YYZYYT
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RE: CSeries - Flight Test And Production (Part 9)

Thu Jun 11, 2015 2:28 pm

This has been referred to in other CSeries threads, but I though it bore re-posting here...

BBD said back in March that it would reveal improved numbers at Paris. This article (in French) cites unnamed sources who say that the increase in range will be from 2,950 NM to 3,250 NM (10%)... and also cites other unnamed sources as saying that an increase to 3,450 NM might be announced (which would be a 17% improvement!).

http://andreallardaviation.com/2015/...autonomie-superieure-dau-moins-10/

Exciting if true!
 
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lightsaber
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RE: CSeries - Flight Test And Production (Part 9)

Fri Jun 12, 2015 3:46 am

Quoting YYZYYT (Reply 6):
and also cites other unnamed sources as saying that an increase to 3,450 NM might be announced (which would be a 17% improvement!).

Possible if the C-series was very conservatively designed, but better than I've be hearing. I hope for such range, but I'm expecting around 3,200nm in the default 2-class layout. Of course less in high density configurations.


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RE: CSeries - Flight Test And Production (Part 9)

Fri Jun 12, 2015 9:50 am

At the 3200 - 3400nm range what does that do for operations out of LCY or YTZ? Would additional range make the ears of a few airline execs perk up and take a bit more notice?
 
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PipoA380
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RE: CSeries - Flight Test And Production (Part 9)

Fri Jun 12, 2015 1:14 pm

As LX will replace ist Avros with the CSeries, so the GVA-LCY flight should be operated with this new plane AFAIK.

[Edited 2015-06-12 06:16:53]
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conaly
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RE: CSeries - Flight Test And Production (Part 9)

Fri Jun 12, 2015 1:32 pm

Wow, I always had the impression this thing is much smaller. But it looks huge in this pic and now that I read the stats I'm really impressed. Can't wait to see her flying around in Europe.
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queb
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RE: CSeries - Flight Test And Production (Part 9)

Fri Jun 12, 2015 4:36 pm

Quoting YXXMIKE (Reply 8):
At the 3200 - 3400nm range what does that do for operations out of LCY or YTZ? Would additional range make the ears of a few airline execs perk up and take a bit more notice?

Previous estimation for LCY was 1500 nm with 110 passengers.
 
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RE: CSeries - Flight Test And Production (Part 9)

Fri Jun 12, 2015 6:10 pm

Quoting PipoA380 (Reply 9):

As LX will replace ist Avros with the CSeries, so the GVA-LCY flight should be operated with this new plane AFAIK.

Not only the GVA-LCY flights but of course also the ZRH-LCY flights. SWISS has no other aircraft to do this.
 
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RE: CSeries - Flight Test And Production (Part 9)

Fri Jun 12, 2015 6:33 pm

FTV5/Swiss painted aircraft is just over the English Channel right now....Montreal to Paris non-stop! How long a flight is that?
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RE: CSeries - Flight Test And Production (Part 9)

Fri Jun 12, 2015 6:58 pm

On its last steps right now... FR24 shows a flight time of almost 6:50!

[Edited 2015-06-12 12:00:33]
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RE: CSeries - Flight Test And Production (Part 9)

Fri Jun 12, 2015 7:02 pm

VTF5 landed! 6:48 in the air
 
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RE: CSeries - Flight Test And Production (Part 9)

Fri Jun 12, 2015 7:51 pm

At about the 5 minute mark of this video, Rob Dewar estimates that, in test set-up at least, FTV5 could do a 9.5 hour flight.

http://youtu.be/C1vVqrk7ar4
 
queb
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RE: CSeries - Flight Test And Production (Part 9)

Fri Jun 12, 2015 11:11 pm

From Jon Ostrower :

Big beat by Bombardier: 5000lb+ MTOW, range to 3300nm, 1.5% lower fuel burn at EIS, 4% more in 2018. http://t.co/L1HoPaMrA7 #PAS15 #CSeries

https://twitter.com/jonostrower/status/609469029628178432
 
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KarelXWB
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RE: CSeries - Flight Test And Production (Part 9)

Sat Jun 13, 2015 9:15 am

That's a significant performance increase!
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rbrunner
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RE: CSeries - Flight Test And Production (Part 9)

Sat Jun 13, 2015 10:15 am

Quoting ZRH (Reply 12):
SWISS has no other aircraft to do this.

