When Bombardier and Embraer ended mass production of their respective 50-seat jets by 2006, it appeared that the regional airline industry’s love affair with the little RJs had run its course. With most major airline scope clauses relaxed to allow 70- and even 76-seat jets in their regional partners’ fleets, demand for the less cost-effective 50-seaters had essentially evaporated.
When Bombardier and Embraer ended mass production of their respective 50-seat jets by 2006, it appeared that the regional airline industry’s love affair with the little RJs had run its course. With most major airline scope clauses relaxed to allow 70-and even 76-seat jets in their regional partners’ fleets, demand for the less cost-effective 50-seaters had essentially evaporated.
In some respects Russia’s development has followed a pattern familiar to Westerners, but that is not true for its business aviation industry. While Russian billionaires show off their huge yachts in the most expensive and trendy places in the world, buy A380s for personal use, haunt French ski resorts and buy islands off Dubai, some of the nation’s laws prevent wealthy individuals from reaping the benefits of business aircraft.
The decades that preceded the 1970s were propelled by a lust for technological progress measured in speed, altitude and range. The 1970s marked a sea change for aviation, brought on largely by the rude realization that cheap and freely available
fuel could no longer be taken for granted. The commercial mission, which continues to this day, then became that of transporting ever more people on the least amount
Early last month a Boeing 737-300 requiring an 8A check was the first aircraft to be towed into Ameco Beijing’s A380 hangar. A spokesman for the company said it is ready to support aircraft flying to the Olympic Games. The new hangar will simultaneously accommodate six widebody and four narrowbody aircraft, encompassing the spectrum of Boeing and Airbus airplanes, including the A380.
China Aviation Industry, the country’s largest state-owned air-plane manufacturer, said at the Paris Air Show last month it plans to design and build a 70- to 90-seat regional jet that will be 10 percent cheaper to buy and to operate than competitive aircraft from Bombardier and Embraer. Officials in Paris declined to give the price of the ARJ21, or when it would enter the market.
While other major manufacturers are struggling to find the right production organization or have spent years changing their minds about what product to launch next, Embraer has been quietly reaping the fruits of a sound management strategy, according to independent financial analysts.
Embraer and Airbus are trying to persuade fractional ownership operator Flight Options to switch its 25-aircraft commitment for Fairchild Dornier’s Envoy 7 business jet to their respective large cabin offerings, the Legacy and the Airbus Corporate Jetliner (ACJ).
Embraer president and CEO Mauricio Botelho reflected on the events of September 11 and their subsequent effect on the world’s aerospace industry with a quote from Argentine-born Cuban revolutionary Ernesto “Che” Guevara. “We must be tough without losing tenderness,” said Botelho during a lavish dinner affair the evening before the October 29 rollout of the newly branded 70-seat Embraer 170 regional jet.
Gore Design Completions (Booth No. 261), already a force in the narrow- and widebody completion and refurbishment industry, has just taken on what may be its biggest challenge to date–the executive/VIP outfitting of a head-of-state Boeing 777-200. The San Antonio, Texas-based company had previously done a 767 interior for the same central Asian customer and is working on the client’s Boeing 737-700 cabin.