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125-917: The Airbus A220 is a family of five-abreast narrow-body airliners by Airbus Canada Limited Partnership (ACLP). It was originally developed by Bombardier Aviation and had two years in service as the Bombardier CSeries . The program was launched on 13 July 2008. The smaller A220-100 (formerly CS100) first flew on 16 September 2013, received an initial type certificate from Transport Canada on 18 December 2015, and entered service on 15 July 2016 with launch operator Swiss Global Air Lines . The longer A220-300 (formerly CS300) first flew on 27 February 2015, received an initial type certificate on 11 July 2016, and entered service with airBaltic on 14 December 2016. Both launch operators recorded better-than-expected fuel burn and dispatch reliability, as well as positive feedback from passengers and crew. In July 2018,

250-417: A 10% procurement costs decrease would add six gross margin points to the programme. Airbus waited to win several new orders before increasing pressure on suppliers and catching their attention in 2019 with the sale of 135 A220s to U.S. airlines, including a follow-up order from Delta. The market share was split between 80% A220-300 and 20% A220-100. Delivery rates continued to climb with the new brand, reaching

375-436: A common type-rating with the basic CRJ. Leading-edge extensions and high-lift slats improved the wing performance, other aerodynamic changes included an enlarged horizontal tailfin. By March 1995, low-speed wind tunnel testing confirmed a 2,830 km (1,530 nm) range in the 74-seat North American configuration and 2,350 km in the 72-seat European configuration. First deliveries were planned for 1999. In 1995,

500-616: A day and by July up to nine a day with an average time of 1 hours 15 minutes. airBaltic's flight length averaged 3 hours, and the average fleet daily usage was 14 hours. On 8 August, following the steep approach certification by EASA, Swiss operated its first revenue flight from Zurich to London City, replacing the Avro RJ. As of September, the CSeries fleet had undergone 20 A Checks with no significant maintenance issues, and over 1.5 million passengers had 16,000 revenue flights in

625-521: A deal that closed 1 June 2020. Bombardier continued to manufacture aircraft at the Mirabel facility until the order backlog was completed in December 2020. Mitsubishi will continue to manufacture parts for existing CRJ operators, but currently does not plan to sell or build any new CRJ aircraft, originally planning to focus on their SpaceJet aircraft, for which development has now also ceased. During

750-456: A few have kept the older -8C1 engines in their fleet. Maximum speed is Mach 0.85 (903 km/h; 488 kn) at a maximum altitude of 12,500 m (41,000 ft). Depending upon payload, the CRJ700 has a range up to 3,620 km (2,250 mi) with original engines, and a new variant with CF34-8C5 engines has a range of up to 4,660 km (2,900 mi). The CRJ550 is a variant of

875-522: A further C$ 200 million to develop the CRJ900, stretched to 90 seats; the CRJ700 was listed at $ 24–25 million then, while the larger CRJ900 was priced at $ 28–29 million. During May 2000, the CRJ900's launch was delayed for contract negotiations while the certification remained on-track. In July 2000, the CRJ900 was formally launched. The enlarged model was targeted at existing CRJ200/CRJ700 customers looking for larger airliners. A new final-assembly facility

1000-501: A further four of the type. In June 2010, Lufthansa ordered eight off the CRJ900 NextGen. In December 2012, Delta Air Lines ordered 40 CRJ900 NextGen worth $ 1.89 billion with 30 options. During February 2012, Garuda Indonesia ordered six CRJ1000s and took options for another 18. Danish lessor Nordic Aviation Capital also ordered 12 for Garuda to operate, with delivery beginning in 2012. According to Bombardier, by 2015,

1125-476: A new cabin common to the CRJ700 NextGen and CRJ1000 NextGen. Mesaba Aviation (now Endeavor Air ), operating at the time as Northwest Airlink (now Delta Connection ), was the launch customer, and remains the largest operator of the CRJ900 NextGen. The Endeavor fleet of CRJ900 NextGen aircraft was configured in a two-class seating configuration, with 12 first-class seats and 64 coach seats. During 2008,

1250-547: A package of CA$ 372.5 million in interest-free loans for the company, with the programme to receive one-third. In 2016, Bombardier achieved its goal of delivering seven CSeries aircraft to both launch operators, Swiss and airBaltic . Production was then set to ramp to 30–35 aircraft deliveries in 2017 after PW1500G engine supply and start issues were resolved. However, the CSeries delivery goal for 2017 had to be revised to 20–22 aircraft only, due to persistent engine delivery delays, and finally, only 17 deliveries were completed in

1375-492: A preliminary 80% anti-dumping duty, resulting in a duty of 300%. The DoC announced its final ruling, a total duty of 292%, on 20 December, hailing it as an affirmation of the " America First " policy. In October, with financial issues already mounting, Bombardier was indirectly forced by the US government tariffs to relinquish 50.01% of its stake in the CSeries program to Airbus for a symbolic CAD $ 1, and would produce CSeries aircraft in

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1500-401: A second-half 2012 first flight as it was to receive the first fuselage package until mid-2012 at the earliest and Pratt & Whitney still had "a little bit more work to do" to meet the requirement. In June 2012, Bombardier reaffirmed the first flight should happen before the year's end with subsequent entry into service remaining 2013. In July 2012, Bombardier began discussions with AirAsia at

1625-413: A significant upgrade in the event of an engine derivative for the CSeries program. Both prospective engine suppliers for the CSeries program were uncertain about the aircraft market projections after Bombardier failed to address these concerns, but they left the door open to future discussions of a potential program. Bombardier then returned to Pratt & Whitney (P&W) in search of the right engine for

1750-484: A sizable first class section, where passengers might typically expect dedicated service, the CRJ550 is equipped with a self-service galley area to be stocked with a selection of snacks and a refrigerator with non-alcoholic beverages, empowering first class passengers to enjoy refreshments at their leisure, particularly when flight attendants are serving the economy cabin. The CRJ900 is a stretched 76- to 90-seat version of

1875-529: A stake in the venture during the 1990s. Bombardier has stopped taking new sales; production of the CRJ was to continue at Mirabel until the order backlog was complete, with final deliveries then expected in the second half of 2020. The deal was to include the type certificate for the CRJ series; Bombardier was working with Transport Canada to separate the CRJ certificate from that of the Challenger . Closure of

2000-480: A strategic partner beyond the period required in the clauses, allowing it to acquire Investissement Québec's stake no earlier than 2023 and Bombardier's stake no earlier than 2025, but with main production remaining in Mirabel, Québec until at least 2041. The partnership was subject to regulatory approvals, and during competition investigation, Airbus and Bombardier were to operate separately and clean teams planned

