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目录
- 0. 概述
- 1. 发展历程 Development
- 1.1 前身概念 | BRJ-X forerunner concept
- 1.2 CSeries可行性研究 | CSeries feasibility study
- 1.3 寻找发动机和为期一年的暂停开发 | Search for engines & one-year development break
- 1.4 项目启动和型号重新设计 | Program launch & type redesignation
- 1.5 原型机制造 | Prototype manufacturing
- 1.6 测试准备与高密度机型概念 | Test preparation & high-density concept
- 1.7 试飞和项目延迟 | Flight testing & program delays
- 1.8 型号认证 | Type certification
- 1.9 投入使用 | Entry into service
- 1.10 品牌更换为A220 | A220 rebranding
- 1.11 产品 | Production
- 2. 设计 | Design
- 3. 运营史 | Operational history
- 4. 子型号 | Variants
- 5. 运营商 | Operators
- 6. 意外和事件 | Accidents and incidents
- 7. 技术特征 | Specifictions
- A. 参见 | See also
- B. 参考文献 Reference
- C. 外部链接 External Links
0. 概述
辽观注：此标题是我们在搬运、整合过程中添加的。
空中巴士A220（英语：Airbus A220），原名为庞巴迪C系列（英语：Bombardier CSeries），是一款由庞巴迪宇航所研制的窄体双引擎客机。其竞争对手是波音737MAX-7、巴西航空工业E195-E2、空中巴士A319neo等。庞巴迪对其的市场定位为100至149座级的客机[1]。
The Airbus A220 is a family of five-abreast narrow-body airliners by Airbus Canada Limited Partnership (ACLP). It was originally developed by Bombardier and had two years in service as the Bombardier CSeries. The program was launched on 13 July 2008, the smaller A220-100 (formerly CS100) made its maiden flight on 16 September 2013, was awarded an initial type certificate by Transport Canada on 18 December 2015, and entered service on 15 July 2016 with launch operator Swiss Global Air Lines. The longer A220-300 (formerly CS300) first flew on 27 February 2015, received an initial type certificate on 11 July 2016, and entered service with airBaltic on 14 December 2016.
参考译文：空中客车A220是由空中客车加拿大有限合伙公司（ACLP）生产的一系列五座并排窄体客机。它最初由庞巴迪公司开发，并以庞巴迪C系列的身份在服役了两年。该计划于2008年7月13日启动，较小的A220-100（原名CS100）于2013年9月16日首次飞行，于2015年12月18日期获得加拿大交通运输部的初始型号证书，并于2016年7月15日与瑞士全球航空公司作为首批运营者投入使用。较长的A220-300（原名CS300）于2015年2月27日首次飞行，于2016年7月11日期获得初始型号证书，并于2016年12月14日与波罗的海航空公司投入使用。
Powered by Pratt & Whitney PW1500G geared turbofan engines under its wings, the twinjet features fly-by-wire flight controls, a carbon composite wing, an aluminium-lithium fuselage and optimised aerodynamics for better fuel efficiency. The aircraft family offers maximum take-off weights from 63.1 to 70.9 t (139,000 to 156,000 lb), and cover a 3,450–3,600 nmi (6,390–6,670 km; 3,970–4,140 mi) range. Both launch operators recorded better-than-expected fuel burn and dispatch reliability, as well as positive feedback from passengers and crew. As of August 2023, the global A220 fleet had completed more than 0.9 million flights over 1.5 million block hours without accidents.
参考译文：这款双喷气发动机飞机采用普惠PW1500G齿轮增压涡扇发动机，其翼下装备了飞控电缆传动系统，碳复合材料机翼，铝锂合金机身和优化的空气动力学设计，以实现更好的燃油效率。该飞机系列的最大起飞重量从63.1至70.9吨（139,000至156,000磅）不等，飞行范围为3,450至3,600海里（6,390至6,670公里；3,970至4,140英里）。首批运营商的燃油消耗和飞机可靠性超出预期，并且乘客和机组人员对其反馈积极。截至2023年8月，全球A220机队已经完成了超过90万架次的飞行，累计飞行时间超过150万小时，无任何事故发生。
The 35 m (115 ft) long A220-100 seats 108 to 133, while the 38.7 m (127 ft) long A220-300 seats 130 to 160. The ACJ TwoTwenty is the business jet version of the A220-100, launched in late 2020. The A220 family complements the A319neo in the Airbus range and competes with the yet-to-be-certified Boeing 737 MAX-7 as well as the smaller four-abreast Embraer E195-E2 and E190-E2. As of August 2023, a total of 806 A220s had been ordered of which 283 had been delivered and were all in commercial service with 18 operators. Delta Air Lines is the largest operator with 63 aircraft in its fleet.
参考译文：长35米（115英尺）的A220-100可容纳108至133名乘客，而长38.7米（127英尺）的A220-300可容纳130至160名乘客。ACJ TwoTwenty是A220-100的公务机版本，在2020年末推出。A220系列是空中客车产品线中A319neo的补充，并与尚未获得认证的波音737 MAX-7以及更小的四座横向座椅的巴西航空工业公司E195-E2和E190-E2竞争。截至2023年8月，共有806架A220被订购，其中283架已交付，并且全部在商业运营中，由18家运营商使用。达美航空是最大的运营商，其机队中有63架A220飞机。
| 类型 | 双发窄体民航飞机 |
|---|---|
| 原产国 | Multinational 多国制造 |
| 制造商 | Bombardier Aerospace (until 2018) 庞巴迪宇航（2018年前） Airbus (2018–present) 空中客车（2018年至今） |
| 首飞 | 2013年9月16日 |
| 服役 | 15 July 2016 with Swiss International Air Lines[2] 2016年7月15日，由瑞士国际航空运营 |
| 状态 | 制造、使用中 |
| 主要用户 | 达美航空 瑞士国际航空 波罗的海航空 加拿大航空 大韩航空 |
| 制造数量 | 283 as of August 2023[3] 截至2023年8月：283架 |
| 单位成本 | A220-100：7650万美元 A220-300：8570万美元[1] |
2017年10月16日，庞巴迪以象征性1美元向空中客车售予C系列项目的50.01%的控股权，庞巴迪保留31%，魁北克投资局则持有19%[2]；翌年7月10日，庞巴迪和空中客车公司在图卢兹宣布C系列客机改名为“空中客车A220”[3]。
In July 2018, the aircraft was rebranded as the A220 after Airbus acquired a 50.01% stake in the program through a joint venture that later became ACLP. In August 2019, a second final assembly line opened at Airbus Mobile in Alabama, supplementing the main facility in Mirabel, Quebec. In February 2020, Airbus increased its share to 75% as Bombardier exited the program, while the Quebec government’s Investissement Québec held the 25% balance.
参考译文：在2018年7月，空中客车通过一项合资企业收购了该项目50.01%的股份，随后将飞机重新命名为A220。2019年8月，位于阿拉巴马州莫比尔的空中客车分公司开设了第二条最终装配线，与魁北克省的主要设施相辅相成。2020年2月，庞巴迪退出该项目，空中客车将其股份增至75%，而魁北克政府的Investissement Québec持有剩余的25%股权。
2020年2月13日，庞巴迪宣布已经谈妥将余下的控股权出售。魁北克投资局在没有现金代价下，持有权益提高到25%。空中客车需为交易支付庞巴迪5.91亿美元，此次购买后持有权益提高到75%，并可在2026年后赎回魁北克投资局所持有的权益[4]，届时可能会直接成为空中客车负责制造支线客机的子公司。
1. 发展历程 Development
1.1 前身概念 | BRJ-X forerunner concept
在开发C系列之前，庞巴迪宇航曾推出BRJX计划，即是Bombardier Regional Jet eXpansion（庞巴迪支线客机扩充型 ），是一款比CRJ更大的客机，客舱采用更宽的机身和2+3座位排列方式，载客量为80至120人，定位为支线客机和干线客机之间，根据预想，相当于在支线航线上提供干线客机的营运水准，但后来对手巴西航空工业推出一款比BRJX更佳的E系列，使BRJX计划因竞争的前途未卜被迫取消。
On 5 February 1996, Bombardier began discussions with Fokker about acquiring that company’s assets, but after evaluating the potential purchase, Bombardier announced an end to the talks on 27 February.[4] Two weeks later, on 15 March, the manufacturer of the 100-seat Fokker 100 short-haul aircraft was declared bankrupt.[5][6] On 8 September, Bombardier then launched the BRJ-X, or “Bombardier Regional Jet eXpansion”, a larger regional jet than the CRJ Series or “Canadair Regional Jet” due to enter service in 2003. Instead of 2–2 seating, the BRJ-X was to have a wider fuselage with 2–3 seating for 85 to 110 passengers, and underwing engine pods.[7] It was abutting the smallest narrow-body jetliners, like the 2–3 DC-9/MD-80/Boeing 717 or the 3–3 Airbus A318 and Boeing 737-500/737-600. At the end of 2000, the project was shelved by Bombardier in favour of stretching the CRJ700 into the CRJ900.[8]
参考译文：1996年2月5日，庞巴迪开始与福克尔公司讨论收购其资产的事宜，但在评估了潜在的收购机会后，庞巴迪于2月27日宣布终止谈判。两周后的3月15日，这家制造100座福克尔100短程客机的制造商宣布破产。随后，庞巴迪于9月8日推出了BRJ-X，即”庞巴迪地区喷气机扩展计划”，这是一款比CRJ系列或”加拿大康达航空地区喷气机”更大的地区喷气机，预计将于2003年投入服务。BRJ-X将采用更宽敞的机身，2-3个座位配置，可容纳85至110名乘客，并具有机翼下的发动机吊舱。它与最小型的窄体喷气客机相对应，如2-3座位的DC-9/MD-80/波音717或3-3座位的空客A318和波音737-500/737-600。到2000年底，庞巴迪决定搁置该项目，转而将CRJ700加长为CRJ900。
Meanwhile, Embraer launched its four-abreast E-Jet family for 70 to 122 passengers in June 1999, which entered service in 2004. Airbus launched its 107–117 passengers A318 on 21 April 1999,[7] which entered service in July 2003,[9] as Boeing had the 737-600 first delivered in September 1998.[10]
参考译文：与此同时，巴西航空工业公司于 1999 年 6 月推出了可搭载 70 至 122 名乘客的四并排 E-Jet 系列飞机，并于 2004 年投入使用。空中客车公司于 1999 年 4 月 21 日推出了可容纳 107 至 117 名乘客的 A318，[7] 于 2003 年 7 月投入使用。 [9] 波音公司于 1998 年 9 月首次交付 737-600。[10]
1.2 CSeries可行性研究 | CSeries feasibility study
但庞巴迪并没有放弃更大的飞机，早在2004年，庞巴迪宇航宣布将会研发一款比CRJ更大的新客机C系列，这款型号更用来取代被取消的BRJX计划，预计于2010年投入服务，这将会是庞巴迪宇航首次与两大飞机集团波音和空中客车的窄体客机进行直接竞争。在2005年4月，庞巴迪宇航宣布C系列的两款型号，分别为C-110和C-130，110和130指其载客量分别达110人和130人，机身将由中国航空工业第一集团公司制造[5]，与波音787和A350一样，机身大量采用复合材料[5]，客舱采用3+2座位排列设计，引擎挂在主翼下，类似波音717和737的结合型。
ombardier appointed Gary Scott on 8 March 2004 to evaluate the creation of a New Commercial Aircraft Program.[11] A feasibility study for a five-seat abreast CSeries was then launched at the biennial Farnborough Airshow in July to investigate development of an aircraft to replace rival manufacturers’ aging models: DC-9/MD-80, Fokker 100, Boeing 737 Classic and BAe-146 with 20% lower operating costs, and 15% lower operating costs than then-in-production models: Embraer E-Jet, Boeing 717, etc.[12] The smaller variant (C110) should carry 110 to 115 passengers and the larger (C130) between 130 and 135 passengers over 3,200 nautical miles.[12][13] The C110 was planned to weigh 60,420 kg (133,200 lb) at MTOW and have a length of 35.0 m (114.7 ft), while the C130 should be 38.2 m (125.3 ft) long and have a 66,000 kg (146,000 lb) MTOW. The aircraft would have 3-by-2 standard seating and 4-abreast business class, 2.1 m (7 ft) stand-up headroom, fly-by-wire and side stick controls. 20 percent of the airframe weight would be in composite materials for the centre and rear fuselages, tail cone, empennage and wings. The first flight was planned for 2008 and entry into service for 2010.[13]
参考译文：庞巴迪于2004年3月8日任命加里·斯科特（Gary Scott）评估建立一个新的商用飞机项目。随后，在7月份举行的两年一度的法恩伯勒航展上启动了一项有关五个座位并排的CSeries的可行性研究，旨在研发一款能够代替竞争对手制造商老化机型（如DC-9/MD-80、福克尔100、波音737经典系列和大不列颠航空146），其运营成本比现行机型（如巴西航空工业公司E-Jet、波音717等）降低20％，而且比当时生产中的机型运营成本降低15％。较小的变种（C110）应能搭载110至115名乘客，而较大的变种（C130）则能搭载130至135名乘客，航程可达3200海里。C110计划在最大起飞重量为60,420公斤（133,200磅）时，长度为35.0米（114.7英尺）；而C130的长度应为38.2米（125.3英尺），最大起飞重量为66,000公斤（146,000磅）。飞机的标准座椅为3排2座，商务舱4座并排，内部头顶处有2.1米（7英尺）的直立空间。飞机采用电传飞行和侧杆操纵。机身重量的20%将采用复合材料，包括机身中部和后部、尾锥、尾翼和机翼。首飞计划于2008年进行，并计划于2010年投入运营。
On 15 March 2005, Bombardier’s Board of Directors authorized marketing the CSeries, seeking firm commitments prior to program launch.[13] In May, the CSeries development was evaluated at US$2.1 billion, shared with suppliers and partner governments for one-third each. The Government of Canada would invest US$262.5 million, the Government of Quebec US$87.5 million and the Government of the United Kingdom US$340 million (£180 million), repayable on a royalty basis per aircraft.[14] The UK contribution is part of an investment partnership for the location of the development of the composite wings and other parts at the Belfast plant,[15] where Bombardier bought Short Brothers in 1989.[16]
参考译文：2005年3月15日，庞巴迪董事会批准了CSeries的市场推广，并在项目启动之前寻求确定的承诺。五月份，CSeries的开发成本评估为21亿美元，供应商和合作伙伴政府各自承担三分之一。加拿大政府将投资2.625亿美元，魁北克政府投资8750万美元，英国政府投资3.4亿美元（1.8亿英镑），每架飞机按照版税方式偿还。英国的贡献是为了在贝尔法斯特工厂开发复合材料机翼和其他零部件而进行的投资合作，庞巴迪于1989年收购了军工企业肖特兄弟（Short Brothers）。
1.3 寻找发动机和为期一年的暂停开发 | Search for engines & one-year development break
然而，当时自C系列推出以来前途未定，并没有接到任何订单，使庞巴迪宇航在2006年1月31日暂停C系列的研发工作，但保留其研发团队，以便向外界推销和分担将来的研发风险[6]。由于C系列被迫暂停，使庞巴迪宇航在2月18日宣布将会研发一款比CRJ-900更长的客机CRJ-1000来抢占市场。
