Bombardier C-Séries (partie 1)

lightsaber From United States of America, joined Jan 2005, 6951 posts, RR: 98
Reply 36, posted Mon Jul 18 2011 06:15:58 your local time (17 hours 15 minutes 24 secs ago) and read 774 times:

Quoting Stitch (Reply 27):
If it costs little more to fly the larger plane, then those extra seats become effectively "free" and any revenue becomes a bonus and if they go out empty, they're not a minus.



This is going to be like the A318 vs. the A319. The cost savings per flight of the A318 didn't justify the lost revenue. Now with the NEO, the A320 will not have *much* of a cost increase per flight than the A319NEO.

Quoting LAXDESI (Reply 23):
My most recent OEW estimate, as discussed in the following thread, for CS300ER is 35.5t. Given the recent trend of B787 and A350 coming in heavier than initial estimates, I will go with your estimate of 36.5t.

I thought the 35.5t was a goal ~3 years post EIS? I have heard Bombardier is keeping weight 'in margin' for launch, so they should be able to hit target weigh

CSeries on track for end of 2012 first flight and end 2013 EIS, says Hachey, but "we've used a lot of our contingency in terms of time

Bombardier is confident the CSeries will enter service in 2013 despite a few areas of concern, Bombardier Aerospace President Guy Hachey told analysts yesterday at the National Business Aviation Association show in Las Vegas.

With entry into service planned for the end of the year in 2013, CSeries’ first flight should occur by the end of 2012, says Hachey. The first customer to fly the aircraft has not been identified; however, Hachey would not reveal the name of the airline or its region.

“We have used up much of our contingency time,” Hachey says. “We do have pressures in the overall schedule.” There are five areas of concern that the company is watching.

The fly-by-wire system bears scrutiny, as do the avionics, and the electrical system. The composite wing and the fuselage sections being built in China also are worth watching, says Hachey. He did not elaborate on any of these issues, but added, “I would expect only the unexpected, but there is still room to maneuver.”

Bombardier estimates the 100- to 149-seat market could be for as many as 7,000 airplanes in the next 20 years, and the CSeries is the best option in that class. The A319NEO and the 737-700 MAX could be competitors, but Hachey notes both aircraft are heavier and deliveries are years into the future. Countering questions that the CSeries has not seen order traction, Hachey insisted, “We have a real airplane, not a paper airplane.”

Admin a écrit:Bonsoir à tous

CSeries on track for end of 2012 first flight and end 2013 EIS, says Hachey, but "we've used a lot of our contingency in terms of time

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A priori c'est tjs dans le temps, mais il reste plus de maege... et il reste un an complet de boulot...
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Bonne soirée

LAS VEGAS – Much of the extra time that was built into Bombardier Inc.’s CSeries development is used up, increasing chances that the program may not meet its end-of-2013 delivery date.

Guy Hachey, president of Bombardier Aerospace, told a morning meeting with analysts and reporters Tuesday at the National Business Aviation Association that he doesn’t expect to miss the 2013 target and that the company still has some room to manoeuvre to finish the airliner on time.

“But we used up a lot of the contingency time we built in,” Hachey noted.

“We’re up against the wall in terms of schedule.”

The company has long said that the 64 months it allotted to design and build the plane gave it enough of a buffer zone to accommodate the glitches and unforeseen developmental problems that are normal for a new aircraft introducing new technologies.

“I don’t see a miss,” Hachey said, “but we are under pressure.”

He identified “five or six areas” that “we’re watching carefully,” including the fly-by-wire system, an electronic system that directs flight controls, and the first full such system for Bombardier. Hachey added he is watching “to a lesser extent” avionics, the software for those controls, the electrical system, the advanced carbon-fibre composite wings and the fuselage sourcing from its Shenyang Aircraft Corp. partner in China.

He did not mention any specific problem, but added that “we’re going through a learning curve.”

He added there are some issues but no overriding problems with suppliers, unlike what happened with Boeing Co.’s 787 Dreamliner and Airbus’s A380.

“What I’m most worried about though,” Hachey said, “is not the things we mentioned. It’s the ones that we don’t know about yet that will bite us.

“There are a lot of moving parts, and what worries me the most is what happens when you put these parts together.

“But we haven’t run up against anything we can’t manage yet.”