2125-422: A substantial early order, valued at US$ 10 billion, for the CRJ700 (and CRJ200) was issued by Delta Air Lines , involving 500 aircraft along with options for 406 more. Comair , operating as Delta Connection , placed an order of 14 CRJ900s; by November 2007, six of these had entered revenue service. Comair's aircraft feature a two–class seating configuration, comprising 12 first-class seats and 64 coach seats; this

2250-475: A target temperature instead of a hot-cold knob. The auxiliary power unit is a Honeywell RE220, which supplies much more air to the AC packs and has higher limits for starting and altitude usage. The aircraft features two GE CF34 -8C5 engines, 59.4 kN (13,400 lbf) thrust with APR. The engines are controlled by FADEC digital engine control instead of control cables and a fuel-control unit. In typical service,

2375-523: A total output of 33 in 2018, and then rising to 48 A220 in 2019. The groundbreaking ceremony for the $ 300 million final assembly line (FAL) at the Airbus Mobile plant in Mobile, Alabama was held on 16 January 2019; on this occasion Airbus confirmed its confidence that there is enough demand to justify two assembly sites and that the airliner can be profitable. On 5 August 2019, production started at

2500-408: A type rating, permitting cross-crew qualification via a three-day course. In March 1997, four prototypes were planned for the CRJ700's flight-test program. On 27 May 1999, the first prototype CRJ700 made its maiden flight . At this point, type certification was expected for 2001. By 1999, Bombardier had invested C$ 650 million (US$ 440 million) to develop the 70-seat CRJ700, and was set to invest

2625-444: Is for Bombardier to win orders these days.[...]. It also raises the question of how profitable the next C Series order they win will be for them." On 28 April 2016, Bombardier Aerospace , a division of Bombardier Inc. , recorded a firm order from Delta Air Lines for 75 CSeries CS100s plus 50 options. On 27 April 2017, The Boeing Company filed a petition for dumping them at $ 19.6m each, below their $ 33.2m production cost. On

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2750-556: Is listed as CL-600-2C11 on the TCCA and FAA type certificates, after receiving certification in 2019. The CRJ550 has not yet been certified by EASA. Each converted CRJ550 has a supplemental aircraft identification data plate added next to the original data plate, reflecting its new model designation. The variant was announced on 6 February 2019 with launch customer United Airlines , ordering 50 aircraft configured with 10 first class, 20 economy plus, and 20 economy seats. The first aircraft

2875-460: Is marketed as the Challenger 870 . The CRJ700 directly competes with the Embraer 170 , which typically seats 70 passengers. The early-built aircraft were equipped with two General Electric CF34-8C1 engines, but later-built aircraft are now equipped as standard with the -8C5 model, which is essentially an uprated 8C1. Most airlines have replaced the older-model engines with the newer model, while

3000-565: Is reportedly due to a limitation in Delta's contract with its pilots, limiting its regional carriers to flying aircraft with a maximum capacity of 76 seats. During September 2011, PLUNA received its 11th airplane (from an eventual total order of 15 with options). Estonian Air ordered three CRJ900 NextGen 88-seat aircraft. Also, SAS ordered 13 of these in March 2008. Iraqi Airways has ordered six Bombardier CRJ900 NextGen airliners and options on

3125-732: The 737-600 first delivered in September 1998. Bombardier appointed Gary Scott on 8 March 2004 to evaluate the creation of a New Commercial Aircraft Program. A feasibility study for a five-seat abreast CSeries was then launched at the biennial Farnborough Airshow in July to investigate development of an aircraft to replace rival manufacturers' aging models: DC-9/MD-80, Fokker 100, Boeing 737 Classic and BAe-146 with 20% lower operating costs, and 15% lower operating costs than then-in-production models: Embraer E-Jet, Boeing 717, etc. The smaller variant ( C110 ) should carry 110 to 115 passengers and

3250-552: The A220 pre-FAL , a U-shaped pre-assembly line with four stations used for preparatory work and seven for the actual equipping, in order to install systems earlier, stabilising the production process. The equipped fuselage sections are then moved to the FAL in Mirabel or in Mobile at a rate of six per month as of November 2022. These investments had accelerated A220 production and confirmed that

3375-561: The A319neo in the Airbus range and competes with Boeing 737 MAX 7 , as well as the smaller four-abreast Embraer E195-E2 and E190-E2 , with the A220 holding over 55% market share in this small airliner category. Bombardier began discussions with Fokker on 5 February 1996 about acquiring that company's assets, including the 100-seat Fokker 100 short-haul aircraft. However, after evaluating

3500-526: The A320neo re-engine. Airbus opted to compete aggressively against the CSeries rather than ignoring it, as Boeing had done with Airbus. Airbus dropped the A320's price in head-to-head competition, successfully blocking Bombardier from several deals. The effect of stiff competition and production delays was apparent in early 2016. On 20 January, United Continental Holdings ordered 40 Boeing 737-700s instead of

3625-1434: The Airbus A318 , while the Airbus A321LR could replace the less fuel efficient Boeing 757s used since their production ended in 2004. Boeing will face competition and pricing pressure from the Embraer E-Jet E2 family , Airbus A220 (formerly Bombardier CSeries) and Comac C919 . Between 2016 and 2035, FlightGlobal expects 26,860 single-aisles to be delivered for almost $ 1380 billion, 45% Airbus A320 family ceo and neo and 43% Boeing 737 NG and max. By June 2018, there were 10,572 Airbus A320neo and Boeing 737 MAX orders: 6,068 Airbuses (57%, 2,295 with CFMs, 1,623 with PWs and 2,150 with not yet decided engines) and 4,504 Boeings (43%); 3,446 in Asia-Pacific (33%), 2,349 in Europe (22%), 1,926 in North America (18%), 912 in Latin America (9%), 654 in Middle East (6%), 72 in Africa (1%) and 1,213 not yet bounded (11%). Many airlines have shown interest in

3750-444: The Airbus A321LR or its A321XLR derivative, and other extended-range models, for thin transatlantic and Asia-Pacific routes. Bombardier CRJ700#CRJ700 The Bombardier CRJ700 series is a family of regional jet airliners that were designed and manufactured by Canadian transportation conglomerate Bombardier (formerly Canadair ). Officially launched in 1997, the CRJ700's maiden flight took place on 27 May 1999; it

