CS100 in flight.
On Wednesday, December the 11th, 2013, Air Canada announced its intention to acquire up to 109 Boeing 737MAX.
In order to replace all its single-aisle Airbus A319, A320 and A321’s as well as a part of its fleet of Embraer 190, Air Canada is ordering 33 737MAX8 and 28 737MAX9 accompanied by substitution rights between these two models as well as with the 737MAX7. Options include 18 737MAX and the rights of purchases for 30 additional 737MAX. Deliveries will begin in 2017.
This order does not mean a setback for Bombardier and its new generation twin jet CSeries, contrary to what could be implied by some analysts.
The Boeing 737MAX and the CSeries do not really fall into the same category though they have the same footprint. The 737MAX displays a length between 33,6 to 42,1m, the CSeries, between 35 and 38,7m, a wingspan of respectively 35,9 and 35,1m and a height of 12,5 and 11,5m.
Nevertheless their passenger capacity and their range are different. The Boeing 737MAX accomodate between 126 to 220 passengers and the CSeries between 108 to 160 passengers depending on the version and the cabin configuration. In their highest capacity versions, the Boeing 737MAX7-8-9 offers a legroom of 30 inches againt only 28 inches for the Bombardier CS300.
The range of the Boeing 737MAX varies from 6658 at 7038km against 5463 for CSeries while the cruising speed of the two families of aircraft is similar to Mach 0.79.
Nevertheless there is a point of convergence between the two families of commercial jets. The Boeing 737MAX7, the smallest of the family 737MAX, and CS300, the largest of the CSeries, display comparable capabilities in term of passenger capacity.
Thus the 737MAX7 receives 126 passengers and the CS300, 130, both in ‘two classes’ configuration with a legroom of 36 inches in first class and 32 inches in economy class. Both aircraft offers the same cargo hold volume with 27,3m3 for 737MAX7 and 27,5m3 for the CS300 and the same cruising speed of Mach 0.79. However in terms of the range and price, they greatly differ. The 737MAX7 can reach up to 7038km against 5463km for the CS300 while its catalog price tops 85.1 million U.S. dollars against 66.6 million for the latest Bombardier jet. In addition, it should be noted that the CS300 weighs 7986kg less than the 737MAX7. The inner width of the cabin of the 737MAX is 3.53 m against 3.28 m for the CSeries. However, the 737MAX offers rows of six seats in economy class compared to five for the CSeries resulting in different seat widths. In the 737MAX, economy class seat is 17 inches wide while CSeries offers 18,5 inches seat and 19 inches for the middle seat.
Nevertheless, the CS300 has a marked advantage in terms of maximum take-off weight and price.
Only 55 Boeing 737MAX7 has been ordered until now and this, by two ‘Low Cost’ airlines, Calgary-based WestJet and Dallas-based Southwest. It must be underlined that 1310 Boeing 737-700, the 737MAX7 predecessor, has been ordered which 1091 has been delivered against respectively 4202 and 2890 for the 737-800, the ‘best seller’ in its category. These figures reflect a trend to higher capacity single-aisle jets started in the United States. The 737MAX7 could follow the fate of the smallest member of the 737NextGeneration family, the 737-600, which only 69 units were built.
Boeing 737MAX artist rendering.
In comparison, 975 Boeing 737MAX8 has already been ordered as well as 413 737MAX9.
