Some more pictures are emerging. Note the aircraft name tweak – there is now a space between C and Series. We are likely to hear more about this next Monday.
Early this morning at 6am, when this shot was taken, it was cloudy at Mirabel so this image looks dark.
Here we have a neat takeoff shot from Mirabel from this morning’s test flight.
I am not sure anymore which of the two will be the main attraction at PAS: the CS100 or the CS300. The CS100 is stunning it the SWISS livery while the CS300 is the more popular variant. It is certainly a major coup to bring both models to the show. This way people will be able to make a direct comparison, except for the interior where only the smaller variant is equipped with a standard interior.
The CS300 is already in Paris. Does anybody know where it stopped to refuel… or if it even had to stop?
We will soon know if the CS100 has the legs to fly nonstop from Mirabel to Paris.
I don’t think it needs to refuel on its way to Paris from Montréal. The CS100 has recently flown for 7 1/2 hours and had fuel left in the tanks when it came back. Both the CS100 and CS300 should have similar range, that is more than 3000 nautical miles. We will find out how much exactly in a few days, but considering it is flying with a small load there should be no need to stop for fuel.
2990 nm for YMX-LBG, probably with almost no load, and favorable west to east winds. It seems very possible.
Westbound might be different, especially with a realistic passenger load.
The CS300 stopped in Reykjavik for a little more than an hour before going to Paris. This according to Flight Radar 24
That sounds like a refuelling stop. It means the two aircraft will certainly not be able to come back without refuelling en route. The CS300 is scheduled to stop for a presentation in Belfast anyway. The fact that the aircraft had to stop for fuel is a good indication of the range of the aircraft. Officially it is still 2950 nautical miles, but is probably higher than that based on several hints that have recently been given by Bombardier. Perhaps the new figure will be as high as 3250 NM, but certainly not much more than that. At the show the new specifications will likely be the most important news about the C Series.
It stops in Iceland
The girls sound absolutely giddy about the airshow.
Thanks. That’s what I wanted to know. It seems disappointing that it needed a refueling stop, considering light load and favorable winds.
I’m sure if demand is there, BA will incorporate a couple of ACTs.
Should be enough for westbound to JFK from LHR.
What altitude were they cruising at? Perhaps they do not yet have RVSM approval on the CS300, and thus had to stay below RVSM airspace.
At the right payload / configuration, the CS100 can make LON-NYC non-stop without the need for ACT. Check out http://www.odysseyairlines.com. CS300 is shorter range than CS100 due higher capacity / increased take off weight; engines and wing are the same. CS300 at Paris will probably still be loaded with flight test equipment and ballast system so fuel-stop made complete sense. CS100 will do YMX-LBG comfortably.
Aircraft was put through RVSM during flight test program but probably operated non-ETOPS.
It looks like FTV7 (CS300) crossed the atlantic at FL270.
NH: “The fact that the aircraft had to stop for fuel is a good indication of the range of the aircraft.”
Based on the informations provided by Kevin, Peter and Dasro I no longer think it would be an indication of the aircraft’s potential range. I had completely overlooked the possibility that the aircraft might not be flying at optimum altitude.
Brendan, are you suggesting that BA will replace its A318 with the CS100?
Peter, in the original brochure the CS100 and CS300 have the same range.
Dunno about BA (although personally, anyone with an A318 needs their head examined if they aren’t looking at replacing it with CS100.
But, point is, if it does wall street to london city in one go, that is a big (and rich) market.
It flew non-stop…