Airbus A220 (ex C-Series)


B787

B787

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OneShot ha detto:
Da alcune notizie trapelate da FIA2022, LOT sarebbe intenzionata a ordinare fino a 60 A220 per sostituire la ormai datata flotta di Embraer per il regional.
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Vedrei il 220 come la macchina ideale per LOT,
potrebbero sostituire tutto per il corto/medio raggio con un unico type in stile Air Baltic mantenendo il 787 per il lungo.

Flotta LOT attuale 60 (+ 15 * B787)
11 * B737
10 * Q400
16 * E170/75
23 * E 190/95
 
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13947

13947

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4 Gennaio 2018
326
190
Swissair non si può leggere su un post di Eurocontrol :( del 2022.


OneShot ha detto:
www.linkedin.com

EUROCONTROL on LinkedIn: First flight 9 years ago today, 326 daily flights currently in Europe:…

First flight 9 years ago today, 326 daily flights currently in Europe: happy birthday to the A220, Airbus' regional market specialist. Around 1/3 of the 223…
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First flight 9 years ago today, 326 daily flights currently in Europe: happy birthday to the A220, Airbus' regional market specialist. Around 1/3 of the 223 aircraft delivered are based in Europe, with airBaltic Europe's largest operator with 36 A220s performing currently 97 average daily flights on their own network, plus 36 average daily flights for Eurowings and Eurowings Discover, 18 for SAS, and some additional ones for Swissair, which operates the most A220 flights on its own network of 118 flights a day. 3rd busiest is Air France with 51 average daily flights – with Egyptair the only non-European airline to be regularly operating A220s to the network (3 times a day on average). With a total order book standing at 774 as of 31 August 2022, the future looks bright for the Airbus 220 (née the Bombardier CS series, first flight 16 September 2013), an aircraft type that proved its worth during the pandemic recovery phase when smaller, more efficient types flourished as load factors dropped, and especially now with rising fuel prices strongly favouring the latest, most fuel-efficient designs.
 
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Planner

Planner

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28 Settembre 2008
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Il discorso sull’A220-500 è interessante perché intorno a questo modello può girare il futuro dell’offerta di Airbus nel segmento dei narrow bodies.

Per ammissione stessa di Christian Scherer, Airbus Communications Director, l’ampliamento della gamma dell’A220 permetterà la sostituzione della famiglia A320: “the A220, once stretched, will become the successor to our A320 family.” (https://www.aviacionline.com/2021/10/airbus-set-to-produce-a-larger-variant-of-the-a220/)

(Forse – azzarderei io – non ancora dell’A321, che sta trovando spazi di mercato ancora preclusi alla famiglia dell’A220, almeno finché l’A220-900 resterà nient’altro che un marchio registrato).

Ma secondo altre letture (https://simpleflying.com/airbus-a220-500-market-analysis/), almeno nel medio periodo, le due famiglie potrebbero trovare motivi di convivenza. L’articolo di Simpleflying cita almeno due argomenti a favore di questa tesi:
  • le compagnie che operano gli A32s vorrebbero mantenere un elevato grado di flessibilità nella gestione delle flotte, cosa non consentita dalla mancanza di commonality fra le due famiglie, mentre quelle che hanno puntato sull’A220 vedrebbero certamente di buon grado l’ampliamento della gamma
“we would imagine that airlines already heavily invested in the A320 family type would try to remain within the family (think easyJet, Air Arabia, AirAsia).

The same goes for operators that are keen to feature the A220- airBaltic and Breeze Airways come to mind. This would ensure efficiencies when it comes to crew training, maintenance, spare parts, and more- something that is lost if a carrier has both the A220 and A320.

Air Canada, Air France, Delta Air Lines, and several other operators do operate both Airbus types. However, their operations and fleets are already so diverse that they would prefer the operational flexibility of having aircraft of various sizes. It's also interesting to note that most of the airlines operating A220 and A320 type jets are also operators of the A321. This tells us that these carriers want to operate routes at opposite sides of the spectrum - something that no single family of aircraft can do.”
  • Il secondo argomento a favore della convivenza poggia sulla considerazione che le linee produttive dei 32s sono sature (2347 consegne a fronte di 8502 ordini) e, considerando l’attuale media delle consegne, ci potrebbero volere 10 anni solo per esaurire l’attuale backlog. Il 220-500, quindi, potrebbe funzionare come sostitutivo del 320 in tutta questa fase nella quale il carnet di Airbus è così pieno.
Sempre da Simpleflying: “When it comes to the A320neo, over 2,300 aircraft have been ordered that are yet to be delivered. Indeed, if an airline were to join the 'back of the queue' now, there is most definitely a multi-year waiting period to receive the new narrowbodies. Therefore, with limited production slot availability, Airbus could find ways to ramp up A220 production at the respective facilities and offer airlines a comparable product- one that is available within a shorter period of time.”
 
