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Jetsouth wrote:Bombardier indicated in mid 2016 that, for the balance of the year, there would be multiple orders of cseries jets. Nothing materialized other than an order for 2 jets for Tanzania. Recently, Bombardier indicated that, in 2017 there would be a major order for the jets, about the same size of the Delta order earlier in 2016. Does anyone have any idea who will be making such a large order, and is there any speculation as to what other orders will come for the jets in 2017?
tysmith95 wrote:Call me crazy but I think that Southwest would be well served if they decided to order the CS300 to replace their 737-700 planes. They are large enough where having two types of planes makes sense. Easyjet is another airline that would be well served by this type.
INFINITI329 wrote:tysmith95 wrote:Call me crazy but I think that Southwest would be well served if they decided to order the CS300 to replace their 737-700 planes. They are large enough where having two types of planes makes sense. Easyjet is another airline that would be well served by this type.
Not crazy at all. If Southwest wants to expand domestically (lower 48) they MUST go smaller. The C-Series would be a perfect fit. However Southwest management is still stuck in 70s. It still all hail thy Boeing 737in Dallas. Granted its a good airplane but you can only do some much with it. Within the next 5-10 years Southwest must either go smaller or larger in order to grow.
DFW789ER wrote:Southwest had the perfect opportunity to go smaller with the 88 Airtran 717's. Perhaps not as advanced technically as the C-series, but it could have been done. They no longer seem interest in smaller markets. The management is far from stuck in the 70s, or even 80s. Underutilized airports no longer fit their business model. Not that long ago if anyone would have said WN would be flying to BOS, LGA, EWR, DCA, returning to DEN and SFO - people would have said it would never happen. Now look at the smaller Southwest stations like CAK, CRP, DSM, ICT. They are getting smaller in exchange for bigger chunks of more premium markets.
INFINITI329 wrote:DFW789ER wrote:Southwest had the perfect opportunity to go smaller with the 88 Airtran 717's. Perhaps not as advanced technically as the C-series, but it could have been done. They no longer seem interest in smaller markets. The management is far from stuck in the 70s, or even 80s. Underutilized airports no longer fit their business model. Not that long ago if anyone would have said WN would be flying to BOS, LGA, EWR, DCA, returning to DEN and SFO - people would have said it would never happen. Now look at the smaller Southwest stations like CAK, CRP, DSM, ICT. They are getting smaller in exchange for bigger chunks of more premium markets.
The problem with the 717s it would have cost just as much as 737s to operate with 26 less seats (than a 73G) under the WN model. Therefore it would not have been beneficial to WN to really keep them. Just because they altered the airports they fly to dosent meant that management isn't stuck in the 70s way of thinking,
INFINITI329 wrote:DFW789ER wrote:Southwest had the perfect opportunity to go smaller with the 88 Airtran 717's. Perhaps not as advanced technically as the C-series, but it could have been done. They no longer seem interest in smaller markets. The management is far from stuck in the 70s, or even 80s. Underutilized airports no longer fit their business model. Not that long ago if anyone would have said WN would be flying to BOS, LGA, EWR, DCA, returning to DEN and SFO - people would have said it would never happen. Now look at the smaller Southwest stations like CAK, CRP, DSM, ICT. They are getting smaller in exchange for bigger chunks of more premium markets.
The problem with the 717s it would have cost just as much as 737s to operate with 26 less seats (than a 73G) under the WN model. Therefore it would not have been beneficial to WN to really keep them. Just because they altered the airports they fly to dosent meant that management isn't stuck in the 70s way of thinking,
deltadawg wrote:I was on a SN flight from BRU-BHX several months ago aboard one of their ARJ-100's and thought at that time that the CSeries would make a great replacement for the Avro's in the Brussels stable. If I recall correctly they have either 8 or 9 of the Avro's still and another 18-20 A319's. The C100/300 would seemingly make a great replacement for both in terms of capacity, capability and range. Not sure if SN is looking but it would seem that BBD would be targeting SN as a potential customer!
In a related development is the decision now nearing which manufacturer will provide the next generation of smaller single aisle jets to Ethiopian Airlines. Speculation is mounting that the Bombardier’s CS Series – Ethiopian is already successfully flying 15 Bombardier Q400NG’s – may become the aircraft of choice. Ethiopian’s aviation academy already operates a simulator for the Bombardier Q400 and also offers maintenance services for this aircraft type, making a valid case to further strengthen the relationship between the airline group and Canadian manufacturer Bombardier.
Jetsouth wrote:What about an order from Westjet. I know that they are traditionally a Boeing customer, however, they have also bought the Q400. Publicly, they have indicated that they are not interested in the CSeries, however, so did Air Canada before they ordered the CSeries. The Cseries would be a good replacement for their 737-600, and for routes too large for the Q400 but too small for the 737.
zkncj wrote:Long-shot but maybe NZ, they currently have an massive gap between the A320 171 seats and the ATR 72-600 with 68. Up till 2015 they also had the 733 with 133 seats that was more suited to routes like CHC-WLG which has now mainly been reduced to 72-600s due to the A320 being to large.
Having been burnt by the 787 delays I could see them waiting to see another type prove it self before they would purchase an new design again.
Jetsouth wrote:Bombardier still has to announce shortly what its next aircraft development program is: the CS500, or an upgrade of the CRJ's, a larger or upgraded Q400 or a business jet program. If the next program is the CS500, perhaps many pending new orders are purposely being held until its announcement.
Jetsouth wrote:I think Bombardier has no choice but to spend its resources to update the CRJ's and the Q400's or else they will lose all market share in these two programs. The CS500 can come along in a few years. Anyways, Bombardier has enough backlog on the CS100 and CS300 lines to keep them busy for several years before they could even introduce another model on the line. Delta, presumably a big CS500 customer, can certainly wait for several more years until the 717's need to get replaced.
Jetsouth wrote:For a large order, possibly UA. Others that are possible are BA, Jetblue, Spirit, perhaps a Lufthansa followup order?
Thomaas wrote:I'm hoping for UA. Since they cancelled the 73Gs they need smaller lift and the CSeries would allow them to add more 76 RJs which the 73Gs didn't.
Jetsouth wrote:Apparently no CSeries orders from UAL today, rumors false.....maybe later this year?
United Airlines president Scott Kirby says the economics of a 100-seat aircraft “just don’t work” for the carrier’s mainline fleet.
“We basically need to spread mainline costs over the greater number of seats in the bigger airplanes,” he said in a discussion with employees at United’s Chicago O’Hare hub earlier in January.