CSeries first flight date!

CS300 has also entered into service, with Air Baltic by flying from Riga to Amsterdam.

great post and nice information for everyone.

Now that test flights of CS100 have been completed, does Bombardier plan to publish Airport Planning Manual?

Found it:
https://customer.aero.bombardier.com/webd/BAG/CustSite/BRAD/RACSDocumen…

CS100 is in service now, with Swiss!

CS100 is certified in Europe and USA!
The EASA certificate:
https://www.easa.europa.eu/system/files/dfu/EASA%20TC%20IM%20A%20%20570%20-TCDS-CS100.pdf

First flight scheduled!

Swiss has scheduled the maiden flight of CS100!

It is LX638, on 15th of July, 2016, ZRH-CDG. It has since been sold out.
The next scheduled lines are:
Also on 15th of July: Zürich-Budapest
16th of July: Zürich-Manchester and Zürich-Prague
20th of August: Zürich-Warsaw

APM

Now that test flights of CS100 have been completed, does Bombardier plan to publish Airport Planning Manual?

100 is certified.

Air Baltic expects CS300 delivery in September 2016

Eeeek!

That’s going to be tight.

Test flights of CS100 have been completed. What remains is awaiting certification, CS300 tests and publicity flights.
Swiss specified first delivery as May 2016.
CS100 visited Bromma and Riga airports. Air Baltic expects CS300 delivery in September 2016, and considers exercising their 7 options.
CS100 returned by a nonstop flight Riga-Montreal, although lightly loaded.

Lufthansa Technik claims Swiss has resigned to be the launch customer:
http://www.lufthansa-technik.com/cseries

http://leehamnews.com/2015/03/29/bombardier-cs300-analysis/

On a 900 nm mission, the CS300ER is:
– 14.6% more efficient per seat than 737-7 MAX
– 32.5% more than 737-700W
– 15.2% more than A319neo
– 37.1% more than A319ceo.

Note, a ~15% seat advantage over the big-two RE-ENGINED offerings!

[For reference]
CS300: 135 seats
B737-7: 140 seats
A319: 134 seats

Assuming Bombardier can get it to market, even the most inept of marketing departments should be able to sell those numbers!

For comparison:
Embraer 190: 92,5 m2
MD-80/90: 112 m2, matching CSeries
MD-90-30ER is known to have reached 76,2 t MTOW in the MD-90-30ER version – but not exceeded 172 seats.

Anyway, all 5 CS100 prototypes are flying now.
The range allegedly exceeds expectation, and shall be disclosed in Paris.
Is FTV5 in condition to undertake a nonstop flight Mirabel to Le Bourget in June?

AirInsight

Another opinion piece from a reputed source more or less reflecting what I queried above.

Bombardier and Embraer may shortly essentially uncontested in the <150 seat market.

Of the two, Embraer are in the healthier position right now, but Bombardier are in the potentially healthier position in 5-10 years time.

The CSeries will stretch beyond the 300, possibly even a double or treble stretch.

Wing Areas:
CSeries:112 m2
A320: 123 m2
B737:125 m2

So with equivalent wing loading your looking at 91% of MTOW, which would give 85 tonnes or so (using A321 as baseline) – thats enough to go up to 200 seats in a single class.

We think the A319 will stay there. Someone has got to keep Bombardier honest.

leehamnews

Is that John Leahy virtually conceding the A319 market?!?!

EPNdB would be just as important for many city airports.

More good news:
leehamnews.com

So, for comparison:
CS100 before the discovered and as yet unspecified range increase: 2950 nm, takeoff distance 1463 m
CS100 at “urban” weights, also without range increase: 1700 nm, takeoff distance 1219 m
A318, old wing: 3100 nm, takeoff distance 1828 m
A318, sharklets: 3200 nm
A319OEO, old wing: 3600 nm, takeoff distance 2164 m
A319OEO, sharklets: 3700 nm
A320OEO, old wing: 3100 nm, takeoff distance 2090 m
A320OEO, sharklets: 3300 nm
A321OEO, old wing: 3000 nm, takeoff distance 2560 m
A321OEO, sharklets: 3200 nm
B737-600, old wing: 3050 nm, takeoff distance 1750 m
B737-600, winglets: 3225 nm
B737-700, old wing: 3365 nm, takeoff distance 1600 m
B737-700, winglets: 3440 nm
B737-800, old wing: 3060 nm, takeoff distance 2400 m
B737-800, winglets: 3115 nm
MD-87: 2370 nm, takeoff distance 2300 m
E1-190AR: 2400 nm, takeoff distance 2056 m
E1-195AR: 2200 nm, takeoff distance 2179 m
A319NEO: 4200 nm
A320NEO: 3700 nm
A321NEO: 3650 nm
A321NEOLR: 4000 nm
B737MAX7: 3800 nm
B737MAX8: 3620 nm
B737MAX9: 3595 nm
E2-190: 2800 nm, takeoff distance 1800 m
E2-195: 2000 nm, takeoff distance 1950 m

More good news:
leehamnews.com

Flight test results for the Bombardier CSeries show that the economics of the airplane not only are meeting the economic and performance guarantees, they are “favorable” to the marketing brochures that have promised 15% better operating costs and 20% better fuel burn than today’s in-production Airbus A319s and Boeing 737-700s

the payload/range and fuel burn is more favorable than expected. This will enable the operators to either carry more passengers at the same advertised 2,950nm range or carry a typical passenger load farther.

Noise tests are done and also came in better than guarantees. Noise factors are critical for Toronto City Airport and London City Airport, where runway performance is also crucial. Noise tests are 1db better than the brochure. There was a margin of 5db between the brochure and the contract guarantees

CS300 first prototype flew for 5 hours on maiden flight, circling near airport, but climbing to FL410 and accelerating to 500 knots.

How many CSeries prototypes are left on ground? By my count, last (5th) CS100 and last (2nd) CS300. Correct?

CS300 first flight later today.

Sold 50 more CS300 to macquarie.

IMO, the program badly needed more movement on sales given recent setbacks. It should give the Bombardier board a bit more confidence to follow through on their initial investment.