The Canadian Press Staff | Tuesday, November 23, 2021
Airbus is aiming to put the world’s first hydrogen-powered commercial plane into service by 2035, the European aircraft maker’s boss said. (AFP)
MONTREAL — Stigmatizing the aviation sector won’t lead to constructive solutions to reducing greenhouse gases, said the president and CEO of Airbus Canada at an event in Montreal Tuesday, as he came to his industry’s defence.
“Aviation bashing does not allow for constructive strategies,” Benoît Schultz said in an address to the Montreal Council on Foreign Relations (CORIM).
The sector employs 160 million workers worldwide, while accounting for “2 to 3 per cent” of global CO2 emissions, the executive said.
The environmental footprint of aviation is an increasingly discussed topic. While the sector’s emissions remain modest on a global scale, the number of air travellers remains small. When you look at the environmental impact of a single person, an airplane flight becomes more significant.
A round trip from Montreal to Paris will produce 1.9 tonnes of carbon dioxide, according to the calculation tool Planetair, a non-profit carbon credit organization. The average Quebecer emits about 10 tonnes of carbon per year.
Airbus is ‘proactive’ in reducing its aircraft emissions, Schultz said.
“In the last 25 years, we have reduced our aircraft emissions by about 80 per cent in terms of CO2 and 90 per cent in terms of nitrogen oxide compared to early generation aircraft,” he said.
Schultz reiterated the French multinational’s goal of becoming carbon neutral by 2035.
– This report by The Canadian Press was first published in French on Nov. 23, 2021.
William Wilkes, Siddharth Philip and Charlotte Ryan, Bloomberg News
A new Airbus A220 single-aisle aircraft comes in to land in Toulouse, France, on Tuesday, July 10, 2018. Airbus renamed the C Series jet acquired from Bombardier Inc. the A220 and set a target of at least 100 orders for the aircraft this year. , Bloomberg
(Bloomberg) — Deutsche Lufthansa AG is considering buying more Airbus SE A220 jets to boost profitability on regional routes as European air travel recovers from the coronavirus pandemic, according to people familiar with the matter.
The German airline group is looking to simplify a regional fleet made up of several different models across its subsidiary brands, said the people, who asked not to be identified because the talks are ongoing. A shift toward the lightweight A220 could help Lufthansa hold down spending on fuel, maintenance and training, they said.
Speaking after Lufthansa reported third quarter results, Chief Executive Officer Carsten Spohr said the airline had sent proposal requests to regional jet manufacturers, the first stage in a potential aircraft acquisition.
There’s been no final decision, and it’s possible Lufthansa will go with a different manufacturer. Other models, including from Embraer SA, are among the possible choices, Spohr said on the call.
Spohr didn’t say how many planes are being considered. Lufthansa’s Swiss arm was a launch customer for the A220. It operates 21 A220-300s and 9 A220-100s.
Air Canada Rouge, the lower-cost subsidiary and leisure airline of the Canadian flag carrier, took to the skies again in September. With the B767-300ER gone, its 39-strong fleet is now exclusively Airbus. They’re used on 60 routes until the end of the year as it rebuilds its network.
Air Canada Rouge has resumed flying
Air Canada Rouge relaunched with an initial three routes from Toronto: Las Vegas, Orlando, and Regina, in the distant province of Saskatchewan. These were joined by Toronto to Cancun and Tampa a few days later, with all five routes using 200-seat A321ceos.
These were its first flights since February, with the seven-month grounding due to Canada’s non-essential travel ban and the suspension of all flights to the Caribbean and Mexico – two of its essential markets – at the request of the Canadian government. Rouge’s resumption coincided with Canada reopening its borders on September 7th to fully vaccinated foreigners.
Now exclusively Airbus
Rouge’s fleet is now entirely narrowbody, ch-aviation.com shows, with 20 A319s, 14 A321s, and just five A320s. This follows the retirement of its B767-300ERs, of which it had 25 at one point.
Its 767s were, of course, mainly used long-haul, including across Europe and South America, and the type’s routes had an average of 2,378 miles, OAG indicates. At 5,063 miles, Toronto-Athens was its longest-ever 767 route, but Toronto to Las Vegas had the most flights.
Currently, five aircraft are active
According to Planespotters.net and confirmed by Flightradar24, only five of its 39-strong fleet – some 13% – is currently active, all A321s. Its A321 fleet has an average age of just 6.1 years, far younger than its A319s (23.5 years; to be retired) and A320s (14.2 years). The younger A321s were delivered directly to Air Canada Rouge.