| Â | Boeing 737MAX7 | Boeing 737MAX8 | Boeing 737MAX9 | Bombardier CSeries CS100 | Bombardier CSeries CS300 |
| Â | Â | Â | Â | Â | Â |
| Pax Capacity | Â | Â | Â | 110 (1 standard class) | 135 (1 standard class) |
| Â | Â | Â | Â | 125 (1 dense class) | 150 (1 dense class) |
| Â | 126 (2 classes) | 162 (2 classes) | 180 (2 classes) | 108 (2 classes mixed) | 130 (2 classes mixed) |
| Â | 149 (1 class, extra capacity) | 189 (1 class, extra capacity) | 220 (1 class, extra capacity) | Â | 160 (1 class, extra capacity) |
| Legroom | Â | Â | Â | 81cm (31)(1 standard class) | 81cm (31)(1 standard class) |
| Â | Â | Â | Â | 76cm (30′)(1 dense class) | 76cm (30′)(1 dense class) |
| Â | 92cm (36′) and 82cm (32′)(2 classes mixes) | 92cm (36′) and 82cm (32′)(2 classes mixes) | 92cm (36′) and 82cm (32′)(2 classes mixes) | 92cm (36′) and 82cm (32′)(2 classes mixes) | 92cm (36′) and 82cm (32′)(2 classes mixes) |
| Â | 76cm (30′)(1 class, extra capacity) | 76cm (30′)(1 class, extra capacity) | 82cm (32′)(1 class, extra capacity) | 71cm (28′)(1 class, extra capacity) | 71cm (28′)(1 class, extra capacity) |
| Length | 33.6 m | 39.5 m | 42.1 m | 35.0 m | 38.7 m |
| Wing span | 35.9 m | 35.9 m | 35.9 m | 35.1 m | 35.1 m |
| Height | 12.5 m | 12.5 m | 12.5 m | 7.1 m | 11.5 m |
| Cabin length | 24.13 m | 29.97 m | 32.61 m | 23.7 m | 27.5 m |
| Cabin width | 3.53 m | 3.53 m | 3.53 m | 3.28 m | 3.28 m |
| Cabin height | 2.20 m | 2.20 m | 2.20 m | 2.11 m | 2.11 m |
| Cargo hold volume | 27.3 m3 | 44.0 m3 | 44.9-51.6 m3 | 23.7 m3 | 27.5 m3 |
| Maximum Take-Off Weight | 73303kg | 82191kg | 88134kg | 58987kg | 65317kg |
| Cruising speed | Mach 0.79 842 km/h | Mach 0.79 842 km/h | Mach 0.79 842 km/h | Mach 0.78 828 km/h | Mach 0.78 828 km/h |
| Maximum range | 7038km | 6704km | 6658km | 5463km | 5463km |
| Service ceiling | Â | Â | Â | 12497 m | 12497 m |
| Engine | CFM LEAP – 1 B | CFM LEAP – 1 B | CFM LEAP – 1 B | Pratt & Whitney PW1500G(18900lb-21000lb-23300lb) | Pratt & Whitney PW1500G(21000lb-23300lb) |
| Maiden flight | 2016 | Â | Â | September 16, 2013 | Â |
| Entry into service | 2017 | Â | Â | 4th quarter 2014 | Â |
| Catalogue price: | US$ 85,1 M | US$ 103,7 M | US$ 109,9 M | US$ 58,3 M | US$ 66,6 M |
| Firm orders backlog | 55 | 975 | 413 | 63 | 119 |
Source: Boeing – Bombardier – the Teal Group – The Globe & Mail.
The Bombardier CSeries would easily compare to the largest model of the Embraer E-Jet E2, the E2 E-195. The passenger capacity of the latter is between those from the CS100 and the CS300. E2 E-195 entry into service is scheduled for 2019 so much later than those of the two models of CSeries. The E-190 E2 whose commercial service will begin in 2018, will carry less passengers than the CS100 passenger.
E2 E-Jet cabin accomodates four seats per row against five for the CSeries which justifies a cabin width of 2,74m for the Embraer and 3,28 m for the Bombardier jet.
In term of passenger capacity, the CSeries belongs to the same category than the 737MAX7, the  least popular model of the single-aisle family of the Seattle manufacturer. To his credit, the CS300 has an advantage in terms of weight and fuel consumption. On the other hand, because of the absence of larger versions unlike the 737, the CSeries will not allow its users to take advantage of economies of scale in terms of crew training, ground equipment, parts stock and maintenance costs.
The CS300 therefore stands as an ideal candidate to replace Embraer E-190 and E-195 particularly if potential customers are looking for enhanced capabilities as Air Canada seems to suggest.
