When will we see an A220 base out of ATL?
12-27-2024 | 05:26 AM
#11
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From: Former Hooterville
I don't see it happening until there is an abundance of -300s. Most days, arrivals in ATL exceed VFR capacity necessitating a flow time to spread out the arrivals. The problem within the industry is the overutilization of existing hubs meaning that growth can only come via larger airframes or through redeyes. Much like the CR7/9 put the nails in the 50-seat coffin, the 737 adn 321 will likely do the same to the 100-seater by some point.
The only hope airlines have for keeping up with annual increases in flying is to open or re-open some of the older hubs. The ULCC have found a niche in sniping the higher yield point to point, but eventually the main carriers will defend that turf as well.
The only hope airlines have for keeping up with annual increases in flying is to open or re-open some of the older hubs. The ULCC have found a niche in sniping the higher yield point to point, but eventually the main carriers will defend that turf as well.
12-27-2024 | 06:10 AM
#12
Gets Weekends Off
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From: Looking left
12-27-2024 | 07:55 AM
#14
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12-27-2024 | 10:18 AM
#16
On Reserve
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This has proably had a correlation with the lion air jet acquisition that gave Delta 30ish 737's that have been range restricted. Those jets are beginning to get the interior phase II overhaul and re-fit.This will put those jets back into the normal mid-con and Transcon mix. I would expect to see the 717 going back to more short lenth stage lenghts as the -73 resumes more of it traidtional flying.
12-27-2024 | 04:32 PM
#17
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Flew on a 717 recently and was not impressed. No IFE and very loud. Personally, if given the choice between a 717 or an E175, I'd rather fly on a quieter E175 (neither offers IFE). I thought Ed was interested in making all fleet types more business friendly? That is certainly not the case with the 717. Clearly with 90+ airframes, it won't be easy to find a 717 replacement in the near term.
But, with the A220-300s occasionally cycling through ATL (to IAD, EWR, BUR & SBA), how long before we start seeing A220-100s and 300s based out of ATL to cater more to the business travelers who might not like the DC-9 NEO?
Any predictions on when we could see an A220 base out of ATL? How many more A220s need to be delivered before that becomes a possibility? Considering the range flexibility of the A220 (both short and long/thin route options), I can imagine the route planners would salivate over potential route pairings with the A220 100/300 out of ATL.
But, with the A220-300s occasionally cycling through ATL (to IAD, EWR, BUR & SBA), how long before we start seeing A220-100s and 300s based out of ATL to cater more to the business travelers who might not like the DC-9 NEO?
Any predictions on when we could see an A220 base out of ATL? How many more A220s need to be delivered before that becomes a possibility? Considering the range flexibility of the A220 (both short and long/thin route options), I can imagine the route planners would salivate over potential route pairings with the A220 100/300 out of ATL.
12-28-2024 | 12:50 PM
#19
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12-28-2024 | 02:38 PM
#20
Roll’n Thunder
Joined: Oct 2009
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From: Pilot
To a small extent they have. The 220 does ATL to Burbank and Santa Barbara. I’d call those long and thin. It also does a bit of ATL IAD which is a more traditional 717 route, but maybe they’re trying to capture some better business travelers with the better onboard product.
In the end I just don’t think there’s enough long markets out of ATL that only warrant a 220 vs 737/321. As we grow the fleet there will be more 220 flying naturally mixed into ATL but it’ll be a long time before we see a sea of T tails in C concourse replaced with 220s.
In the end I just don’t think there’s enough long markets out of ATL that only warrant a 220 vs 737/321. As we grow the fleet there will be more 220 flying naturally mixed into ATL but it’ll be a long time before we see a sea of T tails in C concourse replaced with 220s.
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