A220 Corporate Cabin Concept Takes the Award for “Best Private Jet Design/Concept” at the International Yacht & Aviation Awards 2021

31 August 2021

British Columbia, Canada: Camber Aviation Management, a leading global provider of corporate jet cabin completion management and technical advisory services, together with its partners Pierrejean Vision and Kestrel Aviation Management have won the award for the best Private Jet Design/Concept at The International Yacht & Aviation Awards 2021 by leading interior design magazine design et al. After months of deliberation and voting, A220 Corporate Cabin Concept won the award, crowning a successful partnership that has invested over 18 months of detailed design work on this project.

At the award ceremony in Venice, Thomas Chatfield, CEO of Camber Aviation, accepted the award on behalf of all of the partners. During his speech, he said: “Business, as in life, is only truly successful when we have great partners. Camber Aviation Management was fortunate to work together with our amazing partners, Pierrejean Vision, Kestrel Aviation Management, F/List and Flying Colours. Together we created a cabin design that clearly caught the eyes of many. Thank you for recognising our hard work and vision.”

About the A220 Corporate Cabin Concept: The Bombardier C Series (now Airbus A220) was chosen as the conversion platform because it met four important standards:

  • a modern, state-of-the-art technology comparable to its competitors,
  • cabin volume equivalent to the Airbus A319Neo or Boeing BBJ Max7,
  • exceptional take-off performance from hot, high, and short runways, and
  • he ability to adapt the passenger cabin into a corporate aircraft layout

There were many objectives for the A220 Corporate Cabin Concept category. The focus was on a unique seven-zone modular cabin. Each cabin was composed of three fixed zones (entrance/galley, lavatory/wardrobe and private suite with ensuite washroom) and four variable zones.

The design had to be innovative, clearly differentiate itself from competitors, include state-of-the-art systems/materials, and provide options for cabin aesthetic customisation. The teams were tasked with reducing the overall elapsed time of cabin modification, while also reducing the weight of the cabin by at least 30% compared to legacy designs. Teams also worked hard to reduce product support costs post EIS, achieve greater reliability through utilisation of common parts, and solidify a well-thought-out production‐ready modular design.

The modular cabin concept was originally developed to simplify cabin designs and lower production/NRE costs over a large number of aircraft. This is crucial in reducing manufacturing, integration, and certification costs.

These aspects are all essential in achieving the right price point in the market while providing a bespoke and highly capable aircraft.  Critically, the customer gains the ability to customise the cabin to suit their unique requirements to reflect the true purpose of the aircraft whether for private, government or business use, or a bespoke solution for any of these.

About Camber Aviation Management:

Camber Aviation Management is a leader in creating custom-designed, unique world-class corporate and private aircraft. We deliver exceptional quality, style and service to our exclusive clientele. Each member of our team has been involved with corporate aircraft for a minimum of fifteen years and is a licenced aircraft maintenance engineer and/or holds an advanced aviation degree. Together, we have over 135 years of aviation experience that we apply to turn our client’s vision into their own corporate jet.

About the Award: Hosted by leading interior design magazine design et al and leading yacht and aviation design magazine Luxe et al, The International Yacht & Aviation Awards reward the best in design from across the globe. The International Yacht & Aviation Awards are now in their 11th year and established as a key event in the calendar. More than that however, they are the only design-focused awards for the industry. There are other events which are, of course, similar in nature, but none that have come about with the sole intention of focusing on the essential design elements of both the yacht and aviation sectors.

camberaviation.com | thedesignawards.co.uk

Canadian investigators take over probe into Air Baltic A220 engine incident

From Flight Global – link to source story

By David Kaminski-Morrow27 July 2021

Canadian investigators are to probe an engine-control incident involving an Air Baltic Airbus A220-300 during which both powerplants shut down after the aircraft touched down in Copenhagen.

Danish authorities have delegated the investigation into the 11 July incident to the Transportation Safety Board of Canada.

The board says the twinjet (YL-AAQ) had reached top-of-descent on its service from Riga to Copenhagen when the crew disengaged the autothrottle and deployed spoilers to reduce airspeed.

