The Airbus A220-300 Vs Boeing 737 MAX 7
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- Опубликовано: 15 янв 2023
- The Airbus A220 family of aircraft has a special place in the Airbus lineup. Indeed, the type was 'adopted' as it was actually an acquisition of Bombardier's CSeries program. Boeing saw the type as enough of a threat to its 737 program that a trade dispute was filed with the US government. With this interesting history, let's compare the two variants closest to one another: The Airbus A220-300 and the Boeing 737 MAX 7 - and examine their similarities and differences.
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A220 is like a mini dreamliner/A350. It is absolutely my favorite plane. I hope they make a new version with a crazy range to the effect of the A321XLR or even more.
Would love to see BA1 operate an all business class out of LCY on an A220.
@@peterkotara With more range it could be the perfect point to point intercontinental aircraft.
Breeze is waiting for Airbus to customize its A220-300 to match the range of the A321LR: 4000 nautical miles for A220 Transatlantic service linking deep European destinations with many North American departure points.
It looks like a Mini Dreamliner indeed. I been always saying this
One of the CS/A220 operators has already asked airbus to make an extended range version of the type. It would dramatically increase its range to transatlantic comfortably.
Just take a look at a normal economy cabin in those 2 aircraft.
The Airbus A220 has 5 seats abreast with 18,5 inches wide seats.
The 737 max7 has 6 seats abreast with 17 inches wide seats.
Don’t have to be a “rocket scientist” to figure out which aircraft is best for the passengers, the A220 is a clear winner
Curious, Who’s cabin seating configuration are you using with the Max-7 which is not yet certified?
Doing research now through the Boeing Suite site and Cirium.
@@boondockduane a220 still clear of 737 killer max
@@boondockduane Is it not the case that the B737 fuselage cross-section has remained constant since it's introduction in the 1960s, and is the same as the B707. If so, and given the 3-3 seating configuration, is it not reasonable to assume that the seat width will remain as before.
@@boondockduane MAX-7 is just an upgrade from original 737-700. The seats width will remain the same
As a passenger, absolutely A200 is my preference. As for airlines staying inside the the USA the A200-300 flies across the country and again is my preference. I think those Canadians engineered a fantastic plane for airlines and passengers, it’s a win-win.
My beloved adopted home-town of Montreal!
I also love the A200,
In a hub and spoke system and as airports have less room to just grow, the A220 and similar are ideal replacements to gain lower fuel burn and lower maintenance costs while also meeting current noise limits. In most cases the older planes they are replacing are long paid for and there is little they can do to modernise them for cheaper running costs. At some stage soon, we are likely to see Kerosene taxes being added on as soon as there is an alternative lower carbon fuel on offer and to meet that higher price, kerosene costs must rise higher. Especially as the first taxes will be on internal flights that cannot avoid buying the fuel locally. So fuel efficiency is king as passengers have the annoying habit of disliking being crammed too close together (the middle seat is already hated and harder to sell). Pilots are also "happier" to use more modern cabins with less i/O overload that newer cockpits try to minimise.
O Canada! Hockey and aircraft. What a combo, eh?
On the Boeing attempt to kill the A220 one thing you fail to mention is that ALL manufacturers sell their first batch of a new type at a big loss, to establish the market (Boeing certainly launched the MAX this way). This is necessary simply because the launch customer cannot be sure how the type will perform and so need that incentive. The FTC decision was truly ridiculous and really hurt, not helped, Boeing as its real competitor then bought the model for nothing and made a killing.
Not quite true: When Douglas introduced the DC 9 and Boeing built the original 737, incentives were used, as they are with all airliners; nothing sells for list price. But profit is wired into the long term process because no aircraft maker is going to survive on BOGOs.
By destroying bombardier it made it a bigger monster in the A220, which bombardier would have taken longer to launch the 300 and a equal competitor.
The 300 was already released
Very interesting observation. If Boeing hadn't targeted Bombardier, they wouldn't have sought a powerful partner in Airbus. Did Boeing trigger its own demise? Time will tell.
While the 220 is eating Boeing sales or embrarer. It's at a loss which airbus needs to fix.otherwise it survives on the success of the other airbus range which eats its their profits
@@stephendoherty8291 Airbus claims they will be in the black on the A 220 by the end of the decade, but as you point out, it is very, very difficult to make money selling airliners, and the concern that one aircraft may cannibalize another's market, is very real.
