FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
2003
2003 - 2010.PDF
Cover story: regional jets similar to the AVIC I McDonnell Douglas MD-90 assembly project in the 1990s. But Guan says China's only ERJ operator, Sichuan Airlines, is successfully deploying its five aircraft on shuttle services, and 50- seaters are needed throughout China to develop business markets. Growth forecast Embraer also foresees huge growth for larger regional jets in China, estimating a market of 400 aircraft with between 61 and 110 seats and 200 aircraft with 30 to 60 seats in the next 20 years. If demand for 70-seaters soars, as anticipated by every manufacturer, Bombardier and Embraer think they have a big advantage over ACAC because they are offering Chinese airlines 70-seat jets today. The first ARJ21 variant, seating 78 in a two-class configuration or 85 in an all-econ omy layout, is not scheduled to be delivered until the end of 2007, with a second variant seating 98 or 105 available two years later. In November Shandong Airlines will take China's first two 70-seaters and Bombardier believes these CRJ700s will prove that large regional jets can be profitable, unlike the 26 loss-making 50-seaters operating in China today. Even D'Long plans to beat ACAC to market, with first delivery in 2006. "I don't think it's realistic they'll (ACAC) be in the market in 2007," says D'Long 728 project manager Werner von Anhalt. Embraer built ERJ- 145s for China Southern in the carrier's colours in anticipation of a deal that never materialised China's only ERJ operator, Sichuan Airlines, is successfully deploying its five aircraft on shuttle services ARJ21 SPECIFICATIONS Wing span (with winglets) (m) Overall height (m) Cabin width (m) Cabin height (m) Max take-off weight (kg) Standard/extended range Max landing weight (kg) Standard/extended range Max payload (kg) Max fuel (kg) Take-off field length (MTOW, SL, ISA) (m) Standard/extended range Cruise speed (Mach/kt) Cruise altitude (ft) Range with full pax (km) Standard/extended range Standard Pax (mixed/all economy) Baseline Stretched 27.448 32.701 27.448 8.492 3.143 2.058 37,645/40,737 35,010/37,886 8,935 10,386 1,472/1,728 0.78/450 35,000 2,225/3,700 78/85 36.079 8.491 ••§3.143 2.058 41,412/43,951 38,513/40,874 11,246 10,386 1,616/1,822 0.78/450 35,000 2,225/3,335 98/105 "That's a big advantage we have." In fact, industry observers give the ARJ21 low odds at ever coming to market and say the government is exploring alter natives. Bombardier, D'Long and Embraer are all ready to offer joint ventures on assembling or co-developing large regional jets should China tone down its ambitions for a 100% indigenous regional jet. D'Long is already in talks with Chinese manufacturers interested in supplying major components - including the wing, tail and fuselage for a relaunched 728. The investment company plans to keep final assembly in Germany, but believes by sourcing some of the aircraft in China it too would qualify for tax breaks. Greenhill says Bombardier will look to source regional jet components in China, but declines to discuss talks with AVIC I regarding a possible joint venture. Tang, however, insists that talks between AVIC I and Bombardier over potential CRJ700/900 co-production are dead and the aircraft cannot compete against the ARJ21. He also dismisses any possibility of co-operation with D'Long. "I'm in charge of ARJ21 and I don't think it will happen," Tang says. "Dornier has some new technology. But we don't need it. We can develop it ourselves." Bombardier, Embraer and D'Long, however, are not ready to cede the entire market to ACAC even if the ARJ21 pro gramme survives. Tax cut pledge China has pledged to lower the 17% value- added tax (VAT) that applies to aircraft of less than 25t as part of its admission into the World Trade Organisation. The tax was put in place in 2001 in a move that many believe was done to essentially block regional jet orders until indigenous prod ucts were available. Greenhill says a lower VAT will make it easier for all manufacturers to sell into China - presumably VAT also applies to Chinese-built aircraft although this has not yet been tested because there have been no such sales - and the 6% import tax is small enough to be overcome. • 48 16-22 SEPTEMBER 2003 FLIGHT INTERNATIONAL www.flightinternational.com
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