IIRC the Helvetic E190s flying on behalf of LX are going to fly to LCY. Aircraft flying to LCY have to be certified to do so, AFAIK.

Quoting Dash9 (Reply 15):
VTF5 landed! 6:48 in the air

That is impressive, but it must have been close to empty weight (plus fuel, of course)  
 
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RE: CSeries - Flight Test And Production (Part 9)

Sat Jun 13, 2015 2:01 pm

Quoting rbrunner (Reply 19):
IIRC the Helvetic E190s flying on behalf of LX are going to fly to LCY. Aircraft flying to LCY have to be certified to do so, AFAIK

Yes, this is probably correct. But it is a wet-lease by SWISS and they want to fly it with their own aircrafts when they have enough CS 100. The CS 100 will for sure be certified for LCY
 
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RE: CSeries - Flight Test And Production (Part 9)

Sat Jun 13, 2015 2:17 pm

Quoting ZRH (Reply 20):
The CS 100 will for sure be certified for LCY

Yes, I expect so.  
 
lostsound
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RE: CSeries - Flight Test And Production (Part 9)

Sat Jun 13, 2015 5:10 pm

The CS100 will be certified for LCY regardless if Swiss uses them or not for that service. Bombardier has mentioned this before and Odyssey (a CS100 customer) plan to operate out of LCY.  
 
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RE: CSeries - Flight Test And Production (Part 9)

Sun Jun 14, 2015 1:15 am

Quoting lostsound (Reply 22):
The CS100 will be certified for LCY regardless if Swiss uses them or not for that service. Bombardier has mentioned this before and Odyssey (a CS100 customer) plan to operate out of LCY.  

Yes, I'm very positive about the CSeries and I wish them well. Very innovative and that's what we needed in the 90 to 150 pax sector.
 
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RE: CSeries - Flight Test And Production (Part 9)

Sun Jun 14, 2015 9:41 am

Don't know if the correct place, but Bombardier is having a press briefing at the Paris Airshow at the moment.

From what I see on Twitter now

CSeries is having better than advertised performance:

Range +350NM
Delivering on noise tests, quietest commercial jet in production
20% increase in fuel efficiency on current in production jets and 10% advantage on re-engined jets
 
queb
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RE: CSeries - Flight Test And Production (Part 9)

Sun Jun 14, 2015 1:28 pm

All change are incorporated on the specs sheets, standard capacity, range, takeoff lenght and MTOW for both models have been modified.

http://commercialaircraft.bombardier...al-Aircraft-CS100-FactSheet-en.pdf

http://commercialaircraft.bombardier...al-Aircraft-CS300-FactSheet-en.pdf
 
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RE: CSeries - Flight Test And Production (Part 9)

Sun Jun 14, 2015 2:22 pm

Interesting. Why can the CS300 fly further than the CS100? Does it hold more fuel?
 
queb
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RE: CSeries - Flight Test And Production (Part 9)

Sun Jun 14, 2015 3:03 pm

No its the same wing, but MTOW would have been higher and takeoff lenght too, the CS100 must be a dragster for short runway airport like LCY. CS100 MTOW has been raised by 1100 kg, 2200 kg for the CS300.
 
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RE: CSeries - Flight Test And Production (Part 9)

Sun Jun 14, 2015 3:06 pm

Note that standard single class capacity (32 inches) for the CS100 is now 120 seats (maximum 133 at 28 inches) and 140 seats for the CS300 (maximum 160 at 28 inches)

[Edited 2015-06-14 08:09:52]
 
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lightsaber
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RE: CSeries - Flight Test And Production (Part 9)

Sun Jun 14, 2015 4:39 pm

Good news. The CS300 range is even 50nm more than my 'rumor mill' was hinting at.

I'm a bit surprised the range of the CS100 not being higher, but I was expecting a higher MTOW. With the option of 23.3k thrust engines, I'm a little surprised there isn't an option of a higher MTOW CS100 option. Oh, well, room for improvement.  

With the expected future 2018 efficiency improvements...   

Quoting queb (Reply 28):
Note that standard single class capacity (32 inches) for the CS100 is now 120 seats (maximum 133 at 28 inches) and 140 seats for the CS300 (maximum 160 at 28 inches)
Quoting queb (Reply 25):
http://commercialaircraft.bombardier...al-Aircraft-CS100-FactSheet-en.pdf

4,800 ft runway required (max) for the CS100 vs. 4,900 ft at LCY... Coincidence? I think not.  
Quoting starbucks (Reply 24):
Delivering on noise tests, quietest commercial jet in production
20% increase in fuel efficiency on current in production jets and 10% advantage on re-engined jets

  

And more to come.   
Although the PW1100G will also receive a PIP too.


