Civil Aircraft Forecast - Sample
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Transcript of Civil Aircraft Forecast - Sample
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22 Commerce Road Newtown, CT 06470 USA 203.426.0800
forecastinternational.com
22 Commerce Road Newtown, CT 06470 USA 203.426.0800
forecastinternational.com
Civil Aircraft Forecast
©2021 June 2021
Table of Contents Product Support Features Customer Service Guide EMarket Alert Newsletter Instructions Query Service Instructions Facts About This Market Intelligence Service Spreadsheets
Index Cross Reference Index
Programs Tab A - Lead Sheet Large Transports • Airbus A319/320/321 • Airbus A330 • Airbus A350 XWB • Airbus A380 • Boeing 737 • Boeing 747 • Boeing 767 • Boeing 777 • Boeing 787 • COMAC C919 • Ilyushin Il-96 • Irkut MC-21 • Tupolev/Aviastar Tu-204 Tab B - Lead Sheet Regional Transports • Airbus A220 • Airbus/IAe C-212 • Aircraft Industries L 410/420 • Antonov An-148 • ATR • AVIC MA60/MA700 • Bombardier CRJ Regional Jets • Cessna SkyCourier • COMAC ARJ21 • De Havilland Dash 8 • Embraer 170/175/190/195 • Irkut Superjet 100 • Mitsubishi SpaceJet • PZL Mielec M28 Series • RUAG Do 228 • Supplemental Programs - Civil Aircraft: Regional Transports • Viking Air DHC-6 Twin Otter Series 400
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Tab C - Lead Sheet Bizjets • Boeing 737 BBJ • Bombardier Challenger 350 • Bombardier Challenger 650 • Bombardier Global 5000/5500 • Bombardier Global 6000/6500 • Bombardier Global 7500/8000 • Business Jets Design, Development and Inactive Programs • Cessna Citation Longitude • Cessna Citation XLS/Citation Latitude • Cessna M2/CJ3/CJ4 • Cessna Sovereign • Dassault Falcon 2000 • Dassault Falcon 6X • Dassault Falcon 900/7X/8X • Embraer Phenom 100 • Embraer Phenom 300 • Embraer Praetor 500/600 • Gulfstream G280 • Gulfstream G500/G600 • Gulfstream G550 • Gulfstream G650/G700 • Honda Aircraft HondaJet • Learjet 70/75 • ONE Aviation Eclipse 550 • Pilatus PC-24 • SyberJet SJ30 Tab D - Lead Sheet General Aviation • Beechcraft King Air Series • Cessna 208 Caravan • Cessna Denali • Cirrus Vision Jet • Daher Kodiak • Daher TBM 910/940 • Epic Aircraft E1000 • General Aviation Design, Development and Inactive Programs • Piaggio P180 Avanti EVO • Pilatus PC-12 • Piper M500/M600 • Supplemental Programs - Civil Aircraft: General Aviation • Urban Air Mobility Design and Development Programs • Viking Canadair 515
Market Analyses Analysis 1 - The Market for Large Commercial Jet Transports Analysis 2 - The Market for Regional Transport Aircraft Analysis 3 - The Market for Business Jet Aircraft Analysis 4 - The Market for General Aviation/Utility Aircraft
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Appendices Appendix I - Recommended Websites Appendix II - Consolidated Production Statistics Appendix III - Listing of Aircraft by Powerplant Appendix IV - Civil Aircraft Archives Appendix V - Civil Aircraft Ten-Year Historical Production Appendix VI - Major Civil Transport Orders & Options Appendix VII - Major Civil Transport Inventories
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Civil Aircraft Forecast
©2021 April 2021
Boeing 767
Orientation Description. Twin-engine, medium/long-range widebody commercial transport aircraft and military special-purpose aircraft.
Sponsor. The 767 is sponsored privately by Boeing Company.
Status. Production.
Total Produced. As of December 31, 2020, Boeing had produced 1,206 aircraft in the 767 series.
Application. Medium/long-range, medium-density commercial passenger transportation. A dedicated freighter version, designated 767-300F, was launched in January 1993. A 767-based military tanker is also marketed and produced.
Price Range. 767-300ER, $217.9 million; 767-300F, $220.3 million. Both in 2021 U.S. dollars.
