An Etihad Airways Airbus A330-200 tail at Abu Dhabi International Airport (AUH). Image from AUH.
This post was written by Steve Fulton, Technical Fellow at GE Aviation for AirlineReporter.com. Steve has been nuts about airplanes for as long as he can remember, working in high school in the antique airplane restoration business and trading work time for flying time in a PT-17 Stearman and Piper J-3 Cub. As a Technical Fellow, Steve spends his time meeting with GE customers to interpret their needs and translate that into innovative products and services, and he is continually seeking new ways to improve the air transportation industry.
It isn’t your imagination: more people are flying than ever before. The FAA predicts that air travel in the U.S. alone will double in the next 20 years, and will reach one billion passengers by 2021. Unfortunately, the finite amount of airspace to handle all of this air traffic is not being used as efficiently as current technology and methods would allow.
In an effort to improve this situation, I have spent the past 20 years working to accelerate the global adoption of a new air travel system that is characterized by predictability. This system, which I have likened to an interstate highway system in the sky, will help make air travel more efficient, providing numerous time, cost and environmental benefits. In fact, the impact of deploying this system at 46 regional airports across the United States could conservatively save an estimated 12.9 million gallons of gas and reduce 274.6 million pounds of CO2 emissions, not to mention slice off two years of time spent in the air.
In addition to allowing flights to depart precisely on time by better managing the flow of air traffic in and out of airports, highways in the sky will also allow aircraft to fly more accurate trajectories by shifting from ground-based navigational aids to a satellite-based system. Because pilots are no longer reliant on ground-based aids, it is now easier to maneuver aircraft in constrained mountainous regions, improving access to remote locations and increasing global connectivity.
Each country, airline and route has its own unique infrastructure, and therefore requires a specialized approach when working to solve the global airspace congestion issue. The work being done at Abu Dhabi International Airport, for examplewhere Airbus is collaborating with Etihad Airways to roll out optimized trajectories that shorten the approach paths to the runwayis different from the work in the mountainous airspace between Cusco and Lima. It is important to find a solution that is tailored to the distinctive needs of one challenge, while assuring its interoperability with other air traffic management systems on a regional and worldwide scale.
Making more efficient approaches can save time, money and the environment. Image from GE.
A significant effort along these lines is SESAR (Single European Sky ATM Research), a collaborative initiative to reform the European airspace and unite all of the varying systems of its countries under a singular air traffic management program. Last month I attended CANSO’s World ATM Congress, where the consistent theme was enhancing the performance of airspace and doing so by all stakeholders working together. CANSO is committed to collaborating with its partners and stakeholders and is working to make sure all of the talk and proposals of the event are converted into actions and deliverables. A good example of this is CANSO’s commitment to work with IATA and its member airlines on the implementation of ICAO’s System Block Upgrades on the aircraft, further rollout of Performance-based Navigation and the implementation of ADS-B worldwide. These are important elements necessary for deployment of highways in the sky across the globe.
Ultimately, it is a puzzle with many unique and intricate pieces, and many players working to fit them together. Thanks to David’s invitation to allow me to speak to the passionate, informed community that he has worked to cultivate, in my coming posts I hope to discuss some of the regional efforts to implement a revolutionary technology that is improving the way we travel. I hope to provide informative and interesting insight into how the aviation industry is working together to accommodate the rising demand in air travel, and ensuring sustainable growth.
At 2:15pm on Tuesday 12th March, Boeing 747 Dreamlifter N718BA (operated by Atlas Air) took off from Paine Field heading towards Nagoya, Japan for a scheduled pick up of structures and assemblies for the 787 program. Shortly after departure during the climb out process, the Dreamlifter declared an emergency.
N718BA lands at Paine Field in Everett (not on the day in question) – Photo Mal Muir.
Doug Alder with Boeing communications told AirlineReporter.com, “Shortly after leaving Everett on a routine flight to Nagoya, Japan, the crew of a Boeing Dreamlifter received an indication of a potential problem with the hydraulic system. The crew made a decision to return to Paine Field in Everett. Following standard procedures, the crew dumped fuel to reach maximum landing weight.”
