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CSeries
CSeries CS300 prototype with the gear almost retracted
Role Narrow-body jet airliner
National origin Canada
Manufacturer
Designer Bombardier Aerospace
First flight 16 September 2013[2]
Introduction 15 July 2016 with Swiss Global Air Lines[3]
Status In production
Primary users Swiss International Air Lines
airBaltic
Korean Air
Produced 2012–present
Number built 29 As of 31 March 2018[4]

The CSeries or C Series is a family of narrow-body, twin-engine, medium-range jet airliners marketed by Airbus, but designed by and built in partnership with Canadian manufacturer Bombardier Aerospace.

The 108 to 133-seat CS100 (officially BD-500-1A10[5]) made its maiden flight on 16 September 2013, was awarded an initial type certification by Transport Canada on 18 December 2015 and entered service on 15 July 2016 with Swiss Global Air Lines. The 130 to 160-seat CS300 (officially BD-500-1A11[5]) first flew on 27 February 2015, received an initial type certification on 11 July 2016, and entered service with launch customer airBaltic on 14 December 2016. At service entry operators realized a 21% lower fuel burn for the CS300 in replacing 32-year-old B737-300s, with a dependability above 99.3%, and 25% lower costs than the RJ100 for the CS100, while the passengers' and pilots' feedback is positive for the cabin and flight controls.

Airbus purchased a 50.01% majority stake in the CSeries program in October 2017, with the deal closing in July 2018. As part of the deal, Bombardier retained a 31% stake in the aircraft and Investissement Québec retained a 19% stake. Airbus plans to open a second assembly line for the aircraft at its Mobile, Alabama factory.

Development

BRJ-X

BRJ-X concept

When Fokker, which produced the Fokker 100 100-seat short-haul aircraft, was in difficulty, discussions began with Bombardier on 5 February 1996. After evaluating Fokker's opportunities and challenges, Bombardier announced an end to the acquisition process on 27 February.[6] On 15 March, Fokker was declared bankrupt.

On 8 September 1998, Bombardier launched the BRJ-X, or "Bombardier Regional Jet eXpansion", a larger regional jet than the Canadair Regional Jet due to enter service in 2003. Instead of 2–2 seating, the BRJ-X was to have a wider fuselage with 2–3 seating for 85 to 110 passengers, and underwing engine pods.[7] It was abutting the smallest narrow-body jetliners, like the 2–3 DC-9/MD-80/Boeing 717 or the 3–3 A318 and 737-500/737-600. At the end of 2000, the project was shelved by Bombardier in favour of stretching the CRJ700 into the CRJ900.[8]

Meanwhile, Embraer launched its four-abreast, under-wing powered E-jets for 70 to 122 passengers at the Paris Air Show in June 1999, which made its maiden flight in February 2002 and was introduced in 2004. Airbus launched its 107-117 passengers A318 shrink on 21 April 1999,[7] which made its first flight in January 2002, as Boeing had the 737NG-600 first delivered in September 1998.

Feasibility study

CSeries 2-3 seating

Bombardier appointed Gary Scott on 8 March 2004 to evaluate the creation of a New Commercial Aircraft Program.[9] Bombardier launched a feasibility study for a five-seat abreast CSeries at Farnborough Airshow in July 2004 to replace aging DC-9/MD-80, Fokker 100, Boeing 737 Classic and BAe-146 with 20% lower operating costs, and 15% lower than aircraft produced at the time. The smaller version should carry 110 to 115 passengers and the larger 130 to 135 passengers over 3,200 nautical miles.[10]

Bombardier's Board of Directors authorized marketing the aircraft on 15 March 2005, seeking firm commitments from potential customers, suppliers and government partners prior to program launch. The C110 was planned to weigh 133,200 lb (60,420 kg) at MTOW and have a length of 114.7 ft (35 m), while the C130 should be 125.3 ft (38.2 m) long and have a 146,000 lb (66,226 kg) MTOW. It would have 3-by-2 standard seating and 4-abreast business class, 7 ft (2.1 m) stand-up headroom, fly-by-wire and side stick controls. 20 percent of the aircraft weight would be in composite materials for the center and rear fuselages, tail cone, empennage and wings. First flight was planned for 2008 and entry into service in 2010.[11]

In May 2005, the CSeries development was evaluated at US$2.1 billion, shared with suppliers and partner governments for one-third each. The Government of Canada would invest US$262.5 million, the Government of Quebec US$87.5 million and the Government of the United Kingdom US$340 million (£180 million), repayable on a royalty basis per aircraft.[12] The UK contribution is part of an investment partnership for the location of the development of the wings, engine nacelles and composite empennage structures at the Belfast plant,[13] where Bombardier bought Short Brothers in 1989.

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.[14]

On 31 January 2006, Bombardier announced that market conditions could not justify the launch of the program, and that the company would reorient CSeries project efforts, team and resources to regional jet and turboprop aircraft. A small team of employees were kept to develop the CSeries business plan, and would include other risk-sharing partners in the program.[15]

Program launch

PW1500G turbofan under the CSeries wing

On 31 January 2007, Bombardier announced that work on the aircraft would continue, with entry into service planned for 2013.[16] In November 2007, Bombardier selected the Pratt & Whitney Geared Turbofan, now the PW1000G, already selected to power the Mitsubishi Regional Jet, to be the exclusive powerplant for the CSeries, rated at 23,000 lb thrust (102 kN).[17]

On 22 February 2008, the Board of Directors authorized Bombardier to offer formal sales proposals to airline customers of the CSeries family, providing 20% better fuel burn, and up to 15% better cash operating costs versus similarly sized aircraft produced at the time, with the interest of Lufthansa, Qatar Airways and ILFC.[18]

CSeries display model, presented during the 2008 Farnborough Airshow.

On 13 July 2008, in a press conference on the eve of the opening of the Farnborough Airshow, Bombardier Aerospace formally launched the CSeries, with a letter of interest from Lufthansa for 60 aircraft, including 30 options, at a US$46.7 million list price. The aircraft fuel efficiency would be 2 litres per 100 kilometres (120 mpg‑US) per passenger in a dense seating. The final assembly of the aircraft would be done at Mirabel, wings would be developed and manufactured at Belfast and the aft fuselage and cockpit would be manufactured in Saint-Laurent, Quebec.[19] The fuselage should be built by China Aviation Industry Corporation (AVIC)'s affiliate Shenyang Aircraft Corporation.[20]

Bombardier estimated the market for the 100- to 149-seat market segment of the CSeries to be 6,300 units over 20 years, representing more than $250 billion revenue over the next 20 years, and expects to capture up to half of this.[21]

The new Pratt & Whitney engine should yield 12 percent better fuel economy than existing jets while being quieter, with further improvements from the airplane aerodynamics and lightweight materials.[22] The 15% better cash operating costs come from the engines and high use of composite materials,[20] like the wide-body Boeing 787 Dreamliner and Airbus A350 XWB.

