world airliner directory 2015

world airlinerdirectory2015 part i

world airliner directory 2015 world airliner directory 2015

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WORLD AIRLINER DIRECTORYSPECIAL REPORT

30 | Flight International | 24-30 November 2015

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GUNTER ENDRES LONDON

Despite the advances being made in Canada, China and Russia, Airbus and Boeing look set to strengthen their sales duopoly – and target a middle of the market gap

BUILDING ON SUCCESSES

Boeing has been addressing developments for what it has described as the “white space” in the middle of the market sandwiched by its 757 and 767 models. The so-called 7M7, if launched, would be a widebody, but the mar-ket demands narrowbody economics on a per-seat basis, which would probably require a radical departure in fuselage design, with an elliptical cross-section one suggestion. It would feature seating for 220-270 passengers and have a range of about 5,000nm (9,250km).

DELAYSThe Bombardier CSeries continues to be mired in delays and financial difficulties at corpora-tion level. Hitherto secret talks with Airbus for some sort of strategic collaboration have bro-ken down, and it is difficult to fathom why the Canadian manufacturer found itself in discus-sions with a competitor. The Comac C919 and Irkut MC-21 have yet to fly, and both are com-peting for the same market as Bombardier. Antonov is suffering badly from the continued conflict with Russia, but while sales of its An-148 and An-158 remain sluggish, the new An-178 freighter development, debuted at the Paris air show in June, offers better prospects.

So, for some time yet, the single-aisle market is to remain firmly divided between Airbus and Boeing. The forecast for new deliveries over the next 20 years will provide much en-couragement to both. ■

Despite attempts to break into the mar-ket for new single-aisle passenger jets, Airbus and Boeing continue to hold a virtual monopoly for new and

upgraded aircraft. Airbus is boosting its com-petitiveness against the mid-range Boeing 787 by launching the A330neo, offering a further reduction in fuel burn and a slight increase in capacity. Its A350, challenging the 777 and 787, entered service in January, and its largest variant will be delivered in 2017, before Boe-ing’s larger offerings. The 787 order book has stretched well past the 1,000 mark, but the A350 is catching up fast. The European manu-

facturer has also stolen a march by racing ahead of the 737 Max in the order stakes with its A320neo family.

The very large-aircraft segment has entered a stall, from which it is difficult to foresee either manufacturer extricating itself. While Airbus is bullish about the prospects for its A380, con-sidering a re-engining and “mini-stretch” of the -800 for another 36-54 seats, Boeing has virtu-ally discounted the sector, forecasting a re-quirement of only 420 such aircraft in the next 20 years. The passenger variant of its own 747-8I has received no orders in the last two years, although its prospects look much brighter as a freighter. Airbus’s orderbook for the A380 has also dried up.

Airbus has built a strong order book for its A350 twinjet, which challenges the 787, but new customers for the A380 remain elusive

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24-30 November 2015 | Flight International | 31flightglobal.com


Airbus A320 familyWhile the order book for its highly

successful single-aisle airliner continues to outstrip its chief competitor, Airbus suffered a three-month setback in the flight-testing programme for the next-generation Neo devel-opment as a result of a technical fault in a snap ring deep in the heart of the Pratt & Whitney PW1100G engine. Tests with the CFM Interna-tional Leap-1A engines were also halted for a short time for an upgrade to the powerplants and on-board equipment, and to prepare the single test aircraft for the hot-weather and high-altitude test phase. Testing with both engines was restarted in July and, according to Airbus, the programme remains on schedule for deliv-ery to launch customer Qatar Airways by the end of the year. In June, initial assembly work was completed on the first Airbus A321neo, which was made ready for the installation of flight-test equipment and the engines, but no first-flight date has been given. A second test aircraft is to be fitted with the Leap-1A engines. Airbus expects the A321neo to enter service towards the end of 2016.

SHARKLETSThe European manufacturer has opted for minimum change of the existing family members, in preference to an entirely new design, taking advantage of the availability of the two new engine types. The A320neo fam-ily is set to share 95% commonality with the present Airbus A320ceo. Together with the use of its large sharklet wing-tip devices, the stated improvements are said to translate into a 15% reduction in fuel consumption, to in-crease to 20% by 2020 – at which time the aircraft would also provide nearly 2t of addi-tional payload, up to 500nm (925km) of ad-ditional range, reductions in engine noise and emissions, and 8% lower operating costs. Sharklets are an option on new-build Airbus A319, A320 and A321 aircraft pow-ered by the CFM International CFM56 or the International Aero Engines V2500, and are available as a retrofit for in-service A319s and A320s. The sharklets generate a 4% saving in overall fuel consumption on long sectors for A320 aircraft, while also improving take-off performance and increasing payload by up to

10.5 containers, while the A321P2F will be able to take 13.5. The modifications include a 3.6 x 2.2m (11.8 x 7.2ft) main-deck floor, rein-forcement of the floor, fitting of a 9g cargo bar-rier and deactivation of the rear passenger doors. Airbus is partnered with EFW and Singapore’s ST Aerospace, and the first con-versions will be available for customer deliv-ery in 2018.

The first A320neo, MSN6101, powered by PW1100G engines, made its maiden flight on 25 September 2014, starting a 3,000h flight-test programme, which is to culminate in service entry with Qatar Airways in the fourth quarter of 2015. The Neo flight-test fleet is to comprise eight aircraft, including two A320neo, one A319neo and one A321neo, for each of the two engine choices. The A320 family is produced on four production lines: Toulouse and Ham-burg; Tianjin in China – in a joint venture with a Chinese consortium comprising the Tianjin Free Trade Zone and China Aviation Industry Corporation – and, since September 2015, Mo-bile, Alabama. In November, Airbus an-nounced a plan to increase production to 60 aircraft per month from 2019. ■

DATA CHECK (AT 30 SEPTEMBER 2015)

A318 A319 A320 A321 A319neo A320neo A321neo

First flight 15/01/2002 25/08/1995 22/02/1987 11/03/1993 25/09/2014Net orders (total/2015) 60/0 1,402/3 4,750/31 1,612/37 49/2 3,277/487 976/221Deliveries (total/2015) 60/0 1,380/21 4,032/198 1,154/128 0 0 0Backlog 0 22 718 458 49 3,277 976

SPEC CHECK

A318 A319 A320 A321

MTOW (t) 68 75.5 78 93.5Seats (two-class) 107 124 150 185Max high-density seating 132 156 180 (189) 236Range (km) 5,750 6,850 6,100 5,950

450kg (1,100lb). An optional performance-enhancement package will be available for the Neo to increase its performance on short runways. Designated as SHARP, the package includes a composite panel modification to the wing-root fairing that optimises airflow and enables slower approach speeds. Airbus has received approval to increase maximum seating capacity in the A320 to 189, and to 236 in the A321.

FREIGHTERSAirbus is reviving the A320P2F and A321P2F freighter conversion programme, which it had abandoned in 2011 due to lack of demand. However, the availability of plen-ty of airframes with an age of 15-20 years, ex-pected to treble to some 1,700 A320s and 450 A321s between 2017 and 2028, would pro-vide a rich source of potential jets for modifi-cation, Airbus has said. In its latest global market forecast, it predicts no market for new-build, single-aisle freighters, but de-mand for 600 converted A320 family aircraft. Fitted with a Class E cargo compartment, the A320P2F will have a main-deck capacity for

The jet family is manufactured in Toulouse, Hamburg, Tianjin and Mobile, Alabama

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flightglobal.com32 | Flight International | 24-30 November 2015


The announcement at the Farnborough air show on 14 June 2014 to proceed with de-

velopment of the Airbus A330neo marked a step-up in the company’s competitiveness with the Boeing 787 on mid-range routes, but also ensured the continuation of a highly-suc-cessful programme. Apart from the new Rolls-Royce Trent 7000 – the sole engine available for the new variants – Airbus will focus on aerodynamics and cabin improvements, aim-ing to reduce per-seat fuel burn by 14%, while promising 95% commonality with present models. The Trent 7000, based on the Trent 1000, has an increased fan size and electroni-cally-controlled bleed-air system, and is to gen-erate a thrust of 72,000lb (320kN) and provide 11% lower fuel burn. Aerodynamic modifica-tions will include a re-twisted and strength-ened wing, with optimised slats and fairings, and new sharklets to increase the span by 3.7m (12ft), to 64m. Space-saving cabin reconfigura-tion will see another six to 10 seats.

