The program has now comfortably exceeded its original target of 2,400 hours and we estimate the program is now at over 107% of the target. As the chart illustrates September was a slower month. But looking at the trend, it seems that August was a spike making September more consistent with the earlier months.
Based on the numbers we would think we are nearing the certification process. We understand that the aircraft will soon be seen across North America shortly doing longer flight tests between key cities. This will allow the region’s spotter community opportunities to catch the various FTVs all over.
Meanwhile the CS300 has accumulated some 330 flight hours, taking the entire fleet over 2,900 hours. Along with the expected regional test flights coming up, we are increasingly confident the program should be in the certification process early November.
what about the CS300 flight test ?
Can you be more specific please?
The CS300 is to be certified 6 months after the CS100. Any idea how many hours are required for just the CS300 testing?
do you have the CS300 flight test hours?
The limit on CS300 won’t be flight testing… it’ll be paperwork.
Montreal are being hopelessly/stupidly optimistic on how much time/budget it will take to accomplish this at an acceptable quality.
It would appear the project “guru’s” don’t understand the most basic fundamentals of their job, i.e. the cost-time-quality triangle.
There are reports in the news that BBD is looking to raise money before 29 Oct to continue the development of the CSeries. I wonder if the new funds would be to develop the CS500?
Certification testing will end in bringing the famous readability so dear to financial analysts. Now the question is how they will react against the leadership of Bellemare who fully understood that any innovative project must be based on a solid capital structure, stable and long-term legible. The latter is a new asset monetization, which does not necessarily mean a loss of control. I personally believe that money in research and development for a CS500 has already been spent. Now if this rumour is confirmed, the new funds obtained will be used to expand the range of CSeries CS500 beyond . And who would want to buy a percentage of Bombardier Commercial Aircraft ? Comac ?
What facts are you basing these enormous and derogatory statements on? You are saying things that you are not in any way basing on evidence or facts. Got facts? Let’s see them.
There have been reports for months that Bombardier is going to need more money to finish funding production ramp up of the CS100 and CS300 over the next 3-5 years while the program continues to burn cash. I would assume that is the development referred to.
It’s not entirely out of the question that they would jump straight into starting CS500 development, but it would definitely surprise me if they did so before their cash flow starts to stabilize, and before they have several months or more of in service data to show to customers to get them seriously thinking about and providing detailed feedback about what they want a CS500 to be like.
There’s a couple routes Bombardier could take with a CS500. A simple stretch would compromise on range. A stretch with increased takeoff weight would compromise on runway performance, but the existing wing could support it with minimal changes. A stretch with a new wing to maintain both range and takeoff performance would be significantly more expensive and compromise on fuel economy, but would provide much more flexibility for airlines that could potentially choose it instead of a slightly larger 737-800 or A320. This would be a major decision that you’d want a lot of customer feedback on.
I’m not on the outside looking in.
Certification for the city of London ( LCY) would be long : not until July 2016 …
http://www.businesstraveller.com/news/102099/swiss-to-bring-bombardier-cs100-to-lcy
so,,,a disgruntled employee? well then, that makes it so much more believable.