Aircraft Orders & Deliveries
Airbus Begins Sales Drive for Larger A220-500 Jet Variant
Airbus initiates marketing for the stretched A220-500 jet, targeting 170-180 seats and a potential launch in July 2026 at Farnborough.
Airbus has reportedly moved from the study phase to active marketing for a larger variant of its A220 regional jet, tentatively designated the A220-500. According to exclusive reporting by Reuters on January 29, 2026, the European planemaker has initiated preliminary discussions with airlines and leasing companies to gauge demand for the stretched aircraft.
The sales drive marks a significant strategic shift for Airbus, which had previously hesitated to launch the variant due to supply chain constraints and engine durability concerns. Industry sources cited by Reuters indicate that if the manufacturer secures sufficient “marquee” orders, a formal program launch could occur as early as the Farnborough Airshow in July 2026.
This development places the A220-500 directly in competition with the Boeing 737 MAX 8 and Airbus’s own A320neo, signaling a potential reshaping of the single-aisle market.
While the A220-500 has been a subject of industry speculation since Airbus acquired the CSeries program from Bombardier, the move to active sales talks represents a definitive step forward. Reuters reports that discussions with financiers and key customers began in late January 2026. The timeline suggests a critical decision point in mid-2026, contingent on the reception from airlines.
The project reportedly has the backing of Lars Wagner, the CEO of Airbus’s commercial aircraft division. Under his leadership, the focus has shifted toward optimizing production economics and addressing the program’s current lack of profitability. By introducing a larger variant, Airbus aims to spread production costs across a wider volume of units, potentially lowering the cost per seat for operators.
According to technical analysis from Aviation Week and Simple Flying, the proposed A220-500 follows a “simple stretch” design philosophy. This approach minimizes development costs and certification time by utilizing the existing A220-300 wing and systems, but it involves specific performance trade-offs.
The stretched fuselage is expected to accommodate between 170 and 180 passengers in a standard two-class configuration, with high-density layouts potentially reaching 200 seats. This capacity increase brings the jet into the core narrowbody segment occupied by the Boeing 737-8 and the A320neo.
However, the added weight of the fuselage without a corresponding wing redesign is expected to impact the aircraft’s range. Industry reports suggest the range may decrease to approximately 2,900–3,000 nautical miles, down from the A220-300’s 3,400 nautical miles. This would optimize the aircraft for short-to-medium haul high-density routes rather than the transcontinental missions capable by the current A220 variants. “The ‘simple stretch’ may require a thrust increase beyond the current certified limits of the PW1500G.”
, Aviation Week / Simple Flying analysis
The aircraft will continue to be powered by Pratt & Whitney PW1500G Geared Turbofan (GTF) engines. Sources indicate that achieving the necessary takeoff performance for the heavier jet may require pushing the engines beyond their current thrust limits, a significant engineering challenge given recent durability issues faced by the GTF program.
The decision to push for the A220-500 is driven by a need to improve the financial health of the A220 program, which remains loss-making. A larger variant allows Airbus to negotiate better terms with suppliers and offer a more comprehensive family of aircraft to customers.
For years, critics argued that an A220-500 would “cannibalize” sales of the best-selling A320neo. However, market dynamics have shifted. The A320neo family is effectively sold out for several years, creating a massive backlog. By migrating customers interested in the 170-seat segment to the A220-500, Airbus can free up valuable production slots for the A321neo, which commands higher margins and currently faces no direct competition.
Rather than stealing sales, the A220-500 acts as a retention tool. It offers a modern, composite-heavy alternative to the Boeing 737 MAX 8 for customers who might otherwise defect to Boeing due to the unavailability of A320neo delivery slots.
To justify a launch, Airbus requires commitments from major carriers. Reuters and industry analysts identify several likely candidates for the launch customer role:
Despite the optimism, significant risks remain. The Pratt & Whitney GTF engines have suffered from durability issues, including powder metal contamination and premature removal requirements. Convincing airlines to commit to a heavier, more demanding variant of the aircraft will require assurances that these reliability issues have been fully resolved.
Furthermore, Airbus continues to grapple with supply-chain bottlenecks affecting its ability to meet existing delivery targets. Adding a new variant to the production line could exacerbate these challenges if not managed carefully.
Sources: Reuters
Report: Airbus Initiates Sales Campaign for Stretched A220-500
From Concept to Campaign
Target Timeline
Technical Specifications: The “Simple Stretch”
Range vs. Capacity
Strategic Rationale and Market Impact
AirPro News Analysis: The Cannibalization Myth
Potential Customers and Risks
Photo Credit: Airbus
Aircraft Orders & Deliveries
India to Purchase $80B Boeing Aircraft in $500B US Trade Deal
India plans to buy up to $80 billion in Boeing aircraft within a $500 billion trade pact with the US, including tariff reductions and energy diversification.