In November 2009, the program was estimated at $3.5 billion, shared with suppliers and governments.[23]

Ghafari Associates was retained to develop the Montreal manufacturing site to accommodate CSeries production.[24]

Suppliers

cockpit

Selected in July 2008, the Rockwell Collins Pro Line Fusion avionics incorporates 15 inch displays, with comprehensive navigation, communications, surveillance, engine-indicating and crew-alerting system (EICAS), and aircraft maintenance systems.[25] In March 2009 Bombardier confirmed major suppliers: Alenia Aeronautica for the composite horizontal and vertical stabilisers, Fokker Elmo for the wiring and interconnection systems and Goodrich Corporation Actuation Systems: design and production of the flap and slat actuation systems.[26]

In June, 96% of billable materials had been allocated, adding Shenyang Aircraft Corporation for the centre fuselage, Zodiac Aerospace for the interiors, Parker Hannifin for the flight control, fuel and hydraulics systems, Liebherr Aerospace for the air management system, United Technologies Corporation for the air data system, flap and slat actuation systems, and engine nacelles.[27]

The composite wings are manufactured and assembled at a purpose built factory at the Bombardier Aerostructures and Engineering Services (BAES) site in Belfast, Northern Ireland.[28] The aft fuselage and cockpit are built in Bombardier’s Saint-Laurent Manufacturing Center in Quebec, with final assembly at Mirabel, Montreal, Quebec.[29]

Developments

In March 2009, Bombardier redesignated the C110 and C130 respectively CS100 and CS300. The models were offered in normal and extended range (ER) versions, additionally, an extra thrust (XT) version of the CS300 was also offered.[30] The ER and XT versions were removed in 2012 by Bombardier, providing a standard range equal to the one previously identified as extended range.[31]

In January 2010, JP Morgan reported that Bombardier was considering a 150-seat version of the CSeries. Bombardier called the report speculative, noting that the CSeries development program "is in the joint definition phase where we will be able to add greater product definition and that includes the ability to make changes before the final design is frozen".[32]

At the Farnborough Airshow in July 2012, Bombardier started discussions with AirAsia about a proposed 160-seat configuration for the CS300 airliner.[33] In November 2012, this configuration was included in the CS300 project, although AirAsia rejected this proposal.[34]

In May 2015, The Wall Street Journal's Jon Ostrower reported that Bombardier was studying a CS500 further stretched variant to compete with the core 160 to 180 seats versions of the Boeing 737 and A320 airliners, but development has not been committed to yet.[35]

Program schedule

In November 2009, first flight was expected in 2012.[36] In 2010, deliveries of the CS100 were planned to start in 2013, and CS300 deliveries were to follow a year later.[37]

In February 2012, the first CS100 delivery remained scheduled for the end of 2013.[38] In March 2012, Bombardier precised the target date for the first flight as the second half of 2012.[39] In June 2012, Bombardier reaffirmed this first flight should happen before the end of the year and the entry into service by 2013.[40]

During a conference call in November 2012, Bombardier Aerospace acknowledged a delay of six months, for both first flight to June 2013 and entry into service of the CS100 one year later, due to issues with some unspecified suppliers.[41]

On 20 February 2013, the CSeries PW1500G variant of the Pratt & Whitney PW1000G was granted certification by Transport Canada.[42]

Flight testing

CSeries CS100 Flight Test Vehicle (FTV1) out of the factory in June 2013

An extensive update on the CSeries program was presented on 7 March 2013; the first "flight test vehicle" (FTV) was displayed in an almost completed state, along with three other FTVs in various states of assembly and confirming the 160-seat "Extra Capacity" version of the CS300, featuring two sets of over wing emergency exits.[43] The electrical system of the first flight test aircraft was successfully powered up in March 2013 and tests on the static test airframe proceeded satisfactorily and on schedule.[44]

In June 2013, due to upgrades of the aircraft's software and final ground testing, Bombardier shifted the timeline for the first flight into July 2013.[45] On 24 July 2013, due to a longer than expected system integration process, the first flight was delayed into "the coming weeks".[46] On 30 August 2013, Bombardier received the flight test permit from Transport Canada, granting permission to perform high speed taxi testing and flight testing.[2]

The first CS100 takeoff on 16 September 2013

On 16 September 2013, the CS100 made its maiden flight from Mirabel Airport.[47][48] Over 14,000 data points were gathered on this first flight, and after some reconfigurations and software upgrades, the aircraft flew for the second time on 1 October 2013.[49] On 16 January 2014, the planned entry-into-service date was delayed again, due to difficulties with certification flight testing, by at least 12 months, to the second half of 2015; the CS300 was still to follow approximately six months after the CS100.[50]

On 29 May 2014, one of the four test aircraft suffered an uncontained engine failure. The test program was suspended until an investigation of the incident could be completed.[51] The incident kept Bombardier from showcasing the CSeries at the week-long 2014 Farnborough Airshow, one of the most important events for the aerospace and defence industry.[52] In August 2014, after slashing its workforce, Bombardier changed the management overseeing the still-grounded aircraft.[53]

Flight testing was resumed on 7 September 2014, after the engine problem had been identified as a fault in the lubrication system[54] where a failure of a Teflon seal resulted in failure of the low pressure turbine causing heat soaking of the oil feed tube to the number 4 bearing.[citation needed] Bombardier chairman Laurent Beaudoin stated that the CSeries is expected to be in commercial service in 2016.[55]

A major consequence of the delays has been cancellations, including the orders from the Swedish lessor.[56] On 20 February 2015, CSeries CS100 aircraft had completed over 1,000 flight test hours.[57]

The CS300 first flight on 27 February 2015

On 27 February 2015, the CS300 prototype took off for its maiden flight at Bombardier's facility at Montreal Mirabel International airport in Quebec.[58] Test flight results showed the aircraft exceeds noise, economic and performance guarantees which may allow for longer range than advertised.[59]

The fifth CS100 first flew on 18 March 2015.[60] On 27 March 2015, Bombardier stated that Canadian certification for the CS100 should come in late 2015 with entry into service in 2016.[61] At the 2015 Paris Air Show, Bombardier released updated performance data, showing improvements with respect to the initial specifications.[62]

On 20 August 2015, Bombardier disclosed it had completed over 80% of the required certification tests for the CS100.[63] On 14 October 2015, Bombardier disclosed it had completed over 90% of the required certification tests for the CS100 and that the first production CS100 aircraft would soon commence function and reliability tests.[64] The CS100 completed its certification testing program in mid-November 2015.[65] On 25 November 2015, Bombardier completed the first phase of its route proving capabilities, with a 100% dispatch reliability.[66]

After a development process that cost US$5.4 billion to December 2015, including a US$3.2 billion writeoff, the smallest model in the series, the 110-125 seat CS100 received initial type certification from Transport Canada on 18 December 2015.[67] At the time, the company had 250 firm orders and letters of intent, plus commitments for another 360, but most of these were for the CS300 model, expected to be certified by the summer of 2016. The first CS100 is expected to be in service with Lufthansa's subsidiary Swiss by mid-2016.[68][69]

The final prototype, Flight Test Vehicle 8 (FTV8), the second CS300, made its first flight on 3 March 2016.[70]