Cameron Doerksen, an analyst with Montreal’s National Bank Financial, said in an email that “it is pretty typical on a new program that some of the margin will get eaten into. I don’t think it means a delay is assured, but that is always a risk.”

Eventually, Hachey predicted, the CSeries will be “wildly successful.”

Bombardier Aéronautique a confirmé aujourd'hui que les résultats finaux du programme d'essais en soufflerie en trois phases ont permis de revalider la conception aérodynamique des avions CSeries. Ils confirment également les prévisions de conception voulant que ces avions, conçus et optimisés spécialement pour le marché en plein essor des avions de 100 à 149 places, constitueront un palier supérieur en matière d'efficacité carburant. Les essais en soufflerie ont également contribué à la réalisation d'une intégration optimale du moteur à taux de dilution très élevé (12:1) PurePower PW1500G de Pratt & Whitney.

Entamé il y a plus de cinq ans, aux tout premiers stades de l'étude de définition des avions CSeries, le programme d'essais en soufflerie a progressé au cours des phases subséquentes de définition et de conception détaillée.

La validation de la conception aérodynamique des avions CSeries comprenait une utilisation extensive de la toute récente méthode d'analyse de la dynamique des fluides numérique (CFD), rendue possible par l'utilisation des superordinateurs contemporains qui sont beaucoup plus puissants - et 100 000 fois plus rapides - que les ordinateurs disponibles à l'époque où ont été conçus les appareils desservant présentement le marché des avions de 100 à 149 places. Ces outils ont permis de réduire au minimum la traînée interférentielle et de faciliter la conception des fuseaux-moteurs et des inverseurs de poussée.

Pour simuler les conditions de vol réelles, les essais en soufflerie ont été exécutés avec plus de 20 maquettes complexes à l'échelle sur plus de 4 500 heures d'essais dans des installations au Canada, en France, en Allemagne, aux Pays-Bas, au Royaume-Uni et aux États-Unis.

« Les conditions simulées pendant les essais en soufflerie sont en étroite corrélation avec les conditions de vol réelles et les données résultantes ont permis d'améliorer et de valider la conception finale des avions CSeries et de leurs systèmes », a déclaré David Tidd, vice-président, Équipe de développement intégré des produits, Programme CSeries, Bombardier Avions Commerciaux. « Cette toute dernière réalisation pour les avions CSeries représente les essais en soufflerie les plus étendus et les plus complexes que Bombardier ait jamais effectués; elle constitue une autre étape clé dans le développement de ces biréacteurs de ligne. »

Les maquettes à l'échelle des biréacteurs CSeries utilisées dans les essais étaient dotées d'instrumentation précise permettant de mesurer le flux d'air, dont plus de 700 ports sensibles à la pression sur les ailes, le fuselage et la queue. Les maquettes comprenaient des pièces mobiles, notamment des volets hypersustentateurs et des becs de bord d'attaque, qui pouvaient être repositionnés afin de reproduire des situations de vol réelles. Certaines maquettes étaient équipées de moteurs à turbine miniatures entraînés par l'air pour mesurer l'interférence du flux d'air avec les ailes. Les ailes de la plus grosse de ces maquettes, à une échelle de 13,7 pour cent, présentaient une envergure de 4,5 mètres (15 pieds).

À l'aide des maquettes à l'échelle et des conditions environnementales possibles dans les souffleries, les ingénieurs de Bombardier ont pu simuler l'aérodynamique des avions CSeries dans divers scénarios de vol, comme l'atterrissage, le décollage et le vol de croisière à de hautes altitudes.

La gamme d'avions CSeries offrira un avantage de 15 pour cent* sur le plan des décaissements d'exploitation avec une réduction de 20 pour cent* de la consommation de carburant, des niveaux de bruit et d'émissions grandement réduits, ainsi qu'une polyvalence opérationnelle supérieure, des performances exceptionnelles sur piste et une autonomie de 2 950 milles marins (5 463 km). Et elle proposera aux passagers des fauteuils dignes de gros-porteurs, à bord d'un avion monocouloir.

Bombardier a enregistré des commandes fermes totalisant 133 avions CSeries, dont 61 avions CS100 et 72 avions CS300. Le programme a également enregistré des options et des droits d'achats sur 129 autres avions CSeries.

