If you’ve ever been stranded in a remote location with limited flight options or having to board a seemingly wasteful connecting flight, you’ll be familiar with the frustrations of regional air travel.

However, regional connectivity plays a profound role in bridging otherwise inaccessible communities and enabling the economic development of underserved regions. Air Inuit for example is the sole operator transporting both passengers and cargo to and from the northernmost communities of southern Quebec as well as Nunavik’s 14 coastal villages. “We remain committed to our mission of providing essential services, serving the Inuit people, and maintaining the lifeline that it represents,” Christian Busch, CEO, says.

The trouble is jet engines are optimized for cruising at high altitudes, not for the frequent takeoffs, landings, and ground taxiing that short- haul flights require. Jet engines are also costly and wear out similarly, whether used on short or long flights. This inefficiency for short-haul travel poses a real dilemma catch-22 for those looking to decarbonize.

With its flagship project the ES-30, Swedish startup Heart Aerospace is developing an electric aircraft specifically for regional travel, aiming to achieve certification by 2028. According to Anders Forslund, co- founder & CEO, “A 200-kilometer flight emits twice as much fuel per kilometer as a 1,000-kilometer flight.”

Given the high demand, Embraer plans to consolidate its core market segment of up to 150 seats while studying electric, hybrid, and hydrogen options under the Energia project aircraft family. In 2022, ATR, which claims to be the lowest-emission regional aircraft on the market, delivered a new engine which they report has resulted in the ATR 72- 600 emitting 45 percent less CO2 per trip than a regional jet of a similar size. “On the CO2 emissions side, on a typical regional route of 250 to 300 nautical miles, ATRs only emit 69 grams of CO2 per seat and per kilometer, less than a hybrid car,” CEO Nathalie Tarnaud Laude says. But the demand for models capable of longer distances without stops isn’t going anywhere. Jeff Lake, CEO of Duncan Aviation, says, “Our business has shifted from predominantly small Cessnas and Learjets to larger Falcon, Bombardier, and Gulfstream aircraft, leading to increased demand for ultra-large aircraft.” AAR is also expanding its wide-body aircraft capabilities for the 787 and A350, particularly in Europe and Asia.

John M. Holmes, president and CEO, AAR adds: “The democratization of flight and rising incomes across Asia have driven significant growth not just in MRO services, but also in our parts supply business. As airlines in these regions mature, they become more open to lower- cost aftermarket solutions, especially given the ongoing OEM supply chain challenges.”