المعرفة

إيرباص إيه 220

"إيه 220" تحوّل إلى هنا. لمطالعة استخدامات أخرى، انظر إيه 220 (توضيح).

إيرباص إيه 200 (إنگليزية: Airbus A220)، هي عائلة طائرات ضيقة البدن من إنتاج إيرباص كندا المحدودة. كانت تصممها بومباردييه إيروسپيس، وحملت لسنتين اسم بومباردييه سي سريس

إيه 220
CSeries CS100 وCS300
Logo Airbus A220.svg
YL-CSD Bombardier BD-500-1A100 CS300 BCS3 Airbus A220-300 A223 c n 55006 - BTI (31100301167).jpg
طائرة إيه 220-300، أكثر التنويعات شيوعاً، تابعة لشركة طيران البلطيق.
الدور طائرة ضيقة البدن
دولة المنشأ متعددة الجنسيات
الصانع إيرباص-كندا المحدودة
المصمم بومباردييه إيروسپيس
أول تحليق 16 سبتمبر 2013[1]
التقديم 15 يوليو 2016 مع مشغل الإطلاق الخطوط الجوية الدولية السويسرية[2]
الوضع في الخدمة
المستخدم الرئيسي خطوط دلتا الجوية
طيران البلطيق
طيران كندا
الخطوط الجوية الدولية السويسرية
المنتـَج 2012–الحاضر
العدد المنتج 265، اعتباراً من 31 مايو 2023 [3]

أُطلق البرنامج في 13 يوليو 2008، بالطائرة إيه 220-100 (سي إس 100 سابقاً) التي قامت بأولى رحلتها في 16 سبتمبر 2013، وحازت شهادة الطراز الأولية من هيئة النقل الكندية في 18 ديسمبر 2015، ودخلت الخدمة في 15 يوليو 2016 مع مشغل الإطلاق الخطوط الجوية الدولية السويسرية. حلقت إيه 220-300 (سي إس 300 سابقاً) الأطول لأول مرة في 27 فبراير 2015، وحصلت على شهادة الطراز الأولية في 11 يوليو 2016، ودخلت الخدمة مع طيران البلطيق في 14 ديسمبر 2016.

في يوليو 2018، تم تغيير العلامة التجارية للطائرة إلى إيه 220 بعد أن استحوذت إيرباص على حصة 50.01٪ في البرنامج من خلال شركة محاصة تأسست عام 2016. في أغسطس 2019، أثفتتح خط تجميع نهائي ثاني في إيرباص موبيل بولاية ألاباما، مكملًا للمنشأة الرئيسية في ميرابل، كويبك. في فبراير 2020، زادت إيرباص حصتها إلى 75٪ مع خروج بومباردييه من البرنامج، بينما احتفظت إنڤستيمنت كويبك المملوكة لحكومة كويبك بحصة 25٪.

بمحركات پرات أند ويتني PW1000G تحت جناحيها، تمتعت بمميزات الطائرات بمحركين بالتحكم السلكي بالرحلة، جناح الكربون المركب، وبدن من الألومنيوم-الليثيوم، وديناميكا هوائية مُحسَّنة من أجل كفاءة الوقود. توفر هذه العائلة من الطائرات وزن إقلاع أقصى يتراوح من 63.1 إلى 70.9 طن، ومدى يتراوح بين 6.390–6.670 كم.

سجل كل من مشغلي الإطلاق حرق أفضل للوقود من المتوقع وموثوقية الإرسال، بالإضافة إلى ردود فعل إيجابية من الركاب والطاقم. اعتباراً من مارس 2023، كان أسطول إيه 220 العالمي قد أكمل أكثر من 770.000 رحلة لأكثر من 1.300.000 ساعة طيران بدون حوادث.


يبلغ طول الطائرة إيه 220-100 35 مترًا وتتسع من 108 إلى 133 راكب، بينما تتسع طائرات إيه 220-300 بطول 38.7 مترًا من 130 إلى 160 راكب. 2020. تُكمل عائلة طائرات إيه 220 الطائرة إيه 319 نيو في مجموعة طائرات إيرباص وتتنافس مع أكبر أنواع عائلة إمبراير إي-جيت إي2 وبوينگ 737 ماكس الأصغر حجماً. اعتبارًا من يونيو 2023، طُلب ما مجموعه 806 طائرة إيه 220، تم تسليم 271 منها وكانت جميعها في الخدمة التجارية مع 18 مشغلًا. دلتا إيرلاينز هي أكبر مشغل مع 61 طائرة في أسطولها.


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التطوير

مفهوم السلف BRJ-X

 
BRJ-X concept

في 5 فبراير 1996، بدأت بومباردييه مناقشات مع فوكر حول الاستحواذ على أصول تلك الشركة، لكن بعد تقييم الشراء المحتمل، أعلنت بومباردييه إنهاء المحادثات في 27 فبراير.[4] بعد أسبوعين، في 15 مارس، أُعلن إفلاس مُصنِّع الطائرة ذات المائة مقعد، فوكر 100.[5][6]

في 8 سبتمبر، أطلقت بومباردييه "BRJ-X" أو "بومباردييه ريجنال جيت إكسپانشن"، وهي طائرة نفاثة إقليمية أكبر من " سلسلة سي آر جي" أو" كندا إير ريجنال جيت" لدخول الخدمة عام 2003. بدلاً من المقاعد 2–2، على BRJ-X، سيكون بدن الطائرة أوسع مع 2-3 مقعد، لتتسع ل85-110 راكباً، معجناح سفلي حاضن للمحرك.[7] كانت مقاربة لأصغر طائرات نفاثة ضيقة البدن، مثل 2–3 دي سي-9/إم دي-80 / بوينگ 717 أو 3–3 إيرباص إيه 318 وبوينگ 737-500/737-600. في نهاية عام 2000، علقت بومباردييه المشروع من أجل توسعة CRJ700 إلى CRJ900.[8]

في تلك الأثناء، في يونيو 1999 أطلقت إمبراير طائراتها الأربعة ذات الأجنحة السفلية، إمبراير إي جيت التي تتسع 70-122 راكبًا في معرض باريس الجوي، والتي قامت بأول رحلة لها في فبراير 2002 ودخلت الخدمة عام 2004. وفي 21 أبريل 1999 أطلقت شركة إيرباص طائرات إيه 318، التي تتسع لعدد أقل من الركاب، 107-117 راكبًا،[7] حيث قامت بأولى رحلاتها في يناير 2002، في الوقت الذي قامت فيه بوينگ بتسليم أولى طائراتها طراز 737-600 في سبتمبر 1998.


دراسة جدوى CSeries

 
أطلقت دراسة جدوى سي سيريس في معرض فارنبورو الجوي 2004؛ يُظهر العرض 3 مقارنة جانبية للطائرة سي 110 (CS100) مقارنة بالطائرة سي 130 (CS300).

في 8 مارس 2004 قامت بومباردييه بتعيين گاري سكوت لتقييم إنشاء برنامج جديد للطائرات التجارية.[9] بعد ذلك أطلقت دراسة جدوى لطائرة بخمسة مقاعد جنبًا إلى جنب مع سي سيريس في معرض فارنبورو الجوي في يوليو للتحقق من تطوير طائرة لتحل محل النماذج "المتقادمة" من الشركات المصنعة المنافسة: دي سي-9 / إم دي-80، فوكر 100، بوينگ 737 كلاسيكي وBAe-146 بتكاليف تشغيل أقل بنسبة 20٪، وتكاليف تشغيل أقل بنسبة 15٪ من الطرز "التي كانت قيد الإنتاج": إمبراير إي-جيت، بوينگ 717، وغيرها.[10] يجب أن يحمل الطراز الأصغر 110-115 راكباً والأصغر 130-135 راكباً على مسافة 3.200 ميل بحري.[10]

 
قدرة سي سيريس والطائرات الإقليمية الأخرى والطائرات الضيقة الصغيرة، استنادًا إلى CAPA وبومباردييه.