A few seconds after the autothrottle disengagement, a mast caution light illuminated for a right-hand throttle failure, and the crew completed an abnormal checklist for the throttle failure before continuing the approach.

“After touchdown with both main landing-gear on the ground, both engines shut down,” says the board, without elaborating.

“The aircraft came to a full stop on the taxiway and was towed to the gate.”

A220 YL-AAQ-c-Air Baltic

Source: Air Baltic

Pictured during an earlier flight, this aircraft (YL-AAQ) was involved in the incident

All A220s are powered by Pratt & Whitney PW1500G engines.

None of the 91 occupants was injured, says the safety board. The aircraft had landed on Copenhagen’s runway 04L.

Full circumstances of the incident have yet to be determined, with investigators still to identify whether the shutdown was the result of system logic or another cause.

Air Baltic took delivery of the aircraft in April 2019.

The Airbus A220 Era: What Airlines Will Soon Operate The Plane?

From Simple Flying – link to source story

by Linnea Ahlgren | July 28, 2021

The Airbus A220 has become an increasingly popular aircraft with travelers and airlines alike, no less so with the commercial aviation landscape shifting shape for the foreseeable future. Already making up a significant portion of fleets with carriers such as Delta, SWISS, and airBaltic, we are eagerly awaiting the entry of the jet into service with many more operators across the world.

Air Austral A220
The A220 has become a tremendously popular aircraft with operators. Photo: Airbus

The small-but-mighty A220 is currently active with nine airlines globally. Delta Air Lines has 50, as does SWISS. Air Canada has 30, and airBaltic has 28. Egyptair has 12, Korean Air has ten, JetBlue has four, Air Tanzania has two, and Bishkek’s Air Manas has one.

However, the popular plane will soon be visible in many more liveries. With the recent addition of six planes for Russian carrier Azimuth, Airbus has now received over 650 orders for the type. With the aid of ch-aviation’s fleet database, we have compiled a list of carriers that are set to receive their first A220 – and how many will join their fleets.

While several of the abovementioned airlines have many more Airbus A220s on order – for instance, Delta will be operating as many as 95 – we have chosen to focus this article on carriers yet to take delivery of their first of the model. Here they are in alphabetical order.

Delta A220
Delta still has to take delivery of another 45 of the A220. Photo: Vincenzo Pace | Simple Flying

Air Austral

Air Austral is a smaller airline that flies out of Roland Garros Airport in the French overseas department of Réunion in the Indian Ocean. It normally operates scheduled services to metropolitan France, South Africa, Thailand, India, as well as more regional destinations. Up until now, it has operated a small fleet of all-Boeing planes (with the exception of one ATR 72 turboprop).

However, just yesterday, Air Austral officially took delivery of its first Airbus A220-300. Meanwhile, the plane, registered as F-OLAV, is yet to leave Canada and enter service for the airline. The carrier has another two of the type on order.

Air Austral, Airbus A220, Delivery
Réunion’s Air Austral will soon be operating the Airbus A220. Photo: Airbus

Air France

Just a couple of days ago, we also got our first glimpse of the A220 in the tricolored livery of the French flag carrier. F-HZUA is scheduled for delivery to the airline in September – the first of a large order for 60 of the A220-300.

However, passengers of Air France will have to wait a little longer before getting to fly on the new addition. Revenue service is not scheduled to commence until a little later in the year, as the airline intends to use the first of the newcomers for training purposes over a couple of months.

Air Sénégal

Senegal’s young flag carrier, created in 2016, currently has a fleet of eight aircraft, all Airbus apart from two ATR 72s. However, when its A220s have been delivered, the size of its Dakar-based outfit will double. The airline ordered eight of the type during the Dubai Air Show in November 2019.

“These new A220 aircraft will contribute to develop our long-haul network to Europe and our regional network in Africa. Combined with our recent A330neo aircraft, this new Airbus fleet reveals Air Senegal’s ambition to offer the best travel experience for our passengers,” Ibrahima Kane, Air Sénégal, said at the time of the order.

Air Senegal A220
Air Sénégal will be taking eight A220-300s. Photo: Airbus

Air Vanuatu

The Port Vila-based airline was set to receive its first A220 towards the end of 2020. However, the carrier’s temporary CEO, who took the reins following the departure of Canadian airline executive Derek Nice, decided to delay deliveries.

