This is good to hear. The reality is that A320 family needs a boost of payload at range. This alone will help. At least for the last OEOs going out the door.
I'm very curious as to the winglet's performance by cruise weight. This is due to high interest in a TATL range A321. The greater the benefit at high cruise weights the more likely we'll see a TATL A321.
Note: I do not expect this to be the case at EIS, but rather after an airframe and an engine PIP.
|Quoting kl911 (Reply 1):|
All we need now is the GTF to meet or exceed expectations and we will have a guaranteed winner.
Right now we're looking at a relative improvement between the A320NEO and the 737MAX of about 5%. This is the 3.5% of the sharklets plus the ~4% advantage of the larger fan minus the aerodynamic benefits of the new 737 tail and other changes. Not to mention both will aim for weight reductions...
If the Pratt's do indeed exceed expectations (they should in the long run), it will open up new missions for the A320. At this point, the sharklets are needed for better TCON payload. With the NEO, US West Coast to Hawaii will come into range. (The more range, the further inland we can call US West Coast). We'll also see a tremendous improvement in missions to/from the mid-east and I imagine Indigo will utilize the added range to great advantage now that they are going international.
This isn't to say the MAX won't be competitive. The relative competitiveness just will shift a bit in favor of the NEO. IMHO, this will just mean Airbus discounts a little bit less.