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Old August 26th, 2013, 06:37 PM   #81
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Quote:
Originally Posted by ramakrishna1984 View Post
As its Fleet of about 100 Narrow Body Aircrafts are ageing Air Canada has decided to Purchase Bombardiers New CSearies Jetliners (source).... so which one they are trying to buy? CS100 or CS300?
They are considering a purchase but haven't decided yet.
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Old August 27th, 2013, 12:52 AM   #82
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Either way, Bombardier really needs Air Canada signing on to get the C Series on better footing.
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Old August 31st, 2013, 07:09 PM   #83
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september 17 first flight ....

http://www.premiervolcseries.bombardier.com./
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Old August 31st, 2013, 07:22 PM   #84
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All in all the sales are better than the 736 and 318 put together. Also notice that the NEO and MAX programs are missing the lower end of they're narrow body offer which can only mean this airframe is making an impact.
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Old August 31st, 2013, 10:43 PM   #85
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The CS300 goes directly against the A319 and the 737-700/737 MAX 7, in that size range the C Series is also doing much better then A & B.

But it's not just Airbus and Boeing of course, it's also going against the planes from Embraer E-Jet, Sukhoi Superjet, Irkut MS-21, Comac ARJ21 & C919, all of which have more orders then the C Series. But it has to be said that the new Russian and Chinese planes are heavily backed by local orders which sometimes border direct state support with orders placed by state owned leasing companies and airlines.
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Old August 31st, 2013, 11:39 PM   #86
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Bombardier accidentally avoided A320/A321/B738/B739 territory because they know it will be very, very hard to break the duopoly of Airbus and Boeing with an airframe yet to prove. Also, Airbus and Boeing can offer their aircraft at very cheap prices thanks to the high production of 42 aircraft per month.

They can try a larger CS500 if the CS100/CS300 turns out to be a success but first things first: grab a piece of the 110-135 seat market where Airbus and Boeing don't have a strong competitor.

Quote:
Sukhoi Superjet
Sukhoi is having financial issues and I heard the reliability of the Superjet isn't good at all. Aeroflot will sell their first 10 aircraft back to Sukhoi.

Things must change if Sukhoi wants to stay in the game.

Quote:
Comac ARJ21 & C919
The ARJ21 is a bit smaller and the C919 EIS is delayed to 2017 at least. And:

Quote:
all of which have more orders then the C Series
Indeed. Somehow I doubt Comac will gain much more market share outside China.

IMO the biggest competitor of the CSeries will be the Embraer E-Jet E2 family, which was launched during the Paris Air Show in June with over 300 orders and commitments.
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Old September 2nd, 2013, 12:09 AM   #87
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Quote:
Originally Posted by XWB View Post
Sukhoi is having financial issues and I heard the reliability of the Superjet isn't good at all. Aeroflot will sell their first 10 aircraft back to Sukhoi.
Thats not exactly the case with SSJ, Aeroflot simply made an agreement to replace the first 10 planes, as they were early builts, with ten of the "normal" version of the aircraft. 787 early planes were not performing great eiether, happens with new airplanes. Which means that Aeroflot will receive normally the 30 SSJ.

Of course I believe that the CS will most likely have a better fate than Sukhoi, at least in the future.
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Old September 2nd, 2013, 12:51 AM   #88
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Quote:
Originally Posted by XWB View Post
Bombardier accidentally avoided A320/A321/B738/B739 territory because they know it will be very, very hard to break the duopoly of Airbus and Boeing with an airframe yet to prove. Also, Airbus and Boeing can offer their aircraft at very cheap prices thanks to the high production of 42 aircraft per month.

They can try a larger CS500 if the CS100/CS300 turns out to be a success but first things first: grab a piece of the 110-135 seat market where Airbus and Boeing don't have a strong competitor.

Sukhoi is having financial issues and I heard the reliability of the Superjet isn't good at all. Aeroflot will sell their first 10 aircraft back to Sukhoi.

Things must change if Sukhoi wants to stay in the game.

The ARJ21 is a bit smaller and the C919 EIS is delayed to 2017 at least. And:

Indeed. Somehow I doubt Comac will gain much more market share outside China.

IMO the biggest competitor of the CSeries will be the Embraer E-Jet E2 family, which was launched during the Paris Air Show in June with over 300 orders and commitments.
I'd say that the rival for Bombardier's C-Series would be the Embraer E-Jet series, in which the two manufacturers compete for similar markets: regional subsidiaries and mainline carriers. I suspect that the two will really fight it out here in the Americas, and hopefully, the C-series can also thrive in Asia where the aviation market is booming. I mean, this can play a great role in shaping up both the mainline carrier market and the LCCs... But I wonder if any large LCC will order this aircraft for their thinner routes so that they can keep their margins low.

I also wanna ask: with the narrow-body layout, is it possible for the C-series to employ a three-cabin layout, similar to what American is doing for its A321s?
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Old September 2nd, 2013, 12:40 PM   #89
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image hosted on flickr

Bombardier CS-100 C-Series C-FBCS FTV1 by Patcard, on Flickr

image hosted on flickr

Bombardier CS-100 C-Series C-FBCS FTV1 by Patcard, on Flickr
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Old September 2nd, 2013, 10:13 PM   #90
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Old September 2nd, 2013, 10:18 PM   #91
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That design really looks sleek and modern, in which it really resembles a typical jet aircraft, albeit smaller. I say that the C-Series will look really appealing for airlines indeed, especially with its blended winglets integrated in the design... And it will indeed compete well with the Embraer E-Jet family.

