The Bombardier CRJ700, CRJ900, and CRJ1000 are regional airliners based on the Bombardier CRJ200. Final assembly of the aircraft is at Montréal-Mirabel International Airport in Mirabel, Quebec, outside Montreal, Canada
CRJ700 / CRJ900
|A CRJ700 in Delta Connection livery|
|First flight||27 May 1999|
|Status||In production, in service|
|Primary users||SkyWest Airlines
American Eagle Airlines
|Number built||621 as of December 2012|
|Unit cost||US$24–39.7m (2006)|
Following the success of the CRJ100/200 series, Bombardier produced larger variants in order to compete with larger regional aircraft such as Embraer's E-Jets, Fokker's F70/100 series, the BAe 146/Avro RJ family and Sukhoi's Superjet 100.
Design work on the CRJ700 by Bombardier started in 1995 and the programme was officially launched in January 1997. The CRJ700 is a stretched 70-seat derivative of the CRJ200. Seating ranges from 66 to 78 for the CRJ700 versions, however. The CRJ700 features a new wing with leading edge slats and a stretched and slightly widened fuselage, with a lowered floor.
The aircraft is equipped with two General Electric CF34-8C1 engines. Maximum speed is Mach 0.85 (556 mi/hr, 895 km/hr) at a maximum altitude of 41,000 feet (12,500 m). Depending upon payload, the CRJ700 can travel up to 2,250 miles (3,620 km) with current engines, and a new variant with CF34-8C5 engines will be able to travel up to 2,895 miles (4,660 km).
The CRJ700 comes in three versions: Series 700, Series 701, and Series 702. The 700 is limited to 68 passengers, the 701 to 70 passengers, and the 702 to 78 passengers. The CRJ700 also has three fuel/weight options: standard, ER, and LR. The ER version has an increase in fuel capacity as well as maximum weight, which in turn increases the range. The LR increases those values further. The executive version is marketed as the Challenger 870.
The CRJ700 directly competes with the Embraer 170, which typically seats 70 passengers.
In 2008, the CRJ700 was replaced with the CRJ700 NextGen, featuring improved economics and a revised cabin common to the CRJ900 NextGen and CRJ1000 NextGen. In January 2011 SkyWest Airlines ordered four CRJ700 NextGen aircraft
CRJ900 and derivative
The CRJ900 is a stretched 76–90 seat version of the CRJ700. The aircraft features two GE CF34-8C5 engines, 13,360 lbf (59.4 kN) thrust with APR, and added leading edge slats. Max GTOW is 84,500 pounds. The airplane is loosely based on the CRJ200 series with a few major improvements. The environmental packs have a target temperature instead of a hot-cold knob. The cabin has a recirculation fan which aids in cooling and heating. The engines are controlled by FADEC digital engine control instead of control cables and a fuel control unit. The cabin floor has been lowered 2 inches which gains outward visibility from the windows in the cabin as the windows become closer to eye level height. The APU is a Honeywell RE220 unit which supplies much more air to the AC packs and has higher limits for starting and altitude usage. The wingspan is longer, the tail is redesigned with more span and anhedral. In typical service the CRJ900 can cruise 8–10,000 ft higher with a slightly higher fuel burn and an average true airspeed of 450–500 knots, a significant improvement over its predecessor. The FAA Type Certificate designation of the CRJ900 is the CL-600-2D24.
The first CRJ900 (C-FRJX) was modified from the prototype CRJ700 by adding longer fuselage plugs fore and aft; it was later converted into the prototype CRJ1000 by installing yet longer fuselage plugs. The CRJ900 competes with the Embraer 175, and is more efficient per seat-mile, according to Bombardier. Mesa Air Group was the launch customer for the CRJ900 painted in America West livery.
Scandinavian Airlines was a new customer of the CRJ900 in 2008.
In 2007, Bombardier launched the CRJ900 NextGen to replace the initial version. The new model has improved economics and a new cabin common to the CRJ700 NextGen and CRJ1000 NextGen. Mesaba Aviation, operating at the time as Northwest Airlink (now Delta Connection), was the launch customer, and remains the largest operator of the CRJ900 NextGen. The Mesaba fleet of CRJ900 NextGen aircraft are configured in a two class seating configuration, with 12 first class seats and 64 coach seats.
Comair, operating as Delta Connection, has ordered 14 CRJ900s, with at least 6 in service as of Nov 2007. These are in a two class configuration, with 12 first class seats and 64 coach seats. This is due to a limitation in Delta's contract with its pilots which limits its regional carriers to flying 76-seat aircraft.
