C Series Info
#3331
Gets Weekends Off
Joined APC: Feb 2008
Posts: 19,224
#3332
Cloudbase
Joined APC: Nov 2005
Position: 717A
Posts: 532
#3333
The President of Airbus Commercial said that after the production plant in the US is finished, they plan a stretch on the A220. The A220-500 being the CS500 that was canceled when Bombardier fell on hard times, is the speculation.
The stretch is probably because the A318/319 is going away as it doesn't sell. No idea if that's the case, but it makes sense.
The stretch is probably because the A318/319 is going away as it doesn't sell. No idea if that's the case, but it makes sense.
#3334
Gets Weekends Off
Joined APC: Apr 2016
Position: Looking left
Posts: 3,242
I guess I dont get it. I googled it but I ignore CEO speak nowadays. I just dont see why they would ever build a 150 seater with currently no demand and have it compete with a popular 150 seater they build 60 or 70 a month of and probably makes them a fortune on each frame.
#3335
:-)
Joined APC: Feb 2007
Posts: 7,339
I guess I dont get it. I googled it but I ignore CEO speak nowadays. I just dont see why they would ever build a 150 seater with currently no demand and have it compete with a popular 150 seater they build 60 or 70 a month of and probably makes them a fortune on each frame.
You buy 100 A322s, and 100 A220-500s, and move all 76 RJs to 50 seater routes, and that's fleet renewal through 2030 and beyond. The A322 is a better investment, as the 797 is more than a decade away, probably most here will be retired by the time it shows up.
It's not the engines completely, it's the total weight.
Last edited by Mesabah; 01-28-2019 at 02:06 AM.
#3337
My guess would be upgrades to the A321 aircraft would probably make the A320/A319 no longer attractive. The A320/19 is already dead at Delta, and will be replaced by larger A321s, and probably the A322 when that comes out. That leaves a gap the A220-500 fits in.
You buy 100 A322s, and 100 A220-500s, and move all 76 RJs to 50 seater routes, and that's fleet renewal through 2030 and beyond. The A322 is a better investment, as the 797 is more than a decade away, probably most here will be retired by the time it shows up.
It's not the engines completely, it's the total weight.
You buy 100 A322s, and 100 A220-500s, and move all 76 RJs to 50 seater routes, and that's fleet renewal through 2030 and beyond. The A322 is a better investment, as the 797 is more than a decade away, probably most here will be retired by the time it shows up.
It's not the engines completely, it's the total weight.
So we were told that if we excerise the 100 neo options, likely, on the 321s then we easily could have a total A320 fleet in the 450 range between 200 neos, 130ish 321s and the 57/62 319s and 320s. I think 40 of the 320s are early 90s, the rest are very late 90s and 2000s. It was brought up when they bragged on the efficiency of reducing differing types at out stations.
Imho i think we stuck to the "we are not ordering new technology until its proven" and watched the Neos and Max's quickly rack up 6500 and 5000 orders respectively.
By the time the 220 "proves itself" in CEO speak it'll be 20 years old. It's already 10 now. Why would Airbus bet the future on that especially if the cockpit cant mix with 319, 320, 321, 330, 340, 350, 380 and they still have 1000s of orders to fill?
Last edited by forgot to bid; 01-28-2019 at 03:20 AM.
#3338
:-)
Joined APC: Feb 2007
Posts: 7,339
In a recent meeting they're looking at extending the life of the 320s and 319s. That program requires an enhanced cockpit that matches the 321 and the cost of it was very very reasonable.
So we were told that if we excerise the 100 neo options, likely, on the 321s then we easily could have a total A320 fleet in the 450 range between 200 neos, 130ish 321s and the 57/62 319s and 320s. I think 40 of the 320s are early 90s, the rest are very late 90s and 2000s. It was brought up when they bragged on the efficiency of reducing differing types at out stations.
Imho i think we stuck to the "we are not ordering new technology until its proven" and watched the Neos and Max's quickly rack up 6500 and 5000 orders respectively.
By the time the 220 "proves itself" in CEO speak it'll be 20 years old. It's already 10 now. Why would Airbus bet the future on that especially if the cockpit cant mix with 319, 320, 321, 330, 340, 350, 380 and they still have 1000s of orders to fill?
So we were told that if we excerise the 100 neo options, likely, on the 321s then we easily could have a total A320 fleet in the 450 range between 200 neos, 130ish 321s and the 57/62 319s and 320s. I think 40 of the 320s are early 90s, the rest are very late 90s and 2000s. It was brought up when they bragged on the efficiency of reducing differing types at out stations.
Imho i think we stuck to the "we are not ordering new technology until its proven" and watched the Neos and Max's quickly rack up 6500 and 5000 orders respectively.
By the time the 220 "proves itself" in CEO speak it'll be 20 years old. It's already 10 now. Why would Airbus bet the future on that especially if the cockpit cant mix with 319, 320, 321, 330, 340, 350, 380 and they still have 1000s of orders to fill?
As to why Airbus will build the A220-500, is because it would be a simple stretch, and add more viability to that program. It wouldn't compete directly with the A320 due to the lost range by the stretch.
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