No widebodies go hand-in-hand with Rouge previously saying that it’ll concentrate on routes within narrowbody range. Air Canada will instead operate suitably good-performing long-haul routes – many have already switched – in a rejigging of networks and focusing on relative strengths.
One of many examples is Toronto to Edinburgh, which was by Rouge’s 767s and from 2022 will instead be by its parent’s Boeing 737 MAX 8s from June 1st. It’ll compete directly with WestJet. Another: Toronto to Bogota, in Rouge’s hands from 2016, is now by Air Canada’s B787s and A330-300s.
What’s the plan to the end of the year?
Between September 20th and December 31st, Rouge has scheduled 60 routes. Thirty-nine of these are to/from Toronto, with most of the rest from Montreal. With over 2,700 outbound flights planned, the domestic market has almost four in ten departures, comprising eight routes from Toronto.
Toronto to Québec City has the most flights
Some 13 international countries will welcome Rouge’s flights, with the US the most-served, followed by Cuba, Mexico, Dominican Republic, and the Cayman Islands. Toronto to Miami has the most international flights, as shown below, although the 456-mile domestic link from Toronto to Québec City (YQB) is the most-served, with 28 weekly departures from November.
One curious effect of the air transport crisis is that it has effectively pushed the sector back in time, leaving a fleet technologically shaped to address the 2020s facing levels of demand from the turn of the millennium.
“This industry, in a matter of a year, has lost something like 15 – if not more – years of growth,” says Airbus chief commercial officer Christian Scherer.
Airbus says successful A220 complements A320neo family
Activity level might be back to that which existed when the Airbus A318 was entering service and the A319 was reaching peak deliveries. But Scherer believes the airframer’s ability to pitch the 100- and 130-seat sectors with the A220 – an aircraft which was still an unlaunched Bombardier concept, the CSeries, at the time – will prove an advantage during the recovery of the single-aisle market.
“We had a very timid attempt in the past with the A318 in this category,” says Scherer. “But we now have a family of products with A220-100 and -300 that clearly addresses the upper regional segment where Airbus wasn’t really present before.”
Neither the A318 nor rival Boeing’s answer, the 737-600, sold more than 70-80 aircraft and the lower end of the single-aisle battleground has since become even tougher.
When Airbus opted to re-engine its popular A319, it believed the updated aircraft would continue its predecessor’s run of success while consigning the CSeries, then a prospective competitor, to the status of also-ran.
But while the A319 and the 737-700 each managed to secure close to 1,500 orders, neither of their re-engined counterparts – the A319neo and 737 Max 7 – has been able to replicate these figures. The CSeries, however, took over 400 orders under Bombardier and Airbus has added another 337 gross orders in the three years since acquiring the programme, now the A220, in mid-2018.
Scherer believes the A220 hands Airbus an advantage in the current circumstances. While Airbus cut production rates of other aircraft in its portfolio, he points out, there was no such reduction for the A220 – the airframer only “adapted slightly downward the positive slope” for the type’s ramp-up.
Airbus vice-president of programmes Philippe Mhun says the A220 was the “most active fleet in its segment during the crisis”, claiming that a minimum 50% of delivered aircraft were still being operated at the lowest point, before the figure “very quickly” recovered to higher levels.
Carriers such as Air Canada, Delta Air Lines and Swiss were operating almost all their A220s by June, while keeping substantial numbers of A320-family jets parked.
The airframer plans to increase combined monthly A220 output from its Montreal Mirabel and Mobile, Alabama assembly lines from five to six aircraft in early 2022, and its aim is for 14 by around mid-decade.
“Our order book is pretty full, we have no issue in terms of open slots,” says Mhun.
Although longer-range single-aisle aircraft have been able to encroach on routes traditionally plied by twin-aisle types, the use of smaller aircraft on such routes carries a potential comfort penalty, requiring carriers to adapt single-aisle types to feature interior configurations suitable for longer-duration flights.
Radical interior reconfiguration is less of a consideration at the regional end of the scale, but Airbus believes the basic A220 already provides advantages by offering a tailored five-abreast aircraft rather than further stretches of narrow four-abreast regional jets or inefficient shrinks of larger six-abreast models.
“It’s absolutely the reference in cabin comfort,” says Scherer.
He believes that, although the A220 has “marginally higher” trip costs than its “direct competitor”, by virtue of being 20-30 seats larger, customers will favour the range advantage and increased revenue generation potential.
“It clearly commands a value premium in the market,” he says.
