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New York is going to be eclipsed soon by Beijing, Shanghai, Dubai, Istanbul and possibly other cities. The infrastructure is aging.
There was a vision in the 1930's when the Empire State building was built with moorings for Zeppelins. But the idea was that lighter than air vessels would pick up people from urban locations and take them at modest speeds (possibly 200 mph today) and carry them short distances of up to 600 miles.
Quote:
Originally Posted by fusion2
Believe it or not - Bombardier a Canadian Company is the 3rd largest Aircraft Manufacturer in the world after Boeing and Airbus.. If you've flown regionally in the United States, chances are you've flown on one of Bombardier's planes. They are also building this Cseries
It is truly remarkable series of planes. It might be serious challenge to the duopoly.
Amazing how much JFK has rebounded in comparison to EWR. I remember back in the late 1990s EWR was the busiest of the NYC airports. Now there is a 15 million passenger difference between the two airports!
What makes you say that? Maquarie just bought 40 confirmed CS300's... Total confirmed orders at present is 242 with 162 options... Looks to be the favourite for AUA fleet revamp.. This for a clean sheet aircraft that hasn't entered service yet.. Every clean sheet design aircraft is going to have its problems but Bombardier is a large company that has the substance to see it through.. Its good for the industry anyway - this is the first totally new REAL Code C aircraft to enter service in almost 30 years - the worldwide market is more than big enough to support the C-Series program and it is a technologically impressive aircraft for the 100-160 seat class. Do we really need only 2 choices in the code c class which are endless derivatives of the 737 and 320 programs for the next 30 years zzzzzzzzzz..........that is what I call lame.
Another thing to put into perspective - the A310 program had only 255 deliveries during 15 years of production. Even if only half of the optional C Series orders transpire, it will have still eclipsed the 310 program in orders before it even enters service.
Its good for the industry anyway - this is the first totally new REAL Code C aircraft to enter service in almost 30 years - the worldwide market is more than big enough to support the C-Series program and it is a technologically impressive aircraft for the 100-160 seat class. Do we really need only 2 choices in the code c class which are endless derivatives of the 737 and 320 programs for the next 30 years zzzzzzzzzz..........that is what I call lame.
I assume you are referring to
ICAO Annex 14 - Aerodrome Reference Code (Aeroplane Wingspan)
Code A - < 15m
Code B - 15m - <24m
Code C - 24m - <36m
Code D - 36m - <52m
Code E - 52m - <65m
Code F - 65m - <80m
Because the Wingspans of the earlier jets seemed to just qualify
CRJ700 23.24 m
CRJ705 & CRJ900 24.85 m
CRJ1000 26.18 m
It seems as if Bombardier is filling in the weight/range/passenger airframe that Airbus and Boeing are essentially abandoning .
Operating empty weight (OEW)
CS100 33,300 kg
CS300 n/a
A318-100 39,500 kg
A319-100 / A319LR / A319CJ 40,800 kg
A320-200 42,600 kg
A321-200 48,500 kg
737 Classic (-300/-400/-500) 31,300–33,600 kg
737 Next Generation (-600/-700/-800/-900ER) 36,400–44,700 kg
Has any USA airline put in orders for this series?
ICAO Annex 14 - Aerodrome Reference Code (Aeroplane Wingspan)
Code A - < 15m
Code B - 15m - <24m
Code C - 24m - <36m
Code D - 36m - <52m
Code E - 52m - <65m
Code F - 65m - <80m
Because the Wingspans of the earlier jets seemed to just qualify
CRJ700 23.24 m
CRJ705 & CRJ900 24.85 m
CRJ1000 26.18 m
It seems as if Bombardier is filling in the weight/range/passenger airframe that Airbus and Boeing are essentially abandoning .
Operating empty weight (OEW)
CS100 33,300 kg
CS300 n/a
A318-100 39,500 kg
A319-100 / A319LR / A319CJ 40,800 kg
A320-200 42,600 kg
A321-200 48,500 kg
737 Classic (-300/-400/-500) 31,300–33,600 kg
737 Next Generation (-600/-700/-800/-900ER) 36,400–44,700 kg
Has any USA airline put in orders for this series?