3875-452: The Airbus partnership ; these could include putting doors on the exposed main wheels, reducing drag but adding weight and complexity, and adding two to three more seats by moving the aft lavatory, without reducing the seat pitch. On 21 May 2019, Airbus announced a 2,268 kg (5,000 lb) MTOW increase from the second half of 2020, from 60.8 to 63.1 t (134,000 to 139,000 lb) for

Airbus A220 - Misplaced Pages Continue

4000-581: The COVID-19 pandemic , the A220 was expected to reach a production rate of five aircraft per month by the end of the first quarter as previously foreseen. In May 2021, Airbus targeted a production rate of six per month from early 2022, and intends to reach 14 (ten in Quebec and four in Alabama) per month by the middle of the decade to be profitable. On 10 January 2022, Airbus introduced a "sub-assembly line" or

4125-569: The CRJ   Series was marketed alongside a family of larger jets, the C   Series (now owned by Airbus and marketed as the Airbus A220 ), and a turboprop , the Q   Series (now owned by De Havilland Canada and marketed as the Dash 8 ). During the late 2010s, Bombardier sought to sell off several of its aircraft programs. The CRJ program was acquired by Mitsubishi Heavy Industries in

4250-538: The Embraer E-Jet family . A re-engining of the CRJ, akin to the rival Embraer E-Jet E2 , with newer and more efficient engines, such as the GE Passport , to replace the current GE CF34 powerplants, would be unlikely to overcome the certification expense, primarily as newer engines are larger and heavier, eroding fuel burn improvements that would be achieved on short regional routes. During April 2000,

4375-614: The Government of Quebec US$ 87.5 million and the Government of the United Kingdom US$ 340 million (£180 million), repayable on a royalty basis per aircraft. The UK contribution is part of an investment partnership for the location of the development of the composite wings and other parts at the Belfast plant, where Bombardier bought Short Brothers in 1989. Despite government support, Bombardier had difficulty finding

4500-565: The Paris Air Show in June, Bombardier released updated performance data, showing improvements over the initial specifications. The CS100 passed the required certification tests by mid-November. On 25 November, Bombardier completed the first phase of its route proving capabilities, with a 100% dispatch reliability. The final prototype, FTV8, the second CS300 with a complete interior, made its first flight on 3 March 2016. The smallest model in

4625-594: The integration with privileged access to competitively sensitive data but separated from their management. Embraer assured at the Dubai Airshow in November 2017 that its base country Brazil would sue Canada for its subsidies to Bombardier through the World Trade Organization , because the competitor viewed CSeries as a heavy, expensive, and long, thin-haul aircraft outperforming

4750-474: The landing gear , air management system and pneumatics; UTC Aerospace for the electrical system and lighting; Parker for the fuel, hydraulics and fly by wire systems, Goodrich for the engine nacelle ; Meggitt for the wheels and brakes; Michelin for the tires; Spirit for the pylons; Honeywell for the APU ; and PPG supplies the windows. Supplier costs could be cut by 30–40% through Airbus's market power , as

4875-422: The 100- to 150-seat market, and needed a supply chain cost reduction over 10%. It then sought to reduce costs from all suppliers, including Bombardier, wing builder Short Brothers and engine manufacturer Pratt & Whitney, and had reportedly pushed its suppliers to lower their prices by 20% for more volume, or to switch them, towards 150 yearly deliveries. As of January 2019, the A220 suppliers were Liebherr for

5000-509: The 108-seat A220-100 could reach 3,800 nmi (7,000 km; 4,400 mi) and the 130-seat A220-300 would achieve a range of 3,500 nmi (6,500 km; 4,000 mi) while being limited by its fuel capacity. With a denser economy seating at a 30-inch pitch down from 32, a 116-seat A220-100 would still reach 3,700 nmi (6,900 km; 4,300 mi) and a 141-seat A220-300 would exceed 3,350 nmi (6,200 km; 3,860 mi). Narrow-body airliner Historically, beginning in

5125-454: The 18 aircraft in service, making up to 100 revenue flights per day on 100 routes: most used were up to 17 hours per day and up to 10 legs per day. Thirty-five minute turnarounds allowed 11 legs per day. On 22 December, after months of engine delivery delays, Korean Air became the third and latest operator of CSeries after receiving its first CS300, and completed its first revenue flight from Seoul to Ulsan on 20 January 2018. The aircraft

Airbus A220 - Misplaced Pages Continue

5250-402: The 3,000 miles transatlantic flights between the eastern U.S. and Western Europe, previously dominated by wide-body aircraft. Norwegian Air Shuttle , JetBlue and TAP Portugal will open up direct routes bypassing airline hubs for lower fares between cheaper, smaller airports. The Boeing 737NG 3,300-mile range is insufficient for fully laden operations and operates at reduced capacity like

5375-638: The 38.7 m (127 ft) long A220-300 seats 130 to 160. The ACJ TwoTwenty is the business jet version of the A220-100, launched in late 2020. Delta Air Lines is the largest A220 customer and operator with 72 aircraft in its fleet as of October 2024. A total of 912 A220s have been ordered of which 367 have been delivered and are all in commercial service with 22 operators. The global A220 fleet has completed more than 1.33 million flights over 2.32 million block hours, transporting more than 100 million passengers without accidents. The A220 family complements

5500-482: The A220-100 and 67.6 to 69.9 t (149,000 to 154,000 lb) for the A220-300, expanding the range by 450 nmi (830 km; 520 mi): the A220-300 to 3,350 and 3,400 nmi (6,200 and 6,300 km; 3,860 and 3,910 mi) for the A220-100. With the Airbus ruleset (90 kg (200 lb) passengers with bags, 3% enroute reserve, 200 nmi (370 km; 230 mi) alternate and 30 minutes hold),

5625-544: The CRJ series accounted for over 20% of all jet departures in North America; globally, the family operated in excess of 200,000 flights per month. Bombardier expected the 60–100-seat airliner market to represent 5,500 aircraft from 2018 through 2037. As of November 2018 , following Bombardier's decisions to sell the CSeries to Airbus and the QSeries to Viking Air , the company was looking at "strategic options" to return

5750-550: The CRJ to profitability. Analysts suspected that it may decide to exit the commercial aircraft market altogether and refocus on business aircraft. On 25 June 2019, Bombardier announced a deal to sell the CRJ program to Mitsubishi Heavy Industries , the parent company of Mitsubishi Aircraft Corporation , which was developing the SpaceJet . Mitsubishi had a historic interest in the CRJ program, having sounded out risk-sharing options with Bombardier, and at one point expected to take