In June 2005, despite government support, Bombardier had difficulty finding the right powerplant for the CSeries after failing to get the two engine consortia International Aero Engines (IAE) and CFM International (CFMI) to compete for the CSeries contract.[17][18] IAE had offered a new centreline engine in the 21,000–23,000 lb (93–102 kN) thrust class, while CFMI was not yet ready to offer its next-generation CFM56 engine,[18] as Bombardier required a significant upgrade in the event of an engine derivative for the CSeries program.[19] Both prospective engine suppliers for the CSeries program were uncertain about the aircraft market projections after Bombardier failed to address these concerns, but they left the door open to future discussions of a potential program.[18] Bombardier then returned to Pratt & Whitney (P&W) in search of the right engine for the CSeries, although the company had already rejected a PW6000 derivative offered by P&W a year earlier, maintaining its original plan to launch the all-new aircraft program only with a new centreline engine as well.[19]
参考译文：尽管获得政府支持，但在2005年6月，庞巴迪在为CSeries寻找合适的动力装置时遇到了困难，因为未能使国际航空引擎公司（International Aero Engines，IAE）和CFM国际公司（CFMI）这两个发动机联盟竞争CSeries合同。IAE曾提供一款新的中心线发动机，推力为21,000至23,000磅（93至102千牛），而CFMI尚未准备好提供其下一代CFM56发动机，因为庞巴迪要求在CSeries项目派生发动机中进行重大升级。这两个CSeries项目潜在发动机供应商对庞巴迪未能解决这些顾虑后的飞机市场预测表示不确定，但他们对未来讨论潜在项目的门还是敞开的。随后，庞巴迪返回普惠公司（Pratt & Whitney，P&W），寻求适合CSeries的发动机，尽管该公司一年前已经拒绝了P&W提供的PW6000派生版本，坚持原计划只通过一款新的中心线发动机来推出全新飞机计划。
On 31 January 2006, Bombardier announced that market conditions could not justify the launch of the program, and that the company would reorient CSeries project efforts, team and resources to regional jet and turboprop aircraft. A small team of employees were kept to develop the CSeries business plan and were further tasked to include other risk-sharing partners in the program.[20]
参考译文：在2006年1月31日，庞巴迪宣布市场条件无法证明该项目的启动是合理的，并决定将CSeries项目的努力、团队和资源重新调整为地区喷气机和涡桨飞机。一小部分员工被保留下来，继续制定CSeries商业计划，并被要求将其他分担风险的合作伙伴纳入该项目中。
On 31 January 2007, Bombardier announced that work on the aircraft would continue, with entry into service planned for 2013.[21] In November 2007, Bombardier selected the P&W Geared Turbofan (GTF), now the PW1500G, already selected to power the Mitsubishi Regional Jet, to be the exclusive powerplant for the CSeries, rated at 100 kN (23,000 lbf).[22]
参考译文：在2007年1月31日，庞巴迪宣布将继续进行飞机的开发工作，并计划于2013年投入服务。在2007年11月，庞巴迪选择了普惠公司的齿轮涡轮风扇（Geared Turbofan，GTF）引擎，现在被称为PW1500G，该发动机已被选为供应三菱地区喷气机的独家动力装置，并且额定推力为100千牛（23,000磅）。
1.4 项目启动和型号重新设计 | Program launch & type redesignation
2007年1月31日庞巴迪宇航宣布C系列研发工作将会继续，在11月宣布C系列会采用普惠引擎[7]，预计在2015年投入服务，C系列将会有更大窗户的和行李架，而耗油量和营运成本会比对少分别少20%和15%[8]。2008年7月13日，在范堡罗航空展中庞巴迪宇航宣布C系列取得来自汉莎航空的30架确认订单和30架意向订单，资金确保的情况下可正式展开研发工作。C系列的航电系统由罗克韦尔柯林斯供应，生产线会在蒙特利尔以北的工厂进行。
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.[23] 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. 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.[24]
参考译文：在2008年2月22日，庞巴迪董事会批准向航空公司顾客正式提供CSeries的销售方案，这是基于其比同类尺寸的飞机当时的燃油消耗降低20%以及运营成本提高15%的优势。吸引了汉莎航空、卡塔尔航空和国际租赁金融公司的兴趣。7月13日，在法恩伯勒航展开幕前一天的新闻发布会上，庞巴迪航空正式推出了CSeries，汉莎航空发表了意向书，要购买60架飞机，包括30个备选项，按照4670万美元的目录价。该飞机的燃油效率可以达到每乘客百公里消耗2升（每加仑120英里）。庞巴迪预计在未来20年内，100至150个座位级别的市场规模将达到6300架飞机，带来超过2500亿美元的收入，而庞巴迪预计将占其一半的市场份额。
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.[25] Bombardier subsequently settled on a single variant, with the ER becoming the new standard.[26]
参考译文：2009年3月，庞巴迪将C110和C130重新命名为CS100和CS300。这些型号分别提供标准和远程（ER）两个变种，并且CS300还提供了一个额外的推力（XT）变种。随后，庞巴迪最终决定仅推出一种变种，而ER变种成为新的标准配置。
1.5 原型机制造 | Prototype manufacturing
At the program launch in July 2008, Bombardier announced that final assembly of the CSeries 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.[27] The centre fuselage was to be built by China Aviation Industry Corporation (AVIC)’s affiliate Shenyang Aircraft Corporation.[24][28] 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.[29]
参考译文：在2008年7月的项目发布会上，庞巴迪宣布CSeries的最终装配将在米拉贝尔进行，机翼将在贝尔法斯特进行开发和制造，机身后段和驾驶舱将在魁北克的圣洛朗制造。中段机身将由中国航空工业集团公司（AVIC）的附属公司沈阳飞机公司建造。2009年3月，庞巴迪确认了主要供应商：Alenia Aeronautica负责复合材料水平稳定面和垂直稳定面，Fokker Elmo负责电气布线和互连系统，Goodrich Corporation Actuation Systems负责设计和制造襟翼和缝翼操纵系统。
By June 2009, 96% of billable materials had been allocated, with the company settling on various companies for remaining components and systems: Rockwell Collins for the avionics, Zodiac Aerospace for the interiors, Parker Hannifin for the fully integrated fuel and hydraulics systems, Liebherr-Aerospace for the air management system, and it was also anticipated that wireless In-Flight Entertainment (IFE) might be feasible when the CSeries entered service.[30] By November, the first wing had been assembled at the Bombardier Aerostructures and Engineering Services (BAES) site in Belfast, Northern Ireland.[31] In the same month, construction of a composite wing manufacturing facility at the Belfast site started[32] and the first flight of the CSeries was expected by 2012.[33] In 2010, Ghafari Associates was retained to develop the Montreal manufacturing site to accommodate the aircraft production.[34]
参考译文：到2009年6月，96%的可计费材料已经分配完毕，公司为剩余的组件和系统选择了各个公司：Rockwell Collins负责航空电子设备，Zodiac Aerospace负责舱内设计，Parker Hannifin负责完全集成的燃油和液压系统，Liebherr-Aerospace负责空气管理系统。预计在CSeries投入使用时，无线机上娱乐（IFE）也将成为可能。到11月，第一架机翼已在北爱尔兰贝尔法斯特的庞巴迪航空结构与工程服务（BAES）工厂组装完成。同月，贝尔法斯特工厂开始建造复合材料机翼制造设施，预计CSeries的首次飞行将在2012年进行。2010年，Ghafari Associates被聘请为蒙特利尔生产基地规划开发，以适应飞机生产需求。
1.6 测试准备与高密度机型概念 | Test preparation & high-density concept
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.[35] 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.[36][37] In June 2012, Bombardier reaffirmed the first flight should happen before the year’s end with subsequent entry into service remaining 2013.[38] In July 2012, Bombardier began discussions with AirAsia at the Farnborough Airshow about a 160-seat “high-density” concept,[39] which was then included in the CS300 project in November, although the airline rejected the proposal.[40] 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.
参考译文：在2010年1月，庞巴迪即将完成CSeries的设计冻结，并宣布CS100的交付计划于2013年开始，CS300则在一年后进行交付。2011年11月，庞巴迪预计将在2012年下半年进行首次飞行，因为最早要到2012年中期才能收到第一批机身部件，普惠公司仍需“稍微努力一下”以满足要求。2012年6月，庞巴迪再次确认首次飞行应在年底之前进行，并在2013年投入服务。2012年7月，庞巴迪在法恩伯勒航展上与亚航展开了关于160座“高密度”概念的讨论，该概念随后于11月纳入了CS300项目，尽管航空公司拒绝了该提案。同月，庞巴迪表示，由于供应商问题导致项目中的某些领域延迟，并宣布将首次飞行和CS100的投入服务时间都推迟了六个月，分别到2013年6月和后一年。
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.[41] The first FTV’s electrical system was powered up in March, while tests on the static airframe proceeded satisfactorily and on schedule.[42] In June, Bombardier again delayed the first flight into July on account of software upgrades and final ground testing.[43] On 24 July, after a protracted system integration process, the first flight was delayed into “the coming weeks”.[44] On 30 August, Bombardier received the flight test permit from Transport Canada, granting permission to perform high speed taxi testing and flight testing.[1]
参考译文：在2013年3月7日，庞巴迪进行了一个全面的项目更新，首架飞行测试飞机（FTV）以近乎完整的状态展示出来，同时还有其他三架处于不同组装状态的FTV：其中一架FTV确认了CS300的160座高密度概念，配备了两套机翼上的紧急出口。第一架FTV的电气系统在3月份开始供电运行，静态机体的测试也顺利按计划进行。到了6月，由于软件升级和最后的地面测试，庞巴迪再次将首次飞行推迟至7月份。7月24日，在经历了一段漫长的系统整合过程后，首次飞行又被推迟到“接下来的几周”。8月30日，庞巴迪从加拿大交通部获得了飞行测试许可，获得了进行高速滑行测试和飞行测试的许可。
1.7 试飞和项目延迟 | Flight testing & program delays
2013年9月16日上午庞巴迪首架C系列飞机FTV1成功首飞。该CS100航机于09:55从魁北克的米拉贝尔机场起飞，并于12:25返回。次年5月29日，试飞机1号在进行地面测试时引擎发生火警，需全面停飞。经调查后发现是引擎的润滑系统出现问题。2014年9月7日，装上新改良引擎的试飞机恢复试飞[9][10]。2015年2月27日，较大型的CS300首次试飞成功[11]。并于2015年12月18日取得加拿大运输部型号合格证。2016年6月15日取得美国FAA及欧洲EASA的型号合格证。首班载客航班是瑞士国际航空[注 1]，于2016年7月15日，由苏黎世飞往巴黎夏尔·戴高乐机场。第一架CS300于2016年11月29日由庞巴迪将飞机交付给波罗的海航空，首班载客航班于2016年12月14日由拉脱维亚里加国际机场飞往阿姆斯特丹斯希普霍尔机场。
On 16 September 2013, the CS100 took off for its maiden flight from Bombardier’s facility at Montréal–Mirabel International Airport in Quebec.[45][46] Over 14,000 data points were gathered on this flight; after reconfiguration and software upgrades, FTV1 flew for the second time on 1 October.[47] 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.[48]
参考译文：2013年9月16日，CS100从魁北克的庞巴迪蒙特利尔-米拉贝尔国际机场首次起飞，展开了它的首次飞行。在这次飞行中，收集了超过14,000个数据点；在重新配置和软件升级后，FTV1在10月1日进行了第二次飞行。2014年1月16日，由于认证测试问题，计划中的投入服务日期推迟到2015年下半年；CS300仍定于CS100后约六个月投入使用。
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.[49] The incident kept Bombardier from displaying the CSeries at one of the most important aerospace events in that year, Farnborough Airshow.[50] In August, Bombardier changed the program’s management and slashed its workforce.[51] On 7 September, flight testing was resumed after the engine problem had been isolated to a fault in the lubrication system.[52] Bombardier chairman Laurent Beaudoin stated that the CSeries was then expected to be in service in 2016.[53]
参考译文：2014年5月29日，四架FTV中的一架发生了非受限发动机故障。由此，飞行测试被暂停，等待一项调查完成。这一事件导致庞巴迪无法在当年最重要的航空航天盛会——法恩伯勒航展上展示CSeries。8月份，庞巴迪更换了项目的管理层，并大幅裁减了员工人数。9月7日，在发动机问题被确认为润滑系统故障后，飞行测试重新开始。庞巴迪董事长Laurent Beaudoin表示，预计CSeries将于2016年投入服务。
By 20 February 2015, the FTVs had accumulated over 1,000 flight hours.[54] Seven days later, the CS300 made its maiden flight from Mirabel airport.[55] Test flight results surpassed the company’s guarantees for noise, economics and performance, meaning a longer range than advertised could be possible.[56] The fifth CS100 first flew on 18 March.[57] On 27 March, Bombardier confirmed that Canadian certification for the CS100 should come in late 2015 with entry into service in 2016.[58]
参考译文：到2015年2月20日，FTV的飞行时间已经累计超过1,000小时。七天后，CS300从米拉贝尔机场进行了首飞。测试飞行结果超过了公司对噪音、经济性和性能的保证，这意味着可能实现比宣传更远的航程。第五架CS100于3月18日首次飞行。3月27日，庞巴迪确认，CS100的加拿大认证预计将在2015年年底获得，并在2016年投入服务。
At the 2015 Paris Air Show, Bombardier released updated performance data, showing improvements over the initial specifications.[59] The CS100 passed the required certification tests by mid-November.[60] On 25 November, Bombardier completed the first phase of its route proving capabilities, with a 100% dispatch reliability.[61] The final prototype, FTV8, the second CS300 with a complete interior, made its first flight on 3 March 2016.[62]
参考译文：在2015年巴黎航展上，庞巴迪发布了更新的性能数据，显示与最初的规格相比有所改进。CS100于11月中旬通过了所需的认证测试。11月25日，庞巴迪完成了路线验证能力的第一阶段，达到了100%的派遣可靠性。最终的原型机FTV8，也就是第二架配备完整内饰的CS300，于2016年3月3日进行了首次飞行。
1.8 型号认证 | Type certification
The smallest model in the series, the 110- to 125-seat CS100, received type certificate from Transport Canada on 18 December 2015,[63] 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.[64] The largest model, the 130- to 145-seat CS300, obtained its type certificate from Transport Canada on 11 July 2016,[65] from the EASA on 7 October that cleared the delivery to its launch operator airBaltic,[66] and from the FAA on 14 December 2016.[67] 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.[68]
参考译文：CSeries系列中最小的机型是110至125座的CS100，在2015年12月18日获得了加拿大交通部的型号合格证，并于2016年6月同时从美国联邦航空管理局（FAA）和欧洲航空安全局（EASA）获得认证，为交付给首个运营商瑞士国际航空公司铺平了道路。最大的机型是130至145座的CS300，在2016年7月11日获得了加拿大交通部的型号合格证，于同年10月7日从EASA获得认证，为交付给首个运营商波罗的海航空公司开辟了道路，并在2016年12月14日从FAA获得认证。这两种机型于2016年11月23日同时从加拿大交通部和EASA获得了统一的型号评级，使飞行员可以在这两种机型之间互换资格。
