An A in history boosts the C-Series team

The arrival of the first fuselage section of Bombardier's C-Series regional aircraft marks a landmark in the $3.5 billion program. Gary Scott, president Commercial Aircraft, Bombardier, talked to Mike Martin about progress, prospects in the Middle East and how the firm does not intend to make the mistakes other manufacturers have on new-technology aircraft.

Bombardier Commercial Aircraft is getting closer to the Middle East market as progress on the C-Series family of regional aircraft gathers pace towards a planned first flight in 2012 and entry into service (EIS) the following year.

The Canadian firm has just beefed up its Dubai-based spares depot by stocking commercial aircraft items there for the first time, and is now planning a regional support office (RSO), which covers sales, marketing and support for the region.

“We are still operating from our home base for this region, though our teams spend a lot of time here,” said Gary Scott. “We are moving more towards a model where we will establish local operations and put sales, marketing and support people into the region.”

The existence of the spares depot in Dubai does not automatically qualify the Gulf state as the preferred candidate for the RSO, he added. “Obviously, it’s a big hub in the region but there are other good locations. We are not working to a tight timeframe but it will be in the not-too-distant future.”

If Bombardier’s 20-year forecast for aircraft demand in the Middle East, India and Africa region is close to the mark, then the RSO will make even more sense. The forecast for the C-Series size of aircraft (100-150 seat) shows that the current regional fleet of 400 will grow to 950 by 2028.

“Although we don’t have orders here yet for the C-Series, it is an important region for us,” said Scott. “It’s a good market for all our products and we have about 160 aircraft here, flying or on order. “We have the Q400 and the older Q300, as well as the regional jets such as the CRJ 700, 900 and 1000.”

Scott will be looking to the region for sales for the C-Series and Qatar Airways chief executive Akbar Al Baker has said publicly that his airline is “very interested” in the aircraft.

The all-new aircraft and engine currently features two family members; the CS100 (100-125 seats) and the CS300 (120-145 seats). Powered by two Pratt & Whitney PurePower PW1000G Geared Turbofans capable to 23,000lb of thrust, the C-Series has a range of 2,950nm (5,457km). It’s packed with the latest technology, including fourth generation aerodynamics, increased use of composites and advanced aluminium alloy in structures; and the very latest in system technologies, such as fly-by-wire and electric brakes.

It’s got a virtuous carbon footprint, too. The aircraft will emit 20 per cent less CO2 and 50 per cent less NOx, as well as flying four times quieter than comparable aircraft.

At the bottom line it will offer dramatic energy savings, says Bombardier – a 20 per cent fuel burn advantage, as well as 15 per cent improved cash operating costs versus current in-production aircraft of similar size.

But, how does he now see the timing of the launch, coming as it did on the eve of the economic crisis?

“In terms of the economic crisis, we could not have picked a worse time to launch the programme but we feel it was the best time from the long-term perspective to serve this market,” he said.

“The reality is that the 100-150 seat market is mostly served by out-of-production aircraft, or larger Boeing or Airbus aircraft that are not right-sized for this market. There has not been a family of aircraft targeted specifically at this market for 40 years. So we knew that these out-of-production aircraft were running out of runway and that the airlines were looking for an optimal solution.”

Some observers questioned the wisdom of Bombardier entering a market at the lower end of the “big two’s” product range, but Scott counters that neither Boeing nor Airbus offer products “focused or optimised” in the 100-150 seat segment. “Basically, they have downsized versions of their aircraft to operate in this market, rather than building aircraft that are dedicated to it.”

He added that Boeing and Airbus are now talking about Boeing 737 and Airbus A320 family replacements in the timeframe 2020 and beyond. “We are delighted that they are apparently waiting until then.”

Even when new single-aisle families emerge, Scott does not believe they will be tailored to the 100-150 seat segment. “All the indications are that, from their history and from their own words, they will make the next generation of aircraft bigger still.”

And what about the problems of introducing a new technology aircraft, as Boeing found with the 787?

“We have a much more reasonable schedule than they put forward,” he said. “Boeing tried to launch this all-new technology aircraft in four years. Our schedule is 63 months. We have a lot of confidence in our ability to manage the supply chain and work closely with it. There are a lot of lessons learned from the 787 programme. We share a lot of common suppliers and we are benefiting from those lessons learned.”