Boeing 767-300F Source: Boeing
Outlook • The forecast includes 767-300F civil freighters and 767-
2C airframes
• The 767-2C is the basis for the KC-46A military tanker
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Boeing 767
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Contractors Prime Boeing Commercial Airplanes http://www.boeing.com/commercial/, 3003 W Casino Rd, Everett, WA 98203
United States, Tel: + 1 (425) 294-2300, Fax: + 1 (425) 294-6200, Prime
Subcontractor CESA http://cesa.aero, 4, Paseo John Lennon, Getafe (Madrid), Spain, Tel: + 34 91 624 0111,
Fax: + 34 91 624 0114, Email: [email protected] (Actuation Components)
Collins Aerospace Systems, Landing Gear
http://www.collinsaerospace.com, 6225 Oak Tree Blvd, Independence, OH 44131 United States, Tel: + 1 (216) 341-1700, Fax: + 1 (216) 429-4806 (Main & Nose Landing Gear)
GE Aviation http://www.geaviation.com, 1 Neumann Way, Cincinnati, OH 45215-6301 United States, Tel: + 1 (513) 243-2000 (CF6-80C2 Turbofan Engine)
Honeywell Aerospace, Engines, Systems & Services
http://www.honeywell.com, 111 S 34th St, Phoenix, AZ 85034-2892 United States, Tel: + 1 (602) 231-1000, Fax: + 1 (602) 231-5713 (APU)
Honeywell Aerospace, Aircraft Landing Systems
http://www.honeywell.com, 3520 Westmoor St, South Bend, IN 46628 United States, Tel: + 1 (219) 231-2000, Fax: + 1 (219) 231-2020, Email: [email protected] (Wheels and Brakes)
Kawasaki Heavy Industries Ltd, (KHI)
http://global.kawasaki.com/en, 1-14-5 Kaigan, Minato-ku, Tokyo, Japan, Tel: + 81 3 3435 2111, Fax: + 81 3 3436 3037 (Forward & Center Fuselage; Exit Hatch; Wing In-Spar Rib)
LMI Everett - Merrill Creek http://www.lmiaerospace.com, 1910 Merrill Creek Pkwy, Everett, WA 98203-5859 United States, Tel: + 1 (425) 293-0340, Fax: + 1 (425) 293-0341, Email: [email protected] (Thermoplastic Composite Parts)
Leonardo Aircraft http://www.leonardocompany.com, Via Ing. Paolo Foresio, 1, Venegono Superiore, Italy, Tel: + 39 0331 813111, Fax: + 39 0331 827595, Email: [email protected] (Aileron; Spoiler; Nose Radome; Leading Edge Slat; Trailing Edge Flap; Fin & Rudder; Elevator; Wing Tip)
Mitsubishi Heavy Industries Ltd, (MHI)
http://www.mhi.com, 3-2-3, Marunouchi 3-chome, Chiyoda-ku, Tokyo, Japan, Tel: + 81 3 6275 6200 (Rear Fuselage Body Panel; Rear Fuselage Door)
PTI Technologies Inc http://www.ptitechnologies.com, 501 Del Norte Blvd, Oxnard, CA 93030 United States, Tel: + 1 (805) 604-3700, Fax: + 1 (805) 604-3701, Email: [email protected] (Hydraulic System Filtration Components)
Pratt & Whitney http://www.pratt-whitney.com, 400 Main St, East Hartford, CT 06108 United States, Tel: + 1 (860) 565-4321, Email: [email protected] (PW4000 Turbofan)
Rolls-Royce plc http://www.rolls-royce.com, 90 York Way, London, United Kingdom, Tel: + 44 13221 242424, Email: [email protected] (RB211-524G/H Turbofan)
Spirit AeroSystems http://www.spiritaero.com, 3801 S Oliver St, PO Box 780008, Wichita, KS 67278 United States, Tel: + 1 (316) 526-9000, Fax: + 1 (316) 526-1845, Email: [email protected] (Struts; Nose Section; Engine Nacelle)
Spirit AeroSystems (Europe) Ltd http://www.spiritaero.com, Building 90, Prestwick Airport, Prestwick, Scotland, United Kingdom, Tel: + 44 1292 479 888, Fax: + 44 1292 479 703 (Fixed Leading Edge)
Subaru Corporation http://www.subaru.co.jp, Ebisu Subaru Bldg 1-20-8, Shibuya-ku, Tokyo, Japan, Tel: + 81 3 6447 8000, Fax: + 81 3 6447 8184 (Main Landing Gear Door; Wing/Body Fairing)
Triumph Aerospace Structures, Interiors
http://www.triumphgroup.com, 1514 S Flint Rd, Spokane, WA 99224 United States, Tel: + 1 (509) 623-8100, Fax: + 1 (509) 623-8099 (Environmental Control System Ducting; Floor Panels)
Triumph Aerospace Structures http://www.triumphgroup.com, 1601 W Marshall St, Grand Prairie, TX 75051 United States, Tel: + 1 (972) 946-2011 (Horizontal Stabilizer; Aft Fuselage Section; Center Wing Section; Doors)
