We have become accustomed to Airbus aircraft bearing the A3XX naming convention, with the A320 family positioned as the manufacturer’s response to the single-aisle or narrowbody aircraft market. However, it appears that Airbus had yet to tap into the short and regional market, which was dominated by competitors such as Embraer E-jets, including the E190, and the Bombardier Canadair or CRJ series. Introducing the Airbus A220 (formerly the Bombardier CSeries), the latest addition to Airbus’ narrowbody aircraft lineup, poised to challenge the Embraer E-jets in their market segment.
The Airbus A220 is a family of five-abreast narrow-body airliners by Airbus Canada Limited Partnership. Initially designed by Bombardier and spending two years in service as the Bombardier CSeries, the A220 program came to life on July 13, 2008.
A Game-Changing Design
The Airbus A220 family, initially developed by Bombardier as the CSeries, has carved out a space for itself in the 100- to 150-seat market. Its unique design and innovative features make it an ideal option for passengers seeking an upgrade from regional airliners to mainline airliners. In this blog, we’ll explore the various aspects of the A220 family, from its cockpit and cabin to its airframe and engine.
- Powerful and Efficient Engine
- Two Pratt & Whitney PW1500G underwing turbofans
- Geared turbofan architecture and advanced engine core
- Highest bypass ratio at 12:1
- 12% better fuel economy
- Impressive Fuel Efficiency and Reduced Emissions
- Up to 25% fuel burn savings per seat
- Significant CO2 and NOx emissions reduction
- Structural technology, aerodynamic design, ultra-high bypass geared turbofan engine, state-of-the-art flight control, and systems
- 25% reduction in maintenance costs and operating cost per seat compared to previous airliners
- Comfortable and Spacious Cabin
- Five-abreast cabin with wide economy seats
- Spacious aisle for fast turnarounds
- Rotating overhead bins for ample storage
- Large windows for natural light
- Customizable LED lighting
- Integrated cabin management system
- Advanced Airframe Design
- 70% advanced lightweight materials (46% composite materials, 24% aluminum-lithium)
- Reduced weight, increased corrosion resistance, better maintainability
- Low-drag nose and tailcone
- Minimum fuselage wetted area
- Optimized wing aerodynamics
- Landing Gear Adaptability
- Common nose landing gear for both -100 and -300 variants
- Slightly reinforced main landing gear for -300 variant
- Three pairs of disc brakes for -100, four pairs for -300
- High-Tech Cockpit
- Rockwell Collins Pro Line Fusion avionics suite
- Five 15.1-inch displays
- Comprehensive navigation, communications, surveillance, and other subsystems
- Consistent cockpit layout for both -100 and -300 variants, allowing for a single type rating for pilots
Variants and Specs
The Airbus A220 family consists of two main variants:
- A220-100: Formerly known as the Bombardier CS100, this is the smaller variant with a seating capacity of 100 to 135 passengers. It has a range of approximately 3,100 nautical miles.
- A220-300: Formerly known as the Bombardier CS300, this is the larger variant with a seating capacity of 120 to 160 passengers. It has a range of approximately 3,300 nautical miles.
Both variants share a high degree of commonality, making it easier for airlines to maintain and operate both types.
| Specifications | A220-100 | A220-300 |
|---|---|---|
| Cockpit crew | 2 pilots | 2 pilots |
| Passengers | 100-120 (max 135) | 120-150 (max 160) |
| Length | 35.00 m (114.83 ft) | 38.71 m (127.0 ft) |
| Wing | 35.10 m (115.2 ft) span, 112.3 m2 (1,209 sq ft) area (10.97 AR) | 35.10 m (115.2 ft) span, 112.3 m2 (1,209 sq ft) area (10.97 AR) |
| Height | 11.50 m (37.7 ft) | 11.50 m (37.7 ft) |
| Fuselage diameter | 3.5 m (11 ft) | 3.5 m (11 ft) |
| Cabin | 3.28 m (10.8 ft) width, 2.11 m (6.9 ft) height | 3.28 m (10.8 ft) width, 2.11 m (6.9 ft) height |
| Cabin length | 23.7 m (78 ft) | 27.5 m (90 ft) |
| MTOW | 63.10 t (139,100 lb) | 70.90 t (156,300 lb) |
| Maximum payload | 15.1 t (33,300 lb) | 18.7 t (41,200 lb) |
| OEW | 35.22 t (77,650 lb) | 37.08 t (81,750 lb) |
| Range | 6,390 km (3,450 nmi) | 6,667 km (3,600 nmi) |
| Cruise speed | Mach .82 (470 kn; 871 km/h) max, Mach .78 (447 kn; 829 km/h) typical | Mach .82 (470 kn; 871 km/h) max, Mach .78 (447 kn; 829 km/h) typical |
| Ceiling | 12,000 m (41,000 ft) | 12,000 m (41,000 ft) |
| Engines | 2× Pratt & Whitney PW1500G | 2× Pratt & Whitney PW1500G |
| Unit thrust | 84 to 104 kN (18,900 to 23,300 lbf) | 93 to 104 kN (21,000 to 23,300 lbf) |
Fokker’s Bankruptcy and the Birth of the BRJ-X
Fokker, the manufacturer of the 100-seat Fokker 100 short-haul aircraft, was declared bankrupt on March 15, 1996. Prior to that, Bombardier had entered into discussions with Fokker about acquiring the company’s assets but ultimately decided against it.
