An Overview of Commercial Aircraft

An Overview of Commercial Aircraft
2018 - 2019
Aviation Research (AR) An Overview of Commercial Aircraft
2018 - 2019
For Each Aircraft Type:
- Type Description
- Performance Data
- World Fleet Data
- Engine Split
For Each Aircraft Category:
- Payload-Range Diagrams
Albert Muntane Casanova
Bert van Leeuwen
Coen Capelle
Simon Finn
Steven Guo
Disclaimer: This booklet dated December 2017 has been prepared by DVB Bank SE’s (‘DVB’) Aviation Research department (‘AR’) for general information purposes. Although DVB has checked the information contained in this guide carefully, DVB does not warrant that the information in this guide is complete, correct or up-to-date. Nothing contained in this booklet should be regarded as any kind of advice relating to the suitability or otherwise of the subject matter for any particular purpose. Except to the extent that liability under any applicable law or regulation cannot be excluded, neither DVB, nor AR or any other member of DVB is liable for loss or damage of any kind arising as a result of any opinion or information expressly published or implied in this report notwithstanding negligence, default or lack of care by DVB or that such loss or damage was foreseeable. Neither DVB nor AR or any member of DVB accepts liability in any way (including by reason of negligence) for errors in, or omissions from, the information in this guide. The content of this report is proprietary and cannot be used, copied, reproduced, disseminated and/or distributed to other parties without AR’s prior written consent. The pictures in this booklet were provided by
Bert van Leeuwen, Coen Capelle or the OEMs.
Aviation Research (AR)
Page 1
An Overview of Commercial Aircraft 2018 - 2019 Introduction
For an asset-based financier, the characteristics of assets used as loan collateral are of great importance. An in-depth understanding of the asset is essential to be able to assess the viability of financing opportunities. DVB Bank SE is a leading financial specialist in international transport finance. DVB’s Aviation division uses this expertise to act as a highly specialised Max. Payload: In case of a freighter aircraft, the maximum gross payload includes the weight for containers and/or pallets and is limited by the Maximum Zero Fuel Weight (MZFW).
Operators: The number of commercial operators which have the subject aircraft type in service, on (firm) order or in storage (September 2017).
The number of operators generally gives an indication of remarketing prospects but, the quality of the operator base is not expressed.
A large number of weaker operators may also confer a higher likelihood of bankruptcy-driven aircraft lender. surplus (especially for older types) in the event of In addition to the individual aircraft overview,
AR has included diagrams which give an indicative overview of the various seat-range characteristics of the individual aircraft types within a specific category (regional, narrowbodied, wide-bodied and freighter aircraft).
Range: Indicates the range of the aircraft in nautical miles with the specific passenger payload identified. Aircraft are categorised by size. Aircraft in a given size-category but with less range than their peers may suffer reduced market acceptance. a downturn.
AR has decided not to include any value references as such information could be confusing and/or easily misconstrued as it requires a broad explanation of definitions and assumptions. For a view on the various values of the aircraft types, AR can always be contacted For each aircraft type, key data includes:
Engine Options: Indicates the various engine selections for the subject aircraft type’s total fleet (in service + on order + in storage). The fragmentation of the various engine types is directly. expressed as a percentage of the total fleet.
Engine types which were offered but never produced or ordered are not included. A fleet fragmented by engine type may have more limited Last Delivery: Indicates the month and year in which the last example of the specific aircraft type was delivered. For an aircraft type that is still in production, a status of “N/A” (Not Applicable) has been assigned. If the manufacturer has announced it will end production of the aircraft type, then the month of the final aircraft delivery is estimated.
Class: Short description of size and/or range category to which the aircraft belongs.
First Flight: Acts as a guide to the age of the technology employed in the aircraft model.
AR hopes that this booklet proves to be a useful instrument for a better and broader understanding of the assets that the Aviation remarketing prospects. division is concerned with. For specific questions or suggestions for improvement, please contact First Conversion: For cargo aircraft that have been converted from the passenger role, this indicates the year in which the first (cargo) conversion into the subject aircraft type/variant the AR team. The aircraft description section generally contains the background of the subject aircraft has taken place. type, some technical and/or operational characteristics accompanied with market information and possibly information on the Schiphol / London market potential for freighters (both production December 2017 and converted freighters). Any qualitative statements should be regarded as AR’s current opinion of the type, which is not necessarily the official opinion of DVB Bank SE.
