The Second CSeries CS100 takes to the skies

05 Sunday Jan 2014

Posted by theflyingengineer in Manufacturer

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aircraft, Bomnardier, CS100, CS300, CSeries, Flight, Second, test, Vehicle

Three and a half months after the first C Series took to the skies, the second Flight Test Vehicle, FTV2, registered C-GWYD, took off from Montréal International (Mirabel) Airport on 3rd January, 2014, climbed to 13,000ft, touched 180knots. The maiden flight lasted 2hrs 15 minutes. When compared to the A350’s program, which has a similar target of certifying the aircraft within 12 months with 5 test aircraft, the CSeries’ CS100 FTV2, has taken to the skies almost 2 weeks earlier.

The 5 CS100s will later be joined by 2 CS300s. Interestingly, Bombardier plans the CS300s for a later stage in the testing, when the CS300 accounts for close to 65% of all CSeries Orders (182). In contrast, the A350-900XWB, which accounts for 67% of the 814 orders, is the model that is flying in the test flight campaign.

Says Rob Dewar, Vice President and General Manager, CSeries Program ,“While FTV1 is the initial test vehicle validating the flight envelope, FTV2 testing will complement the existing knowledge we have gained from FTV1 – all of which will ensure the accuracy and efficiency of the data collected. Specifically, we will look to FTV2 to test the aircraft systems and its redundancies, including the brand-new avionics suite, in addition to measuring the aircraft’s performance. The ongoing momentum of the CSeries flight test program has been an energizing experience for the team, and we are eager to apply the knowledge gained from FTV1 and FTV2 to the following flight test vehicles, which will also take flight this new year.”

Affordable Capacity: The definition of the Regional Jet Market.

28 Monday Oct 2013

Posted by theflyingengineer in General Aviation Interest, Manufacturer

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1000, 170, 175, 190, 195, 700, 900, Bombardier, C, CRJ, CS100, CS300, Embraer, Jet, market, Regional, Series, Shift, trend

Highlights: The death of the 70 seat regional jet market, shifting market trends, and what airlines seem to trend on: affordable capacity.

50 seat regional jets heralded a new way to travel. Comfort and speed were real reasons, and offering a jet to regional customers, as opposed to a turboprop aircraft, suddenly seemed very attractive. The Embraer ERJ 145, introduced in 1996, and the Bombardier CRJ 100/200, introduced in 1992, both extremely popular 50 seat airplanes, sold 708 airplanes and 935 airplanes, respectively.

Regional aviation only continued to grow, fuelled by more efficient jets that promised good operating economics. According to Bombardier’s study in 1998, there was a growing requirement for larger aircraft in the fleets of the world’s regional airlines. To keep up with the growth in mainline fleets, Bombardier felt that regional fleet must grow in both size and capacity. The company felt that if the regional fleet did not grown beyond 50 seats, the number of 50-seaters required to satisfy demand would quadruple.

Because of this growth, regional airplanes grew in capacity, to match demand. The CRJ 700, a 70 seat regional jet from Bombardier, was introduced in 2001, and the competing Embraer 170 was introduced to airline service in 2004. As airplanes grew in size, the operational costs per seat started to fall, further opening up regional aviation to larger airplanes while gradually declining the smaller regional jet market. The market shifted, and continues to shift towards larger sized regional jets.

The CRJ 100/200 is no longer in production. In 2008, the Embraer 145 had 733 firm orders, which slumped to 708 in 2009, and has remained at that figure, over 4 years till date. By 2011, all orders had been realised through deliveries. The 50 seat jet market effectively and statistically died many, many years ago.

The CRJ 700, when introduced, did exceedingly well. Between 2000 and 2010, the order book grew by 160%, to 344 firm orders. The Embraer 170, which had a late start, touched 194 firm orders in 2009. While these were fairly good figures, the market shift hadn’t stopped.

The Embraer 190, and the CRJ 900 have seen the greatest sales growth. The E-190, when introduced in 2005 with JetBlue, had 185 firm orders. This has seen a fairly steady, and unparalleled growth to 560 in 2013: a growth of 200%. The CRJ1000 was Bombardier’s answer to the E-190, but that entered service very late, almost 5 years later, in December 2010, but firm orders stand at only 70, as of July 2013. The CRJ1000 is not much of a competitor to the E-190; The longest range version of the jet, 1,622NM, falls short of the shortest range version of the E-190: E-190STD at 1800NM. The E-190AR has a range of 2400NM.

While there was such encouraging growth in sales of 100 seat airplanes, The CRJ700 stopped building orders after 2010. In fact, after 2010, 4 firm orders were lost, with the number lazily bouncing back to 347 in 2013. After 2009, The Embraer 170’s firm orders only reduced, and hasn’t recovered since. It’s not the manufacturer. It’s the market, and the 70 seat regional jet isn’t favoured anymore. As of Sep 2013, there is a backlog of only 6 E-170, of which 2 are for Japan Airlines and 4 for ETA Star Aviation, India.

