Coming Of Age?

Just ahead of this year’s Paris Airshow Bombardier announced that, based on flight tests results, its CS100 and CS300 aircraft are exceeding their original targets for fuel burn, payload, range and airfield performance.

The company said the CS300’s maximum range is a significant350nm better than guaranteed, taking it up to 3,300nm, while the CS100 is 250nm up on guarantee.

These gains are on the back of lower fuel burn and less drag.

On fuel burn Bombardier said that the C Series is delivering a more than 20 per cent fuel burn advantage compared to in-production aircraft.

And there is a lot more to come.

At the manufacturer’s Paris Airshow presentation executives confirmed to Australian Aviation that Bombardier is working on a series of improvement packages to both engines and aerodynamics that will deliver a further four per cent gain in 2018.

“Fuel burn is one per cent better than the brochure and there are further gains to come,” promisedRobert Dewar, C Series VP. “There is the opportunity to increase this by another four per cent through both aerodynamic and engine improvements. ” The split is about half and half with airframe improvements focused on an aerodynamic cleanup and bigger winglets plus some other as yet unannounced tweaks.

Dewar told media that most of the 2018 package, which is yet to go through a concept design phase, will be retrofittable.

And flight tests have confirmed that Bombardier is on track to deliver what it terms “unmatched environmental and noise footprints, with a noise level up to 20 EPNdB below the Federal Aviation Authority’s Stage 4 limit. ”

Troubled takeoff

The positive news on the flight test comes after the turbulence of delays and cost overruns that have plagued the program.

Bombardier floated the C Series concept in July 2004 at the Farnborough Airshow with an expectation that the aircraft would go into service in 2013. This was followed in March 2005 by definition of the CS110 and CS130, with the fuselage to be built by China Aviation Industry Corporations’ affiliate Shenyang Aircraft Corporation, and other significant parts of the aircraft to be constructed at Bombardier facilities in Belfast, Northern Ireland.

However, on January 31 the following year the whole project was put on ice because of a lack of orders. But exactly one year later Bombardier announced it would again take the aircraft to market and in November selected the PW1000G Geared Turbofan as the exclusive engine for the C Series.

At the Farnborough Airshow in 2008 Bombardier was able to announce its first commitment from Lufthansa for 60 aircraft, which was later firmed up to 30 plus 30 options for subsidiary Swiss International Air Lines.

First flight was originally targeted for the second half of 2012 with deliveries of the CS100 to start in 2013 and a year later for the CS300, but in November 2012 the Canadian airframer announced the program had slipped six months due to unspecified supplier issues.

Bombardier then formally presented the C Series to the media on March 7 2013. The first ‘flight test vehicle’ (FTV) was on display almost complete with three additional aircraft in various states of completion and the first flight was slated for June.

However, various softwareupgrades and final ground testing delayed the first flight to September 16 from Mirabel Airport north of Montreal.

The first flight was under the command of Captain Charles Ellis, chief flight test pilot of Bombardier’s Flight Test Centre and he was assisted by Captain Andris Litavniks and Andreas Hartono in the roles of first officer and flight test engineer, respectively.

The flight departed at 9:55 local time and returned at 12:25 with Captain Ellis telling media that the performance of the C Series aircraft was “very impressive. We couldn’t have wished for a better maiden flight. ” “FTV1’s state-of-the-art flightdeck was responsive and comfortable, and the aircraft handled exactly as expected. Overall, we had a very productive first flight and an excellent start to the flight test program,” said Captain Ellis.

“This is a very proud day for Bombardier and a true validation of the C Series aircraft’s design anddevelopment and of our extensive ground test program,” Dewar said at the time.

“During its maiden flight, C Series FTV1 reached an altitude of 12,500 feet and an air speed of 230kt. Inflight tests included flap and landing gear retractions and extensions, inflight manoeuvres that included a simulated landing and early validation of the flight control system. ” But despite the glowing remarks on the aircraft’s performance, in January 2014 the EIS was delayed again to the second half of 2015 due to problems with flight test. And compounding the problems on May 29 last year, one of the four test aircraft suffered an uncontained engine failure, forcing the suspension of the certification program and preventing the appearance of the CS100 at that year’s Farnborough Airshow.

Flight test resumed in September with Bombardier explaining that Pratt & Whitney had “taken appropriate measures to address the issue, including the modification of the engine’s oil lubrication system. ” Adding to the good news that month, Bombardier was able to announce that Macquarie AirFinance had signed a firm purchase agreement for 40 CS300s and taken options on an additional 10 CS300s, which brought total sales and commitments for the program to 563, which included firm orders for 243.

