http://www.dsti.net/News/56816.htm
三菱飛機公司將在“一兩年”內決定是否推出100座MRJ加長改型機
[據英國《飛行國際》2009年10月9日報導]日本三菱飛機公司（MAC）銷售主管Yugo Fukuhara透露，MAC會在“一兩年”內決定是否正式啟動“三菱支線飛機”（MRJ）加長改型專案，但目前該加長改型機的訂價還未確定。該機預計將設有100個座位。在瑞士Interlaken 舉行的歐洲支線航空公司協會全體代表大會的會外活動期間，Fukuhara曾提到過，最終是否推出加長型機將取決於“需求和實際業務狀況”。
Fukuhara給出了將加長機定位在100座的兩個原因：一是在只有兩名機艙服務員的情況下座位最多只能到100，二是MAC分析認為101到110座飛機的市場需求“非常有限”。與88座的MRJ90和76座的MRJ70一樣，該加長機起初只是某綜合專案的可選修改部分。該綜合專案是在經過了4~8月間進行的初步設計審核以及客戶討論之後于9月份發佈的。為了“既滿足客戶需求，又能反映設計進度”，MAC不得不將原計劃進行了很多修改。例如，原先設計的碳纖維複合材料機翼盒段改成了鋁合金的。Fukuhara解釋說：“在MRJ這種尺寸的機翼上使用碳纖維，其實際減重效果並沒有預期的那麼好。”
儘管MAC同時也為波音787製造複合材料的機翼翼盒段，但公司主管市場行銷的副總裁Yosuke Takigawa特別強調說，修改MRJ機翼方案的決定與波音787的延期沒有半點關係。按照原方案，MRJ70和MRJ90將使用一樣的機翼，但現在改方案後，MRJ90的機翼需經過減重後才能安裝在MRJ70上，而加長機將使用MRJ90機翼的加強版。
機身方面的變化包括有增大機艙高度（使行李箱的空間相應增大）和把原來設計的一前一後兩個貨物隔艙改成一個（將後部隔艙擴大）。
本月初，美國支線航空公司（Trans State Holdings）簽署了一份採購最多100架MRJ（50架確定，50架意向）的意向書。在這之前MRJ僅有一份在2005年3月與全日本航空運輸公司（ANA）簽署的啟動訂單，訂單總數最多為25架，其中15架確定，10架可選。
MRJ預計在2012年首飛，首批交付計畫在2014年。目前訂價為4000萬美元的MRJ90將率先投入市場，MRJ70（3400萬美元）隨後一年推出。
在專案合作夥伴波音和薩伯的支援下，MAC打算自己主推MRJ飛機。MAC目前已經向美國聯邦航空局（FAA）、歐洲航空安全局（EASA）和日本民航局（JCAB）提出了型號認證的申請，並計畫在年底前選出負責飛行員訓練的合作夥伴。考慮到美國仍然是支線飛機的“最大市場”，Takigawa表示，MAC將“繼續與全球範圍內的航空公司保持接觸”。
Fukuhara認為MRJ系列飛機將憑藉其“更好的經濟性”在某些地區取代渦槳飛機。（中國航空工業發展研究中心 廖孟豪）
http://www.flightglobal.com/articles/2009/10/09/333238/decision-on-mrj-stretch-will-take-one-or-two-years.html
Decision on MRJ stretch will take 'one or two years'
By Niall O’Keeffe
DATE:09/10/09
SOURCE:Air Transport Intelligence news
Mitsubishi Aircraft (MAC) will decide on whether to launch formally a stretch version of the MRJ "in one or two years", but has yet to determine a list price for the proposed 100-seat variant, according to its director of marketing Yugo Fukuhara.
Speaking on the sidelines of the ERA General Assembly in Interlaken, Switzerland, Fukuhara said that launch of the stretch version was "subject to demand and business case".
The stretch's seat capacity has been set at 100 for two reasons, explains Fukuhara: 100 is the maximum number of seats that can be flown with just two cabin attendants, and demand in the 101-110-seat market is considered by MAC to be "very limited".
The stretch, which would join the 88-seat MRJ 90 and 76-seat MRJ 70, was first mooted as part of a comprehensive programme revamp revealed in September, following a preliminary design review and customer discussions that ran between April and August.
The revamp brought a host of changes intended to "accommodate customer requirements and reflect design progress". These included a switch from carbon-fibre composite wing boxes to aluminium ones. "The weight reduction by applying carbon fibre to the MRJ's size of wing was less than expected," explains Fukuhara.
A division of MAC manufactures composite wing boxes for the Boeing 787, but senior vice president of sales and marketing Yosuke Takigawa stresses that the US airframer's programme delays were not a factor in its decision to amend the MRJ's design.
Where previously the MRJ 70 and 90 were intended to share a common wing, the plan now is develop a lighter version of the MRJ 90 wing for the 70 and a strengthened version for the stretch.
Changes to the fuselage design included a heightening of the cabin, allowing larger overhead bins, and a switch from two cargo compartments (one aft and one forward) to just one (an enlarged aft compartment).
Earlier this month US regional carrier Trans State Holdings signed a letter of intent to take up to 100 MRJ aircraft (50 firm, with 50 options). This followed a launch order from All Nippon Airways (ANA) in March 2005. The ANA order comprised 15 firm aircraft and 10 options.
First flight of an MRJ is due in 2012, with first delivery scheduled for 2014. The MRJ 90, which has a list price of $40 million, will come to market first, with the MRJ 70 ($34 million) following a year later.
MAC intends to support the aircraft itself, with support from programme partners Boeing and Saab. It has made applications to the Federation Aviation Administration (FAA), European Aviation Safety Agency (EASA) and Japanese regulator JCAB for type certification, and plans to downselect pilot training partners by the end of this year.
While acknowledging that the USA is "still the biggest market" for regional jets, Takigawa says that MAC "continues to talk to airlines around the globe".
Fukuhara believes that MRJs could replace turboprops in some areas thanks to their "better economics".
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