It’s a weird sensation closing out June knowing that this is the third aircraft template I’ve created and posted this month. On one hand, I feel like I’ve made real progress by creating 3 new templates of aircraft variants that had been missing from my archives! On the other hand, they were probably the 3 most unexciting variants of existing templates that I could have possibly done. Unless you’ve got a fetish for stretched out regional jets such as this CRJ-1000 that is.
Whether or not you find the CRJ-1000 to be interesting, my hope is that you can at least join me in feeling excited about how well-stocked the Norebbo side view aircraft template collection is becoming. I’m slowly filling all the holes, and this post concludes the Bombardier CRJ family of aircraft. My CRJ-200, -700, and -900 templates have been online for years, and it feels great to put a cap on the series with this mighty -1000.
Actually, “mighty” is probably the wrong word to describe the CRJ-1000
I’m sorry, but I consider this longest variant of the Bombardier CRJ series to be one design iteration too far. Kind of like how Boeing keeps evolving (and growing) the 737 series instead of reinvesting in their future by creating an all new aircraft (one that’s far more efficient and modern), the CRJ-1000 ended up being nothing more than a cheaper-to-develop alternative to an all new design.
The sales figures prove it. At the time of this writing, only 63 CRJ-1000s have been built and delivered (with no more on the order books). Compare that with 487 firm orders for the CRJ-900, and 330 for the CRJ-700, and it seems as if the -1000 was never the success that Bombardier was hoping it would be.
Anyway, unlike then Boeing 737 MAX family of aircraft, the -1000 was stretched in a way that didn’t compromise it’s air worthiness. At the time of this writing, I haven’t been able to find a single incident involving one of these super-stretched regional jets. Yeah, it may look somewhat ridiculous with it’s tiny engines and wings strapped to a pencil-like fuselage, but…it was extended in a functionally-sound manner.
As a matter of fact, the CRJ-1000 outperforms the E-190 (it’s main competitor) with a higher profit margin per seat. Whether or not it performs better in terms of overall flight dynamics is something I can’t comment on. I don’t fly these airplanes. I just draw them.
How is the CRJ-1000 different than the CRJ-900?
Surprisingly, there aren’t that many visual differences compared to its smaller predecessor. Yes, I just criticized this airplane as being a cheap “shortcut” to higher profits for Bombardier, but the fact of the matter is that they stretched this airframe in the most efficient way possible:
- The wings are the same
- The engines are the same
- The winglets are slightly different. I haven’t been able to find exact specifications for them, but based on all the reference photos I looked at, they appear to be taller, slightly thinner, with a steeper rake angle.
- Three additional windows were added: two forward of the wing, and one aft
- There was a thin aerodynamic “splitter” on the CRJ-900 (located on the top of the fuselage extending from the vertical stabilizer to a point just ahead of the engines) which has been eliminated.
- Total length has been increased to 128’-5” (39.1m) to from 118’-11” (36.2m)
A brief history of the CRJ-1000
Officially launched on February 19th, 2007, the first flight of the CRJ-1000 took place on July 28th, 2009. Everything seemed to be on track and on schedule for an official entry into service taking place in 2010, but a rudder control issue was discovered discovered in early flight testing. This delayed the program for more than a year.
As I’ve already mentioned, this stretched CRJ-900 was never a really big hit for Bombardier. Considering that is was a “stretch of a stretch” (in the sense that the -900 was just a stretched -700), it was nothing more than a niche aircraft type at best. Other purpose-built high-density regional jets such as the E-190 and E-195 were far more popular with the airlines.
Yup – I’m getting tired of creating templates of yawn-worthy aircraft
As mentioned in previous posts, my goal was to use the month of June as a “catch up” period. I can’t necessarily say that I succeed (because there are so many other variants for existing templates I never got around to creating), but I did what I could. For now.
The good news is that I’m ready to begin an all-new aircraft template! The only problems are:
- I’m taking the first week of July off to vacation with the family
- I have no idea what template to create when I get back
However, this isn’t a big deal, because (just as I’ve done in the past), I’m going to open it up to you guys and gals for guidance. Comment below what aircraft template you’d like me to create next, and the one with the most votes by July 8th will be the one that I will do!