In March 2017, Bombardier conducted steep 5.5˚ approach landings tests at London City Airport (LCY),[69] and announced one month later, April 2017, that the CS100 received Transport Canada and EASA steep approach certification.[70]
参考译文：在2017年3月，庞巴迪在伦敦城市机场（LCY）进行了陡峭5.5°的进近着陆测试，并于一个月后的2017年4月宣布，CS100获得了加拿大交通部和EASA的陡峭进近认证。
1.9 投入使用 | Entry into service
The first CSeries, a CS100, was delivered to Swiss Global Air Lines on 29 June 2016 at Montréal–Mirabel International Airport,[71][72] and began commercial service on 15 July with a flight between Zürich and Paris.[2][73] 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.”[74] The first CS300 was delivered to AirBaltic on 28 November,[75][76] and began revenue service on 14 December with a flight from Riga to Amsterdam in a 145-seat two-class configuration.[67] The type launch operator lauded lower noise levels for passengers and more space for luggage than its Boeing 737-300s.[77]
参考译文：第一架CSeries，一架CS100，于2016年6月29日在蒙特利尔-米拉贝尔国际机场交付给瑞士环球航空公司，并于7月15日开始商业运营，首次飞往苏黎世和巴黎之间。首个运营商在8月份表示：“客户的反馈非常积极，对明亮的机舱、降噪效果、足够的腿部空间和手提行李空间以及舒适的座椅表示满意。此外，我们的飞行员也给予了令人满意的反馈。他们特别喜欢直观的飞行体验。”第一架CS300于11月28日交付给波罗的海航空公司，并于12月14日开始营收航班，以145座的双舱配置飞往里加和阿姆斯特丹。该机型的首个运营商称赞其较低的噪音水平和比波音737-300更大的行李空间。
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,[78] and burned over 1% less fuel at 2,600 L/h.[79] On long missions, the CS100 was up to 1% more fuel efficient than the brochure and the CS300 up to 3%.[80] Therefore, Bombardier would update its performance specifications later in 2017.[81] The CS300 burned 20% less fuel than the Airbus A319ceo, 21% less than the Boeing 737 Classic while the CS100 18 to 27% less per seat than the Avro RJ100.[82][77][83] Furthermore, the CS300 is 6 t (13,000 lb) lighter than the Airbus A319neo and nearly 8 t (18,000 lb) lighter than the Boeing 737 MAX 7, giving it an operating cost advantage of up to 12%.[84]
参考译文：投入市场后，两个型号的性能都超过了最初的规格，波罗的海航空公司报告称，CS300的航程比原先规定的要好2%，每个座位和每个航班的成本也有所改善，在每小时2,600升燃油消耗量方面减少了1%。在长航程任务中，CS100的燃油效率比宣传资料中的要提高1%，而CS300的燃油效率则提高了3%。因此，庞巴迪在2017年晚些时候会更新其性能规格。与空客A319ceo相比，CS300的燃油消耗降低了20%，比波音737经典型号降低了21%，而CS100每个座位的燃油消耗比Avro RJ100要低18%至27%。此外，CS300比空客A319neo轻6吨（13,000磅），比波音737 MAX 7轻近8吨（18,000磅），使其在运营成本上具备高达12%的优势。
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.[81] Swiss initially flew six sectors a day and by July up to nine a day with an average time of 1 hours 15 minutes.[81] airBaltic’s flight length averaged 3 hours, and the average fleet daily usage was 14 hours.[81] 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.[82] 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.[85] 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,[86][87] received its second CS300 in early January 2018,[88][89] and completed its first revenue flight with the type, from Seoul to Ulsan on 20 January.[90] As of June, airBaltic reached a maximum utilisation of 18.5 hours a day.[91]
参考译文：在14架服役飞机上累计了28,000小时的发动机使用时间，运行可靠性达到99.9%。瑞士航空在2017年5月更换了一对发动机，使用时间为2,400小时，而波罗的海航空在6月更换了另一对发动机。瑞士航空最初每天飞行6个航段，到7月份增加到每天最多9个航段，平均每段飞行时间为1小时15分钟。波罗的海航空的飞行时间平均为3小时，航空公司的机队每天平均使用14个小时。到9月份，180架飞机的1.5百万名乘客进行了16,000个收入航班，在100个航线上每天提供高达100个收入航班：大多数航班每天使用时间不超过17小时，每天最多飞行10个航段。35分钟的转场时间允许每天飞行11个航段。在EASA完成陡峭进近认证后的8月8日，瑞士航空进行了从苏黎世到伦敦城的首个收入航班，取代了Avro RJ。到了九月，18架运营中的飞机共运送了超过1.5百万名乘客，进行了16,000个收入航班，在100个航线上每天提供高达100个收入航班。最常使用的航线每天运行时间长达17小时，每天进行最多10个航段。每个航段只需要35分钟的转场时间，因此每天能够运行11个航段。8月8日，在EASA进行了陡峭进近认证后，瑞士航空首次从苏黎世飞往伦敦城的收入航班开始运营，取代了Avro RJ。截至九月，CSeries机队共进行了20次A检查，没有出现任何重大维护问题。经过数月的发动机交付延误，大韩航空于12月22日成为第三家也是最新一家接收CSeries飞机的航空公司，于2018年1月初收到了第二架CS300，并于1月20日完成了首个收入航班，从首尔飞往蔚山。截至6月份，波罗的海航空每天的最大利用时间达到了18.5小时。
1.10 品牌更换为A220 | A220 rebranding
The aircraft was rebranded A220 as a family name (formerly CSeries) with A220-100/300 (formerly CS100/CS300) as variant name on 10 July 2018, following the Airbus partnership ten days earlier. Financial issues at Bombardier,due to the CSeries programme and production delays, stiff competition and ultimately dumping petition by Boeing paved the way for the partnership.[92]
参考译文：在2018年7月10日，根据此前与空中客车公司的合作关系，该飞机更名为A220，作为一个家族名称（原为CSeries），其中A220-100/300为变种名称（原为CS100/CS300）。由于CSeries项目和生产延误引发的财务问题，加上激烈的竞争以及波音提出的甩卖申请，这些因素共同为此合作关系铺平了道路。
1.10.1 财务问题（CSALP的设立）| Financial issues (CSALP set-up)
In May 2005, during the feasibility study prior to the programme launch, development costs for the CSeries were evaluated at $2.1 billion, shared with suppliers and partner governments for one-third each.[14] In November 2009, when the first CSeries wing was assembled for prototype manufacture, development costs rose to approximately $3.5 billion.[31] Programme delays during the test preparation and flight test phase also resulted in order cancellations, including from the Swedish lessor.[93]
参考译文：在2005年5月，即在项目启动前的可行性研究阶段，CSeries的开发成本被评估为21亿美元，由供应商和合作伙伴政府各承担三分之一。到2009年11月，当首批CSeries机翼开始组装用于原型制造时，开发成本已上升至约35亿美元。在测试准备和飞行测试阶段的项目延迟也导致了一些订单的取消，包括来自瑞典的租赁商取消了订单。
In 2015, in exchange for help in the final development stages of the “overdue and over-budget” aircraft, Bombardier offered to sell a controlling stake in the CSeries programme to Airbus but then had to look for alternatives after the latter confirmed in October that it had turned down the offer.[94] Just days prior, the Government of Quebec reiterated its willingness to provide Bombardier with financial aid, if it were requested.[95][96] On 29 October, Bombardier took a CA$3.2 billion 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.[97] On the same day, the Quebec government invested CA$1 billion in the company to save the struggling programme.[98] 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.[99] When Transport Canada granted type certification for the CS100 in December 2015, CSeries’ total development costs, including the aforementioned write-offs, were $5.4 billion.[63] At the time, the CSeries had 250 firm orders and letters of intent, plus commitments for another 360, mostly for the CS300.[100][101]
参考译文：2015年，为了在“延迟和超支”的飞机的最后开发阶段得到帮助，庞巴迪提议将CSeries项目的控制权出售给空中客车公司。然而，后者在10月份确认拒绝了这一提议，于是庞巴迪不得不寻找替代方案。就在几天前，魁北克政府重申愿意为庞巴迪提供财政援助，前提是有相关请求。10月29日，庞巴迪对CSeries进行了32亿加元的减值。特鲁多政府表示将在11月初上台后回应庞巴迪对于3.5亿加元援助的请求。同一天，魁北克政府投资10亿加元以拯救这个陷入困境的项目。11月初，加拿大丰业银行的一份报告指出，该公司和该项目可能需要第二次救助，即使那样，CSeries也很可能无法盈利。当加拿大交通部在2015年12月为CS100颁发了型号证书时，CSeries的总开发成本（包括上述减值）达54亿美元。当时，CSeries已经获得了250个确定订单和意向书，以及另外360个订单，大部分是用于CS300。
In April 2016, Bombardier reportedly requested a CA$1 billion aid package from the Canadian Government.[102] The Government then offered an aid package without divulging the amount or conditions imposed.[103] In July, Bombardier set up the C Series Aircraft Limited Partnership (CSALP) together with Investissement Québec.[104] In February 2017, the Government finally announced a package of CA$372.5 million in interest-free loans for the company, with the programme to receive one-third.[105]
参考译文：据报道，庞巴迪在2016年4月向加拿大政府请求10亿加元的援助计划。政府随后提供了一揽子援助计划，但未透露金额或所附条件。在7月份，庞巴迪与魁北克投资局共同成立了C Series Aircraft Limited Partnership（CSALP）。到了2017年2月，政府最终宣布向该公司提供3.725亿加元的无息贷款，其中CSeries项目将获得其中的三分之一。
1.10.2 生产推迟 | Production delays
In 2016, Bombardier achieved its goal of delivering seven CSeries aircraft to both launch operators, Swiss and airBaltic.[106][89] Production was then set to ramp to 30–35 aircraft deliveries in 2017 after PW1500G engine supply and start issues were resolved.[78] However, the CSeries delivery goal for 2017 had to be revised to 20–22 aircraft only, due to persistent engine delivery delays,[107] and finally, only 17 deliveries were completed in the year.[108]
参考译文：在2016年，庞巴迪成功实现了向首批运营商——瑞士航空和波罗的海航空交付七架CSeries飞机的目标。在解决PW1500G发动机供应和启动问题后，预计2017年的生产量将增加到30至35架飞机。然而，由于持续的发动机交付延误，CSeries在2017年的交付目标不得不修订为仅20至22架飞机，并最终仅完成了17架飞机的交付。
By the time the Airbus partnership came into effect on 1 July 2018, a total of 37 CSeries had been delivered,[3] which was a very low production rate considering Bombardier had forecast at the programme launch, 315 annual deliveries from 2008 to 2027 for 100- to 150-seat airliners,[109] up to half of that (157 units) would be delivered by the company itself.[24] However, the average production rate of the six available models (B737-700, A318/A319, CS100/CS300 and E195) was fewer than 80 aircraft per year for the first 10.5 years.[109]
参考译文：到2018年7月1日，空中客车公司成为合作伙伴时，已经交付了总共37架CSeries飞机，考虑到庞巴迪在项目启动时预测2008年至2027年的100至150座客机每年交付315架，其中有一半（157架）将由公司自行交付，这是一个非常低的生产率。然而，六种可用型号（B737-700、A318/A319、CS100/CS300和E195）的平均生产率在头10.5年内仅为每年不到80架飞机。
1.10.3 激烈竞争 | Stiff competition
The CSeries competed with the smaller variants of the A320 family aircraft. The 2010 order for 40 CS300s and 40 options from Republic Airways Holdings – then owner of exclusive A319/320 operator Frontier Airlines – also pushed Airbus into the A320neo re-engine.[92] Airbus opted to compete aggressively against the CSeries rather than ignoring it, as Boeing had done with Airbus.[92] Airbus dropped the A320’s price in head-to-head competition, successfully blocking Bombardier from several deals.[92]
参考译文：CSeries与A320家族飞机的较小型号进行竞争。2010年，共和航空控股公司（当时拥有独家A319/320运营商Frontier Airlines）订购了40架CS300以及40个期权，这也促使空中客车重新引擎化了A320neo。空中客车选择与CSeries展开激烈竞争，而不像波音对待空中客车那样忽视它。空中客车通过大幅降低A320的价格，在正面竞争中成功阻止了庞巴迪达成几笔交易。
The effect of stiff competition and production delays was apparent in early 2016. On 20 January, United Continental Holdings ordered 40 Boeing 737-700s instead of the CSeries due to the availability of the type that already in full production, and commonality with the United’s 737 fleet of 310 aircraft.[110] Boeing also reportedly gave United a massive 73% discount on the 737 deal, dropping the price to $22 million per unit,[111] well below the CS300 market value at $36 million.[112] David Tyerman, an analyst with Canaccord Genuity said to the Toronto Star: “This just shows how difficult it is for Bombardier to win orders these days.[…]. It also raises the question of how profitable the next C Series order they win will be for them.”[113]
参考译文：激烈竞争和生产延误的影响在2016年初显而易见。1月20日，美联航控股公司订购了40架波音737-700，而不是CSeries，原因是前者已经能够进行全面生产，并且与美联航拥有310架飞机的737机队具有一致性。据报道，波音还对美联航的737订单给予了巨额73%的折扣，将价格降低到每台2200万美元，远低于CS300的市场价值3600万美元。Canaccord Genuity的分析师David Tyerman对多伦多星报表示：“这正表明了庞巴迪现在要赢得订单有多困难[…]。这也引发了一个问题，即他们赢得的下一个C系列订单对他们来说是否具有盈利能力。”
1.10.4 波音倾销控告 | Boeing dumping petition
On 28 April 2016, Bombardier Aerospace recorded a firm order from Delta Air Lines for 75 CSeries CS100s plus 50 options. On 27 April 2017, Boeing filed a petition for dumping them at $19.6m each, below their $33.2m production cost.
