with Bombardier. COMAC can now obtain its much needed engineering experience and knowledge from Boeing, so it might lose its interest in working together with Bombardier.
Other Models
Airbus A220-300
Moderate Size Narrowbody
Airbus A220-300 or Bombardier's CS300 is a 10.6ft stretch of the CS100 design which together are specifically designed for the 100-149 seats market segment between the larger regional jets and the smaller narrowbodies. The CS300 will compete with the smaller mainliners like the A318/A319 and 737-600/700. The main technology improvement compared to these types is the engine technology, although this advantage was lost, when the Neo and MAX were introduced. The CSeries will be powered by two PW Geared Turbo Fan (GTF) engines which are claimed to be up to 15% more fuel efficient, 50% less noisy and up to 40% cheaper to maintain than today's technology engines. Next to that, the CSeries will feature a fuselage and wing structure of new lightweight (composite) materials, fly-by-wire and a very modern LCD cockpit. A higher MTOW version for extended range (CS300ER) and a eXtra Thrust version for short field length operations (CS300XT) will also be developed. The cabin will accommodate 3+2 abreast seating in economy class and roll-aboard based overhead bins. This all should make the CS300 at least 15% more efficient than its competitors today. But Airbus and Boeing have not been idle and the A319neo and the 737 MAX 7 will come a lot closer to the CS300 performance than today's products in terms of efficiency. In March 2013 Bombardier disclosed a high density variant of the CS300, which can now accommodate up to 160 seats. By launching the high-density design Bombardier added two extra over-wing exit doors and added 0.6m (1.97ft) to the length of the fuselage. These adjustments also led to an increase of the MTOW by 2.4% to 144,000lbs. With a seat capacity of up to 160, the CS300 competes with established names as the Airbus A320neo and Boeing 737-8.
The CS300 made its first flight on 27 February 2015 and its type certification was granted on 11 July 2016. Launch customer Air Baltic will receive its first CS300 late 2016. So far 235 CS300 have been ordered by eight airlines and four lease companies. Reportedly, many potential customers are a bit wary, about an all new design from a smaller manufacturer. In addition some airlines do not see a need for another type slotted in between the established single aisles (A320/737) and E-jets. There has long been some speculation in the media about a possible stretched version of the CS300, which will likely be called the CS500. This aircraft would compete with the larger Airbus A320neo and 737-8. However, Bombardier has said that for the time being it will concentrate on the smooth entry into service of the current CS100 and CS300.
In 2011 Bombardier signed an agreement with COMAC which might lead to cooperation and alignment with the C919 product. This could bring the CSeries more traction in Asia. However until September 2016, the only order for CSeries jets from Asia is an order for ten CS300 aircraft placed by Korean Air in July 2011. In 2015 COMAC closed a deal with Boeing to jointly operate a 737 completion centre in China. It is not clear how this cooperation with Boeing will influence COMAC's relation with Bombardier. COMAC can now obtain its much needed engineering experience and knowledge from Boeing, so it might lose its interest in working together with Bombardier.
The CS300 made its first flight on 27 February 2015 and its type certification was granted on 11 July 2016. Launch customer Air Baltic will receive its first CS300 late 2016. So far 235 CS300 have been ordered by eight airlines and four lease companies. Reportedly, many potential customers are a bit wary, about an all new design from a smaller manufacturer. In addition some airlines do not see a need for another type slotted in between the established single aisles (A320/737) and E-jets. There has long been some speculation in the media about a possible stretched version of the CS300, which will likely be called the CS500. This aircraft would compete with the larger Airbus A320neo and 737-8. However, Bombardier has said that for the time being it will concentrate on the smooth entry into service of the current CS100 and CS300.
In 2011 Bombardier signed an agreement with COMAC which might lead to cooperation and alignment with the C919 product. This could bring the CSeries more traction in Asia. However until September 2016, the only order for CSeries jets from Asia is an order for ten CS300 aircraft placed by Korean Air in July 2011. In 2015 COMAC closed a deal with Boeing to jointly operate a 737 completion centre in China. It is not clear how this cooperation with Boeing will influence COMAC's relation with Bombardier. COMAC can now obtain its much needed engineering experience and knowledge from Boeing, so it might lose its interest in working together with Bombardier.
Other Models
Bombardier Dash-8 Q400/Q400 NextGen
Regional Turboprop
The Dash-8 Q400 is a 70 seat twin-engined, medium range turboprop airliner. The-Q400 is the latest and longest member of the Dash-8 family, which besides the-Q400 consists of the Series 100 (39 seats), the Series 200 (same capacity, more powerful engines) and the Series 300 (a stretched 50 seats). All models delivered after mid 1996 have cabin noise and vibration suppression and are re-designated with the Q-prefix. Bombardier stopped production of the Q100 in 2006 and of the Q200 and Q300 in 2009, leaving only the Q400 in production. The Q400 was developed in the late nineties and entered commercial service in 2000. It was developed to meet the requirements of regional airlines for larger aircraft on high density, short-haul routes. The Q400 has a new stretched fuselage of 6.83M (22ft.5in) compared to the Q300. It has the same nose section and vertical tail as the other Dash-8 family aircraft, but has a new developed horizontal tail. The fuselage's cross section and structure are based on the earlier Dash-8s but with two entry doors at forward and aft ends of the fuselage on the left side. The inner wing section and wing fuselage wing join are also developed new for the Q400. The outer wing of the Q400 has been strengthened. The Dash-8 Q400 is powered by two FADEC equipped PW150 turboprop engines with six bladed propellers. To operate in noise restricted area's and to improve the passenger's comfort, the Q400 is fitted with Bombardier's newest systems to reduce noise and vibration to levels comparable with a CRJ. The flightdeck consist of five LCD screens, showing the same information to the pilot as in the earlier versions, so all the Dash-8s have a common type rating. In March 2008 Bombardier launched the "NextGen" version of the-Q400. The main differences between the Q400 and Q400 NextGen can be found in the cabin. The Q400 NextGen has LED lightning, new ceiling panels, new window sidewalls and larger overhead bins. Other improvements on the Dash-8 Q400 are the landing gear, as well as reduced fuel and maintenance costs.