UPGRADEDTwo versions are being offered: the A330-800neo, with the same fuselage length as the A330-200ceo; and the A330-900neo, which equates in length to the A330-300ceo. Airbus projects a development period of just 42 months, with the -900neo to enter service in the fourth quarter of 2017, and the -800neo fol-lowing early in 2018. Airbus is also planning to offer head-up display options on all A330 models.

Airbus has upgraded its production line with an increased maximum take-off weight of 242t, enabling customers to carry additional payloads over longer ranges. The first en-hanced A330-300 was delivered to Delta Air Lines in May 2015, with the first enhanced A330-200 to enter service early in 2016. Airbus has also launched a new lower-weight

Airbus A330

A330-300 Regional, optimised for domestic and regional routes in high growth markets, es-pecially China. The new variant will be opti-mised to seat 400 passengers on flights up to 3,000nm (5,550km), offering cost savings through a reduced weight of around 200t. Cost reduction compared with the long-range A330-300 will be up to 26%, says Airbus. The vari-ant will benefit from the latest technologies in the A350 and A380s. Saudia became the launch customer with an order in June for 20 aircraft. Deliveries are expected to start in 2016.

Airbus has closed a long-awaited deal with China, which will help bridge the production gap as it shifts from current models to the new Neo variant, at the end of 2017 and con-solidate its industrial operations in the mar-ket. On a visit to Toulouse in June 2015, Li Keqiang, China’s prime minister, signed a contract for 45 A330ceo, with options for a further 30, while a deal was also concluded to set up a cabin-completion facility for A330s alongside the existing A320 site in Tianjin. In August, China Eastern Airlines disclosed a purchase agreement for 15 A330s for delivery in 2017 and 2018, but it is not known if this order forms part of the overall deal. The order from China will enable Air-bus to maintain a monthly production rate of six aircraft and ensure that production con-tinues for at least another 10 years, says the company. There is to be some overlap with the A350, which will begin to gradually re-place the A330s. ■


A330-200 A330-200F A330-300 A330-800neo A330-900neo

First flight 13/08/1997 05/11/2009 02/11/1992Net orders (total/2015) 633/17 67/0 658/44 10/0 135/25Deliveries (total/2015) 540/20 32/2 616/44 0 0Backlog 93 35 42 10 135

SPEC CHECK

A330-200 A330-200F A330-300 A330-800neo A330-900neo A330-300R

MTOW (t) 242 233 242 242 242 200Seats (two-class/max) 247/406 295/400 247/406 295/440 400Payload (t) 70Range (km) 13,450 7,400 11,750 13,800 11,500 5,550

Airbus’s new mid-size twin-jet competitor to the larger Boeing 777 and 787 Dreamliner

models entered revenue service with Qatar Airways in January 2015, after an intense test programme, which led to European Aviation Safety Agency type certification on 30 Septem-ber 2014. In late June, Vietnam Airlines be-came the second airline to take delivery of its first aircraft, followed by Finnair.

The order book indicates airlines’ preference is for the A350-900, the central plank of the family which has gained the greatest order share, but demand appears to be moving to-wards the -1000 model. The smaller -800 has not had any orders for five years, as customers migrate to the larger -900, but Airbus insists it will build the -800, although demand has been low and the programme has all but been super-seded by the re-engining of the A330. Airbus is evaluating demand for an aircraft larger than the A350-1000, but the possibility of a ‘double stretch’ is unlikely, with only an additional 40 seats available. Airbus has projects aimed at finding ways to raise capacity on the A350 family by up to 20 seats within five years.

EXTENDEDIn August, assembly was started at Broughton, North Wales, on the wing for the A350-1000, which has the same span as the -900, but the trailing edge has been extended to resize the wing for additional payload and range. Airbus has started work on all three development air-craft for the A350-1000 test campaign, with final assembly to begin in the first quarter of 2016 and certification and first deliveries ex-pected in 2017. Airbus has yet to launch a mooted regional A350-900. This would be structurally identical to the baseline aircraft, but its engines will be de-rated to 74,800lb-thrust (333kN), matching the -800, and the maximum take-off weight will be limited to

Airbus A350


A350-800 A350-900 A350-1000

First flight 14/06/2013Net orders (total/2015) 16/0 597/3 169/0Deliveries (total/2015) 0 6/5 0Backlog 16 591 169

SPEC CHECK

A350-800 A350-900 A350-900R* A350-1000

MTOW (t) 248 268 250 308Seats (two-class/max) 280/440 325/440 350 366/440Payload (t) 15.2 14.3 12.6 14.8Range (km) 15,200 14,075 11,500 14,600

Production is assured for next decade

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Orders for the flagship aircraft have dried up as the European manufacturer toils to con-

vince the market the A380 is the right aircraft for high-capacity routes into and out of slot-constrained hubs. But Airbus is confident of the aircraft’s prospects, indicating it will secure more orders from existing and new customers. In its latest 20-year forecast, Airbus predicts a need for 1,550 very large passenger aircraft, largely in aviation mega-cities, a much more optimistic outlook than that of Boeing, which projects demand for only 420. Very large air-craft are projected to account for 5% of the unit total, but 12% in value. However, before Air-bus can claim real success with the A380, it would have to break into the North and Latin American markets. Africa and the Indian sub-continent are also still without the A380.

The A380 is the world’s largest and quietest widebody and the only one with two full-length decks. The current model is the A380-800, improved in 2013 with a strength-ened airframe and 1.5˚ increase in wing twist, and Airbus is offering a small, 4t increase in maximum take-off weight for better payload/range performance. Development of an en-larged -900 for 650 passengers in standard con-

Airbus A380


A350-800 A350-900 A350-1000


SPEC CHECK

A350-800 A350-900 A350-900R* A350-1000


250t. Airbus claims the aircraft would be able to cover most long-haul flights, typical of intra-Asian routes. First deliveries are expected in 2016. In October, Singapore Airlines became the launch customer for the longer-range A350-900ULR, which will have a modified fuel system, higher maximum take-off weight and aerodynamic changes to stretch its range. Airbus has yet to disclose a range figure.

Airbus’s most advanced airliner is taking the technologies for its flagship A380 to a new level, providing, says the manufacturer, 25% lower fuel consumption compared with com-petitors, due to new Rolls-Royce XWB engines and aerodynamics. Airbus projects 10% lower maintenance costs. The new fuselage, built with carbonfibre-reinforced plastic (CFRP), generates lower fuel burn and easier mainte-nance. The CFRP content of the A350 is 53%. The high-performance wing, built primarily from carbon composites, includes droop-nose leading edge devices and new adaptive dropped hinge-flaps. ■


A380-800

First flight 27/04/2005Net orders (total/2015) 317/0Deliveries (total/2015) 171/19Backlog 146

SPEC CHECK

A380-800

MTOW (t) 575Seats (two-class/max) 544/853Range (km) 15,200

figuration has been suspended, as has the pro-posed A380 freighter. Studies are ongoing for a possible re-engining of the A380, driven large-ly by its biggest customer Emirates, and discus-sions have been held with both engine manu-facturers, but neither Rolls-Royce nor Engine Alliance have expressed a willingness to make major improvements to their Trent 900 and GP7000, respectively. However, a re-engining has not been ruled out, nor has a “mini-stretch” of the -800, currently being floated to potential customers. This could involve add-ing four fuselage frames to increase seating ca-pacity by 36-54 seats, depending on the upper- and lower-deck configuration. Airbus says that the timeframe for such a development would be around 2020, and it would probably desig-nate the new variant as the A380-900. ■

An A350-900 Regional has yet to appear

The European airframer remains bullish about the very large-aircraft sector

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The announcement at the Farnborough air show on 14 June 2014 to proceed with de-

velopment of the Airbus A330neo marked a step-up in the company’s competitiveness with the Boeing 787 on mid-range routes, but also ensured the continuation of a highly-suc-cessful programme. Apart from the new Rolls-Royce Trent 7000 – the sole engine available for the new variants – Airbus will focus on aerodynamics and cabin improvements, aim-ing to reduce per-seat fuel burn by 14%, while promising 95% commonality with present models. The Trent 7000, based on the Trent 1000, has an increased fan size and electroni-cally-controlled bleed-air system, and is to gen-erate a thrust of 72,000lb (320kN) and provide 11% lower fuel burn. Aerodynamic modifica-tions will include a re-twisted and strength-ened wing, with optimised slats and fairings, and new sharklets to increase the span by 3.7m (12ft), to 64m. Space-saving cabin reconfigura-tion will see another six to 10 seats.

