Bombardier Tweaks CSeries
By Darren Shannon 
Bombardier has increased the CSeries’ payload by 1,000 lbs., committed to an automatic over-wing exit door, and added another two inches to the airframe to meet customer demands, the program chief tells The DAILY.
These changes, along with a designation change for the family of 110- and 130-seat aircraft to CS100 and CS300, were part of a package of developments that resulted in a firm order for 30 CS100s from Lufthansa for its Swiss International Air Lines unit, and should result in several more orders in the coming months, according to CSeries program Managing Director Benjamin Boehm.
Some of the changes have also improved the aircraft’s performance, said Boehm. Among these are a 200 ft. improvement in takeoff field length — a major requirement by Lufthansa as the airline intends to use some of its CSeries to serve London City Airport — and a revised high lift component of the wing. The extra payload also helps Bombardier meet airline requirements, noted Boehm.
Because of the extra payload requirements the CSeries’ empty weight will grow by 500 lbs. Range, however, remains unaffected and fuel efficiency over Embraer’s E-195 — an aircraft similar to the base line CS100 in range and capacity — remains at 20%, said the Bombardier executive. A source close to Lufthansa said the CSeries’ short runway capabilities ensured the order over an expansion of an E-Jet order already held by the German airline group.
The additional 2 in. on the fuselage — which increases the CS100’s length to 114 ft. 6 in. and the CS300’s to 124 ft. 12 in. — is also the result of customer demands for a particular layout of the CSeries cabin.
“Everyone is getting what they want,” from these design revisions, said Boehm, adding that Bombardier’s commitment to meeting customer needs extends to a nose-to-tail maintenance offer that although still in its early stages could result in the manufacturer providing line maintenance for CSeries operators.
One change — the decision to design an automatic escape door for the over wing exits — was made by Bombardier. “U.S. and European regulators are talking about this, and although there is no legislation we have decided to go ahead with the idea,” said Boehm.
Although these latest changes to the CSeries’ specifications indicate a nuanced rather than wholesale overhaul of Bombardier’s offering, an interim design freeze is still not scheduled until the end of this year, and a final design freeze should not be expected until the end of 2010 or early 2011, said Boehm.
Entry into service is scheduled for 2013.
Yet progress is being made, notably with the planned expansion of Bombardier’s Mirabel site in Montreal and its plant in Belfast. The manufacturer also has 800 staff already working on the program of an expected peak payroll of 1,000, and a team of supplier representatives based in Montreal currently numbers 250 people.
Bombardier is also close to moving to the next step in its program development, which currently is in the joint conceptual definition phase.
Despite this transparency on the development of the CSeries, Bombardier is saying little about potential orders. Publicly, Mongolian regional carrier Eznis Airways has said it has a letter of intent for seven CSeries aircraft, and Qatar Airways has confirmed it has walked away from negotiations because Bombardier has failed to meet certain conditions. A lessor is also reportedly interested in 20 aircraft from the CSeries family.
Bombardier still requires a launch order for it to enter the CSeries into service in 2013; the first Swiss aircraft is not scheduled to enter service until 2014.
Photo: Bombardier
