2015 Skidoo Rev Service Manual
100: US$ 79.5 million -300: US$ 89.5 million The Airbus A220, previously known as Bombardier CSeries (or C Series), is a family of, medium-range marketed by but designed and built by the Canadian manufacturer. The 108 to 133-seat A220-100 (formerly CS100) made its on 16 September 2013, was awarded an initial type certification by on 18 December 2015 and entered service on 15 July 2016 with. The 130 to 160-seat A220-300 (formerly CS300) first flew on 27 February 2015, received an initial type certification on 11 July 2016, and entered service with launch customer on 14 December 2016.
Jan 15, 2015 - The 2015 Renegade Adrenaline still comes in four versions; three of them on the narrower REV-XS platform, with the 1200 4-TEC fitted into the.
At service entry operators realized a 21% lower fuel burn for the CS300 in replacing 32-year-old, with a dependability above 99.3%, and 25% lower costs than the for the CS100, while the passengers' and pilots' feedback is positive for the cabin and flight controls. Airbus purchased a 50.01% majority stake in the CSeries program in October 2017, with the deal closing in July 2018. As part of the deal, Bombardier retained a 31% stake in the aircraft and retained a 19% stake. Airbus plans to open a second assembly line for the aircraft at its factory. BRJ-X concept When, which produced the 100-seat short-haul aircraft, was in difficulty, discussions began with Bombardier on 5 February 1996. After evaluating Fokker's opportunities and challenges, Bombardier announced an end to the process on 27 February. On 15 March, Fokker was declared bankrupt.
On 8 September 1998, Bombardier launched the BRJ-X, or 'Bombardier Regional Jet eXpansion', a larger regional jet than the due to enter service in 2003. Instead of 2–2 seating, the BRJ-X was to have a wider with 2–3 seating for 85 to 110 passengers, and underwing.
It was abutting the smallest, like the 2–3 // or the 3–3 and 737-500/737-600. At the end of 2000, the project was shelved by Bombardier in favour of stretching the into the. Meanwhile, launched its four-abreast, under-wing powered for 70 to 122 passengers at the Paris Air Show in June 1999, which made its maiden flight in February 2002 and was introduced in 2004. Airbus launched its 107-117 passengers shrink on 21 April 1999, which made its first flight in January 2002, as Boeing had the -600 first delivered in September 1998. Feasibility study. A220 2-3 seating Bombardier appointed Gary Scott on 8 March 2004 to evaluate the creation of a New Commercial Aircraft Program.
Bombardier launched a feasibility study for a five-seat abreast CSeries at in July 2004 to replace aging /, Classic and with 20% lower operating costs, and 15% lower than aircraft produced at the time. The smaller version should carry 110 to 115 passengers and the larger 130 to 135 passengers over 3,200 nautical miles. Bombardier's Board of Directors authorized marketing the aircraft on 15 March 2005, seeking firm commitments from potential customers, suppliers and government partners prior to program launch. The C110 was planned to weigh 133,200 lb (60,420 kg) at and have a length of 114.7 ft (35 m), while the C130 should be 125.3 ft (38.2 m) long and have a 146,000 lb (66,226 kg) MTOW. It would have 3-by-2 standard seating and 4-abreast business class, 7 ft (2.1 m) stand-up headroom, and side stick controls. 20 percent of the aircraft weight would be in for the center and rear fuselages, tail cone, empennage and wings.
First flight was planned for 2008 and entry into service in 2010. In May 2005, the CSeries development was evaluated at US$2.1 billion, shared with suppliers and partner governments for one-third each. The would invest US$262.5 million, the US$87.5 million and the 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 wings, engine and composite empennage structures at the plant, where Bombardier bought in 1989. The CSeries' was designed to give enhanced seating comfort for passengers, with features like broader seats and armrests for the middle passenger and larger windows at every seat to give every passenger the physical and psychological advantages of ample natural light. On 31 January 2006, Bombardier announced that market conditions could not justify the launch of the program, and that the company would reorient CSeries project efforts, team and resources to and aircraft. A small team of employees were kept to develop the CSeries business plan, and would include other risk-sharing partners in the program. Program launch.