In Service: Number of the aircraft type in service with commercial operators (September 2017).
DVB Aviation Research
Standard Seating: Refers to the manufacturer’s quoted seat counts for “high-density” /
On Order: Number of unfilled firm orders for the aircraft type awaiting delivery to the commercial customers of the manufacturer (September 2017).
“maximum seating” and 2-class arrangements, as printed in the manufacturer’s marketing material. Seat pitches may not be equal across aircraft manufacturers or even between a single In Storage: Quantity of the aircraft type recorded as in storage and eligible for commercial operation manufacturers aircraft models. (September 2017).
An Overview of Commercial Aircraft 2018 - 2019 Aviation Research (AR)
Page 2 Page 3 Table of Contents
Introduction 2-3
767-300/300ER 63
767-400ER 65
787-8 66
McDonnel Douglas Airbus
Table of Contents 4-5
MD-90-30 117
MD-81/82/83/88 115 A320-200 Converted Freighter 140
MD-87 116 A321-200 Converted Freighter 141
Airbus Aircraft 6
787-9 69
787-10 70
777-200 71
A318-100 6
A319-100 7
777-200ER 72
777-200LR 74
777-300 75
A319-100N (NEO) 8
757-200PF 143
A320-200 9
MRJ70 144 118 757-200SF
A320-200N (NEO) 11
A321-100 13
777-300ER 76
777-8 78
MRJ90 119 145 757-200Combi
MRJ100X 121
A321-200 14
777-9 79
A321-200N (NEO) 15
A321-200NX (“A321NEO LR”) 16
A300-600(R) 18
A310-200/300 19
A330-200 20
747-400(ER) 81
747-400M ‘Combi’ 82
747-8I ‘Intercontinental’ 83
A310-200F/300F 146
SSJ100-95 147 122 A300-600F
A300-600 Converted Freighter 148
A330-200F 149
DVB Aviation
Asset Expertise, Innovative Solutions 85
A330-800N (NEO) 22
A330-300 24
A330-200/300 Converted Freighter 150
MS-21-200/300 124
A330-900N (NEO) 26
A340-200 28
Bombardier Aircraft 93
A340-300 29
767-200(ER)PC/SF 152
A340-500 30
CRJ700 / CRJ700 NextGen 94
CRJ900 / CRJ900 NextGen / CRJ705 95
CRJ100/200/440 93
ARJ21-700/900 767-300F 153 126
C919 767-300(ER)BCF/SF 154 128
A340-600 31
A350-800 33
A350-900 34
CRJ1000 NextGen 96
Turboprop Aircraft 129 McDonnel Douglas
A350-1000 36
CS100 97
A380-800 37
CS300 100
ATR 72-500/600 129 MD-11F 155
DHC-8-401/402 MD-11BCF 156
Boeing Aircraft 40
Embraer Aircraft 102
(Dash-8 Q400/Q400NextGen) 131
717-200 40
737-300 41
737-400 42
737-500 43
737-600 44
737-700 45
737-7 47
ERJ-135 102
ERJ-140 103
ERJ-145 104
170 105
Freighter, Combi and Convertible Aircraft 133
777 Freighter 157
777-200(ER)BCF 158
747-400(ER)F 159
747-8F 161
175 106
CRJ100/200PF CRJ100/200SF 747-400BCF/BDSF 160 133
McDonnel Douglas
MD-80SF 134
175-E2 108
190 109
737-800 49
737-8 50
190-E2 110
195 111
Payload-Range Diagrams 162
737-8-200 51
737-900 53
737-900ER 54
737-9 56
195-E2 112
Boeing Picture gallery 169
Other Passenger Aircraft 113
737-300SF/300C 135
737-300QC 136
737-10 58
757-200 59
757-300 61
767-200/200ER 62
737-400SF/400C 137
737-700SF 138
70 113
100 114
737-800SF/800BCF 139
An Overview of Commercial Aircraft 2018 - 2019 Aviation Research (AR)
Page 4 Page 5 Airbus Aircraft
Airbus A318-100 Airbus A319-100
As the smallest member of the A320 family, the A318 is a niche-market
The A319 is a simple shrink of the baseline A320. Like its main competitor, the 737-700, it is used by a wide range of operators. The increased MTOW options combined with up to two additional fuel tanks give the A319 a relatively long range by single aisle standards.
