Bombardier CSeries: a che punto siamo?
- Autore Discussione pieterde
- Data d'inizio
- Stato
Probabilmente un C100 configurato con pochi posti full J, dovrebbe riuscire a coprire anche la tratta verso ovest senza scalo. Attualmente il 318 BA vola non-stop tra JFK e LCY, mentre nella direzione opposta è necessario uno scalo tecnico a Shannon. Dove peraltro i pax utilizzano il tempo necessario al rifornimento per fare la pre-clearance USA.
Il fatto che da LCY a JFK sia necessario uno scalo è principalmente dovuto alle limitazioni di peso in partenza a LCY
Il C100 al MTOW pesa circa 58 t, non credo che quell'ordine di grandezza possa rappresentare un problema (è solo una mia impressione).
Per quanto riguarda la lunghezza della pista (1.5 km), va notato che è del tutto insufficiente per permettere al 318 di decollare al MTOW (69 t) e volare non-stop verso JFK.
Al contrario del C100, che per partire con il peso massimo, richiede una distanza identica alla lunghezza della pista di LCY.
D'altra parte se hanno deciso di fondare una nuova compagnia e fare concorrenza al doppio daily BA, è probabile che abbiano un asso nella manica. Che imho, sarà appunto la possibilità di effettuare entrambe le tratte non-stop.
gli ultimi arrivati (sukhoi, 787, c100, 350) hanno un disegno del musetto (scusatemi il termine , non saprei come chiamarlo) abbastanza simile tra loro, non vi pare?
Su Airways di giugno si parlava già di Odissey e del fatto che un C100 all J dovrebbe poter arrivare senza problemi a JFK da LCY.
La storia di Odyssey non è propriamente si primo pelo, come sottolineato da Paolins
http://www.smh.com.au/travel/travel...to-fly-london-to-new-york-20111220-1p2z4.html
http://www.smh.com.au/travel/travel...to-fly-london-to-new-york-20111220-1p2z4.html
58.967 tons dichiarate, diamole per buone, da prototipo per un max 125 seats high denisty, non male si fa per dire come peso medio per pax.
una bella poiana....
una bella poiana....
In un'intervista rilasciata a Città del Capo il ceo di SWISS Harry Hohmeister ha confermato che la flotta di 30 Bombardier CS sarà costituita da un mix di "100" e di "300" in proporzione ancora da stabilire. I primi saranno in servizio dal 2015, i più grandi l'anno successivo. La versione allungata sostituirà (parzialmente) anche gli A320 della flotta LX.
Un bel cambio per LX. Alla fine dei conti passano mezza flotta LR su Boeing e un bel pezzo di quella di medio da Airbus/BAe a BBD. E' previsto tengano solo i 321 per il medio di Airbus o sostituiscono solo alcuni 320? Dei 319 sapevo.
Correggo leggermente, dato che Hohmeister ha dichiarato che:
Si riferisce quindi ad un possibile ulteriore versione allungata del CSeries, un "CS500".
News odierne:
Gulf Air svelata come compagnia aerea, precedentemente rimasta anonima, che riceverà il primo aereo:
Bombardier Discloses Gulf Air as Airline Customer for 10 CSeries Aircraft and Options for Another Six
Inoltre, Ilyushin Finance Co. ha convertito oggi l'ordine condizionale per 32 CS300 +10 opzioni in ordine.
Russia's Ilyushin Finance Co. Firms Purchase Agreement for up to 42 Bombardier CSeries Aircraft
E' più o meno quanto dici anche se non sono prese decisioni definitive. Hohmeister, che è tedesco, è ora anche membro del cda del Gruppo Lufthansa e vuole dimostrare che è "molto bravo"... A più riprese ha detto che si tratta di risparmiare sul carburante con aerei che consumano meno (riferito a ogni pax) e che hanno un'elevata occupazione dei posti. In più si tratta anche di sostituire apparecchi non più giovanissimi, acquistati addirittura da Swissair.
Re: News Bombardier CSeries
Monarch Airlines (ZB, London Luton) is considering ordering the Bombardier (BBA, Montréal Trudeau) CSeries as part of its expanded narrowbody refleeting programme. However, according to Monarch financial director Robert Palmer, even if an order is placed with Bombardier, a large order will still be placed with either Airbus Industrie (AIB, Toulouse Blagnac) or Boeing (BOE, Chicago O'Hare) where the Boeing 737 MAX 9 and A321neo are currently the preferred types. Monarch has also increased the size and scope of its request for proposals. While it originally planned to acquire 45 aircraft between 2016 and 2021, this has since risen to 62, with deliveries scheduled until 2024. The British leisure carrier also plans to retire its three B757-200s and three A300-600s over the next 18 months and is seeking leased narrowbodies as short-term replacements.
