version. After the Airbus partnership in 2018, a stretched A220-500 would allow Airbus to enlarge its A320-family replacement to better compete with the proposed Boeing New Midsize Airplane. In January 2019, Airbus hinted that a larger A220 variant could be developed, owing to ramped-up production and market demand for the current production models. However, in June 2019, Airbus indicated that it would not consider launching an A220-500 until it has solved its A220 production issues, and definitely not in the following year. Speculation about a stretched variant continued in November 2019, with Air France mentioning an A220-500 during an investor briefing on its modernisation strategy. In December 2020, Air France said it would consider the Boeing 737 MAX and the A321 as alternatives if the A220-500 is not developed in time. In January 2022, Luxembourg flag carrier Luxair expressed interest in the A220-500 as the airline sought to simplify its operations and avoid operating a mixed fleet of narrow-body aircraft, similarly to airBaltic, which was also said to be looking forward to the stretched variant to complement its A220-300 fleet, while Breeze Airways eyed a longer-range variant. In the same month, following Allegiant Air's decision to walk away from the A220, due in part to the uncertainty surrounding the launch of the A220-500, Airbus Chief Commercial Officer Christian Scherer said the stretched A220 variant was planned, although it was not an agenda item for a short-term decision. In July 2022, Airbus solicited an engine proposal from Pratt & Whitney and CFM International as a possible second supplier for the newly stretched variant, as well as the existing variants. In September, Airbus CEO Guillaume Faury signalled to investors at Capital Markets Day that a stretched variant is necessary to increase the A220 family's share of the narrowbody market, adding, "but we don't want to be right too early". The A220-500 could be launched only once the production is geared up and the programme is profitable. If launched in 2025, it would enter service in 2028-2029 and Airbus could accept the risk for the A320neo backlog, more so as Boeing is not expected to launch a new narrowbody before 2030. Performance improvements After beating performance promises by 3%, performance improvement packages shaving operating costs were previously studied by Bombardier before the Airbus partnership; these could include putting doors on the exposed main wheels, reducing drag but adding weight and complexity. Two to