UPGRADEDTwo versions are being offered: the A330-800neo, with the same fuselage length as the A330-200ceo; and the A330-900neo, which equates in length to the A330-300ceo. Airbus projects a development period of just 42 months, with the -900neo to enter service in the fourth quarter of 2017, and the -800neo fol-lowing early in 2018. Airbus is also planning to offer head-up display options on all A330 models.

Airbus has upgraded its production line with an increased maximum take-off weight of 242t, enabling customers to carry additional payloads over longer ranges. The first en-hanced A330-300 was delivered to Delta Air Lines in May 2015, with the first enhanced A330-200 to enter service early in 2016. Airbus has also launched a new lower-weight

Airbus A330

A330-300 Regional, optimised for domestic and regional routes in high growth markets, es-pecially China. The new variant will be opti-mised to seat 400 passengers on flights up to 3,000nm (5,550km), offering cost savings through a reduced weight of around 200t. Cost reduction compared with the long-range A330-300 will be up to 26%, says Airbus. The vari-ant will benefit from the latest technologies in the A350 and A380s. Saudia became the launch customer with an order in June for 20 aircraft. Deliveries are expected to start in 2016.

Airbus has closed a long-awaited deal with China, which will help bridge the production gap as it shifts from current models to the new Neo variant, at the end of 2017 and con-solidate its industrial operations in the mar-ket. On a visit to Toulouse in June 2015, Li Keqiang, China’s prime minister, signed a contract for 45 A330ceo, with options for a further 30, while a deal was also concluded to set up a cabin-completion facility for A330s alongside the existing A320 site in Tianjin. In August, China Eastern Airlines disclosed a purchase agreement for 15 A330s for delivery in 2017 and 2018, but it is not known if this order forms part of the overall deal. The order from China will enable Air-bus to maintain a monthly production rate of six aircraft and ensure that production con-tinues for at least another 10 years, says the company. There is to be some overlap with the A350, which will begin to gradually re-place the A330s. ■


A330-200 A330-200F A330-300 A330-800neo A330-900neo


SPEC CHECK

A330-200 A330-200F A330-300 A330-800neo A330-900neo A330-300R

MTOW (t) 242 233 242 242 242 200Seats (two-class/max) 247/406 295/400 247/406 295/440 400Payload (t) 70Range (km) 13,450 7,400 11,750 13,800 11,500 5,550

Airbus’s new mid-size twin-jet competitor to the larger Boeing 777 and 787 Dreamliner

models entered revenue service with Qatar Airways in January 2015, after an intense test programme, which led to European Aviation Safety Agency type certification on 30 Septem-ber 2014. In late June, Vietnam Airlines be-came the second airline to take delivery of its first aircraft, followed by Finnair.

The order book indicates airlines’ preference is for the A350-900, the central plank of the family which has gained the greatest order share, but demand appears to be moving to-wards the -1000 model. The smaller -800 has not had any orders for five years, as customers migrate to the larger -900, but Airbus insists it will build the -800, although demand has been low and the programme has all but been super-seded by the re-engining of the A330. Airbus is evaluating demand for an aircraft larger than the A350-1000, but the possibility of a ‘double stretch’ is unlikely, with only an additional 40 seats available. Airbus has projects aimed at finding ways to raise capacity on the A350 family by up to 20 seats within five years.

EXTENDEDIn August, assembly was started at Broughton, North Wales, on the wing for the A350-1000, which has the same span as the -900, but the trailing edge has been extended to resize the wing for additional payload and range. Airbus has started work on all three development air-craft for the A350-1000 test campaign, with final assembly to begin in the first quarter of 2016 and certification and first deliveries ex-pected in 2017. Airbus has yet to launch a mooted regional A350-900. This would be structurally identical to the baseline aircraft, but its engines will be de-rated to 74,800lb-thrust (333kN), matching the -800, and the maximum take-off weight will be limited to

Airbus A350


A350-800 A350-900 A350-1000


SPEC CHECK

A350-800 A350-900 A350-900R* A350-1000


Production is assured for next decade

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FIN_241115_030-039.indd 32 19/11/2015 11:59




Orders for the flagship aircraft have dried up as the European manufacturer toils to con-

vince the market the A380 is the right aircraft for high-capacity routes into and out of slot-constrained hubs. But Airbus is confident of the aircraft’s prospects, indicating it will secure more orders from existing and new customers. In its latest 20-year forecast, Airbus predicts a need for 1,550 very large passenger aircraft, largely in aviation mega-cities, a much more optimistic outlook than that of Boeing, which projects demand for only 420. Very large air-craft are projected to account for 5% of the unit total, but 12% in value. However, before Air-bus can claim real success with the A380, it would have to break into the North and Latin American markets. Africa and the Indian sub-continent are also still without the A380.

The A380 is the world’s largest and quietest widebody and the only one with two full-length decks. The current model is the A380-800, improved in 2013 with a strength-ened airframe and 1.5˚ increase in wing twist, and Airbus is offering a small, 4t increase in maximum take-off weight for better payload/range performance. Development of an en-larged -900 for 650 passengers in standard con-

Airbus A380


A350-800 A350-900 A350-1000


SPEC CHECK

A350-800 A350-900 A350-900R* A350-1000


250t. Airbus claims the aircraft would be able to cover most long-haul flights, typical of intra-Asian routes. First deliveries are expected in 2016. In October, Singapore Airlines became the launch customer for the longer-range A350-900ULR, which will have a modified fuel system, higher maximum take-off weight and aerodynamic changes to stretch its range. Airbus has yet to disclose a range figure.

Airbus’s most advanced airliner is taking the technologies for its flagship A380 to a new level, providing, says the manufacturer, 25% lower fuel consumption compared with com-petitors, due to new Rolls-Royce XWB engines and aerodynamics. Airbus projects 10% lower maintenance costs. The new fuselage, built with carbonfibre-reinforced plastic (CFRP), generates lower fuel burn and easier mainte-nance. The CFRP content of the A350 is 53%. The high-performance wing, built primarily from carbon composites, includes droop-nose leading edge devices and new adaptive dropped hinge-flaps. ■


A380-800

First flight 27/04/2005Net orders (total/2015) 317/0Deliveries (total/2015) 171/19Backlog 146

SPEC CHECK

A380-800

MTOW (t) 575Seats (two-class/max) 544/853Range (km) 15,200

figuration has been suspended, as has the pro-posed A380 freighter. Studies are ongoing for a possible re-engining of the A380, driven large-ly by its biggest customer Emirates, and discus-sions have been held with both engine manu-facturers, but neither Rolls-Royce nor Engine Alliance have expressed a willingness to make major improvements to their Trent 900 and GP7000, respectively. However, a re-engining has not been ruled out, nor has a “mini-stretch” of the -800, currently being floated to potential customers. This could involve add-ing four fuselage frames to increase seating ca-pacity by 36-54 seats, depending on the upper- and lower-deck configuration. Airbus says that the timeframe for such a development would be around 2020, and it would probably desig-nate the new variant as the A380-900. ■

An A350-900 Regional has yet to appear

The European airframer remains bullish about the very large-aircraft sector

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The collapse in Ukraine’s relations with Russia following the annexation of

Crimea and Russia’s apparent support for the rebels in the east of the country has had a marked effect on sales of this high-wing twin-jet, powered by Ivchenko-Progress D-436-148 turbofan engines, which first entered service with Ukrainian airline Aerosvit in June 2009.

Although the aircraft is capable of operat-ing from poorly-equipped runways and its contemporary flight and navigation equip-ment enables it to operate day and night in all types of weather, sales of the An-148 and An-158 have already been sluggish, and the only orders placed so far in 2015 were from an unidentified customer in Iraq.