Program support

In October 2015 Airbus confirmed that it had turned down Bombardier's offer to sell a majority share of the CSeries to them. Bombardier then said it would explore alternatives. Just days before, the Government of Quebec reiterated that it would be willing to provide Bombardier with financial aid, should the company request it. Richard Aboulafia, Teal Group vice president of analysis, and a long-time critic of the CSeries, indicated that the cancellation of the program and coverage of losses by the Government of Canada were both likely.[71][72][73] Bombardier stated that it was fully committed to the CSeries and had the financial resources in place to support the program.[74]

On 29 October 2015, Bombardier took a CA$3.2 billion writedown on the CSeries. The incoming Trudeau government indicated that it would reply to Bombardier's request for $350 million in assistance after it took power in early November.[75] On the same day, the Quebec government invested CA$1 billion in the company to save the struggling programme.[76]

In early November 2015, A Scotiabank report indicated that the company and the program would probably need a second bailout, and that even then the CSeries would probably not make money: Scotiabank analyst Turan Quettawala said, "we believe that the writedown corroborates our long-held view that the CSeries is not going to be value accretive under any scenario."[77]

In April 2016, the Government of Canada offered an aid package to the company without divulging the amount or conditions it imposed. On that date, some media reported that Bombardier had rejected the offer,[78] but an unnamed source advised Reuters that in fact, negotiations were still under way. On 14 April 2016, Bombardier shares were at a six-month high based on then-unconfirmed rumours that Delta had ordered CSeries jets.[79]

In 2016, it was reported that the company was requesting a CA$1 billion aid package from the Government of Canada.[80] In February 2017, Canada announced a package of CA$372.5 million in interest-free loans for Bombardier, with the CSeries to receive one-third.[81]

Certification

The CSeries was introduced at Swiss Global Air Lines

US Federal Aviation Administration and European Aviation Safety Agency certification for the CS100 was granted in June 2016.[82] The first CSeries, a CS100, was delivered to Swiss Global Air Lines on 29 June 2016 at Montréal–Mirabel International Airport.[83][84]

The CS300 aircraft was awarded its type certificate by Transport Canada on 11 July 2016.[85] The CS100 and CS300 were awarded a common type rating on 23 November 2016 from EASA and Transport Canada, allowing pilots to qualify on both types interchangeably.[86] The first CS300 was delivered to AirBaltic on 28 November 2016.[87][88] It was awarded type validation by the FAA on 14 December 2016.[89]

In March 2017, Bombardier conducted steep 5.5˚ approach landings tests at London City Airport (LCY), making it the largest airplane to land there.[90] Bombardier announced that the CS100 received Transport Canada and EASA steep approach certification in April 2017.[91] Swiss completed its first revenue flight to London City on 8 August 2017 from Zurich, replacing the Avro RJ.[92]

Production

Production was set to ramp from seven CSeries deliveries in 2016 to 30-35 aircraft in 2017 after Pratt & Whitney PW1000G supply and start issues are resolved.[93] Production could increase to 90-120 aircraft per year by 2020.[94] The CSeries delivery goal for 2017 was revised to 20 to 22, due to Pratt & Whitney delivery delays.[95] With 14 deliveries completed by 11 December, reaching this target would require delivering six aircraft in less than the three weeks remaining in the year.[96]

After months of engine delays, Korean Air received its first CS300 on Friday 22 December 2017.[97] Its second was scheduled to arrive in Seoul on 1 January 2018, with the type's entry into service planned for 16 January 2018 and the remaining eight aircraft to be delivered later in 2018, among 40 total planned CSeries deliveries.[98]

Airbus takeover

On 16 October 2017, Airbus and Bombardier Aerospace announced a partnership on the CSeries program, with Airbus acquiring a 50.01% majority stake, Bombardier keeping 31% and Investissement Québec 19%, to expand in an estimated market of more than 6,000 new 100-150 seat aircraft over 20 years. Airbus’ supply chain expertise should save production costs but headquarters and assembly remain in Québec while U.S. customers would benefit from a second assembly line in Mobile, Alabama. This transaction is subject to regulatory approvals and is expected to be completed in 2018.[99] Airbus did not pay for its share in the program, nor did it assume any debt.[100][101] Airbus insists that the company has no plan to buy out Bombardier's stake in the C-series program, and Bombardier would remain a strategic partner after 2025.[102][103]

While assembling the aircraft in U.S. could circumvent the 300% duties proposed in the Cseries dumping petition by Boeing, Airbus CEO Tom Enders and Bombardier CEO Alain Bellemare assured that this factor did not drive the partnership, but negotiations began in August after the April 2017 filing and the June decision to proceed and, as a result, Boeing was suspicious.[101] Leeham News commented that "the Airbus-Bombardier partnership [...] thrusts a big stick up Boeing's tailpipe".[104]

The 2010 order for 40 CS300s and 40 options from Republic Airways Holdings – then owner of exclusive A319/320 operator Frontier Airlines – pushed Airbus into the A320neo re-engine. Airbus COO-customers John Leahy initially avoided ignoring the CSeries and allowing it to grow as Boeing did with Airbus and aggressively competed against Bombardier. He thinks by "pressing the Trump Administration for 300% tariffs, [Boeing] forced them into our hands", and Boeing doesn’t care about the present cost to "not to have competition, [...] an admission of a weak product line and a weak commercial organization that they say we just can’t afford that competition".[105]

With the Airbus corporate strength behind it, AirInsight anticipate the CSeries market share of the 100-149 seat market over 20 years will increase from 40% of 5,636 aircraft (2254 sales) to 55-60%, around 3,010 aircraft.[106] Supplier costs could be cut by 30-40% by Airbus' market power, as a 10% procurement costs decrease would add six gross margin points to the program. Boeing seems seriously concerned it cannot match fleet package deals enabled by the partnership. A CS500 stretch would allow Airbus to enlarge its A320-family replacement to better compete with the proposed Boeing New Midsize Airplane.[107] Airbus will assist in marketing and servicing.[108]

At the Dubai Airshow in November 2017, Embraer assured it will monitor Airbus marketing involvement until antitrust immunity is granted, for dumping pricing after, and that Brazil will sue Canada for its subsidies to Bombardier through the World Trade Organization. Bombardier plans to deliver 40-45 CSeries in 2018 as regulatory clearance would happen likely toward the end of the year. Embraer think Airbus will not be able to lower the CSeries supply chain costs enough to make it profitable and view it as heavy, expensive and adapted to long, thin routes exceeding the E-jet E2 range, whose operational capabilities will win a majority of the market share as commitments should follow certification and entry into service.[109]

During competition investigation, the partners operate separately and clean teams with privileged access to competitively sensitive data but separated from their management are planning the integration, evaluating synergies and preparing communications to regulators.[110] Antitrust approval could be finalized by the summer 2018 Farnborough Air Show and would allow a marketing push.[111] The CSeries could be rebranded as the A200: A210 for the CS100 and A230 for the CS300.[112] As the clearances process is almost completed, the takeover could be achieved by May 2018 end, accelerating orders and cost-reduction efforts.[113]

