Mrj 70/90
07-21-2016 | 02:31 PM
#61
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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.
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.
07-22-2016 | 09:06 PM
#62
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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.
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.
07-23-2016 | 08:22 PM
#63
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I'm amazed people publish this stuff. The 70 has a 76 seat capacity with a single class configuration. Since when were mainline carriers not interested in dual class configurations with economy plus seating? I've said it before that this makes a possible replacement for the CRJ7 but it doesn't fit as perfectly into the scope model as it seems.
07-24-2016 | 02:42 AM
#64
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Many of our passengers don't just fly that one segment. The majority of them are connecting through the hub to other destinations. They purchase a first class or business class seat for the entire trip. Having an actual first class option on the regional jet increases the perceived value of the fare and creates a better passenger experience.
07-24-2016 | 09:34 AM
#65
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Many of our passengers don't just fly that one segment. The majority of them are connecting through the hub to other destinations. They purchase a first class or business class seat for the entire trip. Having an actual first class option on the regional jet increases the perceived value of the fare and creates a better passenger experience.
07-25-2016 | 12:06 PM
#66
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This... could be bad.
Skywest Extends CRJ Support Amid MRJ Uncertainty | MRO content from Aviation Week
US regional operator Skywest and its subsidiary ExpressJet have extended a heavy maintenance deal with Bombardier Services for an additional 10 years. While good news for Bombardier, the deal may be another nail in the coffin for Skywest’s order for the Mitsubishi Regional Jet (MRJ).
Skywest ordered 100 MRJ90s in 2012, but doubts have persisted about whether scope clause agreements can be adjusted to accept the aircraft, which at a maximum take-off weight of 39,600kg is a fraction over the limits set for regional aircraft pilots in the US.
While Skywest has never stated how many of its 433 Bombardier CRJ aircraft – comprising 234 CRJ200s, 135 CRJ700s and 64 CRJ900s – the MRJ order would replace, its new maintenance deal with Bombardier covers the entire Skywest and ExpressJet CRJ fleet.
“Bombardier’s CRJ Series airliners continue to be essential to our two airlines’ fleets and have helped our company become one of the largest regional jet operators in the world,” said Wade Steel, CCO, SkyWest.
Heavy checks can be performed at any of Bombardier’s maintenance facilities in the US, including Tucson Air Center, West Virginia Air Center and Macon Air Center.
Skywest was originally due to begin receiving the MRJ from 2017, but earlier this year its chief executive conceded that it wouldn’t be able to do so until scope clause contracts at partner carriers were altered.
This fact could also prove a roadblock for Skywest’s order for 100 E175-E2 regional jets, a model that is also heavier than scope clauses at major carriers such as United and Delta allow.
Both Skywest and Trans State Holdings, another US customer for the MRJ and E2, hope that the next round of labour talks brings scope clause relief – a hope that was dashed in Delta’s last negotiations in 2015.
Fortunately for Mitsubishi, which has delayed first delivery of the aircraft until mid-2018, this means that its US customers probably welcome missed deadlines in the aircraft program.
Skywest Extends CRJ Support Amid MRJ Uncertainty | MRO content from Aviation Week
US regional operator Skywest and its subsidiary ExpressJet have extended a heavy maintenance deal with Bombardier Services for an additional 10 years. While good news for Bombardier, the deal may be another nail in the coffin for Skywest’s order for the Mitsubishi Regional Jet (MRJ).
Skywest ordered 100 MRJ90s in 2012, but doubts have persisted about whether scope clause agreements can be adjusted to accept the aircraft, which at a maximum take-off weight of 39,600kg is a fraction over the limits set for regional aircraft pilots in the US.
While Skywest has never stated how many of its 433 Bombardier CRJ aircraft – comprising 234 CRJ200s, 135 CRJ700s and 64 CRJ900s – the MRJ order would replace, its new maintenance deal with Bombardier covers the entire Skywest and ExpressJet CRJ fleet.
“Bombardier’s CRJ Series airliners continue to be essential to our two airlines’ fleets and have helped our company become one of the largest regional jet operators in the world,” said Wade Steel, CCO, SkyWest.
Heavy checks can be performed at any of Bombardier’s maintenance facilities in the US, including Tucson Air Center, West Virginia Air Center and Macon Air Center.
Skywest was originally due to begin receiving the MRJ from 2017, but earlier this year its chief executive conceded that it wouldn’t be able to do so until scope clause contracts at partner carriers were altered.
This fact could also prove a roadblock for Skywest’s order for 100 E175-E2 regional jets, a model that is also heavier than scope clauses at major carriers such as United and Delta allow.