Bombardier then launched the BRJ-X, or “Bombardier Regional Jet eXpansion,” on September 8, 1998. The BRJ-X was planned as a larger regional jet than the Canadair Regional Jet, featuring a wider fuselage with 2-3 seating for 85 to 110 passengers and underwing engine pods. However, at the end of 2000, Bombardier decided to shelve the project in favor of stretching the CRJ700 into the CRJ900.
The Rise of Competitors: Embraer, Airbus, and Boeing
During this time, Embraer launched its E-jets for 70 to 122 passengers at the Paris Air Show in June 1999, which made its maiden flight in February 2002 and was introduced in 2004. Meanwhile, Airbus launched its 107-117 passengers A318 shrink on April 21, 1999, with its first flight in January 2002. Boeing already had the 737-600 in operation, with its first delivery taking place in September 1998.
CSeries Feasibility Study and Birth of the A220
In March 2004, Bombardier appointed Gary Scott to evaluate the creation of a New Commercial Aircraft Program. Bombardier launched a feasibility study for a five-seat abreast CSeries at Farnborough Airshow in July 2004. This study aimed to investigate the development of an aircraft to replace aging rival aircraft with 20% lower operating costs and 15% lower than aircraft produced at the time.
Bombardier’s Board of Directors authorized marketing the CSeries on March 15, 2005, seeking commitments from potential customers, suppliers, and government partners before launching the program. The initial designs for the CSeries included 3-by-2 standard seating, 4-abreast business class, 2.1 m (7 ft) stand-up headroom, fly-by-wire, and side stick controls.
In May 2005, the CSeries development was evaluated at US$2.1 billion, shared with suppliers and partner governments for one-third each. Governments from Canada, Quebec, and the United Kingdom made investments, with repayments planned on a royalty basis per aircraft.
On January 31, 2006, Bombardier announced that market conditions could not justify the launch of the program. However, a small team of employees continued to develop the CSeries business plan, including finding other risk-sharing partners. On January 31, 2007, Bombardier announced that work on the aircraft would continue, with entry into service planned for 2013.
From Bombardier to Airbus
The A220’s journey took a crucial turn when Bombardier formed a partnership with Airbus in October 2017. Faced with stiff competition, slow business, and a dumping petition by Boeing, Bombardier CEO foresaw the partnership significantly accelerating sales by leveraging Airbus’s global scale to boost confidence in the CSeries program.
On October 16, 2017, Airbus and Bombardier announced that Airbus would acquire a 50.01% majority stake in the CSALP partnership, while Bombardier would retain 31% and Investissement Québec 19%. Airbus didn’t pay for its share or assume any debt in the program. The collaboration was expected to enhance the A220’s market share and lead to additional cost savings.
In response to the Airbus-Bombardier partnership, Boeing began talks with Embraer to establish a joint venture, though this agreement was eventually terminated in April 2020 due to the impact of the coronavirus pandemic on aviation. In contrast, the Airbus-Bombardier partnership forged ahead, with Airbus taking a majority stake on July 1, 2018. The A220 was rebranded shortly afterward, showcasing the new partnership’s success.
Bombardier’s Exit and Continued Investment in the A220
In February 2020, Bombardier reassessed its involvement in the A220 program and decided to exit, selling its share to Airbus for $591 million. With this move, Airbus owned 75% of the program, while Investissement Québec held the remaining 25%. Airbus also agreed to acquire A220 and A330 work package production capabilities from Bombardier.
In February 2022, Airbus and the government of Quebec committed to invest an additional $1.2 billion in Airbus Canada to support the acceleration of the A220 production rate to 14 aircraft per month. As part of the agreement, Airbus would invest $900 million, and Investissement Québec would contribute $300 million, ensuring the partnership’s continuity until the program becomes profitable in the middle of the decade.
The Airbus A220 is a testament to the aviation industry’s continuous pursuit of innovation and efficiency. As the latest addition to Airbus’ narrowbody aircraft lineup, it addresses the previously untapped short and regional market. The A220 brings together advanced airframe design, cutting-edge engine technology, and a comfortable, spacious cabin, positioning it as a strong contender against established regional aircraft competitors like the Embraer E-jets. With its impressive fuel efficiency, reduced emissions, and advanced cockpit technology, the Airbus A220 is set to make a significant impact in the regional aviation market and change the way we experience air travel.
First love never dies. I fell in love with airplanes and aviation when I was a kid. My dream was to become a pilot, but destiny led me to another path: to be an aviation digital media content creator and a small business owner. My passion for aviation inspires me to bring you quality content through my website and social accounts. Aviation is indeed in my blood and blog!
