with a monthly production rate of four, rising to six for a capacity of eight while the main Mirabel FAL could go to ten. Bombardier would fund the cash shortfalls if required, up to US$ million from the second half of 2018 to 2021. It was intended that the programme team would be formed by leaders from both Bombardier and Airbus and headed by Philippe Balducchi, then Head of Performance Management at Airbus Commercial Aircraft. Ten days after programme control was transferred to Airbus, the aircraft was rebranded as the A220-100/300. Later, on 1 June 2019, the CSALP joint venture was renamed to Airbus Canada Limited Partnership and adopted the Airbus logo as its sole visual identity. Bombardier exit After reassessing its participation in January 2020, Bombardier exited the A220 programme in February 2020, selling its share to Airbus for $591 million. Airbus thus owned 75% of the programme; the remaining 25% of shares were held by Investissement Québec. Under the acquisition terms Airbus acquired Bombardier's option to buy out Investissement Québec's share from 2023, with a revised option date of 2026. Airbus also agreed to acquire A220 and A330 work package production capabilities from Bombardier in Saint-Laurent, to be taken through the Airbus subsidiary, Stelia Aerospace. Airbus and the government of Quebec agreed in February 2022 to invest a further $1.2b in Airbus Canada, to support the acceleration of the A220 production rate to 14 A220s per month. Accordingly, Airbus would invest $900m into the aircraft programme and Investissement Québec $300m, allowing the partnership to continue until the programme becomes profitable in the middle of the decade. To protect Quebec's investment until it matured, the new earliest date Airbus could acquire the remainder of the shares thus became 2030. Stretched variant In January 2010, JP Morgan reported that Bombardier was considering a 150-seat version of the CSeries; Bombardier described the report as speculative. At the Farnborough Airshow in July 2012, Bombardier started discussions with AirAsia about a proposed 160-seat configuration for the CS300. Consequently, by November 2012, this configuration was included in the CS300 project, although AirAsia rejected the proposal. In May 2015, The Wall Street Journal reported that Bombardier was considering marketing a CS500, a further stretch of the CS300, to compete with the 160- to 180-seat versions of the Boeing 737 and A320 airliners, but was uncommitted. The existing wing would be capable of supporting a stretched