Leeham News and Analysis
There's more to real news than a news release.
Airbus adds emphasis for A220 to regional airlines; adding high-density version
Subscription Required
By Scott Hamilton
Jan. 6, 2026, © Leeham News: Airbus is tweaking the marketing messaging for the A220 to boost sales for regional airline operations.
Marketing for the A220 began as the C Series when Bombardier launched the program in 2008. Bombardier positioned the 100-seat CS100 as a replacement for the Airbus A318 and Boeing 737-500/600. The 130-seat CS300 was designed to replace the Airbus A319 and Boeing 737-700. The Airbus and Boeing airplanes are considered mainline aircraft as opposed to regional airliners.
The A220-100 is a “necessary” part of the family, Airbus says. Credit: Airbus.
Bombardier also design a larger CS500, but didn’t launch the program. The CS500 would be a direct competitor to the A320 and 737-800/8.
Airbus continued this marketing approach when it agreed to purchase control of the C Series program in 2017, renaming it the A220-100 and A220-300. Airbus says it’s a matter of when, not if, it will proceed with the A220-500.
However, at an event hosted by the European Regional Airlines Association, Airbus told regional carriers the A220 is a choice airplane for them if they have ambitions to spread their wings, so to speak.
Benjamin Peiron, VP Single Aisle Marketing for Airbus, told LNA in an interview last month that this message didn’t represent a shift in marketing strategy. “It’s more focused, I would say. If we look at the operator base of A220, it’s about half composed of legacy carriers, [like] Air France, Delta, Air Canada. About one third is from so-called regional airlines, whatever the exact definition is. The rest is hybrid low-cost or equivalent.”
Airbus gets new CEO for Commercial Aircraft; faces supply chain issues, decisions on A220 Stretch, Open Fan engine
Subscription Required
By Scott Hamilton and Bjorn Fehrm
Jan. 5, 2026, © Leeham News: The big news at Airbus at the start of this year is the new president and chief executive officer for Airbus Commercial Aircraft: Lars Wagner.
Wagner succeeds an Airbus lifer, Christian Scherer, who retired from his position on Dec. 31. He remains with Airbus for another six months in a transition capacity. Wagner joined Airbus in November to begin a transition period. He previously was the CEO of MTU Aero Engines AG. He joined MTU from Airbus in 2015, holding various positions until he was recruited by Airbus to succeed Scherer.
Lars Wagner took over as CEO of Airbus Commercial Aircraft on Jan. 1. Credit: Airbus.
Immediate challenges facing Wagner include stubborn supply chain issues as Airbus seeks to ramp up production of the A320 family to 75/mo by 2027; the A220 family to 12/mo this year, the A350 to 12/mo by 2028, and 5/mo A330 by 2029.
Airbus’ supply chain—as with Boeing, Embraer, the engine makers, and the suppliers within their own chain—remains stressed for a variety of reasons.
In fact, quality control issues on A320 fuselage panels that became public on Dec. 1 illustrate just one of the many challenges the 50-year-old Wagner faces. Those problems, and others, prevented Airbus from meeting its delivery target of 823 aircraft for 2025.
Two other major issues facing Wagner, but in the coming near-term years, are whether to stretch the A220-300 into an aircraft the size of the A320neo; and whether to select the GE/Safran CFM International RISE Open Fan engine for the A320 replacement in the coming decade.
Group CEO Guillaume Faury said during the Paris Air Show last year an engine decision will be made by 2027 or 2028, and a program launch will be in 2030. A RISE demonstrator engine is to be mounted on an A380 next year to begin flight testing.
Scherer was the leading proponent of both projects, arguing that a market leader should not wait for the competition to move but rather jump them to stay the leader.
Boeing captures 33% of single-aisle sector, maintains big lead for wide-bodies
Subscription Required
By Scott Hamilton
Jan. 2, 2026, © Leeham News: Boeing’s 2011 decision to launch another derivative of the 737, a slow response to the Airbus A321neo, and the series of crises involving the 737 MAX beginning on March 10, 2019, caused a dramatic drop in market share that places Boeing at a distant No. 2 to Airbus.