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Farfallina

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23 Marzo 2009
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Planner ha detto:
Il discorso sull’A220-500 è interessante perché intorno a questo modello può girare il futuro dell’offerta di Airbus nel segmento dei narrow bodies.

Per ammissione stessa di Christian Scherer, Airbus Communications Director, l’ampliamento della gamma dell’A220 permetterà la sostituzione della famiglia A320: “the A220, once stretched, will become the successor to our A320 family.” (https://www.aviacionline.com/2021/10/airbus-set-to-produce-a-larger-variant-of-the-a220/)

(Forse – azzarderei io – non ancora dell’A321, che sta trovando spazi di mercato ancora preclusi alla famiglia dell’A220, almeno finché l’A220-900 resterà nient’altro che un marchio registrato).

Ma secondo altre letture (https://simpleflying.com/airbus-a220-500-market-analysis/), almeno nel medio periodo, le due famiglie potrebbero trovare motivi di convivenza. L’articolo di Simpleflying cita almeno due argomenti a favore di questa tesi:
  • le compagnie che operano gli A32s vorrebbero mantenere un elevato grado di flessibilità nella gestione delle flotte, cosa non consentita dalla mancanza di commonality fra le due famiglie, mentre quelle che hanno puntato sull’A220 vedrebbero certamente di buon grado l’ampliamento della gamma
“we would imagine that airlines already heavily invested in the A320 family type would try to remain within the family (think easyJet, Air Arabia, AirAsia).

The same goes for operators that are keen to feature the A220- airBaltic and Breeze Airways come to mind. This would ensure efficiencies when it comes to crew training, maintenance, spare parts, and more- something that is lost if a carrier has both the A220 and A320.

Air Canada, Air France, Delta Air Lines, and several other operators do operate both Airbus types. However, their operations and fleets are already so diverse that they would prefer the operational flexibility of having aircraft of various sizes. It's also interesting to note that most of the airlines operating A220 and A320 type jets are also operators of the A321. This tells us that these carriers want to operate routes at opposite sides of the spectrum - something that no single family of aircraft can do.”
  • Il secondo argomento a favore della convivenza poggia sulla considerazione che le linee produttive dei 32s sono sature (2347 consegne a fronte di 8502 ordini) e, considerando l’attuale media delle consegne, ci potrebbero volere 10 anni solo per esaurire l’attuale backlog. Il 220-500, quindi, potrebbe funzionare come sostitutivo del 320 in tutta questa fase nella quale il carnet di Airbus è così pieno.
Sempre da Simpleflying: “When it comes to the A320neo, over 2,300 aircraft have been ordered that are yet to be delivered. Indeed, if an airline were to join the 'back of the queue' now, there is most definitely a multi-year waiting period to receive the new narrowbodies. Therefore, with limited production slot availability, Airbus could find ways to ramp up A220 production at the respective facilities and offer airlines a comparable product- one that is available within a shorter period of time.”
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Probabilmente l'A220-500 andrà a colmare il vuoto fra l'A220-300 e l'A320Neo. Già arrivare a 186 pax con un A220-700 sarebbe tanta roba da fare, arrivare poi a sostituire l'A321 con A220-900 da oltre 200 posti e con ambizioni di medio-lungo raggio la vedo difficile. Vorrebbe dire sostanzialmente raddoppiare i posti dell'A220-100. C'è poi il problema della sezione di fusoliera più stretta dell'A320 family che non permette i 6 posti per fila.
 
Planner

Planner

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Farfallina ha detto:
Probabilmente l'A220-500 andrà a colmare il vuoto fra l'A220-300 e l'A320Neo. Già arrivare a 186 pax con un A220-700 sarebbe tanta roba da fare, arrivare poi a sostituire l'A321 con A220-900 da oltre 200 posti e con ambizioni di medio-lungo raggio la vedo difficile. Vorrebbe dire sostanzialmente raddoppiare i posti dell'A220-100. C'è poi il problema della sezione di fusoliera più stretta dell'A320 family che non permette i 6 posti per fila.
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A me risulta che il -500 sia allungato di 6 file, e considerando che la capacità del -300 è 120-160 posti, ne deriverebbe che il -500 avrebbe fra 150 e 190 posti, praticamente quelli del 320.
Per quanto riguarda un ipotetico -700, ovviamente non si può escludere, ma nel mio post mi sono basato sul fatto che, a suo tempo (2010), Bombardier aveva registrato solo i marchi CS500 e CS900, segno che il programma originario non prevedeva un modello intermedio fra questi due. Ad ogni modo, con la cessione del programma ad Airbus, la registrazione di questi marchi è stata fatta decadere.
 
