Jetrader - September/October 2009 - 10

doing our preliminary design reviews later this year and all of the technology demonstrators are on track—these are the ﬁve key technology demonstrators Bombardier selected to do preliminary test vehicles for, so that we can reduce the risk of all these new technologies coming on board in 2013, one being a 30-foot section of aluminum-lithium fuselage, which is already on a boat on its way to North America. We have a fully composite, 3/4scale CSeries wing being built in Belfast, on track. We have our ﬂy-by-wire ﬂight simulator already working, and we have some of our customers already ﬂying the ﬂy-by-wire computers. All in all, the program is completely on track to where we want it to be. As for the largest region of the world for the CSeries, that’s a tougher question to answer because we really see the CSeries as much more of a global airplane than other Bombardier products have been. Really, there isn’t any region in the world today that we are not talking to somebody in. Be it a low-fare carrier in the Indonesia region, be it a mainline tie-in carrier in the Middle East, be it a traditional carrier in Europe or a low-fare carrier or Europe, or be it one of the big ﬁve in North America, CSeries is designed for everywhere in the world, and that’s being done on purpose. When we launched the CSeries, we knew that we had to do something to make it instantly accepted worldwide, not something that only works for markets in North America and Europe. Some of the key features for that are that we have already done preliminary analysis with the Chinese about how this aircraft could ﬂy in and out of Lhasa, for example. We know what it can do in Europe, out of London City; we’ve had meetings with the airport authorities there. We’ve put the long-range capabilities into it, so it can ﬂy all the way from Bangor, Maine, to San Diego, California. It will come out of the box with 120 minutes ETOPS, which makes it so that it can ﬂy from the SouthernPaciﬁc regions right down into Australia nonstop. All of these factors have built in to make this the type of airplane that ﬁts in everywhere in the world. J: Global competition is getting crowded in the 90- to 130-seat market. How do you envision the CSeries competing against possible “buy domestic” protectionist policies in the home markets of its competitors? BB: As much as I’m concerned with what certain government agencies might do to skew the market one way or the other, the airlines themselves are the ones that will pressure their politicians to allow them to buy the airplane that they need. If you have a truly competitive marketplace where the carrier has to compete on an international playing ﬁeld, which is the case in China—they eventually get the planes that they need to compete in that marketplace. So, while, yes it may cause some QSeries and CSeries Expected Lifecycles Aircraft Certiﬁed Aircraft Structural Design Life in Flight Cycles 80,000 80,000 80,000 80,000 80,000 60,000 60,000 80,000 80,000 Testing is underway to take the structural design life to 80,000 cycles Comments A new life extension program has been initiated to take the structural design life to 120,000 ﬂight cycles Q100 Q200 Q300 Q400 NextGen CRJ700 NextGen CRJ900 NextGen CRJ1000 NextGen CS100 CS300 10 The ofﬁcial publication of the International Society of Transport Aircraft Trading
Jetrader - September/October 2009

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