Q400 Approved for London City - Bombardier

Bombardier Aerospace Regional Aircraft
Q400 Approved for
London City
regional update
September 11, 2001
We have all been profoundly affected by the recent September 11 attacks
in the United States. The men and women of Bombardier Aerospace extend
our deepest sympathies to the families and friends of the thousands of innocent
people who lost their lives.
We offer our heartfelt appreciation, to those who risked—and many who
lost—their lives in an attempt to rescue survivors of this tragedy. They are true
heroes and deserve the commendation of people everywhere.
Many in our industry have felt these effects in a very personal way as we
struggle with the aftershocks. I would like to express our solidarity with those
friends and colleagues who have felt the pain, but also state our resolve to
triumph over adversity. The aviation, aerospace, airline and regional airline
businesses are the most resilient in the world—together, we will overcome our
losses to see the better days and bluer skies that will eventually come.
First Production
CRJ900 Ready
to Fly
Steven A. Ridolfi
President
Bombardier Aerospace, Regional Aircraft
OCTOBER • NOVEMBER 2001
VOLUME14 • ISSUE 2
www.aero.bombardier.com

LondonCity and the Q400—
A Perfect Fit
Bombardier’s Q400 has been approved by the
JAA for steep-approach operations at London
City Airport (LCY), making possible a higher
level of service for airlines and their passengers.
Said Steven A. Ridolfi, President of Bombardier Aerospace, Regional Aircraft,
“This is a great opportunity for airlines using London City to
grow their business with the Q400. It offers 70-plus seat capacity,
jet-like speed, the range to reach more destinations, superior passenger
comfort and the lowest operating cost per seat of all aircraft
operating at that airport. That is clearly a winning combination."
Augsburg Airways said it will begin Q400 service between London
City and Munich as soon as the airline receives approval from the
German regulatory authority, expected sometime in October, 2001.
The Docklands airport, which opened for business in October of
1987 (with a de Havilland Dash 7), has experienced explosive growth
in aircraft movements and passenger traffic. Passenger traffic grew
by 170% between 1995 and 2000, with 1.5 million passengers using
the convenient airport last year. While 3.5 million passengers a year
are expected to flow through LCY by 2010, aircraft movements will
be capped at 73,000 per year in 2003, up from 50,000 in 2000. The
current average seat capacity of 55 among aircraft currently using
the airport will have to grow to 70 or more seats to remain within
the limit on aircraft movements.
And LCY passenger traffic is prime traffic. In 2000, 64% of total
passengers paid business class fares (more than that of other London
airports) and 55% of those travelled with hand luggage only. The
airport’s proximity to Central London and 10-minute check-in times
has undoubtedly attracted these passengers.
With the forecast growth in passenger traffic, it seems obvious
that pressure will be placed on airlines to provide more destinations,
and some further afield than the June 2001 average of 404 nm (748
km) to the 27 destinations served from LCY.
If an airline’s business class passengers want business class amenities
on the aircraft, the Q400 can provide them. A wide mix of seating
configurations and seat pitch is available, including three abreast
business class seating. The Q400 galleys can serve the quality of inflight
food and drink that European business travellers have come
to expect.
With its 360-knot cruise speed, the Q400 can reach additional
destinations within a 60-minute flight. At about 305 nm (565 km),
the 60-minute range is within 5 nm (9 km) of that of the RJX-85
four-engine jet, and about 55 nm (102 km) further than that of a similarly-sized
competitive turboprop currently operating at LCY.
Airport turnaround time with 70 passengers is only 18 minutes,
including loading enough fuel for four 200-nm (370 km) sectors.
For airlines that want to fly greater distances from LCY, the Q400
will fly 425 nm (787 km) with 70 passengers, 600 nm (1 100 km) with
65 passengers, and 800 nm (1 482 km) with 60 passengers. There are
dozens of markets less than 600 nm from LCY that are served from
other London airports; the Q400 brings them within comfortable
range of London City. In addition, the Q400 breaks even on most
sectors with only 30 seats filled.
The Noise and Vibration Suppression (NVS) system is exclusive
to Q Series aircraft. With cabin noise and vibration levels close to
those of a jet with rear-mounted engines, the Q Series aircraft are
the most comfortable of all propeller-driven aircraft. The Q400 is
quiet outside, too. Take-off propeller rpm is a noise-reducing 1,050
and, at the cruise setting of 850 rpm, passengers can almost count
the propeller blades as they turn. People on the ground might not even
notice the aircraft’s passing.
