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The Bombardier CSeries is a new family of 110-130 seat commercial jets. After several program stops and starts, the CSeries is currently projected to enter service in 2013.
Development
BRJX
The Bombardier BRJX, or "Bombardier Regional Jet eXpansion", was a project for a larger regional jet than the Canadair Regional Jet. Instead of 2+2 seating, the BRJX was to have a wider fuselage with 2+3 seating, and underwing engine pods. It was projected to seat 80 to 120 passengers, abutting the smallest narrow-body jetliners of the large commercial passenger jets (A318, B717). The project was shelved by Bombardier. Bombardier's competitor, Embraer, continued their equivalent project, and produced the EMBRAER E-Jets series of 70 to 110 seaters. The project was shelved in favour of stretching the CRJ-700 into the CRJ-900.
CSeries
In July 2004, Bombardier announced the development of the C-Series family of airliners to replace the cancelled BRJX project. The CSeries was larger than the current Canadair Regional Jets, and capable of carrying 110 or 145 passengers. For the first time, Bombardier would have been competing directly with the smallest offerings from the much larger Boeing and Airbus companies. Bombardier expected the aircraft to be available by 2010.
In March 2005, Bombardier's board decided to promote the plane to airlines to gather advance orders. Two models were announced: the 110-seat CSeries and the 130-seat CSeries. 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+2 arrangement in coach and a 2+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 overhead storage bins, a first for single-aisle aircraft, allowing each passenger to stow a sizeable carry-on bag on board.[citation needed] 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 disembarcation of passengers.[citation needed] It is unclear whether any changes to the design have taken place since the project's suspension and restart.[citation needed]
In May 2005, Bombardier secured agreements with the Federal Government of Canada, the Provincial Government of Quebec, and the Government of the United Kingdom for supports and loans for the C-Series project.[citation needed] Final assembly of the aircraft was to be at Mirabel Airport, outside Montreal, Quebec.[citation needed] Substantial portions of the aircraft were to be constructed at Bombardier facilities in Belfast, Northern Ireland.[citation needed]
Suspension of program
On January 31 2006, Bombardier announced it would not go forward with plans to develop the CSeries after it failed to secure any significant orders. Bombardier stated they would keep a small team of roughly 50 employees working on the CSeries marketing plan and including other risk sharing partners in the programme.[1][2] With the C-Series on hold, Bombardier announced on 18 February 2006 that it would begin work on the 100-seat CRJ-1000 regional jet.
Restarting the program
On January 31 2007, Bombardier announced that work on the aircraft would continue.[3].
In November 2007, Bombardier announced that the Pratt & Whitney Geared Turbofan Engine would be the exclusive powerplant for the CSeries.[4] Bombardier intends to launch its CSeries aircraft in 2008 for an entry in to service in 2013. The 110-seat C110 and 130-seat C130 will feature a five-abreast cabin with larger windows and overhead luggage bins.
Specifications
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| Performance | Range @ Max. Pax | |||
|---|---|---|---|---|
| C110 STD (110 passengers) | 1800 nm | 3335 km | ||
| C110 ER (110 passengers) | 2700 nm | 5000 km | ||
| Speed | Mach | kt | mph | km/h |
| Max Cruise Speed | 0.82 | 470 | 541 | 870 |
| Normal Cruise Speed | 0.78 | 447 | 514 | 828 |
| Altitudes | ft | m | ||
| Maximum Operating Altitude | 41,000 ft | 12,496 m | ||
Preliminary Data
C110
| Configuration |
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| Cabin Windows |
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| Passenger Seats |
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| Cargo Compartments |
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| Total Seats |
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C130
| Configuration |
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| Cargo Compartments |
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| 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 is approximately $1800 USD per hour.
(Source: Bombardier)
References
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
See also
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Related development
Aircraft of comparable role, configuration, and era
Related lists