As you can see from the Flightaware logs there was a number of circuits done over the Puget Sound area while the aircraft was dumping fuel and then once at the safe landing weight, the Dreamlifter returned to Everett.
At Paine Field the Dreamlifter made a low pass so that Boeing & Paine Field staff could verify the landing gear had been properly deployed. Once verified the Dreamlifter went back around again and landed safely. After landing the aircraft started undergoing a safety inspection by Boeing.
The video above of the low pass and landing was taken from the Stratodeck by the Future of Flight. You can also check out KING5 News with additional photos and video of the incident.
The Dreamlifter landed safely on the ground, no one hurt or injured. Boeing confirmed that this is not the first time the Dreamlifter had to land prematurely. There have been other events like bird strikes or a cracked windscreen, which are seen in standard flight operations.
This story written by…Malcolm Muir, Lead Correspondent. Mal is an Australian Avgeek now living and working in Seattle. With a passion for aircraft photography, traveling and the fun that combining the two can bring. Insights into the aviation world with a bit of a perspective thanks to working in the travel industry.@BigMalX | BigMal’s World | Photos
An American Airlines 777-300ER on approach to Paine Field in Everett – Photo: Mal Muir | AirlineReporter.com
I don’t know about other AvGeeks & plane spotters out there but I have this list of aircraft that I have been trying to get photos of lately. Well it sure was a lucky day in Everett when I can tick two off the list in the span of a few minutes.
What is on my list? First, I hope to get each airline that operates the Boeing 787s (because some of the liveries are just downright pretty) and also every airline that operates to Australia (where I am from). Other than that, my list is pretty much made up of airlines that I feel good looking schemes or ones that I haven’t seen before. The holy grail’s though are the special schemes and the retro liveries.
A Saudia Cargo 747-8F about to turn onto 16R at Paine Field – Photo: Mal Muir | AirlineReporter.com
The four that have eluded me lately up at Everett had been the American Airlines new Livery, Aeroflot’s 777-300ER, Saudia Cargo 747-8F and the Uzbekistan Airlines 767. When I saw on the Saturday morning that the American 777 was doing a test flight, well you can bet where I was headed. Even though the fog was thick in the morning for the takeoff, I ran some errands and came back for the departure. When the sun had burnt away the fog and it was a glorious looking afternoon.
To make the afternoon even better, as the American 777 came onto its final approach, the Saudia Cargo 747-8F got taxi clearances for the test flight it was about to begin… score!
An American Airlines 777 in the New Livery Touches down as a Saudia Cargo 747-8F taxi’s by – Photo: Mal Muir | AirlineReporter.com
Even though some of the photos were not perfect, it doesn’t matter. It’s about getting out and enjoying the sunshine, seeing the aircraft and chatting with fellow AvGeeks. Here is to a fruitful spring and summer of spotting!
This story written by…Malcolm Muir, Lead Correspondent.
Mal is an Australian Avgeek now living and working in Seattle. With a passion for aircraft photography, traveling and the fun that combining the two can bring. Insights into the aviation world with a bit of a perspective thanks to working in the travel industry.
Matt Falcus wrote this story for AirlineReporter.com. He is author of the popular Airport Spotting Guides series, and runs the blog AirportSpotting.com which helps aviation enthusiasts make the most out of their hobby with airport, airline and aircraft news and spotting information.
The first British Aerospace ATP ’“ derived from Advanced Turboprop – aircraft took off from Woodford aerodrome, near Manchester in the UK, in August 1986. Built as a successor to the popular HS.748 (later BAe 748), the ATP featured a lengthened fuselage and improved engines. The ATP featured a design that brought about better fuel efficiency, reduced vibration and noise, and a much more comfortable passenger cabin over the first generation of turboprop airliners. Only 64 examples were ever built as by the time it was introduced even more efficient competitors, such as the ATR42 and de Havilland Canada DHC-8 had emerged.