There are only a handful of aircraft that qualify for the 5.5-degree
glideslope at London City Airport, and only one complete family of
aircraft with from 37 to 70-plus seats: the 37- to-39 seat Q200, 50-
to 56-seat Q300 and 68- to 78-seat Q400. That means complete
market coverage with unmatched commonality. Airlines with all
three models can match capacity to demand. The three models carry
2
Bombardier Aerospace Regional Aircraft

The Q400 demonstrator in the
ramp lineup outside the terminal
at London City’s “Docklands”
airport earlier this year.
British European is one of the other airlines also considering Q400 service into London City.
a single type rating, and can be
flown by a common pool of
pilots. There are also common
maintenance and training procedures,
common ground support
equipment, and common product
support. That commonality
can add up to $12.71 million in
savings over 15 years, based on
a fleet of five Q300 and five Q400
aircraft, as opposed to ten noncommon
aircraft.
And those lower direct operating
costs? For the Q400, it’s 3.8 US cents
per airplane seat-kilometre, based
on 70 seats. Compare that to 5.2
cents for the 85-seat BAe 146, 4.8
cents for the 82-seat RJ85, 4.5 cents
for the 85-seat RJX-85, 5.3 cents for
the 50-seat Fokker 50 and 5.0 cents
for the Saab 2000.
The Q400 at LCY is once again
changing how people think about
turboprops—for the better.
Minor Mods
for LCY
One switch and two
supplements to the
Airplane Flight Manual
(AFM), plus compliance
with a Service Bulletin
are all that is required to equip the Q400 for operations at London City Airport.
A cockpit switch allows the pilots to "tell" the Enhanced Ground Proximity
Warning System (EGPWS) that it’s quite all right to descend on a 5.5-degree
glideslope at a flap setting of 35 degrees. Otherwise, the system would sound
a "descent rate" alert.
A microswitch for the flap selector confirms that Flap 35 has been selected.
The basic ILS function of the IMS100 avionics suite proved to be acceptable at
5.5 degrees, and required only compliance "paper" adjustments to be approved.
Q400: the Good Neighbour Airplane
SAS Commuter’s flight operations mission statement demands compliance with
all environmental impact laws; reduced fuel consumption; reduced emissions of carbon
dioxide and nitrogen oxide, and; reduced community noise.
The airplane that met all of those conditions was Bombardier’s Q400, now
flying in the colors of SAS Commuter as well as Augsburg Airways, Horizon Airways,
British European, Tyrolean Airways and, soon, Widerøe’s Flyveselskap.
Smoke emissions from the Q400 are only 60% of the FAR Part 34 requirements
for turboprops, and well below visibility levels. Likewise, gaseous emissions are
60% of those allowed in ICAO Annex 16—also well below visibility levels.
The Q400 propellers turn at only 1,020 rpm on take-off and approach, and the
climb performance of the aircraft is superb... for a much reduced noise footprint.
Acoustical treatment of the APU and ACM
systems reduces their noise significantly, while
APU exhaust is directed upwards. The result is a
more comfortable environment for everyone.
SAS Commuter has
strict environmental
standards, which the
Q400 meets
Regional Update October-November 2001 3

Q400 Drives Widerøe
Expansion Plans
Having built its business with de Havilland and Bombardier products for close to
fifty years, Widerøe’s Flyveselskap ASA of Norway again turned to Bombardier for
the next phase of its growth plans.
Martin Lohne
Vice-president, Public Relations
Widerøe
It will put the first of its new 72-
seat Q400 aircraft into service on
the Stavenger, Norway-Aberdeen,
Scotland "oil route" later this fall,
with two daily round trips in addition
to the current once-daily
flight by a Q300.
The second of three firmordered
Q400 aircraft will fly Torp,
Norway-Copenhagen, Denmark
when it is delivered during the 2nd
quarter of 2002. The routes for the
third Q400, earmarked for delivery
in late summer 2002, have not
been announced. Widerøe, the fifth
European carrier to order the Q400,
holds options on an additional five
airliners. If those options are exercised,
the airline will likely add
additional foreign destinations to
its route system.
Selection of the Q400 was based
on Widerøe’s strategy to remain a
regional airline operating aircraft
no larger than 75 seats, and no
smaller than the 37 seats of its current
Dash 8 Series 100 turboprops,
of which it operates 18. The nine
50-seat Dash 8 Series 300/Q300
aircraft in the fleet fill the middle
of the seating range.
