Bombardier CRJ700 series
CRJ700, CRJ900, and CRJ1000
|Air Nostrum CRJ900 in 2014|
|First flight||27 May 1999|
|Primary users||SkyWest Airlines
|Number built||815 as of September 2017|
|Developed from||Bombardier CRJ200|
Following the success of the CRJ100/200 series, Bombardier Aerospace produced larger variants in order to compete with larger regional aircraft such as the Fokker 70/Fokker 100 or the BAe 146 family, and competed later with the Embraer E-Jet family. It accounts for over 20% of all jet departures in North America and globally the family operates more than 200,000 flights per month: a CRJ takes off every 10 seconds.
In 2007, Bombardier launched the CRJ900 NextGen to replace the initial version. Its improvements and conic nozzle enhances fuel economy by 5.5%. The new model has improved economics and a new cabin common to the CRJ700 NextGen and CRJ1000 NextGen. Mesaba Aviation, operating at the time as Northwest Airlink (now Delta Connection), was the launch customer, and remains the largest operator of the CRJ900 NextGen. The Mesaba fleet of CRJ900 NextGen aircraft are configured in a two class seating configuration, with 12 first class seats and 64 coach seats.
In 2008, the CRJ700 was replaced with the CRJ700 NextGen, featuring improved economics and a revised cabin common to the CRJ900 NextGen and CRJ1000 NextGen. In January 2011, SkyWest Airlines ordered four CRJ700 NextGen aircraft.
In 2016, Bombardier began offering a modernized cabin design for the CRJ Series with a more spacious entry, larger overhead bins, larger windows, newer seats, larger lavatories, and upgraded lighting. Maintenance intervals were extended to 800/8,000 hours.
Design work on the CRJ700 by Bombardier started in 1995 and the programme was officially launched in January 1997. The CRJ700 is a stretched derivative of the CRJ200. The CRJ700 features a new wing with leading edge slats and a stretched and slightly widened fuselage, with a lowered floor. Its first flight took place on 27 May 1999. The aircraft's FAA Type Certificate designation is the CL-600-2C10. The CRJ700 first entered commercial service with Brit Air in 2001.
Seating ranges from 63 to 78. The CRJ700 comes in three versions: Series 700, Series 701, and Series 702. The Series 700 is limited to 68 passengers, the 701 to 70 passengers, and the 702 to 78 passengers. The CRJ700 also has three fuel/weight options: standard, ER, and LR. The ER version has an increase in fuel capacity as well as maximum weight, which in turn increases the range. The LR increases those values further. The executive version is marketed as the Challenger 870. The CRJ700 directly competes with the Embraer 170, which typically seats 70 passengers.
The early build aircraft were equipped with two General Electric CF34-8C1 engines. However, later build aircraft are now equipped standard with the -8C5 model, which is essentially an uprated 8C1. Most airlines have replaced the older engines with the newer model, while a few have kept the older -8C1 in their fleet.
Maximum speed is Mach 0.85 (903 km/h; 488 kn) at a maximum altitude of 12,500 m (41,000 ft). Depending upon payload, the CRJ700 has a range of up to 3,620 km (2,250 mi) with original engines, and a new variant with CF34-8C5 engines will have a range of up to 4,660 km (2,900 mi).
The CRJ900 is a stretched 76–90 seat version of the CRJ700. The airplane is loosely based on the CRJ200 series with a few major improvements. The first CRJ900 (C-FRJX) was modified from the prototype CRJ700 by adding longer fuselage plugs fore and aft of the wings; it was later converted into the prototype CRJ1000 by installing longer fuselage plugs. The CRJ900 competes with the Embraer 175, and is more efficient per seat-mile, according to Bombardier. Mesa Air Group was the launch customer for the CRJ900 painted in America West livery. The FAA Type Certificate designation of the CRJ900 is the CL-600-2D24.
Comair, operating as Delta Connection, ordered 14 CRJ900s, with at least 6 in service as of November 2007. These are in a two–class configuration, with 12 first class seats and 64 coach seats. This is due to a limitation in Delta's contract with its pilots which limits its regional carriers to flying 76-seat aircraft.
The wing is wider with added leading edge slats, the tail is redesigned with more span and anhedral. The cabin floor has been lowered 2 inches which gains outward visibility from the windows in the cabin as the windows become closer to eye level height. Its maximum ground takeoff weight is 84,500 pounds.
The aircraft features two GE CF34-8C5 engines, 59.4 kN (13,400 lbf) thrust with APR. The engines are controlled by FADEC digital engine control instead of control cables and a fuel control unit.