参考译文：2016年4月28日，庞巴迪航空航天公司与达美航空签订了75架CSeries CS100的确定订单，并有50个备用选项。2017年4月27日，波音以每架1960万美元的价格提起倾销申请，低于其3320万美元的生产成本。
On 9 June 2017, the US International Trade Commission (USITC) found 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 final ruling, a total duty of 292%, on 20 December. On 10 January 2018, the Canadian government filed a complaint at the World Trade Organization against the US.
参考译文：2017年6月9日，美国国际贸易委员会（USITC）认为美国产业可能受到威胁。9月26日，美国商务部（DoC）发现存在220%的补贴，并打算相应地收取押金，另外还加征初步的80%的反倾销关税，最终形成300%的关税。商务部于12月20日宣布最终裁决，总关税为292%。2018年1月10日，加拿大政府向世界贸易组织对美国提出了投诉。
On 26 January 2018, the four 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. While the USITC had determined there was no threat, the ruling came too late for Bombardier, as the dumping petition by Boeing had already paved the way for Bombardier to relinquish a controlling interest in the CSeries to Airbus in October 2017.
参考译文：2018年1月26日，美国国际贸易委员会（USITC）的四名委员一致决定，美国产业没有受到威胁，不会发布关税令，推翻了之前的关税。该委员会的公开报告于2018年2月发布。波音于3月22日拒绝上诉该裁决。尽管USITC已确定没有威胁，但对庞巴迪来说，这个裁决来得太迟了，因为波音的倾销申请已经为庞巴迪在2017年10月将CSeries的控制权转让给了空客铺平了道路。
1.10.5 空中客车合作伙伴关系（ACLP更名）| Airbus partnership (ACLP rename)
2017年9月，C系列客机的销售遭遇突袭，波音向美国商务部提起反倾销诉讼，指控庞巴迪以远低于市场价的价格向达美航空倾销C系列客机，严重损害波音737系列客机的销路，并要求对C系列客机征收80%的反倾销关税。但是有业内人士指出：庞巴迪针对地区航空市场所推出的100人座中小型支线客机，波音根本不制造这种飞机[12]，跟737的缩短系列并不重叠之外，而且达美航空身为庞巴迪早期客户，已经表明不购买波音737客机[13]，根据业内习惯，开发客机都会依照航线的需求定制规格，航司与制造方双方早先的时候就已经密切合作，显见C系列并非单靠折扣的价格取胜。但紧接着到了10月7日，美国商务部就随即宣布对C系列客机征收高达300%的惩罚性关税。极限举措一度引发美加外交紧张。
就在许多人以为C系列客机会就此黯然退出美国，失去世界最大的客机市场的时候，情况有了出乎所有人意料的转变。10月16日，欧洲的对手空中客车加入这一竞争关系中，一反波音认为C系列与737同级的看法，空中客车将C系列看成是A320以外的补充，由于空中客车在支线飞机的经验尚有空白，而本身的A318系列销售不佳的背景下，空客和庞巴迪两家公司很快达成合作协议：庞巴迪以1美元的象征价格出让C系列项目的50.01%的控股权，空中客车成为最大股东；作为回报，允许庞巴迪借用空中客车在阿拉巴马州莫比尔的基地对卖给美国客户的C系列客机进行最后总装，以此避开美国商务部的惩罚性关税[2][14]，空中客车更会帮助庞巴迪推广C系列客机。
为了郑重其事，庞巴迪特意派出一架CS300原型机飞到图卢兹，与空中客车的A320neo原型机合影[2]。这种颠覆性结果的情况下，美国政府在空客出手后，到了2018年1月26日一改先前的态度，由美国国际贸易委员会四名委员一致裁定庞巴迪宇航C系列未有对美国造成损害，并推翻了征收惩罚性关税的结论。委员会的报告其后于2月公开。3月22日，波音表示不会就裁决继续作出上诉。
可是这并没有拆散空中客车和庞巴迪的合作，2020年7月10日，空客和庞巴迪更在图卢兹宣布重大消息：庞巴迪公司以5.91亿美元的价格将C系列全部股份出手给了空客，C系列支线客机将直接改名为“空中客车A220”加入空客大家族之中，旗下两种型号CS100和CS300分别改名为“A220-100”和“A220-300”，使公司马上就可以在100人级距的支线客机市场布局[3]。完成收购纳入空客后，动用长期经营的品牌力支持，使得C系列凭着空客销售网络，立即获取了美国捷蓝航空60架A220-300客机的大订单，加上之前订单，A220待交付数目已经超过400架，虽然庞巴迪公司失去了完整的控股权，但C系列最终起死回生，完成从一度被追打到大获成功的传奇转变。空中客车更乐观预测含美国市场在内，未来20年整个市场将需要超过3000架A220客机。
On 16 October 2017, Bombardier and Airbus announced that Airbus would acquire a 50.01% majority stake in the CSALP partnership, with Bombardier keeping 31% and Investissement Québec 19%.[114] Airbus paid no money, incurred no debt and assumed no liability for its share in the programme,[115][116] but its supply chain expertise should save production costs, and a second assembly line would be built at its production facility, Airbus Mobile, in Mobile, Alabama.[114] While assembling the aircraft in U.S. could circumvent the 292% duties proposed in the Boeing dumping petition, Airbus CEO Tom Enders and Bombardier CEO Alain Bellemare assured that this factor did not drive the partnership. However, negotiations began in August 2017 after the filing in April and the decision in June to proceed, and Boeing was therefore suspicious.[116] Airbus CCOJohn Leahy considered that Boeing indirectly forced the CSeries programme into Airbus hands by pressing the U.S. administration for massive tariffs on the aircraft.[92] Bombardier CEO predicted that the partnership would significantly accelerate sales as it would bring certainty to the CSeries programme through the Airbus’s global scale.[117]
参考译文：在2017年10月16日，庞巴迪和空中客车宣布，空中客车将收购CSALP合作伙伴公司50.01%的多数股权，而庞巴迪保留31%，魁北克投资公司持有19%的股份。空中客车没有支付任何资金，不承担任何债务，并对其所持份额不负有任何责任，但其供应链专长有望降低生产成本，并在其阿拉巴马州莫比尔的生产设施——空中客车莫比尔工厂建立第二条生产线。将飞机在美国组装可以规避波音倾销申请中提议的292%关税，但空中客车首席执行官汤姆·恩德斯和庞巴迪首席执行官阿兰·贝莱马尔保证，这个因素并不是推动合作伙伴关系的原因。然而，谈判始于2017年8月，此前在4月提起申请并于6月作出决定，因此波音对此心存疑虑。空中客车首席商务官约翰·雷义认为，波音通过向美国政府施压大规模对该飞机征收关税，间接迫使CSeries项目落入空中客车手中。庞巴迪首席执行官预测，该合作伙伴关系将极大加速销售，因为它将通过空中客车的全球规模为CSeries项目带来确定性。
AirInsight estimated that Airbus’ corporate strength would increase the CSeries share of the 100- to 150-seat aircraft market over 20 years, from 40% of 5,636 aircraft (2254 sales) to 55–60%, around 3,010 aircraft.[118] Airbus would retain Bombardier as a strategic partner beyond the period required in the clauses, allowing it to acquire Investissement Québec’s stake no earlier than 2023 and Bombardier’s stake no earlier than 2025, but with main production remaining in Mirabel, Québec until at least 2041.[119] The partnership was subject to regulatory approvals,[114] and during competition investigation, Airbus and Bombardier were to operate separately and clean teams planned the integration with privileged access to competitively sensitive data but separated from their management.[120]
参考译文：AirInsight估计，空中客车公司的企业实力将使CSeries在100至150座飞机市场的份额在20年内从5,636架飞机的40%（即2,254架销售）增加到55%-60%，大约为3,010架飞机。[118] 空客将在条款规定所需期限之外保持庞巴迪作为其战略伙伴的地位，允许空客最早在2023年收购Investissement Québec的股份，最早在2025年收购庞巴迪的股份，但主要生产仍将留在加拿大魁北克省米拉贝尔，至少持续到2041年。[119] 这一合作需要得到监管机构的批准，[114] 并在竞争调查期间，空客和庞巴迪将独立运作，而设立的隔离团队将规划整合事宜，他们将有权接触具有竞争敏感性的数据，但与各自管理层隔离。[120]
In November 2017, Embraer assured at the Dubai Airshow that its base country Brazil would sue Canada for its subsidies to Bombardier through the World Trade Organization,[121] because the competitor viewed CSeries as a heavy, expensive, and long, thin-haul aircraft outperforming the range of its own E-Jet E2, a close rival for market share.[121] Previously, in October 2017, Boeing was reportedly concerned over its ability to match fleet package deals enabled by the partnership.[122] Then, in December 2017, The Wall Street Journal reported Boeing was planning to offer Embraer more than the company’s $3.7 billion market value to set up a joint venture,[123] in what aviation industry analysts said was a reaction to the partnership.[124] The Boeing–Embraer joint venture was announced in February 2019, but before the antitrust investigations were completed, the deal was unilaterally terminated by Boeing in April 2020 due to impact of the 2019–20 coronavirus pandemic on aviation.[125]
参考译文：在2017年11月，巴西航空航天工业公司（Embraer）在迪拜航空展上表示，其所在的母国巴西将通过世界贸易组织起诉加拿大对庞巴迪的补贴，因为该竞争对手认为CSeries是一款重型、昂贵和远程的薄利多销飞机，超越了其自家的E-Jet E2系列，后者是其在市场份额上的紧密竞争对手。此前，在2017年10月，有报道称波音担心自己能否与该合作伙伴促成航空机队订单包，随后在2017年12月，华尔街日报报道称波音计划向巴西航空航天工业公司提供超过其37亿美元的市值的交易，成立一家合资公司，航空业分析师称此举是对该合作伙伴关系的一种反应。波音-巴西航空航天工业公司合资公司在2019年2月宣布，但在反垄断调查结束之前，该交易于2020年4月由波音单方面终止，原因是2019年至2020年的冠状病毒大流行对航空业产生了影响。
The antitrust investigation was due to be completed ahead of Farnborough Airshow 2018 to allow for a marketing boost,[126] and it was planned to rebrand the CSeries as an Airbus model, with A200 suggested as a family name and A210/A230 for the CS100 and CS300.[127] On 8 June, following regulatory approval, the partnership confirmed that Airbus would take a majority stake on 1 July.[128] The head office, and leadership team would remain in Mirabel,[128] while the programme team would be formed by leaders from both Airbus and Bombardier and headed by Philippe Balducchi, then Head of Performance Management at Airbus Commercial Aircraft.[129] Bombardier would fund any required cash shortfalls up to US$610 million from the second half of 2018 to 2021.[128] Ten days after programme control was transferred to Airbus, the aircraft was rebranded with A220 as the family name (formerly CSeries) and A220-100/300 for the former CS100/CS300 variants.[130] Later, on 1 June 2019, the CSALP joint venture was renamed to Airbus Canada Limited Partnership (ACLP) and adopted the Airbus logo as its sole visual identity.[131]
参考译文：反垄断调查原计划在2018年法恩伯勒航展之前完成，以提供市场推广。计划将CSeries重新打造成空客的型号，建议将其命名为A200系列，其中CS100和CS300分别命名为A210和A230。6月8日，根据监管机构的批准，双方合作伙伴确认空客将于7月1日占据多数股份。总部和领导团队将继续驻扎在米拉贝尔，而项目团队将由空客和庞巴迪的领导人组成，由当时担任空客商用飞机绩效管理主管的菲利普·巴尔杜奇领导。庞巴迪将从2018年下半年至2021年为任何所需现金短缺提供资金，最高达6.1亿美元。在项目控制权移交给空客后的十天内，飞机更名为A220系列（原名CSeries），CS100和CS300变种分别更名为A220-100和A220-300。随后，于2019年6月1日，CSALP合资企业更名为空客加拿大有限合伙企业（ACLP），并采用空客标志作为其唯一的视觉标识。
1.10.6 庞巴迪退出 | Bombardier exit
After reassessing its participation in January 2020, Bombardier exited the A220 programme in February 2020, selling its share to Airbus for $591 million. Airbus thus owned 75% of the programme; the remaining 25% of shares were held by Investissement Québec. Under the acquisition terms Airbus acquired Bombardier’s option to buy out Investissement Québec’s share from 2023, with a revised option date of 2026. Airbus also agreed to acquire A220 and A330 work package production capabilities from Bombardier in Saint-Laurent, to be taken through the Airbus subsidiary, Stelia Aerospace.[132]