In September 2011 PLUNA received its eleventh plane (from an eventual total order with options of 15). Estonian Air ordered 3 new CRJ900 NextGen 88-seat aircraft. Also SAS ordered 13 of these in March 2008. Iraqi Airways has ordered six Bombardier CRJ900 NextGen airliners and options on a further four of the type. In June 2010 Lufthansa ordered eight CRJ900 NextGen. In December 2012 Delta Airlines ordered 40 CRJ900 NextGen worth $1.89 billion with 30 options.
The CRJ700 Series 705 is based on the CRJ900, with a business class cabin and a reduced maximum seating capacity to allow operation with regional airlines. The Series 705 seats 75 passengers. Some regional airlines have contracts with their major airlines that limit the maximum passenger capacity of aircraft they operate. The Air Canada Pilots Association negotiated a scope agreement with Air Canada limiting the maximum seating capacity of any jet aircraft at Air Canada Jazz to 75 seats. Air Canada Jazz was the launch customer for this aircraft in 2005 with 10 Executive Class and 65 Economy Class seats, all fitted with personal audio/video-on-demand systems. The FAA Type Certificate designation of the CRJ705 is the CL-600-2D15. Jazz Aviation operates 16 CRJ705ERs on behalf of Air Canada and is currently the only operator of this type.
On 19 February 2007, Bombardier launched the development of the CRJ1000, previously designated CRJ900X, as a stretched CRJ900, with up to 100 seats. Bombardier claims that it offers better performance and a higher profit per seat than the competing Embraer E-190.
Brit Air and Air Nostrum were the launch customers for the CRJ1000. MyAir had ordered 15 CRJ900Xs that were converted to the CRJ1000, but the airline went bankrupt on 24 July 2009. Atlasjet also indicated interest in the new type. On 14 June 2009 Bombardier announced a new firm order for 15 CRJ1000 NextGen aircraft placed by Air Nostrum, for a total of 35 CRJ1000 NextGen aircraft.
The CRJ1000 completed its first production flight on 28 July 2009 in Montreal; the entry into service was planned then for the first quarter of 2010. A month after the first flight, however, a fault in the rudder controls forced the flight-test program to be grounded. The program was not resumed until February 2010, and deliveries were projected to begin by January 2011.
Bombardier Aerospace announced on 10 November 2010 that its 100-seat CRJ1000 was awarded Aircraft Type Certificates from Transport Canada and European Aviation Safety Agency, clearing the way for deliveries to begin.On 14 December 2010, Bombardier began CRJ1000 deliveries to Brit Air and Air Nostrum. On 23 December 2010 it was announced that the Federal Aviation Administration had also awarded a type certificate, allowing the CRJ1000 to operate in US airspace. The FAA Type Certificate designation of the CRJ1000 is the CL-600-2E25. In February 2012, Garuda Indonesia airline ordered six CRJ1000s and took options for another 18, and Danish lessor Nordic Aviation Capital ordered 12 for Garuda to operate with delivery beginning in 2012. As of December 2012 a total of 28 aircraft had been delivered to airlines while there are 39 unfilled orders.
As of July 2012, 316 CRJ700 aircraft (all variants) and 259 CRJ900 aircraft (all variants) were in airline service. Operators for these aircraft are SkyWest Airlines (104), Mesa Airlines (58), Pinnacle Airlines (55), Expressjet Airlines (49), Lufthansa CityLine (32), Comair (28), American Eagle Airlines (47), GoJet Airlines (25), Air Canada Jazz (16), PSA Airlines (14), Scandinavian Airlines (12), and other operators with fewer aircraft of the type.
Orders and deliveries
Bombardier data as of 31 December 2012.
