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Aviation History
1988
1988 - 1548.PDF
Passenger carriers Operating: Traffic statistics Passengers (millions): RPMs (billions): Av. pax trip (miles): Hours flown in revenue Passenger Service (000s) Aircraft in service: Passenger: All-cargo: Total airports served in North America by regional commuters: by majors/ nationals: US airports exclusively served by regional / commuters: by majors/nationals: 1 Jointly served: 1987 Regional Airline Industry Source: Regional Airline Association, April 20, * 1987 survey included additional 1985 179 260 4-41 173 2,854 1,745 121 905 854 278 607 20 217 1988. cargo carriers. Actual change 1986 179 28-4 4-47 158 2,929 1,806 152 864 824 277 559 20 237 in all-cargo aircraft in 1987 169 31-7 5-0 158 2,942 1,841 330 875 834 284 591 27 243 % Change -6% + 12% + 12% - +2% + 117%* + 1% + 1% +3% +6% + 35% + 3% service is somewhat less. Top Regional Passenger Aircraft (1987)* (Ranked by per cent of total available seats delivered) Manufacturer/ Model Per cent of total fleet seating capacity Total aircraft in airline service Fleet flying hours (000s) Fairchild (Swearingen) Metro (all models) Shorts SD.360 British Aerospace Jetstream 31 Saab 340 British Aerospace 146 Series Embraer Banderante de Havilland Dash 7 de Havilland Twin Otter . Beech Model 1900 Beech 99 FokkerF.27 Cessna 402 (all models)... Embraer Brasilia Aerospatiale ATR42 Convair 580........ de Havilland Dash 8 Piper Navajo. NAMC/NihonYS-11 Shorts SD.330 Cessna 207. 14-0% 7-3 Total top aircraft . All others in service.. 268 74 120 60 17 89 32 74 71 85 27 135 34 22 21 31 114 14 25 103 502 0 164-8 275 117 33 184 89 136 135 134 47 142 84 25 38 56 102 21 63 99 83-7% 1,416(77%) 2,455-2(83%) 425 (23%) 486-6(17%) Total industry. 1,841 (100%) 2,941-8 (100%) Notes: (1) *Aircraft accounting for 2-0% or more of 1987 fleet passenger lift capacity. (2) Data inclusive of carriers who may have operated less than the full calendar year 1987. Source: Regional Airline Association, April 20, 1988. Northwest's partner here flies a Saab 340 He applauds the FAA's guidelines for the introduction of mini-simulators, called advanced training devices (because they do not have motion or visual systems), for Part 135 operators, although it will be 18 months before the first of these goes into operation. Further improvement should come, he says, from new programmes introduced by several major carriers, together with their regional partners, to develop airline-standard pilots through college-based programmes. Pilot turnover remains a problem, however, because of the continuing shortage within the majors. "We'll have to accept the fact that we're going to have a high turnover of pilots for the next five years," says Fredericksen. "You can never pay a pilot as much when he is flying 19 people around instead of 200." Fredericksen says that it is important to remember, however, that last year's rates were still "dramatically better" than pre- deregulation accident rates. "But we are not ignoring the possibility that trends in our industry may be inducing complacency and inattention. We will vigorously work to iden tify and reverse those trends." Last year saw a significant change in code- sharing partnerships, the trends indicating that owned carriers do have a significant advantage over non-owned regionals. Those that are tied to majors are being carried along in the tide of consolidation, while those thaJ are not tend to get left out in the cold. The majors also made it clear that they will enter tain only one commuter subsidiary per hub—which may lead to further mergers among hub-based regionals. There is plenty to talk about at this year's convention. All in all, the regionals are maturing fast in the lee of deregulation. With the successful resolution of the airport access issue, and improvements in safety, the regionals will be in even better shape. • V 42 FLIGHT INTERNA TIONAL, II June 1988 -
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