At the Farnborough Air Show of 2014 Bombardier launched a cargo- passenger combi version of its Q400 turboprop. Bombardier is offering the combi version of the Q400 in various configurations. The version with the highest payload capability will offer up to 8,200lb of cargo capacity and up to 1,150ft3 of cargo volume. This configuration can accommodate 50 passengers. Launch customer for the Combi version is Ryuku Air Commuter from Japan, which ordered 5 Q400NG combi's. By late September 2016, two of them have been delivered.
In August 2014 Bombardier delivered the first high density version of the Q400NG to Thai airline Nok Air. The high density version can accommodate 86 passengers in a single class lay out. In February 2016 Bombardier launched a 90-seat version of the Q400NextGen, which will be on the market in 2018. The 90-seat version is accomplished by moving back the rear bulkhead and a reconfiguration from the front right-hand door to accommodate an extra row of seats. The seat pitch will remain at 28inch and Bombardier is studying the possibility to offer this 90-seat configuration as a retrofit for existing Q400s.
So far 491 Q400/Q400NextGens are delivered to commercial operators, from which 248 are from the newer "Next Generation" variant. The backlog consists of 35 Q400NextGen. The Q400 is the fastest and largest turboprop on the market, but it is outsold by the ATR 72- 500/600. The ATR offers very low operating costs, and this is a big advantage for the typical emerging markets where turboprops operate. Besides these 465 aircraft in active passenger service, 6 Q400s are in use as Corporate / VIP aircraft and five aircraft are-after P2F conversion-in use as cargo aircraft. Two Q400s are converted to water bomber and operate for the French Securite Civile.
At the Farnborough Air Show of 2014 Bombardier launched a cargo- passenger combi version of its Q400 turboprop. Bombardier is offering the combi version of the Q400 in various configurations. The version with the highest payload capability will offer up to 8,200lb of cargo capacity and up to 1,150ft3 of cargo volume. This configuration can accommodate 50 passengers. Launch customer for the Combi version is Ryuku Air Commuter from Japan, which ordered 5 Q400NG combi's. By late September 2016, two of them have been delivered.
In August 2014 Bombardier delivered the first high density version of the Q400NG to Thai airline Nok Air. The high density version can accommodate 86 passengers in a single class lay out. In February 2016 Bombardier launched a 90-seat version of the Q400NextGen, which will be on the market in 2018. The 90-seat version is accomplished by moving back the rear bulkhead and a reconfiguration from the front right-hand door to accommodate an extra row of seats. The seat pitch will remain at 28inch and Bombardier is studying the possibility to offer this 90-seat configuration as a retrofit for existing Q400s.
So far 491 Q400/Q400NextGens are delivered to commercial operators, from which 248 are from the newer "Next Generation" variant. The backlog consists of 35 Q400NextGen. The Q400 is the fastest and largest turboprop on the market, but it is outsold by the ATR 72- 500/600. The ATR offers very low operating costs, and this is a big advantage for the typical emerging markets where turboprops operate. Besides these 465 aircraft in active passenger service, 6 Q400s are in use as Corporate / VIP aircraft and five aircraft are-after P2F conversion-in use as cargo aircraft. Two Q400s are converted to water bomber and operate for the French Securite Civile.
Other Models
Embraer ERJ-135
Small Regional Jet
The Embraer ERJ-135 is a 37-seat shrink version of the ERJ-145. The ERJ-135 was intended to replace the considerable number of small 30 to 40-seat turboprops such as the Saab 340, de Havilland Dash 8, Shorts 330/360 and Embraer EMB-120. It entered service with Continental Express and American Eagle in July 1999. Its commercial success has been limited. It seems more vulnerable to fuel price fluctuations than the slower but more efficient turboprops. 51% of the current passenger ERJ-135 fleet is stored. Embraer's smallest regional jet hasn't attracted any passenger aircraft orders since 2004. The ERJ-135 has just two different variants (i.e.-ER and-LR). The fleet and operator base is significantly smaller than that of the ERJ-145. Just 13 aircraft of the-ER variant and 37 of the-LR variant are in active service with 21 different operators. Biggest current operator is Airlink from South Africa with a fleet of 13 aircraft in active service. As a corporate/VIP aircraft, particularly the ERJ-135 'Legacy' has had considerable success-259 are in service and 16 'Legacies' are still on order for a total of 179 customers.
Other Models
Embraer ERJ-140
Small Regional Jet
The ERJ-140 is a 44-seat shrink version of the ERJ-145 and was specifically developed for American Airlines, whose scope clause didn't allow 45+-seat jet aircraft to be operated by its regional affiliates. The rationale behind the decision to develop the aircraft specifically for American Airlines was two-fold. On the one-hand Embraer could gain the largest US major as a customer, while also blocking Fairchild Dornier, which at the time would have been able to launch its 428JET on the back of the American order and thus gaining a significant foot-hold in the US regional jet market. The American scope clause was relaxed after the 9/11 terrorist attacks and its remaining ERJ-140 orders were converted to the ERJ-145. Out of American's initial 139 aircraft order only 74 were delivered. A separate Midwest Connect order for 20 ERJ-140s has been cancelled later. Although the ERJ-135/140/145 production line is still open, there has been no delivery since September 2003 and it is not likely that any new-140s will be ordered. A year ago, the complete fleet of 74 aircraft was still in service, but in 2016 44 ERJ- 140s were withdrawn from use and put in storage. American through its subsidiary Envoy (who operates as American Eagle) is currently the only operator of the type. The other two operators mentioned in the adjacent table are leasing companies GECAS and ECC who are the aircraft managers of 14 ex Chautauga Airlines (American Airlines' subsidiary) aircraft currently in storage. Although marketed as ERJ-140, this aircraft is called ERJ 135KL on Embraer's internal documents and FAA's certification papers.
