Leeham News and Analysis
There's more to real news than a news release.
Leeham News and Analysis
- Bjorn’s Corner: Air Transport’s route to 2050. Part 21. May 9, 2025
- Does an A220-500 need a new wing and engines? Part 2. May 8, 2025
- Embraer downplays tariff impact on 2025 results May 6, 2025
- JetZero readies effort for private equity fund raising May 5, 2025
- Bjorn’s Corner: Air Transport’s route to 2050. Part 20. May 2, 2025
Could A220 fly Air Canada’s Montreal to Toulouse route? Part 2
By Bjorn Fehrm
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Introduction
February 13, 2020, © Leeham News: We continue our analysis if the Airbus A220 is a credible long-range aircraft. We started looking at the limitations of the aircraft last week and how these could be lifted.
Now we continue with an analysis of the economics of the A220 compared to established long-range aircraft like the Airbus A330 and A321LR/XLR. Is a higher frequency A220 route competitive with an A330 or A31LR/XLR operated route? We also examine how Breeze air will operate its A220s on long-range routes.
Summary:
- By virtue of its size, the A330-300 has good economics when it can be filled to a high load factor.
- The A321LR comes close in operating costs to the A330-300 on these types of routes.
- The surprise is the competitiveness of the A220-300 on a route type it wasn’t designed for.
Could Airbus’ A220 fly Air Canada’s Montreal to Toulouse route?
By Bjorn Fehrm
Subscription Required
Introduction
February 6, 2020, © Leeham News: Air Canada announced in August 2019 it will start a five weekly route between Montreal and Toulouse from the 4th of June. It connects two growing, French-speaking cities with strong aeronautical clusters. The route will also connect Airbus headquarters and production in Toulouse with its new A220 aircraft development and production center in Mirabel outside Montreal.
Air Canada announced it will fly the route with its 292 seat Airbus A330-300 but the question has been raised “Could route be served with the smaller A220, then with an increased frequency”? We use our airliner performance model to find out.
Summary:
- Montreal to Toulouse is on the range limit for an A220, especially when flying the return route against winter winds.
- We look at different means to increase the range of the A220 to make the route possible without fueling stops when going West.
Air Canada inaugurates A220-300 service today
Jan. 16, 2020, © Leeham News: Air Canada inaugurates Airbus A220-300 service today, becoming the second North American carrier to operate the A220. Delta Air Lines was the first, with the A220-100 last year.
Air Canada A220-300. Photo by Scott Hamilton.
It is the first North American airline to operate the -300 model. The new service begins on the Montreal-Calgary route.
Airline and Airbus officials paid homage to Bombardier at a celebration yesterday in an Air Canada hanger down the block from Bombardier’s world headquarters on the edges of Montreal Dorval Airport.
Bombardier designed the aircraft, originally called C Series, in a bet-the-company challenge to Airbus and Boeing.
Pontification: A320 production challenges may extend to 2022/23
By Scott Hamilton
- Update of Boeing 737 NG Pickle Fork cracking issues.
Dec. 2, 2019, © Leeham News: Airbus sees struggles for A320 production continuing throughout next year, into 2021 and spilling into 2022/23 as the Air Space cabin is introduced on the A321XLR.
Executives also see lower margins than the target 15% for the A350 and losses on the A220 continuing into the middle of the next decade.
Even so, profit targets are expected to be met and officials still want to ramp up production rates on the A320.
This mixed picture was presented by Airbus CFO Dominik Asam during series of investors meetings last month in Asia, arranged by Citi Research’s London office.
In a research note issued Nov. 22, Citi summarized the three days of meetings with investors in Australia, New Zealand and Tokyo.
Can the DHC 8-400 compete with a CRJ550 for the 50 seat Scope Clause market?