参考译文：在2020年1月重新评估其参与情况后，庞巴迪于2020年2月退出了A220项目，将其股份以5.91亿美元的价格卖给了空客。因此，空客持有该项目的75％股份，剩余的25％股份由魁北克投资公司持有。根据收购条款，空客获得了庞巴迪从2023年开始购买魁北克投资公司股份的选择权，修订后的选择权日期为2026年。空客还同意从庞巴迪位于圣洛朗的工厂收购A220和A330的工作包生产能力，并将其转给空客子公司Stelia Aerospace。
Airbus and the government of Quebec agreed in February 2022 to invest a further $1.2b in Airbus Canada, to support the acceleration of the A220 production rate to 14 A220s per month.[133][134] Accordingly, Airbus would invest $900m into the aircraft programme and Investissement Québec $300m, allowing the partnership to continue until the programme becomes profitable in the middle of the decade. To protect Quebec’s investment until it matured, the new earliest date Airbus could acquire the remainder of the shares thus became 2030.[135]
参考译文：2022年2月，空客和魁北克政府达成协议，将进一步投资12亿美元用于支持空客加拿大公司的发展，以加快A220飞机的生产速度，将达到每月14架A220飞机。根据协议，空客将投资9亿美元用于飞机项目，魁北克投资公司将投资3亿美元，使得合作伙伴关系能够延续至本十年中期项目开始盈利。为了保护魁北克的投资，新的最早日期，空客能够收购剩余股份的日期，被推迟到2030年。
1.11 产品 | Production
The Airbus partnership in July 2018 decided to keep the primary final assembly line (FAL) in Mirabel, Quebec, with its 2,200 workforce.[128] The secondary FAL in Mobile would start deliveries in 2020 with a monthly production rate of four, rising to six for a capacity of eight while the main Mirabel FAL could go to ten.[136] Airbus CFO predicted a production potential of more than 100 A220 per year.[137] The company targeted over 100 orders of A220 in 2018 and 3,000 over 20 years, half of the 100- to 150-seat market, and needed a supply chain cost reduction over 10%.[138] It then sought to reduce costs from all suppliers, including Bombardier, wing builder Short Brothers and engine manufacturer Pratt & Whitney, and had reportedly pushed its suppliers to lower their prices by 20% for more volume, or to switch them, towards 150 yearly deliveries.[139]
参考译文：空客在2018年7月决定将A220的主要最终组装线保留在魁北克的米拉贝尔，拥有2200名员工。在莫比尔设立的第二条最终组装线将于2020年开始交付，每月生产率为四架，然后提高到六架，容量为八架，而米拉贝尔的主要最终组装线则可以扩大到十架。空客首席财务官预测每年的A220生产潜力超过100架。该公司在2018年的目标是获得超过100个A220订单，并在20年内达到3000个订单，占100到150座位市场的一半，并需要实现供应链成本的降低超过10％。因此，空客寻求从包括庞巴迪、翼构件制造商Short Brothers和引擎制造商普惠在内的所有供应商那里降低成本，并据报道已经向供应商施压，要求它们降低20％的价格以获得更多的订单量，或者转向每年交付150架的方向。
As of January 2019, the A220 suppliers were Liebherr for the landing gear, air management system and pneumatics; UTC Aerospace for the electrical system and lighting; Parker for the fuel, hydraulics and fly by wire systems, Goodrich for the engine nacelle; Meggitt for the wheels and brakes; Michelin for the tires; Spirit for the pylons; Honeywell for the APU; and PPG supplies the windows.[140] Supplier costs could be cut by 30–40% through Airbus’s market power, as a 10% procurement costs decrease would add six gross margin points to the programme.[122] Airbus waited to win several new orders before increasing pressure on suppliers and catching their attention in 2019 with the sale of 135 A220s to U.S. airlines, including a follow-up order from Delta.[133] The market share was split between 80% A220-300 and 20% A220-100.[141] Delivery rates continued to climb with the new brand, reaching a total output of 33 in 2018, and then rising to 48 A220 in 2019.[142]
参考译文：截至2019年1月，A220的供应商包括利勃海尔（Liebherr）负责起落架、空气管理系统和气动部件；UTC航空航天公司（UTC Aerospace）负责电气系统和照明；派克（Parker）负责燃油、液压和飞控系统；古德里奇（Goodrich）负责发动机机舱；梅吉特（Meggitt）负责轮毂和刹车；米其林（Michelin）负责轮胎；斯皮里特（Spirit）负责支柱；霍尼韦尔（Honeywell）负责辅助动力装置；PPG负责供应窗户。通过空客的市场实力，供应商成本可以降低30-40％，因为采购成本降低10％将为该项目增加6个毛利点。空客在增加对供应商的压力之前等待赢得几个新订单，并在2019年通过将135架A220出售给美国航空公司（包括达美航空的后续订单）引起了供应商的关注。市场份额被分为80％的A220-300和20％的A220-100。随着新品牌的推出，交付速度继续攀升，2018年总产量达到33架，然后在2019年上升到48架A220。
The groundbreaking ceremony for the $300 million final assembly line (FAL) at the Airbus Mobile plant in Mobile, Alabama was held on 16 January 2019;[143] on this occasion Airbus confirmed its confidence that there is enough demand to justify two assembly sites and that the airliner can be profitable.[144] On 5 August 2019, production started at the Mobile facility,[145] which was not due to be finished until 2020; work started early to ensure that the first delivery schedule could be met.[146][147]
参考译文：2019年1月16日，在阿拉巴马州莫比尔的空客移动工厂举行了耗资3亿美元的最终组装线基仪式；在此场合，空客确认了自己对于两个组装站点有足够的需求，并且该客机可以盈利的信心。2019年8月5日，莫比尔工厂开始生产，原计划将在2020年完成；为确保能够按时交付第一架飞机，工作提前开始。
The removal of Bombardier’s financial constraints in February 2020 gave Airbus greater latitude for further investment in the programme,[148] which will be needed to ramp up production rates, though this will push back the break-even point of the programme to the mid-2020s.[149] The program cost was US$ 7 billion.[150] On 2 June 2020, the first A220 produced in Alabama completed its first flight. By that date, production of the first aircraft for JetBlue Airways had also started.[151] The first US-assembled A220 aircraft, an A220-300, was delivered to Delta on 22 October 2020.[152]
参考译文：2020年2月，庞巴迪的财务限制解除，空客为该项目获得了更大的投资自由度，这将有助于提高生产速度，但会将项目的盈亏平衡点推迟至2020年代中期。该计划总成本为70亿美元。2020年6月2日，阿拉巴马州生产的第一架A220飞机完成了首次飞行。到那时，为捷蓝航空生产的第一架飞机也已经开始。2020年10月22日，第一架在美国组装的A220飞机（一架A220-300）交付给达美航空。
In January 2021, as Airbus reviewed its production rates following a shift in demand away from wide-bodies affected by the COVID-19 pandemic, the A220 was expected to reach a production rate of five aircraft per month by the end of the first quarter as previously foreseen.[153][154] In May 2021, Airbus targeted a production rate of six per month from early 2022, and intends to reach 14 (ten in Quebec and four in Alabama) per month by the middle of the decade to be profitable.[133][134]
参考译文：2021年1月，由于COVID-19大流行对广体客机需求的影响，空客对其生产率进行了评估。预计A220将在第一季度末达到每月五架的生产率，如之前预期的那样。2021年5月，空客计划从2022年初开始每月生产六架，并计划在本十年中期达到每月14架的生产率（其中10架在魁北克，4架在阿拉巴马），以实现盈利。
On 10 January 2022, Airbus introduced a “sub-assembly line”[155] or the A220 pre-FAL,[156] a U-shaped pre-assembly line with four stations used for preparatory work and seven for the actual equipping, in order to install systems earlier, stabilising the production process. The equipped fuselage sections are then moved to the FAL in Mirabel or in Mobile at a rate of six per month as of November 2022.[157] These investments had accelerated A220 production and confirmed that the programme is on track to reach its target rate of 14 aircraft per month by mid-decade.[155] The 50th US-assembled A220 aircraft, an A220-300, was delivered to Breeze Airways on 30 August 2023.[158]
参考译文：2022年1月10日，空客引入了A220预组装线，即“次组装线”，这是一个U形预组装线，有四个工作站用于准备工作和七个工作站用于实际装配，以便更早地安装系统，稳定生产流程。装备好的机身部件随后以每月六架的速度移至米拉贝尔或莫比尔的最终组装线。这些投资加快了A220的生产，并确认该项目正朝着每月14架的目标产能在本十年中期达到的方向发展。第50架在美国组装的A220飞机（一架A220-300）于2023年8月30日交付给微风航空。
1.12 进一步发展 | Further development
1.12.1 性能提升 | Performance improvements
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,.[159] and adding two to three more seats by moving the aft lavatory, without reducing the seat pitch.[160] 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.[161] 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).[162]
参考译文：在超过3%的性能承诺后，空中客车合作之前就已经开始探索降低运营成本的性能提升方案；这些方案包括在暴露的主起落架上安装门，以减少阻力但增加重量和复杂性，[159]并通过移动尾部盥洗室而不降低座位间距，增加两到三个座位。[160] 2019年5月21日，空中客车宣布从2020年下半年开始将A220-100和A220-300的最大起飞重量（MTOW）增加2,268公斤（5,000磅），从60.8到63.1吨（134,000到139,000磅）和从67.6到69.9吨（149,000到154,000磅），将航程扩展450海里（830公里；520英里）：A220-300达到3,350和3,400海里（6,200和6,300公里；3,860和3,910英里），A220-100达到3,800海里（7,000公里；4,400英里）。[161]根据空中客车的规定（90公斤（200磅）乘客携带行李，3%的预留燃料，200海里（370公里；230英里）备降距离和30分钟等待时间），108座位的A220-100能够达到3,700海里（6,900公里；4,300英里），而130座位的A220-300将能够达到3,500海里（6,500公里；4,000英里），但受到其燃油容量的限制。在经济舱座位密度更高的条件下，座位间距从32英寸降至30英寸，116座位的A220-100仍然可以达到3,700海里（6,900公里；4,300英里），而141座位的A220-300将超过3,350海里（6,200公里；3,860英里）[162]。
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.[163] 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.[164]
参考译文：2020年2月，空中客车宣布通过增加A220-100和A220-300的最大无油重量和最大着陆重量，增加了1.8吨（4,000磅）的有效载荷能力，这将在2022年作为一个选项引入。[163]从2021年开始，大卫·尼尔曼的Breeze航空项目将获得配备额外燃油箱的A220-300，可提供4,000海里（7,400公里；4,600英里）的航程，使其能够进行跨大西洋航班或类似奥兰多-库里蒂巴（巴西）的长途航线，比A330的航程更长，并且运营成本降低了70%。[164]
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).[165]
参考译文：在2021年3月，空中客车进一步提高了A220-300的最大起飞重量（MTOW）1吨（2,200磅），达到70.9吨（156,000磅），从2021年年中开始提供，提供了额外的200海里（370公里；230英里）航程，总航程达到3,550海里（6,570公里；4,090英里）。在长途航线上，有效载荷将增加约900公斤（2,000磅）。[165]
1.12.2 公务机 | Business jet (ACJ TwoTwenty)
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.[166] 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.[167] The business jet made its first flight on 14 December 2021, before delivery to Comlux to be outfitted with a VIP cabin in Indianapolis.[168]
参考译文：2020年10月，空中客车宣布推出A220-100的空中客车企业服务（ACJ）版本，命名为ACJ TwoTwenty，航程为5,650海里（10,460公里；6,500英里），机舱面积为73平方米（790平方英尺），可容纳18名乘客。[166] 2021年5月17日，ACJ TwoTwenty的第一个部分——中部机身段已经按计划时间抵达米拉贝尔的A220总装线，并标志着第一架在加拿大组装的空中客车企业飞机的开工。[167]这架商务飞机于2021年12月14日首次飞行，后交付给Comlux在印第安纳波利斯进行VIP客舱装配。[168]