Ch-aviation
Monarch Airlines (ZB, London Luton) is considering ordering the Bombardier (BBA, Montréal Trudeau) CSeries as part of its expanded narrowbody refleeting programme. However, according to Monarch financial director Robert Palmer, even if an order is placed with Bombardier, a large order will still be placed with either Airbus Industrie (AIB, Toulouse Blagnac) or Boeing (BOE, Chicago O'Hare) where the Boeing 737 MAX 9 and A321neo are currently the preferred types. Monarch has also increased the size and scope of its request for proposals. While it originally planned to acquire 45 aircraft between 2016 and 2021, this has since risen to 62, with deliveries scheduled until 2024. The British leisure carrier also plans to retire its three B757-200s and three A300-600s over the next 18 months and is seeking leased narrowbodies as short-term replacements.
Ch-aviation
Odyssey Airlines è stata ufficializzata da Bombardier lunedì:
Bombardier Discloses Odyssey as European Customer for 10 CSeries Aircraft
La compagnia sarà basata a Londra City e pianifica di aprire rotte all-business tra le quali New York e Toronto (quest'ultima potrebbe essere in collaborazione con Porter Airlines). Nulla di specifico su altre destinazioni, tuttavia Mosca la vedo sicuramente tra quelle (BA ci vola col 747 da LHR!).
Bombardier Discloses Odyssey as European Customer for 10 CSeries Aircraft
La compagnia sarà basata a Londra City e pianifica di aprire rotte all-business tra le quali New York e Toronto (quest'ultima potrebbe essere in collaborazione con Porter Airlines). Nulla di specifico su altre destinazioni, tuttavia Mosca la vedo sicuramente tra quelle (BA ci vola col 747 da LHR!).
Ultima modifica:
Bombardier Completes CSeries Aircraft Ground Vibration Tests and Final Software Upgrades In Preparation for First Flight
-Safety of Flight statements from all suppliers obtained
-Application for Transport Canada flight test permit submitted
-First flight to occur by the end of July 2013
---
Bombardier BD-500 -1A10 50002 C-GWYD Bombardier regd 04jul13 (+ 50003 C-GWXJ, + 50004 C-GWXK, + 50005 C-GWXZ)
-Safety of Flight statements from all suppliers obtained
-Application for Transport Canada flight test permit submitted
-First flight to occur by the end of July 2013
---
Bombardier BD-500 -1A10 50002 C-GWYD Bombardier regd 04jul13 (+ 50003 C-GWXJ, + 50004 C-GWXK, + 50005 C-GWXZ)
Re: News Bombardier CSeries
CSeries Aircraft Engines Powered Up!
Bombardier Aerospace continues the countdown to the CSeries first flight as the engines are powered up on CSeries flight test vehicle one (FTV1) in Mirabel, Québec.
“It was spectacular to see the PW1500G engines running for the first time on the CSeries aircraft. We‘re thrilled to have successfully reached this very important milestone,” said Robert Dewar, Vice President, General Manager, CSeries Program. “The engine runs followed the successful start-up of the Honeywell-supplied Auxiliary Power Unit (APU). Next step, we will check the aircraft’s systems with the engines powered while progressively increasing thrust.”
The purpose of the APU runs, as well as the initial engine starts and engine runs is to confirm the proper operation of the installed powerplant (which includes engine, nacelle, electrical generators and hydraulic pumps), as well as to verify the proper integration of the powerplant with other aircraft systems such as fuel, pneumatics, electrical, hydraulics and cockpit controls/indications.
CSeries Aircraft Engines Powered Up!
Bombardier Aerospace continues the countdown to the CSeries first flight as the engines are powered up on CSeries flight test vehicle one (FTV1) in Mirabel, Québec.
“It was spectacular to see the PW1500G engines running for the first time on the CSeries aircraft. We‘re thrilled to have successfully reached this very important milestone,” said Robert Dewar, Vice President, General Manager, CSeries Program. “The engine runs followed the successful start-up of the Honeywell-supplied Auxiliary Power Unit (APU). Next step, we will check the aircraft’s systems with the engines powered while progressively increasing thrust.”
