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New Info On The CRJ 1000?  
User currently offlineFlyboy80 From United States of America, joined Jul 2001, 1876 posts, RR: 3
Posted (6 years 1 month 3 weeks 4 hours ago) and read 5957 times:

Good evening all,

How far off until the first CRJ 1000 is debued? Im

curious if there will be any physical differences to the airframe, I could see changes to the tail/ wing possibly. Is the aircraft going to have a larger wing than the -700/-900?

Does Bombardier plan to use the same door/ airstair design? Bring that one up because I recently read another forum about the F-100 and it seems that might be beneficial as an option for a plug type lock and hinge similar to the E-Jet family. Anyways, just curious for some information on the super CRJ.

Thanks.

9 replies: All unread, jump to last
 
User currently offlineMir From United States of America, joined Jan 2004, 21525 posts, RR: 55
Reply 1, posted (6 years 1 month 3 weeks 3 hours ago) and read 5934 times:



Quoting Flyboy80 (Thread starter):
Does Bombardier plan to use the same door/ airstair design? Bring that one up because I recently read another forum about the F-100 and it seems that might be beneficial as an option for a plug type lock and hinge similar to the E-Jet family. Anyways, just curious for some information on the super CRJ.

I'd bet they do. The stairs aren't too hard to integrate with a jetway.

-Mir



7 billion, one nation, imagination...it's a beautiful day
User currently onlineCRJ900 From Norway, joined Jun 2004, 2172 posts, RR: 1
Reply 2, posted (6 years 1 month 3 weeks ago) and read 5850 times:
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Quoting Flyboy80 (Thread starter):
curious if there will be any physical differences to the airframe,

Compared to the CRJ900, the CRJ1000 cabin is 2,95 metres longer, and the wingspan is 1,33 metres longer. Source: bombardier.com

I asked about the E-jet-lookalike door last year and fellow a.nutters said that wouldn't happen as the airstair door is just fine as it is... but perhaps BBD will offer it as an option, ww'll see.

BBD has released its order and delivery stats as of April 30th, and there is a footnote saying that 18 x CRJ900 currently on order can be converted to CRJ1000, but doesn't hint at who the customers would be. My guess is either Air Nostrum (5) and SAS (13) or NWA/DL (18).



Come, fly the prevailing winds with me
User currently offlineMattRB From Canada, joined Apr 2005, 1624 posts, RR: 9
Reply 3, posted (6 years 1 month 3 weeks ago) and read 5820 times:



Quoting Mir (Reply 1):
I'd bet they do. The stairs aren't too hard to integrate with a jetway.

I beg to differ  Smile

The doors on the CRJs have a cable on them. To get a jetway on the aircraft, one must position it so that the cable slides into a slot on the bumper of the gate. You snap the cable, the a/c goes out of service.

The doors on the CRJs are a PITA for jetway operations.



Aviation is proof that given, the will, we have the capacity to achieve the impossible.
User currently offlineSomeone83 From Norway, joined Sep 2006, 3323 posts, RR: 3
Reply 4, posted (6 years 1 month 2 weeks 6 days 23 hours ago) and read 5784 times:

When is CRJ-1000 first flight and EIS predicted to be?

Quoting CRJ900 (Reply 2):
BBD has released its order and delivery stats as of April 30th, and there is a footnote saying that 18 x CRJ900 currently on order can be converted to CRJ1000, but doesn't hint at who the customers would be. My guess is either Air Nostrum (5) and SAS (13) or NWA/DL (18).

I doubt it is SAS. First of all are the CRJ-900 a significant increase in capacity over the Q400 they are replacing and considering the time of the delivery of their first CRJ-900 I do believe that a conversion should already have been announved due to the construction lead time


User currently onlineCRJ900 From Norway, joined Jun 2004, 2172 posts, RR: 1
Reply 5, posted (6 years 1 month 2 weeks 6 days 21 hours ago) and read 5706 times:
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Quoting Someone83 (Reply 4):
When is CRJ-1000 first flight and EIS predicted to be?

According to BBD, first flight is to be in July 2008 and certification and EIS in fourth quarter 2009. Quite a long flight test programme time. Perhaps to ensure the CR10 is a mature aircraft when starting revenue service...?



Come, fly the prevailing winds with me
User currently offlineLH4116 From Sweden, joined Aug 2007, 1710 posts, RR: 14
Reply 6, posted (6 years 1 month 2 weeks 6 days 21 hours ago) and read 5697 times:



Quoting CRJ900 (Reply 5):
According to BBD, first flight is to be in July 2008 and certification and EIS in fourth quarter 2009

When will the official roll-out take place?



SAS Plus is Business Class made faux!
User currently offlineOyKIE From Norway, joined Jan 2006, 2726 posts, RR: 4
Reply 7, posted (6 years 1 month 2 weeks 6 days 16 hours ago) and read 5507 times:



Quoting Someone83 (Reply 4):
Quoting CRJ900 (Reply 2):
BBD has released its order and delivery stats as of April 30th, and there is a footnote saying that 18 x CRJ900 currently on order can be converted to CRJ1000, but doesn't hint at who the customers would be. My guess is either Air Nostrum (5) and SAS (13) or NWA/DL (18).

I doubt it is SAS. First of all are the CRJ-900 a significant increase in capacity over the Q400 they are replacing and considering the time of the delivery of their first CRJ-900 I do believe that a conversion should already have been announved due to the construction lead time

My gut feeling is that Someone83 are right. SAS bought the CRJ900 NextGen with delivery planned before the EIS of the CRJ1000. That being said the CRJ1000 is still only needs 2 F/A and I wonder why so few has opted for the CRJ1000. It is almost like the 736 compared to the 73G. Almost the same operating cost but the 73G offers more passengers.



Dream no small dream; it lacks magic. Dream large, then go make that dream real - Donald Douglas
User currently onlineCRJ900 From Norway, joined Jun 2004, 2172 posts, RR: 1
Reply 8, posted (6 years 1 month 2 weeks 4 days 11 hours ago) and read 5244 times:
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Quoting OyKIE (Reply 7):
That being said the CRJ1000 is still only needs 2 F/A and I wonder why so few has opted for the CRJ1000. It is almost like the 736 compared to the 73G. Almost the same operating cost but the 73G offers more passengers.

And I'm wondering how the CRJ1000 will manage against the E190. Apparently, the CRJ1000 operating empty weight will be around 4,000 kgs less than the E190 (and MTOW up to 8,000 kgs less)... but does that mean significant savings in airport charges?

Will the CRJ1000 be better overall financially on 2-4-hour flights due to lower weights (less fuel burn?) than the E190? The E190 is more roomy, but are pax willing to pay a little extra for that extra space?

Is the CRJ1000 at a disadvantage by not having exits at the rear of the cabin, nor a true rear galley, like the E190? Since CRJ900 operators never ordered the rear service door, I assume there was simply no need for it?



Come, fly the prevailing winds with me
User currently offlineSafetyDemo From United States of America, joined Sep 2007, 310 posts, RR: 0
Reply 9, posted (6 years 1 month 2 weeks 4 days 10 hours ago) and read 5220 times:



Quoting CRJ900 (Reply 8):
Is the CRJ1000 at a disadvantage by not having exits at the rear of the cabin, nor a true rear galley, like the E190? Since CRJ900 operators never ordered the rear service door, I assume there was simply no need for it?

The rear door requires an evacuation slide due to the height, which increases weight, staff training and maintenance costs. I believe that is the reason no one opted for it.

-safetyDemo



Please direct your attention to the flight attendants in the cabin...
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