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Aviation History
2003
2003 - 2465.PDF
Directory: world airliners Length (m) Wingspan (m) Height (m) Wing area (m!) Cabin width (m) Maximum take-off weight (kg) Option Maximum landing weight (kg) Operating empty weight (kg) Maximum zero fuel weight (kg) Maximum payload (kg) CRJ100ER 26.77 21.21 6.22 48.35 2.57 21,525 - 20,275 13,655 19,140 4,535 Powerplant 2 x 9,2101b GE CF34-3A1 Standard fuel capacity (lites) Normal operating speed (Mach) Maximum cruise speed (kt) Maximum operating altitude (ft) Take-off field length (m) Landing field length (m) Accommodation (typical) Design range with pax Option 5,300 0.8 460 41,000 1,605 1,440 50 1,813km/50 CRJ200 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 CRJ200ER 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 CRJ200LR 26.77 21.21 6.22 48.35 2.57 24,041 - 21,319 13,835 19,958 6,214 2 x 8,720lb CF34-3B1 8,081 0.81 464 41,000 1,918 1,479 50 3,700km/50 CRJ700 Series 701 32.51 23.24 7.57 68.63 2.57 33,000 36,320 30,390 19,731 28,259 8,527 2x 13,7801b CF34-8C1 11,435 0.81 464 41,000 1,564 1,478 70 3,124km/70 3,676km/70 CRJ900 36.37 23.24 7.51 68.63 2.57 36,514 33,345 21,546 31,751 10,206 2 x 14,5001b CF34-8CB 10,989 0.81 464 41,000 1,972 1,660 86 2,774km/86 CRJ900ER/LR 36.37 23.24 7.51 68.63 2.57 37,400 38,330 33,345 21,546 31,751 10,206 2 x 14,5001b CF34-8CB 10,989 0.81 464 41,000 2,074 1,660 86 3,208km/86 3,566km/86 stronger CRJ900 wing on all future CRJ700s for commonality. Although about 30kg heavier due to the use of thicker gauge skins and structure, the stan dardisation will reduce from 18 to 15 months the lead time for airline selections between the two variants. Bombardier had already decided to increase the CRJ700's MTOW from 34,050kg to 34,960kg, and the CRJ900 wing would allow a further increase to 36,320kg, extending range by a further 200km to 4,440km. Further commonality studies focus on the use of the CRJ900s strengthened aft fuselage and landing gear. In May, the company proposed a new variant, the 75-seat CRJ700 Series 705, to meet the scope requirement of US Airways' pilots unions. The 705 is essentially a CRJ900 with limited seating capac ity, either in a single or two-class cabin. A baseline 36,550kg MTOW and longer-range 37,460kg MTOW 705ERwere proposed. However, US Airways' pilots refused to operate the type and the airline ditched its 25-aircraft order in favour of stan dard CRJ700 Series 701s. Despite this blow, Bombardier is marketing the variant. The CRJ700 was the subject of a second emer gency US FAA airworthiness directive in January relating to centre fuel tank overfill and venting prob lems. Cracks were found in fuel lines from the main wing tanks to the engines in four aircraft, which caused fuel to leak into the centre tank. The lines must be replaced in all in-service and under-produc tion aircraft, and a range limitation was imposed until the fix adopted. Last year Bombardier signed a tentative agree ment with China's AVIC I to co-produce the CRJ700/900 at Shanghai Aviation Industrial Corporation. AVIC I's subsequent launch of its own ARJ21 regional jet programme probably spells the end of such a venture. Production CRJ700s were first manufactured at Bombardier's Bombardier's first 86-seat CRJ900S entered service with Mesa Air Group in January Dorval plant in Montreal, but assembly was moved in 2001 to Mirabel, Montreal. A total of 46 aircraft was delivered in 2002, and output is running at around five a month. Ordered: 222 Delivered: 114 CRJ900 The 86-seat CRJ900 first flew in February 2001 and received Transport Canada certification in September 2002. The minimum-change stretch of the CRJ700 entered service in January with launch customer Mesa Air Group, which has 25 aircraft on order and is the only customer GECAS this year cancelled an order for 10 of the type in favour of CRJ200s. The CRJ features a fuselage stretch of 3.8m over the CRJ700, a strengthened wing, aft fuselage and main landing gear, and more powerful GE CF34- 8C5 engines. A second pair of Type III overwing emergency exits were added to meet cabin evacua tion requirements and an optional aft service door is available. This option has not yet been selected, but would require an escape slide due to its height above ground. The aft fuselage incorporates two ventral fins to improve longitudinal stability and a strengthened tail strike. Early CRJ900s are fitted with a chevron nozzle on the engine exhaust to reduce noise, but Bombardier has decided to revert to a straight design, confident of meeting Stage 4 noise require ments either way. The CRJ900's longer fuselage limits its angle of attack on take-off compared to the CRJ700 requir ing a longer take-off run, but an optional 2% thrust increase can improve performance. Bombardier is offering airlines three different weight options to a optimise landing fees, ranging from a baseline | MTOW of 36,515kg, the CRJ900ER at 37,400kg § and the CRJ900LR at 38,330kg. The aircraft is being pitched with the CRJ700 for Star Alliance's ww.fliqhtinternational.com FLIGHT INTERNATIONAL 28 OCTOBER - 3 NOVEMBER 2003 45
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