Mistubishi MRJ

Mitsubishi Aircraft has signed an MOU with ANI Group Holdings for five Mitsubishi Regional jets as the Japanese firm heads to Paris to showcase the 70-90-seat regional jet.

ANI is a Hong Kong-based aircraft lease and maintenance company that serves five Indonesian airlines.

When completed, the order will bring the MRJ’s firm order to 70 aircraft, including 15 from launch customer All Nippon Airways and 50 from Trans States Holdings. There are 60 total options.

Mitsubishi Aircraft Corporation Selects Boeing to Provide World-Class Customer Support and Services

LE BOURGET, France, June 22, 2011 /PRNewswire/ -- Mitsubishi Aircraft Corporation and Boeing (NYSE:BA - News) announced a partnership today at the Paris Air Show for Boeing to provide customer support services for the Mitsubishi Regional Jet (MRJ) family of regional commercial jets.

"We are pleased to announce we have concluded an agreement with Boeing for MRJ customer support as the Mitsubishi Regional Jet sets the new standard for next- generation regional jets truly suited for the 21st century," said Hideo Egawa, president, Mitsubishi Aircraft. "With this agreement, Mitsubishi Aircraft will be able to deliver profit-enhancing support and a competitive boost to our customers. We are confident that this agreement will further strengthen the relationship between our two companies."

Boeing Commercial Aviation Services will provide Mitsubishi Aircraft with 24/7 customer support including spare parts provisioning, service operations and field services. It will allow Mitsubishi to focus on launching its business as it works with Boeing to create a world-class services operation that Mitsubishi may bring in house in the future.

"We are honored to assist Mitsubishi Aircraft as they establish their own customer support and services," said Jim Albaugh, president and CEO of Boeing Commercial Airplanes. "Our goal is to support Mitsubishi Aircraft in maximizing the lifetime value of their fleets and operations – we know from experience that this will give them a competitive edge in their market."

Boeing will also deploy the latest technology to tailor a service and maintenance web portal for Mitsubishi Aircraft. With a user-friendly interface, the portal will bring together the applications and data needed to detect and predict service, maintenance and repair needs.

The portal will be modeled on Boeing's customer web portal, MyBoeingFleet.com, and will support an Airplane Health Management System to monitor, collect and analyze real-time, "smart" airplane data, allowing MRJ operators to make maintenance decisions that minimize their aircraft's time on the ground.

Boeing and Mitsubishi Heavy Industries (MHI), Mitsubishi Aircraft's parent company, have a longstanding relationship for commercial and defense production.

Mitsubishi Aircraft’s official launch of the proposed 100-seat MRJ100X will likely have to wait at least another year, or until after the first flight of the 92-seat MRJ90 in mid-2012, as the company waits for the European airline market to show more tangible signs of recovery. Speaking from his office in Tokyo with AIN last week, Mitsubishi Aircraft head of sales and marketing Hank Iwasa referred to the deliberations as “tough,” given the level of investment required to develop a third variant and the still “rather slow” European economy.

Europe stands as perhaps the most strategically important market for the 100X, said Iwasa, given the size of the regional airline sector there and its loose scope-clause restrictions compared to those in North America. Recognizing the importance of Europe in general, Mitsubishi in May opened a sales office in Amsterdam, staffed by four salespeople tasked with helping Iwasa find a regional launch customer on the continent. So far the MRJ has drawn firm orders for 50 aircraft from U.S. regional Trans States Airlines and another for 15 from launch customer ANA of Japan.

Meanwhile, an MOU signed at the Paris Air Show by Hong Kong-based leasing company ANI for five MRJ90s could prove more strategically significant than its small size suggests. ANI, in fact, has promised to order 20 MRJ100Xs if Mitsubishi chooses to launch the project.

Still, said Iwasa, Mitsubishi would need more than a commitment to buy 20 airplanes before its board approves the launch a 100-seater.

“We need more,” insisted Iwasa. “We really need some orders from European airlines.

