The little flown CSeries 100 prototype after roll out in June 2013:Wiki Commons

By continuing to remove senior executives who were the face of completely inaccurate forecasts as to the progress of its CSeries regional jetliner, Canada’s Bombardier company is following sound public relations strategy.

Which is that when you screw up, you get rid of those media and industry relations figures who will get grilled over their prior delivery of dubious or failed guidance.

A summary of the corporate changes in Bombardier, which continued overnight, is given by this Reuters story, as well as many others, in particular in Canada.

But this doesn’t answer any of the questions that have arisen over the future of the 110-149 nominal capacity versions of the all new high composite twin engined single aisle jets that comprise the CSeries.

Nor does it make the work of the new faces of the CSeries any easier, since the official line, that it will enter service in the second half of 2015, is implausible.

Being associated with this project could end up being a risky career path.

The CSeries is a highly appealing design, in PR speak. But the lack of anything like the projected sales to date might indicate that airlines don’t select their airlines based on brochures, or social media, but the answers to difficult questions, like achieved versus nominal zero fuel structural weight, reliability, price, performance guarantees, and operational relevance.

In terms of credibility in the industry, the CSeries is struggling to score zero. There remains a daunting amount of test and certification work to do, in a program in which it appeared way behind time even before the engine incident.

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