1.11.3 延长型 | 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.[169] The existing wing would be capable of supporting such a stretched version.[170] 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.[122] 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.[171]
参考译文：2015年5月，华尔街日报报道称，一种被初步称为CS500的加长版本正在研究中，以与波音737和A320客机的160至180座位版本竞争。[169]现有的机翼可以支持这种加长版本。[170]在2018年与空中客车的合作之后，这种可能的加长版本被适当地更名为A220-500，这将使空中客车能够扩大其A320系列的换代机型，以更好地与提议中的波音新中型飞机竞争。[122]2019年1月，空中客车暗示可能会开发一种更大的A220变种，这是由于生产的提速和市场对当前生产型号的需求。[171]
Speculation about a stretched variant continued in November 2019, with Air France mentioning an A220-500 during an investor briefing on its modernisation strategy.[172] 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.[173] 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.[174]
参考译文：关于加长版变种的猜测在2019年11月继续进行，法国航空提到A220-500在其现代化战略的投资者简报中。[172] 2022年1月，卢森堡国旗航空公司Luxair表达了对A220-500的兴趣，因为该航空公司希望简化其运营，并避免运营混合的窄体飞机机队，类似于airBaltic，后者也被认为正在期待加长版变种以补充其A220-300机队，而Breeze Airways则瞄准了一种更远航程的变种。[173] 同月，在 Allegiant Air决定放弃A220的决定后，部分原因是围绕A220-500推出的不确定性，空中客车首席商务官Christian Scherer表示，加长版A220变种已计划好，尽管它不是短期决策的议程项目。[174]
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.[175] 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,[176] adding, “but we don’t want to be right too early”.[177] The A220-500 could be launched only once the production is geared up and the programme is profitable.[157] 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.[157] 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.[178]
参考译文：2022年7月，空中客车向普惠和CFM国际征求了一份引擎提案，作为新加长变种以及现有变种的可能第二供应商。[175] 9月，空中客车首席执行官Guillaume Faury在资本市场日向投资者表示，加长变种是增加A220家族在窄体市场份额的必要条件，他补充说：“但我们不想太早就猜对。”[176] A220-500只有在生产准备就绪并且计划盈利时才会推出。[157] 如果在2025年推出，它将在2028-2029年投入使用，而且由于预计波音在2030年前不会推出新的窄体飞机，因此空中客车可以承担A320neo积压订单的风险。[157] 另一个问题是，A220-500使用相同的机翼和升级发动机，将比-300变种的航程更短，而-300变种基本上与A320neo的航程相同，为3,400海里，少于波音737 MAX 8在3,550海里的宣传航程。将航程至少提高到A320neo的水平需要进行大量的修改工作，使开发成本更高，同时降低飞机的竞争力。[178]
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.[179] 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.[180]
参考译文：2023年5月，彭博社报道称，空中客车正在审查拟议的加长版变种，以更直接地与737 MAX 8竞争，并为更多A321飞机的生产腾出空间。[179]随着空中客车考虑对A220机翼设计进行升级并加速设计研究，这一概念现在被空中客车称为A221，并逐渐清晰起来。这些努力旨在满足不断增长的市场需求，并改善飞机的整体性能，使其在A220系列中成为更具特色的机型。[180]
1.12 进一步认证 | Further certification
In December 2018, the EASA approved Category IIIa/IIIb instrument approaches for autolanding the A220 with no decision height but runway visibility minimum requirements.[181]
参考译文：2018年12月，欧洲航空安全局批准了A220自动着陆的IIIa/IIIb类仪表进近，没有决策高度，但跑道能见度最低要求。[181]
In January 2019, A220 powered with PW1500G gained ETOPS 180 approval from Transport Canada, allowing direct routes over water or remote regions.[182][183] The A220 was the first commercial airliner to obtain domestic ETOPS certification from Transport Canada.[184]
参考译文：2019年1月，搭载PW1500G的A220飞机获得了加拿大交通部的ETOPS 180批准，允许在水上或偏远地区直航。[182][183] A220是第一架获得加拿大运输部国内ETOPS认证的商用客机。[184]
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.[185] 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.[186] In November 2022, Airbus was working to certify the 160-seat high-density A220-300.[157]
参考译文：2021年7月，欧洲航空安全局（EASA）正式批准将A220-300的最大座位数增加到149个，前提是需要对超翼出口滑梯进行修改。[185] 2021年9月，空中客车与中国民航局展开了关于A220认证的谈判，以进入中国的大型航空市场，特别是该国西部地区。[186] 2022年11月，空中客车正在努力对160座高密度A220-300进行认证。[157]
2. 设计 | Design
The Airbus A220 family is a five-abreast single-aisle airliner originally developed by Bombardier as the CSeries, targeting the 100- to 150-seat market segment between regional airliners and mainline airliners, and became the only one built specifically for this class.[187] The design goal of the unique aircraft was to improve fuel efficiency, as well as operating costs, passenger comfort and range while reducing noise and emissions.[188] These environmental benefits make the A220 family aircraft suitable for urban operations and noise-sensitive airports.[188]
参考译文：空中客车A220系列是一种由庞巴迪最初开发的单通道、五座并列座位的客机，原名为CSeries，针对100至150座位的市场细分，处于地区航空公司和主力航空公司之间，成为唯一专为这个级别设计的飞机。[187] 这款独特飞机的设计目标是提高燃油效率、降低运营成本、提升乘客舒适度和航程，并减少噪音和排放。[188] 这些环保优势使A220系列飞机适用于城市运营和对噪音敏感的机场。[188]
2.1 驾驶舱 | Cockpit
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,[189] and can be equipped with head-up displays.[190] 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.[30] 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.[191]
参考译文：驾驶舱采用洛克韦尔·柯林斯（Rockwell Collins）Pro Line Fusion航电套件，其中包括五个15.1英寸（380毫米）的显示屏，以及全面的导航、通信、监控、发动机指示和机组警报系统（EICAS）、电子清单、飞机维护系统，还可以配备抬头显示器。[189][190] 其他航电系统和其他子系统包括派克汉尼汾（Parker Hannifin）的飞行控制、燃油和液压系统；利勃海尔航空航天（Liebherr Aerospace）的空气管理系统；以及联合技术公司（United Technologies Corporation）的气象数据系统、襟翼和前缘缝翼操纵系统。[30] 驾驶舱配备了双重飞行管理系统、多扫描天气雷达、全电传飞控系统具备全包络保护和速度稳定功能、Cat IIIa自动着陆系统，以及旁杆控制器。驾驶舱布局对于-100和-300变种是相同的，使飞行员可以使用相同的型号证书驾驶任何一种变种。[191]
2.2 客舱 | Cabin
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.[156] Two flex zones allow modular cabin elements such as stowage areas and partitions to be customised.[192][193] 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.[156] The onboard environment, entertainment offerings and mood lighting are controlled via an integrated cabin management system.[192][193] 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.[190] 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.[194] 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.[194]
参考译文：五个座位并列的机舱横截面配备了宽度为18.5英寸（47.0厘米）的经济舱座位、宽度为19英寸（48.3厘米）的中间座位，以及宽度为20英寸（50.8厘米）的通道，以便进行快速转机（20分钟）。旋转式顶部行李箱为每位乘客提供了70升（2.5立方英尺）的存储空间，以容纳每位乘客一个随身携带物品。厕所对于行动不便的乘客提供了更好的无障碍性。[156] 两个灵活区域允许模块化机舱元素，如存储区域和隔板进行定制。[192][193] 机舱通过每个座位排的11英寸×16英寸（27.9厘米×40.6厘米）的窗户自然照明，并通过可自定义颜色的LED灯进行人工照明。飞机配备了顶部视频显示器、无线内容分发和Ku波段连接，还可以配备机上娱乐设施。[156] 机上环境、娱乐选择和氛围照明通过一个集成的机舱管理系统进行控制。[192][193] 它比同类机型的其他飞机拥有更高的天花板（高4英寸/10.2厘米），行李箱容量增加20%[模糊]。座位比空客A320宽2.5厘米（0.98英寸），比波音737宽5.0厘米（1.97英寸）。[190] 新的A220 Airspace XL行李箱将从2025年开始提供并可进行改装，为A220-300提供多达19个额外的乘客行李袋，并通过四框架设计容纳更长、更重的货物，从而减少维护工作量和机组关闭行李箱门的努力，从而实现总体上更短的转机时间，机舱结构也轻了约300磅（136公斤）。[194]
2.3 机体结构 | Airframe
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.[190] 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.[192][193] The overall airframe consists of 70% advanced lightweight materials, comprising 46% composite materials and 24% aluminium–lithium.[156] The aircraft features a low drag nose and tailcone design, minimum fuselage wetted area and optimised wing aerodynamics.[156]
参考译文：A220系列的两个变种之间的共性超过99%。为了支持更大的载荷，A220-300的机翼和机翼中心箱进行了结构加固，中心机身也进行了加长，比-100变种多出3.4米（11英尺），主起落架也进行了加固。[190] 机身大量使用铝锂合金，机翼、尾翼、后机身部分和发动机进气道采用碳复合材料，减轻了重量，增加了耐腐蚀性，从而提高了可维护性。[192][193] 整体机身使用了70%的先进轻质材料，包括46%的复合材料和24%的铝锂合金。[156] 飞机采用低阻力的机头和尾锥设计，最小化机身湿面积，并优化了机翼气动性能。[156]
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.[190]
参考译文：前起落架为两种改型通用，而-300主起落架稍微加强。-100有三对盘式制动器，-300有一对。[190]
2.4 发动机 | Engine
The A220 is powered by two Pratt & Whitney PW1500G underwing turbofans.[156] Its geared turbofan (GTF) architecture and advanced engine core improves efficiency and reduces the stage and parts count.[195] 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.[195] It was certified in February 2013, the first variant in the PW1000G range.[195] At that time, the PW1500G was the turbofan engine with the highest bypass ratio (BPR) of 12:1,[195] only slightly lower than the 12.5:1 BPR of the later released PW1100G powering the A320neo family.[196] Each engine can produce 84.5 to 104 kN (19,000 to 23,300 lbf) of thrust flat rated at ISA +15°C.[195] The PW1500G was designed to reach 12% better fuel economy than previous generation engines.[197]
参考译文：A220由两个普惠PW1500G翼下涡轮风扇提供动力。[156]它的齿轮传动涡扇(GTF)结构和先进的发动机核心提高了效率，减少了阶段和零件数量。[195]PW1500G在第四章噪声限制下有20 dB的余量，高效组件和先进的燃烧器技术减少了二氧化碳和氮氧化物的排放。[195]它在2013年2月被认证，是PW1000G系列的第一种改型。[195]当时，PW1500G是涵道比(BPR)最高的涡扇发动机，为12:1[195]，仅略低于后来发布的为A320neo家族提供动力的PW1100G的12.5:1 BPR[196]。每台发动机在ISA +15°c时额定推力为84.5至104千牛顿(19,000至23,300磅)。[195]PW1500G被设计为比上一代发动机的燃油经济性提高12%。[197]
2.5 能效 | Efficiency
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,[192][193] 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.[156] 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.[190]
参考译文：空客表示，结构技术、空气动力学设计、超高涵道比GTF发动机以及先进的飞行控制和系统相结合，可以降低每个座位的燃油消耗、CO2和NOx排放量，[192][193]同时降低维护成本和每个座位的运营成本，并减少噪音污染，噪音边际超过4章节的标准18 EPNdB。[156] 总体燃油效率的三分之二归功于GTF发动机，三分之一归功于轻量化结构、先进的空气动力学和系统。[190]
3. 运营史 | Operational history
After successfully entering commercial service as the CSeries for two years in 2016, performing above its original specifications and receiving positive feedback from customers in Europe and East Asia, the only narrow-body airliner purpose-built for the 100-150 market seats[187] has expanded its operations to North America, Africa and Middle East as the A220 following the Airbus partnership.