5875-486: The CRJ-X. During January 1997, the CRJ-X was officially launched. During September 1998, Bombardier also studied an all-new 90-seat BRJ-X model. The company later shelved it for a less expensive, stretched CRJ-X, later designated CRJ900, while the original CRJ-X was designated as the CRJ700. The CRJ700 incorporated several CRJ900 features, such as its revised wing and avionics improvements. The CRJ700 and CRJ900 share

6000-435: The CRJ700 limited by type certification to just 50 passenger seats and a lower maximum takeoff weight (MTOW) of 65,000 pounds (29,000 kg), compared to the CRJ700's 75,000 pounds (34,000 kg). It was introduced by Bombardier in order to offer a 50-seat aircraft that complies with U.S. pilot contract scope clauses while offering more premium seats. All CRJ550s were converted from existing CRJ700s. The aircraft model

6125-475: The CRJ700 was replaced by the CRJ700 NextGen, which featured improved economics and a revised cabin common to the CRJ900 NextGen and CRJ1000 NextGen. In January 2011, SkyWest Airlines ordered four CRJ700 NextGen aircraft. During 2016, Bombardier began offering a modernized cabin design for the CRJ Series; this cabin provided a more spacious entryway, larger overhead bins, larger windows situated higher upon

6250-512: The CRJ700. Internally designated as the RJX, the first CRJ900 (C-FRJX) was modified from the prototype CRJ700 by adding longer fuselage plugs fore and aft of the wings. It was later converted into the prototype CRJ1000 by replacing the fuselage plugs with longer plugs. The CRJ900 also features strakes located at the rear of the plane. The CRJ900 competes with the Embraer 175 , and is more efficient per seat-mile, according to Bombardier. Mesa Air Group

6375-470: The CRJ705 on TCCA and FAA documents was CL-600-2D15. The CRJ705 variant was short-lived. In April 2016, Jazz Aviation announced a plan to convert them all to standard CRJ900 configuration with a slightly increased capacity of 76 with 12 business class and 64 economy class seats. By late February 2018, the conversion process was complete. All former CRJ705s received supplemental identification plates reflecting

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6500-473: The CRJ900 can cruise 8–10,000 ft higher with a slightly higher fuel burn and an average true airspeed of 450–500 knots, a significant improvement over its predecessor. Its maximum ground takeoff weight is 84,500 lb. In 2018, the CRJ900's list price was $ 48 million, while its market value was $ 24M; reportedly, most customers are paying around $ 20–22M and the American Airlines order for 15

6625-443: The CRJ900 configuration, later joined by a second purpose-built test aircraft. On 21 February 2001, the maiden flight of the CRJ900 took place five months ahead of schedule. By March 2002, the CRJ900 was anticipated to enter service in 2003. During 2007, Bombardier launched the CRJ900 NextGen to replace the initial version. Its improvements and conic nozzle enhanced fuel economy by 5.5%. The new model has improved economics and

6750-847: The CS100 18 to 27% less per seat than the Avro RJ100 . Furthermore, the CS300 was designed to be 6 t (13,000 lb) lighter than the Airbus A319neo and nearly 8 t (18,000 lb) lighter than the Boeing 737 MAX 7, giving it an operating cost advantage of up to 12%. After 28,000 engine hours in 14 in-service aircraft with a dispatch reliability of 99.9%, Swiss replaced an engine pair in May 2017 after 2,400 hours, while airBaltic replaced another one in June. Swiss initially flew six sectors

6875-464: The CS100 received Transport Canada and EASA steep approach certification. The first CSeries, a CS100, was delivered to Swiss Global Air Lines on 29 June 2016 at Montréal–Mirabel International Airport , and began commercial service on 15 July with a flight between Zürich and Paris . The launch operator stated in August, that "the customer feedback is very positive with the expected remarks concerning

7000-520: The CS300 range was 2% better, as were its per seat and per trip cost , and burned over 1% less fuel at 2,600 L/h. On long missions, the CS100 was up to 1% more fuel efficient than the brochure and the CS300 up to 3%. Therefore, Bombardier would update its performance specifications later in 2017. The CS300 burned 20% less fuel than the Airbus A319ceo , 21% less than the Boeing 737 Classic while

7125-634: The CSeries at one of the most important aerospace events in that year, Farnborough Airshow. On 7 September, flight testing was resumed after the engine problem had been isolated to a fault in the lubrication system. On 18 September, Bombardier relocated the FTV4 to Wichita , Kansas (USA) joined FTV3 at the Bombardier Flight Test Center to take advantage of better weather for flight testing. The CS300 (FTV7) made its maiden flight from Mirabel airport on 27 February 2015, seven days after

7250-605: The CSeries business plan and were further tasked to include other risk-sharing partners in the program. Bombardier announced on 31 January 2007 that work on the aircraft would continue, with entry into service planned for 2013. In November 2007, Bombardier finally selected the P&;W Geared Turbofan (GTF), now the PW1500G , already selected to power the Mitsubishi Regional Jet , to be the exclusive powerplant for

7375-535: The CSeries due to the availability of the type that already in full production, and commonality with the United's 737 fleet of 310 aircraft. Boeing also reportedly gave United a massive 73% discount on the 737 deal, dropping the price to $ 22 million per unit, well below the CS300 market value at $ 36 million. David Tyerman, an analyst with Canaccord Genuity said to the Toronto Star : "This just shows how difficult it

7500-590: The CSeries programme into Airbus hands by pressing the U.S. administration for massive tariffs on the aircraft. Bombardier CEO predicted that the partnership would significantly accelerate sales as it would bring certainty to the CSeries programme through Airbus's global scale. AirInsight estimated that Airbus's corporate strength would increase the CSeries share of the 100- to 150-seat aircraft market over 20 years, from 40% of 5,636 aircraft (2254 sales) to 55–60%, around 3,010 aircraft. Airbus would retain Bombardier as

7625-568: The CSeries would be done in Mirabel , wings would be developed and manufactured in Belfast and the aft fuselage and cockpit would be manufactured in Saint-Laurent, Quebec . The centre fuselage was to be built by China Aviation Industry Corporation (AVIC)'s affiliate Shenyang Aircraft Corporation . In March 2009, Bombardier confirmed major suppliers: Alenia Aeronautica for the composite horizontal and vertical stabilisers, Fokker Elmo for

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7750-504: The CSeries, although the company had already rejected a PW6000 derivative offered by P&W a year earlier, maintaining its original plan to launch the all-new aircraft program only with a new centreline engine as well. Bombardier announced on 31 January 2006 that market conditions could not justify the launch of the program, and that the company would reorient CSeries project efforts, team and resources to regional jet and turboprop aircraft. A small team of employees were kept to develop