|Seating capacity||78 (1-class, maximum)
70 (1-class, typical)
66 (2-class, typical)
|90 (1-class, maximum)
86 (1-class, typical)
75 (2-class, typical)
|104 (1-class, maximum)
100 (1-class, typical)
86 (2-class, typical)
|Length||32.51 m (106 ft 8 in)||36.40 m (119 ft 4 in)||39.13 m (128 ft 4.7 in)|
|Wingspan||23.24 m (76 ft 3 in)||24.85 m (81 ft 6 in)||26.18 m (85 ft 10.6 in)|
|Height||7.57 m (24 ft 10 in)||7.51 m (24 ft 7 in)||7.50 m (24 ft 6 in)|
|Wing area||70.61 m² (760 ft²)||77.4 m² (833 ft²)|
|Fuselage max diameter||2.7 m (8 ft 10 in)|
|Maximum cabin width||2.57 m (8 ft 5 in)|
|Cabin height||1.89 m (6 ft 2 in)|
|Operating empty weight||19,731 kg (43,500 lb)||21,433 kg (47,250 lb)||23,179 kg (51,100 lb)|
|Max Zero Fuel Weight (ZFW)||28,259 kg (62,300 lb)
LR: 28,801 kg (63,495 lb)
|31,751 kg (70,000 lb)
LR: 32,024 kg (70,600 lb)
|35,154 kg (77,500 lb)|
|Maximum takeoff weight (MTOW)||32,999 kg (72,750 lb)
ER: 34,019 kg (75,000 lb)
LR: 34,926 kg (77,000 lb)
|36,504 kg (80,500 lb)
ER: 37,421 kg (82,500 lb)
LR: 38,330 kg (84,500 lb)
|EuroLite: 38,995 kg (85,968 lb)
40,824 kg (90,000 lb)
ER: 41,640 kg (91,800 lb)
|Max payload weight||8,527 kg (18,800 lb)
LR: 9,070 kg (19,995 lb)
|10,319 kg (22,750 lb)
LR: 10,591 kg (23,350 lb)
|11,975 kg (26,400 lb)|
|Cargo capacity||15.5 m3 (550 cu ft)||16.8 m3 (590 cu ft)||19.4 m3 (690 cu ft)|
|Take off run at MTOW (ISA)||1,564 m (5,131 ft)
ER: 1,676 m (5,499 ft)
LR: 1,851 m (6,073 ft)
|1,778 m (5,833 ft)
ER: 1,861 m (6,106 ft)
LR: 1,944 m (6,378 ft)
|EuroLite: 1,822 m (5,978 ft)
1,996 m (6,549 ft)
ER: 2,079 m (6,821 ft)
|Service ceiling||12,497 m (41,000 ft)|
|Basic cruise speed||Mach 0.78 (829 km/h, 515 mph)||Mach 0.78 (829 km/h, 515 mph)||Mach 0.80 (850 km/h, 528 mph)||Mach 0.78 (827 km/h, 515 mph)|
|Maximum cruise speed||Mach 0.85 (876 km/h, 544 mph)||Mach 0.83 (885 km/h, 559 mph)||Mach 0.83 (881 km/h, 547 mph)||Mach 0.82 (870 km/h, 541 mph)|
|Maximum range||1,434 nmi (2,656 km; 1,650 mi)
ER: 1,732 nmi (3,208 km; 1,993 mi)
LR: 2,002 nmi (3,708 km; 2,304 mi)
|1,719 nmi (3,184 km; 1,978 mi)
ER: 1,963 nmi (3,635 km; 2,259 mi)
LR: 1,999 nmi (3,702 km; 2,300 mi)
|1,350 nmi (2,500 km; 1,550 mi)
ER: 1,593 nmi (2,950 km; 1,833 mi)
LR: 1,828 nmi (3,385 km; 2,104 mi)
|EuroLite: 909 nmi (1,683 km; 1,046 mi)
1,345 nmi (2,491 km; 1,548 mi)
ER: 1,535 nmi (2,843 km; 1,766 mi)
|Maximum fuel load||8,822 kg (19,450 lb)|
|Engines (2x)||GE CF34-8C5B1||GE CF34-8C5||GE CF34-8C5A1|
|Takeoff thrust (2x)||56.4 kN (12,670 lbf)||58.4 kN (13,123 lbf)||59.4 kN (13,360 lbf)||60.6 kN (13,630 lbf)|
|Thrust APR (2x)||61.3 kN (13,790 lbf)||63.4 kN (14,255 lbf)||64.5 kN (14,510 lbf)||64.5 kN (14,510 lbf)|
- Delta Connection branded CRJ900 aircraft seat 76 passengers and four crew members in a combined first/coach class configuration.
Accidents and incidents
- On 25 September 2010, Delta Connection Flight 4951, a CRJ900 operated by Atlantic Southeast Airlines, on a passenger flight from Atlanta, Georgia to White Plains, New York made an emergency landing at John F. Kennedy International Airport in New York City. The aircraft's right rear landing gear would not deploy and the right wing dragged along the runway during the landing. There were no injuries.