PW1500G turbofan under the A220 wing On 31 January 2007, Bombardier announced that work on the aircraft would continue, with entry into service planned for 2013. In November 2007, Bombardier selected the Geared Turbofan, now the, already selected to power the, to be the exclusive powerplant for the CSeries, rated at 23,000 lb thrust (102 kN). On 22 February 2008, the Board of Directors authorized Bombardier to offer formal sales proposals to airline customers of the CSeries family, providing 20% better fuel burn, and up to 15% better cash operating costs versus similarly sized aircraft produced at the time, with the interest of, and. CSeries display model, presented during the 2008 Farnborough Airshow. On 13 July 2008, in a press conference on the eve of the opening of the, Bombardier Aerospace formally launched the CSeries, with a from Lufthansa for 60 aircraft, including 30 options, at a US$46.7 million list price. The would be 2 litres per 100 kilometres (120 mpg ‑US) per passenger in a dense seating. The final assembly of the aircraft would be done at, wings would be developed and manufactured at and the aft fuselage and cockpit would be manufactured in.
The fuselage should be built by (AVIC)'s affiliate. Bombardier estimated the market for the 100- to 149-seat market segment of the CSeries to be 6,300 units over 20 years, representing more than $250 billion revenue over the next 20 years, and expects to capture up to half of this.
The new engine should yield 12 percent better fuel economy than existing jets while being quieter, with further improvements from the airplane aerodynamics and lightweight materials. The 15% better cash operating costs come from the engines and high use of, like the wide-body and. In November 2009, the program was estimated at $3.5 billion, shared with suppliers and governments. Associates was retained to develop the Montreal manufacturing site to accommodate CSeries production.
Suppliers. Cockpit Selected in July 2008, the Pro Line Fusion avionics incorporates 15 inch displays, with comprehensive navigation, communications, surveillance, (EICAS), and aircraft maintenance systems. In March 2009 Bombardier confirmed major suppliers: for the composite horizontal and vertical stabilisers, Elmo for the wiring and interconnection systems and Actuation Systems: design and production of the flap and slat actuation systems. In June, 96% of billable materials had been allocated, adding for the centre fuselage, for the interiors, for the flight control, fuel and hydraulics systems, Aerospace for the air management system, for the air data system, flap and slat actuation systems, and engine nacelles. The composite wings are manufactured and assembled at a purpose built factory at the Bombardier Aerostructures and Engineering Services (BAES) site in Belfast, Northern Ireland.
The aft fuselage and cockpit are built in Bombardier’s Saint-Laurent Manufacturing Center in Quebec, with final assembly at Mirabel, Montreal, Quebec. Developments In March 2009, Bombardier redesignated the C110 and C130 respectively CS100 and CS300. The models were offered in normal and extended range (ER) versions, additionally, an extra thrust (XT) version of the CS300 was also offered. The ER and XT versions were removed in 2012 by Bombardier, providing a standard range equal to the one previously identified as extended range. In January 2010, reported that Bombardier was considering a 150-seat version of the CSeries. Bombardier called the report speculative, noting that the CSeries development program 'is in the joint definition phase where we will be able to add greater product definition and that includes the ability to make changes before the final design is frozen'. At the in July 2012, Bombardier started discussions with about a proposed 160-seat configuration for the CS300 airliner.
In November 2012, this configuration was included in the CS300 project, although AirAsia rejected this proposal. In May 2015, The Wall Street Journal's Jon Ostrower reported that Bombardier was studying a CS500 further stretched variant to compete with the core 160 to 180 seats versions of the Boeing 737 and A320 airliners, but development has not been committed to yet.
Program schedule In November 2009, first flight was expected in 2012. In 2010, deliveries of the CS100 were planned to start in 2013, and CS300 deliveries were to follow a year later.