Other Models
Embraer ERJ-145
Small Regional Jet
The ERJ-145 has 7 different variants (excluding military and business jets), each tailored to match different range and MTOW requirements for different operators. Embraer has developed the-EU and-EP version of the ERJ-145ER and the LU variant of the ERJ-145LR for (European) airlines which prefer aircraft that fall in lower MTOW fee scales for airports and ATC. For airlines that did need the MTOW capabilities of the-LR, but didn't have a long-range capability requirement, Embraer developed the-MP. Furthermore, it developed the extra-long range-XR for Continental's ExpressJet. The combination of high fleet concentration in the US and the scope clause relaxations to 70+ seats or even more resulted in high ERJ-145 availability. In the secondary market, there is strong competition from the also massively available CRJ100/200. Although a high level of commonality remains among the seven different ERJ-145 versions (excluding military and business jet variants), it is obvious that all these different variants further complicate remarketing efforts. The-LR version is by far the preferred variant of the ERJ-145 with 36 operators, a fleet of 272 aircraft in service and 106 aircraft in storage.
In December 2002, Embraer announced that it would set up an assembly-line of the ERJ-145 in China in a joint venture with Harbin Aviation. The first aircraft was assembled in China in 2003. So far only 41 Chinese ERJ 145s have been built from which 31 aircraft are still in service and 10 aircraft are stored. In June 2015, Embraer and Harbin Aviation announced that they closed their joint venture, due to lack of further orders. Currently, there are no outstanding orders for passenger ERJ-145s and any new orders for the Embraer/Harbin regional jets seem unlikely as well.
With many US Airlines getting rid of this aircraft and many aircraft stored, the values for these aircraft are very low. This opens a new market in developing regions for which low acquisition prices are a pro and for charter/ wet-lease operators who also benefit from the low prices and for which the high operating costs of a 50-seat jet-engine powered aircraft are less a problem. But this market is probably not big enough for all the stored ERJ-145s, so scrapping has already begun. The Rolls Royce engine service agreements many operators have, make that there is hardly any use for additional spare engines and serviceable engine components that could be generated by part-outs. As a business/VIP aircraft (17 in service, no orders), the ERJ-145 is much less popular than the smaller ERJ-135. There are also 28 ERJ-145 active with the Belgian, Brazilian, Greece, Indian and Mexican Air Force in a military reconnaissance, (VIP)-Transport or Intelligence role.
In December 2002, Embraer announced that it would set up an assembly-line of the ERJ-145 in China in a joint venture with Harbin Aviation. The first aircraft was assembled in China in 2003. So far only 41 Chinese ERJ 145s have been built from which 31 aircraft are still in service and 10 aircraft are stored. In June 2015, Embraer and Harbin Aviation announced that they closed their joint venture, due to lack of further orders. Currently, there are no outstanding orders for passenger ERJ-145s and any new orders for the Embraer/Harbin regional jets seem unlikely as well.
With many US Airlines getting rid of this aircraft and many aircraft stored, the values for these aircraft are very low. This opens a new market in developing regions for which low acquisition prices are a pro and for charter/ wet-lease operators who also benefit from the low prices and for which the high operating costs of a 50-seat jet-engine powered aircraft are less a problem. But this market is probably not big enough for all the stored ERJ-145s, so scrapping has already begun. The Rolls Royce engine service agreements many operators have, make that there is hardly any use for additional spare engines and serviceable engine components that could be generated by part-outs. As a business/VIP aircraft (17 in service, no orders), the ERJ-145 is much less popular than the smaller ERJ-135. There are also 28 ERJ-145 active with the Belgian, Brazilian, Greece, Indian and Mexican Air Force in a military reconnaissance, (VIP)-Transport or Intelligence role.
Other Models
Embraer ERJ-170
Medium Regional Jet
The E170 is the smallest member of the 70 to 108-seat E-jets family. Originally Embraer intended to enter the 70-seat market with a stretched ERJ145, but decided to develop a whole new aircraft family with narrowbody passenger comfort thanks to the 'double-bubble' fuselage cross-section. Following the bankruptcies of Fokker and Fairchild Dornier and the market exit of Avro, Embraer was the only manufacturer left with a 'mainline' 70 to 115 seat product. The E170 got a boost from the post-9/11 scope clause relaxation, allowing more 70-seaters to be operated by US mainline affiliates. However, this has also lead to significant concentration (43%) in North America at Republic, Compass and Shuttle America. The E170 is certified for steep approaches which enables it to operate from certain airports like London City. It is offered in a basic, mid and high gross weight version (STD/LR/AR) with increasing range. All new deliveries now feature the- AR structure, but MTOW is downgradeable to LR weights. This makes pre AR-standard airframes much less desirable. There are 3 Embraer 170 in use as Corporate / VIP aircraft with Saudi ARAMCO Aviation.
Currently, the main competitor is the lighter but narrower CRJ700 but also the more efficient 70 seat turboprops (ATR72-500 and Q400) have become increasingly popular due to lower fuel burn, lower noise and less emissions. In the substantial Chinese market, the Chinese regional jet ARJ21 (same engines as the E-Jets) will certainly take up some significant orders. Further scope clause relaxation in the US has increased competition from the larger CRJ900 and E175/190/195.
