SWISS May Retire A220-100

SWISS is weighing the future of its Airbus A220-100 operations as engine issues hinder the business.

Speaking in an exclusive interview with Kurt Hofmann for Aviation Week, Clarissa Cunz, the airline’s head of aircraft assessment management, shared insights into the thought process behind the A220-100.

Inside The SWISS Fleet

Fleet data show that SWISS has 30 Airbus A220 family jets delivered, comprising the smaller A220-100 and the largest model currently on the market, the A220-300.

SWISS has 21 of the A220-300s delivered, with an average age of 7.2 years. However, as of July 15, 2025, 17 of these aircraft are in service, with four being parked due to ongoing maintenance challenges, a figure subject to change.

Alongside the larger variant, nine A220-100s have been delivered, with an average age of 8.4 years. There are just seven of these active, with two units listed as parked; thus, the A220-300 has the most significant reliance of the two available variants.

Now, while the A220 remains an integral part of the SWISS business, the future of the smallest variant is uncertain, with ongoing discussions to determine the best approach and fleet mix for the network’s structure moving forward.

Cunz stated that both variants were also selected for specific reasons; the A220-100 was chosen due to its capability of flying into London City Airport, which has a steeper approach than the A220-300 model is certified for.

The executive concluded by saying that while new opportunities continue to present themselves, a decision to confirm the phasing out of the A220-100 has not yet been reached, but is likely being explored.

Problems On The A220-100

Since Airbus took over the CSeries, branding it as the A220 and beginning to produce the plane itself, there have been question marks over the A220-100 and its purpose across the industry.

While the aircraft works in specific markets, it suffers the same fate as many next-generation programs, where one variant is often disregarded for the more superior, as seen with the A330neo, the 777X, and even at times the 787.

Additionally, analysts have often pointed to key performance metrics that show the A220-100 doesn’t stack up as a worthwhile investment for most airlines due to its operating cost compared to the larger A220-300.

All in all, any doubts surrounding the A220-100 can be compounded by the challenges the broader series has faced concerning Pratt & Whitney geared turbofan engines.

These engine complaints have been present for many years, and for many operators, they haven’t eased to a level where operations can be smoothed out, presenting financial and network complications.