This article summarizes reporting by CNBC and Priyanka Salve, alongside official government statements and AirPro News analysis.
In a landmark development for global aviation and trade, India has announced plans to purchase up to $80 billion in Boeing aircraft as part of a broader strategic partnership with the United States. According to reporting by CNBC, India’s Minister of Commerce and Industry, Piyush Goyal, confirmed that New Delhi expects to sign a formal trade deal with the U.S. in March 2026.
The aviation commitment is the centerpiece of a massive $500 billion trade pact intended to span the next five years. While the headline figure for Boeing jets stands between $70 billion and $80 billion, officials indicate that the total value of the aviation sector deal, including engines, MRO services, could exceed $100 billion.
This agreement signals a profound shift in India’s geopolitical and economic strategy, trading market access and energy realignment for relief from punitive U.S. tariffs.
The scale of the reported aircraft purchase underscores India’s position as the fastest-growing aviation market in the world. According to details shared by Minister Goyal and summarized by CNBC, the deal allocates a specific $70–$80 billion tranche for Boeing airframes.
Industry observers note that this figure likely aggregates the value of deliveries from existing record-breaking orders alongside new commitments. Air India, owned by the Tata Group, placed a historic order in 2023 for 470 aircraft (split between Boeing and Airbus) and finalized an additional order for 30 Boeing 737 MAX jets in January 2026. Similarly, Akasa Air holds a substantial order book extending through 2032.
Boeing executives have previously confirmed plans to deliver approximately two aircraft per month to Indian carriers to meet surging travel demand. The inclusion of engines and aftermarket services pushes the total aviation package over the $100 billion mark, cementing the U.S. aerospace giant’s foothold in South Asia.
Contextualizing the Order Book: While the $80 billion figure is staggering, we believe it is crucial to interpret this as a “delivery value” commitment over the five-year pact rather than solely a new purchase agreement for unannounced jets. At current list prices (after standard discounts), $80 billion represents roughly 600 to 800 narrowbody jets or a significant mix of widebodies. Given Boeing’s current backlog constraints, fulfilling $80 billion in entirely new orders within five years would be logistically improbable. It is more likely that the Indian government is guaranteeing the execution and payment of the massive backlogs already held by Air India, Akasa, and potentially SpiceJet, framing these commercial milestones as diplomatic victories. Beyond aviation, the trade deal outlines a reciprocal reduction in trade barriers. The United States has agreed to slash tariffs on Indian imports from 50% to 18%, a move expected to boost Indian exporters. In exchange, India has committed to purchasing $500 billion in American goods and services over five years.
A critical component of the negotiations involves India’s energy procurement. Following the invasion of Ukraine, India became a primary consumer of discounted Russian crude. However, the new trade framework reportedly includes provisions for India to shift away from Russian energy.
U.S. President Donald Trump explicitly claimed that Prime Minister Narendra Modi agreed to stop buying Russian oil. However, the Indian Ministry of External Affairs (MEA) has maintained a more nuanced public stance. MEA spokesperson Randhir Jaiswal emphasized that energy security remains the nation’s “supreme priority,” noting that India would diversify based on commercial viability. This includes potential resumption of imports from Venezuela and increased purchases from the United States.
“Energy security is the supreme priority [for India’s 1.4 billion citizens].”
— Randhir Jaiswal, MEA Spokesperson (via press briefing)
The trade deal has triggered sharp criticism within India. The opposition Congress party has characterized the agreement as a surrender of sovereignty, particularly regarding the pressure to alter energy partners and lower agricultural tariffs.
Opposition leaders Mallikarjun Kharge and Jairam Ramesh have voiced concerns that the influx of U.S. agricultural products could harm local farmers, warning of potential protests similar to those seen in 2021. Minister Goyal has defended the pact, asserting that it protects sensitive sectors like dairy and agriculture while securing essential technology and energy partnerships.
When will the deal be signed? Is the $80 billion for new planes only? What does the U.S. offer in return? Will India stop buying Russian oil?
Breakdown of the $100 Billion Aviation Commitment
Commercial Implications
AirPro News Analysis
The Broader Strategic Trade Pact
The “Russian Oil” Pivot
Domestic Opposition and Political Fallout
Frequently Asked Questions
According to Minister Piyush Goyal, the formal trade agreement is scheduled to be signed in March 2026, following a joint statement expected in early February.