Since 2013 “Sharklets” have been available for the A319s resulting in
4.0% fuel burn improvement and 500kg more payload. In late October
2013, Airbus launched a Sharklet retrofit programme – replacing the original wingtip fences for in-service A320 Family aircraft (MSN 1200 and above). Airbus developed cabin enhancements to raise the A320 family's seating capacity through changes to cabin monuments (new
Bodied Jets Narrow-Bodied Jets rear galley configuration and lavatory design) and the use of slim-line seats. In 2014, the Aviation Authorities reassessed the A320 family exit limit to increase the A320 exit capability which allowed a higher seating capacity on A320 family aircraft. For the A319 with the single over-wing exit, all these initiatives improved the seat count by up to pitch), 156 (maximum fifteen additional seats, resulting in lower operating cost per seat. aircraft designed for A320 family operators who require a small 100seat aircraft and prioritize fleet commonality over lower operating cost.
Because the A318 is a ''double shrink'' from the baseline A320 model it is relatively heavy and is therefore unable to compete with purposebuilt 100 seaters such as the Embraer 190/195 and the Bombardier
CS100. As a result it has a small operator base and order book. In June
2007, it was certified by the European Aviation Safety Agency for steep approach operations, making it the largest commercial aircraft to operate at airports such as London City. Next to the CFM56-5B, which can be used on all members of the A320ceo family, Airbus offered PW6000 engines, which may have operational advantages but, undermine the commonality with other A320 family aircraft, the A318’s strongest selling argument. In addition the PW6000 suffered serious
Class: Small Narrow- Class: Moderate Size
First Flight: 15 January 2002
First Flight: 29 August 1995
Standard Seating: 107 (2-class; 38-, 32in technical setbacks which lead to the cancellation of many A318 orders, pitch), 132 (maximum leaving AVIANCA Brazil as the only operator of the PW6000. Only
Standard Seating: 124 (2-class; 36-,32in seating; 29/30in pitch) fifteen P W-powered A318s have been built. In 2010, the first A318
(2004 built, CFM engines) was parted out. Eleven (all ex-Frontier CFM seating; 28/29in pitch) Airbus developed a second over-wing emergency exit option, initially for easyJet, allowing an increase from 145 to 156 passengers. This version proved to be popular in the used equipment market, but with the revised exit limit using wider escape slides, this double over-wing
Engine Options: PW6000A (17%), Engine Options: CFM56-5A (10%), -5B exit is no longer an advantage, except for reasons of fleet commonality.
Range: 1,500 – 3,100nm powered aircraft) A318s have already been scrapped. The A318 has a high commonality with the other A320 family models, making it more valuable today in parts than as a “flyer”.
Range: 1,900 – 3,750nm
CFM56-5B (83%) (56%), IAE V2500-A5
The A319 is also offered in a low-density long range version for (high)
(33%) TBD (1%) premium services and as an intercontinental corporate jet with up to six additional fuel tanks. There are 65 A319s in service as corporate/ private jet/VIP/Head of State aircraft (called the ACJ319, one on order and eight stored for a total of 52 customers).
In Service: 44
On Order: 0
In Service: 1,316
On Order: 25
In Storage: 27
In Storage: 3
For a long time the A319 was the second most popular member of the A320 family but, based on the current trend in orders, it has lost this position to the A321. With just 27 A319s on order and only 17 orders placed in the last two years, A319 sales have been lagging behind the larger A320 and A321 which have lower seat-mile costs due to their larger seating capacity. The outlook for the A319 is rather unclear. The biggest operator, easyJet has started to gradually phase out the A319 but, on the other hand, low cost carriers such as Allegiant and Volotea are looking for second hand A319s as they transition their fleets from the MD-80 / Boeing 717 to a fleet of Airbus narrow-bodied aircraft.
The small narrow-bodied aircraft segment has seen some new entrants in the last years. Bombardier has stepped in with the all-new CS300 that may have up to 160 seats in high-density configuration. Embraer offers the re-designed and re-engined E195-E2, which has a stretched fuselage compared to the old E195 (+10 seats) and now offers ~135 seats. Arch-rival Boeing offers the 737-700 in the same capacity class as well as the re-engined and slightly stretched “MAX” version, dubbed
737-7. The new Russian MC21-200 also competes in this market.
Airbus itself is offering the A319neo, a re-engined A319-100 with approximately 15% lower fuel burn. The A319neo will be available from mid-2018. Given its small fuselage, a freighter conversion for the A319-
100 is very unlikely.
