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Aviation History
2001
2001 - 2966.PDF
BOMBARDIER REGIONAL JET FA Model Length (m) Wingspan (m) Height (m) Wing area (m2) Cabin width (m) Max take-off weight (kg) Option Max landing weight (kg) Operating empty weight (kg) Max zero fuel weight (kg) Max payload (kg) Powerplant Standard fuel capacity (1) Normal operating speed (Mach) Max cruise speed (kt or Mach Max operating altitude (ft) Take-off field length (m)* Landing field length (m)* Accommodation (typical) Design range Typical load CRJ100ER 26.77 21.21 6.22 48.35 2.57 21,525 20,275 13,655 19,140 4,535 2 x 9,2101b GE CF34-3A1 5,300 0.8 460 41,000 1,605 1,440 50 1,813km 50 pax CRJ200 CRJ200ER 26.77 21.21 6.22 48.35 2.57 21,523 20,276 13,835 19,142 5,307 2 x 8,270lb CF34-3A1 5,299 0.81 464 41,000 1,763 1,478 50 1,824km 50 pax 26.77 21.21 6.22 48.35 2.57 23,134 21,319 13,835 19,958 6,124 2 x 8,720lb CF34-3B1 8,081 0.81 464 41,000 1,768 1,479 50 3,045km 50 pax CRJ200LR 26.77 21.21 6.22 48.35 2.57 24,041 21,319 13,835 19,958 6,214 2x8,720lb2 CF34-3B1 8,081 0.81 464 41,000 1,918 1,479 50 3,700km 50 pax CRJ700 32.51 23.24 7.57 68.63 2.57 33,000 34,020 30,390 19,731 28,259 8,527 CRJ900 36.37 23.24 7.51 68.63 2.57 36,514 37421 33,340 21,546 31,751 10,206 x 13,7801b 2x 14,5001b CF34-8C1 CF34-8CB 11,435 0.81 464 41,000 1,564 1,478 70 3,124km 3,676km 70 pax 10,989 0.81 464 41,000 1,878 1,565 86 2,774km 3,208km 86 pax Notes *Sea level/ISA Bombardier has launched a 44-seat derivative, the CRJ440, which is dimensionally identical to the CRJ200, and was conceived to meet the require ments of Northwest Airlines. Incorporating reduced weights and the CRJ200's GE CF34-3B1 engines, the CRJ440's lower seating capacity allows it to slot under pilot unions' scope clauses. Deliveries of the 75 aircraft for Northwest due to start in the third quarter of next year. Certificated to carry a maximum of 44 passen gers, the CRJ440's cabin differs slightly from the CRJ200, with identical 31 in (79cm) pitch seats, but with additional wardrobe storage space and addi tional carry-on baggage storage compartments. Delta Connection/Skywest has also ordered a 44-seat CRJ, different to the CRJ440, and unoffi cially dubbed the CRJ400 by the customer. All characteristics of the CRJ200 remain the same and the aircraft can be reconfigured to 50-seats at any time by removing additional carry-on storage com partments and adding seats. Production CRJ100/200s are produced at the Canadair plant at Montreal's Dorval airport. Bombardier expects to produce 135 aircraft this financial year and 165 next year. The company plans to increase production of 50-seat CRJs - now almost entirely CRJ200s - from the current monthly rate of 12.5 to 14.5 from February 2002 on the strength of new orders and a large backlog. Ordered: 937 (862 CRJ100/200/75 CRJ440) Delivered: 522 CRJ500 This is a proposed 50-seat shrink version of the CRJ700, incorporating the latter's modified fuselage and larger wing. The project is believed to be at conception stage within Bombardier's design depar tment. Bombardier has been carrying a market study for such a derivative, but the project is be lieved to be several years from any launch decision. CRJ700 Conceived as a stretched version of the 50-seat CRJ, the 70-seat CRJ700 has a 25mm wider cabin through internal changes and a 1.82m increase in wingspan provided by wing root plugs. The wing also features leading-edge slats to improve high-lift performance. Two fuselage plugs, one each side of the wing, increase overall length by 4.72m com pared to the baseline 50-seater. Other changes on the basic CRJ include more powerful GE CF34-8C1 engines, in re-designed nacelles. The main landing gear, wheels and brakes have been upgraded for the higher operating weights. The CRJ700 first flew in May 1999 from Montreal's Dorval airport and European launch cus tomer Brit Air, an Air France subsidiary, received the first aircraft in January this year. US FAA certification of the CRJ700 has been held up by concerns over the avionics suite and retrofits have produced man ufacturing delays which pushed the delivery of the first CRJ700 to US launch customer, Horizon Air, back by five months to May. Bombardier is planning to develop a longer-range "ER" version of the CRJ700 as the result of a pack age of structure and subsystem changes in development for the stretch CRJ900 being fed back into the design of the 70-seater aircraft. This includes the CRJ900's main wing, which is struc turally reinforced with thicker gauge leading and trailing spars to support the higher weights. By making the CRJ900 wing standard on the CRJ700, production is not only simplified, but will enable the jet to operate at the higher weight and extend by around 370km (200nm). Bombardier is looking at making a number of other changes to the CRJ700 to bring the aircraft operations in line with that of the 86-seat version. These include the CRJ900's main landing gear wheels, which have been strengthened for higher landing speeds and its Liebherr environmental con trol system, redesigned around a ram airflow modulation valve for faster cabin temperature pull down time. The larger derivative's modified avionics software will be introduced onto the CRJ700. Production Inital production of the CRJ700 was undertaken at Bombardier's Dorval plant in Montreal, but assem bly is being transfered to a new plant at Montreal's international airport, Mirabel. CRJ700 production is rising to 60-70 per year over the next 18-24 months. Ordered: 195 Delivered: 8 CRJ900 The CRJ900, a minimum-stretch derivative of the CRJ700, was launched at the 1999 Farnborough air show. The 86-seater is the second stretch version of the CRJ and its fuselage was extended by inserting two fuselage plugs, one of 2.25m and the other of 1.55m. The first prototype, modified from the The CRJ900 is in flight test and deliveries are due to start in early 2003 46 28 AUGUST - 3 SEPTEMBER 2001 FLIGHT INTERNATIONAL www.fliqhtinternational.com
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