This has been attributed to poor produc-tion rates from Antonov’s two Ukranian as-sembly sites in Kiev, and especially by Russia’s Voronezh Aircraft Production Association (VASO) – whose continuation of production is in doubt. Negotiations between Ukraine and Iran for the licence-production of the An-148 and An-158 models appear to

Antonov An-148

Assembly of the wings for the first 737 Max 8 flight test aircraft was started at Renton,

Washington in June with the wings attached to the fuselage in September. The first flight is scheduled for 2016 and first delivery in the third quarter of 2017, when the new aircraft is to deliver 20% lower fuel costs than the first Next Generation 737s. First delivery of the Max 9, launched by Lion Air in February 2012, is

Boeing 737

Sales of the 747-8 remain sluggish, with the freighter version, which has no direct

competitor, proving the more popular. No net orders were placed in 2014, and the only sale to a commercial carrier was recorded in March 2015, with three freighters contracted by Azerbaijan’s Silk Way West Airlines. A memorandum of understanding signed in June with Russia’s Volga-Dnepr for the acqui-sition of 20 747-8F freighters provided a time-ly boost for the manufacturer, as did an order from the US Air Force for three 747-8s to re-place the current presidential aircraft. Deliv-ery will take place in 2018 and, after a five-year programme of modifications, will enter service in 2023. An unidentified customer has ordered a single VIP version. Talks with sev-eral other potential customers have yet to achieve any positive results and Boeing’s plan to cut the production rate to one aircraft a month from next March is likely to be imple-mented. In August 2015, Korean Air took de-livery of the first of its 10 747-8 Intercontinentals on order, in the process be-coming the first airline to operate both pas-

Boeing 747


An-148 An-158 An-178

First flight 17/12/2004 28/04/2010 07/05/2015Net orders (total/2015) 33/0 32/3 10/0Deliveries (total/2015) 20/1 6/1 0Backlog 13 26 10

SPEC CHECK

An-148B An-158 An-178

MTOW (t) 41.9 43.7 52.4Seats (two-class/max) 68/85 86/99Payload (t) 18Range (km) 3,500 2,500 4,000

have been abandoned. Antonov also relied heavily on Russian systems and equipment, and the deteriorating political situation con-tinues to dog the Kiev manufacturer.

Reliability problems have also contributed to the slow progress.

On a more positive note, the An-178 freighter, a direct development of the An-158, made its first flight on 7 May and was demon-strated at the Paris air show. Designed to re-place the ageing An-12, An-26 and An-32 transports in military service, Antonov is also targeting the civil market, estimating a total requirement at 200 aircraft up to 2032. The high-wing aircraft would also be powered by the D-436-148 engines and is equipped with a cargo-door rear-loading ramp. It is said to be capable of carrying all existing packaged freight, including pallets and high-capacity 2.4 x 2.4m (8 x 8ft) 1C containers.

A first order for 10 aircraft has been placed by Silk Way Airlines of Azerbaijan, but Antonov has also confirmed what it calls a “protocol of intent” with Beijing A-Star Airspace and Technology.

The An-148 is available in several variants, including the standard An-148-100A, the 1,890nm (3,500km) extended-range An-148-100B, with the An-148-100E offering a still longer range of up to 2,380nm. A ski-equipped An-148-300 is under consideration for operation in the Arctic. In April 2010, An-tonov took the An-158 into the air for the first time. Previously designated the An-148-200, the An-158 has been stretched to provide ac-commodation for 99 passengers in a high-density configuration. The aircraft provides a high commonality with the An-148, but in-cludes larger overhead baggage bins, im-proved wing design with wing-tip fences, and modified fuselage tail section, all adding up to a 12% decrease in direct operating costs and a 9% cut in fuel burn per passenger. All vari-ants are powered by the D-436 turbofan with a maximum thrust of 14,100-15,000lb (63-67kN), but Ivchenko-Progress has revealed it is working on a new engine, the AI-28, which would have greater fuel economy. ■

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enabled capacity to increase from 189 to 215. The Max 200 will make its maiden flight after the Max 7 in 2019. In September 2014, Ryanair placed an order for 100, plus options for 100, with a capacity of 197 seats. A large order for 100 Max 8s was placed by lessor Aercap in June 2015. In July, China Eastern Airlines committed to buy another 50 aircraft, but has not disclosed which variants of the 737 are involved.

In the period before service entry of the 737 Max, Boeing is fulfilling a large order backlog, with the 737-800 most popular, followed by the larger 737-900ER, the latest model to enter service, and the smaller 737-700. The 737-800 has attracted by far the most orders, with 116 signed for in 2015 to end September, while only 14 -900ERs were sold. Although not launched, Boeing claims a tentative order for a converted freighter version of the 737-800, re-ferred to as the 737-800BCF. In September, Boeing announced it would open a 737 com-pletion and delivery centre in China. ■


737-700 737-800 737-900/ER Max 7 Max 8 Max 9 Max TBA

First flight 09/02/1997 31/07/1997 03/08/2000Net orders (total/2015) 1,173/0 4,926/97 552/5 60/0 1,679/116 223/0 902/89Deliveries (total/2015) 1,132/6 3,769/286 402/63 0 0 0 0Backlog 41 1,157 150 60 1,679 223 902

SPEC CHECK

737-700 737-800 737-900ER Max 7 Max 8 Max 200 Max 9

MTOW (t) 70.1 79 85.1 72.3 82.2 82.2 88.3Seats (two-class/max) 126 162 178 126/149 162/189 162/200 178/220Range (km) 5,575 5,435 5,464 6,204 6,510 5,000 6,510

planned for 2018, followed by the Max 7 – launched in May 2013 with an order for 30 air-craft from Southwest Airlines, launch customer for the Max 8 in December 2011 – in 2019. In July 2014, Boeing launched the BBJ Max, based on the Max 8, with an order from an undis-closed customer. The BBJ Max will be deliv-ered without a finished interior in 2018. De-mand has persuaded Boeing to increase the monthly 737 production rate from 42 to 47 per month by 2017, rising to 52 in 2018 or 2019. In May 2014, the Max programme surpassed 2,000 orders, making it the fastest-selling Boe-ing ever.

The company claims 8% lower operating

costs than the nearest competitor, and a 40% smaller community noise footprint. The Max 8 includes new CFM International Leap-1B en-gines optimised for the Max, a redesigned tail cone, Boeing-designed Avanced Technology winglets (increasing fuel efficiency by 1.8%), upgrades to flight-deck displays, an electronic bleed air system, and fly-by-wire spoiler flight controls. In response to Airbus increasing the seating capacity of its A320neo to 189, Boeing announced it would offer 199 seats on its Max 8; the maximum allowed without a fifth flight attendant. Designated Max 200, the new minor model would require an extra exit door and be the same as that on the larger 737 Max 9, which


747-8I 747-8F

First flight 20/03/11 08/02/10Net orders (total/2015) 42/0 72/4Deliveries (total/2015) 28/9 60/4Backlog 14 12

SPEC CHECK

747-8I 747-8F

MTOW (t) 448 448Seats (two-class/max) 410/605Payload (t) 137Range (km) 14,315 7,630

senger and freighter versions of the 747-8. The 747-8I will enable Korean Air to phase out its 747-400s by 2017.

The 747-8 is the fourth-generation and larg-est 747 version and was first announced in 2005. The 747-8F freighter was the first to fly on 8 February 2010, followed by the 747-8 In-tercontinental on 20 March 2011. The princi-pal differences from the 747-400, which it re-placed, are a lengthened fuselage, redesigned wings and improved efficiency, also using the same GE Aviation GEnx turbofans and partial fly-by-wire of the 787. Since 2013, Boeing has implemented a performance improvement package (PIP), which included GEnx-2B en-

gines and enhanced flight management com-puter software and provided an additional 2% improvement in fuel efficiency. A further improvement programme, Project Ozark, is being gradually added, with the aim of in-creasing range and still-lower fuel burn.

DIRECTIVEWith effect from 20 August, the US Federal Aviation Administration issued an airworthi-ness directive for some 747-8 and 747-8F-se-ries aircraft on the US register. This was prompted by an analysis which indicated in a limited flight envelope with specific condi-tions, divergent flutter could occur during a

high g-load manoeuvre in combination with certain system failures.