Operators: 9
Operators: 131
Last Delivery: N/A
Last Delivery: April 2015
An Overview of Commercial Aircraft 2018 - 2019 Aviation Research (AR)
Page 6 Page 7 Airbus A319-100N (NEO) Airbus A320-200
In December 2010, Airbus launched the 'New Engine Option' (or “NEO”) for the A320 family. The base-line A320neo entered service in 2016 and the shorter A319neo will probably in 2018 Like the A320neo, the A319neo will be powered by either Pratt Whitney's PW1100G
('Geared Turbo Fan') engines or CFM's new LEAP-1A engines. These larger (higher bypass ratio) and slightly heavier engines reportedly will offer a 15% fuel burn advantage over today's engines. Together with some aerodynamic and structural adjustments and new winglets
('Sharklets'), the anticipated net efficiency gain is expected to be 10-
The A320-200 is the baseline aircraft of the Airbus narrow-bodied aircraft family and is one of the most successful jets in history with respect to sales volume. The A320 was initially developed in two different payload/range variants. The A320-100 was the first variant and only 21 were delivered. The second variant is the longer range
A320-200, featuring wingtip fences and increased fuel capacity. The selection of the A320 by JetBlue in 1999, highlighted the successful entrance of the A320 family in the low cost market and was followed by more low-cost (start-up) airline orders, particularly from Asia.
Unlike the Boeing 737 "Next Generation" family, the A320 family has
Bodied Jets Bodied Jets the option to be equipped with either CFM56 or IAE V2500 (PW6000 instead of V2500 on the A318) engines. Although this choice is an advantage for operators during purchase negotiations, in theory two sub-fleets could limit remarketing options. In case of the A320 the two design. sub-fleets each have enough critical mass to ensure market liquidity.
31in pitch),160 Early versions of the A320s were powered by the older V2500-A1 or
(maximum seating; (maximum seating; CFM56-5A engines, but since the mid-1990s, the improved V2500-A5
28/30in pitch) 28/30in pitch) and CFM56-5B has become the production standard. The older
V2500-A1 engines, despite a “Phoenix” upgrade kit, need substantially more maintenance which makes them much less attractive. As from late
2012, so-called 'Sharklets' (Airbus marketing name for winglets) have been available for new A320s resulting in approximately four percent
-5B (55%), IAE PW1100G-JM (0%), better fuel burn which further enhances operational flexibility (500kg
V2500-A1 (1%) -A5 TBD (36%) more payload or 150nm additional range). Airbus launched a Sharklets
(38%), TBD (1%) retrofit programme for in-service A320 Family aircraft (MSN 1200 and above) in late October 2013. Airbus has developed cabin enhancements to raise the A320 Family's seating capacity through changes to cabin monuments (new rear galley configuration and lavatory design) and the use of slim-line seats. In 2014, the Aviation Authorities reassessed the A320 family exit limit to increase the exit capability, which also contributes to a higher seating capacity. For the A320, all these initiatives improved the seat count by up to nine additional seats (or six for FAAregistered aircraft), resulting in a lower average fuel burn per seat.
Class: Moderate Size Narrow- 15% for the A319neo vs. the A319. Under the name “Increased Cabin Class: Medium Narrow-
Efficiency” (“ICE”), Airbus offers new slim-line seats and a change of cabin monuments (Space flex / Smart Lavatories) which raised the A319neo’s seating capacity to 140 or to 160 seats (albeit at a smaller seat-pitch), so improving further the seat-mile economics of the A319 First Flight: 31 March 2017
First Flight: 27 June 1988
Standard Seating: 140 (2-class; 36-,
Standard Seating: 150 (2-class; 38-,
32in pitch ), 180
Apart from competing with the 737 MAX 7, the A319-100N was also intended to fend off competition from Bombardier's CS300 and a possible “CS500” stretch of that aircraft type. In October 2017, Airbus took a majority share in the Bombardier C-Series, the CS100 and CS300 becoming part of Airbus’ offerings in this market segment. This is likely to diminish future sales of the A319neo since the CS300 has lower operating costs and may prove more popular than the A319neo if it receives the proper marketing and aftersales support.
Range: 2,100 - 3,750nm
Range: 2,650 - 3,300nm
Engine Options: CFM LEAP-1A (64%), Engine Options: CFM56-5A (5%)
In Service: 0
On Order: 47
With only 47 A319-100N aircraft on order from just three operators
(AVIANCA, Frontier and one unannounced customer), it is the slowest selling variant of the new A320neo family. It has attracted fewer orders than its main competitor, the equally slow- selling Boeing 737 MAX 7.