The 78-88 (80) seat E-175 is the next-best received aircraft. Orders for the type are nowhere close to that of its longer, 100 seat E-190, and had stagnated for more than 1 year in the period after 2011, at the level of the dead-market E-170. A sudden surge in orders, of 65% to 315 in 2013, is thanks to Skywest, which placed a large enough order for the type. The 90 seat CRJ900, has 306 firm orders in 2013, and witnessed a 380% surge in orders between 2005 and 2007.

A 2000NM range airplane with the ability to carry 100 passengers has been the hottest selling cake. Add another 16 to 24 seats and the offering, the E-195, isn’t quite as attractive. Bombardier’s response to the E-195 is the 125 CS100, and the unique, hitherto unmatched offering is the 135-160 seat CS300.

Proof that the market is shifting away from 70 seat jets is the fact that Embraer, that has moved forward with its plans to re-engine, significantly re-engineer and update the E-Jets to a “Second generation” of E2 jets, has the E-195-E2, the E-190-E2, and the E-175-E2, but no plans at all for the E-170-E2.

The market needs higher capacity airplanes for greater flexibility, provided that it doesn’t come at the cost of economics and performance. With economically better performing or promising airplanes hitting the market, “affordable capacity” is the market demand.

And since the E-175-E2 is planned for a 2020 Entry into service (EIS): the last amongst all re-engined E-Jets, it’s a sign of the 80 seat regional jetliner’s grave being prepared, next.

*This section is part of a much bigger, comprehensive article on the C-Series by The Flying Engineer.

C-Series Program Update: One Month after the first flight

18 Friday Oct 2013

Posted by theflyingengineer in Manufacturer

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aircraft, Bombardier, C, Certification, Chief, CS100, CS300, Engineering, Flight, ground, Pilot, Progress, Series, Shimmy, Simulator, Stability, test, Vehicle, Vibration

Robert “Rob” Dewar, Vice President and General Manager, C-Series, Bombardier Commercial Program, gave a brief insight into the certification program of the C-Series, one month after it’s first flight on the 16th of September, 2013.

The C-Series is poised to usher in a new era for Bombardier, while posing as a market threat for popular Airbus and Boeing single aisle aircraft.

There have been a total of 3 test flights till date.

The landing gear and certification tests have been completed for the shimmy. Shimmy is an unstable lateral (yaw) vibration, typically in the range of 10 to 30Hz, which can lead to structural damage and/or collapse of the landing gear. Landing gear as seen on aircraft such as the Airbus A320 family, Boeing 737NG family and the C-Series, among others, are twin wheeled cantilevered, and such landing gears may experience shimmy stability problems at low speeds, and must be tested to validate the design of the landing gear against shimmy.

The ground vibration test of the aircraft is in progress. This testing is part of the plane’s certification program. Selected parts of the aircraft are excited with an external oscillatory force. By observing the aircraft’s response to these vibrations, engineers can model the aircraft’s transfer functions and determine the airplane’s in-flight stability.

These tests results will be compiled and will determine when the airplane takes to the skies for the fourth time, when the test flight envelope will be further opened up. The last three flights have witnessed the C-Series reaching an altitude of 25,000ft, landing gear extension and retraction cycles, tests of both high lift devices: the slats and flaps, and other in-flight manoeuvres.

The aircraft’s performance an handling closely matches the predicted flight model in the simulator. Bombardier is using a Engineering Flight Simulator (ESIM),built by CAE, from the last one year to test actual flight systems and system controllers when integrated in the aircraft, such as the slat-flap computer, fly-by-wire computer, landing gear computer, APU-simulator, brake computers, the PW1500G Engine FADECs (Full Authority Digital Engine Computer), and so forth. Using this ESIM, the flight test program can rely a lot on the simulator to do a lot of the system and integration tests while also preparing flight test crew for various flight test exercises. This builds the confidence of the crew in the aircraft, while also helping complete real flight test exercises with higher success rates and lower risks. System testing has entered the certification testing phase.

Bombardier find the structural test results, in the certification phase, very pleasing. Testing on the cabin management system as well as the environmental control system are in progress.

The CS100 Flight Test Vehicles (FTV) 2, 3, 4, and 5, as well as the first production aircraft are in very advanced stages of final assembly at Mirabel. The larger CS-300’s first major fuselage section is being transported, expected to arrive at the presently non-optimised-for-the-C-Series Mirabel facility.

Which is why the construction of a new 667,000 sq-ft plant, located close to its current facilities in the vicinity of the airport in Mirabel, Quebec, entirely dedicated to the assembly of the CSeries family of aircraft, is progressing well.

According to Charles “Chuck” Ellis, Chief Flight Test Pilot C-Series, emphasising on the need for so many flight test vehicles, “We say it’s (certification program) a one year program but within that one year we’ll probably be doing 5 years of work. We can take one year and 5 airplanes, or 5 airplanes and one year”

Now that the ESIM’s flight and system model has been verified, it will making the certification easier and faster by offering a lot of flexibility and bandwidth in the C-Series certification program, as it is almost like having a 6th airplane in the fleet.