The arrival of new regional jets such as the MRJ70/90 and the SSJ100, which feature significantly more efficient ultra high bypass ratio engines, forced Embraer to revamp its E-jet family. Early 2013 Embraer announced an enhanced version of the E-Jet, featuring a redesigned wingtip and two packages of aerodynamic, structural and systems improvements to the wing and the fuselage. The E175 is the only member of the E-jet family that will feature the new wingtip design.
All these adjustments lead to a reduction of fuel consumption by 1-2% on the E170. All improvements are retrofitable, with the exception of the E175 wingtip, and have been available since 2014. These fuel burn improvements must bridge the gap until the introduction of the E2 second-generation of E-jets in 2018. At the Paris Air Show in June 2013, Embraer launched the E-Jet E2 family. However, Embraer also announced at the Paris Air Show 2013 that it will drop the smallest member of the E-Jet family, and that they won't develop an E2 version of the E170. The E170 does not form part of the E2-programme, as there is no more demand for this size of aircraft. In summer 2016, the order back log consisted of 3 E170 for Japan's J-air. These 3 are part of 5 strong order placed in August 2014. This order was the last order for the E170.
Currently, the main competitor is the lighter but narrower CRJ700 but also the more efficient 70 seat turboprops (ATR72-500 and Q400) have become increasingly popular due to lower fuel burn, lower noise and less emissions. In the substantial Chinese market, the Chinese regional jet ARJ21 (same engines as the E-Jets) will certainly take up some significant orders. Further scope clause relaxation in the US has increased competition from the larger CRJ900 and E175/190/195.
The arrival of new regional jets such as the MRJ70/90 and the SSJ100, which feature significantly more efficient ultra high bypass ratio engines, forced Embraer to revamp its E-jet family. Early 2013 Embraer announced an enhanced version of the E-Jet, featuring a redesigned wingtip and two packages of aerodynamic, structural and systems improvements to the wing and the fuselage. The E175 is the only member of the E-jet family that will feature the new wingtip design.
All these adjustments lead to a reduction of fuel consumption by 1-2% on the E170. All improvements are retrofitable, with the exception of the E175 wingtip, and have been available since 2014. These fuel burn improvements must bridge the gap until the introduction of the E2 second-generation of E-jets in 2018. At the Paris Air Show in June 2013, Embraer launched the E-Jet E2 family. However, Embraer also announced at the Paris Air Show 2013 that it will drop the smallest member of the E-Jet family, and that they won't develop an E2 version of the E170. The E170 does not form part of the E2-programme, as there is no more demand for this size of aircraft. In summer 2016, the order back log consisted of 3 E170 for Japan's J-air. These 3 are part of 5 strong order placed in August 2014. This order was the last order for the E170.
Other Models
Embraer ERJ-175
Medium Regional Jet
The Embraer 175 is a two seat row (5.10ft) stretch of the E170, achieving its increased payload (8 more seats) at the cost of reduced range capability. Contrary to the E170, the E175 is not certified for steep approaches which exclude it from certain airports like London City. Scope clauses make the E175 especially popular in the US and as a result there is a huge concentration of E175s (78.6%) in the US at American Airlines (40 on order), Compass Airlines (56 in service), Mesa Airlines (46 in service), Envoy (20 in service), Republic Airlines (101 in service/ 6 on order), Horizon Air (30 on order), Shuttle America (16 in service / 24 on order) and SkyWest Airlines (63 in service / 36 on order). As can be seen from this list, the E175 has a large order backlog. In 2014, 2015 and the first half of 2016, exactly 175 E175s were ordered, from which 147 aircraft by US companies. These big US orders are a result of scope clause relaxation, agreed in 2012, allowing American Airlines' and United Airlines' affiliates/regionals to operate more aircraft up to 76-78 seats. Besides the US orders, the other 28 aircraft have been ordered by KLM (17), Fuji Dream Airlines (3) and still unannounced operators (8).
Like the E170, the E175 is offered in a basic, mid and high gross weight version (STD/LR/AR) with increasing range. All new deliveries now feature the-AR structure, but MTOW is downgradeable to LR weights. Pre AR-standard airframes are less desirable. Like the E170, the main competition comes from the lighter but narrower CRJ700 but also the more efficient 70 seat turboprops (ATR72-500 and Q400) have become increasingly popular due to lower fuel burn, lower noise and fewer emissions. The substantial Chinese market will probably be covered with their own regional jet (ARJ21, same engines as the E-Jets). Further scope clause relaxation has increased competition from the larger CRJ900 and E190/195.
The arrival of new regional jets such as the MRJ70/90 and the SSJ100, which feature significantly more efficient ultra high bypass ratio engines, forced Embraer to revamp its E-jet family. Early 2013 Embraer announced an enhanced version of the "1st" generation E-Jet, featuring a redesigned wingtip and two packages of aerodynamic, structural and systems improvements to the wing and the fuselage. The E175 is the only member of the E-jet family that will feature the new wingtip design. All these adjustments will lead to a reduction of fuel consumption by 5% for the E175 and 1-2% on the other three family members-the E170, E190 and E195. Embraer has chosen the E175 as the only aircraft to receive the full package of modifications, because it believes the performance improvements will be most pronounced on this variant. A retrofit for all the improvements was made available in 2014, with the exception of the E175 wingtip. These fuel burn improvements must bridge the gap until the introduction of the E2 second-generation of E-jets in 2018. The E175-E2 design currently does not meet the scope clause weight (MTOW) restriction. This could imply that the current E175 will be Embraer's main product in North America for much longer.
Like the E170, the E175 is offered in a basic, mid and high gross weight version (STD/LR/AR) with increasing range. All new deliveries now feature the-AR structure, but MTOW is downgradeable to LR weights. Pre AR-standard airframes are less desirable. Like the E170, the main competition comes from the lighter but narrower CRJ700 but also the more efficient 70 seat turboprops (ATR72-500 and Q400) have become increasingly popular due to lower fuel burn, lower noise and fewer emissions. The substantial Chinese market will probably be covered with their own regional jet (ARJ21, same engines as the E-Jets). Further scope clause relaxation has increased competition from the larger CRJ900 and E190/195.