This requires replacing lateral control elec-tronic modules and inboard elevator power control packages (PCPs), installing new exter-nal compensators for the PCPs and revising the maintenance or inspection program. GE Aviation will roll out a new software upgrade, which should make it possible to remove the last operating restrictions imposed two years ago on the Genx-2B engine.

The 747-8 experienced power loss after in-gesting tiny ice crystals when an aircraft flew into strong tropical thunderstorms at high al-titude. ■

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The collapse in Ukraine’s relations with Russia following the annexation of

Crimea and Russia’s apparent support for the rebels in the east of the country has had a marked effect on sales of this high-wing twin-jet, powered by Ivchenko-Progress D-436-148 turbofan engines, which first entered service with Ukrainian airline Aerosvit in June 2009.

Although the aircraft is capable of operat-ing from poorly-equipped runways and its contemporary flight and navigation equip-ment enables it to operate day and night in all types of weather, sales of the An-148 and An-158 have already been sluggish, and the only orders placed so far in 2015 were from an unidentified customer in Iraq.

This has been attributed to poor produc-tion rates from Antonov’s two Ukranian as-sembly sites in Kiev, and especially by Russia’s Voronezh Aircraft Production Association (VASO) – whose continuation of production is in doubt. Negotiations between Ukraine and Iran for the licence-production of the An-148 and An-158 models appear to

Antonov An-148

Assembly of the wings for the first 737 Max 8 flight test aircraft was started at Renton,

Washington in June with the wings attached to the fuselage in September. The first flight is scheduled for 2016 and first delivery in the third quarter of 2017, when the new aircraft is to deliver 20% lower fuel costs than the first Next Generation 737s. First delivery of the Max 9, launched by Lion Air in February 2012, is

Boeing 737

Sales of the 747-8 remain sluggish, with the freighter version, which has no direct

competitor, proving the more popular. No net orders were placed in 2014, and the only sale to a commercial carrier was recorded in March 2015, with three freighters contracted by Azerbaijan’s Silk Way West Airlines. A memorandum of understanding signed in June with Russia’s Volga-Dnepr for the acqui-sition of 20 747-8F freighters provided a time-ly boost for the manufacturer, as did an order from the US Air Force for three 747-8s to re-place the current presidential aircraft. Deliv-ery will take place in 2018 and, after a five-year programme of modifications, will enter service in 2023. An unidentified customer has ordered a single VIP version. Talks with sev-eral other potential customers have yet to achieve any positive results and Boeing’s plan to cut the production rate to one aircraft a month from next March is likely to be imple-mented. In August 2015, Korean Air took de-livery of the first of its 10 747-8 Intercontinentals on order, in the process be-coming the first airline to operate both pas-

Boeing 747


An-148 An-158 An-178

First flight 17/12/2004 28/04/2010 07/05/2015Net orders (total/2015) 33/0 32/3 10/0Deliveries (total/2015) 20/1 6/1 0Backlog 13 26 10

SPEC CHECK

An-148B An-158 An-178

MTOW (t) 41.9 43.7 52.4Seats (two-class/max) 68/85 86/99Payload (t) 18Range (km) 3,500 2,500 4,000

have been abandoned. Antonov also relied heavily on Russian systems and equipment, and the deteriorating political situation con-tinues to dog the Kiev manufacturer.

Reliability problems have also contributed to the slow progress.

On a more positive note, the An-178 freighter, a direct development of the An-158, made its first flight on 7 May and was demon-strated at the Paris air show. Designed to re-place the ageing An-12, An-26 and An-32 transports in military service, Antonov is also targeting the civil market, estimating a total requirement at 200 aircraft up to 2032. The high-wing aircraft would also be powered by the D-436-148 engines and is equipped with a cargo-door rear-loading ramp. It is said to be capable of carrying all existing packaged freight, including pallets and high-capacity 2.4 x 2.4m (8 x 8ft) 1C containers.

A first order for 10 aircraft has been placed by Silk Way Airlines of Azerbaijan, but Antonov has also confirmed what it calls a “protocol of intent” with Beijing A-Star Airspace and Technology.

The An-148 is available in several variants, including the standard An-148-100A, the 1,890nm (3,500km) extended-range An-148-100B, with the An-148-100E offering a still longer range of up to 2,380nm. A ski-equipped An-148-300 is under consideration for operation in the Arctic. In April 2010, An-tonov took the An-158 into the air for the first time. Previously designated the An-148-200, the An-158 has been stretched to provide ac-commodation for 99 passengers in a high-density configuration. The aircraft provides a high commonality with the An-148, but in-cludes larger overhead baggage bins, im-proved wing design with wing-tip fences, and modified fuselage tail section, all adding up to a 12% decrease in direct operating costs and a 9% cut in fuel burn per passenger. All vari-ants are powered by the D-436 turbofan with a maximum thrust of 14,100-15,000lb (63-67kN), but Ivchenko-Progress has revealed it is working on a new engine, the AI-28, which would have greater fuel economy. ■

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Having previously sold more than 1,100 ex-amples, Boeing secured a major boost for

its 767 programme in July 2015, when FedEx announced a firm order for 50 767-300F freighters, plus an option for another 50. De-liveries of the former will take place between 2018 and 2023. This deal has contributed to a

Boeing 767

In August, Boeing announced the completion of the firm configuration milestone for the

777-9 – the first member of the 777X family – setting the aircraft’s capability and basic design to meet a planned start of production in 2017. The lead variant is the 777-9, to seat 407 pas-sengers in a four-frame stretch of the 777-300ER fuselage to 76.48m (250ft 11in) and be powered by two GE Aviation GE9X turbofan

Boeing 777

Boeing’s mid-size, twin-engined airliner – the first of which, the 787-8, entered ser-

vice on 26 November 2011 – has been plagued by a number of issues, all of which contributed initially to below-acceptable reli-ability. The most recent high-profile problem to have affected the 787 was a ground fire, which originated in the transmitter in an Ethi-opian Airlines aircraft at London Heathrow airport in July 2013. Boeing has started build-ing an airflow model to examine how envi-ronmental control systems might carry parti-cles and gas from a fire in the emergency locator transmitter situated in the aft fuselage.

Yet, in spite of continuing minor problems, the order book remains strong. Boeing was given a boost in August this year when Israeli flag-carrier El Al decided to buy and lease a mix of 15 787-8s and 787-9s, maintaining the monopoly of Boeing aircraft in its fleet. Also in August, Qantas Airways placed an order for eight 787-9s, to replace five of its 747-400s. Qantas has also taken 15 options and 30 pur-chase rights for additional 787s. The previous month, Boeing delivered the 300th aircraft – less than four years after the type entered ser-vice. A further fillip was provided in October, when Taiwanese carrier Eva Air committed to up to 24 787-10s, and Norwegian opted for another 29 787-9s. As a result of a healthy order book, Boeing is preparing to increase the monthly production rate to 12 in 2016, with a further increase to 14 per month by the end of the decade.

The second family member, the 787-9, made its first flight on 17 September 2013, and the first of this variant was delivered to Air New Zealand in July 2014. The 787-9 ex-tends both capacity and range, with an extra 40 passengers and an additional 297nm

Boeing 787


767-300ER 767-300F


SPEC CHECK

767-300ER 767-300F

MTOW (t) 186.9 185Seats (two-class/max) 218/351Payload (t) 52.5Range (km) 11,070 6,025

engines, each producing a thrust of 99,500lb (443kN). Maximum take-off weight would be 344 tonnes. The smaller 353-seat, 69.5m 777-8, a 10-frame stretch of the 777-200ER, will be powered by the GE9X engine, although de-rat-ed to 88,000lb. Maximum take-off weight will be 315t.

Both models will have new composite wings and superior aerodynamics which, says Boeing, will provide 20% lower fuel consump-tion and 15% lower operating costs than to-day’s 777, and 12% lower fuel consumption and 10% lower operating costs than rivals. A folding wing-tip enables a 7m increase in span to maximise fuel efficiency.