The environmental packs have a target temperature instead of a hot-cold knob. The cabin has a recirculation fan which aids in cooling and heating. The APU is a Honeywell RE220 unit which supplies much more air to the AC packs and has higher limits for starting and altitude usage.
In typical service the CRJ900 can cruise 8–10,000 ft higher with a slightly higher fuel burn and an average true airspeed of 450–500 knots, a significant improvement over its predecessor.
The CRJ700 Series 705 is based on the CRJ900, with a business class cabin and a reduced maximum seating capacity to allow operation with regional airlines. The Series 705 seats 75 passengers. Some regional airlines have scope clauses with their major airlines that limit the maximum passenger capacity of aircraft they operate. The Air Canada Pilots Association negotiated a scope agreement with Air Canada limiting the maximum seating capacity of any jet aircraft at Air Canada Express to 75 seats. Air Canada Jazz was the launch customer for this aircraft in 2005 with 10 Executive Class and 65 Economy Class seats, all fitted with personal audio/video-on-demand systems. The FAA Type Certificate designation of the CRJ705 is the CL-600-2D15. Jazz Aviation, a subsidiary of Chorus Aviation, operates 16 CRJ705s on behalf of Air Canada and is currently the only operator of this version. On April 26, 2016, Jazz Aviation announced that existing CRJ705 aircraft in operation will be converted to CRJ900 standards.
On 19 February 2007, Bombardier launched the development of the CRJ1000, previously designated CRJ900X, as a stretched CRJ900, with up to 100 seats. The CRJ1000 completed its first production flight on 28 July 2009 in Montreal; the entry into service was planned then for the first quarter of 2010. A month after the first flight, however, a fault in the rudder controls forced the flight-test program to be grounded : the program was not resumed until February 2010, and deliveries were projected to begin by January 2011.
Bombardier Aerospace announced on 10 November 2010 that its 100-seat CRJ1000 was awarded Aircraft Type Certificates from Transport Canada and European Aviation Safety Agency, allowing for deliveries to begin. On 14 December 2010, Bombardier began CRJ1000 deliveries to Brit Air and Air Nostrum.
On 23 December 2010, it was announced that the Federal Aviation Administration had also awarded a type certificate, allowing the CRJ1000 to operate in US airspace. Bombardier states that it offers better performance and a higher profit per seat than the competing Embraer E-190. The FAA Type Certificate designation of the CRJ1000 is the CL-600-2E25.
As of July 2015, 317 CRJ700 aircraft (all variants), 339 CRJ900 aircraft (all variants) and 40 CRJ1000 aircraft were in airline service with SkyWest Airlines (132), Endeavor Air (81), Mesa Airlines (78), ExpressJet Airlines (71), GoJet Airlines (50), PSA Airlines (48), Envoy Air (43), HOP! (27), Air Nostrum (21), China Express Airlines (18), Lufthansa CityLine (18), Germanwings (17), Air Canada Express (16), Garuda Indonesia (15), Scandinavian Airlines (12), and other operators with fewer aircraft of the type.
Orders and deliveries
Bombardier data as of 30 September 2017.
|27 March 2014||CRJ700||Undisclosed customer from Latin America||1||0||Specialized Configuration / BBD Press Release|
|27 March 2014||CRJ900||Adria Airways||2||0||BBD Press Release|
|31 March 2014||CRJ900||China Express Airlines||3||-3||Converted Conditional order / BBD Press Release|
|30 June 2014||CRJ900||China Express Airlines||16||8||Previously an undisclosed customer, revealed on 8 November 2014.|
|10 November 2014||CRJ900||Petroleum Air Services||1||0||BBD Press Release|
|1 March 2015||CRJ900||American Airlines||24||0||BBD Press Release|
|12 March 2015||CRJ900||Mesa Airlines||7||0||To be operated for American Eagle.|
|2 October 2015||CRJ900||CityJet||8||6||BBD Press Release. CityJet acquires the aircraft from customer that signed a firm agreement.|
|2 October 2015||CRJ700||Undisclosed existing customer||2||0||BBD Press Release|
|31 December 2015||CRJ900||China Express Airlines||10||-8||BBD Press Release.|
|25 April 2016||CRJ900||Trident Jet for CityJet||4||-4||BBD Press Release.|
|26 April 2016||CRJ900||Jazz Aviation LP for Air Canada Express||5||5||BBD Press Release.|
|20 June 2016||CRJ900||Industrial Bank (China)||10||0||BBD Press Release. BBD disclosed the previously unidentified customer on November 1, 2016.|
|1 February 2017||CRJ900||CityJet||6||4||Will be operated in the Scandinavian Airlines (SAS) network, BBD Press Release|
|29 March 2017||CRJ900||CityJet||4||-4||Exercised options, will be operated in the Scandinavian Airlines (SAS) network, BBD Press Release|
In September 2011, PLUNA received its eleventh airplane (from an eventual total order of 15 with options). Estonian Air ordered 3 CRJ900 NextGen 88-seat aircraft. Also, SAS ordered 13 of these in March 2008. Iraqi Airways has ordered six Bombardier CRJ900 NextGen airliners and options on a further four of the type. In June 2010, Lufthansa ordered eight CRJ900 NextGen. In December 2012, Delta Air Lines ordered 40 CRJ900 NextGen worth $1.89 billion with 30 options.