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Someone83
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RE: CSeries - Flight Test And Production (Part 9)

Sun Jun 14, 2015 5:31 pm

Quoting queb (Reply 25):
All change are incorporated on the specs sheets, standard capacity, range, takeoff lenght and MTOW for both models have been modified.

Thanks

But what is the changes vs previous numbers?
 
Okcflyer
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RE: CSeries - Flight Test And Production (Part 9)

Sun Jun 14, 2015 6:17 pm

Wow! Must have been some seriously conservative promises to the public over internal project objectives.

The million dollar question is: How do the following shake out in terms of overall operational cost (fuel, maintenance, acquisition)

CS100 vs E2-190
CS300 vs E2-195

The CSeries is roughly 8,000lbs heavier than the E2 jets IIRC. That's a material difference. The big questions are:

-Does the CSeries newer design reduce drag in cruise enough compared to E2 to offset the weight penalty?
-Does the additional CSeries range over the E2 add sufficient opportunity/value to bear the cost of the higher weight to achieve extra performance?
-How quickly do both frames turn at the gate? 4 vs 5 across for roughly same passenger load. Is one 5 minutes quicker than the other?
-How mature are the aircraft systems? Are they expensive to maintain? E2 should have inherent advantage here from Gen1 experience.
-Long term value of frame? Will composite construction on CSeries reduce long term frame maintenance costs? What about for warm, salty coastal environments?
-How important is short runway performance? CSeries has a big advantage here.


[Edited 2015-06-14 11:19:39]


[Edited 2015-06-14 11:22:40]
 
sf260
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RE: CSeries - Flight Test And Production (Part 9)

Sun Jun 14, 2015 6:44 pm

Awesome news! I wonder how much range would have changed without the MTOW increase(s)?
Anybody dares to guesstime how much range a possible "simple stretch" CS500 would have, with current CS300 MTOW? (I reckon still well over 2,000nm?)
 
queb
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RE: CSeries - Flight Test And Production (Part 9)

Sun Jun 14, 2015 8:40 pm

Quoting OKCFlyer (Reply 31):
CS100 vs E2-190
CS300 vs E2-195

The CSeries is roughly 8,000lbs heavier than the E2 jets IIRC. That's a material difference.

But:

A) you compare a 120 seats (32 inch) and 3100 nm aircraft vs a 106 seats (31 inch) and 2800 nm aircraft

B) you compare a 140 seats (32 inch) and 3300 nm aircraft vs a 132 seats (31 inch) and 2000 nm aircraft.

And the E2 will need a lot more runway for takeoff.
 
Okcflyer
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RE: CSeries - Flight Test And Production (Part 9)

Sun Jun 14, 2015 10:29 pm

Quoting queb (Reply 33):

Quoting OKCFlyer (Reply 31):
CS100 vs E2-190
CS300 vs E2-195

The CSeries is roughly 8,000lbs heavier than the E2 jets IIRC. That's a material difference.

But:

A) you compare a 120 seats (32 inch) and 3100 nm aircraft vs a 106 seats (31 inch) and 2800 nm aircraft

B) you compare a 140 seats (32 inch) and 3300 nm aircraft vs a 132 seats (31 inch) and 2000 nm aircraft.

And the E2 will need a lot more runway for takeoff.

Runway performance is one of the topics I touched on. Unquestionable benefit to CSeries. Doesn't mean it will do well, especially in North America were runway performance isn't an issue. The E2 isn't a dog either.

It is a bit of a stretch to compare the CS100 vs E2-190 as the sizing is quite different. CS100 is larger than almost all regional scope clauses. That's a major negative. E2-190 is targeted for that. Not an insignificant market, just not a North America one for it.

On that note, per the analysis I have read, the CS100 isn't comparable to the E2-195 in CASM. The CS300 barely beats the E2. They're tied at 70% Load Factors. In order to make the CS300 work, unless any of the unique capabilities are needed, you have to running extremely high loads factors to make it a better choice than the E2 otherwise you have higher trip costs than ideal. The issue is magnified in favor of E2 on shorter hops.