Today around 40 BAe ATP aircraft remain in service around the world. The majority of these examples operate with cargo carriers, having been converted from their original passenger-carrying configuration. Principal operators include West Air Europe and Atlantic Airlines. At the time of writing, only one airline — Next Jet — is still flying the ATP in passenger service. Next Jet is a Swedish domestic and regional airline which was founded in 2002 and is based near Stockholm.
Inside the cabin. Photo by Matt Falcus.
I recently had the opportunity to take a flight on this now rare aircraft whilst visiting Sweden, and got to experience a fine aircraft which should have been a much greater success story. This was also an opportunity to experience Next Jet and their unique service into the remote Swedish Lapland region.
The flight, to Arvidsjaur, was operating from Stockholm Arlanda with an intermediate stop at Lycksele in both directions. Next Jet operates this route up to three times per day, linking these remote communities with the capital, and also providing an important tourist link to the winter skiing and summer hiking and fishing opportunities.
The aircraft was SE-MEE, which spent most of its life operating for SATA Air Açores and still bears the tail logo of that airline, albeit with Next Jet titles. Seating is not assigned on this flight, so I took a window seat near the front where more legroom is available. Outside is a wonderful view of the starboard engine and propellers.
Looking out the window. Photo by Matt Falcus.
The load on this flight is around 30 passengers, with this ATP seating 68 in total. The taxi ride to runway 19R is fairly swift and we are soon rolling with engine power increasing. The ATP is a little more sluggish than more modern turboprops, but with a light load we were soon airborne and making a turn to the right revealing a great view over Arlanda Airport.
The flight to Lycksele is around 1 hour 15 minutes, with two cabin attendants servicing the passengers.
Approach to the small airport is over an attractive countryside of lakes, hills and villages, before landing on the single 6,564ft (2001m) runway. The aircraft backtracks to the exit taxiway and parks on the apron outside the small terminal building.
Next Jet ATP SE-MEE on the ground. Photo by Matt Falcus.
Time on the ground at Lycksele was only 15 minutes, during which time some passengers disembarked and a couple joined. Because the load was now lighter, I was asked to take up a seat near the rear of the aircraft to aid in aircraft balance.
The remaining flight time to Arvidsjaur was a quick 20 minutes at relatively low level over the beautiful scenery in this part of the world. Arvidsjaur Airport was only built in 1990, adding a vital link for the small community. Like Lycksele, it is a small airport with a modern terminal of typical Scandinavian design.
For the return journey later in the day I took a seat behind the wing on the opposite side of the aircraft. The load was again light, but after making the short hop to Lycksele a significant number of passengers joined the aircraft leaving very few seats vacant. Take-off was therefore much more pronounced this time, with a shallow rate of climb noticeable on the ATP aircraft.
From the flight deck. Photo by Matt Falcus.
Our route took us out over the Bay of Bothnia before turning inland towards Arlanda in the evening sun. Flight time was almost 1 hour 30 minutes on this return leg, and after landing on runway 26.
It was fascinating to take time to travel on the BAe ATP before the opportunity disappears, and also to experience two remote Swedish airports, and of course to enjoy the unique service offered by Next Jet.
For full details the rarest and most historic airliners still flying passengers, including details of the airlines and countries still flying them, check out my new eBook ’“ Last Chance to Fly.
In spite of lining up the required financing and support from the governments of Canada, its home Province of Quebec, and the UK, Bombardier put the CSeries program on hold on January 31, 2006 after failing to secure enough orders to move ahead. Bombardier’s attention shifted to the CRJ1000. Just a year later on January 31, 2007, Bombardier restarted work on the CSeries.
The aforementioned specifications and dimensions were locked in and the real development and marketing began. Late that year, Bombardier announced that an entirely new engine ’“ the Pratt and Whitney PurePower Geared Turbofan would be the exclusive power plant for the plane.
On February 22, 2008 the CSeries was officially made available for marketing to airline customers. Even amidst a deteriorating economic backdrop but perhaps spurred on by the sharply spiking fuel prices, Bombardier announced the official launch of the CSeries on July 13, 2007 at the Farnborough Air Show.
Chart by Chris Sloan / Airchive.com showing the CS100’s competition.
