RE:RE:RE:RE:Potential revenue stream Before covid there were discussions that Mitsubishi might restart CRJ production with Bombardier building it for them.
Like i said on my first post, this might not happen with Global jets. But it was when Bombardier was building CRJ that the sp was flying very high. They were the money maker not the bizz jet so imagine the margins on CRJ.
Nordico wrote: I also think you should lay off the coke with this G8000 RJ idea. A big Global is way more expensive than a Challenger stretch; would be uneconomical and far too expensive for regional airlines vs. buying standard regional jets.
stockitnow wrote: You are wrong in all your assumptions. Its all about the wings. Global 75/8000 wings are designed for long range high altitude cruise in thin air. RJ wings are designed for short haul hops.
Compare Global 7500 fuselage length to CRJ and they are about same. But wing span for CRJ is about 20 feet shorter.
Engines are also lower thrust on CRJ by alot. CRJ engines ~14k thrust, Global 7500 ~19k thrust.
Extra long wing span and bigger engines add weight. You are forgetting about pilot clause that limit max weight and range of aircraft. Embraers E2 does not meet the clause and Embraer cant make E2 light enough to bring it in to clause.
PabloLafortune wrote: How much savings can there be to change the wings and engines? Why not just convert the 8000 to commerical operations and lower the sales price such that the profit is the same as it would have been had you gone ahead and changed the wings and engines? If you're afraid of cannibalizing business jet sales and resale values, just subsidize the lease as long as the aircraft is used for commerical operations. Also, what is the point of lowering the product cost and range to compete with Embraer when you can sur/pete (from Edward De Bono) with a product that Embraer CANNOT compete with? Also, less R&D that way so if it doesn't work out, you're out a lot less $. Can try routes like YVR-MIA or Toronto - Lima. Just my amateur opinion.