参考译文：在成功进入商业服务两年后，即2016年，以CSeries的名义投入使用，表现优于原始规格，并收到欧洲和东亚客户的积极反馈后，作为专为100-150个座位市场设计的唯一窄体客机，A220在与空客合作后已将其运营扩展到北美、非洲和中东地区。
3.1 历年情况
辽观注：此标题是我们在搬运、整合过程中添加的。
3.1.1 2018
On 20 July 2018, the first aircraft with Airbus branding, an A220-300, was delivered to the type launch operator airBaltic,[198] and in the same month, the airline launch customer of the type, Korean Air, received also its first rebranded A220-300.[199] On 26 October, the first American operator Delta Air Lines received its first A220, an A220-100, of its order for 75, which was previously disputed by Boeing.[200] 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.[201] On 21 December 2018, Air Tanzania received its first A220, an A220-300, to be based in Dar es Salaam. The flag carrier 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.[202]
参考译文：2018年7月20日，首架空客品牌机型A220-300交付给首个运营商airBaltic，[198] 同月，该机型的首个航空公司首批客户韩国大韩航空也收到了其首架重新品牌化的A220-300。[199] 10月26日，美国航空公司达美航空收到了其75架A220订单中的第一架A220-100，此前该订单曾引发波音的争议。[200] 达美航空将A220-100配置为109个座位，包括12个头等舱、15个Delta Comfort+舱和82个主舱座位，2019年2月7日，该航空公司进行了首次A220-100航班，从纽约拉瓜迪亚机场飞往达拉斯-沃思堡机场。[201] 2018年12月21日，坦桑尼亚航空公司收到了其首架A220-300，将驻扎在达累斯萨拉姆。作为首个非洲运营商和全球第五个运营A220系列飞机的航空公司，该航空公司此前已在欧洲、亚洲和美洲飞行。[202]
3.1.2 2019
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.[190] 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.[203] 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.[204] Its final A220-300 was delivered on 5 October 2020.[205] 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.[206] That year, airBaltic became the first airline capable of providing a full scope of maintenance for the A220-300.[207] On 20 December 2019, Air Canada received its first A220-300 of its order for 45.[208] Air Canada began A220 flights on 16 January 2020 between Calgary and Montreal.[209] Air Canada expected A220-300s to be 15% cheaper to operate per seat than the Embraer 190s they will replace.[210]
参考译文：截至2019年4月，全球A220机队共有60架飞机，完成了超过9万次航班、12万小时的飞行时间，在超过170条航线上飞往130个目的地，运送了700万名乘客：大多数航班每天运行时间长达18小时，进行了13个航段。[190] 到了7月份，首个运营商瑞士航空成功完成了其A220机队的C检修，由SAMCO Aircraft Maintenance在其位于马斯特里赫特机场的MRO设施进行维修。[203] 2019年9月6日，埃及航空收到了其12架A220订单中的首架A220-300，配备了140个座位：15个高级座位和125个经济舱座位。[204] 其最后一架A220-300于2020年10月5日交付。[205] 2019年11月29日，第100架A220-300交付给首个运营商airBaltic。当时，该航空公司进行了A220飞机历时最长的飞行——从里加飞往阿布扎比的6.5小时航班。[206] 那一年，airBaltic成为首家能够提供A220-300全面维护的航空公司。[207] 2019年12月20日，加拿大航空公司收到了其45架A220-300订单的首架飞机。[208] 加拿大航空于2020年1月16日开始在卡尔加里和蒙特利尔之间进行A220航班。[209] 加拿大航空预计A220-300的每个座位运营成本将比其将要替换的巴西航空工业190型飞机便宜15%。[210]
3.1.3 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.[211] Between May and December 2020, airBaltic operated all its flights with its A220-300s to minimize complexity.[212] 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.[213] On 31 December, JetBlue Airways took delivery of its first A220-300 from a total order of 70 aircraft.[214] The second US operator of A220 family aircraft began its revenue flight from Boston Logan International Airport to Tampa International Airport and expected around 30% lower direct operating cost per seat than its E190 fleet to be replaced, which came from both fuel and non-fuel savings. JetBlue configured its A220-300 with 140 seats and an expanded width of 18.6 inches, including ViaSat-2 connectivity.[215]|
参考译文：在COVID-19大流行期间，许多航线的航班数量较2019年同期减少了80%以上。A220的特点使其受到航空公司的青睐，因为他们更喜欢具有类似航程和经济性能的较小飞机，以保持足够高的座位利用率。例如，达美航空停飞了他们的62架A320，但继续销售31架A220-100的航班，而瑞士航空只运营30%的A320，但保持了对29架A220的45%航班运营。[211] 从2020年5月至12月，airBaltic全部使用A220-300进行航班，以降低复杂性。[212] 截至11月，全球A220机队共有135架飞机，完成了超过29.5万次航班、44万小时的飞行时间，在超过400条航线上飞往225个目的地，每天的飞行利用率高达18小时，进行了13个航段。[213] 12月31日，捷蓝航空收到了其70架A220-300订单中的首架飞机。[214] 这家美国的第二家A220系列飞机运营商开始了从波士顿洛根国际机场飞往坦帕国际机场的航班，预计每个座位的直接运营成本将比其将要替换的E190机队低约30%，这来自于燃油和非燃油的节省。捷蓝航空将其A220-300配置为140个座位，扩大了座椅的宽度至18.6英寸，并配备了ViaSat-2联网服务。[215]
3.1.4 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.[207] 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.[216] On 26 May 2021, Swiss took delivery of its thirtieth and last A220 at Zurich Airport.[217] 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.[218] 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.[219]
参考译文：截至2021年1月，airBaltic的A220机队已完成近6万次航班，累计飞行时间达到14.1万小时，运送了超过560万名乘客，并对其机队的前七架飞机进行了C检修。[207] 2021年4月22日，Air Manas收到了其首架A220-300飞机，计划在吉尔吉斯斯坦比什凯克驻扎三架飞机，成为独联体国家中首家引入A220的运营商。[216] 2021年5月26日，瑞士航空在苏黎世机场交付了其第30架，也是最后一架A220。[217] 2021年7月27日，留尼汪岛的航空公司Air Austral成为首家引入A220的法国运营商，收到其首架A220-300，计划用于替代ATR 72-500和波音737-800飞机，并运营飞往毛里求斯、马约特、塞舌尔、南非、马达加斯加和印度的航线。[218] 2021年9月29日，法国航空成为欧洲最大的A220客户，收到其首架A220-300飞机，该订单共计60架飞机，将用于该航空公司的中程网络，客舱配置为单一舱位，可容纳148名乘客。[219]
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.[220] On 17 December 2021, Breeze Airways, took delivery of its first A220-300, which was ferried from Airbus Mobile to Tampa International Airport.[221] 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.[222]
参考译文：从2020年8月到2021年7月，A220的平均准点率（OTP）达到99%，其中韩亚航空以99.63%的准点率领跑，使该航空公司在2021年10月4日的国际航空运输协会年度大会上荣获“空中客车A220最佳运营卓越奖”[220]。2021年12月17日，Breeze航空公司收到了其首架A220-300飞机，该飞机从空中客车移动到坦帕国际机场[221]。2021年12月29日，塞内加尔共和国国家航空公司塞内加尔航空公司成为非洲的第四家A220运营商，收到了其首架A220-300飞机，该飞机从蒙特利尔经巴黎交付到塞内加尔航空公司在达喀尔的基地[222]。
3.1.5 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.[223] 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.[224] 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.[224][225] 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.[226] On 12 July, approximately six years after the type entered service, Airbus delivered the 220th A220 to JetBlue Airways, the type’s largest customer at the time, where the global A220 fleet had carried 60 million passengers on over 700 routes ranging from 30-minute to seven-hour flights to 300 destinations.[227] 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.[228] On 16 October, ITA Airways entered its A220-300 into service on a flight from Rome to Genoa.[229]
参考译文：截至2022年1月，全球A220机队共有193架飞机，完成了超过44万次航班，超过67.5万小时的飞行时间，覆盖了550多条航线，飞往275个目的地，运营可靠性达到99.0%。[223] 1月7日，伊拉克国家航空公司伊拉克航空收到了其首架A220-300飞机，共计五架飞机从米拉贝尔交付。[224] 十个月后的2022年11月8日，该航空公司开始商业运营该型号飞机，成为继埃及航空之后在中东北非地区第二家运营A220的航空公司。[224][225] 5月6日，留尼汪岛航空公司Air Austral恢复了该公司在COVID-19大流行期间中止的留尼汪岛至金奈航线，并成为世界上最长的A220航线，航程为2870海里，之前这一纪录由airBaltic的里加至迪拜航线保持，航程为2684海里。[226] 7月12日，A220进入服务约六年后，空中客车将第220架A220交付给当时是A220最大客户的捷蓝航空，全球A220机队已在超过700条航线上运送了6000万名乘客，航程从30分钟到7小时，飞往300个目的地。[227] 10月，原本计划交付给俄罗斯航空公司Azimuth的一批A220-300飞机改为交付给意大利新旗航空公司ITA Airways，由租赁公司负责交付。[228] 10月16日，ITA Airways将其首架A220-300飞机投入使用，从罗马飞往热那亚。[229]
3.1.6 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.[230][231][232] 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.[232] 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.[233] In July, five years after the A220 joined the Airbus aircraft family, the fleet of more than 260 A220s had flown over a billion kilometers on more than 1,100 routes ranging from 30 minutes to 8 hours, carrying more than 90 million passengers to over 375 destinations across the globe.[155] On 21 July, Cyprus Airways welcomed its first two A220-300s at Skylink Services Ltd’s terminal, chaired by the President of the Republic of Cyprus.[234] The islands’ flag carrier leased its new fleet member from ALC,[235] nicknamed them ‘Cyprus Airways Greenliner’ as the A220 is to reduce the company’s emissions by around 40%,[236] and put it into service on 9 August with a flight from Larnaca to Athens.[237] By September the global A220 fleet of 283 aircraft had completed more than 900,000 flights over 1,500,000 block hours on more than 1,350 routes to 400 destinations with 98.9% operational reliability.[156]
参考译文：在2023年初，由于疫情后航空供应链问题以及GTF发动机问题，伊拉克航空、airBaltic、坦桑尼亚航空和瑞士航空等多家运营商不得不停飞部分A220飞机。根据坦桑尼亚航空的说法，PW1524G-3发动机需要在1000次起降之前进行维护，而原本计划在5260次起降后进行维护。[230][231][232] 6月16日，保加利亚国家航空公司保加利亚航空收到了首架A220飞机，共租赁了5架A220-300和2架A220-100飞机。该航空公司将在欧洲地区的区域和国际航线上运营这些飞机。[233] 在A220加入空中客车机队五年后的7月，全球超过260架A220飞机已在超过1100条航线上飞行了超过10亿公里，航程从30分钟到8小时，运送了超过9000万名乘客，飞往全球375个目的地。[155] 7月21日，塞浦路斯航空公司在Skylink Services Ltd的航站楼欢迎了其首批两架A220-300飞机，由塞浦路斯共和国总统主持。该国航空公司从ALC租赁了这批新飞机，将其命名为“塞浦路斯航空绿色班机”，因为A220飞机可以使该公司的排放量减少约40%，并于8月9日开始飞往雅典的航班。[234][235][236][237] 到9月，全球283架A220飞机已完成超过90万次航班，超过150万小时的飞行时间，覆盖了超过1350条航线，飞往400个目的地，运营可靠性达到98.9%。[156]
3.1.7 2024
By January 2024 the global A220 fleet of 314 aircraft had completed more than 1,000,000 flights over 1,700,000 block hours on more than 1,350 routes to 400 destinations with 98.9% operational reliability.[194] In February 2024, EgyptAir sold its relatively young fleet of 12 A220s to leasing company Azzora. Serviceability rates on the PW1500G engines were believed to be a factor in the decision.[251] By July 2024 the global A220 fleet of 342 aircraft had completed more than 1,220,000 flights over 2,120,000 block hours on more than 1,400 routes to 440 destinations with 99.0% operational reliability.[252] On 29 July 2024, the flag carrier Croatia Airlines took delivery of its first A220-300, part of a single type fleet renewal and the largest project in the airline’s 35-year history.[253] The first revenue flight took place on 6 August 2024 domestically from Zagreb to Split,[254] and a day later internationally from Zagreb to Frankfurt, Germany, on the same route on which the airline operated its first international flight in 1992.[255]
【参考译文】到2024年1月，全球A220机队共计314架飞机已经完成了超过100万次航班，累计飞行超过170万小时的运行时间，服务于超过1350条航线，飞往400个目的地，运营可靠性高达98.9%。[194] 2024年2月，埃及航空出售了其相对年轻的12架A220飞机机队给租赁公司Azzora。PW1500G发动机的服务率被认为是在此决策中的一个因素。[251] 到2024年7月，全球A220机队增至342架飞机，已经完成了超过122万次航班，累计飞行超过212万小时的运行时间，服务于超过1400条航线，飞往440个目的地，运营可靠性达到了99.0%。[252] 2024年7月29日，克罗地亚国家航空公司接收了其首架A220-300飞机，这是航空公司35年历史中最大的单一机型更新项目。[253] 首次商业飞行于2024年8月6日在克罗地亚国内从萨格勒布至斯普利特进行，[254] 并在一天后从萨格勒布至德国法兰克福进行国际首航，这条航线正是航空公司于1992年首次运营国际航班的同一航线。[255]
3.2 脱碳 | Decarbonisation
The A220 family plays a key role in Airbus’ commitment to its decarbonisation targets. The fuel-efficient aircraft can already fly with a blend of up to 50% Sustainable Aviation Fuel (SAF) and, like all other Airbus commercial aircraft, will be certified for 100% SAF capability by 2030.[155]
参考译文：A220系列飞机在空客实现脱碳目标的过程中发挥着关键作用。这种节油型飞机已经可以使用高达50%的可持续航空燃料(SAF)飞行，并且像所有其他空客商用飞机一样，到2030年将获得100% SAF能力的认证。[155]
3.3 可靠性 | Reliability
辽观注：此标题是我们在搬运、整合过程中添加的。
3.3.1 调度可靠性 | Dispatch reliability
The clean sheet airliner was targeted to have a 99.0% dispatch reliability at entry into service.[238] In August 2016, Swiss reported “much higher” reliability than other all-new airliners, citing Airbus’s A320, A380 and Boeing’s 787.[74] 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.[239] Dispatch reliability rates of 99.0% were met in April 2017.[240] A year after introduction, in July 2017, launch operators had fewer issues than expected for an all-new aircraft program.[81] 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%.[81] The dispatch reliability improved further to 99.85% in October 2017.[82]
参考译文：这款全新的客机在投入服务时目标是达到99.0%的调度可靠性。2016年8月，瑞士航空报告称，与其他全新客机相比，A220的可靠性要高得多，引用了空客的A320、A380以及波音的787。[74] 在与瑞士航空一起运营了四个月后，根据仅有的三架飞机和1500小时的飞行时间，这个目标似乎已经实现；集成航电系统和发动机启动延迟是主要的问题。[239] 2017年4月，调度可靠性达到了99.0%。[240] 2017年7月，即推出一年后，首批运营商在全新飞机计划中遇到的问题比预期要少。[81] 当时，airBaltic的调度可靠性已经达到99.3-99.4%，与已经成熟的Q400相当，但低于相对普遍的波音737 Classic的99.8%。[81] 到2017年10月，调度可靠性进一步提高至99.85%。[82]
3.3.2 发动机可靠性 | Engine reliability
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.[81] 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.[81]
参考译文：由于PW1500G对涡轮转子组件产生的应变比A320neo的PW1100G小，因此它不会受到启动和轴承问题的影响，但仍然会受到燃烧室过早退化的影响。[81]更新后的燃烧室内胆的工作时间限制为6000 – 8000小时，2018年的第三代燃烧室内胆在良好环境下的工作时间将提高到20000小时。[81]
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.[241]
参考译文：在2019年三次飞行发动机故障后，加拿大交通部发布了紧急适航指令(EAD)，将功率限制在29,000英尺(8,800米)以上N1(低压阀轴转速)的94%，在此高度爬升时断开自动油门，然后再次启动巡航。[241]