Airbus is seeking to reduce costs from all suppliers, including Bombardier, wing builder Short Brothers and engine manufacturer Pratt & Whitney. The Mobile facility should start deliveries starting in 2020.[114] Once approved, the CSeries team will be formed by leaders from both Bombardier and Airbus and will be headed by Philippe Balducchi, currently Head of Performance Management at Airbus Commercial Aircraft.[115]

On June 8, after regulatory approval, Airbus and Bombardier announced that Airbus will get a majority stake on July 1, 2018. The head office, leadership team and primary final assembly line will stay in Mirabel, with its workforce of 2,200. Bombardier will fund the cash shortfalls if required, up to US$610 million from the second half of 2018 to 2021.[116] The FAL in Mobile will start deliveries in 2020 with a monthly production rate of four, rising to six for a capacity of eight while the main Mirabel FAL can go to ten.[117]

At the 2008 launch of the program, Bombardier forecast 315 annual deliveries from 2008 to 2027 for 100-150 seat airliners, but in the first 10.5 years, the six models available (B737-700, A318/A319, CS100/CS300 and E195) averaged fewer than 80 per year.[118]

The aircraft is expected to be renamed Airbus A210 and Airbus A220 at the 2018 Farnborough Air Show.

Operational history

airBaltic became the first operator of the CS300 in December 2016

Swiss began revenue flight on 15 July 2016 with a flight between Zurich and Paris.[3][119][excessive citations] CS300 revenue service began on 14 December 2016 with a flight from Riga to Amsterdam in a 145-seat two-class configuration.[89]

Swiss stated: "The customer feedback is very positive with the expected remarks concerning the bright cabin, reduced noise, enough leg room and space for hand luggage as well as the comfortable seats. Also the feedback from our pilots is gratifying. They especially like the intuitive flying experience."[120] AirBaltic lauded lower noise levels for passengers and more space for luggage than its Boeing 737-300s.[121]

Bombardier targets a 99% dispatch reliability at entry into service.[122] In August 2016, Swiss reported "much higher" reliability than other new aircraft, citing Airbus’ A380, A320neo and Boeing’s 787.[120] After four months of service with Swiss, this goal seems to have been met based on only three aircraft and 1,500 hours flown; "nuisance messages" from the integrated avionics suite and the PW1000G start-up delays have been the main griefs.[123] Dispatch reliability rates of 99% were met in April 2017.[124] A year after introduction, launch operators had fewer issues than expected for a new program. Air Baltic have 99.3%-99.4% dispatch reliability, similar to the established Q400 but less than the 99.8% Boeing 737 Classic benefiting from its ubiquitous presence.[125] It improved to 99.85% in October 2017.[126]

Since the PW1500G mount generates less strain on the turbine rotor assembly than the A320neo's PW1100G, it doesn't suffer from start-up and bearing problems but still from premature combustor degradation. After 28,000 engine hours in 14 in-service aircraft with a powerplant dispatch reliability of 99.9%, Swiss replaced an engine pair in May 2017 after 2,400 h, while AirBaltic replaced another one in June. An updated combustor liner with a 6,000–8,000 h limit has been developed and a third generation for 2018 will raise it to 20,000 h in benign environments.[125]

Upon introduction, both variants are performing above their original specifications and the CS300 range is 2% better than the brochure, as are its per seat and per trip cost.[93] airBaltic reports a 2600 l/h fuel consumption against 3000 l/h for its Boeing 737-300 with similar capacity.[127] It then claimed 21% better fuel efficiency.[121] Fuel burn is more than 1% lower than the marketing claims and Bombardier will update its performance specifications later in 2017.[125] The CSeries is 25% cheaper to fly than the Avro RJ100 which it replaces at Swiss.[128] On long missions, the CS100 is up to 1% more fuel efficient than the brochure and the CS300 up to 3%.[129] The CS300 burns 20% less fuel than the Airbus A319, 21% less than the 737 Classic while the CS100 burns 18 to 27% less per seat than the Avro RJ.[126]

Swiss initially flew six sectors a day and by July 2017 up to nine a day with an average time of 1 h 15 min. Air Baltic's flight length averages 3 h, and the average fleet daily utilisation is 14 h.[125] In September 2017, over 1.5 million passengers had 16,000 revenue flights in the 18 aircraft in service, making up to 100 revenue flights per day on 100 routes: most used are up to 17 hours per day and up to 10 legs per day.[129] Quick 35 min turnarounds even allowed 11 legs per day.[126] By June 2018, Air Baltic reached a maximum utilisation of 18.5 h a day.[130]

The A Check is scheduled after 850 flight hours, it took initially 5 h and is reduced since to less than 3 h, within an 8 h shift. C Check are scheduled after 8,500 h – typically 3.5 years of operation. Based on in-service experience, A-checks intervals could increase to 1,000 h and C-checks to 10,000 h toward the end of 2019.[125] By September 2017 end, the fleet had undergone 20 A-checks with no findings.[129]

Design

Bombardier CSeries CS100 and CS300 illustration with front, side and top views

The Bombardier CSeries aircraft contains a high proportion of composite materials and features larger windows. The CSeries cabin features large, rotating overhead storage bins, allowing each passenger to stow a sizeable carry-on bag overhead. Bombardier claims that compared to the cabins of current in-service narrowbody aircraft, the CSeries provides airlines with the highest overhead bin volume per passenger and a wider aisle that allows for faster boarding and disembarkation of passengers.[131]

The CSeries aircraft contain 70% advanced materials comprising 46% composite materials and 24% aluminium-lithium. Bombardier offers an overall 15% lower seat-mile cost, 20% lower fuel burn and a CO2 emissions advantage, a 25% reduction in maintenance costs and four-fold reduction in the noise footprint compared to existing production aircraft.[31]

Bombardier claims the engine and the wings will save up to 20% fuel compared with the Airbus A320neo and the Boeing 737NG; the CS300 is 6 tons lighter than the Airbus A319neo and nearly 8 tons lighter than the Boeing 737 MAX7, helping it to achieve up to 12% operating costs savings and 15% with the current models.[132]

Operators

As of 31 May 2018, 29 CSeries aircraft are in commercial service:[4]

Orders and deliveries

Further information: List of Bombardier CSeries orders and deliveries

The Bombardier CSeries family has the following firm orders and delivered aircraft totals, as of 31 March 2018:[4] Template:Bombardier CSeries orders and deliveries

Market

The CS100 is to compete with the Embraer E195-E2 while the CS300 is to compete with the Boeing 737 MAX 7, Airbus A319neo, and Irkut MC-21-200.[133]

The effect of stiff competition and production delays was apparent in early 2016. On 20 January, United Continental Holdings ordered 40 Boeing 737-700 aircraft instead.[134] Aside from ready availability of aircraft already in full production, the purchase of Boeing vs. the Bombardier CSeries was financially prudent. Since United already flies 310 of the 737, there will be savings for pilot training and fewer spare parts will need to be stocked. Boeing also reportedly gave United a massive 73% discount on the 737 deal, dropping the price to $22 million per aircraft,[135] well below the CS300 market value at $36 million.[136] In November 2016, United deferred this order to save $1.6Bn in CAPEX or $26 million per 61 aircraft.[137]