في 15 مارس 2005 أذن مجلس إدارة بومباردييه بتسويق سي سيريس، سعياً وراء التزامات مؤكدة قبل إطلاق البرنامج. كان من المخطط أن سي 110 تزن 60.420 كجم عند وزن الإقلاع الأقصى، ويبلغ طولها 35.0 مترًا، بينما يجب أن طول سي 130 يبلغ 38.2 مترًا ويكون وزنها عند وزن الإقلاع الأقصى 66.000 كجم. ستحتوي الطائرة على مقاعد قياسية 3 × 2 ودرجة رجال الأعمال 4 مقاعد، ومساحة رأسية تبلغ 2.1 متر، وأجهزة تحكم سلكية وعصا جانبية. سيكون 20 في المائة من وزن هيكل الطائرة في مواد مركبة لجسم الطائرة المركزي والخلفي ومخروط الذيل والذيل والأجنحة. تم التخطيط للرحلة الأولى عام 2008 وأن تدخل الطائرة الخدمة عام 2010.[11]

في مايو 2005، تم تقييم تطوير سي سيريس بمبلغ 2.1 بليون دولار أمريكي، حيث سيتقاسم الموردين والحكومات الشريكة بالثلث كل منهما. ستستثمر حكومة كندا 262.5 مليون دولار أمريكي، وحكومة كويبك 87.5 مليون دولار أمريكي وحكومة المملكة المتحدة 340 مليون دولار أمريكي (180 مليون جنيه إسترليني)، تسدد على أساس ملكية كل طائرة.[12]

مساهمة المملكة المتحدة هي جزء من شراكة استثمارية من أجل موقع تطوير الأجنحة وغطاء المحرك وهياكل الذيل المركبة في مصنع بلفاست،[13] حيث اشترت بومباردييه شورت براذرز عام 1989.

في 31 يناير 2006، أعلنت بومباردييه أن ظروف السوق لا يمكن أن تبرر إطلاق البرنامج، وأن الشركة ستعيد توجيه جهود مشروع سي سيريس وفريقه وموارده إلى طائرة إقليمية وطائرة turboprop. احتفظ بفريق صغير من الموظفين لتطوير خطة عمل سي سيريس وتم تكليفهم بمهمة إضافية لإدراج شركاء مشاركة المخاطر الآخرين في البرنامج.[14]

في 31 يناير 2007، أعلن بومباردييه أن العمل على الطائرة سيستمر، مع بدء الخدمة المخطط لها لعام 2013.[15]

في نوفمبر 2007، اختارت بومباردييه محرك پراد أند ويتني العنفي المروحي، PW1500G، حالياً، الذي اختير بالفعل لتشغيل ميتسوبيشي ريجنال جت، ليكون المحرك الحصري لسلسلة طائرات سي سيريسي، بقدرة 100 kN (23,000 lbf).[16]

انطلاق البرنامج

 
CSeries display model, presented during the 2008 Farnborough Airshow

On 22 February 2008, Bombardier's Board of Directors authorized offering formal sales proposals of the CSeries to airline customers, on the strength of its 20% lower fuel burn and up to 15% better operating costs compared to similarly sized aircraft produced at the time. This interested Lufthansa, Qatar Airways and ILFC.[17] On 13 July, in a press conference on the eve of the opening of the Farnborough Airshow, Bombardier Aerospace formally launched the CSeries, with a letter of interest from Lufthansa for 60 aircraft, including 30 options, at a US$46.7 million list price. The aircraft fuel efficiency would be 2 litres per 100 kilometres (120 mpg‑US) per passenger in a dense seating. The final assembly of the aircraft would be done in Mirabel, wings would be developed and manufactured in Belfast and the aft fuselage and cockpit would be manufactured in Saint-Laurent, Quebec.[18] The center fuselage was to be built by China Aviation Industry Corporation (AVIC)'s affiliate Shenyang Aircraft Corporation.[19][20] Bombardier estimated the market for the 100- to 150-seat segment at 6,300 aircraft over 20 years, representing more than $250 billion in revenue, with the company expected to generate up to half of that.[19]

تصنيع النموذج الأولي

 
CSeries' first Flight Test Vehicle (FTV1), a CS100, out of the factory in Mirabel in June 2013

In March 2009, Bombardier redesignated the C110 and C130 as CS100 and CS300, respectively. The models were offered in standard- and extended-range (ER) variants; and additionally, an extra thrust (XT) variant of the CS300 was also offered.[21] Bombardier subsequently settled on a single variant, with extended range becoming the new standard.[22] By November, the first wing had been assembled at the Bombardier Aerostructures and Engineering Services (BAES) site in Belfast, Northern Ireland, while the program grew to about $3.5 billion, shared with suppliers and governments.[23] In the same month, construction of a composite wing manufacturing facility at the Belfast site started[24] and the first flight of the CSeries was expected by 2012.[25]

In March 2009, Bombardier confirmed major suppliers: Alenia Aeronautica for the composite horizontal and vertical stabilisers, Fokker Elmo for the wiring and interconnection systems and Goodrich Corporation Actuation Systems: design and production of the flap and slat actuation systems.[26] By June 2009, 96% of billable materials had been allocated, with the company settling on various companies for remaining components and systems: Shenyang Aircraft Corporation for the centre fuselage; Zodiac Aerospace for the interiors, and United Technologies Corporation for the engine nacelles,[27] Liebherr for the landing gear and pneumatics; UTC Aerospace for the electrical system and lighting; Goodrich for the nacelle; Meggitt for the wheels and brakes; Michelin for the tires; Spirit for the pylons; Honeywell for the APU; and PPG supplies the windows.[28] In 2010, Ghafari Associates was retained to develop the Montreal manufacturing site to accommodate the aircraft production.[29]

الإعداد للاختبار ومفهوم الكثافة العالية

 
AirAsia was to order 100 of the proposed high-density CS300s at the Farnborough Airshow in July 2012.

In January 2010, Bombardier was about to reach the design freeze for the CSeries and announced that CS100 deliveries were planned to start in 2013, and CS300 deliveries would follow a year later.[30] In November 2011, Bombardier expected a second-half 2012 first flight as it was to receive the first fuselage package until mid-2012 at the earliest and Pratt & Whitney still had "a little bit more work to do" to meet the requirement.[31][32] In June 2012, Bombardier reaffirmed the first flight should happen before the year's end with subsequent entry into service remaining 2013.[33] In July 2012, Bombardier began discussions with AirAsia at the Farnborough Airshow about a 160-seat "high-density" concept,[34] which was then included in the CS300 project in November, although the airline rejected the proposal.[35] In the same month, Bombardier said that some areas of the program were late due to unspecified supplier issues, and announced a delay of six months to both the first flight to June 2013 and entry into service of the CS100 one year later.

An extensive program update was presented on 7 March 2013, with the first Flight Test Vehicle (FTV) was displayed in a near-complete state, along with three other FTVs in various states of assembly: one such FTV confirmed the 160 seat high-density concept for the CS300, featuring two sets of over-wing emergency exits.[36] The first FTV's electrical system was powered up in March, while tests on the static airframe proceeded satisfactorily and on schedule.[37] In June, Bombardier again delayed the first flight into July on account of software upgrades and final ground testing.[38] On 24 July, after a protracted system integration process, the first flight was delayed into "the coming weeks".[39] On 30 August, Bombardier received the flight test permit from Transport Canada, granting permission to perform high speed taxi testing and flight testing.[1]


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اختبار التحليق

 
The CS100 first flew on 16 September 2013

On 16 September 2013, the CS100 took off for its maiden flight from Bombardier's facility at Montréal–Mirabel International Airport in Quebec.[40][41] Over 14,000 data points were gathered on this flight; after reconfiguration and software upgrades, FTV1 flew for the second time on 1 October.[42] On 16 January 2014, the planned entry-into-service date was delayed into the second half of 2015 due to certification testing issues; the CS300 remained set to follow approximately six months after the CS100.[43]