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Boeing 767
©2021 April 2021
Triumph Integrated Systems, Fluid Power & Actuation
http://www.triumphgroup.com, 2720 W Washington Ave, Yakima, WA 98903 United States, Tel: + 1 (509) 248-5000, Fax: + 1 (509) 452-7022 (Hydraulic Actuation Components and Assemblies)
Triumph Integrated Systems, Mechanical Solutions
http://www.triumphgroup.com, 205 Church Rd, PO Box 2100, North Wales, PA 19454-0901 United States, Tel: + 1 (215) 699-4861, Fax: + 1 (215) 699-2595 (Mechanical Actuation Assemblies)
Contractors are invited to submit updated information to Editor, International Contractors, Forecast International, 22 Commerce Road, Newtown, CT 06470, USA; [email protected]
Technical Data (767-300F)
Design Features. Cantilever low-swept-wing monoplane. The 767 incorporated an all-new wing, involving supercritical technology, which has been described by Boeing as an "aft loading wing." This has a higher aspect ratio than previous Boeing designs, and
adds about 8 percent in efficiency. Boeing selected the higher aspect ratio as being simpler and more cost-effective than the use of active ailerons. Landing gear are hydraulically retractable tricycle type, with four-wheel bogey main gear and a twin-wheel nose unit.
Metric U.S. Dimensions Length overall 54.94 m 180.25 ft Height overall 15.85 m 52.0 ft Wingspan 47.57 m 156.08 ft
Weight Max takeoff weight (MTOW) 186,880 kg 412,000 lb
Capacities Cargo volume 438.1 cu m 15,469 cu ft
Performance Max range (at MTOW) 6,028 km 3,255 nm Typical cruise speed at 35,000 ft Mach 0.80 Mach 0.80
Propulsion 767-300F (2) GE CF6-80C2 turbofan engines rated 276.2 kN (62,100 lbst) each.
Variants/Upgrades Early 767-200s, 767-200ERs, and 767-300s were powered by either Pratt & Whitney JT9D or General Electric CF6-80A turbofan engines. These engines developed 48,000-50,000 lbst each, though carriers had the option of having their engines rated slightly lower. The 56,400-59,500 lbst Rolls-Royce RB211 was later added as a third engine option for these 767 models.
Eventually, the 50,000-63,300 lbst Pratt & Whitney PW4000 and the 52,500-62,100 lbst General Electric CF6-80C2 were also made available as engine options on the early 767 variants. Meanwhile, the JT9D and CF6-80A engines exited production.
767-200 Series. In addition to the basic 216-seatmodel, the 767-200 was also marketed in an optionalmedium-range version and an optional higher-gross-weight version. An extended-range model, the 767-200ER, was marketed in several configurations, withgross weights ranging from 156,490 kilograms(345,000 lb) to 179,170 kilograms (395,000 lb). Thefirst delivery of a -200ER occurred in May 1984.
Boeing produced a total of 249 767-200/200ERs. The -200 and -200ER are no longer in production.
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767-300 Series. Announced in 1983, the 767-300featured strengthened main and nose landing gear, andadditional metal thickness in certain areas of thefuselage and wing lower surfaces. The 767-300was 6.43 meters (21.08 ft) longer than the 767-200. The-300 was marketed with a standard weight of 156,490kilograms (345,000 lb) and as a higher-weight 159,213-kilogram (351,000-lb) variant. The basic seatingarrangement was 269 seats in a mixed configuration.The -300 flew in January 1986, and launch customerJAL took delivery of the first aircraft inSeptember 1986. The 767-300 is no longer inproduction.
An extended-range version, called the 767-300ER, entered service in 1988. This model accommodated 218 passengers in a typical three-class layout, 269 in a typical two-class arrangement, and 350 in an all-economy layout. The -300ER was sold with a choice of PW4000, CF6-80C2, or RB211 engines. It had a maximum range of 5,990 nautical miles. The -300ER is also no longer in production.
