Bombardier C-Séries (partie 1)

CSeries: les commandes se font attendre

(Montréal) Contrairement à ce qu'elle espérait, Bombardier Aéronautique n'arrivera probablement pas à décrocher une nouvelle commande pour la CSeries avant la fin de son année financière, le 31 janvier prochain.

«Il y a quelques mois, nous pensions avoir la possibilité d'aller chercher une commande additionnelle, a déclaré le président de Bombardier Avions commerciaux, Gary Scott, au cours d'une rencontre avec les médias à Dublin. Nous avons des discussions à un stade avancé avec des clients, mais il nous reste peu de temps avant le 31 janvier. Il sera difficile de conclure des ententes au cours des deux prochaines semaines.»
M. Scott a toutefois ajouté que l'entreprise était confiante de pouvoir décrocher une commande au cours du premier semestre de l'année financière, soit avant le 31 juillet 2010.
«L'intérêt porté à la CSeries demeure très élevé», a-t-il soutenu.

Jusqu'ici, deux clients ont commandé des appareils de la CSeries. Le transporteur aérien Lufthansa a commandé 30 avions et a pris des options pour 30 appareils de plus, alors que la société de location Lease Corporation International a commandé 20 avions et a pris des options sur 20 autres appareils.
«Nous traversons une période des plus difficiles, a déclaré M. Scott, tel que cité par les agences Reuters et Dow Jones. Nos clients souffrent et ne sont pas en mesure d'acquérir des appareils.»
Au cours des derniers mois, plusieurs transporteurs ont exprimé leur intérêt vis-à-vis de la CSeries, une famille d'appareils de 110 à 130 places. Les plus récents sont les sociétés américaines United Airlines et Republic Airways. Cette dernière, qui veut acquérir des appareils pour sa filiale Frontier Airlines, a notamment précisé qu'un financement d'Exportation et développement Canada (EDC) pourrait faciliter la transaction.
Qatar Airways, le transporteur mongol Eznis, le transporteur scandinave SAS, Mexicana et le transporteur colombien Avianca se sont aussi montrés intéressés.
Bombardier Aéronautique s'attend cependant à ce que les sociétés de location génèrent la moitié des ventes de la CSeries.
«Le financement des avions est un des principaux défis auxquels font face les sociétés aériennes, a déclaré M. Scott. Les banques ont restreint leurs prêts, ce qui pousse les transporteurs vers d'autres options.»
Il a indiqué que Bombardier avait mis sur pied une équipe de financement qui travaillait de concert avec les équipes de ventes et de marketing et les mettait en contact avec des sociétés de location et d'autres sociétés qui pouvaient aider au financement d'appareils.
«Les sociétés de location constituent probablement la meilleure option pour les transporteurs, parce qu'elles ont souvent un bilan plus solide et une cote de solvabilité plus élevée», a affirmé M. Scott.
Il pourrait cependant être difficile de décrocher des commandes de la part de la plus grande société de location au monde, GECAS (General Electric Capital Aviation Services). La société finance surtout des appareils qui sont motorisés par General Electric. Or, Bombardier fait plutôt affaires avec Pratt&Whitney pour les moteurs de la CSeries.
La deuxième société de location, l'américaine ILFC (International Lease Finance Corporation), a démontré son intérêt envers la CSeries, mais elle n'est pas en mesure de procéder à des acquisitions à l'heure actuelle. En décembre dernier, Moody's a rabaissé sa cote de solvabilité au rang d'obligations de pacotille. La société de cotation a expliqué que la société mère d'ILFC, l'assureur AIG (American International Group), renfloué par les fonds publics, pourrait mettre fin à son financement.
L'année dernière, AIG avait dû voler au secours d'ILFC parce que, à la suite de premières décotes, la société de location n'avait plus accès à ses sources habituelles de financement.
M. Scott a affirmé hier que Bombardier discutait présentement avec la plupart des sociétés de location dans le monde, mais il n'en a nommé qu'une, Hong Kong Aviation Corporation.