On 29 May 2014, one of the four FTVs suffered an uncontained engine failure. Consequently, flight testing was suspended until an investigation could be completed.[44] The incident kept Bombardier from displaying the CSeries at one of the most important aerospace events in that year, Farnborough Airshow.[45] In August, Bombardier changed the program's management and slashed its workforce.[46] On 7 September, flight testing was resumed after the engine problem had been isolated to a fault in the lubrication system.[47] Bombardier chairman Laurent Beaudoin stated that the CSeries was then expected to be in service in 2016.[48] Delays resulted in order cancellations, including from the Swedish lessor.[49]

 
The CS300 first flew on 27 February 2015

By 20 February 2015, the FTVs had accumulated over 1,000 flight hours.[50] Seven days later, the CS300 made its maiden flight from Mirabel airport.[51] Test flight results surpassed the company's guarantees for noise, economics and performance, meaning a longer range than advertised could be possible.[52] The fifth CS100 first flew on 18 March.[53] On 27 March, Bombardier confirmed that Canadian certification for the CS100 should come in late 2015 with entry into service in 2016.[54]

At the 2015 Paris Air Show, Bombardier released updated performance data, showing improvements over the initial specifications.[55] The CS100 passed the required certification tests by mid-November.[56] On 25 November, Bombardier completed the first phase of its route proving capabilities, with a 100% dispatch reliability.[57] The final prototype, FTV8, the second CS300 with a complete interior, made its first flight on 3 March 2016.[58]

ترخيص الموديل

 
Following EASA steep approach certification for the -100 variant in April 2017, Swiss made its first revenue flight to London City Airport on 8 August of the same year.[59]

The smallest model in the series, the 110- to 125-seat CS100, received type certificate from Transport Canada on 18 December 2015,[60] and simultaneously from US Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA) in June 2016, clearing the way for delivery to the launch operator, Swiss International Air Lines, by the end of the month.[61] At the time of CS100 certification by Transport Canada in December 2015, the CSeries had 250 firm orders and letters of intent, plus commitments for another 360, mostly for the CS300.[62][63] The largest model, the 130- to 145-seat CS300, obtained its type certificate from Transport Canada on 11 July 2016,[64] from the EASA on 7 October that cleared the delivery to its launch customer airBaltic by November 2016,[65] and from the FAA on 14 December 2016.[66] Both models were awarded a common type rating on 23 November 2016 simultaneously from Transport Canada and EASA, allowing pilots to qualify on both types interchangeably.[67]

In March 2017, Bombardier conducted steep 5.5˚ approach landings tests at London City Airport (LCY),[68] and announced one month later, April 2017, that the CS100 received Transport Canada and EASA steep approach certification.[69]

الدخول في الخدمة

 
Swiss International Air Lines introduced CSeries with the first CS100 in July 2016.
 
airBaltic introduced CS300 and became the second CSeries operator in December 2016.

The first CSeries, a CS100, was delivered to Swiss Global Air Lines on 29 June 2016 at Montréal–Mirabel International Airport,[70][71] and began commercial service on 15 July with a flight between Zürich and Paris.[2][72] The launch operator stated in August, that "the customer feedback is very positive with the expected remarks concerning the bright cabin, reduced noise, enough leg room and space for hand luggage as well as the comfortable seats. Also, the feedback from our pilots is gratifying. They especially like the intuitive flying experience."[73] The first CS300 was delivered to AirBaltic on 28 November,[74][75] and began revenue service on 14 December with a flight from Riga to Amsterdam in a 145-seat two-class configuration.[66] The type launch operator lauded lower noise levels for passengers and more space for luggage than its Boeing 737-300s.[76]

Upon introduction, both variants were performing above their original specifications, with AirBaltic reporting that the CS300 range was 2% better, as were its per seat and per trip cost,[77] and burned over 1% less fuel at 2,600 L/h.[78] Therefore, Bombardier would update its performance specifications later in 2017.[79] On long missions, the CS100 was up to 1% more fuel efficient than the brochure and the CS300 up to 3%.[80] The CS300 burned 20% less fuel than the Airbus A319, 21% less than the Boeing 737 Classic while the CS100 18 to 27% less per seat than the Avro RJ100.[81][76][82] The CS300 is 6 tonnes (13,000 lb) lighter than the Airbus A319neo and nearly 8 tonnes (18,000 lb) lighter than the Boeing 737 MAX 7, helping it to achieve up to 12% operating costs savings.[83]

 
Korean Air received its first CS300 and became the third and latest CSeries operator in December 2017.

After 28,000 engine hours in 14 in-service aircraft with a dispatch reliability of 99.9%, Swiss replaced an engine pair in May 2017 after 2,400 hours, while airBaltic replaced another one in June.[79] Swiss initially flew six sectors a day and by July up to nine a day with an average time of 1 hours 15 minutes.[79] airBaltic's flight length averaged 3 hours, and the average fleet daily usage was 14 hours.[79] In September, over 1.5 million passengers had 16,000 revenue flights in the 18 aircraft in service, making up to 100 revenue flights per day on 100 routes: most used were up to 17 hours per day and up to 10 legs per day.[80] Thirty-five minute turnarounds allowed 11 legs per day.[81] On 8 August, following the steep approach certification by EASA, Swiss operated its first revenue flight to London City from Zurich, replacing the Avro RJ.[59] As of September, the CSeries fleet had undergone 20 A Checks with no significant maintenance issues.[80] On 22 December, after months of engine delivery delays, Korean Air became the third and latest airline to take delivery of a CSeries,[84][85] received its second CS300 in early January 2018,[86][87] and completed its first revenue flight with the type, from Seoul to Ulsan on 20 January.[88] As of June, airBaltic reached a maximum utilisation of 18.5 hours a day.[89]

قضايا مالية

In 2015 Bombardier offered to sell a majority stake in the CSeries programme to Airbus, but then had to look for alternatives after Airbus confirmed in October that it had turned down the offer.[90] Just days prior, the Government of Quebec reiterated its willingness to provide Bombardier with financial aid, if it were requested.[91][92] Bombardier stated its commitment to the CSeries and that it had the financial resources to support it.[93] On 29 October, Bombardier took a قالب:CAD write-down on the CSeries. The Trudeau government indicated that it would reply to Bombardier's request for $350 million in assistance after it took power in early November.[94] On the same day, the Quebec government invested قالب:CAD in the company to save the struggling programme.[95] In early November, a Scotiabank report indicated that the company and the programme would probably need a second bailout, and that even then the CSeries would probably not make money.[96]

In April 2016, Bombardier reportedly requested a قالب:CAD aid package from the Canadian Government.[97] The Government then offered an aid package without divulging the amount or conditions imposed.[98] In July, Bombardier set up the C Series Aircraft Limited Partnership (CSALP) together with Investissement Québec.[99] In February 2017, the Government finally announced a package of قالب:CAD in interest-free loans for the company, with the programme to receive one-third.[100]


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تأخر الانتاج

In 2016, Bombardier achieved its goal of delivering seven CSeries aircraft to both launch operators, Swiss and airBaltic.[101][87] Production was then set to ramp to 30–35 aircraft deliveries in 2017 after PW1500G engine supply and start issues were resolved.[77] However, the CSeries delivery goal for 2017 had to be revised to 20–22 aircraft only, due to persistent engine delivery delays,[102] and finally, only 17 deliveries were completed in the year.[103] At the programme launch, Bombardier had forecast 315 annual deliveries from 2008 to 2027 for 100- to 150-seat airliners, but in the first 10.5 years, the six models available (B737-700, A318/A319, CS100/CS300 and E195) averaged fewer than 80 per year.[104] A total of 37 CSeries had been delivered before the Airbus partnership took effect on 1 July 2018.[87]

منافسة صلبة

تنافست سي سيريس مع التنويعات الأصغر من عائلة إيه 320. طلب عام 2010 لأربعين طائرة سي إس 300، و40 خيار من Republic Airways Holdings-مالكة فرونتير إيلاينز، المشغل الحصري لطائرات إيه 319/320 في ذلك الوقت- دفعت أيضاً [[إيرباص] لإعادة تحريك مشروع طائرات إيه320نيو.[105] اختارت شركة إيرباص التنافس بقوة ضد سي سيريس بدلاً من تجاهلها، كما فعلت شركة بوينگ مع شركة إيرباص.[105] قامت شركة إيرباص بتخفيض سعر إيه 320 في منافسة مباشرة، مما أدى بنجاح إلى منع بومباردييه من عدة صفقات.[105]

