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Aviation Week
Journal Prestige (SJR): 0.1  Number of Followers: 441  Subscription journalISSN (Print) 0005-2175 Published by Aviation Week  [1 journal]
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- Beechcraft Denali
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Authors: erik.santini@informa.com
Abstract: Beechcraft Denalierik.santini@i…Tue, 10/18/2022 - 21:30 The Beechcraft Denali is a single-engine turboprop airplane being developed by Wichita, Kansas-based Textron Aviation. Although the airframe manufacturer announced at the Experimental Aircraft Association’s (EAA) AirVenture in 2015 that it would “bring a clean-sheet, single-engine turboprop to market,” what was then known as the Cessna Denali was actually “unveil[ed]” at the same event in July 2016. The engine that powers the Denali—GE Aerospace’s Catalyst—was “launched” by the engine manufacturer in November 2015 and, at the same time, it was announced that it would power the airframe that would eventually become the Beechcraft Denali. It was subsequently announced by Textron Aviation on July 21, 2021, that the in-development, clean-sheet airplane then marketed as the Cessna Denali would instead use the Beechcraft Denali commercial designation. When it was announced, Textron “targeted” 2018 as the year when the airframe would make its first flight; however, that flight was delayed by several years due to the development and certification of the Catalyst engine taking longer than planned, as well as COVID-19-related delays. Following those delays, Textron Aviation stated that the first Catalyst engine was installed on the prototype Denali in July 2021, ahead of the type’s first flight on Nov. 23, 2021, from Wichita Dwight D. Eisenhower National Airport. That 2-hr., 50-min. flight was performed by an airframe registered as N220BT (Serial No. E220-744001). Cabin Altitude, Dimensions and OutfittingAccording to Textron, the maximum number of occupants that the Denali will be able to seat will be between 8 and 11, with passengers accommodated in a flat-floor cabin that is promoted as being the widest in its segment, as well as the largest in its class. That cabin has a length of 16 ft. 9 in., width of 5 ft. 3 in. and height 4 ft. 10 in., while the airframe’s cargo door has a height of 4 ft. 11 in. and width 4 ft. 5 in. The size of the Denali’s cargo door is promoted as improving the airframe’s capabilities—“particularly for special-mission operators”—with additional storage space for baggage located in the nose. In addition to the size of the cabin, Textron also promotes the ease with which it can be reconfigured between cargo and passenger configurations, with passenger-cargo combi configurations also possible. Also marketed as having conveniences and space that are similar to what is found on midsize jets, other features of the Denali’s cabin include a “full-height baggage compartment” that is accessible in flight, a “cabin switch panel” that allows the airflow and cabin temperature to be changed, light-emitting diode (LED) lighting, cabin windows that are promoted for their large size, a modular refreshment center and an optional belted and externally serviceable lavatory that has a pocket door. The refreshment center is located in the forward part of the cabin and is “reconfigurable,” while the lavatory is located in the aft cabin and is able to be removed in order to accommodate additional cargo in that part of the cabin. Those cabin amenities are supplemented by 110V power outlets that are “universal” and USB charging ports, features that are located “throughout the cabin.”