Boeing produced a total of 687 767-300/300ERs.
767-300F. The 767-300F is a dedicated freighterversion launched in January 1993 by UPS. Thirty 767-300Fs were initially ordered by UPS, plus 30 options;deliveries began in October 1995.
The 767-300F can carry a payload of 52,480 kilograms (115,700 lb). The aircraft features a 134-inch x 105-inch cargo door on the forward fuselage, as well as strengthened landing gear and landing gear support structure and a strengthened main deck floor. Total cargo volume is 438.1 cubic meters (15,469 cu ft). Maximum takeoff weight is 186,880 kilograms (412,000 lb). Maximum range (at maximum takeoff weight) is 3,255 nautical miles.
Boeing currently markets the 767-300F with the General Electric CF6-80C2 engine only.
767 AWACS. The Japanese government procured four 767 Airborne Warning and Control System (AWACS) aircraft. Delivery occurred in the 1998-1999 timeframe.
767-400ER. In 1997, Boeing launched a newstretched 767 version, called the 767-400ER. Firstflight occurred in October 1999. The -400ER wascertified by the U.S. Federal Aviation Administration(FAA) in July 2000. Initial deliveries occurred inAugust 2000.
The 767-400ER carried 245 passengers in a three-class arrangement, 304 passengers in a two-class configuration, or 375 passengers in a single-class
layout. It was 6.4 meters (21.1 ft) longer than the 767-300ER. The stretch incorporated two fuselage plugs: one was 132 inches in length and the other was 121 inches in length. New wingtips increased wingspan by 4.34 meters (14.25 ft) over that of the -300ER.
Maximum takeoff weight was 204,120 kilograms (450,000 lb). Launch customer Delta Air Lines specified General Electric CF6-80C2 engines for its 21 aircraft. The 767-400ER could also be powered by the Pratt & Whitney PW4000.
Maximum range of the 767-400ER was 5,625 nautical miles.
Boeing produced 38 767-400ERs. The company no longer markets the model.
767-400ERX. The proposed 767-400ERX, alsoknown as the longer range 767-400ER, was intendedto be an increased-range version of the 767-400ER.The -400ERX would have had a maximum range of6,115 nautical miles. Seating capacity would have beenthe same as that of the -400ER.
Maximum takeoff weight of the 767-400ERX would have been 210,920 kilograms (465,000 lb). The new version would have had a total fuel capacity of 99,890 liters (26,165 U.S. gal), an increase of 8,271 liters (2,185 U.S. gal) compared to that of the 767-400ER. The -400ERX would also have had improved takeoff field length and a strengthened wing, fuselage, and landing gear. Customers would have had a choice of two engines: either the GE-P&W Engine Alliance GP7172 or the Rolls-Royce Trent 600.
Work on the 767-400ERX is suspended.
767-400XF. Boeing also studied a new freighterversion of the 767, called the 767-400XF. The -400XFwould have been based on the 767-400ER. It wouldhave had an increase in cargo capacity of approximately20 percent compared with the 767-300F.
767-300X. In 2001, Boeing slowed work on a newversion of the 767-300ER, called the 767-300X. Thisversion was intended to operate in Asian and Europeanmarkets over short- and medium-range routes.
The 767-300X would have been fitted with the raked wingtips of the 767-400ER to improve fuel efficiency. The wingtips would have added 4.4 meters (14.5 ft) to the wingspan of the aircraft. So as not to overload the wings, fuel on the -300X would have been weight-limited, restricting range to approximately 4,000 nautical miles. However, the wingtips could be replaced overnight with short-span tips if a carrier wanted to operate at a 6,000-nautical-mile range.
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Boeing 767
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767-300ERX. Boeing also studied an increased-rangeversion of the 767-300ER, called the 767-300ERX. The-300ERX would have had a range of 6,650 nauticalmiles.
Boeing studied a number of approaches to designing the 767-300ERX. One possibility involved installing thewing and flight deck of the 767-400ER on the 767-300.Another was to shrink the -400ER.
Program Review Background. First announced in February 1978, the 767 was an all-new widebody transport configured basically for two-aisle, seven-abreast seating, with a maximum of nine abreast in a high-density, all-tourist configuration. The twin-engine jet was an outgrowth of various design studies involving the 7X7, 7S7, and other concepts, and was targeted to serve the medium-range and transcontinental needs of domestic U.S. and international carriers in the nominal 200-seat category.