On February 12 this year Bombardier lured Alain Bellemare, then president and chief executive of UTC Propulsion & Aerospace Systems, to take over as president and CEO of the Canadian giant with a mission of getting the program back on track.

“This is a new beginning, both for myself and for Bombardier,” said Bellemare at the time. “We must improve profitability and

Fuel burn is one per cent better than the brochure and there are further gains to come.

realise the true potential of this great organisation. I am thrilled to take on these new responsibilities and to join forces with Pierre Beaudoin and the rest of the senior management team. I’m sure that together we will deliver profitable growth. ” According to Bloomberg, repeated delays have raised the development cost of the program to US$5. 4 billion, at least US$2 billion over budget.

Just two weeks later on February 27 over 2,000 Bombardier employees, board members, partners, suppliers and customers braved frigid temperatures to witness the first flight of the CS300. The aircraft, bearing the registration C-FFDK, lifted off from Montréal-MirabelInternational Airport at 11:00 and returned at 15:58. During the maiden flight it reached an altitude of 41,000ft and a speed of 255kt.

Pilot in command was Andris (Andy) Litavniks, who was the co‑pilot on the CS100’s first flight, and he waxed lyrical about the larger model. “I’m absolutely ecstatic with how well it handled. It’s a pilot’s aircraft and handled exactly as predicted by simulation,” he said. “Pilots will find it easy to transition from the CS100 to the CS300 aircraft or vice versa, which will greatly reduce training costs for operators using both models. ” In April Bellemare’s shakeup of the program started with the appointment of Fred Cromer as president of Bombardier Commercial Aircraft. Cromer was formerly president of International Lease Finance Corporation (ILFC) and had extensive senior executive experience with ExpressJet, Continental Express, Continental Airlines and Northwest Airlines.

Sales outlook

For the C Series, the Paris Airshow was a sales disappointment to those who believe the show is the only time airlines buy aircraft, and with competitors ATR and Embraer announcing big sales the impact was noticed.

Canadian analyst Benoit Poirier from Desjardins told Reuters that weak sales were expected, “but were still a negative. ” However, he added that “we were strongly impressed by the quality of the new management team. ” At the recent second quarter earnings call, Bellemare said that the better than expected performance “is generating renewed interest” and the sales team “is working to firm up the commitments [options and purchase rights], which currently outnumber firm orders. ” He added that he was “glad that the focus has shifted to [C Series] orders now [from testing and certification]. ” But he cautioned that sales won’t happen overnight

Bombardier seems certain to launch a larger model dubbed the CS500.

although he added that there are about 12 customers “who have shown interest over the last few weeks. ” In fact the interest was termed “super-positive”.

Bellemare puts the market size for the C Series at 7,000 and adds that “we have the best aircraft for this class of aircraft for orders moving forward. ” And adding to the longer term appeal, Bombardier seems certain to launch a larger model dubbed the CS500 that would seat 20-30 more passengers.

Executives talked openly about the growth potential of the C Series at the Paris Airshow. Newly-appointed SVP sales Colin Boyle said the company is examining ways to develop the family. “We are always looking at ways to develop the family and it [a larger variant] is something we will continue to discuss,” he said.

It is understood that production jigs and facilities can handle another stretch. The prospect of a larger model that would carry with it the greater than anticipated economic gains of the CS100 and CS300 would truly impact the underbelly of the Boeing and Airbus re-engined MAX and neo offerings and may prompt those two manufacturers to go to a clean sheet 180-seat replacement design sooner than later.

At the Paris Airshow Boeing Commercial Airplanes president Ray Conner warned that even a high density 160-seat CS300 is “stepping into our marketplace and we look forward to that competitive opportunity. ” With a new management team in place, certification almost complete and significant gains on guarantees, the C Series certainly has appeal for airlines while its cabin is a winner for passengers.

With a five-across layout but a widebody feel, thanks to very large (28x40cm) windows positioned at the right height, the C Series cabin has the X-factor. Add to that large 777‑styled overhead bins and an 18. 5in wide economy seat and it is a winning combination. Bombardier also claims the largest stowage in its class, so the C Series is capable of carrying more carry-on bags.

Ticking the boxes

There is no question that a clean sheet design makes ticking all the performance boxes easier, and the C Series is no exception. Take airfield performance. The CS100, for instance, possesses a takeoff field length as short as 1,200m, making it perfect for hot-and-high and city-centre airport operations. At really challenging airports, the CS100 has up to 50 per cent range advantage over 100-seat aircraft (like the 717) due to its focus on the 100- to 150-seat market, claims Bombardier.

