I can An Air Canada A220-300 suffered an engine rollback on approach to LaGuardia Airport, forcing a diversion to Newark Airport for a safer landing. The aircraft was at 2,000 feet when it began to yaw unexpectedly, with the flight management system (FMS) indicating a problem with the right-hand engine.
The engine experienced a rollback to 30% N1 and did not respond to throttle movement. The crew decided to divert to nearby Newark Airport, with the aircraft touching down safely approximately 35 minutes after the incident.
Engine shutdown over LaGuardia Airport
On Monday 8th November, Air Canada Flight AC720 from Toronto to LaGuardia experienced an engine rollback as it was on approach to LaGuardia. Maintaining an altitude of around 2,000 feet, the Airbus A220-300 (registration: C-GNBE) began to yaw without prompting, with the crew receiving an FMS indication “One Engine.”
The right-hand engine (PW1524G) had rolled back to 30% N1 and was unresponsive to any throttle movement. The crew went around and shut down the engine before declaring a Mayday. Thereafter, the pilots decided that landing at nearby Newark Airport (25km away), with its longer runway, would be the safer option.
The plane diverted to Newark Airport
The aircraft touched down safely at Newark Airport around 35 minutes after the engine rollback, landing on runway 04R at 19:37 EST. Overall, the incident meant the flight landed 52 minutes later than its scheduled arrival time.
LaGuardia Airport’s two runways are both 7,000 feet long, while at Newark Airport the runways are 10,000 feet. This gives pilots a crucial amount of extra distance to land safely in the event of an emergency.
PW1500G issues in the past
The engine which suffered a rollback was a Pratt & Whitney 1500G (PW1524G). The engine has experienced issues with inflight shutdowns in the past, most notably in 2019 when three high-profile incidents led Transport Canada to issue an emergency airworthiness directive (EAD).
The first incident, on July 25th, 2019, involved a Swiss Air Lines A220-300, which suffered a low-pressure compressor disintegration. Less than two months later, a second Swiss A220 experienced a similar issue with its low-pressure compressor.
Then, a month later in October 2019, a third Swiss A220 suffered engine failure, forcing the airline to withdraw its fleet for inspection. The Federal Aviation Administration (FAA) also issued an Airworthiness Directive (AD) at the time, calling for engine checks on certain Pratt & Whitney engines.
The directive stated,
“This AD requires initial and repetitive inspections of the low-pressure compressor (LPC) inlet guide vane (IGV) and the LPC rotor 1 (R1) and, depending on the results of the inspections,possible replacement of the LPC. This AD was prompted by two recent in-flight shutdowns (IFSDs) that occurred as the result of failures of the LPC R1.”
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.
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.
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.”
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 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.
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.
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.
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.
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.
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.
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.
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’.”
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.
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.
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.”
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)
Stay informed:Sign up for our daily and weekly aviation news digests.
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.