The key details announced were that launch customer, Lufthansa, had ordered 60 aircraft (including 30 options) for its Swiss European subsidiary. Bombardier also announced that final assembly would be an new line alongside the CRJ700/900/1000 line at Montreal’s Mirabel Airport. Additional major components, in particular the composite based wings and certain fuselage sections, would be built at the Bombardier factory in Belfast, Northern Ireland. The forward and some fuselage sections, as well as the cockpit, were supplied by Bombardier’s St-Laurent facility.
The CSeries program has several major suppliers including Shenyang Aircraft of China who contributes the rear barrel, Italian 787 contractor Alenia supplies the horizontal and vertical stabilizers, Zodiac provides the seating, bins, and cabin furnishings; and Rockwell Collins supplies the avionics suite (more on this later). Like the 787, these vendors reportedly have some equity and risk-sharing stakes in the program.
In a major March 2009 announcement, the aircraft were officially rebranded the CSeries CS100 and CSeries CS300. The C110 name always seemed like it could be confused with the military freighter. The CS100 title echoes the baseline-seating configuration of 100 seats, but there’s no clear reason as to the significance of the CS300 branding or why CS200 was skipped over’¦for now. At the same time, airline-leasing company Lease Corporation International unusually became the launch customer of the larger CS300, ordering 17 of these in addition to 3 of the smaller CS100s.
Over the next 5 years, orders from 13 customers totaling 66 for the CS100 and 114 for the larger CS300 accrued for a total of 180 orders, hardly a ’œbarn burning number’ but enough to move forward with the program. Bombardier doesn’t confirm these numbers however saying they have orders and commitments for 382 CSeries. Given the harsh worldwide economic conditions of the last few years and this being unchartered territory for Bombardier, the number is respectable but needs to grow quickly to come anywhere near Bombardier’s targets.
Computer mock ups of the CS100 and CS300 from Bombardier.
Even though sales haven’t set the world on fire, Bombardier conceives the CSeries not as a niche aircraft. Bridging the RJ and 737/A320 gap in the 100-149 passenger range, they forecast the market to be over 19,000 aircraft and $250 billion in revenue over the next 20 years. Further, they very optimistically expect to capture up to half of this market with the CSeries, identifying the aircraft as the future of the company.
The proof will be in the pudding, and the pudding is definitely a new recipe in the class with major technical advancements. In today’s high fuel price environment and razor-thin profit margins, fuel burn and operating costs are the leading consideration. Bombardier claims a 15% cash operating costs advantage and 20% fuel burn advantage over the E-Jets and other competition. Further, they claim a 25% direct maintenance cost savings. Environmental benefits run a close second. Bombardier promises the CSeries produces 50% fewer NOx emissions relative to its competition and has a 4 times quieter noise footprint.
Bombardier achieves these gains via 70% of the airframe being constructed of advanced materials such as composites and carbon-fiber (though not to the extent of the 787 or A350XWB) and the next generation engines. These technologies allow for greatly reduced weight and maintenance. The manufacturer claims the CSeries aircraft will be up to 12,000 lbs lighter than other aircraft in the same seat category. Importantly, the CSeries doesn’t rely on the extensive electrical architecture as the 787 and uses traditional Nickel-Cadmium batteries as opposed to the problem plagued lithium-ion batteries that have bedeviled the Dreamliner.
The spacious and very visible flight deck is also advanced, and in fact features Bombardier’s first use of sidestick three-axis full fly-by-wire controls and a new auto-throttle system. The Rockwell Collins Avionics Suite features the now compulsory large LCD displays, dual FMS (Flight Management System) with optimized control and display functions, dual CCD (Cursor Control System), datalink, sensed electronic checklist, and Cat llla autoland abilities. Optional features include single or dual EFB (Electronic Flight Bag), Cat lllb autoland capability and HUD (Single/ Dual Head Up Display) to optimize flight preparation, operation and mission completion. Key to efficiency in this category is the new RNP0.1 technology that allows the CSeries precise fly routes, continuous descent, optimized missions and approaches, and reduced emissions and noises. In another spark of ergonomic innovation, the radio panel is integrated into the glareshield.