For passenger experience, the A-220 wins, hands-down: 1-3" (12-36 mm) wider seats, larger windows placed at eye level, quieter, largest overhead bins among narrow body aircraft, a single center seat, which is actually an inch wider than the plane's other, already wide seats, larger lavatory with window.
I mean the 737 is a 70's design because Boeing tried to cut costs. And oh boy the backlash
As a passanger clearly A220 is my fav. B737 had a quite impressive life, and global aviation was improved by the type. The time takes its toll, and it's sad.
One thing what is permanent: the changing world.
boeing 737 crashes of JT610 and ET302 undid 346 people in total.
@@gazwa-e-chin9045 Yeah that was a sad thing, and Boeing should never cut corners again (but they seems doing it anyway). I'm not in favor of current company of Boeing.
And the increasing width of peoples’ bums.
When I first flew on a A220, I expected less space in a smaller plane, but I was totally surprised how spacious it felt, and 2/3 seat layout also is a nice thing for privacy as mentioned, as pair, but especially if you find yourself alone in a two-seat row :-).
The Max 7 was purely to cater for a few like Southwest. It was never meant to be popular
Could you do an A220-100 vs E195-E2 comparison? Would be an interesting one
The E195E2 wins because shrinks rarely work
@@filledwithvariousknowledge2747 Shrinks rarely work, care to elaborate? I didn't unerstand what your saying.
@@mubassirzaman7202 Boeing 747-SP, Boeing 737-100, Airbus A350-800, Embraer 175-E2, ...
@@gteixeira I mean like what Shrinks are exactly. And How is the A220-100 one, because in my opinion they both fit the same category.
@@mubassirzaman7202 Shrink is when something is downsized, like an airplane made with a longer length that has its length reduced, therefore shrunk. The word shrink maybe be a misnomer here since they didn't take a long plane and made it shorter, the word is more suited to use in the case of a piece of garment that gets smaller after going through the drier, for example. It is more accurate to describe them as a shorter variant of the type.
The A220 is my favorite plane I've ever flown on because the bathroom has a window lol
Flown on the max 8 and the 220 many times crossing Canada. Both are good planes but I prefer the 220 as it is quieter.
No matter how good or superior these specs are, It's always the smallest variant of whatever aircraft that gets no love or interest in the market.
What about the A350-900?
@@heidirabenau511 There was a proposed A350-800
@@heidirabenau511 A350-800 did not exist for the same reason.
@@sinada5444 Yes but you said smallest variant and the smallest variant of the A350 family is the A350-900
@@heidirabenau511 *Historically* the A350-800 is still the smallest variant that has never been in service. Same applies to the Boeing 787-3 program.
For customer preference, don't forget the amazing overhead bins in the A220. Very important feature.
The Delta A220 coach seats are 2 inches wider than the 737. That makes all the difference in the world. I seek out flights with this plane over the 737 every time.
5 coach seat per row, while 737 has 6
I totally agree. The 737 is small, cramped and totally dated. I wonder if we can blame Southwest Airlines for its over-dominance and for Boeing's cancellation of the 757...(?)
Nicely done 👍 Straight statistics are much closer than I thought!
The increased efficiency of the A220 is more important to operators than you stated, but those operating large fleets of the larger 737Max’s is also a huge incentive to stick with Boeing.
You didn't mention how each type is playing out with the hotly contested regional jet market where operating larger jets isn't a factor?
Also I would like to hear your views on how a larger/ longer range A220-500XLR might be received??
A220 can land at smaller airports ie London city airport and the A22 has not crashed
200m take off and 150m landing length differences. Max 7 also hasn’t crashed. 😊
@@wyoboatman crashes of JT610 and ET302 killed 346 people in total.
@@gazwa-e-chin9045 Those were Max 8s not Max 7s
The A220 just had two near crash experiences due to a bad placement of the autopilot button
@@NarasimhaDiyasena but didn't happen like killer boeing.
Delta: "We need you to do a clean-sheet design for a 100-seat aircraft."
Boeing: "Nah."
Delta :"Okay, in that case, we need you to re-start the 717 program."
Boeing: "Nah."
