Airbus A220 (ex C-Series)

[EI-MAW]

Air Austral firma un protocollo d'intesa con Airbus per 3 A220 con consegna fine 2020.

Anche Air Madagascar è in trattativa per 3 A220-300 per sostituire B737. La compagnia è partecipata al 49% da Air Austral.

 

[EI-MAW]

Interjet interessata a 12 A220 per sostituire la sua flotta di SSJ ormai quasi tutta on ground.


Interjet (4O, Toluca) is nearing a deal for twelve A220s to replace its mostly grounded fleet of SSJ 100/95s, Reuters has reported citing industry sources.

Neither the carrier nor the manufacturer commented on the report but Interjet told Mexican aviation website EnElAire that a formal statement is to be expected.

With twenty-one SSJ 100/95s in its fleet, Interjet is the second-largest operator of the Sukhoi Civil Aircraft regional jet globally after Aeroflot, and also one of only two operators outside of Russia and the CIS countries (the other one being the Royal Thai Air Force with three aircraft). Interjet has been struggling with the reliability of the SSJs for a long time. Currently, only four units are active. The Mexican carrier recently decided to sell its entire fleet of SSJs.

According to the ch-aviation fleets advanced module, the remainder of Interjet's fleet is based on Airbus aircraft. The airline operates forty-five A320-200s, five A320-200neo, six A321-200s, and eight A321-200neo.

Ch-aviation

 

[TW 843]

Ricordo come se fosse ieri quando un manipolo di perfetti imbecilli qui sul forum parteggiava -e deo gratias vaneggiava- in modo rumoroso per poter avere l’SSJ invece degli Embraer nella flotta AZ.

 

[AZ 1699]

Scusate la domanda da ignorante, ma per quale motivo Interjet sta dismettendo la flotta SSJ? Mi sa che mi sono perso qualcosa ..

 

[atco]

A quanto pare l'intera flotta A220 di Swiss è a terra...

 

[TW 843]

Swiss grounds CSeries/A220 fleet for immediate engine inspections
15 October 2019
Swiss International Air Lines decided to ground their fleet of Bombardier CSeries/Airbus A220 fleet for immediate engine inspections following a new incident.
The first inflight shutdown occurred on July 25, 2019 and the second occurred on September 16, 2019. In both cases, the aircraft involved was a Swiss International Air Lines Airbus A220-300 with Pratt & Whitney PW1524G-3 engines. These inflight shutdowns were due to failure of the low-pressure compressor (LPC) stage 1 rotor, which resulted in the rotor disk releasing from the LPC case and damaging the engine.
A third recent incident led Swiss to decide to ground the fleet on October 15, 2019. The aircraft will “undergo an extensive examination from midday”, according to the airline.
Details of the third incident are unconfirmed at this time. It appears the aircraft involved was HB-JCC, an A220-300 that diverted to Paris-CDG Airport during flight LX359 from London to Geneva.

The grounding follows an FAA airworthiness directive that was issued on September 26, which requested initial and repetitive inspections of certain Pratt & Whitney PW1500G series engines.

 

[OneShot]

Se non sbaglio il CS100/300 monta anche il CFM Leap-1C, vero?

 

[rcravero]

Al momento ce ne sono un paio della Swiss in volo...

Inviato dal mio ANE-LX1 utilizzando Tapatalk

 

[TW 843]

Al momento ce ne sono un paio della Swiss in volo...

Inviato dal mio ANE-LX1 utilizzando Tapatalk

Swiss gradually starts returning A220s to flight status
Swiss has started returning some of its Airbus A220s to flight status, following urgent engine checks triggered by another powerplant failure.

Restoration of A220 flight operations could be achieved on 17 October based on the carrier's planning, according to Airbus.

A220 operators are being advised of low-pressure compressor speed limitations as well as one-off visual borescope inspections as part of a precautionary set of measures.

Airbus says they are being introduced until the root cause of the problems are identified.

The latest failure of the type's Pratt & Whitney PW1500G engine, involving a Geneva-bound aircraft on 15 October, is the Swiss carrier's third such incident since July.

In response, Swiss withdrew the A220 fleet from service while it carried out inspections.

Airbus says it "sincerely regrets this inconvenience" but says the first aircraft have already returned to service. It adds that it is providing "full support" to Pratt & Whitney and investigating authorities.

The US National Transportation Safety Board is leading the probe into the Swiss engine failures.

Swiss became the first operator of the A220 – then known as the Bombardier CSeries – after taking delivery of the initial customer aircraft, a CS100, in mid-2016. The CS100 has been redesignated the A220-100.

All three of the Swiss engine incidents have involved the larger model – the A220-300, previously the CS300 – of which Swiss started taking delivery in mid-2017.

Ninety A220s had been delivered worldwide by the end of September this year, including 29 to Swiss, the largest operator of the type.