In February 2012, Garuda Indonesia ordered six CRJ1000s and took options for another 18. The Danish lessor Nordic Aviation Capital also ordered 12 for Garuda to operate with delivery beginning in 2012. As of December 2015, a total of 43 aircraft had been delivered to airlines with 25 unfilled orders.
|Seating capacity||66 to 78||76 to 90||97 to 104|
|Cargo capacity||547 cu ft / 15.5 m3
5,375 lb / 2,438 kg
|594 cu ft / 16.8 m3
6,075 lb / 2,756 kg
|683 cu ft / 19.4 m3
7,180 lb / 3,257 kg
|Length||106 ft 1 in / 32.3 m||118 ft 11 in / 36.2 m||128 ft 5 in / 39.1 m|
|Height||24 ft 10 in / 7.6 m||24 ft 7 in / 7.5 m||24 ft 6 in / 7.5 m|
|Wingspan||76 ft 3 in / 23.2 m||81 ft 7 in / 24.9 m||85 ft 11 in / 26.2 m|
|Wing area||760 sq ft / 70.6 m2||765 sq ft / 71.1 m2||833 sq ft / 77.4 m2|
|Fuselage, cabin||8 ft 10 in / 2.7 m diameter, 100.5 in / 2.55 m width × 74.0 in / 1.88 m height|
|MTOW||75,000 lb / 34,019 kg (ER)||84,500 lb / 38,330 kg (LR)||91,800 lb / 41,640 kg (ER)|
|Max. Landing||67,000 lb / 30,391 kg||75,100 lb / 34,065 kg (LR)||81,500 lb / 36,968 kg|
|Max. Zero Fuel||62,300 lb / 28,259 kg||70,750 lb / 32,092 kg (LR)||77,500 lb / 35,154 kg|
|Operating empty||44,245 lb (20,069 kg)||48,160 lb (21,845 kg)||51,120 lb (23,188 kg)|
|Max. payload||18,055 lb / 8,190 kg||22,590 lb / 10,247 kg (LR)||26,380 lb / 11,966 kg|
|Engines (2x)||GE CF34-8C5B1||GE CF34-8C5||GE CF34-8C5A1|
|Thrust (2x)[a]||13,790 lbf / 61.3 kN||14,510 lbf / 64.5 kN|
|Max. speed||0.825 Mach (473 kn, 876 km/h)||0.82 Mach (470 kn, 871 km/h)|
|Cruise||0.78 Mach (447 kn, 829 km/h)|
|Range[b]||1,378 NM / 2,553 km (ER)||1,553 NM / 2,876 km (LR)||1,622 NM / 3,004 km (ER)|
|Take off[c]||5,265 ft / 1,605 m (ER)||6,360 ft / 1,939 m (LR)||6,955 ft / 2,120 m (ER)|
|Landing[d]||5,040 ft / 1,536 m||5,355 ft / 1,632 m||5,740 ft / 1,750 m|
- Related development
- Aircraft of comparable role, configuration and era
- Antonov An-148
- Comac ARJ21
- Embraer E-Jet family
- Fairchild-Dornier 728 family
- Fokker 70/100
- Mitsubishi MRJ 70/MRJ 90
- Sukhoi Superjet 100
- Tupolev Tu-334
- Related lists
- APR, ISA +15 °C Flat Rated
- 225 lb. / 102 kg per pax.
- ISA, SL, MTOW
- ISA, SL, MLW
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- "Customer Places Firm Order for 24 Bombardier CRJ900 NextGen Aircraft". 30 December 2014.
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