Delta: "Okay, then we're buying a 100-seat aircraft from someone else."
Boeing: "BUT THAT WILL HURT OUR BUSINESS!!!"
The reality is very different, when you are an airline and you buy aircrafts you dont really care about esthetics such as the design of the airframe or its age, you are looking for performance, a reliable aircraft with minimal costs. Airlines wanted nothing else than upgraded version of the 737 with new engines and minimal training for existing 737 pilots , they even started to talk about it before boeing which had to follow this road.
@@Hk-uw8my This is what South West wanted - and yes, they are a huge Boeing customer. Other airlines have different requirements, and for some the 737 is not the perfect match.
@@todortodorov940 not only southwest you also have united, American airlines, ryanair , west jet. If you look at the other planes you will also find an airline that will buy much more than the others.
@@Hk-uw8my The reality is also that some carriers wanted something to fit in the 717 role, which isn't something Boeing is offering.
Boeings latest design, the Boeing One has 1 pilot and One gigantic top mounted engine. It saves thousands per flight, needs no new training and it's greatest feature is downward firing ejection seats for passengers to provide the rapid passenger egress Southwest Airlines demands for it's passengers.
I think you forgot the cockpit and the technology of each aircraft ... Fly-by-wire for A220, cables and pullies for 737 ...The materials they use to build the aircrafts ... So when you make a comp maybe cockpit and materials could also be included (I'm not saying anything about performance, somebody else already did, and he's right)
The A220 combines the best of Airbus and Boeing flight hardware and flight control software laws. A review by a test pilot (article by Mike Gerzanics) reveals that the CSeries/A220 flies like a Boeing with a sidestick on the pitch axis. The A220's cockpit is very similar to the Boeing 787 Dreamliner, both have EICAS, but the radio communication controls on the A220 is placed on the upper autopilot flight control panel, and the aircraft can automatically self-test and go through an automatic checklist to complete its own system startup.
A220 is clearly a better choice, but i didn't expect 737 Max 7 to compete quite well against A220
MAX 7 is likely targetted at existing 737 NG operators looking to upgrade, but given how the current trend is towards larger narrowbodies, the MAX 7 doesn’t seem to have a bright future. Not to mention that it’s efficiency is compromised because it’s a shrunken model. The MAX 7s likely key advantage is the supply network of spare parts. I’ve read a few things indicating that’s a challenge when it comes to the A220, cause it’s such a new design. Other than that, the A220 is slightly superior given its more optimised to being a fuel efficient small narrowbody. I’ve never flown on one, but people rave about it, bigger windows, bigger ceiling lockers and super quiet ride. These reasons are why i personally prefer the 737 MAX over the A320neo, so i think i’ll enjoy the A220. 2+3 seating is also really nice.
If you are a penny pincher with lots of friends at Boeing then the Max-7 might be better. For everyone else the 737 MAX will always be a souped 1960s air-frame compared to the far more modern clean sheet design the A220 represents.
Meh passengers won't pay a penny more that clean sheet and airlines know it. That's why the MAX has 5000 on the order book.
@@kevina4140 Tell that to the max 7 order book. Majority of the Maxes orders are max-8 and above, but no one except South West have been interested in the max 7. While the A220 have been selling modestly compared to its competitors.
You need to take into consideration, that the A220 isn't competition Against most of the Maxes medium to large capacity aircraft.
@@mubassirzaman7202 to 95% of passengers it’s just a seat in the air nothing more.
@@kevina4140 max has orders because a320 is booked for years! So.. they either got a good discount deal from boeing or.. had to settle with 2nd best because getting the a320 meant 5+ years
Sale to Bombardier
DHC was eventually acquired by Montreal-based Bombardier Aerospace in 1992. DHC was eventually incorporated into the Bombardier group of companies and the Dash 8 remained in production, with a particular emphasis being placed on its quiet operation in comparison to other aircraft of a similar size. This product line was expanded to four models, and the largest is labelled Q400.
A220: Brighter and more comfortable
MAX7: Better theme park experience.
How about the flight deck.? 1965 with some patches vs clean sheet 2000’s tech.