7875-406: The CSeries, rated at 100 kN (23,000 lbf). Bombardier's Board of Directors authorized offering formal sales proposals of the CSeries to airline customers on 22 February 2008, due to its 20% lower fuel burn and up to 15% better operating costs compared to similarly sized aircraft produced at the time. This interested Lufthansa , Qatar Airways and ILFC . In a press conference on the eve of

8000-546: The EASA on 7 October that cleared the delivery to its launch operator airBaltic , and from the FAA on 14 December 2016. Both models were awarded a common type rating on 23 November 2016 simultaneously from Transport Canada and EASA, allowing pilots to qualify on both types interchangeably. Bombardier conducted steep 5.5˚ approach landings tests at London City Airport (LCY) in March 2017, and announced one month later, April 2017, that

8125-491: The Farnborough Airshow about a 160-seat high-density CS300 concept, which was subsequently added to the CSeries program in November, despite the low cost airline 's refusal to order 100 units of this version.. In the same month, Bombardier announced a six-month delay in both the first flight to June 2013 and the entry into service (EIS) of the CS100 a year later due to unspecified supplier issues in some areas of

8250-456: The Mobile facility, which was not due to be finished until 2020; work started early to ensure that the first delivery schedule could be met. The removal of Bombardier's financial constraints in February 2020 gave Airbus greater latitude for further investment in the programme, which will be needed to ramp up production rates, though this will push back the break-even point of the programme to

8375-510: The Swedish lessor. In August 2014, Bombardier changed the programme's management and slashed its workforce. In 2015, in exchange for help in the final development stages of the "overdue and over-budget" aircraft, Bombardier offered to sell a controlling stake in the CSeries programme to Airbus but then had to look for alternatives after the latter confirmed in October that it had turned down

8500-542: The United Express brand, including eleven that would be transferred from GoJet. In November 2024, SkyWest ordered 60 conversion kits for CRJ550 aircraft. The reconfiguration addresses a common pain point of the CRJ series: limited overhead storage. Four large storage cabinets are installed on the cabin floor, allowing passengers to stow their carry-on luggage inside the cabin. Aircraft with 50 or fewer seats require only one flight attendant. Because this aircraft has

8625-530: The United States. On 10 January 2018, Canada formally filed a complaint at the World Trade Organization (WTO) against the United States over the affair. On 26 January, the four USITC commissioners unanimously reversed their earlier claims, finding that US industry is no longer threatened and no duty orders will be issued, overturning the imposed duties. The Commission public report was made available by February 2018. On March 22, Boeing declined to appeal

8750-417: The acceleration of the A220 production rate to 14 A220s per month. Accordingly, Airbus would invest $ 900m into the aircraft programme and Investissement Québec $ 300m, allowing the partnership to continue until the programme becomes profitable in the middle of the decade. In addition, 2030 had been set as the new earliest date for Airbus to acquire the remaining shares, with Quebec hoping to definitely profit from

8875-505: The acquisition terms Airbus acquired Bombardier's option to buy out Investissement Québec's share from 2023, with a revised option date of 2026. Airbus also agreed to acquire A220 and A330 work package production capabilities from Bombardier in Saint-Laurent , to be taken through the Airbus subsidiary, Stelia Aerospace . Airbus and the government of Quebec agreed in February 2022 to invest a further $ 1.2b in Airbus Canada, to support

9000-487: The air management system, and it was also anticipated that wireless In-Flight Entertainment (IFE) might be feasible when the CSeries entered service. By November, the first wing had been assembled at the Bombardier Aerostructures and Engineering Services (BAES) site in Belfast, Northern Ireland . In the same month, construction of a composite wing manufacturing facility at the Belfast site started and

9125-532: The aircraft in U.S. could circumvent the 292% duties proposed in the Boeing dumping petition , Airbus CEO Tom Enders and Bombardier CEO Alain Bellemare assured that this factor did not drive the partnership. However, negotiations began in August 2017 after the filing in April and the decision in June to proceed, and Boeing was therefore suspicious. Airbus CCO John Leahy considered that Boeing indirectly forced

9250-626: The aircraft was rebranded as the A220 after Airbus acquired a majority stake in the programme through a joint venture that became ACLP in June 2019. The A220 thus became the only Airbus commercial aircraft programme managed outside of Europe. In August, a second A220 final assembly line opened at the Airbus Mobile facility in Alabama , supplementing the main facility in Mirabel, Quebec . In February 2020, Airbus increased its stake in ACLP to 75% through Bombardier's exit, while Investissement Québec held

9375-515: The airframe weight would be in composite materials for the centre and rear fuselages, tail cone, empennage and wings. The first flight was planned for 2008 and entry into service for 2010. Bombardier's Board of Directors authorized marketing the CSeries on 15 March 2005, seeking firm commitments prior to program launch. In May, the CSeries development was evaluated at US$ 2.1 billion, shared with suppliers and partner governments for one-third each. The Government of Canada would invest US$ 262.5 million,

9500-663: The bright cabin, reduced noise, enough leg room and space for hand luggage as well as the comfortable seats. Also, the feedback from our pilots is gratifying. They especially like the intuitive flying experience." The first CS300 was delivered to second CSeries operator AirBaltic on 28 November, and began revenue service on 14 December with a flight from Riga to Amsterdam in a two-class, 145-seat configuration. The type launch operator lauded lower noise levels for passengers and more space for luggage than its Boeing 737-300s . Upon introduction, both variants were performing above their original specifications, with airBaltic reporting that

9625-538: The change. On 19 February 2007, Bombardier launched the development of the CRJ1000, previously designated CRJ900X, as a stretched CRJ900, with up to 100 seats. The CRJ1000 completed its first production flight on 28 July 2009 in Montreal; the entry into service was planned for the first quarter of 2010. A month after the first flight, however, a fault in the rudder controls forced the flight-test program to be grounded;

9750-570: The company expected to generate up to half of that. Bombardier redesignated the C110 and C130 as CS100 and CS300 , respectively in March 2009. The models were offered in standard- and extended-range (ER) variants; and additionally, an extra thrust (XT) variant of the CS300 was also offered. Bombardier subsequently settled on a single variant, with the ER becoming the new standard. At the program launch in July 2008, Bombardier announced that final assembly of

9875-411: The company to save the struggling programme. In early November, a Scotiabank report indicated that the company and the programme would probably need a second bailout , and that even then the CSeries would probably not make money. When Transport Canada granted type certification for the CS100 in December 2015, CSeries' total development costs, including the aforementioned write-offs, were $ 5.4 billion. At