Initial orders were placed in July 1978, when United ordered 30 aircraft, with options for another 37. Four months later, American and Delta placed orders for 30 and 20 aircraft, plus options for another 20 and 22, respectively. Thus, Boeing was able to launch the 767 in early 1979 with firm orders for 80 aircraft, plus options for another 79.
Mix of Seating Arrangements The aircraft was sold in a variety of seating configurations. Depending on the version, operators could select from a number of seating configurations up to 375 passengers.
Japanese Participation. Approximately 15 percent of the 767 is built by Japan's Civil Transport Development
Corp (CTDC), a consortium consisting of Mitsubishi, Subaru, and Kawasaki. Subaru supplies wing/body fairings and main landing gear doors; Kawasaki builds the forward and center fuselage, exit hatches, and wing in-spar ribs; and Mitsubishi provides rear fuselage body panels and rear fuselage doors.
Italian Participation. Leonardo SpA has a 15 percent program share in the 767 and is responsible for all moving parts of the wing, including the leading edge slats, trailing edge flaps, spoilers, and ailerons, as well as the composite wingtips. Other work includes the nose radome, the fin and rudder, and the elevators.
Underfloor Cargo Capacity. The 767-200 carried 11 standard LD3 containers in its belly, compared with 14-15 in the Airbus A310; the latter's wider fuselage accommodated these side by side, something that the Boeing transport could not do. Boeing designed a smaller (122-cu-ft) LD2 container for the 767 to make full use of the aircraft's cargo space, but this posed standardization problems for some airlines.
Boeing marketed a large cargo door option on the 767-200 and 767-300; the door became standard on the 767-200ER and 767-300ER. UPS officially launched a 767 freighter version, the 767-300F, in January 1993.
Funding All development and production funding for the 767 is provided by Boeing. Total combined development cost for the 767 widebody and the 757 narrowbody was approximately $2.5 billion in 1982 U.S. dollars. Development cost of the 767-300F freighter model was estimated at not more than $250 million.
Contracts/Orders & Options/Inventories For a list of 767 orders and options and details on inventories, see Appendix VI, Major Civil Transport Orders and Options, and Appendix VII, Major Civil Transport Inventories.
Forecast Rationale Boeing had unfilled orders for 75 767s at the end of 2020, including 44 767-300F civil freighters and 31 767-2Cs. The 767-2C serves as the basis for the KC-46A military tanker. The company builds 767-2Cairframes on the same assembly line in Everett,Washington, that it uses to produce the 767-300F.Including both versions, Boeing is currently building767s at a rate of three aircraft per month.
Boeing garnered orders for nine 767-300Fs in 2020, including four for FedEx Express and five for an unidentified customer. FedEx Express accounted for 36 of the 44 unfilled orders for the 767-300F that were on the books at the end of 2020.
No civil passenger version of the 767 remains in production. The last such example, a 767-300ER, was
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built in 2014. In the Boeing product line, the 767 has essentially been replaced as a civil passenger aircraft by the 787 Dreamliner.
The future of the 767 in the civil market likely resides in the air cargo sector. Expansion of e-commerce should help fuel the air cargo market, and demand for freighters such as the 767-300F, in the near term.
As for the military market, the 31 767-2Cs in the order backlog at the close of 2020 included 27 slated to become KC-46A tankers for the U.S. Air Force and four earmarked to become KC-46As for the Japan Air Self-Defense Force (JASDF).
The U.S. Air Force plans to acquire 179 KC-46As under its KC-X tanker program. We anticipate that the service will also select the KC-46A, perhaps in a modified version, to fill its follow-on KC-Y tanker requirement.
The Israeli Air Force has displayed interest in acquiring the KC-46A, and may eventually procure as many as eight of the type.
Meanwhile, Boeing has continued to evaluate the possibility of developing new 767 versions. The company has marketed a commercial freighter version of the 767-2C, dubbed the 767-2CFX, which has
generated some interest. However, no orders had been placed for this model as of early 2021.
Boeing has also examined a possible re-engined version of the 767. This aircraft would be based on the 767-400ER, the largest 767 version built to date, and powered by a variant of the GE Aviation GEnx-2B turbofan engine. The freighter version of the re-engined 767 has been called the 767-XF. Introduction of such a model could enable the 767 to retain a significant position in the cargo market into the 2030s. It would also obviate any need for Boeing to develop a freighter version of the 787 in order to remain in this portion of the air cargo market should demand dwindle for the 767-300F.
