Bombardier - CRJ900 LR
Bombardier announced a further stretch of the CRJ design when it launched the CRJ900 on 24 July 2000, following a ten aircraft order from lessor GECAS. Mesa became the first airline customer in March 2001, with an order for 20, 86-seat CRJ900s and options on 20 more. Again conceived as a minimum-change stretch to the previous CRJ model, the prototype 900 Series was converted by adding plugs fore and aft of the wing (of 2.29m and 1.57m respectively), to a CRJ700 prototype to add 3.86m to the fuselage length. The 900 Series continues the “Common Crew Qualification” ethos, allowing for the use a common pool of flight deck crews to operate mixed fleets of any CRJ models. The high degree of commonality between CRJ models also extends to maintenance requirements, spares inventories, training procedures and ground support needs. Fuselage length apart, The 900 Series is almost identical to its predecessor, the other differences being: new -8C5 versions of the CF34 turbofan which give a 5% increase in thrust; an additional pair of over-wing exits ( so as to retain the aircraft’s emergency evacuation performance); a strengthened wing and undercarriage; upgraded wheels and brakes; a larger front baggage compartment; an additional underfloor baggage compartment door and an additional service door on the rear starboard side in the galley. The 900 Series is available in Standard, Extended Range (ER), and Long Range (LR) versions with maximum take-off weights of 36514kg, 37421kg and 38329 kg, respectively. Compared with the ER version, the CRJ900 LR offers an increased payload and range and can carry a full passenger load more than 1,658 km from a 1,767 m runway. A version of the aircraft with 36995kg maximum take-off weight and optimised for European use can be configured to minimise airport fees and operational charges. Maximum cruise speed increased slightly over the 700 Series to 881 kmh. The prototype CRJ900 flew for the first time on 21 February 2001. Although, launch customer GECAS later cancelled its order, Mesa later converted orders for five CRJ700s to CRJ900s, bringing their total commitment to 25. Delivery of their first aircraft, all ER variants, took place on 30 January 2003. Mesa configured their CRJ900 in a two-class, 80-seat layout and placed the type into service in April 2003. The CRJ705 Series seats a maximum 75 passengers in a CRJ900 series airframe “scoped” to carry just 75 passengers. Although arriving in the market two full years ahead of the nearest rival, Embraer’s 175, and despite offering advantages of commonality with earlier versions of the CRJ, orders for the CRJ900 were lost through problems which some North American carriers, including Air Canada and PSA Airlines experienced in negotiating away the ' scope clauses' which prevented the type's introduction into service. The prospect of other carriers experiencing similar difficulties led GECAS to cancel its order, as did European launch customer Brit Air. While initial interest from both Air Nostrum and Tyrolean Airways failed to be converted into sales. This contrasted with Embraer, who were able to take major orders for its family of regional jets based on the 170 from carriers like Air Canada, Alitalia Express, Chautauqua, Copa, and Flybe. Bombardier announced a CRJ900 upgrade in March 2005. This entails optimising the 900’s leading-edge devices and modifying the wing tip and winglet, to produce a lower lift/drag ratio which reduces both approach speeds and fuel consumption while also improving payload range capability from shorter airfields and in, hot and high conditions. Whether the recent changes will provide a major boost to the CRJ900 in it's battle against its Brazilian competitor remains to be seen. Lufthansa ordered twelve 84-seat CRJ900s on 08 December 2005.
