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BOMBARDIER BD-500 CSeries CS300
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BCS3
| Aircraft | ||||
|---|---|---|---|---|
| Name | BD-500 CSeries CS300 | |||
| Manufacturer | BOMBARDIER | |||
| Body | Narrow | |||
| Wing | Fixed Wing | |||
| Position | Low wing (winglets) | |||
| Tail | Regular tail (Dihedral) | |||
| WTC | Medium | |||
| APC | C | |||
| Type code | L2J | |||
| Engine | Jet | |||
| Engine count | Multi | |||
| Position | Underwing mounted | |||
| Landing gear | Tricycle retractable | |||
| Mass group | 4 | |||
|
| ||||
BOMBARDIER BD-500 CSeries CS300
Description
Narrow-body, twin-engine, medium-range jet airliners originally designed by Canadian manufacturer Bombardier Aerospace able to carry between 130 and 160 passengers. First delivery in 2016. The Bombardier CSeries aircraft contains a high proportion of composite materials and features larger windows.
Technical Data
| Wing span | 35.1 m115.157 ft |
|---|---|
| Length | 38.7 m126.969 ft |
| Height | 11.5 m37.73 ft |
| Powerplant | 2 x Pratt & Whitney PurePower PW1500G Engines (93.4 kN) |
| Engine model | Pratt & Whitney PW1000G |
Performance Data
| Take-Off | Initial Climb (to 5000 ft) |
Initial Climb (to FL150) |
Initial Climb (to FL240) |
MACH Climb | Cruise | Initial Descent (to FL240) |
Descent (to FL100) |
Descent (FL100 & below) |
Approach | ||||||||||
| V2 (IAS) | kts | IAS | kts | IAS | kts | IAS | kts | MACH | TAS | kts | MACH | IAS | kts | IAS | kts | Vapp (IAS) | kts | ||
| Distance | 1890 m | ROC | ft/min | ROC | ft/min | ROC | ft/min | ROC | ft/min | MACH | 0.78 | ROD | ft/min | ROD | ft/min | MCS | kts | Distance | 1509 m |
| MTOW | 6758567,585 kg 67.585 tonnes kg |
Ceiling | FL410 | ROD | ft/min | APC | C | ||||||||||||
| WTC | M | Range | 33003,300 nm 6,111,600 m 6,111.6 km 20,051,181.117 ft NM |
||||||||||||||||
Accidents & Serious Incidents involving BCS3
- BCS3, Porto Portugal, 2018 (On 15 July 2018, an Airbus 220-300 crew were slow to recognise that the maximum de-rate thrust required for their takeoff from Porto had not been reached but after increasing it were able to get safely airborne prior to the end of the runway. The Investigation found that applicable SOPs had not been followed and that the function of both the spoiler and autothrottle systems was inadequately documented and understood and in the case of the former an arguably flawed design had been certified. Five similar events had been recorded by the aircraft operator involved in less than six months.)