Development of a passenger version of the re-engined 767 could provide Boeing with a lower-cost method of addressing much of the market space at which the clean-sheet New Midsize Aircraft (NMA) had been targeted.
Our forecast calls for production of the 767-300F to end in the late 2020s, after which the 767 is projected to remain in production as the military 767-2C/KC-46A only. Pending further news, we are not presently issuing a forecast for a new 767 civil freighter or passenger model.
Ten-Year Outlook
ESTIMATED CALENDAR YEAR UNIT PRODUCTION
Designation or Program High Confidence Good Confidence Speculative
Thru 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Total
Boeing Commercial Airplanes
767 -2C Note: Airframes for the KC-46A tanker program.
46 20 18 19 15 14 15 15 15 16 18 165
767 -300 F <> CF6 -80 C2 188 16 18 17 17 16 14 12 9 0 0 119
Subtotal 234 36 36 36 32 30 29 27 24 16 18 284
Total 234 36 36 36 32 30 29 27 24 16 18 284 SAMPLE
Civil Aircraft Forecast
©2021 May 2021
Analysis 4 The Market for General Aviation/Utility Aircraft
2021-2030 Table of Contents
Introduction ................................................................................................................................................................ 3 Major Market Trends ................................................................................................................................................ 4 Manufacturer Production Forecasts .................................................................................................................. 13
Table 1 - General Aviation/Utility Turboprops Unit Production by Headquarters/Company/Program 2021 - 2030 ............................................... 14
Table 2 - General Aviation/Utility Turboprops Value Statistics by Headquarters/Company/Program 2021 - 2030 ................................................ 17
Figure 1 - General Aviation/Utility Turboprops Unit Production 2021-2030 (Bar Graph) ..................................................................................... 20
Figure 2 - General Aviation/Utility Turboprops Value of Production 2021-2030 (Bar Graph) ............................................................................... 20
Table 3 - General Aviation/Utility Piston Aircraft Unit Production by Headquarters/Company/Program 2021 - 2030 ............................................... 21
Table 4 - General Aviation/Utility Piston Aircraft Value Statistics by Headquarters/Company/Program 2021 - 2030 ................................................ 24
Figure 3 - General Aviation/Utility Piston Aircraft Unit Production 2021-2030 (Bar Graph) ..................................................................................... 27
Figure 4 - General Aviation/Utility Piston Aircraft Value of Production 2021-2030 (Bar Graph) ............................................................................... 27
Table 5 - The Market for General Aviation/Utility Aircraft Unit Production by Headquarters/Company/Program 2021 - 2030 .................................. 28
Table 6 - The Market for General Aviation/Utility Aircraft Value Statistics by Headquarters/Company/Program 2021 - 2030 .................................. 33
Figure 5 - The Market for General Aviation/Utility Aircraft Unit Production 2021-2030 (Bar Graph) ..................................................................................... 38
Figure 6 - The Market for General Aviation/Utility Aircraft Value of Production 2021-2030 (Bar Graph) ............................................................................... 38
Table 7 - General Aviation/Utility Turboprops Unit Production % Market Share by Headquarters/Company 2021 - 2030 ................................... 39
Table 8 - General Aviation/Utility Turboprops Value Statistics % Market Share by Headquarters/Company 2021 - 2030 .................................... 40
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Figure 7 - General Aviation/Utility Turboprops Unit Production % Market Share 2021-2030 (Pie Chart) ............................................................ 41
Figure 8 - General Aviation/Utility Turboprops Value Statistics % Market Share 2021-2030 (Pie Chart) ............................................................. 41
Table 9 - General Aviation/Utility Piston Aircraft Unit Production % Market Share by Headquarters/Company 2021 - 2030 ................................... 42
Table 10 - General Aviation/Utility Piston Aircraft Value Statistics % Market Share by Headquarters/Company 2021 - 2030 .................................... 43
Figure 9 - General Aviation/Utility Piston Aircraft Unit Production % Market Share 2021-2030 (Pie Chart) ............................................................ 44
Figure 10 - General Aviation/Utility Piston Aircraft Value Statistics % Market Share 2021-2030 (Pie Chart) ............................................................. 44
Table 11 - The Market for General Aviation/Utility Aircraft Unit Production % Market Share by Headquarters/Company 2021 - 2030 ................................... 45
Table 12 - The Market for General Aviation/Utility Aircraft Value Statistics % Market Share by Headquarters/Company 2021 - 2030 .................................... 47
Figure 11 - The Market for General Aviation/Utility Aircraft Unit Production % Market Share 2021-2030 (Pie Chart) ............................................................ 49
Figure 12 - The Market for General Aviation/Utility Aircraft Value Statistics % Market Share 2021-2030 (Pie Chart) ............................................................. 50
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Analysis 4
©2021 May 2021
The Market for General Aviation/Utility Aircraft
Introduction Forecast International projects that makers of general aviation and utility aircraft will ship almost aircraft worth $ billion from 2021 through 2030. The forecast covers piston-powered and turboprop general aviation/utility aircraft and the Cirrus SF50 single- engine jet. It excludes production of business jets and Light Sport Aircraft (LSA).
