The Airbus A220: Aviation's Hidden Gem

The Airbus A220 is, by most objective measures, the finest short-to-medium-haul aircraft in production. It is also one of the least discussed. The A220's unusual history — originally designed by Canadian manufacturer Bombardier as the C Series, then rescued by Airbus in 2018 — means it lacks the brand recognition of the 737 or A320 despite offering a passenger experience that surpasses both. If you have the opportunity to fly an A220, take it.

Origins: From Near-Failure to Aviation Triumph

The aircraft that became the A220 had one of the most turbulent development histories in recent commercial aviation. Bombardier's C Series program, launched in 2008, aimed to produce a next-generation narrowbody that would sit between regional jets and mainline narrowbodies — filling a gap that neither Boeing nor Airbus had properly addressed.

The program suffered years of development delays, cost overruns, and a potentially fatal blow in 2017 when Boeing filed a trade complaint with the US Department of Commerce accusing Bombardier of dumping the C Series in the US market after Delta ordered 75 aircraft. The DOC initially assessed a 300% tariff on C Series imports to the US — a death sentence for the program.

Airbus's response was elegant and unexpected: it offered to take a majority stake in the C Series partnership for essentially zero dollars, moving production of US-bound aircraft to Airbus's Mirabel, Quebec facility (a former Bombardier plant) and immediately qualifying the aircraft for tariff-free US imports. The DOC tariff was ruled out of scope. In 2018, Airbus assumed full control of the program and rebranded the aircraft as the A220-100 (formerly CS100) and A220-300 (formerly CS300).

The result is an aircraft designed entirely outside Airbus and Boeing's traditional duopoly — with fresh thinking on cabin geometry, aerodynamics, and systems architecture that neither incumbent had incentive to pursue.

The Widest Narrow-Body Seats in Commercial Aviation

The A220's most celebrated feature is its cabin width. Bombardier designed the C Series around a fuselage diameter of 3.28 meters — wider than any other narrowbody in production. The interior cabin width is 3.28 meters, compared to 3.53 meters for the A320 and 3.54 meters for the 737-800. Wait — that makes the A220 narrower, not wider. But here is the crucial point: the A320 and 737 seat passengers in a 3-3 configuration (6 abreast), while the A220 uses a 2-3 configuration (5 abreast).

With only 5 seats per row sharing that cabin width, each A220 economy seat comes in at 18–18.5 inches wide. The 737 and A320 in standard economy typically offer 17–17.5 inches. Delta Air Lines, one of the largest A220 operators, advertises their A220 economy seats as wider than domestic first class on most competing narrowbodies — and they are not wrong.

The 2-3 configuration also means the A220 has only one middle seat per row (in the 3-seat group on the right side), compared to two middle seats per row on a 737 or A320. For a solo traveler, the window-aisle pairing on the left 2-seat group is particularly valuable: both seats are excellent, with no middle-seat negotiation required.

The 2-3 Seating Configuration in Detail

Understanding the A220's seating layout helps with selecting the best seat:

• Left side (A-C rows): Two seats across. Seat A is the window seat; seat C is the aisle seat. No middle seat on this side. Traveling alone? Book 1A and you have a wide window seat with an uncrowded aisle neighbor who is not squeezed between you and a third person.
• Right side (D-F rows): Three seats across. Seat D is the aisle, seat E is the middle, seat F is the window. The middle seat E is somewhat less desirable — though at 18 inches it is still wider than a middle seat on most narrowbodies.
• Exits and bulkheads: The A220 typically has two sets of exits. The forward exit rows usually have slightly less seat pitch than exit rows on the 737 due to the aircraft's shorter length. Standard pitch runs 30–32 inches on most A220 operators.

For couples traveling together, the left 2-seat group is the clear choice: book A and C, and neither of you has a middle seat. For solo travelers, 1A, 2A, or 3A (window seats on the 2-seat side) provide excellent conditions for sleeping or working without an elbow in your ribs.

Large Windows: Better Than the 787?

The A220's windows are disproportionately large for a narrowbody aircraft — a legacy of Bombardier's fresh-sheet design. At roughly 28 × 38 centimeters, they are noticeably larger than the windows on a 737 or A320, though not as large as the 787's famous electrochromic windows. Critically, the A220's window seats are properly aligned with the windows: unlike some 737 configurations where seats and windows are slightly offset, the A220 geometry puts the window directly beside the window seat occupant.

The A220 uses conventional window shades rather than the 787's electrochromic dimming — a minor disadvantage that Bombardier/Airbus chose not to address, presumably to keep costs manageable for a narrowbody product.

Cabin Noise: Surprisingly Quiet

The A220's Pratt & Whitney PW1500G geared turbofan engines are among the quietest in commercial service. The geared turbofan architecture — where a gearbox allows the fan and core to rotate at different speeds — dramatically reduces noise compared to conventional turbofans by allowing the large front fan to rotate more slowly. Airlines and residents near airports have both noted the difference: the A220 is reportedly among the quietest commercial jets ever operated from noise-sensitive airports like London City.

Inside the cabin, the combination of quiet engines and the structural rigidity of the A220's composite-aluminum mixed airframe produces a cruise noise environment that rivals the A350 and 787 — remarkably low for a narrowbody.

Where to Fly the A220

The A220 is not as ubiquitous as the 737 or A320, but it is operated by over 30 airlines globally, with more deliveries coming. Airlines with notable A220 operations include:

• Delta Air Lines (USA): The largest A220 operator, with over 80 aircraft and orders for more. Delta uses the A220-100 and A220-300 on domestic routes throughout the US, where the wide seats and quiet cabin stand out against the crowded 737-800s on the same routes.
• Air Canada: One of the launch customers for the C Series, operating A220-300s on domestic and short-haul transborder routes. Air Canada's A220 economy product consistently receives positive reviews from business travelers who appreciate the 2-3 configuration for solo travel.
• Swiss International Air Lines: Swiss was the launch customer for the C Series, taking delivery of the first CS100 in 2016. Swiss operates the A220-100 extensively on European routes from Zurich, and the product is impeccable.
• Korean Air: Has placed orders for A220s and is phasing them into short-haul Asia-Pacific routes where the aircraft's economics and passenger experience offer significant advantages over aging 737-800s.
• Porter Airlines (Canada): Operates A220s from Toronto Billy Bishop Airport, leveraging the aircraft's quiet engines and short-field performance to serve city-center airports inaccessible to larger jets.

The A220 represents what can happen when an aircraft is designed without the constraint of backward compatibility — without the need to keep the same fuselage as a 1960s-era original or avoid cannibalizing existing product lines. The result is, quite simply, the most comfortable short-haul flying experience available today. Our A220 deep dive guide covers the technical details, and our E195-E2 vs A220-300 comparison pits the two best narrowbodies against each other.