Moderators: richierich, ua900, PanAm_DC10, hOMSaR
sergegva wrote:There is already an A319neo prototype (first flight was in march 2017). What about the second one (MSN 6620, P&W)? Is it already in production or not yet?
seahawk wrote:There will be customers who want the size and the option to use LD-3/45s.
767333ER wrote:seahawk wrote:There will be customers who want the size and the option to use LD-3/45s.
The A319 can’t take containers. The only thing it’s good for at this point is special performance.
767333ER wrote:seahawk wrote:There will be customers who want the size and the option to use LD-3/45s.
The A319 can’t take containers. The only thing it’s good for at this point is special performance.
WIederling wrote:767333ER wrote:seahawk wrote:There will be customers who want the size and the option to use LD-3/45s.
The A319 can’t take containers. The only thing it’s good for at this point is special performance.
Hahrm.
The A318 can’t take containers. really too short.
You can have AKH on a319, a320, a321.
767333ER wrote:My bad there, but even if it can, almost nobody uses them on the A319. The only one I know of is Austrian. Contiainers are better on the A320 and A321neo, but in a plane that size, they really don’t do much.
767333ER wrote:seahawk wrote:There will be customers who want the size and the option to use LD-3/45s.
The A319 can’t take containers. The only thing it’s good for at this point is special performance.
CarlosSi wrote:Aside from the fact that it’s already flying, Airbus stayed earlier they’ll be pushing the CS “ahead of their a319”, so it looks like they’re more invested on the CS than their own design.
https://www.bloomberg.com/news/articles ... sales-push
ytz wrote:Dunno about the others, but I think Avianca will go CSeries.
They have 15 319s, 10 318s and 12 E190s. And they have a deal for 20 319NEOs. This is an opportunity for Airbus. Offer them 20 CS100 and 20 CS300 (converted from 20 319NEO). Avianca gains by getting much more optimized aircraft, no change in the number of types, and still a much larger commonality pool for its low end fleet.
bennett123 wrote:U2 has 254 aircraft split roughly 50/50 A319/A320.
Expect that they will not be happy about having a split A320/CS fleet.
Given they were previously Boeing customers, there views may carry more weight.
bennett123 wrote:And I suspect if there's enough demand, they'll build the CS500 too.
armchairceonr1 wrote:ytz wrote:Dunno about the others, but I think Avianca will go CSeries.
They have 15 319s, 10 318s and 12 E190s. And they have a deal for 20 319NEOs. This is an opportunity for Airbus. Offer them 20 CS100 and 20 CS300 (converted from 20 319NEO). Avianca gains by getting much more optimized aircraft, no change in the number of types, and still a much larger commonality pool for its low end fleet.
Why? Aviancas A319s are very young and they have also 41 A320s, age around 5 years(+10 321s). Their A318 are much older and propably going out when A319neos come in. Not any idea for Avianca or neither Airbus.
ytz wrote:And yet, despite those 319s being young Avianca has an order for 20 319NEOs. This is a clear cut opportunity here. Airbus gets to double the number of airplanes sold by offering them 40 CSeries to consolidate some of their fleet. And the profits should work out the same for Airbus as selling 20 319NEOs. That sales pitch even makes sense if AV bought the 319NEOs for growth.
bennett123 wrote:U2 has 254 aircraft split roughly 50/50 A319/A320.
Expect that they will not be happy about having a split A320/CS fleet.
Given they were previously Boeing customers, there views may carry more weight.
ytz wrote:armchairceonr1 wrote:ytz wrote:Dunno about the others, but I think Avianca will go CSeries.
They have 15 319s, 10 318s and 12 E190s. And they have a deal for 20 319NEOs. This is an opportunity for Airbus. Offer them 20 CS100 and 20 CS300 (converted from 20 319NEO). Avianca gains by getting much more optimized aircraft, no change in the number of types, and still a much larger commonality pool for its low end fleet.
Why? Aviancas A319s are very young and they have also 41 A320s, age around 5 years(+10 321s). Their A318 are much older and propably going out when A319neos come in. Not any idea for Avianca or neither Airbus.
And yet, despite those 319s being young Avianca has an order for 20 319NEOs. This is a clear cut opportunity here. Airbus gets to double the number of airplanes sold by offering them 40 CSeries to consolidate some of their fleet. And the profits should work out the same for Airbus as selling 20 319NEOs. That sales pitch even makes sense if AV bought the 319NEOs for growth.
767333ER wrote:The only thing it’s good for at this point is special performance.
Polot wrote:I'm not even sure the A319neo's "special performance" is even that special. The C series also has fantastic performance. As armchairceonr1 mentioned the A319neo will really only appeal to A320 operators who only need a small fleet in this size, too small to justify adding a new type like the C series.
KarelXWB wrote:Airbus offers a short-field mod for A320neo, making the A319neo performance redundant.
Jayafe wrote:KarelXWB wrote:Airbus offers a short-field mod for A320neo, making the A319neo performance redundant.
Has IAG shown interest for that variant? Thinking of IB A319s replacement (+50% around 10 years now)...
bennett123 wrote:U2 has 254 aircraft split roughly 50/50 A319/A320.
Expect that they will not be happy about having a split A320/CS fleet.
Given they were previously Boeing customers, there views may carry more weight.
KarelXWB wrote:Airbus offers a short-field mod for A320neo, making the A319neo performance redundant.
CarlosSi wrote:Aside from the fact that it’s already flying, Airbus stayed earlier they’ll be pushing the CS “ahead of their a319”, so it looks like they’re more invested on the CS than their own design.
https://www.bloomberg.com/news/articles ... sales-push
KarelXWB wrote:Airbus offers a short-field mod for A320neo, making the A319neo performance redundant.
Varsity1 wrote:ACJ
aemoreira1981 wrote:AV may need the A319neo for range over capacity. I see them sticking with the A319s, as older A319s would be shifted to where the A318 flies now. Also, I doubt that the A320neo will be offered as the business jet replacement for the A319CJ.
ytz wrote:aemoreira1981 wrote:AV may need the A319neo for range over capacity. I see them sticking with the A319s, as older A319s would be shifted to where the A318 flies now. Also, I doubt that the A320neo will be offered as the business jet replacement for the A319CJ.
How is range an issue with the CSeries?
http://www.gcmap.com/mapui?DU=mi&P=ord, ... 00nm%40bog
They may pick the 319NEO for many reasons. But I doubt range is one of them. And that's a map for the CS100 with 3100nm. The CS300 does 200nm more.
aemoreira1981 wrote:AV may need the A319neo for range over capacity. I see them sticking with the A319s, as older A319s would be shifted to where the A318 flies now. Also, I doubt that the A320neo will be offered as the business jet replacement for the A319CJ.
aemoreira1981 wrote:ytz wrote:aemoreira1981 wrote:AV may need the A319neo for range over capacity. I see them sticking with the A319s, as older A319s would be shifted to where the A318 flies now. Also, I doubt that the A320neo will be offered as the business jet replacement for the A319CJ.
How is range an issue with the CSeries?
http://www.gcmap.com/mapui?DU=mi&P=ord, ... 00nm%40bog
They may pick the 319NEO for many reasons. But I doubt range is one of them. And that's a map for the CS100 with 3100nm. The CS300 does 200nm more.
BOG is a hot and high airport (8400 feet above sea level) which could impact that range.
zackary747 wrote:The A319 NEO did its test flight today in addition with the A330 NEO. It was on FR24.
Let's look at it from this perspective. Parts on the 319, 320, and 321 go together making maintenance much easier for certain airlines. That's why some airlines only want one a/c type.