Avfoil’s Post

How do the Embraer Legacy 600 and Bombardier Challenger 605 pre-owned business jets compare side-by-side? What are the advantages offered by each model? Mike Chase analyses the performance and productivity parameters. - How have these jets' respective values held on the used market, and is a lower price and more range automatically preferable to having more cabin volume? - Compare the key performance and specifications data of the Legacy 600 and Challenger 605 side-by-side to see how each fulfils a mission need for their owners. - Which model will rank more highly on the Jet Comparison Productivity Chart? Find out in the full article on AvBuyer: https://lnkd.in/eQZQnbvT #embraer #legacy600 #bombardier #challenger605 #preownedjets #businessaviation #businessjets #bizjet #privateaviation #privatejets #corporateaviation #corporatejets #jetcomparison #aircraftcomparison #aircraftspecifications #aircraftforsale #aircraftsales Matthew Harris Luis Freire Malay Tripathi Lisa DeFrees

Are we coming to see the end of the US as a high end manufacturing (or marketing the manufacturing) power? P&W has caused havoc in aviation with unplanned manufacturing coupled with uncontrolled sales and habitually missed promises. So many jets globally are forced to sit and incur parking fees. Check the number of IndiGo (InterGlobe Aviation Ltd) equipment sitting around with taped nacelles, while they are having to dry lease rapidly. It has caused some airlines, including GO FIRST to die. But, Pratt & Whitney can't be taken to court. On the other side, Boeing is rapidly pushing itself down the toilet with repeated problems with the 737Max including faulty software, duct-tape, soap etc. Opportunity for many other nations to ramp up into aviation. Of course, the investment is huge, gestation period is long. Brazil has a lead in airframe manufacturing. Time for serious engine research to happen. https://lnkd.in/g6_gkGxm.

𝐌𝐚𝐫𝐤𝐞𝐭 𝐃𝐲𝐧𝐚𝐦𝐢𝐜𝐬 𝐢𝐧 𝐍𝐚𝐫𝐫𝐨𝐰𝐛𝐨𝐝𝐲 𝐀𝐢𝐫𝐜𝐫𝐚𝐟𝐭 Narrowbody aircraft dominate global aviation, accounting for approximately 70% of the fleet. This is driven by demand for short- to medium-haul routes, making them the backbone of most airlines’ operations. Historically, Airbus and Boeing have maintained near-total control over this segment, with the A320neo and 737 MAX families as their flagship models. Airbus currently leads the market, capturing about 60% of new orders, due in part to its strong presence in Asia-Pacific and Europe. The introduction of COMAC’s C919 presents a potential shift in this balance. Supported by substantial state backing, COMAC has already secured over 1,200 orders, with approximately 1,000 of these coming from Chinese airlines. These orders align with China’s broader goal of reducing reliance on foreign manufacturers. For comparison, Airbus and Boeing collectively have roughly 1,000 outstanding orders from Chinese carriers. China’s aviation market, projected to surpass the U.S. by 2040 in passenger volume, offers COMAC a compelling domestic springboard. The country’s demand accounts for over 20% of anticipated global growth, with Chinese airlines expected to require more than 8,000 new aircraft by 2040. 𝐂𝐨𝐦𝐩𝐞𝐭𝐢𝐭𝐢𝐯𝐞 𝐃𝐲𝐧𝐚𝐦𝐢𝐜𝐬 The C919’s estimated price, ranging from $90 million to $100 million, offers a cost advantage over the Airbus A320neo ($111 million) and Boeing 737 MAX ($121 million). While airlines typically negotiate significant discounts, COMAC’s pricing strategy could appeal to cost-sensitive operators in regions like Southeast Asia and Africa. Despite the C919's competitive pricing, Airbus and Boeing possess production scalability that currently outpaces COMAC. Airbus aims to produce 76 A320s monthly by 2026, while Boeing is ramping up 737 MAX production to meet backlogs. COMAC plans to reach a production capacity of 150 C919 units annually within five years, which remains modest compared to its rivals. Additionally, the C919 heavily relies on Western suppliers for key components, including CFM International LEAP-1C engines, Honeywell avionics, and Liebherr landing gear systems. Airbus and Boeing enjoy short-term stability with robust order books and production capacity. However, COMAC's rise highlights the need for continued innovation. Both giants are pursuing next-gen technologies like hydrogen propulsion and AI, while COMAC focuses on strengthening its domestic foothold and overcoming global barriers. 𝐆𝐞𝐨𝐩𝐨𝐥𝐢𝐭𝐢𝐜𝐚𝐥 𝐝𝐲𝐧𝐚𝐦𝐢𝐜𝐬 will continue to influence the industry. Trade restrictions or policy shifts could impact market access, while governments increasingly view aerospace capabilities as strategic assets. Collaboration and technological leadership, as seen in Europe’s Airbus consortium, could offer a template for sustaining competitiveness amid these challenges. #Airbus #Boeing #COMAC #Narrowbody #Aircraft #Market #Analysis

