CSeries[edit]

The CS100 began revenue service on 15 July 2016 with a Swiss International Air Lines f light
between Zürich and Paris. [2][121] The CS300 revenue service began on 14 December 2016 with
an airBaltic f light f rom Riga to Amsterdam in a 145-seat two-class conf iguration.[70]
Swiss stated in August 2016, one month af ter the start of CS100 service, that "the customer
f eedback is very positive with the expected remarks concerning the bright cabin, reduced noise,
enough leg room and space f or hand luggage as well as the comf ortable seats. Also, the
f eedback f rom our pilots is gratifying. They especially like the intuitive f lying
experience." [122] AirBaltic lauded lower noise levels f or passengers and more space f or luggage
than its Boeing 737-300s. [123]
Bombardier targets a 99% dispatch reliability at entry into service. [124] In August 2016, Swiss
reported "much higher" reliability than other new aircraf t, citing Airbus's A380, A320neo and
Boeing's 787. [122] Af ter f our months of service with Swiss, this goal seems to have been met
based on only three aircraf t and 1,500 hours f lown; "nuisance messages" f rom the integrated
avionics suite and engine start-up delays have been the main grief s. [125] Dispatch reliability rates
of 99% were met in April 2017. [126] A year af ter introduction, launch operators had f ewer issues
than expected f or a new program. Air Baltic have 99.3–99.4% dispatch reliability, similar to the
established Q400 but less than the relatively ubiquitous Boeing 737 Classic's 99.8%. [127] It
improved to 99.85% in October 2017. [128]
Since the PW1500G mount generates less strain on the turbine rotor assembly than the
A320neo's PW1100G, it does not suf fer f rom start-up and bearing problems but still f rom
premature combustor degradation. After 28,000 engine hours in 14 in-service aircraf t with a
powerplant dispatch reliability of 99.9%, Swiss replaced an engine pair in May 2017 af ter
2,400 h, while AirBaltic replaced another one in June. An updated combustor liner with a 6,000–
8,000 hour limit has been developed and a third generation f or 2018 will raise it to 20,000 hours
in benign environments. [127] In July 2018, Pratt & Whitney announced that the PW1500G had
been granted 180-minute ETOPS approval by the FAA. [129]
Upon introduction, both variants are perf orming above their original specif ications and the
CS300 range is 2% better than the brochure, as are its per seat and per trip cost.[76] airBaltic
reports a 2600 l/h f uel consumption against 3000 l/h f or its Boeing 737-300 with similar
capacity. [130] It claimed 21% better f uel ef f iciency. [123] Fuel burn is more than 1% lower than the
marketing claims and Bombardier will update its perf ormance specifications later in 2017. [127] The
CSeries is 25% cheaper to f ly than the Avro RJ100 which it replaces at Swiss. [131] On long
missions, the CS100 is up to 1% more f uel ef f icient than the brochure and the CS300 up to
3%. [132] The CS300 burns 20% less f uel than the Airbus A319, 21% less than the 737 Classic
while the CS100 burns 18 to 27% less per seat than the Avro RJ. [128] The CS300 is expected to
be 15% cheaper to operate per seat than the Embraer E190.[133]
Swiss initially f lew six sectors a day and by July 2017 up to nine a day with an average time of 1
hours 15 minutes. Air Baltic's f light length averages 3 h, and the average f leet daily utilisation is
14 h. [127] In September 2017, over 1.5 million passengers had 16,000 revenue f lights in the 18
aircraf t in service, making up to 100 revenue f lights per day on 100 routes: most used are up to
17 hours per day and up to 10 legs per day. [132] Quick 35–minute turnarounds even allowed 11
legs per day. [128] By June 2018, Air Baltic reached a maximum utilisation of 18.5 hours a day. [134]
The A Check is scheduled af ter 850 f light hours: the check originally took 5 hours and has since
been reduced to less than 3 hours, within an 8-hour shif t. C Check are scheduled af ter 8,500
hours – translating to about 3.5 years of operation. Based on experience since product launch,
A-checks intervals could increase to 1,000 hours and C-checks to 10,000 hours toward the end
of 2019. [127] By September 2017 end, the f leet had undergone 20 A-checks with no f indings. [132]
First delivery to Delta in October 2018