“We are now closely watching the situation [in Europe], and listening to the voices of the customers...I think the airlines in Europe have postponed their decisions on what type of aircraft they need to buy this year or next year, two years from now, because it is a tough time for airlines in Europe. So our decision really depends on the situation in the European market…Still, there are many flag carriers interested in our 100X.”

For now, however, Iwasa and company remain sharply focused on marketing the two existing variants–the 92-seat MRJ90 and 78-seat MRJ70. Iwasa said he expects to see “two or three” more MRJ sales by year-end, and at least one from Europe. He also noted Korean Air’s apparent interest in developing a regional network consisting of markets suited to the Bombardier C Series, 10 of which it recently ordered. Iwasa said he thinks the MRJs could serve as ideal supplements to the C Series in the Korean fleet, particularly given both airplanes use Pratt & Whitney PW1000G Geared Turbofans.

Mitsubishi Aircraft Corporation are unlikely to launch a stretched version of the MRJ family until after the MRJ90’s first flight in the last quarter of 2012.

Answering questions at the ERA General Assembly, Hank Iwasa, vice-president sales and marketing, said a programme launch, previously expected in late 2011/early 2012, would be unlikely until the first flight was achieved.

Yugo Fukuhara, director, sales and marketing, added, “Obviously we will pay attention to following the wishes of our customers.”

Asked just what is holding back orders at present, Iwasa remarked, “The economic situation in Europe has certainly stopped the airlines in their fleet plans.”

Mitsubishi Aircraft Corporation announced that the MRJ (Mitsubishi Regional Jet) successfully became airborne in the hydraulic and flight control system rig test (known as "iron bird").

The iron bird is one of most significant system integration test of the development process to test the maneuvering functions of the MRJ: it is a system which consists of flight deck, hydraulic and flight control equipment, on-board software to be loaded on the actual aircraft, and simulation computers creating the all of flight environment. This testing of "iron bird" is being conducted at the MRJ dedicated experiment building built within Oye Plant (located in Nagoya, Minato-ku) of Mitsubishi Heavy Industries Ltd, currently responsible for manufacturing and testing the MRJ as the major partner to Mitsubishi Aircraft Corporation.

The commencement of the iron bird test marks an important milestone, as well as to the component manufacturing and assembly work commencement. The successful start of these maneuvering tests shows steady progress of MRJ development toward flight tests.

The iron bird is able to conduct tests, such as intentional failure, that actual aircraft cannot. Maneuvering tests using the iron bird will therefore continue within the next 3 years to achieve the development of the aircraft assuring its utmost safety.

Paul a écrit:Bonjour,

Il me semble avoir lu quelque part que l'EIS du MRJ a été repoussé de quelques mois. Non ?

The Mitsubishi RJ is quietly emerging as a credible aircraft, after an EIS delay from 2014-2015...

A further delay in the MRJ program looks all but certain, with Mitsubishi Aircraft announcing a review of its schedule amid undisclosed development difficulties.

Manufacturing of parts for the first prototype will begin this month or next month, says Hitoshi Iwasa, VP sales and marketing. On the current schedule, set in 2009, that prototype is supposed to fly in the second quarter of this year — which is clearly not possible for an aircraft whose parts have not entered production.

First delivery is due in the first quarter of 2014. Iwasa declines to say how long the possible delay could be. A decision will be made within a few months.

The company is doing all it can to recover its schedule, mobilizing its own resources, those of partners and suppliers, and also bringing in expertise from outside of the program. Mitsubishi Aircraft is not blaming a supplier or partner for the problem, and goes as far as saying that none has let it down.

“In some areas our development is going very smoothly and in other areas we are having difficulties, so we think that there may be some schedule impact,” says Iwasa.

Mitsubishi Aircraft has encountered problems in development of the flight control system, says one industry executive not involved in the program. Since many parts from all across the airframe are about to go into production, it is evident that the developers’ problem is not in the structure. They did have a problem three years ago in integrating a composite wing with an aluminum body, but they solved that by making the wing aluminum — and announcing a three-month delay in delivery to launch customer All Nippon Airways. When the program schedule was drawn up, managers included contingency planning for unexpected delays, but not enough slack in the schedule.

