How The C Series Raises The Single-Aisle Bar

“Aerospace is driven by innovation” is a timeworn slogan used by industry executives and enthusiasts. Yet there hasn’t been a clean-sheet aircraft in the single-aisle segment for 28 years. To an outsider, this would seem odd—particularly as single-aisles comprise 70% of mainline jetliner production.

Bombardier corrected that anomaly this month when the C Series entered service with Swiss International Air Lines After flying in the C Series and digging deeper into its design and systems, I’ve come to the conclusion that it is bringing significant value-creating technology into the market. This includes much more than the PW1500G geared turbofan, which has received the lion’s share of media attention thus far. 

Starting with the aerostructure, the C Series is the first aircraft with an aluminum-lithium (Al-Li) fuselage, saving 600 lb. over a conventional aluminum version. Al-Li is stronger than aluminum but 5% less dense; it is also 2.4 times more resistant to corrosion. The result is a 15-year service-life corrosion guarantee and an 8,500-hr. C check interval—generous, relative to today’s single-aisles. It is also more resistant than composites to impact damage, an important consideration for high-cycle single-aisles. 

Wings are made of carbon-fiber reinforced plastic—another first for both single-aisles and Bombardier. Like Boeing's experience with the 787, this facilitates a thinner and more aerodynamic wing that saves 2,000 lb. versus conventional designs. It has the first wing made from dry fiber (and not prepreg) using resin transfer infusion, where upper and lower wing skins with embedded stringers are fabricated as single pieces. This reduces parts count and maintenance requirements. 

Bombardier is following Airbus's lead in adopting fly-by-wire technology. Its sidesticks incorporate enhanced situational awareness feedback, which provides the pilot with tactile feedback for high angle-of-attack warning and proximity to the aircraft operational envelope. The Pro Line Fusion avionics suite is the most advanced among single-aisles, integrating the flight management system by flight phase, which could reduce pilot training time by as much as five days.

The C Series advances the ball in aircraft health-monitoring as well, with a system that is customizable—operators can choose 2,000 parameters to monitor live from a menu of more than 14,000. Bombardier says its system is more sophisticated than the Boeing 787's and Airbus A380's and “orders of magnitude” more advanced than the A320's and 737’s. This will provide airlines with an opportunity to apply “deep learning” to the high-tempo world of single-aisles.

Boeing famously pioneered electric brakes on the 787, and Bombardier is bringing this technology to smaller aircraft, saving 60 lb. and reducing maintenance costs. Reliability is also improved, as it can be dispatched with two of its 16 actuators inoperable. Electric brakes are one of the reasons that the C Series has no requirement for daily maintenance checks. 

The benefits of the geared turbofan are well known. Less understood is that Bombardier designed a fan case engine mount, which should prevent the rotor bow teething issues affecting the A320neoand Embraer E2. 

I had the opportunity to fly in the C Series in June, and it is noticeably brighter and quieter than other single-aisles. The PW1500G makes a unique, purring noise that is easy on the ears. Bombardier says its cabin is 3-4 dB quieter than the competition. The windows are also larger. It reminds me of the first time I flew in an A380; it is a differentiated passenger experience. I also like the fact that the middle seat in the 2-3 seating arrangement is 1 in. wider—at least in the Swiss configuration.

Combining all of these technologies and design decisions, the CS300 is more than 10,000 lb. lighter than the A319, with a significant fuel-burn advantage. Bombardier has clearly done its homework, studying lessons learned from bleeding-edge programs like the 787 and also introducing its own innovations.To paraphrase Bjorn Ferhm of Leeham News & Comment, Bombardier appears to have gotten most of tricky technical decisions right and It’s hard to find where they should have taken another path.

The fundamental question for the program is: How much value will customers attach to these innovations? Bombardier needs to pivot from strategic to sustainable pricing sooner rather than later. Its financial health is much improved under Alain Bellemare’s leadership and with government investment, but it is not out of the woods—particularly with intense competition and a softening business jet market. I've published several editorials on these challenges.

Bombardier deserves credit for “raising the bar” for the largest jetliner segment. Future single-aisle designs will be better as a result.