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Aviation History
2000
2000 - 0030.PDF
F&ft£GA3T3 Boeing hopes to boost the 11 Is fortunes A watershed was reached in 1999 in the evo lution of the regional market from propeller- driven aircraft to jets, with shipments of the latter outnumbering turboprops for the first time, and to the tune of almost 2:1. That trend, fuelled in 1999 by the arrival of 30-seat jets from Fairchild and Embraer, will be reinforced next year and will eventually lead to all-jet fleets among some regional operators. In product development terms, no new regional airliners are due to come on line in 2000, although the bulk of the flight testing of Bombardier's 70-seat CRJ-700 should be com pleted, allowing deliveries to begin in early 2001. Embraer will fly its latest ERJ-145 deriv ative, the ERJ-140, in June - and the company expects to receive type certification for the air craft in February 2001. An Avro RJ-X launch is also expected, while the new, larger, jet families from Bombardier, Embraer and Fairchild - the CRJ-900, ERJ-170/190 and 728JET programmes - should gain momentum and sales as they move towards their first flights early in the new decade. The Russian airliner manufacturers continue to be hamstrung by a lack of funding. Projects such as the Tupolev Tu-204/214, Tu-334 and Ilyushin I1-96M/T could all meet the needs of former-Soviet airlines for new equipment, while new regional airliner designs promise better efficiencies and reliability. The problem is that neither carriers nor air- framers possess the financial wherewithal to move die programmes forward. • The rise of the regional jet: aircraft deliveries, 1991-2000 Source: Airclaims CASE/manulacturers Note: Delivery based on current production rate forecasts FLIGHT 400 r 350 - 300 - 250 - % 200 c < 150 - 100 50 GARETH BURGESS It GRAHAM PARRISH 99 i Regional Jets Turboprops 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000est GENERAL AVIATION The business jet boom will continue KATE SARSFIELD/LONDON THE SECOND half of the 1990s saw a period of massive expansion for die gen eral aviation industry. That growth will continue over the next year and beyond as manufacturers across all sectors enjoy sustained order book success, stimulated by booming Western economies. The US General Aviation Manufacturers Association (GAMA) says that aircraft sales (excluding rotorcraft) totalled a record $5.5 bil lion in die first nine months of 1999, compared with $3.9 billion for the same period in 1998. GAMA reveals that jet aircraft deliveries grew by more than 26%, to 352 aircraft, while piston engine deliveries rose 11%, to 1,164, and tur boprop shipments climbed to 176 units, a 9% year-on-year rise. The outlook is especially bright in the business aviation sector, with AlliedSignal Aerospace suggesting "deliveries of business jets will peak next year, but will remain at, or near, record levels before climbing again towards the end of the next decade". The company projects die delivery of 6,800 aircraft - worth nearly $89 billion - between 2000 and 2010, of which 2,900-3,000 will be moved between 1999 and 2003. Helicopter sales are on die increase, with more man 8,000 - valued at more than $19 billion - forecast for delivery in the period to 2008, according to market analysts Forecast International. The continuing boom in 1999 saw die certifi cation and first delivery of aircraft such as the Airbus A319CJ large business jet and Galaxy Aerospace's Galaxy twinjet, first of a growing line of super mid-size aircraft. In the light air craft sector Cirrus Design and Lancair delivered dieir SR20 and Columbia 300 piston singles. Even more activity will occur in 2000. Cessna's Citationjet replacement, the CJI, may receive certification by the first quarter, to be followed by its big brother, the CJ2, and the Encore, a re-engined version of the Ultra light jet. Raytheon's Premier I is set for first delivery in "early 2000", a little later than anticipated, 28 FLIGHT INTERNATIONAL 22 December - 3 January 2000
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