PubDate: Tue, 18 Oct 2022 21:30:27 +000
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- Dassault Falcon 6X
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Authors: user+1@localhost.localdomain
Abstract: Dassault Falcon 6Xuser+1@localho…Sun, 10/16/2022 - 21:17 The Falcon 6X is a twin-engine business jet being developed by French manufacturer Dassault Aviation. Announced on Feb. 28, 2018, the Falcon 6X is Dassault’s replacement for the Falcon 5X, following the December 2017 cancellation of the latter airframe because of issues and delays with its Safran Silvercrest engines. In contrast to the engines intended to be certified for the 5X, the 6X is powered by a pair of Pratt & Whitney Canada PW800 engines, an engine series that had its first variants certified by Transport Canada on Feb. 15, 2015, and which had its “service debut” on Gulfstream’s G500 in September 2018. According to Dassault, despite that and other differences with the 5X, “the 6X is largely based on the Falcon 5X aerodynamics and system features which were validated during the 5X preliminary flight-test program.” In addition to retaining that work done on the 5X, the company stated at the time of its launch that the 6X airframe has “been optimized to take advantage of the [Pratt & Whitney Canada] engine.” Prior to the airframe’s first flight, the first 6X was rolled out on Dec. 8, 2020, at Dassault’s facilities at Bordeaux-Merignac Airport in France. Subsequently, Falcon 6X Serial No. 01—registered as F-WSIX—made the type’s first flight on March 10, 2021, from the same airport, a flight that lasted roughly 2 hr. 30 min. Cabin Capacity, Configuration, Dimensions and OutfittingPromoted as having the “highest and widest cross-section of any purpose-built business jet,” the Falcon 6X will accommodate up to 19 passengers in a cabin that has a height of 6 ft. 6 in., width of 8 ft. 6 in., length of 40 ft. 4 in. and a total volume of 1,843 ft.3 The latter two specifications are based on the exclusion of the cockpit and baggage areas, while the cabin volume is increased in comparison to the 5X’s 1,766-ft.3 volume thanks to the 20 in. increase in the fuselage length. Beyond increasing the cabin’s volume, that 20-in. stretch also allowed for the size of the aft stateroom to be increased. Despite Dassault’s intention to certify the 6X to accommodate up to 19 passengers, the company promotes the cabin as having the ability to seat between 12 and 16 passengers in a number of possible configurations, with standardized layouts available that have 12, 13 and 14 seats. They also state that the cabin itself can be divided into three “lounge areas” and accommodate a number of configuration options, including a crew-rest area, as well as an entryway and rear lounge that are marketed for their size, the latter of which is promoted as providing passengers with increased privacy during longer flights. Supplementing the space available in the cabin is a pair of baggage compartments, one of which is located aft of the rear lavatory, has a volume of 155 ft.3 and which passengers have “full-time access” to. That accessible aft baggage compartment is complimented by a second 76-ft.3 baggage area, which is unpressurized and located “aft of the pressure vessel.”Regardless of which configuration options are selected, the standard features of the cabin include a four-chair club section and stateroom in the forward and aft portions of the cabin, respectively. Located in the middle cabin is a “four-seat conference grouping on the left, flanked by an occasional-use bench seat on the right.” The size of the cabin’s main seating area will vary based on the size of the galley that is installed—each of the “floor plans” incorporates a galley in the forward part of the c...
PubDate: Sun, 16 Oct 2022 21:17:19 +000
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- Bombardier Global
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Authors: user+1@localhost.localdomain
Abstract: Bombardier Globaluser+1@localho…Tue, 10/11/2022 - 22:17 Bombardier’s Global series of long-range and large-cabin business jets encompasses three different types—the BD-700-1A10, -1A11 and -2A12—with those types marketed under a number of different commercial designations. The first in the series, the BD-700-1A10-based Global Express, was launched in December 1993 and is a clean-sheet design that made its first flight on Oct. 13, 1996, a flight performed by prototype airframe MSN 9001 that was registered as C-FBGX. Following the completion of a flight-test program that included more than 2,200 hr., the Global Express was certified by Transport Canada in July 1998. An updated version of the BD-700-1A10, marketed as the Global Express XRS, was launched on Oct. 6, 2003, with that airframe featuring improvements in avionics, the cabin and performance. A little over a year later, on Jan. 16, 2005, the XRS made its first flight from Toronto Downsview Airport, which lasted 4 hr. 4 min. and was performed by airframe MSN 9159 that was registered as C-FCOI. Subsequent to its certification, the first XRS airframe was delivered in November 2005, with the European launch customer—Russian oil transportation company Transneft—accepting their first delivery (of the second airframe) on Dec. 6, 2005.The first commercial designation for the BD-700-1A11 type, the Global 5000, was launched in February 2002, with that airframe making its first flight from Downsview on March 7, 2003. Despite the fact that it is based on a different type, Bombardier noted at the time of its first flight