Airbus Commercial Aircraft CEO Says Decision on A220 and A350 Stretches Will Come Before 2030

Lars Wagner, CEO of Airbus Commercial Aircraft, told media in Toulouse that Airbus will decide on stretching the Airbus A220 and Airbus A350 before 2030. He said there is "clearly" demand from the industry for longer versions of both aircraft. Rumors of stretches to both types have circulated throughout 2026.

Wagner spoke on Wednesday at Airbus's Toulouse headquarters, where the company hosted media to present its 2026-2045 Global Services Forecast. He also took questions on stretched aircraft, future propulsion options and the future of the in-service Airbus A380 fleet.

On the A350, Wagner said airline CEOs ask Airbus for a longer, stretched version and that there is clearly demand from high-tier customers. Carriers such as Emirates have been vocal about the need for larger aircraft now that the Airbus A380 and Boeing 747 are no longer in production. At last year's Dubai Airshow, Wagner's predecessor Christian Scherer said Airbus was exploring options for a potential larger variant.

On the A220, Wagner said there is clearly demand for a longer, stretched version. Rumors of an "A220-500" have been widespread this summer; Airbus has not ruled it out but has not committed to it. Airbus Canada CEO Guillaume Chevasson said in June that studies on the stretch had been accelerated and that Airbus wants to be ready to decide soon.

Wagner said the market is demanding these products, so Airbus does not want the launch to come at the end of a five-year time frame. He said the timing of seeking board approval is Airbus's decision, but it "won't be 2030." The decisions on the two stretches will likely be made separately.

The first Airbus A350F freighter test aircraft, announced in 2021, made its first flight two weeks ago and will undergo 400 hours of flight testing. The A350F uses the same engine type as the A350-1000, whereas a stretched A350 would need a new engine.

Rolls-Royce has previously said a stretch would require up to seven years of engine development. The A350 order book also extends into the 2030s, so Airbus would need to raise production capacity first.

Wagner's remarks tie the stretch decisions to customer demand rather than to a fixed product calendar. With the A380 and 747 out of production, airlines that want more seats per aircraft have fewer options, and long-haul carriers such as Emirates have said so publicly. That gives Airbus a commercial reason to move before the end of the decade.

The two programs face different constraints. A stretched A350 depends on a new engine and on freeing production capacity in a book already filled into the 2030s, which makes the engine's development timeline the gating item. The A220 stretch appears likely to come first.

The next milestones are a board approval for either stretch and any formal program launch. Wagner has said the A220 and A350 decisions will likely be taken separately, so each will carry its own signal.