Fantastic image choices indeed!
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Old September 3rd, 2013, 04:25 AM   #92
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layout of bombardier cseries....

http://www.airliners.net/aviation-fo....main/4367874/
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Old September 6th, 2013, 10:26 AM   #93
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CS100 | CSERIES | BOMBARDIER | C-FBCS | FTV1 | BD-500-1A10 | MIRABEL | YMX | CYMX | QUEBEC | CANADA by J.P. Gosselin, on Flickr
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Old September 6th, 2013, 10:07 PM   #94
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High-speed taxi test:

http://www.youtube.com/watch?v=aM3bmtQ1Heg
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Old September 11th, 2013, 12:07 AM   #95
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Quote:
Originally Posted by Highcliff View Post
On the mixed class configuration, I wonder if that would include First Class seating that either has a lie flat (170° sleeper chair) or full flat (180° bed) configuration, and what would be its pitch when either design is deployed? In addition, is there a possibility of adding a third, premium economy (economy plus) cabin on board, on top of the "standard" mixed class configuration, and I wonder how much economy seats will be reduced if that is being done?

Fantastic image! Can't wait to see it operate often in San Francisco... I hope Porter Airlines will get it to operate from Toronto City Airport instead of Pearson.
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Old September 11th, 2013, 12:34 PM   #96
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Quote:
Originally Posted by fieldsofdreams View Post
On the mixed class configuration, I wonder if that would include First Class seating that either has a lie flat (170° sleeper chair) or full flat (180° bed) configuration, and what would be its pitch when either design is deployed?
Like any other plane - 60 to 80 inches. Full flat would be at least 72 inches, like the BA A318.
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In addition, is there a possibility of adding a third, premium economy (economy plus) cabin on board,
The private jets manage to fit several differently fitted seating areas after all. I am not sure, however, whether the third cabin would require its own dedicated galley and toilet block.
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on top of the "standard" mixed class configuration, and I wonder how much economy seats will be reduced if that is being done?
That is quite strictly up to how much premium classes are needed. Just an exercise of dividing up real estate!
Take that CS300 on the image you quote.
The 145 seats are 29 rows, exactly. At 30 inches each, that sums up to 870 inches.
The 130 seats are 26 rows exactly. At 32 inches each, it sums up to 832 inches. Looking for the 38 inch difference, the 130 seat cabin is the same at the back (one toilet and small galley behind back doors) but at the front behind front doors the 130 seater has big closet that 145 seater does not have, and an extra galley and a small closet, so 38 inches can reasonably go there.
The 120 seater has 16 business seats in 4 rows, and 104 coach seats in 1 small front row of 4 seats and 20 normal rows of 5. So total 4 rows of business at 36 inches is a total of 144, and 21 rows of coach at 32 inches is 672 inches. Total 816 inches.
Looking for the 54 inches, see the extra two toilets in the back in front of the back doors, that the 145 and 130 seats do not have.

So all fits. You can give up as many or as few coach seats as you want to afford. Say you want to have 16 first class sleepers at 72 inches pitch and will settle for 4 abreast? That is 4 rows, total 288 inches, and so will replace 9 rows of coach seats at 32 inches pitch, which would be 45 seats. Or consider 20 premium economy seats, settling for 5 abreast equal to the coach, but at 40 inch pitch? Well, they replace 25 coach seats (similar reckoning).
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Can't wait to see it operate often in San Francisco... I hope Porter Airlines will get it to operate from Toronto City Airport instead of Pearson.
The thing is, even CSeries has limited takeoff weight at Toronto city. Since Pearson wants to have 107 seats, mainly coach, the Pearson CSeries cannot carry enough fuel from YTZ to reach SFO. Especially with the foul winds.
Note that LGA is long enough, so LGA-SFO would be no problem if allowed!
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Old September 11th, 2013, 12:42 PM   #97
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I thought the CSeries was designed with enough range to fly from coast to coast. Isn't Porter arguing that the plane would allow it to fly Toronto to Vancouver. Surely San Francisco is the same distance or closer due to Toronto's southerly latitude?
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Old September 11th, 2013, 01:26 PM   #98
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Quote:
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I thought the CSeries was designed with enough range to fly from coast to coast.
Pretty much. YHZ-LAK is 2571 nm. CSeries range from long runways is 2950 nm, so YHZ-LAK should be feasible even with headwind allowance.
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Isn't Porter arguing that the plane would allow it to fly Toronto to Vancouver. Surely San Francisco is the same distance or closer due to Toronto's southerly latitude?
Actually, no. YTZ-YVR is 1822 nm, YTZ-SFO is 1974 nm.

Porter is arguing that a YTZ extension would allow YTZ-SFO. Well, this depends on exactly how YTZ is altered!
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Old September 11th, 2013, 03:56 PM   #99
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That's an outdated seat map. Bombardier increased the total amount of seats for the high-density configuration to 160.

http://www.flightglobal.com/news/art...baltic-383179/
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Old September 12th, 2013, 01:24 AM   #100
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Fantastic design.
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