But it also shifts the competitive arena, pitching Airbus more directly against Embraer at a point where the Brazilian airframer remains without a strong partner after its proposed tie-up with Boeing suddenly collapsed last year.
Over the last three years – a period in which the Embraer E195-E2 and E190-E2 have entered service – the A220’s net orders, under Airbus, have risen by over 60%, while its backlog has increased by a third to nearly 500 aircraft. Customers have strongly backed the larger -300 over the -100, and a similar pattern has emerged at Embraer, where the E195-E2 has sold better than the E190-E2. Embraer’s E2 backlog stood at 139 at the end of March.
JetBlue says the A220 has 30% better cost-efficiency per seat than the E190
New customer JetBlue Airways is taking the A220 to replace its older E190s. Chief financial officer Steve Priest says the carrier is “particularly excited about the outstanding economics”, giving a figure of 30% better cost-efficiency per seat over the regional jet.
“We believe this fleet will be pivotal to helping us reshape our cost structure and growing our margins,” he adds.
Lufthansa Group carrier Swiss was the launch operator of the A220 during its period as the CSeries, and has built a fleet of 30 including both the -100 and -300 variants. The aircraft has the range to integrate smoothly with its A320 fleet, offering economical capacity options.
“We use our A220 and A320-family aircraft very flexibly on the entire short-haul network, according to demand, with very few exceptions for operational reasons,” the carrier states, pointing out that the A220 is necessary for Swiss to access specific airports such as London City and Florence.
Scherer claims Chinese interest in the A220 from operators in regions “outside of the mainstream” routes, while the type has attracted interest from executive and premium operators interested in exploiting the long-range potential of low-density cabins.
Although Airbus has been enhancing the performance of the A220, with hikes in maximum take-off weight, it views the A220 and A320 families as separate products. Scherer says the lack of full commonality between the two types has “not proven to be a major handicap” and points out that there is “no such commonality” between upper-size regional jets and mid-size single-aisle aircraft.
“There are no plans to revamp or change the value proposition of the A220 or A320 to construct a common cockpit,” he says. “That’s not to say they won’t converge over time, but there are no hard plans.”
Toulouse, 15th July 2021– Airbus and the Montreal, Canada-based SAF+ Consortium have signed a Memorandum of Understanding (MoU) to collaborate with major Canadian aviation industry players on sustainable aviation fuel (SAF) development and production in North America. Airbus will be investing through “in-kind” contributions, which consist of technical and certification expertise, economic analysis, communications and advocacy.
Today’s announcement marks the launch of a new Canadian ecosystem dedicated to stimulating the production of SAF and connecting Airbus with prominent Canadian actors spanning the entire aviation value chain to develop a concrete solution that will make low-carbon flying a reality.
The aviation sector is a global industry and while momentum for SAF is growing, particularly in Europe, investment in SAF’s worldwide development is of equal importance to enable the entire sector to achieve significant CO2 emissions reductions around the globe.
“Airbus, alongside many of its customers, is more than convinced the use of SAF is an essential pillar to support the aviation industry’s decarbonisation journey,” says Steven Le Moing, Airbus New Energy Programme Manager. “Building this new Canadian ecosystem alongside the SAF+ Consortium is a key milestone as we continue to push to reach our global 2050 CO2 emissions-reduction targets. This partnership is a perfect example of how Airbus is actively shaping decarbonisation discussions in North America, while demonstrating our commitment to making SAF an economically viable solution available to our customers.”
“SAF+ aims to be a pioneer in the field of SAF, and with the support of visionary partners such as Airbus, we will create a competitive company, able to offer one of the many technological solutions needed to decarbonise the aviation industry,” says Jean Paquin, President and CEO of the SAF+ Consortium.
The SAF+ Consortium brings together a number of key Quebec-based aerospace companies and research institutions, such as Air Transat, Hydro-Quebec, Aéroports de Montréal, Polytechnique Montréal and Aéro Montréal.
The SAF+ Consortium’s goal is to transform Montreal into a sustainable aviation hub in North America through the construction and subsequent operation of a pilot SAF production plant. Situated close to Montreal, this pilot plant will produce a type of SAF known as Power-to-Liquid (PtL), which is an e-fuel consisting of captured carbon dioxide (CO2) synthesised with renewable (green) hydrogen. The process involves capturing CO2 from large industrial emitters and converting it into an alternative fuel. It is estimated that the fuel produced by SAF+ will have an 80% lower carbon footprint compared to conventional jet fuel. The Consortium builds on Air Transat’s commitment to purchase a significant portion of the future SAF produced at the plant for its all-Airbus fleet.
