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Aviation History
2002
2002 - 0584.PDF
Cover story: CRJ900 flight test A FAMILY AFFAIR Regional jet is a misnomer for Bombardier's stretched CRJ900: it's a fully fledged airliner to rival its bigger competitors. But how does it fly? MIKE GERZANICS / WICHITA PHOTOGRAPHS DAVE HIGDON The 80- to 100-seat segment is per haps the most problematic in the airliner market. While the origi nal Douglas DC-9 series targeted this niche, its derivatives grew larger and larger. With BAE Systems stop ping the Avro RJ series, there is no aircraft left in production to fill the gap. While Embraer and Fairchild Dornier are moving to fill the void with new designs, Bom bardier has become the first to market by stretching the 70-seat CRJ 700. First flown on 21 February 2001, Bombardier's CRJ900 is a stretch of the original Canadair Regional Jet and, at the same time, something totally different. Significant changes to successive models as Bombardier has developed its CRJ line have resulted in the CRJ900 being a full- fledged airliner. The regional jet definition attached to the CRJ900 is more a reflection of airline economics than aircraft charac teristics and, with its arrival, regional air lines now have an aircraft nearly as capable as those of the carriers they support. The CRJ 700 was more than a simple CRJ stretch. While it was a derivative for certifi cation purposes, the CRJ700 incorporated only 15% of the CRJ200's airframe compo nents. A larger wing and 50% more power ful engines were among changes made in stretching the 50-seater into a 70-seater. Bombardier's decision to stretch the air craft to fill the 90-seater market, when other manufacturers were developing new designs, was a matter of money and time. Fewer changes Deriving the CRJ900 from the CRJ 700 required fewer changes than the previous stretch. Two fuselage plugs, 2.29m forward and 1.57m aft of the wing, are the only major changes, ensuring a high degree of commonality. Depending on customer preference, two General Electric CF34-8C5 engines can produce around 5% or 7% more thrust on take-off than the CRJ700's - 80s. Two extra overwing emergency exits and an aft service door on the right-hand side complete the major external changes. Structurally, the wing and landing gear have been strengthened to handle the increased maximum take-off weight of 36,515kg (80,5001b). The cockpit is virtu ally identical to the CRJ700's and Bomb ardier is proposing a single type rating. 32 26 FEBRUARY - 4 MARCH 2002 FLIGHT INTERNATIONAL www.fliqhtinternational.com
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