Delta Air Lines has 25, all the -100 variant, while Air Baltic has just completed delivery of its initial batch of 20 A220-300s.

Korean Air has 10 A220-300s while another six are evenly distributed between EgyptAir, Air Tanzania and lessor GTLK.

FG

 

[Mandrake]

Non credo che ci sia l'opzione (al momento) di rimotorizzare il 220 con i CFM Leap-1C. Bisogna vedere cosa farà Airbus e PW per ovviare a ciò


Sent from my SM-J530F using Tapatalk

 

[EI-MAW]

CSA ordina 4 A220-300 sui quali installerà 149 posti.
Inoltre ha convertito l’ordine per 3 A320neo in 3 A321XLR sui quali monterà 195 posti in doppia classe.


https://www.instagram.com/p/B3-4BvWhux8/?igshid=1aexeyy42ci5i

 

[East End Ave]

Speriamo che prima o poi sia Airbus che Boeing si rimettano a fare le cose fatte per bene...perche' questa e' grave assai.

The Airbus A220 fleet must limit engine power and thus fly slower and lower
ByAndré Orban -
29 October 20190634

Users of the Airbus A220 must take into account operational limitations when deploying the aircraft. After a series of incidents with the Pratt & Whitney PW1500G engines of the A220, Transport Canada, relayed by the European Aviation Safety Agency, issued an airworthiness directive which came into effect October 26 and requires to lower the engine power to 94% above an altitude of 29,000 feet (just over 8,800 metres).

In the past, there have been several incidents in which SWISS A220s were confronted with engine failures. In July 2019, a part of one of the engines had separated in flight, over France. On September 16 and October 15, the same type of incidents occurred on flights between Geneva and London. In each case, the aircraft had been forced to make an emergency landing.

SWISS then decided to ground temporarily its 29-strong A220 fleet, with many cancellations as a result. After thorough inspections, the fleet was put back into use after two days. Korean Air also inspected its A220s. These proved to be, according to the companies, in excellent condition. Other companies saw no reason to stop the aircraft.

“Preliminary survey results indicate that high altitude climbs at high thrust levels on engines of some nominal thrust may be a contributing factor,” said Transport Canada in its note.

The airworthiness directive also means that pilots must switch off the autothrottle when climbing above 29,000 feet. If pilots desperately exceed the set limit for more than twenty seconds, this must be reported.
in addition to reducing power, crews will no longer exceed an altitude of 35,000 feet (just over 10,600m) when weather conditions can lead to frost formation.

The airworthiness directive applies to both the A220-100 and the larger A220-300. To date, a total of 82 A220-100s and A220-300s (formerly Bombardier CS100 and CS300) have been delivered. Users include four other companies besides SWISS: airBaltic, Delta Air Lines, Korean Air and Air Tanzania.

 

[venexiano]

Oltre ad Airbus e Boeing direi che è soprattutto P&W a doversi rimettere in sesto.

 

[13900]

Oltre ad Airbus e Boeing direi che è soprattutto P&W a doversi rimettere in sesto.

Vero. In questa situazione, e' P&W a dover fare controlli.

Comunque, parliamoci chiaro... i problemi di dentizione (i teething problems per fare gli anglofoni) sono esistiti su tutti gli aerei. Boeing aveva mandato ingegneri apposta a seguire i clienti di lancio del 777, e per il 744 avevano gente a seguire i primi operatori per anni. E lasciamo perdere DC-10, MD-11 e via dicendo. E' ovvio che con la situazione del MAX gli animi sono esacerbati.

 

[sky3boy]

Vero. In questa situazione, e' P&W a dover fare controlli.

Comunque, parliamoci chiaro... i problemi di dentizione (i teething problems per fare gli anglofoni) sono esistiti su tutti gli aerei. Boeing aveva mandato ingegneri apposta a seguire i clienti di lancio del 777, e per il 744 avevano gente a seguire i primi operatori per anni. E lasciamo perdere DC-10, MD-11 e via dicendo. E' ovvio che con la situazione del MAX gli animi sono esacerbati.

di norma i clienti di lancio pagano tariffe superscontate rispetto ai prezzi di listino proprio per gli eventuali problemi di dentizione, di norma i primi 10 esemplari sono chiamati i terrible ten proprio per questo...

ciauz sky3boy

 

[Dancrane]

Nel frattempo un esemplare di A220 sta facendo un giro in Australia, e Qantas sembra l’abbia apprezzato parecchio.

 

[rcravero]

Speriamo che prima o poi sia Airbus che Boeing si rimettano a fare le cose fatte per bene...perche' questa e' grave assai.