“We evaluated many aircraft,
including jets, before settling on the
Q400," said Martin Lohne,
Widerøe’s Vice-president, Public
Relations. “Its size, near-jet speeds,
passenger comfort, turboprop economics
and commonality with the
rest of our fleet were the main reasons
for selecting the aircraft."
Widerøe’s Q400
aircraft are configured
almost identically
to those of SAS
Commuter; cockpit
instrumentation is
exactly the same.
SAS owns 63.3% of
Widerøe, so there is
close co-operation
between the two
carriers. The common
Q400 fleet will allow
Widerøe and SAS Commuter to
exchange spares. Widerøe is part
of the SAS "Well Connected" concept
that also includes airBaltic, Air
Botnia, Cimber Air and Skyways.
With both Q Series and older
Dash 8 aircraft in its fleet,
Widerøe employees and passengers
notice the considerable difference.
“Both groups comment
favorably on the lower noise and
higher comfort levels in our Q300
aircraft. The Noise and Vibration
Suppression (NVS) system works
extremely well."
The closing of Oslo’s almostdowntown
Fornebu Airport and
the opening of Gardermoen,
almost an hour’s drive north of the
city, provided the impetus for
Widerøe to develop
a hub at Torp Airport.
It’s almost a
two hour drive
southwest of Oslo,
and the centre of
burgeoning growth
in residential and
diversified exportoriented
industrial
development.
Today, Widerøe
has 25 daily departures
from Torp – compared to 15
at Gardermoen – and serves both
Copenhagen and Stockholm, plus
the three most important domestic
destinations, from that airport.
“Torp is the fastest growing
airport in Norway," said Mr.
Lohne, “and we have 50% of the
total daily departures." Widerøe
is also a dominant airline in the
country; with 90,000 flights it carried
about 1.5 million passengers
last year, or about one-third of
Norway’s population of 4.5 million.
Despite its growth in southern
Norway and its expansion to some
new international destinations,
Widerøe has not neglected its
roots in the northern and western
parts of the country. It continues
regularly-scheduled service to
several airports with 2,600-foot
(800 m) airstrips along the Norwegian
Sea coast to Honningsvaag,
north of the 70th
parallel. These are flown primarily
by Dash 8 Series 100 aircraft,
which replaced Twin Otter and
Dash 7 equipment. Widerøe also
flies what might be the shortest
scheduled sector in the world, the
eight-minute hop from Vadsoe to
Kirkenes across Varangerfjorden,
an inlet of the Barents Sea. To
drive between the two points
means a three-hour trip around
the fjord.
Widerøe’s five-year plan?
“We will continue to be the
leading player serving the stolports
in the north and west," said Mr.
Lohne. “We will have expanded
our Q300 and Q400 services to
new destinations in southern
Norway and abroad, with annual
growth in passengers and revenues."
4
Bombardier Aerospace Regional Aircraft

Widerøe pilots picking up their first de Havilland
Canada DHC-3 Otter in 1954 in Toronto.
Now that’s
reliability!
Capt. Johan Stormo has
spent almost 30 years
and 14,500 hours flying
de Havilland or
Bombardier aircraft for
Widerøe’s Flyveselskap
of Norway. In all of
those years and hours,
"I have never had an engine failure, never a
precautionary engine shutdown, never any
serious technical problem with the aircraft.“
Most of his flying has been in Norway’s
northern regions, where short airstrips,
hostile terrain and often malicious weather
can play havoc with man and machine.
It’s a strong endorsement of the reliability
and integrity of the de Havilland/Bombardier
aircraft Capt. Stormo has flown: DHC-3
Otter, DHC-6 Twin Otter, Dash 7, Dash 8
Series 100 and 300/Q300. He was at
FlightSafety International in Toronto
recently to take the differences course
required to add the Q400 to his collection.
"Fantastic performance," he said
following his last ride in the simulator.
"In a single-engine climb, you have to
throttle back when you reach 6,000 feet
(1 828 m), or you’ll overspeed."
Capt. Stormo already had about 1,000
hours in the single-engine Otter when he
joined Widerøe in 1971, following a brief
stint in the Royal Norwegian Air Force. He
immediately checked out as a co-pilot on
the Twin Otter at Bodø—where he is still
based—and later upgraded to captain. He
spent 7,350 hours on the Twin Otter flying
in and out of 2,600-foot (800 m) airstrips.
