keesje wrote:A220 serie production is just starting. To project this production rate on the future seems odd. I can see the production rate up to 10-15 a month in a few years.
Low empty weight, low noise, no direct competition, proven performance and a large replacement market seem the ingredients.
Airbus has the people who know how to fix the production issues. I agree on 10-15 per month within a few years.
It has been a fine year for sales, but I hope for more. Known open campaigns:
I'm sure there are more and I hope we hear about them soon.
Airbus won't be able to really impact production before late 2019. Time lags in the industry are really long.
Airbus is negotiating down component prices too. That will enable more sales via pricing.
As to no direct competition, for the A220-100, I consider the E2-195 a fine competitor Most sales campaigns seem to be A220-300 vs. E2-195 though...
For replacement, I believe most markets are growing enough that upgauging will take many of the orders.
Onto the WN discussion:
Southwest's computer system and processes are so focused on one type they are, in my opinion, the least efficient airline for bringing in a 2nd type. So they will be an outlier. Eventually they will feel the competition from DL, B6, Moxie, and (probably) NK and have to decide if they need a lower cost per flight aircraft for small markets. The -7 will require significantly more revenue to pay for each flight. I'm sure WN will do well with it, but there is a reason the above list of 4 US based competitors chose the A220.
And I expect UA and AA to bid the E2 vs. A220 too. The US market will be transformed by the A220. I'm very much looking forward to TCON flights on the A220. Please SoCal to Florida, PLEASE!