Both Skywest and Trans State Holdings, another US customer for the MRJ and E2, hope that the next round of labour talks brings scope clause relief – a hope that was dashed in Delta’s last negotiations in 2015.
Fortunately for Mitsubishi, which has delayed first delivery of the aircraft until mid-2018, this means that its US customers probably welcome missed deadlines in the aircraft program.
07-25-2016 | 04:37 PM
#67
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This... could be bad.
Skywest Extends CRJ Support Amid MRJ Uncertainty | MRO content from Aviation Week
US regional operator Skywest and its subsidiary ExpressJet have extended a heavy maintenance deal with Bombardier Services for an additional 10 years. While good news for Bombardier, the deal may be another nail in the coffin for Skywest’s order for the Mitsubishi Regional Jet (MRJ).
Skywest ordered 100 MRJ90s in 2012, but doubts have persisted about whether scope clause agreements can be adjusted to accept the aircraft, which at a maximum take-off weight of 39,600kg is a fraction over the limits set for regional aircraft pilots in the US.
While Skywest has never stated how many of its 433 Bombardier CRJ aircraft – comprising 234 CRJ200s, 135 CRJ700s and 64 CRJ900s – the MRJ order would replace, its new maintenance deal with Bombardier covers the entire Skywest and ExpressJet CRJ fleet.
“Bombardier’s CRJ Series airliners continue to be essential to our two airlines’ fleets and have helped our company become one of the largest regional jet operators in the world,” said Wade Steel, CCO, SkyWest.
Heavy checks can be performed at any of Bombardier’s maintenance facilities in the US, including Tucson Air Center, West Virginia Air Center and Macon Air Center.
Skywest was originally due to begin receiving the MRJ from 2017, but earlier this year its chief executive conceded that it wouldn’t be able to do so until scope clause contracts at partner carriers were altered.
This fact could also prove a roadblock for Skywest’s order for 100 E175-E2 regional jets, a model that is also heavier than scope clauses at major carriers such as United and Delta allow.
Both Skywest and Trans State Holdings, another US customer for the MRJ and E2, hope that the next round of labour talks brings scope clause relief – a hope that was dashed in Delta’s last negotiations in 2015.
Fortunately for Mitsubishi, which has delayed first delivery of the aircraft until mid-2018, this means that its US customers probably welcome missed deadlines in the aircraft program.
Skywest Extends CRJ Support Amid MRJ Uncertainty | MRO content from Aviation Week
US regional operator Skywest and its subsidiary ExpressJet have extended a heavy maintenance deal with Bombardier Services for an additional 10 years. While good news for Bombardier, the deal may be another nail in the coffin for Skywest’s order for the Mitsubishi Regional Jet (MRJ).
Skywest ordered 100 MRJ90s in 2012, but doubts have persisted about whether scope clause agreements can be adjusted to accept the aircraft, which at a maximum take-off weight of 39,600kg is a fraction over the limits set for regional aircraft pilots in the US.
While Skywest has never stated how many of its 433 Bombardier CRJ aircraft – comprising 234 CRJ200s, 135 CRJ700s and 64 CRJ900s – the MRJ order would replace, its new maintenance deal with Bombardier covers the entire Skywest and ExpressJet CRJ fleet.
“Bombardier’s CRJ Series airliners continue to be essential to our two airlines’ fleets and have helped our company become one of the largest regional jet operators in the world,” said Wade Steel, CCO, SkyWest.
Heavy checks can be performed at any of Bombardier’s maintenance facilities in the US, including Tucson Air Center, West Virginia Air Center and Macon Air Center.
Skywest was originally due to begin receiving the MRJ from 2017, but earlier this year its chief executive conceded that it wouldn’t be able to do so until scope clause contracts at partner carriers were altered.
This fact could also prove a roadblock for Skywest’s order for 100 E175-E2 regional jets, a model that is also heavier than scope clauses at major carriers such as United and Delta allow.
Both Skywest and Trans State Holdings, another US customer for the MRJ and E2, hope that the next round of labour talks brings scope clause relief – a hope that was dashed in Delta’s last negotiations in 2015.
Fortunately for Mitsubishi, which has delayed first delivery of the aircraft until mid-2018, this means that its US customers probably welcome missed deadlines in the aircraft program.
07-25-2016 | 08:36 PM
#68
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Like the article says, bad for Mitsubishi. Maybe OO is just going to stick with the CRJ and give up on the MRJ and this is a sign of that. Hope not.
07-25-2016 | 08:47 PM
#69
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From: 737 FO
07-25-2016 | 09:00 PM
#70
You scratched my anchor
Joined: Feb 2011
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