كان تأثير المنافسة الشديدة وتأخيرات الإنتاج واضحًا أوائل عام 2016. وفي 20 يناير، طلبت يونايتد كونتننتال القابضة 40 طائرة بوينگ 737-700 بدلاً من سي سيريس نظرًا لتوفر النوع الموجود بالفعل في الإنتاج الكامل، والقواسم المشتركة مع أسطول الولايات المتحدة من طراز 737 المكون من 310 طائرة.[106] وبحسب ما ورد منحت بوينگ شركة يونايتد خصمًا هائلاً بنسبة 73٪ على صفقة طائرات 737، مما أدى إلى انخفاض السعر إلى 22 مليون دولار لكل وحدة،[107] أقل بكثير من القيمة السوقية لـسي إس 300 بقيمة 36 مليون دولار.[108]

قال ديڤد تايرمان، المحلل في كاناكورد گنيتي لتورونتو ستار: "هذا يوضح مدى صعوبة فوز بومباردييه بأوامر الشراء هذه الأيام. ترتيب سي سيريس الذي يفوزون به سيكون لهم".[109]

إلتماس الإغراق من بوينگ

المقالة الرئيسية: التماس إغراق سي سيريس من بوينگ

التماس إغراق سي سيريس من بوينگ

شراكة إيرباص

مهدت تأخيرات الإنتاج والمنافسة الشديدة والتماس الإغراق الذي قدمته شركة بوينگ في النهاية الطريق أمام بومباردييه لإغلاق الشراكة مع إيرباص.[105] في 16 أكتوبر 2017، أعلنت بومباردييه وإيرباص أن إيرباص ستستحوذ على حصة أغلبية بنسبة 50.01٪ في شراكة CSALP، مع احتفاظ بومباردييه بنسبة 31٪ وإنڤستيسمينت كويبك بنسبة 19٪.[110] لم تدفع شركة إيرباص مقابل حصتها في البرنامج، ولم تتحمل أي ديون.[111][112] من شأن خبرتها في سلسلة التوريد أن توفر تكاليف الإنتاج، وسيتم بناء خط التجميع الثاني في منشأة الإنتاج الخاصة بها، إيرباص موبايل، في موبايل، ألاباما.[110] أثناء تجميع الطائرات في الولايات المتحدة كان يمكن التحايل على رسوم 292٪ المقترحة في عريضة إغراق بوينگ، أكد توم إندرز الرئيس التنفيذي لشركة إيرباص وأليان بيلمير الرئيس التنفيذي لشركة بومباردييه أن هذا عامل لم يدفع الشراكة. ومع ذلك، بدأت المفاوضات في أغسطس 2017 بعد التقديم في أبريل والقرار في يونيو بالمضي قدمًا، وبالتالي كان هناك شبهات حول بوينگ.[112] جون ليهي المدير التجاري لإيرباص أن بوينگ أجبرت برنامج سي سيريس بشكل غير مباشر على يد شركة إيرباص من خلال الضغط على الإدارة الأمريكية لفرض رسوم جمركية ضخمة على الطائرات.[105]

توقع الرئيس التنفيذي لشركة بومباردييه أن الشراكة ستسرع المبيعات بشكل كبير لأنها ستجلب اليقين لبرنامج سي سيريس وتزيد من مستوى الثقة من خلال النطاق العالمي لإيرباص.[113] قدرت إيرإنسايت قدّر أن قوة إيرباص ستزيد من حصة سي سيريس في سوق الطائرات التي تضم 100 إلى 150 مقعدًا على مدار 20 عامًا، من 40٪ من 5636 طائرة (2254 مبيعات ) إلى 55-60 في المائة، حوالي 3010 طائرة.[114] أصرت إيرباص على أنه ليس لديها خطة لشراء حصة بومباردييه في البرنامج وأن بومباردييه ستبقى شريكًا استراتيجيًا بعد عام 2025، لكن البنود سمحت لها بشراء حصة إنڤستيسمنت كويبك عام 2023 وسبع سنوات لبومباردييه بعد إغلاق الصفقة، على الرغم من الإنتاج الرئيسي. مطلوب البقاء في ميرابل، كويبك حتى عام 2041 على الأقل.[115]

كانت الشراكة خاضعة للموافقات التنظيمية ومن المتوقع أن تكتمل عام 2018،[110] وكان من المخطط إعادة تسمية CSeries لاحقًا كنموذج إيرباص، مع اقتراح إيه 200 كاسم عائلة وإيه 210/إيه 230 لسي إس 100 وسي إس 300.[116]

في أكتوبر 2017، ورد أن بوينگ كانت قلقة بشأن قدرتها على تلبية الصفقات الشاملة للأسطول التي تم تمكينها من خلال الشراكة.[117] في نوفمبر 2017، أكدت إمبراير في معرض دبي للطيران أنها ستراقب مشاركة إيرباص حتى حصانة منع الاحتكار، لتسعير الإغراق بعد ذلك، وأن البرازيل ستقاضي كندا لدعمها بومباردييه من خلال منظمة التجارة العالمية.[118] اعتقدت إمبراير أيضًا أنه لا يمكن تخفيض تكاليف سلسلة التوريد بما يكفي لجعل CSeries مربحة، معتبرة إياها ثقيلة ومكلفة ومتكيفة مع طرق طويلة ورفيعة تتجاوز نطاق إي-جيت إي2، وهو منافس قريب للحصة السوقية.[118] في ديسمبر 2017، أفادت وال ستريت جورنال أن بوينگ كانت تخطط لطرح إمبراير بقمية سوقية أكثر من 3.7 بليون دولار لإنشاء شركة محاصة.[119] ورأى محللو صناعة الطيران أن هذه الصفقة هي رد فعل على الشراكة.[120] أعلنت شركة بوينگ-إمبراير المشتركة في فبراير 2019، مع الصفقة المتوقع إغلاقها في يونيو 2020 بعد تحقيقات مكافحة الاحتكار، لكن بوينگ أنهت الاتفاقية في أبريل 2020 بسبب وقع جائحة ڤيروس كورونا 2019-20 على الطيران.[121]

 
إيه 220-300 بعلامة إيرباص بعد الاستحواذ عليها في يوليو 2018

أثناء تحقيق المنافسة، كان من المقرر أن تعمل شركتا إيرباص وبومباردييه بشكل منفصل وخططت فرق نظيفة التكامل مع وصول متميز إلى البيانات الحساسة بشكل تنافسي ولكن منفصلة عن إدارتهم.[122] كان من المقرر الانتهاء من تحقيق مكافحة الاحتكار قبل معرض فارنبورو للطيران 2018 للسماح بتعزيز التسويق.[123] في 8 يونيو، بعد الموافقة التنظيمية، أكدت الشراكة أن إيرباص ستستحوذ على حصة الأغلبية في 1 يوليو.[124] سيبقى المكتب الرئيسي وفريق القيادة في ميرابل،[124] بينما سيتم تشكيل فريق البرامج من قبل قادة من كل من إيرباص وبومباردييه ويرأسه فيليپ بالدوتشي، رئيس إدارة الأداء في شركة إيرباص للطائرات التجارية في ذلك الوقت.[125] ستمول بومباردييه أي نقص نقدي بما يصل إلى 610 مليون دولار أمريكي من النصف الثاني من 2018 حتى 2021.[124]

بعد عشرة أيام من نقل التحكم في البرنامج إلى إيرباص، تم تغيير اسم الطائرة إلى إيه 220 كاسم لعائلة الطائرات (CSeries سابقًا) وإيه 220-100/300 للتنويعات السابقة سي إس 100/سي إس 300.[126] في وقت لاحق، في 1 يونيو 2019، أعيد تسمية المشروع المشترك CSALP إلى "شراكة إيرباص-كندا المحدودة" (ACLP) واعتمدت شعار إيرباص باعتباره الهوية المرئية الوحيدة للشراكة.[127]