10000-409: The deal was confirmed on 1 June 2020, with Bombardier's service and support activities transferred to a new Montreal-based company, MHI RJ Aviation Group. MHI RJ has not renamed the aircraft, and its website refers simply to the "CRJ Series". The final CRJ to be produced, a CRJ900, was delivered to SkyWest Airlines on 28 February 2021. Design work on the CRJ700 by Bombardier started in 1995, and

10125-566: The development was projected to cost around C$ 300 million (US$ 200 million). In June 1996, Bombardier selected Rockwell Collins ' Pro Line 4 avionics suite. During May 1996, General Electric formally launched the previously selected CF34-8C variant. Extensive redesigning resulted in the CRJ700 retaining only 15% of the CRJ200 airframe. The CRJ-X launch was delayed by several months, due to negotiations with suppliers and subcontractors . During September 1996, Bombardier's board authorised sales of

10250-609: The early 1990s, Bombardier Aerospace became interested in developing larger variants of the CRJ100/200 series; associated design work commenced in 1994. The CRJ-X , as the new range was initially designated, sought to compete with larger regional jets such as the Fokker 70 / Fokker 100 or the BAe 146 family. The CRJ-X featured a stretched fuselage, a lengthened wing, and up-rated General Electric CF34 -8C engines, while maintaining

10375-469: The first flight of the CSeries was expected by 2012. In 2010, Ghafari Associates was retained to develop the Montreal manufacturing site to accommodate the aircraft production. Bombardier was about to reach the design freeze for the CSeries in January 2010 and announced that CS100 deliveries were planned to start in 2013, and CS300 deliveries would follow a year later. In November 2011, Bombardier expected

10500-433: The four tested FTVs had accumulated over 1,000 flight hours. The flight test results surpassed the company's guarantees for noise, economics and performance, meaning a longer range than advertised could be possible. The fifth CS100 (FTV5) with a complete interior made its first flight on 18 March, while the sixth CS100 (not officially designated as FTV6) was the first production unit used for function and reliability flights. At

10625-432: The fuselage, newer seats, larger lavatories, and upgraded lighting. Around this time, maintenance intervals were also extended to 800/8,000 flight hours. From summer 2018, "A" checks were performed every 800 flight hours, while "C" checks occurred every 8,000 flight hours. Also, the adoption of a new conic engine nozzle boosted fuel efficiency by 1%. Over its production life, the CRJ family has latterly competed with

10750-532: The larger ( C130 ) between 130 and 135 passengers over 3,200 nautical miles. The C110 was planned to weigh 60,420 kg (133,200 lb) at MTOW and have a length of 35.0 m (114.7 ft), while the C130 should be 38.2 m (125.3 ft) long and have a 66,000 kg (146,000 lb) MTOW. The aircraft would have 3-by-2 standard seating and 4-abreast business class, 2.1 m (7 ft) stand-up headroom, fly-by-wire and side stick controls. 20 percent of

10875-432: The late 1960s and continuing through the 1990s, twin engine narrow-body aircraft, such as the Boeing 737 Classic , McDonnell-Douglas MD-80 and Airbus A320 were primarily employed in short to medium-haul markets requiring neither the range nor the passenger-carrying capacity of that period's wide-body aircraft. The re-engined Boeing 737 MAX and Airbus A320neo jets offer 500 miles more range, allowing them to operate

11000-488: The mid-2020s. The program cost was US$ 7 billion. On 2 June 2020, the first A220 produced in Alabama completed its first flight. By that date, production of the first aircraft for JetBlue Airways had also started. The first US-assembled A220 aircraft, an A220-300, was delivered to Delta on 22 October 2020. In January 2021, as Airbus reviewed its production rates following a shift in demand away from wide-bodies affected by

11125-567: The next 20 years. The Airbus partnership in July 2018 decided to keep the primary final assembly line (FAL) in Mirabel, Quebec, with its 2,200 workforce . The secondary FAL in Mobile would start deliveries in 2020 with a monthly production rate of four, rising to six for a capacity of eight while the main Mirabel FAL could go to ten. Airbus CFO predicted a production potential of more than 100 A220 per year. The company targeted over 100 orders of A220 in 2018 and 3,000 over 20 years, half of

11250-437: The offer. Just days prior, the Government of Quebec reiterated its willingness to provide Bombardier with financial aid, if it were requested. On 29 October, Bombardier took a CA$ 3.2 billion write-down on the CSeries. The Trudeau government indicated that it would reply to Bombardier's request for $ 350 million in assistance after it took power in early November. On the same day, the Quebec government invested CA$ 1 billion in

11375-399: The only Airbus commercial aircraft programme managed outside of Europe, making Canada Airbus's largest presence other than Europe. After reassessing its participation in January 2020, Bombardier exited the A220 programme in February 2020, selling its share to Airbus for $ 591 million. Airbus thus owned 75% of the programme; the remaining 25% of shares were held by Investissement Québec . Under

11500-502: The opening of the Farnborough Airshow on 13 July, Bombardier Aerospace formally launched the CSeries, with a letter of interest from Lufthansa for 60 aircraft, including 30 options, at a US$ 46.7 million list price. The aircraft fuel efficiency would be 2 litres per 100 kilometres (120 mpg ‑US ) per passenger in a dense seating. Bombardier estimated the market for the 100- to 150-seat segment at 6,300 aircraft over twenty years, representing more than $ 250 billion in revenue, with

11625-640: The potential purchase, Bombardier announced an end to the talks on 27 February, and two weeks later, on 15 March, Fokker was declared bankrupt. Bombardier then launched the BRJ-X , or "Bombardier Regional Jet eXpansion" on 8 September, a larger regional jet than the CRJ Series or "Canadair Regional Jet" due to enter service in 2003. Instead of 2–2 seating, the BRJ-X was to have a wider fuselage with 2–3 seating for 85 to 110 passengers, and underwing engine pods . It

11750-597: The program was not resumed until February 2010, and deliveries were projected to begin by January 2011. Brit Air and Air Nostrum were the launch customers for the CRJ1000. Bombardier Aerospace announced on 10 November 2010 that its 100-seat CRJ1000 was awarded aircraft Type Certificates from Transport Canada and the European Aviation Safety Agency , allowing for deliveries to begin. On 14 December 2010, Bombardier began CRJ1000 deliveries to Brit Air and Air Nostrum. On 23 December 2010, it