CSeries poised for design freeze as joint definition phase concludes
By Max Kingsley-Jones

Bombardier is about to reach the design freeze for the CSeries and will make a "behind closed doors" presentation of the definitive aircraft to existing and serious potential customers ahead of starting the detail design phase (DDP).
"We are in the final months of the joint development phase and will enter into detail design later this year," says Ben Boehm, vice-president Bombardier commercial aircraft programmes. "The design freeze happens at the start of DDP."
Boehm says the key packages of the programme will transition into DDP in phases one at a time. "Prior to the final close-out of the airplane, we'll have a closed door airline advisory session where we'll present it in entirety to the customers that have signed, plus any that are in advanced negotiations. This will happen in the next couple of months. Then we'll transition to DDP."

Flightglobal

While systems design has already been completed in parallel for the two CSeries variants, from a structures perspective work will start with the baseline CS100 variant followed by a "shortened recycle of all the development phases, starting from joint definition onwards" for the CS300 stretch, he adds.
Boehm says that final assembly of the first flight-test airframe will begin in Montreal in "late 2011/early 2012". The CS100 flight-test programme is due to run for 12 months and use five aircraft, with deliveries due to begin at the end of 2013. The CS300 will follow around a year later, with two aircraft set to undertake the test programme for the larger variant.

• Que le calendrier est respecté, 1er vol en 2012 et 1ère livraison en 2013
  
• Qu'il espère quelques commandes dans un proche avenir
  
• Que Bombardier compte en vendre 3000 en 20 ans
  
• Que Bombardier n'envisage pas pour l'instant de version allongée
  

Bombardier C-Series on Schedule After Boeing, Airbus Delays

Feb. 2 (Bloomberg) -- Bombardier Inc.’s C-Series is on schedule to make its maiden flight in 2012 as the planemaker tries to challenge Airbus SAS and Boeing Co. in the single-aisle aircraft market.
“The chances of us meeting the deadline are good,” Gary Scott, president of the company’s commercial aircraft unit, said today in an interview at the Singapore Air Show. “We built in enough time in the plan to make sure we can meet our deadlines.”
The planemaker’s expectation that it can begin C-Series deliveries as planned in 2013, contrasts with the delays that have hit the introduction of the Airbus A380 and Boeing’s 787. Bombardier will also likely add to the two customers it has for the plane as the global economy rebounds, Scott said.
“We’re going through the worst time in the aviation history and it’s difficult time for orders,” he said. Still, “you’ll see interest turn into orders in the not too distant future.”
Airlines have pared fleet-expansion plans as the economic slowdown damps travel. Worldwide, carriers will likely lose $5.6 billion this year, according to the International Air Transport Association.
A large upsurge in aircraft orders industrywide is unlikely to happen before 2012, Scott said.
The planemaker expects to win 3,000 C-Series orders over 20 years, Scott said. There are no plans to develop a stretched version of the aircraft, he said.

CSeries : Bombardier octroie des contrats à deux entreprises britanniques

Bombardier Aéronautique a annoncé l’octroi de contrats à deux autres entreprises britanniques pour des travaux liés au programme d’avions commerciaux CSeries.
GKN Aerospace fournira les ailettes pour les avions CSeries. Celles-ci proviendront de son centre de matériaux composites de l’île de Wight, dans un contrat qui pourrait valoir plus de 100 millions $US.
Pour sa part, Cytec Engineered Materials, de Wrexham, au Royaume-Uni, fournira certains des matériaux composites évolués pour l’aile des avions CSeries.
Cette commande s’inscrit dans le cadre d’un contrat plus large octroyé récemment par Bombardier à l’entreprise, estimé jusqu’à 800 millions $US, pour la fourniture de matériaux composites de fibre de carbone pour divers programmes d’avions de Bombardier.
Les deux entreprises fourniront leurs produits à Bombardier Aéronautique, Belfast, chargée du développement, de la conception et de la fabrication des ailes en matériaux composites évolués des avions CSeries.
Goodrich Actuation Systems, de Wolverhampton, et Senior Aerospace BWT, de Manchester, ont déjà été sélectionnées par Bombardier pour le programme d’avions CSeries.
Goodrich fournit les systèmes de commandes des volets et des becs de bord d’attaque et Senior Aerospace, les circuits de distribution d’air basse pression pour les systèmes de climatisation de la cabine et du poste de pilotage.

