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Aviation History
1999
1999 - 1745.PDF
[IPARIS99 the apertures higher and lowering the floor have raised the window line by 147mm and widened the field-of-view from 31 ° to 49°. The windows have been switched from a bolt-in to a new plug design for easier replacement. The materials content of the Shorts-manu factured fuselage remains the same, but the structural design is modified. Frame depth has been been reduced from 89mm to 76mm, pro viding an additional 2 6mm of shoulder room in the cabin. The frames have also been designed to take new cleat attachment "Z" section stringers in place of the earlier "T" stringers, with the exception of the fuselage crown. MORE BAGGAGE An increase in passengers inevitably entails more baggage, which Bombardier has addressed by incorporating a new 3.1m! (109ft1) under-floor baggage compartment forward of the wing. The 5.26m-long hold is accessed from the left-hand side of the aircraft via an inward opening plug door measuring 1.07x0.51m. Although the hold is longer than the forward plug, it has not displaced anything from the adjacent avionics bay, claims CRJ-700 project planner Eric Harpin. He says: "A reduction of the avionics bay volume was achieved by reduc ing the size of several avionics line replaceable units and a more efficient use of the bay itself." The compartment is only 560mm high, CRJ 700 SPECIFICATIONS which though ideal for skis or golf clubs, is too small for the average North American baggage han dler. Designers have addressed this problem with a proposed sled-type baggage retrieval sys tem. In addition to the new455kg (1,0001b) capacity hold, the CRJ- 700 retains a larger baggage com partment aft of die cabin. It has a moveable bulkhead and can take up to a maximum load of 2,040kg. Bombardier has extensively re configured and enlarged the wing, while retaining the CRJ-100/2 00's basic metallic double spar design. The wing area has been enlarged by 32% to 68.7m2 (740ft2), with the largest add-on being a 910mm root plug. The front spar depth has been increased and its separa tion from the rear spar widened. The CRJ-100/2 00 wing's leading-edge kink has been straightened. The new jet incorporates three new extendable leading-edge slats for bet ter field performance. The aircraft's fast landing speed has been cut from 113kt to 106kt, while typical take-offfield length at the CRJ-700's new 33t maximum take-off weight (MTOW) has been shortened from 1,765m to 1,565m. Other flight control changes include 90mm The flightdeck features the -200's Rockwell Collins avionics longer-span inboard flaps and split multi-func tion spoilers, replacing the CRJ-100/2 00's ear lier spoilerons and fiightspoilers. The four new hydraulically powered spoilers feature several modes, including asymmetrically deployed roll assist, symmetrically deployed proportional lift dumping and ground lift dumping. The winglets have been redesigned and enlarged. The horizontal stabiliser has been scaled up in size by 70% and the vertical stabiliser reinforced FLIGHT GIUSEPPE PICARELLA 99 Dimensions Overall length Wingspan Height Wing area Weights Maximum take-off (-700) (-700ER) Maximum landing weight Operating empty Maximum zero fuel 32.51m 23.2m 7.57m 68.63m2 33t 34t 30.4t 19.7t 28.3t Maximum payload Fuel capacity Powerplant Engine Thrust(each) Accommodation Two-class One-class High density Underfloor/aft cargo Performance 8.5t 11,1601 2 x GE CF34-8C1 13,7901b 66(16/50) 70 78 12.38m3 Range with 70 pax (-700) (-700ER) Normal cruise speed Maximum cruise speed Maximum operating speed Maximum altitude Take-off field length (70 pax/MTOW/sea level/ISA +15°C) landing requirement (MLW/sea level) Source: Bombardier 3,060km 3,670km M0.77 M0.815 M0.85 41,000ft 1,565m 1,478m 158 FLIGHT INTERNATIONAL 9 - 15 June 1999
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