11875-482: The program was officially launched in January 1997. The CRJ700 is a stretched derivative of the CRJ200. The CRJ700 features a new wing with leading-edge slats and a stretched and slightly widened fuselage, with a lowered floor. Its first flight took place on 27 May 1999. The aircraft model is listed as CL-600-2C10 on the TCCA, FAA, and EASA Type Certificates. The CRJ700 first entered commercial service with Brit Air in 2001. Seating ranges from 63 to 78. The CRJ700

12000-479: The program. An extensive program update was presented on 7 March 2013, with the Flight Test Vehicle 1 (FTV1) was displayed in a near-complete state, along with three other FTVs in various states of assembly: one such FTV confirmed the 160 seat high-density concept for the CS300, featuring two sets of over-wing emergency exits. The first FTV's electrical system was powered up in March, while tests on

12125-473: The programme is on track to reach its target rate of 14 aircraft per month by mid-decade. The 50th US-assembled A220 aircraft, an A220-300, was delivered to Breeze Airways on 30 August 2023. After 1,600 new hires over the last two years, an increase of 75%, a total of 3,500 employees were working on the A220 programme in Quebec as of July 2024. After beating performance promises by 3%, performance improvement packages shaving operating costs were explored prior to

12250-432: The programme launch, development costs for the CSeries were evaluated at $ 2.1 billion in May 2005, shared with suppliers and partner governments for one-third each. In November 2009, when the first CSeries wing was assembled for prototype manufacture , development costs rose to approximately $ 3.5 billion. Programme delays during the test preparation and flight test phase also resulted in order cancellations, including from

12375-420: The range of its own E-Jet E2 , a close rival for market share . Previously, in October 2017, Boeing was reportedly concerned over its ability to match fleet package deals enabled by the partnership. Then, in December 2017, The Wall Street Journal reported Boeing was planning to offer Embraer more than the company's $ 3.7 billion market value to set up a joint venture, in what aviation industry analysts said

12500-535: The remaining stake. Powered by Pratt & Whitney PW1500G geared turbofan engines under its wings, the twinjet features fly-by-wire flight controls, a carbon composite wing, an aluminium-lithium fuselage, and optimised aerodynamics for better fuel efficiency . The aircraft family offers maximum take-off weights from 63.1 to 70.9 t (139,000 to 156,000 lb), and cover a 3,450–3,600 nmi (6,390–6,670 km; 3,970–4,140 mi) range . The 35 m (115 ft) long A220-100 seats 108 to 133, while

12625-405: The right powerplant for the CSeries in June 2005 after failing to get the two engine consortia International Aero Engines and CFM International to compete for the CSeries contract. The former engine manufacturer had offered a new centreline engine in the 21,000–23,000 lb (93–102 kN) thrust class, while the latter was not yet ready to offer its next-generation CFM56 engine, as Bombardier required

12750-540: The ruling. Bombardier and Airbus announced on 16 October 2017 that Airbus would acquire a 50.01% majority stake in the CSALP partnership, with Bombardier keeping 31% and Investissement Québec 19%. Airbus paid no money, incurred no debt and assumed no liability for its share in the programme, but its supply chain expertise should save production costs, and a second assembly line would be built at its production facility, Airbus Mobile , in Mobile, Alabama . While assembling

12875-464: The sale. Under the latest agreement in July 2024 the threshold for Airbus to buy out Québec's share will be further extended to 2035, securing that two-thirds of the jobs linked to the production of the A220 will remain in Quebec. Meanwhile, the A220 held a market share of over 55% in its category and PwC estimated the aircraft programme will have an economic impact in Canada of more than $ 40 billion over

13000-571: The same day, both Bombardier and the government of Canada rejected Boeing's claim, vowing to mount a "vigorous defence". On 9 June 2017, the US International Trade Commission (USITC) found that the US industry could be threatened and should be protected . On 26 September, after lobbying by Boeing, the US Department of Commerce (DoC) alleged subsidies of 220% and intended to collect deposits accordingly, plus

13125-399: The second half of 2018 to 2021. Ten days after programme control was transferred to Airbus, the aircraft was rebranded with A220 as the family name (formerly CSeries) and A220-100/300 for the former CS100/CS300 variants. Later, on 1 June 2019, the CSALP joint venture was renamed to Airbus Canada Limited Partnership (ACLP) and adopted the Airbus logo as its sole visual identity. The A220 became

13250-472: The second time on 1 October. The FTV2 completed its first flight on 3 January 2014, while the planned entry-into-service date was delayed into the second half of 2015 due to certification testing issues. On 29 May 2014, the FTV1 suffered an uncontained engine failure and flight testing of the four FTVs was subsequently suspended until an investigation could be completed. The incident kept Bombardier from displaying

13375-446: The series, the 110- to 125-seat CS100, received type certificate from Transport Canada on 18 December 2015, and simultaneously from US Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA) in June 2016, clearing the way for delivery to the launch operator, Swiss International Air Lines . The largest model, the 130- to 145-seat CS300, obtained its type certificate from Transport Canada on 11 July 2016, from

13500-458: The six available models (B737-700, A318/A319, CS100/CS300 and E195) was fewer than 80 aircraft per year for the first 10.5 years. The CSeries competed with the smaller variants of the A320 family aircraft. The 2010 order for 40 CS300s and 40 options from Republic Airways Holdings  – then owner of exclusive A319/320 operator Frontier Airlines  – also pushed Airbus into

13625-586: The smaller CRJ100 and 200 airliners, the other members of the Bombardier CRJ aircraft family. During the 1990s, Bombardier initiated development on the CRJ-X , a program to produce enlarged derivatives of its popular CRJ100/200 family. During its lifetime, competitors included the British Aerospace 146 , the Embraer E-Jet family , the Fokker 70 , and the Fokker 100 . In Bombardier's lineup,

13750-718: The static airframe proceeded satisfactorily and on schedule. In June, Bombardier again delayed the first flight into July on account of software upgrades and final ground testing. On 24 July, after a protracted system integration process, the first flight was delayed into "the coming weeks". On 30 August, Bombardier received the flight test permit from Transport Canada , granting permission to perform high speed taxi testing and flight testing. The CS100 (FTV1) took off for its maiden flight from Bombardier's facility at Montréal–Mirabel International Airport in Quebec on 16 September 2013. After reconfiguration and software upgrades, FTV1 flew for

