Why Swiss Is Parting Out Two A220s

When an airline retires an aircraft, it is usually because it has reached the end of a long operational life. That is why the news that Swiss International Air Lines is dismantling two Airbus A220-100s has attracted so much attention among aviation enthusiasts.

The aircraft involved are registrations HB-JBC and HB-JBD, both delivered in 2016 when Swiss became the launch operator of the then-new Bombardier CSeries programme, later rebranded as the Airbus A220. At around ten years old, these aircraft are among the youngest airliners ever to be intentionally broken up for parts.

So why is Swiss taking such an unusual step?

Which Aircraft Are Being Parted Out?

Swiss A220 HB-JBD. Photo: Aero Icarus

Swiss currently operates both variants of the Airbus A220 family, with nine A220-100s and 21 larger A220-300s in its fleet. The two aircraft selected for dismantling, HB-JBC and HB-JBD, have been stored at Toulouse-Francazal Airport in France since January 2026 and will not return to passenger service.

Instead, they will become a valuable source of spare parts, including engines, landing gear components, avionics and other high-value items needed to support the airline’s remaining fleet. Swiss has confirmed that the primary objective is to secure components for its own operations.

The Real Reason: Engine Shortages

The decision is largely driven by continuing problems affecting Pratt & Whitney’s geared turbofan (GTF) engine family.

Like many airlines operating GTF-powered aircraft, Swiss has faced significant disruption as engines are removed from service for inspections and repairs. The PW1500G engines that power the A220 family have been affected by ongoing maintenance issues and a shortage of available replacement engines.

Rather than waiting for additional engines to become available, Swiss has chosen to use the engines from the two retired A220-100s to keep more of its larger A220-300 fleet flying. The airline has explicitly stated that engines from the smaller aircraft will be transferred to the larger variant.

In simple terms, Swiss has concluded that it gains more value from the engines than from the aircraft themselves.

Why The A220-300 Is More Important

The economics of the fleet also play a major role.

Swiss configures its A220-100s with 125 seats, while the larger A220-300 carries 145 passengers. Although both aircraft share a common design and similar operating characteristics, the larger variant spreads its costs across more seats and therefore generates better returns.

If the airline must choose between keeping an A220-100 flying or ensuring an A220-300 remains operational, the larger aircraft is usually the more profitable option.

This explains why Swiss is prioritising the A220-300 fleet. By sacrificing two smaller aircraft, it can potentially keep several larger aircraft in service, protecting schedules and reducing cancellations.

What Problems Has Swiss Had With The A220?

Swiss has experienced a complicated relationship with the A220 programme despite being one of its earliest supporters.

The airline was the launch customer for the type in 2016 and helped prove the aircraft’s capabilities in commercial service. However, it has also suffered a number of engine-related incidents over the years. In 2019, Swiss temporarily grounded its A220 fleet following several in-flight engine shutdowns.

More recently, the wider Pratt & Whitney GTF durability crisis has caused ongoing operational headaches across the aviation industry. Swiss has also had aircraft grounded because of engine availability issues affecting both its A220s and Airbus A320neo-family fleet.

These challenges have forced the airline to find creative ways to maintain reliability while waiting for engines to return from maintenance.

What Happens Next?

The dismantling of HB-JBC and HB-JBD may not be the end of the story.

Swiss has indicated that several other A220-100s will be parked for extended periods, with some expected to remain out of service for at least 18 months. The airline says no final decision has yet been taken on the long-term future of the A220-100 fleet, but the focus for now is firmly on keeping the larger A220-300 operation running smoothly.

For aviation enthusiasts, the situation is remarkable. The A220 remains one of the newest and most advanced regional airliners in service, yet two examples are already destined for the scrapyard. However, in today’s environment of engine shortages and supply chain constraints, Swiss clearly believes those aircraft are worth more as spare parts than as active airliners.

It is an unusual decision, but one that highlights just how significant the industry’s current engine availability crisis has become.