David Tyerman, an analyst with Canaccord Genuity offered the following assessment of the impact of this news to the Toronto Star: "This just shows how difficult it is for Bombardier to win orders these days. It’s not the end of the world, but this loss illustrates what they are up against. It also raises the question of how profitable the next C Series order they win will be for them."[138]

On 17 February 2016, Air Canada signed a letter of intent with Bombardier for up to 75 CS300 aircraft as part of its narrowbody fleet renewal plan. This comprised 45 firm orders, plus options for an additional 30 aircraft. It includes substitution rights to CS100 aircraft in certain circumstances, with deliveries to occur from late 2019 to 2022.[139] The $3.8 billion order for 45 CS300 aircraft was finalized on 28 June 2016.[140]

On 28 April 2016, Bombardier and Delta Air Lines announced a sale for 75 CS100 firm orders and 50 options, the first aircraft should enter service in spring 2018.[141] Delta Air Lines, it was thought, would likely start using more fuel-efficient CS100s in 2018 on flights out of Los Angeles, New York and Dallas.[121] Airways News believe that a substantial 65 to 70% discount off the $71.8 million list price was provided making the final sale at $24.6–28.7 million price per aircraft; this large order from a major carrier could help Bombardier to break the Boeing/Airbus duopoly on narrowbody aircraft.[142]

With those 127 firm orders in early 2016, introduction should be with a firm backlog of more than 300 orders and up to 800 aircraft including options, conditional orders, letters of intent and purchase rights; they imply an onerous contract provision of around $500 million, $3.9 million per order.[143]

The involvement of Airbus as majority owner of the CSeries will have benefits. Bombardier CEO Alain Bellemare said the partnership would significantly accelerate sales. "It brings certainty to the future of the program so it increases the level of confidence that the aircraft is there to stay. Combining the CSeries with Airbus’s global scale ... will take the CSeries program to new heights".[144]

Bombardier received a letter of intent for 31 firm orders and 30 options from an unidentified European carrier, to be finalised before 2017 end.[95] These should be CS100s based on the announced list value. Egyptair announced a letter of interest for 12 CS300s and 12 options at the November 2017 Dubai Air Show.[145] With the two orders planned to be finalised by the end of 2017,[146] the total number of CSeries orders is expected to rise to 403 by the end of the year, in addition to the 115 commitments, 90 options and 18 purchase rights already held.

On May 28, 2018, Air Baltic announced an order for 30 CS300, 15 options and 15 purchase rights.[147]

Boeing dumping petition

Main article: CSeries dumping petition by Boeing

The Bombardier CS100 demonstrated for Delta Air Lines in Atlanta
The CSeries CS100 demonstrated for Delta Air Lines in Atlanta

On 28 April 2016, Bombardier Aerospace, a division of Bombardier Inc., recorded a firm order from Delta Air Lines for 75 CSeries CS100s plus 50 options. On 27 April 2017, The Boeing Company filed a petition for dumping them at $19.6m each, below their $33.2m production cost. On the same day, both Bombardier and the government of Canada rejected Boeing's claim, vowing to mount a "vigorous defence".[148]

On 9 June 2017, the US International Trade Commission (USITC) found that the US industry could be threatened and should be protected. On 26 September, after lobbying by Boeing, the US Department of Commerce (DoC) alleged subsidies of 220% and intended to collect deposits accordingly, plus a preliminary 80% anti-dumping duty, resulting in a duty of 300%. The DoC announced its final ruling, a total duty of 292%, on 20 December, hailing it as an affirmation of the "America First" policy.[149] In October, with financial issues already mounting, Bombardier was indirectly forced by the US government tariffs to relinquish 50.01% of its stake in the CSeries program to Airbus for a symbolic CAD$1,[150][151] and would produce CSeries aircraft in the United States.[152]

On 10 January 2018, Canada formally filed a complaint at the World Trade Organization (WTO) against the United States over the affair. On 26 January, the four USITC commissioners unanimously reversed their earlier claims, finding that US industry is no longer threatened and no duty orders will be issued, overturning the imposed duties. The Commission public report was made available by February 2018. On March 22, Boeing declined to appeal the ruling.

Initial sale

A Boeing 717 from Delta Air Lines

On 28 April 2016, Bombardier Aerospace and Delta Air Lines announced a sale for 75 CSeries CS100 firm orders and 50 options, the first aircraft should enter service in spring 2018.[153] Delta Air Lines, it was thought, would likely start using more fuel-efficient CS100s in 2018 on flights out of Los Angeles, New York and Dallas.[121] Airways News believe that a substantial 65 to 70% discount off the $71.8 million list price was provided making the final sale at $24.6–28.7 million price per aircraft; this large order from a major carrier could help Bombardier to break the Boeing/Airbus duopoly on narrowbody aircraft.[154]

Dumping petition

The Embraer 190
A United Airlines Boeing 737-700

On 27 April 2017, Boeing filed a petition charging Bombardier with dumping for selling 75+50 CS100s to Delta Air Lines for $19.6m each, below their $33.2m production cost.[155] Aviation Week & Space Technology noted "The reaction to Boeing's petition against Bombardier across much of the aerospace industry has been sharply negative".[156] FlightGlobal qualified the move as "perhaps the most back-handed compliment one manufacturer can pay another".[157] Delta Air Lines dismissed Boeing's allegations, claiming Boeing only offered a combination of used Embraer E-190 and Boeing 717s which were unavailable for the Delta timeline as Boeing does not currently produce a model in the 100-125 seat range, not the Boeing 737-700 or 737 MAX 7.[158] Boeing itself received multibillion-dollar tax breaks from Washington state.[159] The Canadian Press compared the situation to David and Goliath.[160]

At the 18 May United States International Trade Commission hearing, Boeing's vice-chairman Ray Conner stated "It will only take one or two lost sales involving US customers before commercial viability of the Max 7, and therefore the US industry's very future, becomes very doubtful" and "Bombardier has said it wants 50% of this market, which it will probably win at the prices it is offering. If Bombardier does that, we're looking at losing $330 million dollars in revenue every year".[161] Bombardier Commercial Aircraft president Fred Cromer said "the Boeing numbers are not accurate, whether we're talking about the sales price or the production cost,[...] early airplanes are expensive [to produce] and every manufacturer looks at the entire program" and the pricing to Delta was in the context of relaunching the program at the 2015 Paris Air Show and had to account for the "perceived risk" of ordering a new aircraft.[162]

Boeing offered United Airlines very low prices for the Boeing 737-700 to undercut Bombardier, affecting the pricing of the MAX 7 and cascading on the rest of the Boeing 737 MAX family. That was a threat to the company's future and ultimately the US aerospace industry, according to Boeing. While the CS100 seats 110 in two-class, Bombardier responded to the 100-seat requirement by pricing it as a light two-class 100-seater and charging for 10 more seats as needed. Bombardier was surprised when United ordered the larger 737-700 as the competition was believed to be the Embraer E190, possibly tied to other Boeing 777-300ER or Boeing 787 deals.[163]

Initial findings

On 9 June, the US Trade Commission voted that there is a reasonable indication that the US industry is threatened and will publish its report after 10 July 2017. The US Department of Commerce will continue to conduct its investigations, with its preliminary countervailing duty determination due on 21 July 2017, and its antidumping duty determination due on 4 October 2017.[164] Its detailed decision is heavily redacted, not allowing an observer to understand the ITC reasoning.[165]

As the US Department of Commerce should announce eventual measures against Bombardier on 25 September 2017, Spirit Airlines and Sun Country Airlines presented their support of the CSeries, benefiting US travelers while Boeing does not offer any 100-140 seat aircraft.[166]

Preliminary duties

The USITC in Washington, D.C.