Republic orders 40 CSeries and options 40 more
By David Kaminski-Morrow

US-based Republic Airways Holdings has ordered 40 Bombardier CSeries aircraft and placed options on 40 more.

The company has signed a purchase agreement for the CS300 variant of the twin-jet.

Republic Airways Holdings says the aircraft will be configured with 138 seats, in a single cabin arrangement.

The Indianapolis-based company owns several US operators including Chautauqua Airlines, Frontier Airlines, Lynx Aviation, Midwest Airlines, Republic Airlines and Shuttle America.

Deliveries are to begin in the second quarter of 2015. The aircraft will be fitted with Pratt & Whitney PW1000G engines and the carrier has signed an exclusive 15-year maintenance deal with the engine supplier.

Summary

Republic Airways is a much bigger winner out of this deal than Bombardier. The CSeries racks up a big win through a loss-making deal that Airbus and Boeing would never have entertained.

Analysis

Bombardier may have all but doubled its anaemic CSeries backlog with this new order, but its not hard to see that it has lost more than it has gained.

This “Power Point Jet” has fundamentally missed the biggest order bonanza in history and now against a backdrop of falling demand, Republic Airways Holdings has capitalised on Bombardiers weakness with the CSeries to rack up significant concessions and support for committing to an airplane rejected as often as the Airbus A380.

The Pratt & Whitney PurePower PW1000G GTF engine has proven to be an equally resounding business failure thus far and this order changes nothing.

The GTF is still unproven, missing fuel burn targets, thrust restricted and a glance at the asterisk in the press release shows that the mooted “20% fuel burn reduction” is based on “estimates” of a 500nm stage length that is wholly unrepresentative of any short haul rout that is served by the competing Airbus A319 or Boeing 737-700 anywhere on Earth. Nor does it provide details of what passenger/freight load is involved – but you can sleep soundly at night knowing it’s at least 25% less than what the Airbus A320 and Boeing 737 families offer.

The GTF engine is challenged to deliver what Pratt & Whitney claims – the debacle over the PW6000 engine is a lesson they’re still learning and Airbus is clearly in no hurry to commit to the GTF to power its A320 family. Hence why they want IAE to offer a competing engine.

Highlighting lower cash operating costs of the CSeries is also disingenuous – when operators look to raise capacity, revenue and flexibility, the CSeries’ inefficient and outmoded 5-abreast seating configuration doesn’t cut it. The wider 737 and A320 can still fill more revenue paying passengers over greater distances, negating such cost advantage while delivering better yields.

And with the upcoming re-engine efforts on both airplanes, the CSeries will fall behind even more.

Since Lufthansa refuses to take first delivery or operate the first CSeries examples, Republic Airways walked away with many guarantees that only widebody jets like the 787 and A350 could support.

While it’s certainly good news for Bombardier that after six years, one-false-start-and-a-relaunch later that it has increased its customer base by 50%, the market rejection of the CSeries as witnessed by record orders and deliveries of A320s and 737s proves beyond doubt that airlines are not buying the hype.

What they want are new engines on the A320 and 737 to deliver the killer punch in operating economics – they’re simply not interested in an airplane whose market prospects look as bright as an extinguished candle.

When everyone else decided to walk away from this deal, what does that tell you about how this order was "won"?