The market had seen improving sales recently, and production topped aircraft in 2019. Production fell by only about 5 percent in 2020 despite the economic disruption caused by the COVID-19 pandemic. The decline was due almost entirely to weakness in the turboprop segment; production of piston aircraft was barely affected by the economic downturn in the U.S. and the rest of the developed world. In the U.S. – the world's largest market for general aviation aircraft – high-income individuals were largely spared the effects of the economic disruption
caused by the pandemic. Massive government stimulus kept interest rates low and maintained personal incomes even as the travel and hospitality industries were severely disrupted by COVID-19. The result was a bifurcated market in which private owner/operators continued to order new aircraft and commercial operators in the turboprop segment cut back.
We expect a recovery in the turboprop segment in 2021, and continued strength in the piston market in the near and medium terms.
Broken down by engine type, production of piston aircraft is forecast to total aircraft worth $ billion over the next decade. Production of turboprops will total aircraft worth approximately $ billion, and production of the single jet aircraft in the study, the Cirrus SF50 Vision Jet, will total aircraft worth $ billion.
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Cessna 208B Grand Caravan Source: Cessna Aircraft
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REPUBLIC OF KOREA PAMANONG TRADING COMPANYNam Hee Kim 79, Nonhyeon-roWindstone #1712, Seocho-guSeoul 06775 KOREAPhone: (82) 2 572 4349 or (82) 2 572 4371Fax: (82) 2 572 4370Email: [email protected]
ASIA, AUSTRALIA & PACIFIC RIMFORECAST INTERNATIONALJim Head, Sales ManagerPhone: 203.426.0800 ext. 152Toll-Free: 800.451.4975 (U.S. & Canada)Fax: 203.426.0223 Email: [email protected]
CHINA NATIONAL PUBLICATIONS (China)April ZhaoPO Box 8816 Gongti East RoadChaoyang Beijing 100020 CHINAPhone: (86) 10 6506 6688 ext. 8428Fax: (86) 10 6586 6970Email: [email protected]
ALLIED PUBLISHERS PVT. LTD. (India)R. Krishnan 25/10, Commander-In-Chief RoadEthiraj Lane, EgmoreChennai 600 008 INDIAPhone: (91) 44 2822 3470Email: [email protected]
EVAAviation (Japan)Toshiyuki Harada Meison Harajyuku 303, Sendagaya 3-16-3Shibuya-ku,Tokyo 151-0051 JAPANPhone: (81) 3 6380 6104 Email: [email protected]
AVIATION RESEARCH INSTITUTE (Japan)Kenichi Oyama 1-427-2 TakanoMisato City Saitama PrefTokyo 341-0035 JAPANPhone: (81) 50 3549 0101Fax: (81) 50 3549 0039Email: [email protected]@arijapan.com Website: arijapan.com/forecast
NORTH & SOUTH AMERICAFORECAST INTERNATIONALAlfred Struna, Sales ManagerPhone: 203.426.0800 ext. 140Toll-Free: 800.451.4975 (U.S. & Canada) Fax: 203.426.0223Email: [email protected]
EUROPEElena PeñaD. Ramón de la Cruz, 10128006 Madrid, SPAINPhone: (34) 91 402 32 36Email: [email protected]
EUROPE, MIDDLE EAST & AFRICAFORECAST INTERNATIONALJim Head, Sales ManagerPhone: 203.426.0800 ext. 152Toll-Free: 800.451.4975 (U.S. & Canada)Fax: 203.426.0223 Email: [email protected]
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