I got to Boston's Logan Airport with a bit of time to spare, so I went upstairs to the Sky Club lounge — I have a credit card that comes with Sky Club access as a perk.
A few minutes before my boarding time I made my way down to the gate, which was quite crowded — maybe that had something to do with the fact that it was across from Legal's Test Kitchen, where you can buy a live lobster to bring home with you on your flight?
There it is; the CS100, or A220-100, tail number N110DU, taking me on the short flight to LaGuardia.
I made my way down the jet bridge in the first boarding group (after people who needed a little extra time to board).
Despite the rebranding of the C Series to the A220, there's a nod to the former name at the boarding door.
...And here's my window seat, 2D. The business class cabin consists of just three rows, each with four seats in a 2-2 configuration.
Economy class is in a 3-2 configuration, making the A220 perfect if you're traveling with someone else and don't want a third seatmate.
Here's a photo of a standard 3-seat economy row taken by a colleague earlier in 2019. Economy seats are about 18.6 inches wide with 30–32 inches of pitch. That's roomier than you'd find on most other regional jets, and more in-line with a workhorse 737NG.
A bragging point of the A220 is its spacious overhead storage bins — these can fit most standard carry-on bags that you'd usually bring aboard a larger plane, which should make for fewer instances of passengers being surprised when their bags don't fit.
I've heard some grumbling online that while the coach seats are impressive for a regional jet, the first-class seats feel relatively cramped. However, that's not what I found at all.
According to Delta, first class seats on the A220 are 20.5 inches wide with 37 inches of pitch, and it certainly felt like plenty of legroom. For comparison, first class seats in Delta's Bombardier-made regional CRJ-900 have are 19.6 inches wide with 37 inches of pitch, and in the Embraer ERJ-175 they're 20 inches wide, also with 37 inches of pitch.
Shifting to non-regional single-aisle aircraft, first class seats on Delta's 737-800 are 20.5 inches wide with 36–38 inches of pitch, and on the A320 they're 21 inches wide with just 36 inches of pitch.
Each seat had an individual air nozzle and reading light, though I didn't need the latter on this bright daytime flight.
The large in-flight entertainment monitor could be tilted, a feature I definitely appreciated as it helped fight the glare of open window shades. The screen had a built-in headphone jack and a USB port that you could use it to charge your phone.
Incidentally, Delta announced this week that more than 700 of its aircraft have in-flight entertainment screens, and that the screens will continue to be installed on newly delivered aircraft. In a time when airlines have been cutting back on the screens in favor of BYOD (bring your own device), Delta says customer reaction has been overwhelmingly positive.
I pulled out my iPad and noticed that Wi-Fi was already available. On most Delta flights, Wi-Fi isn't active until you're above 10,000 feet. I haven't seen the A220 advertised as having gate-to-gate Wi-Fi, so this was an unexpected treat.
My seatbelt had an airbag component. Some people find these uncomfortable, but I didn't even notice the airbag once I'd buckled the seatbelt.
There was an extra-wide armrest between the seats with some storage space, plus the button to recline the seat (after takeoff, of course).
In the front of the armrest and down at seat level, there was a water bottle holder with mini bottles waiting for us. This was actually pretty easy to miss, I didn't spot it for a few minutes.
There was one thing I found annoying: the seats didn't quite line up with the rails that are used to mount them to the cabin floor. I only had one bag with me and I put it in the overhead compartment, but if I had wanted to store a bag under my seat, this would have cut down on the space available.
First-class passengers got a small pillow and a plastic-wrapped blanket. Always appreciated, though I ended up just tucking them out of the way between my seat and the bulkhead.
As the plane's 100 passengers were boarding, the flight attendant in the first-class cabin came around and offered drinks before departure. I had a beer — a SweetWater 420 ale.
A few minutes later, the boarding door was closed and the flight attendant set the cabin lighting from a handy touchscreen.
It was a beautiful day, and the A220's larger-than-average windows let plenty of light into the cabin for our roughly 45 minutes in the air.
I was planning to read a few articles, rather than watch any in-flight entertainment, so I set my screen to the "flight show." This was definitely a new-and-improved version of what most Delta planes have — it was interactive and responsive with about 10 different view options.
The A220 is powered by a pair of Pratt and Whitney PW1500G turbofan engines. On a regional, 100-seater jet, the engines are usually annoyingly loud, but the A220 is a relatively quiet ride.
A few minutes after takeoff, our flight attendant came around to see if anyone wanted another drink. I mean, if you're offering ...
I ended up not using the tray table on this incredibly short flight, since the middle armrest in first class has space to put a drink, but here's where it folds out from the other armrest.
There's only one disappointing thing about the first-class cabin. The A220 has three lavatories: one in first class, and two in the rear of the plane. The pilots-side lavatory in coach is notable because it's one of the few airplane lavatories with a window. Since I was in first class, I didn't get to appreciate that novelty.
After what felt like just a few minutes (actually, it really was just a few minutes — the BOS-LGA flight is so short), we began our descent ...
Sadly, it wasn't the end of my journey. Thanks to LaGuardia's construction, it would take me a while to get home.
Including the walk to the taxi shuttle bus, the bus itself, and the time it took the taxi to get out of the airport, the 9 1/2-mile trip from Queens to Brooklyn was longer and less comfortable than the flight from Boston to New York.
Outside-airport traffic aside, the flight was a fantastic experience. The plane was incredibly comfortable compared to just about every other jet serving the 100-seat market, including the Bombardier CRJs and Embraer RJs of yesteryear.
While the A220 is meant as an eventual replacement for the larger of these, its range and efficiency give it a niche that's more in between the regional jets and the mainline narrow bodies, seating just 100 or so passengers, but capable of flying coast-to-coast.
That potential is evident in the fact that Delta just scheduled the A220 for a daily flight between Atlanta and Seattle. While a flight that long on a regional jet would be unpleasant, to say the least, the A220 should be a perfectly comfortable ride.