خروج بومباردييه

بعد إعادة تقييم مشاركتها في يناير 2020، خرجت بومباردييه من برنامج إيه 220 في فبراير 2020، وبيعت حصتها لإيرباص مقابل 591 مليون دولار. بذلك تمتلك إيرباص 75٪ من البرنامج؛ أما النسبة المتبقية البالغة 25٪ فيمتلكها إنڤيستمينت كويبك. بموجب شروط الاستحواذ، استحوذت شركة إيرباص على خيار بومباردييه لشراء حصة إنڤيستمينت كويبك اعتبارًا من عام 2023، مع تاريخ خيار منقح عام 2026. وافقت شركة إيرباص أيضًا على الحصول على قدرات إنتاج حزمة العمل إيه 220 وإيه 330 من بومباردييه في سان-لوران ، من خلال شركة إيبرباص التابعة، ستليا للطيران الفضائي.[128]

في فبراير 2022 اتفقت إيرباص وحكومة كويبك على استثمار 1.2 مليار دولار أخرى في إيرباص كندا، لدعم تسريع معدل إنتاج إيه 220 إلى 14 طائرة شهريًا.[129][130] بناءً على ذلك، ستستثمر إيرباص 900 مليون دولار في برنامج الطائرات وتستثمر إنڤيستمينت كويبك 300 مليون دولار، مما يسمح للشراكة بالاستمرار حتى يصبح البرنامج مربحًا في منتصف العقد. لحماية إنڤيستمينت كويبك حتى تنضج، أصبح التاريخ الأقدم الجديد لإيرباص الحصول على ما تبقى من الأسهم وبالتالي أصبح عام 2030.[131]

الانتاج

 
مرفق الإنتاج الرئيسي والمكتب الرئيسي لشراكة أيرباص-كندا المحدودة في مطار مونتريال-ميرابل الدولي.

قررت شراكة إيرباص الإبقاء على خط التجميع النهائي الأساسي في ميرابل، كويبك، مع الذي يضم 2200 عامل.[124] خط التجميع النهائي الثانوي في موايل بدأ عمليات التسليم عام 2020 بمعدل إنتاج شهري يبلغ أربعة طائرات، ليرتفع إلى ستة من السعة القصوى المقدرة بثمانية طائرات، بينما يمكن أن إنتاج يصل المرفق الرئيسي في ميرابل إلى عشرة طائرات.[132]

استهدفت إيرباص أكثر من 100 طلب من طراز إيه 220 عام 2018 و3000 طلب على مدار 20 عامًا، أي نصف سوق الطائرات بسعة 100-150 مقعد، وتحتاج إلى خفض تكلفة سلسلة التوريد بنسبة تزيد عن 10٪.[133]

سعت شركة إيرباص بعد ذلك إلى خفض التكاليف من جميع الموردين، بما في ذلك بومباردييه، وباني الجناح شورت براذرز ومصنع المحركات پرات آند ويتني. يقال إنها دفعت مورديها إلى خفض أسعارهم بنسبة 20 ٪ لزيادة الحجم، أو التبديل، نحو 150 عملية تسليم سنويًا.[134]

يمكن خفض تكاليف التوريد بنسبة 30-40٪ عن طريق القوة السوقية لإيرباص، حيث إن خفض تكاليف الشراء بنسبة 10٪ سيضيف ست نقاط على هامش الربح الإجمالي إلى البرنامج.[117]

انتظرت شركة إيرباص الفوز بعدة طلبات جديدة قبل زيادة الضغط على الموردين وجذب انتباههم عام 2019 ببيع 135 طائرة من طراز إيه 220 إلى شركات الطيران الأمريكية، بما في ذلك طلب متابعة من دلتا.[129]

في منتصف 2018، توقع المدير المالي لإيرباص إمكانات إنتاجية تزيد عن 100 طائرة طراز إيه 220 سنويًا.[135]

استمرت معدلات التسليم في الارتفاع مع العلامة التجارية الجديدة، حيث بلغت إجمالي الإنتاج 33 طائرة عام 2018، ثم ارتفعت إلى 48 طائرة عام 2019.[136] تم تقسيم الحصة السوقية بين 80٪ لطائرات إيه 220-300 و20٪ لطائرات إيه 220-100.[137]

 
بدأ التسليم من مرفق الإنتاج الثاني، إيرباص موبايل، في موبايل، ألباما، عام 2020.

في 16 يناير 2019 أقيم حفل وضع حجر الأساس لخط التجميع النهائي بقيمة 300 مليون دولارفي مصنع إيرباص موبايل في موبايل، ألباما؛[138] في هذه المناسبة، أكدت إيرباص ثقتها في وجود طلب كافٍ لتبرير موقعين للتجميع وأن الطائرة يمكن أن تكون مربحة.[139] في 5 أغسطس 2019، بدأ الانتاج في مرفق موبايل،[140] التي لم يكن من المقرر أن تنتهي حتى عام 2020؛ بدأ العمل مبكرًا لضمان الوفاء بجدول التسليم الأول.[141][142]

منحت إزالة القيود المالية لبومباردييه في فبراير 2020 لإيرباص مجالًا أكبر لمزيد من الاستثمار في البرنامج،[143] والتي ستكون ضرورية لزيادة معدلات الإنتاج، على الرغم من أن هذا سيعيد نقطة التعادل للبرنامج إلى منتصف عقد 2020.[144] تبلغ تكلفة البرنامج 7 بليون دولار أمريكي.[145]

في 2 يونيو 2020، أكملت أول طائرة إيه 220 تم إنتاجها في ألباما رحلتها الأولى. بحلول ذلك التاريخ، بدأ أيضًا إنتاج أول طائرة لشركة جيت‌بلو إيروايز.[146] تم تسليم أول طائرة إيه 220 مجمعة في الولايات المتحدة، إيه 220-300، إلى دلتا في 22 أكتوبر 2020.[147]

في يناير 2021، عندما راجعت إيرباص معدلات إنتاجها بعد تحول في الطلب بعيدًا عن الأجسام العريضة المتأثرة بجائحة كوڤيد-19، كان من المتوقع أن يصل معدل إنتاج إيه 220 إلى خمس طائرات شهريًا بنهاية الربع الأول كما كان متوقعا سابقا.[148][149]

في مايو 2021، استهدفت إيرباص معدل إنتاج ستة طائرات شهرياً اعتبارًا من أوائل عام 2022، وتعتزم الوصول إلى 14 شهرياً (عشرة في كويبك وأربعة في ألباما) بحلول منتصف العقد لتكون مربحة.[129][130]


في 10 يناير 2022، طرحت إيرباص إيه 220-قبل-م.إ.ن.،[150] خط التجميع المسبق على شكل حرف U مع أربع محطات تستخدم للأعمال التحضيرية وسبع للتجهيز الفعلي، من أجل تثبيت الأنظمة في وقت مبكر، مما يؤدي إلى استقرار عملية الإنتاج. بعد ذلك تُنقل أقسام جسم الطائرة المجهزة إلى مرفق الإنتاج النهائي في ميرابل أو في موبايل بمعدل ستة طائرات شهريًا اعتبارًا من نوفمبر 2022.[151]