SAF+ intends to produce SAF as early as the second half of 2021 at its first pilot plant. A commercial project of 30 million liters is planned for 2025.
Airbus pioneers sustainable aerospace for a safe and united world. The Company constantly innovates to provide efficient and technologically advanced solutions in aerospace, defence, and connected services. In commercial aircraft, Airbus offers modern and fuel-efficient airliners and associated services. Airbus is also a European leader in defence and security and one of the world’s leading space businesses. In helicopters, Airbus provides the most efficient civil and military rotorcraft solutions and services worldwide.
Airbus has an important footprint in Canada, which is home to the A220 programme. Active in several regions of Canada, Airbus has close to 4,000 employees across the country and more than 23,000 indirect jobs in the aeronautics sector are supported through various collaborations. Airbus works with around 665 suppliers in nine provinces. All Airbus businesses are present in Canada with commercial planes (the A220 programme) in Mirabel, QC, helicopters in Fort Erie, ON and Defence and Space in Ottawa, ON. The wholly owned subsidiaries of Airbus, STELIA Aerospace and NAVBLUE also have installations in the country
SAF+ is a group of Quebec companies working in the field of sustainable fuel production from carbon capture using green hydrogen produced in Quebec. Aiming at producing sustainable fuel for the aviation sector by 2021, the development of a commercial SAF project by 2025, located in the east end of Montreal, will consist of recovering CO2 emissions from industry and transforming them into a clean synthetic fuel with a carbon footprint 80% smaller than traditional aviation fuel.
MONTREAL, June 28 (Reuters) – Canadian aerospace firms are struggling to hire back workers to meet resurgent travel demand in the latest evidence of a post-pandemic labor crunch, industry executives said.
The squeeze has emerged as a warning signal for aviation’s recovery internationally and accelerates a shift in the workforce toward fast-growth sectors like electric vehicles, they said.
As suppliers in the aerospace-making hub of Quebec return to hiring mode, several interviewed by Reuters said they feared the exodus of talent could get more acute with an aging workforce and some training programs facing lower enrollment.
“Some companies are growing faster, others slower. But everyone is looking for workers,” said Suzanne Benoit, president of Quebec aerospace trade group Aéro Montreal.
Canada’s flagship business-jet maker Bombardier (BBDb.TO) is experiencing a “competitive job market” as it goes back to recruiting, a spokeswoman said.
Aerospace joins a list of sectors facing challenges to adjust to the sudden revving up of the North American economy.
In the United States, statistics showing lower employment in manufacturing have raised concerns about supply constraints.
And in Canada, where lockdowns stayed in place longer, economists are predicting a rush of hiring in June.
Demand could push wages up for workers in popular categories like machinists, although some suppliers are also recruiting skilled immigrants from Mexico, Tunisia and Morocco.
Montreal, the world’s third-largest aerospace center, fears a delay in its economic recovery if jobs can’t be filled.
“The risk … is that we won’t have enough workers to carry out contracts so we will have to refuse contracts,” Benoit said.
Nancy Venneman, president of engineering firm Altitude Aerospace Canada, said pressure could pile up further in the fall when customer projects likeproduct upgrades and aircraft modifications delayed by the pandemic return.
Aerospace was one of the world industries worst-hit by the pandemic as traffic plummeted in 2020, grounding fleets. But it has set ambitious plans to restore output in coming years.
Aerospace and defense companies announced 115,089 job cuts for the U.S. market from March 2020 to May 2021, compared with 18,337 announced in 2018 and 2019 combined, according to global outplacement firm Challenger, Gray & Christmas.
Mario Sévigny, co-founder of MSB Group, which produces components for private jetmakers like Bombardier and General Dynamics Corp’s (GD.N) Gulfstream, said it would take six to nine months to meet a potential production increase due to scarce labor.
While a Canadian program protected some jobs by defraying part of workers’ salaries, it didn’t cover the entire amount which led to layoffs. Some local employers like a unit of Airbus criticized the level of support from Ottawa. read more
The Aerospace Industries Association of Canada (AIAC), which accounts for over 95% of aerospace activity in Canada, said more than half its members had to lay off employees.
Aerospace is, meanwhile, competing for young workers with fast-rising industries like electric transport.
The average age of an aerospace manufacturing worker in Canada is 54, according to AIAC.
