Airbus A220 (ex C-Series)

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Utente Registrato
5 Giugno 2006
Airbus A220

Mi era sfuggito che d'ora in poi l'aereo si chiamera' A220.
Dal video sembra che il nuovo nome sarà:
- A220-300 per il CS300
- A220-100 per il CS100

Essendo l'A320 il modello storico da cui è derivata tutta la famiglia, ci può stare un A220 per una nuova famiglia.


Socio AIAC
Utente Registrato
24 Ottobre 2006
Re: Bombardier CSeries: a che punto siamo?

CSeries renamed as Airbus A220

Airbus has formally redesignated the Bombardier CSeries as the A220, complementing its larger A320 single-aisle range.
A former CS300 – now known as the A220-300 – has touched down in Toulouse, painted in its new Airbus colour scheme.
Its smaller sister aircraft, previously known as the CS100, will be called the A220-100.
Airbus took over the CSeries programme from Bombardier on 1 July.



Utente Registrato
17 Febbraio 2006
Monza, Lombardia.
Re: Bombardier CSeries: a che punto siamo?

Speriamo che questo "rebrand" dia a questo aereo l'opportunità di ricevere maggiori ordini, personalmente mi piace molto: fingers crossed!
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Reactions: Maradona71


Socio AIAC
Utente Registrato
24 Ottobre 2006
Re: Airbus A220

I primi (ovvi) effetti dell'integrazione con Airbus porteranno ad una razionalizzazione ed efficientamento delle relazioni con i fornitori.

Airbus in talks with A220 suppliers as it seeks efficiencies

Airbus today signalled its intention to renegotiate terms with A220 suppliers as it formally introduced the newly rebranded aircraft – previously the Bombardier CSeries – to its product family, after acquiring a majority stake in the programme earlier this month.
Newly painted in Airbus livery, an A220-300 – which would formerly have been designated a CS300 – landed at the airframer's Toulouse base for an unveiling ceremony today.
Airbus commercial aircraft president Guillaume Faury describes the new addition as a "beautiful, outstanding aircraft" and predicts that the A220-300 and its smaller sibling the A220-100 – the former CS100 – will be "extremely successful" under the new ownership structure.
The European airframer has a 50.01% shareholding in the CSeries Aircraft Limited Partnership (CSALP), with Bombardier and Investissement Quebec controlling 34% and 16%, respectively.
CSALP head of sales David Dufrenois says the target is to sell a double-digit number of A220s this year, and that annual sales volume will "hopefully" rise to triple digits in future.
Meanwhile, production costs for the aircraft will have to be reduced through "double-digit efficiency gains", he says. This is to be achieved through renegotiation of supplier terms and increases in the aircraft's production volume.
Dufrenois says talks with suppliers are under way and that they are being asked to make "a little bit of effort" to improve the programme's sales prospects.
Since it formally launched the programme in 2008, Bombardier has received 402 orders for the aircraft and delivered a total of 38 to date.
The A220 entered service with Swiss in 2016, and has since been joined the fleets of Air Baltic and Korean Air.
Airbus foresees a 20-year market for around 7,200 aircraft in the 100-150 seat segment, including smaller models of the A320 and Boeing 737 families.
Excluding those narrowbody types, Airbus sees a demand for 6,000 aircraft. The manufacturer intends to capture half of that market.
CSALP head of customer support and engineering Rob Dewar says efficiencies through production ramp-up will drive sales prospects for the A220, and vice versa.
He says CSALP intends to deliver 34 A220s in this year, twice the production volume of 2017.
However, he did not reveal a target for 2019. This is being assessed with Airbus, he says. FG



Utente Registrato
14 Aprile 2016
Re: Bombardier CSeries: a che punto siamo?

E intanto arriva anche JetBlue.....

JetBlue Airways today announced it has ordered 60 Airbus A220-300 aircraft – previously called the Bombardier CS300 – for delivery beginning in 2020, with the option for 60 additional aircraft beginning in 2025.

The aircraft will be powered by Pratt & Whitney Geared Turbofan (GTF) PW1500G engines. The order follows JetBlue’s intensive review aimed at ensuring the best financial performance of the airline’s fleet while providing maximum flexibility to execute its network strategy and enhancing its industry-leading customer experience.

As part of the agreement, JetBlue has also reshaped its Airbus orderbook, including converting its order for 25 A320neos to the A321neo and adjusting the delivery schedule.