تواصل التطوير

تحسينات الأداء

After beating performance promises by 3%, performance improvement packages shaving operating costs were explored prior to the Airbus partnership; these could include putting doors on the exposed main wheels, reducing drag but adding weight and complexity,.[152] and adding two to three more seats by moving the aft lavatory, without reducing the seat pitch.[153] On 21 May 2019, Airbus announced a 2,268 kg (5,000 lb) MTOW increase from the second half of 2020, from 60.8 to 63.1 t (134,000 to 139,000 lb) for the A220-100 and 67.6 to 69.9 t (149,000 to 154,000 lb) for the A220-300, expanding the range by 450 nmi (830 km; 520 mi): the A220-300 to 3,350 and 3,400 nmi (6,200 and 6,300 km; 3,860 and 3,910 mi) for the A220-100.[154] With the Airbus ruleset (90 kg (200 lb) passengers with bags, 3% enroute reserve, 200 nmi (370 km; 230 mi) alternate and 30 minutes hold), the 108-seat A220-100 could reach 3,800 nmi (7,000 km; 4,400 mi) and the 130-seat A220-300 would achieve a range of 3,500 nmi (6,500 km; 4,000 mi) while being limited by its fuel capacity. With a denser economy seating at a 30-inch pitch down from 32, a 116-seat A220-100 would still reach 3,700 nmi (6,900 km; 4,300 mi) and a 141-seat A220-300 would exceed 3,350 nmi (6,200 km; 3,860 mi).[155]

In February 2020, Airbus announced an increase in payload capacity, achieved through a 1.8 t (4,000 lb) increase in the maximum zero-fuel weight and maximum landing weight of both the -100 and the -300, to be introduced as an option from 2022.[156] From 2021, David Neeleman's Breeze Airways project should receive A220-300s with extra fuel tanks for 4,000 nmi (7,400 km; 4,600 mi) of range, allowing transatlantic flights or long routes like Orlando–Curitiba, Brazil, more range than the A321LR with 70% lower trip costs than A330s.[157]

In March 2021, Airbus offered a further 1 t (2,200 lb) increase to the MTOW of the A220-300, to 70.9 t (156,000 lb), available from mid-2021 and providing another 200 nmi (370 km; 230 mi) of additional range to 3,550 nmi (6,570 km; 4,090 mi). On long routes the payload will be increased by about 900 kg (2,000 lb).[158]

نفاثة البزنس (ACJ TwoTwenty)

 
The first delivered ACJ TwoTwenty, during EBACE 2023 in Geneva

In October 2020, Airbus announced an Airbus Corporate Jets (ACJ) variant of the A220-100, to be known as the ACJ TwoTwenty, with a range of 5,650 nmi (10,460 km; 6,500 mi) and cabin space of 73 m2 (790 sq ft) for 18 passengers.[159] On 17 May 2021, the first section of the ACJ TwoTwenty, the mid-fuselage section, had arrived at the A220 Final Assembly Line in Mirabel within the programme time frame and marked the start of the first Airbus corporate jet ever assembled in Canada.[160] The business jet made its first flight on 14 December 2021, before delivery to Comlux to be outfitted with a VIP cabin in Indianapolis.[161]

Stretched variant (A221)

In May 2015, The Wall Street Journal reported that a stretched variant, tentatively dubbed the CS500, was being studied to compete with the 160- to 180-seat versions of the Boeing 737 and A320 airliners.[162] The existing wing would be capable of supporting such a stretched version.[163] After the Airbus partnership in 2018, the possible stretched variant was appropriately renamed the A220-500, which would allow Airbus to enlarge its A320-family replacement to better compete with the proposed Boeing New Midsize Airplane.[117] In January 2019, Airbus hinted that a larger A220 variant could be developed, owing to ramped-up production and market demand for the current production models.[164]

Speculation about a stretched variant continued in November 2019, with Air France mentioning an A220-500 during an investor briefing on its modernisation strategy.[165] In January 2022, Luxembourg flag carrier Luxair expressed interest in the A220-500 as the airline sought to simplify its operations and avoid operating a mixed fleet of narrow-body aircraft, similarly to airBaltic, which was also said to be looking forward to the stretched variant to complement its A220-300 fleet, while Breeze Airways eyed a longer-range variant.[166] In the same month, following Allegiant Air's decision to walk away from the A220, due in part to the uncertainty surrounding the launch of the A220-500, Airbus CCO Christian Scherer said the stretched A220 variant was planned, although it was not an agenda item for a short-term decision.[167]

In July 2022, Airbus solicited an engine proposal from Pratt & Whitney and CFM International as a possible second supplier for the newly stretched variant, as well as the existing variants.[168] In September, Airbus CEO Guillaume Faury signalled to investors at Capital Markets Day that a stretched variant is necessary to increase the A220 family's share of the narrowbody market,[169] adding, "but we don't want to be right too early".[170] The A220-500 could be launched only once the production is geared up and the programme is profitable.[151] If launched in 2025, it would enter service in 2028-2029 and Airbus could accept the risk for the A320neo backlog, more so as Boeing is not expected to launch a new narrowbody before 2030.[151] Another issue is that with the same wing and uprated engines, the A220-500 would have a shorter range than the -300 variant, which essentially has the same range as the A320neo of 3,400 nmi, less than the Boeing 737 MAX 8 advertised by Boeing at 3,550 nmi. Increasing the range to at least the level of the A320neo would require extensive modification work, making development more expensive and reducing the aircraft's competitiveness.[171]

In May 2023, Bloomberg reported that Airbus was reviewing the proposed stretched variant to compete more directly with the 737 MAX 8 and free up space for more A321 production.[172] The concept, which Airbus now calls the A221, is gaining clarity as the company mulls an upgrade to the A220 wing design and accelerates design studies. These efforts aim to meet growing market demand and improve the aircraft's overall performance to become a more distinct model within the A220 Family.[173]

المزيد من الترخيصات

In December 2018, the EASA approved Category IIIa/IIIb instrument approaches for autolanding the A220 with no decision height but runway visibility minimum requirements.[174]

In January 2019, A220 powered with PW1500G gained ETOPS 180 approval from Transport Canada, allowing direct routes over water or remote regions.[175][176] The A220 was the first commercial airliner to obtain domestic ETOPS certification from Transport Canada.[177]

In July 2021, the EASA had officially approved an increase in the A220-300's maximum seating to 149 passengers, subject to a modification on an overwing exit slide.[178] In September 2021, Airbus entered into talks with the Civil Aviation Administration (CAA) of China over the certification of the A220 in order to enter the large Chinese aviation market, particularly in the western part of the country.[179] In November 2022, Airbus was working to certify the 160-seat high-density A220-300.[151]

التصميم

عائلة طائرات إيه 220 هي طائرة ذات ممر واحد طورتها بومباردييه في الأصل باسم CSeries، وتستهدف سوق الطائرات بسعة 100-150 مقعدًا بين طائرات الركاب الإقليمية وطائرات الخطوط الجوية الرئيسية.

القمرة

 
القمرة بجهاز تحكم عصا جانبية.


The cockpit features the Rockwell Collins Pro Line Fusion avionics suite, which incorporates five 15.1 in (380 mm) displays along with comprehensive navigation, communications, surveillance, engine-indicating and crew-alerting system (EICAS), electronic checklist, aircraft maintenance systems,[180] and can be equipped with head-up displays.[181] Other elements of the avionics and other subsystems include Parker Hannifin's flight control, fuel and hydraulics systems; Liebherr Aerospace's air management system; and United Technologies Corporation's air data system, flap and slat actuation systems.[27] The cockpit includes a dual flight management system, multi-scan weather radar, fly-by-wire flight controls with full envelope protection & speed stabilisation, Cat IIIa Autoland, and side-stick controllers. The cockpit layout is common to the -100 and the -300 variants, enabling pilots to fly either variant with the same type rating.[182]

كابينة الركاب

 
Five-abreast cabin and 18.5 in (47 cm) wide economy seats

The five-abreast cabin cross section has 18.5 in (47.0 cm) wide economy seats, 19 in (48.3 cm) wide middle seats, and a 20 in (50.8 cm) wide aisle for fast turnarounds (20 min). The rotating overhead bins offers 70 L (2.5 cu ft) of storage per passenger to allow one carry-on bag per passenger. Lavatories have improved accessibility for passengers with reduced mobility.[150] Two flex zones allow modular cabin elements such as stowage areas and partitions to be customised.[183][184] The cabin is lighted naturally through 11 in × 16 in (27.9 cm × 40.6 cm) windows at every seat row and artificially by customisable colour LEDs. The aircraft offers overhead video display, wireless content distribution and Ku band connectivity, and can be equipped with in-flight-entertainment.[150] The onboard environment, entertainment offerings and mood lighting are controlled via an integrated cabin management system.[183][184] It has a 4 in (10.2 cm) higher ceiling as well as 20% larger luggage bins than other aircraft in its class.[vague] The seat is 2.5 cm (0.98 in) wider than the Airbus A320 and 5.0 cm (1.97 in) wider than the Boeing 737.[181] The new A220 Airspace XL bins would be available and retrofittable from 2025, offering up to 19 additional passenger bags on the A220-300 and accommodating longer and heavier payload items thanks to the four-frame design.[185] The bins would also reduce maintenance and the effort for cabin crew to close the bin doors, resulting in an overall shorter turnaround time and about 300 pounds lighter cabin structure.[185]

