Baby Bus for market advantage
08-20-2022 | 09:53 AM
#21
Perennial Reserve
Joined: Jan 2018
Posts: 14,247
Likes: 257
At a nominal $3 per gallon you are carrying 50% more passengers on every trip for an incremental cost of $9000 per day.
Given the fixed costs of a second fleet in training, sims, parts and maintenance logistics, I’m not sure a $9000 a day fuel savings actually justifies the second type and outside of one FA, there are really no personnel savings. Well, a couple bucks an hour on the A220 vs A320 pilot rate I guess. I suppose you could make the case for ONLY flying the A220, but any airline having a fleet of 300 or so of those is well in the future whereas NK and B6 both have an order book of 320 variants lined up and a sunk investment in existing spares and training.
08-20-2022 | 12:01 PM
#23
Perennial Reserve
Joined: Jan 2018
Posts: 14,247
Likes: 257
But yeah, if it’s 220-300s it’s a comparable load to a 319. Still don’t know if it’s worth the training and logistics costs of going two fleet though. And again, nobody is going to have a huge fleet of A220s any time soon.
08-20-2022 | 01:49 PM
#25
Perennial Reserve
Joined: Jan 2018
Posts: 14,247
Likes: 257
2. What’s the parts, maintenance, and training commonality between the A220 and the BULK of the JetBlue fleet which IS A320s, and will be even moreso 320 series if/when they complete the acquisition of NK?
3. And, as I said, the 319NEO orders are convertible to 320NEOs easily enough at this stage.
Arguments like yours are why management believes pilots know nothing about running an airline.
08-20-2022 | 04:14 PM
#27
Line Holder
Joined: Jun 2015
Posts: 1,866
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From: Left
As someone who has also flown on the JB A220 as a pax several times, I can personally vouch for it from the passenger ergonomics standpoint. Much better than any current Spirit offering and more comfortable than any non-MINT JB product. Perhaps JB will get more 220s through a possible future Breeze merger…
08-21-2022 | 05:46 AM
#28
The REAL Bluedriver
Joined: Sep 2011
Posts: 6,935
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From: Airbus Capt
1. What’s the parts, maintenance, and training commonality between the 319 and the rest of the 320 series?
2. What’s the parts, maintenance, and training commonality between the A220 and the BULK of the JetBlue fleet which IS A320s, and will be even moreso 320 series if/when they complete the acquisition of NK?
3. And, as I said, the 319NEO orders are convertible to 320NEOs easily enough at this stage.
Arguments like yours are why management believes pilots know nothing about running an airline.
2. What’s the parts, maintenance, and training commonality between the A220 and the BULK of the JetBlue fleet which IS A320s, and will be even moreso 320 series if/when they complete the acquisition of NK?
3. And, as I said, the 319NEO orders are convertible to 320NEOs easily enough at this stage.
Arguments like yours are why management believes pilots know nothing about running an airline.
But I also think you fail to look just a little further into the future, with the inevitable launch of the A220-500, which will have been economics than the A320NEO with similar capacity. With a future fleet of 600+ aircraft, they can have two fleet types if they want, and probably works out better for some/much of the pilot group to spread out seniority a little bit.
08-21-2022 | 06:08 AM
#29
SDQ Base Chief
Joined: Mar 2006
Posts: 6,079
Likes: 41
From: 320 CA
I will just add that JB already has an A220-300 program up and running. That horse is already out of the barn. The A220-300 does have better economics than an A319NEO, and there may be many routes that don't need the capacity of an A320NEO.
But I also think you fail to look just a little further into the future, with the inevitable launch of the A220-500, which will have been economics than the A320NEO with similar capacity. With a future fleet of 600+ aircraft, they can have two fleet types if they want, and probably works out better for some/much of the pilot group to spread out seniority a little bit.
But I also think you fail to look just a little further into the future, with the inevitable launch of the A220-500, which will have been economics than the A320NEO with similar capacity. With a future fleet of 600+ aircraft, they can have two fleet types if they want, and probably works out better for some/much of the pilot group to spread out seniority a little bit.
The A220-500 will be a workhorse and no doubt we see it replace a lot of our current A320ceo capacity.
The most economical variant of any given airframe is the one that holds the most pax. A321 vs A319, A220-500 vs A220-100
08-21-2022 | 06:41 AM
#30
The REAL Bluedriver
Joined: Sep 2011
Posts: 6,935
Likes: 0
From: Airbus Capt
I struggle to see a role for the A319 in the fleet 3-5yrs post merger. I would be very very surprised if the 319neo was ever delivered to NK/JB.
The A220-500 will be a workhorse and no doubt we see it replace a lot of our current A320ceo capacity.
The most economical variant of any given airframe is the one that holds the most pax. A321 vs A319, A220-500 vs A220-100
The A220-500 will be a workhorse and no doubt we see it replace a lot of our current A320ceo capacity.
The most economical variant of any given airframe is the one that holds the most pax. A321 vs A319, A220-500 vs A220-100
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