The figure likely represents a mix of new commitments and the value of deliveries from existing massive orders (like Air India’s 2023 deal) scheduled for the next five years.
The U.S. has agreed to reduce tariffs on Indian goods from 50% to 18%, significantly improving market access for Indian exporters.
While the U.S. President claims an agreement is in place, Indian officials state they are diversifying energy sources based on commercial viability and security, without explicitly confirming a total ban.
Sources
Photo Credit: Daily Shipping Times
Aircraft Orders & Deliveries
CDB Aviation Delivers Three Boeing 737-8 Jets to WestJet in 2026
CDB Aviation delivers three Boeing 737-8 aircraft to WestJet, increasing leased jets to 13 and supporting fleet growth for summer 2026.
This article is based on an official press release from CDB Aviation.
On February 5, 2026, CDB Aviation announced the successful delivery of three Boeing 737-8 aircraft to WestJet. According to the official press release from the Irish subsidiary of China Development Bank Financial Leasing Co., Ltd., these deliveries mark the completion of a lease agreement originally announced in January 2024. The addition of these aircraft brings the total number of CDB Aviation-leased jets in the WestJet fleet to 13, reinforcing a strategic partnership that began in 2020.
The newly delivered aircraft are part of WestJet’s broader strategy to modernize its fleet and expand its network capacity for the 2026 summer schedule. By securing these airframes directly from CDB Aviation’s existing order book, WestJet has bypassed some of the manufacturing delays currently affecting the global aviation supply-chain. The airline continues to hold the largest narrowbody order book of any Canadian carrier.
The three Boeing 737-8s (commonly referred to as the MAX 8) were delivered on February 5, 2026. These aircraft were leased directly from CDB Aviation’s order book with Boeing, a mechanism that allows airlines to access capacity more quickly than through direct manufacturer orders in a constrained market.
According to data associated with the delivery, WestJet’s 737-8 fleet is typically configured to seat 174 passengers, split between 12 Premium seats and 162 Economy seats. The aircraft are equipped with satellite-supported Wi-Fi and in-seat power, aligning with the carrier’s focus on passenger connectivity. The 737-8 is powered by CFM LEAP-1B engines, which deliver approximately 15% greater fuel efficiency and a 40% reduction in noise footprint compared to the previous generation 737-800NG.
Both companies highlighted the strength of their ongoing relationship. Luís da Silva, Head of Commercial, Americas at CDB Aviation, emphasized the history between the two entities in a statement included in the release:
“We’ve built a strong partnership with the WestJet team since the inaugural transaction between our companies in 2020. To date, we have financed and leased a total of 13 737-8 aircraft which support this strong and growing Canadian airline.”
Jennifer Bue, Senior Vice President and Treasurer at WestJet, also commented on the significance of the delivery for the airline’s growth trajectory:
“CDB Aviation is a valued partner of WestJet. The relationship enables WestJet to continue our momentum driving our growth strategy.”
This delivery comes at a critical time for WestJet as the airline approaches a total fleet size of nearly 200 aircraft, including its subsidiaries. The additional capacity is slated to support an aggressive network expansion, including new international connections such as Toronto to Medellín, Colombia, and increased frequencies to sun destinations. The Role of Lessors in a Constrained Supply Chain
The delivery of these three aircraft highlights a vital trend in the 2026 aviation market: the increasing reliance on lessors to bridge the gap caused by OEM production delays. While manufacturers work to clear backlogs, lessors like CDB Aviation, who hold significant positions in the delivery queue, are becoming essential partners for airlines needing immediate lift. For WestJet, leasing directly from CDB’s order book allows them to circumvent the long wait times associated with direct orders, ensuring they can capitalize on the projected travel demand for the summer 2026 season. This transaction underscores that in the current climate, access to delivery slots is just as valuable as capital.
How many aircraft does CDB Aviation lease to WestJet? What is the primary benefit of the Boeing 737-8 for WestJet? When was this deal originally agreed upon?
CDB Aviation Delivers Three Boeing 737-8 Aircraft to WestJet
Transaction Details and Fleet Configuration
Aircraft Specifications
Executive Commentary
Strategic Implications for 2026
AirPro News analysis
Frequently Asked Questions
With the delivery of these three aircraft on February 5, 2026, CDB Aviation now leases a total of 13 Boeing 737-8 aircraft to WestJet.
The 737-8 offers significantly improved fuel efficiency (approximately 15% better than the 737NG) and a longer range (approx. 3,550 nm), allowing WestJet to operate routes like Western Canada to Europe or Toronto to South America more economically.