The Airbus A220 fleet must limit engine power and thus fly slower and lower
ByAndré Orban -
29 October 20190634

Users of the Airbus A220 must take into account operational limitations when deploying the aircraft. After a series of incidents with the Pratt & Whitney PW1500G engines of the A220, Transport Canada, relayed by the European Aviation Safety Agency, issued an airworthiness directive which came into effect October 26 and requires to lower the engine power to 94% above an altitude of 29,000 feet (just over 8,800 metres).

In the past, there have been several incidents in which SWISS A220s were confronted with engine failures. In July 2019, a part of one of the engines had separated in flight, over France. On September 16 and October 15, the same type of incidents occurred on flights between Geneva and London. In each case, the aircraft had been forced to make an emergency landing.

SWISS then decided to ground temporarily its 29-strong A220 fleet, with many cancellations as a result. After thorough inspections, the fleet was put back into use after two days. Korean Air also inspected its A220s. These proved to be, according to the companies, in excellent condition. Other companies saw no reason to stop the aircraft.

“Preliminary survey results indicate that high altitude climbs at high thrust levels on engines of some nominal thrust may be a contributing factor,” said Transport Canada in its note.

The airworthiness directive also means that pilots must switch off the autothrottle when climbing above 29,000 feet. If pilots desperately exceed the set limit for more than twenty seconds, this must be reported.
in addition to reducing power, crews will no longer exceed an altitude of 35,000 feet (just over 10,600m) when weather conditions can lead to frost formation.

The airworthiness directive applies to both the A220-100 and the larger A220-300. To date, a total of 82 A220-100s and A220-300s (formerly Bombardier CS100 and CS300) have been delivered. Users include four other companies besides SWISS: airBaltic, Delta Air Lines, Korean Air and Air Tanzania.

Ma quale responsabilita hanno i costruttori se è un problema dei motori? Tra l'altro acquistati a parte... È come se tutti facessi una contestazione alla Fiat perché le gomme Michelin non vanno bene...

Inviato dal mio ANE-LX1 utilizzando Tapatalk

 

[EI-MAW]

Primo A223 per Air Canada


https://www.instagram.com/p/B522ut7BKgd/?igshid=5dl1gxaqtp50

 

[TW 843]

19.12.2019 - 20:21 UTC
Air France-KLM has firmed an order for sixty A220-300s destined for Air France (AF, Paris CDG), becoming the largest European customer of the type, Airbus said in a press release.

"We are glad to see that Air France is endorsing the A220 as a great step towards fleet optimisation for large network carriers. The largest Airbus A220 order from a European carrier to date speaks volumes on Air France’s ambitious sustainability drive," Airbus Chief Commercial Officer Christian Scherer said.

The French airline previously announced the order as a Memorandum Of Understanding (MOU) in July thus year. The commitment also included 30 purchase rights and 30 options for the A220.

The first A220-300 is due to deliver to Air France in September 2021. Collectively, they will replace the eighteen A318-100s and thirty-three A319-100s the French currently operates.

Sister airline KLM Royal Dutch Airlines (KL, Amsterdam Schiphol) has selected Embraer aircraft for its own large regional jet needs. The carrier has twenty-one E195-E2s on firm order from the Brazilian manufacturer.

 

[safin79]

Bombardier esce definitivamente dal progetto C-Series/A220, Airbus sale così al 75% e il governo del Quebec al 25%.


https://www.flightglobal.com/progra...-programme-as-bombardier-exits/136722.article

Airbus takes 75% of A220 programme as Bombardier exits

By David Kaminski-Morrow13 February 2020

Airbus is increasing its share in the A220 programme to 75%, with the Canadian government’s Investissement Quebec holding the 25% balance, as Bombardier exits from the former CSeries partnership.

The European airframer has confirmed that, under the revised ownership agreement for Airbus Canada Limited Partnership, the Investissement Quebec share will be redeemable to Airbus from 2026, three years later than the previous 2023 timeframe.

Airbus has also agreed to acquire A220 and A330 work package production capabilities from Bombardier in Saint-Laurent, to be taken through the Stelia Aerospace subsidiary.

Airbus rebranded the CSeries as the A220 after taking a majority share

Bombardier will receive $591 million net through the deal from Airbus, of which $531 million was received at closing. The remaining $60 million will be paid over 2020-21.

Airbus adds that Bombardier is “released of its future funding capital requirement” to the partnership.

Investissement Quebec’s increased shareholding will come at “no cash consideration”, says Airbus. The overall ownership transaction takes immediate effect.

Bombardier had previously revealed, in January, that it was “reassessing” its participation in the A220 programme.

Airbus took a share in the programme, previously known as the CSeries, in 2017 when it was overseen by a 62:38 partnership, called CSALP, between Bombardier and Investissement Quebec.

Its involvement gave the European airframer just over 50% in CSALP. Bombardier retained 33.6% and Investissement Quebec held 16.4%.

Airbus’s majority in the programme led to the CSeries’ redesignation as the A220 and, last year, a change in CSALP’s name to Airbus Canada Limited Partnership.