On 22 December 2017, Korean Air became the third airline to take delivery of a CSeries. [135] On
20 January 2018, Korean Air made their f irst revenue f light with the CS300,
f rom Seoul to Ulsan. [136]

As Airbus A220[edit]
July 2018 saw the delivery of the f irst aircraf t with Airbus branding: an A220-300 (f ormer CS300)
delivered to airBaltic. [137]
On 26 October, Delta Air Lines received its f irst A220-100 (f ormer CS100) of its order f or 75,
which was disputed by Boeing.[138] On 7 February 2019, Delta operated its maiden A220-100
f light with service f rom New York–LaGuardia Airport to Dallas–Fort Worth.[139]
On 20 December 2019, Air Canada received its f irst A220-300 of its order f or 45. [140] Air Canada
began A220 f lights on 16 January 2020 between Calgary and Montreal. [141] Air Canada expects
A220s to be 15% cheaper to operate per seat than the Embraer 190s they will replace. [142]

Operational issues[edit]
Main article: Pratt & Whitney PW1000G § PW1500G failures
On 25 July 2019, a Swiss International Air Lines A220-300 had an engine inf light
shutdown (IFSD) and diverted to Paris–Charles de Gaulle.[143] On 16 September 2019, a similar
incident happened just bef ore reaching 35,000 f t and the crew returned to Geneva.[144] On
September 26, 2019 the FAA issued an Airworthiness
Directive mandating borescope inspections on the engines. [145] On 15 October 2019, another
engine f ailed and the crew diverted to Paris–Charles de Gaulle. Swiss Air withdrew its f leet f or
inspection. [146] A software update may cause damaging vibrations of f ast-moving parts, causing
the f ailures. [147] Af ter those engine f ailures, Transport Canada issued an emergency airworthiness
directive limiting the power to 94% of N1 (Low Pressure Spool rotational speed) above 29,000 f t
(8,800 m), disengaging the autothrottle f or the climb over this altitude bef ore engaging it again in
cruise. [148]

Variants[edit]
A220-100[edit]
• Marketing designation of the BD-500-1A10 f or aircraf t f rom serial number
50011. [149] Formerly CS100.
A220-300[edit]
• Marketing designation of the BD-500-1A11 f or aircraf t f rom serial number
55003. [149] Formerly CS300.
ACJ TwoTwenty[edit]
See also: Airbus Corporate Jets § ACJ TwoTwenty

• The corporate jet version of the A220-100 has a range of 10,460 km and a cabin
area of 73 m2 f or 18 passengers. [150]
Operators[edit]
Main article: List of Airbus A220 operators

Korean Air A220-300 at Narita Airport

As of October 2020, there were 135 airplanes in commercial service. [3] The largest operators
were Delta Air Lines (42), Swiss International Air Lines (29), airBaltic (23), EgyptAir (12),
and Korean Air (10).

Orders and deliveries[edit]

Main article: List of Airbus A220 orders and deliveries
The Airbus A220 f amily has the f ollowing firm orders and delivered aircraf t tot als:[3]

Net orders (cumulative by year)

Data as of October 2020 [3][151]

Type Ordered Delivered

A220-100 100 47

A220-300 542 88

Total 642 135

As of October 2020[3][151]
Orders and deliveries by year
 • vi
e
w
200 201 201 201 201 201 201 201 201 201 201 202 Tot
• tal
9 0 1 2 3 4 5 6 7 8 9 0 al
k
• ed
it
Net
50 40 43 15 34 65 — 117 12 165 63 42 642
orders
Deliveries — — — — — — — 7 17 33 48 30 135

As of October 2020[3][151]

Marketing[edit]
The A220-100 competes with the Embraer E195-E2, while the A220-300 complements
the Airbus A319neo in competing against the Boeing 737 MAX 7[152][153]