As such, the island-nation flag carrier and its customers are still waiting for the introduction of two A220-100s and two A220-300s. Meanwhile, the first of the larger model was spotted exiting the paintshop nearly a year ago.

Azimuth Airlines

The Rostov-on-Don carrier regional Azimuth will be the first Russian airline to operate the A220. An order for six A220-300s was just announced at the 2021 MAKS Air Show in Moscow and constituted a step away from the airline’s previous commitment to domestically built Sukhoi Superjets SSJ100s for its operations.

Air-vanuatu-first-a220-spotted
Air Vanuatu has delayed deliveries of its A220s. Photo: Airbus

Breeze Airways

Talk-of-the-town startup Breeze may have commenced operations with used Embraer E190/E195 aircraft. However, it intends to grow its fleet to no less than 80 Airbus A220-300s. David Neeleman’s new carrier focusing on underserved city pairs across the US initially ordered 60 of the plane, adding an additional 20 in April this year.

Neeleman has said that Airbus has also decided to offer a longer-range version of the jet. In May, the airline entrepreneur told Reuters,

“It is underway, so we are … kind of arguing about when. But it is not a matter of ‘if,’ it is just a matter of ‘when’.”

Breeze A220
Breeze will be one of the largest operators of the A220 – and is looking to Airbus to increase the jet’s range. Photo: Breeze

Iraqi Airways

The flag carrier of Iraq operates a mixed fleet of 30 Boeing, Bombardier, and Airbus aircraft. The airline expects the first of five Airbus A220s to arrive in Baghdad in October this year. The order was placed back in 2013 while the aircraft was still known as the Bombardier CS300.

Odyssey Airlines

British startup Odyssey certainly lives up to its name thus far. Founded in 2010, the launch of operations has been pushed back several times since 2016. The carrier, to be based at London City Airport, placed its order for the A220 already back in 2013 and is expecting to receive ten of the jet.

All of Odyssey’s A220s are of the smaller -100 variety. It is planning to operate it on shorter transatlantic routes, flying to, for instance, New York and Toronto and on services to the Middle East.

CSA Czech Airlines

The troubled flag carrier of the Czech Republic officially still has four A220-300s on order. However, as the company is going through bankruptcy proceedings, Airbus is seeking compensation for the order – which the manufacturer says was never paid. Czech Airlines has a long road ahead, and so it is unclear when or if we will see the A220 based in Prague any time soon.

How A220 programme proved sound investment for Airbus amid pandemic

From Flight Global – link to source story

By David Kaminski-Morrow | 22 July 2021

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.

A220-300 A321LR
Source: S Ramadier/Airbus

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.

CRISIS MANAGED

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.

THINKING BIG

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.

A220 JetBlue
Source: Airbus

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.”

Analysis: Canadian aero suppliers face labor crunch as travel rebounds

From Reuters – link to source story

Allison Lampert | 28 June 2021

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.

An Airbus A220-300 is seen at the Airbus facility in Mirabel, Quebec, Canada February 20, 2020.  REUTERS/Christinne Muschi
An Airbus A220-300 is seen at the Airbus facility in Mirabel, Quebec, Canada February 20, 2020. REUTERS/Christinne Muschi

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.

An employee works on an Airbus A220-300 at the Airbus facility in Mirabel, Quebec, Canada February 20, 2020.  REUTERS/Christinne Muschi
An employee works on an Airbus A220-300 at the Airbus facility in Mirabel, Quebec, Canada February 20, 2020. REUTERS/Christinne Muschi

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.

Employees work on an Airbus A220-300 at the Airbus facility in Mirabel, Quebec, Canada February 20, 2020.  REUTERS/Christinne Muschi
Employees work on an Airbus A220-300 at the Airbus facility in Mirabel, Quebec, Canada February 20, 2020. REUTERS/Christinne Muschi

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.

SECTOR COMPETITION

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

Air Canada’s Fleet In 2021

From Simple Flying – link to source story

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.