The École nationale d’aérotechnique, Quebec’s largest aeronautics college which offers training in fields like aviation maintenance, said registrations in its three-year programs aimed largely at recent high school graduates dropped 20% for the fall 2021 session.
While aerospace has faced previous crises, the duration of COVID-19’s impact has driven workers elsewhere, Benoit said.
Some went to transport companies that make electric buses, like fast-growing Lion Electric Co (LEV.TO) and Nova Bus, a division of Sweden’s Volvo Group (VOLVb.ST).
Hugue Meloche, chief executive of components maker Meloche Group which supplies the locally-produced Airbus A220 jet, needs to hire about 70 people a year over five years.
“We are losing a lot of workers who are going to other sectors that weren’t affected by the pandemic,” he said.Reporting
By Allison Lampert in Montreal Editing by Nick Zieminski
As Canada’s largest airline, Air Canada has a diverse fleet based across its four hub airports. The network airline has a mix of both widebody and narrowbody aircraft coming from both Airbus and Boeing. The carrier has gone through some changes in the past few years, with more significant upheaval taking place during the global health crisis. Let’s take a look at Air Canada’s fleet as it stands in 2021.
Air Canada’s fleet composition
According to data from Planespotters.net, Air Canada has the following aircraft in its fleet. The quantities are noted in parentheses.
Aircraft from Airbus*:
*We should note that the airline ordered the A220 when it was still known as the Bombardier CSeries.
Aircraft from Boeing:
737 MAX 8 (24)
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Outside of regular passenger service
There are aircraft within the Air Canada fleet that are outside of the airline’s passenger operations.
Notably, we have the airline’s private/charter subbrand, Air Canada Jetz. This sub-group consists of four Airbus A319s. This fleet traditionally consisted of three A319s, but it appears a fourth was added in December 2020.
Used to transport touring musicians, sports teams, or private groups, these aircraft have an all-business configuration of 58 seats. With the exception of a short pandemic run, these aircraft tend to stay out of Air Canada’s regular passenger operations.
As we will mention further in this article, Air Canada retired its 767s at the start of the health crisis. However, some of these are slated for a full conversion to freighters. The airline says that two freighters are expected to be in service in time for this year’s fourth-quarter peak airfreight season.
With seven 767s on the list for conversion, it looks like the remaining five will be converted next year, in 2022. This was confirmed by the carrier’s current Chief Financial Officer and future Chief Executive during the earnings call in which Simple Flying attended:
“We’d love to have all seven up and operating by the end of next year. These are typically little bit of a longer process and slots are not really available, but we are certainly working on having all seven up and running by Q4 of next year.” – Michael Rousseau, Chief Executive Officer, Air Canada
Retirements included five 767-300ERs, 16 A319s, and 14 E190s in the mainline fleet. Another 25 767-300ERs and 22 A319s that made up Air Canada Rouge were also retired.
Looking at future aircraft, Air Canada has a decent number of Boeing 737 MAX 8s and Airbus A220-300s yet to be delivered. There was a little bit of a back-and-forth when the carrier announced it would be canceling some of its orders last November. The plan would have seen the airline cancel orders for 12 A220s and 10 737 MAX 8s.
However, one condition of the carrier’s government rescue package was that it would proceed with its planned orders for both aircraft types. As it stands, 16 737 MAX 8s and 23 A220-300s are still on the way.
As you can see from the list of aircraft, Air Canada has a fairly diverse fleet- which is quite typical of a large network carrier that operates both short-haul and intercontinental service.
This week, the Airspace Customer Showroom (ACS) situated in Toulouse, France unveiled its latest A220 full size mock-up, showcasing Airbus’ cabin expertise inside this unique customer showroom.
“Today marks an important development in the ongoing career of the A220 as a member of the Airbus family, all together in the Airspace Customer Showroom. We are looking forward to showing the A220 mockup to our customers who are already extremely enthusiastic to visit,” said Christine de Gagné, Airline Marketing
Seven years after its maiden flight, the first flight test vehicle “FTV1” has been rehabilitated by Airbus teams to become part of an iconic showcase; celebrating the successes of the A220 as part of the family. “FTV1” was the very first aircraft assembled in Mirabel between 2012-2013 and released into service after some 760 flight hours on the clock, opening another historic chapter for this aircraft.
The layout of the mock-up
The interior layout of the A220 cabin was an exciting challenge for the Airbus teams to make it alluring for customers. “In a ground mock-up, the cabin interior must be adaptive and versatile. We need to think about the cabin configuration features, such as light and ambience, enabling customers to experiment with different inspiring scenarios for passengers” explains Christine.