That's the whole point of the E2 / CSeries. More affordably fly the short hops than the -7MAX and 320NEO's can. The market for 2000nm + routes on a 120/130 pax plane is limited I think. CASM is too high from a small mainline jet. Route performance on longer sectors is better served with a -8Max or NEO over those distances.

[Edited 2015-06-14 15:31:50]
 
YXwatcherMKE
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RE: CSeries - Flight Test And Production (Part 9)

Mon Jun 15, 2015 1:02 am

From Airliners History page on the E-170-195 A/C
Embraer announced the ERJ-170 and ERJ-190 in February 1999, and formally launched the program on June 14 that year at the Paris Airshow. The first member of the family is the 70 seat Embraer 170, which rolled out on October 29 2001 (when the ERJ prefix was dropped for the marketing designation) and first flew on February 19 2002. Six aircraft were being used in the flight test program. By early 2005, 62 ERJ-170s, 2 ERJ-175s, 4 ERJ-190s and 1 ERJ-195 had been built, with a further 108 ERJ-170s, 25 ERJ-175s, 156 ERJ-190s and 15 ERJ-195s on order.

The public debut was at the Regional Airline Association convention at Nashville, Tennessee in May 2002, followed by its European debut at the Farnborough International Air Show in July the same year. The 170 was certificated in February 2004 and deliveries started in March 2004 to LOT Polish Airlines, US Airways and Alitalia Express.

As you can see the E-Jets as they have be named had a similar history to the C-Series. They did not have many orders until soon after the A/C EIS, and then their order book started filling up. I have a strong filling that history is going to repeat its self.
And yes the E2 program has it order book filling up too, but I think after the Paris airshow and Dubai airshow are over the C-Series Order book will be close to or over the 400 mark.
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r2rho
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RE: CSeries - Flight Test And Production (Part 9)

Mon Jun 15, 2015 11:38 am

Quoting lostsound (Reply 26):
Why can the CS300 fly further than the CS100?
Quoting lostsound (Reply 26):
CS100 MTOW has been raised by 1100 kg, 2200 kg for the CS300.
Quoting lightsaber (Reply 29):
I'm a bit surprised the range of the CS100 not being higher, but I was expecting a higher MTOW. With the option of 23.3k thrust engines, I'm a little surprised there isn't an option of a higher MTOW CS100 option. Oh, well, room for improvement.

I'm confused. I thought the CS300 was a straight stretch, unlike for example the 789. And given the short time interval between the two versions, I doubt the CS300 incorporates any improvements over the CS100. So is this just a paper limitation? IMO yes. Perhaps for initial type certification purposes. A fully unleashed CS100 with 23k engines should have even better range. So IMO we can expect MTOW boosts later on.

Quoting lightsaber (Reply 29):
4,800 ft runway required (max) for the CS100 vs. 4,900 ft at LCY... Coincidence? I think not

The CS100 is a great LCY aircraft, but there is now a much more difficult obstacle than runway performance to overcome: the expansion plans have, at least for the time being, been rejected by the mayor, on the grounds of noise. Crucially, this expansion added larger aircraft stands that are so scarce there and that the CSeries would need. Ironically, replacing current LCY aircraft by the CSeries would reduce noise emissions....
http://www.bbc.com/news/uk-england-london-32078526
 
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Polot
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RE: CSeries - Flight Test And Production (Part 9)

Mon Jun 15, 2015 11:50 am

Quoting r2rho (Reply 36):
The CS100 is a great LCY aircraft, but there is now a much more difficult obstacle than runway performance to overcome: the expansion plans have, at least for the time being, been rejected by the mayor, on the grounds of noise. Crucially, this expansion added larger aircraft stands that are so scarce there and that the CSeries would need. Ironically, replacing current LCY aircraft by the CSeries would reduce noise emissions....

That is going to be the biggest problem with the C-Series and LCY. I don't think many people here realize that the CS100 has basically the same exterior footprint as a A319. Who knows how Odyssey is going to have a major operation of there with 10 CS100's plus whoever else is going to send them to LCY plus the BA A318's.
 
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STT757
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RE: CSeries - Flight Test And Production (Part 9)

Mon Jun 15, 2015 12:45 pm

Quoting OKCFlyer (Reply 34):
especially in North America were runway performance isn't an issue.