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OneShot

OneShot

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Transport Canada and FAA: EAD for BCS1 and BCS3 due to autopilot inadvertent engagement during takeoff
By Simon Hradecky, created Thursday, Nov 24th 2022 16:53Z, last updated Thursday, Nov 24th 2022 17:18Z

Transport Canada (TC), Canada's Civil Aviation Authority, have released Emergency Airworthiness Directive CF-2022-64, which was followed by FAA also releasing their Emergency Airworthiness Directive 2022-25-51 requiring all Bombardies C-Series CS-100 and CS-300 aircraft (also known as Airbus A220-100 and A220-300) to incorporate the following warning into the Airplane Flight Manual (AFM):

WARNING

Autopilot engagement during takeoff roll can result in premature
rotation, possibly leading to tail-strike, inability to climb or loss of
control. Immediate crew intervention is required.

TC stated as background of this EAD:

Several in-service events have been reported whereby the crew inadvertently engaged the autopilot while attempting to either engage the autothrottle late into the takeoff phase or when re-engaging the autothrottle. Engaging the autopilot below 400 feet (ft) above ground level is prohibited by the Airplane Flight Manual (AFM). Currently, the autopilot engagement is not inhibited and with sufficient speed will cause the aeroplane to command a pitch increase to capture the Pitch Target Marker which may cause premature rotation, including at speeds below V1 at the time of autopilot engagement. Premature aeroplane pitch up will require the crew to intervene immediately as required, and depending on the speed, could lead to a tail-strike. If the crew does not reject the takeoff, auto-rotation below Vr may result in low-energy lift-off.

The FAA added:

There have been 38 in-service events, including two nearly catastrophic events, whereby the flightcrew inadvertently engaged the autopilot while attempting to engage the autothrottle late into the take-off phase or when re-engaging the autothrottle. Engaging the autopilot below 400 feet (ft) above ground level is prohibited by the existing airplane flight manual (AFM). The control panel for autothrottle and autopilot engagement is structured in such a way that it is possible for the flightcrew to mistakenly engage the autopilot when attempting to re-engage the autothrottle. The autothrottle system is prone to disconnect due to different sources for airspeed between the autothrottle and the flight control system monitor, which can occur during turbulence. The disconnect may also occur due to different sources for pressure altitude between autothrottle application and autothrottle monitor. Additionally, the autopilot engagement is not currently inhibited during takeoff and with sufficient speed will cause the airplane to command a pitch increase to capture the pitch target marker, which may cause premature rotation, including at speeds below V1 at the time of autopilot engagement. Premature airplane pitch up will require the flightcrew to intervene immediately, and depending on the speed, could lead to a tail strike. If the flightcrew does not reject the takeoff, premature rotation due to autopilot engagement below Vr may result in low-energy liftoff.

In September 2022, there was an incident in which the autothrottle disengaged during takeoff, and when the flightcrew attempted to re-engage the autothrottle, they mistakenly engaged the autopilot, which resulted in the aircraft rotating below the V1 speed. This resulted in a low-energy takeoff, which is extremely hazardous as it could lead to the airplane stalling and/or impacting terrain.

A review of Canada's occurrence reporting system reveals an Air Canada BCS3 registration C-GVDQ performing flight AC-497 from Montreal,QC to Ottawa,ON (Canada) rejected takeoff from Montreal's runway 27L at about 80 knots over ground on Sep 29th 2022 reporting a problem with the aircraft (no further details provided). There is no TSB report and no indication of an ongoing investigation into such an occurrence as of current. It thus remains unclear whether the event mentioned by the FAA references this event. Neither NTSB nor FAA databases show an occurrence like described by the FAA.​
 
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East End Ave

East End Ave

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su e giu' sull'atlantico...
dopo quanto accaduto anche qui si corre ai ripari:

www.flightglobal.com

Revised software to curb risk of A220 dual-engine shutdown on landing

Airbus A220 operators are being instructed to update engine-control software which revises logic to prevent a dual-engine shutdown on landing. The revision followed an incident in which an Air Baltic A220-300's powerplants both shut down automatically as the aircraft landed in Copenhagen on 11...
www.flightglobal.com www.flightglobal.com
 
EI-MAW

EI-MAW

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Ho letto un post su Instagram secondo il quale il COO di Airbus, Christian Scherer, in un’intervista all’airshow di Parigi avrebbe accennato al fatto che il fantomatico A220-500 potrebbe essere nominato A221, ricalcando la denominazione della famiglia A320, creando una vera e propria famiglia A220.
Se la cosa dovesse andare in porto, a questo punto mi aspetterei un ennesimo cambio di nome, il 4º nella sua carriera, per l’A220-100 facendolo diventare magari A219.
 
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