The purpose of the APU runs, as well as the initial engine starts and engine runs is to confirm the proper operation of the installed powerplant (which includes engine, nacelle, electrical generators and hydraulic pumps), as well as to verify the proper integration of the powerplant with other aircraft systems such as fuel, pneumatics, electrical, hydraulics and cockpit controls/indications.
Bombardier CSeries Aircraft First Flight to Take Place in the Coming Weeks
- CSeries aircraft’s geared turbofan engines running smoothly and powering key aircraft systems
- More time needed to ensure mature systems integration for a productive flight test program
Montréal, July 24, 2013 – Bombardier Aerospace confirmed today that the integration of the CSeries aircraft’s auxiliary power unit and Pratt & Whitney PurePower Geared Turbofan™ PW1500G engines on the first flight test vehicle (FTV1) is running smoothly, allowing for testing of the aircraft’s key systems. It also confirmed that the latest software upgrades on the aircraft continue to be successfully completed. The CSeries aircraft’s overall integration is progressing well; however, the highly technical last steps are taking more time than initially anticipated to validate the overall systems and ongoing software integration. First flight is expected to occur in the coming weeks.
“Seeing the first CSeries aircraft power up on the tarmac was a thrilling event. We have now entered the ultimate phase of systems integration and validation on the first flight test vehicle as we submit brand new technology to in-depth tests,” said Mike Arcamone, President, Bombardier Commercial Aircraft.
“While the process has taken more time than we had expected, we are pleased with the results and are very comfortable taking more time to ensure the required integration is finalized and the CSeries aircraft is cleared for its first flight,” added Mr. Arcamone.
While in its final testing stage in preparation for first flight, FTV1 is undergoing important and complex pre-flight tests, including aircraft in the loop testing (ACIL). During ACIL tests, FTV1 is “flown” on the ground in a simulated flight environment to ensure the first aircraft behaves in the same manner as experienced with the on-the-ground Complete Integrated Aircraft Systems Test Area (CIASTA), also known as “Aircraft 0.” This will be followed by low- and high-speed taxiing.
Activities with Transport Canada to obtain the Flight Test Permit for FTV1 are progressing steadily and the permit is also expected in the coming weeks.
http://cseries.com/bombardier-cseries-aircraft-first-flight-to-take-place-in-the-coming-weeks/
Video - The First CSeries Engine Runs
- CSeries aircraft’s geared turbofan engines running smoothly and powering key aircraft systems
- More time needed to ensure mature systems integration for a productive flight test program
Montréal, July 24, 2013 – Bombardier Aerospace confirmed today that the integration of the CSeries aircraft’s auxiliary power unit and Pratt & Whitney PurePower Geared Turbofan™ PW1500G engines on the first flight test vehicle (FTV1) is running smoothly, allowing for testing of the aircraft’s key systems. It also confirmed that the latest software upgrades on the aircraft continue to be successfully completed. The CSeries aircraft’s overall integration is progressing well; however, the highly technical last steps are taking more time than initially anticipated to validate the overall systems and ongoing software integration. First flight is expected to occur in the coming weeks.
“Seeing the first CSeries aircraft power up on the tarmac was a thrilling event. We have now entered the ultimate phase of systems integration and validation on the first flight test vehicle as we submit brand new technology to in-depth tests,” said Mike Arcamone, President, Bombardier Commercial Aircraft.
“While the process has taken more time than we had expected, we are pleased with the results and are very comfortable taking more time to ensure the required integration is finalized and the CSeries aircraft is cleared for its first flight,” added Mr. Arcamone.
While in its final testing stage in preparation for first flight, FTV1 is undergoing important and complex pre-flight tests, including aircraft in the loop testing (ACIL). During ACIL tests, FTV1 is “flown” on the ground in a simulated flight environment to ensure the first aircraft behaves in the same manner as experienced with the on-the-ground Complete Integrated Aircraft Systems Test Area (CIASTA), also known as “Aircraft 0.” This will be followed by low- and high-speed taxiing.
Activities with Transport Canada to obtain the Flight Test Permit for FTV1 are progressing steadily and the permit is also expected in the coming weeks.
http://cseries.com/bombardier-cseries-aircraft-first-flight-to-take-place-in-the-coming-weeks/
Video - The First CSeries Engine Runs
http://www.flightglobal.com/news/ar...es-first-flight-again-to-coming-weeks-388672/
Nuovo leggero ritardo per il primo volo.
Nuovo leggero ritardo per il primo volo.
Al momento del lancio nel 2008 prevedevano una entrata in servizio nel 2013. Siamo praticamente ad agosto 2013 e l'aereo non ha ancora nemmeno volato.
- Stato