The Bombardier CRJ 700 entered commercial service that same year with Brit Air. certification was delayed for a short period while two minor changes to avionics were made before the CRJ was able to overfly U.S. Retaining only 15% of the original CRJ100/200 airframe, the CRJ 700 received its type certification from Transport Canada in January 2001 and a few months later in May of the same year, the FAA of the U.S.A.
It was officially launched in January 1997.īombardier’s existing CRJ 100/200 plant was not large enough to accommodate additional space required for the CRJ 700, so a new plant was established at Montréal-Mirabel International Airport. In September of 1996, the board of Bombardier official signed off authority to begin offering for sale, the new CRJ version, the CRJ-X. Bombardier CRJ700 vs CRJ900 comparative sizes.
Bombardier crj 200 pro#
In June of that year, Bombardier chose the Rockwell Collins, Pro Line 4 avionics suite to power the flight deck of the new model. In May of 1996, General Electric launched the development of the CF34-8C jet engine, which was to be a more powerful engine required for the CRJ 700. To achieve this, the estimated development cost, at that stage, would be around C$300M (US$200M). At the time of this testing, Bombardier was working toward the first deliveries commencing before the end of the century, in 1999. This testing revealed that a range of 2,830Km (1,530nm) could be expected for the 74 seat North American version and 2,350Km(1,269nm) for the 72 seat European version. This included low-speed wind-tunnel testing. In March 1995 some testing of the design was carried out.
Bombardier crj 200 windows#
This gave the dual benefit of more headroom while standing, as well as the windows being higher, closer to eye level. The horizontal empennage would be wider and for passenger comfort, the cabin floor would be lowered by two inches. The design, compared to the existing CRJ100 and CRJ200, would have a longer fuselage, greater wing-span, more powerful General Electric CF34-8C engines, wing leading edge extensions and high lift slats. The obvious and most cost-effective solution would be to build on working technology they already had and avoid having to redesign the wheel, as it were. In 1994 Bombardier, started looking at design options to enable them to have an offering in the 60 to 100 seat market.
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