And Bombardier says that re-engined aircraft (737/A320) can’t match it with the C Series on operating costs. “The family offers a 15 per cent cash operating cost advantage over in-production aircraft (737NG/A320ceo)and up to a 12 per cent operating cost advantage over re-engined aircraft (neo/MAX),” Bombardier claims.

Being purpose-built from scratch for that market segment, the CSeries is up to 5,500kg lighter than its competitors.

And the savings don’t end there with a claimed 25 per cent advantage on direct maintenance costs, thanks to its optimised maintenance program, higher maintenance intervals (850 hours for A checks and 8,500 hours for C checks), advanced systems integration and high technology engine design.

As would be expected the C Series flightdeck is cutting-edge and has large LCD displays as well as dual flight management systems (FMS) with optimised control and display functions, RNP0. 1 capability, dual cursor control devices, datalink, Cat IIIb autoland and side-stick controls as baseline. The result is an integrated avionics package that increases pilot situational awareness and reduces workload, Bombardier claims. However, unlike the Boeing 787 not all the bells and whistles are standard. CAT IIIb, datalink with full-format printer, head-up displays and Class 2 electronic flight bags are optional.

And the C Series gets top marks for its environmental credentials, which are again coming to the fore as a major issue for the industry.

The C Series aircraft’s fuel burn advantage translates directly into a 20 per cent reduction in CO2 emissions which means that one C Series aircraft could reduce an airline’s CO2 emissions by up to 6,000 tonnes each year. The C Series also emits 50 per cent fewer NOx emissions than the CAEP6 NOx emission standards. And Bombardier claims that the C Series has the lowest noise levels of any commercial jet in production.

It’s all in the power

At the heart of the economic and environmental performance is the Pratt & Whitney PurePower PW1500G engine which has the highest bypass ratio (12:1) of any turbofan engine. For the C Series the engine is rated between 21,000lb and 23,300lb of thrust.

Key to its performance is a state-of-the-art gear system, which separates the engine fan from the low pressure compressor and turbine, allowing each ofthe modules to operate at their optimum speeds. This enables the fan to rotate slower while the low pressure compressor and turbine operate at a higher speed, increasing engine efficiency and delivering significantly lower fuel consumption, emissions and noise. Pratt & Whitney says this increased efficiency also translates to fewer engine stages and parts for lower weight and reduced maintenance costs.

But the engine fan-drive gear system is just one component of this next-generation engine. The PurePower family of engines also incorporates advances in aerodynamics, lightweight materials and other major technology improvements in the high-pressure spool, low-pressure turbine, combustor, controls, and engine health monitoring.

With such a departure from the traditional jet engine Pratt & Whitney has been actively testing all key components of the PurePower engine family, with 16 technology rigs running around the world. In 2008, Pratt & Whitney’s full-scale demonstrator enginecompleted its rigorous 400‑hour ground and flight test program with test results that indicated the engine delivers the performance and efficiency targets of this revolutionary technology. The PurePower engine has also been selected as exclusive power for the Mitsubishi Regional Jet (MRJ), E-Jets, Irkut MC-21 and is offered on Airbus’s A320neo family. First engine test of the PW1500G was in September 2010 and the engine flew in June the following year. Certification followed in September 2013.

There is no question that the C Series, like the 787, has had a troubled birth, but the result is an outstanding aircraft although it faces tough competition nibbling as it does at the underbelly of the A320neo and 737 MAX. Indeed it was the C Series that forced first Airbus and then Boeing to go down the quicker and cheaper re-engine route to compete.

Airbus started looking at ways of improving the A320 to compete with the 737NG in 2006 with its A320 Enhanced program. The improvements include Sharklets with 3. 5 per cent fuel burn improvements and engine improvements. These engine improvements, however, which were added in 2007/2008 with the CFM56 Tech Insertion and the V2500Select (One), only reduce fuel consumption by one to two per cent which forced Airbus into the more radical A320neo, which was launched on December 1 2010.

Boeing followed in June 2011 when American announced its intention to order the 737 MAX, although Boeing’s board launch did not follow until late August. Airbus and Boeing combined have sold a staggering 6,581 of the re-engined models which offers opportunities for the C Series. However, pricing is a big issue with production rates of the A320neo and 737 MAX at record highs giving the big two a daunting economy of scale advantage.

It may well be that Bombardier needs to scale up production and price accordingly as it is now in the high end stakes part of the market and it has a winning design. The sporty game continues.