The arrival of new regional jets such as the MRJ70/90 and the SSJ100, which feature significantly more efficient ultra high bypass ratio engines, forced Embraer to revamp its E-jet family. Early 2013 Embraer announced an enhanced version of the "1st" generation E-Jet, featuring a redesigned wingtip and two packages of aerodynamic, structural and systems improvements to the wing and the fuselage. The E175 is the only member of the E-jet family that will feature the new wingtip design. All these adjustments will lead to a reduction of fuel consumption by 5% for the E175 and 1-2% on the other three family members-the E170, E190 and E195. Embraer has chosen the E175 as the only aircraft to receive the full package of modifications, because it believes the performance improvements will be most pronounced on this variant. A retrofit for all the improvements was made available in 2014, with the exception of the E175 wingtip. These fuel burn improvements must bridge the gap until the introduction of the E2 second-generation of E-jets in 2018. The E175-E2 design currently does not meet the scope clause weight (MTOW) restriction. This could imply that the current E175 will be Embraer's main product in North America for much longer.
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Embraer ERJ-175-E2
Medium Regional Jet
At the Paris Air Show in June 2013, Embraer launched the E-Jet E2 family, to replace the predecessor E-jet family. Contrary to the GE powered "1st" generation E-jets, the E2 will be equipped with the new P&W Geared Turbofan (GTF) engines. P&W claims that its GTF Engine will burn 12 to 15% less fuel when compared to today's engines. Besides the new engines other improvements are the new wing aerodynamics, full fly-by-wire flight controls and advancements in other systems. All these modifications will result in double digit gains in fuel efficiency, maintenance costs and noise reduction. Besides all these improvements, the-E2 will also be produced with a stretched wing and-only for the E175 and E195-a stretched fuselage. The fuselage stretch involves a re-design incorporating fewer but longer fuselage sections, replacing the fuselage plugs used in the current E175 and E195. The wing for the E175-E2 will be stretched from 85ft 4 inch to 101ft 8in. The E175-E2 fuselage will be stretched from 103ft 11 in to 106 ft, which gives room to one extra row of seats compared to the E175. The re-design and added seat capacity, makes that the E175-E2 will burn 16% less fuel per seat/mile than the current version. The E175-E2 will be powered by the PW1700G variant of the geared turbofan engine, a different version than the GTF engine on the E190-E2 and E195-E2. It will also have a different wing than its larger siblings.
The E175-E2 will be the last member of the new E2 family to enter service, which is scheduled for 2020. US regional carrier SkyWest Airlines was the launch customer for the E175-E2 with a firm order for 100 and purchase rights for another 100 of the type placed during the Paris Air Show in 2013. With 150 orders at the Paris Air Show in 2013 (100 x E175-E2 Skywest; 25 x E190-E2 ILFC 25 x E195-E2) the launch of the E2-Family was very successful. In February 2014, during the Singapore Air Show, Embraer received an order for 50 E2-family aircraft (25 E-190 E2s and 25 E-195 E2s) by Indian start up airline Air Costa. However since Paris 2013 no new orders have been placed for the E175-E2. The E175-E2 does not fit in the latest US scope clauses, which limits the Maximum Take-off Weight (MTOW) of aircraft operated by regional affiliates to 86.000lb (39.010kg). The E175-E2 has an MTOW of 98.436lb (44.650kg). A relaxation of the US scope clauses will probably give a further boost to the E175-E2 sales. Embraer may continue the production of the older generation E175-E1 if the scope clauses are not changed.
The E175-E2 will be the last member of the new E2 family to enter service, which is scheduled for 2020. US regional carrier SkyWest Airlines was the launch customer for the E175-E2 with a firm order for 100 and purchase rights for another 100 of the type placed during the Paris Air Show in 2013. With 150 orders at the Paris Air Show in 2013 (100 x E175-E2 Skywest; 25 x E190-E2 ILFC 25 x E195-E2) the launch of the E2-Family was very successful. In February 2014, during the Singapore Air Show, Embraer received an order for 50 E2-family aircraft (25 E-190 E2s and 25 E-195 E2s) by Indian start up airline Air Costa. However since Paris 2013 no new orders have been placed for the E175-E2. The E175-E2 does not fit in the latest US scope clauses, which limits the Maximum Take-off Weight (MTOW) of aircraft operated by regional affiliates to 86.000lb (39.010kg). The E175-E2 has an MTOW of 98.436lb (44.650kg). A relaxation of the US scope clauses will probably give a further boost to the E175-E2 sales. Embraer may continue the production of the older generation E175-E1 if the scope clauses are not changed.
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Embraer ERJ-190
Large Regional Jet
The Embraer 190 was launched by successful US low-cost carrier JetBlue Airways, with an order for 100 E190LRs. This meant a significant victory for Embraer, indicating the viability of an E-jet as low cost start up aircraft. Besides, the type could also serve well as complementary aircraft to mainline fleets. Apart from the North American market (with also Air Canada (45) and American (20, inherited after the US Airways merger) as important customers), significant orders were taken from Latin America, Europe and Asia. The E190 is a 20.6ft stretch of the E170 and has a larger wing and more powerful engines with FADEC technology. It got certified for steep approaches (e.g. London City airport) in 2010. The E190 enjoys a sound order book and operator base. It is currently offered in a standard, long and advanced range (STD/LR/AR) variant of which the-AR has become the production standard. Early built aircraft which didn't have the-AR designs as the starting point, suffer from a weaker (wing) structure resulting in a lower structural MTOW which limits range.