3.4 维护 | Maintenance
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.[81] The C check is scheduled after 8,500 hours – translating to about 3.5 years of operation.[81] 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.[81]
参考译文：A检安排在850个飞行小时后:检查最初需要5个小时，后来减少到不到3个小时，在8小时的班次内。[81]C级检查是在8500小时后进行的，也就是大约3.5年的运行时间。[81]根据产品发布以来的经验，到2019年底，A检查间隔可能增加到1,000小时，C检查间隔可能增加到10,000小时。[81]
4. 子型号 | Variants
There are two main variants of the A220 family: the 35 m (115 ft) long A220-100 including the ACJ TwoTwenty corporate jet version, and the 3.7 m (12 ft) longer A220-300. Their commonality over 99% allows a common spare part inventory, reducing investment and maintenance costs.[190]
参考译文：A220家族有两种主要型号:35米(115英尺)长的A220-100(包括ACJ two20公务机版本)和3.7米(12英尺)长的A220-300。它们的通用性超过99%，允许通用库存备件，减少投资和维护成本。[190]
4.1 A220-100
The A220-100 is the shortest variant of the A220 family at 35 m (115 ft) in length that can fly between 100 and 130 passengers over a distance of 3,450 nmi (6,390 km; 3,970 mi).[192] The former CS100 made its maiden flight on 16 September 2013 and was first delivered to the launch operator Swiss Global Air Lines on 29 June 2016. The type entered service on 15 July 2016 with a revenue flight between Zurich and Paris. The A220-100 is certified for steep approaches by Transport Canada and EASA, making it one of the largest aircraft that can land at London City Airport. The model marketing designation is the BD-500-1A10 for aircraft from serial number 50011.[242]
参考译文：A220-100是A220家族中长度最短的机型，全长35米（115英尺），可在3450海里（6390公里；3970英里）的距离上运送100至130名乘客。[192] 前身为CS100的飞机于2013年9月16日进行了首次飞行，并于2016年6月29日首次交付给首个运营商瑞士全球航空。该机型于2016年7月15日开始商业运营，在苏黎世和巴黎之间进行了一次营收航班。A220-100获得了加拿大交通运输部和欧洲航空安全局的陡峭进场认证，使其成为可以降落在伦敦城市机场的最大型飞机之一。该机型的市场推广型号是BD-500-1A10，适用于序列号为50011以上的飞机。[242]
The A220-100, the smallest jetliner within the Airbus’ product line,[192] competes with largest members of the Embraer E-Jet E2 family, the E195-E2 and the smaller E190-E2, replacing previous generation small airliners: E-Jet, Boeing 717 as well as ageing models: McDonnell Douglas DC-9/MD-87, Fokker 100, and BAe-146. As of August 2023, there are 56 A220-100s in revenue service with three operators, where Delta is the largest operator with 45 aircraft in its fleet.[3]
参考译文：A220-100是空客产品线中最小的喷气式客机，与巴西航空工业公司E-Jet E2家族的最大型号E195-E2和较小的E190-E2竞争，替代了上一代小型客机：E-Jet、波音717以及老旧机型：麦道DC-9/MD-87、福克100和BAe-146。截至2023年8月，有56架A220-100飞机在三家运营商的营收服务中，其中德尔塔航空是最大的运营商，拥有45架飞机。[3]
4.2 A220-300
The A220-300 is the largest variant with a 38.71 m (127 ft) long fuselage or 3.7 m (12 ft) longer than A220-100 and can carry between 120 and 160 passengers over a distance of 3,600 nmi (6,700 km; 4,100 mi).[193] The former CS300 had its maiden flight on 27 February 2015, and the first delivery to airBaltic, the type launch operator, in November 2016. The type entered service on 14 December with a revenue flight from Riga to Amsterdam in a 145 seat two-class configuration. In several performance improvements, the MTOW and thus the permissible tank content were increased, where Delta Airlines received the first improved aircraft on 18 June 2019.[243] Airbus offered a further 1 t (2,200 lb) increase to the MTOW of the A220-300, to 70.9 t (156,000 lb) in March 2021, 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).The model marketing designation is the BD-500-1A11 for aircraft from serial number 55003.[242]
参考译文：A220-300是A220家族中最大的机型，机身长度为38.71米（127英尺），比A220-100多3.7米（12英尺），可在3600海里（6700公里；4100英里）的距离上运送120至160名乘客。[193] 前身为CS300的飞机于2015年2月27日进行了首次飞行，并于2016年11月首次交付给首个运营商airBaltic。该机型于2016年12月14日开始商业运营，在里加和阿姆斯特丹之间进行了一次145座位双舱配置的营收航班。在多项性能改进中，最大起飞重量（MTOW）和可允许的燃油容量得到提高，德尔塔航空于2019年6月18日收到了首架改进型飞机。[243] 空客于2021年3月将A220-300的MTOW进一步增加了1吨（2200磅），达到70.9吨（156,000磅），为飞机提供了额外的200海里（370公里；230英里）航程，总航程达到3550海里（6570公里；4090英里）。在长航线上，货物负载将增加约900公斤（2000磅）。该机型的市场推广型号是BD-500-1A11，适用于序列号为55003以上的飞机。[242]
The A220-300 complements the A319neo in the Airbus fleet and competes with the yet-to-be-certified Boeing 737 MAX-7, replacing previous generation airliners, smaller variants of the 737 Next Gen/737 Classic and McDonnell Douglas MD-90/MD-80 series .The A220-300 is 6 t (13,000 lb) lighter than the A319neo and nearly 8 t (18,000 lb) lighter than the 737 MAX 7, giving it better operating costs of up to 12%. Due to this fact, there are suspicions that the A220-300 could cannibalise sales of the A319neo.[244] As of August 2023, there are 227 A220-300s in commercial service with 18 operators, where airBaltic is the largest operator with 43 aircraft in its fleet.[3]
参考译文：A220-300在空客机队中与A319neo相互补充，并与尚未获得认证的波音737 MAX-7竞争，取代了上一代客机、737 Next Gen/737 Classic的较小型号和麦道MD-90/MD-80系列。A220-300比A319neo轻6吨（13,000磅），比737 MAX 7轻近8吨（18,000磅），使其运营成本提高了多达12%。由于这个原因，有人怀疑A220-300可能会蚕食A319neo的销量。截至2023年8月，有18家运营商共有227架A220-300在商业服务中，其中airBaltic是最大的运营商，拥有43架飞机。[3]
4.3 公务机 | ACJ TwoTwenty
See also: Airbus Corporate Jets § ACJ TwoTwenty
参见：“空中客车公务机”词条的“ACJ TwoTwenty”章节
Since 2020, the Airbus A220 has also been available as a business jet (bizjet) under the name ACJ TwoTwenty. which is a variant of the A220-100 with a range of 5,650 nmi (10,460 km) and customisable cabin space of 73 m2 (790 sq ft) for 18 passengers. To increase its range the type is offered with up to five removable auxiliary centre tanks (ACT).[245] The bizjet made its first flight on 14 December 2021, and was to be outfitted with a VIP cabin in Indianapolis, before its first delivery to Comlux expected in 2023.[246]
参考译文：自2020年起，空客A220还以ACJ TwoTwenty的名称提供商务喷气机（bizjet）版本。ACJ TwoTwenty是A220-100的一种变体，具有5650海里（10460公里）的航程和18个乘客的73平方米（790平方英尺）可定制机舱空间。为了增加其航程，该型号可提供最多五个可拆卸的辅助中心油箱（ACT）。[245] 这款商务喷气机于2021年12月14日进行了首次飞行，并计划在印第安纳波利斯进行豪华客舱配置，预计于2023年首次交付给Comlux。[246]
5. 运营商 | Operators
Main article: List of Airbus A220 operators
主条目：空中客车A220运营商列表
As of August 2023, there are 283 A220 family aircraft in commercial service with 18, including 1 undisclosed operators. The five largest A220 operators are Delta Air Lines (63), airBaltic (43), Air Canada (33), Swiss International Air Lines (30) and Air France (28).[3][247]
参考译文：截至2023年8月，共有283架A220系列飞机投入商业服务，其中包括18家未披露的运营商。五家最大的A220运营商是达美航空公司(63架)、波罗的海航空公司(43架)、加拿大航空公司(33架)、瑞士国际航空公司(30架)和法国航空公司(28架)。[3][247]
5.1 订单和交付 | Orders and deliveries
Main article: List of Airbus A220 orders and deliveries
主条目：空中客车A220订单和交付列表
The A220 family has 806 firm orders from 30 customers, of which Delta Air Lines is the largest. A total of 283 aircraft have been delivered as of August 2023.[3]
参考译文：A220家族有来自30家客户的806架确定订单，其中达美航空是最大的。截至2023年8月，总共交付了283架飞机。[3]
6. 意外和事件 | Accidents and incidents
6.1 意外：零记录 | Accidents (zero data)
As of September 2023, the A220 family has zero accidents.[248][249]
参考译文：截至2023年9月，A220家族零事故。[248][249]
Main article: Pratt & Whitney PW1000G § PW1500G failures
主条目：普惠PW1000G§PW1500G故障
After three inflight shutdowns in July, September, and October 2019, Swiss International Air Lines temporarily withdrew its fleet for inspection.[250][251] 参考译文：在2019年7月、9月和10月三次航班停飞后，瑞士国际航空公司暂时撤回了其机队进行检查。[250][251]
2019年10月15日，瑞士航空宣布将旗下所有的A220共29架停飞以接受引擎安全检查[19]。该公司在当年7月25日即发生过一起引擎涡扇碎片脱落、引擎空中停机[20]的事件，当时涉事A220正在执飞日内瓦-伦敦航线，引擎碎片掉落在巴黎上空、飞机备降巴黎戴高乐机场[21]。10月15日当天，有一架航班号LX359、伦敦飞往日内瓦的A220也因为引擎空中停机紧急备降巴黎，瑞士航空随即决定立刻停飞旗下A220全系，当时尚有3架正在执飞的航班，分别在完成当次飞行后退出服务[22]。瑞航宣布将全面检查A220系飞机引擎（普惠PW1000G），部分原定执飞班次可能会被取消。空客表示会全力帮助瑞航减少损失和协助调查[23]。FAA协助了瑞航调查，瑞航宣布在17日开始逐渐恢复A220执飞[24]。所有的涉事飞机均为A220-300型号。
7. 技术特征 | Specifictions
客机现时有两个主要型号：A220-100及A220-300。
由于加长版A220将会进一步打击A319neo的销售，外界原认为空中客车不会开发A220-500。在股权转让前，空中客车也把她认定为A320系列的主要对手，以降价方式多次抢走庞巴迪的订单。2022年9月，空中客车CEO吉拉姆・费瑞（Guillaume Faury）向投资者称空中客车会在合适时机研发更大的A220。[25]新客机的航程也会增加，让航空公司可以开通更多跨大西洋航线。[26]
A. 参见 | See also
Aviation portal 航空专题 Canada portal 加拿大专题
- 空中客车产品线
- 类似机型 Aircraft of comparable role, configuration, and era
- 相关开发项目 Related development
- Bombardier CRJ700/900/1000
- Comac C919 (agreement between Comac and Bombardier for program commonalities)[259]
- Irkut MC-21 (agreement between Irkut and Bombardier for joint customer support)[260]
- 相关列表 Related lists
B. 参考文献 Reference
B.1 英文词条
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- · What will happen to Bombardier jobs after the Airbus deal?. 2017-10-17 [2017-11-16]. （原始内容存档于2018-09-22） （英语）. … given that they didn’t even have a product to compete with the CSeries.
- · The Little Plane War. Wendover Productions. 2017-11-07 [2017-11-16]. （原始内容存档于2018-09-22） （英语）.
- · Entente Bombardier-Airbus: «Une bouée de sauvetage», dit un spécialiste. 蒙特利尔日报. 2017-10-16 [2017-11-17]. （原始内容存档于2018-09-22） （法语）.
- · Bombardier Sells 10 CSeries Jetliners to Sweden’s Braathens Aviation. 2011-06-01 [2012-03-24]. （原始内容存档于2012-03-24） （英语）.
- · Major Network Carrier Places Firm Order for 10 CSeries Aircraft; Will Take First CS100 Aircraft Delivery. 2011-06-20 [2012-03-24]. （原始内容存档于2012-03-24） （英语）.
- · airBaltic turpmākam attīstības izrāvienam pasūta līdz pat 60 CS300 lidmašīnām. 波罗的海航空. 2018-05-28 [2018-08-12]. （原始内容存档于2018-09-22） （拉脱维亚语）.
- · Bombardier BD-500 CSeries Operators. planespotters.net. [2016-12-14]. （原始内容存档于2018-09-22） （英语）.
- · swissinfo.ch, S. W. I. Swiss grounds A220 fleet for engine checks. SWI swissinfo.ch. [2019-10-15]. （原始内容存档于2020-06-20） （英语）.
- · Incident: Swiss BCS3 near Paris on Jul 25th 2019, engine shut down in flight. avherald.com. [2019-10-16]. （原始内容存档于2021-03-24）.
- · Bloomberg – Are you a robot?. www.bloomberg.com. [2019-10-15].
- · Flightradar24. Swiss is grounding its A220 fleet for inspections, saying ‘ongoing technical inspections of several aircraft will restrict our flight operations’. Media reports indicate the grounding is due to another incident — LX359 diverted to Paris earlier today. https://www.flightradar24.com/data/flights/lx359#227ad6ee …pic.twitter.com/aB1TApbwIF. @flightradar24. 2019-10-15 [2019-10-15]. （原始内容存档于2019-10-15） （英语）. 外部链接存在于|title= (帮助)
- · Airline Swiss grounds A220 fleet for engine checks: newspaper. Reuters. 2019-10-15 [2019-10-15]. （原始内容存档于2020-09-17） （英语）.
- · Kaminski-Morrow, David. Swiss gradually starts returning A220s to flight status. Flightglobal.com. 2019-10-15 [2019-10-16]. （原始内容存档于2019-10-22） （英国英语）.
- · LUKAS SOUZA. Airbus CEO: Larger A220 Will Make Sense At The Right Time. Simple Flying. SEP 23, 2022 [2022-10-04]. （原始内容存档于2022-10-08）.
- · David Kaminski-Morrow. A220-500 would turn twinjet into ‘powerful’ product range: Airbus chief. Flight Global. 23 September 2022 [2022-10-04]. （原始内容存档于2022-09-29）.
- · Mary Kirby. Bombardier divulges further details about new CSeries specs. Flightglobal. 2009-03-16 [2014-01-21]. （原始内容存档于2018-09-22） （英语）.
C. 外部链接 External Links
Wikimedia Commons has media related to: Airbus A220 (category)
维基共享资源的媒体涉及:空客A220(类别)
- · Official website 官方网站
- · “CSeries production list and orders”. ABCDlist. Archived from the original on 27 January 2022. Retrieved 13 June 2020.
- · “CS100 Airport planning publication” (PDF). Bombardier. 7 June 2018.
- · “CS300 Airport planning publication” (PDF). Bombardier. 7 June 2018.
- · Ross Marowits (20 February 2015). “Larger Bombardier CSeries set for first flight next week in Mirabel”. Toronto Star. The Canadian Press.
- · Bjorn Fehrm (9 November 2016). “Flying the CSeries”. Leeham News.
- · Mike Gerzanics (11 November 2016). “Flight Test: We put Bombardier’s CSeries through its paces”. Flight Global.
- · Fred George (3 February 2017). “Pilot Report: Bombardier’s C Series Sets New Standard”. Aviation Week & Space Technology.
- · Oleksandr Laneckij (17 October 2017). “New Aircraft As A Basis For Efficiency – Interview With CEO Of airBaltic”. Center for transport strategies.
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