I can think of a couple situations where the C Series might perform better:

Denver, DCA, LGA, SNA etc..
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aerolimani
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RE: CSeries - Flight Test And Production (Part 9)

Mon Jun 15, 2015 7:17 pm

CS100, CRJ1000 and Q400 aircraft arriving at PAS15.

http://youtu.be/_oJj9cpPaPY
 
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JetBuddy
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RE: CSeries - Flight Test And Production (Part 9)

Mon Jun 15, 2015 7:41 pm

Bombardier promises another 4% performance boost on the C Series by 2018, building on the better than promised performance revealed at the Paris Air Show:

http://www.flightglobal.com/news/art...r-4-performance-boost-from-413608/
 
kaneporta1
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RE: CSeries - Flight Test And Production (Part 9)

Mon Jun 15, 2015 8:21 pm

Interesting article and photo:

http://i2.wp.com/www.runwaygirlnetwork.com/wp-content/uploads/2015/06/Bombardier-is-seriously-pleased-with-the-performance-of-its-CSeries.jpg

From: http://www.runwaygirlnetwork.com/201...e-changer-for-paxex-and-economics/

The way I interpret this, is that the newly announced boost in performance comes from the airframe rather than the engine. Which in my opinion is huge at this stage of the program. I suspect the 4% by 2018 is actually quite realistic and even more impressive considering it will come just 5 years after first flight!
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INFINITI329
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RE: CSeries - Flight Test And Production (Part 9)

Wed Jun 17, 2015 7:05 am

Quoting lightsaber (Reply 29):
Good news. The CS300 range is even 50nm more than my 'rumor mill' was hinting at.

I'm a bit surprised the range of the CS100 not being higher, but I was expecting a higher MTOW. With the option of 23.3k thrust engines, I'm a little surprised there isn't an option of a higher MTOW CS100 option. Oh, well, room for improvement.  

According to Leeham, the numbers BBD used at Paris are very conservative. In fact they believe the range will be greater than recently announced

http://leehamnews.com/2015/06/16/cse...-better-than-bombardier-revealed/.
 
morrisond
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RE: CSeries - Flight Test And Production (Part 9)

Wed Jun 17, 2015 7:45 am

With the performance improvement and 2018 Upgrades - How does that make a potential CS500 look? Does this give them the latitude to make it even bigger? Or at the current proposed size what do the economics look like compared to 737-7/8, A319/320NEO?

Is the more modern structure really going to change things vs the legacy designs?
 
runway23
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RE: CSeries - Flight Test And Production (Part 9)

Wed Jun 17, 2015 8:01 am

Anybody know if the CS-100 will be certified for Lugano ? I could see Swiss being semi-interested in operating to Lugano from either ZRH or GVA with the CS-100 if it is certified.
 
r2rho
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RE: CSeries - Flight Test And Production (Part 9)

Wed Jun 17, 2015 11:49 am

Quoting infiniti329 (Reply 42):
According to Leeham, the numbers BBD used at Paris are very conservative. In fact they believe the range will be greater than recently announced

Quite likely. If BBD are making these commercial promises right now it is because they are 100% sure they can meet them. Which means they still left a small portion of the originally large margin in there. Once it is in service in sufficient numbers, that margin can be taken out.

Quoting morrisond (Reply 43):
With the performance improvement and 2018 Upgrades - How does that make a potential CS500 look? Does this give them the latitude to make it even bigger?

It looks a whole lot better. As a stretch, it would necessarily sacrifice range, but now that figure, while always less than CS300, will be larger, and likely perfectly enough for most operators' needs.
As for making it bigger instead of adding range, it will depend on how much the frame can be stretched with the current wing & LG, as well as how much BBD commercially dares to venture into what is clearly A&B doupoly territory.
 
rbrunner
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RE: CSeries - Flight Test And Production (Part 9)

Wed Jun 17, 2015 12:00 pm

Quoting runway23 (Reply 44):
Anybody know if the CS-100 will be certified for Lugano ?

I wouldn't be surprised if the CS-100 would seek Lugano approval. It certainly shares some similarities with LCY, such as the steep approach. Runway length is also pretty similar, LCY rwy being a little longer (LCY 1.508m vs LUG 1.420m).
 
