Amen Timbo! And their disciples come on here to foment fud and try to cleverly tutor us on how foolish we were to turn down TURDTA15.

 

Hey now.


You quoted it.


And you have to get the biggest picture possible because evidently the order was missed.

 

Bananie's sole purpose in life is to torpedo us so he and his buddies can say "I told you so." He thinks well beg them to return. He's clearly delusional.

 

He's probably some exec vp who's trolling on here because his options aren't worth what he planned and he's going to have to sell a few polo ponies until things blow over. Gosh darn those pilots!

 

Looks like Delta is still interested - AT THE RIGHT PRICE. The CS300 (bigger version of the CS100 SWISS is putting into service shortly) would easily be the best replacement option for the aging MD88/90 and the CS300 will be in operation by Q3 of this year. Time for Bombardier to sharpen it's pencil for Ed & Richard and make it happen. Sure, it could easily be negotiating posturing with Boeing & Airbus - but it still is a good idea to keep extra competition in the manufacturing space with another viable option. Plus, for the 110-160 seat range, the CS300 is very competitive from a versatility standpoint with better GTF efficiency, extended range and better passenger ergonomics (bigger windows, bigger bins, etc.) - at the right price.....

See the article from yesterday below:


Bombardier C Series sales may be hurt by plane?s high-tech content, Delta says - The Globe and Mail


Bombardier C Series sales may be hurt by plane’s high-tech content, Delta
Ross Marowits
MONTREAL — The Canadian Press
Published Tuesday, Mar. 08, 2016 5:51PM EST
Last updated Tuesday, Mar. 08, 2016 6:18PM EST



Bombardier Inc. may be struggling to sell its C Series planes because of the high level of technology in the new narrowbody aircraft, the head of Delta Air Lines Inc. said Tuesday.

“It’s highly engineered, which I think has been some of the challenges they’ve faced in marketing it, getting to a price point to get paid for that engineering,” president Ed Bastian told analysts at the J.P. Morgan Aviation, Transportation & Industrials Conference in New York City. “But it’s an aircraft that we think and we believe can make a big difference for the industry.”

The C Series is the first newly designed single-aisle plane in more than 15 years that Bombardier says delivers lower operating costs, environmental emissions and noise output than existing planes or those to be upgraded with new engines.

Delta is looking for a replacement for its aging small narrowbody fleet, including about 120 McDonnell Douglas MD-180s that are expected to retire over the next five years or so.

While the C Series “fits a need,” Bastian said price is a factor in whether the Atlanta-based carrier places an order for the 110- to 160-seat plane that is set to enter service by summer. Executives toured the C Series in December.

Bombardier spokeswoman Marianella de la Barrera said the C Series is now priced at a level that makes it competitive. “We see it as the right mix of technology and it’s an aircraft that is positioning itself for the next 20 years,” she said.

Air Canada CEO Calin Rovinescu also told the conference that price was a big factor in the Montreal carrier’s recent decision to sign a letter of intent that includes a firm order for 45 of the larger CS300 planes, plus options for 30 more of the aircraft.

“We obtained a good deal,” he said. The airline has refused to disclose the purchase price, which analysts believe includes a deep discount off list prices.

The planes are scheduled to be introduced beginning in late 2019 or early 2020 once deliveries of Boeing 737 MAX planes wind down. The larger Bombardier C Series will replace 25 Embraer E-190s before they require costly maintenance overhauls.

However, Rovinescu said the airline is able to delay deliveries for new planes if market conditions at the time are weaker than forecast. The C Series has received commitments for 678 planes, including 243 firm orders.

 

We bought the E190s before they require costly maintenance overhauls? Nice. Hope they were free or Boeing paid for that.

 

For reference: http://www.forbes.com/forbes/welcome/#4da02eec68cb Boeing gave a deep discount to United to buy 65 737s to block the C-Series.

So, David Bombardier Purdy is what happens if Delta orders C Series at a reduced price but nobody else gets on that wagon except Air Canada? How stable is this program to make that kind of an investment?

I mean if you were Airbus you could easily drop some A319s and A320s into Delta's lap really cheap. Delta would even take used ones too, which Airbus could use to just price out the CS from a life sustaining order.

But put yourself in Airbus' shoes, do you see the CS as a viable order for Delta and thus make a deal or do you see Delta as just playing you? If you think Delta is just playing you and Boeing for a deal, then there won't be any CSeries.

And where are the tables in the cockpit?

 

According to this video there is a pull-out table but it is a little dated:

https://www.youtube.com/watch?v=broXwnZhOVY


First, neither Boeing nor Airbus offers a new or efficient 120-150 seat alternative that makes sense without price reductions. The CS300 is a big step forward in technology and efficiency with big cost savings vs. geriatric, 1990s airplanes like the 700 or the A319. See this video regarding technology advances for the new SWISS CS100 (95% commonality with the CS300):

https://www.youtube.com/watch?v=X9yWF9cCVJY

No doubt Boeing and Airbus want to thwart Bombardier and they are willing to dump their pre-NEO airplanes on customers considering aircraft in the 120-150 seat range. UAL has benefitted greatly from Boeing's willingness to do a deal.

Again, despite Delta's reputation for only buying proven airframes, Delta ordered the A350-900 before it was operational and the CS300 (the best option for the MD88 replacement) shares 95% part commonality with the smaller CS100 which will start service with SWISS in Europe next month (it is currently doing route-proving with SWISS out of Zurich). If the CS100 does well in terms of meeting performance expectations with SWISS and others, Delta should have more confidence in the CS300. The CS300 would fit perfectly between the 717 and the 737-800/A320 in terms of seating capacity and range capability (it is even Hawaii capable). Obviously Delta will add more E190s because they won't stop at just 20 airframes, but the E190 is not a suitable replacement for the bigger MD88/90.

As far as marquis customers are concerned, the C-Series has been ordered by SWISS, Korean and now Air Canada with several other smaller players. No doubt now is the time for Delta to both secure a very low per-unit price as well as production slots if they are interested in retiring the MD88 in the next few years...

Time for Bombardier to sharpen it's pencil for Delta and make it happen!!!!

 

You keep telling us that. Maybe you need to direct that at the people who actually make airplane buying decisions. Or Bombardier.

 

I'll look. Iti s important. Once you go 120 lb max weight limit table you never go back.

I hope for your sake it happens.


I just don't know. I've got nothing to do with aircraft acquisitions at Delta beyond forcing them to replace one if I have a really rotten day at work. But I have several arguments, and it's all imho:

• I bet they're not looking to replace 116 MD-88s with 149 seats with 116 brand X jets with 150 seats. A 1:1 shell and capacity swap. They could use some mix of 190s, 319s, 320s, 321s, 737s, 738s and 739s and it might not even be 1:1 in capacity. It could be fewer jets and more capacity, more jets and same capacity or fewer jets and fewer capacity.
• The 737-700/A319 are never too small and never too big for a particular route. If there is a demand for 100 seats at 6am and 100 seats at 10am, they're happy with one 125 seater at 6am. If you need 200 seats on a route at 6am, a 125 seater will do just fine too. Want to get on? Pay more. More PRASM. The 110 seat 717 has done a lot of MD-88 replacement in ATL despite seating 39 fewer people.
• The routes we fly, for instance DTW-GRR, ATL-ORF, MEM-LAX, LAX-SEA, NYC-BOS, NYC-PBI, and so on, do not need a lot of technology.
• Fuel efficiency can be trumped by rent, reliability, maintenance, staffing, program sustainability and any combination thereof.

If they order the CS, they're taking a gamble. Looks like a cool plane and hopefully it works. But I'd just be surprised. What are you flying now?