When the four-engine Dash 7 came
to Widerøe in 1982, Capt. Stormo again
upgraded, and spent 3,000 hours flying
an aircraft that, he said, flew just like the
Twin Otter. The 50-passenger Dash 7 was
simply bigger.
Another 3,000-hour career-withina-career
began in 1993 when Widerøe
received its first Dash 8-100, and later the
Series 300. He also served as an instructor
on the Twin Otter, Dash 7 and Dash 8.
Now that the Q400 is joining the fleet,
Capt. Stormo, who is also the airline’s JAR
Ops co-ordinator, will be busy writing the
operations manual for the aircraft.
"This is a great airplane to fly," he said.
"The passengers will like it too, because it’s
fast and it’s quiet inside."
First production CRJ900 set
for initial flight
Program is on schedule for certification
T HE FIRST PRODUCTION CRJ900
Series regional jet, serial number
15001, is in the final preparations
for its first flight, scheduled for
October, 2001 at Montreal’s
Mirabel International Airport
where the CRJ700 and CRJ900 are
assembled. The aircraft will have a
complete interior with the baseline
86 seats, and will be used for systems
integration.
SN 15001 will later be flown to
the Bombardier Aerospace Flight
Test Center in Wichita, Kansas
where it will join the CRJ900 prototype,
SN 15991 in the flight test
program. As of September 10,
2001, 15991 had flown 316 hours
in 128 flights.
“There have been no major technical
issues that will delay certification,
scheduled for the third
quarter of 2002," said David Tidd,
CRJ900 Program Director. “Stability
and control testing is virtually
complete, and Transport Canada
pilots have flown the aircraft."
As for the aircraft’s handling
qualities, “the pilots say they are
pretty much identical to those of
the CRJ700, in some cases better,"
Mr. Tidd added. Ventral fins were
added to the aft fuselage of the
CRJ900 to improve lateral stability.
In addition to a fuselage stretch
of the CRJ700, the CRJ900 has more
powerful General Electric CF34-8C5
engines, and an extra “stack" in the
main landing gear brakes.
Aircraft SN 15002 is scheduled
for roll-out in the 1st quarter of
2002. That aircraft will have 90
passenger seats, for which the aircraft
will be certificated. It is
expected to be on display at the
‰ Bombardier’s Q400 has been flown at an altitude of
36,000 feet (10 973 m) above sea level in an assessment of
the aircraft’s capability to perform specialized, non-airline
missions requiring high-altitude, low-speed capabilities.
"Our Q200 and Q300 aircraft operate in a variety of
special mission configurations and the Q400 high altitude
tests and other work to expand the operating
envelope confirm our interest in adapting the Q400 for
non-airline missions," said Steven A. Ridolfi, President of
Bombardier Aerospace, Regional Aircraft. "The ability of
the Q400 to perform successfully at jet aircraft altitudes
holds great potential for many new applications."
On one simulated mission, with the temperature at ISA, the
Q400 took off at 60,000 pounds (27 216 kg) including
15,724 pounds (6 928 kg) of fuel. Simulating a payload of
Farnborough International Air
Show in the U.K. next July with the
baseline 86-seat interior. The aircraft
will not participate in the
flight test program unless required.
SN 15002 will also be the first
customer aircraft. It is scheduled
for delivery to launch airline customer
Mesa Airlines in the 1st
quarter of 2003. Mesa has firm
orders for 20 CRJ900 aircraft,
while GECAS has firm orders for
10. Memoranda of Understanding
and options number 82 for a
CRJ900 program total of 112 aircraft.
“The CRJ900 is under the published
operational empty weight of
47,500 pounds (21 546 kg)," said
Mr. Tidd. “In addition, indications
are that the aircraft will meet published
performance figures."
When the CRJ900 is awarded a
“same type" rating in 2002, the
concept of a CRJ family of
common aircraft will be fully realized.
The differences training
required when transitioning from
the CRJ100/200 to the CRJ700 or
CRJ900 is three days, with no simulator
training required. Transitioning
from the CRJ700 to CRJ900
will require only a one-day course,
again with no simulator time.
At Bombardier Aerospace,
Regional Aircraft Technical Publications,
CRJ700 documentation is
being modified to include the
CRJ900 for common CRJ700/900
aircraft maintenance manuals,
illustrated parts catalogues and
other technical documents.
