and tailcone design, minimum fuselage wetted area and optimised wing aerodynamics. Landing gear The nose landing gear is common for both variants, while the -300 main landing gear is slightly reinforced. The -100 has three pairs of disc brakes, the -300 one more. Engine The A220 is powered by two Pratt & Whitney PW1500G underwing turbofans. Its geared turbofan architecture and advanced engine core improves efficiency and reduces the stage and parts count. The PW1500G has a 20 dB margin to Chapter IV noise limits, and high-efficiency components and advanced combustor technologies reduce and NOx emissions. It was certified in February 2013, the first variant in the PW1000G range. The PW1500G is the turbofan engine with the highest bypass ratio at 12:1. Each engine can produce 84.5 to 104 kN (19,000 to 23,300 lbf) of thrust flat rated at ISA + 15°C. The engine was designed to reach 12% better fuel economy. Operational history The all-new aircraft entered service as CSeries in the first two years, and was then rebranded as A220 following the Airbus partnership in 2018. CSeries 2016 The first CSeries, a CS100, was delivered to Swiss Global Air Lines on 29 June 2016 at Montréal–Mirabel International Airport, and began commercial service on 15 July with a flight between Zürich and Paris. The launch operator stated in August, that "the customer feedback is very positive with the expected remarks concerning the bright cabin, reduced noise, enough leg room and space for hand luggage as well as the comfortable seats. Also, the feedback from our pilots is gratifying. They especially like the intuitive flying experience." The first CS300 was delivered to AirBaltic on 28 November, and began revenue service on 14 December with a flight from Riga to Amsterdam in a 145-seat two-class configuration. The type launch operator lauded lower noise levels for passengers and more space for luggage than its Boeing 737-300s. Upon introduction, both variants were performing above their original specifications and the CS300 range was 2% better than the brochure, as were its per seat and per trip cost. airBaltic reported a 2600 L/h fuel consumption against 3000 L/h for its Boeing 737-300 with similar capacity, and stated 21% better fuel efficiency. Fuel burn was more than 1% lower than the marketing claims and Bombardier would update its performance specifications later in 2017. The CSeries was 25% cheaper to fly than the replaced aircraft at Swiss,