The average age of a commercial aircraft is around 20 years, depending on the operator. The actual design of that aircraft could be twice that age. Transport aircraft OEMs have largely relied on derivative aircraft designs for new models (see 737 MAX), due to the massive cost of designing a clean-sheet aircraft. Experts estimate this cost can soar as high as $50 billion. Rethinking our regulatory process could reduce the magnitude of this undertaking and enable more innovative designs to go to market. https://lnkd.in/exaSUbUT

Outlook & what might be next in BIZAV Entry Level Jets: With the lowest #profit margins, it seems unlikely that any significant investment would be made in new products beyond #upgrades. Embraer subsequently announced the latest version with the Phenom 100EX which offers #cockpit & cabin upgrades over to the 100EV. Light jets: New investments could be made within the category beyond periodic product upgrades. This was certainly the case at Cessna Aircraft Company which announced the Citation CJ3 Gen2 & introduced the 2,100nm, nine-seat Citation Ascend. The big surprise came from Honda which revealed its intention to enter the #LightJet market with the 2,625nm HondaJet Echelon. Mid-size jets: With only two currently in production, a product gap in the market exists for a 2,800-3,200nm-range jet offering an MTOW between 35,000- 40,000lbs, seating 9-10 passengers. BOMBARDIER exiting the segment when it stopped #Learjet production, created an opportunity for Pilatus Aircraft Ltd to launch a new product (though Embraer may also be tempted to capitalise). Currently, that Mid-Size #Jet product gap remains unanswered. Super mid-size: Cessna’s Citation Longitude & Embraer’s Praetor 600 fulfill this segment. However, the Praetor 600 offers 15% more range. The market seems ripe for Gulfstream Aerospace to announce a new model, possibly a shortened G400 platform in the 3,500- 3,900nm range, replacing the aging G280. Large jets: Gulfstream’s G500, Bombardier Challenger 650 with Dassault’s Falcon 900LX led this segment. In terms of potential #future activity, the market could provide a sweet spot for both Bombardier & Dassault Aviation who have, been providing upgrades to older #airframes in this segment. A future Global 4500 & Falcon 5X/ 4X could reinvigorate the category if one or both #jets were priced right & capable of 4,200- 4,750nm range. Although both manufacturers have other in-development models occupying their attention. Super large: Analysis shows that Dassault’s Falcon 7X & 8X led the group, however, the Gulfstream G600 & Global 6500 offer slightly more range than the Falcon’s. Busy with its 6X & 10X projects, an argument for #Dassault is to focus towards a relatively low-investment enlarged version of the Falcon 6X or a development of its aging Falcon 7X, strengthening its position within this #market. Ultra-long range: #analysis shows the Bombardier Global 7500 was certified & delivered, due to be joined by the Gulfstream G700, while Bombardier (Global 8000), Dassault (Falcon 10X) & #Gulfstream (G800) all had further offerings to be in the market by 2027. With the potential to have several strong players in the Ultra-Long-Range Jet segment in the next couple of years, the question becomes which is more valuable for #future developments – #range or #speed? There’s plenty to keep an eye on regarding future developments in the #business #aircraft manufacturing industry! #businessjet’s are awesome! #bizjet #bizav

NGSA & ‘First Mover’ Advantages 💭 What is NGSA? The moniker ‘NGSA’ typically refers to the next iteration of single aisle commercial aircraft that will be designed to complement and ultimately replace existing single aisle models, including the Airbus A320 & Boeing 737 families of aircraft. Single aisle aircraft account for around 75% of the global air travel market, providing short to medium-haul flights all over the world. The primary competitors in the single aisle market are Airbus and Boeing, and both are expected to continue evolving their product offering based on market demands, emerging technologies, and key improvements in sustainability & fuel efficiency. First Mover Advantages 🛫 Many in the aviation industry expect Boeing to be the first mover in the NGSA market, despite Boeing’s well documented struggles and recently announced acquisition of floundering supplier Spirit Aerosystems. One of the primary reasons is due to the simple fact that Airbus currently has the superior single aisle aircraft offering compared to the Boeing alternative, and therefore has been steadily increasing market share in this product category. The Airbus A320 family of aircraft have established a reputation for being safer and more reliable than the Boeing 737 series, with the former notably offering superior range and capacity when comparing the largest variant from each airframer. Assuming Boeing is the first to initiate the development and subsequent production of a next generation single aisle aircraft, there would be three primary benefits: 1.) Technological Leadership 💡 Incorporating new technologies such as enhanced aerodynamics, advanced materials & manufacturing processes, and more fuel-efficient propulsion systems would establish Boeing as a technological leader within the single aisle market. 2.) Supplier Relationships 🫱🏼🫲🏽 Engaging suppliers early and developing risk/revenue sharing partnerships would give Boeing a competitive advantage within a highly constrained aerospace supply chain environment. It would also allow critical suppliers to make future capacity investments well in advance of peak manufacturing rates. 3.) Economies of Scale 📈 First to market would allow Boeing to achieve high rates of production on NGSA before Airbus, helping the company stay on track with scheduled delivery commitments and improve the rate of return on capital invested. Achieving economies of scale would also increase Boeing’s profit margin on each aircraft sold, assuming initial supply chain constraints and other early production issues are resolved successfully. Single aisle aircraft currently in service will continue to operate well into the next decade, and perhaps beyond. Ultimately, regardless of who begins development first, the future of commercial aviation will be heavily influenced by the path Boeing and Airbus elect to chart for their NGSA product offerings ✈️🛩️

