Airbus has intensified studies of a stretched-fuselage version of the A220, known internally as the A220-500 (or eventually A221). According to company sources confirmed during a media visit to the final assembly line in Mirabel (Quebec), the focus is on adding a section to the A220-300’s fuselage while maintaining the existing wing, systems, and Pratt & Whitney PW1500G engines.

The objective is clear: to respond to customer demand for greater capacity quickly and with the least possible risk. Guillaume Chevasson, CEO of Airbus Canada and head of the A220 program, noted during the briefing that “customers are looking for something simple that reaches the market as quickly as possible”.

The A220 program has left behind the initial doubts from the Bombardier era. With a steady production rate of between 7 and 8 aircraft per month (targeting 12 by mid-2026 and 14 by year-end between Mirabel and Mobile), the A220-300 has become one of Airbus’s most reliable narrowbodies, surpassed only by the A321 in deliveries. Its combination of fuel efficiency, low noise levels, a wide 5-abreast cabin (with 18.5-inch seats) and a range of up to 3,400 nautical miles has made it a key tool for replacing A319s and E-Jets in both mainline and low-cost fleets.

The A220-500: capacity at the expense of range

The current concept involves a fuselage stretched by approximately 2.3 meters (adding between 5 and 6 rows), which would allow:

165-180 seats in a typical two-class configuration.Up to 185 seats in high-density configuration.

The estimated range would be around 2,950-3,000 nautical miles, representing a reduction of approximately 13% compared to the A220-300, according to modeling by Leeham News using its Aircraft Performance and Cost Model (APCM). This range loss is the main trade-off of the “simple” design approach.

Airbus confirmed that, if the program is launched, it will maintain the 5-abreast configuration. There will be no densification to 6-abreast to preserve the comfort advantage that passengers value so much.

The main rival for the future A220-500 in the 120-180 seat segment is the Embraer E195-E2, which has been successfully operating since 2019.

ParameterA220-500 (estimated)E195-E2AdvantageTypical capacity165-180 seats120-146 seatsA220-500Range2,950-3,000 nm2,600 nm (up to ~3,000 nm in some configs)A220-500Cabin configuration2-3 (5 abreast)2-2 (no middle seat)SubjectiveCabin width3.7 m~3.01 mA220-500CASM (estimated)Lowest in segmentCompetitiveA220-500List price~USD 90-95 million~USD 53-71 millionE195-E2Runway performanceGood (with adjustments)ExcellentE195-E2

The A220-500 would offer greater capacity and better CASM thanks to the higher seat count that dilutes fixed costs. In contrast, the E195-E2 maintains an advantage in acquisition cost, performance at short or high-altitude airports, and in the perception of space for some passengers (by having no middle seat).

Cost per available seat mile (CASM) analysis is where the A220-500 truly shines. The A220-300 already shows a 7% advantage in CASM and 11% in fuel consumption per seat over the E195-E2. The stretched fuselage would allow the A220-500 to become the segment’s star performer, surpassing even the A320neo and 737-8 in CASM, according to independent modeling. The key is that fixed costs (ownership, base crew, insurance) are spread across more seats, offsetting the slight increase in per-trip consumption.

This makes it especially attractive for operators that need greater capacity without jumping up to the full size of an A320/737-8, while maintaining competitive per-seat costs.

Customer pressure is real. Tony Fernandes, CEO of AirAsia, was explicit when announcing the order for 150 A220-300s in May: if Airbus builds the A220-500 with around 185 seats, AirAsia would buy another 150.

“If you build it, we’ll buy it”: AirAsia orders A220-300 but wants the -500

Although Airbus has accelerated studies and could make a launch decision before the end of the year, sources close to the company indicate that a formal announcement at the Farnborough Airshow (July 20-24) is unlikely, although a decision during the second half of the year is not ruled out.

The main challenge remains balancing the impact on range, the necessary investment in production (possibly a new station or building in Mirabel) and discussions with Pratt & Whitney to ensure engine performance in the heavier version.

[Photo gallery] Touring the Airbus U.S. Manufacturing Facility in Mobile, Alabama

The A220-500 represents a logical, low-risk evolution for Airbus. It does not seek to replace the A320neo or 737-8, but rather to complement the portfolio by offering a high-efficiency-per-seat option in the 150-180 seat range, with the characteristic comfort of the A220. If the final range stays close to 3,000 nautical miles and per-seat costs meet the modeling expectations, the aircraft could become a commercial success similar to the A220-300, especially among airlines looking to optimize capacity without oversizing their operations.

For now, Airbus maintains the pace of studies while the market continues to push. The “crossover jet” segment remains one of the most dynamic in commercial aviation, and both Airbus and Embraer have solid arguments to compete for it. Will Airbus launch the A220-500 in 2026? The most likely answer is yes… but not necessarily at Farnborough.