The mock-up will also be of great importance to both customers who have already selected the A220 and for Airbus teams dedicated to customizing the cabin. Airlines who are in the final configuration phase of their aircraft, will be able to test their lighting and seat selection in the mock-up before the delivery of their aircraft.
Ready to welcome customers
Fully operational, the A220 mock-up will be able to benefit from the expertise of the Airspace Customer Showroom to support the airline’s needs. Every year, the facility hosts around 1000 visits – an average of 250 meetings with airlines, providing a powerful tool to assist customers, accelerate decision-making and demonstrate cabin innovations offered by the A220 within the Airbus family.
Mirabel, 17 May 2021 – The first section of the recently launched ACJ TwoTwenty has arrived at the A220 Final Assembly Line (FAL) in Mirabel, Canada, in line with the planning. This mid-fuselage section arrival marks the start of the first Airbus corporate jet ever assembled in Canada.
The ACJ TwoTwenty is the combination of a signature flexible cabin catalogue outfitted into a modern, reliable and cost efficient A220-100, designed for state-of-the-art business aviation jet operations.
The ACJ TwoTwenty comes with renowned ACJ DNA: ultimate comfort, intercontinental range, unbeatable economics with unmatched operational availability.
The ACJ TwoTwenty was launched in late 2020 and has already won orders for six aircraft. Comlux will be the first to take delivery of the ACJ TwoTwenty this winter and will be the exclusive outfitter for the first 15 aircraft.
The ACJ TwoTwenty will feature unmatched personal space with 73m2/785 ft2 of floorspace, and is the only business jet featuring six wide VIP living areas for up to 19 passengers. The ACJ TwoTwenty will have intercontinental range, capable of flying up to 5,650 nm/10,500 km (over 12 flight hours) and is at a price tag just under the Ultra Long Range bizjet price.
More than 200 Airbus corporate jets are in service on every continent, including Antarctica, highlighting their operational versatility, including in challenging environments.
Airbus Corporate Jets (ACJ) offers the most modern and comprehensive corporate jet family in the world, giving customers the greatest choice of unique, customisable and spacious cabins, allowing them to select the comfort they want in the size they need – offering them a unique flying experience.
First out of seven of their planned deliveries, AirBaltic welcomed its 26th airbus A220-300 jet, registered as YL-AAZ in Riga on 2 May – with an aim to acquire a total of 32 by the end of 2021.
This comes after they publicised their plan to expand their fleet. Since May last year, AB has operated all its flights with a single aircraft type, that is the A220-300, an air bus that is becoming AB’s unique selling proposition.
Founded 28 August 1995, AirBaltic (AB) has worked hard at finding a gap in the market for its airline. They not only work as a hybrid airline by combining practices from traditional network airlines and low-cost carriers, but also one that aims to become Europe’s most sustainable carrier. The Airbus A220-300 gives them that opportunity.
Saving whilst Sustaining
The A220-300 is the greenest commercial aircraft available. Its advanced aerodynamics combined with specially designed Pratt & Whitney PurePower PW15OOG geared turbofan engines contribute to an aircraft that delivers 25% lower fuel burn than previous generation aircraft – in turn helping reduce not only the Carbon Dioxide and Nitrogen Oxide emissions by 20% and 50% respectively, but also operational costs.
The previous generation model infers the A220-100 which burns 21,805 litres of fuel compared to the A220-300 which burns 300 litres less, that is 21,508 litres of fuel. The former also has a smaller capacity holding 135 passengers compared to the latter which holds 160.
AB’s fleet used to include Boeing 737-300 and 737-500 and Bombardier aircrafts DHQ400 and Dash 8 Q400 (now known as De Havilland Canada DHC-8-400) yet with a change to their business proposition, they started to phase each of them out, reporting that they began to reduce the number of Boeing 737s in 2019 to end in 2020, an aircraft that burns approximately 5,000 pounds of fuel per hour, compared to the A220 that averages 3,500 pounds per hour.
A single aircraft fleet not only makes Latvia’s flagship carrier unique, savvy and sustainable but it also plays into the growing concerns of key stakeholders and the public at large in relation to climate change.
Delta, another eco-friendly airline is also in pursuit of the A220 dream. Since the pandemic started, they have resorted to reducing the Boeing 717 models and have also placed an order for a batch of A220 models (45 A220-100s and 50 A220-300s) for 2021, suggesting that the A220 paves the way for fuel and cost efficiency.