#Aerospace will drive growth for #TataTechnologies as it sees an increase in business driven by a #SupplyChainCrisis forcing airlines to refurbish cabins as they look to hold onto aircraft longer.

Aeroflot Expects First MS-21 Deliveries by 2026 - Aeroflot (Russia) has revised its timeline for the delivery of the MS-21 aircraft, with the first units now expected to arrive in 2026. This adjustment comes amidst significant changes in the production schedule for engines that will power the SJ-100, MS-21, and Tu-214 aircraft models. - https://lnkd.in/dbRKuFhN

Business Aviation Engines: The Landscape Attached is a chart I have evolved over the years to track the business aviation propulsion and competitive landscape. Along the Y axis we show the engine OEMS with their offerings listed as a function of thrust along the X axis. The applications for each engine program (ex: focused on current production) are listed for each model. It's an interesting representation that allows us to visualize how each OEM has positioned themselves in the market. Landscape & Projections: Using the major categories (Light, Midsize and Large), we can see the large cabin landscape underwent a significant refresh with the launch of new engines for the new aircraft starting in the 2010s - Passport 20, Pearl 10X, PW800. We are now seeing the results of this extensive refresh and expansion with new aircraft entering the market from Gulfstream, Bombardier and Dassault. The light aircraft side has been relatively quiet with the exception of aircraft upgrades plus Cessna's Ascend and Honda's Echelon aircraft development - all utilizing existing engines. There are a few reasons: - Size of market & demand shift to larger cabins - Number of competitors and market fragmentation (multiple, incremental price points) - Business case of justifying the return for a smaller ($5-10M) aircraft vs the expected revenue and margins associated with large cabin aircraft. The interesting space to watch for developments is the thrust space between 7,000 to 12,000 as it includes the older CF34-3, AE3007, HTF7000 and is book-ended by two P&WC products - PW308 & PW812. Honeywell has begun work on a new engine core (in the HTF7000 thrust class) aiming to reduce noise by around 3 EPNdB and decrease fuel burn by up to 8.3% compared to current engines. Will be interesting to see if others follow suit with new programs. Whether you're looking to invest in new technologies, optimize your MRO operations, or expand your market, our O'Day Aviation Consulting team is here to support your journey. Connect with us today to learn more about how we can help you. #BusinessAviation #AviationEngines #Sustainability #AviationInnovation #OdayAviationConsulting

Airbus and Boeing are two of the world's largest aerospace manufacturers, each with a long history and a significant impact on the commercial aviation industry. Here's a brief comparison focusing on key aspects of their commercial operations: Company Background Airbus is a European multinational aerospace corporation, established in 1970, with its headquarters in Toulouse, France. It was created as a consortium of aerospace manufacturers to compete with American companies, including Boeing. Boeing is an American multinational corporation, founded in 1916 by William Boeing, with its headquarters in Arlington, Virginia. It is one of the oldest and largest aerospace manufacturers and has been a leading provider of commercial airplanes, defense, and space systems. Product Range Airbus offers a wide range of commercial aircraft, from the single-aisle A220 and A320 families, popular for short to medium-haul flights, to the wide-body A330, A350, and the now-discontinued A380, the world’s largest passenger airliner, for long-haul flights. Boeing also offers a diverse lineup, including the single-aisle 737 MAX, and wide-body models such as the 787 Dreamliner, 777, and the iconic 747 jumbo jet, which is being phased out of production. Market Share and Orders The market share between Airbus and Boeing fluctuates based on aircraft orders and deliveries. Both companies compete closely, with Airbus often leading in single-aisle aircraft sales (A320 family vs. 737 MAX) and Boeing historically strong in the wide-body segment (777, 787 vs. A350, A330). Order books for both companies are filled years in advance, reflecting the long-term planning required in the aviation industry. Innovation and Sustainability Airbus and Boeing are heavily investing in research and development to make air travel more sustainable. This includes efforts to develop more fuel-efficient aircraft, exploring alternative fuels, and investing in electric and hydrogen propulsion technologies. Airbus aims to bring the first zero-emission commercial aircraft to market by 2035, with its ZEROe project exploring hydrogen as a primary power source. Boeing is focusing on improving fuel efficiency and reducing emissions through aerodynamic designs, advanced materials, and more efficient engines.