Originally Posted by PrimalPilot

I've done a recent 320 to 220 conversion. Here are my thoughts:

220 wins:
- 220 seats are more comfortable (especially compared with the older 320/319s)
- 220 has the 320 beat in avionics by a long shot. Although it has some minor annoyances, the FMS on the 220 is a generational improvement. While I think many boomers will struggle, younger pilots will appreciate the interface
- Performance seems better with better climb rates, and shorter landings (although it's a wash now with the low weights)
- Smaller loads = faster pax offloads. No more 45 minutes of pax offloads like in the 321 (although n/a with current loads)
- Even though the fly-by-wire system is awkward (see below), I think the 220 is more fun to hand fly
- Automation has much more capability in the 220. One example is that you can fly the windshield escape maneuver entirely on autopilot (although not particularly recommended). Another example is working the bleeds. You start the engine by flipping a switch, regardless of what bleed power you're on. The jet figures out the rest (i.e., you don't mess with bleed switches of cross valves).
- Electronic checklist is nice. The jet knows the status of most switch positions. The engine shutdown checklist sounds like this: CA: "Shutdown checklist." FO: "shutdown checklist complete."
- The 220 is the proverbial "Burger King Jet." Many different ways to do things (e.g., three ways to change a frequency), and the training department has been good in encouraging pilots use whatever techniques work best for them
- Both traditional and Airbus headset plugs
- Improved pax comfort. More space between seats, 2/3 seating, lavs in front and back
- Great brakes; very seldom will you need fans

320 wins:
- Sushi tray on the 220 sucks, although it is supposed to be in redesign
- Sun visors took a generational leap backwards on the 220; however, you can keep them up while parked without risking window overheat (you turn the window heat off)
- The fly-by-wire on the 220 takes some getting used to. You fly for speed in the 220 (as opposed for pitch angle in the 320); and because the system is speed based, you have to trim when hand flying the 220. Weird, but not a huge issue once you get the hang of it
- The 220 has more random limitations than the 320. Most of this is because it is a new airplane. However, these are minor impacts, and many will go away over the next few years

Wash:
- 220 cockpit is smaller, but doesn't make a whole lot of difference when sitting. There is an annoying bulge where the HUD system is supposed to be that is easy to knock your head on, but otherwise the 220 cockpit is well designed
- The 220 is a seems bit noisier than the newer 321, although quieter than the old 319/320 with the annoying cabin fans
- Trips: The 220 is getting more variety in length, and there is now a healthy mix of 1-4 day trips (a few months ago it was all 4 day trips). More diversity in the 320, but more predictability in the 220 (can be a plus or minus). The vast majority of 220 layovers are along the west coast and Texas. But that will change - I wouldn't chase trip mix either way. The 220 certainly does not experience the 717/MD88 pain of frequent 4+ legs a day. Seems to me that the leg mix is similar to the 320 fleet (although probably fewer of the longer trans-cons). Not because of range, but rather due to current route structure. I would expect this to change as well.
- Currently a healthy AVL in the 220, since none of the jets are parked. Currently more GS than you would expect, but less excess RES coverage than in the 320. Again, can be a plus or minus, depending on what you're looking for. And again, that will change.

Originally Posted by Bgood

hahaha I laughed too hard at this. Puddy is famous. I can only imagine he has posters of 220s all over his house and in his car. 😂😂

Originally Posted by Riverside

Would be interesting to see this maneuver.

Originally Posted by OOfff

the 757/767 does it really well. I believe that’s UAL’s SOP

Originally Posted by David Puddy

Yes - you should see the A220 wallpaper I have throughout my house. It’s fantastic!

Regarding this perception that the A220 is more of a regional airplane could change. With the 300 series about to arrive in a few months, maybe the average sector length could change - it certainly has the range to do it. There are rumors that you will see a lot of transcon at JB on thinner routes to the West Coast from NYC/BOS. And who knows with Breeze - Neeleman talks about its range flexibility all the time. I could see Delta using the 100s on flights like BDL-LAX or MCO-PDX at some point (maybe as 2nd flights of the day if demand is strong in the future). Bottom line: you can’t beat the flexibility the 100 & upcoming 300 fleets will provide.

I’ve noticed a lot of chatter recently on the various boards and industry analyst websites about interest in the bigger proposed 500 series. That could be an ideal replacement for older A320s and 737-800s. Air France has publicly stated it wants an A220-500. Time will tell.

Originally Posted by copy

I think you guys are missing the fact that the OP said “windshield” not “windshear,” hence the sarcastic “I wanna see that maneuver.”

Originally Posted by terryhflyer

220, 321 whatever it takes.

Originally Posted by Riverside

Would be interesting to see this maneuver.