Like the 787 and upcoming Airbus A350XWB, the CSeries boasts cabin enhancement features most of which are entirely new to its class: larger windows, dynamic LED ’œmood-lighting’, and upsized overhead binds offering 20-25% more volume than its narrow-body competition. With most of the fuselage not being of composite construction and most routes being short-to-mid haul, lowered altitude cabin pressurization ala the Boeing 787 Dreamliner wasn’t included in the feature list. At 41,000 feet, the CSeries’ cabin is pressurized at 8,000 feet.
During the CSeries unveiling ceremony in Montreal. Photo by Chris Sloan / Airchive.com.
The rollout, billed as a Program Update, was held at Bombardier’s Montreal Mirabel manufacturing facility where all the company’s commercial airline production operations are now concentrated. The packed house of 200 journalists, analysts, customers, and VIPs were joined by an event simultaneously taking place at Bombardier’s wing manufacturing facility in Belfast, Northern Ireland. Video packages from major suppliers around the world were also part of the mix.
Mike Arcamone, President Bombardier Commercial Aircraft presided over much of these announcements in a clearly excited, but well-paced, emcee fashion. With dramatic lighting and slide presentations in French and English, this being Quebec after all, the program began with a number of product updates to be shared.
In the first of the morning’s big announcements, Bombardier confirmed the rumored launch (first reported in November, 2012 by Flight Global) of its new 160 seat extra capacity option. This option, available in all CSeries CS300 models will be achieved by reducing seat pitch to 28’ using Zodiac slim-line seats and adding an extra set of emergency exits over the doors. This option ups the original maximum capacity of 135-45 seats. Air Baltic of Latvia will be the first of the three launch customers of this option, but will operate their aircraft with 148 seats. With the extra capacity option, Bombardier claims an 8% increase in seat economics over the baseline CS300.
The program timeline indicates all the aforementioned dates remain on track, with the CS100 still expected to take its first flight by June 30, 2013 and the flight-testing program to begin shortly thereafter. EIS will be mid-2014. The CS300 first flight and EIS is still in the 2014/2015 timeframe respectively.
The windows are quite larger on the new Cseries, providing more natural light and shoulder room. Photo by David Parker Brown / AirlineReporter.com.
On the manufacturing side, Bombardier confirmed that after the first few test and production aircraft are built in a temporary line at Mirablel, the new pulsing, moving final assembly line opening in 2014 would be capable of producing up to 100 CSeries per year. They didn’t disclose the date they would reach this level however. Bombardier has had lots of experience with out-sourcing and with the simpler structure, this does seem like a realistic goal.
After all the briefings concluded, the crescendo arrived. With the theatrics of a Las Vegas show, the projection screen lifted to reveal FTV-1, the first CSeries. Bathed in a dramatic dark blue light, de-emphasizing its unpainted ’œgreen’ state and flanked by proud Bombardier employees, the aircraft received a standing ovation for its first performance. Some may argue the program’s long-term prospects but even in this un-finished state (with missing fairings), everyone agreed the aggressively sculpted aircraft looked beautiful, and was practically begging to fly.
Of course, it was a bit of a surprise that Bombardier didn’t paint their first aircraft in a flashy livery as others have done, and it is unknown whether to what extent it will be painted for the first flight. To their credit of not hiding anything, Bombardier did raise the house lights so the audience could see the detail of the still impressive unfinished aircraft. Almost instantly following the event, workers surrounded the aircraft and resumed their round the clock 3-shift schedule to get the aircraft airworthy.
Everyone expected the CSeries to be rolled out but what they didn’t expect was that Bombardier had a big surprise up their sleeve! Minutes after the unveiling of the CS100, they dropped another curtain to reveal 3 more flight test aircraft in some cases advanced forms of build: FTV-1, 2, and 3. This unexpected moment drew another round of cacophonous applause. Bombardier will have 7 FTV’s ’œFlight Test Vehicles’ (a ’œNASA’ way of saying ’œaircraft’) in their flight testing program: 5 CS100s and 2 CS300s. FTV-1 will be used more for aerodynamic flight dynamics tests while FTV-2 will be heavily focused on avionics. CS100 FTV-5 will be the first with the passenger cabin.