CSeries: début de la construction de l'usine chinoise

La construction de l'usine de fabrication du fuselage des avions de ligne CSeries de Bombardier a débuté hier en Chine.
L'événement, qui représente une nouvelle étape vers la mise en service des nouveaux avions de Bombardier, a été marqué par une cérémonie dans la ville de Shenyang, en Chine.
Les installations de 21 000 mètres carrés (226 042 pieds carrés) seront exploitées par Shenyang Aircraft Corporation (SAC), filiale de la société d'État industrielle aéronautique China Aviation Industry Corporation (AVIC). Shenyang Aircraft Corporation est un fournisseur clé du programme des avions CSeries de Bombardier.
Le président et chef de la direction de Bombardier, Pierre Beaudoin, a participé à la cérémonie qui a eu lieu à la base industrielle nationale d'aviation et de haute technologie de Shenyang dans le district de Dongling.
«Cette cérémonie représente une nouvelle étape dans la collaboration stratégique entre Shenyang, AVIC, la Chine et Bombardier, a déclaré M. Beaudoin. Bombardier fait confiance au secteur chinois de l'aviation et trouve encourageant le développement de la base industrielle nationale d'aviation et de haute technologie comme centre d'excellence en conception et en fabrication. »
SAC a livré le premier composant mis à l'essai du programme des avions CSeries (la section d'essai cylindrique du fuselage) aux installations de Bombardier à Saint-Laurent (Québec), le 19 août 2009. Cette section d'essai permet de mettre à l'essaie les concepts structurels de fabrication et d'ingénierie avant le début de la phase finale de conception des avions CSeries qui aura lieu au cours de l'année. Il a déjà été soumis à 40 000 tests de cycles de vol.
Deux autres usines
Les installations de Shenyang s'ajoutent à deux nouvelles usines d'avions CSeries qui sont déjà en cours de construction. Bombardier a célébré l'inauguration des travaux de la première usine d'avions CSeries de Mirabel, en septembre 2009. Installée à Mirabel, la zone d'essai intégrée des systèmes d'avion, vérifiera la fiabilité et la fonctionnalité des systèmes d'avion un an avant le vol du premier prototype.
En novembre 2009, la construction de la nouvelle usine d'avant-garde de Bombardier pour l'assemblage et la fabrication des voilures d'aéronefs a commencé à Belfast (Irlande du Nord).
Depuis le lancement de la gamme d'avions CSeries au Salon aéronautique de Farnborough, en juillet 2008, Bombardier a annoncé des commandes fermes pour un total de 90 avions CSeries. Le programme prévoit également des options pour 90 autres avions CSeries.

Début des essais de l'aile de démonstration en matériau composite de l'avion CSeries de Bombardier



Les essais portant sur l’aile de démonstration en matériau composite de l’avion CSeries de Bombardier sont en cours, ce qui représente un autre important jalon dans le développement de ce nouvel avion dont l’entrée en service est prévue pour 2013. Les essais ont lieu à l’usine de Belfast de Bombardier. Cette usine est aussi responsable de la conception, du développement et de la fabrication des ailes évoluées en matériau composite de l’avion CSeries. L’installation de Belfast a réussi l’assemblage en préproduction des trois quarts d’une aile de démonstration grandeur nature, au moyen de son processus unique RTI (Resin Transfer Infusion).
L’aile représente une évolution novatrice en matière de conception et de technologie aéronautique. Un banc d’essai a été spécialement conçu pour le programme d’essai. Ce banc d’essai représente le caisson d’aile central jusqu’à l’aile extérieure et l’attache au centre du fuselage, et comprend une jambe de train d’atterrissage principal simulée ainsi qu’un moteur et un pylône simulés. Des charges contrôlées seront appliquées à ces endroits clés de l’aile de démonstration pour reproduire les conditions de charge maximale que subira l’aile en exploitation. Les données recueillies aideront les ingénieurs de Bombardier à valider leurs hypothèses de conception et de contraintes.
« La fabrication de cette aile de démonstration a exigé un investissement important de notre part, mais elle entraînera d’importants avantages. Grâce à un rigoureux programme d’essais, nous obtiendrons de vraies données de tests qui nous permettront d’optimiser la conception de l’aile de production de l’avion CSeries. Nous pourrons alors créer la solution la plus légère tout en étant certains de l’intégrité structurale de l’aile », a dit Michael Ryan, vice-président et directeur général, Bombardier Aéronautique, Belfast.
« Ayant déjà effectué plusieurs milliers de tests individuels détaillés et sur les matériaux, nous sommes très satisfaits des progrès réalisés dans le cadre du programme de développement d'aile de l'avion CSeries, et nous sommes impatients de rassembler toutes les données qui nous aideront à déterminer le concept définitif de l’aile », a ajouté M. Ryan.