The manufacturer says it is closely watching Embraer’s prospective update of the E-Jet, although it notes that a re-engined aircraft is not normally as efficient as one that was designed from the beginning for its current propulsion system.

The Embraer program could result in the two aircraft being more differentiated than they are now, because the Brazilian company is looking at adding a larger version to the family while perhaps not modernizing the smallest.

The largest E-Jet is already larger, and has more thrust than, the largest MRJ, the MRJ90. Although Mitsubishi Aircraft is looking at 100-seater, with extra frames for two more rows of four-abreast seating, that version would still not be as big as the E195, let alone Embraer’s contemplated further stretch. If Embraer does not modernize the E170, then the 78-seat MRJ70 will face less competition in that quiet part of the market.

On the other hand, a delay to the MRJ program will shorten the period in which Embraer had to compete with only its unmodernized aircraft.

If the contemplated MRJ100 goes ahead, it will have the same thrust rating as the MRJ90. The MRJ70 also uses the same engine, the Pratt & Whitney PW1217G, but with a lower thrust rating.

All Nippon has ordered 15 MRJs and Trans States Holdings of the U.S. has ordered 50. ANI Group Holdings, a Hong Kong subsidiary of lessor Aero Nusantara Indonesia, has signed a memorandum of understanding covering an intended order for five.

Mitsubishi Aircraft expects flight testing of the PW1217G to begin in the northern spring.

The company forecasts demand for 5,600 aircraft of 70 to 100 seats over the coming 20 years. Embraer expects airlines to buy 6,795 aircraft of 61 to 120 seats.

Since its establishment in 2008, Mitsubishi Aircraft Corporation (MITAC) has aggressively conducted world-wide Mitsubishi Regional Jet (MRJ) sales campaigns focusing on the 70-100 seat regional jet market that is envisioned to exceed more than 5,000 units over the next 20 years. Airlines have placed high expectations on the MRJ as the sole "next-generation" regional jet able to deliver unbeatable competitiveness through superior fuel efficiency, environmental friendliness, and cabin comfort.

Following an in-depth review of the MRJ program, MITAC today announces the following schedule update:

• MRJ first flight is scheduled for JFY* 3Q 2013, in order to:
(i) Confirm respective fabrication processes.
(ii) Provide sufficient time for technical studies.
First flight details to be announced at a later date or during events such as MRJ roll-out.

• First delivery of MRJ is slated for the summer or later half of JFY* 2015.
MITAC continues to strive towards accelerating development and delivery the first MRJ to the customer. And also we are considering to ramp up in following mass production line.


MITAC notes that the Pratt & Whitney PurePower® engine program is progressing smoothly with first test flight of the MRJ's PW1217G engine planned from the end of this month.

MITAC is fully committed to fine-tuning the MRJ's development program in order to ensure that the MRJ becomes the true game-changer setting the new standards for next-generation regional jets.

*JFY (Japanese fiscal year) runs April to March.

We had an opportunity to have a sidebar with Yugo Fukuhara, Director, Marketing at Mitsubishi Aircraft Corporation (MAC) at Pratt & Whitney’s Media Day. In explaining the fabrication delay, Mr Fukuhara explained that there are no serious problems.

The main issue is getting the paperwork to catchup with the fabrication reality. He explained that the workforce had been become creative in building parts. They have discovered ways to fabricate faster and this differs from the paperwork describing how each part is made. To date 25% of the MRJ’s parts had been fabricated. The problem is that this has put the paperwork behind. In order to ensure certification goes through as planned, the paperwork has to match the actual fabrication.

MAC is now redoing all the paperwork to ensure it reflects the fabrication process on the factory floor. All the parts made will be redone to match the revised paperwork. The “delay” will enables the two processes to once again be in sync.

MAC is confident that although first flight will move out 18 months, production will be accelerated in an attempt to catchup with the original schedule. Mr Fukuhara would not provide a timetable for this catchu