Bombardier CSeries
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The Bombardier CSeries was a new family of 100-seat regional jets scheduled to enter service in 2010. As of January 31, 2006, the project has been indefinitely suspended.
Suspension of Program
On January 31, 2006, Bombardier announced it would not go forward with plans to develop the CSeries. In interviews, company President Pierre Beaudoin spoke of how the current market conditions did not justify the launch at that time. There were three integral points that needed to be realized in order to greenlight the program. These were;
· Attaining the right product performance
· Elaborating a viable business case, including program financing
· Confirming firm launch orders
According to the president of the company, the third condition was not yet met, largely due to complex market dynamics and delivery timing, which led to the decision (Northwest Airlines had been tipped as the likely launch customer). However, a team within Bombardier will continue work on the CSeries, and there may be a revival in the future, possibly as a co-operative project with another airframe manufacturer such as Sukhoi.
Bombardier also announced that rather than continuing full-scale development of the CSeries it would work on further stretches of the Canadair Regional Jet and Q400.
Background
As of 2005 two models had been announced: the 110-seat CSeries and the 130-seat CSeries. The CSeries was larger than the current Canadair Regional Jets, and replaced the cancelled BRJX project. The CSeries would use proven systems, materials and leading-edge technology, optimized for the lower end of the 90- to 149-seat market.
The aircraft were designed to seat passengers in a 3 by 2 arrangement in coach and a 2 by 2 arrangement in business/first class, similar to the Boeing 717. Unlike the 717, the aircraft would have under-wing turbofans, much like the Boeing 737. The CSeries cross-section was designed to give enhanced seating comfort for passengers, with features like broader seats and armrests for the middle passenger and larger windows at every seat to give every passenger the physical and psychological advantages of ample natural light.
The CSeries cabin would also have had large, rotating baggage bins, a first for single aisle aircraft, allowing each passenger to stow a sizeable carry-on bag on board. Compared to the cabins of current in-service narrowbody aircraft, the CSeries would have provided airlines with the largest overhead bin volume per passenger and a wider aisle that would allow for faster boarding and disembarkation of passengers.
It would have competed directly against the EMBRAER E-Jets, the Airbus A318, and the Boeing 737 families.
Specifications
C-110
Performance
Range @ Max. Pax
C110 STD (110 passengers) 1,800 NM 3,335 km
C110 ER (110 passengers) 3,000 NM 5,560 km
Speed Mach kts. mph km/h
Max Cruise Speed 0.82 470 541 870
Normal Cruise Speed 0.78 447 514 828
Maximum Operating Altitude 41,000 ft 12,496 m
Preliminary Data:
Configuration- 110 Passengers Seated @ 32" Pitch Three Flight Attendants
Cabin Windows- Large 11" X 16" Positioned High
Passenger Seats- 18.5" Wide Economy Class Seats (19.5" Mid Seat) 20.0" Wide Business Class Seats Slim Profile Design Large Under-seat Stowage Area
Cargo Compartments - Usable 830 ft3 7.6 ft3/pax 39.5" Height
110 Seats single class. 99 Seats Dual Class.
C-130
Configuration- 130 Passengers Seated @ 32" Pitch Three Flight Attendants
Cargo Compartments - Usable 1058 ft3 8.1 ft3/pax 39.5" Height
All other items identical.
According to Bombardier, the C-110 will carry a cash operational cost 15% lower than the Boeing 717, and 17% lower than the Airbus 318. Given most recent FAA FORM 41 Data, the hourly direct operating cost for the C-110 version of approximately $1800 USD per hour.
Source: Bombardier
Related content
Related development
Similar aircraft
Designation series
External links
- [Bombardier CSeries page]
- [Flight International article on Northwest order potential]
- [Flight International article on Bombardier's plans for "son of CSeries" and possible co-operative development]
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