In February 2012, the first CS100 delivery remained scheduled for the end of 2013. In March 2012, Bombardier set the target date for the first flight as the second half of 2012.
In June 2012, Bombardier reaffirmed this first flight should happen before the end of the year and the entry into service by 2013. During a conference call in November 2012, Bombardier Aerospace acknowledged a delay of six months, for both first flight to June 2013 and entry into service of the CS100 one year later, due to issues with some unspecified suppliers. On 20 February 2013, the CSeries PW1500G variant of the was granted certification by Transport Canada. Flight testing. This section may contain an excessive amount of intricate detail that may interest only a particular audience.
Please help by or any relevant information, and removing excessive detail that may be against. (August 2017) An extensive update on the CSeries program was presented on 7 March 2013; the first 'flight test vehicle' (FTV) was displayed in an almost completed state, along with three other FTVs in various states of assembly and confirming the 160-seat 'Extra Capacity' version of the CS300, featuring two sets of over wing emergency exits.
The electrical system of the first flight test aircraft was successfully powered up in March 2013 and tests on the static test airframe proceeded satisfactorily and on schedule. In June 2013, due to upgrades of the aircraft's software and final ground testing, Bombardier shifted the timeline for the first flight into July 2013. On 24 July 2013, due to a longer than expected system integration process, the first flight was delayed into 'the coming weeks'. On 30 August 2013, Bombardier received the flight test permit from, granting permission to perform high speed taxi testing and flight testing.
The first CS100 takeoff on 16 September 2013 On 16 September 2013, the CS100 made its from. Over 14,000 data points were gathered on this first flight, and after some reconfigurations and software upgrades, the aircraft flew for the second time on 1 October 2013. On 16 January 2014, the planned entry-into-service date was delayed again, due to difficulties with certification flight testing, by at least 12 months, to the second half of 2015; the CS300 was still to follow approximately six months after the CS100. On 29 May 2014, one of the four test aircraft suffered an. The test program was suspended until an investigation of the incident could be completed. The incident kept Bombardier from showcasing the CSeries at the week-long 2014, one of the most important events for the aerospace and defence industry. In August 2014, after slashing its workforce, Bombardier changed the management overseeing the still-grounded aircraft.
2015 Ski-doo Rev 800 Pull Rope Issue
Flight testing was resumed on 7 September 2014, after the engine problem had been identified as a fault in the lubrication system where a failure of a Teflon seal resulted in failure of the low pressure turbine causing heat soaking of the oil feed tube to the number 4 bearing. Bombardier chairman Laurent Beaudoin stated that the CSeries is expected to be in commercial service in 2016. A major consequence of the delays has been cancellations, including the orders from the Swedish lessor. On 20 February 2015, CSeries CS100 aircraft had completed over 1,000 flight test hours. The CS300 first flight on 27 February 2015 On 27 February 2015, the CS300 prototype took off for its maiden flight at Bombardier's facility at Montreal Mirabel International airport in Quebec. Test flight results showed the aircraft exceeds noise, economic and performance guarantees which may allow for longer range than advertised. Klt200 a1 service manual.
The fifth CS100 first flew on 18 March 2015. On 27 March 2015, Bombardier stated that Canadian certification for the CS100 should come in late 2015 with entry into service in 2016. At the 2015, Bombardier released updated performance data, showing improvements with respect to the initial specifications. On 20 August 2015, Bombardier disclosed it had completed over 80% of the required certification tests for the CS100. On 14 October 2015, Bombardier disclosed it had completed over 90% of the required certification tests for the CS100 and that the first production CS100 aircraft would soon commence function and reliability tests. The CS100 completed its certification testing program in mid-November 2015.
On 25 November 2015, Bombardier completed the first phase of its route proving capabilities, with a 100% dispatch reliability. After a development process that cost 5.4 billion to December 2015, including a US$3.2 billion writeoff, the smallest model in the series, the 110-125 seat CS100 received initial from on 18 December 2015. At the time, the company had 250 firm orders and letters of intent, plus commitments for another 360, but most of these were for the CS300 model, expected to be certified by the summer of 2016. The first CS100 is expected to be in service with 's subsidiary by mid-2016.