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Embraer E-195 E2 artist rendering.
| Â | Embraer E175-E2 | Embraer E190-E2 | Embraer E195-E2 | Bombardier CSeries CS100 | Bombardier CSeries CS300 |
| Â | Â | Â | Â | Â | Â |
| Pax capacity | 88 (1 dense class) | 106 (1 dense class) | 132 (1 dense class) | 110 (1 standard class) | 135 (1 standard class) |
| Â | Â | Â | Â | 125 (1 dense class) | 150 (1 dense class) |
| Â | 80 (2 classes) | 97 (2 classes) | 118 (2 classes) | 108 (2 classes mixed) | 130 (2 classes mixed) |
| Â | 90 (1 class, extra capacity) | 114 (1 class, extra capacity) | 144 (1 class, extra capacity) | Â | 160 (1 class, extra capacity) |
| Legroom | 79cm (31′)(1 standard class) | 79cm (31′)(1 standard class) | 79cm (31′)(1 standard class) | 79cm (31′)(1 standard class) | 79cm (31′)(1 standard class) |
| Â | Â | Â | Â | 76cm (30′)(1 dense class) | 76cm (30′)(1 dense class) |
| Â | 91cm (36′) and 79cm (31′)(2 classes mixes) | 96cm (38′) and 79cm (32′)(2 classes mixes) | 96cm (38′) and 79cm (32′)(2 classes mixes) | 92cm (36′) and 79cm (32′)(2 classes mixes) | 92cm (36′) and 79cm (32′)(2 classes mixes) |
| Â | 76cm (30′)(1 class, extra capacity) | 76cm (30′)(1 class, extra capacity) | 82cm (32′)(1 class, extra capacity) | 71cm (28′)(1 class, extra capacity) | 71cm (28′)(1 class, extra capacity) |
| Length | 32.3 m | 36.2 m | 41.5 m | 35.0 m | 38.7 m |
| Wing span | Â | Â | Â | 35.1 m | 35.1 m |
| Height | 9.9 m | 11.0 m | 10.9 m | 7.1 m | 11.5 m |
| Cabin length | Â | Â | Â | 23.7 m | 27.5 m |
| Cabin width | 2.74 m | 2.74 | 2.74 m | 3.28 m | 3.28 m |
| Cabin height | Â | Â | Â | 2.11 m | 2.11 m |
| Cargo hold volume | Â | Â | Â | 23.7 m3 | 27.5 m3 |
| Maximum Take-Off Weight | 44330kg | 56900kg | 59400kg | 58987kg | 65317kg |
| Cruising speed | Mach 0.82 870 km/h | Mach 0.82 870 km/h | Mach 0.82 870 km/h | Mach 0.78 828 km/h | Mach 0.78 828 km/h |
| Maximum range | 3556km | 5186km | 3704km | 5463km | 5463km |
| Service ceiling | Â | Â | Â | 12497 m | 12497 m |
| Engine | Pratt & Whitney PW1700G(15000lb) | Pratt & Whitney PW1900G(19000lb-22000lb) | Pratt & Whitney PW1900G(19000lb-22000lb)
 |
Pratt & Whitney PW1500G(18900lb-21000lb-23300lb) | Pratt & Whitney PW1500G(21000lb-23300lb) |
| Maiden flight | Â | Â | Â | September 16, 2013 | Â |
| Entry into service | 2020 | 2018 | 2019 | 4th quarter 2014 | Â |
| Catalogue price: | Â | Â | Â | $58, 3 M | $66, 6 M |
| Firm orders backlog | 100 | 25 | 25 | 63 | 119 |
Source: Bombardier – Embraer.
Diplômé universitaire en histoire, journalisme et relations publiques, en 1993, Philippe Cauchi amorce une carrière de journalisme, analyste et consultant en aérospatiale. En 2013, il fonde avec Daniel Bordeleau, le site d’information aérospatial Info Aéro Québec.
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