that the Global 5000 is based on the Global Express platform, with the notable differences between those airframes including their respective dimensions, maximum weights and range. The first flight of the Global 5000, performed by airframe MSN 9127 and registered as C-GERS, lasted 3 hr. 44 min. Following its certification in March 2004, the first delivery was made to a customer in the Middle East in April 2005.Prior to the start of the 2011 European Business Aviation Convention and Exhibition (EBACE), Bombardier announced that the current commercial designation for the BD-700-1A10 type—which at the time was marketed as the Global Express XRS—would change to the Global 6000, with the company stating that all airframes marketed under the latter commercial designation would be equipped with the company’s Vision flight deck.Other commercial designations for the BD-700-1A11 and -1A10 include the Global 5500 and 6500, respectively, airframes that were launched on May 27, 2018, just prior to that year’s EBACE. Representing upgrades to the existing Global 5000 and 6000, the changes made include updated engines in the form of Rolls-Royce’s Pearl 15 and a re-profiled wing trailing edge. The improvements made to the Global 5500 and 6500 gave those airframes increased speed and performance, while also providing operating costs that are comparable to other airplanes in their class. In contrast to the more than six years that elapsed between the launch and first flight of what is now known as the Global 7500, the Global 5500 and 6500 were not announced until after the latter airframe had performed its first flight. That flight took place on Jan. 31, 2018, while the Global 5500 made its first flight in July 2018. Following the certification of both airframes in August 2019, Bombardier announced the Global 6500’s entry into service on Oct. 1, 2019.The Global 7500 was launched along with the Global 8000 on Oct. 16, 2010, with the former airframe initially marketed as the Global 7000. Subsequently, the then-Global 7000 made its first flight from Downsview on Nov. 4, 2016, performed by flight-test vehicle (FTV) 1—serial no. 70001 and registered as C-GLBO—lasting 2 hr. 27 min. When they were launched, the Global 7000 and 8000 were expected to enter service in 2016 and 2017, respectively; however, it was not until September 2018 that the Global 7500, which is the only current commercial designation for the BD-700-2A12 type, was certified by ...
PubDate: Tue, 11 Oct 2022 22:17:19 +000
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- Embraer E-Jet E170/E175
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Authors: user+1@localhost.localdomain
Abstract: Embraer E-Jet E170/E175user+1@localho…Tue, 10/04/2022 - 21:17 The E-Jet series is a family of regional jets (RJ) produced by Brazilian manufacturer Embraer S.A. that includes the E170 and E175. Based on the ERJ 170 type, the variants of the ERJ 170-100 are marketed as the E170, while the ERJ 170-200 uses the E175 commercial designation. Launched by Embraer at the 1999 Paris Air Show, the first flight of an E-Jet— an E170—took place on Feb. 19, 2002, from the company’s facilities in Sao Jose dos Campos, Brazil. Following its flight-test program, the first two E170 variants—the ERJ 170-100 STD and LR—were certified by the Brazilian National Civil Aviation Agency [Agencia Nacional de Aviacao Civil (ANAC)] on Feb, 19, 2004. Two additional variants of the ERJ 170-100 type—the ERJ 170-100 SU and SE—were certified later that year. Subsequent to its certification, the first E170s were delivered to LOT Polish Airlines and US Airways on March 8, 2004, with the first revenue flight of an E-Jet taking place between Warsaw and Vienna on March 17, 2004. Prior to that delivery, US Airways placed the North American launch order for the E170 in May 2003, an order that included commitments for 85 airplanes. Less than 16 months after the first flight of the E170, the first flight of an E175 (Serial No. 0014) took place on June 14, 2003, with a second flight-test E175 (Serial No. 0017) making its first flight just weeks later on Aug. 7, 2003. The first variants marketed as the E175—the ERJ 170-200 STD and LR—were also certified in 2004, with additional variants receiving approval in September 2005 and February 2018. Following its certification in December 2004, the first delivery of an E175 was made to Air Canada on July 19, 2005. In addition to the first-generation E170 and E175, a second-generation E175—dubbed the E175-E2—was announced at the 2013 Paris Air Show, with its entry into service initially expected to occur in 2020. Coinciding with the E2 program’s launch, U.S. regional carrier SkyWest Airlines placed the first order for the E175-E2 at that year’s Paris Air Show, an order that included firm commitments for 100 airplanes and purchase rights for another 100. The first E175-E2, registered as PR-ZXM, made its first flight on Dec. 12, 2019, from the airport adjacent to Embraer’s manufacturing facilities in Sao Jose dos Campos, beginning a flight-test program that will include three flight-test airframes. That first flight lasted 2 hr. 18 min. and “evaluated aircraft performance, flight quality and systems behavior,” with the takeoff and landing performed with the “fly-by-wire (FBW) controls in normal mode.” Regardless of any differences between the variants of the E-Jet series, the type certificate for all variants of the ERJ 170 is held by Embraer S.A. of Sao Jose dos Campos, a certificate that was formerly held by Yabora Industria Aeronautica S.A.