The lease agreement for these specific aircraft was originally announced on January 23, 2024.
Sources
Photo Credit: CDB Aviation
Aircraft Orders & Deliveries
De Havilland Canada Delivers Refurbished Dash 8-400 to TrueNoord
De Havilland Canada delivers an OEM refurbished Dash 8-400 to TrueNoord, leased to Nexus Airlines for regional routes in Western Australia.
This article is based on an official press release from De Havilland Canada.
On February 4, 2026, De Havilland Aircraft of Canada (DHC) announced the delivery of an OEM Refurbished Dash 8-400 to the specialist regional aircraft lessor TrueNoord. According to the company’s official statement, the aircraft is immediately being leased to Nexus Airlines, a regional carrier based in Western Australia.
This delivery underscores the growing importance of DHC’s OEM Certified Refurbishment Program. With the production of new Dash 8-400 commercial-aircraft currently paused, this program serves as a critical pipeline for operators seeking “like-new” turboprops to meet regional connectivity demands. The transaction, originally announced in September 2025, has now reached completion with the handover of the airframe.
The newly delivered aircraft will join the fleet of Nexus Airlines, a carrier launched in 2023 that serves remote and regional communities. Nexus currently holds an exclusive contract with the Western Australian Government to operate the Inter-Regional Flight Network (IRFN), connecting hubs such as Geraldton, Karratha, Port Hedland, and Broome.
In the press release, Nexus Airlines leadership emphasized that the acquisition aligns with their strategy to reinforce essential air services.
“This acquisition marks an important milestone in our fleet strategy… we are strengthening our commitment to providing reliable, community-focused air services in Western Australia.”
, Michael McConachy, Managing Director, Nexus Airlines
The Dash 8-400 is particularly well-suited for the vast distances of Western Australia, offering higher speeds and longer range compared to competitor turboprops. This capability allows Nexus to maintain efficient schedules across routes that often exceed 1,000 miles.
As the manufacturer evaluates a potential restart of the Dash 8 production line, the OEM Certified Refurbishment Program has become a primary vehicle for maintaining fleet relevance. Through this program, DHC acquires used airframes and upgrades them to current operational standards. These upgrades often include avionics modernization, cabin refurbishments, and life-extension works that can significantly prolong the airframe’s operational cycles. Ryan DeBrusk, Vice President of Sales & Marketing at De Havilland Canada, highlighted the program’s value proposition in the official release:
“Our OEM Refurbished Program delivers high-quality aircraft designed to meet the needs of growing regional operations, while providing exceptional value, performance, and reliability.”
, Ryan DeBrusk, VP Sales & Marketing, De Havilland Canada
For lessors like TrueNoord, the program offers a way to supply clients with reliable assets that carry manufacturer backing, mitigating the risks typically associated with older used inventory.
TrueNoord, a specialist lessor focused on the 50–150 seat regional aircraft market, continues to expand its portfolio of Dash 8-400s. This delivery follows their acquisition of a batch of aircraft from Nordic Aviation Capital in late 2023. By utilizing the refurbishment program, TrueNoord ensures that its assets remain competitive and reliable for operators in challenging environments like Australia and Africa.
Carst Lindeboom, Director Asia Pacific for TrueNoord, noted the confidence the lessor places in the manufacturer-led refurbishment:
“The OEM Refurbished Program ensures delivery of a Dash 8-400 that is both reliable and versatile, and we are confident it will enable our customer to deliver vital air services with confidence.”
, Carst Lindeboom, Director Asia Pacific, TrueNoord
The Bridge to Future Production
We observe that this delivery highlights a significant trend in the regional aviation sector: the “tightness” of the high-quality turboprop market. With no new Dash 8s rolling off the line since 2022 and a backlog for competitor aircraft like the ATR 72, operators are increasingly reliant on refurbishment programs to source capacity. While DHC has indicated that a decision regarding the restart of production (potentially in Alberta) could be made around the 2025/2026 timeframe, the Refurbishment Program effectively bridges the gap. It allows the OEM to maintain a commercial relationship with operators and lessors while preserving the asset value of the existing global fleet. For Nexus Airlines, securing a factory-refurbished unit provides operational certainty in a market where spare parts and reliable airframes are becoming premium commodities.
De Havilland Canada Delivers OEM Refurbished Dash 8-400 to TrueNoord for Nexus Airlines
Strengthening Regional Connectivity in Western Australia
The Role of the OEM Certified Refurbishment Program
Lessor Strategy and Market Context
AirPro News Analysis
Sources
Photo Credit: De Havilland
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