Agreed, I was in error.

As I said, Mitsubishi is a major parts supplier for Boeing, including the wing for the 787, so they are not total virgins in airline construction.

 

Expressjet Branded flying was nothing more than Jim Ream giving continental the middle finger for pulling the planes. It did save jobs, but it didn't keep them in business.

 

I just don't understand why these manufacturers would build jets that are essentially unsellable in the US due to scope. They're too small for mainline to bother picking up, and it's a helluva risk hoping regionals will get scope relaxed. Didn't happen at American, didn't happen at United, and it's not on the table at Delta. The planning departments at Embraer and Mitsubishi should be fired. Would it really be so hard to bring the weight down a little instead of risking tens of billions? Stupid.

 

I agree. At least the Mrj had a smaller variant that could be on easy replacement for the crj7. Not sure what the game plan for the e2 will be.

 

Don't forget the Bombardier C series. Only reasonable explanation is that these airplanes are really aimed at the Asian, and European markets.

 

They dun effed up, basically. From the article I posted on page 4
This is not a new issue for the MRJ, which has struggled with the scope clause restriction almost since the program’s launch (Aviation Daily, June 24, 2013). But Yamagami said the company is hopeful that U.S. airlines will relax some restrictions when pilot contracts become amendable. “The unions are sticking [to] these restrictions,” he said. “Without showing how good our aircraft is, management [at airlines] will not challenge this point.”

And

“It has been 50 years since Japan developed a [commercial air transport] aircraft,” he said. “We underestimated the certification process, and we now know we needed more people to prepare verification and validation instead of just engineers.” The issue was not just with international bodies, such as the FAA and European Aviation Safety Agency. “We had the same challenge with our regulatory authority, the Japan Civil Aviation Bureau, which had more experience certifying helicopters but not much in certifying transport aircraft,” he said.

 

The airplanes have a huge market potential, imo. This only exemplifies how addicted to cheap contract lift airline CEOs are. But I didn't go to Oxbridge.

 

2019? Tsa won't be around by then mostly due to having no more pilots.

 

But we can always count on having you around!

 

https://www.runwaygirlnetwork.com/20...entry-service/

As Bombardier and Embraer concentrate their efforts on the higher end of the regional jet market, Japan’s regional jet — the 76-88 seat Mitsubishi MRJ — may find itself able to scoop up the lower end of the RJ demand. With a 76 seat capacity for the MRJ70, and 88 seats on the MRJ90, based on 31” seat pitch, these smaller aircraft may well fit into a niche defined partly by the scope clauses in US mainline carriers’ pilot contracts, and partly by new markets the efficient jetliner is able to create.

There is some potential to mop up this end of the market given that Embraer and Bombardier are both moving towards larger aircraft. Mitsubishi characterises the MRJ70 as the “only next-generation 70 seat regional jet”, the MRJ90 as a “feeder operation” and “market opener”, and the MRJ100X — which MRJ calls “planned” — as having the “best economics in 100 seat market”.

Mitsubishi’s market forecast sees 5,137 aircraft required in the next twenty years, the company reported last week at the Farnborough Air Show, with nearly 1,900 of those in North America making up 36% of the market, and almost 800 in Europe making a further 16%. China and the rest of the Asia Pacific market each make up 12% of the market with over 600 aircraft each.