À propos de Bombardier
Entreprise d'envergure internationale dont le siège social est situé au Canada, Bombardier Inc. est un chef de file mondial en solutions de transport novatrices, dans les secteurs des avions commerciaux et avions d'affaires, ainsi que dans ceux du matériel et des systèmes de transport sur rail et services connexes. Ses revenus pour l'exercice clos le 31 janvier 2011 s'élevaient à 17,7 milliards $ et ses actions se négocient à la Bourse de Toronto (BBD). Bombardier fait partie des entreprises composant les indices de durabilité Dow Jones Sustainability World et Dow Jones Sustainability North America. Pour plus d'information, vous pouvez consulter le site www.bombardier.com ou nous suivre sur Twitter @BombardierInc.

Dash-8/Q-Series aircraft in service or on firm order.
Bombardier will showcase full-scale cabin and cockpit demonstrators of the CSeries jetliner. It will be the first public showing of the cockpit demonstrator. Designed for the growing 100- to 149-seat market, the 100 per cent new CSeries family of aircraft combines advanced materials, leading-edge technology and proven methods to meet commercial airline requirements in 2013 and beyond Powered by Pratt & Whitney PurePower PW1500G engines, the CSeries aircraft family will offer a 15* per cent cash operating cost advantage and a 20* per cent fuel burn advantage. The CSeries family of aircraft’s clean-sheet design is ensuring that it will achieve greatly reduced noise and emissions, as well as superior operational flexibility, exceptional airfield performance and a range of 2,950 nm (5,463 km). The CSeries aircraft will be up to 12,000 lbs (5,443 kg) lighter than other aircraft in the same seat category and will provide passengers with a best-in-class, widebody cabin environment in a single-aisle aircraft.

Bombardier's top executive on 1 December reaffirmed the late-2013 delivery target for the CSeries narrowbody airliner, but acknowledged some suppliers are behind schedule.

"We have a lot of partners involved, some of which would be ahead of schedule [and] some of which would be behind schedule, and that's not unusual in such a complex project," Pierre Beaudoin, Bombardier chief executive officer, told analysts on a conference call about third quarter earnings.

But company officials have not backed off plans to deliver the first aircraft of the 110-130-seat, five-abreast airliner within two years.

"At this point I can assure you that the whole team is driving to deliver [the first aircraft] in 2013," Beaudoin said.

Bombardier has long maintained that the programme is still on track despite reports of delays and bottlenecks in the CSeries supply chain.

Beaudoin declined a request by a financial analyst to provide details of the schedule for assembling and flying the first CSeries airframe in 2012.

"We have the experience to deliver this airplane on time," Beaudoin said.

The Canada-based manufacturer also welcomed Embraer's decision to abandon the possibility of launching a competitor to the CSeries, and instead deliver a re-engined version of the Embraer 170/175 and Embraer 190/195 after 2017.

"I think at the beginning of the CSeries people were saying we would get a lot of competition in this category," Beaudoin said. "Now it is quite clear we will have this market alone with the CSeries, which is quite exciting."

First flight of the Bombardier CSeries airliner will depend upon establishing the maturity of dozens of aircraft systems close to entering the final phase of integrated testing, CSeries general manager Rob Dewar said today.

The second half of next year remains the company's official timeline for the first flight of Bombardier's 110-seat CS100 airliner, Dewar said on the sidelines of the AeroMontreal forum.

But the precise timing will be driven by when all of the various electrical and mechanical systems have completed development, he added. The company wants to avoid delays in the flight test phase caused by systems that are not mature, he said.

"We are making sure the aircraft systems are all mature before we fly," Dewar said.

The company faces a tight deadline to reach the systems maturity milestone in less than one year.

So far, the various systems, including fly-by-wire, flight controls, hydraulics and avionics, have been tested only in separate rigs.

Bombardier plans to link all of the systems together in the completed integrated aircraft system test area (CIASTA), a ground-based testing device so realistic it is also known within the programme as "Aircraft 0".

All 47 systems in the aircraft must be commissioned to begin integrated testing in the CIASTA by the second quarter of next year, he said. Of those, fifteen systems are the most critical.

There are three major systems that are "competing" within the CSeries industry team to become the first to be commissioned for testing in the CIASTA, he said. Among the three systems are one electrical, one mechanical and another that Dewar declined to describe.