The E190's main competitor is the more efficient but narrower CRJ900/1000 and it is a replacement for the older Fokker F100, BAe146-300 and Avro RJ100. Also, for network operators, the E190 is an alternative for the smallest members of the 737 and A320 families. These are generally larger and enjoy fleet commonality benefits but are also significantly heavier, have much higher trip costs and are more difficult to fill. Going forward, the success of the E190 will be challenged by many new competitors of which the slightly larger CS100 (and MRJ100 if launched) and slightly smaller MRJ90 will be equipped with considerably more efficient engines. Also the cheaper SSJ100 and Chinese (domestic) ARJ21-900 will compete for orders. Consequently, Embraer was forced to revamp its E-jet family. Early 2013 Embraer announced an enhanced version of the "1st" generation E-Jet, featuring a redesigned wingtip and two packages of aerodynamic, structural and systems improvements to the wing and the fuselage. The new E190 will not feature the new wingtip, designed exclusively for the E175. All these adjustments will lead to a reduction of fuel consumption by 1-2% on the E190. A retrofit for all the improvements was made available in 2014, with the exception of the E175 wingtip. These fuel burn improvements must bridge the gap until the introduction of the E2 second-generation of E-jets in 2018. Mid-2016 Embraer still has some 100 open slots for the E1 before the E2 will enter production. Also some big operators:
Air Canada, American and Virgin Australia has announced that they will phase out their E190 fleet in the near future. This developments will undoubtedly have its impact on the E190 values. 22 E190s are in service (10 on order; 3 stored) as Corporate/VIP aircraft with 30 operators. The bizjet version of the E190 is called E190 Lineage.
The E190's main competitor is the more efficient but narrower CRJ900/1000 and it is a replacement for the older Fokker F100, BAe146-300 and Avro RJ100. Also, for network operators, the E190 is an alternative for the smallest members of the 737 and A320 families. These are generally larger and enjoy fleet commonality benefits but are also significantly heavier, have much higher trip costs and are more difficult to fill. Going forward, the success of the E190 will be challenged by many new competitors of which the slightly larger CS100 (and MRJ100 if launched) and slightly smaller MRJ90 will be equipped with considerably more efficient engines. Also the cheaper SSJ100 and Chinese (domestic) ARJ21-900 will compete for orders. Consequently, Embraer was forced to revamp its E-jet family. Early 2013 Embraer announced an enhanced version of the "1st" generation E-Jet, featuring a redesigned wingtip and two packages of aerodynamic, structural and systems improvements to the wing and the fuselage. The new E190 will not feature the new wingtip, designed exclusively for the E175. All these adjustments will lead to a reduction of fuel consumption by 1-2% on the E190. A retrofit for all the improvements was made available in 2014, with the exception of the E175 wingtip. These fuel burn improvements must bridge the gap until the introduction of the E2 second-generation of E-jets in 2018. Mid-2016 Embraer still has some 100 open slots for the E1 before the E2 will enter production. Also some big operators:
Air Canada, American and Virgin Australia has announced that they will phase out their E190 fleet in the near future. This developments will undoubtedly have its impact on the E190 values. 22 E190s are in service (10 on order; 3 stored) as Corporate/VIP aircraft with 30 operators. The bizjet version of the E190 is called E190 Lineage.
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Embraer ERJ-190-E2
Large Regional Jet
At the Paris Air Show in June 2013, Embraer launched the E-Jet E2 family, to replace the predecessor E-jet family. Contrary to the GE powered "1st" generation E-jets, the E2 will be equipped with the new P&W Geared Turbofan (GTF) engines. P&W claims that it's Geared Turbofan Engine will burn 12 to 15% less fuel when compared to today's engines. Besides the new engines other improvements are the new wing aerodynamics, full fly-by-wire flight controls and advancements in other systems. All these modifications will result in double digit gains in fuel efficiency, maintenance costs and noise reduction. Besides all these improvements, the-E2 will also be produced with a stretched wing and-only for the E175 and E195-a stretched fuselage, making the E190 E2, the only new E-jet with the same cabin size as its predecessor. The E190-E2 will be powered by the PW1900G variant of the geared turbofan engine, a different version than the GTF engine on the E175-E2.
On 23 May 2016, the E190-E2 made its first flight. The E190-E2 will be the first re-engined E-jet to enter service in 2018. Lessor AerCap is the launch customer for the E190-E2 with 25 orders it inherited from the ILFC takeover. The launch order was placed at the Paris Air Show in 2013. With 150 orders at the Paris Air Show (100 x E175-E2 Skywest; 25 x E190-E2 ILFC 25 x E195-E2) the launch of the E2-Family was very successful. In February 2014, during the Singapore Air Show, Embraer received an order for 50 E2- family aircraft (25 E-190 E2s abd 25 E-195 E2s) by Indian start up airline Air Costa. Since mid-2014, an additional 32 E190-E2s have been ordered by ICBC Leasing (10), Tianjn Airlines (2), Aircastle Advisor (15) and Kalstar Aviation (5), bringing the total E190-E2 order backlog to 82. 50 (61%) of these 82 aircraf are ordered by lease companies and are still to be placed.
On 23 May 2016, the E190-E2 made its first flight. The E190-E2 will be the first re-engined E-jet to enter service in 2018. Lessor AerCap is the launch customer for the E190-E2 with 25 orders it inherited from the ILFC takeover. The launch order was placed at the Paris Air Show in 2013. With 150 orders at the Paris Air Show (100 x E175-E2 Skywest; 25 x E190-E2 ILFC 25 x E195-E2) the launch of the E2-Family was very successful. In February 2014, during the Singapore Air Show, Embraer received an order for 50 E2- family aircraft (25 E-190 E2s abd 25 E-195 E2s) by Indian start up airline Air Costa. Since mid-2014, an additional 32 E190-E2s have been ordered by ICBC Leasing (10), Tianjn Airlines (2), Aircastle Advisor (15) and Kalstar Aviation (5), bringing the total E190-E2 order backlog to 82. 50 (61%) of these 82 aircraf are ordered by lease companies and are still to be placed.