PubDate: Tue, 04 Oct 2022 21:17:19 +000
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- De Havilland Aircraft of Canada Dash 8-400 (Bombardier Q400)
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Authors: user+1@localhost.localdomain
Abstract: De Havilland Aircraft of Canada Dash 8-400 (Bombardier Q400)user+1@localho…Tue, 10/04/2022 - 21:17 The Dash 8-400 is a twin-engine turboprop airplane currently produced by Canadian manufacturer De Havilland Aircraft of Canada Ltd., itself a subsidiary of Canadian aerospace company Longview Aviation Capital Corp. Described on its Transport Canada type certificate data sheet (TCDS) as being a derivative of the DHC-8 Series 100 aircraft, this fourth series of the Dash 8 was first announced at the June 1987 Paris Air Show and launched eight years later in June 1995 at the same event. Its first flight took place on Jan. 31, 1998, from Toronto’s Downsview Airport, a flight that lasted 3 hr. and which was performed by an airframe registered as C-FJJA (serial no. 4001). Subsequently, three variants of the DHC-8 Series 400—the DHC-8-400, -401 and -402—were certified by Transport Canada on July 30, 1999, Aug. 3, 1999 and Aug. 4, 1999, respectively, with the first delivery of a Dash 8-400 taking place on Jan. 18, 2000, to SAS Commuter. Following that delivery, the first revenue flight by that operator—aboard a dual-class airplane configured with 72 seats—took place between Copenhagen and Poznan, Poland on Feb. 9, 2000. Improvements made by Bombardier to this series of DHC-8 airframes included increased-capacity and combination passenger/cargo variants, as well as what was marketed as the Q400 NextGen, an upgrade that was launched in March 2008 and first delivered on May 11, 2009, to Norwegian regional airline Wideroe.Bombardier announced on Nov. 8, 2018, that the Dash 8 program—which, in addition to the Dash 8-400, includes the 100, 200 and 300 Series variants—would be sold to Longview Aviation Capital Corp. In addition to purchasing the Dash 8 program from Bombardier, Longview is also the parent company of Viking Air Ltd., which, in 2006, acquired the type certificates and manufacturing rights to all out-of-production de Havilland Canada aircraft—including the DHC-1 Chipmunk, DHC-2 Beaver, DHC-3 Otter, DHC-4 Caribou, DHC-5 Buffalo and DHC-7 (Dash 7)—as well as currently producing an upgraded variant of the DHC-6 Twin Otter dubbed the Twin Otter Series 400. Following the sale—which Bombardier noted would generate “gross proceeds of approximately $300 million” and included the assets, intellectual property and type certificates of the Dash 8 program—Longview noted that they would “become North America’s largest commercial turboprop aircraft manufacturer.” The sale of the Dash 8 program also represented the end of Bombardier’s involvement in the regional turboprop market, which the company entered in 1992 following its acquisition of de Havilland Canada from Boeing. Since 2008, the variants of the Q400 series were the only Dash 8 airframes produced.Cabin Configurations/Outfitting/Volume and Passenger CapacityIn terms of passenger accommodations, the DHC-8-400, -401 and -402 are certified to maximum passenger capacities of 68, 70 and 90, respectively, in addition to the two required pilots and two required flight attendants. The current production variant of the type is the -402, a variant that can be configured in a 74-seat dual-class configuration, an 82-seat single-class configuration and a 90-seat “extra-capacity” configuration. The 74-seat dual-class configuration includes eight business-class seats and 66 main-cabin seats, while the single-class and extra-capacity accommodations are based on a single-class configuration. In a fuselage that has a maximum diameter of 8 ft. 10 in., the single-class configuration is advertised as having a seat pitch of 30 in., while the extra-capacity configuration reduces that figure to 28 in. In the dual-class configuration, the main-cabin seats retain the 30-in. pitch noted above, while the premium-class seats increase it to 36 in. When configured in a passenger-only layout, the cabin has a volume of 2,740 ft.3, with another 411 ft.3 available for cargo.Promoted as being “the world&...