The ultra-efficient, high bypass Pratt and Whitney PurePower 1500 Geared Turbofan generates up to 23,000 pounds of thrust while reducing fuel burn 20-25% and decreasing the noise footprint by up to 4X. Photo by Chris Sloan / AirlineReporter.com.
Virtually all recent commercial aircraft programs timelines have slipped and the CSeries is no exception. Though certainly its much less complicated supply and manufacturing chain has thus far led to much fewer and shorter delays then the admittedly much larger and more technologically demanding Airbus A380 and Boeing 787. The first flight of the C100 was originally confirmed for the second half of 2012 and then December 2012. Deliveries were confirmed to begin by the end of 2013. With roll out on March 7, 2013 the first flight date has obviously slipped but is pegged to be no later than June 30th. If the 12-month flight test and certification program remains on schedule, deliveries will commence in mid-to-late 2014. The C300s timeline is about a year later with first flight in 2014 and deliveries commencing in 2015.
A big question is how competitors A, B, & E will respond once the aircraft enters service. In response to the CSeries, Embraer considered the idea of a fresh design, but as Bombardier did with its CRJ700/900/1000 series instead chose the conservative route. They announced they would counter the CSeries with updated 2nd generation versions of their E-Jets, further amortizing the costs of the platform.
The new E-Jets, announced in 2011, would feature a slightly stretched fuselage, a new composite based wing, and taller landing gear to accommodate a much more fuel-efficient Pratt & Whitney geared turbofan engine, similar to that of the C-Series. According to ’œFlight Global’, Embraer has said the next generation E-Jets tentatively titled the 198, should appear between 2016-2018 but these haven’t been confirmed.
With Boeing and Airbus both choosing to go with their next generation 737 Max and A320 Neo versions of their cash cow aircraft instead of fresh designs, Bombardier looks to have the technological edge in the lower capacity portion of this market at least until the middle of the 2020s. Claiming 20-25% increases in fuel efficiency without resorting to more vanguard technologies that they claim is more apparent in the long haul and could threaten their current cash cows, Boeing and Airbus bowed to their shareholders and airlines who wanted a quicker solution and also chose the conservative route.
The ultra-modern CSeries flight deck features the Rockwell Collins Pro Line Fusion avionics suite with optional Electronic Flight Bags (EFB’s) and Heads-up displays (HUD’s). Image from Bombardier.
Not to be overlooked, the 2000s have not been kind to smooth manufacturing, testing, deliveries, on-time entries into service, and in-flight reliability of any of these game-changing aircraft, to wit the Airbus A380 and Boeing 787 Dreamliner. How smoothly the manufacturing ramp up is (Bombardier projects first year production will be 20-30 aircraft, and up to 120 a year by 3 1/2 years) how quickly the CSeries begins its deliveries (mid 2014), and perhaps most importantly how reliable it is once it enters service (Bombardier is promising s 99% dispatch reliability at EIS) will determine whether this aircraft is not only a game changer for Bombardier but for the entire industry.
Bombardier has changed the game before, however, and the industry knows better then to bet against them. Responding to a particularly pointed question from ’œThe Wall Street Journal’s’ Jon Ostrower about Bombardier taking on the Airbus and Boeing duopoly, BCA President Mike Arcamone in a not thinly veiled reference to the upcoming Max and Neo, said ’œThis is a real airplane not a paper airplane. This is not a re-engined aircraft but a new aircraft with a proven mix of new and proven technology. We will be there and we will win.”
Chris has been an airline enthusiast, or #AvGeek, since he was 5 years old. Over the years, he has amassed an extensive collection of aviation memorabilia and photos that he shares on his site, Airchive.com. He is the President and Founder of the TV production and promotion company, 2CMedia.com and Executive Producer and Creator of ’œAirport 24/7’ Travel Channel series.
