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BOMBARDIER DEVELOPS CONTINENTAL BIZ-JET

One name, one program: With the transcontinental Bombardier Continental there is another star in the business jet skies. The third biggest aircraft manufacturer is marketing the eight seater business jet as transcontinental aircraft with a reach of 5,741km. As far as performance and price is concerned it ranges between the companies aircraft-family Learjet 60 ($11.4mio) and the Challenger 604 ($21.8mio). With a list price of $14.25mio, which is inclusive of standard equipment, the Continental is said to offer a comprehensive performance package as far as equipment and performance is concerned.

Engineers developed this jet in view of frequent use in Bombardier's own Flexjets-Fractional Ownership Program, which the manufacturer indicates with an average mission-time of 1,200flight hours per year. Beforehand Bombardier had carried out the most extensive market research ever. The Canadians pinpointed what type of mid size jet the customer desired. It turned out that potential buyers wanted an all-round talent: the new aircraft had to have a reach of 3,000NM (5,500km) at a speed of Mach 0.80. The comfort of eight passengers was not to be compromised. The new model also had to adhere to the prescribed take off distance of less than 1,521 meters, 5,000ft. Another demand was on the price: for the balanced performance it was not to cost more than $15mio.

The Continental, which was shown for the first time at the NBAA Convention in October 1998, seems to fulfil all these criteria, at least on paper. Bombardier claims a speed of Mach 0.80, including NBAA-IFR reserves and a reach of 3,100NM (5,741km), while transporting eight passengers. A maximum travel speed of Mach 0.82 is said to be possible, which allows the aircraft to cover the distance Los Angeles - New York in 4.75hrs. The Continental has also a good "Runway Performance", i.e. short take off (1,590 meters) and touch down distances (808 meters).

The structure of the Continental is rather conventional. Apart from the lining of the under side of the fuselage, which is made of composite materials by Fisher Aerospace, it consists mainly of aluminium. This applies also for the supercritical wing, which was constructed by Mitsubishi. It carries the entire fuel supply.

The final assembly of the new jet takes place in Wichita, Kansas, while the interior is fitted out in Tucson, Arizona.

The purchase price of $14.25mio includes a standard interior, which comprises of three swivel reclining seats, a coffee maker, a microwave oven, a video recorder, a CD player, the Airshow-400-flight data presentation system as well as two monitors and a telephone. According to Bombardier in this flying office comfort is given top priority. The maximum width of the cabin is 2.18 meters, the length 7.21meters and the height 1.85meters. The cabin floor measures 13.3meters2. The luggage compartment, which is accessible during flight, has a volume of 3.11meters3. All this means that the Continental is by far superior to "older models" like the Cessna Citation X (cabin with 1.7meters, height 1.73meters) and Dassault Falcon 50EX (cabin width 1.86meters, height 1.8meters)". At least this is what is claimed in Montreal.

It is also said that the Continental is cheaper than these two Super-Mid-Size-Jets. This special price is achieved through risk sharing partnerships. The most important share holder is here AlliedSignal from America. The engine and system manufacturer is contributing the newly developed AS907 engine, which is supplied as so-called integrated powerplant system. AlliedSignal is delivering a complete system to Bombardier, which also includes engine covering and thrust reverse system. This saves the Canadians considerable development costs.

The AS907 is the first newly developed AlliedSiSignal engine since the TFE 732 and was specifically developed for business and regional jets. It has a bypass rate of 4.2 and consists of four compression stages, a two stage high pressure turbine and a three stage low pressure turbine, which are combined to drive the fan. This fan has a diameter of 86.87cm. The engine, which puts out 28.9kN (6,500lbs) has an electronic two channel steering (FADEC) with integrated diagnostic and fault detection capability. According to AlliedSignal simplified maintenance is another significant advantage. Many jobs, like the exchange of the fan or the low pressure turbine can be carried out without having to remove the engine, which costs a lot of time.

The first test of the new engine, which is also used on the regional airliner Avro RJX as AS977, took place on August 12th in Phoenix, Arizona. In order to gain certification in the first quarter of 2001, twelve test engines will complete 7,000 test hours, some in the company owned Boeing 720 engine test carrier.

Another important partner in the Continental Program is Rockwell Collins, who is supplying the Avionics System Pro Line 21. The cockpit is dominated by four liquid crystal monitors with a display area of 25.4cm x 30.48cm. According to the manufacturer this is the biggest monitor in business aviation so far, and makes the pilot's life a lot easier. Furthermore the basic equipment comprises of an enhanced ground proximity warning system (EGPWS), the Traffic Alert and Collision Avoidance System (TCAS) II, as well as the Engine Indication and Crew Alerting System (EICAS). Bombardier hopes to attract potential customers with this equipment, which until today "was standard only for more expensive business jets".

The Canadians estimate that there is a potential for about 1,300 units in the range of the super mid size jets. 37 per cent of these would replace older jets, 28 per cent will cover the fractional ownership program, 18 per cent will be sold to new customers and the remaining 17 per cent will be sold to enlarge existing fleets. Bombardier strategists are hoping to get a 30 per cent market share for their Continental.

To achieve this, they have to assert themselves against the competition, foremost the IAI Galaxy and the Hawker Horizon. The advantage of a higher range of the Galaxy, which is in operation since summer 1999, is seen as rather "insignificant" at Bombardier. Believing the canadian companies marketing experts, the Galaxy's few miles more in range does not offer its operators any additional advantages. The only result were a higher price ($17.525mio). Additionally the Direct Operating Costs, DOC, are considerably higher for the Israeli-American product, says Bombardier. Taken over five years in operation one flight hour in the Galaxy costs $836 as opposed to $775 in the Continental. Bombardier also claims that the Continental has a superior take off (approx. 290 less than the Galaxy) and touch down distance (approx. 230 less).

When compared with the Hawker Horizon, the Canadians stress the Continental's superior comfort. The cabin floor is said to be 22.86cm and the cabin itself 21.59cm wider. When it comes at flight performance, the Continental's range is only 50NM (92.5km) shorter at a travel speed of Mach 0.8 and with eight passengers on board. When compared with the Horizon, the Continental needs 91.44meters less to take off and is eight per cent cheaper to operate per flight hour. According to Bombardier this translates into a saving of up to $75,000 per year.

If you believe the Canadian aircraft constructors, the strong advertising campaign is having the desired effect. A lot of encouragement has been given from all quarters. Since the program started officially on 13 June 1999, customers have expressed the intention to purchase about 100 aircraft, 25 of these are intended for the company's own Flexjet Fractional Ownership program. Robert E. Brown, Bombardier's President and CEO, regards the Continental as follows, "It is an aircraft, which offers the best value in its class. It will set new standards and keep competitors on their toes". The maiden flight of the new Super-Mid-Size-Jet is planned for June 2001. Certification is set for September 2001 and the first customer should get his Continental in December 2002.

From page 35 of FLUG REVUE 11/99