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Topic: A319 NEO And 737 MAX 7 Future
Username: kliakh01
Posted 2012-02-20 08:35:46 and read 6277 times.

Hi all,
what do you think is the future for A319 NEO and 737 MAX 7?

Seems like all the recent orders of Airbus and Boeing were for a bigger aircraft and that the aircraft below 150 seats are less and less attractive to airlines.

Thanks for your comments on this thread!
Konstantin

Topic: RE: A319 NEO And 737 MAX 7 Future
Username: Stitch
Posted 2012-02-20 09:03:43 and read 6175 times.

For many carriers, the trip costs between an A319 / 73G and an A320 / 738 are so close that the extra seats the larger plane offers are effectively "free" so any extra seats they can sell have high margins. And if they don't sell them, they're really no worse off.

The A319/73G do fly farther than their larger sisters, but considering that the A320neo and 737-8 will see a nice range boost thanks to lower fuel burn, that might marginalize the smaller planes even more on current routes. The A319neo and 737-7 will see a range boost, as well, so they may open up new, longer-range missions.

Topic: RE: A319 NEO And 737 MAX 7 Future
Username: SASMD82
Posted 2012-02-21 04:23:21 and read 5489 times.

As there are currently no planes available that have a lower CASM, the decision to offerte the A319NEO and 737MAX7 doesn't seem odd to me. Also, the most suitable plane that will become available soon (C-series -300 series) but the maximum seating capacity is only 145 whereas the 737 and A320 have a seating capacity of up to 215.

Topic: RE: A319 NEO And 737 MAX 7 Future
Username: Burkhard
Posted 2012-02-21 06:48:13 and read 5267 times.

Range and performance will ensure there is enough demand, add in that a 150 seater only needs three cabin crew and I do not worry about the A319 too much, nor does Airbus mind if an airline tells them early enough if they want the A319 or the A320...

Topic: RE: A319 NEO And 737 MAX 7 Future
Username: kliakh01
Posted 2012-02-21 07:40:24 and read 5147 times.

By the way considering what you have said sounds like CSeries have mistaken their models.
If you take CS100 and CS300 they have the same range and probably the same CASM, thus what would be the reason for an airline of buying both models instead of going for a bigger one directly?

Topic: RE: A319 NEO And 737 MAX 7 Future
Username: connies4ever
Posted 2012-02-21 07:50:40 and read 5111 times.

Quoting SASMD82 (Reply 2):
As there are currently no planes available that have a lower CASM, the decision to offerte the A319NEO and 737MAX7 doesn't seem odd to me. Also, the most suitable plane that will become available soon (C-series -300 series) but the maximum seating capacity is only 145 whereas the 737 and A320 have a seating capacity of up to 215.

I don't think I'd like being in a 320 with 215 seats ! 321 maybe.

Quoting kliakh01 (Reply 4):
By the way considering what you have said sounds like CSeries have mistaken their models.
If you take CS100 and CS300 they have the same range and probably the same CASM, thus what would be the reason for an airline of buying both models instead of going for a bigger one directly?

Not based on the order book well before first flight. Orders + options are now about 250, which is more than the 737 had before it's first flight. 320 & 73NG both likely require 4 FA's, CSeries only 3, which directly affects the CASM.

Topic: RE: A319 NEO And 737 MAX 7 Future
Username: kliakh01
Posted 2012-02-21 08:02:28 and read 5071 times.

Well A319 will also have 3 FAs.

However considering what Stitch wrote in his message that A319 can be used for a longer routes than A320, thus giving an airline additional flexibility on using this aircraft, why an airline would go for both CS100 and CS300 if they have the same range which will reduce their flexibility on operating a smalle aircraft on longer routes.

Topic: RE: A319 NEO And 737 MAX 7 Future
Username: Roseflyer
Posted 2012-02-21 11:06:17 and read 4844 times.

Quoting Burkhard (Reply 3):
Range and performance will ensure there is enough demand

There are airports in the world that the performance of the 737-MAX7 and A319NEO are needed over the larger models. They can operate out of smaller airfields. The 737-800 has an optional short field performance package to operate out of smaller airports, but its payload can be heavily restricted. While it is not a huge market, it certainly is important for a select few customers.

One problem of the MAX and NEO is that they are getting worse with short field performance. Both planes are getting heavier, which means higher approach speeds and longer brake distances. The MAX is also going to have a higher angle of attack on the ground, which means less brake force. With the short field performance getting worse on both the A320NEO amd 737-MAX8, there will certainly be a market for the smaller models.

Topic: RE: A319 NEO And 737 MAX 7 Future
Username: Burkhard
Posted 2012-02-21 23:51:06 and read 4477 times.

And while it may be a horrible idea for some of you, I see the A319NEO 737MAX7 to replace the 757 as the transcon-TATL small plane. Enough space for enough Business class, and a few Y which are easy to be sold at good margins and cargo containers.

Topic: RE: A319 NEO And 737 MAX 7 Future
Username: r2rho
Posted 2012-02-22 04:57:20 and read 4258 times.

Today, the families are optimized around the A320 and 738, the reengining and double-digit sfc improvoment will shift that optimum point to the right. The A320NEO & 738MAX will continue to be the big sellers, but the A321NEO and 739MAX will gain a lot of attractiveness. The A319NEO / 737MAX will not become the new A318 / 736, but they will sell less relatively to their big brothers than they do today.

They will still be useful for long thin routes, QR will surely be interested, IB could open up a good chunk of Africa with them, etc. But for those who don't need the range capacity, they may be "too much aircraft" and they'll go for A320NEO / 738MAX instead.

Quoting Burkhard (Reply 8):
I see the A319NEO 737MAX7 to replace the 757 as the transcon-TATL small plane. Enough space for enough Business class, and a few Y which are easy to be sold at good margins and cargo containers.

IMO, they are still too small for a profitable typical 2-class operation, despite the efficiency gains. However, they would make all-business (or heavy business + some Y+) TATL flights much more attractive.


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