On 26 September, the Department of Commerce announced it found that Bombardier received subsidies of 220%, and will collect deposits based on these preliminary rates.[167] Bombardier said it will be disputing the "absurd" ruling which is "divorced from the reality about the financing of multibillion-dollar aircraft programmes".[168]

On 6 October 2017 the US Department of Commerce announced it would add an 80% preliminary anti-dumping duty on top, resulting in a total duty of 300%.[169] On 1 February 2018, the US International Trade Commission will issue its final subsidy and dumping determinations which will support tariffs ultimately imposed by the US government's Commerce department on 8 February. Delta Air Lines is confident Bombardier will be eventually exonerated.[170]

University of Waterloo's Danny Lam suggest Boeing's trade complaint real reason is the potential expansion of China's aviation industry through Bombardier.[171] Delta Air Lines CEO Ed Bastian said "we do not expect to pay any tariffs and we do expect to take the planes", maybe with a delay, but he had "various other plans and alternatives".[172][173]

Reactions

Donald Trump, Justin Trudeau and Theresa May

Canada

Boeing's actions may affect the planned sale of Boeing F/A-18E/F Super Hornet jet fighters to the Royal Canadian Air Force, warned Prime Minister Justin Trudeau in a statement in mid September. "We won't do business with a company that's busy ... trying to put our aerospace workers out of business".[174] Canadian Defence Minister Harjit Sajjan confirmed on 28 September 2017 that Boeing's products are unlikely to be selected because it is not a "trusted partner". "Our government is not going to allow our aerospace sector to be attacked in this manner ... We can't do business with a company that treats us in this way."[175] Canada will review Boeing's bid when it is presented.[176]

On 12 October, Boeing replied that its illegal-subsidies complaint against Bombardier is about selling aircraft below the cost of production and not an attempt to hurt a competitor, the company merely wants "fairness" in "following trade rules" as Boeing claims to be already doing.[177] In meetings with Donald Trump, Trudeau warned: "The attempt by Boeing to put tens of thousands of aerospace workers out of work across Canada is not something we look on positively and I certainly mentioned that this was a block to us ... making any military procurements from Boeing".[178]

Canada will run a competition for 88 new fighters to replace its current 77 CF-18s at a cost of C$15 to C$19 billion. The competitors are expected to include Airbus Defence and Space, Boeing, Dassault Aviation and Lockheed Martin. The government scrapped its plans to buy 18 new Super Hornets as an interim measure on 12 December 2017 and will instead buy 18 second-hand Australian F/A-18s for an estimated C$500 million (US$388 million). The Canadian government made clear that Boeing will not be considered a trusted partner unless it drops its CSeries trade challenge.[179]

United Kingdom

Bombardier, via its subsidiary Short Brothers, is a major employer in Belfast, Northern Ireland. The UK's Prime Minister Theresa May announced that her government would work with the company to protect the 4,000 "vital" jobs.[168] British Defence Secretary Michael Fallon said "We have contracts in place with Boeing for new maritime patrol aircraft and for Apache attack helicopters and they will also be bidding for other defence work and this kind of behaviour clearly could jeopardise our future relationship."[180] Boeing UK is also a major employer in the UK.[181]

May hinted that the UK might cease ordering aircraft from Boeing unless the punitive tariff against Bombardier is dropped.[182] The UK government's orders for helicopters and patrol aircraft are already firm and Boeing will refuse to back down to prevent "subsidized competition" and "illegal dumping" by Bombardier which would hurt Boeing for many years.[183] The Republic of Ireland's Taoiseach Leo Varadkar warned that the Commerce Department's tariff may result in a UK-US trade war.[184] On October 11, Barry Gardiner of the UK Labour Party accused Boeing of hypocrisy, insisting that all aircraft manufacturers require government subsidies; he labeled Boeing "the king of corporate welfare" and a "subsidy junkie" and suggested it was trying to "crush a competitor".[185] Bombardier manufacturing in Northern Ireland employs indirectly 11,000 people.[186]

European Union

Boeing was prepared for the possibility of losing military sales from the Canadian and UK reactions, but was surprised that Airbus took a majority stake in the program, which could cause EU retaliation, leading to the US possibly backing down. In its original April complaint, Boeing notes that "Airbus has opened a final assembly facility in Mobile, AL [...] to produce Aircraft in the United States [and is] treated as a domestic Aircraft producer".[187]

Airbus-Bombardier partnership

seating comparisons with the CSeries

On 16 October 2017, Airbus and Bombardier announced a partnership on the CSeries program, with Airbus acquiring a 50.01% majority stake, Bombardier keeping 31% and Investissement Québec 19%, headquarters and assembly remain in Québec while US customers would benefit from a second Final Assembly Line in Mobile, Alabama.[99] Bombardier CEO Alain Bellemare said "When you produce an aircraft in the US, it is not subject to an import duty under US rules [...] We are not circumventing anything". Boeing thinks this would not exempt the aircraft from potential tariffs.[188]

In some 13 November filings, Delta insists its order is not an actual sale and no aircraft would be imported due to the aircraft being built in the US, while Bombardier argues that its deal with Airbus should be left outside the investigation, as is Boeing, which also claims the Mobile site's only goal is to circumvent duties, and if tariffs are dropped it will never materialize. In a 20 November filing, Delta said "In Boeing's view, any action would be a potential form of 'evasion'", like modifying a purchase agreement, evaluating 109-seat aircraft not produced in US or expanding the US aerospace industry and competition for customers.[189]

Depending on the outcome of the US ITC ruling in early 2018, the CSeries aircraft earmarked for Delta in 2018 could be delivered to other customers. Bombardier will carry out the preparatory work to start the second final assembly line once the partnership is approved. This construction would take two years and result in early 2020 deliveries. The US content already exceeds 50% without the final assembly and is close to 60% with it included.[109]

Aviation journalist Anthony L. Velocci Jr. argues that the US will benefit from the partnership: the Mobile plant would need $300 million and thousands of jobs for its construction, then would need 2,000 permanent jobs and over 22,500 jobs at US suppliers produce 52% of the CSeries content, which add to Boeing production which is oversold while its real competition is the Embraer E-Jet E2. Travellers and airlines will benefit from its roomier cabin, lower noise and emissions, better fuel economy and longer range to make domestic tertiary markets viable. Boeing risks alienating many of its customers for little perceived gain, according to Velocci.[190]