AntonovA330
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RE: CSeries - Flight Test And Production (Part 9)

Wed Jun 17, 2015 12:09 pm

Quoting runway23 (Reply 44):

While your question deserves to be answered from an operational point, the CS100 is capacity-wise too big for this route, as well as for GVA-LUG. The CS100 is also destined to reduce the number of 2L wet-leses. So keeping a few smaller, although wet-leased aircraft for this route might be a good decision for the time being.
Good day to you sir! Please turn left, your seat is in the first row.
 
rbrunner
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RE: CSeries - Flight Test And Production (Part 9)

Wed Jun 17, 2015 1:52 pm

Quoting AntonovA330 (Reply 47):
the CS100 is capacity-wise too big for this route, as well as for GVA-LUG.

You are absolutely right, IMO. But the CS-100 series could serve LUG from airports that lie further than GVA  
 
lostsound
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RE: CSeries - Flight Test And Production (Part 9)

Wed Jun 17, 2015 3:03 pm

Has Bombardier confirmed the planes are as quiet as promised? This is vital for the Porter order.

Just saw this video of the flying display CS300 they posted on YouTube today and it seems very quiet inside and out. But there's background music so it's hard to judge.

https://www.youtube.com/watch?v=UdxJ22cY2yA
 
YYZYYT
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RE: CSeries - Flight Test And Production (Part 9)

Wed Jun 17, 2015 3:21 pm

This just in.: Air Baltic to be launch operator for CS300

http://www.ch-aviation.com/portal/ne...tic-is-cs300-launch-operator-gauss
 
marktci
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RE: CSeries - Flight Test And Production (Part 9)

Wed Jun 17, 2015 4:11 pm

Quoting lostsound (Reply 49):

Has Bombardier confirmed the planes are as quiet as promised? This is vital for the Porter order.

Just saw this video of the flying display CS300 they posted on YouTube today and it seems very quiet inside and out. But there's background music so it's hard to judge.

For whatever this is worth:

Quote:
'I missed seeing the CSeries fly. I couldn't hear it' a common complaint at #PAS15 - @RAeSTimR
http://twitter.com/RAeSTimR/status/610855455305371648
 
YYZYYT
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RE: CSeries - Flight Test And Production (Part 9)

Wed Jun 17, 2015 4:13 pm

a couple of interesting videos posted at fliegerfaust... Interview with pilot who brought the CS100 over:

http://www.fliegerfaust.com/video-da...aris-by-test-pilot-1205326720.html

Note the comment (at 25-30 seconds), it loaded 35k lbs for the flight to Paris, and landed with 10k; flew at FL390-410.

Also, later, the CS300 had to stop because it was required to fly at lower altitude because not yet certified for those altitudes

Quoting kaneporta1 (Reply 41):
The way I interpret this, is that the newly announced boost in performance comes from the airframe rather than the engine. Which in my opinion is huge at this stage of the program. I suspect the 4% by 2018 is actually quite realistic and even more impressive considering it will come just 5 years after first flight!

According to the video (at 4:35), engine beats specs by 1%, another 4% yet to come. So the rest must be aerodynanmics / weight.
 
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aerolimani
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RE: CSeries - Flight Test And Production (Part 9)

Wed Jun 17, 2015 4:16 pm

Quoting lostsound (Reply 49):
Just saw this video of the flying display CS300 they posted on YouTube today and it seems very quiet inside and out. But there's background music so it's hard to judge.

There's all sorts of db meter app's for the iphone. They're actually fairly accurate; not enough for official publication, of course, but it would be good enough for the purposes of a-net discussion. I keep hoping somebody will pull one out and take a measurement. (hint, hint)
 
Dash9
Posts: 292
Joined: Sat Nov 29, 2008 3:40 pm

RE: CSeries - Flight Test And Production (Part 9)

Wed Jun 17, 2015 4:27 pm

On a different topic, I haven't heard any updates in regards to FTV8 (MSN 55002), the 2nd and last CS300 for flight testing, anyone knows anything about this one?

What about the first CS100 productions examples, MSN 50006 and above. I would think that this late in flight testing, BBD would be ramping up their production so a few CS1000 should be on the production line.

thanks
Dash9
 
lostsound
Posts: 652
Joined: Mon May 21, 2012 1:43 pm

RE: CSeries - Flight Test And Production (Part 9)

Wed Jun 17, 2015 4:29 pm

Didn't see this posted:

Nile Air Takes Home CSeries From Routes Middle East & Africa

http://www.routesonline.com/news/29/...=social_media&utm_campaign=the-hub

Appears Bombardier is pushing it's CSeries in the African market like they intended. Maybe we will see an order from Nile and other African carriers in the not too distant future?

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