Airbus A320 NEO with GTF ‘still can’t beat the CSeries’: Bombardier

By Mary Kirby

A re-engined Airbus narrowbody "still can't beat the CSeries" even if
the European airframer picks the same Pratt & Whitney geared
turbofan (GTF) technology for re-engining, a top Bombardier executive
said today.
Airbus is currently evaluating the CFM International Leap-X and
P&W GTF as optional powerplants for its proposed A320 new engine
option (NEO). Bombardier believes it can destroy the business case for
the the A320 NEO with the CSeries.
Speaking to ATI and Flightglobal following a Bombardier media
briefing at the Regional Airline Association (RAA) convention in
Milwaukee, Bombardier vice-president commercial aircraft programmes Ben
Boehm said: "The fact that they [Airbus] keep mentioning the GTF is a
reversal in what they used to say, and makes us even more confident
we've made the right [engine] choice for the CSeries."When Bombardier was first designing the CSeries, says Boehm, the
Canadian manufacturer looked at every possible reaction from the market
including the "worse case scenario" where a major airframer would design
a clean sheet aircraft with new engine technology such as the GTF.
Airbus and Boeing have yet to decide on successors to their respective
narrowbody programmes.
Bombardier Commercial Aircraft vice president, marketing Philippe
Poutissou notes that the GTF "is only a piece of the optimised design"
of the CSeries, "which includes an airframe specifically designed for
the 100- to 150-seat market".
"Our wing, engine and landing gear combo is optimised to get maximum
benefit of ultra-high bypass of the engine," he says. In order to take
full advantage of that 12:1 bypass ratio, "you need to design the wing,
the wing mounting structure and you need to give yourself a clean sheet
design".
Boehm also points out that Airbus appears to be focused on
re-engining "larger aircraft, such as the A320 and A321", which do not
compete with the 110/130-seat CSeries.
Asked if Bombardier will bring a larger-capacity CSeries to market,
Poutissou says: "At this point our programme is really the two models.
We're really focused on delivering the two models [CS100 and CS300]."
To date, Bombardier has secured 90 firm orders and 90 options for the
CSeries. A total 40 of these firm orders and 40 options were recently
placed by US operator Republic Airways.
Bombardier "clearly sees lots of potential" for attracting more
CSeries customers in North America, says Poutissou, as "there hasn't
been a new aircraft in that segment for a number of years".

Bombardier to freeze CSeries design next month

Bombardier is pacing to reach design freeze on its 110/130-seat CSeries aircraft next month, and says it is fully confident the aircraft will perform as advertised after reaching a number of benchmarks in the programme.
"We are on schedule with the programme. We will be exiting the joint definition phase early next month and many of our work packages and suppliers have already exited. That's the point at which we will have frozen the design," Bombardier Commercial Aircraft president Gary Scott tells ATI and Flightglobal.
"One of the things you do at the end of the joint definition phase is confirm the performance of the airplane. We absolutely have confirmed that we can deliver this airplane as advertised. We have always been confident, but now we have the design and tests in place to verify that this airplane will perform as advertised and will deliver all the game-changing attributes as advertised."
Bombardier has already taken the CSeries aluminium-lithium fuselage demonstrator to 60,000 cycles, the equivalent of one lifetime. "It has gone quite well, with very few discoveries. Just what you might imagine, a few cracks on some insignificant parts, such as clips and brackets, so it really has proved out our initial design and given us an opportunity to pull some weight out of the airplane, which is always one of our objectives." The fuselage demonstrator will be tested to a total 180,000 cycles.
Ultimate load testing on the CSeries' carbonfibre wing demonstrator, meanwhile, will occur in the coming days. However, Bombardier has opted not to go past ultimate load testing and break the wing, as originally intended.