PubDate: Tue, 04 Oct 2022 21:17:19 +000
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- Dassault Falcon 2000
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Authors: user+1@localhost.localdomain
Abstract: Dassault Falcon 2000user+1@localho…Tue, 09/20/2022 - 21:17 The Falcon 2000 is a twin-engine business jet produced by French manufacturer Dassault Aviation. Since the first variant of the series, the Falcon 2000, was certified in November 1994 a total of six airframes have been certified as part of the series, with those airframes based on either the Falcon 2000 or 2000EX type. Out of the seven commercial designations of the Falcon 2000 series, one is based on the Falcon 2000 type, while the other six—the Falcon 2000EX, 2000EX EASy, 2000DX, 2000LX, 2000LXS and 2000S—are based on the 2000EX type. According to Dassault, “the Falcon 2000EX airframe is basically identical to the original Falcon 2000 in terms of design, overall dimensions, cockpit and cabin volume,” as is noted below. The current production airframes, the Falcon 2000LXS and 2000S, both represent commercial designations of the Falcon 2000EX type. Regardless of the differences between the Falcon 2000 and 2000EX types—as well as between the commercial designations based on them—the common type certificate for the Falcon 2000 and 2000EX is held by Dassault Aviation in Paris.Program milestones of the Falcon 2000 program include the October 2000 launch—at the National Business Aviation Association (NBAA) convention—of the Falcon 2000EX, an event that was followed by the Oct. 25, 2001, first flight of that airframe. Another first-flight date of the series is the June 19, 2007, first flight of the 2000DX. With regard to the currently produced variants of the series, despite the fact that they have a common certification date, the Falcon 2000S and 2000LXS were launched a year apart, with the former announced in May 2011 at the European Business Aviation Convention and Exhibition (EBACE) and the latter announced over a year later at the October 2012 NBAA convention. Type Designation Commercial Designation Certification Date Falcon 2000 Falcon 2000 Nov. 30, 1994
PubDate: Tue, 20 Sep 2022 21:17:19 +000
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- Boeing 787
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Authors: user+1@localhost.localdomain
Abstract: Boeing 787user+1@localho…Tue, 09/06/2022 - 21:17 Boeing’s 787 is a family of widebody airframes produced by the Chicago-based manufacturer, with three variants of the series currently certified. Described during its development as being “a new super-efficient, midsized airplane,” the 787 was originally designated the 7E7, a designation that symbolized the improvements that Boeing sought to make in areas such as economics, efficiency and environmental performance. Formally launched in April 2004 with a 50-airframe order from Japan’s All Nippon Airways (ANA), the first 787 to fly, be certified and enter service was the -8, a variant that was symbolically rolled out of Boeing’s facilities at Paine Field in Everett, Washington on July 8, 2007 (7/8/07). Following that rollout ceremony, the first -8 airframe—registered as N787BA and designated ZA001—made its first flight, which lasted slightly more than 3 hr., from Paine Field on Dec. 15, 2009. That first 787 was powered by a variant of Roll-Royce’s Trent 1000 engine; however, all three variants are also approved to be equipped with General Electric’s (GE) GEnx-1B engines. According to engine manufacturer GE Aviation, the first flight of a GEnx-1B-powered 787 took place on June 16, 2010, from Paine Field. Twenty months after the airframe’s first flight, and upon the completion of a flight-test program that exceeded 4,800 hr., the 787-8 was simultaneously certified by the FAA and European Union Aviation Safety Agency (EASA) in August 2011. Although at the time it was launched, the -8 was planned to enter service in 2008, the first 787 delivery—an airframe registered as JA801A—was made to ANA on Sep. 25, 2011, with ANA subsequently placing the type into service between Tokyo Narita Airport and Hong Kong on Oct. 26, 2011. Following the certification of the GEnx-1B-powered 787-8—Boeing received an amended type certificate (ATC) in March 2012 that approved GEnx-1B engines for the -8—the first such airframe was delivered to Japan Airlines (JAL) on March 26, 2012. The next variant of the 787 series to be developed was the -9, with Air New Zealand serving as that variant’s launch customer. As was the case with the -8, the first flight of the larger -9—which took place on Sep. 17, 2013, from Paine Field—was powered by a variant of Rolls-Royce’s Trent 1000 engine. That flight, which lasted 5 hr. 16 min., was performed by a -9 registered as N789EX and designated ZB001, while the first flight of a GEnx-1B-powered airframe—registered N789ZB and designated ZB021—took place slightly more than two months later on Nov. 19, 2013. Specific to the equipped engines, the Rolls-Royce and GE-powered airframes were equipped with the “Package C’ version of the Trent 1000 [and] the upgraded ‘PIP II’ variant of the GEnx-1B.” Subsequent to the completion a flight-test program that included “more than 1,500 hr. of flight testing,” Boeing received an ATC for the -9 in June 2014, a certification that was validated by EASA on the same day. Although Air New Zealand was the launch customer and received the first delivery of a -9, registered ZK-NZE, on June 30, 2014, it was ANA that was the first operator to place the variant into service. ANA, which received their first -9 on July 27, 2014—registered as JA830A—placed that airframe into service to domestic destinations from Tokyo Haneda Airport on Aug. 7, 2014, just ahead of Air New Zealand’s entry into service with the -9 between Auckland and Sydney on Aug. 9. Subsequently, the first delivery of a GEnx-1B-powered -9 took place several months later on Sep. 4, 2014, with a delivery to United Airlines.