The total program orders give Airbus a 54% share of the market for the A320neo family to Boeing’s 33% for the MAX. Adding the A220 into Airbus’ share, the European company has captured 58% of the single aisle market, an analysis of data from the companies as of Dec. 5 reveals.
China’s COMAC C919 captures 7% of the single-aisle market, according to data analyzed from Cirium and other sources. Embraer, with its two-class 100-seat E190-E2 and 120-seat E195-E2, captures a mere 2% of the 100-240 seat sector.
Russia’s Sukhoi MC-21 is not included in this analysis because the market is closed to Airbus, Boeing, and Embraer due to international sanctions on Russia due to the Ukraine war.
New policy for Reader Comments on LNA
Jan. 1, 2026, © Leeham News: We have implemented a change for accepting Reader Comments. Due to a small group of readers who consistently fail to observe Reader Comment Rules, despite warnings and in some cases suspensions, all Comments are held for moderator review before publication. Any violations in the Reader Comment rules found during moderation may result in editing before publication or rejection of the comment.
Publication of Comments will be delayed, pending how quickly the review is accomplished and the time zones of the commenter.
“Rise and Fall of Boeing and the Way Back” picked by Royal Aeronautical Society as a top book for Christmas
By Scott Hamilton
My book, “The Rise and Fall of Boeing and the Way Back”, has been named as one of its top picks of aviation books by the Royal Aeronautical Society for Christmas 2025.
“Following on from his previous Air Wars, which looked at Airbus vs Boeing rivalry, aviation journalist and analyst Scott Hamilton brings commercial aerospace up to date with a look at the rollercoaster ride that has been Boeing’s fortunes over recent years. How did a brand that personified American engineering excellence become so distrusted by customers, politicians, and even the general public? And more important – what are the ways back from this?” The RAS wrote.
This is the second time one of my books has been so named. (I’ve only written two books.) The first, “Air Wars, the Global Combat Between Airbus and Boeing”, was chosen when it was published in 2021.
“Rise and Fall” continues the story begun with “Air Wars.”
“Rise and Fall” may be purchased here.
“Air Wars” may be purchased here.
Merry Christmas and Happy New Year
Ilulissat, Greenland, on Scott Hamilton’s holiday at the beginning of a cruise through the Northwest Passage.
Dec. 23, 2025, © Leeham News: Merry Christmas and Happy New Year from the Leeham News and AIN Media Group.
Barring breaking news, LNA begins its holiday vacation today. We will return on Jan. 2, 2026, with the first in a six week long series of Outlook 2026.
Mammoth files Motion to Dismiss Precision trade secret theft lawsuit
Dec. 23, 2025, © Leeham News: Mammoth Freighters yesterday filed a Motion to Dismiss a trade secret theft lawsuit filed in October by Precision Aircraft Solutions, the parent of two passenger aircraft-to-freighter conversion companies.
Precision’s subsidiaries convert Boeing 757s and Airbus A321s to freighters. Mammoth converts Boeing 777-200LRs and 777-300ERs to freighters. Mammoth is awaiting certification of the -200LRs from the Federal Aviation Administration (FAA). The -300ER trails the -200LRF P2F program.
Mammoth was co-founded by Bill Wagner, an aerospace engineer who performed the engineering for Precision’s 757 P2F program when he was a minority partner in Precision Aircraft Solutions, the subsidiary that launched the effort. Wagner left Precision and, after several years unsuccessfully pursuing other P2F concepts, co-founded Mammoth. His company performed engineering for Mammoth.
Precision Aircraft Solutions alleged in its October lawsuit that Mammoth, via Wagner, improperly took trade secrets developed during the 757 program and elements that migrated to the A321 P2F program operated by a separate subsidiary and applied them to Mammoth’s 777 program.