These will all be distributed on
DVD disks to SGML language standards
with hyperlinks to other sections
of the manuals where
required. The Aircraft Flight
Manual and Maintenance Requirement
Manual will be dedicated
CRJ900 publications.
The existing Level D CRJ700
full-flight simulator at Bombardier’s
training facilities in Montreal will
become a convertible CRJ700/900
device. Simulator certification as
a CRJ900 device is scheduled for
the 3rd quarter of 2002.
Q400 reaches new heights, as special missions roles are explored
10,000 pounds (4 536 kg), the aircraft climbed to 35,000
feet (10 668 m) in 35 minutes at maximum climb power,
covering 147 nm (272 km).
After a one-hour positioning flight, the aircraft remained
on-station for six hours, 42 minutes (1,772 nm/2 170 km) at
an average speed of 264 kts (489 km/h). The aircraft then
flew back to top of descent at maximum endurance speed
and descended from 35,000 feet to a landing in 32 minutes
(117 nm/217 km/h). Fuel on landing was 933 pounds (423 kg).
The Q400 has already demonstrated that it can handle
steep 5.5-degree approaches, such as those at London City
Airport, and take off and land at high altitude airports such
as La Paz, Bolivia at 13,300 feet (4 054 m) asl. The demonstrated
high cruise altitude capability of the Q400 provides
further evidence of its multi-mission potential.
A CRJ900 leaves its hanger
for a test flight.
Regional Update October-November 2001 5

CRJ700 is the answer
for Brit Air
Xavier Leclercq
President, Brit Air
Brit Air of Morlaix, France joined the regional jet revolution when
it put its first 50-seat CRJ100 into revenue service in 1995. Now
operating a fleet of 20 CRJ100 and 200 Series jets, Brit Air says the
CRJ has had a major impact on its route structure by capitalizing
on jet speeds to increase frequency, which in turn has resulted in
overall higher load factors.
The airline is further building on its regional jet success with the
70-seat CRJ700, which Brit Air put into revenue service in the
spring of 2001. Brit Air had four CRJ700 aircraft, from a firm order
for 12, in operation by October of 2001.
“The CRJ700 has very good customer appeal, and is the right
answer to the growth of our route network and passenger traffic,"
said Xavier Leclercq, President of Brit Air. "Also, it arrived at the
right time—well in advance of its competitors."
While Brit Air is headquartered in Morlaix, a town of about
20,000 people, its main operating base is at Lyon, dedicated to
short- and medium-haul flights throughout Europe. Forty-five
per cent of Brit Air flights arrive at or depart from Lyon, representing
about 25 per cent of all airline movements at that airport.
About 70 per cent of Brit Air traffic to the 26 destinations it
serves is comprised of business travellers, with about 50 per cent
of those passengers connecting to other AF-coded flights. (Brit Air
Carrying the Air France AF code (Air France is Brit Air’s major
shareholder), the 70-seat jets are flying Brest-Lyon, Caen-Lyon,
Genoa-Paris Charles de Gaulle and Nantes-Toulouse, usually three
times a day. Traffic on those routes has grown too large to be
served efficiently by smaller aircraft in the Brit Air fleet.
The airline’s CRJ pilots regularly switch between the 50- and 70-
seat models. “That and the many other areas of commonality was
a major reason why we acquired the CRJ700," said Mr. Leclercq.
“The cost savings are significant."
Brit Air’s CRJ fleet is equipped with the head-up guidance
system (HGS) which will provide CAT IIIa capability. “We have 20
to 30 days a year when CAT IIIa weather conditions prevail at certain
airports and having the ability to operate makes us as reliable
and efficient as any major airline," said Mr. Leclercq. “CAT IIIa
capability is absolutely imperative at Lyon."
faces competition from France’s high-speed TGV train service on
10 per cent of its routes).
Xavier Leclercq started Brittany Air, doing business as Brit
Air, with two five-seat Piper Pa-23 Aztecs in 1973. The airline now
has a fleet of 39 aircraft: 20 CRJ100/200, four CRJ700, eight Fokker
F100 and seven ATR turboprops, as well as more than 1,100
employees.
“In the next three years, we will become an all-jet airline with
a mix of aircraft from 50 to 100 seats," said Mr. Leclercq.