The Boeing-supported Lexington Institute stated that the Canadian government support to Bombardier when it was facing bankruptcy in 2015 was intended to save Canadian jobs by sacrificing American jobs and undermining Boeing 737 sales, the most important Boeing product. After it had to cut its price by 70% to beat the CSeries for United Airlines in 2016, Boeing decided to act when the CSeries was offered to Delta at $10 million below its production cost, with the intent of protecting its workers, retirees and shareholders. If Airbus, Bombardier and maybe others can rely on government subsidies, its managers think Boeing could lose its ability to innovate and price its products competitively, thus jeopardizing its long-term survival.[191]

Unexpectedly, Boeing action could increase manufacturers concentration and reinforce itself and Airbus market power.[192]

Hearings

Airbus Mobile facility in Alabama

On 13 December 2017, Michael Arthur, president of Boeing Europe and managing director of Boeing UK and Ireland, formally testified in the UK House of Commons, stating the process is simply legal and not political: Bombardier sold aircraft below the cost of production, a textbook case of dumping, to seek a flagship sale to boost sales. Boeing has stated that the tariffs should stay in place, even if the CSeries is built in Mobile, Alabama, with a majority US content, and stressed that with a small typical seating difference, the CS300 competes with the 737-700 and 737 MAX 7 in the 100-150-seat category, a $4 billion market including $1 billion in the US.[193]

On 14 December 2017, Delta Air Lines ordered 100 Airbus A321neos and 100 further options over choosing a Boeing design.[194] The next day, Boeing stated that it has not tried to stop the proceedings before the US Commerce Department issues its findings and the ITC hosts a final hearing on 18 December 2017, ahead of its vote on 26 January 2018.[193]

At the 18 December 2017 US ITC hearing, Delta confirmed it has asked Bombardier to guarantee that all the aircraft it ordered will be assembled in Mobile.[195] While the 135-seat 737-7 has not won a major new order since 2013, Boeing confirmed its interest in that market segment and said that it could accommodate an order for near-term deliveries by increasing overall rates and shuffling production slots.[196]

Canada's ambassador to the US, David MacNaughton, warned that a positive finding by the ITC "based on just the type of 'speculation and conjecture' that is prohibited under both US and international law" could violate World Trade Organization agreements.[197]

For industry observer Addison Schonland, the ITC commissioners seemed insufficiently qualified and missed opportunities to better understand fleet planning by asking why the MAX7 is not a commercial success, even revamped, or why would United initially ordered the less efficient 737-700 and then switched to the larger 737-900 within two months.[198]

Decisions

Department of Commerce

On 20 December 2017, the US Department of Commerce (DoC) confirmed the dumping and subsidization allegations, determined they were sold at 80% less than fair value and unfair subsidies of 212% were provided: the 292% tariff will be imposed, depending on the US ITC final injury determinations.[199] For airline analyst Leeham, the DoC ignored that the 737-700 production was over and the 737-7 MAX is an unattractive design that has garnered very little interest from airlines, while Boeing was unwilling to invest in a new single-aisle airplane.[200]

On 21 December, Boeing and Embraer confirmed to be discussing a potential combination with a transaction subject to Brazilian government regulators, the companies' boards and shareholders approvals.[201] The Airbus-Bombardier tie-up is "questionable" for Boeing but it could mimic it at a larger scale and considering the financial and regulatory cost of an Embraer deal dismiss the Max 7 as a clear outright competitor: Boeing didn't have the right-sized airliner to compete for Delta and thus wasn't harmed by unfair competition.[202]

World Trade Organization members

Delta, Bombardier and Boeing filed their last post-hearing briefs and exhibits on December 27.[203] As a 4 January 2018 ITC filing notes Bombardier did not provide the projected or estimated value of aircraft parts to be imported into the United States, the ITC could support Commerce's conclusions although they are two distinct agencies.[204] On 9 January, the ITC asked Bombardier to provide more information on renegotiations with Delta and the CSeries manufacture within a week.[205] On 10 January, the Canadian government filed a complaint at the World Trade Organization against the US.[206]

To support the four commissions' 25 January vote, the ITC staff published a 118-page report reviewing both arguments, summarizing its investigation from the legal submissions, public briefings and the airliner industry questionnaires, including manufacturers, airlines and lessors. The report reviews aircraft distribution, production and characteristics leading to purchases and notes the complexity of aircraft demand, availability, prices, the amount of imports and their effect on Boeing's sales. It notes a "moderate-to-high degree of substitutability" between the CS100/CS300s and the 737-700/Max 7, with the questionnaire responses reporting better availability, price, lifetime costs, fuel efficiency and technology for the CSeries, while Boeing has an edge for fleet commonality, performance and range.[207]

As the ITC requested more details about the Alabama final assembly site, Bombardier responded on 17 January, saying that it was obtaining regulatory approvals, visiting the site and planning the details, while abiding by antitrust law requirements. Bombardier has identified the tooling and equipment required, replicating its Mirabel plant and has prepared a human resources plan to recruit 400-500 employees. In answering the ITC request for more information on its possible merger with Embraer, Boeing claims its regional jets do not, and will not, compete with the 737, unlike the CSeries, and that it has collaborated with the Brazilian company on previous projects. The publicly available documents were heavily redacted and sparsely detailed.[208]

Republican Alabama congressman Bradley Byrne and Kansas senator Jerry Moran have written the ITC to support Bombardier as the tariff would "take work away from US suppliers and quash thousands of US jobs, ultimately hurting the greater US aerospace industry".[209] On 23 January 2018, after Embraer increased the range of its E-jet E2-190 to nearly 2,900 nmi (5,400 km) due to better than expected fuel burn during tests, Bombardier tried to draw it into the dispute, as it could fall within the seating and range parameters in question.[210] The request was rejected the next day.[211]

International Trade Commission

On 26 January 2018, the ITC four commissioners unanimously determined the U.S. industry is not threatened and no duty orders will be issued, the Commission public report will be available by March 2, 2018.[212] Bombardier maintains its intent to open a final assembly site in Mobile, Alabama.[213]

Airinsight wrote that Bombardier was dumping aircraft below their cost is technically correct, like every other manufacturer, as early deliveries are sold to major launch customers at less their actual cost, not benefiting from learning curve improvements; and Bombardier did receive government subsidies for the program, like Airbus, Boeing, and Embraer have all received government subsidies ... but the ITC was also correct in finding "no harm – no foul"."[214]

In its reasoning published three weeks after, the ITC said "Boeing lost no sales or revenues" and "The higher standard seating capacity of the 737-700 and 737 MAX 7 limits competition between those models and the CS100 for some purchasers". Boeing can appeal the decision at the Court of International Trade in New York, or reach for a settlement under the backtracking NAFTA: compared with what has already been spent, the cost to appeal would be marginal.[215] The decision came down to seat count: "Delta did not consider any new 100- to 150-seat [aircraft] from Boeing because the 126-seat 737-700 and the 138-seat 737 Max 7 were unsuitable for the mission profile in question" and "Because Boeing did not lose this sale to Delta, Delta's imports of CS100s will not displace domestically produced 100- to 150-seat [aircraft] from the US market". Low launch pricing is common, as "Boeing offered substantial discounts on many orders for out-of-scope 787 [aircraft] during the years following the new model's launch in 2004, but then secured substantially higher prices on subsequent orders".[216]