As far as passenger comfort, the wider seats and bigger eye level windows makes the A220 superior to the 737max
I'm surprised the MAX 7 has comparable economics to the A220-300. I wasn't expecting that given the MAX is appreciably heavier. Given that, the added cargo capacity might make the MAX 7 preferred by some carriers though that might be negated somewhat by the 737's higher landing fees. No question passengers would prefer the A220-300 though I've flown the MAX 8 a few times and found it pleasant enough. The more advanced A220-300 will undoubtedly sell better over time but the MAX 7 will have an adequate niche because Boeing wisely stretched it 2 rows over the old 737-700 .
The MAX7 will be bought by large airlines needing smaller planes to fill out some routes where they can't justify flying their bigger 737s. Whereas the A220-300 suits regional airlines who have outgrown other 220s on some routes. In both cases its about commonality for maintenance and crew training (hence the kerfuffle mentioned in the video about the MAX7's cockpit). So despite apparent performance similarities they're not actually direct competitors.
The 737 max 7 was basically catered to Southwest. They do need to upgrade their older 737-700s. Is Boeing going to leave their MOST LOYAL customer with no option? Look who ordered it and the amount ordered.
Southwest 234
Allegiant 30
WestJet 22
I wonder why shrunken airplanes are always remarked as inefficient.
The 737 Max 7 isn't a shrink. It's lineage is the 737-700NG which replaced the 737-300, which itself was a re-engined and stretched 737-200Advanced (the 737-500 was the same size as the -200). In fact the Max7 is a good bit larger than the original 737-100.
@@fuzzwork I can’t wait for the 797, won’t compete in this size range but a mini dream liner is going to be stunning.
@@joeyshortino2875 true, but realistically the 797 is a long way away, and if I were Boeing I would be planning a single aisle plane for about 230 pax in mixed config. A 757 Max if you will
Great, educational video -- thanks for this.
Personally, it comes down to passenger comfort for me. And for that, the A223 kicks Boeing's tail flaps into the turf. Even on medium-haul transcontinental flights, the 2-3 seating simply gives more of a sense of space, than Boeing's 3-3. I always go for the pair seating on the port side window, even when flying solo. Easy to get out for a washroom run. For whatever reason, I also think the A223's engines seem quieter at cruise alt than Boeing's. Depends also on seating location, perhaps.
cheers
Surely the E190 series is the true competitor to the A220?
Yes but Boeing CEO Dennis Muilenburg clearly thought that the A220 was a competitor to the MAX 7 and filed a trade dispute as said in the video
It is much more of a direct competitor yes in terms of size, but Boeing has no actual direct competitor aircraft since they stopped production of the 717 over a decade before the C series was even a thing, so through their moronic trade dispute while the A220 was still known as the C series they were pretty much forced to view their smallest available jet, the MAX 7, as a direct competitor in order to try and sell their side of the dispute.
Perhaps in terms of capacity, but not range, A220 has almost 1000km more endurance than the E2
@@heidirabenau511 I mean you also have to remember back when Boeing screwed Embraer after trying to aquistion them and instead broke it, and made them lossed millions of dollars of progress, and time. Boeing kind of fucked up both Embraer and Bombardier.
@@fuzzwork Probably, here in Cape Town, KQ (Kenyan) has a 4500 km (6 hour) daily service from Nairobi. I'm not quite sure why they choose to run the service with an E190 instead of one of their B737-800s but the E190 lacks the range and requires a fuel stop in VFA to make the journey.
Does anybody know the background Musics? I can't figure out what they are.
A220 all the way and not just because it's the pride of Canada. I prefer 3/2 seating any day and that's a huge deal for someone who hates getting stuck in the middle... One less chance of disaster... per row! ;-)
I love flying the 220. Great airplane.
June 19, 2022 Delta says: "12 more A220-300 please"
January 18, 2023 Delta says: "12 more A220-300 please, again"
Some Airline soon: "We want to be the first to take two hundred A220-500LRs, if can last as long as a DC-9, have a 99.8% dispatch reliability, fly 4000 nautical miles and jump off from a 5000-foot runway full of fuel, payload and people"
The A220 had less MCAS failures, you forgot tomention that:)
It doesn't have MCAS.
hey do you know why United will stop flying to Delhi from Chicago on their non stop route starting february? You usually have information . Thanks
That seat arrangement on the A220 makes it a winner for me.
the 2/3 layer looks so much more organized
3:39 max 7 length information is wrong. 26.11 meters is not 79 feet
The airbus A220 is one of my favourite airplanes, I like the Boeing 737 max series as well.
