In an industry that often glorifies progress and the longevity of its aircraft, the news of one of the youngest Airbus A220s being dismantled has sparked disbelief and concern. Specifically, the first-ever disassembled A220-300, only five years old, was recently broken up in Mirabel, Canada—not due to an accident or obsolescence, but because its market value in parts exceeded its worth as a whole aircraft.
This case involves the aircraft registered as SU-GFA, the first in a fleet of 12 Airbus A220s introduced by Egypt’s national carrier, EgyptAir, in 2019. According to Aerospace Global News, the entire fleet was sold in early 2024 for just $300 million, despite being originally valued at $1.2 billion at the time of purchase. The new owner, leasing company Azorra, opted not to lease out most of the planes but to dismantle them instead—including SU-GFA, which was the first to undergo the so-called “part-out.”
At the time of delivery, EgyptAir CEO Captain Ahmed Adel declared the A220 “the most innovative and technologically advanced aircraft in the world.” EgyptAir was the first carrier in the MENA region to introduce this model into its fleet.
But problems quickly emerged. Aerospace Global News highlights serious issues with the PW1500G engines made by Pratt & Whitney as a key reason for the sudden sale. Instead of the expected 5,000 cycles, the engines often required overhauls after just 1,000 flight hours. This led to frequent breakdowns, delays, and the replacement of scheduled A220 flights with older models, further damaging EgyptAir’s reputation and increasing maintenance costs.
Though initially shocking, dismantling young aircraft is becoming an increasingly realistic business strategy. A shortage of spare parts—especially for newer platforms like the A220—has created strong demand in the market. “This is necessary to mitigate disruptions caused by parts shortages,” said Mike McBride, Vice President of Delta Material Services, which is partnering with Azorra on the disassembly of the aircraft.
A serviceable PW1500G engine can fetch up to $8 million, while rotatable components like landing gear are valued between $5 and $8 million. Given that Azorra paid an average of $25 million per aircraft, dismantling them becomes a profitable decision.
Of the 12 aircraft, only one—SU-GEY, now re-registered as 5B-DEC—has returned to operational service, now flying under Cyprus Airways. Four aircraft were sent to Breeze Airways, but these will not fly either—they are scheduled for dismantling and are currently stored at various locations across the U.S. Six remain in Cairo, but their fate is still “under active review,” according to Azorra President Ron Baur, as reported by Aerospace Global News.
This case marks a historic moment: for the first time, a modern aircraft of such a young age is being dismantled not due to technical failure or obsolescence, but because its parts are worth more than its overall operational value. As global supply chain problems persist, there’s reason to believe that SU-GFA may not be the only example.
Although the Airbus A220 remains a highly sought-after model among airlines, its future depends on stabilizing the supply chain and improving manufacturer support. Until then, the practice of dismantling aircraft in prime condition could become the new reality in the aviation industry.