Mitigating mounting pressures in the global supply chain
Subscription Required
By Charlotte Bailey
Michael Haidinger, president of Boeing Germany. Credit: Leeham News, Charlotte Bailey.
Dec. 22, 2025, © Leeham News, Hamburg: “In today’s aerospace environment, which is marked by workforce challenges, evolving technologies, geopolitical risk, financial pressures, and industry consolidation, our supply chain deserves not just attention but requires true partnership,” says Dr. Michael Haidinger, president of Boeing Germany, Central and Eastern Europe.
“Over the last few years, [the global supply chain] has carried a tremendous load.”
Speaking at December 2025’s Aviation Forum in Hamburg, Haidinger acknowledged that the pressures present throughout a complex ecosystem continue to evolve. Recognizing that “integrating stability across the aerospace value chain is essentially the foundation of our long-term success,” the industry is nevertheless having to place renewed focus on inflationary pressures and geopolitical uncertainty as it looks to bolster its ongoing resilience.
For Boeing, this includes “working more transparently than ever with [its] suppliers” through a monthly supplier brief, sharing details of production plans, key performance indicators, and any changes that could impact planned production. “Transparency builds trust, and trust brings alignment,” he urged.
Boeing seeks ICAO exemption for 777-200LRF to offset 777-8F delays, MD-11F grounding
Dec. 19, 4:15pm CST: Updated with Boeing comment.
By Scott Hamilton
Dec. 19, 2025, © Leeham News: Boeing has asked the Federal Aviation Administration (FAA) to grant an exemption to the 2017 ICAO fuel efficiency rules that mean an end to production of the 777-200LRF freighter on Dec. 31, 2027.
Boeing seeks approval by May 1 next year.
“The requested relief will allow Boeing to meet anticipated customer demand and support the substantial public interest in the sustained transportation of air cargo prior to the 777-8F entering service. This petition therefore requests exemption of a total quantity of 35 777F airplanes until achievement of 777-8F first delivery and entry into service,” Boeing wrote in its filing today with the FAA.
FedEx is among the large users of the Boeing 777F. The airplane is scheduled to go out of production on Dec. 31, 2027, due to international regulations. Boeing has asked for an exemption to continue production. Credit: Fed Ex.
“Additional 777Fs are needed after January 1, 2028, to maintain an uninterrupted supply of large freighters to the market prior to the introduction of the 777-8F,” Boeing wrote. The company asked the FAA to extend the exemption outside the US.
Continued certification delays for the new generation 777X, including the 777-8F freighter, are the reason. Certification has been moved to a goal of 2026. Entry into service (EIS) of the passenger 777-9, the lead of the family, is now planned for 2027. EIS for the 777-8F has a goal of 2029, but some customers already believe this won’t happen until 2030. EIS of the passenger 777-8 follows the freighter by a year.
The 777-9 was supposed to enter service in 1Q2020, with the 777-8P two years later and the freighter two years after that. EIS for the freighter was moved up to be second once the FAA agreed to adopt the 2017 ICAO emission standards. The standards mean the end of production of the Boeing 767-300ERF and the 777-200LRF by the end of 2027.
Bjorn’s Corner: Faster aircraft development. Part 21. Certification Implementation.
By Bjorn Fehrm and Henry Tam
December 19, 2025, ©. Leeham News: We do a series about ideas on how the long development times for large airliners can be shortened. New projects talk about cutting development time and reaching certification and production faster than previous projects.
The series will discuss the typical development cycles for an FAA Part 25 aircraft, called a transport category aircraft, and what different ideas there are to reduce the development times.
We will use the Gantt plan in Figure 1 as a base for our discussions. We have concluded the articles about flight tests with the aircraft. Now we revisit the Certification subject and look at how we can show compliance with requirements and work our way to a Type Certificate. We are at the end part of the Testing and Certification phase in our Program Plan in Figure 1.
Figure 1. A generic new Part 25 airliner development plan. Source: Leeham Co. Click to see better.
** Special thanks to Andrew Telesca for helping with this article **