"Now we're thinking we'll probably stop at ultimate load and continue to test the wing because the testing has gone so well and it gives us opportunities to continue for weight improvements and reductions."
Customer interest in the Pratt & Whitney PurePower PW1000G-powered CSeries CSeries continues to escalate, he says. "The only thing we need now is for the world to continue to cooperate, for the economy to continue to grow and for airlines to return to profitability and put themselves in a position to order the aircraft that they will need in the future."
To date, Bombardier has secured 90 firm orders and 90 options for the CSeries. The aircraft is scheduled to enter service in 2013.

Bombardier releases first CSeries engineering drawings

Bombardier has released the first engineering drawings for production of the first CS100 flight test aircraft.
The final design for the lower left-hand skin of the cockpit was released on 10 June, says Hugues Lessard, vice president of Bombardier's Saint-Laurent plant in Montreal.
With the first drawing now released, Lessard says the first stretch form block tool that will accommodate the first skin panel is currently being cured.
While the company says it expects to achieve design freeze on its 110-seat CS100 airliner next month, the design is largely considered to be frozen, save for some aircraft systems.
"In most cases, we consider ourselves...in the detailed design phase today, and we have started to release manufacturing drawings," says Lessard.
Cockpit fabrication for the first aircraft is expected to begin by year-end, says Lessard.
The company's Saint-Laurent facility will be responsible for full fabrication of the CSeries forward and aft fuselage.
Part of the Saint-Laurent site is being converted from a metal storage and cutting area to revamped space for use by the CSeries programme and aims to leverage lean manufacturing technologies by eliminating overhead cranes and operating with a continuous moving line guided by automated guided vehicles (AGV).
As the new facility is being prepared, Bombardier is in the process of assembling a composite paneled, aluminum framed aft fuselage demonstrator.
Sylvain Lajoie, CSeries programme director for the Saint-Laurent facility, says that the mixed material design avoids galvanic corrosion between carbon fibre and aluminum by inserting a thin film where the two materials meet.
The test structure, once complete, will be put through thermal stress tests to evaluate the differing coefficients of expansion of the carbon fibre panels and the metal structure.
The [url=http://www.flightglobal.com/landingpage/pratt & whitney.html]Pratt & Whitney[/url] PW1000G-powered CS100 is expected to make its first flight in 2012 and enter service in 2013.

Deliveries of 138-seat, single-class CS300s to Republic's new Frontier Airlines subsidiary will begin in the second quarter of 2015, about a year-and-a-half after the first CSeries, a CS100, is due to enter service in late 2013. For Airbus and Boeing, the Republic contest "was the scary point in that it was the first time when they had real competition. They put their products against the CSeries. It was a good competition and they lost," says Avitas senior vice-president of consultancy Adam Pilarski.
"To me, this was serious. I think it was a wake-up call and everything to do with [Airbus and Boeing's current] re-engining studies comes from that," adds Pilarski, who felt compelled to express a similar opinion to Airbus's chief salesman John Leahy in March at the International Society of Transport Aircraft Trading (ISTAT) conference in Orlando. "At ISTAT, I got annoyed with John Leahy, who called Bombardier 'snowmobile producers', and I said, 'look, John, there was a real competition and you lost'."
It is little wonder, then, that Bombardier is heading to the Farnborough air show with a new spring its step, or as Forecast International senior aerospace analyst Raymond Jaworowski describes it, with "wind in their sales".
However, all eyes are now on the Canadian airframer to maintain that excitement, and produce more orders in the near term. "I think Farnborough will be important for them. That's not to say that if no orders are announced, it will collapse the programme, but if they don't, they'll have to announce something by the end of the summer to keep up that momentum we're talking about," says Jaworowski.