The published report could allow deliveries to Delta from Mirabel, Quebec in 2018, not having to wait for the proposed Alabama assembly site.[217] Delta confirmed it will take deliveries from Canada this year to meet "contractual commitments", helping Bombardier meet its target of 40 deliveries up from 17 in 2017, but intends "to take as many deliveries as possible from [Alabama] as soon as that facility is up and running".[218]

On March 22, Boeing declined to appeal the ruling.[219]

Earlier similar cases

In a similar case in 1982 for 19-seat turboprops, Fairchild claimed its Metro (600 made between 1972 and 2001) was threatened by the Embraer Bandeirante (501 made between 1973 and 1990), Embraer argued that it was absurd to impose tariffs because 54% of its components were US-made and Fairchild suffered no damage from an airplane of different specifications: the Metro is a pressurised aircraft while the Bandeirante is not; the ITC rejected the complaint. In 2010, the ITC was called to verify if Embraer received government support since 2006 while 13,000 Kansas workers lost their jobs in business jet manufacturing where Cessna, Hawker Beechcraft or Lear Jet have their factories; Florida testified in 2011 that the US was Embraer's largest supplier base and the ITC concluded that the Great Recession of 2008 depressed bizjet sales among lack of financing and credit and cost US jobs, not subsidies to Embraer.[220]

The ITC staff report also reviews the May 1982 dismissed petition from the Commuter Aircraft Corporation claiming harm from ATR Aircraft subsidies and the August 1982 rejected petition from Fairchild Swearingen against Brazilian aircraft.[207]

Aftermath

First delivery to Delta in October 2018

Delta Air Lines was to receive its first aircraft from Mirabel in the third quarter of 2018, contradicting Bombardier's 2017 testimony at the ITC that aircraft assembled in Quebec were not going to go to US customers. From 31 January 2019, they were to be debuted from New York LaGuardia to Dallas/Fort Worth (1,207 nmi, 2,235 km) and Boston Logan, while Delta told the commission that the airline would pay an additional fee if it was flown on routes averaging more than 1,000 nautical miles (1,900 km).[221]

Airbus took over the CSeries program on 1 July 2018 and renamed it the A220-100/300.[222] The first -100 was delivered to Delta on 26 October 2018.[223] In January 2019, Delta ordered 15 other A220s for a total of 90 until 2023, including a conversion of 50 to the larger 130-seat -300 from 2020.[224] In 2020, amid mounting debts, Bombardier sold its remaining A220 stake to Airbus and exited the commercial plane business.[225] With this deal, Airbus's stake in the A220 programme increased from 50.01% to 75%, while the Quebec government's holding rose to 25%, although it will not be injecting any new money into the program.[226]

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Administrative

Commentary

Specifications

Bombardier CSeries Brochure[1]
CS100 CS300
Cockpit crew 2 pilots
Passengers 108 (8F + 100Y) to 133 (1-class) 130 (12F + 118Y) to 160 (1-class)
Seat pitch 28 in (71 cm) in max. density
to 36 in (91 cm) in 2-class 		28 in (71 cm) in max. density
to 38 in (97 cm) in 2-class
Seat width 18.5 in (47 cm) to 20 in (51 cm)
Length 114 ft 9 in / 35.0 m 127 ft 0 in / 38.7 m
Wingspan 115 ft 1 in / 35.1 m
Wing area 1,209 sq ft / 112.3 m²
Height 37 ft 8 in / 11.5 m
Fuselage diameter 12 ft 2 in / 3.7 m
Cabin width 129.0 in / 3.28 m
Cabin height 83.0 in / 2.11 m
Cabin length 77 ft 10 in / 23.7 m[2] 90 ft 1 in / 27.5 m[3]
Cargo volume 838 cu ft / 23.7 m³ 1,116 cu ft / 31.6 m³
MTOW 134,000 lb / 60,781 kg 149,000 lb / 67,585 kg
MLW 115,500 lb / 52,390 kg 129,500 lb / 58,740 kg
Maximum Zero Fuel Weight[4] 111,000 lb / 50,349 kg 123,000 lb / 55,792 kg
Maximum cargo 8,000 lb / 3,629 kg 10,700 lb / 4,853 kg
Maximum payload 33,350 lb / 15,127 kg 41,250 lb / 18,711 kg
Operating Empty Weight 77,650 lb (35,221 kg) 81,750 lb (37,081 kg)
Fuel capacity[a][4] 38,875 lb / 17,630 kg 37,950 lb / 17,213 kg
Maximum range 3,100 nmi / 5,741 km[b] 3,300 nmi / 6,112 km
Cruise speed, maximum Mach .82 (470 kn; 871 km/h; 541 mph)
Cruise speed, typical Mach .78 (447 kn; 829 km/h; 515 mph)
Take off run at MTOW 4,800 ft / 1,463 m[2] 6,200 ft / 1,890 m[3]
Landing field length at MLW 4,550 ft / 1,387 m[2] 4,950 ft / 1,509 m[3]
Service ceiling 41,000 ft / 12,497 m[4]
Engines 2× Pratt & Whitney PW1500G
Fan diameter 73 in (185 cm)[6]
Thrust per Engine PW1519G (CS100) : 18,900 lbf / 84.1 kN
PW1521G : 21,000 lbf / 93.4 kN
PW1524G : 23,300 lbf / 103.6 kN
PW1525G : 23,300 lbf / 103.6 kN
ICAO Type Designator BCS1[7] BCS3[7]
  1. ^ at 0.809 kg/l (6.75 lb per US gal) 2.2046 lb per kg
  2. ^ from London City Airport: 2,350 nmi (4,352 km)[5]

See also

Current and future generation regional jets and small narrowbodies, based on CAPA and Bombardier

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

  1. ^ "CSeries brochure" (PDF). Bombardier. June 2015.
  2. ^ a b c "CS100 Factsheet" (PDF). Bombardier. June 2015.
  3. ^ a b c "CS300 Factsheet" (PDF). Bombardier. June 2015.
  4. ^ a b c Cite error: The named reference EASAcert was invoked but never defined (see the help page).
  5. ^ Gregory Polek (13 July 2016). "C Series Can Do LCY-NYC, or Moscow". Aviation International News.
  6. ^ Pratt & Whitney. "PurePower PW1500G Engine for the Bombardier CSeries" (PDF). Retrieved 18 December 2012.
  7. ^ a b "Aircraft Type Designators". ICAO.
  8. ^ Bombardier Inc. (21 March 2012). "COMAC and Bombardier Sign Definitive Agreement to Establish Commonality Opportunities Between C919 and CSeries Aircraft". Archived from the original on 10 March 2017. Retrieved 13 September 2013. {{cite web}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
  9. ^ Bombardier Inc. (28 August 2013). "Bombardier, IRKUT Entering Exploratory Discussions on Customer Support for the MS-21 Aircraft". Archived from the original on 10 March 2017. Retrieved 13 September 2013. {{cite web}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
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