The Boeing 787 is Air Canada’s flagship aircraft. Photo: Air Canada

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*:
  • A220-300 (22)
  • A320 (18)
  • A321 (15)
  • A330-300 (16)

*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)
  • 777-200LR (6)
  • 777-300ER (19)
  • 787-8 (8)
  • 787-9 (29)
The average age of Air Canada’s A330-300s is 16 years. Photo: Air Canada

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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.

The Jetz jets flew an all-business-class service during the Winter of 2020 but are typically reserved for special charter operations. Photo: Ken Fielding via Wikimedia Commons 

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

Coming and going

On the outgoing side of things, it was in May 2020 that Air Canada announced the early retirement of 79 aircraft. 

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.

Air Canada took delivery of its first A220 back in January 2020. Photo: Air Canada

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.

Take a look at the new A220 full size cabin display from Airbus…..

From Air101 – link to source story and video

28 May 2021 | Written by Jason Shaw 

One United Family

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

Link to Airbus Video

Moving forward

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.

Airbus welcomes first ACJ TwoTwenty section in Mirabel / Canada

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.

AIRBALTIC’S 26TH A220-300 JET

From Travel Radar – link to source story

By Claudia Mok  | May 12, 2021

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.

AirBaltic YL-AAZ side profile from right

[AirBaltic’s YL-AAZ Side Profile] |© [AirBaltic]

AirBaltic's YL-AAZ wing from left

[AirBaltic YL-AAZ Wing] |© [AirBaltic]

Best of Both Worlds

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.

AirBaltic's Sustainability report 2019 - key points

[AirBaltic’s Sustainability report 2019] | © [AirBaltic]

They have also worked at reducing household and mixed packaging waste (cardboard, paper, plastic) by reducing the use of them  – including opting for electronic document use and iPads for pilots.

AirBaltic's Sustainability report 2019 - household and packaging waste

[AirBaltic’s Sustainability report 2019] |© [AirBaltic]

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.

Airbus appoints supply chain executive to run its Canadian operation, trim losses on A220

From The Globe and Mail – link to source story

TIM HEPHER, REUTERS, | MAY 10, 2021

An employee works on an Airbus A220-300 at the Airbus facility in Mirabel, Que. on Feb. 20, 2020. CHRISTINNE MUSCHI/REUTERS

Airbus has appointed a senior internal supply chain executive to run its Canadian operation, with responsibility for trimming losses on the A220 jetliner series, in the latest in a series of management changes at the European aerospace group.

Benoit Schultz, 48, will take over on Sept. 1 from Philippe Balducchi, a former finance executive who became the first head of the Canadian venture when Airbus bought the CSeries jet program from Bombardier in 2018 and renamed it A220.

Schultz, who was part of the team that ran a ruler over Bombardier’s supplier relationships when Airbus rescued it from cash shortages, is currently a senior vice president in the Airbus procurement office, which runs its global supply chain.

He steps up as Balducchi plans to “pursue opportunities” outside the group after integrating the former Bombardier plants into Airbus and opening a new U.S. assembly line, Airbus said.

The Canadian-designed A220, with 110-130 seats and a modern lightweight design, has seen a boost in sales under Airbus after its development took a heavy financial toll that triggered Bombardier’s near-total exit from the aerospace market.

It has notched up more net orders so far this year than any other Airbus model as airlines seek to reduce fuel costs and favour smaller aircraft in the wake of the coronavirus crisis.

But while sales have benefited from the stronger Airbus marketing machine, industry sources say the European group has yet to secure low enough prices for many of the plane’s components to push the A220 project convincingly into the black.

That creates a growing dilemma for Airbus as although new sales are good for the order book, producing those extra planes at costs that remain too high could simply deepen the losses.

Airbus Chief Executive Guillaume Faury has been seeking cuts of 20% in the cost of major components, industry sources say.

One source said Airbus had obtained solid cuts from dominant suppliers Raytheon Technologies – which makes engines and avionics – and wingmaker Spirit Aero Systems but was still struggling to make a significant dent in most other costs.

Airbus could further reduce costs by redesigning parts and overhauling the production system for the A220, which competes with Embraer regional jets and smaller Boeing 737s, but such spending is seen unlikely during the pandemic.

Airbus had no immediate comment on cost-cutting efforts.