By Bombardier[edit]
The ef f ect of stiff competition and production delays was apparent in early 2016. On 20
January, United Continental Holdings ordered 40 Boeing 737-700 aircraf t instead. [154] Aside f rom
ready availability of aircraf t already in f ull production, the purchase of Boeing vs. the Bombardier
CSeries was f inancially prudent. Since United already f lies 310 of the 737, there will be savings
f or pilot training and f ewer spare parts will need to be stocked. B oeing also reportedly gave
United a massive 73% discount on the 737 deal, dropping the price to $22 million per
aircraf t, [155] well below the CS300 market value at $36 million. [156] In November 2016, United
def erred this order to save $1.6Bn in CAPEX or $26 million per 61 aircraf t. [157]
David Tyerman, an analyst with Canaccord Genuity of fered the f ollowing assessment of the
impact of this news to the Toronto Star: "This just shows how dif ficult it is for Bombardier to win
orders these days. It's not the end of the world, but this loss illustrates what they are up against.
It also raises the question of how profitable the next C Series order they win will be f or them." [158]
On 17 February 2016, Air Canada signed a letter of intent with Bombardier f or up to 75 CS300
aircraf t as part of its narrowbody f leet renewal plan. This comprised 45 f irm orders, plus options
f or an additional 30 aircraf t. It includes substitution rights to CS100 aircraf t in certain
circumstances, with deliveries to occur f rom late 2019 to 2022. [159] The $3.8 billion order f or 45
CS300 aircraf t was f inalized on 28 June 2016. [160]
On 28 April 2016, Bombardier and Delta Air Lines announced a sale f or 75 CS100 f irm orders
and 50 options; the f irst aircraf t should enter service in spring 2018. [161] Delta Air Lines, it was
thought, would likely start using more f uel-ef f icient CS100s in 2018 on f lights out of Los Angeles,
New York and Dallas. [123] Airways News believe that a substantial 65 to 70% discount off the
$71.8 million list price was provided making the f inal sale at $24.6–28.7 million price per aircraf t;
this large order f rom a major carrier could help Bombardier to break the Boeing/Airbus
duopoly on narrowbody aircraf t. [162]
With those 127 f irm orders in early 2016, introduction should be with a f irm backlog of more than
300 orders and up to 800 aircraf t including options, conditional orders, letters of intent and
purchase rights; they imply an onerous contract provision of around $500 million, $3.9 million per
order. [163]
Bombardier had previously received a letter of intent f or 31 f irm orders and 30 options from an
unidentif ied European carrier, to be f inalised bef ore 2017 end. [78] Egyptair announced a letter of
interest f or 12 CS300s and 12 options at the November 2017 Dubai Air Show.[164] With the two
orders planned to be f inalised by the end of 2017, [165] the total number of CSeries orders is
expected to rise to 403 by the end of the year, in addition to the 115 commitments, 90 options
and 18 purchase rights already held. [citation needed]
On 28 May 2018, airBaltic announced a f irm order f or 30 CS300 along with 15 options and 15
purchase rights. [166]

Dumping petition by Boeing[edit]

Main article: CSeries dumping petition by Boeing

The CSeries CS100 demonstrated for Delta Air Lines in Atlanta

On 28 April 2016, Bombardier Aerospace recorded a f irm order f rom Delta Air Lines f or
75 CSeries CS100s plus 50 options. On 27 April 2017, Boeing f iled a petition f or dumping them
at $19.6m each, below their $33.2m production cost.
On 9 June 2017, the US International Trade Commission (USITC) f ound that the US industry
could be threatened. On 26 September, the US Department of Commerce (DoC) observed
subsidies of 220% and intended to collect deposits accordingly, plus a preliminary 80% anti-
dumping duty, resulting in a duty of 300%. The DoC announced its f inal ruling, a total duty of
292%, on 20 December. On 10 January 2018, the Canadian government f iled a complaint at
the World Trade Organization against the US.
On 26 January 2018, the f our USITC commissioners unanimously determined that US industry is
not threatened and no duty orders will be issued, overturning the imposed duties. The
Commission public report was made available by February 2018. On March 22, Boeing declined
to appeal the ruling.