By Bjorn Fehrm
Subscription Required
Introduction
November 14, 2019, © Leeham News: The US mainline airlines have large fleets of 50-seater regional jets that are getting old. The present Scope Clause limits on the number of aircraft with seating over 50 seats stop the mainlines from replacing these aircraft with larger aircraft. So there is a real need for an efficient 50 seater regional aircraft for the US market.
As there are no 50 seater jets in production, United is converting its 70 seater CRJ700s to 50 seaters to fill the gap and calls them the CRJ550. This is where de Havilland Canada sees a change for an adapted DHC 8-400 turboprop. It’s more efficient than a CRJ550 while offering the same comfort, says de Havilland. We check if this is correct and what chances a DHC 8-“550” have in this market.
Summary:
- The US Scope Clauses allow the three mainlines to have more 1,000 50 seater jets, yet no new ones are available to replace the more than 600 in the market.
- The in-production DHC 8-400 would be an alternative when looking at cabin size and dimensions.
Europe’s Regional airlines meet in Antibes, Cotes d’Azur.
By Bjorn Fehrm
October 9, 2018, ©. Leeham News, Antibes France: The European Airlines Association, ERA, gathered 44 of its 51 member airlines in Antibes France, today for the first day of its 2019 General Assembly meeting.
LNA participated in the event for the first time and we found an impressive gathering of airline and airport representatives, aircraft OEMs and support businesses discussing the challenges facing the European regional air transport market.
Norway’s Wideroe, the launch customer for Embraer’s E-Jet E2 is one of the airlines present.
de Havilland Canada vows to revitalize Q400
Sept. 6, 2019, © Leeham News: Nashville—The new de Havilland Canada (DHC) vowed yesterday to revitalize the former Bombardier Dash 8-400 (Q400), the program DHC acquired effective June 1.
Bombardier is selling off and exiting the commercial aviation sector after a series of 
management miscalculations, cost overruns and thee new airplane programs in commercial and business aviation nearly bankrupted the company.
The Q400 was the first complete airplane program to go. The CRJ program sale is next. A majority interest in the C Series jetliner occurred in 2018.
DHC is a subsidiary of Canada’s Longview Aviation. Another subsidiary, Viking Air, acquired all previous Bombardier-de Havilland programs from the Dash 1 through Dash 7 and CL-Series aerial fire-fighting water bombers.
E195-E2 will lead E-Jet sales, predicts N. American sales exec
Sept. 6, 2019, © Leeham Co., Nashville– Embraer is seeing interest from North American airlines in the E195-E2 despite a requirement that this would have to be operated by US mainline pilots or carriers without restrictions under some labor contract Scope Clauses, a top marketing official said yesterday.
Charlie Hills, VP of Sales and Marketing and based at the company’s US headquarters in Ft. Lauderdale, declined to name names of these airlines expressing interest in the E195-E2.
The remarks were made at the annual Regional Airlines Assoc. conference in Nashville.
But it is known that low-cost carriers Spirit Air, Frontier Airlines and even Southwest Airlines have looked at the airplane. None of these has a Scope Clause in labor contracts.
Legacy carrier United Airlines also has reviewed the airplane, but its level of interest is hard to gauge. It’s restricted by Scope by size, weight, seat count and the number of airplanes it can fly through its regional partners, so the E2 would have to fly mainline. Pilot wages would be a make-or-break issue.
The first E195-E2 will be delivered Sept. 12 to Brazil’s Azul Airlines.
Bjorn’s Corner: Fly by steel or electrical wire, Part 7.
By Bjorn Fehrm
September 6, 2019, ©. Leeham News: In our series about classical flight controls (“fly by steel wire”) and Fly-By-Wire (FBW or “fly by electrical wire”) we discussed the flight control laws which are implemented with classical flight controls compared with the Embraer E-Jet and Airbus A320 FBW systems last week.
Now we describe alternative FBW approaches, analyzing Boeing’s 777/787 system and Airbus’ A220 system.
Figure 1. Boeing’s 777 and 787 FBW system architecture. Source: Boeing.