PubDate: Tue, 06 Sep 2022 21:17:19 +000
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- Sukhoi Superjet 100 (SSJ100)
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Authors: user+1@localhost.localdomain
Abstract: Sukhoi Superjet 100 (SSJ100)user+1@localho…Wed, 08/31/2022 - 21:17 The Superjet 100 (SSJ100) is a clean-sheet airplane that was “developed and [is] produced by Sukhoi Civil Aircraft Co. [SCAC],” while also representing the primary “project of the company.” While SCAC has since been renamed “Regional Aircraft – Branch of the Irkut Corp.”—the latter of which is also the EASA type certificate holder—the Superjet itself is the result of a joint venture between the Russian manufacturer and European manufacturer Leonardo. According to SCAC, the SSJ100—which is the commercial designation for the RRJ-95 type—is the first airliner that has had the engine and airframe “designed together to optimize performance,” with the airplane’s PowerJet engines being produced by a joint venture of European manufacturer Safran Aircraft Engines (formerly Snecma) and Russian manufacturer United Engine Corp. (UEC). “The first SSJ100 prototype was rolled out” on Sept. 26, 2007, in Komsomolsk-on-Amur, Russia, the location of SCAC’s final-assembly facility. Subsequently, the SSJ100 first flew on May 19, 2008, and received its type certificate from the then-Interstate Aviation Committee (IAC) Aviation Register (AR)—now known as the Federal Air Transport Agency (Rosaviatsia)—on Jan. 28, 2011, ahead of the first delivery and first commercial flight. The first production SSJ100 (Serial No. 95007) was delivered on April 19, 2011, to Armenian carrier Armavia, which operated the type’s first commercial flight on April 21, 2011, from Yerevan, Aremenia, to Moscow Sheremetyevo Airport. Following its first commercial flight with Armavia, Russian airline Aeroflot took delivery of its first RRJ-95 in June 2011—Serial No. 95008 and registered as RA89001—and began service with the type on June 16, 2011. Beyond receiving certification in Russia, the RRJ-95B was also certified by the European Union Aviation Safety Agency (EASA) on Feb. 3, 2012, which allowed “European airlines, as well as those operating in countries which use EASA regulation as a reference standard, to accept and operate the SSJ100.” SCAC stated that EASA certification of the SSJ100 made it “the first Russian passenger ‘large airplane’” to receive “EASA CS-25 certification.” Validation of the type certificate by Mexico, Indonesia, and Laos subsequently took place in April 2012, November 2012 and December 2012, respectively. Further representing the second Russian-built airplane to achieve certification from a Western aviation authority after the Tupolev Tu-204, the first Europe export certification for the SSJ100 was received in June 2013. The first delivery to a Western customer was made to Mexican carrier Interjet at that year’s Paris Air Show, with that operator taking delivery of SSJ100 Serial No. 95023, registered as XA-JLG. The first European operator of the Superjet was Irish carrier CityJet, which took delivery of its first Superjet on May 24, 2016—Serial No. 95102 and registered as EI-FWA—as part of an order placed in October 2015 for 15 leased airframes. Following that delivery to CityJet, the operator placed the type into service on June 8, 2016. In addition to the basic SSJ100, a long-range variant of the airplane—the RRJ-95LR-100—was certified by the IAC AR in August 2013, with the upgrades to the SSJ100LR also receiving approval from EASA in December 2016.CabinAccording to the EASA type certificate data sheet (TCDS) for the RRJ-95B, the maximum passenger seating capacity is 103 when three cabin crew are aboard, with SCAC stating that a minimum of two cabin crew are required. The cabin itself is marketed as providing passengers with a similar amount of space to a narrowbody ...
PubDate: Wed, 31 Aug 2022 21:17:19 +000
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