I only fly Airbus now, on Delta.
The MAX7 will be bought by large airlines needing smaller planes to fill out some routes where they can't justify flying their bigger 737s. While the A220-300 suits regional airlines who have outgrown or expect to outgrow their smaller 220s. In both cases its about commonality for maintenance and crew training (hence the kerfuffle mentioned in the video about the MAX7's cockpit). So despite apparent performance similarities they're mostly not direct competitors.
I don't necessarily think it's a very fair comparison directly between the 2 jets simply because they are the smallest commercial jets that either manufacturer offers. Neither of them were designed to directly compete with each other nor be compared as such, plus the MAX 7 still is not certified yet. I believe in the future the eventual A220-500 variant may compete directly, but we'll just have to see what Boeing plans on doing to bridge that gap now that they fucked themself over with that idiotic trade dispute.
Qantas bought a bunch of 220s.
They're pretty excited about the 220's range. How does that compare?
Australia is about as big as the contiguous US but with about 6% of its population. Range matters more for regional air travel in Australia than in most countries.
Can you be a little less consistent in using SI and English units? I find I can almost sometimes I come dangerously close to understanding the comparisons
It maybe surprises me that there isn’t a heck of a lot of clear air between the types in efficiency. I would have expected the new tech to really open it out?
There is no comparison between the B737-7 and the A220. Both are different aircraft types. The B717 could have been a competitor for the A220. Boeing doesn't have a aircraft a type like the A220.
Boeings latest design, the Boeing One has 1 pilot and One gigantic top mounted engine. It saves thousands per flight, needs no new training and it's greatest feature is downward firing ejection seats for passengers to provide the rapid passenger egress Southwest Airlines demands for it's passengers.
The A220 is the superior aircraft in the comparison and also is more appealing. The 737-7 Max looks so horrible from the side. The front face really doesn't go well with the short fuselage of the -7. I'm glad that Airbus helped bombardier to keep the C-series/A220 alive. Hope to travel in it one day. On the other hand, Boeing deserves whatever lies ahead for it.
What lies ahead for Boeing is Massive success of it's 787 and 737MAX programs. Despite the previous 737 groundings, demand for the MAX and Dreamliner still remains high.
The a220 will find modest success , but will still remain a great airplane. One of my favorites actually.
Yes, Boeing likes the massive orders of 787 and #737 from Air India.
Bro u didn’t even talk about a220s very small runway requirement. One of the main reason why air Baltic and air Canada ordered it. Bruh.
I have not yet had the opportunity to try out the A220. However, my recent travels saw me compare the 737-800 to the 737 MAX-8 (one in each direction). The travel times in question were different, where my time on the 800 had turbulent air, but overall I liked the MAX better
Same. I found the Max 8 a much smoother, quieter flight than the 737-800. It was also neat listening to the difference in how the engines on each sounded throughout each flight.
So on one day the weather was worse than the other, the smoothness on the flight depends on the weather, an air frame can barely do anything to effect this, and I mean barely, it's a bit like comparing 2 cars, one on a rough road and one on a smooth road.
All the way A220-300
A220 all the way, its just so much a nicer aircraft to fly on
Why isn’t this a comparison of the Max 8 vs a320 neo??
Comparison is easy: The C-Series (A220) is the most modern short-haul aircraft on the market, while the B737-max is the most old-fashioned and weirdest aircraft on the market.
The B737 7,A319 and A220-300 are very similar aircraft in terms of size
Downsizing a bigger aircraft will not deliver the level of economy that a purpose built aircraft the same size will have.
p.s. the seats in economy are even wider in the A223 vs Boeing; 19-inches, the widest of all, I think, among these classes of planes (ref. Air Canada's A223s). Not a factor with me, but it could be on some longer flights (e.g. 4-5 hrs transcont.).
I had my first flight on the A220-300 on Air Baltic last month. MILES more comfy than the 737 to me. Legroom, 2-3 searing, yuuuuge windows 😅 and a bathroom I can actually stand up without stooping. And I’m only a shade under 6’.
What about overhead storage?
