Notice the two Heads-Up-Display (HUD) units and the five Electronic-Flight-Display (EFD) screens – Photo: John Jamiesonįirst of all, the sidestick has a greater degree of sensitivity allowing pilots to respond faster to the aircraft’s movement. What ultimately pushed Bombardier/Airbus to the sidestick? Both control devices are compatible with an FBW system. When Bombardier made the decision to implement a Fly-By-Wire system, they had a choice to make. A sidestick, on the other hand, while lacking the benefits of a physical coupling ( See Air France 447), offers similar levels of control in a smaller, cleaner package.
While inherently familiar and perfectly functional, the standard control yoke tends to occupy more space than is necessary. The most obvious feature, perhaps, is the location of the flight controls. Starting in the cockpit, it’s clear that the A220 has been designed with the pilot in mind. For now, follow along as we cover Fin 101 from nose to tail and explore every inch of Canada’s newest clean-sheet aircraft.īonus:Â Photo Tour of the Bombardier CSeries at the Dubai Airshow – For those who’d like a comparison to the smaller A220-100. That said, we’ll have a thorough examination of the aircraft’s operational benefits, and our interview, in a future post. With the focus of the event firmly on the aircraft (as opposed to a new destination), we’ve focused our analysis on the physical benefits. We also managed to interview Mark Galardo, Air Canada’s VP Network Planning. Over the course of the event, we were able to go onboard the aircraft and take in the A220’s unique features. At Air Canada’s headquarters in Montreal, Fin 101 (C-GROV) was unveiled to employees, honored guests, and members of the media. On January 15th, North America’s fifth-largest airline became the newest operator of the Airbus A220.
C-GROV, the first A220-300 operated by Air Canada – Photo: John Jamieson
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