The final prototype, Flight Test Vehicle 8 (FTV8), the second CS300, made its first flight on 3 March 2016. Program support In October 2015 confirmed that it had turned down Bombardier's offer to sell a majority share of the CSeries to them. Bombardier then said it would explore alternatives.
Just days before, the reiterated that it would be willing to provide Bombardier with financial aid, should the company request it., Teal Group vice president of analysis, and a long-time critic of the CSeries, indicated that the cancellation of the program and coverage of losses by the were both likely. Bombardier stated that it was fully committed to the CSeries and had the financial resources in place to support the program.
On 29 October 2015, Bombardier took a CA$3.2 billion writedown on the CSeries. The incoming 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 the company to save the struggling programme. In early November 2015, A report indicated that the company and the program would probably need a second, and that even then the CSeries would probably not make money: Scotiabank analyst Turan Quettawala said, 'we believe that the writedown corroborates our long-held view that the CSeries is not going to be value accretive under any scenario.'
In April 2016, the Government of Canada offered an aid package to the company without divulging the amount or conditions it imposed. On that date, some media reported that Bombardier had rejected the offer, but an unnamed source advised Reuters that in fact, negotiations were still under way. On 14 April 2016, Bombardier shares were at a six-month high based on then-unconfirmed rumours that Delta had ordered CSeries jets. In 2016, it was reported that the company was requesting a CA$1 billion aid package from the Government of Canada. In February 2017, Canada announced a package of CA$372.5 million in interest-free loans for Bombardier, with the CSeries to receive one-third. Certification.
The CSeries was introduced at US and certification for the CS100 was granted in June 2016. The first CSeries, a CS100, was delivered to on 29 June 2016. The CS300 aircraft was awarded its type certificate by Transport Canada on 11 July 2016. The CS100 and CS300 were awarded a common on 23 November 2016 from EASA and Transport Canada, allowing pilots to qualify on both types interchangeably. The first CS300 was delivered to on 28 November 2016. It was awarded type validation by the FAA on 14 December 2016.
In March 2017, Bombardier conducted steep 5.5˚ approach landings tests at (LCY), making it the largest airplane to land there. Bombardier announced that the CS100 received Transport Canada and EASA steep approach certification in April 2017. Swiss completed its first revenue flight to London City on 8 August 2017 from Zurich, replacing the. Production Production was set to ramp from seven CSeries deliveries in 2016 to 30-35 aircraft in 2017 after supply and start issues are resolved. Production could increase to 90-120 aircraft per year by 2020. The CSeries delivery goal for 2017 was revised to 20 to 22, due to Pratt & Whitney delivery delays. With 14 deliveries completed by 11 December, reaching this target would require delivering six aircraft in less than the three weeks remaining in the year.
After months of engine delays, received its first CS300 on Friday 22 December 2017. Its second was scheduled to arrive in on 1 January 2018, with the type's entry into service planned for 16 January 2018 and the remaining eight aircraft to be delivered later in, among 40 total planned CSeries deliveries.
Airbus takeover. Became the first operator of the CS300 in December 2016 Swiss began revenue flight on 15 July 2016 with a flight between Zurich and Paris. CS300 revenue service began on 14 December 2016 with a flight from to in a 145-seat two-class configuration. Swiss stated: 'The customer feedback is very positive with the expected remarks concerning 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.'
AirBaltic lauded lower noise levels for passengers and more space for luggage than its Boeing 737-300s. Bombardier targets a 99% dispatch reliability at entry into service. In August 2016, Swiss reported 'much higher' reliability than other new aircraft, citing Airbus’ A380, A320neo and Boeing’s 787. After four months of service with Swiss, this goal seems to have been met based on only three aircraft and 1,500 hours flown; 'nuisance messages' from the integrated avionics suite and the start-up delays have been the main griefs. Dispatch reliability rates of 99% were met in April 2017. A year after introduction, launch operators had fewer issues than expected for a new program.