Because the A220 is longer and only 5 seats per row and you can put you it sideways… a220 is the winner again…
I hope both companies are working on new clean sheet narrow bodies planes
No they are not and will not for at least a decade imo, they are just waiting for new technologies in manufacturing and engine development.
The A220/CS100 was a clean-sheet design from Bombardier. It was rebranded to A220 when Airbus purchased the program from the Canadian manufacturer.
A220 is much, much more comfortable. Its new and modern.
Add 12’ to the A220-300, reduce range (fuel weight), leave MTOW exactly the same. Sell Air Baltic two-three more rows business, one-two more rows economy, four total, to make more profit with in its intra-Europe routes. A220-301. For Delta use on its east of Mississippi routes. Delay building the -500 model. Could it be done with very little structural difference?
As for maximum weights, apart from ground/landing fees, etc. they really are meaningless for the purposes of this type of comparison.
It is how much over and above the weight of the aircraft it can carry that matters.
Unless you are an airline flying other 737 or A320 series variants, I would have thought it was no-brainer to choose the A220.
When the dash 500 eventually surfaces, I wonder if they will remain with P&W, or look at the LEAP engines?
A220 is a very nice airplane, but doesn't have enough range. MAX 7 isn't even in service yet. I have flown the MAX 8 twice to Hawaii and am impressed with the quiet cabin, as compared to the NG
The 737 is a rehash of an antiquated and obsolete decades old design. The A220 is a modern clean sheet design.
So what? Tried and true airplane best selling in the world is Boeing. Massive orders from Air India proves it.
A220 is gorgeous 😍
The a220 specifications are unbeatable, credits to Bombardier
Passenger comfort is far better
Airbus just delaying the inevitable with the a220 500
How long will the a320 series'last
Id be all for the A220 ONLY if they had offered LEAP engines
The Boeing 737 MAX needs little introduction. The type has become infamous worldwide, even by those unfamiliar with the aviation industry, after 2 fatal crashes attributed to a flight control system called the Manoeuvring Characteristics Augmentation System (MCAS). The result was sustained nose-down automated flight control inputs that pilots could not overcome. The resulting crashes of JT610 and ET302 killed 346 people in total. What followed was a lengthy grounding and exposure of oversight, leading to massive controversy and severe reputational damage to the aircraft manufacturer, Boeing and the US commercial aviation regulatory body, the Federal Aviation Administration (FAA).
After 20 months of investigations, multiple test flights and software revisions, the 737 MAX was cleared to return to service by the FAA in Dec 2020, after pilots had undergone mandatory simulator training. More than 140 countries and territories have since allowed the aircraft to fly in their airspace and use their airports, the latest being Indonesia, where the 737 MAX saga first entered the public eye.
What no one has revealed is the background and experience of the pilots. I recall the cockpit crew of the Ethiopean plane were very young with little experience. Another factor I have never heard about is why have US, Canadian and other more established countries not reported their carriers having the same issue? Could it be training or time as a pilot having an impact here.
@@1616044 The whole system was covered up so the MAX would be given the same type rating as the NG. Training can only take place if the pilots are actually told what the system is rather than just let them figure it out themselves. It's gross negligence and 346 accounts of manslaughter
@@1616044 As far as I'm aware no failure happened in the US, so that scenario just never happened. That makes sense anyway because 75% of deliveries up to the second crash were outside of US and Canada.
@@1616044 Boeings latest design, the Boeing One has 1 pilot and One gigantic top mounted engine. It saves thousands per flight, needs no new training and it's greatest feature is downward firing ejection seats for passengers to provide the rapid passenger egress Southwest Airlines demands for it's passengers.
Never upgrade a tin can from the 60s with fuel efficient engines
🙌🏼A220🙌🏼
The A220-300 is the absolute winner for. It's just more clean in every aspects. The MAX 7on the other hand is just the recycled motto of Boeing to recycle old planes.
Interesting
I havent watched the video yet. I just clicked and started writing this comment as there is no comparison between the KING 👑 and the last ride vehicle. A220-300 should dominate the short-mid haul flights whereas A220-500 should service mid-long haul flights. I have travelled in both the aircrafts and A220 feels 10x comfortable and safe than the pooeing.
As a passenger I’d take the A220 a hundred times over. Such a great plane. I love whenever I get to ride it. I don’t feel the same way about the 737 lol
Surprised that the A220 doesn't appreciably beat the Max7 given its composite wing and lighter fuselage.