13875-561: The time, the CSeries had 250 firm orders and letters of intent, plus commitments for another 360, mostly for the CS300. Bombardier reportedly requested a CA$ 1 billion aid package from the Canadian Government in April 2016. The Government then offered an aid package without divulging the amount or conditions imposed. In July, Bombardier set up the C Series Aircraft Limited Partnership (CSALP) together with Investissement Québec . The Government finally announced in February 2017

14000-465: The wiring and interconnection systems and Goodrich Corporation Actuation Systems: design and production of the flap and slat actuation systems. By June 2009, 96% of billable materials had been allocated, with the company settling on various companies for remaining components and systems: Rockwell Collins for the avionics, Zodiac Aerospace for the interiors, Parker Hannifin for the fully integrated fuel and hydraulics systems, Liebherr-Aerospace for

14125-406: The year. By the time the Airbus partnership came into effect on 1 July 2018, a total of 37 CSeries had been delivered, which was a very low production rate considering Bombardier had forecast at the programme launch, 315 annual deliveries from 2008 to 2027 for 100- to 150-seat airliners, up to half of that (157 units) would be delivered by the company itself. However, the average production rate of

14250-760: Was $ 24.8M, a 2015 model is valued $ 22.0M, a 2010 one is worth $ 15.5M for a $ 155,000 monthly lease, and it would be $ 12.0M in 2021 for a $ 145,000 monthly lease, while its D Check costs $ 800,000 and its engine overhaul costs $ 0.9 to 2.4M. As of July 2018, 290 CRJ700 aircraft (all variants), 425 CRJ900 aircraft (all variants), and 62 CRJ1000 aircraft were in airline service with SkyWest Airlines (123), Endeavor Air (112), PSA Airlines (95), Mesa Airlines (84), GoJet Airlines (54), ExpressJet Airlines (39), Lufthansa CityLine (37), China Express Airlines (36), Jazz Aviation LP (35), Scandinavian Airlines (26), HOP! (25), Air Nostrum (23), Envoy Air (20), Garuda Indonesia (18), and other operators with fewer aircraft of

14375-410: Was a reaction to the partnership. The Boeing–Embraer joint venture was announced in February 2019, but before the antitrust investigations were completed, the deal was unilaterally terminated by Boeing in April 2020 due to impact of the 2019–20 coronavirus pandemic on aviation . The antitrust investigation was due to be completed ahead of Farnborough Airshow 2018 to allow for a marketing boost, and it

14500-513: Was announced that the Federal Aviation Administration had also awarded a type certificate, allowing the CRJ1000 to operate in US airspace. It has a separate type rating . Bombardier states that it offers better performance and a higher profit per seat than the competing Embraer E-190 . The aircraft model is listed as CL-600-2E25 on the TCCA, FAA, and EASA Type Certificates. In 2018, a new CRJ1000 discounted price

14625-593: Was at below $ 20M. A six-year old aircraft of 2012 was worth less than $ 14M and it was to fall by 30% in 2021. The CRJ705 was a variant of the CRJ900 regional jet limited by type certification to just 75 seats, to comply with Air Canada's pilot contract scope clause. Air Canada Jazz , a regional carrier operating under the Air Canada Express brand, served as the launch customer for this aircraft in 2005. These aircraft were configured with 10 business class and 65 economy class seats. The official designation for

14750-606: Was built in three variants, all of which are listed on the TCCA Type Certificate: Series 700, Series 701, and Series 702. The Series 700 is limited to 68 passengers, the Series 701 to 70 passengers, and the Series 702 to 78 passengers. The CRJ700 also has three fuel/weight options: standard, ER, and LR. The ER version has an increase in fuel capacity and maximum weight, which in turn increases the range. The LR increases those values further. The executive version

14875-619: Was comparable to the smallest narrow-body jetliners , like the 2–3 DC-9 / MD-80 / Boeing 717 or the 3–3 Airbus A318 and Boeing 737-500 / 737-600 . At the end of 2000, the project was shelved by Bombardier in favour of stretching the CRJ700 into the CRJ900 . Meanwhile, Embraer launched its four-abreast E-Jet family for 70 to 122 passengers in June 1999, which entered service in 2004. Airbus launched its 107–117 passengers A318 on 21 April 1999, which entered service in July 2003, as Boeing had

15000-565: Was delivered on 7 August 2019 ahead of FAA certification in September. These aircraft were initially operated by GoJet Airlines under the United Express brand. In 2024, SkyWest Airlines also started operating a sizeable fleet of CRJ550 aircraft. In July, it began introducing the first of 19 CRJ550s operating under the Delta Connection brand. In October, SkyWest announced it would operate an additional 40 CRJ550s under

15125-426: Was established at Montréal-Mirabel International Airport , as the CRJ100/200's existing line had insufficient capacity. In January 2001, Transport Canada granted the CRJ700 its type approval. In May 2001, the U.S. Federal Aviation Administration certification for the CRJ700 was close, but required two minor avionics-related changes. During October 2000, one of the CRJ700 prototypes was being converted to represent

15250-575: Was planned to rebrand the CSeries as an Airbus model, with A200 suggested as a family name and A210/A230 for the CS100 and CS300. On 8 June, following regulatory approval, the partnership confirmed that Airbus would take a majority stake on 1 July. The head office, and leadership team would remain in Mirabel, while the programme team would be formed by leaders from both Airbus and Bombardier and headed by Philippe Balducchi, then Head of Performance Management at Airbus Commercial Aircraft. Bombardier would fund any required cash shortfalls up to US$ 610 million from

15375-412: Was rebranded A220 as a family name (formerly CSeries ) with A220-100/300 (formerly CS100/CS300 ) as variant name on 10 July 2018, following the Airbus partnership  ten days earlier. Financial issues at Bombardier due to the CSeries programme and production delays, stiff competition and ultimately a dumping petition by Boeing paved the way for the partnership. During the feasibility study prior to

15500-515: Was soon followed by the stretched CRJ900 variant. Several additional variants of the type were subsequently introduced, including the elongated CRJ1000 and the CRJ550 and CRJ705 , which were modified to comply with scope clauses . The CRJ program was acquired by the Japanese corporation Mitsubishi Heavy Industries in 2020, which ended production of the aircraft. Their design was derived from

15625-578: Was the launch customer for the CRJ900 painted in America West livery. The aircraft model is listed as CL-600-2D24 on the TCCA, FAA, and EASA Type Certificates. The wing is wider with added leading-edge slats, the tail is redesigned with more span and anhedral. The cabin floor has been lowered 2 in (5 cm), which gains outward visibility from the windows in the cabin, as the windows become closer to eye-level height. The cabin's recirculation fan aids in cooling and heating. The environmental packs have

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