The company will also remain based in Morlaix. “With modern
communications, there is no need for the administrative offices
to be at the same base as the airplanes," Mr. Leclercq said.
“Also, it (the CRJ700) arrived at the right time
—well in advance of its competitors."
6
Bombardier Aerospace Regional Aircraft

Supplier Liaison: The People in the Middle
SupplierLiaison is the department in
Bombardier Aerospace, Regional
Aircraft that acts as the intermediary
between suppliers and operators
of the CRJ, Dash 8/Q Series
and out-of-production products.
“We act on behalf of both suppliers
and operators," said Simon
Pianarosa, Manager, Supplier Liaison.
His seven-person team consists
of Dale Maxwell, Everey
Thomas and Lyndsay Lentine on
the Dash 8 side in Toronto, and
Marilyn Thomas, Josee Lacroix,
Dana Zafiris and Gabor Hasko on
the CRJ program in Montreal.
“If an operator has been unable
to resolve his problems with a supplier,
he will come to us for help
in arriving at a solution," said Mr.
Pianarosa. “We’ll ensure that the
supplier is adhering to his contractual
obligations to Bombardier,
then encourage the supplier to
work with the operator to settle the
issue.
“We also help our suppliers by
helping resolve warranty issues,
and by letting them know that an
operator has taken delivery of an
aircraft."
Supplier Liaison has developed
a Supplier Information Manual
that provides a wealth of information
about the hundreds of suppliers
of the thousands of parts
that make up an aircraft.
The manuals
contain training
requirements, repair
facility information,
warranty expectations,
etc.
“This information –
all an operator needs
to know about supplier
contacts – is currently
on a CD-ROM for the
Q400 program," said
Mr. Pianarosa. “Our
plan is to bundle this
information on the
technical publications
DVD disk in the first
quarter of 2002, and then to have
the information on-line through a
dedicated web site by the end of
2002."
Supplier Liaison has begun
working with suppliers to monitor
low-reliability parts, and
develop action plans with the suppliers
to best satisfy the operator’s
needs. These plans will include
putting parts on consignment at
the operator’s facilities, to minimize
the impact of an unscheduled
removal of a critical
component.
Mr. Pianarosa’s department is
also starting to measure supplier
performance on a monthly basis,
covering such items as AOG support
– whether it is four hours, 24
hours or more than 24 hours –
repair turnaround times, spares fill
rates from supplier directly to
operator, etc., as a result of a
survey supplied by operators
focusing on their experiences with
supplier delivery, costs, satisfaction
and quality.
The first suppliers to be evaluated
in this process are BE Aerospace,
C&D Interiors, Honeywell and
Thales. The results will be published
in a new Customer Support
department publication called
“Regional SPIN" (Supplier Performance
Information Newsletter),
the first issue of which will be
published in October 2001.
“We will be evaluating four
different suppliers each quarter
and following up with an annual
review on how they have been
doing, classifying them based on
their performance," said Mr.
Pianarosa. “Co-operation from
the suppliers to date has been
very good. It gives them better visibility
with the operators and lets
them know what the operators
think of their support.
“We want to be the best in what
we do, and we can’t be the best
unless our suppliers are the best,"
he said.
Supplier Liaison
Bombardier Aerospace and
BE Aerospace staff sit in seats
made by the supplier.
First Row (left to right):
Gabor "Gabi" Hasko,
Dale Maxwell, Dana Zafiris
2nd Row:
Lyndsay Lentine, Josee
Lacroix, Marylin Thomas
3rd Row:
Everey Thomas,
Simon Pianarosa
4th Row :
Steve Young
Q300 makes a
smooth introduction
at Air Nostrum
‰ Despite being a new operator of
the 50- 56-seat Q300 and its rapid
introduction of aircraft into the fleet,
Air Nostrum of Spain has been chalking
up some impressive dispatch
reliability rates.
Air Nostrum began taking delivery
of the 29 Q300 aircraft on order in
December, 2000. By April, 2001 five
Q300 aircraft were flying about1,000
flights a month with a dispatch reliability
in excess of 99%. The addition
of more aircraft didn’t alter the
dispatch reliability much. In July, the
fleet flew 1,332 cycles with a reliability
of 99.55%.
That means that only eight of
those 1,332 flights were delayed or
cancelled because of a technical fault
with the Q300.
“The performance experienced by
Air Nostrum demonstrates that the
Q Series is technically mature and ready
for hard work from the first day of
service,” said Gordon Pratt, Director
of the Q Series 100/200/300 Programs.
