Bombardier C-Séries (partie 1)

Beochien a écrit:C'est déjà le Cséries ER, lequel est donné pour 2950 Nm !
Va falloir lui mettre du kéro dans la queue pour aller plus loin !

The Bombardier executive touts the CSeries' short-runway capability. "The CS100 will do London City. It can fly from there and fly 1,400nm." The CS300 will not do London City, however.

Beochien a écrit:
Ce serait plus clair si on connaissait la capa des réservoirs, des C-Séries et ... si il y en a des suplts pour le ER !
M'est avis que même Bombardier n'est encore certain de rien, ni du poids de l'avion ... et probablement open à qq modifs ou options, pour vendre un peu mieux ...
Ce genre de flou avec un marketing actif ... et des renseignements tronqués ça me rappelle les B787-8, et les A350-1000 ! Hum !

Le A318, avec la presque même P fait 3100 Nm, avec 24,210 L de fuel !
Environ 19 Tonnes, et tu retires 12% de bonus pour le SFC du GTF ... tu as déjà une indication !
Aprés bon courage ... entre Cx, vitesse, et poids relatifs...

Moi je pense juste que avec des (Gros) Moteurs lui permettant de décoller en 1500 mètres un A318, ou un A319 ne serait pas ridicule, version NEO bien sûr, surtout avec les "Sharklets" pour le "Lift"
Bon comme les moteurs sont pratiquement les mêmes sur les séries A320, ça ressemble plus à un thrust bump qu'à des moteurs spécifiques ... un petit coup à 20% de mieux en P !

JPRS

Bombardier confirms that customers are discussing an all-business class CSeries CS100 to fly non-stop between London City and New York-John F Kennedy airports.

"We are in advanced negotiations with customers for that configuration," said Rob Dewar, CSeries vice president and general manager. "They will use it for that mission and others."

The maximum range of the normal, 110-seat version of the CS100 falls about 60nm short of the distance between the major financial centres.

But Bombardier's designers established the non-stop westbound leg across the Atlantic Ocean with an all-business class configuration as a requirement for the CS100, Dwar said.

If confirmed in flight tests, the special version of the CS100 would become the first airliner to have non-stop range to JFK yet still be small enough to meet the take-off distance and weight limits of London City.

British Airways now operates an Airbus A318 with 32 business class seats on the route, but it must stop to refuel on the westbound leg in Shannon, Ireland. The stop allows passengers to clear US customs before arriving in New York, but adds time to the overall trip.

Bombardier declined to answer questions about recent news reports that a London-based start-up Odyssey Airlines had already ordered the CS100 to challenge the British Airways A318 on the same route.

The reports named Odyssey as the undisclosed buyer of 10 CS100s that Bombardier announced in June at the Paris Air Show.

In an interview, Dewar indicated the advanced discussions were taking place with more than one customer for the all-business class CS100, and that each of the customers intended to deploy the aircraft on, among other routes, London City-JFK.

Korean Air is excited about adding the Bombardier CSeries CS300 to its fleet, but is scolding the Canadian airframer for not doing more to gain a wider acceptance of its new jet.

While expressing Korean's confidence in the CSeries, carrier senior vice president of corporate strategy and planning Walter Cho also said Bombardier needs to do a better job in marketing the aircraft. "I believe once more customers get an interest in it, it [the CSeries] will be a very successful programme," said Cho.

He made those comments on 6 February in Everett, Washington during a ceremony celebrating dual deliveries of a 747-8F and 777F to Korean.

Assessing the technical capabilities of the CSeries Cho stated: "Its takeoff performance, [and] its landing performance are much better and fuel burn is equal to or better than the new generation of aircraft coming, so we have confidence in that aircraft." Korean has 10 firm orders and 10 options for the CS300 model.

Korean expects to take delivery of its first CS300 in 2015, and aims to introduce six of the aircraft into its fleet that year followed by four in 2016.

Bombardier aims to certify the 110-seat CS100 in 2013 and the larger CS300 in 2014.

Bombardier's CEO Pierre Beaudoin is sharpening his tone as he makes the case for Canadian airframer's 110 to 149-seat jet, dismissing "naysayers" who doubt the CSeries will come to market on time, if at all.

"As of today," said Beaudoin in a 16 February speech at the Wings Club in New York City, "We continue to drive for first delivery at the end of 2013."

Citing more than 300 firm orders, options and purchase rights, Beaudoin dismissed criticism from Boeing and Airbus regarding the timing of the CSeries and its readiness for service, alluding to each airframer's lack of credibility for delivering its new products on schedule: "I'm not going to try to defend the track record of the two largest manufacturers."

"Sub-assemblies are streaming in the door at [the Complete Integrated Aircraft System Test Area (CIASTA)] where we have gone from being a virtual aircraft to a real one. We are building our first test vehicle in Mirabel, and systems integration and commissioning are going even better than we had expected," said Beaudoin.

Bombardier activated the CIASTA when it commissioned its first block of systems in late-December 2011, which included its aircraft's flight deck pedestal, throttle quadrant and Full Digital Authority Engine Control (FADEC) software, connected to generators and dummy engines.

Beaudoin also took a moment to openly criticise the re-engining strategies of Boeing and Airbus as insufficient.

In the past, Bombardier has shied away from taking aim at the 160-seat current and re-engined A320 and 737-800, which make up the bulk of Airbus and Boeing narrowbody sales, citing their competition in the higher seat count market above the 110 to 149-seat CSeries.

"Some may believe that re-engined aircraft with a 30-year-old design will be good enough. We see the future differently at Bombardier. We believe that "good enough" is not what operators expect or need in this segment, especially considering the airlines' tight margins," said Beaudoin.

"We embrace this debate as a crucial stepping stone to the desired outcome of constructive change. We are convinced-and so are a growing number of operators- that the CSeries is a viable instrument of this positive change [for the industry]," he added.

Remaining confident, Beaudoin acknowledged that "what is keeping him up at night" was a concern about balancing the push and pressure to get the most from the company's teams and suppliers while ensuring that it does not hamper their willingness to bring forward potential problems.

In a small press gathering on the sidelines of the event following his speech, Beaudoin responded to Republic Airways CEO Bryan Bedford comments after he raised concerns over the viability of the CSeries programme and its relative lack of sales, echoing similar concerns of Korean Air senior vice president of planning, Walter Cho.

Republic is "committed to the CSeries, they're excited about its performance, they follow the programme day in and day out and they understand the performance is there, so, for me, that's what I focus on," he said.

Beaudoin said Guy Hachey, president and chief operating officer of Bombardier Aerospace, contacted Bedford to allay and address his apprehension.

"It's a firm order and they're committed to going through with the programme," he said of Republic's order for 40 CS300 aircraft.

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.