{"id":262233,"date":"2025-05-29T07:32:20","date_gmt":"2025-05-29T07:32:20","guid":{"rendered":"https:\/\/peraltafinancing.com\/airbus\/does-an-a220-500-need-a-new-wing-and-engines-part-3\/"},"modified":"2025-05-29T07:32:20","modified_gmt":"2025-05-29T07:32:20","slug":"does-an-a220-500-need-a-new-wing-and-engines-part-3","status":"publish","type":"post","link":"https:\/\/fivemor.com\/?p=262233","title":{"rendered":"Does an A220-500 need a new wing and engines? Part 3."},"content":{"rendered":"


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Subscription required<\/p>\n

By Bjorn Fehrm<\/strong><\/p>\n

May 29, 2025, \u00a9 Leeham News:<\/strong> We are writing an article series about stretching the A220 to a capacity in the A320neo range. The idea is to replace the A320neo over time to make room in the A320\/321 production lines for more A3211s and extend the A220 family with a larger variant.<\/p>\n

We analyzed what we need to change to bring the capacity to the level of the A320neo. We could achieve this with a fuselage stretch, but then the Maximum TakeOff Weight (MTOW) would need to increase to keep the A220 range. The wing and engines would then have problems, the takeoff run would get longer, and the climb to an efficient initial cruise altitude would be affected.<\/p>\n

We now examine the potential fixes for these problems.<\/p>\n

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Figure 1. A rendering of an A220-500. Source: Leeham Co.<\/p>\n<\/div>\n

Summary<\/strong>:<\/h5>\n