Air Baltic have 99.3%-99.4% dispatch reliability, similar to the established but less than the 99.8% benefiting from its ubiquitous presence. It improved to 99.85% in October 2017. Since the PW1500G mount generates less strain on the assembly than the A320neo's PW1100G, it doesn't suffer from start-up and problems but still from premature degradation. After 28,000 engine hours in 14 in-service aircraft with a powerplant dispatch reliability of 99.9%, Swiss replaced an engine pair in May 2017 after 2,400, while AirBaltic replaced another one in June. An updated combustor liner with a 6,000–8,000 h limit has been developed and a third generation for 2018 will raise it to 20,000 h in benign environments. Upon introduction, both variants are performing above their original specifications and the CS300 is 2% better than the brochure, as are its per seat and per.
AirBaltic reports a 2600 l/h fuel consumption against 3000 l/h for its with similar capacity. It then claimed 21% better fuel efficiency. Is more than 1% lower than the marketing claims and Bombardier will update its performance specifications later in 2017. The CSeries is 25% cheaper to fly than the which it replaces at Swiss.
On long missions, the CS100 is up to 1% more fuel efficient than the brochure and the CS300 up to 3%. The CS300 burns 20% less fuel than the Airbus A319, 21% less than the 737 Classic while the CS100 burns 18 to 27% less per seat than the Avro RJ. Swiss initially flew six sectors a day and by July 2017 up to nine a day with an average time of 1 h 15 min. Air Baltic's averages 3 h, and the average fleet daily utilisation is 14 h. In September 2017, over 1.5 million passengers had 16,000 revenue flights in the 18 aircraft in service, making up to 100 revenue flights per day on 100 routes: most used are up to 17 hours per day and up to 10 legs per day.
Quick 35 min even allowed 11 legs per day. By June 2018, Air Baltic reached a maximum utilisation of 18.5 h a day. The is scheduled after 850 flight hours, it took initially 5 h and is reduced since to less than 3 h, within an 8 h shift. Are scheduled after 8,500 h – typically 3.5 years of operation.
Based on in-service experience, A-checks intervals could increase to 1,000 h and C-checks to 10,000 h toward the end of 2019. By September 2017 end, the fleet had undergone 20 A-checks with no findings. In July 2018, Pratt & Whitney announced that the PW1500G engine, used exclusively on the A220, had been granted 180-minute approval by the FAA. July 2018 saw the delivery of the first aircraft with Airbus branding: an A220-300 delivered to Air Baltic. Airbus A220-100 and A220-300 illustration with front, side and top views, wearing the Bombardier livery. The Bombardier CSeries aircraft contains a high proportion of and features larger windows. The CSeries cabin features large, rotating overhead storage bins, allowing each passenger to stow a sizeable carry-on bag overhead.
Bombardier claims that compared to the cabins of current in-service narrowbody aircraft, the CSeries provides airlines with the highest overhead bin volume per passenger and a wider aisle that allows for faster boarding and disembarkation of passengers. The CSeries aircraft contain 70% advanced materials comprising 46% composite materials and 24%.
Bombardier offers an overall 15% lower seat-mile cost, 20% lower fuel burn and a CO 2 emissions advantage, a 25% reduction in maintenance costs and four-fold reduction in the noise footprint compared to existing production aircraft. Bombardier claims the engine and the wings will save up to 20% fuel compared with the and the Boeing 737NG; the CS300 is 6 tons lighter than the Airbus A319neo and nearly 8 tons lighter than the 7, helping it to achieve up to 12% operating costs savings and 15% with the current models. Operators As of 20 July 2018, 38 aircraft are in commercial service:. (8 -100, 15 -300). (10 -300). (5 -300) Orders and deliveries. Market The A220-100 competes with the Embraer, while the -300 stands against the Boeing, Airbus, and Irkut.