الهيكل الجوي

 
Planform view of an Airbus A220-300 showing exposed wheel wells and moderate wing sweep

Commonality between both variants of the A220 family is over 99%. To support higher loads, the A220-300's wing and centre wing box are structurally reinforced, as is the centre fuselage, which is 3.4 m (11 ft) longer than the -100 variant, and the main landing gear.[181] Extensive use of aluminium–lithium in the fuselage, and carbon composite in wings, empennage, rear fuselage section, and engine nacelles reduces weight and increases corrosion resistance, resulting in better maintainability.[183][184] The overall airframe consists of 70% advanced lightweight materials, comprising 46% composite materials and 24% aluminium–lithium.[150] The aircraft features a low drag nose and tailcone design, minimum fuselage wetted area and optimised wing aerodynamics.[150]

The nose landing gear is common for both variants, while the -300 main landing gear is slightly reinforced. The -100 has three pairs of disc brakes, the -300 one more.[181]

المحرك

 
PW1500G geared turbofan mounted under the wing

The A220 is powered by two Pratt & Whitney PW1500G underwing turbofans.[150] Its geared turbofan (GTF) architecture and advanced engine core improves efficiency and reduces the stage and parts count.[186] The PW1500G has a 20 dB margin to Chapter IV noise limits, and high-efficiency components and advanced combustor technologies reduce CO2 and NOx emissions.[186] It was certified in February 2013, the first variant in the PW1000G range.[186] The PW1500G is the turbofan engine with the highest bypass ratio at 12:1. Each engine can produce 84.5 to 104 kN (19,000 to 23,300 lbf) of thrust flat rated at ISA + 15°C.[186] The PW1500G was designed to reach 12% better fuel economy than previous generation engines.[187]

الكفاءة

Airbus states that the structural technology, aerodynamic design, ultra-high bypass GTF engine, and state-of-the-art flight control and systems together can save fuel burn per seat, CO2 and NOx emissions,[183][184] as well as provide a reduction in maintenance costs and operating cost per seat, plus a reduced noise footprint with a 18 EPNdB margin to chapter 4 noise limits.[150] Around two thirds of the overall fuel efficiency are attributed to the GTF engines, and one third to lightweight structures, state-of-the-art aerodynamics and systems.[181]

تاريخ التشغيل

The all-new narrow-body airliner entered service as CSeries in the first two years, and was then rebranded as A220 following the Airbus partnership in July 2018.

2018
 
Delivery of A220 to Delta, the first American operator in October 2018

On 20 July 2018, the first aircraft with Airbus branding, an A220-300 (former CS300), was delivered to the type launch operator airBaltic.[188] On 26 October, the first American operator Delta Air Lines received its first A220, an A220-100 (former CS100), of its order for 75, which was previously disputed by Boeing.[189] Delta configured the A220-100 with 109 seats, including 12 first class, 15 in Delta Comfort+ and 82 in the main cabin, and on 7 February 2019, the airline operated its maiden A220-100 flight with service from New York–LaGuardia Airport to Dallas–Fort Worth.[190] On 21 December 2018, the flag carrier Air Tanzania received its first A220, an A220-300, to be based in Dar es Salaam.The airline became the first African operator and the fifth worldwide to operate the A220 family aircraft, which had already been flying in Europe, Asia and America.[191]

2019
 
The second American operator, Air Canada, began A220 flights on 16 January 2020

As of April 2019, the global A220 fleet of 60 aircraft had completed more than 90,000 flights in 120,000 block hours on more than 170 routes to 130 destinations and carried 7 million passengers: most used were up to 18 hours and 13 legs per day.[181] By July, the launch operator, Swiss Air Lines successfully completed C checks on its A220 fleet, performed by SAMCO Aircraft Maintenance in its MRO facilities at Maastricht Airport.[192] On 6 September 2019, Egyptair received its first A220 of its order for 12, a -300 with 140 seats: 15 premium and 125 economy seats.[193] Its final A220-300 was delivered on 5 October 2020.[194] On 29 November 2019, the 100th A220, an A220-300, was delivered to the type launch operator, airBaltic. At that time the airline operated the longest flight by an A220 – a 6.5-hour flight from Riga to Abu Dhabi.[195] That year, airBaltic became the first airline capable of providing a full scope of maintenance for the A220-300.[196] On 20 December 2019, Air Canada received its first A220-300 of its order for 45.[197] Air Canada began A220 flights on 16 January 2020 between Calgary and Montreal.[198] Air Canada expected A220-300s to be 15% cheaper to operate per seat than the Embraer 190s they will replace.[199]

2020

During the height of the COVID-19 pandemic, the number of flights on many routes was reduced by more than 80% over the same period in 2019. The A220's features made it popular with airlines, as they preferred smaller aircraft with similar range and economic performance as larger ones, in order to keep the load factor high enough. Delta grounded their 62 A320s, for example, but continued to sell flights on their 31 A220-100 models and Swiss only operated 30% of their A320s but maintained flights on 45% of their 29 A220s.[200] Between May and December 2020, airBaltic operated all its flights with its A220-300s to minimize complexity.[201] By November, the global A220 fleet of 135 aircraft had completed more than 295,000 flights over 440,000 block hours on more than 400 routes to 225 destinations with a daily utilisation of up to 18 hours and 13 legs per day.[202] On 31 December, JetBlue Airways took delivery of its first A220-300 from a total order of 70 aircraft to replace its Embraer 190 fleet.[203]

2021
 
Air France, the largest customer in Europe, became an operator in September 2021.

By January 2021, airBaltic's A220 fleet had completed close to 60,000 flights over 141,000 block hours, carrying over 5.6 million passengers as it completed C checks on the first seven aircraft of its fleet.[196] On 22 April 2021, Air Manas received its first A220-300 of planned three aircraft to be based in Bishkek, Kyrgyzstan and became the first operator in the CIS states to introduce the A220.[204] On 26 May 2021, Swiss took delivery of its thirtieth and last A220 at Zurich Airport.[205] On 27 July 2021, Réunion Island-based Air Austral became the first French A220 operator after receiving its first A220-300 of three planned to replace its ATR 72-500 and Boeing 737-800 aircraft, to be operated to Mauritius, Mayotte, Seychelles, South Africa, Madagascar and India.[206] On 29 September 2021, Air France, the largest A220 customer in Europe, received its first A220-300 from an order for 60 aircraft, to be operated on the airline's medium-haul network with a 148 passengers single-class cabin.[207]

From August 2020 to July 2021, the A220 average on-time performance (OTP) was 99%, led by Korean Air with 99.63%, giving the airline the "Airbus A220 Best Operational Excellence 2021" award on 4 October 2021, during IATA's Annual General Meeting.[208] On 17 December 2021, Breeze Airways, took delivery of its first A220-300, which was ferried from Airbus Mobile to Tampa International Airport.[209] On 29 December 2021, Air Senegal, the flag carrier of the Republic of Senegal. became the fourth A220 operator in Africa after receiving its first A220-300, which was delivered from Montreal via Paris to the carrier's home base in Dakar.[210]

