Delta would be very happy to convert its CS100 to CS300 because in reality they do not need it. By the way they already converted 35 CS100 to CS300 in January this year (click here
Correct, Delta converted 35 A220-100 to A220-300 but at that point kept 40 A220-100 orders. Maybe Airbus told Delta they needed to take 40 A220-100 and Delta really wanted 90 A220-300. Or maybe Delta feels they do need 40 A220-100. Do you have any firm supporting evidence Delta does not need the 40 A220-100 as they look to move flights from large regional jets to small mainline aircraft.
Mirabel assembly facility produces both CS100 and CS300. So, what's the problem?
Correct, Mirabel can build both the A220-100 and A220-300. However, there are a lot of questions surrounding whether or not an A220-300 built in Mirabel can be imported to the USA. I do not know the answer, and what I have seen reported is that the only A220-300 coming from Mirabel to USA are for the Mobile Assembly Line to finish at least some of the assembly.
Do you have any firm supporting evidence that it is a safe enough option to import completed A220-300 that Delta and Airbus would be comfortable taking the risk of causing another Tariff headache?
The total order for CS100 is today at 85 units with very shaky orders from Odyssey airlines (10), Gulf Air (10), Braathens (10), Lease Corporation INternational (3). I would even categorize Air Vanuatu's order for 2 as a shaky one.
CS300 has 451 orders so far. I guess it clarifies the priority.
Correct. The A220-300 has a lot more orders than the A220-100. I agree Odyssey, Gulf Air, and Braathens are shaky. I don't really know much about leasing aircraft orders so I have no opinion on LCI. I think Air Vanuatu's are more solid given when they were ordered in the life of the program, but either way 2 is a small order.
It would be a total waste of time and money to continue producing the CS100 when the production system is not ramping up quickly.
They are working on it. There is construction at both Mirabel and Mobile to increase production. Airbus has had less than 12 months to make changes. They came in, evaluated the assembly process, and in less than 6 months were working on new buildings in Mirabel, that are nearing completion.
Mothball CS100, get all CS300 on-going design modification done and drop non-essential ones, that's what they need to do to increase the production rate and reduce cost.
Once a stable production system is achieved they can then start to think about "improvements". The way they are doing things so far is just ineffective and borderline amateurish.
I just want to add another thing. The E195-E2 is luring behind and it is a huge mistake to underestimate this aircraft.
Bottom line, my biggest issue with your argument is that at this precise point in time it is not feasible.
Let's say Delta says yep give us A220-300 from Mirabel instead of the A220-100s. How is that going to happen? They are already working on the A220-100s. Should they scrap the ones that are already assembled or do rework to turn a near completed A220-100 into a -300? Where are they going to get the longer fuselage pieces to make these into -300s? They can get at most 6 planes worth from the STLC order that was meant for Red Wings (and that isn't going to be easy), but that's not going to be enough to switch every Delta A220-100 to a -300. Should they not deliver planes while they wait months for the fuselage pieces to be manufactured and delivered? What about all the other components they need to build a -300 instead of a -100. Where are they going to get these parts so quickly? What about late delivery costs to Delta?
Airbus has been working on the A220 for a year to get production going faster. Part of that plan is to build 24 A220-100s for Delta in 2019. This is part of their broader plan, with multiple construction projects underway and some nearing completion to increase production. They are also working on selling more A220s and working with suppliers to build more A220 pieces so they have the parts to build more planes.HELP ME UNDERSTAND
how they can switch to building Delta A220-300s instead of A220-100s at this point in time without just stopping production. I can see an argument that in the past a decision to focus on the CS300/A220-300 could put them in a better position today, but it's too late for that. How can they today abandon the A220-100s they are building for Delta while increasing production and not damaging themselves economically?