The effect of stiff competition and production delays was apparent in early 2016. On 20 January, ordered 40 aircraft instead. Aside from ready availability of aircraft already in full production, the purchase of Boeing vs. The Bombardier CSeries was financially prudent. Since United already flies 310 of the 737, there will be savings for pilot training and fewer spare parts will need to be stocked.
Boeing also reportedly gave United a massive 73% discount on the 737 deal, dropping the price to $22 million per aircraft, well below the CS300 market value at $36 million. In November 2016, United deferred this order to save $1.6Bn in or $26 million per 61 aircraft. David Tyerman, an analyst with Canaccord Genuity offered the following assessment of the impact of this news to the: 'This just shows how difficult it is for Bombardier to win orders these days. It’s not the end of the world, but this loss illustrates what they are up against. It also raises the question of how profitable the next C Series order they win will be for them.' On 17 February 2016, signed a letter of intent with Bombardier for up to 75 CS300 aircraft as part of its narrowbody fleet renewal plan.
This comprised 45 firm orders, plus options for an additional 30 aircraft. It includes substitution rights to CS100 aircraft in certain circumstances, with deliveries to occur from late 2019 to 2022. The $3.8 billion order for 45 CS300 aircraft was finalized on 28 June 2016. On 28 April 2016, Bombardier and announced a sale for 75 CS100 firm orders and 50 options, the first aircraft should enter service in spring 2018. Delta Air Lines, it was thought, would likely start using more fuel-efficient CS100s in 2018 on flights out of Los Angeles, New York and Dallas.
Believe that a substantial 65 to 70% discount off the $71.8 million list price was provided making the final sale at $24.6–28.7 million price per aircraft; this large order from a could help Bombardier to break the on narrowbody aircraft. With those 127 firm orders in early 2016, introduction should be with a firm backlog of more than 300 orders and up to 800 aircraft including options, conditional orders, letters of intent and purchase rights; they imply an onerous contract provision of around $500 million, $3.9 million per order. The involvement of Airbus as majority owner of the CSeries will have benefits. Bombardier CEO Alain Bellemare said the partnership would significantly accelerate sales. 'It brings certainty to the future of the program so it increases the level of confidence that the aircraft is there to stay.
Combining the CSeries with Airbus’s global scale. Will take the CSeries program to new heights'. Bombardier received a letter of intent for 31 firm orders and 30 options from an unidentified European carrier, to be finalised before 2017 end. These should be CS100s based on the announced list value. Announced a letter of interest for 12 CS300s and 12 options at the November 2017.
With the two orders planned to be finalised by the end of 2017, the total number of CSeries orders is expected to rise to 403 by the end of the year, in addition to the 115 commitments, 90 options and 18 purchase rights already held. On 28 May 2018, announced an order for 30 CS300, 15 options and 15 purchase rights. On 10 July 2018, just hours after the CSeries was rebranded by Airbus, ordered 60 A220-300s to replace its 60 from 2020 with 40% lower, a blow to which was marketing the to the carrier. Priced at $5.4 billion before customary discounts, they should be delivered from Mobile, Alabama, some could be converted to the A220-100 and 60 options are pending from 2025.
JetBlue found the two models very close economically, as the A220-300 fuel is 40% lower than its current E190 and operating cost per seat excluding fuel are 22% lower. Boeing dumping petition. The CS100 demonstrated for in Atlanta On 28 April 2016, sold 75 CS100 firmly plus 50 options to.
On 27 April 2017, filed a petition for them at $19.6m each, below their $33.2m production cost. On 9 June 2017, the (USITC) found the US industry could be threatened. On 26 September, the (DoC) observed subsidies of 220% and will collect deposits based on these. It will add a 80% preliminary anti-dumping duty on top, resulting in a total duty of 300%. The DoC announced its final ruling, a total duty of 292%, on 20 December. On 10 January 2018, the Canadian government filed a complaint at the against the USA.
On 26 January 2018, the USITC four commissioners unanimously determined the U.S. Industry is not 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 the ruling.