“We are evolving our fleet for the future of JetBlue, and the A220-300’s impressive range and economics offer us flexibility and support our key financial and operating priorities,” said Robin Hayes, chief executive officer, JetBlue. “As we approach our 20th anniversary, the A220, combined with our A321 and restyled A320 fleet, will help ensure we deliver the best onboard experience to customers and meet our long-term financial targets as we continue disciplined growth into the future.”

“JetBlue’s selection of the A220 aircraft as a complement to its growing A320 Family fleet is a tremendous endorsement – both of the A220 itself and of the way these two aircraft can work together to provide airline network flexibility and a great customer experience,” said Eric Schulz, chief commercial officer for Airbus. “JetBlue will be able to leverage the unbeatable efficiency of both the A321neo and the A220-300, as well as taking advantage of the roomiest and most customer-pleasing cabins of any aircraft in their size categories.”

“We’re honored by JetBlue’s confidence in selecting the A220-300 aircraft which adds to their existing order of the A320neo family of aircraft both powered by the Pratt & Whitney GTF engine,” said Chris Calio, president of commercial engines at Pratt & Whitney. “We’ve been powering JetBlue with our V2500® engines since they started operations in 2000. We now look forward to also supporting JetBlue across their two new fuel-efficient, next-generation aircraft platforms.”

State-of-the-Art Technology & Enhanced Customer Experience

The A220-300’s spacious and comfortable cabin makes it the perfect fit for JetBlue, which has consistently led U.S.airlines in the onboard experience. The A220’s cabin design offers customers the best inflight experience with wider seats, spacious overhead bins and extra-large windows that offer a great view from the sky and on the ground.

The aircraft’s advanced aerodynamics combined with a specially designed Pratt & Whitney engine help the aircraft deliver approximately 40 percent lower fuel burn per seat than JetBlue’s current E190 fleet, a reduced noise footprint and decreased emissions.

Thorough Analysis Determined Path to Greatest Value

JetBlue conducted a comprehensive review of multiple options for its 100-seat aircraft. In addition to its financial analysis, JetBlue invited frontline leaders and crewmembers, including technical operations, to evaluate the aircraft in person at JetBlue’s JFK hangar.

JetBlue plans to phase in the A220-300 as a replacement for JetBlue’s existing fleet of 60 Embraer E190 aircraft. The aircraft’s range and seating capacity will add flexibility to JetBlue’s network strategy as it targets growth in its focus cities, including options to schedule it for transcontinental flying. The aircraft also opens the door to new markets and routes that would have been unprofitable with JetBlue’s existing fleet.

“We expect the A220 to be an important long-term building block in our goal to deliver superior margins and create long-term shareholder value,” said Steve Priest, executive vice president and chief financial officer, JetBlue. “We are confident the A220 will perform well in every aspect, including network, cost, maintenance, or customer experience. Simply put – our crewmembers, customers and owners are going to love this aircraft.”

While the E190 has played an important role in JetBlue’s network since 2005, the airline’s fleet review determined that the A220’s economics would allow the airline to lower costs in the coming years. The A220 was designed by previous manufacturer Bombardier to seat between 130 and 160 customers, enabling financial and network advantages over the current 100-seat Embraer configuration.

Seamless Transition With Built-In Flexibility

“The diligence that went into this analysis from teams across JetBlue speaks to the aircraft’s importance for the next generation of our airline,” Priest said. “We expect a seamless transition, and we’ve worked with Airbus and Bombardier to build in maximum flexibility to the order book as market conditions shift over time.”

JetBlue plans to take delivery of the first five aircraft in 2020, the airline’s 20th year of service. Deliveries will continue through 2025. JetBlue expects it will begin to reduce flying with its existing fleet of E190 aircraft beginning in 2020. The phase out will continue gradually through approximately 2025.

Options for 60 additional aircraft begin in 2025, and JetBlue retains flexibility to convert certain aircraft to the smaller A220-100 if it chooses. Both members of the A220 Family share commonality in more than 99 percent of their replaceable parts as well as the same family of engines.

JetBlue’s A220 aircraft will be assembled in Mobile, Alabama.

Images: Airbus and JetBlue.