In addition to the systems, the company also has to start assembling the first flight test aircraft, which includes a fuselage built by China's Shenyang and stabilisers manufactured by Alenia.

Bombardier has already completed the first phase of fatigue testing on the aluminium-lithium fuselage, which survived 180,000 cycles of simulated take-off, cruise flight and landings, Dewar said.

The CSeries team wants to conduct further fatigue tests to determine how the fuselage survives up to 240,000 cycles, he said.

"It's pretty tough to break," Dewar added. "It's lasted longer than we thought."

A British venture called Odyssey Airlines hopes to start non-stop all-business class flights from London City to New York and other locations using 10 newly-ordered Bombardier CSeries passenger jets, aviation industry sources told Reuters.

The disclosure lifts a mystery surrounding the identity of one of the buyers for a Canadian jet which aims to break into a market long dominated by Airbus (EAD.PA) and Boeing (BA.N).

Train and plane maker Bombardier (BBDb.TO) said in June it had sold two sets of 10 aircraft to customers that preferred to stay anonymous, one of which was an "unidentified European buyer" and the other was an already established airline.

Bombardier declined any further comment.

The start-up directly targets BA which offers twice-daily all-business flights using Airbus A318 aircraft from London City, a small business airport near the capital's financial district which can handle only moderately-sized jetliners.

The idea is to capture demand for bankers and other professionals for transatlantic travel without a time-consuming journey across the capital to London's congested Heathrow. Using the future CSeries jet would also eliminate the need for a fuel stop in Ireland when travelling westbound to New York.

The new airline may hope to entice executive travellers away from other business jet schemes such as NetJets.

But its path is strewn with potential hazards and previous failures.

Several all-business airlines have been killed off by high costs and the difficulty niche airlines face in matching benefits offered by big players. U.S.-based Maxjets filed for bankruptcy in 2007 and UK-based Silverjet collapsed in 2008.

"It is difficult for small companies to make money in this type of market. Business travellers usually belong to frequent flyer schemes and loyalty programmes are difficult to crack," said John Feren, executive vice president of U.S. lessor Aviation Capital Group, owned by insurer Pacific Life.

Analysts say that to succeed, new entrants into business travel must have an alliance with a major airline.

Even then, the number of previous casualties suggests the margin for error is small.

"If you find a niche that looks attractive, it just takes two seconds for somebody to come in like a freight train and usurp the market," said Ray Neidl, Senior Aerospace and Airlines Analyst, Maxim Group investment bank in New York.

"It is a tough environment because of high oil prices, tight capital markets and all of the consolidation which has made the competition stronger."

NON-STOP FLIGHTS

Odyssey Airlines is keeping a low profile, as is common for new entrants in the cut-throat travel industry, but at least two web addresses -- www.odysseyairlines.com and www.odyair.com -- have been reserved for "Future Odyssey Airlines International".

The company was incorporated in the UK in September 2010 and its main director is Adam Scott, according to public UK records.

When contacted via an email address hosted on the company's web domain, a person identifying himself as Adam Scott replied from a personal account and denied all links with the project.

Reached later by telephone he denied any links with the airline industry and said he could not explain how he had received email via Odyssey Airlines' web domain.

A former Air France executive said to have been involved in the project also denied any involvement.

None of the sources agreed to be named because the project has yet to be launched.

The CSeries is a major bet too for Bombardier. Its decision to enter the $100 billion-a-year jet market partially prompted Airbus and Boeing to revamp their best-selling narrowbody jets.

Bombardier's firm orders since then have been somewhat sluggish with 133 confirmed sales, a tenth of the combined total of the revamped alternatives. Industry analysts monitor the types of buyer on the backlog as well as the number of orders.

The CSeries is due to enter service in late 2013 and Odyssey would not be likely to start operations before 2014 or 2015, hoping Canada's new jet will change the competitive landscape.

Built from new lightweight materials, the CSeries aircraft could be attractive because it would be able to cross the Atlantic in one hop when carrying a small load of passengers.

When travelling westbound, BA's twice-daily flights have to stop in Ireland to refuel. That is because the A318, the smallest member of the Airbus fleet, lacks enough range to make the whole trip against prevailing headwinds.