Even Teal Group's vice-president analysis Richard Aboulafia, who has traditionally taken a more sceptical view of the CSeries, particularly the 110-seat CS100, concedes that "a few more Republic-type orders, where there is a competition and where you can't write it off as 'Lufthansa being too clever by half with its fleet planning'", would cement Bombardier's status as a "major league" jetliner producer.

Detailed design phase for the CSeries will be completed early in 2011, after which Bombardier will move into the build phase for parts. The manufacturer plans to fly the CSeries in 2012 and deliver the first aircraft the following year. By the time first delivery takes place, however, the airframer will have already been testing the CSeries in the virtual world for about three years

149-seat CS300, dismissing reports to the contrary as speculation. But Aboulafia and other analysts believes the Canadian airframer must move into the 150-plus seat category, particularly if its arch-rival Embraer moves to re-engine its E-Jets family, of which the largest member - the 195 - is capable of seating 122 passengers at maximum density.
"If Embraer re-engines then that product looks really a bit like a CS100 killer," says Aboulafia. "The centre of the market is increasingly gravitating towards the A320 and 737-800. So what's the point of [Bombardier] going after the diminishing part of the market when, for a relatively modest investment, you can go after a much greater segment, 150 seats," he says, adding that the CS300 - and not the CS100 - should be Bombardier's primary CSeries model. A 150-seater would "complement" this primary model, he says.

Comparing "apples-to-apples" in seat capacity @ 32" pitch, CS300 with its 135 seats is pitched next to H20QR, with +/– ditto 135 seats. Yet, H20QR with its exceptionally generous OHSC will only need 3 ULD for luggage, freeing 4 ULD (each of 127 ft³) underfloor, which added to the bulk volume of 208 ft³are equivalent to 40 +17 = + 57 full-fare-paying YC passengers in the "underfloor cabin" (revenue conversion ratio : r = 12,6 cuft freight = (net) 1 YC ff) or total 192 pax for H20QR vs only 135 pax for its direct contender, if we give CS300 zero credit for freight. [Nota Bene : we leave it up to Bombardier to showcase CS300 cargo capability ?? ] Take r = 8.3 (assume better freight market prices ?) and we get = + 716 ft³/flight = + 86 YCff "virtual pax" per flight, total 221 pax or + 64 % vs CS300. Now, dilute from average CF (79 % ?) or average ticket price (60 % vs YCff ?) andH20QRlitterally"takes off" vs CS300 !!



Also, vs the bulk-loaded CS300 with twice as high a pax density in the aisle, the twin aisle H20QR with CLS turns around quicker on ground, completing 7 legs/24h when CS300 makes only 6, or 8 legs/24h, when CS300 makes only 7 ("active" period/24h, A-C checks + night stop-overs excluded), a "cherry-on-the-top" for H20QR. Nota Bene : for the extra rotation at the end of the day, all hourly related costs are +/– free-of-charge for H20QR vs the slower-rotating CS300, so we only need to pay up for the extra fuel + cyclic costs. A similar comparison goes for H19QR vs CS100.

Summary/Conclusion

Versatile passe-partout money-spinners with full fleet commonality vs A320 Series, H19QR & H20QR are proven, commonly deployed types : same flight crews, same maintenance organisation, same training etc as for A320 Series aircraft. Small, yet true "wide narrow-body" SMR Feeders, theTwin Aisle H19QR & H20QR work-horses are perfect for thinner SMR feeder routes, generating greater revenue from cargo traffic as well as from passenger traffic, boosting yields/24h vs CS Series.