After the official launch in November 2013, Lufthansa was the first airline to select the 777-9, with an order for 20 aircraft, to replace its Airbus A340 and 747-400 long-haul fleets,

Boeing decision to increase the production rate for the 767 to two aircraft per month from the fourth quarter of 2017, with a further rise to 2.5 a month planned two years later. This development also stems from a US Air Force commitment to acquire a fleet of 767-based KC-46A Pegasus tankers, also now selected by Japan. The 767 made its first flight on 26 Sep-tember 1981 and entered service with United Airlines on 8 September 1982. Currently of-fered are the passenger 767-300ER and the 767-300F freighter, which is based on the 767-300ER fuselage. ■

Existing operators include All Nippon Airways, which has 40 of the type in service

777-9 deliveries will start during 2020

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Boeing 767



Boeing 777





Boeing 787


767-300ER 767-300F


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767-300ER 767-300F








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777-200LR 777-300ER 777F 777-8 777-9


SPEC CHECK

777-200LR 777-300ER 777F 777-8 777-9

MTOW (t) 347.5 351.5 347.8Seats (two-class/max) 301 336/550 350 406Payload (t) 102Range (km) 17,395 13,650 9,070 16,112 14,075


787-8 787-9 787-10

First flight 15/12/2009 17/09/2013 2017Net orders (total/2015) 449/8 485/10 146/3Deliveries (total/2015) 269/54 53/43 0Backlog 180 432 146

SPEC CHECK

787-8 787-9 787-10

MTOW (t) 227.9 250.8 250.8Seats (two-class/max) 242 290 330Payload (t) 13.6 14.1 11.9Range (km) 17,395 13,650 14,075

but also hedged its bets by ordering 25 A350-900s. Etihad Airways ordered 25 777-9s and Cathay Pacific 21 that month. In the first nine months of 2015, 10 orders were placed by uni-dentified customer(s), bringing the total for both versions to 306. First deliveries of the 777-9 will be in 2020, with the 777-8 following nine months to a year later. Orders for the cur-rent 777-300ER are also still coming in, with net 2015 orders totalling 18. Together with the initial versions, which included the 777-200, -200ER and -300, Boeing has logged more than 1,500 orders since the first flight of the 777-200 on 12 June 1994. United Airlines operated the very first 777 service on 7 June 1995. ■

(550km) range. The 787-9 is the first Boeing airliner with drag-reducing hybrid laminar-flow control, which features on the fin and tailplane. It is also to be introduced on the 787-10 and the 777X models – but, according to the company, there are no firm plans to fit it on the 787-8. Another feature of the 787-9 is the high-lift system, adapted from the 787-8, to cater for higher weights. A 787 freighter version remains under consideration.

LAUNCHBoeing announced the launch of the 787-10, the third member of the family, at Paris in June 2013, with 90 firm orders from four cus-tomers. With a range of 7,000nm, the -10 can carry up to 330 passengers on more than 90% of the world’s twin-aisle routes, says Boeing, also claiming unmatched operating econom-ics, said to be 25% more efficient than aircraft of its size today and “more than 10% better than anything being offered by the competi-tion for the future”. Although longer by 5.5m (17ft 1in), the 787-10 maintains the 251t max-imum take-off weight of the 787-9, and also

of three aircraft from All Nippon Airways, no new orders have been placed for this largest model to date in 2015. The 787 Dreamliner is said to use 20% less fuel than any other air-craft of its size. Advances in engine technolo-gy are the biggest contributor to the overall fuel-efficiency improvements.

ENGINESCustomers have a choice between the Rolls-Royce Trent 1000 and GE Aviation GEnx turbofan engines. Both have continu-ously upgraded their engines since first fitted on the 787. A further upgrade, the Trent 1000-TEN (Thrust, Efficiency and New tech-nology), to be certified to 78,000lb (347kN), will enter service in 2016 and is intended for all variants. The other major feature impact-ing fuel efficiency is its light weight, with 50% of the primary structure, including fuse-lage and wings, made from composite materi-als. Boeing launched the 787 in April 2004, with a record order from Japan’s All Nippon Airways. The final assembly plant was opened at Everett, Washington, in May 2007 and followed by another in North Charleston in July 2011. The first flight of the 787-8 took place on 15 December 2009, after an 18-month delay, and was followed by service entry with ANA on 26 October 2011. ■

preserves the size of the 787-9 horizontal sta-biliser design for the -10 through software ad-justments. Detailed design has already start-ed, and the critical design review was passed in June 2015. Final assembly – exclusively in North Charleston, South Carolina – and flight tests are set to begin in 2017, with first deliv-ery targeted for 2018. A slightly worrying as-pect for Boeing is that apart from a conversion

787 Dreamliner customers can choose between Rolls-Royce and GE powerplants

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777-200LR 777-300ER 777F 777-8 777-9


SPEC CHECK

777-200LR 777-300ER 777F 777-8 777-9

MTOW (t) 347.5 351.5 347.8Seats (two-class/max) 301 336/550 350 406Payload (t) 102Range (km) 17,395 13,650 9,070 16,112 14,075


787-8 787-9 787-10

First flight 15/12/2009 17/09/2013 2017Net orders (total/2015) 449/8 485/10 146/3Deliveries (total/2015) 269/54 53/43 0Backlog 180 432 146

SPEC CHECK

787-8 787-9 787-10

MTOW (t) 227.9 250.8 250.8Seats (two-class/max) 242 290 330Payload (t) 13.6 14.1 11.9Range (km) 17,395 13,650 14,075

but also hedged its bets by ordering 25 A350-900s. Etihad Airways ordered 25 777-9s and Cathay Pacific 21 that month. In the first nine months of 2015, 10 orders were placed by uni-dentified customer(s), bringing the total for both versions to 306. First deliveries of the 777-9 will be in 2020, with the 777-8 following nine months to a year later. Orders for the cur-rent 777-300ER are also still coming in, with net 2015 orders totalling 18. Together with the initial versions, which included the 777-200, -200ER and -300, Boeing has logged more than 1,500 orders since the first flight of the 777-200 on 12 June 1994. United Airlines operated the very first 777 service on 7 June 1995. ■

(550km) range. The 787-9 is the first Boeing airliner with drag-reducing hybrid laminar-flow control, which features on the fin and tailplane. It is also to be introduced on the 787-10 and the 777X models – but, according to the company, there are no firm plans to fit it on the 787-8. Another feature of the 787-9 is the high-lift system, adapted from the 787-8, to cater for higher weights. A 787 freighter version remains under consideration.

LAUNCHBoeing announced the launch of the 787-10, the third member of the family, at Paris in June 2013, with 90 firm orders from four cus-tomers. With a range of 7,000nm, the -10 can carry up to 330 passengers on more than 90% of the world’s twin-aisle routes, says Boeing, also claiming unmatched operating econom-ics, said to be 25% more efficient than aircraft of its size today and “more than 10% better than anything being offered by the competi-tion for the future”. Although longer by 5.5m (17ft 1in), the 787-10 maintains the 251t max-imum take-off weight of the 787-9, and also

of three aircraft from All Nippon Airways, no new orders have been placed for this largest model to date in 2015. The 787 Dreamliner is said to use 20% less fuel than any other air-craft of its size. Advances in engine technolo-gy are the biggest contributor to the overall fuel-efficiency improvements.

ENGINESCustomers have a choice between the Rolls-Royce Trent 1000 and GE Aviation GEnx turbofan engines. Both have continu-ously upgraded their engines since first fitted on the 787. A further upgrade, the Trent 1000-TEN (Thrust, Efficiency and New tech-nology), to be certified to 78,000lb (347kN), will enter service in 2016 and is intended for all variants. The other major feature impact-ing fuel efficiency is its light weight, with 50% of the primary structure, including fuse-lage and wings, made from composite materi-als. Boeing launched the 787 in April 2004, with a record order from Japan’s All Nippon Airways. The final assembly plant was opened at Everett, Washington, in May 2007 and followed by another in North Charleston in July 2011. The first flight of the 787-8 took place on 15 December 2009, after an 18-month delay, and was followed by service entry with ANA on 26 October 2011. ■

preserves the size of the 787-9 horizontal sta-biliser design for the -10 through software ad-justments. Detailed design has already start-ed, and the critical design review was passed in June 2015. Final assembly – exclusively in North Charleston, South Carolina – and flight tests are set to begin in 2017, with first deliv-ery targeted for 2018. A slightly worrying as-pect for Boeing is that apart from a conversion

787 Dreamliner customers can choose between Rolls-Royce and GE powerplants

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Boeing 777





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767-300ER 767-300F


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767-300ER 767-300F








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A series of delays, which extended the flight-test programme by more than a year and

led to corporate restructuring and leadership change at Bombardier, has slowed CSeries pro-gramme momentum – as reflected in a lack of orders so far in 2015. Sanctions imposed by Canada have also threatened a 39-aircraft order – the programme’s third largest – from Russia’s Ilyushin Finance, but negotiations may yet re-solve these issues. A first show appearance at Paris in June included a static CS100 and a CS300 in the flying display, which may have generated renewed interest in the aircraft. However, this may not result in more orders until Bombardier wins type certification from Transport Canada, hopefully by the end of this year, and makes a first delivery of the 108-seat CS100 to launch customer Swiss International Air Lines, scheduled for early in 2016. In June this year, Swiss converted 10 of its CS100 or-ders to the larger CS300, which is expected to enter service six months after the CS100. The 120min ETOPS certification is expected to be achieved 12 months after type certification of the CS100.