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Embraer ERJ-195
Large Regional Jet
The E195 is a further 8.3ft stretch of the E190, giving it an additional 10 seats in single class. This makes it the largest member of the E-jets family with over 85% commonality. Sales success has been fairly limited and is concentrated at Azul (63 aircraft in service) and airlines belonging to the Lufthansa Group (Lufthansa Cityline; Air Dolomiti; Austrian: 32 aircraft in service and 2 stored). If equipped with more than 100 seats, an additional 3rd crew member is required which increases costs. Like its smaller family members, the E195 is offered in a standard (-STD), long range (-LR) and advanced range (-AR) version. The-AR has become the production standard and is 'downgradeable to the-LR or- STD specifications. Early built aircraft which didn't have the-AR designs as starting point, suffer from a weaker (wing) structure resulting in a lower structural MTOW which limits range.
The E195's main competitors are the more efficient but narrower CRJ900/1000 but also its slightly smaller sister the E190. For network operators, the E195 could be a slightly smaller and cheaper (trip cost) alternative for the smallest members of the 737 and A320 narrowbody families but it falls a bit short on range. Going forward, competition will further increase with the arrival of the longer range CS100 (and MRJ100 if launched) which will be equipped with considerably more efficient engines. Also the cheaper SSJ100 and Chinese (domestic) ARJ21-900 will compete for orders. As a consequence, Embraer was forced to revamp its E-jet family. Early 2013 Embraer announced an enhanced version of the "1st" generation E-Jet, featuring a redesigned wingtip and two packages of aerodynamic, structural and systems improvements to the wing and the fuselage. The new E195 will not feature the new wingtip, designed exclusively for the E175. All these adjustments will lead to a reduction of fuel consumption by 1-2% on the E190. A retrofit for all the improvements was made available in 2014, with the exception of the E175 wingtip. These fuel burn improvements must bridge the gap until the introduction of the E2 second-generation of E-jets in 2018. All 15 E195 currently on order backlog are destined for China's Tianjin Airlines, which placed an order for 20 E195 in May 2015. Five out of these 20 E195s have been delivered by late September 2016.
The E195's main competitors are the more efficient but narrower CRJ900/1000 but also its slightly smaller sister the E190. For network operators, the E195 could be a slightly smaller and cheaper (trip cost) alternative for the smallest members of the 737 and A320 narrowbody families but it falls a bit short on range. Going forward, competition will further increase with the arrival of the longer range CS100 (and MRJ100 if launched) which will be equipped with considerably more efficient engines. Also the cheaper SSJ100 and Chinese (domestic) ARJ21-900 will compete for orders. As a consequence, Embraer was forced to revamp its E-jet family. Early 2013 Embraer announced an enhanced version of the "1st" generation E-Jet, featuring a redesigned wingtip and two packages of aerodynamic, structural and systems improvements to the wing and the fuselage. The new E195 will not feature the new wingtip, designed exclusively for the E175. All these adjustments will lead to a reduction of fuel consumption by 1-2% on the E190. A retrofit for all the improvements was made available in 2014, with the exception of the E175 wingtip. These fuel burn improvements must bridge the gap until the introduction of the E2 second-generation of E-jets in 2018. All 15 E195 currently on order backlog are destined for China's Tianjin Airlines, which placed an order for 20 E195 in May 2015. Five out of these 20 E195s have been delivered by late September 2016.
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Embraer ERJ-195-E2
Large Regional Jet
At the Paris Air Show in June 2013, Embraer launched the E-Jet E2 family, to replace the predecessor E-jet family. Contrary to the GE powered "1st" generation E-jets, the E2 will be equipped with the new P&W Geared Turbofan (GTF) engines. P&W claims that its Geared Turbofan Engine will burn 12 to 15% less fuel when compared to today's engines. Besides the new engines other improvements are the new wing aerodynamics, full fly-by-wire flight controls and advancements in other systems. All these modifications will result in double digit gains in fuel efficiency, maintenance costs and noise reduction. Besides all these improvements, the-E2 will also be produced with a stretched wing and-only for the E175 and E195-a stretched fuselage. The fuselage stretch involves a re-design incorporating fewer but longer fuselage sections, replacing the fuselage plugs used in the current E175 and E195. The E195-E2 fuselage will be stretched from 126ft 10in to 136ft 2in, which gives room to three rows of seats compared to the E195. The re-design and added seat capacity, makes that the E195-E2 will burn 23% less fuel per passenger than the current version. The E195-E2 will be powered by the PW1900G variant of the geared turbofan engine, a different version than the GTF engine on the E175-E2.
The E195-E2 will be the second member of the new E2 family to enter service, which is scheduled for 2019. As a far bigger variant than the current E195, the 195-E2 is aimed for capacity growth for current E-jet operators and-because it offers the similar cost-per set as the A320neo and 737-8-it is especially developed for low cost operations in mid-density markets. Lessor ILFC (now AerCap) is the launch customer for the E195-E2 with 25 orders placed at the Paris Air Show. With 150 orders at the Paris Air Show (100 x E175-E2 Skywest; 25 x E190-E2 ILFC 25 x E195-E2) the launch of the E2-Family was very successful. In February 2014, during the Singapore Air Show, Embraer received an order for 50 E2- family aircraft (25 E-190 E2s and 25 E-195 E2s) by Indian start up airline Air Costa. In May 2015 Azul from Brazil ordered 30 E-195-E2s. Lessor Aircastle ordered 10 E195-E2 in June 2015. Since then no new orders have been signed, so the total backlog is 90 aircraft.