2022

By January 2022, the global A220 fleet of 193 aircraft had completed more than 440,000 flights over 675,000 block hours on more than 550 routes to 275 destinations with 99,0 % operational reliability.[211] On 7 January, Iraqi Airways, the national carrier of Iraq, took delivery of its first out of five A220-300 aircraft from the Mirabel site.[212] The airline began the type's commercial operation ten months later on 8 November 2022, becoming the second after Egyptair to operate the A220 in the MENA region.[212][213] On 6 May, Air Austral resumed its route between Réunion and Chennai that had been suspended at the height of the COVID-19 pandemic. At 2,870 nm, the flight is the world's longest A220 route, a record previously held by airBaltic's Riga–Dubai flight of 2,684 nm.[214] On 12 July, approximately six years after the type entered service, Airbus delivered the 220th A220 to JetBlue Airways, the type's largest customer.[215] In October, a batch of A220-300s originally destined for Russian airline Azimuth were delivered to ITA Airways (Italia Trasporto Aereo), the new Italian flag carrier, instead by their lessor.[216] On 16 October, ITA Airways entered its new A220-300 into service on a maiden flight from Rome to Genoa.[217]

2023

In early 2023, several operators: Iraqi Airways, airBaltic, Air Tanzania and Swiss Air Lines had to ground some of their A220s due to GTF engine problems amid aviation supply chain issues after the pandemic.[218][219][220] According to Air Tanzania, the PW1524G-3 engines had to be removed for maintenance before 1,000 landings, when they were supposed to be removed after 5,260 landings.[220] By April, the global A220 fleet of 256 aircraft had completed more than 770,000 flights over 1,300,000 block hours on more than 1,100 routes to 375 destinations with 98.8% operational reliability.[150] On 16 June, Bulgaria Air, the flag carrier of Bulgaria, took delivery of its first A220 from the Mirabel facility. The airline would lease a total of five A220-300s and two A220-100s from Air Lease Corporation (ALC) and fly the fleet across Europe on both regional and international routes.[221]

موثوقية دفعات الانتاج

The clean sheet airliner was targeted to have a 99.0% dispatch reliability at entry into service.[222] In August 2016, Swiss reported "much higher" reliability than other all-new airliners, citing Airbus's A320, A380 and Boeing's 787.[73] After four months of service with Swiss, this goal seemed to have been met based on only three aircraft and 1,500 hours flown; "nuisance messages" from the integrated avionics suite and engine start-up delays had been the main griefs.[223] Dispatch reliability rates of 99.0% were met in April 2017.[224] A year after introduction, in July 2017, launch operators had fewer issues than expected for an all-new aircraft program.[79] At this time point, airBaltic had already a 99.3–99.4% dispatch reliability, similar to the established Q400 but less than the relatively ubiquitous Boeing 737 Classic's 99.8%.[79] The dispatch reliability improved further to 99.85% in October 2017.[81]

اعتمادية المحرك

Since the PW1500G mount generates less strain on the turbine rotor assembly than the A320neo's PW1100G, it does not suffer from start-up and bearing problems but still from premature combustor degradation.[79] An updated combustor liner with a 6,000–8,000 hour limit has been developed and a third generation for 2018 will raise it to 20,000 hours in benign environments.[79]

After three inflight engine failures in 2019, Transport Canada issued an emergency airworthiness directive (EAD) limiting the power to 94% of N1 (Low Pressure Spool rotational speed) above 29,000 ft (8,800 m), disengaging the autothrottle for the climb over this altitude before engaging it again in cruise.[225]

الصيانة

The A check is scheduled after 850 flight hours: the check originally took 5 hours and has since been reduced to less than 3 hours, within an 8-hour shift.[79] The C check is scheduled after 8,500 hours – translating to about 3.5 years of operation.[79] 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.[79]

التنويعات

There are two main variants: the shorter A220-100 including the ACJ TwoTwenty business jet version, and the 3.7 metres longer A220-300. Their commonality over 99% allows a common spare part inventory, reducing investment and maintenance costs.[181]

A220-100

The A220-100 is the shortest variant of the A220, seating typically between 100 and 130 passengers.[183] Originally marketed by Bombardier as the CS100, it competes with the Embraer E190 and E195.

Marketing designation of the BD-500-1A10 for aircraft from serial number 50011.[226]

A220-300

The A220-300 is the larger of the two A220, being 3.7 m (12.1 ft) longer than the -100, and carrying between 120 and 160 passengers.[184]

Since the acquisition of the program by Airbus, the A220-300 has been accused of cannibalizing sales from the A319neo. Given the two aircraft's striking similarities in size and range, and the lower operating costs of the A220 over the A319, it is likely that part of the low sales numbers of the latter jet can be attributed to the availability of the A220.[227]

Marketing designation of the BD-500-1A11 for aircraft from serial number 55003.[226]

ACJ TwoTwenty

انظر أيضاً: Airbus Corporate Jets § ACJ TwoTwenty

The corporate jet version of the A220-100 has a range of 10,460 km (5,650 nmi; 6,500 mi) and a cabin area of 73 m2 (790 sq ft) for 18 passengers.[228] The first delivery is expected in 2023.[229]

المشغلون

المقالة الرئيسية: List of Airbus A220 operators
 
Delta Air Lines is the largest customer & operator of the A220 family.

List of Airbus A220 operators

الطلبات والتسليم

المقالة الرئيسية: List of Airbus A220 orders and deliveries
 
JetBlue Airways is the second largest customer of the A220 family, with 100 aircraft ordered.

List of Airbus A220 orders and deliveries List of Airbus A220 orders and deliveries

الحوادث والأحداث

الحوادث (صفر بيانات)

The A220 family has zero accidents to date.[230][231]

الأحداث (engine related)

المقالة الرئيسية: Pratt & Whitney PW1000G § PW1500G failures

After three inflight shutdowns in July, September, and October 2019, Swiss International Air Lines temporarily withdrew its fleet for inspection.[232][233]

المواصفات

Airbus A220 specifications[22]
Variant A220-100 (BD-500-1A10)[234] A220-300 (BD-500-1A11)[234]
Cockpit crew 2 pilots
الركاب 100–120 (max 135)[235] 120–150 (max 160)[235]
Seat pitch 28–36 in (71–91 cm) in Y/J 28–38 in (71–97 cm) in Y/J
Seat width 18.5 to 20 in (47 to 51 cm)
Cargo volume 23.7 m3 (840 cu ft) 31.6 m3 (1,120 cu ft)
Length 35 m (115 ft) 38.71 m (127 ft)
Wing 35.1 m (115 ft) span, 112.3 m2 (1,209 sq ft) area (10.97 AR)
Height 11.5 m (38 ft)
Fuselage diameter 3.5 m (11 ft)
Cabin 3.28 m (10.8 ft) width, 2.11 m (6.9 ft) height
Cabin length 23.7 m (78 ft)[236] 27.5 m (90 ft)[237]
MTOW[235] 63.1 t (139,000 lb) 70.9 t (156,000 lb)[158]
Maximum payload 15.1 t (33,300 lb) 18.7 t (41,200 lb)
OEW 35.22 t (77,650 lb)[238] 37.08 t (81,750 lb)[239]
Fuel capacity[235] 21,805 L (5,760 US gal) 21,508 L (5,682 US gal)
Range[235] 3,450 nmi (6,390 km; 3,970 mi) 3,600 nmi (6,700 km; 4,100 mi)[158]
Cruise speed Mach .82 (470 kn; 871 km/h; 541 mph) max.,
Mach .78 (447 kn; 829 km/h; 515 mph) typical
Takeoff distance (@ MTOW) 1,500 m (4,800 ft)[236] 1,900 m (6,200 ft)[237]
Landing distance (@ MLW) 1,390 m (4,550 ft)[236] 1,510 m (4,950 ft)[237]
Ceiling 12,000 m (41,000 ft)[234]
Engines (2×) Pratt & Whitney PW1500G
Unit thrust 84 to 104 kN (18,900 to 23,300 lbf) 93 to 104 kN (21,000 to 23,300 lbf)
ICAO type BCS1[240] BCS3[240]

انظر أيضاً


تطورات ذات صلة

طائرات شبيهة

قوائم ذات صلة

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