Socio AIAC
Utente Registrato
24 Ottobre 2006
Da Costa sull'A220:

The A220-300, meanwhile, is labelled "the network builder". He says the aircraft is suitable for the feeder routes of network airlines, and for A220-100 operators wishing to upgauge to larger equipment. Da Costa describes the A220-100 as "the lowest-risk solution" and an "ideal" platform to develop new routes.
The A220-100 also has "exceptional" capability to operate from high-altitude airports, he says, though he points out that the aircraft accommodates 135 passengers while the A319neo can perform similar missions with higher capacity.
He suggests that a reason for Bombardier's limited CSeries order volume was the "very hard time" Airbus gave its Canadian rival during sales campaigns. The European airframer took a majority stake in the CSeries Aircraft Limited Partnership on 1 July, effectively gaining control of the programme.
It was "a bit risky" for Bombardier to compete against Airbus at the lower end of the A320 family, says Da Costa.
Having launched the programme in 2008, Bombardier secured 402 orders for the CSeries. That excludes the deal with JetBlue Airways, disclosed on 10 July, for up to 120 A220-300s.
Still, Da Costa says the A220 represents an "exceptional platform" because it is, in his view, the only aircraft specifically designed for the 100-150-seat market while competitors – notably Embraer's E2 family – are stretch derivatives of types that originally had fewer than 100 seats.FG


Socio AIAC
Utente Registrato
10 Dicembre 2007
Interessante analisi di FG sulla scelta di JetBlue. E' evidente che trovarsi sotto l'ombrello di Airbus, permette al 220 di entrare in negoziati più ampi che comprendono anche altri modelli. Ragione per la quale anche Embrear e Boeing sono dovuti pervenire ad un accordo. Il primo per non trovarsi da solo a competere con il colosso europeo, il secondo per poter offrire un modello comparabile al 220.
A mio avviso il fatto che JetBlue abbia rinunciato a proseguire l'esperienza dei regional brasiliani con l'E2 (accettandone i costi), potrebbe essere una cartina tornasole anche per "pesare" le qualità dei due aerei.
Sarà interessante osservare gli eventuali ordini che arriveranno a Farnborough per entrambi i regional alla luce dell'entrata in portafoglio dei due giganti globali.

ANALYSIS: Why JetBlue chose the A220

  • 11 JULY, 2018
Economics, network range and fleet plan flexibility. Those factors sealed the deal for JetBlue Airways in choosing the Airbus A220-300 after an "incredibly close" battle with the Embraer 195-E2, moving the airline towards becoming an all-Airbus operator.

"The E195-E2 is a fabulous next generation aircraft," JetBlue chief financial officer Steve Priest says on a call to discuss the airline's fleet changes. "It was incredibly close from an economic standpoint when we look at the two platforms. Both of them as next generation aircraft really drive a step change from existing technology."
The New York-based airline, however, went with the A220 after being convinced of its economics and fit for JetBlue's network strategy. An offer by Airbus to allow JetBlue to substitute certain A220-300 options with the smaller A220-100 sweetened the deal.
Embraer did not respond to requests for comment.
Despite announcing the order for 60 A220-300s - with an additional 60 options - hours after Airbus officially rebranded the Bombardier CSeries the A220, JetBluesays the Airbus takeover was a secondary factor in its decision.
"That wasn't the key driver behind the decision," says Priest, even though he acknowledges that the A220 order gave the airline to opportunity to amend its Airbus orderbook. It has converted all 25 A320neos in its backlog to A321neos, while shifting the delivery dates of some of those aircraft. Two A321neos will now deliver in 2020 instead of 2021, and seven deliveries scheduled for delivery in 2021-22 have been pushed out to 2024.
"These changes will allow us to further upgauge our fleet in a margin-accretive way," says Priest.
JetBlue estimates that the A220 will lower operating costs by 29% on a per seat basis, comprising a 40% reduction in fuel costs and 22% decline in non-fuel expenses, when compared with its existing Embraer E190 fleet. On a per aircraft basis, the A220 is expected to drive incremental profit of $4-$5 million.
When the airline's transition to the A220 is complete by 2025, systemwide unit cost would benefit by a decline of 5.3% and non-fuel unit cost by over 4.5%, says Priest. Earnings per share will also improve by about 65 cents on JetBlue's current share count.
From a network perspective, the A220 will allow the airline to cover a wider mission and optimise some of its E190 flying. About a quarter of JetBlue's E190 network today could be flown more optimally with larger aircraft, says executive vice-president for commercial and planning Marty St George, citing routes like Boston to Austin.
The A220 will also enable JetBlue to add more transcontinental flying and red-eye flights. "All our focus cities are coastal, so transcontinental flying is important," says St George. "The A220 can fly with a wider mix of markets with a CASM that is very competitive."