You like your details
Yeah I was referring to ICAO coding of A/C sizes and although the larger CRJ's and Embraer's just enter the 'light' code C status (the DH4 does as well) - I still think its fair to consider the C Series and in particular the CS300 as the first 'real' code C clean sheet design in almost 3 decades. Airbus and Boeing seem to have been content over the last 20 years to put much focus on developing new programs in the long range wide body segment which is fine but they shouldn't whine about increased competition and product offerings on the segments they aren't putting much focus on other than increasingly tired designs.
Republic is the only U.S Carrier who has bought in the C Series program so far with 40 orders.. There was a time of course where having strong support from the U.S was critical to any a/c development program - nowadays and into the future that support will be less important due to developing global economies.
Yeah I was referring to ICAO coding of A/C sizes and although the larger CRJ's and Embraer's just enter the 'light' code C status (the DH4 does as well) - I still think its fair to consider the C Series and in particular the CS300 as the first 'real' code C clean sheet design in almost 3 decades. Airbus and Boeing seem to have been content over the last 20 years to put much focus on developing new programs in the long range wide body segment which is fine but they shouldn't whine about increased competition and product offerings on the segments they aren't putting much focus on other than increasingly tired designs.
Republic is the only U.S Carrier who has bought in the C Series program so far with 40 orders.. There was a time of course where having strong support from the U.S was critical to any a/c development program - nowadays and into the future that support will be less important due to developing global economies.
Any US orders won't be filled because of scope limitations
Any US orders won't be filled because of scope limitations
Same goes for the MRJ
Doesn't matter - even if Republic goes belly up with their order (which is certainly not confirmed at present time - B. Bedford just toured FTV4 in Indianapolis 3 weeks ago and made no such claim and was elated with the A/C), there is still a big enough global market beyond one country. Its also a long shot to assume in the future of the program there will be zero U.S orders, unless you have a crystal ball with you. Anyway, as I mentioned before, even before the aircraft is in the air there are enough firm orders and even conservatively cutting commitments in half and even not including RPA's firm orders - the program is still more successful than the entire 15 year production cycle of the A310... It'll be a lame duck if there are some extraordinary mechanical failures that detract future orders but that is an assumption.. Given Bombardiers solid credibility as a large global MNC with a large breadth of airline partners and their proven safety record I highly doubt it..
Anything more substantive to indicate that global sales over the future life of the C-Series program will result in it being a lame duck and what would you consider as being a lame duck Aircraft program btw? Don't just say the C-Series lol, provide something substantive to your argument and think in global export terms as opposed to just U.S.
If you're interested - the link below has a clip of the event in Indianapolis 3 weeks ago that I spoke to above along with Bedford's comments regarding the CS300 and RPA's order...
Doesn't matter - even if Republic goes belly up with their order (which is certainly not confirmed at present time - B. Bedford just toured FTV4 in Indianapolis 3 weeks ago and made no such claim and was elated with the A/C), there is still a big enough global market beyond one country. Its also a long shot to assume in the future of the program there will be zero U.S orders, unless you have a crystal ball with you. Anyway, as I mentioned before, even before the aircraft is in the air there are enough firm orders and even conservatively cutting commitments in half and even not including RPA's firm orders - the program is still more successful than the entire 15 year production cycle of the A310... It'll be a lame duck if there are some extraordinary mechanical failures that detract future orders but that is an assumption.. Given Bombardiers solid credibility as a large global MNC with a large breadth of airline partners and their proven safety record I highly doubt it..
Anything more substantive to indicate that global sales over the future life of the C-Series program will result in it being a lame duck and what would you consider as being a lame duck Aircraft program btw? Don't just say the C-Series lol, provide something substantive to your argument and think in global export terms as opposed to just U.S.
If you're interested - the link below has a clip of the event in Indianapolis 3 weeks ago that I spoke to above along with Bedford's comments regarding the CS300 and RPA's order...
Republic ordered those planes when they still controlled Frontier, he really has no need for them and no place to put them any more.
Type commonality is important; I would look more toward the E190 series continuing to get the bulk of the orders going forward as has been the case in the recent past.
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