With new entries in the 120-140 seats segment (CS300, E195-E2, MS-
21) and dwindling sale of the 737-700 and A319ceo, the A319-100N will enter a tough market. The A319-100N made its first flight on 31 March
2017 and service-entry is scheduled for mid-2018.
In Service: 4,048
On Order: 231
In Storage: 0
In Storage: 62
Operators: 3
Operators: 266
Last Delivery: N/A
Last Delivery: N/A
In early 2014, P W announced that it is developing the “Advantage” hardware package (improved blade profiles and component contours) for the PW1100G-JM geared turbofan that should reduce fuel consumption by five percent after. The PW1100G-JM Advantage will be introduced to production engines in 2019 and no retro-fit option for the new components will be made available for existing PW1100G engines in the global fleet. As observed in the past, the introduction of hardware improvements to the engine production line (without a retro-fit option for the in-service fleet) may impact the values of the first A320neo family aircraft, equipped with the earlier and therefore less efficient PW1100G-JM engines. Airbus also offers a Corporate Jet version of the A319neo.
In December 2010, Airbus launched the A320neo family as fifteen percent more efficient successor aircraft to the current generation of the A320 family. The first “A320-200N” was delivered to Lufthansa in
January 2016. Despite the launch of the A320-200N and the trend in recent years of swapping orders to the larger A321, sales of the current
A320 aircraft have remained high. In mid-2017 there was still a backlog of ~230 Airbus A320-200s. Since early 2016 (the service entry of the A320-200N), Airbus has received orders for ~120 new A320-200s.
Allegiant Air, normally acquiring used A320s, surprised the industry by placing an order for twelve new Airbus A320-200s (now called
“A320ceo”) with deliveries scheduled for 2017 and 2018. Allegiant was probably offered attractive conditions to take these “last-off-the-line”
A320ceos, as Airbus ramps up sales for the A320neo. Other airlines which ordered these last-of-the line A320ceos were probably also attracted by these discounts but, the near-term delivery positions of An Overview of Commercial Aircraft 2018 - 2019 Aviation Research (AR)
Page 8 Page 9 Airbus A320-200N (NEO) these new aircraft with their proven technology were another important reason to opt for the A320ceo. Given the large order backlog for all
A320 family aircraft (CEO and especially NEO), the production rate for the A320 family will be increased from the current level of 42 aircraft a month to 50 a month in Q1 2017 and finally to 60 aircraft a month by mid-2019 with a new line in Hamburg. The New Final Assembly
Line (FAL) in Mobile (Alabama, USA) will produce about three / four aircraft per month by 2018 and has presented a business case for higher production rates. Together with its current facilities in Hamburg,
Toulouse, and Tianjin, Airbus now has a global network of five FALs to serve customers from different continents. The introduction of the Bodied Jets
A320neo Family is likely to impact values of current generation narrowbodied aircraft, but the degree will depend on the price of fuel.
In December 2010, Airbus launched the 'New Engine Option' for the A320 family. A320neo’s customers have the choice between either the Pratt Whitney's PW1100G-JM ('Geared Turbo Fan') engines or CFM's new Leap-1A engines. The larger (higher bypass ratio) and slightly heavier engines will reportedly offer a 15% fuel burn advantage over today's engines. With some aerodynamic and structural adjustments together with new winglets ('Sharklets'), the anticipated efficiency gain is expected to be 10-15% for the whole aircraft when compared to today's A320-200 (A320ceo) production standard. In terms of payload/ range, this should result in approximately two tonnes higher useful payload capability over a typical A320 mission or a 500nm increase in range. As at September 2017, more than 3500 A320-200N’s (NEO) have been ordered, making it the fastest selling aircraft ever.
Class: Medium Narrow-
First Flight: 25 September 2014
In 2007, Airbus launched a Passenger-to-Freighter (P2F) cargo conversion programme for the A320, together with EFW and Russian 30in pitch), 189 companies IRKUT and United Aircraft Corporation (UAC). But only (maximum seating; three years later Airbus and its partners announced a decision “to 28/30in pitch) stop and freeze“ the programme and dissolve the partnership. PacAvi subsequently announced an independent cargo conversion for the A320 (and A321) in 2014 and inducted an A320-200 for conversion in a facility at Hahn airport. Conversion of this aircraft began in January