Regional Update October-November 2001 7

Representatives from General
Electric Capital Aviation Services
(GECAS) and Bombardier mark
the deliver y of the first GECAS
CRJ200. The jet will be leased to
Shandong Airlines in whose
colours it is painted.
Left to right: Nicky Sarandiev,
Mike MacConnie, Mike Casey,
Todd Freeman, Henry Hubschman,
Steven Ridolfi, Cam Mountenay,
John Giraudy, Edward Sun and
Neville Taylor .
CRJ and Q Series deliveries
Twelve customers took delivery of 39 CRJ Series jets and Q Series
turboprops between June 1 and September 20, 2001.
CRJ200 Series: Air Nostrum accepted one aircraft, its ninth from an order for 21.
Atlantic Coast Airlines received seven aircraft, increasing its fleet to 51 aircraft of the
96 on order. Atlantic Southeast Airlines, a Delta Connection carrier, took delivery of
three, the 6th, 7th and 8th from the 38 on order. Northwest Airlines, which has placed
orders for 34, received seven to increase its fleet to 23. The last of five CRJ200 aircraft
ordered by Shandong Airlines was delivered. The SkyWest Airlines fleet of CRJ200 aircraft
grew to 22 after two deliveries; the airline has orders for 100.
CRJ700 Series: Launch customer Brit Air has orders for 10, and took delivery of its
fourth. U.S. launch customer Horizon Airlines took three of its firm order for 30, giving
it four aircraft. Lufthansa CityLine accepted three aircraft: 2nd, 3rd and 4th from an
order for 19.
Q300: Three were delivered to Air Nostrum to increase its fleet to nine; 29 have been
ordered. UNI Air took delivery of its one aircraft on order.
Q400: Augsburg Airways has ordered five aircraft and took delivery of the third. U.S.
launch customer Horizon Airlines took four more to increase its fleet to eight of the 15
on order. SAS Commuter, which has ordered 28 aircraft, took delivery of two, giving it 23
delivered to date.
Q Series Dash 8 Facts and Figures
Sales (October 1, 2001) Delivered Backlog Total
Series 100 298 1 299
Series 200 92 2 94
Series 300 180 25 205
Series 400 44 27 71
Program total 614 55 669
Q Series Dash 8 Fleet Statistics
Aircraft in service 565 (at April, 2001)
Average flight time 49 mins. (at April, 2001)
Average annual utilization (hours/cycles) 2,167/2,580 (at April,2001)
Highest annual utilization (hours/cycles) 3,208/4,858 (at April, 2001)
Fleet total hours 10,507,951 (at April, 2001)
Fleet total cycles 12,718,855 (at April, 2001)
Dispatch reliability 98.8% (12 mos. to April, 2001)
Schedule completion rate 98.9% (12 mos. to April, 2001)
CRJ Series Facts and Figures
Sales (October 1, 2001) Delivered Backlog Total
Series 100 226 0 226
Series 200 301 335 636
Series CRJ440 0 75 75
Series 700 12 183 195
Series 900 0 30 30
Corporate variants 13 2 15
Program total 552 625 1177
CRJ Series Fleet Statistics*
Aircraft in service 511 (at June, 2001)
Average flight time 1.1 hrs. (at June, 2001)
Average annual utilization (hours/cycles) 2,426/2,119 (at June, 2001)
Highest annual utilization (hours/cycles) 4,292/3,348 (at June, 2001)
Fleet total hours* 3,777,771 (at June, 2001)
Fleet total cycles* 3,345,049 (at June, 2001)
Dispatch reliability 98.28% (12 mos. to June, 2001)
Schedule completion rate 99.08% (12 mos. to June, 2001)
Bombardier, ideas that fly
President: Steven A. Ridolfi
Senior Vice-president, Sales: John Giraudy
Vice-president, Sales, Asia/Pacific: Walter Galloway
Vice-president, Sales, International: John Howarth
Vice-president, Sales, The Americas: Ric Allison
* Does not include corporate/business operators. Utilization is based on schedule data.
Regional Update is published by:
Bombardier Aerospace, Regional Aircraft
123 Garratt Boulevard
Downsview, Ontario, Canada M3K 1Y5
Tel: (416) 375-4027
Fax: (416) 375-4540
Bombardier Inc. 2001 Printed in Canada
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