You have to compare the total cost of passenger/per kilometer!! All other things are less important to mention
The passenger experience in the A220 is far better then it is on the Max.. call that bias (as I worked on the CSeries Program) but if you look at it in the larger sense.. the A220 is pretty much a A350/Dreamliner on a much smaller scale 🤷♂️ and I’m sure someone has already mentioned that Boeing made a HUGE loss on the Max program.. so for them to complain about something like this is quite unreasonable
I miss the 717/DC9/MD81.
Love the A222-300
no chance for the Max 7 to be considered a better aircraft! Meanwhile we can expect an A220-500 that would fill the gap maybe with a higher range too.
We are years away from an a220-500 if it's ever launched. For now its just a paper concept, imagination.
An important feature of the A220; the doors don’t fall off
Intuitively, a 2-3 seat layout would give a balance issue when it comes to weight distribution; but presumably this is somehow catered for. How does that work?
I’ve flown on the A220-100 with Delta from JFK to TPA. It was lightly windy, and that thing weighs nothing. It was moderately terrifying and I didn’t enjoy the ride. I’ll take an A321 if given the option any day of the week. If it’s Boeing I ain’t going
Why?
The Embraer is worthy opponent of Airbus 220 in this case, rather than the infamous 737.
Qantas selected the A220 over the E2 due to superior range & operating economics.The 737max7 was simply not competitive.
For shorter flight segments the E190 is a strong competitor on price and operational cost, plus don’t forget the embraer E-jets have a strong reputation for reliability with airlines. But honestly, I think you are wrong if you bet on anything other than the A-220. The A-220 is such a great aircraft that Airbus is afraid it will steal sales from the A320 which is an amazing air frame.
@@michaeldautry Exactly. In Canada, a regional airline (Porter) chose the E190-E2 because they simply do not need the range, while Air Canada is using the A220-300 as a replacement for their A319 fleet, flying 5 hour+ transcontinental flights.
@@fuzzwork I think a lot of people down south forget how gigantic Canada is. I’m glad that they are moving away from the T-props for the longer flights.
@@fuzzwork Porter is flying the e195-e2
the Bombardier, a Canadian engineered and built airliner is the best in the world right now.....the Bombardier C Series has and is amazing.....Boeing has problems that the general public are not going to fly on....the public is skeptical of the safety of the Boeing jets
One plane is very popular with passengers and has been in service for several years, the other hasn't entered service and has had a faulty software system onboard, just saying😏
Based on other 737 Max models, I would say the 737-Max7 would most certainly be the better aircraft when it comes to crashing nose down into the ground...
bigger window, 2 seats each side. A220 for me
A 220 est le meilleur avion commercial au monde
You forget price
Comparison between great technology & flying coffin.
A220: 0 crashes
737 MAX: 2 crashes
Max 7 has not entirely into service yet
crashes of JT610 and ET302 undid 346 people in total.
I work with the a 220-100s and 300s amd they are nice planes but they do suffer from a few design flaws. Mainly the engines are kind of flawed
this video needs to be updated. the 737 max7 has encountered more problems, including that of the engines. but really, the 220 is so much better, given that it is a newer design than the decades old jurassic 737 design.
The A220 is a much better and comfortable plane than the Boing 737 Crash series.
I'm glad a220 made in USA.
Boeing today looks more like a struggling Soviet era manufacturer, looking for state intervention at every turn to prop up their lack of competitiveness, whilst accusing everyone else of 'state intervention.'
Yes yes not to forget the fact that C series or A220 never had crashes while in the mean time boeing 737 max had 2 and both fatal.
Perhaps the ability not to crash has something to do with orders.
As a passenger, there's no way you can like the 737 over the 220. I'm almost to the point of not flying Southwest anymore.
the only advantage that the 737 Max 7 has on the A220 is government lobbying and closer corporate relationship with US based airlines.
A220 - 500/700/900 may replace a319/a320 and B737-7/8 max in the future for sure
No it wont, both the a3XX and the 737 have greater capacity for the short-medium haul flights.
@@ey7290 I assume that's why they said 500/700/900
@@ey7290 as the 500/700/900 versions will have number of seats up to 200 and better range.