The all-new CS100 twin jet made a success-ful maiden flight on 16 September 2013. The CSeries represents the Canadian manufactur-er’s boldest foray into the commercial sector. In addition to introducing Pratt & Whitney’s geared turbofan engines, the CSeries was also designed with a composite wing and an alu-minium-lithium fuselage, both representing firsts in the narrowbody segment. The CSeries is also the first Bombardier design to have a full three-axis fly-by-wire system. According to the manufacturer, the CSeries aircraft family will

Bombardier CSeries

Comac’s first foray into the narrowbody segment, the C919, was rolled out at its

Shanghai Pudong airport facility on 2 Novem-ber, with its CFM International Leap-1C en-gines attached. However, the Chinese con-tender for the market is still behind schedule as the inexperienced airframer battles unex-pected programme hiccups. After roll-out, aircraft 101 needs to undergo a series of pre-flight preparations, including engine tests, lightning tests and taxi tests, which would take about four months, suggesting a first flight no earlier than next April or May. As-sembly has started of aircraft 102, the second of six flight-test aircraft and two ground-test structures for its C919 programme. After Chi-nese certification by the Civil Administration of China, Comac will seek foreign approval, but has not yet decided whether to pursue certification first from the US Federal Avia-tion Administration or the European Aviation Safety Agency. The earliest feasible customer delivery is 2017, provided there are no further delays, with 2018 the more likely service entry.

AIRFRAMEThe 158- to 174-seat narrowbody twinjet, which mirrors the A320 in appearance, is to be powered by the new CFM International Leap-1C turbofan engine, but may eventually be replaced by an engine to be produced in China. The airframe is produced largely in aluminium alloy, while carbon-fibre compos-ites are used in the centre wing-box. The air-

Comac C919


CS100 CS300

First flight 16/09/13 27/02/15Net orders (total/2015) 48/0 190/0Deliveries (total/2015) 0 0Backlog 53 190

SPEC CHECK

CS100 CS300

MTOW (t) 60.8 67.6Seats (two-class/max) 108/133 130/160Range (km) 5,741 6,112

offer a 15% reduction in operating costs and a 20% fuel burn advantage. With the extra seat-ing capacity of the CS300, customers can ex-pect a further 4% reduction in operating costs per seat. Its clean-sheet design, combining ad-vanced materials and leading-edge technology, is said to give greatly reduced noise and emis-sions. P&W is developing a new version of its PW1500G engine, the PW1525G, which will offer up to 5% higher thrust.

TESTINGBombardier has built five CS100 flight test air-craft for the 2,400h certification programme, with FTV-5 – the last to fly, on 18 March – the first to be equipped with a finished cabin. The first (FTV-6) of two of the larger CS300 model made its maiden flight on 27 February. FTV-7 is to follow later this year.

In its latest 20-year forecast, Bombardier pre-dicts that the 100-150-seat segment will wit-ness a major transformation with the entry into service of new clean-sheet aircraft designs, in-cluding its own CSeries. This segment is ex-pected to generate 7,000 aircraft deliveries be-tween 2015 and 2034, with North America, Greater China and Europe accounting for some 65% of the total. ■

The 108-seat CS100 should enter service with Swiss International Air Lines early in 2016

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A series of delays, which extended the flight-test programme by more than a year and

led to corporate restructuring and leadership change at Bombardier, has slowed CSeries pro-gramme momentum – as reflected in a lack of orders so far in 2015. Sanctions imposed by Canada have also threatened a 39-aircraft order – the programme’s third largest – from Russia’s Ilyushin Finance, but negotiations may yet re-solve these issues. A first show appearance at Paris in June included a static CS100 and a CS300 in the flying display, which may have generated renewed interest in the aircraft. However, this may not result in more orders until Bombardier wins type certification from Transport Canada, hopefully by the end of this year, and makes a first delivery of the 108-seat CS100 to launch customer Swiss International Air Lines, scheduled for early in 2016. In June this year, Swiss converted 10 of its CS100 or-ders to the larger CS300, which is expected to enter service six months after the CS100. The 120min ETOPS certification is expected to be achieved 12 months after type certification of the CS100.

The all-new CS100 twin jet made a success-ful maiden flight on 16 September 2013. The CSeries represents the Canadian manufactur-er’s boldest foray into the commercial sector. In addition to introducing Pratt & Whitney’s geared turbofan engines, the CSeries was also designed with a composite wing and an alu-minium-lithium fuselage, both representing firsts in the narrowbody segment. The CSeries is also the first Bombardier design to have a full three-axis fly-by-wire system. According to the manufacturer, the CSeries aircraft family will

Bombardier CSeries

Comac’s first foray into the narrowbody segment, the C919, was rolled out at its

Shanghai Pudong airport facility on 2 Novem-ber, with its CFM International Leap-1C en-gines attached. However, the Chinese con-tender for the market is still behind schedule as the inexperienced airframer battles unex-pected programme hiccups. After roll-out, aircraft 101 needs to undergo a series of pre-flight preparations, including engine tests, lightning tests and taxi tests, which would take about four months, suggesting a first flight no earlier than next April or May. As-sembly has started of aircraft 102, the second of six flight-test aircraft and two ground-test structures for its C919 programme. After Chi-nese certification by the Civil Administration of China, Comac will seek foreign approval, but has not yet decided whether to pursue certification first from the US Federal Avia-tion Administration or the European Aviation Safety Agency. The earliest feasible customer delivery is 2017, provided there are no further delays, with 2018 the more likely service entry.

AIRFRAMEThe 158- to 174-seat narrowbody twinjet, which mirrors the A320 in appearance, is to be powered by the new CFM International Leap-1C turbofan engine, but may eventually be replaced by an engine to be produced in China. The airframe is produced largely in aluminium alloy, while carbon-fibre compos-ites are used in the centre wing-box. The air-

Comac C919


CS100 CS300

First flight 16/09/13 27/02/15Net orders (total/2015) 48/0 190/0Deliveries (total/2015) 0 0Backlog 53 190

SPEC CHECK

CS100 CS300


offer a 15% reduction in operating costs and a 20% fuel burn advantage. With the extra seat-ing capacity of the CS300, customers can ex-pect a further 4% reduction in operating costs per seat. Its clean-sheet design, combining ad-vanced materials and leading-edge technology, is said to give greatly reduced noise and emis-sions. P&W is developing a new version of its PW1500G engine, the PW1525G, which will offer up to 5% higher thrust.

TESTINGBombardier has built five CS100 flight test air-craft for the 2,400h certification programme, with FTV-5 – the last to fly, on 18 March – the first to be equipped with a finished cabin. The first (FTV-6) of two of the larger CS300 model made its maiden flight on 27 February. FTV-7 is to follow later this year.

In its latest 20-year forecast, Bombardier pre-dicts that the 100-150-seat segment will wit-ness a major transformation with the entry into service of new clean-sheet aircraft designs, in-cluding its own CSeries. This segment is ex-pected to generate 7,000 aircraft deliveries be-tween 2015 and 2034, with North America, Greater China and Europe accounting for some 65% of the total. ■

The 108-seat CS100 should enter service with Swiss International Air Lines early in 2016

Bom

bard

ier

FIN_241115_030-039.indd 38 19/11/2015 12:00



Russia’s first contemporary mid-range nar-rowbody, the MC-21, is progressing to-

wards first take-off, now expected between April and July 2016. The first pair of Pratt & Whitney PW1400G engines has been deliv-ered, and the composite wing, built at Irkut’s new AeroComposit centre at Ulyanovsk, is about to be mated to the fuselage. This is ex-pected to lead to the completion of the first flight-test aircraft by the end of the year. Irkut is building four prototypes, three for flight tests and one for static tests. Development work is continuing on the alternative Aviadvigatel PD-14 turbofan, whose flight trial aboard an Il-yushin Il-76 testbed is imminent, with planned certification in 2017. Aviadvigatel is leading a programme that also includes Russian aero-engine manufacturers Perm, UMPO, NPO Sat-urn and Salyut.