The E195-E2 will be the second member of the new E2 family to enter service, which is scheduled for 2019. As a far bigger variant than the current E195, the 195-E2 is aimed for capacity growth for current E-jet operators and-because it offers the similar cost-per set as the A320neo and 737-8-it is especially developed for low cost operations in mid-density markets. Lessor ILFC (now AerCap) is the launch customer for the E195-E2 with 25 orders placed at the Paris Air Show. With 150 orders at the Paris Air Show (100 x E175-E2 Skywest; 25 x E190-E2 ILFC 25 x E195-E2) the launch of the E2-Family was very successful. In February 2014, during the Singapore Air Show, Embraer received an order for 50 E2- family aircraft (25 E-190 E2s and 25 E-195 E2s) by Indian start up airline Air Costa. In May 2015 Azul from Brazil ordered 30 E-195-E2s. Lessor Aircastle ordered 10 E195-E2 in June 2015. Since then no new orders have been signed, so the total backlog is 90 aircraft.
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ATR 72-500/600
Regional Turboprop
The ATR-72 is a stretched development of the popular ATR-42 and was launched in January 1986. The aircraft is built by the French/Italian manufacturer ATR (Avions de Transport Regional / Aere di Trasporto Regionale) in Toulouse. The ATR 72 was developed from the ATR 42 to increase the seating capacity (48 to 78) by stretching the fuselage by 4.5 meters (15ft), increasing the wingspan, adding more powerful engines and increasing fuel capacity by approximately 10 percent. The ATR 72 development aircraft flew for the first time on 27 October 1988. Entry into service was on 27 October 1989 with Kar Air of Finland. The original production versions were called the ATR 72-200, powered by PW124B, and the ATR 72-210, which was powered by the more powerful PW127 engines and optimized for operations in hot and high conditions. A further development, the ATR 72-210A improved the hot and high capabilities and features a PW-127F engine driving six blade Hamilton Sundstrand propellers. This ATR 72-210A was renamed for marketing purposes as ATR 72-500 in May 1998. Besides the engines, other improvements include higher maximum weights and superior performance, as well as a greater automation of power management to ease the workload of the pilot. The ATR 72s wings are new outboard of the engine nacelles and with 30% of it made up of composite materials, comprising composite spars and skin panels and a carbon fibre wing box. Later versions (after 2008) of the ATR 72-500 were also powered by the PW127M engine. PW127M engines are designed to be retrofitable on early built ATR 72-500s. In 2007 ATR announced the ATR 72-600. This version is powered by the latest derivative of the "new" PW127M engines offering enhanced performance and features a glass cockpit with five LCD screens and new avionics. The cabin was improved by lighter seats and larger overhead bins. The ATR 72-600 first flew on 24 July 2009. The steady increase in oil prices in the first half of the current decade and growth in emerging markets such as Asia and Latin America with lack of developed infrastructure in certain rural areas, spurred the growth of orders and nowadays the ATR 72-600 has a healthy backlog with more than 200 orders and is more popular than its Canadian rival the Dash-8 Q400.
For older ATR 72-210s, a cargo conversion is available. So far only 57 ATR-72-200s&210s and 2 ATR-72-500s have been converted. In 2015 ATR launched the Cargoflex option for the ATR 72. This option allows for cargo pods to be installed in place of some rows of seats at the front of the aircraft, allowing it to carry 44 passengers and around 3 tonnes of freight. The aircraft can be easily reconfigured to a full passenger aircraft. ATR sold seven of these Cargoflex versions to Papua New Guinean carrier PNG Air. In December 2015, ATR received certification from the European Aviation Authorities for a 78-seat high density option for the ATR-72-600. Based on the existing cabin, ATR added an additional row of four seats by reducing pitch and replacing the galley compartment with a new aft foldable galley. This 78-seat option is also offered as a retrofit for existing ATR-72s. Philippine's CEBU Pacific took delivery of the first 78-seat ATR-72 late September 2016.
At the Farnborough Air Show 2016, ATR's CEO said that the company was examining the possibility to replace the current ATR P&W PW127 engines by new offerings from Pratt&Whitney, but also the GE38 engine from General Electric. Although the current PW127 engine still performed very well on the ATR, a new engine offering a 15% lower fuel bill was necessary to remain competitive against the latest regional jets. A potential re-engined ATR must be seen as a "bridge" solution to an all new larger 100-seat design, according to the CEO.
For older ATR 72-210s, a cargo conversion is available. So far only 57 ATR-72-200s&210s and 2 ATR-72-500s have been converted. In 2015 ATR launched the Cargoflex option for the ATR 72. This option allows for cargo pods to be installed in place of some rows of seats at the front of the aircraft, allowing it to carry 44 passengers and around 3 tonnes of freight. The aircraft can be easily reconfigured to a full passenger aircraft. ATR sold seven of these Cargoflex versions to Papua New Guinean carrier PNG Air. In December 2015, ATR received certification from the European Aviation Authorities for a 78-seat high density option for the ATR-72-600. Based on the existing cabin, ATR added an additional row of four seats by reducing pitch and replacing the galley compartment with a new aft foldable galley. This 78-seat option is also offered as a retrofit for existing ATR-72s. Philippine's CEBU Pacific took delivery of the first 78-seat ATR-72 late September 2016.
At the Farnborough Air Show 2016, ATR's CEO said that the company was examining the possibility to replace the current ATR P&W PW127 engines by new offerings from Pratt&Whitney, but also the GE38 engine from General Electric. Although the current PW127 engine still performed very well on the ATR, a new engine offering a 15% lower fuel bill was necessary to remain competitive against the latest regional jets. A potential re-engined ATR must be seen as a "bridge" solution to an all new larger 100-seat design, according to the CEO.
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