JetBlue's plan to exit the E190 by 2025 will mark the end of a 20-year run of the aircraft at the carrier, which was the E190's launch customer and operator with an order for 100 E190s announced in 2003. The E190 entered service with JetBlue in November 2005.
But since then, the airline has taken delivery of only 60 E190s, deciding in 2013 to optimise the fleet at that level. Another 24 E190 orders are sitting on JetBlue's orderbook following a deferral in 2013, with an additional 38 options, Flight Fleets Analyzer shows.
The future of the E190 fleet came into question when the airline announced a major fleet review in March 2017, targeted at cost concerns over the E190 fleet.
Priest says today that the E190 was purchased "at a different time for JetBlue" - when the carrier was just about three years old - with different missions in mind.
While the airline's E190 fleet is relatively young, it would require "significant upgrades into the next decade to be economically viable for us through to its full useful life," says Priest. JetBlue's 60 E190s have an average age of just under 10 years, Flight Fleets Analyzer shows.
The E190 accounts for about a 11% share of JetBlue's total capacity, but contributes 20% of the airline's operating expenses, it says. "We needed an efficient, smaller-gauge aircraft than the 162-seat A320 that would support high-frequency, short-mission and also longer-mission transcontinental flying," says Priest.
JetBlue will begin phasing out the first of its 30 owned E190s in 2020, while leases on the 30 remaining E190s will expire beginning in 2023. The airline estimates a one-time cost of $90-$110 million and a transition cost of $5-$15 million this year related to the fleet changes. It forecasts it will shoulder up to another $185 million in transition costs from 2019 through 2025.
The fleet change is expected to have a headwind of about 25 basis points on the airline's unit cost excluding fuel compound annual growth rate from 2017 to 2020.
JetBlue is in the process of evaluating any impairment costs from exiting the E190, and expects to share more details later this month during its second quarter earnings call. Priest says the carrier has made no decision on how it will dispose of its owned E190s.

JetBlue has not decided on the seat configuration of its A220s, but president Joanna Geraghty says the airline will have the opportunity to "redefine the interior" beyond what had been advertised by Bombardier and Airbus around the seating capacity of the aircraft.
Even though the airline did not factor its Mint premium product into its fleet analysis, Geraghty indicates JetBlue is not closed off to the idea of having Mint on a A220. "It doesn't mean we won't consider it," she adds.
All of JetBlue's A220 deliveries will come from a planned assembly line in Mobile, Alabama, where the airline is already taking delivery of A320 family aircraft. Priest expresses confidence in the planned facility's ability to deliver the aircraft on time. Airbus has committed to deliver A220s from Mobile in 2020 - right when JetBlue expects to take its first.
"We have a good amount of faith in Airbus," says Priest. "There is no reason to think there would be a delay."
While the airline has resolved the future of its smaller-gauge fleet, it continues to mull the need for a longer-range jet that will allow it to begin transatlantic flying to Europe. JetBlue will retain rolling options to switch its A321neo deliveries to the A321LR, as it continues to weigh the accretive revenue from any potential European service, says St George.


Utente Registrato
5 Maggio 2016
Scusate la domanda banale: sugli aerei già consegnati il rebrand che effetti avrà? Viene modificata la comunicazione a bordo (tipo la safety card)? E il numero di matricola? Qualche giorno fa ho volato su questo aereo e mi sono ricordato della discussione dedicata qui sul forum, scoprendo adesso che è entrato a far parte della famiglia Airbus...


Socio AIAC
Utente Registrato
24 Ottobre 2006
Leonardo renegotiating A220 supply terms with Airbus

Italian aerospace group Leonardo is negotiating with Airbus to secure new terms for the supply of A220 components.
Leonardo chief executive Alessandro Profumo said during a results briefing on 30 July that the group had initiated legal proceedings against Bombardier before Airbus took over control of the A220 programme – previously known as the CSeries – in July, and that the case had now been redirected at the European airframer.
Having previously admitted that Leonardo was "losing money" on the programme, Profumo says the price the manufacturer receives for A220 components is below a "cost structure discussed with Bombardier".
Leonardo supplies the vertical and horizontal stabilisers for the A220.
Profumo is hopeful that the dispute can be resolved. "We have a very open talk on that with our Airbus friends," he says.
Airbus said in July that it was seeking double-digit cost efficiencies for the A220 programme through renegotiation of supplier terms and increases in the aircraft's production volume.
Leonardo and Airbus jointly own turboprop manufacturer ATR. FG