PLANIrkut’s plan is to build two versions, the 150-seat MC-21-200, targeted for first flight in 2017, and the 181-seat MC-21-300, with the latter the first of the family to fly in 2016 and accounting for 90% of orders. Under consideration was a lengthened MS-21-400, but no orders and com-mitments have been placed for the stretch and

Irkut MC-21

DATA CHECK

C919

First flight (projected) 2016Net orders (total/2015) 282/7Deliveries (total/2015) 0Backlog 282

SPEC CHECK

C919 basic C919 enhanced



MC-21-200 MC-21-300

First flight (projected) 2017 2016Net orders (total/2015) 33/0 142/0Deliveries (total/2015) 0 0Backlog 33 142

SPEC CHECK

MC-21-200 MC-21-300 MC-21-400

MTOW (t) 72.4 79.2 87.2Seats (two-class/max) 135/176 163/211 178/230Range (km) 6,000 5,900 5,500

craft incorporates equipment and systems from many Western suppliers. State-owned Comac has stated that it would produce six different variants of the C919, including busi-ness jet and freighter models. Initially, the company intends to produce two variants, a standard version with a 2,200nm (4,075km) range and an enhanced extended-range ver-sion with a range of 3,000nm. A very long-term plan exists for twin-aisle C929 and C939 models, offering 300 and 400 seats respec-tively. The noticeable lack of interest from foreign airlines has to be reversed if Comac’s ambition to become a force in the aerospace industry is to be realised. Of a total commit-ment of 507 aircraft, as stated at the Paris air show in June, only 20 (from GECAS) are from outside China. The latest announcements in-clude a letter of intent for 50 from Ping An Leasing, and an order for seven from the Puren Group, which also announced an order for seven ARJ21s at the same time, with both types to be operated by start-up Puren Airlines. Comac plans to produce between five and 10 aircraft in 2018 and 2019, later ramping up to 150. ■

the model has been shelved, at least for the mo-ment. Irkut intends to offer extended-range (ER) variants for all models, and an even long-er-range is being developed for the MC-21-200.

The MC-21 draws extensively on Western expertise, with Rockwell Collins-integrated avionics and, most notably, PW1400G geared turbofan engines. Irkut is promising to beat the Airbus A320neo and Boeing 737 Max fuel effi-ciency by 10%. Half of the MC-21’s structure will comprise composite materials, used main-ly for the wings and empennage. The wing is being made using a new composite fabrication for a commercial transport aircraft, with out-of-autoclave technology to lower costs and boost productivity.

Irkut is planning to produce seven aircraft per month at the Irkutsk Aviation Plant. Firm orders have been received for 175 aircraft, with commitments for another 75. The largest cus-tomer, AviaCapital Service, the leasing arm of the Russian Technologies state corporation, has ordered 50 aircraft with PD-14 turbofans, which it hopes to place with Aeroflot. Ilyushin Finance has also ordered 50 aircraft, with VEB Leasing and Sberbank Leasing having signed for 30 and 20, respectively. The remaining 25 have been committed by various government bodies. Irkut is targeting sales of 1,000 aircraft between now and 2030, some 70% expected from outside Russia. The aircraft will be mar-keted as the MS-21 within Russia, but may yet be renamed as the Yak-242, to better reflect the design bureau behind the new twinjet. ■

A first example should take to the air by mid-2016

Irkut

A Chinese engine may replace the CFM International Leap-1C

Com

ac

FIN_241115_030-039.indd 39 19/11/2015 12:00




Russia’s first contemporary mid-range nar-rowbody, the MC-21, is progressing to-

wards first take-off, now expected between April and July 2016. The first pair of Pratt & Whitney PW1400G engines has been deliv-ered, and the composite wing, built at Irkut’s new AeroComposit centre at Ulyanovsk, is about to be mated to the fuselage. This is ex-pected to lead to the completion of the first flight-test aircraft by the end of the year. Irkut is building four prototypes, three for flight tests and one for static tests. Development work is continuing on the alternative Aviadvigatel PD-14 turbofan, whose flight trial aboard an Il-yushin Il-76 testbed is imminent, with planned certification in 2017. Aviadvigatel is leading a programme that also includes Russian aero-engine manufacturers Perm, UMPO, NPO Sat-urn and Salyut.

PLANIrkut’s plan is to build two versions, the 150-seat MC-21-200, targeted for first flight in 2017, and the 181-seat MC-21-300, with the latter the first of the family to fly in 2016 and accounting for 90% of orders. Under consideration was a lengthened MS-21-400, but no orders and com-mitments have been placed for the stretch and

Irkut MC-21

DATA CHECK

C919

First flight (projected) 2016Net orders (total/2015) 282/7Deliveries (total/2015) 0Backlog 282

SPEC CHECK

C919 basic C919 enhanced



MC-21-200 MC-21-300

First flight (projected) 2017 2016Net orders (total/2015) 33/0 142/0Deliveries (total/2015) 0 0Backlog 33 142

SPEC CHECK

MC-21-200 MC-21-300 MC-21-400

MTOW (t) 72.4 79.2 87.2Seats (two-class/max) 135/176 163/211 178/230Range (km) 6,000 5,900 5,500

craft incorporates equipment and systems from many Western suppliers. State-owned Comac has stated that it would produce six different variants of the C919, including busi-ness jet and freighter models. Initially, the company intends to produce two variants, a standard version with a 2,200nm (4,075km) range and an enhanced extended-range ver-sion with a range of 3,000nm. A very long-term plan exists for twin-aisle C929 and C939 models, offering 300 and 400 seats respec-tively. The noticeable lack of interest from foreign airlines has to be reversed if Comac’s ambition to become a force in the aerospace industry is to be realised. Of a total commit-ment of 507 aircraft, as stated at the Paris air show in June, only 20 (from GECAS) are from outside China. The latest announcements in-clude a letter of intent for 50 from Ping An Leasing, and an order for seven from the Puren Group, which also announced an order for seven ARJ21s at the same time, with both types to be operated by start-up Puren Airlines. Comac plans to produce between five and 10 aircraft in 2018 and 2019, later ramping up to 150. ■

the model has been shelved, at least for the mo-ment. Irkut intends to offer extended-range (ER) variants for all models, and an even long-er-range is being developed for the MC-21-200.

The MC-21 draws extensively on Western expertise, with Rockwell Collins-integrated avionics and, most notably, PW1400G geared turbofan engines. Irkut is promising to beat the Airbus A320neo and Boeing 737 Max fuel effi-ciency by 10%. Half of the MC-21’s structure will comprise composite materials, used main-ly for the wings and empennage. The wing is being made using a new composite fabrication for a commercial transport aircraft, with out-of-autoclave technology to lower costs and boost productivity.

Irkut is planning to produce seven aircraft per month at the Irkutsk Aviation Plant. Firm orders have been received for 175 aircraft, with commitments for another 75. The largest cus-tomer, AviaCapital Service, the leasing arm of the Russian Technologies state corporation, has ordered 50 aircraft with PD-14 turbofans, which it hopes to place with Aeroflot. Ilyushin Finance has also ordered 50 aircraft, with VEB Leasing and Sberbank Leasing having signed for 30 and 20, respectively. The remaining 25 have been committed by various government bodies. Irkut is targeting sales of 1,000 aircraft between now and 2030, some 70% expected from outside Russia. The aircraft will be mar-keted as the MS-21 within Russia, but may yet be renamed as the Yak-242, to better reflect the design bureau behind the new twinjet. ■

A first example should take to the air by mid-2016

Irkut

A Chinese engine may replace the CFM International Leap-1C

Com

ac

FIN_241115_030-039.indd 39 19/11/2015 12:00


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